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AHM General Part

Aeroplane Handling Manual
Aeroplane Handling Manual - AHM General Part Responsibilities
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Version: 03 Valid from: 30.01.2014 Page no.: Responsibilities 2

Responsibilities
Swiss International Air Lines Ltd.

Aircraft Handling Management / OGP
Policies & Processes
Ground Services
P.O. Box
CH-8058 Zurich Airport
Switzerland
Phone: +41 44 564 90 46

Fax: +41 44 564 90 49
SITA: HDQGPLX
E-Mail: [email protected]
Internet: https://gs.swiss.com

Disclaimer
The information contained in this publication is subject to constant review in the light of changes to international
governmental and internal requirements and regulation.
Although every effort has been made to ensure accuracy, Swiss International Air Lines Ltd. shall not be held
responsible for loss of damage caused by errors, omissions, misprints or misinterpretation of the contents
hereof.
Furthermore, Swiss International Air Lines Ltd. expressly disclaims all and any liability to any person, in respect
to anything done or omitted, and the consequences of anything done or omitted, in reliance on the contents of
this publication, that may be affected by errors, omissions, misprints or misinterpretation.
Copyright
Copyright 2013
All right reserved.
No part of this publication may be reproduced, recast, reformatted or transmitted in any form by any means,
electronic or mechanical, including photocopying, recording or any other information storage and retrieval
system, without prior written permission from the responsible editor.
The AHM - General Part is an internal publication, It may not be given to persons of parties not associated with
Electronic version
The updated versions of the AHM - General Part are now only available electronically and may be viewed and
downloaded from the Swiss Ground Services Extranet site using the following link:
https://gs.swiss.com
As such, no transmittal letter will be sent, as in the past for the printed manuals.
We remind you, should you have downloaded the AHM on an internal network, it is your responsibility to delete
the previous version and download the new AHM. This will also be systematically checked during the annual
EU-OPS (ex. JAR-Ops) audits / inspections.
Comments
If you have any comments on the contents of this manual, please contact the responsible departments. This
department is published under the part “Responsibilities”, “Responsible editor”.

Aeroplane Handling Manual - AHM General Part Editorial
Aeroplane Handling Manual (AHM) - General Part
Editorial - Revision no. 22
Date: January 30th, 2014

To: All personnel involved in the Aeroplane Handling of Swiss International / European Air Lines
From: Rhys Williams, Aircraft Handling Management / OGP
Dear Colleagues,
Author and psychologist Ben Sweetland once said :

“One cannot hold a torch to light anothers path without brightening our own”.
With this quote, I officialy hand over the AHM torch to my successor Ms. Ailbhe (Elva) Manzoni. It has been
a pleasure being the editor of this AHM for the past 6 years and I hope to have been able to enlighten a
few paths along the way, as I have my own.
I look back on the development of our AHM with a certain sense of achievement especially given the
limited time and ressources available. Nevertheless and as in most professional endeavours, one has
to deal with a certain amount of frustration. In one particular case, the tendency of over regulating our
industry became pathetically obvious when I was relunctantly required to indicate within our AHM that
“smoking in an aircraft’s cargo compartments is forbidden”. That all airports to which we operate enforce a
strict “no smoking” rule on the apron did nothing to stifle my objections. Why burden working manuals with
such superfluous regulations when it should be obvious to all that, when not in flight, an aircraft (including
its cargo compartments) will be located on the...airport apron!?
I cannot help but think that such over regulation will only dim the proverbial torches flame and, as a result
ones path will become increasingly difficult to find amidst a sea of unessential information.
I leave the position of AHM editor and pass the torch into the very capable hands of Ailbhe Manzoni. This
with the explicit wish that the AHM remains principally a working manual that informs ground personnel
and flight crews alike, on how to handle our aircraft when on the ground. And not solely a manual that
aims to satisfy government agency requirements, lawyers and auditors.
1.3.6 Ramp accidents / incidents

U - Damage & Injury Reporting................................................................................................................ 1.86
U - Details about who to inform in case of an accident/incident
2.1.2 Flight files
U - CLI deleted from flight file content........................................................................................................ 2.7
2.2.1 Introduction
U - Definition of loadcontrol function 4 denomination ramp agent added............................................... 2.11
2.2.2 Training standard and certification for loadcontrol staff
U - Updated JAR-OPS to new EU-OPS................................................................................................... 2.14
4.2 ULD’s
U-Updated Loading into/on ULD’s checklist............................................................................................ 4.15
4.7.3 Classification of dangerous goods
U - Remark changed to new “These Dangerous goods are not required to appear on NOTOC” �� 4.50
4.8 Live animals
U - AVI transported as baggage is to be communicated via “SI” remark and not by NOTOC.................. 4.61
Version: 03 Valid from: 30.01.2014 Page no.: Editorial 1

4.9.16 Wheelchair or other battery powered mobility aid

U - “SI”-remark on loadsheet replaces the issuance of NOTOC..................................................... 4.97- 4.98
5.2.4 Unit load devices
N - AKW and AVA ULD added.................................................................................................................. 5.13
U - AKE Light weight and AVE remark adjusted
N - RKN ID no. 250003D - 251003D added............................................................................................. 5.14
5.3.1 Load information
U - DGR and special loads added to “LDM for ULD aeroplane”.............................................................. 5.21
5.3.3 Manual loadsheet
U - DGR and special loads added to “Part 7 - SI..................................................................................... 5.32
5.5.1 Notification to commander (NOTOC) - general
U - Revised NOTOC process according IATA DGR Regulation, Revision 55.................................. 5.55-5.56
5.5.2 Manual Notoc

U - Updated information under point 8 “Information about shipment”...................................................... 5.65
5.5.3 EDP Notoc
U - Updated information under point 8 “Information about shipment”...................................................... 5.68

5.6 General Declaration ICAO - Retrieval through “Sabre AirCrews Report Manager” system
U - New URL for crew retrieval................................................................................................................ 5.71
6.2 Delay codes
U - IRR 35A , TSA search added............................................................................................................... 6.9

U - IRR 68, sub-codes a, b & c added..................................................................................................... 6.11
U - IRR 85C has been divided into ‘C’ and ‘D’......................................................................................... 6.12
6.7 Loadmessage (LDM)
U - Supplementary information - AVI, battery powered mobility aid etc. added....................................... 6.34
6.10 Crew Composition message
U - New URL for crew retrieval................................................................................................................ 6.55
EXEMPLIFICATION
N New chapter
U Update
D Deleted chapter

Electronic retrieval of AHM General Part

Revision no. 22 as well as the entire AHM General Part can be retrieved and downloaded from the Swiss
Ground Services Extranet.
URL: https/gs.swiss.com
Username: swissfamily
Password: join01
Path: “Library”, “Manuals”, “AHM General Part”
As always, may we kindly ask you to familiarise yourself with these changes and inform all persons
involved at your station.
Thank you for your cooperation and pleasant readings.
Best regards,
Rhys Williams
Ground Services
P.O. Box
Tel. +41 44 564 90 46
Fax +41 55 564 90 49
SITA HDQGPLX
E-mail: [email protected]
[email protected]
IMPORTANT NOTE:
The content of this revision, including new or changed processes, has been reviewed and assessed for
safety issues and hazard risks according to the SWISS Quality System and Safety Management System
as described in the relevant safety and quality assurance manuals. It has been proven compliant with the
valid requirements.


Aeroplane Handling Manual - AHM General Part Table of Contents
Table of contents
Responsibilities
Editorial
Table of contents
Index
0. Introduction
0.1 Scope and purposes
0.2 List of effective pages
0.3 Terms and definitions
0.4 References to other manuals and computer systems
0.5 Abbreviations list
0.6 Phonetic alphabet (ICAO)
0.7 Updating process of AHM General Part
Version: 03 Valid from: 30.01.2014 Page no.: TOC 1

1. Ramp Handling
1.1 Aeroplane Handling

1.1.1 Access to aeroplane
1.1.2 Protection of aeroplane
1.1.3 Aeroplane doors
1.1.4 Communication with flight crew
1.1.5 De-icing / anti-icing
1.1.6 Sealing of aeroplane
1.1.7 Disinfection of aeroplane toilets
1.1.8 Disinsection of aeroplane
1.1.9 Departure activities
1.1.10 Information to flight crew

1.1.11 Embarkation and loading with engines running
1.1.12 Marshalling
1.1.13 Potable water
1.1.14 Preflight check departure
1.1.15 Wheel chocks
1.1.16 Air conditioning
1.1.17 Defect / out of use report
1.1.18 General awareness

1.1.19 Marker cones
1.1.20 Arrival activities
1.2 Fuelling / defuelling

1.2.1 Standard fuelling
1.2.2 Fuelling / defuelling with passengers or crew on board / boarding / disembarking
1.3 Ramp safety

1.3.1 Ramp safety general
1.3.2 Danger areas in the vicinity of the aeroplane
1.3.3 Fire fighting and protection on the ramp
1.3.4 Positioning of ground support equipment
1.3.5 Prevention of Foreign object Damage (FoD)
1.4 Ramp handling policy

1.4.1 Introduction
1.4.2 Training requirements for ramp handling personnel
1.5 Ground Support Equipment

1.5.1 Requirements for ground support equipment (GSE)
1.5.2 Ground support equipment (GSE) operation
1.6 Strong winds and adverse weather
Version: 03 Valid from: 30.01.2014 Page no: TOC 2

2. Load control
2.1 Company operating rules

2.1.1 Company operating rules
2.1.2 Flight file
2.2 Load control policy

2.2.1 Introduction
2.2.2 Training standards and certification for load control staff
2.2.3 Training standards for load control trainers
2.2.4 Auditing of third party training units
2.2.5 Destinations without approved loadcontrol staff
2.2.6 Standards for load control approval for SWISS aircraft at scheduled, leisure and charter / ad hoc
destinations
2.2.7 Other activities related to load control
2.3 Load control procedures
2.4 Mass and balance calculation

2.4.1 General requirements
2.4.3 Standard EDP loadsheet

2.4.4 ACARS loadsheet
2.4.5 EDP systems
2.5 Mass control of load
2.6 Data communication
3. Loadplanning
3.1 General regulations
3.2 Load conversion figures
3.3 Load distribution
3.4 Loading instruction / report

3.4.1 EDP Loading instruction / report for ULD aeroplanes
3.4.2 EDP Loading instruction / report for non-ULD aeroplanes
3.4.3 Manual loading instruction / report for ULD aeroplanes
3.4.4 Manual loading instruction / report for non-ULD aeroplanes
3.4.5 Manual loading instruction / report for ULD aeroplanes used for charter/leisure flights (A319, A320,
A321)
3.4.6 Manual loading instruction / report for A320 HB-IJU / HB-IJX and HB-IJW used for charter /Leisure
flights
3.4.7 Loadsheet back-up process
3.4.8 Loading instructions / report and transmittal form for EDP system breakdowns and diversions
(RJ100, A319, A320, A321)
3.5 Unit load versions


4. Loading
4.1 Baggage
4.2 ULDs
4.3 Bulk load
4.4 Supporting of load
4.5 Ballast
4.6 Loading accessories

4.7 Dangerous goods

4.7.1 Dangerous goods general
4.7.2 Classification of dangerous goods
4.7.3 Load incompatibility chart
4.7.4 Notification of dangerous goods
4.7.5 Radioactive materials
4.7.6 Other categories of dangerous goods
4.7.7 State variations
4.8 Live animals
4.9 Miscellaneous special loads

4.9.1 Company mail
4.9.2 Diplomatic shipments
4.9.3 Films (FIL)
4.9.4 Foodstuff for human consumption (EAT)
4.9.5 Fruits and vegetables (PEP)
4.9.6 Hatching eggs (HEG)
4.9.7 Human remains (HUM)
4.9.8 Living human organs and blood plasma (LHO)
4.9.9 Magnetised materials (MAG)
4.9.10 Valuable cargo (VAL)
4.9.11 Wet cargo
4.9.12 News material
4.9.13 Intentionally left blank
4.9.14 Mail plis
4.9.15 Service cargo (S1 and S2)
4.9.17 Out size items (BIG)
4.9.18 Automobiles
4.9.19 Swiss X-Presso (XPS and Swiss X-Presso XL (XPL)
4.9.20 Time matters cargo courier product
4.10 Stowing of load in the passenger cabin

4.10.1 Stowing of load in the passenger cabin
4.10.2 Passenger cabin restraint nets
4.11 Unloading

5. Documentation
5.1 Actual masses
5.2 Standard masses

5.2.1 Standard baggage mass
5.2.2 Standard passenger mass
5.2.3 Standard crew mass
5.2.4 Unit load devices
5.2.5 Pantry codes
5.2.6 Version numbers
5.3 Loadsheet
5.3.1 Load information codes
5.3.2 Number of copies and distribution
5.3.4 EDP loadsheet
5.4 Last minute changes

5.5 Notification to commander (NOTOC)

5.5.1 Notification to commander (NOTOC) - General
5.5.2 Manual NOTOC
5.5.3 EDP NOTOC
5.5.4 ACARS NOTOC
5.6 General Declaration (ICAO)
5.7 Loading and storage of aeroplane handling documents
5.8 Crew and crew seats

5.8.1 Passenger on crew seats
5.8.2 Deadheading crew (DHC)
5.8.3 Flying station engineer
5.8.4 Working crew on passenger seats (XCR)
5.8.5 Crew seating when crew rest facilities are unusable
5.9 Intentionally left blank
5.10 Assistance in flight planning at stations abroad

6. Messages
6.1 Priority indicator
6.2 Delay codes
6.3 Departure message
6.4 Arrival message
6.5 Delay message
6.6 Diversion message

6.8 Container / pallet distribution message (CPM)
6.9 ULD Control messages

6.9.1 ULD Control message (UCM)
6.9.2 Stock take message
6.9.3 ULD Transfer message (LUC)
6.10 Crew composition message
6.11 Estimated zero fuel mass message
6.12 OPUS NOTAM - TOI (Transitory OPS Information) request message
6.14 ACARS freetext message
7. Processes
7.1 On-time performance
7.2 Turnaround processes

7.2.1 Turnaround processes for Avro, A319, A320, A321
7.2.2 Turnaround processes for A330, A340
7.2.3 Turnaround processes DXB
7.3 Advanced departure
7.4 Contingency plan for lengthy tarmac delays
7.5 Estimated Zero Fuel Mass
Appendix
A: Forms
B: Important addresses
C: Station organisation

Aeroplane Handling Manual - AHM General Part Index
Index
Index - A Abbreviations�� 0.5

ACARS loadsheet (mass and balance calculation)............................................................................... 2.4.4
ACARS loadsheet................................................................................................................................. 5.3.5
ACARS freetext messages..................................................................................................................... 6.14
Access to aeroplane.............................................................................................................................. 1.1.1
Accidents / incidents, Reporting of........................................................................................................ 1.3.6
Actual floor contact area........................................................................................................................... 4.4
Actual masses.......................................................................................................................................... 5.1
Additional load in galleys....................................................................................................................... 5.2.5
Addresses.......................................................................................................................................... App. B
Advanced departure................................................................................................................................. 7.3
Adverse weather, strong winds................................................................................................................ 1.6
Air conditioning.................................................................................................................................... 1.1.16
Aeroplane doors.................................................................................................................................. 1.1.13
Aeroplane equipment delay codes........................................................................................................... 6.2
Aeroplane guides..................................................................................................................................... 0.4
Aeroplane handling.................................................................................................................................. 1.1
Aeroplane handling delay codes.............................................................................................................. 6.2

Aeroplane toilets, Disinfection of........................................................................................................... 1.1.7
Aeroplane, Access to............................................................................................................................. 1.1.1
Aeroplane, Disinsection of..................................................................................................................... 1.1.8
Aeroplane, Protection of........................................................................................................................ 1.1.2
Aeroplane, Sealing of............................................................................................................................ 1.1.6
Airline internal delay codes...................................................................................................................... 6.2
Airport and governmental authorities delay codes................................................................................... 6.2
“All-clear” signal..................................................................................................................................... 1.1.4
Angle between force direction and rope strap.......................................................................................... 4.4
Anti-icing/de-icing.................................................................................................................................. 1.1.5
Applicability of manual.............................................................................................................................. 0.1
Arrangement of planks............................................................................................................................. 4.4
Arrival activities................................................................................................................................... 1.1.20
Arrival message........................................................................................................................................ 6.4
Assistance in flight planning at stations abroad..................................................................................... 5.10
Auditing of third party training units....................................................................................................... 2.2.4
Authority to delay a flight.......................................................................................................................... 7.1
Automobiles......................................................................................................................................... 4.9.18
Index – B Baggage................................................................................................................................................... 4.1

Baggage containers, Identification of....................................................................................................... 4.1
Baggage mass, Standard...................................................................................................................... 5.2.1
Baggage, Loading sequence.................................................................................................................... 4.1
Baggage, reconciliation............................................................................................................................ 4.1
Baggage, Unloading of............................................................................................................................4.11
Balance calculation............................................................................................................................... 2.4.1
Balance calculation (passengers on crew seats).................................................................................. 5.8.1
Ballast....................................................................................................................................................... 4.5
Ballast bags.............................................................................................................................................. 4.5
Ballast containers..................................................................................................................................... 4.5
Ballast pallets........................................................................................................................................... 4.5
Ballast ULDs............................................................................................................................................. 4.5
Ballast, Unloading of...............................................................................................................................4.11
Battery powered mobility aid............................................................................................................... 4.9.16
BIG (Outsize items)............................................................................................................................. 4.9.17
Bingo sheets............................................................................................................................................. 4.1
Blast area.............................................................................................................................................. 1.3.2
Blood plasma ........................................................................................................................................ 4.9.8
Bulk load................................................................................................................................................... 4.3
Bulk load, General guidelines................................................................................................................... 4.3
Bulk load (Load distribution)..................................................................................................................... 3.3
Version: 03 Valid from: 30.01.2014 Page no.: Index 1

Index – C Cabin doors........................................................................................................................................... 1.1.3

Cabin doors opened.............................................................................................................................. 1.1.3
Cabin doors closed................................................................................................................................ 1.1.3
Cabin restraint nets............................................................................................................................. 4.10.2
Calculation of mass and balance............................................................................................................. 2.4
Calculation of mass and balance, General requirements...................................................................... 2.4.1
Capacity per planning sector.................................................................................................................... 3.1
Cargo and mail delay codes..................................................................................................................... 6.2
Cargo IMP code.................................................................................................................................... 4.7.2
Checks after engine starting.................................................................................................................. 1.1.9
Checks prior to engine starting.............................................................................................................. 1.1.9
Class of dangerous goods..................................................................................................................... 4.7.2
Classification of dangerous goods........................................................................................................ 4.7.2

Classification of live animals.................................................................................................................... 4.8
Close cabin doors.................................................................................................................................. 1.1.3
Close compartment doors..................................................................................................................... 1.1.3
Communication, data .............................................................................................................................. 2.6
Communication with flight crew............................................................................................................. 1.1.4
Company mail....................................................................................................................................... 4.9.1
Company operating rules......................................................................................................................... 2.1
Company operating rules - Swiss European Air Lines, Swiss International Air Lines........................... 2.1.1
Compartment doors............................................................................................................................... 1.1.3

Compartment doors opened.................................................................................................................. 1.1.3
Compartment doors closed................................................................................................................... 1.1.3
Compatibility group................................................................................................................................ 4.7.2
Container/pallet distribution message (CPM)........................................................................................... 6.8
Container tags.......................................................................................................................................... 4.1
Contingency Plan for lengthy tarmac delays........................................................................................... 7.4
Conversion figures, load........................................................................................................................... 3.2
Copies and distribution, Number of....................................................................................................... 5.3.2
Correction of balance conditions (LMC)................................................................................................... 5.4
Corrections to arrival message................................................................................................................. 6.4
Corrections to departure message........................................................................................................... 6.3
CPM (Container/pallet distribution message)........................................................................................... 6.8
Crew and crew seats................................................................................................................................ 5.8
Crew composition message................................................................................................................... 6.10
Crew LMC................................................................................................................................................ 5.4
Crewing delay codes................................................................................................................................ 6.2
Crew mass, Standard............................................................................................................................ 5.2.3
Crew seating when crew rest facilities are unusable............................................................................. 5.8.5
Crew seats, Passengers on.................................................................................................................. 5.8.1

Index – D Damage report...................................................................................................................................... 1.3.6

Damage to aeroplane delay codes........................................................................................................... 6.2
Damaged goods, Unloading of................................................................................................................4.11
Damaged ULDs........................................................................................................................................ 4.2
Danger areas in the vicinity of the aeroplane........................................................................................ 1.3.2
Dangerous goods..................................................................................................................................... 4.7
Dangerous goods class......................................................................................................................... 4.7.2
Dangerous goods classification............................................................................................................. 4.7.2
Dangerous goods, Load incompatibility chart for.................................................................................. 4.7.3
Dangerous goods, General................................................................................................................... 4.7.1
Dangerous goods labels........................................................................................................................ 4.7.2
Dangerous goods Notification............................................................................................................... 4.7.4
Dangerous goods, other categories...................................................................................................... 4.7.6

Data communication (loadcontrol)............................................................................................................ 2.6
Deadheading crew (DHC)..................................................................................................................... 5.8.2
Deadload cross check.............................................................................................................................. 5.4
Decision criteria for delaying a flight......................................................................................................... 7.1
Defect / out-of-use report.................................................................................................................... 1.1.17
Definitions and terms................................................................................................................................ 0.3
Defuelling/fuelling..................................................................................................................................... 1.2
Defuelling inside a hangar..................................................................................................................... 1.2.1
Defuelling with passengers on board/boarding/disembarking .............................................................. 1.2.3

De-icing/anti-icing.................................................................................................................................. 1.1.5
Delay codes.............................................................................................................................................. 6.2
Delay message......................................................................................................................................... 6.5
Delivery priorities.....................................................................................................................................4.11
Density figures.......................................................................................................................................... 3.2
Departure activities................................................................................................................................ 1.1.9
Departure, Advanced................................................................................................................................ 7.3
Departure message.................................................................................................................................. 6.3
Destinations without approved loadcontrol staff.................................................................................... 2.2.5
DHC (Deadheading crew)..................................................................................................................... 5.8.2
DIP, Diplomatic shipments..................................................................................................................... 4.9.2
Diplomatic shipments (DIP)................................................................................................................... 4.9.2
Disinfection of aeroplane toilets............................................................................................................ 1.1.7
Disinsection of aeroplane...................................................................................................................... 1.1.8
Dispatch of container/pallet distribution message (CPM)......................................................................... 6.8
Dispatch of arrival message..................................................................................................................... 6.4
Dispatch of delay message...................................................................................................................... 6.5
Dispatch of departure message............................................................................................................... 6.3
Dispatch of diversion message................................................................................................................ 6.6
Dispatch of loadmessage (LDM).............................................................................................................. 6.7
Dispatch time for ULD control message (UCM).................................................................................... 6.9.1
Distribution of arrival message ................................................................................................................ 6.4
Distribution of container/pallet distribution message (CPM)..................................................................... 6.8
Distribution of delay message ................................................................................................................. 6.5
Distribution of departure message .......................................................................................................... 6.3
Distribution of diversion message ........................................................................................................... 6.6
Distribution of load.................................................................................................................................... 3.3
Distribution of loadmessage (LDM) ......................................................................................................... 6.7
Distribution of ULD control message (UCM)......................................................................................... 6.9.1
Distribution of ULD stock control message (SCM)................................................................................ 6.9.2
Diversion and EDP breakdown, Loading instructions/report form......................................................... 3.4.8
Diversion message................................................................................................................................... 6.6
Documentation............................................................................................................................................ 5

Index – E EAT (Foodstuffs for human consumption) ............................................................................................ 4.9.4

EDP loading instruction/report for non-ULD aeroplane......................................................................... 3.4.2
EDP loading instruction/report for ULD aeroplane................................................................................ 3.4.1
EDP loadsheet...................................................................................................................................... 5.3.4
EDP loadsheet, Standard...................................................................................................................... 2.4.3
EDP NOTOC......................................................................................................................................... 5.5.3
EDP systems......................................................................................................................................... 2.4.5
EDP system breakdown and diversions, Loading instructions/report and transmittal form.................. 3.4.8
EDP/Automated equipment failure delay codes....................................................................................... 6.2
Effective pages......................................................................................................................................... 0.2
Embarkation and loading with engines running....................................................................................1.1.11
Empty ULDs............................................................................................................................................. 3.5
Engine fires........................................................................................................................................... 1.3.3

Engine starting................................................................................................................................... 1.1.9.3
Establishing interphone communication with flight crew....................................................................... 1.1.4
Estimated zero fuel mass message........................................................................................................6.11
Estimated zero fuel mass process for Intercontinental flights to Switzerland .......................................... 7.5
Index – F FIL (Films) ............................................................................................................................................ 4.9.3

Filing of ATC-flight plan.......................................................................................................................... 5.10
Films (FIL)............................................................................................................................................. 4.9.3
Final walk around............................................................................................................................... 1.1.9.2

Fire extinguishers.................................................................................................................................. 1.3.3
Fire fighting and protection on the ramp................................................................................................ 1.3.3
Flight crew, Information to................................................................................................................... 1.1.10
Flight file................................................................................................................................................ 2.1.2
Flight operations delay codes................................................................................................................... 6.2
Flight planning at stations abroad, Assistance in................................................................................... 5.10
Flight crew, Communication with........................................................................................................... 1.1.4
Floor contact area.............................................................................................................................. 4.4
Flying station engineer.......................................................................................................................... 5.8.3
Foodstuffs for human consumption (EAT)............................................................................................. 4.9.4
Foreign object Damage (FoD), Prevention of........................................................................................ 1.3.5
Forms.................................................................................................................................................App. A
Fruits and vegetables (PEP)................................................................................................................. 4.9.5
Fuel LMC.................................................................................................................................................. 5.4
Fuel spills.............................................................................................................................................. 1.2.1
Fuelling/defuelling.................................................................................................................................... 1.2
Fuelling inside a hangar........................................................................................................................ 1.2.1
Fuelling/defuelling with passengers or crew on board/boarding/disembarking .................................... 1.2.2
Fuelling, Standard (without passengers on board)................................................................................ 1.2.1
Freetext message, ACARS.................................................................................................................... 6.14
Index – G General awareness............................................................................................................................. 1.1.18

General Declaration (ICAO)..................................................................................................................... 5.6
General regulations, Loadplanning.......................................................................................................... 3.1
General requirements, Mass and balance calculation.......................................................................... 2.4.1
Ground support equipment....................................................................................................................... 1.5
Ground support equipment, Operation of.............................................................................................. 1.5.2
Ground support equipment, Positioning of............................................................................................ 1.3.4
Ground support equipment, Requirements for...................................................................................... 1.5.1
Index – H Hatching eggs (HEG)............................................................................................................................ 4.9.6

Hazard class division............................................................................................................................. 4.7.2
Hazard description................................................................................................................................ 4.7.2
HEG (Hatching eggs)............................................................................................................................ 4.9.6
HON Priority baggage.............................................................................................................................. 4.1
HUM (Human remains)......................................................................................................................... 4.9.7
Human remains (HUM)......................................................................................................................... 4.9.7

Index – I Immediate action (Dangerous goods)................................................................................................... 4.7.2

Important addresses........................................................................................................................... App. B
Incompatibility load chart....................................................................................................................... 4.7.3
Information to flight crew..................................................................................................................... 1.1.10
Intake area............................................................................................................................................ 1.3.2
Introduction.................................................................................................................................................. 0
Introduction, Loadcontrol....................................................................................................................... 2.2.1
Introduction, Ramp handling................................................................................................................. 1.4.1
Issue of EDP loadsheets....................................................................................................................... 2.4.5
Index – L Lashing regulations.................................................................................................................................. 4.3

Last minute balance corrections............................................................................................................... 5.4
Last minute changes................................................................................................................................ 5.4

LDM (Loadmessage)................................................................................................................................ 6.7
Leaking goods, Unloading of...................................................................................................................4.11
LHO (Living human organs and blood plasma)..................................................................................... 4.9.8
Limits and conditions to delay a flight....................................................................................................... 7.1
List of effective pages............................................................................................................................... 0.2
Live animals............................................................................................................................................. 4.8
Live animals, Classification...................................................................................................................... 4.8
Living human organs and blood plasma (LHO)..................................................................................... 4.9.8
Loadcontrol.................................................................................................................................................. 2
Loadcontrol procedures............................................................................................................................ 2.3
Loadcontrol duties.................................................................................................................................... 2.3
Loadcontrol functions............................................................................................................................ 2.2.1
Loadcontrol introduction........................................................................................................................ 2.2.1
Loadcontrol policy.................................................................................................................................... 2.2
Loadcontrol procedures............................................................................................................................ 2.3
Loadcontrol release............................................................................................................................... 2.4.1
Loadcontrol, Division of duties.............................................................................................................. 2.2.1
Load conversion figures........................................................................................................................... 3.2
Load distribution....................................................................................................................................... 3.3
Load incompatibility chart (Dangerous goods)...................................................................................... 4.7.3
Load information codes, Loadsheet...................................................................................................... 5.3.1
Loadplanning............................................................................................................................................... 3
Loadplanning responsibilities (ACARS loadsheet)................................................................................ 2.4.4
Loadplanning responsibilities (Manual loadsheet)................................................................................ 2.4.2
Loadplanning responsibilities (Standard EDP loadsheet)..................................................................... 2.4.3
Load priority list..................................................................................................................................... 2.4.1
Load, Supporting of.................................................................................................................................. 4.4
Load, Mass control of............................................................................................................................... 2.5
Loading........................................................................................................................................................ 4
Loading accessories................................................................................................................................. 4.6
Loading accessories (Unloading)............................................................................................................4.11
Loading and storage of aeroplane handling documents.......................................................................... 5.7
Loading instruction/report......................................................................................................................... 3.4
Loading instructions/report for ULD aeroplane, EDP............................................................................ 3.4.1
Loading instructions/report for non ULD aeroplane, EDP..................................................................... 3.4.2
Loading instructions/report and transmittal form for EDP system breakdown and diversions.............. 3.4.8
Loading into/on ULDs............................................................................................................................... 4.2
Loading of ULDs into aeroplane............................................................................................................... 4.2
Loading sequence (Baggage).................................................................................................................. 4.1
Loading with engines running...............................................................................................................1.1.11
Loadmessage (LDM) ............................................................................................................................... 6.7
Loadmessage (Passengers on crew seats).......................................................................................... 5.8.1
Loadplanning, General regulations.......................................................................................................... 3.1
Load priority list..................................................................................................................................... 2.4.1

Loadsheet................................................................................................................................................. 5.3
Loadsheet, ACARS (Mass and balance calculation)............................................................................. 2.4.4
Loadsheet, ACARS............................................................................................................................... 5.3.5
Loadsheet back-up process.................................................................................................................. 3.4.7
Loadsheet, Distribution of...................................................................................................................... 5.3.2
Loadsheet, EDP.................................................................................................................................... 5.3.4
Loadsheet, Manual (Mass and balance calculation)............................................................................. 2.4.2
Loadsheet, Manual................................................................................................................................ 5.3.3
Loadsheet, Number of copies of........................................................................................................... 5.3.2
Loadsheet, Standard EDP..................................................................................................................... 2.4.3
Local baggage.......................................................................................................................................... 4.1
Local cargo (Loadplanning)...................................................................................................................... 3.1
LUC (ULD Transfer message)............................................................................................................... 6.9.3
Index – M MAG (Magnetised materials)................................................................................................................. 4.9.9

Magnetised materials (MAG)................................................................................................................. 4.9.9
Mail delay codes....................................................................................................................................... 6.2
Mail plis............................................................................................................................................... 4.9.14
Manual loading instructions/report for Avro used for leisure/charter flights........................................... 3.4.7
Manual loading instructions/report for non-ULD aeroplane................................................................... 3.4.4
Manual loading instructions/report for ULD aeroplane.......................................................................... 3.4.3
Manual loading instructions/report for ULD aeroplane used for charter / leisure flights........................ 3.4.5
Manual loading instructions/report for A320 HB-IJU/X and HB-IJW used for leisure/charter flights �� 3.4.6
Manual loadsheet (Mass and balance calculation)............................................................................... 2.4.2
Manual loadsheet.................................................................................................................................. 5.3.3
Manual NOTOC..................................................................................................................................... 5.5.2
Marker cones....................................................................................................................................... 1.1.19
Marshalling.......................................................................................................................................... 1.1.12
Marshalling signals.............................................................................................................................. 1.1.12
Mass and balance calculation.................................................................................................................. 2.4
Mass and balance calculation, General requirements.......................................................................... 2.4.1
Mass calculation.................................................................................................................................... 2.4.1
Mass control of load................................................................................................................................. 2.5
Mass, Standard........................................................................................................................................ 5.2
Maximum capacity available.................................................................................................................... 3.1
Message priority indicator........................................................................................................................ 6.1
Messages ................................................................................................................................................... 6
Miscellaneous delay codes...................................................................................................................... 6.2
Miscellaneous special loads..................................................................................................................... 4.9
.
Index – N News material...................................................................................................................................... 4.9.12
Non-priority baggage................................................................................................................................ 4.1
Non-standard baggage.......................................................................................................................... 5.2.1
Non-ULD aeroplane, EDP loading instruction/report for....................................................................... 3.4.2
Non-ULD aeroplane, Manual loading instruction/report for .................................................................. 3.4.4
NOTAM–TOI (Transitory OPS information) request message............................................................... 6.12
Notification of dangerous goods............................................................................................................ 4.7.4
Notification to commander (NOTOC) Acars.......................................................................................... 5.5.4
Notification to commander (NOTOC)....................................................................................................... 5.5
Notification to commander (NOTOC) General...................................................................................... 5.5.1
Notification to commander (NOTOC) EDP............................................................................................ 5.5.3
Notification to captain (NOTOC) Manual............................................................................................... 5.5.2
Number of copies and distribution of loadsheet.................................................................................... 5.3.2
Numbering system and validity (forms)..............................................................................................App. A

Index – O On-time performance............................................................................................................................... 7.1

Open cabin doors.................................................................................................................................. 1.1.3
Open compartment doors...................................................................................................................... 1.1.3
Operating rules......................................................................................................................................... 2.1
Operation, Ground support equipment (GSE) operation....................................................................... 1.5.2
OPUS NOTAM–TOI request message................................................................................................... 6.12
Ordering of forms................................................................................................................................App. A
Other activities related to loadcontrol.................................................................................................... 2.2.7
Other categories of dangerous goods................................................................................................... 4.7.6
Out of use / defect report....................................................................................................................... 1.1.7
Outsize items (BIG)............................................................................................................................. 4.9.17
Index – P Pantry codes......................................................................................................................................... 5.2.5

Passenger and baggage delay codes...................................................................................................... 6.2
Passenger cabin restraint nets............................................................................................................ 4.10.2
Passenger seats, Working crew on (XCR)............................................................................................ 5.8.4
Passenger mass, Standard................................................................................................................... 5.2.2
Passengers on crew seats.................................................................................................................... 5.8.1
PEP (Fruits and vegetables)................................................................................................................. 4.9.5
Phonetic alphabet (ICAO)........................................................................................................................ 0.6
Placing of wheel chocks (Communication with flight crew)................................................................... 1.1.4
Placing of wheel chocks...................................................................................................................... 1.1.15

Policy, Loadcontrol................................................................................................................................... 2.2
Positioning of ground support equipment.............................................................................................. 1.3.4
Potable water...................................................................................................................................... 1.1.13
Preflight check departure.................................................................................................................... 1.1.14
Prevention of Foreign object Damage (FoD)........................................................................................... .3.5
Priority baggage....................................................................................................................................... 4.1
Priority indicator (Messages).................................................................................................................... 6.1
Procedures, Loadcontrol.......................................................................................................................... 2.3
Processes.................................................................................................................................................... 7
Protection of aeroplane......................................................................................................................... 1.1.2
Pushback / tow out............................................................................................................................. 1.1.9.1
Pushback (Communication with flight crew).......................................................................................... 1.1.4
Pushback (Engine starting)................................................................................................................ 1.1.9.3
Pushback assistance.......................................................................................................................... 1.1.9.1
Index – Q Quality standards (Potable water)....................................................................................................... 1.1.13

Index – R Radioactive materials............................................................................................................................ 4.7.5

Ramp accidents/incidents,.................................................................................................................... 1.3.6
Ramp handling............................................................................................................................................ 1
Ramp handling delay codes..................................................................................................................... 6.2
Ramp handling policies............................................................................................................................ 1.4
Ramp safety............................................................................................................................................. 1.3
Ramp safety general............................................................................................................................. 1.3.1
Ramp safety film.................................................................................................................................... 1.4.2
Reactionary delay codes.......................................................................................................................... 6.2
Red cap responsibilities (ACARS loadsheet)........................................................................................ 2.4.4
Red cap responsibilities (Manual loadsheet)......................................................................................... 2.4.2
Red cap responsibilities (Standard EDP loadsheet)............................................................................. 2.4.3
Reduction of load in galleys.................................................................................................................. 5.2.5

Re-establishing interphone communication with flight crew.................................................................. 1.1.4
Reference system and validity (forms)................................................................................................App. A
Reference to other manuals and computer systems................................................................................ 0.4
Removal of wheel chocks.................................................................................................................... 1.1.15
Report/instruction, Loading...................................................................................................................... 3.4
Report/instruction, EDP loading for ULD aeroplane.............................................................................. 3.4.1
Reporting of ramp accidents/incidents.................................................................................................. 1.3.6
Requirements for ground support equipment (GSE)............................................................................. 1.5.1
Re-seating of crew (Passengers on crew seats)................................................................................... 5.8.1

Restraint capacity..................................................................................................................................... 4.3
Restraint nets (cabin).......................................................................................................................... 4.10.2
Retrieval of OPUS–TOI request message............................................................................................. 6.12
Index – S S1 and S2, Service cargo.................................................................................................................... 4.9.15

SCM (ULD Stock control message)...................................................................................................... 6.9.2
Scope and purpose of manual................................................................................................................. 0.1
Sealing of aeroplane during nightstop and ground times exceeding 4 hours........................................ 1.1.6
Securing of bulk load................................................................................................................................ 4.3
Segregation of films............................................................................................................................... 4.9.3
Segregation of foodstuffs for human consumption (EAT)...................................................................... 4.9.4
Segregation of hatching eggs (HEG).................................................................................................... 4.9.6
Segregation of human remains (HUM).................................................................................................. 4.9.7
Segregation of live animals...................................................................................................................... 4.8
Segregation of living human organs and blood plasma (LHO).............................................................. 4.9.8
Service cargo (S1 and S2).................................................................................................................. 4.9.15
Short (connection) baggage..................................................................................................................... 4.1
Signals (Marshalling)........................................................................................................................... 1.1.12
Special baggage....................................................................................................................................... 4.1
Special loads, Miscellaneous................................................................................................................... 4.9
Standard baggage mass....................................................................................................................... 5.2.1
Standard crew mass.............................................................................................................................. 5.2.3
Standard EDP loadsheet....................................................................................................................... 2.4.3
Standard fuelling................................................................................................................................... 1.2.1
Standard passenger mass.................................................................................................................... 5.2.2
Standard phrases and signals, Communication with flight crew........................................................... 1.1.4
Standard masses..................................................................................................................................... 5.2
Standards for loadcontrol approval at SWISS leisure / charter destinations......................................... 2.2.6
Starting of engines................................................................................................................................ 1.1.4
Starting of engines during pushback..................................................................................................... 1.1.9
State variations (Dangerous goods)...................................................................................................... 4.7.7
Station organisation............................................................................................................................ App. C
Station engineer (flying)........................................................................................................................ 5.8.3
Sterilisation (Potable water)................................................................................................................ 1.1.13

Stock of supporting planks....................................................................................................................... 4.4

Storage and condition of ballast bags...................................................................................................... 4.5
Stowing loss............................................................................................................................................. 3.2
Stowing of live animals............................................................................................................................. 4.8
Stowing of load in the passenger cabin.................................................................................................. 4.10
Stowing sequence.................................................................................................................................... 4.3
Strong winds and adverse weather.......................................................................................................... 1.6
Supporting of barrels................................................................................................................................ 4.4
Supporting of load.................................................................................................................................... 4.4
Swiss X-Presso (XPS) ans Swiss X-Presso XL (XPL)........................................................................ 4.9.19
System, EDP......................................................................................................................................... 2.4.5
Index – T Technical delay codes.............................................................................................................................. 6.2

Terms and definitions............................................................................................................................... 0.3
Tie–down of load with ropes..................................................................................................................... 4.3
Tie–down of load with straps or steel cables............................................................................................ 4.3
Time:matters cargo courier product..................................................................................................... 4.9.20
Tow out (Engine starting and pushback)............................................................................................... 1.1.9
Towing................................................................................................................................................... 1.1.9
Traffic load LMC....................................................................................................................................... 5.4
Training requirements for ramp handling personnel.............................................................................. 1.4.2
Training standards for loadcontrol staff................................................................................................. 2.2.2

Training standards for loadcontrol trainers............................................................................................ 2.2.3
Transfer baggage..................................................................................................................................... 4.1
Transmission of LMCs to the flight crew................................................................................................... 2.6
Transmission of loading report data to loadplanning................................................................................ 2.6
Turnaround processes.............................................................................................................................. 7.2
Turnaround processes for Avro, A319, A320 and A321......................................................................... 7.2.1
Turnaround processes for A330, A340.................................................................................................. 7.2.2
Turnaround processes for DXB............................................................................................................. 7.2.3
Index – U UCM (ULD Control message)............................................................................................................... 6.9.1

ULD aeroplane, EDP loading instruction/report for............................................................................... 3.4.1
ULD aeroplane, Manual loading instruction/report for........................................................................... 3.4.3
ULD Control message (UCM)............................................................................................................... 6.9.1
ULD movement information................................................................................................................... 6.9.1
ULD Stock control message (SCM)...................................................................................................... 6.9.2
ULD Transfer message (LUC)............................................................................................................... 6.9.3
ULDs........................................................................................................................................................ 4.2
ULDs (Load distribution)........................................................................................................................... 3.3
ULDs, Identification of.............................................................................................................................. 4.2
ULDs, Standard mass........................................................................................................................... 5.2.4
ULD control messages............................................................................................................................. 6.9
Unattended aeroplane, Protection of..................................................................................................... 1.1.2
Unbooked cargo (Loadplanning).............................................................................................................. 3.1
Unit load devices................................................................................................................................... 5.2.4
Unit load versions..................................................................................................................................... 3.5
Unloading................................................................................................................................................4.11
Unserviceable ULDS................................................................................................................................ 4.2
Updating process of AHM......................................................................................................................... 0.7
Use of interphone during thunderstorm................................................................................................. 1.1.4
Index – V VAL (Valuable cargo)........................................................................................................................... 4.9.10

Validity of contents................................................................................................................................... 0.1
Valuable cargo (VAL)........................................................................................................................... 4.9.10
Venting area.......................................................................................................................................... 1.3.2
Version numbers................................................................................................................................... 5.2.6

Index – W Weather delay codes................................................................................................................................ 6.2

Wet cargo.............................................................................................................................................4.9.11
Wheel chocks...................................................................................................................................... 1.1.15
Wheelchair or other battery powered mobility aid............................................................................... 4.9.16
Working crew on passenger seats (XCR)............................................................................................. 5.8.4
Index – X XCR (Working crew on passenger seats)............................................................................................. 5.8.4
Index – Z Zero fuel mass message.........................................................................................................................6.11

Zero fuel mass process............................................................................................................................ 7.5

Aeroplane Handling Manual - AHM General Part 0. Introduction
Contents
This chapter contains the following topics:

0.1 Scope and purpose

0.7 Updating process of AHM–General Part
Version: 03 Valid from: 30.01.2014 Page no.: 0.1


0.1 Scope and purpose
Scope and purpose

The AHM - General Part contains company policies and procedures and is based on regulations issued by
EU-OPS as well as by applicable regulations issued by National Aviation Authorities worldwide and latest IATA
standards and recommended procedures (ISARP) covered by the IOSA Standards Manual. It covers the areas
pertaining to ramp handling, loading, loadplanning and load control.
Its contents are based on company values and policies as well as on regulations and requirements issued by
aviation authorities and aeroplane manufacturers. Swiss European Air Lines and Swiss International Air Lines
values are reliability and quality based on a safe operation. Therefore, all staff involved in aeroplane handling
must be thoroughly familiar with these instructions. However, regulations can never be a substitute for good
judgement and common sense should always prevail.
Applicability
This manual contains handling procedures applicable to:
• Swiss European Air Lines Ltd.

• Swiss International Air Lines Ltd.
The contents are valid world wide, at all stations of the above carrier.
Wording
The wording SWISS is used in this manual, which stands for Swiss European Air Lines Ltd. and Swiss
International Air Lines Ltd.
Updating of the manual

As with the AHM - Aeroplane Guides, this part of the AHM is now only available online.
All parts of the AHM are available online on https://gs.swiss.com Library  Aeroplane Handling Manual -
AHM.
Due to regulatory requirements, all operational manuals must also be available in case access to the internet
is not available. Therefore, all operational users such as station managers, loadcontrol and ramp handling
departments, shall have the latest AHM full version backed-up and stored on a local PC or on a USB stick (or
equivalent).
The full versions of the SWISS Aeroplane Guides as well as the AHM - General Part will systematically be
checked during the EU-OPS audit and quality audits.
Changes to the text will be marked by a vertical orange line on the side of the text.
EXAMPLE:
List of required manuals

All SWISS contracted Handling agents whose daily activities involve aeroplane handling must have the current
editions of the following manuals available within their operational departments:
• SWISS Aeroplane Handling Guide, AHM - General Part
• SWISS Aeroplane Handling Guide, AHM - Aeroplane Guide (SWISS International Air Lines)
• SWISS Aeroplane Handling Guide, AHM - Aeroplane Guide (SWISS European Air Lines)
• SWISS World Cargo, Cargo Handling Manual CHM.
• IATA, Dangerous Goods Regulations Manual (DGR)

Overall responsibility
The overall responsibility for the performance of functions and activities within the scope of ground operations
lies with the Postholder Ground Operation, Mr. Marcel Witzig (according OM A, 1.1.2) for Swiss International Air
Lines Ltd. and Mr. Beat Haldimann (according OM A, 1.1.2) for Swiss European Air Lines Ltd.
In case of absence of the nominated Postholder and operational managers, the managerial continuity shall be
ensured by the Ground Services Competence Centre (GSCC) and Network Operations control (NOC) located
at Swiss International Air Lines Zurich Operations Centre.
Communication General
Exchange of operationally relevant information throughout the management system for ground handling
operations and all areas where ground handling operations are conducted is ensured by E-mail / Ground
Services Extranet / Ground Services Circulars / IDS pages (axsRes) / Operational feedback reporting system.
Ground Services Extranet

All staff is highly encouraged to acquaint themselves with the Swiss International Air Lines Ground Services
extranet site found using the following URL link:
https://gs.swiss.com (username = swissfamily password = join01)
Using this source, one will find all relevant information pertaining to Swiss International and Swiss European Air
Lines aeroplane handling procedures, all relevant manuals, handouts and documents. Furthermore, all station
contacts may also be retrieved through our extranet site.

Electronic manual
As with the AHM - Aeroplane Guides, the AHM - General Part is now only offered in the form of an electronic
manual. As from revision 17 no more paper revisions will be sent out to previous AHM holders.
Subsequently, the list of effective pages as published until revision 17 has been removed. All previous paper
manuals are to be disposed of and therefore are no longer to be used.
Availability of the AHM

All parts of the AHM are available online on https://gs.swiss.com  Library  Aeroplane Handling Manual -
AHM.
Due to regulatory requirements all operational manuals must also be available in case the Internet is not
available. Therefore, for backup reasons, all operational users, such as Station Managers, ramp and loadcontrol
departments within SWISS stations, shall save the latest AHM full version on a local PC or on a USB key that
can be made readily available to all concerned.
Contact
For any question about the AHM please contact:
Ground Services
Aeroplane Handling Management / OGP
P.O. Box
Switzerland
Phone: +41 44 564 90 46
Fax: +41 44 564 90 49
SITA: HDQGPLX

List of Revisions
This is the list of Revisions for the AHM – General Part:
No. Date No. Date

1 27 OCT 02 26
2 22 JAN 03 27
3 30 JUN 04 28
4 31 MAR 05 29
5 01 NOV 05 30
6 03 MAR 06 31
7 01 SEP 06 32
8 10 DEC 06 33
9 12 FEB 07 34
10 01 SEP 07 35
11 01 FEB 08 36
12 15 DEC 08 37
13 20 JAN 09 38
14 31 AUG 09 39
15 22 JUL 10 40
16 16 DEC 10 41
17 18 JUL 11 42
18 31 AUG 11 43
19 23 JUL 12 44
20 01 FEB 13 45
21 22 JUL 13 46
22 30 JAN 14 47
23 48
24 49
25 50
NOTE:
As from Revision 17, all revisions are only offered in “electronic” format and therefore paper revisions are no
longer available

Actual landing mass (LAM)

• The actual landing mass is calculated by subtracting the mass of the trip fuel from the actual take-off mass.
Actual take-off mass (TOM)

• The actual take-off mass is the gross mass of the aeroplane at the start of the take-off run, i.e. actual zero
fuel mass plus take-off fuel.
Actual taxi mass (ramp mass)

• Actual take-off mass plus taxi fuel, i.e. mass of loaded aeroplane before starting engines.
Actual zero fuel mass (ZFM)

• Dry operating mass plus total traffic load.
Allowed traffic load

• The allowed traffic load is that mass remaining after the subtraction of the operating mass from the allowed
mass for take-off, which can be based either on the zero fuel, take-off or landing mass.
Arm (moment arm)

• The moment arm is the horizontal distance in inches or centimetres from the reference datum line to the
centre of gravity of the item. The algebraic sign is plus (+) if measured aft of the datum, and minus (–) if
measured forward of the datum.
Basic index
• Moment of the aeroplane equipped according to the definition for the basic mass.
Basic mass
• The basic mass of an aeroplane consists of aeroplane structure, engines, systems, equipment that have
fixed locations and are permanently installed in the aeroplane, unusable liquids (fuel, oil, hydraulic fluid)
and standard loose equipment.
Block fuel
• Mass of total amount of fuel on board before starting engines.
Burn-off fuel
• Taxi fuel plus trip fuel.
Centre of gravity (CG)

• The centre of gravity is the point about which an aeroplane would balance if it were possible to suspend
it at that point. It is the mass entre of the aeroplane, or the theoretical point at which the entire mass if the
aeroplane is assumed to be concentrated. It may be expressed as a moment index or in percent MAC
(Mean Aerodynamic Chord).
Centre of gravity limits

• Centre of gravity limits are the specified forward and aft points beyond which the centre of gravity must not
be located during take-off, flight and landing. These limits are specified in the mass and balance records
of the aeroplane, and meet the requirements of Federal Aviation Regulations.
Centre of gravity range

• The centre of gravity range is the distance between the forward and aft centre of gravity limits.
Datum (reference datum)

• The reference datum is an imaginary vertical plane or line from which all measurements of arm are taken.
The datum is established by the manufacturer. Once the datum has been selected, all moment arms and
the locations of permissible centre of gravity range must be taken with reference to that point.
Deadload index (DLI)

• Basic index plus moment of load in compartments.

Dry operating index (DOI)

• Moment of the aeroplane equipped according to definition for the dry operating mass.
Dry operating mass (DOM)

• Basic mass plus operational items such as crew, crew luggage, and catering supplies.
Loaded index TOM (LITOM)

• Loaded index ZFM plus moment of fuel.
Loaded index ZFM (LIZFM)

• Deadload index plus moment of passengers.
Mass
• The EU-OPS wording ‘mass’ replaces the wording ‘weight’ in this AHM and on related documents used in
the mass and balance environment.
Maximum landing mass

• The maximum landing mass is the maximum mass at which the aeroplane may normally be landed. This
mass may be limited to a lesser mass when runway length or atmospheric conditions are adverse. The
maximum landing mass may be exceeded only by the mass of the burn-off fuel.
Maximum take-off mass

• The maximum take-off mass is the maximum allowable mass at the start of the take-off run. The take-off
mass for a particular flight may be limited to a lesser mass when runway length, atmospheric conditions, or
other variables are adverse. The maximum take-off mass may be exceeded only by the mass of taxi fuel.
Maximum taxi mass (ramp mass)

• The maximum taxi or ramp mass is the maximum gross mass for ground manoeuvre.
Maximum zero fuel mass

• The maximum zero fuel mass is the maximum mass authorised for the aeroplane not including fuel load.
Mean aerodynamic chord (MAC)

• The mean aerodynamic chord is the average distance from the leading edge to the trailing edge of the
wing. The MAC is specified for the aeroplane by determining the average chord of an imaginary wing which
has the same aerodynamic characteristics as the actual wing. The position of the centre of gravity of the
loaded aeroplane is often given in %MAC.
Moment
• The moment is the product of the mass of an item multiplied by its arm. The total moment is the mass of
the aeroplane multiplied by the distance between the datum and the centre of gravity.
Moment index
• The moment index or index is a moment divided by a constant. The purpose of using a moment index
is to simplify mass and balance calculations as otherwise heavy masses and long arms result in large,
unmanageable numbers.
Operating mass
• Dry operating mass plus take-off fuel.
Reserve fuel
• Difference between take-off fuel and trip fuel, consisting of route reserve fuel, diversion and holding fuel,
additional fuel.
Station
• Station is a location in the aeroplane which is identified by a number designating its distance in inches or
centimetres from the datum. The datum is therefore identified as station zero. The station and arm are
usually identical.

Service mass adjustment

• Term used for the adjustment of the Dry Operating Mass in axsControl Departure Control Systems (DCS).
The influence of Service Mass Adjustments on the Centre of Gravity of the aeroplane is automatically
absorbed in the Dry Operating Index.
Take-off fuel (TOF)

• Mass of the total fuel on board at the start of the take-off run.
Taxi fuel
• Mass of fuel consumption for APU operation, engine starting and taxiing to the take-off point. Standard
masses are used which are, with few exceptions, applicable at every airport. The standard a
mount of taxi
fuel may, however, be increased by the CMD if local conditions so dictate. The actual amount of taxi fuel
shall therefore be obtained from the CMD or flight dispatcher.
Total traffic load (total payload)

• Total mass of passengers, baggage, cargo (revenue and non revenue), mail and unmanifested items.
Trip fuel (TIF)

• Mass of calculated fuel consumption from take-off to touchdown at the next intended point of landing.
Underload
• Difference between allowed traffic load and load actually carried.
Aeroplane
• The EU-OPS wording ‘aeroplane’ replaces the wording ‘aircraft’ in this AHM and on related documents
used in the mass and balance environment.


AHM - Aeroplane Guides Swiss European Air Lines

AHM - Aeroplane Guides Swiss European Air Lines is containing technical information per aeroplane type of
Swiss European Air Lines, including data on:
• Aeroplane masses and indices
• Balance calculation
• Cabin
• Compartments
• Loading
• Loading system
• Aeroplane servicing
• Aeroplane information
• Miscellaneous
These aeroplane guides are made according to a common structure.
AHM - Aeroplane Guides Swiss International Air Lines

AHM - Aeroplane Guides Swiss International Air Lines is containing technical information per aeroplane type of
Swiss International Air Lines, including data on:
• Aeroplane masses and indices
• Balance calculation
• Cabin
• Compartments
• Loading
• Loading system
• Aeroplane servicing
• Aeroplane information
• Miscellaneous
These aeroplane guides are made according to a common structure.
The AHM - Aeroplane Guides are published and distributed by:

Ground Services
Aeroplane Handling Management / OGP
P.O. Box
Switzerland
Phone: +41 44 564 90 46
Fax: +41 44 564 90 49
SITA: HDQGPLX

PHM – Passenger and Baggage Handling Manual

Reference in AHM - General Part is also made to the following manual: PHM – Passenger and Baggage
Handling Manual
The PHM manual, valid for Swiss European Air Lines and Swiss International Air Lines, deals with passenger
and baggage handling rules and regulations. Publication and distribution of the PHM is by:

Passenger Handling Management
Ground Services
P.O. Box
Switzerland
Phone: +41 44 564 90 47
Fax: +41 44 564 90 49
SITA: HDQGPLX
CHM – Cargo Handling Manual

Reference in AHM - General Part and AHM - Aeroplane Guides is also made to the following manual: CHM -
Cargo Handling Manual
The CHM manual (former CRM, Cargo Regulations Manual), valid for Swiss European Air Lines and Swiss
International Air Lines, deals with cargo and mail handling rules and regulations. Publication and distribution of
the CHM is by:
Swiss WorldCargo
Transportation processes / ZRHLX/CST
P.O. Box
Switzerland
Fax: +41 44 564 54 09
SITA: HDQQMLX
IATA Manuals
Reference in various manuals is also made to manuals published by IATA, such as:
• IATA Airport Handling Manual (AHM)
• IATA Dangerous Goods Regulations Manual (DGR)
• IATA Live Animals Regulations Manual (LAR)
• IATA Passenger Services Conference Resolutions Manual (PSC).

Swiss Ground Services Extranet

The Swiss Ground Services Extranet is an internet platform, where most of the Ground Services related issues
for Swiss European Air Lines and Swiss International Air Lines are published. The site is password protected.
SWISS staff can use the same log-in as for the SWISS Intranet. External staff (handling agents, other airlines,
etc.) can log-in as follows:
URL: https://gs.swiss.com
Password: join01
Publication and content management of the Swiss Ground Services Extranet is by:

Ground Services
P.O. Box
Switzerland
Phone: +41 44 564 90 42
Fax: +41 44 564 90 49
SITA: HDQGPLX
IDS
The IDS refers to the Information Display System, available in the reservations system axsRes.


List sorted by abbreviation

The table below shows the abbreviations used in the AHM sorted alphabetically according to the abbreviation:
Abbreviation Explanation
ACARS Aeroplane communication, addressing and reporting system
AFM Aeroplane flight manual
AHM Aeroplane handling manual

ALA Aft lower aft
ALC Aft lower centre
ALF Aft lower forward
AOC Airline operations committee
AOM Aeroplane operations manual
APU Auxiliary power unit
ASR Air safety report

ASU Air starter unit
ATC Air traffic control
ATD Actual time of departure
ATS Air traffic service
AWB Air waybill
BSA Blocked seat agreement
CAA Cargo charges correction advice
CDR Cargo damage report
CEE Constat d’Evènement en Exploitation
CG Centre of gravity
CHM Cargo handling manual
CLI Commander’s load information
COR Correction
CPM Container/pallet distribution message
CPT Compartment
CRT Cathode ray tube
CUT Communication utility channel
DCS Departure control system
DEM Data exchange message
DGAC Direction Générale de l’Aviation Civile
DGR IATA Dangerous goods regulations
DIR Departure information report
DLI Deadload index
DOI Dry operating index
DOM Dry operating mass
END Edition number
EDP Electronic data processing
ESM Emergency and security regulations
ETA Estimated time of arrival
ETD Estimated time of departure

EZFM Estimated zero fuel mass
FIM Flight interruption manifest
FLA Forward lower aft
FLF Forward lower forward
FOCA Federal Office for Civil Aviation
FOD Foreign object damage / debris
FOM Flight operations manual
G/E Flying station engineer
GOM Ground operations manual

IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IDS Information display system
INAD Inadmissible passenger
IRP Cargo irregularity report
JAR Joint Aviation Regulation
JAA Joint Aviation Authorities

LAR IATA Live animals regulations
LDM Loadmessage
LDMCR Lower deck mobile crew rest container (for A340)
LDW / LDM Landing mass
LITOM Loaded index take-off mass
LIZFM Loaded index zero fuel mass
LMC Last minute change
LPG Liquefied petroleum gas
LUC ULD Transfer message
MAC Mean aerodynamic chord
MACTOM Mean aerodynamic chord take-off mass
MACZFM Mean aerodynamic chord zero fuel mass
MCO Miscellaneous charge order
MVT Movement
MAAS Meet and assist
NOTOC Special load notification to commander
OFP Operations flight plan
OM Operations manual
OPS Operations
PBS Passenger and baggage sheet
PBWS Passenger and baggage mass sheet
PFC Preflight check
PHM Passenger and baggage handling manual
PIL Passenger information list
PIR Property irregularity report
PNL Passenger name list
PTL Passenger transfer list
RPL Repetitive flight plan
SCM ULD Stock control message
SI Supplementary information
STA Scheduled time of arrival

STD Scheduled time of departure
STR Station report
TI Transport index
TIF Trip fuel
TOF Take-off fuel
TOI Transitory OPS information
TOM Take-off mass
TRM Cargo transfer manifest
TRZFM Transit zero fuel mass

TTL Total
TU Topped up
UCM ULD Control message
ULD Unit load device
UM Unaccompanied minor
UTC Universal time coordinated
VIP Very important person

ZFM Zero fuel mass

List sorted by explanation

The table below shows the abbreviations used in the AHM sorted alphabetically according to the explanation:
Explanation Abbreviation
Actual time of departure ATD
Aft lower aft ALA
Aft lower centre ALC
Aft lower forward ALF
Air safety report ASR
Air starter unit ASU
Air traffic control ATC

Air traffic service ATS
Air waybill AWB
Aeroplane communication, addressing and reporting system ACARS
Aeroplane flight manual AFM
Aeroplane operations manual AOM
Aeroplane handling manual AHM

Auxiliary power unit APU
Blocked seat agreement BSA
Commander’s load information CLI
Cargo charges correction advice CCA
Cargo damage report CDR
Cargo handling manual CHM
Cargo irregularity report IRP
Cargo transfer manifest TRM
Cathode ray tube CRT
Centre of gravity CG
Civil Aviation Authorities CAA
Communication utility channel CUT
Compartment CPT
Constat d’Evènement en Exploitation CEE
Container/pallet distribution message CPM
Correction COR
Data exchange message DEM
Deadload index DLI
Departure control system DCS
Departure information report DIR
Direction Générale de l’Aviation Civile DGAC
Dry operating index DOI
Dry operating mass DOM
Edition number END
Electronic data processing EDP
Emergency and security regulations ESM
Estimated time of arrival ETA
Estimated time of departure ETD
Estimated zero fuel mass EZFM
Federal Office for Civil Aviation FOCA
Flight interruption manifest FIM

Flight operations manual FOM
Flying station engineer G/E
Foreign object damage FOD
Forward lower aft FLA
Forward lower forward FLF
Ground operations manual GOM
IATA Dangerous good regulations DGR
Inadmissible passenger INAD
Information display system IDS

International Air Transport Association IATA
International Civil Aviation Organisation ICAO
Joint Aviation Authorities JAA
Joint Aviation Regulation JAR
Landing mass LDM / LDW
Last minute change LMC
Liquefied petroleum gas LPG

IATA Live animals regulations LAR
Loaded index take-off mass LITOM
Loaded index zero fuel mass LIZFM
Loadmessage LDM
Lower deck mobile crew rest container (for A340) LDMCR
Mean aerodynamic chord MAC
Mean aerodynamic chord take-off mass MACTOM
Mean aerodynamic chord zero fuel mass MACZFM
Meet and assist MAAS
Miscellaneous charge order MCO
Movement MVT
Operational flight plan OFP
Operations OPS
Operations manual OM
Passenger and baggage handling manual PHM
Passenger and baggage sheet PBS
Passenger and baggage mass sheet PBWS
Passenger information list PIL
Passenger name list PNL
Passenger transfer list PTL
Preflight check PFC
Property irregularity report PIR
Repetitive flight plan RPL
Scheduled time of arrival STA
Scheduled time of departure STD
Special load notification to commander NOTOC
Station report STR
Supplementary information SI
Take-off fuel TOF
Take-off mass TOM
Topped up TU

Total TTL
Transit zero fuel mass TRZFM
Transitory OPS information TOI
Transport index TI
Trip fuel TIF
ULD control message UCM
ULD Stock control message SCM
ULD Transfer message LUC
Unaccompanied minor UM
Unit load device ULD
Universal time coordinated UTC
Very important person VIP
Zero fuel mass ZFM
Abbreviations for “mass” could still be shown with “W” (for weight) on relevant loadcontrol documents.
EXAMPLE:
Zero fuel mass = ZFW

Purpose
The phonetic alphabet is used for:
• Communication between Air Traffic Control and aeroplane.
• All verbal transmission for correct spelling of words, e.g. passengers’ names, abbreviations etc.
Alphabet
The table below shows the phonetic alphabet:
Letter Spelling
A Alpha
B Bravo
C Charlie
D Delta
E Echo
F Foxtrot
G Golf
H Hotel
I India
J Juliet
K Kilo
L Lima
M Mike
N November
O Oscar
P Papa
Q Quebec
R Romeo
S Sierra
T Tango
U Uniform
V Victor
W Whiskey
X X-Ray
Y Yankee
Z Zulu


0.7 Updating process of AHM–General Part
Updating process
The updating process of the AHM follows the following general process:
NOTE:
This process is also applicable to the revision of the SWISS AHM Aeroplane Guides.
New/Updated procedures, policies and information

for the aeroplane handling issues published in
AHM-General Part coming from SWISS internal
departments, from EU-OPS requirements, IATA
recommendations, etc.
Preperation of AHM-General Part revision

draft by OGP in coordination with involved

departments and authorities.
Send AHM-General Part to involved

departments for poof reading/correction
Approved
NO Prepration of new draft to
AHM- General Part
YES
Send draft to Ground services Quality and

safety Assurance / OGQ for check of
regulatory compliance.
YES
Approved
NO
Final proof reading by OGP
Upload of complete revision to the SWISS Ground

services extranet site with corresponding
information to Post holders, auditors and stations
NOTE:
This process is also applicable to the revision of the SWISS AHM - Aeroplane Guides


Aeroplane Handling Manual - AHM General Part 1. Ramp Handling
1. Ramp handling
Contents

1.1 Aeroplane handling
1.3 Ramp safety

1.5 Ground Support Equipment (GSE)
1.6 Strong winds


1.1 Aeroplane handling
Contents
This section contains the following topics:


1.1.6 Sealing of aircraft

1.1.12 Marshalling
1.1.14 Pre-flight check departure
1.1.15 Wheel chocks
1.1.17 Defect / out-of-use report
1.1.19 Marker (safety) cones


Basic principle
Access to an aeroplane being prepared for flight is limited to:
• Staff on duty involved with the ground handling of the aeroplane.

• Officials on duty (police, customs, immigration and health authorities).
Exceptions
Only the station responsible, in coordination with the flight crew, may allow exceptions for:
• Other airline staff
• Guided tours for small groups of guests.
In such cases, the station responsible must:

• Obtain permission from the airport authorities, if required.

• Provide competent supervision of the visitors.
NOTE:
Visits are not allowed during fuelling.


Responsibility
SWISS ensures that measures are in place that provide for the control and supervision of the movement
of personnel and vehicles. This is applicable to and from the aeroplane while in security restricted areas.
Furthermore, SWISS is responsible to prevent unauthorised access as well as the introduction of unauthorised
weapons, explosives or other dangerous devices or items on board a SWISS aeroplane. The handling of the
applicable security measures during the ground stop is normally delegated to the handling agent and/or station
engineer.
Prevention of access by unauthorised persons during ground stop

Arrangements must be made with the authorities and/or handling agent to make sure that the aeroplane(s) is
parked under conditions that permit maximum security and protection. Furthermore, it shall be ensured that no
unauthorised persons have access to the:
• Aeroplane parking area.
• Parking/storage areas for ground handling equipment.

• Load storage and processing areas.
NOTE:
The authorities must be informed of the presence of any suspicious or doubtful persons in the above mentioned
areas.
Unattended aeroplane General

The following general precautions must be taken if an aeroplane is left unattended:
• Persons seeking to gain unauthorised access are promptly challenged.
• Cabin doors and compartment doors must be closed.
• After coordination with the flight crew and/or ground engineer, passenger stairs, passenger loading
bridges, container/pallet loaders, catering vehicles and conveyor belts must be removed.
NOTE:
i. For airports situated within EU/EFTA, access aids are not required to be removed.
ii. Not applicable for aeroplanes that are parked in a locked hangar or otherwise protected from
unauthorised access.
• It must be ensured that no persons remain on board.
• Outside EU/EFTA, the aeroplane must be sealed or guarded.
Incidents
Any incident related to the safety of the aeroplane must be handled by the station responsible. Any such incident,
including stow away or illicit cargo, shall be reported to:
Quality Compliance
Ground Services
P.O. Box
Switzerland

Station categories
The responsibility for the specific duties in stations where the aeroplane is due to be left unattended is assigned
according to the following station categorisation:
• Destinations where sealing of A/C is required (defined by company security OSY)
• Destinations where sealing of A/C is not required (defined by company security OSY)
• Destinations with station engineer (scheduled, leisure and ad hoc charter)
• Destinations without station engineer (scheduled, leisure)
• Destinations without station engineer (ad hoc charter)
Protection of unattended aeroplane
At stations with station engineer - all flight categories

As soon as possible after ATA the station engineer is to contact the commander in order to coordinate the ground
stop processes.
• The station engineer is responsible for:
–– Check draining of potable water immediately after arrival, if required.
REFERENCE:
For details regarding potable water, see AHM 1.1.13 ”Potable water”.
–– Switching off APU/Battery upon completion of all ground servicing activities.
–– Closing of doors.
–– Stations where sealing of A/C is required: Sealing of aeroplane, according the aeroplane type specific
check sheet, see AHM 1.1.6 “Sealing of aeroplane”
–– After ground stop: aeroplane opening.
• The handling agent or 3rd party service provider is responsible for:

–– Installation of GPU (under normal circumstance maximum 30’ in use).
–– Ground servicing of aeroplane, including drainage of potable water, if required.
REFERENCE:
For details regarding potable water, see 1.1.13 ”Potable water”.
NOTE:
Removal of ground equipment (stairs, ladders, GPU, etc.) from the aeroplane to a reasonable
distance.
At stations without station engineer - scheduled and leisure flights

As soon as possible after ATA the handling agent must contact the commander in order to coordinate the ground
stop processes.
• The crew is responsible for:
–– Switching of APU/battery upon completion of ground servicing.

–– Installation of GPU (under normal circumstance maximum 30’ in use).
–– Ground servicing of aeroplane, including draining of potable water immediately after arrival, if required.
REFERENCE:
For details regarding potable water, see 1.1.13 “Potable water”.
check sheet
–– Removal of ground equipment (stairs, ladders, GPU, etc.) from the aeroplane to a reasonable
distance. This in order to prevent unauthorised access to the aeroplane.

At stations without station engineer (ad hoc charter)

As soon as possible after ATA the handling agent must contact the commander in order to coordinate the ground
stop processes.
• The crew is responsible for:
–– Supervision of ground services activities, including draining of potable water, if required.
REFERENCE:
–– Switching of APU/battery upon completion of ground servicing.
check sheet

–– Installation of GPU (under normal circumstance maximum 30’ in use)
–– Ground servicing of aeroplane including drainage of potable water, if required.
REFERENCE:
In coordination with the crew, the ground equipment (stairs, ladders, GPU, etc.) is to be removed from the
aeroplane to a reasonable distance. This is order to prevent unauthorised access to the aeroplane.
Opening of aeroplane after nightstop or extended ground stop
Stations where sealing of A/C is not required

Normally the doors are opened prior to the flight by the commander or his crew; alternatively the station engineer
or the contracted ground handling agent may do it (in order to perform preflight duties, like loading, etc.) Once
doors are opened, uninterrupted access control to the aeroplane must be ensured at all times by either the
station engineer or the ground handling agent. These parties take over the responsibility for access to the
aeroplane until the crew has arrived.
Stations where sealing of A/C is required

Normally the security seals will be broken prior to the flight by the commander or his crew; alternatively the
station engineer or the contracted ground handling agent may do it (in order to perform preflight duties, like
loading, etc.) In this case, the station engineer or the ground handling agent must verify the integrity of the seal.
Once seals have been broken, uninterrupted access control to the aeroplane must be ensured at all times by
either the station engineer or the ground handling agent. These parties take over the responsibility for access
to the aeroplane until the crew has arrived.
Upon arrival of the crew, either the station engineer or the ground handling agent must immediately advise the
crew of the location of the opened doors, as well as the number of altered and intact seals.
Broken seal found

In case a broken seal is found by the station engineer or the ground handling agent, the party shall get in touch
with the crew or the SWISS Network Operations Control / NOC for instructions. Until instructions have been
received, no further activities shall be permitted in or around the aeroplane.
Contact:
SWISS Network Operations Control (NOC)
Tel. +41 44 564 45 00 or
+41 44 564 45 10
Fax: +41 44 564 45 55
SITA: ZRHOOLX


Cabin doors
Cabin doors are passenger entrance doors and service doors. Cabin doors shall be opened from the:
• Inside by cabin crew and/or authorised staff (refer to training requirements in “Cabin doors,training”)
• Outside by authorised staff if no cabin crew is present; in that case and whenever possible, one must make
sure that the evacuation slide is disarmed before opening the door.
Cabin doors may only be opened:

• After the engines have been shut down
• The anti-collision light has been switched off
• The aeroplane has been secured by wheel chocks, and
• The door and door frame show no visible damage.
The standard signals must be used to indicate to the cabin crew that:
• Ground support equipment is correctly positioned (staircase, loading bridge, etc.)

• The area required for deployment of integrated stairs is free of obstruction
These standard signals are:

• Knocking on the door window
• Thumbs up
Cabin doors may be closed from inside or outside, but only by authorised staff.
NOTE:
Service doors must be closed immediately after servicing is completed.
Cabin doors specific rules

Due to the potential for inadvertent evacuation slide deployment, and subsequent potential for serious injury and
aircraft damage, the following rules must be strictly observed when opening cabin doors:
From the inside

 All cabin doors must be imperatively disarmed prior to opening.
 When on board, the cabin crew is sole responsible for disarming the passenger entrances as well as all
cabin service doors.
 Should the cabin crew or the cockpit crew not be available to open the doors from the inside; staff having
received the adequate training are authorised to open the doors.
 In all cases, only personnel having received the adequate training are authorised to open doors from the
inside. No exceptions are allowed.
Authorised personnel must exercise special caution when dealing with the following situations due to the
increased inadvertent slide deployment risk:
• Ferry, positioning, delivery flights without passengers
• Flight returning to gate (due to technical or other unforeseen problem)
• Refuelling with passengers on board
• Last minute catering arriving at the aircraft after all doors have been closed.
In such situations, no attempt must be made to re-open any door without the specific authority of the aircraft
commander.

From the outside

Only under certain circumstances may cabin doors be opened from the outside. Such as night stops, release
from maintenance, etc.
In such a situation only correctly trained personnel may open the doors. The following points must imperatively
be observed prior to opening the doors:
• Only correctly trained personnel may open doors.
• The aeroplane has been secured by wheel chocks, and
• The door and door frame show no visible damage.
Minimum training requirements

Passenger and cabin service door opening procedures must be an integral part of any basic and refresher
training for all staff whose daily activities require the opening of such doors. By staff it must be here understood
that this applies to all personnel including seasonal and part time staff whose duties require opening of the
cabin or service doors.
All staff involved in opening the passenger and service doors must be familiar with the door opening procedures
as described in AHM 1.1.3 with special focus on the following points:
• Staff must be made aware of all potential dangers related to accidental slide deployments.
• Staff must be able to visually distinguish between an “armed” or “disarmed” door
• Staff must be made aware never to open an “armed” door.
• Staff must be made aware that they are not allowed to “disarm” a door under any circumstances
• Staff must have a practical introduction to the door opening procedures of the different SWISS aeroplane
types.
Compartment doors
Compartment doors may only be opened:
• after the engines have been shut down
• the anti-collision light has been switched off
• the aeroplane has been secured by wheel chocks, and
• the door and door frame show no visible damage.
REFERENCE:
For exceptions, see 1.1.11 “Embarkation and loading with engines running”.
Only authorised staff may open compartment doors (manually or electrically operated). Compartment doors
must be closed as soon as loading is completed. Before closing the doors, make sure that the:
• ULD loaded in the door section is properly secured.
• Load restraint nets and the door protection nets are properly installed.
• Compartment lights are switched off.
EXCEPTION:
For carriage of birds on long-haul flights, the cargo compartment lights must be left switched on to enable
the birds to feed during flight.
• Ramp supervisor has given the authorisation to close the compartment doors.
• Door frame is free of gravel, water, ice and other foreign substances.
• Door and door frame show no visible damage.

Irregularity / damage
Any irregularity, including damage, must immediately be reported to the flight crew, the maintenance
representative and the SWISS Ground Services Competence Center (GSCC).
REFERENCES:
• For reporting of ramp accidents/incidents refer to 1.3.6 “Reporting of ramp accidents/incidents”.
• For liability of aeroplane damage refer to 1.1.20 “Arrival activities”.
• For information on aeroplane doors refer to AHM – Aeroplane Guides, chapter x.7.9.
Re-opening of aeroplane doors

Once all doors have been closed, no attempt must be made to re-open any door without the specific authority
of the aircraft commander.


Responsibility
The following persons are responsible for communication with flight crew by means of the interphone system
or signals:
• The own ground engineer, or
• The ground engineer of the organisation contracted, or
• The own authorised ramp staff, or
• The authorised ramp staff of the handling company.

• Communication must be in English.
• Firm knowledge of the standard phrases and signals is required.
• Signals must be executed in a clear and precise manner that precludes confusion between signals.
Establishing interphone communication

After it has been assured that the aeroplane has come to a complete stop at the parking position that all engines
and the rotating beacon have been switched OFF.
The staff assigned to this duty shall:

• Connect the headset to the aeroplane and call the flight crew.
• Make visual contact with the flight deck if interphone communication has proven unsatisfactory.
Re-establishing interphone communication
Conditions
• To be used in case ground staff or flight crew wishes to re-establish interphone communication, after it has
been disconnected.
• To be used only if the matter cannot be resolved via radio communication (CUT or ATC).
Safety regulations
• The procedure must be strictly followed by both parties.
• Only the person establishing the interphone communication shall approach the aeroplane, after he has
made sure that he has been seen and his intention is understood by the flight crew.
• When approaching the aeroplane, a sufficient safety distance to running engines must be observed.
• The aeroplane must be approached from a direction ensuring that visual contact with the flight crew can
be maintained as long as possible.
Procedure, when flight deck initiated (observe the sequence of the steps):
Step Action
1 Continuous flashing of the landing light signals that the flight crew wishes to re-establish interphone
communication.
2 Upon this signal the ground staff is responsible for engine starting and/or pushback established visual
contact with the flight crew.
3 By waving his headset (at night illuminated by a torchlight, if necessary), he acknowledges that he
has understood the signal.
4 Only when the landing lights stop flashing, the aeroplane shall be approached and communication
established through the interphone system.
5 When the matter has been clarified, the “all clear” signal must again be shown to the flight crew.

Procedure, when ground initiated (observe the sequence of the steps):
Step Action
1 The flight crew must first be informed via radio (CUT or ATC) that ground staff wishes to re-establish
interphone communication.
2 Upon this request the flight crew will flash the landing lights, indicating that the aeroplane can be
safely approached.
3 The person establishing the interphone communication shall then follow the same procedure as if
it were flight deck initiating (see above).
Use of interphone during thunderstorm

For safety reasons, the interphone system may not be used for communication with the flight crew during a
thunderstorm over the airport (risk of electrical discharges between aeroplane and the interphone system). In
such cases the manual signals must be used.
Position for the “all clear” signal

Normally the person responsible for the “all clear” signal shall be positioned on the left-hand side of the
aeroplane. If not possible (due to safety reasons, obstructed visual contact with the flight deck etc.), the “all
clear” signal may also be given from the right hand side of the aeroplane, provided this has been agreed with
the commander beforehand.
Placing of wheel chocks

The table below shows standard phrases and signals:
Sequence Standard phrases Signals

Ground Flight deck Ground Flight deck
   
Flight deck Ground Flight deck Ground
When wheel chocks have been Chocks on
placed at the nose- and main
landing gear wheels.
Acknowledgement Chocks OK
NOTE:
Upon this acknowledgement, the
commander will release the brakes

Pushback / Tow out


   
Pushback / tow out clearance not yet Standing by
received for clearance
Acknowledgement Standing by
As soon as pushback / tow out clearance Ready for

received. pushback /
NOTE: tow out
At some stations the pushback / tow
out clearance is obtained by ground
personnel when the flight crew reports

ready.
Removal of wheel chocks Remove
wheel chocks
Confirmation after the wheel chocks Chocks

have been removed. removed
- Keep hands in this position until
chocks are removed.
Release of parking brake after wheel Release

chocks have been removed and ground brakes
staff is ready for pushback / tow out.
- Raise arm and hand horizontally in
front of chest:
• With clenched fist
• Then extend fingers
Confirmation after parking brake Brakes

released released


   
Information of flight crew prior to Starting Day time
start of pushback pushback
REFERENCE: NOTE:
For procedures, see 1.1.9.1 In case of
“Engine starting and pushback. towbarless
tractor:
Cockpit from Night time
ground, aircraft
is ready for
one-man
pushback
Aeroplane has reached the final Set parking

pushback position and has come brakes
to a complete stop.
- Raise arm and hand
horizontally in front of chest.

• With fingers extended.
• Then clench fist.
Confirmation after parking brake Parking brake

has been set. set
Starting of engines.
REFERENCE:
- For procedure, see 1.1.9.1
“Engine starting and pushback
- For standard phrases and
signals, see “Starting of
engines” below.
After the station engineer has Aircraft ready
checked that the nose wheel for taxi.
steering link is connected and/ Standby for “all-
or the steering bypass is clear” signal.
normal (whatever applies for the
aeroplane type concerned).

Starting of engines

   
If engine starting clearance must Ready in .........
be requested in advance from the minutes
ATC.
Acknowledgement. Ready in ..........
minutes
When: Ground ready
- All doors have been closed
- Passengers’ steps/loading
bridges have been removed.
- Intake and blast areas are
clear.
If flight crew not ready. Standby
If flight crew ready. Starting

engines
If external air starter unit(s) Pneumatic

required for engine starting. pressure
Acknowledgement OK starting
NOTE: engines
Engine starting sequences are
found under AHM 1.1.9.3 "Engine
start-up sequence"


   
When engines are running. Remove ground
equipment and
chocks
Acknowledgement after ground OK all Day time

power unit and air starter unit, if equipment
used, have been removed. removed
Night time
Acknowledgement after wheel Chocks

chocks have been removed. removed
NOTE:
- Disconnect headset and
establish visual contact with
the commander.
- For exceptions, see 1.1.9.1
“Engine starting and
pushback”.
OK all Keep hands
- Or combine this step with the in this position
previous step. equipment
and chocks until chocks are
removed removed.
“All clear” signal. Day time
REFERENCE:
For more information, see
“Position for the ‘all clear’ signal”
above.
Night time
Flight crew wishes to re-establish

communication.
REFERENCE:
For procedure, see “Re-
establishing interphone
communication” above.

Technical / servicing signals

The table below shows standard signals:

   
Connect ground power
Confirmation to the cockpit.

Acknowledgement from the
cockpit after ground power has
been connected.
Disconnect ground power
Interphone
Open/close stairs forward/aft
Do not touch controls Day time
Night time
Cut engines


General
De-icing / anti-icing comprises:
• Removal of snow, slush and ice
• Freezing prevention
If not anticipated or timely planned, de-icing / anti-icing operations might influence punctuality.
Responsibilities
The SWISS station manager or the duty manager of the respective handling company must make sure
personnel and equipment (including fluids in sufficient quantities) is available on time. All actions related to de-
icing / anti-icing must be coordinated with the responsible ground engineer, if available and the flight crew. The
responsible SWISS station manager must make sure that:
• De-icing / anti-icing provider possesses the required De-icing / anti-icing manual DAM.
• De-icing / anti-icing inspection provider possesses the De-icing / anti-icing manual DAM.
Compliance with regulations based in De-icing / anti-icing manual DAM will be checked through audits performed
by SWISS Quality Assurance. Final responsibility for de-icing / anti-icing issues lies with the commander.
Technical information
Technical information on de-icing / anti-icing is published in the specific technical manual:
De-icing/anti-icing manual DAM,
Following editions are applicable (according to the aeroplane type):
• De-icing / anti-icing manual DAM, Main Manual
• De-icing / anti-icing manual DAM, Avro RJ100 attachment appendix E
• De-icing / anti-icing manual DAM, A319, A320, A321 attachment appendix E
• De-icing / anti-icing manual DAM, A330 attachment appendix E
• De-icing / anti-icing manual DAM, A340 attachment appendix E
Retrieval of de-icing / anti-icing manual(s) DAM

The De-icing / ant-icing manual(s) DAM can be downloaded from the SWISS Ground Services Extranet
(“Manuals”-Part) with following link: https://gs.swiss.com
IMPORTANT:
It is important to cooperate and communicate closely with the commander before any de-icing / anti-icing starts.


1.1.6 Sealing of aircraft
General
In order to protect the aeroplane from unauthorised access during long ground stops or night stops, it may be
necessary to affix security seals to the external doors. All aeroplanes left unattended outside EU/EFTA must be
sealed or guarded. The security seals, as such, do not prevent unauthorised access to the aeroplane but ensure
that when a security breach occurs, it does not go unnoticed.
Responsibility
The responsibility for the application of the security seals is incumbent on the station category (refer to AHM
1.1.2 “Protection of aeroplane”) and given to either the:
• Station engineer
• Cockpit crew
• Handling agent (or 3rd party service provider)
Door sealing
Door sealing must be performed according to the aeroplane specific sealing check sheet.
Sealing check sheet

A sealing check-sheet exists for each aircraft type:
• Avro RJ100
• A319, A320, A321
• A330, A340
This sealing check sheet shall be filled in and signed by the party providing sealing, as per instructions mentioned
thereon. the flight crew will return it in the flight document envelope together with the other flight documents, e.g.
OFP, NOTOC, DCS loadsheet. On board of each aeroplane a spare sealing check sheet will also be available.
NOTE:
During sealing process, you may find doors/panels that were sealed previously and still have an unbroken seal.
There is no need to add a new seal. Simply note the corresponding seal number on the check sheet.
Provision of sealing check sheets

The sealing check sheets can be obtained by:
• Download from SWISS Ground Services extranet: https://gs.swiss.com

Provision of seals
Seals may only be ordered by authorised stations and authorised users. The list of authorised stations and
users is under the direct control of:
Swiss International Air Lines
Company Security / OSY
SITA: ZRHOYLX
EXAMPLE:
Unbroken seals: Are plain blue or red with standard white printing
Broken seals: Will have "OPENED - VOID" diagonally all across the seal.
Increased threat conditions

SWISS Company Security / OSY may order additional sealing of doors / panels as the treat conditions
changes. Sealing providing parties shall then adapt the sealing check sheet accordingly. Under increased threat
conditions the commander has the responsibility over the security measures taken and shall also supervise the
handling agent.
Aircraft security sealing in case of irregularity

When SWISS aircraft are not in service and are left unattended, aircraft sealing is mandatory according to
SWISS internal security procedures (except at EU/EFTA stations). Stations that have a regular scheduled night
stop or long ground time are therefore equipped with security seals and check sheets. If a longer a ground time
is caused by an irregularity situation and sealing becomes mandatory, aircraft security seals and check sheets
are available in the security folder in the cockpit of each aeroplane. Please ask the flight crew where you can
find this folder on the respective aircraft type. In case of questions regarding the handling of the sealing process
please contact SWISS Security OSY, phone +41 44 564 44 11 or [email protected].
Broken seal found

In case a broken seal is found by the station engineer or the ground handling agent, the party shall get in touch
with the crew or the SWISS Network Operations Control / NOC for instructions. Until instructions have been
received, no further activities shall be permitted in or around the aeroplane.
Contact:
SWISS Network Operations Control (NOC)
Tel. +41 44 564 45 00 or
+41 44 564 45 10
Fax: +41 44 564 45 55
SITA: ZRHOOLX

General
A deodorising and disinfectant chemical must be added to the chemical toilets in the aeroplane:
• For hygienic reasons and to avoid obnoxious odours.
• In liquid or powder form.
• To be added to the prime charge (the amount of water being pumped into the tanks).
• Generally dyed.
Winter operation
To prevent freezing of the water in aeroplane toilet tanks and lines during the cold season, the following
measures must be taken:
• Drain toilets if the aircraft aeroplane is parked in the open for several hours without electrical power supply
(external or internal) and the temperature is or is expected to be below the freezing point.
• Service toilets only after electrical power supply has been restored and as shortly as possible before
departure of the flight concerned.
• Add 20% by volume of anti-freeze to the water used as prime charge or use hot water for prime charge.
Anti-freeze products:
• Use any commercially available automotive anti-freeze, e.g. Ethylene Glycol.
Check of toilet service panel

Blue ice prevention:
Prior to servicing inspect the toilet servicing panel on the aeroplane for any sign of leakage. If any horizontal
blue streaks are observed, the blue streak must be cleaned prior to servicing. After cleaning again, look for any
sign of leakage. Blue ice build-up in higher altitude may influence the airworthiness. In case of any doubt about
possible leaking immediately call the responsible maintenance.
NOTE:
Refer to AHM – Aeroplane Guides, chapters x.7.13 and x.7.14 for location of service panels.
Applicable prime charges

REFERENCE:
The prime charges per aircraft aeroplane type are published in the AHM – Aeroplane Guides, chapter x.7.15.


General
Disinsection of aeroplane is required by a number of states to prevent introduction or spreading of communicable
diseases. The so-called “blocks-away method” is used to meet these requirements.
NOTES:
i. Failure to comply with the above may lead to quarantining of both passengers and crew for an indefinite
time by the health authorities of those countries.
ii. Local regulations may be more restrictive and may be decided by the carriers’ medical departments.
Responsibilities and procedure

The cabin crew is responsible that disinsection is properly carried out where and when required.
The flight deck and the cabin must be treated by the cabin crew.
Cargo compartments:
• Must be sprayed by ground staff.

• Each compartment must be treated during 10 to 15 seconds just prior to closing the compartment door.
• Insecticide may never be directly sprayed on live animals.
• Empty cans must always be returned to the cabin crew as they might be needed as evidence.
REFERENCE:
The number of cans required to disinsect the cabin and the lower compartments are published in the respective
aeroplane guides, chapter x.7.3.
NOTE:
If for any reason aeroplane doors are opened after “blocks-away” disinsection is completed, the treatment must
be repeated prior to take-off.
Products
The table below shows disinsection products:
Name of product Type Order name / no.

Permethrin Spray Loaded by Gate Gourmet on individual flights


1.1.9.1 Pushback / tow out
General
• Pushback / tow out is a performed action that consists in pushing back / towing out an aeroplane by use of
specialised ground support equipment from it’s stand position onto a designated apron position from which
the aeroplane will be able to leave (roll out) under it’s own power.
• Due to it’s nature, pushback may lead to severe injuries or even death. Therefore, special care must be
taken to ensure that all procedures and regulations be strictly adhered to.
• Pushback duties may only be performed by specially trained and certified personnel.
• The personnel involved with the pushback / towing of Swiss International Air Lines and Swiss European
Air Lines aeroplanes must be familiar with the procedures and the wording used to communicate with the
cockpit crew. A good working knowledge of the English language is a prerequisite for any duties requiring
pushback / towing or moving an aeroplane.
• The contracted handling agents involved with push back and all other aeroplane towing activities must
make sure that all their towing equipment (tractors / tugs and towbars) fully comply to the recommendations
as laid down in IATA AHM 955, AHM 957 and AHM 958.
Responsibilities
• The responsibility must be locally defined by each station dependant upon the applicable local station
instructions and the airport regulations. It is in principle the responsibility of the station engineer to perform
these duties. However, the ramp agent (aeroplane coordinator) or ramp agent personnel, providing they
possess all the necessary training and certification, may also be given the responsibility for performing all
activities pertaining to pushback / towing and engine start-up.
• The tow truck / tractor driver is responsible for the overall safety of the aeroplane during the physical
movement of the aeroplane.
• The station engineer or ramp personnel performing the walk-out assistance is responsible for relaying
instructions from the cockpit crew and control tower. This is done by using the hand signals as laid down
in chapter 1.1.4 “Communication with flight crew”.
Pushback / tow out pushing methods

Several pushback / tow out methods can be used as shown in the following table:
Pushing methods Assistance method

Aircraft type Tow bar less Walk out “One man”
Tow bar Powerback
Pushback Powerpush assistance pushback
Avro RJ100   n/a n/a  
A319
A320    n/a  
A321
A330   n/a n/a  
A340   n/a n/a  
n/a = not allowed

Walk out assistance

This procedure is to be carried out by 2 persons:
• The walk out assistant. This is the person who is responsible for communicating with the cockpit crew
during pushback procedures as well as the engine start up.
• The tractor / tow truck operator.
Following are the duties for the walk out assistance:
Using a tow truck with seating possibility for “walk Using a tow truck without seating possibility for
out assistant” “walk out assistant
- The walk-out assistant occupies the co-driver seat. - Walk along with the tow truck.
- Establish contract with the flight crew and lead the - Use a headset wire with a minimum length of 5m.
headset wire through the tow truck cabin window. - Make sure that the walk out assistant maintains
- Instruct the driver verbally on push back clearance a minimum safety distance of 3m between the
and direction of pushback. aeroplane nose and tow truck.
- Keep clear of engine intake ares.
- Do not walk in front or directly beside the nose
gear.
- Never climb or jump over the tow bar when the

pushback of the aeroplane is underway.
Primarily, the station engineer will perform these duties. However, ramp personnel can conduct these activities
as well, providing that they are fully certified and meet all criteria as mentioned in paragraph “General” in chapter
1.1.9.1 “Pushback / tow out”. Whenever possible, the interphone system must be used to communicate with the
flight crew. However if this is impossible, the signals as laid down in chapter 1.1.4 “Communication with flight
crew” must be used.
WARNING:
Do not wear a headset whenever a thunderstorm can be heard or seen in your immediate vicinity as the aeroplane
can become heavily charged with static electricity or even be hit by lightning. Under these circumstances should
the bearer of the headset be connected to the interphone of the aeroplane, serious injury and/or death could
result especially when raining.
“One man” pushback

As the name implies, this procedure is carried out by one person: i.e. the tractor / tow tug operator. This person
will conduct all necessary procedures related to the pushback of the aeroplane as well as engine start up without
the help of a walk-out assistant. This person has therefore the overall physical responsibility for the safety of the
aeroplane including communication with the cockpit crew and control tower. “One man” pushback may only be
conducted by handling agents at airports where these procedures have been authorised. The following points
will have to be complied with before initiation of the “one-man” pushback:
• “One man” push back may only be conducted for SWISS aeroplane types as per the table under “Pushback
/ two out pushing methods” in AHM chapter 1.1.9.1 ”Pushback / tow out”.
• A towbarless tow-truck is a prerequisite when operating a “one man” push back.
• The responsible person has to inform the cockpit crew before connecting the tow-tug to the aeroplane.
• Local ramp and weather conditions must allow for a safe and unobstructed operation without use of walk-
out assistance.
• The tow truck must be equipped with a flawlessly functioning intercom system to ensure precise and clear
communication with the cockpit crew.
• One-man pushback operation is not allowed if the intercom system is not functioning.
WARNING:
As the use of headsets is not allowed during thunderstorm activity due to the inherent risk of severe injury or
death, the “one-man” pushback operation is therefore not to be undertaken under these circumstances.

Pushback / tow out with tow bar

Following requirements have to be fulfilled when using pushback / tow out with tow bar:
• Observe the standard phraseology as per 1.1.4 “Communication with flight crew”.
• Ensure that the tow truck and tow bar combination is perfectly suited for the operation taking into account
the aeroplane mass, weather conditions and apron surface.
• Ensure that the tow bar is disconnected from the tow truck before it is connected to or disconnected from
the aircraft.
• Check that the tow bar shows no visual signs of damage. It is not allowed to use defect tow bars for
pushback / tow out operation.
• The pushback / tow out operation must be done with the tow tractor in forward gear only.
EXCEPTION:
Short forward towing during standard pushback / tow out to centre the nose wheel may be done with the
engines on.
• Before connecting the tow bar to the aeroplane, set the steering isolation (by-pass) pin at the nose of the
gear.
• The tow bar and tow truck must be connected to the aeroplane by both; the walk-out assistant and the
tow truck driver.
• Should the tow bar be equipped with retractable wheels, make sure that these are duly stored away when
the tow bar has been connected to the aeroplane.
Pushback / tow out with towbarless tow truck

Before connecting the tow truck to the aeroplane, make sure to:
• Set steering isolation pin on the forward landing gear.
• Ask the cockpit crew for clearance to connect the tow truck and lift.
• Before lifting, make sure that cabin and service doors as well as compartment doors and service panels
are closed.
Failure to comply could result in structural damage to the aeroplane.
Pushback / tow out procedures

Before pushback / tow out and engine start-up operations may begin, several precautions need to be taken in
order to prevent personal injury and damage to the aeroplane:
• Should extensive manoeuvring be required or should the pushback / tow out be conducted in congested
areas and in areas with reduced visibility, it is imperative to seek guidance from
–– a marshaller or
–– wing walkers.
• The interphone system is working correctly and/or that hand signal communication has been established.
• Agree with cockpit crew about the removal of the GPU (ground power unit) or electrical cable at passenger
boarding bridge (if available).
NOTE:
Never remove electrical power to the aeroplane without authorisation from cockpit crew.

• In case an air starter unit (ASU) is required for engine start up, make sure that it is ready on time.
• Non essential personal to the pushback / tow out operation should leave the area.
• The engine air intake and blast areas must be clear of ground personnel, ground support equipment and
any other foreign objects.
NOTE:
For danger areas refer to AHM – Aeroplane Guides, chapter x.8.2 ”Danger areas”.
• A fire extinguisher must be readily available near the aeroplane.
• The final walk around checks as per AHM 1.1.9.2 ”Final walk around check” have been completed.
• In all push back / tow out scenarios, it is imperative that the responsible ground staff give the cockpit crew
the “All clear signal”() prior to the aeroplane taxiing under its own power.
Pushback / tow out with tow bar Towbarless pushback / tow out
- Ground to cockpit communication is established. - Ground to cockpit communication is established.
- Insert steering isolation pin. - Insert steering isolation pin.
- Get authorisation from cockpit crew to connect tow - Perform final walk around check as per 1.1.9.2
bar / tow truck combination to the aeroplane and if “Final walk around check“.
applicable, remove nose gear chocks. Connect the - Disconnect all equipment from aeroplane. Do not
tow bar to the aeroplane before connecting to the remove electrical power cables or GPU without
tow truck.
prior consent from the cockpit crew.

- Perform final walk around check as per 1.1.9.2 - If applicable, remove nose gear chocks and obtain
“Final walk around check“. clearance from cockpit crew to secure the tow truck
- Disconnect all equipment from aeroplane. Do not to the aeroplane. Make sure before removal that
remove electrical power cables or GPU without the aeroplane parking brake is set.
prior consent from the cockpit crew. - Remove main landing wheel chocks.
- Remove wheel chocks. Make sure before removal NOTE:
that the aeroplane parking brake is set. The main landing gear chocks must only be
- Obtain push back / tow out clearance from cockpit removed when the tow truck is fully secured to the
crew. nose gear and that the tow truck brakes are set.
Upon reaching the final pushback position on the - Obtain authorisation from cockpit crew to lift the
apron: aeroplane and push back / tow out.
- Remove the tow bar from the aeroplane. Before Upon reaching the final pushback position on the
this can be done, make sure that the tow bar is apron:
disconnected from the tow truck. - Lower the aeroplane.
- Remove the steering isolation pin from the nose - Remove the steering isolation pin from the nose
gear. gear.
- Confirm these actions to the cockpit crew. - Confirm these actions to the cockpit crew.
- Close the headset panel cover. - Close the headset panel cover.
- Wait for the final hand signal on the left hand side (if - Wait for the final hand signal on the left hand side (if
done from the right side, this will have to be agreed done from the right side, this will have to be agreed
upon before pushback / tow out commences). before pushback / tow out starts)
IMPORTANT:
Should the connection between the aeroplane, the walk out assistant and / or tow truck be lost, it is imperative
to stop the pushback / tow out operation and request the cockpit crew to apply brakes until the contact is re-
established.

Powerpush general
In certain stations where standard pushback is not available, the powerpush method may be used as an
alternative pushback procedure. Currently, the powerpush procedures are only available for the A320 aeroplane
family (A319, A320, A321). Aeroplanes wet leased on behalf of SWISS are subject to the operating carriers
procedures.
The powerpush tractor is guided to the aeroplanes left main landing gear where it is clamped to the wheels
via four hydraulically operated friction driver rolls. The nose wheel therefore remains on ground during the
procedure and provides the necessary guidance controlled by the pilot in command during the manoeuvre.
The powerpush equipment is controlled from a distance by way of remote control.
Powerpush procedures
The following procedures are applicable when using powerpush equipment:
Procedures to be observed before and during powerpush manoeuvring:
• Ground to cockpit communication is established.
• Perform final walk around check as per AHM 1.1.9.2 “Final walk around check“.
• Disconnect all equipment from aeroplane. Do not remove electrical power cables or GPU without prior
consent from the cockpit crew.
• Remove the chocks from the main landing gear on the left side of the aeroplane. Make sure before removal
that the aeroplane parking brake is set.
• Obtain permission from the cockpit crew to attach the powerpush tractor to the main landing gear on the
left side of the aeroplane.
• Pilot to request start of right engine (number 2). This is mandatory otherwise the nose landing gear steering
valve will not open and subsequently will prevent any form of steering.
CAUTION:
It is absolutely forbidden to start the engines during the pushback manoeuvre.
• After engine start, remove nose landing gear chocks.
• Obtain authorisation from cockpit crew to commence the powerpush manoeuvre.
• During the manoeuvre, the powerpush operator is to walk along with the aeroplane, on the left side of the
cockpit in order to maintain visual contact with the pilot in command. The powerback operator will give the
steering directions to be followed by the pilot in command.
Upon reaching the final pushback position on the apron:

• Inform cockpit crew that the manoeuvre is complete. Aeroplane parking brakes are to be set.
• Release and remove the powerpush tractor from the aeroplane by remote control unit.
• Confirm unit release to the cockpit crew.
• Pilot to request left engine start (number 1).
• Close the headset panel cover.
• Wait for the final hand signal on the left hand side (if done from the right side, this will have to be agreed
upon before pushback / tow out starts).
Powerback definition
Moving of the aeroplane from a stand position to a designated apron position using its own engines.
Powerback procedure
As rule, powerback procedure is not allowed as standard operating practice for Swiss International Air Lines and
Swiss European Air Lines aeroplanes due to the potential for personnel injury and aeroplane damage being too
high. Any exceptions to this rule must be approved and strictly coordinated with the local airport authorities and
the commander. Furthermore, this procedure may only be practised if implicitly authorised in the aeroplanes
Operating Manual (OM).


1.1.9.2 Final walk around check
General
Approximately five minutes prior to a flight departure, it is necessary to conduct a final ”walk around check” of
the aeroplane. The main purpose is to ensure that the area around the aeroplane is clear of obstruction and
that all exterior parts of the aeroplane are inspected for visual damage, leaks and any other items that could
potentially be a threat to the flight. Furthermore, this walk around check must ensure that the stand is free of

1.1.9.3 Engine starting
Checks prior to engine starting

The person performing the walk out assistance or the tow truck / tractor driver (in case of “one man” push back
/ tow out) must make sure that:
• The interphone system is working, by connecting the headset to the aeroplane and calling the flight crew,
and/or that hand signal communication has been established as per AHM 1.1.4 “Communication with flight
crew”.
• The final walk around check as per AHM 1.1.9.2 “Final walk around check” has been performed and that
passenger air bridges have been fully retracted to their parking positions.
• All staff not required for engine starting and/or pushback / tow out have left the parking position.
• The ground support equipment for engine starting is ready, if required.
NOTE:
If the APU is not working, air for engine starting must be supplied by air starter units (ASU).
• The air intake and blast areas are clear of persons, ground support equipment and any other foreign
objects.
• A fire extinguisher is available near the aeroplane.
NOTES:
i. When the flight crew is ready for engine starting and/or pushback/tow out, the anti-collision light will be
switched on.
ii. When APU u/s and ASU are used, the flight crew must be briefed before pushback / tow out and engine
starting.
iii. The flight crew must be informed, if the aeroplane is covered by snow, ice or slush.
Starting of engines
Depending on local procedures and regulations, engines can be started before, during or after pushback / tow
out. The interphone or hand signal system must be used for communication with the flight crew. If interphone
communication is not possible, signals must be used for communication between flight deck and ground.
REFERENCE:
For starting of engine signals, see 1.1.4 “Communication with flight crew”.
IMPORTANT:
–– The person performing the walk out assistance or the tow truck / tractor driver (in case of “one man” push
back / tow out) must make sure no one enters the air intake and blast areas.
–– The person performing the walk out assistance or the tow truck / tractor driver (in case of “one man” push
back / tow out) will immediately alert the flight crew in case of any abnormal occurrence.

Engine start-up sequence

The engines may only be started by the flight crew once the all clear signal has been received from the walk
out assistant or the tow truck operator when operating the “one man” push back / tow out. The engines are
numbered from right to left from 1 to 4 when looking towards the cockpit.
4 1
3 2
Generally for Swiss European Air Lines and Swiss International Air Lines and aeroplanes, the engines will be
started in the following sequence:
Aeroplane type 4 engines 2 engines

Avro RJ100 4-3-2-1
A319, A320, A321 2-1
A330 1-2
A340 1-2-3-4
NOTE:
The cockpit crew may decide on another engine start-up sequence depending on local airport regulations or
for technical reasons.
Checks after engine starting

The person performing the walk out assistance or the tow truck / tractor driver (in case of “one man” push back
/ tow out) must make sure that:
• the covers of the electrical power receptacle, and
• if applicable, the air starter connector panels are properly closed.
Starting of engines during pushback / tow out
Nose-gear controlled
Engines may be started during pushback / tow out, if local regulations allow it.
Main-gear controlled
Engine start is not allowed during pushback / tow out.
Starting of engines during pushback / tow out must be agreed between the commander and the person
performing the walk out assistance or the tow truck / tractor driver (in case of “one man” mush back / tow out)
staff prior to starting pushback / tow out.
Everyone involved in the pushback / tow out, including the driver, must be informed accordingly.
In adverse weather and/or tarmac conditions, the driver of the pushback / tow out equipment may request
not to start engines during pushback / tow out if he feels that this could jeopardise safe manoeuvring. The
interphone system must be used for communication with the commander; if not possible, starting of engines
during pushback / tow out is not permitted.
For commands and acknowledgements, standard phrases are to be used in an adapted sequence.
REFERENCE:
For standard phrases for starting of engines during pushback / tow out, see AHM 1.1.4 “Communication with
flight crew”. The person communicating with the flight crew must maintain a sufficient safety distance from the
nose landing gear during the pushback / tow out operation.

Maintenance towing
During maintenance towing (positioning of the aeroplane from/to the maintenance facilities), the flight deck
must always be occupied by authorised staff. Maintenance towing must only be done with engines shut down.
EXCEPTIONS:
–– Short forward towing during standard pushback / tow out to centre the nose wheel may be done with
engines on.
–– Anti-collision light must be switched on.
–– Standard phrases and signals also apply to towing: in that case, replace the term “pushback” by “towing”.


General
Timely and comprehensive information to the flight crew is essential in the interest of:
• Safety and regularity of flight operations.
• Good customer service.
Information
Station personnel must inform the commander, especially of:
• Possible irregularities in the ground handling and the reasons:
–– Contact the commander as early as practicable. If the irregularity is known before the arrival of the
aeroplane, use the CUT if available.
–– Make recommendations for minimising the negative effects of such irregularities on the flight schedule
and passengers.
• Unusual occurrences at the airport that can cause irregularities in the ground handling, such as:
–– Breakdown of airport facilities
–– Strikes
–– Intensified security controls
–– Reception of high ranking persons
–– Presence of military forces
–– Demonstrations, etc.
• Any unusual observations or occurrences at and around the aeroplane (in that case inform the commander
immediately).


Rules
The following rules apply to last minute embarkation of passengers and last minute loading of baggage, cargo
and mail:
• Only applicable in coordination with the commander and under supervision of authorised staff.
• The aeroplane must be in a parking position.
• Passengers must board through the loading bridge or passenger staircase positioned at the forward cabin
door.
Specific rules
The table below shows specific rules for embarkation and loading with engines running.
• Aeroplane with tail-mounted engines

–– Passenger boarding permitted (through the forward cabin door).
–– Loading only permitted in the forward compartments.
• Aeroplane with wing-mounted engines

–– Passenger boarding permitted only through the loading bridge at the most forward cabin door.
–– Loading is not permitted, neither in the forward nor in the aft compartments.
–– Only permitted in exceptional cases, e.g. due to an inoperative APU and non-availability of an air
starter unit.
–– In that case, boarding of passengers and loading is allowed if only the right hand engine is running.


1.1.12 Marshalling
General
The responsible must make sure that effective marshalling is available, unless local conditions provide for
safe taxiing and manoeuvring of aeroplane (special guide-in system). Marshalling is either done by the airport
authority or by the handling agent's staff.
NOTE:
Only authorised staff is permitted to give marshalling signals. If necessary a second person shall follow the
aeroplane forward of the wing tip, and signal the marshaller by “thumbs-up” as long as the wing is clear of
obstacles. Visible batons must be used for signalling, including torchlights or illuminated wands at night.
The commander remains responsible for the safe operation of the aeroplane.
Signals
ICAO approves the marshalling signals shown below for international use.
NOTE:
The meaning remains the same whether batons, illuminated wands or torchlights are used.
1. To proceed under further guidance by 2. Proceed to next marshaller or as directed by

marshaller tower/ground control
Marshaller directs flight crew if traffic conditions at the Point both arms upward, move and extend arms
airport require this action. outward to side of body an point with wands to
direction of next marshaller or taxi area.
3. Continue to taxi straight ahead 4. Turn left (from the pilots point of view)
Bend extended arms at elbows and move wands up With right arm and wand extended at a 90° angle to
and down from waist to head. the body, left hand makes the come ahead signal. The
rate of signal motion indicates to the pilot the rate of
aeroplane movement desired.

5. Turn right (from the pilots point of view) 6. Slow down

With left arm and wand extended at a 90° angle to the Move extended arms downwards in a “pating gesture”,
body, right hand makes the come ahead signal. The moving wands up and down from waist to knees.
rate of signal motion indicated to the pilot the rate of
aeroplane movement desired.
7. Identify gate 8. Normal stop

Raise fully extended arms straight above head with Fully extend arms and wands at a 90° angle to the
wands pointing up, move hand fore and aft to keep side and slowly move above the head until wands
from blending into background. cross.
9. Emergency stop 10. Hold position / stand-by
Abruptly extend arms and wands to top of head, Fully extend arms and wands downwards at a 45°
crossing wands. angle to the sides. Hold the position until the aeroplane
is clear for the next manoeuvre.

11. Affirmative / all clear 12. Negative

Raise right arm to heard level with wand pointing up Hold right arm straight out at 90° angle from shoulder
or display hand with thumbs up, left arm remains at and point wand down to ground or display hand with
side by knee. thumbs down, left hand remains at side by knee.
13. Cut engines 14. Set brakes

Extend arm with wand forward of body at shoulder Raise hand just above shoulder height with open
level, move hand and wand to top of left shoulder and palm. Ensuring eye contact with the flight crew, close
draw wand to top of right shoulder in a slicing motion hand into a fist. Do not move until receipt of thumbs
across throat. up acknowledgement from the flight crew.
15. Release brakes 16. slow down engine(s) on indicated side
Raise hand just above shoulder height with hand Arm down with palms toward ground, then either right
closed in a fist. Ensuring eye contact with the flight or left hand waved up and down indicating that left
crew, open palm. Do not move until receipt of thumbs or right side engine(s) respectively should be slowed
up acknowledgment from the crew. down.

17. Fire 18. End marshalling

Move right hand wand in a “fanning” motion from the Perform a standard military salute with right hand
shoulder to the knee, while at the same time pointing and/or wand to dispatch the aeroplane. Maintain eye
with the left hand wand to the area of the fire. contact with the flight crew until the aeroplane has
begun to taxi.

General
All water for drinking and other personal use made available to passengers and crew, must be free from
chemical substances and micro-organisms which might cause illness in any form. The handling company must
strictly adhere to the sanitary requirements and regulations set forth by the local authorities.
Water samples must be taken within intervals of every three months from the nozzles of all potable water
vehicles and submitted for inspection to a local laboratory licensed by the authorities. Parameters as defined
in below table shall be analysed and checked for results being within limits or not. Adequate measures shall be
applied in case of limits being exceeded. The local laboratory reports must be kept on file and are inspected
during the annual EU-OPS audits or station inspections performed by SWISS.
Any deviation from the regulations published in this section must be approved by:

Quality Compliance
Ground Services
P.O. Box
Switzerland
SITA: HDQGPLX
Quality standards
The table below shows quality standards for potable water.

Reporting
All Intercontinental Station Managers as well as Station Managers of European stations with scheduled night-
stops, are to provide their trimestrial reports to:
TÜF Süd (the assigned laboratory of Lufthansa, to the attention of Katrin Biedermann (katrin.biedermann@
tuev-sued.de.)
Uplift
Unlimited uplift of potable water is permitted only at stations listed in SWISS Ground Services Extranet (https://
gs.swiss.com).
NOTE:
The information for potable water uplift at the stations are to be found under the respective aeroplane type in
the “Mass & Balance” section of the SWISS Ground Services Extranet (https://gs.swiss.com/Aircraft_Handling/
Pages/PotableWaterUplift.aspx).
Winter operation
To prevent freezing of the water in the aeroplane potable water system (tanks and lines) during the cold season,
the following precautions must be taken:

• Drain the potable water system completely if the aeroplane is parked in the open for several hours without
electrical power supply (external or internal) and the temperature is or is expected to be below the freezing
point.
• Replenish the potable water tanks only after the electrical power supply has been restored, and as shortly
as possible before departure of the flight concerned.
Potable water vehicles, sanitary regulations

Cleaning and disinfecting of potable water servicing vehicles must be performed weekly. The interior of the water
tank should be scoured and rinsed once a month to remove any deposits.
Draining
Tanks of the potable water servicing vehicles must be drained not later than 24 hours after filling.
Filling
The tanks of potable water servicing vehicles and toilet servicing vehicles must not be filled from the same tap.
Hoses and nozzles

Hoses and nozzles or connectors must be protected from contamination either by covers or by immersing them
in receptacles containing hypo-chlorinated water. Flushing of hose and nozzles is not allowed if no vent surge
tank is available.
Parking
Potable water servicing vehicles and toilet servicing vehicles must not be parked in the same parking lot.
Job performance
Personnel engaged in the toilet servicing are not allowed to perform potable water servicing during the same
shift.

1.1.14 Pre-flight check departure
General
Applicable to all flights operated by SWISS aeroplanes.
Before each departure of a flight, “pre-flight check departure” must be performed by a qualified ground engineer,
in accordance with the relevant instructions issued by SWISS Technics Completion of the check must be
confirmed by filling in the “pre-flight check departure” slip in the aeroplane log. This slip must be filed at the
departure station with the other documents in the relevant flight file.
Stations without SWISS maintenance or contracting maintenance

• The ”pre-flight check departure” is done by the flight crew.
• No ”pre-flight check departure” slip must be issued.
• Presence of a qualified ground engineer at the aeroplane is required on request only.
Procedure at SWISS stations

Aeroplanes are normally released for departure by the loading supervisor or the ground engineer in charge of
the aeroplane. The ground engineer shall hand over the completed “preflight check departure” slip to the loading
supervisor. If the “preflight check departure” is carried out by the flight crew, no such “preflight check departure”
slip is issued. Engines can only be started if the loading supervisor has received confirmation that the “preflight
check departure“ has been carried out either by the ground engineer or by the flight crew.
If aeroplane doors must be opened again after the check “all doors and covers closed“ has been completed,
the loading supervisor or ground engineer must make sure that all doors and covers are again properly closed
before releasing the aeroplane for departure.
Procedure at stations abroad

Aeroplanes are normally released for departure by the ground engineer who has performed the “preflight check
departure“. If the “preflight check departure” is done by the flight crew, the aeroplane may be released for
departure by the ramp supervisor. In exceptional cases, the aeroplane may be released for departure by the
ramp supervisor after the “preflight check departure” has been completed by the ground engineer in charge of
the aeroplane.
Procedure when a ground engineer accompanies the flight

The aeroplane is released for departure by the ramp supervisor. The ground engineer accompanying the flight
confirms to the ramp supervisor that the “preflight check departure” has been completed. Aeroplane log copies,
if any, must be filed with the other flight documents in the relevant flight file.


1.1.15 Wheel chocks
Specification guidelines
The cross section of the chock should be in the form of an equilateral triangle with corner radii.
The table below shows what the approximate size of the chock should be:
Chock Size of chock in

cm inches
Height (from base to the opposite corner) 15 6
Length 25 10
Number of wheel chocks required

See the respective aeroplane guides, chapter X.7.17.3
Placing of the wheel chocks

• After the aeroplane comes to a complete stop:
–– Temporarily place chocks forward and aft of the nose landing gear (NLG).
–– Position and connect the Ground Power Unit, if required, before engine shut down.
• After the engines have been switched off, are spooling down and anti-collision lights have been switched
off:
–– Place chocks forward and aft of the Main Landing Gear (MLG) in accordance with the chock placement
diagram found in respective AHM aeroplane guides, chapter X.7.17.3.
–– Remove the temporary placed chocks at the nose landing gear (NLG).
–– Give the “chocks inserted” hand signal to the cockpit crew.
NOTES:
i. When the aircraft is parked for more than 6 hours or during night stops and / or in high wind situations
and / or in icy conditions, the nose landing gear (NLG) chocks must not be removed. In case the
chocks are necessary, there shall be a gap of approximately 50 mm between the chocks and the NLG
wheels.
ii. If the aircraft is parked on a slope, place the chocks firmly against the down side of the MLG tires.
Removal of wheel chocks
Open stands (taxi out)

• Slightly prior to aeroplane start up procedures, position chocks forward and aft of the nose landing gear
(NLG), in accordance with the chock placement diagram found in respective AHM aeroplane guides,
chapter X.7.17.3.
• Request approval from cockpit crew and remove MLG chocks.
• Once start-up procedures are completed and approval for NLG chock removal has been received from the
cockpit crew, remove NLG chocks and stow them in the designated area.

Stands requiring push back

• Ensure that tow bar / tow truck combination (tow bar pushback) or tow truck (tow bar less) is hooked up to
the aircraft and that the aeroplane hand brake is set.
• Request approval from cockpit crew and remove MLG chocks.
NOTE:
In cases where the NLG chocks have been placed for the duration of the turnover (such as in high wind
conditions or icy conditions), NLG chock removal is to be done shortly prior to hooking up the tow bar / tow truck
combination (tow bar pushback) or tow truck (towbarless).

General
Air conditioning is to be provided whenever the outside air temperature requires such action. Always to be
coordinated with the crew.
Guidelines
The table below shows guidelines for starting of air conditioning:
Start... When the outside air temperature is...

Heating Lower than 5°C
Cooling Higher than 25°C
Air conditioning should be started approximately:
Aeroplane with a capacity of Start minutes prior to STD

More than 80 seats 60

Less than 80 seats 30
Air conditioning should be terminated shortly before embarkation of the passengers. Local regulations to be
observed for use of air conditioning units during fuelling.
REFERENCE:
For location of servicing points, see the respective aeroplane guides, chapter x.7.14.


1.1.17 Defect / out-of-use report
General
Any defect or out-of-use status of an aeroplane part in the cabin or hold (e.g. APU, seat, locks, etc.) must be
reported to the SWISS station manager or the respective handling company, who in turn informs the technical
department and/or the next station, if applicable.
Transmission
This information must be transmitted via telex, e-mail or fax in free format.


Basic principle
Despite all the rules and regulations as described in this manual, it is expected that each person performing
duties in the ramp handling area is expected to be alert for “abnormal” observations, even when beyond the
duties as described in the individual job descriptions. Find below some examples, what we consider “abnormal”:
• Smoke / fume, when there should not be any
• Peculiar smells
• Strange leakages
• Obstacles lying around (FoD)
• Unauthorised staff tampering around the aeroplane
• Holes, dents, flat tire
• etc.
Reporting
It is expected that the ramp staff make sure that any “abnormal” situation is either immediately corrected on the
spot (e.g. removal of FoD) or reported to flight crew in charge of the next flight (e.g. dell).
Applicability
This general awareness is irrespective whether the duty is performed on an arriving or departing aeroplane.


1.1.19 Marker (safety) cones
General
The purpose of coning the aeroplane is to create a safety buffer around specific areas on aeroplane that are
susceptible to ground operations damage. Furthermore, GSE must not approach the aircraft until all marker
cones have been placed.
Design of cones
The design of cones should:

• be conical in shape,
• be of a minimum height of 750 mm (29.5”),
• have a minimum base weight of 4.53 kg (10 lbs) and
• be orange in colour with reflective striping.
Number of marker cones

Refer to AHM – Aeroplane Guides, chapter x.7.18.3 “Placing of marker cones” for the quantity of required marker
cones.
Placing of marker cones

Refer to AHM – Aeroplane Guides, chapter x.7.18.3 “Placing of marker cones” for the positioning of required
marker cones.
Removal of marker cones

The marker cones are to be removed when all GSE and vehicle activities around the aeroplane have ceased
prior to departure of the aircraft.


Responsibility
The SWISS Station Manager is responsible to ensure that local agreements, company procedures and
instructions are known to the respective service providers.
Arrival preparation
Before the arrival of a SWISS aeroplane the ramp handling personnel need to prepare following activities:
• Check if parking position is free of any Foreign object Damage (FoD).

• Sufficient and trained personnel to meet and assist the aeroplane.
• Ground support equipment, as locally agreed, are available for servicing the aeroplane immediately after
arrival.
• Surface condition of the apron is adequate to conduct aeroplane movement operations.
• Equipment and vehicles are positioned clear of the aircraft path.
• Adequate clearance exists between the aircraft and facilities or fixed obstacles along the aeroplanes
movement path.
REFERENCE:
For more details refer to IGOM, chapter 4.9.1 "Action prior to arrival"
Check of aeroplane after arrival

Once the aeroplane has come to a complete stop on the stand, the engines have been shut down, the red anti-
collision beacon has been switched off and the wheel chocks have been placed; a walk-around by authorised
ground staff becomes necessary. During this walk-around it must make sure that:
• Cabin and compartment doors show no visible damage.
• Passenger doors not serviced by a passenger boarding bridge or stairs show no visible damage.
• Service panels show no visible damage.
• The main aeroplane parts such as fuselage, engines, wings and stabilisers show no visible damage.
Authorised personnel involved in positioning the passenger loading bridges or passenger stairs must make
sure that:
• Passenger doors that they are servicing show no visible damage.
• Stall warning devices or pitot tubes in the direct vicinity of the doors that they are servicing show no signs
of visible damage.
NOTES:
i. Refer to “Definitions” for “walk-around“and “visible damage”.
ii. As ground time is often limited, it is to be encouraged that the authorised personnel placing the “marker
cones” (REFERENCE: 1.1.19 ”Marker cones”) upon arrival of the aeroplane be involved in this walk-
around.

Definitions
By “visible damage” it to be understood that:
• Damage must be immediately visible to the naked eye from a normal man’s height above tarmac level.
• Damages may include:
–– Holes, indentations, cracks, leaks and/or any other form of other apparent damage such as unnaturally
hanging aeroplane elements (pitot tubes, stall warning devices, etc.).
The “walk-around”-check performed by the authorised ramp personnel can not be substituted for the checks
performed by technical staff or for the mandatory walk-around-check performed by the cockpit crew. Refer also
to 1.1.18 “General awareness”.
Reporting of aeroplane damage

Any damage to an aeroplane of SWISS must be immediately reported to the Flight Crew, the responsible SWISS
Station Manager on duty and the SWISS Maintenance Representative.
REFERENCE:
Refer to 1.3.6 “Reporting of ramp accidents/incidents”.
Liability of aeroplane damage

Any visible damages to the aeroplane must be reported within 30 minutes of actual on-block time by use of
chapter 1.3.6 “Reporting of ramp accidents/incidents”. Failure to comply will result in those damages being
charged to the station.

Contents


1.2.2 Fuelling /defuelling with passengers or crew on board / boarding / disembarking


Precautions
The following precautions must be taken to prevent the ignition of fuel vapours that are always present during
fuelling/defuelling operations:
• Relevant regulations are normally issued and enforced by local authorities.
• A fuelling safety zone shall be established within a 3 metre radius around the aeroplanes fuelling
receptacles, tank vents and around the fuelling equipment.
• No equipment performing aeroplane servicing shall be positioned within a 3 metre radius of the aeroplanes
fuel vent openings.
• Inlets of air conditioning units must be set in such a way as to eliminate the risk of sucking in fuel vapours.
• Batteries or battery chargers may not be connected, disconnected, operated, installed or removed during
fuelling.
• The aeroplane, fuelling vehicle, hose nozzle, or any other appliance through which fuel passes, must be
electrically bonded throughout the fuelling operation. Connections must be made to designated points
on the clean unpainted surface of the aeroplane and the fuelling vehicle. Cables, clips or plugs used for
bonding must be in good condition and regularly tested.
• Prevent any damage to the fuel hose

• A clear path must be maintained to permit the rapid removal of fuelling vehicles in case of emergency.
• Combustion heaters in the aeroplane may not be used.
• Electrical equipment, e.g. vacuum cleaners, must be specially designed for use in the ramp area or in the
aeroplane.
• Fire extinguishers must be readily available.
REFERENCE:
For more information, see 1.3.3 “Fire fighting and protection of the ramp”.
• Personnel on duty on the ramp may not wear shoes or boots with metal nails, hobnails, metal cleats or
plates on the sole or heel.
• If excessive fuel odours or other hazardous conditions are detected, fuelling must be suspended until the
condition is corrected.
REFERENCE:
For more details refer to IGOM, chapter 4.4 "Safety during fuelling"
Fuel spills
All fuel spills, irrespective of size, must be regarded as a potential source of fire. Follow this procedure if a fuel
spill is covering an area of more than 2 m².
Step Action
1 Stop fuelling operation immediately
2 Keep persons and vehicles away from the area
3 Call the airport fire brigade
4 Notify flight crew or other qualified crew on board
Aeroplane fuel tank vents

Aeroplane fuel tank vents are hazard zones. Vehicles, equipment or load may not be positioned directly
underneath, and persons or vehicles may not pass these zones while fuelling is in progress.

Fuelling and defuelling inside a hangar

Generally, fuelling and defuelling inside a hangar is not permitted. Any exceptions by commander only.
Ground power units (GPU)

Ground power units must:
• Be connected to the aeroplane and switched on before fuelling starts.
• Not be switched off or disconnected before fuelling is completed.
Auxiliary power unit (APU)

Fuelling with the APU running is allowed without restrictions.
Lightning or electrical storms

In case of severe lightning or electrical storms in the vicinity of the airport, fuelling operations must be suspended.
No smoking
The “no smoking” rule must be rigidly enforced in the vicinity of the aeroplane being refuelled.
Photo flash bulbs and mobile phones

Disposable photo flash bulbs or mobile phones may not be used in the immediate vicinity of the aeroplane
being refuelled.
Aeroplane engines
Generally, aeroplane engines may not be running during fuelling.
EXCEPTIONS:
Tail-mounted engines may be kept running; however, engines must be started before fuelling starts and may
not be stopped until the fuel flow has ceased; engines may only be stopped in case of emergency.
Fuelling with one engine running is only permitted if:
- A respective procedure is published in the OM B, and
- Authorised by the airport authorities.
Combustion engines
Combustion engines of equipment and vehicles operating on the ramp must be equipped with air filters. Their
exhaust system must be free from defects that may result in the emission of sparks or flames.

1.2.2 Fuelling /defuelling with passengers or crew on board /

boarding / disembarking
General
Regulations concerning fuelling/defuelling with passengers or crew on board or while boarding or disembarking
are published in the (Flight) Operations Manual – OM A, chapter 8.2. Furthermore, it is also locally regulated
and depends on the local station organisation.
NOTE:
The rules are in addition to the ones laid down in AHM 1.2.1 “Standard fuelling” and are applicable for both
embarking and disembarking passengers.
Fuelling with passengers / crew on board

In addition to the rules laid down in 1.2.1 “Standard fuelling”, the following regulations must be observed:
• Must be authorised by the cockpit crew
• If locally required, the airport authorities must be informed and/or permission must be requested.
• The fire fighting department must be informed if locally required.
• The station responsible must inform the commander, the fuelling company and the ground engineer that
passengers will remain on board during fuelling.
• Fuelling must be supervised and the following duties handled:
–– A two way communication shall be established and shall remain available between the ground staff
supervising the fuelling and the flight crew.
–– Notification to the flight crew or other qualified personnel on board the aircraft and / or other
appropriate personnel engaged in aircraft handling activities when fuelling is about to begin and has
been completed unless an equivalent procedural means has been established to ensure the flight
and / or cabin crew are aware of fuelling operations and are in a position to effect an expeditious
evacuation of the aircraft, if necessary.
Provides notification to the flight crew or other qualified personnel on board the aircraft when a hazardous
condition or situation has been determined to exist.
NOTES:
i. The first person on the ground to detect any problem during the fuelling
ii. Process must be immediately alert the flight crew by attracting their attention.
iii. The ground crew shall use any ground based alarm system (where installed). In the absence of such an
alarm they shall use either the car horn installed in the fuel truck or the Flight Deck Call button on the
electrical power receptacle panel of the aeroplane.
iv. The interphone system will help with communication, but does not replace the need to actively sound some
sort of alarm signal.
v. If the flight crew on the flight deck need to attract the attention of the ground crew supervising the fuelling,
then without delay they shall use the “Ground Call” horn continuously. This horn is located in the nose
wheel compartment and sounds similar to a car horn.
vi. All persons involved have to be aware of the possibility that an alerting call my come at any time and might
result in an emergency situation.

vii. One pilot must remain in the cockpit and monitor the interphone system.
viii. Staff and passengers must be warned that fuelling will take place.
ix. he cabin crew must be informed when fuelling starts and ends.
x. Passenger loading bridges or stairs must be positioned at the main passenger boarding door of the
aeroplane.
xi. When a boarding bridge is in use, an interior access path shall be maintained from the aeroplane to
the terminal building. Therefore, pre-boarding into the boarding bridge will not be allowed under such
circumstances.
xii. Ground service activities and work inside the aeroplane must be conducted in such a way that the aisles
and emergency exits remain unobstructed.
xiii. Emergency escape routes must be unobstructed.
xiv. A clear area of 5 x 10m must remain unobstructed beneath the exits intended for emergency evacuation
and slide deployment – equipment or vehicles that are not in operation must never be placed directly in
front of a closed door.
REFERENCE:
- For the clear areas, see the respective AHM – Aeroplane Guides, chapters x.7.6.
- For more details refer to IGOM, chapter 4.4.3 "Refuelling with passengers on board"
NOTE:
Passengers needing special assistance (passengers with reduced mobility, UMs, etc.) may remain on board
during fuelling at transit stations, if local regulations do not explicitly require that they disembark, provided the
minimum needed crew for the flight stay on board.
Defuelling with passengers on board or boarding /disembarking

Permitted, the same precautions apply as for fuelling with passengers on board or boarding/disembarking.
Any local prohibitions from the airport authorities must be strictly adhered.

1.3 Ramp safety
Contents


1.3.3 Fire fighting and protection on the ramp
1.3.4 Positioning of ground support equipment


Duties of the station responsible

The station responsible must:
• Focus on prevention of damage to the aeroplane.
• Actively support and promote actions designed to enhance ramp safety.
• Make sure that staff is instructed about hazards on the ramp and the relevant safety regulations.
• Conduct staff briefings on ramp safety.
• Make sure that ramp accidents and incidents are properly reported and followed up.
Driving on ramp
Only staff holding the locally required driving license(s) may operate equipment and drive vehicles needed for
the handling of SWISS aeroplanes. Unless otherwise regulated by local laws, the vehicle front lights shall be
on at all times when driving on tarmac.
Personal protection
It is recommended that staff handling aeroplane on behalf of SWISS, whose duties require airside access
should wear:
• Safety shoes or boots (to prevent foot injuries).
• Approved hearing protection when working in noise-intensity areas.
• Outer garments that contain reflective material and are of high visibility colours.
NOTE:
Design, material and layout of the high visibility garment should take into consideration ICAO and/or local
regulations.
• Appropriate clothing to the weather conditions.

• Gloves for material handling personnel and equipment operators.
No smoking
• Smoking is not permitted on any apron areas where aeroplanes of SWISS are parked.
• Smoking is not permitted in any vehicles on the apron where aeroplanes of SWISS are handled.
• Furthermore, smoking within the cargo compartments and passenger cabins of SWISS aeroplanes is
strictly forbidden.
Drugs, alcohol & medicines

Any activity in the vicinity of the aircraft and on the ramp is strictly prohibited under the influence of alcohol or
drugs  zero tolerance. Medicines are only allowed as long as they do not affect the usual life activities and
perceptivity.


Blast area
Blast area is the area affected by the efflux of jet engines. This area depends primarily on engine thrust and on
wind direction and velocity. Blast area can be considerably extended as a result of the thrust required under
unfavourable conditions (bad condition of the tarmac surface, inclination of the tarmac, wind, snow, ice, etc.).
REFERENCE:
The normal blast areas are shown in the respective aeroplane guides, chapter x.8.2.
NOTE:
The blast areas shown in the aeroplane guides are the ones under normal conditions, i.e. normal break-away
thrust setting and no wind. Caution is required if conditions are unfavourable.
Intake area
Intake area is the area covered by the safety distance from the inlet of running jet engines to avoid suction. It
extends in front as well as aft of the inlet.
REFERENCE:
The extent of the intake area is shown in the respective aeroplane guides, chapter x.8.2.
NOTE:
Caution is required as the suction at the inlet of running jet engines can be strong enough to pull an individual
towards the inlet, and there is no positive visual reference as to the actual extent of the danger area.
Venting area
Venting area is a spherical zone around the fuel vents of an aeroplane, within which inflammable fuel vapours
have to be expected during fuelling. The extension of the venting area is:
• 3 meters radius around the fuel vents for kerosene-type fuel.
• 8 meters radius for wide-cut-type fuel and/or a mixture of wide-cut-type fuel and kerosene-type fuel.
Vehicles, equipment or load may not be parked in the venting areas during fuelling.
Vehicles or persons may not pass through the venting areas during fuelling, except if specifically required for
fuelling purposes.
REFERENCE:
The location of the venting areas is shown in the respective aeroplane guides, chapter x.8.2.


General
All aeroplane movement areas (ramp, taxiways, runways) must be regularly cleaned, as bolts, nails, stones or
other objects may cause damage to the aeroplane engines and tires. Normally this is the responsibility of the
airport authority.
Duties of the respective handling company

The respective handling company must make sure that:

• The passenger walkways, the ramp, taxiways and runways are regularly inspected.
• Passenger steps, loading bridges and passenger walkways between the aeroplane and bus or terminal
are clean and free of ice.
• The airport authority is informed of any unclean areas.
• Corrective action is initiated (via AOC, direct contact, etc.).
• Parking positions are clean.
• Staff is instructed to immediately remove any debris lying around on the ramp.
• No personal belongings of staff can be left near the aeroplane.
• SWISS Aircraft Performance / OFE is informed if aeroplane movement areas are not kept clean or if the
surface of aeroplane parking areas, taxiways and runways shows signs of deterioration (holes, loose
concrete etc.).
• A copy of the inspection report is sent to SWISS Aircraft Performance / OFE if inspections are done on
behalf of the AOC.
• SWISS Aircraft Performance / OFE is informed if inspections cannot be done.


Emergency Response
The handling company shall have a process to ensure an emergency management plan is in place for
responding to accidents, incidents or other emergencies that may occur during aeroplane ground handling
operations. This emergency management plan shall also cover procedures in order to respond to ground
handling incidents as well as for responding to emergencies that require evacuation of an aeroplane during
the conduct of ground handling operations. Typical elements of an emergency management plan include
ownership, crisis management team, communication and a control centre. Records of such accidents and
incidents associated with aeroplane ground handling operations shall be retained for a minimum of 5 years or
as required by the local national authority.
REFERENCE:
For more details refer to IGOM, chapter 6.4 "Event response and reporting process"
Definition of “Incident “
An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect
the safety of the operation.
Definition of “Accident”
An occurrence associated with the operation of an aeroplane which takes place between the time any person
boards the aircraft with the intention of flight until such a time as all persons have disembarked in which:
Either
A person is fatally or seriously injured as a result of:
• Being in the aeroplane
• Direct contact with any part of the aeroplane, including parts which have become detached from the
aeroplane
• Direct exposure to jet blast
Except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries
are to stowaways hiding outside the areas normally available to the passengers and crew
or
The aircraft sustains damage or structural failure which adversely affects the structural strength, performance
or flight characteristics of the aeroplane, and would normally require major repair or replacement of the
affected component, except for engine failure or damage, when damage is limited to the engine, its cowlings
or accessories; or for damage limited to propellers, wing tips, antennas, tyres, fairings, small dents or puncture
holes.
Definition of “serious injury”

An injury that is sustained by a person in an accident and which:
• Requires hospitalisation for more than 48 hours, commencing within seven days from the date the injury
was received; or
• Results in the fracture of any bone (except simple fractures of the fingers, toes or nose); or
• Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or
• Involves injury to any internal organ; or
• Involves second or third degree burns, or any burns affecting 5 % of the body surface; or
• Involves verified exposure to infectious substances or injurious radiation.

Damage & Injury Reporting

Any damage to an aeroplane of Swiss European Air Lines and Swiss International Air Lines must be immediately,
not later than 30 minutes after actual on-block time, reported to:
Person / department Reporting means

Flight crew Verbally
Maintenance Representative As locally applicable
SWISS Station Manager To issue SRS report accordingly
SWISS Network Operations Control (NOC) E-mail: [email protected]
SITA: ZRHOOLX
SWISS Ground Services Competence Centre (GSCC) E-mail: [email protected]

SITA: ZRHK3LX
SWISS Aircraft Damages Department E-mail: [email protected]
Local aviation authorities (as required)
The report should be titled with “aircraft damage report within 30’ actual on block time”.
NOTE:
Reporting of personal injuries consecutive to an accident, must be reported within 72 hours of the time when
the accident occurred.
REFERENCE:
For more details refer to IGOM, chapter 6.4 "Event response and reporting process"
Liability of aeroplane damage

Any visible damages to the aeroplane must be reported within 30 minutes of actual on-block time. Failure to
comply will result in those damages being charged to the station.
Damage report
A damage report is to be issued for any ramp incident/accident, where Swiss European Air Lines and Swiss
International Air Lines aeroplane or equipment is involved. Any damage to an aeroplane of SWISS must
be immediately reported to the Flight Crew, the Station Manager on duty and the SWISS Maintenance
Representative
Following damage reports exist:
• Aeroplane damage report
• Vehicle & ground equipment damage report
NOTE:
Airlines and handling agent companies might have own damage reports, which can be used for reporting.
Ordering of damage report forms

“Aeroplane damage report” and “vehicle & ground equipment damage report” forms can be ordered through
following channels:

Aircraft Damages
ZRHLX/TCR/RAKO
Tel. +41 44 564 21 50
Fax: +41 58 584 26 01
SWISS Ground Services Extranet web (section “Aircraft Handling”) https://gs.swiss.com

Damage report, ZRH / GVA / BSL

Damage reports at ZRH/GVA/BSL are issued by:
• The Station Engineer when the damage is either caused or detected by Maintenance.
• The responsible Swissport department when the damage is either caused or detected by the handling
agent.
• The airport authorities in case of serious damage and / or damage involving airport authority equipment.
NOTE:
Before a damage report is completed, it must be checked that the observed damage was not previously
assessed by the maintenance department. Please refer to “Reporting of previously assessed aircraft damages”
found on page 5. Furthermore, by referring to the “Dent and buckle chart” (located within the technical log book),
either the cockpit crew or the ground engineers will be able to determine if it is indeed necessary to complete
a damage report.
Damage report, outstations

Damage reports are issued either by the SWISS Maintenance Representative on duty, the local SWISS Station
Manager or the Duty Manager of the respective handling company and the airport authorities. Depending on
the severity of the accident / incident, not all parties are required to issue damage reports.
Sending of reports
The complete filled in “damage report” and “vehicle & ground equipment damage report” form(s) have to be sent
preferably in electronic format to following departments:
Original Swiss International Air Lines Ltd.

Aircraft Damages
P.O. Box
Fax: +41 44 564 21 50
Comail: ZRHLX / TCR
Further copies SWISS Maintenance Representative
or
Representative of third party maintenance company
SWISS Station Manager (schedule flights)
or
Representative of handling company (charter flights)
Ground Services Competence Centre (GSCC)
P.O. Box
Fax: +41 44 564 45 00
Comail: ZRHLX/OGIG
NOTE:
The GSCC is forwarding a report to the respective Postholder Ground Operations of
Swiss European Air Lines and/or Swiss International Air Lines and the Manager Quality
Assurance Ground Operations.

Information and/or photographs

Information and / or photographs may not be passed on to insurance companies or persons involved in the
incident / accident without prior permission from:

Aircraft Damages
ZRHLX / TCR
Tel. +41 44 564 21 50
Fax: +41 58 584 26 01
Contents of aeroplane damage report

The “aeroplane damage report” must contain the following information, as described on the form itself:
• Damage information
• Cause of incident
• First repair
• Final repair
Contents of vehicle & ground equipment damage report

The “vehicle & ground equipment damage report” must contain the following information, as described on the
form itself:
• Damage information
• Cause of incident
• Repair
• Course of incident
• Damaged area
Contents of injury reports

Reports concerning any personal injuries must contain the following information:
• Concerned station
• Date and time
• Relevant flight number
• Aircraft type
• Details pertaining to the nature of the injuries and the circumstances in which they were contracted.
Dispatch of reports
”Damage report” and “vehicle & ground equipment damage report” shall be forwarded to the recipients
mentioned above no later than 24 hours after the event.


Contents

1.4.1 Introduction


1.4.1 Introduction
General
Ramp handling is fundamental in the overall aeroplane handling process. Therefore, all operational positions
within the scope of ground handling operations shall be filled by personnel on the basis of knowledge, skills,
training and experience appropriate for the position. Entrusted handling agents must ensure that all personnel
handling SWISS flights are sufficiently trained and consequently certified in all relevant aspects of ramp safety
as well as within their areas of competence regarding aeroplane handling and loading. In general, SWISS uses
the standards as defined in IATA AHM 611, 630, 631 and 635.
Handling agents shall ensure the existence of necessary facilities, work space, equipment and supporting
services, as well as work environment, to satisfy ground handling operational safety and security requirements.
General responsibilities
It must be assured that:
• Safety procedures are implemented during the conduct of all airside operational activities.
• An airside severe weather plan is in place and functional.

• Procedures are implemented to cover the spillage of fluids and other materials in the airside area.
• Responsibility is assigned for the supervision of all airside operational activities.
• Passengers are protected when moving between the aeroplane and the terminal building, where the apron
is utilised for passenger embarkation and disembarkation.
General responsibilities
Ramp handling responsibilities are as follows and based on following functions:
Job function Duty (role) Ramp responsibilities

1 Ramp personnel (without specialised Follow all obligations and recommendations in order to
functions) follow safe working practices.
2 GSE Operator / ramp personnel with - The personnel entrusted with this function are
specialist tasks directly responsible for their vehicle and/or
equipment.
- Follow standard operating procedures.
- Report any damage or accident
3 Personnel with supervisory functions - Allocation and direction of resources (man power
and equipment.
- Coordination of aeroplane handling functions (ramp
specific).
- Performance monitoring.
4 Management functions - Provision of resources (man power and equipment).
- Health and safety management.
- Incident / accident management and reporting.
- Budgetary control.
NOTE:
In case of personnel having to combine functions, the responsibilities for each individual function will prevail.

Ramp handling observations

Whenever systematic ramp handling observations need to be done on a systematic base (e.g. in case of
recurrent ramp handling problems) it is advised to use the comprehensive Ramp checklist published by Quality
and Safety Assurance / OGA. This checklist may be viewed and downloaded using the SWISS Ground services
extranet site under the following URL link:
https://gs.swiss.com/Quality/Pages/default.aspx
This checklist may also be useful for training purposes.


General
All contracted handling agents performing ramp handling activities on behalf of SWISS must have a basic and
recurrent training program for their personnel.
Based on the commitment of SWISS flight operations to follow best practice, the goal is to ensure that all staff
performing ramp handling duties are properly trained with respect to their functions. The respective standards
are set forth by the applicable regulations and IOSA standards (refer to chapter 1.4.2 “Training standards for
ramp handling personnel”).
The training must cover the areas as found under “basic requirements” and must be completed before any
employee is allowed to perform in his/her function. Furthermore, the viewing of the SWISS Ramp safety film and
corresponding test must be successfully completed by the relevant test. For supplementary information please
refer to “SWISS Ramp Safety Film” within chapter 1.4.2.
Training shall be reviewed and regularly updated in order to ensure continuous improvement and effectiveness.
Training material shall be regularly reviewed and updated in order to remain relevant.
The training must include testing or evaluation by written, oral or practical means, as applicable to satisfy the
requirement for operational personnel to demonstrate adequate knowledge, competency or proficiency to
perform duties, execute procedures or operate equipment. All tests must be passed with a minimum scoring
level of 80 %.
Basic requirements
The following table gives the mandatory basic training required for personnel performing job functions 1 to 4 .
Subject Job function

1 2 3 4
A Airside safety training / work place hazards    
B Airside markings / airside driver training    
C Security rules and regulations    
D Personal protection (lifting, moving, clothing)    
E GSE operation and positioning    
F Dangerous goods training acc IATA DGR 1.5, category 8    
G Special load handling    
H General aeroplane loading / unloading principles    
I Securing of load    
J Aeroplane structure limitations / running load / area load limitations  
K Operating aeroplane doors and loading system    
L Understanding loading instructions    
M Loading instruction reporting    
N Communication with flight crew    
O Human factors (work, attitude, communication)    
P Housekeeping    
SWISS Ramp Safety film    

Training content
The basic requirement courses must cover the following subjects:
A. Airside safety training / work place hazards
• Danger / hazard areas
• Ramp area, blast area, parking area, venting area intake area.
• Foreign object damage (FOD)
• Foreign object damage and its potential to compromise aeroplane safety.
• Accident prevention
• How to prevent personal injury, damage to aeroplanes and/or airport installations and GSE.
• Fire hazards
• Understanding the potential of fire hazards.
B. Airside markings / airside driver training

• Familiarisation with the apron layout.
• Role and responsibilities of vehicle operators as per 1.4.1 ”Introduction”, general responsibilities.
• Vehicle / equipment standards (as per IATA AHM 910).
• “Ramp rage” (general conduct when operating or driving equipment on the ramp).
C. Security rules and regulations

• Security systems and access control.
• General airport security rules and regulations.
• Ground and in-flight security.
• Baggage and cargo security.
• Aeroplane security and searches.
• Staff screening, etc.
• Emergency procedures, dealing with emergency situations (fire, accidents, incidents, etc.)
D. Personal protection (lifting, moving, clothing)

• Working cloths.
• Protective equipment and clothing.
• Personal injury protection (for example: preventing back injury whilst moving loads).
E. Ground support equipment (GSE) operation and positioning

• Correct positioning of GSE equipment.
• Correct usage of all equipment according to the standard operating practices.
• Inspection and serviceability (as per IATA AHM 910).
• Brake check prior to approaching aeroplanes.
• The personnel must be trained and certified for each type of GSE used as per 1.5.2 Requirements
for ground support equipment (GSE).
F. Dangerous goods training

• Basic training based on requirements according to IATA DGR manual 1.5.
• Emergency response procedures. Interpretation of DGR emergency chart.
G. Special load handling

• Training on loading and recognising all special loads.
• Correct handling and securing of all types of special loads.

H. General aeroplane loading / unloading principles

• Understanding the basic rules of aeroplane loading.
• Understanding the importance of the ”blow-out panels” and the minimum safety distances to be
observed between load and ”blow-out panels”.
• Off / on loading principles.
• Ground stability rules (as per IATA AHM431 and/or AHM – Aeroplane Guides, x.5.6.2).
• Compartment characteristics and limitations.
I. Securing of load
• Understanding the principles of lashing and securing of load.
J. Aeroplane structure limitations / running load / area load limitations

• Correct interpretation of load support and spreading techniques (as per 4.4 ”Supporting of load” or
IATA AHM 452).
K. Operating aeroplane doors and loading systems

• Correct usage of hold door opening procedures.
• Correct usage of the aeroplanes loading systems (sledge bins, ULD transportation systems).
L. Understanding loading instructions

• Understanding the general principles of the loading instruction / report document.
M. Loading instruction reporting

• Correct completion of the loading instruction / report document (as per 3.4 ”Loading instruction/
report”).
• Cross checks to be performed for checking dead load masses:
• ULD tags / cart labels tags in relation to the received dead load item.
• Counting the amount of baggage pieces.
• NOTOC, document function and understanding.
N. Communication with flight crew

• Correct interphone communication using standard phrases as per 1.1.4 ”Communication with flight
crew”.
• Knowledge of all hand communication signals as per 1.1.4 ”Communication with flight crew”.
• ICAO alphabet.
O. Human factors (work attitude, communication)

• Safety culture and organisational factors
• Human error – error principles, event investigation and case studies
• Human performance and limitations, including ergonomics
• Environmental considerations
• Teamwork
• Professionalism and integrity
• Communication
• Stress situations and how to deal with stress at work.
• Fatigue management and fitness for duty.
• Alcohol and drugs and their effects.
P. Housekeeping
• General standards of up keep for:
- Vehicle cabins
- Airside areas
• Positive influence on prevention of FOD with good housekeeping practices.

SWISS Ramp Safety Film

In order to raise safety awareness among staff members and to demonstrate the correct procedures as laid
down in our manuals, SWISS have produced a ramp safety film. This code free DVD is provided to our handling
partners along with a corresponding test. Both the viewing of the film as well as the successful completion of
the accompanying test is mandatory for all SWISS ground staff and contracted handling agent staff working at
or on a SWISS aeroplane
The DVD runs for approximately 22 minutes and covers the following topics:
• Personal behaviour on the ramp
• Preparations and arrival of the aircraft
• Aircraft handling / cabin emergency
• Unloading and loading of the aircraft

• Before taxiing
• Special hazards
SWISS Ramp Safety Film Test

The relevant trainers can access the test questions as well as the corresponding answers directly from our
extranet site under the following link:
https://gs.swiss.com/Aircraft_Handling (proceed to Ramp safety)
The test is then to be managed by the appointed trainer within the handling agent and the staff tested according
to the following table:
Chapter, Who 1 2 3 4 5
LX station manger & deputies     
Shift leaders / duty officers & etc.     
Loaders     
Loadcontrollers     
Cleaning staff  
Catering staff  
Transportation / drivers    
The minimum pass rate is set at 80 %. However, staff are not limited in the number of attempts necessary in
order to attain the minimum 80 % result. The ensuing test results do not need to be communicated to SWISS;
however the corrected answer sheets are to remain on file with the handling agent for 36 months and will be
checked by SWISS auditors during the annual EU-OPS audits.

Requalification training
All personnel involved in ramp handling, must undergo recurrent training in the areas of airside safety and
equipment operation. Such training must take place not less than once in a three year period (36 months).
The Ramp safety Film as well as the corresponding test must also be an integral part of any recurrent ramp
training.
Furthermore, recurrent training for dangerous goods must be done at intervals not exceeding 2 years (24
months). The dangerous goods training must be done as per IATA DGR chapter 1.5, category 8 and a test must
be conducted in a supervised environment. The minimum pass mark for the DGR test is 80%.
Records system
All information pertaining to the training and competencies of the handling personnel must be filed with the
ground handling agent. Information about performance (test results) and validity of qualification for each course
participant has to be kept on file for a minimum period of 5 (five) years. These documents may be requested by
Swiss European Air Lines and Swiss International Air Lines during annual EU-OPS audits. The record system
shall be in accordance with requirements of the Authority, as applicable, and provide for the management and
control of records to ensure:
• Identification
• Legibility
• Maintenance
Retrieval
• Protection and security
• Disposal
All records must be kept in a secure location. In case an electronic system is used for the management and
control of records, the system shall provide for a scheduled generation of backup files for records associated
with ramp handling activities.


1.5 Ground Support Equipment (GSE)
Contents




General
Before any ground support equipment may be used to service any SWISS aeroplane, the following general
rules must be observed:
• GSE may only be operated by qualified personnel.
REFERENCE:
1.4.2 ”Training requirements for ramp handling personnel”.
• Only equipment that has been approved for the respective aeroplane type handled may be used.
Furthermore, it must be assured that operated GSE must meet the technical specifications issued by
regulatory bodies and manufacturers prior to being utilized in daily operations.
• Equipment is operated in a manner that prevents injury to personnel and damage to the aeroplane.
• Equipment must be visually in good shape.
• An adequate maintenance program must be in place which assures that all equipment remains serviceable
and in good mechanical condition. Maintenance records must be available for each individual GSE.
• Functionality checks must be done before approaching the aeroplane with an emphasis on the braking
system of the GSE.
GSE operator license

Further to the required driver’s license as laid down in IATA AHM 614 chapter 4, a specific driver / operator
license is mandatory for each individual type of GSE for which the personnel has been trained and certified.
Securing of GSE at aircraft

During aeroplane ground handling activities, the required GSE positioned at the aircraft must always be
adequately secured from any movements susceptible to cause injury to ground handling staff and damage to the
aeroplane. Certain GSE are equipped with hydraulically actuated securing systems preventing any inadvertent
movements of the GSE. For GSE that are not equipped with this securing feature, chocks must be placed under
the wheels of the GSE in order to prevent any inadvertent movement of the GSE that could cause injury to the
ground staff or damage the aircraft.


General
The operator should ensure that practices and procedures are in place for the operation of ground support
equipment used within aeroplane ground handling operations. The practices and procedures used must assure
that the GSE is operated in such a manner that prevents personnel injury and damage to the aeroplane.
Guidance for operating practices and procedures

The GSE operating practices and procedures used and implemented by the operator are to be made out in
such a way so as to ensure that:
• Standard operating procedures, applicable to the specific location, are followed by drivers (or operators)
of each type of GSE.
• Personnel do not operate vehicles or equipment while using hand held portable electronic devices unless
a suitable “hands free” capability exists and is utilised.
• Equipment is used only for its intended purpose.
• Unserviceable equipment is clearly identified and removed from operations.

• Equipment is never moved across the path of taxiing aeroplanes or passengers walking between an
aeroplane and the terminal.
• Safety cones are placed on the apron to mark the hazard areas.
• An equipment restraint line is marked and displayed on the apron.
• Equipment is positioned behind the equipment restraint line with parking brakes applied prior to any
aeroplane movement (departure and arrival on the apron).
• The parking brake is always applied, with gear selector in park or neutral, when equipment is parked away
from or positioned at the aeroplane.
• The passenger loading bridge is in the fully retracted position prior to aeroplane arrival and departure.
• Equipment (including the loading bridge) is not moved toward an aeroplane until it has come to a complete
stop, chocks are positioned, engines are shut down, anti-collision beacons are switched off and if
applicable, ground-to-flight deck communication has been established (exception: external power may be
connected to the aeroplane if necessary).
• Prior to equipment movement, a guide person, visible to the driver (or operator), is in position to accurately
judge the clearances and communicate guidance using the appropriate hand signals.
• Equipment movement does not commence or is halted, if the driver (or operator) does not have visual
contact with a guide person.
• Equipment or vehicles are not moved into hazard areas associated to the aeroplane type.
• A brake check is performed prior to entering an equipment restraint area.
• Motorised equipment make a full stop as a brake check before entering the equipment restraint area and
again before reaching the aeroplane side.
• Equipment, before approaching or leaving an aeroplane, is not driven faster than walking speed.
• Stabilisers, when fitted on equipment, are deployed when equipment is positioned at the aeroplane.
• Equipment with elevating devices is not driven in the elevated position, except for the final positioning at
the aeroplane.
• Equipment is not removed from an aeroplane cabin access door unless the driver (or operator) has advised
the relevant persons on the aeroplane and on the ramp.
• Equipment is not removed from a position at an aeroplane cabin access door until the door has been
closed and secured by the authorised person or a highly visible safety device has been placed across the
relevant open door.
REFERENCE:
For more details refer to IGOM, chapter 4.1 "Ramp safety"


1.6 Strong winds
Policy
The following measures are recommended to ensure the safe handling of aircraft whenever strong winds are
forecast or present. Should manufacturers’ limitations be more restrictive than the instructions in this chapter,
then the manufactures’ limitations shall always apply.
For the purpose of applying these procedures the reported or forecast aerodrome wind (including gusts) shall be
taken into account. Terrain and/or buildings can shield the aircraft and may decrease the reported wind speeds.
No policy can substitute for common sense – the safety of the staff, the passengers and the aircraft should be
assured at all times.
Normal conditions
For securing the aeroplane under normal conditions please refer to AHM 1.1.15 and respective aeroplane guide
chapters x.7.17
Wind speeds between 25kts – 45kts (45km/h-80km/h)

Whenever the actual or forecasted wind speeds are between 25kts and 45kts the following must be ensured:
• Secure aeroplane
–– Make certain chocks are in position at front and rear of nose and both main landing gear wheels
• Air conditioning
–– If external air conditioning is supplied it has to be stopped and removed when the wind speed exceeds
30kts
• Operation of doors
–– Up to winds of 40 kts, all cabin and compartment doors are designed to operate normally and can be
left open. Above 40 kts the limitations shown in the table below apply. Cabin doors have to be closed
accordingly unless they are enclosed/protected by passenger bridges:
Wind speed limitations Avro RJ100 A32X A330 A340
Maximum wind speed for 65 kts *** 65 kts 40 kts * 40 kts *

CABIN door operation
Maximum wind speed with 65 kts *** 65 kts 60 kts 60 kts
CABIN door open
Maximum wind speed for No limits 40 kts ** 40 kts ** 40 kts **
CARGO door operation
* 50 kts limit if the aeroplane is pointing into wind or if the door is on the leeward side (side protected from
the wind).
** Do not open the door if the wind speed is more than 40 kts (50 kts if the aeroplane is pointing into wind or
if the door is on the leeward side). The doors must be closed before the wind speed reaches 60 kts
*** SWISS own limit

Wind speeds above 45kts (>80km/h)

When actual wind speeds or forecasted wind speeds are above 45kts, it is the handling agent’s responsibility
to ensure that the following requirements are satisfactorily fulfilled:
Secure aeroplane
• If possible, park the aeroplane into the wind and link the chocks together.
• Make certain that the park brake is set
• Check tarmac for FOD
Loading and unloading of aeroplane

• Unload the aft compartments first and load the forward compartment first (irrespective of baggage
offloading sequence)
• Boarding and deboarding of passengers must be done through the forward cabin door only.
Ground support equipment (GSE)

After unloading remove and secure all vehicles, equipment and passenger stairs not immediately needed at
least 5m from aeroplane in such a way that they can not cause any damage to the aeroplane.
Elevating vehicles
For catering or cleaning trucks, ambulance lifts or similar vehicles with lifting platforms, various regulations
concerning the safe operation in high wind speeds have been issued by the respective manufacturer of these
vehicles. It is the responsibility of the operator of these vehicles to observe and adhere to these regulation
Operation of doors
Please refer to table ”operation of doors” on page 1 for the applicable door opening limitations.
Should there be difficulties in closing the doors in winds exceeding 40 kts, move aeroplane until the compartment
doors are in the lee of the aircraft (side turned away from the wind)
Fuelling
Consider to pre-fuel the aircraft if the forecast wind is above 50kts
Fuel truck lifting platforms and stepladders have limits which generally forbid their use in high wind conditions
(see manufacturers’ instructions). For fuelling procedures please check and always comply with the respective
local regulations.
The following chart shows the recommended ballast fuel:
Aeroplane type Minimum required ballast fuel Remarks

Avro RJ100 4'000 kg It is allowed to substitute fuel 1:1 with ballast loaded
A319 5'000 kg in the forward hold or forward entry area. However,
please mind structural hold maxima.
A320 7'000 kg
A321 8'000 kg
A330 / A340 30'000 kg

Checklists
Strong winds over 45 kts appear very rarely and therefore special aspects have to be checked. Use the
checklists shown below to ensure compliance with SWISS procedures. Local Airport Authority regulations must
also be adhered to. Whenever these are more restrictive than our own regulations, these shall apply.
Tasks under the responsibility of the handling agent:
Wind speed Consequences

up to 25 kts Normal operation
26 - 45 kts - Above 30 kts stop external air conditioning supply, if provided at your station.
(45 - 80 km/h) - Secure aeroplane with correct number of chocks.
- Above 40 kts close all passenger and cargo doors according table under 1.5.1.1.
above 45 kts - Park aeroplane into wind, if possible.
(> 80km/h) - Link chocks together, if possible.
- Make certain that park brake is set; ensure there is sufficient hydraulic pressure.
- Install gear pins.
- Secure bag trolleys with hand brake.
- Secure and fix ULD on dollies - if needed using ballast.
- Secure handling material around the aeroplane (such as high loader, conveyor belt
and more).
- Secure any type of steps (maintenance steps), handbrakes on and stabilizers lowered.
- Stop the use of cleaning, catering and special assistance trucks with lifting platforms
/ scissor-type trucks according manufacturers' limitations.
- Check tarmac for FOD.
- Collect marker cones.
- If the forecast wind is above 50 kts consider to pre-fuel aeroplanes with min. quantity
of ballast fuel.
- Discontinue fuelling using raised platforms or stepladders according manufacturers
limitations.
- Stop deicing activities according manufacturers limitations.
above 55 kts - Disconnect passenger loading bridges and lower them to lowest height.
(> 100 km/h)
above 60 kts - Consider the airport closed according OM A 8.3.8.2.4.
(> 108 km/h)
Tasks performed by the pilots

up to 25 kts Normal operations
26 - 45 kts - Leave park brake on (Avro RJ100 wind > 25 kts // Airbus > 40 kts.
(45 -80 km/h) - Airbus only: Check trim tank contains less than 300 kg, otherwise alert ground crew
for proper offloading.
- Close doors and holds according to table found on page 1.
above 60 kts - Consider the airport closed according OM a 8.3.8.2.4.
(>108 km/h)

Tasks performed by maintenance

The Handling agent may delegate the following tasks to the local maintenance organisation.
up to 25 kts Normal operations

26 - 45 kts - Above 30 kts stop external air conditioning supply, if provided at your station.
(45 -80 km/h) - Above 40 kts close all passenger and cargo doors according table under 1.5.1.1.
above 60 kts - Park aeroplane into wind, if possible.
(>108 km/h) - Link chocks together, if possible.
- Make certain that park brake is set; ensure there is sufficient hydraulic pressure.
- Install gear pins.
- Secure any type of steps (maintenance steps), handbrakes on and stabilizers lowered.
- Stop the use of cleaning, catering and special assistance trucks with lifting platforms /
scissor-type trucks according manufacturers' limitations.
- If the forecast wind is above 50 kts consider to pre-fuel aeroplanes with minimum
quantity of ballast fuel.
- Discontinue fuelling using raised platforms or stepladders according manufacturers
limitations.
above 55 kts - Disconnect passenger loading bridges and lower them to lowest height.
(> 100 km/h)
above 60 kts - Consider the airport closed according OM A 8.3.8.2.4.

(> 108 km/h)

Aeroplane Handling Manual - AHM General Part 2. Loadcontrol
2. Loadcontrol
Contents

2.2 Loadcontrol policy
2.3 Loadcontrol procedures



Content

2.1.1 Company operating rules / Swiss European Air Lines, Swiss International Air Lines
2.1.2 Flight file


2.1.1 Company operating rules

Swiss European Air Lines, Swiss International Air Lines
Swiss Federal Aviation Regulations

Standards and recommended practices of ICAO Annex 6 concurring with the particular requirements of
Switzerland are incorporated in the Swiss Federal Aviation Regulations “Verordnung über den Betrieb von
Flugzeugen im gewerbmässigen Lufttransport EU-OPS”, issued by the Federal Department of Communication
and Energy (EVED) and valid since April 01, 1998.
Based on the above legal framework, SWISS has established company internal operating rules that form part
of the Operations Manual/OM, which has been approved by the Federal Office for Civil Aviation (FOCA).
Company operating rules and Operations Manual

SWISS company operating rules are published in the Operations Manual (OM) and cover all safety relevant
areas of the operation. The manual is divided into 4 parts:
Name Information
Operations Manual - Part A (OM A) Swiss International Air Lines
- General / basic information
- Operational requirements
Operations Manual - Part A (OM A) Swiss European Air Lines
- General / basic information
- Operational requirements
Operations Manual - Part B (OM B) Swiss International Air Lines
Aeroplane type operating procedures and
requirements
Operations Manual - Part B (OM B) Swiss European Air Lines
Aeroplane type operating procedures and
requirements
Operations Manual - Part C ( OM C) Flight guide (route manual)
Operations Manual - Part D (OM D) Swiss International Air Lines
Training manual
Operations Manual - Part D (OM D) Swiss European Air Lines
Training manual
In addition to the Operations Manual more detailed information is available within specific manuals issued by
the departments involved, such as:
• AHM (Aeroplane Handling Manual), General Part
• AHM (Aeroplane Handling Manual), Aeroplane Guides
• PHM (Passenger and Baggage Handling Manual)
• CHM (SWISS WorldCargo Cargo Handling Manual)
• SSP (SWISS Security Programme)
• SERP (Station Emergency and Response Plan)

Responsibilities
The table below shows the responsibilities according to Swiss Federal Aviation Regulations, complying with
EU-OPS 1 requirements:
Person / unit Responsibilities

Accountable Manager Overall responsibility for the operation of SWISS, according to EU-OPS
1 regulations and AOC issued by FOCA.
Postholder Ground Operations Operational responsibility for Ground Operations and Cargo according to
(OG) EU-OPS 1 regulations and SWISS company procedures.
Ground Services Publication of aeroplane and passenger handling procedures and policies
Policies & Processes in AHM General Part, AHM Aeroplane Guides and PHM respectively.
(OGP)
Ground Services Ensuring that EU-OPS 1 regulations and SWISS company policies are
Quality & Safety Assurance observed by all ground personnel worldwide.
(OGA)
Reporting of accidents / incidents

According to Swiss Federal Aviation Regulations the responsible organisation unit at head office must report all
accidents and/or serious incidents in connection with SWISS operations to the Federal Office for Civil Aviation.
Pursuant to the above, the SWISS station manager or the handling company is responsible for immediate and
detailed reporting to the respective SWISS organisation unit(s) of the following accidents/incidents:
Accident / incident To be reported to:

Mass and balance errors OGIG (GSCC), OGA
Serious accidents during aeroplane handling OR, EOR, OEO, OGIG (GSCC), OGA, TCLA
where passengers and/or staff are involved
Damage to aeroplane OG, EOR, OGIG (GSCC), OGA, TCLA
Compartment soilage OGIG (GSCC), OGA, CTD
Occurrences involving dangerous goods OGIG (GSCC), OGA, CTD
REFERENCE:
Refer to 1.3.6 “Reporting of ramp accidents/incidents” for reporting procedures.
Filing obligations - general

The Swiss Federal Aviation Regulations regulates the minimum filing period for certain documents.

2.1.2 Flight file
Flight file
The SWISS station manager and/or the handling company is responsible that for each flight a flight file is
established, containing at least the following documents:
• Loadsheet
• Balance table (manual loadsheet only)
• Loading instruction/report
• Precalculation, if applicable
• Station briefing sheet (Intercontinental stations only).
• PBWS (Passenger, Baggage and Weight Summary), if check-in system differs from loadcontrol system or
when manual check-in is done. A print out of the actual seating conditions taken from the check-in system
must also be filed in this case. Furthermore, the information must contain the breakdown of passengers
per class and gender.
• ULD/bulk load mass statement, including “Bingo Sheets” if applicable
• Relevant telexes (relating to a special or abnormal handling condition such as broken latch, broken seat,
etc.
• NOTOC, if applicable
• Brown “Handling Agent” slip from Flight Log
• Sealing check sheet, if applicable
• Aircraft Security Search (A.S.S) check sheet, if applicable
• Receipt for Cleaning and COB handling, if applicable
• Fuelling order (except Airbus)
NOTE:
i. Fuelling orders may be kept decentralised at office of fuelling company.
ii If an Aircraft Security Search is not required, this is logged electronically, independent of the crew within
the "OPS reporting Tool"
Minimum filing period

The minimum filing period is 3 months. Local regulations must be complied with if these require a longer filing
period.


2.2 Loadcontrol policy
Contents

2.2.1 Introduction
2.2.2 Training standards and certification for loadcontrol staff
2.2.3 Training standards for loadcontrol trainers
2.2.6 Standards for loadcontrol approval for SWISS aeroplanes at scheduled leisure and
charter / ad hoc destinations

2.2.7 Other activities related to loadcontrol


2.2.1 Introduction
Basic philosophy
Loadcontrol functions directly affect the operational safety of SWISS aeroplane, its crews, passengers and
load and are governed by EU-OPS regulations as well as SWISS internal company procedures, outlined within
chapter 2. “Loadcontrol”.
Based on the commitment of SWISS flight operations to follow best practice, all operational positions within
the scope of ground handling operations shall be filled by personnel on the basis of knowledge, skills, training
and experience appropriate for the position. The goal is to ensure that all staff performing loadcontrol duties
is properly trained with respect to their functions. The respective standards are set forth by the applicable
regulations and IOSA standards (refer to chapter 2.2.2 “Training standards and certification for loadcontrol
staff”). In general, SWISS applies the standards as defined in IATA AHM590 and AHM591.
Today, loadcontrol functions at SWISS destinations are mainly performed by third party handling companies
who are directly responsible for the proper training and certification of their own staff. Compliance with
SWISS standards is checked on a regular basis by auditors from SWISS Ground Services, Aircraft Handling
Management / OGP.
Definition of loadcontrol functions

Loadcontrol duties are based on following functions:
Function Loadcontrol functions

1 Preparing of loading instructions and loadsheet / trim sheets (mass and balance).
Loadplanning
2 White collar supervision of aeroplane loading / unloading, checking of loadsheets / trim
sheets, entry of last minute changes (LMCs)
 Red cap functions
3 Blue collar supervision of aeroplane loading / unloading.
 Ramp supervision
4 White collar handling of information flow between functions 1 and 3
 Load Coordinator / Ramp agent
Division of duties
Functions 1 “Loadplanning” and 2 “Red cap functions” may be performed by the same person for the same
flight, subject to training requirements being fulfilled (refer to chapter 2.2.2 “Training standards and certification
for loadcontrol staff”).
Any local deviation from the functions and demarcations as outlined above must be approved by SWISS Ground
Services, Aircraft Handling Management / OGP.
Functions 3 “Ramp Supervision” and 4 “Load Coordinator” functions may be combined and performed by the
same person for the same flight, providing that all training requirements (including any recurrent training required
for function 3) for both functions have been successfully completed.
Centralized Loadcontrol environment

Depending on the particular local setup, when working within a centralized loadcontrol environment, function 2
may be omitted if it is assured that function 4
• Fulfill the training requirements for function 4 as per AHM 2.2.2.
• Has successfully completed the Dangerous Goods Regulations (DGR) training according to IATA staff
category 8.
Due to the nature of function 4, sufficient knowledge of the English language both written and spoken is
imperative.


2.2.2 Training standards and certification for loadcontrol staff
Training requirements for functions 1 and 2
Basic requirements
• Completion of a loadcontrol basic course, approved by SWISS Ground.
• Services, Aircraft Handling Management / OGP. The basic training must cover all SWISS aeroplane types
to a specific destination and the candidate(s) must be thoroughly familiar with EDP-system used (if any)
at there station for loadcontrol purposes.
• Sufficient knowledge of the English language.

• Training in human factors principles (refer to AHM 1.4.2, subparagraph O)
• Safety training on associated operational hazards.
• Successful passing of loadcontrol final test with a minimum scoring level of 80%.
• Successful passing of Dangerous Goods training according IATA DGR 1.5, category 10, including a test
with a minimum scoring level of 80%.
NOTE:
All Dangerous Goods Training must be either approved by IATA or the local civil aviation authority.
• Initial basic security awareness training and a recurrent training in intervals not exceeding 60 months. The
training shall contain security systems and access control, ground and in-flight security, baggage and cargo
security, aeroplane security and searches and other appropriate topics.
Test requirements and certification for functions 1 and 2

Employees of functions 1 and 2 at stations working only with manual loadcontrol procedures will be tested and
subsequently certified solely for manual loadcontrol. Employees of functions 1 and 2 must show that they are
competent in correctly completing the following documents:
• Precalculation including calculation of EZFM
• Loading distribution (load plan)
• Loadsheet and balance sheet (balance table)
Further to this requirement, employees of functions 1 and 2 working at stations where loadcontrol functions are
performed within an EDP system, must complete and successfully pass a test within the EDP system used to
handle SWISS flights. Employees here must show competency in correctly establishing within the EDP system:
• A loading distribution (load plan) and a loadsheet
NOTE:
Employees of functions 1 and 2 working at stations with EDP system support must be “dual” certified
in so far as they must:
• Successfully complete a manual loadcontrol test (minimum passing level of 80%).
• Successfully complete an EDP loadcontrol test (minimum passing level of 80%).
Failure on final test

In case of failure on the first final test, the superior of the participant must be provided with a performance
feedback. Under normal circumstances a second chance for qualification shall be given. In case of a second
failure, further attempts for qualification will no longer be accepted. Loadcontrol trainers have the authority to
dismiss a participant during the course if:
• His/her knowledge of the English language is not sufficient.
• His/her performance and/or behaviour indicate that the participant will not reach the level of certification.

Validity of loadcontrol certification

Loadcontrol certification is valid for a period of 36 months upon successful completion of the basic or
requalification training.
NOTE:
Only currently certified employees of functions 1 and 2 are allowed to establish loadcontrol documents on behalf
of SWISS. Furthermore, it will not be permitted for an employee during his/her basic training to establish and
consequently sign any loadcontrol documents for SWISS flights.
Practical experience
For a period of 15 working days after the successful completion of the basic loadcontrol training, each newly
certified loadcontroller performing loadcontrol functions 1 and/or 2 must be supervised by a certified and
experiences (minimum 1 year) loadcontroller before starting to working dependently.
Manual loadsheet
All loadcontrollers performing functions 1 and/or 2 are required to perform at least one manual loadsheet every
two months in order to guarantee a smooth operation in case of EDP-failure. Records of manual loadsheets
shall be kept on file and are audited as part of the annual EU-OPS audits.
Requalification training
In order to qualify for the renewal of the loadcontrol certification after each 36 months interval, loadcontrollers
must fulfil following criteria:
• Successful passing of requalification training, including a test with a minimum scoring level of 80%.
NOTE:
The same test requirements apply as found under “test requirements and certification for functions 1 and
2”.
• Passing of a Dangerous Goods requalification training acc. IATA DGR 1.5, category 10, including a final
test in a supervised environment with a minimum scoring level of 80%.
NOTE:
Intervals for Dangerous Goods requalification trainings are 24 months as per EU-OPS regulations (not 36
months as with loadcontrol certification) and must be planned accordingly.
Failure on requalification test

If a participant fails the requalification test, his/her certification will be immediately suspended. The responsible
training unit shall provide his/her superior with a performance feedback. The candidate will then be given a
second chance to take the test within a period of no longer than 2 months.
IMPORTANT:
Until successful completion of the requalification test, the participant is not allowed to perform loadcontrol
functions 1 and/or 2 on behalf of SWISS. In case of a second failure, further attempts for requalification shall
no longer be accepted.
Training Syllabi
The training Syllabi requirements for basic and requalification courses for loadcontrol staff functions 1 and 2 as
well as all other requirements specific to loadcontrol training may be found under AHM 2.2.3 Training standards
and certification for loadcontrol trainers.

Training requirements for function 3

Ramp staff performing “blue collar” supervision of loading / unloading of SWISS aeroplane are required to have
the following knowledge about SWISS aeroplane handling:
• Knowledge of SWISS aeroplane handling procedures as outlined within SWISS Aeroplane Handling
Manuals (AHM – General Part, AHM – Aeroplane Guides).
• Knowledge about loading regulations and loading instructions / loading reports.
• Knowledge of ramp safety regulations, as trained by local handling company and audited by SWISS as
part of the annual EU-OPS audits.
• Passing of a Dangerous Goods qualification training acc. IATA DGR 1.5, category 8, including a final test
in a supervised environment with a minimum scoring level of 80%.
• At least 6 (six) months previous experience as loading staff before taking over supervision duties on behalf
of SWISS flights.
• Initial basic security awareness training and a recurrent training in intervals not exceeding 60 months. The
training shall contain security systems and access control, ground and in-flight security, baggage and cargo
security, aeroplane security and searches and other appropriate topics.
Training requirements for function 4

Load Coordinating staff involved with the transmittal of loading information to and from a remote loadcontrol
unit (CLC), but not performing the actual loading supervision are required to have received sufficient training
in order to:
• Be fluent in the English language, both written and oral.
• Maintain effective coordination between the suppliers and contractors at the origin station and the CLC unit
using all modern communication methods (e-mail, SITA telex, Fax, phone, etc.)
• Be familiar and understand the terms and definitions used in association with weight & balance operations.
• Be able to understand and correctly interpret all items on a Loading Instruction Report (LIR) as well as the
loadsheet.
• Be able to manually update an EDP loadsheet with LMC information whenever LMC’s are within the
prescribed tolerances.
• Be familiar with the SWISS “Last Minute Changes” (LMC) tolerances.
• Ensure that the processes are delivered within the SLA standards of performance and compliance limits.
and
• Must have successfully completed the Dangerous Goods Regulations (DGR) training according to IATA
staff category 8.
NOTE:
Ramp safety training / Ramp safety film

Records system
Information about performance (test results) and validity of qualification for each course participant has to be
kept on file for a minimum period of 5 (five) years. These documents may be requested by Swiss European Air
Lines and Swiss International Air Lines during annual EU-OPS audits as well as Loadcontrol training audits.
The record system shall be in accordance with requirements of the Authority, as applicable, and provide for the
management and control of records to ensure:
• Identification
• Legibility
• Maintenance
• Retrieval
• Disposal
All records must be kept in a secure location. In case an electronic system is used for the management and
control of records, the system shall provide for a scheduled generation of backup files for records associated
with loadcontrol activities.

2.2.3 Training standards for loadcontrol trainers
General
Third party training units conducting their own training and qualification for staff performing loadcontrol functions
1 and/or 2 on behalf of SWISS aeroplane have to be approved to do so by SWISS Ground Services, Aircraft
Handling Management / OGP and the SWISS Postholder Ground Operations. This approval will be given after
a successful completion of an audit. Detailed instruction can be found in chapter 2.2.4 “Auditing of third party
training units”.
Basic requirements
The following requirements must be fulfilled in order to provide training and qualification for staff performing
loadcontrol functions 1 and/or 2 for SWISS aeroplane:
All basic and refresher courses must be conducted in classrooms, they may not be held as on-the-job training.
• Employees attending the course may not be involved in daily work before, during or after training.
• For EDP-training, a computer set must be available for each participant.
• Courses where employees are qualified to perform loadcontrol duties for SWISS must be conducted by a
trainer meeting the requirements as mentioned in the “Trainers” part in this chapter.
Trainers
Loadcontrol training must be performed by competent trainers, fulfilling following criteria:
• Trainers must have completed a “Train the Trainer” course. Such courses must provide the trainers with
didactical and methodological training.
• Profound knowledge of loadcontrol duties (manual and EDP-system).
• A minimum of 2 (two) years practical experience as loadcontroller.
• Holding a valid loadcontrol certification.
• Successful completion of the SWISS loadcontrol competence test for trainers.
• Know-how about course preparation and EDP-setup.
• Knowledge about aeroplane types operated by SWISS to his/her destination.
• Profound knowledge of the English language.
• Methodical and didactical skills.
• Communication and conflict solving skills.
• Team orientation.
NOTE:
Exceptions will be assessed on a case to case basis and must be approved by SWISS Ground Services, Aircraft
Handling Management / OGP.
Trainer certification
The management of the training unit carries the responsibility that the above mentioned basic criteria are fulfilled
prior to the certification of a trainer. Quality levels of trainers shall be monitored as part of the audits by SWISS
Ground Services, Aircraft Handling Management / OGP within intervals of 36 months.

Course syllabi for basic courses

Basic mass and balance courses leading to a formal qualification for performing loadcontrol functions 1 and/or
2 must contain the following subjects:
A. General knowledge
• Loadcontrol duties and responsibilities.
• Principles of mass and balance (terms and definitions, balance computation theory and influence on
aeroplane control).
• Pantry / dry operating mass tables / dry operating index tables.
• Crew and passenger masses and procedures.
• ULDs (if applicable).
• Aeroplane maximum mass limitations.

• Balance limitations.
• Purpose of mass and balance documents (precalculation / load plan / loadsheet / NOTOC).
B. Aeroplane information
• Cabin layouts and sections.
• Cargo compartment specifications, hold versions, heating and ventilation.
• Ground stability regulations.
C. Documentation
–– Use of Aeroplane Handling Manuals (AHM) and quick references.
D. Manual loadplanning
• Calculation of estimated zero fuel mass.
• Planning of ULDs (if applicable) / mass and volume of baggage and mail / cargo offer.
• Cargo manifest / ULD mass statement (if applicable).
• Issuance of loading instruction (load plan) / trim check.
• Loading regulations (Dangerous Goods, special load, loading restrictions).
• Nofit regulations.
• Baggage categories and loading regulations regarding offloading priorities.
• Special procedures, e.g. missing or damaged latches, EIC, BIG, etc.
E. Manual loadsheet
• Allowed traffic load calculation.
• Loadsheet.
• Balance table.
• Special procedures (XCR, DHC, stretcher, PAD on crew seats, missing or damaged latches, etc.)
• Problem solving (overload, out of trim situations).
F. Notification to commander
• Issuance / explanation of NOTOC.
G. Last-minute changes
• Mass corrections.
• Balance corrections.
• Tolerances for LMCs.

If an EDP-system (DCS) is used for loadcontrol, the course has to cover following subjects and entries:
• Crew amendments.
• Planning of ULDs for baggage and mail (if applicable).
• Cargo offer.
• Dangerous Goods and special load.
• Load distribution (load plan).
• Fuel entries (including RTOM, RLAM).
• NOTOC (if applicable).
• Hold version changes (if applicable).
• Adjustments of deadload.
• Loadsheet.
• Special situations (EIC, PAD on crew seat, non standard fuel distribution, bay trim, etc.)
• Aeroplane and cabin version changes.
Course syllabi for requalification courses

Topics for requalification courses should include the following:
• Topics chosen according to inputs of participant and

• Principles of mass and balance (terms and definitions, balance computation theory and influence on
aeroplane control).
• Feedback from e.g. crew reports and station audits on recurring problems.
• Manual loadplanning.
• Manual loadsheets.
• Updates on changes of regulations / procedures for new aeroplane types.
• Updates on the EDP-system and new entries (if applicable).
Course duration
The duration of mass and balance courses shall be long enough to cover all the subjects mentioned in the parts
“Course syllabi for basic courses” and/or “Course syllabi for requalification courses” and to enable to successfully
pass the tests. Based on the experience of SWISS Ground Services, Aircraft Handling Management / OGP,
following duration are suggested:
Basic courses
• 5 to 8 days, if no EDP-system is used
• 10 to 13 days if an EDP-system is used.
Basic courses can be set up in one part or in modules. However, the qualification shall not be given before a
candidate has successfully attended all modules necessary to cover the minimum requirements mentioned
beforehand.
Requalification courses
2 to 4 days, whether an EDP-system is used or not.
EXCEPTIONS:
In certain cases the course duration may be shorter, e.g. for non containerized aeroplane only or transition
courses for employees already having attended loadcontrol courses but not holding a qualification.

Course documentation
Participants must receive a complete documentation containing all relevant course information and explanation
in order to allow the participant to repeat and study after the course and look up procedures and regulations
at work.
Tests
In order to qualify an employee for loadcontrol duties, he/she has to successfully pass the tests. In manual
courses the following tests must be taken:
• Manual precalculation (EZFM) and loading instruction (load plan)
• Manual loadsheet
• Basic mass and balance knowledge questions.
In EDP-courses the following tests must be taken:

• Manual loadsheet
• EDP loading instruction (load plan) and loadsheet
• Basic mass and balance knowledge questions.
NOTES:
i. The tests can be taken as a final test at the end of the course or separately over the whole duration of the
course. The minimum passing level for each test is 80%. If failing a test, a repetition test may be taken.
ii. If an employee is qualified in a requalification course, the trainer must ensure that the employee has
successfully completed a basic loadcontrol course at an earlier stage.
Records system
Information about performance (test results) and validity of qualification for each course participant has to be
kept on file for a minimum period of 5 (five) years. These documents may be requested by Swiss European Air
Lines and Swiss International Air Lines during annual EU-OPS audits as well as Loadcontrol training audits.
The record system shall be in accordance with requirements of the Authority, as applicable, and provide for the
management and control of records to ensure:
• Identification
• Legibility
• Maintenance
• Retrieval
• Disposal
In case an electronic system is used for the management and control of records, the system shall provide for a
scheduled generation of backup files for records associated with loadcontrol activities.

SWISS loadcontrol competence test for trainers

In order to correctly assess the trainer’s technical competencies, SWISS will provide a test that will have to be
completed by the trainer in order to fulfil the applicable criteria’s for loadcontrol trainers. This test will cover the
following topics:
• Manual loadcontrol procedures, including.
–– precalculation
–– loading instructions (load plans)
–– loadsheet and balance sheets
–– LMC procedures
• EDP loadcontrol procedures, including.

–– Loading instructions (load plans)
–– Loadsheets
–– LMC procedures
• Knowledge of the SWISS aeroplane fleet and it’s particularities.
• Knowledge of the SWISS Aeroplane Handling Manuals.

–– Specific Aeroplane Guide

–– General Part
NOTE:
The SWISS loadcontrol competence test for trainers requires a minimum pass level of 80 %.
Obtaining the SWISS loadcontrol competence test for trainers

Only the trainers from those stations fulfilling all criteria’s as laid down in 2.2.3 “Trainers” may apply. Further to
this, the course syllabi of the training station must be approved by SWISS Ground Services, Aircraft Handling
Management / OGP as laid down in 2.2.3 “training standards for loadcontrol trainers”. Once these criteria’s have
been met, a formal request may be sent to SWISS Ground Services, Aircraft Handling Management / OGP. The
demand will be assessed and if positive, the test will be sent to the participating trainer.
NOTE:
In the event that the training department uses the Swissport “Planetaire” loadcontrol training syllabus, the
corresponding trainer’s competence test from Swissport (GVA or ZRH) may be used. However, the corresponding
test results must be made available to SWISS Ground Services, Aircraft Handling Management / OGP
Failure on SWISS loadcontrol competence test for trainers

In the event of failure on this test, the participating trainer may be given a second chance for qualification.
In the event of a second failure, further attempts will no longer be accepted and consequently, the trainer may
not train staff to perform loadcontrol duties for SWISS flights.
Validity of trainer certification

The trainer’s certification is personal and may not be transmitted to another trainer. Only trainers certified by
SWISS Ground Services, Aircraft Handling Management / OGP may conduct loadcontrol courses on behalf
of SWISS. In order for the trainer to remain current with SWISS loadcontrol procedures and in order to fulfil
SWISS training requirements, the participating trainer must be tested every 36 months. It is the responsibility
of the trainer and his/her administration to contact SWISS Ground Services, Aircraft Handling Management /
OGP at least 2 months in advance in order to receive the recurrent loadcontrol competence test for trainers. All
participants will be personally advised of their result by SWISS Ground Services, Aircraft Handling Management
/ OGP.

Derogation
Derogations to theses rules may be granted on a case to case basis. However, prior auditing of the training
syllabi and the trainers records are a prerequisite to any such derogation and may only be granted by the SWISS
Postholder Ground Operations.
Accredited training organisations

The following companies are authorised to train third party loadcontrol trainers on behalf of SWISS. These
trained trainers may subsequently train and certify all employees for loadcontrol duties for SWISS.
• SWISS Ground Services, Aircraft Handling Management / OGP
• Lufthansa German Airline, FRA IB/D-W

• Swissport Training units ZRH, GVA
NOTE:
Other training units have been authorized to perform loadcontrol training on behalf of SWISS. These units are
mainly authorized to conduct local training on behalf of SWISS. For the complete listing, please contact SWISS
Ground Services, Aircraft Handling Management / OGP.

Introduction
SWISS loadcontrol functions are mainly out sourced to third party handling companies. It is the responsibility
of such companies to ensure that their staff is properly trained and certified according to the requirements set
for in chapters 2.2.1 “Introduction”, 2.2.2 “Training standards and certification for loadcontrol staff” and 2.2.3
“Training standards for loadcontrol trainers”.
Auditing of third party training unit

No handling company may perform loadcontrol duties on behalf of SWISS unless it has been assured by auditors
from SWISS Ground Services, Aircraft Handling Management / OGP that the organisation is able to comply with
SWISS training standards as outlined in chapters 2.2.2 “Training standards and certification for loadcontrol staff”
and 2.2.3 “Training standards for loadcontrol trainers”. Audits shall be performed within intervals of 36 months,
including compliance checks of regulatory and other applicable requirements with the aim to identify hazards,
undesirable conditions and areas requiring improvement. The audits shall cover the following topics:
• Curriculum and training status of trainer(s).

• Competence test for trainers.
• Competence checks of trainer(s) and regular staff (spot checks).
• Course syllabi.
• Training materials.
• Monitoring of loadcontrol operations.
• Monitoring of class room training (if feasible during the time of the audit).
• Familiarity with SWISS specific loadcontrol processes and procedures (e.g. LMC, onload priorities, etc.)
• Training administration.
• Training records of all staff (checked annually by SWISS, Quality Compliance Ground Services / OGA as
part of the EU-OPS audit).
Course updates
In order to maintain an overview on the courses given as well as to the general content of the course, the handling
agents will be required upon specific request by SWISS Ground Services, Aircraft Handling Management / OGP,
to submit their loadcontrol training syllabi. These may include the following:
• Basic manual loadcontrol training syllabus
• Basic EDP system training syllabus
• Recurrent training syllabus
The submitted files will remain strictly within SWISS Ground Services, Aircraft Handling Management / OGP.

Audit results
Based on the audit results, following are the possible outcomes:
• Training unit is compliant in all aspects and receives the approval from SWISS Ground Services, Aircraft
Handling Management / OGP to perform loadcontrol functions as well as training and requalification of
their own staff.
• Training unit is partly compliant, but shortcomings in certain areas have been detected (e.g. qualification
of trainers, familiarity with SWISS specific procedures, etc.). SWISS Ground Services, Aircraft Handling
Management / OGP will evaluate additional measures to be implemented in order to grant the approval.
The required measures shall be evaluated based on a risk management approach and must be approved
by the SWISS Postholder Ground Operations.
Approval process for third party training units
Loadcontrol functions 1 and 2

A “letter of approval” is issued for third party training units being compliant with SWISS training standards
applicable for loadcontrol functions 1 and 2. The “letter of approval” is signed by the responsible auditor of
SWISS Ground Services Aircraft Handling Management / OGP and the SWISS Postholder Ground Operations.
It includes the approval of all training- and operational activities necessary to perform loadcontrol functions 1
and 2 on behalf of SWISS. The approval is valid for 36 months and is renewed subject to following conditions:
• A “renewal” audit has been performed by SWISS Ground Services, Aircraft Handling Management / OGP,
including compliance checks of areas as outlined under the part “Audits” in this chapter.
• Yearly EU-OPS audits do not result in any Level 1 findings concerning training status of staff (loadcontrol
and DGR requalification).
• Third party training unit inform SWISS Ground Services, Aircraft Handling Management / OGP about major
organisational changes (e.g. fluctuation/change of trainers), change of EDP-system, legal changes (e.g.
take-over by other company).
Loadcontrol function 3
Compliance of staff performing loadcontrol functions 3 with requirement outlined under chapter 2.2 “Training
standards for loadcontrol staff” shall be monitored by SWISS, Quality Compliance Ground Services / OGA as
part of the annual EU-OPS audits.

Destinations without approved loadcontrol staff

It is the goal to have trained loadcontrol staff all scheduled and /or leisure destinations regularly served by
SWISS aircraft. However in case of ad hoc destinations or short notice equipment changes this might not always
be the case.
For such operations, loadcontrol functions will be performed either locally or through a remote loadcontrol unit.
However, this is not always possible. Notably to destinations not regularly within the SWISS scheduled or leisure
network.
Following are the procedures to be adhered to if no loadcontrol staff certified by SWISS is available, based on
aeroplane type used:
Aeroplane type Loadcontrol function by:

Avro RJ100 Use loadsheet back-up procedure (for details refer to chapter 3.4.7)
A319, A320, A321 Cockpit crew via LPC NG W&B module (only if used to leisure and charter / ad hoc
destinations).
A330, A340 Loadmaster

To be organised through SWISS Ground Services, Aircraft Handling Management
OGP
NOTES:
i. Responsible SWISS fleet chiefs and SWISS Postholder Ground Operations must be involved in case of
uncertainty about which procedure to be applied.
ii. In case of diversions and/or other special occurrences, the loadsheet can be requested on a case by case
basis to Swissport ZRH, Loadplanning Department.
Charter destinations
For loadcontrol approval at SWISS leisure destinations refer to 2.2.6 “Standards for loadcontrol approval for
SWISS aeroplanes at scheduled leisure and charter / ad hoc destinations”.


2.2.6 Standards for loadcontrol approval for SWISS aeroplanes at

scheduled leisure and charter / ad hoc destinations
Approval standards for local handling companies

• Approval standards are following:
• AHM560 data of SWISS aeroplane types operating to the specific station must be available in the local
EDP-system and are subject to checking by SWISS Ground Services, Aircraft Handling Management /
OGP with intervals of 6 months.
• The local handling company must give evidence that EDP loadcontrol functions are already performed on
behalf of other customer operating SWISS specific aeroplane types.

• Only EDP loadsheets are allowed, approval does not include the issuance of manual loadsheets.
NOTE:
Any exceptions are subject to approval by SWISS Ground Services, Aircraft Handling Management / OGP.
• Training standards and training records of local staff must be available for
• Reviewing by SWISS Ground Services, Aircraft Handling Management / OGP
• Quality Compliance Ground Services / OGA and the SWISS Postholder Ground Operations.
• Handling companies must be in possession of SWISS manuals, such as AHM – Aeroplane Guides and
AHM – General Part outlining special aeroplane handling and charter requirements (e.g. handling of ULDs,
LMC tolerances, etc.).
• No dangerous goods may be transported on charter / ad hoc flights.
• Results from EU-OPS audits and other relevant quality data (OR, feedbacks from charter department, etc.)
must be adequately considered, if available.
Approval process
If the above standards are fulfilled, results are presented to the SWISS Postholder Ground Operations for
approval. In case of positive evaluation a “letter of approval” (valid for 36 months) is issued and jointly signed by
SWISS Ground Services, Aircraft Handling Management / OGP and the SWISS Postholder Ground Operations.
The “letter of approval” is aeroplane type specific and all approved aeroplane types must be listed.
NOTE:
Stations having been approved by Edelweiss Air (WK) to establish weight and balance documentation on their
behalf are also authorised to establish EDP weight and balance documents for SWISS aeroplanes.
Approval for wide body aeroplane types (A330, A340)

In view of the complexity of the A330 and A340, a fully approved and qualified load master must always be
dispatched in case of non-scheduled flights.
NOTE:
See also 2.2.5 “Destinations without approved loadcontrol staff”.
Withdrawal of approval
If one or more of the standards outlined under “approval standards for local handling companies” are no longer
fulfilled, the approval to perform loadcontrol functions on behalf of SWISS may be withdrawn with immediate
effect.


2.2.7 Other activities related to loadcontrol
Aeroplane Handling Procedures

SWISS Ground Services, Aircraft Handling Management / OGP is responsible for procedural standards
concerning loadcontrol functions and their publishing through the appropriate channels (AHMs, Ground
Services Circulars, etc.). It must be ensured that training units of third party companies are made aware of any
procedural changes with immediate effect.
AHM560 data
SWISS Ground Services, Aircraft Handling Management / OGP is responsible for providing handling companies
with accurate AHM560 data (for check-in and loadcontrol), including regular audits of databases.
AHM560 data are checked as follows:
• Initial full data base check for new aeroplane types.
• Systematic amendment check after major changes.
• Check of every EDP system (DCS) by verifying 2 (two) loadsheets with intervals of 6 (six) months..
EU-OPS auditing
SWISS Ground Services performs annual EU-OPS audits, whereby loadcontrol and DGR training records as
well as the adherence to AHM procedures are checked. Possible findings shall be communicated to SWISS
Ground Services, Aircraft Handling Management / OGP in order to decide about appropriate measures.


2.3 Loadcontrol procedures
Policy
The company policies, published in the respective (Flight) Operations Manuals – (F) OM are defined as follows:
• Safety always has first priority.
• Priority sequence of economy, punctuality and passenger comfort depends on situation and impact of
possible consequences.
Correct application of loadcontrol rules has priority over other station work, including punctuality.
Loadcontrol regulations published in this chapter apply to all stations.
Purpose of loadcontrol
The loadcontrol procedures must ensure that:
• Figures on the loadsheet reflect the actual load of the aeroplane prior to take-off.
• The aeroplane is loaded in accordance with the general company regulations and the specific loading
instructions for the flight concerned.
• Aeroplane structural and operational limits are not exceeded.
• The position of the centre of gravity of the aeroplane is within the prescribed limits.
Qualification required for performance of loadcontrol duties
Staff of handling agents

• Loadcontrol duties must be performed by the contracted ground handling agents’ staff, unless otherwise
agreed in the ground handling contract.
• In exceptional cases, if the handling agent is not qualified, loadcontrol duties must be partly or fully taken
over by qualified SWISS staff or person authorised by SWISS, or by the crew.
NOTE:
Refer to 2.2 ”Loadcontrol policy” for qualification requirements.
Supervision of loadcontrol duties

Supervision of loadcontrol duties by SWISS own employees or the responsible supervision company is not
required at:
• Airports where airline or handling agent employees are trained by the respective airline or handling agent,
provided this training is approved by SWISS Ground Services, Aircraft Handling Management / OGP.
NOTE:
Refer to 2.2 ”Loadcontrol policy” for qualification requirements.


Contents


2.4.5 EDP systems


Mass calculation
Mass calculation is:
• Required for every flight.
• Made either manually or by EDP-system.
• Done by qualified staff only.
The purpose is to ensure that:

• Structural and operational aeroplane mass limits are not exceeded.

• The traffic load accepted does not exceed maximum limits set for the respective cabin version and lower
compartments.
NOTE:
Mass calculation has to be done for the precalculation (calculation of EZFM) and for the loadsheet.
Balance calculation
Balance calculation is:

• Required whenever a loadsheet is issued for a specific flight.
• Made either manually or by EDP-system.
The purpose is to ensure that the aeroplane is loaded and the passengers are seated in such a way that balance
conditions are within prescribed limits.
NOTE:
Balance calculation has to be done for the loading instruction (check) and for the loadsheet.
Loading instruction
Loading instruction is:
• Required for every flight for which a loadsheet is issued by ground staff.
Aeroplane release
Loadcontrol is completed and the aeroplane is released for departure (i.e. released for moving away from the
parking position) when the:
• Loadsheet and loading instruction/report (LIR) are in agreement
• Loadsheet issued for that flight, has been checked and, if necessary, amended in accordance with the
instructions in 5.4 “Last minute changes”.
• Flight crew has accepted a copy of the loadsheet issued for that flight and, if necessary, has been informed
of any last minute changes.
• The aeroplane weight and balance conditions are correct and within the designed limits.
REFERENCE:
See 2.6 ”Data communication

Load priority list

Load may have to be refused of offloaded, due to:
• Lack of space (seat or volume).
• Mass reasons.
• Balance reasons.
• Loading and/or transport conditions, which put risk to the aeroplane, passenger, crew and other load (e.g.
leaking Dangerous Goods shipments, exceeding of maximum radiation for RRY shipments).
In cases "A" to "C", use the load priority list published below, to determine which load must be refused or off-
loaded.
Load priority list
Top priority load (A)
Priority code Load category

A1 Urgent life-saving medicines and transplant organs (LHO).
A2 AOG equipment - technical equipment for aeroplane on ground.
A3 1. Official government members on official trip (DG00G1)

2. Official CAA members on official trip.
A4 1. Swiss diplomatic bag (VALDIP)
2. Swiss diplomatic cargo (XPSDIP)
3. Swiss diplomatic cargo (normal AWB)
Booked cargo (B)

B1 1. Ground staff needed for emergency repairs at outstations (XXMEC).
2. Deadheading crew (DHC).
B2-5 Revenue passengers (incl. passengers holding FF award tickets) and their baggage (incl.
AVIH, confirmed excess baggage, cabin baggage taken away at the gate) with confirmed
space.
REFERENCE:
For passenger priority sequence refer to PHM 2.6.3.
B6 Mishandled baggage of LX passengers entitled to a firm booking.
B7 Revenue cargo:
1. Live animals (AVI)
2. Human remains (HUM)
3. Valuable cargo (VAL)
4. Same day "time matters" courier product
5. Swiss X-Presso (XPS, XPL, XPT, XPC)
6. Swiss mail (PRIO within allotment)
7. Swiss "Celsius (CEL)
8. Swiss Argus (VUN)
9. Blocked space argeement (BSA)
10. Cargo covered by reservation agreement (MBG)
11. Diplomatic cargo (DIP)
12. Key account traffic designated by CR (PPP)
13. Cargo needing special attention (NWP, PER, COL, ICE)
14. Short-shipped (SSS), over-carried, offloaded (OFF), or delayed revenue cargo
15. Allotments
16. Regular booked cargo (GCR)
NOTE:
KEY account to get priority on a horizontal basis
B8 SAL mail (surface mail airlifted)
B9 Service 1 cargo
B10 Mishandled baggage of non LX passengers entitled to a firm booking

Unbooked load (C)

C1 Revenue passenger (RQ or OPEN ticket) with their baggage (incl. excess baggage).
C2 Unbooked excess baggage in quantities exceeding 100 kg belonging to booked passengers.
C3 Free and reduced fare passengers, (S1, R1, B1, N1) entitled to firm reservation.
Priority to be applied is the same as for the equivalent category of ID-2 tickets, published in
PHM 8.4 "Acceptance".
C4 LC, AO and CP mail in excess of the total mail allotment.
C5 Revenue cargo
Empty ULD units needed to complete the required ULD stock at station.
C6 SAL mail (surface mail airlifted).

C7 Service 1 cargo.
C8 Mishandled baggage of passengers not entitled to a firm booking.
Stand-by load (D)

D1 The priority code in the "Ticket Designator" box of the ticket determines the priority for staff
passengers which are properly pre-notified. the priority of the baggage is determined by the
priority of the owner, subject to availability of space in the compartments.
NOTE:
Refer to PHM, 8.4.1 "Priority of acceptance".
NOTE:
The load priority list is also published in the PHM and CHM.
Information
Loadcontrol has to inform about planned cargo, which is off-loaded (due to problems "A" to "D" mentioned
above):
• The local cargo department and
• The cargo department at the destination, where the off-loaded goods should have been sent to.
Training, technical and test flights

A loadsheet needs not to be issued by ground staff, unless requested by the flight crew. If necessary, the flight
crew must provide all data, including Dry Operating Mass and Dry Operating Index (DOM/DOI).
If a loadsheet is issued by the flight crew, the flight crew is responsible for correct loading of the aeroplane.


Loadplanning
Responsibility
By signing the loadsheet, the loadplanning confirms that:
• The data have been correctly entered.
• The data have been compared with those of the precalculation.
• Significant differences have been clarified.
Data concerned
• Flight number according to flight schedule or special advice from operations control.
• Aeroplane registration.
• Aeroplane version number according to aeroplane type, cabin configuration and if applicable, ULD
configuration.
• Number of crew according to information from crew control or commander.

• DOM/DOI and pantry code according to the data published in IDS and/or other airline internal publication.
• Take-off and trip fuel figures according to information from flight crew or flight dispatch.
• Maximum gross masses of the aeroplane according to published data or information from flight crew or
flight dispatch.
• Transit load data according to LDM and CPM (for ULD-aeroplane).
• Cargo and mail masses according to cargo manifests and CN38.
• Number of passengers and mass of baggage load as reported from check-in.
• Distribution of the load according to loading instruction/report.
Red cap
Responsibility
The red cap must check and if necessary, correct the loadsheet in accordance with the regulations in 5.4 “Last
minutes changes”.
The red cap must ensure that:
• Passenger figures correspond with the figures established at the gate check.
• Load distribution figures correspond with the equivalent figures on the loading report.
• Fuel figures correspond with the final quantities stated on the fuelling order (responsibility of flight crew
only).
Documents required
To carry out the prescribed checks, the red cap needs, in addition to the loadsheet:
• The completed and signed loading instruction/report.
• The precalculation.
• The fuelling order showing the final amount of fuel uplifted (responsibility of flight crew only).

Deadload cross-check
By signing the loading instruction/report, the red cap confirms that:
• The compartment totals of the loading report have been compared with the corresponding figures of the
loadsheet.
• The reasons for significant differences have been clarified in accordance with instructions in 5.4 “Last
minute changes”.
Presentation of loadsheet to the commander

At the latest 5 minutes before STD or ETD of the flight. Last minute changes must not necessarily be entered
before it is handed to the flight crew. No entries may be made on the copy for the flight crew if further changes
are to be expected.
REFERENCE:
See also 2.6 “Data communication”.
Even if further changes are expected, loadsheet figures must be checked before the loadsheet is handed over
to the commander.
LMC
In case of LMC, the red cap must:

• Return corrected loadsheet copies and the signed loading report to the loadcontrol office for filing.
• Immediately and accurately inform the responsible person issuing the loadsheet of any LMC made at the
aeroplane.

Loadplanning
Responsibility
By initiating printout of the loadsheet or by releasing the loadsheet for printout, the loadplanning confirms that
the following data are correct:
configuration.
• DOM/DOI and pantry code according to the data published in the Extranet and/or other airline internal
publication.
• Take-off and trip fuel figures according to information from flight crew or flight dispatch.
flight dispatch.
• Cargo and mail masses according to UWS (cargo manifests and CN38).
• Number of passengers and mass of baggage load as released from check-in.
Corrections
Corrections of loadsheet data must be carried out by the
• Loadplanning (loadcontrol function 1), and/or
• Red cap (loadcontrol function 2).
If done by the red cap, he becomes fully responsible for items corrected.
Red cap
Responsibility
The red cap must check and, if necessary, correct the loadsheet in accordance with the regulations in 5.4 “Last
minute changes”. He must ensure that:
• Passenger figures correspond with the figures established at the gate check.
• Load distribution figures correspond with the equivalent figures on the loading report.
• Fuel figures correspond with the final quantities stated on the fuelling order (responsibility of flight crew
only).
Documents required
To carry out the prescribed checks, the red cap needs, in addition to the loadsheet:

By signing the loadsheet, the red cap confirms that the:
• Compartment totals of the loading report have been compared with the corresponding figures of the
loadsheet.
• Reasons for significant differences have been clarified in accordance with instructions in 5.4 “Last minute
changes”.
Presentation of loadsheet to the commander

At the latest 5 minutes before STD or ETD of the flight. Last minute changes must not necessarily be entered
before it is handed to the flight crew. No entries may be made on the copy for the flight crew if further changes
are to be expected.
REFERENCE:
See also 2.6 “Data communication”.
Even if further changes are expected, loadsheet figures must be checked before the loadsheet is handed over
to the commander. In case of LMC the red cap must:
• Return corrected loadsheet copies and the signed loading report to the loadcontrol office for filing.
• Immediately and accurately inform the responsible person issuing the loadsheet of any LMC made at the
aeroplane.
Signature
An EDP loadsheet must be signed by the red cap. The signature does not cover the area of responsibility of the
loadplanning, (only if loadplanning has been done by a different person). The manual signature may be replaced
by an electronic signature based on the red cap's personal user identification and password. This application
requires prior permission from headquarters.

Loadplanning Responsibility
By making the relevant input in the EDP-system (e.g. LS/FINAL/SEND in
“axsControl” DCS), the loadplanning confirms that the following data are correct:
configuration.
• DOM/DOI and pantry code according to the data published in IDS and/or other airline internal publication.
• Take-off and trip fuel figures according to the final quantities stated on the fuelling order (responsibility of
flight crew only).
REFERENCE:
For exceptions, see “Procedure for last minute changes” in 5.3.5 ”ACARS loadsheet”.
flight dispatch.
• Cargo and mail masses according to cargo manifests and CN38.
• Number of passengers and mass of baggage load as established at the gate check.
Documents required
To carry out the prescribed checks, the loadsheet agent needs, in addition to the loadsheet:
REFERENCE:
For exceptions, see “Transmission of loading report to loadsheet agent” in 2.6 ”Data communication”.
REFERENCE:
For exceptions, see ”Procedure for last minute changes” in 5.3.5 ”ACARS loadsheet”.
By making the relevant input in the EDP-system (e.g. LS/FINAL/SEND in “axsControl” DCS), the loadplanning
confirms that:
• The compartment totals of the loading report have been compared with the corresponding figures of the
loadsheet.
• The reasons for significant differences have been clarified in accordance with instructions in 5.4 “Last
minute changes”.
Presentation of the final loadsheet to the commander
REFERENCE:
For instructions, see 5.3.5 “ACARS loadsheet”.
Red cap
The red cap is not involved in ACARS loadsheet.


2.4.5 EDP systems
Issue of EDP loadsheets

At stations where an EDP system is used for mass and balance calculations, an EDP loadsheet may be issued
instead of a manually completed loadsheet.
Conditions
Prior approval must be given by:

Ground Services
SITA: HDQGPLX
Prior to the introduction of the EDP system, the handling company must provide the above department with the
following info:
• Printout of all data base records per aeroplane type stored in the system.
• Minimum two loadsheets showing different loads per aeroplane type stored in the system.
Basic requirements for EDP systems

Before a loadsheet is printed, the EDP system must automatically check that the:
• Maximum gross masses of the aeroplane are not exceeded.
• Mass limit of each compartment and, if applicable, ULD position is not exceeded.
• Combined load limits are not exceeded.
• Calculated centre of gravity of the aeroplane is within the prescribed limits.
The system must inhibit printout of the loadsheet if any mass limit is exceeded or if the calculated centre of
gravity is outside the prescribed limits. If the balance calculation and the required checks of the centre of gravity
limits are not or only partly performed by the EDP system, the missing item(s) must be manually determined,
using the relevant balance table/balance chart form. The EDP loadsheet must be amended accordingly.
Database
The table below shows the departments responsible for the basic aeroplane data:
Approval of data and changes Distribution of data to EDP system coordinator and/or
handling agent responsible
Swiss International Air Lines Ltd. Swiss International Air Lines Ltd.
Ground Services Ground Services
Aircraft Handling Management / OGP Aircraft Handling Management / OGP
CH-8058 Zurich Airport CH-8058 Zurich Airport
SITA: HDQGPLX SITA: HDQGPLX
E-mail: [email protected] E-mail: [email protected]
NOTE:
If changes are not approved by the time they become effective, the EDP loadsheet may not be accepted. A
manual loadsheet must be issued until approval is given.

Database checks
The output (loadsheet) of the approved EDP system database (DCS) is checked every 6 (six) months by:
Ground Services
NOTE:
See also 2.2.8 “Other activities related to loadcontrol”.
Data base changes to DOM/DOI and pantry codes

The table below shows the departments responsible for updating and/or distribution of changes of DOM/DOI
and pantry codes to the EDP system coordinator and/or handling agent responsible:
Responsible Means of distribution

Swiss International Air Lines Ltd. - SWISS Ground Services Extranet
Ground Services (https://gs.swiss.com)
CH-8058 Zurich Airport - E-mail:

SITA: HDQGPLX [email protected]
NOTE:
The responsible handling company must hand over the relevant information to the EDP-system coordinator and
the local loadcontrol department of the handling company.

Mass control of load

Different systems of mass control are applied, depending on:
• Aeroplane type
• Destination of the flight
• Local conditions at the departure station
Actual mass
The actual mass shall be used for loadcontrol purposes for:
• Baggage
• Cargo and
• Mail
The actual mass is obtained by means of bulk weighing or from the actual mass established at check-in.
Bulk weighing
Bulk weighing (baggage, cargo, mail):
• Should be applied if weighbridges with the required capacities are installed.
• Can be applied to baggage, cargo and mail.
Loaded transport carts and ULDs are weighed before being dispatched to the aeroplane.
Tare mass of cart or ULD dolly must be deducted from the total mass.
Mass thus established must be entered on:
• Mass slips attached to the carts.
• ULD tags to be attached to the ULDs.
Mass established at check-in

Baggage mass as established at check-in (baggage):
• Actual piece masses must be transmitted to the loadplanning.
• These masses might be different from entries in the passenger ticket.
• Pieces must be counted when loaded onto carts or in ULDs. Total number put into each compartment must
be recorded on the loading instruction/report form.
Load in different compartments or ULDs

If baggage has to be loaded into different compartments or ULDs and the actual weighing cannot be done (e.g.
due to missing scale):
• Divide the total mass of baggage checked in by the total number of checked in pieces of baggage. The
result is an average baggage mass for the flight concerned.
• Multiply this average baggage mass by the number of pieces loaded into each compartment or ULD.
• This must be done for every compartment or ULD, even if loaded in the same compartment.

Standard baggage mass

Standard baggage mass can be used for loadcontrol purposes if the actual mass cannot be established (e.g.
missing scale, unserviceable scale). Pieces must be counted when loaded onto carts or in ULDs. Total number
put into each compartment must be recorded on the loading instruction form.
Application is subject to prior approval from:

Ground Services
SITA: HDQGPLX
REFERENCE:
See 5.2.1 "Standard baggage mass"
Cargo and mail

For loadsheet purposes, masses on cargo manifest C38 and C41 are used if the actual mass cannot be
established. When loading the aeroplane (bulk load only) make sure that:
• all cargo is loaded as per manifests and
• all mail is loaded as per C38 and C41.

Transmission of loading report data to loadplanning
Transmission
If direct comparison of the loading report and loadsheet is not possible:
• Loading report data can be transmitted to the loadplanning by following means:
–– Radio *
–– Telephone *
–– E-mail
–– SITA telex
–– Fax
–– ACARS
–– Handheld *
NOTE:
Oral transmissions of loading data (*) must be backed up with written confirmation prior to the final
loadsheet being sent. However, this may be ignored if working with the Lufthansa AKK environment where
the final loadsheet will be established using the LH-WAB EDP system and dispatched via ACARS. This as
the final traffic load cross checks will be performed by the loading agent together with the cockpit crew.
• Data can be transmitted by the responsible ramp supervisor, red cap or the flight crew (in case of holiday
charter flights and/or diverted flights).
• All transmissions must be made by the same person.
The person responsible for the transmission of the loading report data must keep the loadplanning informed of:
• Subsequent changes to data already transmitted.
• Completion of the loading operations.
He/she must confirm, by signing the loading report, that all data (including changes) have been transmitted to
the loadplanning.
The loadplanning must:

• Read back all information received to confirm correctness of information.
• Record all transmissions on paper to be able to clarify differences at any time before the final loadsheet
is transmitted.
• Keep this record until departure of the flight.
• Put the updated and signed loading report in the flight file, where it must remain.
Transmission of cargo data to loadplanning

The Cargo Handling Agent is responsible for establishing the final weight for bulk loads / unit loads (ULD) and
transmitting this data to the respective Ground Handling Agent performing loadcontrol functions.
The data must include as minimum:
• Individual ULD details (gross weights, ULD type and ULD number, DGR and special loads information)
• Bulk load details (gross weight, DGR and special loads information)
• Transmission of LMC’s to the flight crew

Methods
Either verbally or in writing, not by both methods at the same time. The method must be agreed upon with the
commander beforehand. Ground staff is responsible for immediate reporting of last minute changes to the flight
crew.
NOTE:
Make sure that the LMC mass tolerance, published in AHM – Aeroplane Guides, chapter x.2.9 has not been
exceeded.
If no changes are to be reported, the red cap must confirm this to the commander.
REFERENCE:
For use of ACARS, see 5.3.5 “ACARS loadsheet”.
Written transmission
• Either by means of a copy of the loadsheet amended according to 5.4 “Last minute changes” or
• by means of a special LMC slip, or
• by plain text message dispatched via ACARS.
Verbal transmission
In direct personal contact, by radio or by using the interphone system. Only after the red cap has:
• Entered all changes on the loadsheet copies to be retained on ground.
• Assured that mass limits have not been exceeded.
• Assured that the calculated centre of gravity of the aeroplane is within the prescribed limits.
Contents of transmission:
• Number of LMC passengers per class, specifying (+) or (–).
• Number of infants (to be given separately).
• Total mass of LMC, specifying (+) or (–).
• Corrected balance conditions.
If no changes are to be reported, confirm that data on the loadsheet copy already handed over, remain
unchanged.
Change of fuel figures

• Verbal communication is not allowed.
• The table below shows the communication policy:
Policy
New loadsheet or loadsheet amended according to 5.4 "Last minute changes" to be delivered to the flight
crew.

Aeroplane Handling Manual - AHM General Part 3. Loadplanning
3. Loadplanning
Contents




Purpose
The purpose of loadplanning is to achieve:
• Maximum safety.
• Maximum regularity, taking into account the length of the scheduled ground stops en route.
• The most economical utilization of aeroplane capacity with respect to safety aspects.
• Smooth handling of aeroplane and load at all stations en route.

• Most accurate EZFM to give to the flight crew with the aim of efficient fuel planning.
Applicability
Loadplanning applies to all flights. The extent of loadplanning depends on:
• Aeroplane type.
• Number of transit stops.

• Traffic volume.
Responsibilities
Loadplanning is usually done at the originating station, unless circumstances require loadplanning at a station
en route. Stations en route must inform the responsible loadplanning office of:
• Any new development in nature, amount and density of load.
• Possible excess load.
• All cargo and mail originating at their station.
• Planned ULDs.
REFERENCE:
For message format and content, see Chapter 6 “Messages”.
Local cargo
On request, each station will be allocated certain space for local cargo. This allotment, resulting from both
commercial capacity control and operational planning for handling purposes, is binding for all. Local cargo
exceeding this allotment without confirmation from the space control responsible may be offloaded at the next
station, unless it takes up part of the local allotment for mail and/or baggage.
NOTE:
This is not applicable to load carried to the next station only.
Additional unbooked cargo

Additional unbooked cargo may be loaded if:
• It seems likely that most or all of it can be carried to the destination, or
• The station where it might be offloaded offers good forwarding possibilities to the destination, and
• Communication is established between stations, and
• The requirements mentioned above are met.
Non normal Items

It must be ensured that all non normal items not previously mentioned (such as unmanifested maintenance
material, spare parts, flight kit, etc.) are taken into consideration when establishing all relevant mass and
balance documents.

Maximum capacity available

The maximum usable capacity over a complete route depends on:
• The maximum payload per sector, published by:
Swiss International Air Lines, Flight Operations Planning / OESP (ZRHOWLX)

• The maximum payload per sector as obtained by the dispatch office responsible for the flight or as a result
of operational requirements.
• The maximum volume capacity of the aeroplane.
DEFINITION:
The “critical leg” is the sector with the lowest available payload (mass or volume).
Capacity planning per sector

Based on the maximum capacity available, the loadplanner decides if the total load booked by all stations en
route can be carried. If bookings exceed the available capacity, the cargo or in certain cases the post office mail
exceeding the allotment must be reduced.
If booked cargo must be refused:

• The responsible cargo space control office decides which stations cargo load must be reduced.
• If not reachable, the loadplanner decides in consultation with the station concerned.
Improvement of planning
To improve future planning, loadplanning offices must:
• Analyse their planning compared with the actual situation of the flight.
• Compile statistics (e.g. mail allotments and uplifts per station, baggage, cargo and mail density, stowage
loss).
• Exchange information of common interest.

Introduction
The figures below are guidelines for loadplanning purposes.
IMPORTANT:
If more exact or different conversion factors are available, these must be applied.
Baggage
Mass planning must be based on locally established average baggage masses per passenger. Load distribution
must be based on standard baggage masses.
REFERENCE:
See 5.2.1 “Standard baggage mass”.
Cargo
Use actual dimensions for loadplanning. If actual dimensions are not available, use locally established average
density figures.
Density figures
The table below shows the density figures for conversion of mass into volume:
Type of load Density figures in kg/m³

Baggage 180
Ballast 1400
Cargo * 180
Mixed letter / parcel mail 220
Parcel mail 150
* If local average figures are not available
Passengers
Loadplanning must be based on standard passenger masses:
Calculation
Calculate adults and children separately
REFERENCE:
See 5.2.2 "Standard passenger mass"
Stowing loss
The actual figures must be increased by the “broken stowage factor” to compensate loss of available volume
due to space gaps between loaded items:
Type of load Increase by

Average load 30 %
Low density cargo 50 %
Small soft load Lower factor
NOTE:
The conversion figures given above (density figures) for baggage, ballast, cargo and mail include stowing loss.


General principles
The following general principles apply for load distribution:
• On all sectors, balance conditions of the aeroplane and the total load in the compartments must be within
limits.
• Observe special loading regulations and restrictions for ground stability (refer to the respective aeroplane
type in AHM – Aeroplane Guides).
• On arrival, all stations must have direct access to their offload and baggage must be available first.
• If balance conditions permit, baggage ULD’s should be loaded in the aft compartments.
• If load for different stations is carried in the same compartment, it must be clearly separated to avoid over
carriage.
• Stations should not have to reload large amounts of transit load for balance reasons.
• Stowing regulations for baggage, dangerous goods, live animals and other special loads must be strictly
observed.
• Temperature requirements, loading restrictions and maximum quantities per compartment must be strictly
followed if live animals and/or perishable goods are involved.
Planning for fuel economy

To limit fuel consumption and save fuel costs, the aeroplane shall be loaded in such a way that the centre of
gravity is positioned towards the aft limit.
Furthermore, it is to be encouraged to plan the load distribution in such a manner as to be as close as possible to
the “ideal trim line”. As rule of thumb, the “ideal trim line” is situated along a diagonal line running approximately
1/3 (of the total trim distance) away from the aft limit. Whenever and EDP system has been programmed to
include the “ideal trim line”, the load planner must take this ideal line into consideration.
Bulk load
Loading errors can be reduced by stowing each category of load in a different compartment or compartment
section.

ULDs
The table below shows the distribution in ULDs per type of load:
Type Distribution in ULDs

Baggage - Shall in general into be loaded on pallets.
- Use separate containers for each destination and, if feasible, for each category of
baggage.
- Small quantities of mail may be loaded with baggage in the same container if agreed by
the receiving station.
REFERENCE:
For stowing regulations, see 4.1 "Baggage" and the respective aeroplane type in AHM -
Aeroplane guides
Cargo Primarily to be carried on or in ULDs intended for cargo (pallets, igloos, cool containers, etc. )
Mail - Shall in principle be carried in the bulk compartment or in containers.
- If exceptionally loaded on pallets/igloos, mail may not be mixed with cargo unless agreed
by the receiving station.
Stowing of ULDs
REFERENCE:
For stowing of ULDs refer to the respective aeroplane type in AHM – Aeroplane Guides.

Contents

3.4.1 EDP loading instruction/report for ULD aeroplane

3.4.2 EDP loading instruction/report for non-ULD aeroplane
3.4.3 Manual loading instruction/report for ULD aeroplane
3.4.4 Manual loading instruction/report for non-ULD aeroplane
3.4.5 Manual loading instruction/report for ULD aeroplane used for leisure/charter flights
(A319, A320, A321)
3.4.6 Manual loading instruction/report A320 HB-IJU/X and HB-IJW used for leisure/charter
flights
3.4.7 Loadsheet Back-up Process
3.4.8 Loading instructions/report and transmittal form for EDP system breakdowns and
diversions (RJ100, A319, A320, A321)

General
A loading instruction/report consists of two part as shown in the table below:
Part Responsible Function

Loading instruction Prepared by the Loadplanning (by To instruct the ramp supervisor about:
flight crew on charter flights without
qualified Loadplanning) - The distribution of the on load
- Segregation of special loads.
- For transit flights, the mass and location of the
off- and through load.
Loading report Completed by the ramp loading To confirm that the aeroplane has been loaded
supervisor according to the given instructions.
Deviation from the instructions is only allowed

with the consent of the Loadplanning and must be
clearly stated on the loading report.
To permit a cross-check between final reported

weights from LIR (loading instruction report) and
loading distribution as shown on the loadsheet.

3.4.1 EDP loading instruction/report for ULD aeroplane
Specimen
The specimen below shows a loading instruction/report form on “axsControl” DCS (LX A330) with numbers
referring to the description of the form:
LOADING INSTRUCTION/REPORT PREPARED BY EDNO

ALL WEIGHTS IN KILOS 1 2
FROM/TO FLIGHT A/C REG VERSION GAT TAR STD DATE TIME
3 4 5 6 7 8 9 10 11 12
PLANNED LOAD
13
JOINING SPECS 14
LOADING INSTRUCTION ACTUAL
-------------------------------------------- WEIGHT
CPT 1 FLF MAX 13380 1/2 18869 :: IN KGS
15 16 17 ---------------------
:11 18 D 21
:ONLOAD 19
:SPECS 20
:REPORT 22 24
:..............................................................
:12P
:ONLOAD
:REPORT
:..............................................................
:13P
:ONLOAD
:REPORT
--------------------------------------------
CPT 2 FLA MAX 10206 1/2 18869 :: CPT 1 TOTAL : 26
---------------------
:21P
:ONLOAD
:REPORT
Information repeated for each compartment and ULD position.

Information repeated for each compartment and ULD position
--------------------------------------------
CPT 5 ALA MAX 3129 :: CPT 4 TOTAL :
15 16 ----------------------
:ONLOAD 19
:SPECS 20
:REPORT 23 25
--------------------------------------------
:: CPT 5 TOTAL : 27
----------------------
SI.
28
THIS AIRCRAFT HAS BEEN LOADED IN ACCORDANCE WITH THESE INSTRUC –
TIONS AND THE DEVIATIONS SHOWN ON THIS REPORT. BULK LOAD HAS
BEEN SECURED.
SIGNATURE: 29
THE CONTAINER / PALLETS HAVE BEEN SECURED IN ACCORDANCE WITH

COMPANY INSTRUCTIONS.
SIGNATURE: 30
LOADING REPORT DATA TRANSMITTED

TO THE LOADSHEET AGENT BY SIGNATURE: 31

PLEASE CHECK AND CONFIRM THAT ALL HOLDS AND EMPTY CONTAINERS
TO BE LOADED WERE EMPTY BEFORE LOADING
PRINT NAME: SIGNATURE: 32

Part 1
Description: Heading
Ref. Printed Description Examples / remarks

heading
1 PREPARED BY Name of Loadplanning responsible for the preparations of the
loading instruction.
2 EDNO Edition number Loading instructions
issued for the same
flight are numbered
consecutively.
3 FROM 3-letter IATA airport code of the issuing station.

4 TO 3-letter IATA airport code of the station of next intended
landing.
5 FLIGHT Flight number
6 A/C REG Registration of aeroplane
7 VERSION Version number consisting of aeroplane type code, cabin
version number and ULD version number.
8 GAT Gate number for passenger boarding.

9 TAR Tarmac position of the aeroplane.
10 STD Local schedule time of departure.
11 DATE Local date of issue of this edition.
12 TIME Local time of issue of this edition.
Part 2
Description: General information

heading
13 PLANNED Summary of the estimated joining load by destination and
LOAD load category (incl. passenger figures).
14 JOINING Joining special loads.
SPECS

Part 3
Description: Loading instruction
Ref. Printed Description Examples/remarks

heading
15 CPT Compartment number followed by description of The abbreviations given below are
compartment location. used in the DCS for the description
of compartment location:


ALA Aft lower aft
16 MAX Max. structural mass for compartment.
17 MAX Max. structural mass limit for compartment
combination limit.
18 ULD position followed by ULD code, if available.
19 ONLOAD Mass of joining load per destination and category.
20 SPECS Information about special loads.

21 D Location of compartment door.
Part 4
Description: Loading report

heading
22 REPORT Obey the instructions given below for the - The masses taken from the container/
entries to be made in the space provided pallet tags must be compared with those
for the loading report: of the loading instruction. In case of
discrepancies the loadplanning / red cap
- Enter next to each position the mass of must be informed immediately.
the joining ULD taken from the container/
pallet tag - For baggage units, should they not
be individually weighed, calculate the
- For containers loaded with baggage actual weight by giving the actual total
enter the amount of pieces loaded within checked-in bags. This average weight
the container, next to the information per piece is then to be multiplied by the
given by the loadplanning. This in amount of baggage pieces loaded in
not necessary if baggage units are the unit an added to tare weight of the
individually weighed prior to being container.
brought to the aeroplane.
- Indicate the available volume in baggage
- Whenever possible, indicate the available container by using the codes given
volume by adding the respective volume below:
code.
0 = No volume
- For topped up units enter only the mass 1 = 1/4 available
of the onload. 2 = 2/4 available
3 = 3/4 available
- For ULDs to be relocated enter in the
respective ULD position the destination,
load category and mass of each ULD
relocated from one position to another.
Do not enter the mass in the "Actual
Weight in kg" column.


heading
23 REPORT Enter in the space provided for the loading report the mass
of joining bulk load per destination and category. Obey the
instructions given below:
- Use 3-letter IATA airport code of the destination.

- Enter cart masses, if available.
- For cargo and mail use manifested masses, if actual cart
masses are not available.
- For baggage report the amounts of pieces loaded and
calculate the total mass by using the method described

under point 22 if actual cart masses are not available.
- Enter the mass of BAL and EIC separately.
24 ACTUAL Enter in the column "Actual weight in kg" the total mass per
WEIGHT ULD row.
25 ACTUAL Enter in the column "Actual weight in kg" the total mass per
WEIGHT compartment or per compartment section.
26 CPT Total mass of the onload in the respective ULD compartment.
TOTAL
27 CPT Total mass of the onload in the bulk compartment.
TOTAL
Part 5
Description: Supplementary information

heading
28 SI Supplementary information. Under this heading give instructions
for:
- Goods requiring special handling or stowage, e.g. live animals,

dangerous goods, etc.
- Remark for short connection baggage
- Loading of "loose load"
REFERENCE:
For instructions, see 4.4 " Supporting of load"
- Reloading of ULDs
- Securing of items which may constitute a hazard because of
their size and/or weight (bulk compartment)
In addition to the specific instructions mentioned above, any other

information which may be useful for the ramp supervisor may be
given in this part, e.g. AWB number of special cargo items, standby
cargo etc.

Part 6
Description: Signatures

heading
1 PREPARED BY Name of Loadplanning responsible for the preparation of the
29 SIGNATURE Signature of the ramp supervisor. He confirms that the aeroplane
has been loaded in accordance with these instructions including
the deviations shown in the report column. He confirms as well
that the bulk load has been secured.
30 SIGNATURE Signature of the operator of the loading equipment. He

confirms that the ULDs have been secured in accordance with
company instructions.
31 SIGNATURE Signature of person responsible for transmission of loading
report data to Loadplanning.
REFERENCE:
For more instructions, see 2.3 "Loadcontrol procedure".
32 SIGNATURE Signature of the person confirming that the holds were empty
prior to loading and that any empty units planned for uplift are
also empty prior to loading

3.4.2 EDP loading instruction/report for non-ULD aeroplane
Specimen
The specimen below shows a loading instruction/report form on “axsControl” DCS (LX Avro RJ100) with
numbers referring to the description of the form:
LOADING INSTRUCTION/REPORT PREPARED EDNO

ALL WEIGHTS IN KILOS 1 2
FROM/TO FLIGHT A/C REG VERSION GAT TAR STD DATE TIME
3 4 5 6 7 8 9 10 11 12
PLANNED LOAD
13
JOINING SPECS 14
LOADING INSTRUCTION ACTUAL
-------------------------------------------- WEIGHT
CPT 1 AFT MAX 1793 :: IN KGS
15 16 ----------------------
:ONLOAD 17
:SPECS 18
:REPORT 19
--------------------------------------------
:: CPT 1 TOTAL : 20
----------------------
Information repeated for compartment 4
SI.
21
THIS AIRCRAFT HAS BEEN LOADED IN ACCORDANCE WITH THESE INSTRUC -

TIONS AND THE DEVIATIONS SHOWN ON THIS REPORT. BULK LOAD HAS
BEEN SECURED.
SIGNATURE: 22
THE CONTAINER / PALLETS HAVE BEEN SECURED IN ACCORDANCE WITH

COMPANY INSTRUCTIONS.
SIGNATURE: 23
LOADING REPORT DATA TRANSMITTED

TO THE LOADSHEET AGENT BY SIGNATURE: 24
PLEASE CHECK AND CONFIRM THAT ALL HOLDS AND EMPTY CONTAINERS
TO BE LOADED WERE EMPTY BEFORE LOADING
PRINT NAME: SIGNATURE: 25

Part 1

heading
1 PREPARED BY Name of Loadplanning responsible for the preparation of
the loading instruction.
2 EDNO Edition number Loading instructions
issued for the same
flight are numbered
consecutively
3 FROM 3-letter IATA airport code of the issuing station

4 TO 3-letter IATA airport code of the station of next intended
landing
5 FLIGHT Flight number
6 A/C REG Registration of aeroplane
7 VERSION Version number consisting of aeroplane type code, cabin
version number and ULD version number
8 GAT Gate number for passenger boarding

9 TAR Tarmac position of the aeroplane
10 STD Local schedule time of departure
11 DATE Local date of issue of this edition
12 TIME Local date of issue of this edition
Part 2
Description: General information

heading
13 PLANNED Summary of the estimated joining load by destination and load
LOAD category (including pax figures).
14 JOINING Joining special loads.
SPECS
Part 3

heading
15 CPT Compartment number followed by description of The abbreviations given below are
compartment location. used in the DCS for the description of
compartment location:

ALA Aft lower aft
16 MAX Maximum structural mass limit for compartment.
17 ONLOAD Mass of joining load per destination and category.
18 SPECS Information about special loads.

Part 4

heading
19 REPORT Enter in the space provided for the loading report the mass
of joining bulk load per destination and category. Obey the
instructions given below:
- Use 3-letter IATA airport code of the destination.

- Enter cart masses, if available

masses are not available
- For baggage calculate the total mass by using the standard
baggage mass and the number of pieces, if actual cart
masses are not available
- Enter the mass of BAL and EIC separately
- Don not enter the mass of load relocated from one
compartment to another
20 CPT TOTAL Total mass of the onload in the respective compartment
Part 5
Description: Supplementary information

heading
21 SI Supplementary information. Under this heading give instructions
for:
- Good requiring special handling or stowage e.g. live animals,

dangerous goods, etc.
- Securing of items which may constitute a hazard because of
their size and/or mass (bulk compartment).
- Location of short connection and/or priority baggage.
In addition to the specific instruction mentioned above, any other

information which may be useful for the loading supervisor may
be given in this part, e.g. AWB number of special cargo items,
standby-cargo, etc.

Part 6

heading
1 PREPARED BY Name of Loadplanning responsible for the preparation of
the loading instruction
22 SIGNATURE Signature of the ramp supervisor. He confirms that the
aeroplane has been loaded in accordance with these
instructions including the deviations shown in the report
column. He confirms as well that the bulk load has been
secured.
23 SIGNATURE Signature of the operator of the loading equipment. He Only required for ULD
confirms that the ULDs have been secured in accordance aeroplane
with company instructions
24 SIGNATURE Signature of person responsible for transmission of loading
report data to Loadplanning.
REFERENCE:
For more instructions, see 2.3 "Loadcontrol procedure"
25 SIGNATURE Signature of person responsible checking that all holds

were empty prior to loading

3.4.3 Manual loading instruction/report for ULD aeroplane
Specimen
The specimen below is an example of manual loading instructions/reports for a ULD aeroplane (A320-214) and
shows numbers referring to the description of the form.
Loading Instruction / Report A320-214
Station: 1 Flt: 2 Reg: 3 ULD Vers.: 4 Date: 5

8 On arrival ULD Loading Instruction/Report ULD Weight

ID-Code ID- Report
Row
(Off/Transit) 13 (On)
Code
11 15 11 16 11 17 16 18
Door
12 12 12 6
13 13 13
1
Total Onload Compartment 1 20
31 31 31
32 32 32 3
Total Onload Compartment 3
41 41 41
Door
42 42 42
4
51 51 51 19
52 52 52
Door
53 53 53
5
10 Reloading Instructions Compartment Totals

Position on/at Position on/at COMPT. 1 3 4 5
Arrival Departure Arrival Departure TRANSIT kg 9
+ 11 + + +
RELOAD kg - - - -
SUBTOTAL = 12
ONLOAD kg 21
TOTAL kg 22
MAX. WEIGHT kg 3402 2268 2268 7 *)

Special Instructions
14 Loading instructions issued by: 23
This aircraft has been loaded in accordance with these instructions

including the deviations shown in the report column. It has been made
certain that all the unit load devices and the bulk load have been secured
in accordance with the respective instructions. Furthermore, please
check and confirm that all holds and empty containers to be loaded were
empty before loading.
Loading supervisor's signature: 24
Compartment totals of loading report compared with loadsheet by. 25

Part 1

heading
1 Station 3-letter IATA airport code of the issuing station
2 Flt. Flight number of flight for which the instructions
are prepared
3 Reg. Registration of aeroplane with which the flight
is being operated
4 ULD Vers. Number of ULD configuration If required, indicate the applicable

hold version
5 Date Local date
NOTE:
The appropriate boxes must be filled in by the responsible Loadplanning.
Part 2
Description: Offload, transit load and reload instructions

heading
6 Compartment number
7 MAXIMUM Maximum permissible mass per compartment and Mass limits must be filled in
WEIGHT combined limit of adjacent compartments. by the Loadplanning, if not
preprinted on the form.
The mass of items, which are part of the standard
REFERENCE:
equipment in a compartment such as standard flight kit,
For maximum masses, see
crew baggage, etc., must be deducted from the maximum
respective aeroplane guide.
mass capacity of the respective compartment
8 On arrival - If required complete the layout according to the ULD
Off/Transit arrangement given in the CPM
- Copy the entries for this part from the CPM
- Indicate pallets and containers to be offloaded
permanently or temporarily for topping-up and/or re
sequencing by encircling the ULD position designator.
- Indicate offload from the bulk compartment by
encircling the destination code.
9 TRANSIT Total mass of transit load in the respective compartment. Transit load information must
be copied from the LDM.
10 Reloading State original (arrival) and new (departure) position of
instructions transit ULDs, which must be relocated.
11 RELOAD Mass of transit load to be relocated from one compartment
into another. Indicate plus (+) or minus (-) by encircling the
respective algebraic sign.
12 SUBTOTAL Calculate the "Subtotals" sum/difference of items 9 and
11.
NOTE:
Offload, reload and transit load information must be filled in by the Loadplanning/red cap.

Part 3

heading
13 Loading If required complete the layout according to the If a ULD contains more than
Instruction / planned ULD arrangement. Show the location of the one category of load, use a
Report (ON) joining ULDs and bulk load only. Specify load category combination of codes, e.g.
by using the codes: baggage and mail, write BM
B Local baggage (also BY used)

BF First class baggage (HON PRIO)
BC Business class baggage (PRIO)

BT Transfer baggage
D Crew baggage
C Cargo
M Mail
E Equipment (DZH for A319, XKH catering
container for A320E, if applicable)
N Nofit / empty position (no container or pallet at

that position)
T Transit Load (the letter "T" must be stated in
front of the appropriate load category code,
e.g. "TC" for transit cargo)
U Unserviceable container/pallet
X Empty ULD
For ULDs containing cargo, state the mass taken from

the container/pallet mass statement.
For multi- sector flights specify the destination (station

of unloading). Use the 3-letter IATA airport codes.
Indicate ULDs to be topped up with the letters (TU)

in brackets.
For empty ULDs write "X" and the standard tare mass
according to 5.2.4 "Unit load devices".
14 Special Under this heading give instructions for:
instructions
- Goods requiring special handling or stowage, e.g.
live animals, dangerous goods, etc.
- Loading of "loose load"
- Location on of short connection baggage
- Securing of items which may constitute a
hazard because of their size and/or mass (bulk
compartment).
In addition to the specific instructions mentioned

above, any other information which may be useful for
the loading supervisor may be given in this part, e.g.
summary of planned onload, AWB number of special
cargo items, standby cargo, etc.
NOTE:
The loading instructions must be completed by the responsible Loadplanning. After completion, the form is to
be handed over to the ramp supervisor.

Part 4

heading
15 On arrival ULDs to be offloaded
(OFF/Transit) Tick off () the respective box as soon as the
unit has been offloaded.
16 ULD ID-Code IATA ULD ID-Code
17 Loading Obey the instructions given below for the entries For baggage units, should they not
Instruction / to be made in the space provided for the loading be individually weighed, calculate
Report report: the actual weight by dividing the

actual total checked-in bag mass by
- For containers loaded with baggage enter the total amount of checked-in bags,
the amount of pieces loaded within the This average weight per piece is
container, next to the information given by then to be multiplied by the amount
the loadplanning. This is not necessary if of baggage pieces loaded in the
baggage units are individually weighed prior unit and added to tare weight of the
to being brought to the aeroplane. container
- For ULDs to be relocated enter in the

respective ULD position the destination, load
category and mass of each ULD relocated
from one position to another. Do not enter the
mass in the "Weight Report" column.
18 Weight report Enter the instructions given below for the entries The masses taken from the container/
to be made in "Weight Report" column. Obey the pallet tags must be compared with
instructions given below: those of the loading instructions,
- Enter next to each position the mass of the In case of discrepancies the
joining ULD taken from the container/pallet loadplanning and/or red cap must
tag. be informed immediately.
- For containers enter the total mass of both
containers in the row.
- For topped up units enter only the mass of the
onload
19 Loading Obey the instructions given below for the entries
Instruction / to be made in "Weight Report" column:
Report (bulk) - Use 3-letter IATA airport code of the
destination
- Enter cart masses, if available
- For cargo and mail use manifested masses,
if actual art masses are not available
- For baggage report the amounts of pieces
loaded an calculate the total mass by using
the method described under point 17 if actual
cart masses are not available.
- Enter the mass of BAL and EIC separately
20 Weight report Enter the total mass per compartment section
21 Onload Total mass of onload per ULD compartment
22 Total Total mass of load per compartment This figure must not exceed the
"Maximum Weight" of the respective
compartment.
NOTE:
The loading instructions must be completed by the responsible loadplanning. After completion, the form is to be
handed over to the ramp supervisor.

Part 5

heading
23 Loading instruction Signature of responsible load planner
prepared by
24 Loading Supervisor's Signature of the ramp supervisor.
signature
He confirms that the aeroplane has been loaded
in accordance with these instructions including the
deviations shown in the report column.

25 Compartment totals Signature of the red cap after he has compared the
of loading report compartment totals on the loading report (item 19 )
compared with with the respective total on the loadsheet
loadsheet by: REFERENCE:
In case of deviations, obey the instructions in 5.4 "Last
minute changes"


3.4.4 Manual loading instruction/report for non-ULD aeroplane
Specimen
The specimen below is an example of manual loading instructions/reports for non-ULD aeroplane and shows
numbers referring to the description of the form.
24
1
23
22
21
2
3
10
8
15
4
9
20
12
19
13
11
18
16
17
5
7
6
14

Part 1

heading
1 Station: 3-letter IATA airport code of the issuing station
2 Flight: Flight number for which the instructions are prepared.
3 Crew: Crew figures for cockpit / cabin
4 Reg.: Registration of aeroplane with which the flight is being
operated.
5 Version: Version number consisting of aeroplane type code and

cabin version number
6 Date: Date of actual operation
7 RJ100 Type Indicate if RJ100 MkI, MkII or MkIII and complete the Tic the appropriate box.
maximum allowed structural mass for the relevant
aeroplane type.
NOTE:
The appropriate boxes must be filled in by the responsible loadplanning.
Part 2
Description: Offload, transit load and reload instructions

heading
8 Comp. no.: Compartment number
9 MAXIMUM Maximum permissible mass per compartment and combined Mass limits must be filled
WEIGHT load limit of adjacent compartments. The mass of items in by the loadplanning, if
which are part of the standard equipment in a compartment not printed on the form.
such as standard flight kit, crew baggage, etc., must be For maximum masses,
deducted from the maximum mass capacity of the respective see the aeroplane guide
compartment. x.4.4.2.1
10 OFF Mass of load to be unloaded from the respective compartment. Offload information to be
obtained from the LDM.
11 TRANSIT Total mass of transit load per compartment. Transit load data to be
obtained from the LDM.
12 RELOAD Total mass of transit load which has been reloaded from one State plus or minus by
compartment to another. Give further instruction in the field encircling the applicable
"Special instructions/Note". algebraic sign, i.e. (-), (+).
NOTE:
The appropriate boxes must be filled in by the responsible loadplanning in case of transit flights.

Part 3
Description: Loading instructions

heading
13 LOADING Instructions on where the joining load is to be stowed. For
INSTRUCTION multi- sector flights specify destination using the 3-letter
IATA airport codes.
Specify load category by using the codes:
B Local baggage (also BY used)
BF First class baggage (HON PRIO)
BC Business class baggage (PRIO)

BT Transfer baggage
C Cargo
D Crew baggage
M Mail
T Transit load (the letter "T" must be stated in front
of the appropriate load category code, e.g "TC" for
transit cargo)
If the rest load is planned in a compartment, state estimated

mass of the rest.
Mention EIC, BAL and FKT separately.
Show where special load is to be stowed and if necessary

give further instructions under "Special Instructions/Notes".
REFERENCE:
Use the codes in 5.3.1 "Load information codes".
14 SPECIAL Under this heading give instructions for:
INSTRUCTIONS /
NOTES - Goods, which require special handling or stowage, e.g.
live animals, dangerous goods, etc.
- Lashing and/or supporting of pieces which, if not
secured, might damage the compartment because of
their special size and/or mass.
- Location of short connection baggage.
- Relocation of transit load.
In addition to the specific instructions mentioned above,

any other information which may be useful for the ramp
supervisor for loading may be given in this part, e.g
summary of planned onload, AWB no. of special load,
standby cargo, etc.
NOTE:
These instructions must be filled in by the responsible loadplanning. After completion of these entries, the form
must be handed over to the ramp supervisor.

Part 4

heading
15 Dest. 3-letter IATA airport code of the destination (station of
unloading) of the load.
16 Category Indicate load category, with appropriate amount of baggage BT x 15 pcs
pieces.
17 Weight Mass of joining load. Obey the instruction given below for the
entries to be made in "Mass" column:
- Enter cart masses, if available.

masses are not available.
- For baggage report the amounts of pieces loaded and
calculate the total mass by using the method described
under point 17 of AHM 3.4.3 if actual cart masses are not
available.
- If applicable enter the mass of BAL, EIC and FKT separately.

18 TOTAL Total mass of onload per compartment
ONLOAD
19 SUBTOTAL Sum of items 18 and 11
20 TOTAL Total mass of load per compartment. Sum/difference of items This figure must not
19 and 12 exceed the maximum
mass permissible for the
respective compartment.
NOTE:
The loading report shall be completed by the responsible ramp supervisor. The entries shall be made
continuously while loading is in progress.
Part 5
Description part 5. Signatures

heading
21 Loading Instruction issued by: Signature of responsible loadplanning
22 Compartment totals of loading report Signature of the red cap after he has
compared with loadsheet by: compared the compartment totals on
the loading report (item 18 ) with the
respective totals on the loadsheet.
REFERENCE:
In case of discrepancies, follow the
instructions published in 5.4 "Last minute
changes".
23 This aeroplane has been loaded in Signature of the responsible ramp
accordance to these instructions supervisor, He confirms that the
including the deviations recorded. The aeroplane has been loaded according to
load has been secured in accordance the loading report and that the load has
with company regulations. Furthermore, been secured according to the company
please check and confirm that all holds regulations.
were empty before loading.

3.4.5 Manual loading instruction/report for ULD aeroplane used for

leisure/charter flights (A319, A320, A321)
Procedure
Loadplanning at leisure/charter stations without qualified loadplanning

At leisure/charter stations without approved Loadcontrol handling company by SWISS Ground Services, Aircraft
Handling Management / OGP, loadplanning for SWISS aeroplane types A319, A320, A321 is fully done by the
flight crew by using the special loading instruction/report form for leisure/charter flights.
• Loading is indirectly supervised by the flight crew by requesting an exact reporting.

• Based on this report the actual figures of the load are calculated by the flight crew.
• The final loading figures are then entered by the cockpit crew into the Airbus LPC NG W&B module.
• The final loadsheet is then established in the Airbus LPC NG W&B module.
• The cockpit crew copies the loadsheet data on a special designated form, which is subsequently handed
over to the ground handling personnel. The form has to be kept in the station file together with the loading
instruction/report form.
NOTE:
i. For qualification of Loadcontrol see 2.2.6 “Standards for Loadcontrol approval at SWISS leisure/charter
destinations”.
ii. In case of failure of the LPC NC W&B module, the cockpit crew is to use the "Loadsheet backup process",
see AHM 3.4.7.
REFERENCE:
See 5.3 “Loadsheet and 2.1.2 “Station file”.
Specimen
The specimen on the next page is an example of a manual loading instruction/report for leisure/charter
flights (A320-214) using the standard ULD hold configuration. The specimen shows numbers referring to the
description of the form.

14
13
10
9
12
11
1
2
3
6
17

16
15
8
18
19

Part 1

heading
1 Flight no. Flight number of flight for which the instructions
are prepared.
2 Date: Local date
3 Reg: HB- Registration of aeroplane with which the flight is
being operated.
4 Version: Number of ULD configuration

5 Crew: Number of crew
6 Name of Commander: Name of commander
NOTE:
The appropriate boxes must be filled in by the flight crew
Part 2
Description part 2: Information and instructions

heading
7 Intentionally left blank
8 INSTRUCTIONS FOR Detailed instruction for use in case of standard Make sure that the form
USE loading A320-214 charter flights (step by step) remains with handling
agent in the flight file.
9 Description of abbreviations used on the form
10 Contact of handling agent Swissport ZRH,
Loadcontrol
11 Contact of handling agent at the next station. To be completed by local
handling agent, if needed.

Part 3
Description part 3: Loading instruction

heading
12 OFFLOADING The CPM from the outgoing flight is copied
INSTRUCTIONS onto the form in order to inform the offloading
personnel at the carter destination.
Specify load category by using the codes:
B Y-class baggage (also BY used)
BC C-class baggage
BT Transit baggage
D Crew baggage
N "Nofit" / empty positon (no container or
pallet at that position)
X Empty ULD
13 PLANNED Loading instructions for a planned onload up to Follow the SWISS company
ONLOAD 75 passengers. Follow the priorities (PRIO) for NOFIT rules, if any ULD position
UP TO 75 loading the aeroplane. will be kept empty.
PASSENGERS
14 PLANNED Loading instructions for a planned onload for 76 Follow the SWISS company
ONLOAD 76-168 - 168 passengers. Follow the priorities (PRIO) for NOFIT rules, if any ULD position
PASSENGERS loading the aeroplane. will be kept empty.
Part 4
Description part 4: Loading report

heading
15 ONLOADING REPORT The number of pieces of baggage must be counted
and noted in the box of the respective ULD position.
Follow the loading instructions from part 13 or 14 .
After receiving the loading report, the flight crew will
calculate the compartment totals for the loadsheet.
16 PASSENGER ONLOAD The responsible ground handling staff indicates the
REPORTED BY GATE seating of the passengers in the different sections
AGENT AT STD minus 15 (A, B, C).
MINUTES Specify passenger information
- By class (C-class, Y-class)
- By gender M male
F female
C child
I infant
NOTE:
The loading report must be completed by the responsible ramp supervisor. After completion, the form is to be
handed over to the flight crew.

Part 5
Description part 5: Signatures
17 All deadload offloaded Signature of ramp supervisor. He confirms Empty ULDs, which will
that all deadload has been offloaded. not e used, can remain in
the hold(s).
18 Aircraft loaded and secured Signature of the ramp supervisor. He
confirms that the aeroplane has been loaded
in accordance with these instructions. He
also confirms that it has been made certain
that all unit load devices and the bulk load
have been secured in accordance with the
respective instructions.
19 Signature of gate agent Signature of the gate agent. He/she confirms
the reporting of passengers accepted.
NOTE:

3.4.6 Manual loading instruction/report A320 HB-IJU/X and HB-IJW

used for leisure/charter flights
Procedure
Loadplanning at leisure/charter stations without qualified loadplanning

At leisure/charter stations without approved Loadcontrol handling company by SWISS Ground Services, Aircraft
Handling Management / OGP, loadplanning for SWISS aeroplane types A319, A320, A321 is fully done by the
flight crew by using the special loading instruction/report form for leisure/charter flights.
• Loading is indirectly supervised by the flight crew by requesting an exact reporting.

• Based on this report the actual figures of the load are calculated by the flight crew.
• The final loading figures are then entered by the cockpit crew into the Airbus LPC NG W&B module.
• The final loadsheet is then established in the Airbus LPC NG W&B module.
• The cockpit crew copies the loadsheet data on a special designated form, which is subsequently handed
over to the ground handling personnel. The form has to be kept in the station file together with the loading
instruction/report form.
NOTE:
i. For qualification of Loadcontrol see 2.2.6 “Standards for Loadcontrol approval at SWISS leisure/charter
destinations”.
ii. In case of failure of the LPC NC W&B module, the cockpit crew is to use the "Loadsheet backup process",
see AHM 3.4.7.
REFERENCE:
See 5.3 “Loadsheet and 2.1.2 “Station file”.
Specimen
The specimen on the next page is an example of a manual loading instruction/report for leisure/charter flights
(A320-214) operated by HB-IJU/X using the "Open Loading" configuration. The specimen shows numbers
referring to the description of the form.
NOTE
The applicable loading instruction report for leisure/charter flights (A320-214) operated by HB-IJW is very similar
to the one shown on the next page, the only difference being in the available seating configurations. This as
HB-IJW is not fitted with a floating curtain divider.

14
13
12
10
11
9
1
4
2
5
3
6
17

15
16
8
18
19

Part 1
Ref. Printed heading Description Examples/remarks

1 Flight no. Flight number of flight for which the instructions
are prepared
2 Date: Local date
3 Reg.: HB- Registration of aeroplane with which the flight
is being operated.
4 Version: Number of ULD configuration
5 Crew: Number of crew

6 Name of Commander: Name of commander
NOTE:
The appropriate boxes must be filled in by the flight crew.
Part 2
Description: Information and instructions

8 INSTRUCTIONS Detailed instruction for use in case of standard loading Make sure that the form
FOR USE A320-214 charter flights (step by step) remains with handling
agent in the flight file.
9 TERMS and Description of abbreviations used on the form
DEFINITIONS
10 Contact of handling agent Swissport ZRH, Loadcontrol
11 Contact of handling agent at the next destination. To be completed by
local handling agent, if
needed.
Part 3

12 OFFLOADING The CPM of the outgoing flight is The catering container "XKH" on
INSTRUCTIONS copied into the form in order to inform position 31 must always remain on
the offloading personnel at the charter board.
destination. If the catering container "XKH" is not
Specify load category by using the codes: loaded, the flight crew will mark this
B Y-class baggage on the form.
BC C-class baggage NOTE:
BT Transfer baggage For "XKH" handling refer to aeroplane
D Crew baggage guide, 4.5.9.2 "XKH container".
X Empty ULD
13 PLANNED Loading instructions for a planned onload 600 kg is the max. load for position
ONLOAD UP TO up to 80 passengers. Follow the priorities 32, if the catering container "XKH" is
80 PASSENGERS (PRIO) for loading the aeroplane. loaded.
14 PLANNED Loading instructions for a planned onload 600 kg is the max. load for position
ONLOAD 80-168 80-168 passengers. Follow the priorities 32, if the catering container "XKH" is
PASSENGERS (PRIO) for loading the aeroplane. loaded.

Part 4

15 ONLOADING REPORT The number of pieces of baggage must be counted
and noted in the box of the respective ULD position.
Follow the loading instructions from part 13 and
14 . After receiving the loading report, the flight
crew will calculate the compartment totals for the
loadsheet.
16 PASSENGER The responsible ground handling staff indicated
ONLOAD REPORTED the seating of the passengers in the different

BY GATE AGENT sections (A, B, C). Specify passenger information:
AT STD minus 15 - By class (C-class, Y-class)
MINUTES - By gender M male
F female
C child
I infant
NOTE:
Part 5

17 All deadload offloaded Signature of ramp supervisor. He confirms Empty ULDs, which will not
that all deadload has been offloaded. be used, can remain in the
hold(s).
18 Aircraft loaded and Signature of the ramp supervisor. He
secured confirms that the aeroplane has been loaded
in accordance with these instructions. He
also confirms that it has been made certain
that the bulk load has been secured in
accordance with the respective instructions.
19 Signature of gate agent Signature of the gate agent. He/she confirms
the reporting of passengers accepted.


3.4.7 Loadsheet Back-up Process
General
Under normal circumstances, mass and balance documentation for SWISS aeroplanes will be established by a
certified local or centralised load control unit. However under the following circumstances, it will not be possible
for the handling agents to establish the mass and balance documentation:
A320 fleet
• System breakdown and the handling agent is not certified to establish manual mass and balance
documents.
• Diversion to a station other than a SWISS destination.
• LPC NG W&B module of the cockpit crew no longer functions correctly.
RJ100 fleet
documents.

• Scheduled leisure charter stations and charter / adhoc flights without approved loadcontrol staff (refer to
AHM 2.2.5).
A330 / A340
documents.
General Process
• When such situations arise, the cockpit crew will provide and complete the "Request for Weight & Balance
documentation" form. This will be handed over to the ground handling agent, who is then required add their
contact details under "Remark" and to send the form to SWISS Ground Competence Centre (GSCC) as
well as SWISS Network Operations Control (NOC).
Depending on opening times of SWISS GSCC, one or the other department will then contact one of the
following centralised loadcontrol partners:
–– Swissport Loadcontrol station ZRH
–– Lufthansa Services Thailand (LST-BKK)
–– Global Loadcontrol (LH-GLC)
The requested Loadcontrol partner will then prepare the Loading Instructions Report (if needed) and will
provide it to the ground handling agent at the outstation.
• The Loading Instructions Report is to be completed by the handling agent according to the actual load and
transmit details either:
–– by using the Loading Instructions Report received from the Loadcontrol partner or
–– using another written format i.e. e-mail, fax or SITA.
Data transfer by telephone must be backed up by written confirmation prior to door closure.
• Upon receipt of load data the loadcontrol unit will establish and transmit the loadsheet to cockpit via ACARS
and/or to ground handling agent according to transmittal instructions received on "Request for Weight &
Balance documentation" form.

Specimen
The following specimen is an example of a completed "Request for Weight & Balance documentation" form:
NOTE:
The "Request for Weight & Balance documentation" form is found within the "Forms / Weight & Balance Folder"
on board the aircraft and is not otherwise available to ground handling agents.

Loadsheet back-up process, Process description for narrow body aeroplanes
The following flow charts depicts the applicable loadsheet back-up process for both the Airbus A320 fleet
(A319, A320, A321) as well as for the RJ100 fleet (MkI; MkII, MkIII)

Loadsheet back-up process, Process description for wide body aeroplanes

The following flow charts depicts the applicable loadsheet back-up process for both the Airbus A330 and A340
fleet:
NOTE:
The "FMS procedure to determine TOW & TOWCG" is to be conducted by the cockpit crew and does not
directly involve the Ground handling agent. When applicable, the cockpit crew will base themselves on the initial
loadsheet and take supplementary values from the FMS (Flight Management System).

3.4.8 Loading instructions/report and transmittal form for EDP

system breakdowns and diversions (RJ100, A319, A320, A321)
General
In the event of a general failure of EDP systems as well as for diversions to stations where no SWISS certified
loadcontrol staff is present, a specific Loading instruction and reporting form can be used in order to transmit
the final loading details to the relevant loadcontrol units.
In such an event, the responsible loadcontrol unit will establish and transmit the final loadsheet to the cockpit
crew of the relevant flight. If required, the loading instruction / report will also be established by the loadcontrol
unit.
In such situation and due to time constraints, basically no DGR shipments are to be accepted. Exceptions to this
rule may apply depending on the amount and particular situation of the concerned flight (i.e. diversions where
the cargo & mail will remain on board for the return flight).
Should the specific Loading instruction and reporting form not be used, the handling agent is nevertheless to
assure that all figures used for the loadsheet are backed up in written form prior to the final loadsheet being sent
General communication setup

Please refer to the Loadsheet back-up process AHM 3.4.7 for the actual communication process used in such
situations
Initial Information
In order for to confirm the actual weight & balance documentation requirements, the cockpit crew will complete
the "Request for Weight & Balance documentation" form which contains the following initial information:
• Flight number
• Aircraft registration
• Crew composition
• Take-Off Fuel (TOF)
• Trip Fuel (TIF)
• Elapsed En route Time (EET)
• General remarks
In turn, the Handling agent is to provide the following information to SWISS GSCC and SWISS NOC:
• E-mail address, SITA address (or) FAX number to which the loadcontrol documents are to be sent
• Applicable telephone number at which
Once this information has been established, the relevant data will be entered into the EDP system and the
required documents sent to relevant address(es).
Procedure for final loadsheet communication

In order to establish the necessary written confirmation, it is highly recommended to complete the Loading
Instruction / Report transmittal form.
This form is Excel based and is to be completed by the handling agent at the concerned station and sent back
to the responsible loadcontrol unit as well as to SWISS GSCC and to SWISS NOC.
The final loadsheet will then be established using the provided data as found on this form.
These forms are available for download on the SWISS Ground Services Extranet site under the relevant
aeroplane registration.
Please refer to the instructions “Completion of final load transmittal form” in order to see how these forms are
to be completed. These forms take approximately 5-7 minutes to complete.

Final load transmittal form


Completion of the final load transmittal form

• Only the green fields need to be completed.
• Other fields will be completed automatically.
1. Complete the header line (Station, Flight, Registration):

2. Complete the information situated on the right hand side of the form:
Complete:
• Crew composition
• Cabin configuration
• Final fuel figures (TOF & TIF)
• Final passenger figures per class and gender
• Final seating conditions if known
Otherwise, indicate that free seating conditions apply as shown below:
Section A Section B Section C

Free Free Free
• Final baggage figures (total baggage pieces and total weight)

3. Complete the left side of the form. Depending on the category of deadload that is entered, this will “open”
supplementary green fields which will then have to be completed.
Complete as follows:
Complete:
• Next to the relevant bay position click on the green field to obtain the drop down menu.
• From the drop down menu, choose the relevant dead load category.
• Complete any subsequent green fields as they appear with the corresponding values.
NOTE:
i. The “ULD-ID-code” will also have to be completed using a drop down menu. Please choose the
corresponding ULD type. The form will the decide itself if the TAR weight needs to be added to the “Mass
Report” or not.
ii. When applicable, the “Baggage Pieces Report” must be completed with the amount of baggage pieces
loaded in the ULD. The form will then complete the weight based on the average baggage mass for the
flight and add the corresponding TAR weight.

4. Example of the completed form:



General
The various combinations of empty and occupied ULD positions are published in the respective aeroplane
guides.
Basic rule
Do not carry empty equipment.

EXCEPTIONS:
Empty equipment may be carried for:
• Balance of ULD stock at the next station.
• Version or restraint system reasons.
• Transfer of specific equipment (e.g. cool container).
Stations may also agree on standard “no-fit” versions, which may vary according to season. This procedure is
not applicable to intermediate legs of multi- sector flights.
ULD stock balance

Stations that have surplus units must:
• Return them to headquarters, or
• In coordination with Jettainer, forward them to stations which are short of ULDs.


Aeroplane Handling Manual - AHM General Part 4. Loading
4. Loading
Contents

4.1 Baggage
4.2 ULDs
4.3 Bulk load

4.5 Ballast
4.7 Dangerous goods
4.8 Live animals
4.11 Unloading


4.1 Baggage
This table shows the different types of baggage:
Type of baggage
First class/Top Priority baggage
Business class baggage
Transfer baggage
next transfer station
Local baggage
Short baggage
must be loaded on top.

The table below shows the types of baggage container tags:
Type of tag Used for

Standard container tag
(mark the type of baggage on the tag)
P container tag Exclusively for containers with priority baggage
NOTE
SWISS tags providing:


Specimens:
NOTE:
The "EMPTY" tag figures on the backside of all baggage container tags.

EXAMPLE:
RJ100 ¨
¨
Rules for THRU units:
'H¿QLWLRQ
Short connection baggage is baggage of passengers having an onward connection out of stations within:

destinations.


,GHQWL¿FDWLRQ
Short connection baggage is identified as shown in the table below:
Type
Baggage
"short connection" sticker.
either by the:

Loading position
Positions to be used (in order of priority)

42L / 41L
41L / 42L / 33L / 32L
43L / 43R / 42L / 42R / 11L / 11R
Loadplanning
The amount of short connection baggage must be determined separately. Use the Passenger Transfer List
(PTL) from the reservation system to collect this information. The PTL gives the passenger name list per class
special handling attention.
HON Priority tag Priority tag

Loading position
Increase the cargo ULD offer

Increase the mail ULD offer

a specific requirement for additional ULD capacity must be confirmed to the loadplanning unit before mixing
and baggage handling.
must be assured that the priority baggage are loaded on top of the local baggage. This will ensure that the local
priority baggage be delivered before the local baggage in the baggage hall.
REFERENCES:

'H¿QLWLRQ
NOTES:

,GHQWL¿FDWLRQ
Loading position
by other items.
format:
EXAMPLE:
NOTE:

Baggage type Manual
Unclaimed / found baggage (rush/expedite baggage)

are: NOTES:

pieces and mass of rush/expedite baggage

sequence:
Into Hubs ZRH/GVA/FRA/MUC

Sequence
1 Empty ULD (for ULD aeroplane only).
2
3
4
5 Local baggage B (or BY).
6 NOTE part.
7 NOTE part.
8
9 NOTE
part.
Into all other destinations:

Sequence
1 Empty ULD (for ULD aeroplane only).
2
3
4
5 Local baggage B (or BY).
6
7 NOTE part.
8 NOTE part.
9 NOTE
part.
NOTE:
REFERENCE

REFERENCE:
for baggage has to be obeyed:
1. Transfer baggage SHORT
baggage handling department.

2. Transfer baggage
Transfer baggage shall be unloaded and delivered to the respective baggage handling department.
3. Local priority baggage
Prio 1 ¨
Prio 2 ¨ Local priority baggage marked with Priority tag
are requested to deliver the baggage on the conveyer belt in the correct order (Prio 1 for baggage marked with
gap between the different type of baggage categories must be done.

4. Local baggage
Local baggage shall be unloaded and delivered to the baggage claim area. Make sure that all priority baggage
visible separation should be done between the different baggage categories.

IMPORTANT:
order to avoid tail tipping of the aeroplane.

REFERENCE:

REFERENCE:
for baggage has to be obeyed:

1. Local priority baggage
Prio 1 ¨
Prio 2 ¨ Local priority baggage marked with Priority tag
are requested to deliver the baggage on the conveyer belt in the correct order (Prio 1 for baggage marked with
gap between the different type of baggage categories must be done.

2. Transfer baggage
Transfer baggage shall be unloaded and delivered to the respective baggage handling department.
3. Local baggage
baggage and local priority baggage. If local baggage is arriving in the baggage hall at the same time with local
IMPORTANT:
order to avoid tail tipping of the aeroplane.

REFERENCE:
introduction of any other bags. The requirements shall be enforced by conducting baggage reconciliation
throughout the network.
There are two baggage reconciliation procedures:


The essential elements of a manual system are the following:

or onto a baggage cart to ensure faultless loading.

quicker identification.


the flight may not be released and following checks are necessary:


may then be released.
each passenger must
identify his/her luggage prior to be loaded.

Bingo sheets are primarily used in a manual baggage sorting area. I.e. where no automated baggage to
may be done by:

or
By manually registering the baggage numbers on the bingo sheet.
EXAMPLE:
NOTES:

ii. Bingo sheets may also be used to determine the amount of baggage loaded within a bulk compartment or
ULD. This for loadcontrol reporting purposes.


The essential elements of a commonly applicable method for automated reconciliation of hold baggage at
airports are the following:

baggage with the respective passengers actually boarding the aeroplane.

will be recorded on the appropriate boarding passes and on each piece of baggage.

reference numbers allocated to passengers and their baggage and identify the reference numbers of all
baggage loaded with those of the passengers having boarded the aeroplane.
4. Means of communication for a rapid exchange of the required passenger and baggage between aeroplane
operator stations at different airports.
Identification of missing or additional passengers is compulsory and must be cleared beyond any doubt.
Identification can be done:

security screened and manifested.


4.2 ULDs
ULDs are identified as follows:

except for the loading position.


regular container tag).
Step
1 Make sure the ULDs are serviceable (not damaged).
REFERENCE:
2 Make sure the pallet contours are not exceeded.

REFERENCE:
3
4
labels have been removed from ULD prior to loading.
5
6
7
ULD.
NOTES:


The following actions are needed before loading of ULDs into aeroplane:
ULDs ready for loading must be properly inspected by the ramp supervisor.
The ID codes of outgoing ULDs must be recorded prior to loading.
REFERENCE:
department.
ULDs showing any evidence of damaged load must be inspected prior to loading.
Damaged or unserviceable ULDs may not be loaded (ULDs with damaged base plates must never be
loaded).

door.
REFERENCE:

4.3 Bulk load
The following general guidelines apply to bulk load:

of such load.
The load must be properly protected against rain or snow until it is put on board the aeroplane.
Loads must be treated with care to avoid damage to the aeroplane and load.

shipments.
Leaking shipments may not be loaded.

loading.
The available separation nets must be properly secured to prevent shifting of load during flight.

exceed the maximum floor load and running load limitations.

REFERENCE:
The following stowing sequence:
Sequence Type of load

1
2 Mail
3
4

volumes and masses with those mentioned on the loadsheet.
Door protection nets must be properly secured before closing the compartment door.
Door protection nets must be properly secured before closing the compartment door.

the compartments door section in order to speed up delivery to the passengers.

damaged by any other load.

The following general guidelines apply to the securing of bulk load:

–
REFERENCE:
The following items must be secured:

or not.

3
(high density
volumetric full and remains full up to the point of unloading of these items.
The following methods must be used for securing these items:

fittings and ropes or straps.

restrained by either filling the compartment or net section to its volumetric capacity or by using the previous
method.

The table below shows definitions of lashing:
Single rope or strap
A B
Two ropes or straps Two ropes or straps attached to the piece itself and securing the item in the same force
direction count as one lashing.
A B
The following formula must be used to calculate the minimum number of lashings required to restrain an item:
Load factor x mass of item

= number of lashings
Restraint capacity of lashing
section is considered volumetric full if it is filled up to at least 80% of its capacity.

REFERENCE:


lashing.
The angle between the actual force direction and the strap must also be taken into account (see drawing
below).
The maximum restraint capacity of a strap can only be applied if the angle between the actual force
the angle between the actual force direction and the strap may not be greater than 45°.
Restraint capacities per type of lashing equipment:
Strap
(25 mm strap) 800 kg *
Tie-down of load with straps or steel cables:
Load to be restrained
double
stud (1 on each side of the load)
Pounds
Left * Right * Forward Upwards
4 1 1 1 1 2
6 2 2 2 2 3
8 2 2 2 2 4
10 3 3 3 3 5
12 3 3 3 3 6

the number of straps or cables is double the number indicated in the table.

Tie-down of load with ropes:
Load to be restrained
double
stud (1 on each side of the load)
Pounds
Left * Right * Forward Upwards

These limitations are shown in the table below:
Limitation
Maximum running load The maximum running load is the maximum load per unit of length (kg/m)
REFERENCE:

EXAMPLE 2:
EXPLANATION:
–
working out the floor loading.
–
–
its side of greatest area is in contact with the compartment floor.
certain minimum area (floor load) and a certain minimum length (running load).
load.
&DOFXODWLRQRIPLQLPXPUHTXLUHGÀRRUFRQWDFWDUHD
Mass of item (kg)

&DOFXODWLRQRIPLQLPXPUHTXLUHGOHQJWKRIÀRRUFRQWDFWDUHD
Mass of item (kg)

Max. running load (kg/m)
The minimum required floor contact area and length are only applicable if no other load is stowed on top of and/
load; in that case the minimum required floor contact must be increased by minimum 10%.
required according to the calculations.
Load spreading
Load spreading is required if either the actual floor contact area or the length over which the item is in contact

&DOFXODWLRQRIZLGWKRIÀRRUFRQWDFWDUHD
Minimum required length of floor contact area (m))
5HGXFLQJWKHFDOFXODWHGZLGWKRIÀRRUFRQWDFWDUHD
In case the calculated width of the contact area exceeds the width of the item or is even greater than the space
length.

/LPLWLQJWKHZLGWKRIWKHUHTXLUHGÀRRUFRQWDFWDUHDWRWKHZLGWKRIWKHLWHP
item. The length of the contact area is calculated as follows (Minimum required floor):

Width of item (m)
NOTES:

area.

into account; the width should be such that a whole number of planks can be accommodated within the
given width of the contact area.
The number of planks that can be used within the given width of the floor contact area depends on the width
of the planks available.
Calculation:

Width of plank (m)

5HTXLUHGZLGWKRIWKHÀRRUFRQWDFWDUHDLVVPDOOHUWKDQWKHZLGWKRIWKHLWHP
The required number of planks must be equally distributed over the entire width of the item to prevent it
from tilting.
5HTXLUHGZLGWKRIWKHÀRRUFRQWDFWDUHDLVHTXDOWRWKHZLGWKRIWKHLWHP
The planks must be placed adjacent to each other.

Their total width must be equal to the width of the item.
5HTXLUHGZLGWKRIWKHÀRRUFRQWDFWDUHDH[FHHGVWKHZLGWKRIWKHLWHP
The longitudinal planks must be placed adjacent to each other.
Their total width must be equal to the required width of the floor contact area.
Transversal planks must be put on top of the longitudinal planks to distribute the mass of the item over the
whole floor contact area.
The number of the transversal planks required depends on the thickness and the total protruding length.
A Longitudinal planks
B

1 plank underneath each skid
EXAMPLE 1:
A 1 plank underneath each skid.

EXAMPLE 2:
A B
A Total protruding length of transversal planks.
B Spacing between transversal planks must be equal or less than the total protruding length of the longitudinal
planks.
beyond each side of the actual length or width of the item (protruding length).
Longitudinal planks:
A
B Protruding length.

Transversal planks
B
A A
A Protruding length
B
Total protruding length = 2 x A

The minimum plank thickness given in the table below are applicable for plank widths of up to 15 cm. For plank
Mass of item (kg) Total protruding length (cm)

up to 8
up to 12
up to 500 up to 25
2 11.5 10.0 9.0 7.5 6.5 5.0 4.0 2.5

3 10.0 9.0 7.5 6.5 6.5 5.0 4.0 2.5
4 10.0 7.5 6.5 6.5 5.0 4.0 4.0 2.5
5 7.5 7.5 6.5 5.0 5.0 4.0 2.5 2.5
6 7.5 6.5 6.5 5.0 4.0 4.0 2.5 2.5
7 6.5 6.5 5.0 5.0 4.0 4.0 2.5 2.5
8 6.5 5.0 5.0 4.0 4.0 2.5 2.5 2.5
How to use the table

Follow these steps to obtain the required plank thickness:
Steps Description
1 Enter the table at the applicable mass range.
2
3 From this point follow the line downward to the lower half of the table.
4 Read off the plank thickness required for the applicable number of planks.

EXAMPLE
– A
–
cpt 1.
–
–
– Minimum required floor contact area.
500 kg

– Minimum required length of floor contact area:
500 kg
= 1.17 m

– 2
– Width of floor contact area
0.37 m
= 0.32 m
1.17 m
–
0.32 m
= 2.13 m
0.15 m

– Since only 2 planks can be put underneath the skids but according to the calculations 2.13 planks are
– Length of floor contact area:

0.32 m
= 2.13 m
0.15 m
* 2 x 0.15 m = 0.30 m

–
– The planks must have a minimum thickness of 5 cm
A
B
A
B Planks approximately 1.5 m long and 5 cm thick
Drums must be palletised vertically.

EXCEPTIONS:
– If previously palletised on wooden pallets and tightly held by shrinking foil.
–
Base protection
To avoid contact of barrel bases with the restraints:
–
–
Upper surface protection
– There is no risk of puncture or crushing of the barrel.

– The other cargo allows efficient restraining of the totality of the pallet.

Stacking up
Lower hold: only one level allowed.

– Loading limitations are not exceeded.
– Intermediary floor of planks is put between the levels.
Barrels of less than 200 litres/50 gallons are stackable:

Maximum 3 levels allowed.

Up to maximum 160 cm high.
Intermediary floor between 2nd and 3rd level mandatory.

Forward and aft triangle is reinforced with straps to hold the upper level in case of heavy barrels.
Barrels above other cargo

Bulk loading
Load the barrels vertically.

Block them by means of other cargo without sharp edges.

Each station must locally procure wooden planks. Planks with the following dimensions should be available:
Plank type Length (cm) Thickness (cm) Width (cm)

Transversal 75
Longitudinal 15


4.5 Ballast
problems may be expected.
6SHFL¿FDWLRQV
Mass per bag: 25 kg.
Bag to be made of tightly woven jute/plastic material.

Ballast bags are to be procured locally or ordered from:
Swissport Zurich
Preferably to be stored indoors.

To be periodically checked for mass and condition.

Ballast from inbound flights to be stored at the receiving station for later use.
Swissport Zurich
ULD Service / BZRT
Specifications for ballast containers:

Sealed with heavy duty seals

Special tag in the tag holder.
Before loading the ramp supervisor must check if the seals are still in place and check the contents in case
of broken seals.

Take the following actions in case of missing contents:
Step
1 Replace missing ballast bags if necessary.
25 kg for each missing ballast bag.

2 Enter that mass on a standard container tag.
3
NOTE:
Specifications of the ballast pallets:

inches available straps and net.

or worn out.

the aeroplane interior.

ULDs are not loading accessories.
Loading accessories must be handled at stations according to the following rules:

Each station is responsible for the allotted equipment and for any excess material held or received.

Equipment must be stored in a safe place.

unless otherwise instructed.

equipment must be returned to the appropriate handling office at headquarters.

representative of the carrier must be issued; invoicing will be done according to current instructions.
The following logistics rules must be applied:

lead time must be taken into account.
Items are to be bundled if possible.

The dispatch of the material must be advised by telex to the requesting station.

The storage station must be notified of any material pre advised but not received on the specified flight.

Summary of loading accessories:
Type of equipment Mass per To be ordered To be used on Remarks

piece (kg) from
0.6 To be used for WET
swissport.com cargo
25.0 Locally or through
swissport.com
Ballast containers: Mass per piece incl.
tara mass

Ballast pallets Mass per piece
includes tara mass

metals:
21.0
22.0
base
2.0
with 1 piece per
pieces must be
ordered
Plastic sheet: To be used for WET
4 m wide cargo
5 m long auftrag"
0.08 mm thick
Stretcher: complete set 50.0 SR Technics
Supporting platforms for 10.0 To be used for cars

automobiles: 25.0 swissport.com weighing up to
Size II
85 x 60 x 7.6 cm
Size III
100 x 75 x 7.6 cm
For further
0.1 instruction see the

Type of equipment Mass per To be ordered To be used on Remarks

piece (kg) from
Straps:
0.5
1.2
assembly for automobiles:
Type I 1.5 Wide body aeroplane For further instructions

To be used for wheel swissport.com see 4.9.18
diameters and widths of
up to 70 cm and 20 cm
respectively
For further instructions
Type II 1.5 Wide body aeroplane see 4.9.18
To be used for wheel swissport.com
diameters and widths greater
than 70 cm and 20 cm
respectively
Tie down rope 0.8 To be used to secure
load in the bulk / belly


4.7 Dangerous goods
Content
4.7.1 Dangerous goods general

4.7.3 Load incompatibility chart

4.7.5 Radioactive materials

4.7.7 State variations


Dangerous goods can be carried safely provided they are handled and stowed according to the instructions in
respective aeroplane guides).

NOTE:
loaded on the aircraft.
EXAMPLE

Leakage

REFERENCE:
label remains visible.
Loading and securing of dangerous goods shall be performed in a manner that:

Prevents damage to package and containers during the aeroplane loading / unloading.
Provides for separation and segregation in accordance with applicable requirements.
Prevents any movement in the aeroplane.

Individual or groups of packages must be tied down or secured by other load to prevent any movement in flight.
Drums and barrels must always be tied down.
would allow interaction between them in the event of leakage. To maintain acceptable segregation between
ULD’s
Dangerous goods loaded in the aeroplanes compartment(s) must always be protected from any damage and
leakage. The following options are available:
Option I – Tie down
be tied down.
Option II – Secured by other cargo

Dangerous goods may be secured by either tie down or secured by other load.
compartment or ULD will be possible during the flight.
attained.
procedure must be initiated. Such measures may include:

Evacuation or protection of passengers and staff.
Evacuation or protection of aeroplane and other property.


Actions
Take the following actions when discovering damage to packing and content:
Step
1
2 Isolate the package.
WARNING:
actions if contents come in contact with body or clothing:
Step
1 Take off contaminated clothes.
2 Wash body thoroughly with plenty of water.
WARNING:
3
REFERENCE:
The handling company shall have a process to ensure that procedures are in place for reporting dangerous
wrongly declared dangerous goods to the appropriate authorities.

REFERENCE:
the following URL:

https://gs.swiss.com
Password: join01
REFERENCE:


Dangerous Immediate action

division and IMP
compatibility code
group /
Label
Explosives Detonation and projection
acceptable fragments may produce to friction or impact.
on cargo irritating gases.
aeroplane
100 m of electric detonators.
Explosives
acceptable
on cargo
aeroplane
1.4B Explosives
acceptable
on cargo
aeroplane
Explosives
acceptable
on cargo
aeroplane
1.4D Explosives
acceptable
on cargo
aeroplane
1.4E Explosives
acceptable
on cargo
aeroplane
Explosives
acceptable
on cargo
aeroplane
1.4S Explosives
(safety).


class IMP
division and code
compatibility
group
2.1 Flammable
gas
open.
with air.
of gas.
are initially heavier than air.

back.

2.2
cause suffocation. rooms.

gas (cryogenic) gas may cause
severe frostbite.
2.2
liquid
2.3 Toxic gas Evacuate area.

toxicity.

than air and therefore
concentrate on the ground.
3 RFL Flammable
liquid

than air.

mixtures with air and they
may travel to a source to


division and IMP
compatibility code
group
4.1 RFS Flammable
solid

moisture absorption
or chemical reaction.
4.2 Spontaneously
combustible spontaneous.

contact with air. circumstances.

4.3 RFW Dangerous

when wet ignite or give off
circumstances.
contact with moist air
or water (rain).

vigorously or
explosively on
contact with water.
5.1
yields oxygen material.
readily.

combustion.

5.2
Peroxide
contamination.

decompose
violently at ambient
temperature.


division and IMP
compatibility code
group
6.1 RPB Toxic
swallowed or absorbed
by the skin
draining system

medical authorities
6.2 RIS Infectious Inhalation or contact with
substance substance poses risk of
to a minimum
death
contamination

have been involved in handling
6.2 RDS * Biological

substance which do not meet the
criteria for inclusion as to a minimum
RIS
contamination

have been involved in handling

mentioned on the package or airway
bill.


division and IMP
compatibility code
group
RRY Radioactive

seen or smelt

instruments only
evaluation. If required the aeroplane
cells and cause will be taken out of service.
genetic damages
RRW Radioactive Same as RRY Same as RRY

7 RRE * Radioactive Does not emit any radiation

package
8
damage if in contact
with skin

engineer

immediately
aircraft structure

cargo

other chemicals


division and IMP
compatibility code
group
9 RSB Polystyrene
beads
9 Magnetised
material
9 Dry ice
suffocation
9 RMD Miscellaneous
dangerous classes RMD.
goods
RLI Lithium ion

batteries
RLM Lithium metal

batteries
9 ELI* Lithium ion

batteries
ELM * Lithium metal

batteries

Dangerous goods and/or other special loads must be separated from one another in order to:
Reduce the risk which might arise from dangerous goods being placed too close together.
Prevent contamination and/or damage to sensitive special loads.
This table shows explanations of the symbols and reference numbers used in the load incompatibility chart
below:
[ Shall be adequately separated from one another. Separation may be achieved by either placing normal
ULDs.
3
Radiation (TI) Minimum separation distance (m)

1
2
3
5
5
REFERENCE:
**
# Segregation is not required.
Laboratory animals carrying infectious diseases communicable to humans shall only be carried by
special arrangement with the carriers and authorities concerned.
ethylene gas.

§

code division &

compatibility
group
RFW
RRY
RPB
RFL
RIS
FIL
1.4B* x x x x x x x x x x x x x x
x x x x x x x x x x x x x x
x x x x x x x x x x x x
1.4D* x x x x x x x x x x x x
1.4E* x x x x x x x x x x x x
1.4S Segregation is not required
2.1 x x x x x
2.2 x x x x x
2.2 x x x x x x 1 x 7
2.3* x x x x x
RFL 3 x x x x x x
RFS 4.1 Segregation is not required
4.2 x x x x x x
RFW 4.3 x x x x x x
5.1 x x x x x x x
5.2 x x x x x
RPB 6.1 2 2 7
RIS 6.2 2 2 7
RRY 7 4 3 3 3 7
8 x x x x x x
9 x 1
9
ELM Segregation is not required

9
FIL 4
x x x
§
2 2 x 6
x 3 x
1 2 2 3 1 x 6 5 7
x 3 x
7 7 7 7 7

The presence of dangerous goods on board must be reported to the commander.


Radioactive materials are substances that emit certain types of radiation.

Radioactive materials can only be detected by instruments.
is marked as a Transport Index (TI) on the label affixed to the package:
Max. permissible Label

transport index (TI)
I 0 RRW
II up to 1.0 RRY *
III 1.1. to 10 RRY *
NOTE:
electronic tubes or apparatuses having radioactive material as a component part may be transported in an
Radioactive materials of categories II and III (RRY) may not be loaded if there is no entry in the transport index
of the compartment to ensure maximum distance from passengers and crew.

EXAMPLE:
from passengers and crew. Respect the maximum permissible height or length of packages and minimum
separation distance between groups in the cargo compartment(s) or in the ULD(s) according to respective
Individual packages or groups of packages must be tied down or secured by other load. Deviations of these
locally agreed channel.
per aeroplane.

the group.
distance required for the package or group of packages with the higher transport index must be applied.
Transport index (TI) Separation distance between groups (m)

0.90
1.50
2.10
2.55
3.00
3.45
3.90
4.35
4.65
4.95
REFERENCE:
In case of an incident involving radioactive material the following should be done:

of minimum 25 meters.

If contamination is suspected.
– Radio chemical authorities should be involved in order to measure radiation in contaminated area.
If contamination is confirmed.
–
–

Type of goods
9
(dry ice)
packaging.
8
incompatibility chart".
RPB 6
RIS incompatibility chart".
RDS
category B
Dangerous good May only be loaded on cargo aeroplane in compartments/
RFL.
REFERENCE:


REFERENCE:
Instructions



4.8 Live animals
animals must be:

Loaded only in compartments released for the carriage of live animals.
Loaded as close as possible to the aeroplane departure time.
Live animals must not be:

iced water).
or in case of delays.
When transporting live animals in the lower compartment(s) it must be:

as cargo.
If carried as checked baggage the cockpit crew shall be informed by "SI" remark on the loadsheet. For
REFERENCE:
one another.
Female animals in heat must be stowed as far away as possible from male animals.
The maximum stowing density for breathing animals is 50 kg/m³.

Live animal containers must be:

Loaded in an upright and level position.

Live animal containers must not be:

Stowed underneath other load.

Loaded directly in front or below air ventilation outlets.

Animals Grp Animals Grp Animals Grp

no. no. no.
A 5 G 3 P Penguins 6
3 Pigs 5
5 5 Polar bears 1
5 2 Polecats 5
0 0 Porcupines 5
2 7 Pottos 0
5 5 7
B Baboons 0 H 5 Primates 0
Badgers 8 8 Pumas 5
Bats 5 5 R Rabbits 5
Bears 1 1 Racoons 5
Beavers 5 1 Rats 8
Bees 4 1 Reptiles n.o.s. 3
6 5 Rhesus 0
Bulls 1 I Iguanas 3 Rhinoceroses 1
Bush babies 0 Insects n.o.s. 4 Rodent n.o.s. 5
C 4 J Jackals 5 S Sables 8
3 Jaguars 5 Salamanders 3
5 K 1 Sea lions 10
7 5 Seals 10
6 5 Sheep 5
0 L Lamas 1 3
9 Lemurs 0 Shrimps 3
1 Leopards 5 Skunks n.o.s.
5 Lions 5 Skunks deodorised 8
3 3 Sloths 5
3 Lobster 3 3
3 Lorises 0 3
D Deer 5 Lynxes 5 Snakes 3

Dingoes 5 M Marmosets 0 Squirrels 5
4 Marmots 5 Squirrels striped
5 Martens 8 T Tapirs 5
Donkeys 1 Mice 9 Terrapins 3
Ducklings 7 Minks 8 Tigers 5
Ducks 6 Moles 5 Toads 3
E Eels 2 Molluscs n.o.s. 3 Tortoises 3

Elephants 1 Mongooses 5 Tropical birds 6
Elks 1 Monkeys 0 2
Ermines 8 Mussels 3 Turkey poults 7
F Ferrets 8 N 3 Turtles 3
Fish n.o.s. 2 5 V 5
Flying foxes 5 O 5 W Walruses 1

Foxes 5 5 Weasels 8
Frogs and Toads 0 Wildcats 5
Frogs/Toads for sci. 3 5 Wolverines 0
purposes
G 5 3 Wolves 5
3 P Panthers 5 Worms n.o.s. 3
0 Parrots 6 Z Zebras 1
Zebus 1


REFERENCE:
The table below shows stowing regulations for specific species:
Species Stowing regulations
Laboratory animals To be loaded separately from other animals to prevent cross infection or
contamination.
Minks


Content

4.9.2 Diplomatic shipments
4.9.3 Films (FIL)

4.9.5 Fruits and vegetables (PEP)

4.9.11 Wet cargo

4.9.13 Intentionally left blank
4.9.14 Mail plis
4.9.15 Service cargo (S1 and S2)

4.9.20 time:matters cargo courier product


The following is considered company mail:

Maximum mass:
The airline offices.

The company mail must be dispatched as follows:

In the respective company mail envelopes or other envelopes identified by the carrier’s or agent’s name.

Items subject to customs clearance may not be sent by company mail.
Stowing regulations for company mail:

With the baggage to the same destination.
ULD aeroplane
EXAMPLE:
REFERENCE:

daily basis (or with the next
envelopes must then be shipped in the appropriate . These bags can be requested to Interline.
.
EXAMPLE:
NOTE:
exclusively used with the flight document envelopes.

Diplomatic cargo shipments (DIP) are to be:

To be handled as cargo.
Swiss diplomatic cargo has same priority as diplomatic mail.
REFERENCE:

To be handed over to the crew against receipt.
Foreign diplomatic mail: To be handled in the same way as Swiss diplomatic mail shipments.
REFERENCE:


Unexposed and/or undeveloped films (FIL) must be segregated from radioactive material of categories II and/
or III (RRY) as per table below well considering the total time of carriage.
Total sum of TI Duration of carriage (in hours)

2 or less
Minimum distance (in metres)
1 0.40 m 0.60 m 0.90 m 1.10 m 1.50 m 2.20 m
2 0.60 m 0.80 m 1.20 m 1.50 m 2.20 m 3.10 m
3 0.70 m 1.00 m 1.50 m 1.80 m 2.60 m 3.80 m
4 0.80 m 1.20 m 1.70 m 2.20 m 3.10 m 4.40 m
5 0.80 m 1.30 m 1.90 m 2.40 m 3.40 m 4.80 m
10 1.40 m 2.00 m 2.80 m 3.50 m 4.90 m 6.90 m


Separate regulations exist for:

Meat and meat products (PEM)

closed ULDSs with:

Toxic substances (RPB)
Infectious substances (RIS)

Separation may be achieved by either placing normal cargo between the two incompatible loads or by separate

Baggage
REFERENCE:
See 4.7.3 "Load incompatibility chart".





done as late as possible.

REFERENCE:



regulations on loading and securing.

The coffin must be loaded/unloaded with care and respect.
The coffin is only to be loaded in the lower compartments.
The coffin must be covered with a canvas so that the nature of the shipment is not apparent.

underneath the load.

Fruits and vegetables (PEP)
Meat and meat products (PEM)

Separation may be achieved by either placing normal cargo between the incompatible loads or by separate
REFERENCE:
The religious authorities of Israel have the right to prevent the passenger boarding bridge from being positioned
forward hold.



cabin.

Material Separation distance

Radioactive material 1 meter: up to 5.1 TI
categories II and/or III (RRY) 2 meters: 5.1 to 10.0 TI
3 meters: 10.1 to 20.0 TI
5 meters: 20.1 to 50.0 TI
REFERENCE:




NOTES:
has sealing provision.
the baggage containers. This in order to guarantee speedy delivery of such shipments.

the sealing.

Exceptions only by:

Avro RJ100

can be put in the compartment outside the bay.

not
Rules
Opening of seals
cargo department:
Seals
when passing the wire through the hole behind the number. The numbered seals must be kept under safe
custody. To prevent possible misuse and auditable check record shall be kept.
REFERENCE:

"Wet cargo" means shipments containing liquids or which by their nature may produce liquids and which are
Shipments of liquids in watertight containers.

damage to the aeroplane or to other load.

the strength of certain packaging.

May only be carried in the special casings containers.

carefully removed (without spilling) when unloading.

removed (without spilling) when unloading.
REFERENCE:

Segregation from other load:
–
adjacent to one another or in closed ULDs.

–
REFERENCE:
See 4.7.3 "Load incompatibility chart".
temperature.

meat products:

REFERENCE:

Small shipments are to be stowed in:
REFERENCE:






To be treated as regular cargo.

To be stowed together with other cargo to the same unloading point.
REFERENCE:


Follow this procedure to load wheelchair or other battery powered mobility aid with non spillable batteries or
dry cell batteries:
Step
1 Protect battery terminals to prevent accidental short circuits.
2
3 Load and restrain the wheelchair / mobility aid in any position in the hold.
collapsible) the following rules apply:
Step
1 Batteries must be removed by user.
2 Removed batteries must be carried in the baggage compartment.
3 Protect battery terminals to prevent accidental short circuits
4
Follow this procedure to load wheelchair or other battery powered mobility aid with spillable or wet batteries:
If loaded in an upright position:
Step
2 Electrical circuits must be isolated.
3
4 Load and restrain the wheelchair / mobility aid in an upright position in such manner to prevent
unintentional operation and that the wheelchair/mobility is protected from damage by movement of
5
mobility device.
If not loaded in an upright position:

Step
1 Remove battery and carry it in a strong rigid out packaging which is:

3 Secure battery upright in the packaging and surround it by compatible absorbent material in
4
5
mobility device.

For wheelchairs notVSHFL¿FDOO\GHVLJQHGIRUEDWWHU\UHPRYDOEDWWHU\LQVWDOOHGWRZKHHOFKDLU

Step
1 Protect battery terminals to prevent accidental short circuits e.g. by being enclosed within a battery
container. Ensure electrical circuits have been inhibited.
2 The battery must be securely attached to the mobility aid.
3 Batteries must be protected from damage.
4
5
mobility device.
)RUZKHHOFKDLUVVSHFL¿FDOO\GHVLJQHGIRUEDWWHU\UHPRYDO
Step
1 The batteries must be removed by the passenger.
2 Protect battery terminals to prevent accidental short circuits by insulating e.g. by taping over
exposed terminal.
3 Batteries must be protected from damage and must be carried in the cabin.
4
spares each not exceeding 160 Wh. may be carried.
5
mobility device.

difficulties into bulk compartments.

Damage to the aeroplane.
Excessive ground time.

Responsible manager of the loading station and unloading station.

and

The item shall not be accepted if there is any doubt as to the safe performance of the loading and unloading
operations.
Information and clear statements as to operational feasibility must be requested from all stations involved with
regard to:

Time needed for loading/unloading.
REFERENCE:

be loaded together with other load on the pallets or

be loaded on empty pallets.
be loaded on empty pallets.
not be accepted.
EXCEPTION:
REFERENCE:
stations in loading/unloading the item.

EXAMPLE:

aeroplane.

by crates and can be identified as such.

Draining of liquids:

Make sure caps of fuel and water tanks are tightly closed.

allow fuel to expand without spillage.

the tank’s capacity.
Draining of the engine oil is not required.
Draining of the radiator water is not required.
Other precautions:
Batteries may remain installed and connected if they are securely fastened in an upright position and
protected against contact with other parts so as to prevent short circuits.
Deflation of tires is not required.
REFERENCES:
–
–
To be preferred if dimensions permit.

angled compartment walls.
Lengthwise loading:
Empty pallets to be positioned in the compartment before the automobile is rolled from the container/pallet
loader into the aeroplane.

The hand brake is to be put on and the gear engaged.

must be given in the SI part.
REFERENCE:
REFERENCE:
supplying department after the operation.
methods is required.
/DVKLQJPHWKRG:KHHOVDQGFDUERG\WLHGWRWKHSDOOHWV

The body must be also firmly tied to the pallet.

Step
1
(see photograph).
2
3
4
5
position.

the straps.

pallets on either side (be careful not to damage the paint).

(windows must be completely lowered).
Place foam rubber or plastic sheets under the strap to prevent damage to paint and body work.

/DVKLQJPHWKRG&DUERG\WLHGWRWKHSDOOHWV

of the car.

(windows must be completely lowered).
Place foam rubber or plastic sheets under the strap to prevent damage to paint and body work.
REFERENCE:

2 chocks against forward and backward movement.

2 chocks against forward and backward movement.
For every automobile weighing more than 1’800 kg

automobile and tied to the pallet(s) either side.
REFERENCE:
EXAMPLE 1:
EXAMPLE 2:
REFERENCE:


Minimum transfer time of 90 minutes.

Priority delivery time at destination airport.

–
NOTE:
–
–
–

Priority delivery time at destination airport.

Preferred loading positions on the aeroplane:
EXAMPLE::
REFERENCES:
–
–
NOTE:


timings.
These are the time:matters main features:

Packed in white plastic bag(s) marked time:matters.
Bag bears a courier baggage tag with pink markings.

Delivery to aeroplane is latest 15 minutes before STD by dedicated time:matters handling agents.

These are the time:matters handling procedures:

Loading only foreseen in bulk compartment as open load.
Ramp handling and Loadcontrol departments are advised via a telex latest 15 minutes before STD (flight


Content
4.10.1 Stowing of load in the passenger cabin

4.10.2 Passenger cabin restraint nets


EXCEPTIONS
Following unchecked baggage can be accepted in the passenger cabin:
Small domestic animals (dogs and cats only).

Service animals (trained animals with the ability to assist a person with a disability).
Service animals:

blind or the hearing impaired).
Musical instruments
Works of art
Electronic equipment
Diplomatic baggage

10.5 Pets in cabin

10.6 Service animals
10.7 Bulky fragile and valuable baggage in cabin

on all SWISS aeroplanes.
NOTE:

and other musical instruments. To restrain such items an extension belt is to be used as shown below.
ii. These restraint nets are not provided nor intended for use on board aeroplanes used within current
wetlease operations.
SOC
in traffic documents and messages to indicate such load.
Balance calculation:
Step
1
using the standard mass of 84 kg
2
calculation.

must be met:
The item must be packed and covered in a manner to avoid possible injury to passengers and cabin crew
members.

booked for the use of the restraint nets.
It must be possible to properly secure the item on the seat using the restraint net.
The maximum authorised weight of 75 kg / 165 lbs per seat must be observed.
The dimensions of the item must not be higher than the allowed maximum dimensions as laid down in
The reserved seat(s) must be a window seat and may not be in a seat row adjacent to emergency exits.

smoking or required exit sign.
net. These restraint nets are to be found within an appropriately marked pouch. Please refer to the following
table for the on board stowage location:
Stowage location
RJ100 (all types)
NOTE:
SWISS Technincs

The use of the restraint nets is restricted to economy class seats only.
Installation of the restraint net takes approximately 5 minutes. It is therefore highly recommended to
preboard any passengers having booked an extra seat requiring the use of the restraint net.

and never in a seat row adjacent to emergency exits.

Installation of the restraint nets may only be carried out by the cabin crew. The restraint net will be installed
directly onto the seat and the following points must be checked by the cabin crew to ensure correct installation:

The item is properly secured / cannot move.
The restraint nets harnesses are not covering the screen of the passenger sitting behind (where applicable)
and the table can be used as normal.
EXAMPLE:
The following pictures show a correctly fitted restraint net:
NOTES:
i. The photographs shown above depict the net installed on an aisle seat. This is to permit better visualisation
of the way in which these nets must be installed. Installation of these nets is only permitted on window
seats.

iii. The net is correctly paced when one can read the "SWISS" as shown in picture 1.
iv. The harness must not obstruct viewing of the screen or use of the table as shown in picture 2.


4.11 Unloading
Live animals must be immediately transferred to the cargo warehouse (except if shipped as checked baggage).
ID codes of incoming ULDs must be recorded after unloading from the aeroplane.
Baggage must be unloaded first and immediately transferred to the baggage department.
Delivery priorities
Baggage must arrive on the conveyor belt in the baggage claim area in the following sequence:
Special attention must be given to live animals shipped as checked baggage.

NOTE:
completion of the loading.
NOTE:

ii. Transmit the following info:
For... The following information must be transmitted...

Baggage

claim area).


For... The following information must be transmitted...

Mail

III. Send a message with the details to:

NOTE:

Loading accessories must be collected from the compartments and returned to the owner station.
Perform the following checks:
Location Type of check

Transit stations
volume of the through load with the data on the loading instruction.
Terminating stations
belong there.

Aeroplane Handling Manual - AHM General Part 5. Documentation
5. Documentation
Contents
5.1 Actual masses
5.2 Standard masses
5.3 Loadsheet
5.8 Passengers on crew seats


5.1 Actual masses
General
In principle, masses used for documentation are based on the actual masses of baggage, cargo and mail.
REFERENCE:
For more information on actual masses, see 2.5 “Mass control of load”.


5.2 Standard masses
Contents
5.2.1 General
5.2.4 Unit load devices (ULDs)
5.2.5 Pantry codes


5.2.1 General
In principle, masses used for documentation are based on the actual masses, obtained by means of bulk
weighing or from the actual mass established at check-in.
REFERENCE:
For more information on actual masses, see 2.5 “Mass control of load”.
As an alternative method, standard baggage masses may be used for mass and balance purposes, if the actual
baggage masses cannot be established.
Standard baggage masses

In principle, the application of standard baggage masses requires prior permission from:
Ground Services
SITA: HDQGPLX
In such case, the following standard baggage masses may be used (masses based on EU–OPS 1.620):
Flights Standard mass per

baggage piece (kg)
Domestic 11
With origin and destination within Switzerland.
Within Europe 13
With origin and destination within geographical Europe, including North Africa
and the Near East (Turkey, Lebanon, Israel, Syria, Jordan).
Intercontinental 15
With origin or destination outside Europe.
Charter / ad hoc flight 15
Flights solely intended as an element of a holiday travel package.
As an alternative, locally established standard baggage masses can be applied, but application is also subject
to prior approval from the above department.
Standard baggage mass is applicable to all pieces of standard checked baggage, whose sum of dimensions
does not exceed 158 cm/62 inches.
Non-standard baggage
In case of non-standard baggage such as:
• Hold baggage, individual or cumulative weights that exceeds the normal allowances.
• Gate delivery items, including individual or cumulative weights that exceed normal allowances.
• Other non normal items that must be considered in the loadcontrol process.
The following must be applied:

• Standard baggage mass may not be used for this baggage.
• Baggage must be weighed.
• Baggage must be dispatched to the aeroplane on separate carts.
• Each cart must have a weigh slip.


Standard passenger mass

For mass and balance calculations, the following standard passenger masses must be applied. The mass of
the carry-on baggage is included in the standard passenger masses.
Passenger category Scheduled and leisure flights 1 Charter flights 4
Standard mass 2 Alternative Standard mass 2 Alternative

standard mass 3 standard mass 3
Adult (male/female) 84 kg NA 76 kg NA
Male NA 88 kg NA 83 kg
Female NA 70 kg NA 69 kg
Child (2-12 years) 35 kg 35 kg 35 kg 35 kg
Infant (0-2 years) 0 kg 0 kg 0 kg 0 kg
• Scheduled and leisure flights masses are to be used whenever single seats have been sold. This entails
that these flights are not sold as part of a holiday travel package.
• Standard masses based on EU-OPS 1.620.
• Alternative standard masses may be applied, whenever the total number of female passengers is 23% or
higher for scheduled and leisure flights and 50% for Charter flights.
• Charter flights means flights solely intended as an element of a holiday travel package. Single seat sales
are not possible on these flights. STANDARD masses are based on EU-OPS 1.620
NOTE:
To differentiate the between the different charter flights and to avoid any underlying confusion flight numbers
have been allocated as follows:
Flight number LX 8xxx Leisure flights with single seat sales
Flight number LX9xxx Charter flight without single seats sales.
4 digit "WK" flight number without "LX" code share Charter flights without single seat sales.
number (for wet lease ops.)
NOTE:
i. The manual balance tables are valid for scheduled, leisure and charter flights.
ii. The commander must be informed about the passenger masses used for mass and balance calculations
by a remark in the SI-box on the loadsheet.
EXAMPLE:
PAX MASSES USED M88, F70, C35, I0

Non-standard passenger mass

Rules for non-standard passenger masses:
• To be used for flights carrying passengers whose individual mass is substantially above or below the
standard mass.
• Such passengers and their carry-on baggage are to be weighed.
• Mass for loadsheet is:
–– The actual mass of those passengers plus
–– The standard mass for the remaining passengers.
• An appropriate remark must be made on the loadsheet and in the LDM, containing:
–– Number of persons,
–– Actual mass, and
–– Identification of the group.
REFERENCE:
For more details refer to IGOM, chapter 1.4.3.3 "Non standard group"

Standard crew mass

For mass and balance calculations, the following standard crew masses must be applied for working crew
members:
• An average baggage mass of 10 kg is included.
• Valid for male and female crew members.
Flights operated by Type of crew Standard crw mass (kg)

Flight crew 90
All LX aeroplane types
Cabin crew 90


5.2.4 Unit load devices (ULDs)
Loadsheet procedures
All ULDs are part of the traffic load.
The total mass to be entered on loadsheet and loading report is:

• Tare mass of the ULD, including mass of supporting and lashing material.
• Plus the mass of the respective load category (baggage, cargo or mail).
The maximum allowed load per ULD depends on the unit type.
REFERENCE:
See tables below. These maximum masses might have to be reduced due to the structural limitations of the
aeroplane.
REFERENCE:
See respective chapter in AHM - Aeroplane Guides. Empty ULDs are to be entered as cargo load for the next
destination, unless forwarded to a specific destination. If the total mass of a ULD is not determined by weighing,
the standard tare mass given below must be added to the mass of the load.
The masses to be entered on the loadsheet for ULDs loaded with cargo are those on the container pallet mass
statement, completed by cargo handling staff and transmitted to the loadcontrol office, where it must be filed
with the other traffic documents after use.
ULDs owned by foreign carriers may be accepted for loading on Swiss International Air Lines aeroplane, pro-
vided they are certified for carriage on the same aeroplane type.
ULD data
Type Size of base Mass (kg) Usable ULD type For use on Remarks
volume code LX aeroplane
inches Standard Max.
(m³)
mm tare gross
LD3-45 60.4 x 61.5 82 1134 3.5 AKH A319, A320,
container 1534 x 1562 A321
LD3-45 60.4 x 61.5 125 1134 3.3 DKH A319, A320,
LD-3-45 61.0 x 60.0 A319, A320,
98 1134 3.9 AKW ID no. 82000-82014
LD3-45 60.4 x 61.5 82 1134 3.5 YKB A319, A320, Contains 1000 kg
container 1534 x 1562 A321 ballast
LD3-45 60.4 x 61.5 169 1134 - XKH A319, A320, Catering container for
container 1534 x 1562 A321 A320 Charter
LD3 60.4 x 61.5 88, 66* 1588 4.2 AKE A330, A340 *ID no. 50000-54900
container 1534 x 1562 Light weight
LD 60.4 x 61.5 88 1588 4.2 AVE A330, A340
container 1534 x 1562
LD3 60 x 64 88 1500 4.3 AVA A330 , A340 ID no. 45000-45100
container 153 x 163 Light weight
LD3 60.4 x 61.5 125 1588 4.0 XKN A330, A340
LD9 88 x 125 250 6033 10.0 XAV A330, A340 VAL
Container 88 x 125 320 4626 12.2 AAF A330, A340
2235 x 3175
Container 96 x 125 270 6804 10.0 AMP A330, A340
2438 x 3175
Container 96 x 125 270 6804 10.0 AQA A330, A340
2438 x 3175
Container 39.7 x 61.5 76 753 2.5 DZH A319

Type Size of base Mass (kg) Usable ULD type For use on Remarks
volume code LX aeroplane
inches Standard Max.
(m³)
mm tare gross
Crew 96 x 125 850 850 A340 LDMCR for crew rest
Cooltainer 60.4 x 61.5 250 1588 2.7 RVN A330, A340 For catering only
LD3 1534 x 1562
Envirotainer 60.4 x 61.5 265 1588 2.9 RKN A330, A340
LD3 1534 x 1562
Envirotainer 60.4 x 61.5 635 1588 2.3 RKNe1 A330, A340
LD3 1534 x 1562
Envirotainer 60.4 x 61.5
670 1588 2.3 RKN A330, A340 ID 250003D - 251003D
LD3 1534 x 1562
Csafe 60.4 x 61.5 646 1588 2.3 RKN A330, A340 ID 000087K - 002367K
LD3 1534 x 1562
Envirotainer 88 x 125 445 6033 8.3 RAP A330, A340
Pallet 2235 x 3175
Envirotainer 88 x 125 1050 6033 8.3 RAPe2 A330, A340
Pallet 2235 x 3175
Pallet 60.4 x 61.5 40 1134 2.6 PKC A319, A320,
1534 x 1562 A321
Pallet 6034 x 125 125 3176 7.2 PLA A330, A340
1534 x 3175
Pallet 6034 x 125 100 3176 7.2 PWB A330, A340
1534 x 3175
Pallet 6034 x 125 90 3176 7.2 PLB A330, A340
1534 x 3175
Pallet 88 x 125 110 6804 10.5 P1P, PAP, A330, A340
2235 x 3175 PAG, PAJ
Pallet 88 x 125 112 6804 10.5 PAX A330, A340
2235 x 3175
Pallet 96 x 125 110 6804 11.4 P6P, PQP, A330, A340
2438 x 3175 PMP, PMC
Meat box 60.4 x 125 190 3176 7.2 XLA A330, A340
1534 x 3175
Meat box 96 x 125 255 6804 11.4 XMC A330, A340
2438 x 3175
VAL box 47 x 54 54 1000 0.037 ZYR A330, A340 Must be loaded on/into
a ULD
Envirotainer 39.8 x 30.0 72 400 0.164 JYP A319-A340 Must be loaded on/into
JYP box a ULD

5.2.5 Pantry codes
General
For mass and balance purposes, catering supplies stowed in the galleys on board an aeroplane are identified
by an alpha numeric character called pantry code. The mass of the catering supplies stowed in the cabin is
included in the DOM/DOI.
Catering equipment carried in the hold is to be considered as additional load (EIC) for mass and balance
calculations. Such equipment must be returned to the relevant catering office.
Publication of pantry codes

Responsible for publication of Swiss European Air Lines and Swiss International Air Lines pantry codes is:

Ground Services
P.O. Box
SITA: HDQGPLX
Communication and retrieval of pantry codes

Communication of pantry codes is done by Swiss International Air Lines, Aircraft Handling Management / OGP
to all LX stations worldwide and can be retrieved from:
• SWISS Ground Services Extranet (https://gs.swiss.com)
Additional load in galleys

Responsibility of catering offices:
• Additional urgently needed catering equipment forwarded in unused galley space is not included in the
pantry mass of the pantry code and/or DOM.
• Catering offices deciding to forward such load must inform the loadcontrol offices about the destination,
mass(es) and location(s).
Such load must be recorded on the loadsheet as follows:
Step Action
1 Add the mass to the DOM
2 Correct the DOI, using the "index correction tables for load in galleys", published in AHM - Aeroplane
Guides, chapter x.1.5 "Tables for correction of DOM/DOI.
NOTE:
Corrections of DOM and DOI must be shown on the loadsheet.
3 Add details about destination, mass and location in the SI part on the LDM.
EXAMPLE:
ADDITIONAL CATERING MAT FWD GALLEY 150 AFT GALLEY 200
4 In case the loadsheet is made by the crew, inform the commander

Reduction of load in galleys

If catering offices reduce the catering load for a specific flight, they must inform loadcontrol of:
• Flight
• Destination
• Mass(es)
• Location(s).
In case the loadsheet is made by crew, they must inform the commander.
Reductions of the galley load must be recorded on the loadsheet as follows:
Step Action
1 Deduct the mass from the DOM
2 Correct the DOI, using the "index correction tables for load in galleys", published in AHM - Aeroplane
Guides, chapter x.1.5 "Tables for correction of DOM/DOI
NOTE:
Corrections of DOM and DOI must be shown on the loadsheet.
3 Add details about destination, mass and location in the SI part on the LDM.
EXAMPLE:
AFT GALLEY MINUS 340

Purpose
Version numbers define with a minimum of figures:
• The aeroplane type
• The cabin configuration
• The container/pallet configuration (ULD configuration).
Publication
Drawings of the different cabin and container/pallet configurations (ULD configurations) are published in the
AHM - Aeroplane Guides, chapter x.4.6 “Container and pallet configurations”.
Version number parts

The version number is made up of (respect the sequence):
Part No. of digits Description

1 Aeroplane type code 3
2 Cabin configuration 2 Number of seats and their arrangement in the passenger cabin
3 Cabin version code 1 Position of the cabin divider (curtain)
4 ULD version 2 Designation of a specific container / pallet configuration (ULD
configuration)
Example of version number

The version number 32080G01 is made up as follows:
Digits Part Details

320 Aeroplane type code Airbus A320-214
80 Cabin configuration Cabin configuration with blocked middle seats in C-class
G Cabin version code Curtain positioned between rows 6 and 7 (24 C-class / 132 Y-class)
01 ULD version ULD version 01


5.3 Loadsheet
Content

5.3.4 EDP Loadsheet


Purpose
Besides load and load distribution information, further information is required in the LDM for efficient ground
handling at transit stations. Such additional information shall be given in the form of standardised remarks to
keep the LDM as brief as possible.
Sequence
Remarks must be shown for each destination following the PAX and PAD FCY distribution, in the following
sequence:
I. Passenger and cabin related remarks: DHC, XCR, BED, SOC.
II. Deadload related remarks such as AVI, BAL, RFL, etc. (not requested on LDM if CPM is sent)
LDM for ULD aeroplane

The following remarks must be transmitted in the LDM:
• Passenger and cabin related remarks.
• Information about:
–– Additional catering equipment forwarded in the galley.
–– Dangerous goods/special load in passenger and/or crew baggage such as AVI, battery powered
mobility aid, oxygen bottles, etc.
NOTE:
Deadload related remarks are not requested on LDM if CPM is sent. For LDM information please refer to AHM
6.7 “ Loadmessage (LDM)”.
Format rules
The following format rules apply:
• All remarks are composed of the load information code consisting of 3 alpha characters and the
specification of variable length.
• Any transmittable characters except hyphens (–) may be used in the specification.
• All remarks must be preceded by a full stop.
• The different data within the remark (classes, loading position and mass, loading position and TI) must be
separated by an oblique.
REFERENCE:
For further information, see AHM 6.7 “Loadmessage (LDM)”.

Load information codes

The table below shows the load information codes:
Code Description Examples / remarks

AOG Spare parts for aeroplane on ground, followed by the loading .AOG/2
position.
AVI Live animals, followed by loading position .AVI/2
BAL Ballast, followed by loading position and mass. .BAL/1/500
BED Stretcher installed, followed by the total number of seats blocked .BED/6/3Y
by the stretcher arrangement and the number of passengers
travelling on those seats (patient and accompanying) and class.
The passengers are included in the PAX FCY distribution.
BEH Stretcher hold loaded (unmanifested). .BEH/11L/50
1-3 alpha numerics to indicate the loading position followed by an
oblique and two numerics for the mass of the stretcher.
BIG Items which due to their mass and/or size must be loaded on 2 .BIG/21P
or more pallets or can only be loaded with difficulties into bulk .BIG/22P
compartments must be shown for each ULD position/compartment
position over which the piece is loaded.
NOTE: SI
Complete information (nature, mass, dimensions) must be given in 1 BUNDLE OF HIGH JUMP
the SI part of the CPM. POLES WITH 30 KG LOADED
OVER PALLETS 21P AND
22P.
CAO Dangerous goods Cargo Aeroplane Only (labelled). .CAO/1/50
oblique and 1-4 numerics to indicate the mass.
CAT Cargo attendant on cargo aeroplane. .CAT/2
One or two numerics to indicate the number.
COL Cool storage at 2 to 8° Celsius. The conditions must be fulfilled .COL/1/250
during ground handling/warehouse storage. Whenever possible,
cool items must be loaded on positions where cooling is possible.
COM Company mail (unmanifested in quantities of more than 5 kg), .COM/2/125
followed by loading position and mass.
CSU Catering equipment and food supply not used on flight .CSU/21R/1200
(unmanifested). 1-3 alpha numerics to indicate the loading position
followed by an oblique and 2-4 numerics to indicate the mass.
DHC Deadheading crew, followed by number of seats occupied per .DHC/1/2/2
class. DHC are included in the PAX FCY distribution.
EAT Foodstuff for human consumption, followed by loading position. .EAT/3
EIC Unmanifested equipment in compartment (not included in DOM/ .EIC/2/521
DOI), such as lashing and supporting materials, etc., followed by
loading position and mass.
Specify under SI what kind of unmanifested equipment (e.g. tie- SI

down material, platforms, etc.). In case of multi-sector flight the 521 KG TECHNICAL SPARE
specification under SI must be preceded by the 3-letter IATA airport PARTS LOADED ON 22P
code of destination.
NOTE:
- Containers, pallets, igloos, nets as well as supporting and
lashing materials used on pallets and in containers must not be
considered as EIC.
- In case of stacked pallets, the base pallet must be included in
the figure for C as cargo and the mass of the other units must
be added as EIC.


ELD Extra load devices. .ELD/22L/425
ELI Lithium ion batteries
ELM Lithium metal batteries
EXP Expedite baggage – rush baggage .EXP/1/300
FIL Undeveloped films, followed by loading position. .FIL/2
FKT Special flight kit (not included in DOM/DOI), unmanifested, followed .FKT/4/275
by loading position and mass.
FRI Frozen goods subject to veterinary / phytosanitary inspection. .FRI/4/1
FRO Frozen goods .FRO/4/1
HEA Heavy pieces, followed by compartment number and mass. Must be .HEA/2/350
used for items of 150 kg and more. Two or more heavy pieces loaded
in the same compartment and to the same destination must be shown .HEA/3/190.HEA/3/340
individually.
NOTE:
No HEA remark needed for heavy pieces loaded in/on ULDs.
HEG Hatching eggs, followed by loading position. .HEG/1
HUM Human remains in coffins, followed by loading position and mass. .HUM/3/258
NOTE:
No HUM remark is needed for funeral urns. An additional HEA remark
for HUM weighing 150 kg or more is not required.
ICE Dry ice (carbon-dioxide), followed by loading position. .ICE/3
NOTE:
The ICE remark is also required for dry ice loaded into cooltainers.
LHO Living human organs/blood, followed by loading position. .LHO/1
MOS Miscellaneous Operational Staff other than crew, who perform .MOS/0/0/2
functions relating to the flight and occupy passenger seats.
OBX Obnoxious dead load that produces strong offensive odour. .OBX/22P
1-3 alpha numerics to indicate the loading position.
OHG Items loaded on 1 or more pallets that overhang positions other than .OHG/24P
those on which they are loaded must be shown only for the ULD
positions from which the piece overhangs.
NOTE:
The length of the overhang and the ULD position(s) affected must be
given in the SI part of the CPM.
PAD Passengers not entitled to firm booking, followed by the number .PAD/1/6/2
of seats occupied per class. PADs are included in the PAX FCY .PAD/0/0/0
distribution.
PEA Hunting trophies, skin, hide and all articles made from or containing .PEA/2
parts of species listed in the CITES.
1-3 alpha numeric’s to indicate the loading position.
PEF Flowers, followed by loading position. .PEF/2
PEM Meat and meat products, followed by loading position. .PEM/2
PEP Fruits and vegetables, followed by loading position. .PEP/2
PER Perishable cargo, followed by loading position. .PER/2
PES Fresh fish, salted fish and seafood, or frozen fish and frozen seafood, .PES/2
followed by loading position.
RCL Cryogenic liquids (deeply refrigerated gases), followed by loading .RCL/1
position.


RCM Corrosive (labelled), followed by loading position. .RCM/2
RCX Explosives 1.3C, followed by loading position. .RCX/1
For cargo aeroplane only (CAO).
RDS Diagnostic specimens / clinical specimens (labelled), followed by loading .RDS/2
position.
REX Explosives with governments permit, followed by loading position. .REX/2
RFL Flammable liquid (labelled), followed by loading position. .RFL/1
RFS Flammable solid (labelled), followed by loading position. .RFS/2
RFW Dangerous when wet (labelled), followed by loading position. .RFW/1
RGX Explosives 1.3G, followed by loading position. .RGX/3
RIS Infectious substances (labelled), followed by loading position. .RIS/2
RLI Lithium ion batteries, followed by loading position .RLI/4
RLM Lithium metal batteries, followed by loading position .RLM/2
RNG Non flammable compressed gas (labelled), followed by loading position. .RNG/1
ROP Organic peroxide (labelled), followed by loading position. .ROP/2
ROX Oxidizer (labelled), followed by loading position. .ROX/1
RPB Poison (labelled), followed by loading position. .RPB/1
RPG Poisonous gas (labelled), followed by loading position. .RPG/3
RRY Radioactive materials of categories II and III (yellow label), followed by .RRY/1/5PT4
loading position and transport index (TI). The figure expressing the TI must
be shown with one decimal. The abbreviation PT (point) must be used to
indicate the decimal point.
RSB Polymeric beads, followed by loading position and mass. .RSB/2/45
RSC Spontaneously combustible (labelled), followed by loading position. .RSC/1
RXB Explosives 1.4B, followed by loading position. .RXB/2
RXC Explosives 1.4C, followed by loading position. .RXC/1
EXD Explosives 1.4D, followed by loading position. .RXD/3
For cargo aeroplane only (CAO)
RXE Explosives 1.4E, followed by loading position. .RXE/4
RXG Explosives 1.4G, followed by loading position. .RXG/1
RXS Explosive 1.4S (ammunition for sporting and hunting purposes, labelled), .RXS/1
followed by loading position.
SHL Save Human Life, followed by loading position .SHL/4
SOC Seats occupied by baggage, cargo and/or mail, followed by the number of .SOC/0/0/3
seats occupied per class. SOC are not included in the PAX FCY distribution.
SPB Special baggage, followed by loading position and mass. .SBP/1/100
SPF Laboratory animals, followed by loading position. .SPF/2
WET Shipments of wet materials not packed in watertight containers, e.g. fish .WET/1
packed in wet ice. 1-3 numerics to indicate the loading position.
XCR Working crew occupying passenger seats, followed by the number of seats .XCR/1/1/1
occupied per class. .XCR/0/0/2
NOTE:
XCR are not included in the PAX FCY distribution.
XPS Priority small package, followed by loading position. .XPS/1

Number of copies and distribution

The loadsheet must be distributed as follows:
• Original copy for flight crew.
• One copy for flight file.
• One copy for revenue accounting and statistics.
• One copy for the handling company, if required.
The original copy for the flight crew and the copy for the flight file must be signed.
NOTE:
In case the final loadsheet has been provided to the cockpit crew by Acars, the EDP loadsheet copy does not
need to be countersigned by the commander. This as when the aeroplane starts to taxi with own power, the
commander acknowledges that the final loadsheet has been received and approved.
The EDP loadsheet is to be filed accordingly and must be signed by the agent responsible for the loadsheet.


General
Form to be used by handling companies:
• The Swiss International Air Lines Loadsheet and Loadmessage form no. 13–12471
• If this form is not available, an other manual loadsheet form, provided it corresponds with IATA AHM
Recommendation 516, may be used.
• Due to the legal nature of this document, it is not permitted to use a pencil to fill out a manual loadsheet.
Therefore all manual loadsheets must completed using either a black or blue pen.
REFERENCE:
For information on forms, see Appendix A.

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Example on manual loadsheet:
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Version: 03
Part 1
Description: Addresses and heading
Ref. Printed heading Description Examples / remarks

1 Priority QX
2 Address(es) Teletype address(es) for loadmessage
3 Originator 7-letter group of originator (must always
be shown)
4 Recharge 2-letter code of airline to be charged for
message
5 Date / time Date and time group (local)

6 Initials Operator's initials
7 LDM Standard indicator for loadmessage
8 Flight Flight number
9 A/C Reg. Aeroplane registration
10 Version Aeroplane type, cabin version, ULD REFERENCE:
version For more information, see 5.2.6 "Version
numbers"
11 Crew Number of crew including working crew - 1st figure indicates flight crew and
members accommodated on passenger subsequent figure(s) cabin crew.
seats (XCR) - Crew figures must be separated by an
oblique.
12 Date Local date
Part 2
Description: Operating mass calculation

13 Reference DOM Reference DOM without mass
adjustments
14 Corrections Spare lines for entry of mass For information of the crew, enter applicable
adjustments to the published DOM correction(s):
- Potable water uplift
- Stretcher in cabin
- Add. catering material
15 Pantry code Pantry code (always alphabetic)
17 Dry operating Dry operating mass (DOM) valid for Dry operating mass table are published in
mass the particular cabin configuration, SWISS Ground Services Extranet or other
pantry code and total number of airline internal publication.
crew
18 Take-off fuel Mass of take-off fuel According to fuelling order
19 Operating mass Sum of items 17 and 18

Part 3
Description: Allowed traffic load calculation

20 Maximum mass for
ZERO FUEL
21 Maximum mass for The maximum mass is given by the
TAKE-OFF commander or flight dispatcher.
22 Maximum mass for The maximum mass is given by the
LANDING commander or flight dispatcher.
23 Trip fuel Mass of trip fuel According to fuelling order.
24 Allowed mass for Use lowest items 24a, b or c

take-off (lowest of a,
b or c)
25 Allowed traffic load Difference between the lowest of items
24a, b or c and item 19 .
Part 4
Description: Load information per destination and totals

26 Dest. Airport of destination, use 3-letter IATA Ref. no. 26 to 44 referring to an
airport code. individual destination
27 No. of passengers Number of transit passengers, including
PADs and DHCs:
- Standard: Adults/Children/Infants.
- Alternative: Male/Female/Children/
Infants.
28 No. of passengers Number of joining passengers, including Zeros must be filled in if there is
PADs and DHCs: only deadload to a destination, e.g.
- Standard: adults/children/infants. 0/0/0.
- Alternative: male / female / children /
infants.
29 No. of passengers Total number of passengers per If there is no traffic load to a
destination: destination, enter “nil”.
- Standard: adults/children/infants.
- Alternative: male/female/children/
infants.
- Sum of items 27 , 28 and LMC.
30 Intentionally left blank.
31 Deadload Tr Mass of transit deadload. To be obtained from the LDM.
32 Deadload B Mass of joining baggage.
33 Deadload C Mass of joining cargo.
34 Deadload M Mass of joining mail.
35 Deadload T Total mass of deadload, sum of items
31 to 34 .
36 Distribution weight Mass distribution of the different load Entries to be made only for
categories per compartment and/or ULD compartment(s) and ULD position(s)
position. holding load.
37 Distribution weight Mass of deadload (transit deadload plus Entries to be made only for
joining baggage, cargo, mail and LMC) compartment(s) and ULD position(s)
per compartment and/or ULD position. holding load.


38 Remarks Number of seats occupied by transit To be obtained from the LDM.
PAX FCY passengers per class, including PADs
and DHCs.
39 Remarks Number of seats occupied by joining
PAX FCY passengers per class, including PADs
and DHCs.
40 Total number of seats occupied by - Sequence of the classes to be shown
passengers per class; Sum of items in descending order of priority:
38 , 39 and LMC. (1) F class (2) C class (3) Y class
- Not existing classes to be omitted.
- If there are no passengers in an existing

class, a zero must be filled in. e.g.
.PAX/0/12/45
- If there is only deadload to a destination,
zeros must be filled in.e.g. .PAX/0/0/0
41 Number of seats occupied by transit To be obtained from the LDM.
PADs per class.
42 Number of seats occupied by joining

PADs per class.
43 Total number of seats occupied by See also ref. no. 40 .
PADs per class, including LMC.
44 Remarks field. REFERENCE:
For instructions, see 5.3.1 “Load information
codes”.
45 Total number of passengers; Items 45 to 51 refer to the totals of all
Sum of items 27 and 28 . destinations.
47 Total mass of deadload;
Sum of items 31 32 33 and 34 .
48 Total mass of deadload per
compartment and/or ULD position..
49 Total number of seats occupied by
passengers per class; Sum of items
38 and 39 .
50 Spare line for corrections. The totals of F, C and Y must always be
adjusted in case of an LMC, before the
loadsheet is handed over to the flight crew.
51 REFERENCE:
For instructions, see 5.2.2. ”Standard
passenger mass”.
52 Sum of items 47 and 51 .
53 Item 25 minus item 52 .
Part 5
Description: Actual gross mass calculation

54 Zero fuel weight Actual zero fuel mass: Sum of item 52 and 17 .
55 Take-off weight Actual take-off mass: Sum of item 52 and 18 .
56 Landing weight Actual landing mass: Item 55 minus 23 .

Part 6

no.
57 Dest. Destination of last minute load. Use the same codes as in item 26 .
58 Specification Type of LMC PAX, PAD, DHC, cargo, mail, EIC, etc.
59 Cl/Cpt Class, compartment and/or ULD
position.
60 +/- Identification of on- or offload. Write (+) for onload and (–) for offload.
61 Weight Mass of LMC.

62 Index corr. Index correction for LMC. REFERENCE:
For instructions, see 5.4 “Last minute changes”.
63 LMC Total +/- Identification of positive (+) or Circle applicable sign, i.e. :
negative (–) LMC total. - positive + / –
- negative + / –
64 Total mass of LMC: REFERENCE:

Difference between totals of For instructions, see 5.4 “Last minute changes”.
positive and negative items 61 .
65 Total index corrections of LMC: REFERENCE:
Difference between totals of For instructions, see 5.4 “Last minute changes”.
positive and negative index
corrections.
66 LMC Total +/- Identification of positive (+) Circle applicable sign, i.e. :
or negative (–) total of index - positive + / –
corrections. - negative + / –
Part 7

no.
67 SI Supplementary information to be - PAX MASSES USED M88 F70 C35 I0
included in LDM. - Dangerous goods/special loads in passenger
and/or crew baggage
69 NOTES Information not to be transmitted NOTOC yes/no, fuel density, LDMCR etc.
with LDM.

Part 8
Description: Balance and seating conditions

no.
70 Balance Entry of balance conditions as determined
conditions on the balance table.
71 DOI Dry operating index. For more instructions, refer to the AHM –
Aeroplane Guides.
72 Corr +/- Correction to the published DOI. For more instructions, refer to the AHM –
Aeroplane Guides.
73 Adj. DOI Adjusted DOI, item 71 plus/minus item

72 .
74 DLI Deadload index. The data in ref. no. 73 to 78 are to be
determined on the balance table.
75 LIZFW Loaded index zero fuel mass.
76 LITOW Loaded index take-off mass. For more instructions, refer to the AHM –
Aeroplane Guides.
77 MACZFW Location of centre of gravity at ZFW in

%MAC.
78 MACTOW Location of centre of gravity at TOW in
%MAC.
79 STAB TO Stabilizer setting at TOW.
80 Seating Entry of seating conditions.
conditions
81 Total number of Total number of passengers on board
passengers including infants.
82 Prepared by Loadplanning signature. REFERENCE:
For instructions, refer to 2.4.2 ”Manual
loadsheet”.
83 Approved by Commander’s signature.

Manual loadsheet by flight crew

If a manual loadsheet is prepared by the flight crew, a copy of the manual loadsheet must be handed over to
ground handling personnel for the flight file.
If the loadsheet is prepared by the flight crew on a laptop, the loadsheet figures must be copied into a manual
loadsheet and be handed over to ground handling personnel for the flight file.
NOTE:
Refer to “Specimen” just below.
Specimen
Specimen of manual loadsheet prepared by the flight crew (e.g. for ad-hoc charter flights):

Specimen of the loadsheet slip, when the loadsheet is established by the flight crew on the laptop:


5.3.4 EDP Loadsheet
Specimen
Example of EDP loadsheet (axsControl DCS), A320-214
L O A D S H E E T CHECKED APPROVED EDNO

ALL WEIGHTS IN KILOS 01
FROM/TO FLIGHT A/C-REG VERSION CREW DATE TIME

ZRH ATH LX1830 HBJLS 320S80D01 2/4 13SEP12 0940
WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 3073 1/1082 3/999 4/750 5/242
PASSENGER/CABIN BAG 10537 74/ 55/ 5/ 2 TTL 136 CAB

PAX 0/ 6/128 SOC
BLKD
***************************************************************
TOTAL TRAFFIC LOAD 13610
DRY OPERATING WEIGHT 43040
ZERO FUEL WEIGHT ACTUAL 56650 MAX 61000 ADJ
TAKE OFF FUEL 9600
TAKE OFF WEIGHT ACTUAL 66250 MAX 73500 ADJ
TRIP FUEL 6000
LANDING WEIGHT ACTUAL 60250 MAX 64500 L ADJ
BALANCE AND SEATING CONDITIONS LAST MINUTE CHANGES

DOI 34 DLI 39 LIZFW 47 DEST SPEC CL/CPT WEIGHT/IND
LITOW 44 MACZFW 32.3
MACTOW 30.1
STAB TO 0.4 NOSE DOWN
A33.B45.C56.
SEATROW TRIM
UNDERLOAD BEFORE LMC 4250 LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-ATH.74/55/5/2.T3073.1/1082.3/999.4/750.5/242.PAX/0/6/128
.PAD/0/0/1
SI
PAX WEIGHTS USED M 88 F 70 C 35 I 0
DOW ADJ WGT/IND
ADDITIONS
NIL
DEDUCTIONS
NIL
PANTRY CODE H
NOTOC YES
ATH C 328 M 352 B 113/ 1861 O 0 T 0
END LOADSHEET EDNO 01 LX1830 13SEP12 130940

Part 1
Printed heading Description Examples / remarks

FROM 3-letter IATA airport code of airport of
departure.
TO 3-letter IATA airport code of airport of
next intended landing.
FLIGHT Flight number. Double designators (e.g. LX/IB) are not permitted.
No space between company designator and flight
no.
A/C REG. Aeroplane registration. The hyphen between country and aeroplane code
must be omitted.
VERSION Aeroplane version number. REFERENCE:
For more information, see 5.2.6 “Version numbers”.
CREW Number of crew including working 1st figure indicates flight crew and subsequent
crew members accommodated on figure(s) cabin crew. Crew figures must be
passenger seats (XCR). separated by an oblique.
DATE Local date.

TIME Local time when this edition was
produced.
EDNO Edition number.
Part 2
Description: Load and distribution

LOAD IN Mass of deadload.
COMPARTMENT
DISTRIBUTION Mass of deadload (transit deadload plus joining baggage,
cargo and mail) per compartment and/or ULD position.
PASSENGER/ Total passenger mass (including transfer passenger) based
CABIN BAG on the calculation mentioned under SI-part.
Number of passenger (including PADs and DHCs) indicated
as:
Male, Female, Children, Infant
PAX Number of passenger (including PADs and DHCs) per seats
occupied in:
F-class, C-class, Y-class
TTL Total number of passenger, including infants, PADs and
DHCs).
CAB Mass of cabin baggage. Not applicable
SOC Number of seats occupied by baggage, cargo, mail per
class.
BLKD Number of seats blocked (not available for passengers) per e.g. blocked seats for XCR
class.
TOTAL TRAFFIC Sum of “load in compartments” (deadload) plus passenger
LOAD mass.

Part 3
Description: Actual gross mass calculation

DRY OPERATING Dry operating mass (DOM) valid for the DOM tables are published in the airline
WEIGHT particular cabin configuration, pantry internal publication.
code and total number of crew.
ZERO FUEL WEIGHT Sum of total traffic mass load plus dry
ACTUAL operating mass.
MAX Maximum zero fuel mass. For maximum gross masses, see the
respective aeroplane guides.
TAKE-OFF FUEL Mass of take-off fuel. According to fuelling order.

TAKE-OFF WEIGHT Sum of zero fuel mass plus mass of
ACTUAL take-off fuel.
MAX Maximum take-off mass. For maximum gross masses, refer to
the respective aeroplane guides. This
maximum mass is given by the commander
or flight dispatcher.
TRIP FUEL Mass of trip fuel. According to fuelling order.

LANDING WEIGHT Actual take-off mass minus mass of
ACTUAL trip fuel.
MAX Maximum landing mass. For maximum gross masses, see the
respective aeroplane guides. this maximum
mass is given by the commander or flight
dispatcher.
L Indicator "L" showing which of the
maximum masses is limiting the
allowed traffic load.
UNDERLOAD Difference between maximum and
BEFORE LMC actual gross mass(es) indicated by L.
Part 4
Description: Balance and seating conditions

BALANCE Balance and seating conditions, in accordance with
AND SEATING the instructions in the respective aeroplane guides.
CONDITIONS Following seating conditions are applicable:
- Seat row trim
- Area trim
- Free seating

Part 5
Description: Last minute changes
Printed Description Examples / remarks

heading
LAST Last minute changes (LMC)-part.
MINUTE
CHANGES
DEST Destination of the last minute load.
SPEC Specification of LMC. PAX, PAD, DHC, cargo, mail, EIC, etc.
CL/CPT Class, compartment and/or ULD position.
Identification of on- or offload. Write (+) for onload and (–) for offload.
WEIGHT Mass of LMC.
/IND Index correction for LMC. REFERENCE:
For instructions, see 5.4 “Last minute changes”.
Identification of positive (+) or negative Positive LMC total indicated with +.
(–) LMC total. Negative LMC total indicated with –.
LMC TOTAL Total mass of LMC. Difference between

the total of positive and negative items.
Total index correction for LMC. Difference
between total of positive and negative
index corrections.
ADJ ZFM, TOM and LAM adjusted by total REFERENCE:
mass of LMCs. For instructions, see 5.4 “Last minute changes”.
Total number of seats occupied in F class
adjusted by LMC.
Total number of seats occupied in C class
adjusted by LMC. These figures must be adjusted before the
loadsheet is handed over to the commander.
Total number of seats occupied in Y class
adjusted by LMC.
Total number of passengers on board
(including infants) adjusted by LMC.
Part 6
Description: Loadmessage and commander's information before LMC

LOADMESSAGE AND Text of loadmessage without address part.
CAPTAIN'S INFORMATION
BEFORE LMC
SI Supplementary information part.
CHECKED Loadplanning signature. REFERENCE:
For instruction, see 2.4.2
"Manual loadsheet"
APPROVED Commander's signature

Definitions
ACARS (Aircraft Communication, Addressing and Reporting System) is a digital transmission of data (for
operational, customer service and maintenance purposes) between the ground and the aeroplane.
• An uplink message is a message transmitted from the ground to the aeroplane.
• A downlink message is a message transmitted from the aeroplane to the ground.
IMPORTANT:
The aeroplane registration is the primary address for uplink messages; therefore, make sure the aeroplane
registration on the loadsheet is correct.
General regulations
Only stations connected to axsControl DCS or any other approved DCS are permitted to transmit the loadsheet
by ACARS to the flight deck. Other stations wanting to use the ACARS loadsheet must request approval from:
Swiss International Air Lines Ltd., Ground Services, Aircraft Handling Policies / OGP
The rules concerning the responsibilities for a correct loadsheet and for last minute changes must be followed
as per AHM 2.4.4 “ACARS loadsheet”.
The format only contains data essential to the flight crew and has been adapted to suit both printer and screen
presentations. There are 2 loadsheet types:
• The preliminary loadsheet.
• The final loadsheet.
Number of loadsheets to be transmitted:

• Preliminary loadsheet: any number.
• Final loadsheet: one (any attempt to transmit a second loadsheet will be prevented by axsControl DCS).
NOTE:
i. Several final loadsheets with different edition numbers (EDNO) can be sent out of the LH-WAB and D-Plan
EDP systems. At stations where these systems are used, it is imperative for the ramp agent to cross check
the loadsheet EDNO on the EDP loadsheet with the ACARS loadsheet received by the flight crew. Both
the standard EDP and ACARS loadsheets must indicate the same EDNO. In case of discrepancy, the
difference must be determined and any LMC corrections made.
ii. No ACARS loadsheets are to be sent once the aeroplane’s doors are closed.
The flight crew can initiate transmission of a loadsheet request message (downlink message) to the loadcontrol
office, if for some reason they have not received a loadsheet. When the aeroplane starts to taxi with own power,
the commander acknowledges that the final loadsheet has been received and approved.
ACARS loadsheet formats

Two different ACARS loadsheet formats are available:
• Short ACARS loadsheet (axsControl DCS, LH-WAB and D-Plan DCS).
• Alternate ACARS loadsheet (axsControl DCS).
Short ACARS loadsheet

• Allows transmission of most of the loadsheets in one message block.
• Only in exceptional cases, two or more message blocks will be required for the transmission of a loadsheet
in this format.

Alternate ACARS loadsheet (as per IATA AHM 518)

• Can be established by axsControl DCS on request.
• Normally this format requires three message blocks for transmission.
REFERENCE:
For examples of the different layouts, see next pages.
Normal procedure
Initiate the transmission of a preliminary loadsheet only if requested by the flight crew.
NOTE:
axsControl DCS performs a so-called “init check after the first MS input in monitor action 4“‘. If the initialisation of
ACARS has not been done by the flight crew, the message ACARS LS – A/C NOT INITIALISED will be printed
on the monitor assigned printer (see further under “Procedure in case of system failure” below).
The normal initialisation procedure comprises the following actions:
Step Action
1 After having made sure all data are correct, initiate transmission of the final loadsheet LS/FINAL/SEND
in axsControl DCS) no later than STD / ETD – 5’

NOTE:
The aeroplane is not prepared for pushback or engine start if the flight crew is not in possession of the
final loadsheet.
2 Immediately after the final loadsheet has been transmitted,
- Print out a standard EDP loadsheet,
- Make sure all figures correspond with the final loadsheet,
- Sign it and put it in the flight file.
3 Alert the commander immediately if axsControl DCS responds to LS/FINAL/SEND input that the final
loadsheet has already been transmitted.
IMPORTANT:
Make sure the aeroplane does not depart until the matter has been clarified.
4 If for some reason the aeroplane returns to the ramp, issue a standard EDP or manual loadsheet if
necessary. Put a copy of that new loadsheet in the flight file.
Procedure in case of system failure (axsControl DCS)

If an uplink failure occurs, a warning message will be printed in the loadcontrol office 30 to 60 seconds after the
input has been made.
If the failure occurs before the preliminary loadsheet has been transmitted, perform the following actions:
Step Action
1 Establish a standard EDP or manual loadsheet with the final passenger, load and fuel figures.
2 In case of a manual loadsheet, check the figures on the LD and/or IF display with your manual
calculations and clarify significant differences before giving the loadsheet to the commander.
If no print-outs of the LD and/or IF display are available, have another qualified person check the
calculations.
3 Give the loadsheet to the commander for signature.
4 Put the copy in the flight file.

If the failure occurs after the preliminary loadsheet has been transmitted, perform the following actions:
Step Action
1 Establish a standard EDP or manual loadsheet with the final passenger, load and fuel figures.
2 In case of a manual loadsheet, check the figures on the LD and/or IF display or preliminary loadsheet
with the manual calculations and clarify significant differences before giving the loadsheet to the
commander.
3 Transmit the following data verbally to the flight crew, using CUT or interphone:
- Flight number (call sign).

- Zero fuel mass (for verbal transmission, round off to the nearest 100 kg).
- Take off mass (for verbal transmission, round off to the nearest 100 kg).
- Total number of passengers.

4 Transmit balance conditions, using the following data:
Aeroplane Data
A340 MACZFM, MACTOM AND STAB TO
A330 MACZFM, MACTOM AND STAB TO
A319, A320, A321 MACZFM, MACTOM AND STAB TO
Avro RJ100 MACZFM, MACTOM AND STAB TO
5 Write the figures transmitted to the flight crew and the time of transmission on the loadsheet.
6 Put the loadsheet in the flight file
Procedure for passengers on crew seats

The procedure for passengers on crew seats comprises the following actions:
Step Action
1 Make the service mass adjustment for each passenger who occupies a crew seat on the flight deck
or in the cabin.
2 - If a PAD occupies a crew seat on the flight deck (XFD), use the remark “PAD ON FLIGHT DECK”.
- If a passenger occupies a crew seat in the cabin (XCA), use the remark “PAD ON JUMP SEAT” (for
PADs).
3 Mark the correct number of passengers in the SI part of the loadsheet. Use the remark “TTL PAX”
followed by the total number of passengers.
EXAMPLE:
TTL PAX O/B 136

LMC – Information to flight crew

Basically the rules described in 5.4 “Last minute changes” must be followed if load changes occur after the final
loadsheet has been transmitted.
Give the necessary data to the commander (REFERENCE: See 2.6 “Data communication”), if:
• The passenger figures have been changed.
• The effect of the passengers on the balance of the aeroplane has been calculated by class or cabin section,
and the total mass of the deadload change is more than the equivalent mass of more than 10 pieces of
baggage.
REFERENCE:
For standard baggage masses, refer to 5.2.1 “Standard baggage masses”.
• The effect of the passengers on the balance of the aeroplane has been calculated by seat row, and the
total mass of the deadload changes is more than the equivalent mass of more than 10 pieces of baggage.
REFERENCE:
For standard baggage masses, refer to 5.2.1 “Standard baggage masses”.
• Take-off fuel (TOF) and/or trip fuel (TIF) figures have been adjusted.
• Aeroplane is overloaded at TOM and/or LAM.
IMPORTANT:
This rule must also be followed:
• If the total mass of the deadload LMC is less than the tolerance specified in the AHM - Aeroplane Guides,
chapter x.2.9.2.
• If the mass of the fuel LMC is less than the tolerance specified in the AHM – Aeroplane Guides, chapter
x.2.9.2.
If these data are transmitted by radio or interphone, mark the time of transmission on the flight file copy of the
loadsheet.
There is no need to give data to the commander (REFERENCE: See 2.6 “Data communication”), if:
• The passenger figures have not been changed.

• The total mass of the deadload LMC is less than the tolerance specified in the AHM – Aeroplane Guides,
chapter x.2.9.2.
• The aeroplane is not overloaded at TOM and/or LAM.
Before dispatching the LDM and CPM, make sure all LMCs have been included in the load figures, regardless
of whether the commander has been told of such changes.

LMC – Fuel figures

The flight crew checks the fuel figures entered in the system with those marked on the fueling order form and
will contact the loadplanning / red cap if:
• The difference between the TOF figure shown on the final loadsheet and the actual fuel quantity on board
is more than the tolerance specified for the aeroplane type concerned and
• If the aeroplane is overloaded at TOM due to the difference between the TOF figure shown on the final
loadsheet and the actual fuel quantity on board.
When receiving the actual TOF figure from the flight crew, the loadplanning must take the following actions:
Step Action
1 Adjust the TOF figure in axsControl DCS.

2 If the system responds that the actual TOM and/or LAM is more than the relevant maximum mass
(overload), follow the rules in “LMC – Information to flight crew” above.
3 If the system responds that the balance conditions are not within the specified limits, apply the
procedure described in the respective AHM – Aeroplane Guides, chapter x.2.2.
4 Print out a copy of a standard EDP loadsheet when the overload condition and/or balance problem has
been resolved and when all load figures affected by the changes have been adjusted in axsControl
DCS. Make sure to include in the load adjustments all changes, which occurred after transmission of
the final loadsheet.

5 Transmit the new gross masses and balance conditions to the flight crew according to the rules in
this topic.
6 Mark “TOF according to verbal transmission from commander” on the flight file copy of the loadsheet.
No need to put the copy of the fuel order form in the flight file.
Example loadsheet/short ACARS format (axsControl DCS)

Preliminary loadsheet Final loadsheet
1 PREL1 LX0018 *** 1 FINAL LX0018
2 DOW125040 DOI 50 2/9 2 DOW125040 DOI 50 2/9
3 ZFW158892 M170000 3 ZFW159085 M170000
4 TOF 60500 4 TOF 60500
5 TOW219392 M230000L 5 TOW219585 M230000L
6 TIF 48900 6 TIF 48900
7 LAW170492 M182000 7 LAW170685 M182000
8 UL10608 8 UL10415
9 PAX/12/42/141 TTL197 9 PAX/12/42/141 TTL197
10 LIZFW 64 LITOW 63 10 LIZFW 65 LITOW 64
11 MACZFW 31.0 MACTOW 29.1 11 MACZFW 31.4 MACTOW 29.3
12 ROWS NY 12 ROWS NY
13 * LIVE DOG IN COMP 1 * 13 * LIVE DOG IN COMP 1 *
14 ENDLX0018 14 ENDLX0018

Loadsheet description – short ACARS format (axsControl DCS)

The table below describes the individual lines of the loadsheet:
Line no. Element Text/abb. Example / remarks

1 Header of loadsheet. PREL1 LX.... Issue 1 of preliminary loadsheet for LX0018
Final loadsheet for LX0018
FINAL LX....
2 - Dry operating mass. DOW DOW125040
- Dry operating index. DOI DOI 50
- Number of flight and cabin crew. 2/9
3 - Actual zero fuel mass. ZFW ZFW158892

- Maximum zero fuel mass. M M170000
- Indicator if allowed traffic load is L
limited by maximum zero fuel mass.
4 Mass of take-off fuel. TOF TOF 60500
5 - Actual take-off mass. TOW TOW219392
- Maximum take-off mass. M M230000L
- Indicator if allowed traffic load is L In this example, the take-off mass is the
limited by maximum take-off mass. limiting factor.

6 Mass of trip fuel. TIF TIF 48900
7 - Actual landing mass. LAW LAW170492
- Maximum landing mass. M M182000
- Indicator if allowed traffic load is L
limited by maximum landing mass.
8 Underload UL UL10608
Difference between the actual and the
maximum gross mass indicated by "L".
9 - Number of passengers per class PAX PAX/12/42/141
- Total number of passengers incl. TTL TTL197
infants.
10 Balance conditions. LIZFW LIZFW 64
LITOW LITOW 63
11 MACZFW MACZFW 31.0
MACTOW MACTOW 29.1
12 Balance method / supplementary - ROWS Balance method by rows, area or class.
information. - AREA
- CLASS
- NY NOTOC YES (NY)

- NN NOTOT NO (NN)
13 Supplementary information. e.g. NO TOL Free text
No LMC tolerance for pax and deadload
(A321, bay-trim).
DOW ADJ Service weight adjustments (PAD on J/S,
potable water uplift).
TAIL Tail tank fuel (non-standard fuel distribution).
14 Message designator. ENDLX.... End of message for LX0018

Definitions
Last minute changes (LMCs) are adjustments to the loadsheet after the loadsheet has been completed.
Traffic load LMC refers to the difference between:
• The actual loading according to the loading report and the corresponding figures on the loadsheet.
• The actual number of passengers according to the gate check and the corresponding figures on the
loadsheet.
Crew LMC refers to the difference between the actual number of crew members and the corresponding numbers
on the loadsheet.
Fuel LMC refers to the difference between the final amounts stated on the fuelling order and the corresponding
amounts used for the calculations on the loadsheet.
General
Only qualified staff is authorised to make LMC adjustments.

Entry of LMCs on the loadsheet:
• Not necessarily to be entered on the loadsheet before it is handed over to the crew.
• No entries should be made on the copy for the flight crew if further changes are expected.
References
For methods of conveying LMCs to the flight crew, see 2.6 “Data communication”.
For LMCs when loadsheet is issued by ACARS, see 5.3.5 “ACARS loadsheet”.
IMPORTANT
The instructions published in 5.4 below are valid for flights operated by A319, A320, A321, A330 and A340.
For flights operated with the RJ100 fleet, please refer to the respective aeroplane guide, chapter x.2.9. (AHM
SWISS European Air Lines)
Balance cross check

The red cap must take the following actions:
Step Action
1 On flights where the established trim condition is known to be close to either the forward or aft limits,
ensure that the LMC will not influence the trim in such a way that the balance of the flight will become
compromised.
2 In case of doubt, establish a new loadsheet (or re-calculate balance conditions as described AHM 5.4
“Correction of balance conditions”)

Deadload cross check

The red cap must take the following actions:
Step Action
1 Compare the compartment totals on the loadsheet with those on the loading report.
2 Add up differences between those totals irrespective of (+) or (–) sign.
3 Ensure that the sum does not exceed the tolerance specified in the respective aeroplane guides:
If the sum is... Then...

... below the Adjust the loadsheet by entering the differences in the LMC box.
tolerance
... above the Perform the following checks to discover the deviations:
tolerance - Check the actual onload according to the loading report against the loading
instruction.
- Check the accuracy of the calculations on the loading report against the
- Compare the mass of the various load categories, and/or the total load per
destination in the respective compartments shown on the loadsheet with those
on the loading report.
4 If the tolerance is still exceeded, issue a new loadsheet.
Correction of masses in case of traffic load and crew LMC

Before handing over the final loadsheet to the flight crew:
• Write all known LMCs in the LMC box on the EDP or on the manual loadsheet.
• Overwrite/correct the revised passenger total (per class/total)
• Insert all known LMCs in the DCS prior to the dispatch of the final ACARS loadsheet.
• Communicate to the flight crew any additional LMC (if exceeding plus/minus 100 kg) either
–– Verbally (enter details on loadsheet copy retained on ground).
–– In writing either directly on the loadsheet, in the LMC slip or as plain text message via ACARS.
Before making the entries in the LMC box, make sure the maximum mass of each compartment and, if
applicable, the combined maximum mass are not exceeded.
Make sure the mass of a positive (+) LMC is not exceeding the current underload figure.
Adjustments of gross masses:

The previously calculated actual ZFM, TOM and LDM need not be adjusted
REFERENCE:
If the aeroplane is overloaded at ZFM, TOM and/or LDM, see “Overload condition” below.
Correction of mass in case of fuel LMC

LMCs in TOF and TIF must not be entered in the LMC box of the loadsheet. To make sure that the maximum
gross masses are not exceeded, the previously calculated TOM and/or LDM must be adjusted by the amount
of the fuel LMC. These adjustments must be carried out irrespective whether the new take-off and/or trip fuel
figure is higher or lower than the previous figure.
REFERENCE:
If the aeroplane is overloaded at TOM and/or LDM, see “Overload condition” below.
NOTE:
As out of tolerance manual fuel LMCs can be time consuming to conduct, it is highly recommended whenever
working from within a approved EDP system to establish a new loadsheet every time such an occurrence
happens.

Correction of masses in case of fuel and traffic load LMCs

Should the fuel LMC tolerance be exceeded, it will then become necessary to consider all traffic load LMCs as
well, even if these are within the prescribed traffic load LMC tolerances. In such a situation, the actual masses
on the loadsheet must be adjusted as follows:
• Adjust the ZFM by the total mass of the traffic load LMC.
• Recalculate the TOM and LDM with the new fuel figure.
REFERENCE:
If the aeroplane is overloaded at TOM and/or LDM, see “Overload condition” below.
The previously calculated ZFM and LDM need not be adjusted if the:
• Mass of the fuel is not exceeding the tolerance given below.

• Total mass of the traffic load LMCs is not more than the “underload before LMC”.
NOTE:
i. Traffic load LMC includes crew LMC.
ii. Should the traffic load LMCs tolerances be exceeded and the fuel LMC within the prescribed
tolerances it will not be necessary to correct the actual mass figures on the loadsheet.
Tolerances for fuel LMC

The previously calculated TOM and/or LDM need not be adjusted, if the mass of the fuel LMC is not exceeding
the fuel LMC tolerances published in the respective aeroplane guides.
Overload condition
The following actions are to be taken in case of overload condition:
Aeroplane overloaded Action to be taken

at
ZFM Reduce load according to the priority lists published in 2.4.1 “General requirements”.
TOM and/or LDM i. Inform the commander.
ii. Wait for the decision as to the action(s) to be taken to remedy the overload
condition.
iii. Write the decision on the flight file copy of the loadsheet.
iv. Make sure any offload requested by the commander is carried out.
Correction of balance conditions

General rules for correction of balance conditions:
• Except as provided in “Last minute balance conditions” below, correction of previously calculated balance
conditions is always required if they are affected by LMCs.
• The balance data to be corrected are specified in the respective aeroplane guides, chapter x.2.9.3.

Last minute balance corrections

Procedure for last minute balance corrections:
Using the index correction tables for LMC purposes:

• Use the correction tables on the reverse side of the balance tables.
• After completion of the LMC entries, perform the following actions:
Step Action
1 Take the index correction from the total mass of the deadload LMC per compartment from the
appropriate table.
2 Take the index correction for the total number of LMC passengers per class or cabin section.
3 Take the index correction for the total number of LMC for the Flight Deck from the relevant table.
4 Mark these corrections in the column “INDEX CORR.” of the LMC box on the appropriate line.
5 Add/deduct the difference between the totals of positive (+) and negative index
(–) units to/from the LIZFM and, if applicable, the LITOM.
6 Correct the % MAC data according to the instructions found in the AHM - Aeroplane Guides, chapter
..2 (Balance calculation).
7 Correct the STAB TO data according to the instructions found in the AHM - Aeroplane Guides, chapter
x.2 (Balance calculation).
Without using the index correction table for LMC purposes:
If... Then...
the mass change for a compartment or the number of repeat the balance calculation using the new deadload
LMC passengers exceeds the range covered by the and passenger figures.
respective index correction table
the take-off fuel figure has to be adjusted calculate the new LITOM by adding/subtracting the
index correction for the actual mass of the take-off fuel
to/from the LIZFM.
When all necessary corrections have been made, check the balance document if the corrected LIZFM and, if
applicable, the LITOM are still within the prescribed limits. If not, shift load or use ballast.

LMC tolerances
Application of LMC - Previously calculated balance conditions need not be corrected if the changes
tolerance in the mass of the deadload, the mass of the fuel (take-off fuel or trip fuel)
and the number of passengers do not exceed the tolerances specified in the
respective aeroplane guides.
- The tolerances are applicable for (+) and (–) differences.
Crew LMC Correction of balance conditions for crew LMC is required as follows:
- For flight crew (Flight Deck):
The previously calculated balance conditions must be corrected if the sum is
exceeding the tolerance.
- For cabin crew:
Previously calculated balance conditions need not to be corrected.

Deadload tolerance - To establish if the deadload tolerance can be applied, add up all changes in the
mass of the deadload entered in the LMC box of the loadsheet, irrespective of
(+) or (–) sign.
- The previously calculated balance conditions must be corrected if the sum is
exceeding the tolerance.
Correction of TOF figure The application of the LMC tolerances for deadload and passengers is not permitted
if the mass of the fuel LMC is exceeding the figures specified in the respective
aeroplane guides. In such case, the LIZFM must be corrected if it is affected by
changes in the mass of the deadload and/or in the number of passengers.
General LMC tolerance Refer to the respective aeroplane guides, chapter x.2.9.2.1.
Seat row trim LMC The use of the LMC tolerances specified in the respective aeroplane guides,
tolerance chapter x.2.9.2.2, is permitted only if the effect of the passengers on the balance
of the aeroplane is calculated by seat row.


Content

5.5.1 Notification to commander (NOTOC) – general

5.5.2 Manual NOTOC
5.5.3 EDP NOTOC
5.5.4 ACARS NOTOC


5.5.1 Notification to commander (NOTOC) – general
Purpose
The NOTOC is used to inform the commander about the carriage on board of:
• Dangerous goods - primary hazard and subsidiary risk
• Miscellaneous dangerous goods
• Other special load, e.g. AVI, VAL
It is also used to inform the commander about infectious substances/aetiological agents carried as mail. The
staff accepting such mail must fill out the form. The delivering post office is responsible for correct packing,
labelling and documentation of the shipment.
Dangerous goods and special loads permitted for carriage within passenger and crew baggage shall be reported
to the cockpit crew by way of a "Supplementary Information" (SI) remark. The relevant SI remark is to be entered
directly onto the loadsheet.
The following dangerous goods and special loads are permitted for transport in passenger and crew baggage
• Wheelchairs with batteries

• Oxygen cylinders for medical use (max. 5 kg gross weight)
• AVI (domestic animals)
Number of copies and distribution

The NOTOC must be made in triplicate copies:
• The original for the flight crew
• A copy for the departure station for the flight file
• A copy is to be filed at the cargo department
The station responsible must always have a copy of the “IATA Dangerous Goods Regulations” manual (DGR)
within easy reach for use by the flight crew.
Process
I. The NOTOC is to be used for cargo shipments only. As soon as the cargo department completed the
relevant details for the NOTOC, it shall be made available to the loadplanner in order to establish the
loading instructions report (LIR).
IMPORTANT:
Dangerous goods and special load permitted for carriage in passenger or crew baggage will have to be
addes as "Supplementary information" (SI) remark to the loadsheet.
ii. Once the LIR has been established, the loadplanner shall report the relevant loading position onto the
NOTOC.
iii. When the NOTOC is completed, loadplanner is to provide it to the ramp agent who in turn will make it
available to the cockpit crew.
For stations not using the NTM functionality, the loadplanner shall send the NOTOC to NOTOC@swiss.
com. For those stations using NTM in conjunction with axsControl this is not required as NOTOC data
is directly available from within the system. Should reloading or repositioning if DGR or special loads be
necessary, the ramp agent is to notify the loadplanner as soon as technically possible. The loadplanner is
then to update the loading positions on the NOTOC and resend it to [email protected].
IMPORTANT
The NOTOC sent to the above address does neither require the signature of the cockpit crew nor the
loading supervisor.

iv. Dangerous goods and special loads permitted for carriage within passenger/crew bags are to be reported
by gate-/check-in agent to the loadplanner (if necessary via ramp agent). Such items shall not be included
on the NOTOC but reported to the cockpit crew by means of "Supplementary Information" on the loadsheet.
The "SI" remark must contain the following details:
• Description of goods (i.e. type of domestic animal, wheelchair with lithium ion battery, oxygen etc.)
• Location of where goods are loaded. Either compartment number or in passenger cabin.
• Relevant passenger name and applicable seat number.
EXAMPLE
SI 1 LIVE DOG LDD IN COMP 5 / PAX SMITH/P MR 20A

1 LI-ION BATTERY WCHR IN COMP 1 / PAX MILLER/A MRS 4D
NOTE:
Whenever a supplementary information remark is required, it is recommended to pre-inform the cockpit crew
by way of a preliminary loadsheet.
EDP loadsheet ACARS loadsheet
L O A D S H E E T CHECKED APPROVED EDNO

ALL WEIGHTS IN KILOS 01 FINAL LX0801A
DOW127880 DOI 42 2/10

FROM/TO FLIGHT A/C-REG VERSION CREW DATE TIME ZFW145457 M175000L
QTR LHR LX0801A HBJHI 333F0001 2/10 10DEC13 0810 TOF 56000
TOW201457 M233000
WEIGHT DISTRIBUTION TIF 51000
LOAD IN COMPARTMENTS 5145 1/1203 2/2560 3/704 4/528 LAW150457 M187000
5/150 UL29543
PAX/0/6/142 TTL148
PASSENGER/CABIN BAG 12432 148/ 0/ 0/ 0 TTL 148 CAB LIZFW 57 LITOW 57
PAX 0/ 6/142 SOC MACZFW 28.3 MACTOW 27.5
BLKD STAB TO 3.7 NOSE UP
AREA NN
*************************************************************** FREESEATING
TOTAL TRAFFIC LOAD 17577 A0.B6.C40.D102.
DRY OPERATING WEIGHT 127880 LI-ION BATTERY WHCR
ZERO FUEL WEIGHT ACTUAL 145457 MAX 175000 L ADJ FOR PAX ROBISON/MRS 23A
TAKE OFF FUEL 56000 BATTERY LOADED IN CABIN
TAKE OFF WEIGHT ACTUAL 201457 MAX 233000 ADJ ********************
TRIP FUEL 51000 1 AVIH LIVE DOG
LANDING WEIGHT ACTUAL 150457 MAX 187000 ADJ FOR PAX SALAMANKA/MR 43G
BALANCE AND SEATING CONDITIONS LAST MINUTE CHANGES LOADED CPT 5
DOI 42 DLI 35 LIZFW 57 DEST SPEC CL/CPT WEIGHT/IND ENDLX0801A
LITOW 57 MACZFW 28.3
MACTOW 27.5
STAB TO 3.7 NOSE UP
BASED ON FUELDENSITY .800 KG/LTR
A0.B6.C40.D102.
CABIN AREA TRIM
UNDERLOAD BEFORE LMC 29543 LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-LHR.148/0/0/0.T5145.1/1203.2/2560.3/704.4/528.5/150.PAX/0/6/142
.PAD/0/0/0
SI
PAX WEIGHTS USED M 84 F 84 C 35 I 0
LI-ION BATTERY WHCR
FOR PAX ROBISON/MRS 23A
BATTERY LOADED IN CABIN
********************
1 AVIH LIVE DOG
FOR PAX SALAMANKA/MR 43G
LOADED CPT 5
DOW ADJ WGT/IND
ADDITIONS
NIL
DEDUCTIONS
NIL
PANTRY CODE X
NOTOC NO
LHR C 2705 M 0 B 0/ 0 O 0 T 0
END LOADSHEET EDNO 01 LX0801A 10DEC13 081031

Main changes in process

1. The NOTOC is used for Cargo shipments only.
2. The NOTOC is sent by load planning to NOTOC@

swiss.com as soon as the relevant positions have been
reported
 The NOTOC must be available to SWISS operations
before the aircraft moves under its own power.
3. Dangerous goods (and other special loads) permitted

in passenger or crew bagggage are to be added as "SI"
(Supplementary Information) remark to the loadsheet.
It is not required to send this information to NOTOC@

swiss.com.
IMPORTANT
Stations using the automated NTM
functionality in conjunction with
axsControl, are not required to
send the NOTOC information as it
is available within the system

NOTOC for emergency response
SWISS inbound flights to Switzerland (BSL, GVA, LUG, ZRH)

Each station (except stations with full DG export embargo) shall send a copy of the NOTOC (also NOTOC NIL)
as soon as the Loading Instruction Report has been generated and the cargo DGR goods have been designated
to a specific position.
Fax: +41 58 584 27 22
SITA: ZRHFOLX
The signatures from loading supervisor or cockpit crew are not required on the NOTOC sent to NOTOC@swiss.
com. However the NOTOC filed at the station will must have all required signatures.
SWISS outbound flights from Switzerland

In case of emergency for a flight ex Switzerland, the NOTOC can be retrieved from Swissport on phone number
+41 43 812 13 23. Swissport is available daily from 06:15 – 23:00.
In an emergency case, ELS has to be contacted, tel +41 44 564 45 00 and they will follow the emergency
procedure.
Multi- sector flights

On multi- sector flights, each station issuing a NOTOC must prepare one separate copy for each station en
route. Any supplementary information remark concerning dangerous goods/special loads permitted for carriage
as baggage/crew baggage shall be included on the LDM. This information is then to be reported by the transit
station onto the next loadsheet where still applicable.
NOTOC remark
NOTOC remark on the loadsheet
• The commander must be informed by a separate remark on the loadsheet if a NOTOC is required.
• No need to transmit the remark with the LDM
• If a NOTOC is required, enter the remark "NOTOC YES" on the loadsheet, If not required, enter the remark
"NOTOC NO".
NOTE:
For information to the commander about passenger needing special assistance, use the Passenger Information
List (PIL).

NOTOC Information
Preferably, the SWISS standard NOTOC (ref AHM 5.5.2 "Specimen") is to be used for transmittal of NOTOC
details. Should this standard not be available, the NOTOC must include the following information:
• If applicable, the Air Waybill number
• Proper shipping name and/or UN/ID number, and where required, technical name(s)
• Class or division and subsidiary risk(s) corresponding to the label(s) applied and for Class 1 the
compatibility group.
• Packing group
• Identified subsidiary risk(s)
• For non-radioactive material, number of packages, exact loading location and as required net quantity or
gross weight of each packet except:
–– For UN1845: Carbon dioxide, solid (dry ice), UN number, proper shipping name, classification, total
quantity in each aircraft hold and offload airport.
–– For UN 3480 (lithium ion batteries) and UN 3090 (lithium metal batteries), only the UN number, proper
shipping name, class, total quantity at each loading location and wether the pack must be carried on
a cargo only aircraft needed be provided, UN 3480 (lithium ion batteries) and UN 3090 (lithium metal
batteries) carried under a State exemption must meet all of the requirements of packing group and
radioactive material group mentioned above.
• For radioactive material, number and category of packages, overpacks or freight containers, exact location
and as applicable, transport index for each package.

• Any restriction for transport on Cargo Aircraft Only (CAO)
• Offload airport
• If applicable, dangerous goods transported under state exemptions
• If applicable, ULD identification number(s)
NOTOC forms
Following NOTOC formats are available:
• EDP NOTOC
• Handwritten, manual NOTOC
REFERENCE:
Refer to 5.5.2 "EDP NOTOC" and 5.5.3 "Manual NOTOC"
Responsibilities
The loadplanning / red cap must dispatch the NOTOC hardcopy as soon as possible Before handing over to the
commander, the ramp supervisor must complete the form (enter the loading position of each item) and sign it.
NOTE:
The signature of the loading supervisor is only required for those items loaded in the lower cargo compartments
and main deck cargo compartments (for combined load aircraft or cargo only aeroplanes). the loading supervisors
signature is not required for shipments mentioned on the NOTOC and loaded in the passenger cabin such as:
• Valuable (VAL) shipments in the security locker (ref. aeroplane guide X.4.5.7)
• Live human organ (LHO) shipments in the security locker or cockpit
• etc.
In case of special load and/ or dangerous goods loaded in the cargo holds as well as in the cabin, the signature
of the loading supervisors will only cover the cargo holds.
The original form must be handed over to the flight crew soonest possible and a copy must be signed by the
captain and filed in the station's flight file.
NOTE:
Dangerous goods or other special loads in transit should not be relocated. If unavoidable, an appropriate note
must be made on the NOTOC.
REFERENCE:
For more details refer to IGOM; chapter 5.9 "Notification to the captain".

Commodity codes to be used for NOTOC

Dangerous goods:
Code Description Class Remark

REX Explosives 1.1 Only explosives class 1.4S may be carried on
REX Explosives 1.2 passenger aeroplane.
REX Explosives 1.3 All other explosives may only be carried on

RXF Explosives 1.4F passenger aeroplane with special authorisation.
RXS Explosives 1.4S
REX Explosives 1.5
REX Explosives 1.6

RFG Flammable gas 2.1
RNG Non-flammable gas 2.2 Except cryogenic liquid
RCL Cryogenic liquid 2.2
RPG Toxic gas 2.3
RLF Flammable liquid 3
RFS Flammable solid 4.1

REX Spontaneously combustible 4.2
REW Dangerous when wet 4.3
ROX Oxidizer 5.1
ROP Organic peroxide 5.2
RPB Toxic 6.1
RIS Infectious substance 6.2
RRW Radioactive material I white 7
RRY Radioactive material II and III yellow 7
RCM Corrosive 8
ICE Dry ice 9
MAG Magnetised material 9
RLI Fully Regulated Lithium Ion batteries 9
RLM Fully Regulated Lithium metal batteries 9
RSB Polymeric beads, expandable
RMD Miscellaneous dangerous goods
AOG Aircraft on ground
AVI Live animal
COL Cool goods
DIP Diplomatic cargo/mail
EAT Foodstuff for human consumption other
than meat, fish and seafood
FIL Undeveloped / unexposed film
FRI Frozen goods subject to veterinary /
phytosanitary inspection
FRO Frozen goods
HEG Hatching eggs
HUM Human remains in coffin
LHO Live human organ or blood plasma
PER Perishable cargo
VAL Valuable cargo

Code Description Class Remarks

PEF Flowers
PEM Meat
PEP Fruits and vegetables
PES Seafood / fish for human consumption
SPF Laboratory animals
VUN Vulnerable cargo
WET Shipments of wet material not packed in
watertight containers
NOTE:
See also CHM 5.8.2.7 "Commodity codes to be used for NOTOC"


5.5.2 Manual NOTOC
Procedure
The manual NOTOC for special cargo must be completed by the cargo staff, except for the loading position.
It shall be issued in clearly readable handwriting or by typewriter in duplicate and shall be remitted to the
loadplanning for completion with stowing location, confirmation by signature of the ramp supervisor and
remittance by the red cap to the commander.

Specimen
Manual NOTOC form:
22
22
25
21
21
19
18
17
16
15
24
14
20
13
23
12
11
4
14
3
25
10
9
2
6
5
8
8
7
1

Part 1

no.
1 Station of loading 3-letter IATA airport code of the issuing station.
2 Flight and Date Flight number, local date.
3 Aircraft Registration Registration of aeroplane.
4 Prepared by: Signature of person issuing the NOTOC.
Part 2
Description: Information about shipment
Ref. Printed heading Description Examples / remaks

no.
5 Dangerous goods List of dangerous goods shipments
6 Other Special Load List of other special loads.
7 Station of Unloading 3-letter IATA airport code of the station of destination of

shipment.
8 Air Waybill Number Air waybill number (AWB).
9 Proper Shipping Name Proper shipping name (PSN) as per shipper’s declaration TEC shown only if
for dangerous goods (DGD), including technical name applicable
(TEC).
NOTE:
When Dangerous Goods are being carried under state
exemption, reference must be made next to or below the
Proper Shipping Name
10 Contents and Description Contents and description for other special loads.
11 Class of Division for Class Hazard class, division and compatibility group. Compatibility group for
1 compat. Group explosives (class 1) only
12 UN or ID Number United Nations (UN) or IATA identification (ID) number.
13 Sub. Risk Subsidiary risk. Only shown if applicable
14 Number of Packages Number of identical packages.
15 Net Quantity (kg/L) or gross Actual net quantity per package, expresses in following
mass, for RAM Transport units:
Index per package - GR for gram
- KG for kilogram
- ML for millilitre
- LT for litre
- TI for transport index in case of RRY cat. II and/or III
16 Radioactive Mater. Categ. Indication of radioactive material category:
- Cat. I (RRW white)
- Cat. II (RRY yellow)
- Cat. III (RRY yellow)
17 Packing Group Packing group. I = high danger
II = medium danger
III = low danger
18 Code Interline message procedure (IMP) code. Codes are also shown
on reverse side of
document.
19 CAO (X) Indication of “X” for cargo aeroplane only (CAO) shipments.
20 Drill Code Drill code (emergency response code for aeroplane NOTE:
incidents involving dangerous goods. “Emergency response
guidance for aeroplane
incidents involving
dangerous goods” is on
board the aeroplane.
21 ULD ID code Number of ULD unit.
22 Cpt./Pos Loading position on aeroplane.

Part 3
Description part 3: Other information

no.
23 Supplementary Information Supplementary information for other special load
shipments.
24 Temperature requirements Heating and cooling instructions.
Part 4
Description part 4: Signatures

no.
25 Loaded as shown Signature of ramp supervisor.
26 Captain's signature: Signature of commander.

5.5.3 EDP NOTOC
Procedure
The data required to produce the NOTOC is entered into the cargo system at the time of acceptance of the
shipments by staff of the station of origin latest at acceptance. Details can also be entered directly into the DCS,
including loading positions and ULD ID codes.
Specimen
EDP NOTOC produced by NTM message (Cargospot)
SPECIAL LOAD NOTIFICATION TO CAPTAIN
FROM FLIGHT DATE A/C REG

ZRH LX0016 19NOV12 HBJHJ
1 3 4 5
DANGEROUS GOODS
6 12
PROPER SHIPPING NAME
TO AWB CL/DV UN/ID SUB PCS QTY/TI RRR PKG IMP CAO POS
COMP NBR RSK CAT GRP CODE ULD CODE
001.DRY ICE 17 10 19
JFK 13386192 9 UN/ 2 4.0KG ICE C05
1845 DRILL 9L
002.DRY ICE
JFK 32488562 9 UN/ 1 9.0KG ICE C05
1845 DRILL 9L
003.MEDICINE. SOLID. TOXIC N.O.S. 8 18
JFK 24175826 6.1 UN/ 1 200GR III RPB 33P
2 11 3249
12 13 14 15 16 DRILL 6L PAJ016148LX
004.FLAMMABLE LIQUID.. N.O.S. 20
- CONTAINS HYDROCARBONS.. C4.. 1.. 3-BUTADIENE-FREE.. POLYMD
.. TRII
JFK 12857445 3 UN/ 1 9.2LT III RFL 33P
1993 DRILL 3L PAJ016148LX
005.FLAMMABLE LIQUID.. N.O.S.
9
- CONTAINS HYDROCARBONS.. C4.. 1.. 3-BUTADIENE-FREE.. POLYMD
.. TRII
JFK 12857445 3 UN/ 1 7.6LT III RFL 22P
1993 DRILL 3L PMC033338LX
OTHER SPECIAL LOAD

7
TO AWB CONTENTS PCS QTY IMP POS
10 19
2 11 15 16 CODE ULD CODE
JFK 11186475 CONSOLIDATED 16 1074KG VAL 41R
XKN085025LX 20
JFK 13368762 ANODES FROM PAL 22 307KG VAL 41L
XKN085041LX
JFK 11940530 PRECIOUS METALS 1 194KG VAL 41L
XKN085041LX
JFK 32167376 CONSOLIDATION C 3 33KG VAL 41L
XKN085041LX
JFK 99010450 JEWELLERY 1 1KG VAL 41L
JFK 12521412 CONSOLIDATION F 4 2KG VAL 41L
XKN085041LX
JFK 12523641 CONSOLIDATION 3 5KG VAL 41L
12548270 XKN085041LX
12544744
JFK 32397606 CONSOL 12 87KG VAL 41L
32483511 XKN085041LX
32491104
JFK 11186475 CONSOLIDATED 22 81KG VAL 41L
XKN085041LX
THERE IS NO EVIDENCE THAT ANY DAMAGED OR LEAKING PACKAGES

CONTAINING DANGEROUS GOODS HAVE BEEN LOADED ON THE AIRCRAFT
AT THIS STATION
LOADED AS SHOWN CAPTAINS SIGNATURE

21 22
19NOV/12.21.12Z

Part 1
Heading

no.
1 FROM 3-letter IATA airport code of the issuing station.
2 TO 3-letter IATA airport code of the station of destination
of shipment.
3 FLIGHT Flight number.
4 DATE Local date.
5 A/C REG Registration of aeroplane.
Part 2
Information about shipment
Ref. Printed heading Description Examples / remaks

no.
6 DANGEROUS GOODS List of dangerous goods shipments.
7 OTHER SPECIAL LOAD List of other special loads.

8 PROPER SHIPPING Proper shipping name (PSN) as per shipper’s
NAME declaration for dangerous goods (DGD). Name of
CONTENTS contents for other special loads.
NOTE:
When Dangerous Goods are being carried under
state exemption, reference must be made next to or
below the Proper Shipping Name
9 Technical name added to PSN. Only shown if applicable.
10 IMP CODE Interline message procedure (IMP) code.
11 AWB Air waybill number (AWB).
12 CL/DV Hazard class, division and compatibility group. Compatibility group for
COMP explosives only.
13 UN/ID NBR United Nations (UN) or IATA identification (ID)
number.
14 SUB RSK Subsidiary risk. Only shown if applicable.
15 PCS Number of identical packages.
16 QTY/TI Actual net quantity per package, expresses in
following units:
- GR for gram
- KG for kilogram
- ML for millilitre
- LT for litre
- TI for transport index in case of RRY cat.
II and/or III
17 PKG Packing group. I = high danger
II = medium danger
III = low danger
18 DRILL Drill code (emergency response code for aeroplane NOTE:
incidents involving dangerous goods. “Emergency response guidance
for aeroplane incidents involving
dangerous goods” is on board
the aeroplane.
29 POS Loading position on aeroplane.
20 ULD CODE Number of ULD unit.
Part 3
Signatures

no.
21 LOADED AS SHOWN Signature of ramp supervisor.
22 CAPTAINS SIGNATURE Signature of commander.

5.5.4 ACARS NOTOC
General
Since the 01 October 2012, the automatic dispatch of the Acars Notoc to cockpit crews has been inhibited from
the SWISS axsControl EDP system. As such, cockpit crews will no longer receive an Acars Notoc given that it's
current format is not compliant to the required ICAO Notoc standards. Therefore, the Acars Notoc shall no longer
be used as legal document for any SWISS flight. Nevertheless, it remains an important working tool for ground
staff. Notably for load controller staff (AHM 2.2.1 loadcontrol job functions 1 and 2) as it provides them with a
condensed but comprehensive overview of Dangerous Goods and other special cargo booked on their flight.
Specimen
EDP NOTOC produced by NTM message (Cargospot)
ZRH LX0254 14SEP12 HBJML EDNO 1

1 3 4 5
DANGER GOODS 6
TO POS UN/ID DRILL QTY/TI IMP DESCRIPTION
TLV 12L 2915 7L 1.6TI RRY RADIOACTIVE CAT II / III YELLOW

TLV 41L 1149 3L 40LT RFL FLAMMABLE LIQUID
TLV 21P 2811 6L 603.5KG RPB POISON
TLV 31P 1845 9L 7KG ICE DRY ICE
TLV 32P 3077 9L 2475.2KG RMD MISCELLANEOUS DANGEROUS GOODS
2 12 10 13 11 9 8
SPECIAL LOAD 7
TLV 12R 660KG COL
TLV 33P 561KG PER
TLV 31P 1809KG COL
TLV 23P 280KG PER
LOADED ACC REG

END/08.43.45Z
EXPLANATION:
Ref. Description Examples / remarks

no.
1 3-letter IATA airport code of the issuing station.
2 3-letter IATA airport code of the station of destination of
shipment.
3 Flight number.
4 Local date.
5 Registration of aeroplane.
6 List of dangerous goods shipments.
7 List of other special loads.
8 Description of dangerous goods shipments. No description shown for other special loads.
9 Interline message procedure (IMP) code.
10 United Nations (UN) or IATA identification (ID) number.
11 Actual net quantity per package, expresses in following units:
- GR for gram
- KG for kilogram
- ML for millilitre
- LT for litre
- TI for transport index in case of RRY cat. II and/or III
12 Loading position on aeroplane.
13 Drill code (emergency response code for aeroplane incidents NOTE:
involving dangerous goods. “Emergency response guidance for aeroplane
incidents involving dangerous goods” is on board
the aeroplane.


Purpose
A General Declaration has the following purposes:
• To report crew members to authorities.
• To replace separate inward and outward declarations.
• To replace separate aeroplane health declarations.
Issuance
The General Declaration must only be issued if required by the authorities at destination. This Declaration is
to be issued at:
• The station of flight origin.
• The station en route in case of crew change.
The General Declaration is issued by Swiss International Air Lines / Crew Disposition or the responsible handling
company.
Completion
The General Declaration must be completed either:
• By means of an EDP system (“Sabre AirCrews Report Manager” system) or
• Manually.
Manual completion
If the General Declaration is completed manually, it must be established either:
• By typewriter or
• In block letters.
Retrieval through “Sabre AirCrews Report Manager” system

The General Declaration is completed by Swiss International Air Lines, Crew Disposition and can be retrieved
through the “Sabre AirCrews Report Manager” system.
The General Declaration should only be retrieved only once the relevant flight has left Zurich / Geneva / Basel,
as last minute exchanges of crew members can happen even on very short notice before departure.
Access to “Sabre AirCrews Report Manager” through following internet link:
https://crewmanager-lx.prod.sabre.com/reports/
Username and password are known by the SWISS station manager. The SWISS station manager is responsible
for the administration of username and password and must make sure that these sensitive data are not being
misused.

To login:
In case of login and/or username/password problems to the “Sabre AirCrews Report Manager” system, please
contact:
Crew Disposition & Control
SITA: ZRHOBLX
Phone: +41 58 584 46 00
For crew retrieval, click on the “General Declaration” icon:

Fill in following icons:

• Flight Number: Flight number (e.g. 1830, no LX and no leading zeros)
• Start Date: Starting date (e.g. 01feb07)
• End Date: Ending date (e.g. 01feb07)
• View: To retrieve General Declaration

General Declaration view

Print of General Declaration

For print (in e.g. Acrobat Format) of the General Declaration, enter the "Print" icon.

To log out from the “Sabre AirCrews Report Manager” system enter the “Log Out” icon.
Contact
For “Sabre AirCrew Report Manager” system and other crew related problems, please contact:
SITA: ZRHOBLX
Phone: +41 58 584 46 00

Distribution
The General Declaration must be distributed as follows:
• To be given in hand of crew or
• To be put in the loadcontrol documents file
NOTE:
A copy in the station file is not required.

Loadcontrol documents file
Contents
The loadcontrol documents file contains documents issued for the flight concerned, such as:
• General declaration (issued by SWISS Crew Disposition).
• Passenger manifest.
• Mass and balance documents, e.g. hardcopy loadsheet.
• Other traffic forms required on arrival.
Handling
The loadcontrol documents file must be handled as follows:
Upon arrival - Documents to be handed over by the cabin crew to the ground staff meeting the aeroplane.
- Contents to be sorted and handled as follows:

• Documents for the station to be retained.
• Letters from passengers, completed passenger survey forms and company mail from
working crew members to be forwarded in company mail bags to the respective recipients.
- Documents for stations ahead remain in the file.
At departure Documents, if applicable, to be handed over to the cabin crew by the responsible ground
handling staff.
Stowing
The loadcontrol documents file must be stowed by the cabin crew in the passenger cabin.
Responsibilities
Who? Is responsible for...

Ground staff Handing over the load control documents to the cabin crew.
Cabin crew Storage of loadcontrol documents in a safe place. Hand-over of documents upon arrival to
ground staff.

Cargo and mail documents
Description
Cargo and mail documents on board the aeroplane are carried out as follows:
• A concertina type briefcase used for aeroplane types A330 and A340
• A carton envelope used for aeroplane types RJ100, A319, A320 and A321.
Concertina type briefcase Carton envelope
Contents
The cargo and mail documents briefcase and envelope contains:
• Airway bills.
• ICAO cargo manifests.
• Mail documents.
Stowing
The cargo and mail documents briefcase and envelope must be stowed in the standard stowing location
specified in the respective aeroplane guides, chapter x.5.14.2.
Responsibilities
Cargo Documents Handling / GORO (SITA: ZRHFNXH) is responsible for replacing missing or damaged
briefcases.
Excessive cargo documents

In case of excessive cargo documents, apply the following procedure:
Step Action
1 If the amount of cargo documents exceeds the briefcase capacity, use a company mailbag for the
additional documents.
NOTE:
Put only documents for the same destination into the bag.
2 Attach a neutral tie-on tag showing contents, flight number and destination.
3 Put the bag in the standard location for the cargo and mail documents briefcase according to
aeroplane guides, chapter x.5.14.2.
4 Send an advice telex to the …KL.. and …FF.. functions of the station concerned.
EXAMPLE:
QU ZRHKLLX ZRHFFLX
.SINKKLX 060606
LX183/06JUN ADDITIONAL CARGO DOCS IN COMAIL CPT.5
DOORSECTION 52.

5.8 Passengers on crew seats
Content

5.8.1 Passengers on crew seats



5.8.1 Passengers on crew seats
General
Revenue passengers may never be accommodated on crew seats. The decision to accept a person for travel
on a flight deck jump seat finally lies with the commander, in coordination with the ground staff.
The decision to accept a staff passenger for travel on a cabin crew jump seat finally lies with the commander,
in coordination with the purser and the ground staff. However, it is not allowed to accept more passengers on
jump seats than are available on the aeroplane, e.g. to fill up empty First class seats.
Flight deck jump seat

The decision to accept person(s) for travel on a flight deck jump seat lies with the commander, even if the
aeroplane is overloaded at one of its maximum structural limitations (MZFM, MTOM, MRM, MLAM).
In case of mass problems at MZFM, the commander is authorised to reduce or indeed offload sufficient cargo
payload (offload of mail and baggage is not allowed) in order for him/her to accept the entitled person(s) on the
flight deck jump seat(s).
In case of mass problems at MZFM, the commander is allowed to accept entitled person(s) on the flight deck
on the following conditions:
• Authority applies only for stations out of Switzerland.
• The power to reduce/offload payload in favour of person(s) travelling on the flight deck jump seat(s) lies
solely with the commander.
• Authority applies only for flight deck jump seats. Acceptance of person(s) on cabin jump seats in favour of
payload is not allowed.
• The commander must communicate any flight deck jump seat(s) to the station personnel at the beginning
of the flight planning phase, and at the latest following the crew briefing. At home bound flights the special
form ”CMD Jumpseat warranty” has to be filled in by the commander and handed over to the station.
• In case cargo payload had to be offloaded in favour of person(s) traveling on flight deck jump seat(s), the
commander has to fill in an Operations Report (OR).
• The rules laid down in OM part A, chapters 8.3.12 ”Admission to Flight Deck” and 8.3.13 ”Use of vacant
crew seats” and must be adhered in all cases.
NOTE:
For flight deck jump seat permit refer to PHM, 8.5.2 ”Travel on a flight deck seat”.
Cockpit crew bunk seats on A340-300 fleet

The A340-300 is equipped with a cockpit crew bunk situated directly behind the cockpit on the right hand side.
These 2 seats may be used (at commander’s discretion) as available jump seats.
EXAMPLE
Crew members (Cockpit / Cabin) Available jump seats Total

2 / 10 2 flight deck, 2 cabin, 2 cockpit crew rest 6 seats
3 / 10 1 flight deck, 2 cabin, 2 cockpit crew rest 5 seats

Loadsheet
Persons occupying crew seats in the flight deck or the cabin must be recorded on the loadsheet as passengers:
• On EDP loadsheet:
–– Providing that the DCS system used cannot handle such passengers on the loadsheet, they must be
entered as LMC.
• On manual loadsheet:
–– Always to be entered as LMC.
The number of passengers accommodated on crew seats is to be included only in the “total number of
passengers”. Do not change the number of seats occupied per class (.PAX/..).
EXAMPLE:
SI
DXB/1 PAD SEATED ON FLIGHT DECK JUMP SEAT
DXB/1 PAD SEATED ON CABIN JUMP SEAT
PADS NOT INCLUDED IN PAX FIGURES
Reseating of crew
If a flight attendant is re-seated in the flight deck so that a passenger can occupy the cabin crew seat, enter the
following on the loadsheet:
• Necessary details for the passenger accommodated on the cabin crew seat in the LMC box and correct
the passenger figures accordingly.
• Do not change the crew figures in the header line, but show the re-seating of the flight attendant by an
appropriate entry in the LMC box of the loadsheet.
• Correct balance conditions for the additionally occupied flight crew seat according to the instructions in
“Balance calculation” above.
Balance calculation
No correction is required for cabin crew seats. For flight crew seats, take the following actions:
Step Action
1 Calculate the difference between:
- The DOI applicable for the total number of seats occupied by the flight crew and
- The one applicable for the total number of seats occupied in the flight deck.
2 Deduct the index unit(s) from the LIZFM and if applicable, the LITOM.
3 Correct the MAC ZFM and MAC TOM, if the loadsheet already has been produced.
Loadmessage
Passengers on crew seats are not to be included in the passenger figures transmitted in the LDM.
Mark in the SI part of the LDM the destination, number and status of the passenger and the location of the crew
seat, and confirm that he is not included in the passenger figure of the respective destination.

Definition
Deadheading crew is crew travelling by air to/from their duty station to take up or to terminate flight duty.
They are to be checked in and considered as passengers for mass and balance purposes. Any deadheading
crew member is not part of the working crew on board.
DHC do not hold tickets. Therefore, their names must be shown

• Either on the crew composition list or
• On the general declaration, where required.
Information
Whenever planned to be on board a flight, DHC’s will automatically be checked-in by the system. Therefore
stations are no longer pro-actively informed of the presence of DHC’s on board. However, stations may check
within axsRes or axsControl if DHC’s are planned for any given flight. In case more information is required,
please contact:

Crew Reassignment / OPR
Loadsheet
Deadheading crew must be considered as passengers and be added to the number of passengers checked in
to that destination where the DHC is disembarking:
Step Action
1 Apply the standard passenger mass as per 5.2.2 “Standard passenger mass”.
2 If the actual baggage mass is not available, include a standard mass of 10 kg per DHC in the baggage
mass for the respective destination.
3 Enter the remark “DHC” in the remark field of the respective destination.
4 Include the number of DHC in the PAX FCY distribution.
General declaration
Deadheading crew (DHC) have to be mentioned on the general declaration form.


Definition
Flying station engineers are ground engineers who accompany flights to stations where no qualified engineer
is available for that specific flight.
Dispatch of flying station engineer

Generally at all stations there are SWISS line maintenance departments or contracted maintenance companies.
When a dispatch of a flying station engineer becomes necessary, SWISS Operations Control Center / OEO
(SITA: ZRHOOLX) coordinates with SWISS Line Maintenance International / TMO (SITA: ZRHMOLX).
Abbreviations
Abbreviations used for loadcontrol purposes:
G/E
Recording the name of the flying station engineer

For engineers stationed in the home base, the name must be added to the crew composition list by:

Crew Disposition / OED
SITA: ZRHOBLX
NOTE:
For engineers with duty station abroad, the name must be entered manually on the crew composition list. The
amended list must be filed in the flight file of the flight concerned.
Loadsheet
To be recorded on the loadsheet as XCR.
REFERENCE:
See 5.8.4 ”Working crew on passenger seats (XCR)”.


General
XCR is used for working crew members accommodated on passenger seats.
Applicability
XCR is applicable to:
• Enlarged flight crew

• Security guards
• Supernumerary cabin crew
• Flying station engineer
Loadsheet
Loadsheet procedure:
Step Action
1 Include the number of XCR in the crew figures and the DOM and DOI
2 Apply the standard crew mass.
REFERENCE:
See 5.2.3 “Standard crew mass”.
3 Adjust the DOI according to the number of seats occupied by XCR.
REFERENCE:
Use the index correction in the table published in the respective aeroplane guides, chapter x.1.5.10.
4 Enter “XCR” plus number of seats occupied per class in the remarks column of the respective
destination.
NOTE:
Supernumerary crew (i.e. additional active crew members mostly occupying crew seats, in exceptional cases
passenger seats) do not require the XCR remark.


General
On certain specific long haul routes, the crew is provided with crew rest facilities. These may come in the form of:
• Blocked passenger seats
• High comfort jump seats
• Lower Deck Mobile Crew Rest (LDMCR)
If on particular flights and due to specific circumstances the crew rest facilities may not be used or only in an
insufficient way, no compensation for the crew will take place.
Inoperative LDMCR
For outbound flights from Switzerland using A340-300 equipment, whenever the LDMCR becomes unusable,
the SWISS Operations Control will take the necessary steps to block:
• 5 First class seats for 50 % crew rest.
• 5 Business class seats for 30% crew rest
SWISS Operations Control will also take the necessary steps to ensure that these seats remain blocked for
inbound flights (to Switzerland) when the LDMCR will continue to be inoperative over the course of several days.
In case the LDMCR becomes inoperative during a rotation, this will be regarded as daily irregularity and the
general rule pertaining to inoperative crew rest facilities will apply (i.e. no compensation for crew will take place).
Nevertheless, SWISS Operations Control will try and find a solution depending on the seat availability. However,
no downgrades nor offload of passengers will be done for this purpose. Furthermore, the flight may not be
cancelled for this reason alone





Estimated Zero Fuel Mass

The Estimated Zero Fuel Mass (EZFM)
• Is required by the flight crew for flight planning purposes.
• Must be calculated by responsible ground handling staff.
Estimates must be based on booked load (passengers including pre-notified staff, cargo and mail).
A margin for “go-show” passengers must be included in the figures.

Payload restrictions for various aeroplane types and legs must be taken into account.
Deadlines for reporting the figure to the flight crew:
Deadlines
- For turnaround and transit flights  Upon arrival of the incoming flight.
- After night-stop and in case of crew change  On arrival of the departing flight crew.
Weather information / General

In the event of a crew night stop, the weather information must be provided to the departing crew (separate
guidelines apply for ZRH and GVA) and shall contain:
• The latest meteorological data (actual and forecast) for the airport of departure, destination and alternates.
• One significant weather chart covering the area of operation.
• Upper wind and temperature charts covering FL100 / FL180 / FL240 / FL290 / FL340 / FL390.
• Forecasts (TAF/FT), actual and special weather reports (METAR/SA). The actual reports (SA) shall cover
at least the airports of the first two hours of the flight.
• SIGMET for the first two hours of the flight.
• AIRMET for short flights below FL100 or FL150 in mountainous areas.
• Print Surface Pressure Forecast from UK Met Office homepage (http://www.weathercharts.org/ukmomslp.
htm)
–– Shorthaul flights: select chart ” Analysis”
–– Longhaul flights: select chart ” Prognosis T+24”
Weather information / transit or turnaround stations

At transit or turnaround stations, where no crew change is planned, reduced weather documentation is
considered sufficient. Reduced weather documentation consists of:
• Forecasts (TAF/FT).
• Actual weather (METAR) and special weather (SA), covering at least the airports of the first two hours of
the flight.
All other weather documentation is in possession of the flight crew that took along the documentation from their
originating departure station.

Transmission of weather information

Ground handling staff should collect and transmit the weather information as follows:
Type of flight Transmission

For turnaround and transit flights To be handed over to the flight crew upon arrival of the incoming flight.
After night-stop and in case of According to local procedures:
crew change - Either personal briefing in MET office, or
- collection of weather information at the station office, or
- delivery at the aeroplane.
Operational flight plan (OFP)

All operational flight plans (OFP) for the respective duty day of the flight crew will be sent by Swiss International
Air Lines, Flight Dispatch / OESP at least five hours prior departure.
OFP have to be cut into their respective parts and shall be stapled in chronological order per flight by the
responsible handling agent.
NOTAM
All NOTAMs for the respective duty day of the flight crew:
• For each destination and
• The first three alternates and
• The intermediate airports as indicated on page no. 3 of the OFP.
ATC flight plan

An ATC flight plan (AFP) has to be filed for every SWISS flight. There are different possibilities:
Repetitive flight plan (RPL)

The RPL is valid for a defined period of time. It is submitted in advance to Eurocontrol and to the appropriate
ATS units. It is suitable for flights operating regularly on the same routing and by the same type of aeroplane,
e.g. short haul flights.
ATC flight plan (AFP)

In all other cases an AFP is filed at the AIS/ARO (Airport Information Service/Air Traffic Service Reporting Office)
of the departure station.
Following possibilities exist:
• By telex (axsFlightplanning AFP) via AFTN network
• Local filing of axsFlightplanning AFP
• Local filing on ICAO form (some airports may only accept in that way).
Quick Route Comparison (QRC)

For all flights with a flying time equal of greater than 5 hours, SWISS flight dispatch provides a Quick Route
Comparison (City pair comparison) for the flight crew. In effect, the Quick Route Comparison (QRC) provides
the flight with different route possibilities that the crew can then compare with the route as found on the filed
flight plan.
Briefing Message
For all flights with a flying time equal of greater than 5 hours, SWISS flight dispatch will provide a briefing
message for the flight crew. The briefing message gives the flight crew a short summary highlighting all the main
information as found within the OPUS briefing

Required documents for the briefing package / Stations who do not receive
the CLO briefing packages
The briefing package required by the flight crew must contain the following information and documents:
• EZFM
• Complete and updated weather information
• OFP
• NOTAM’s
• ATC flight plan
• Route comparison (if required)
• Briefing message (if required)
• Globe Chart with relevant routing

• Nat track message for NAT/CAR flight
NOTE:
Primarily, all relevant documentation from SWISS flight dispatch will be sent to the stations using e-mail. The
SITA address will only be used as a back up solution should the e-mail functionality not be available.
Required documents for the briefing package / stations receiving the CLO
briefing packages
The briefing package required by the flight crew (Cockpit and Cabin crew) will be sent as a single PDF package
via email from Flight dispatch ZRH or from Flight dispatch JFK (for flights from USA & Canada to Switzerland).
The size of the email can be up to 4MB. As this is a complete package, no additional documents are required
from the station.
NOTE:
Primarily, all relevant documentation from SWISS flight dispatch will be sent to the stations using e-mail. The
fax address will only be used as a back-up solution should the e-mail functionality not be available. The CLO
Briefing package cannot be sent via SITA.
Contact
The following department is to be contacted in case of any uncertainties:
Flight Dispatch / OESP
SITA: ZRHOWLX
Phone: +41 44 564 48 48


Aeroplane Handling Manual - AHM General Part 6. Messages
6. Messages
Contents

6.2 Delay codes

6.4 Arrival message
6.5 Delay message
6.8 Container/pallet distribution message (CPM)
6.12 OPUS NOTAM – TOI (Transitory OPS Information) request message
6.14 ACARS freetext messages


Introduction
Priority indicators are to be:
• Shown at the beginning of the address line.
• Followed by a space.
NOTE:
Many automated systems generate all messages with an indicator.
Indicators
There are different indicators for different types of messages:
Indicator Type of message

SS - Top priority indicator.
- Only for distress messages related to an aeroplane incident.

QK - Standard indicator.
- Standard transmission costs.
QX - Priority indicator.
- Very high transmission costs (200% of standard cost).
QU - Stands for “urgent message”.
- Has priority in transmission, but high transmission cost (150% of standard cost).
- To be used for standard operational messages, unless otherwise operationally required.
- Not to be used to obtain a quick action or reply.
QD - For message with a non-urgent character.
- Almost as fast as QU, but low transmission cost (60% of standard cost).
No indicator - For all ordinary messages.


6.2 Delay codes
General
A flight is considered as delayed and requires a delay reason (IR code) if off–block time exceeds by more than
three minutes the scheduled time of departure. Once the flight is delayed, every minute shall be accounted for
and the three minutes margin cannot be applied anymore.
If two delay reasons apply, the delay of up to three minutes is to be added to the first delay reason/code and
only for a delay over three minutes a secondary delay reason/code must be shown.
Delay codes are used to express the reason for delay or other handling irregularities in aeroplane movement
messages. They must be applied impartially, as a means to identify corrective action. In case of doubt of
interpretation, the SI-part of the movement message may be used for supplementary explanation.
Subcodes are to be used out of ZRH only.
IR code setting
A delay reason shall not hide another delay. For example, if a flight has a slot but no ETD, all processes have
to be finished according STD. ATC delay is only valid as from “doors closed”. In such cases the gap between
STD and doors closed must also be indicated.
Delay reporting
Following Ground Services delays exceeding 14 minutes have to be reported with additional information to
SWISS Ground Services Competence Centre (GSCC):
Station delays:
IR 11, 12, 13, 15, 17, 18, 19, 31, 32, 33, 34, 35, 38, 39.
Airport delays:
IR 04, 16, 21, 22, 23, 24, 25, 26, 27, 28, 29, 36, 37, 52, 55, 56, 58, 75, 76, 85, 86, 87, 92.
The report has to be sent immediately after departure either by:
• E-mail to [email protected] or SITA telex to ZRHK3LX
NOTE:
See message example on page 6.13 and 6.14.

Special codes, SWISS only

IR codes 01 - 06
Code Meaning Explanation
01 Commercial irregularity planned by Schedule deviation notified by telex from ZRHOOLX /
ZRHOOLX / ZRHSPLX ZRHSPLX caused by or in consequence of a commercial
request.
02 Re-disposition by ZRHOOLX Re-disposition by consequences caused IR 41 – IR 47.
MEL-related delays (i.e. ops according MEL possible but
reading took additional time.
If A/C under own power (taxi) MEL is not relevant for flight
crew anymore but crew wants to return to stand. Any delay

caused on IR02
03 QGO disposition by ZRHOOLX Special case of delay code 66, when QGO requires actions
according to the definition given in IR 96.
04 Push-back due to ramp congestion a. Late push-back due to ramp congestion
b. Late taxi-out due to ramp congestion
c. Passenger bus access hampered due to ramp congestion
(Provider responsible)
05 1) Late Boarding Difference of ground handling and boarding procedures

06 1)
Engine start with APU inop or Start-up with APU inop on dock-stand (only if known in
departure procedures after Start-Up- advance and equipment ready on time) or departure
Clearance procedures after SUT on open stands
07 Extraordinary events Delay in relation with influenza, diseases, war
08 1) IR investigation Delay reason investigation ongoing.
1)
Only in ZRH
Schedules
IR code 09
Code Meaning Explanation
09 ) 2
Scheduled ground time less than declared
minimum ground time
2)
Only if not a consequence of an aeroplane change.

Passenger and baggage

IR code 11 - 19
Code Meaning Explanation Subcodes
11 Late check-in Acceptance after deadline. a. Passenger late at check-in.
due to late b. Acceptance of stand-by passengers.
acceptance
12 Late check-in due Congestion in check-in area. a. Late check-in, congestion.
to congestion b. Late check-in, lack of staff.
13 Check-in error Passenger and baggage. a. Check-in error, departure hall.
b. Check-in error transfer.

c. Check-in error customer airline.
d. Check in error LX ATO, LH ATO,
DNATA or others with DCS access.
14 Oversales Oversales / over-booking of a. Seating problem etc. due to oversales
passengers/booking errors. / overbooking.
b. Oversales, overbooking, resulting in
denied boarding.
c. Booking error
15 Boarding Discrepancies and paging, missing a. Slow boarding, gate error/mistake,
checked-in passengers. lack of staff.
b. VIP, lounges.
c. Special assistance/ non PRM.
16 3) Commercial a. Sales request and publicity, sales a. Late acceptance (commercial
publicity, decision VIP, Press, TV. reasons).
passenger b. Passenger convenience, b. Passenger convenience.
convenience, VIP unscheduled ground meal or c. Excessive carry-on baggage.
delay because passengers x. Open Stand if pax acceptance
are missing personal objects on time, but time for bus transfer
misplaced by their own mistake insufficient.
(passport, handbag etc.), illness,
death.
17 Catering order Late or incorrect order given to
supplier.
18 Baggage a. Late/wrong delivery from baggage
processing sorting.
b. Late/wrong delivery from baggage
transport, sorting transport.
c. Error previous station (wrong/
incorrect) transfer baggage, e.g.
container labelling.
19 PRM Handling Boarding/de-boarding of passengers
with reduced mobility
NOTE:
To be used if services provided by
handling agent company
3)
IR 16b If awaiting passenger late at gate, this code shall be used if bag search not initiated. If bag search
initiated, IR 85a shall be used.
NOTE:

Cargo and mail

IR code 21 – 29
21 Documentation Documentation, errors a. Late documents
b. Late/wrong load release
c. Late load advice
d. Wrong load advice
22 Late positioning
23 Late a. Late acceptance
acceptance b. Special request from shipper or client

c. Late release from customs
d. Wrongly issued or missing documents from
shipper
e. Late positioning from security check-point
24 Inadequate Inadequate packing or incorrect a. Inadequate packing.
packing build-up of ULDs. b. Incorrect build-up of ULDs.
25 Oversales Oversales/overbooking of
cargo/mail/booking error
26 Late a. Lack of staff
preparation in b. Lack of equipment
warehouse c. Facility limitations
NOTE:
If delay caused by mail handling can be identified, use IR codes 27 – 29, otherwise use IR codes 21 – 26.
Mail only
27 Documentation, packing Documentation, packing error
28 Late positioning
29 Late acceptance Acceptance of stand-by mail
NOTE:

Aeroplane and ramp handling

IR code 31 – 39
31 Aeroplane Late/inaccurate documentation, mass and a. Load documentation / Load
documentation balance, general declaration, passenger coordinator.
manifest etc. b. Fuelling supervision by Load
coordinator.
32 Loading / Lack of loading staff, error, bulky, special or a. Lack of loading staff, error.
unloading excessive load. b. Volume difficulties.
c. Bulky, special or excessive load.
33 Loading Lack or breakdown of e.g. trailer, dolly,

equipment container/pallet loader etc., lack of staff.
34 Servicing Lack or breakdown of e.g. steps, ground a. GPU / ASU
equipment power, air starter, passenger bus (if provided b. Stairs
by handling agent company) etc., lack of c. Toilet / water supply
staff, toilet/water supply.
35 Aeroplane a. Aeroplane cleaning.
cleaning b. Late crew/special bus (ZRH
only).
c. Special Services ISS (e.g. RDS,
seatcover exchange, clean &
search incl. TSA-search)
36 Fuelling / Fuel company error.
defuelling
37 Catering Late catering delivery, late or wrong loading a. Late delivery, wrong loading.
and other discrepancies by catering b. Extensive supplementary order.
service. Crew meals late delivery. Extensive c. Extensive reloading time due
supplementary order within order deadline. A/C change.
38 ULD Lack of or serviceability. Depending on deliverer, IR24b or
IR27 has to be applied
39 Technical Lack or breakdown of e.g. pushback, lack of
equipment staff.
Technical and aeroplane equipment

IR codes 41 – 49
Code Meaning Explanation Remark
41 Aeroplane defects Aeroplane defects including cracked windshields, Additional info
except damage to aeroplanes due to outside causes. only for SWISS
42 Scheduled maintenance Late release. Network
Operations
43 Non scheduled Special checks and/or additional work beyond normal Control (NOC),
maintenance scheduled maintenance. SR Technics
44 Spares and Lack or breakdown of spares, missing equipment such and SWISS
maintenance equipment as life vests and/or life rafts. Technics.
45 AOG spares Spare parts for grounded aeroplane to be carried to
another station. IR code can be used in conjunction with
another IR4x code.
46 Aeroplane change for
technical reasons
47 Stand-by aeroplane Lack of planned stand-by aeroplane for technical
reasons IR 41 - 77.
48 Scheduled cabin
configuration/version
adjustments
49 1) Silencer congestion
1)
Only applicable in ZRH

Damage to aeroplane
IR codes 50 – 54
Code Meaning Explanation Remark
50 Technical deficiencies Loading impact by entire aeroplane loading Additional info only for
influencing ground system inoperative, by bulk cargo door SWISS Network
handling inoperative, etc. – to be commented in the SI Operations Control (NOC),
part of the MVT. SWISS Ground Services
51 Damage during flight Bird or lightning strike, turbulence, heavy or Competence Centre
operation overweight landing, collision during taxiing. (GSCC), SR Technics and
SWISS Technics.
52 Damage during Collision (other than during taxiing), loading/
ground operation offloading damage, contamination, towing,

extreme weather conditions.
53 Damage created Collision (other than during taxiing), loading/
by previous station offloading damage, contamination, towing,
or place and/or extreme weather conditions.
source of occurrence
unknown or not
visible to ground staff
and/or crew.
54 Re-disposition by Re-disposition by consequences caused by
ZRHOOLX IR52 – IR53.
EDP/Automated equipment failure

IR codes 55 – 58
55 4) Departure control system Check-In, mass and balance
56 Cargo system Cargo documentation / preparation
57 Flight plans
58 4) Other systems a. Baggage sorting system.
b. Cute, gate readers.
c. AIMS.
d. Airport IT network.
e. Others (radio, disposition
tools, etc.).
f. QBG (Quick Boarding Gate).
4)
In the case of a pure DCS link problem, IR 55 shall be used. Delays caused by other link problems (e.g.
cute or SITA) shall be booked under IR 58b.
NOTE:

Flight operation
IR codes 61 – 69
61 Flight plan Late completion, change, error in
flight plan, flight documentation.
62 Operational Extra fuel, last minute fuelling, load
requirements alterations.
63 Late crew boarding or Flight deck or entire crew, other than a. Flight deck or entire crew,
departure procedures connection and standby, including other than connection and
discrepancies with deadheading standby, incl. discrepancies
crew, flight deck check and late crew with deadheading crew,
bus. discrepancies with crew
figures due system problems.
b. Late crew bus.
c. Flight deck check.
64 Flight deck crew Sickness, awaiting standby crew,
shortage, Shortage of flight time limitations, crew meals,
entire crew valid visa, health documents etc.
65 Flight deck crew special Not within operational requirements.

request
66 Late cabin crew Other than connection and stand-by.
boarding or departure
procedures
67 Cabin crew shortage Sickness, awaiting standby crew,
flight time limitations, crew meals,
valid visa, health documents etc.
68 Cabin crew error or Not within minimum requirement, a. Incorrect crew complement,
special request wrong cabin crew complement, no documents
senior cabin attendant, valid visa, b. Cabin crew error or special
health documents missing. request
c. Headcount
69 Request by commander
for extraordinary
security check
NOTE:
Weather
IR codes 71 – 77
71 Station of departure Weather conditions below operating limits of
aeroplane.
72 Station of destination Weather conditions below operating limits of
aeroplane.
73 En-route or alternate Weather conditions below operating limits of
aeroplane.
75 5) De-icing of aeroplane Removal of ice and/or snow, frost prevention,
excluding unserviceability of equipment.
76 Removal of snow, ice, water
and/or sand from airport
77 Ground handling impaired by
adverse weather conditions
5)
Valid for on stand de-icing or when remote de-icing pads are all open but occupied.

Air traffic flow management restriction

IR codes 81 – 84
81 ATFM due to ATC Standard demand/ capacity problems.
en-route demand/
capacity
82 ATFM due to ATC Reduced capacity caused by industrial
staff/equipment en- action or staff shortage or equipment
route failure, extraordinary demand due to
capacity reduction in neighbouring area.
83 ATFM due to Airport and/or runway closed due to

restriction at obstruction, industrial action, staff
destination airport shortage, political unrest, noise
abatement, night curfew, special flights.
84 ATFM due to weather
at destination
85 Mandatory security a.- c. a. Offloading baggage of missing
Offloading of baggage due to missing passenger.

passenger at the gate b. Offloading baggage of
d. Checkport passenger not allowed nor
willing to travel.
c. Others (bomb threat, add.
requested security measures
etc.).
d. Checkport late cabin search
(only for flights bound for
USA).
86 Immigration, Error or special request by authorities. d. Lack, error of check-port staff.
customs, health Mandatory regulations by country of s. Schengen border control
destination. ZRH.
87 Airport facilities Parking stands, ramp congestion, a. Parking stands
lighting, buildings, gate limitations, b. Ramp congestion
passenger bus (if provided by the airport c. Baggage sorting limitations
or governmental authorities), PRM d. Passenger bus
services (if provided by the airport or the
e. Security check points (for
airport assigned company), etc.
passenger)
NOTES: f. Train / Sky Metro
If on CTOT messages, IR 87 followed by
g. Passenger loading bridge
ICAO airport code is shown, do change
IR code for MVT to 83, if IR 87 refers to h. Check-in
airport of destination. Change IR code for i. Gate
MVT to IR 89 if IR 87 refers to airport of j. Others
origin (own). k. Security check point (crew in
OPC)
s. Congestion at Schengen crew
bus stop OPS Center ZRH
p. Special assistance / PRM


88 Restrictions at airport Airport and/or runway closed due to
of destination obstruction, industrial action, staff shortage,
political unrest, noise abatement, night
curfew, special flights.
89 Restrictions at airport Including Air Traffic Services, start-up and Additional info only for
of departure with pushback, airport and/or runway closed due SWISS Network Operations
or without ATFM to obstruction or weather (restriction due to Control (NOC), SR Technics
restrictions weather in case of ATFM regulation only, and SWISS Technics.
else refer to code 71), industrial action, staff
shortage, political unrest, noise abatement,
night curfew, special flights.

In case of ATC delay you are requested to strictly adhere to the delay reason given by the slot message (see
example below):
QU ZRHOOLX
.ZRHOWLX LX/091513
SAM SWR1581/09 SLOT 1711-1726
RESTRICTION LSZHA09E
REGCAUSE 84
NOTES:
i. Mind exception mentioned under IR 87.
ii. If an ATC slot has to be shifted or is missed, the reason leading to the shift or reason why the slot was
missed shall bear the delay he caused as well as the resulting slot delay.
Reactionary
IR codes 91 – 96
91 5)
Load connection Awaiting passenger/cargo/mail from a. Passenger.
another flight or taking over stranded b. Cargo / mail.
passenger(s). s. Conx delay due to
Schengen
y. OK Short decision BAG
x. OK Short decision PAX
92 Through check-in error Passenger and baggage.

93 6)
Aeroplane rotation Late arrival of aeroplane from another a. Late arrival of aeroplane
flight or previous sector. from another flight.
b. Late arrival of aeroplane
from previous sector.
94 7) Cabin crew rotation Awaiting cabin crew from another flight.
95 7)
Crew rotation Awaiting entire crew from another flight. a. Flight deck
b. Entire crew
96 Operations control Re-routing, diversion, consolidation,
ZRHOOLX / ZRHSCLX aeroplane change for reasons other than
technical.
5)
This can only cover the time granted by minimum connecting time.
6)
This can only cover the time granted by operational ground time.
7)
This can only cover the time granted by crew rotation times.
NOTE:
Sub codes are to be used out of ZRH only.

Miscellaneous
IR codes 97 – 99
97 Industrial action within own
airline
98 Industrial action outside Excluding ATS/ATC
own airline
99 Not elsewhere specified Explain in plain language in SI-
part of MVT message
Message examples
EXAMPLE 1:
Arrival: Delay of 5 minutes due to late arrival of the aeroplane
Departure: Delay of total 8 minutes due to
Late arrival of the aeroplane for 5 minutes (=IR93)

Lack of loading staff for 3 minutes (=IR32)
QX BSLOQLX FRAOMLH MUCRM1A LTNWR7X …

.LCYKKXH 094007
MVT
LX453/09.HBIXT.LCY
AD0933/0937 EA1210 ZRH
DL93/0008
PX75
NOTE:
Any delay up to maximum 3 minutes will not be shown separately and will be added to main delay code.
EXAMPLE 2:
Arrival: Delay of 5 minutes due to late arrival of the aeroplane
Departure: Delay of total 9 minutes due to
Late arrival of the aeroplane for 5 minutes (=IR93)

Lack of loading staff for 4 minutes (=IR32)
QX BSLOQLX FRAOMLH MUCRM1A LTNWR7X …

.LCYKKXH 094007
MVT
LX453/09.HBIXT.LCY
AD0934/0938 EA1210 ZRH
DL93/32/0005/0004
PX75
NOTE:
Any delay of more than 3 minutes will be shown separately.
EXAMPLE for delay reporting:
QX ZRHK3LX
.XXXKKXH 094007
LX0000 / 31JUL XYZ – IR32 / 0015
LACK OF STAFF DUE TO MANY STAFF REPORTING ILL FOR WORK

Departure message timings

The departure message timings consist of
Off–block time
The off-block time or actual departure time (ATD) is the following:
• The time at which the aeroplane starts to move from the parking position either by own power or by a
push-back tug.
or
• The time at which the aeroplane starts the engine.
Whichever is earlier !
And
Airborne time
The airborne time is the time the aeroplane landing gear has lost contact with the runway at take–off.
Measure of departure timings

Off–block time and airborne time shall be measured according following options:
• Use timings given from ACARS messages, when available
• Use timings given from ATC, if ACARS not available
• Use timings by visual time measurements, if options 1 and/or 2 not available
Dispatch
A departure message is to be dispatched for every flight:
Operated with LX flight number, irrespective the owner or operator

NOTES:
i. Departure message for code-share flights is to be dispatched as bilaterally agreed.
ii. Departure message is to be dispatched immediately after take-off. In case of long taxi timings, a delayed
take-off message shall be dispatched after off-block.
Distribution
The departure message is to be distributed as follows:
Standard distribution Additional distribution

Departure message is to be sent to: For delayed and diverted flights:
- Any downline station. - Departure message to be addressed to all
- SWISS NetLine Ops Computer: BSLOQLX stations having received a delay or diversion
- Companies and function designators as specified in message for that flight.
airport database published in Swiss Ground Services
In case of technical delays:
Extranet (https://gs.swiss.com).
- Airbus and RJ100  ZRHMCLX
- Recipients of the OPS plan or diversion message in
cases where an OPS plan or diversion message has
been sent.

Corrections to departure message

If corrections to an already dispatched departure message are necessary:
• Dispatch again a complete departure message.
• Use the message identifier COR in addition to the normal identifier MVT.
• Dispatch the corrected departure message as soon as the correction is made.
Message description
The departure message is built up as follows:
Part Description
1 Address and communication references.

2 Standard message identifier and flight record
3 Flight information
4 Supplementary information
NOTE:
Unless otherwise required, all dates and times to be expressed in UTC.
Address and communication references

Part 1: Address and communication references
Element Element definition/description Example

no.
1 Priority indicator for movement messages: QX or QU.
2 Teletype address(es) for departure message. QX BSLOQLX …
3 Originator, recharge, date/time group and operator’s initials .BCNKKXH LX/090807 PH
composed of the elements no. 3.1 through 3.4.
Element no. 3 must be on one line.
3.1 Teletype address of originator. .BCNKKXH
3.2 Recharge, if required. LX
Teletype address of originator (element no. 3.1) and designator of
the airline to be charged for the message (element no. 3.2) must
be separated by a space.
3.3 Date and time group. /090807
Recharge designator (element no. 3.2) and date/time group
(element no. 3.3) must be separated by an oblique.
NOTE:
The oblique is to be omitted if no recharge designator is shown.
3.4 Operator’s initials, if required. PH
Date/time group (element no. 3.3) and operator's initials (element
no. 3.4) must be separated by a space.

Standard message identifier and flight recorder

Part 2: Standard message identifier and flight record

no.
4 Standard identifier for movement passages: MVT. The identifier MVT must be
on a separate line.
5 Flight number and date: LX1953/09
- The flight number must be identical with the one shown on the loadsheet and
in the LDM.
- Scheduled UTC date of departure out of the originating station.
- Flight number and date must be separated by an oblique.

6 Aeroplane registration: .HBIPT
- Flight number (element no. 5) and aeroplane registration (element no. 6)
must be separated by a full stop.
- The hyphen between country code and aeroplane code is to be omitted.
7 Airport of movement: .BCN
- Aeroplane registration (element no. 6) and airport of movement (element no.
7) must be separated by a full stop.

- The 3-letter IATA airport or city codes must be used. Elements no. 5 through
7 must be on one line.
Flight information
Part 3: Flight information

no.
8 Actual departure time: AD0800/0805
The departure indicator AD is followed by off-block and airborne time. AD0800 EO0820
The time groups are to be separated by an oblique.
NOTE:
In case of long taxi timing, a “delayed take-off message” shall be dispatched.
9 Estimated time of arrival: EA0925
- The indicator EA is followed by the estimated time of arrival in UTC.
- Actual departure time (element no. 8) and estimated arrival time (element
no. 9) are to be separated by a space.
IMPORTANT:
For the calculation of the EA use the actual estimated elapsed time (EET)
given from the operational flight plan (OFP), the ATC flight plan or the
commander. A standard EET is not allowed.
10 Airport of next intended landing:
- The 3-letter IATA airport codes are to be used.
- Estimated arrival time (element no. 9) and code for airport of next intended
landing (element no. 10) are to be separated by a space.
- Elements no. 8 through 10 must be on one line.


no.
11 Irregularity code and duration of delay: DL93/13/0010/0005
- The delay indicator DL is followed by not more than 2 irregularity codes
and the duration of the delay in hours and minutes. Irregularity codes
and time groups are to be separated by an oblique.
- The DL-information must be completed if the total delay exceeds the
scheduled departure time by more than 3 minutes. Not more than 2
delay reasons can be shown.
- If there are more than 2 delay reasons, attribute the total delay time
to the 2 main reasons as shown in the example below. The third delay
code must be indicated under the SI-Part stating the delay code
followed by the amount of delay. See element 13.
EXAMPLE:
IR93: 0010
IR13: 0010
IR81: 0005
In case of DL91 and/or DL99 additional information must also be given

in the SI-part of the departure message (for instructions, see element no.
13).
12 Total number of seats occupied by passengers. PX83
- The passenger indicator PX is followed by the number of seats
occupied by passengers including PADs.
NOTE:
The number of seats occupied by passengers shall be copied from the
loadsheet.
- Element no. 12 must be on a separate line.
Supplementary information
Part 4: Supplementary information
no.
13 Supplementary information.
The supplementary information indicator SI is followed by a space. It must
begin a new line. Only the information listed below is to be given in the SI-part
of the departure message:
1. Delays caused due to connections (IR91); delays for which no specific SI DL99 COMP
delay code can be applied (IR99) and for delays where a third delay code ERRORS
is applicable.
i. Irregularity code and flight number are to be separated by an oblique. SI IR91/LX154
ii. Two irregularity information’s must be separated by a full stop. SI 3rd delay
DL81/0005
2. TOW and TOF information.
i. Take-off mass and take-off fuel shall be copied from loadsheet and
fuelling order respectively. TOM = Actual take-off mass according to
loadsheet. TOF = Actual take-off fuel according to fuelling order. The SI TOW218900
ass figures shall be rounded up to the next 100kg. TOF59500
ii. This information must be given for all flights to the destinations listed
below.
- BOS, GRU, HKG, JFK, NRT, ORD, YUL, LAX, NBO, MIA, EWR
- ZRH (required only if the flight time is more than 2 hours)
- BKK (required only for non-stop flights ZRH – BKK).
A separate message must be sent for other flight related information.

Message examples
EXAMPLE of standard departure message:
QX BSLOQLX ...
.BCNKKXH 190812
MVT
LX1953/09.HBIPT.BCN
AD0800/0805 EA0925 ZRH
DL93/13/0010/0015
PX83
EXAMPLE of delayed take-off messge:
QX BSLOQLX ...
.LHRTRLX 190812
MVT
LX317/14.HBIOC.LHR
AD0620 EO0640
SI
TAXI CONGESTION DUE TO HIGH TRAFFIC


6.4 Arrival message
Arrival message timings

The arrival message timings consist of
Touch–down time
The touch–down time is the time the aeroplane landing gear has contact with the runway at landing and
On–block time
The on–block time is the time the aeroplane arrived at the parking position, chocks have been placed and the
engines have been shut–down.
Measure of arrival timings

Touch–down time and on–block time shall be measured according following options:
• Use timings given from ACARS messages, when available
• Use timings given from ATC, if ACARS not available

• Use timings by visual time measurements, if options 1 and/or 2 not available
• Use touch–down timing given from ATC or visual time measurement and add a standard taxi–timing
according to local circumstances.
Dispatch
An arrival message is to be dispatched for every flight:
Operated with LX flight number, irrespective the owner or operator.
NOTES:
i. Arrival message for code-share flights is to be dispatched as bilaterally agreed.
ii. Arrival message is to be dispatched immediately after landing.
Distribution
The arrival message is to be distributed as follows:

Arrival message is to be sent to: For diverted flights:
- The station of next intended landing, if applicable. - Arrival message to be addressed to the station of
- The originating station of the flight or flight leg. the originally intended landing.
- SWISS NetLine Ops Computer: BSLOQLX
- Companies and function designators as specified
in airport database published in Swiss Ground
Services Extranet (https://gs.swiss.com).
- Recipients of the OPS plan or diversion message
in cases where an OPS plan or diversion message
has been sent.

Corrections to arrival message

If corrections to an already dispatched arrival message are necessary:
• Dispatch again a complete arrival message.
• Use the message identifier COR in addition to the normal identifier MVT.
• Dispatch the corrected arrival message as soon as the correction is made.
Message description
The arrival message is built up as follows:
Part Description
1 Address and communication references
3 Flight information
NOTES:

For part 1:
Address and communication references consist of the same element definitions and formats as for the standard
departure message.
REFERENCE:
See “Address and communication references” in 6.3 “Departure message”.
Standard message identifier and flight record

For part 2:
Standard message identifier and flight record, consist of the same element definitions and formats as for the
standard departure message.
REFERENCE:
See “Standard message identifier and flight record” in 6.3 “Departure message”.
Flight information
Element Element definition / description Example
no.
8 Actual arrival time: AA2015/2020
- The arrival identifier AA is followed by touch down and on-block time.
The time groups are to be separated by an oblique.

no.
Additional information pertaining to the flight.
A new line must be used beginning with the indicator “SI” and followed by
a space.
Message examples
EXAMPLE of a standard arrival message:
QX BSLOQLX ...
.FCOKKLX 082020
MVT
LX1734/08.HBIPR.FCO
AA2009/2014
SI NIL
EXAMPLE of a corrected standard arrival message:
QX BSLOQLX ...
.FCOKKLX 082022
COR
MVT
LX1734/08.HBIPR.FCO
AA2015/2020
SI NIL


6.5 Delay message
Dispatch
A delay message is to be dispatched for every flight:
Operated with LX flight number, irrespective the owner or operator
Criteria for dispatch

The delay message is to be dispatched according to the following criteria:

• Delay message is to be dispatched for flights, which will be delayed 10 minutes or more relative to
scheduled or otherwise stated departure time.
• Delay message is to be dispatched as soon as the delay can be foreseen, but not later than the originally
scheduled departure time.
• If a flight is delayed beyond the estimated departure time specified in a previously dispatched message,
a new delay message is to be sent as soon as the further delay becomes apparent, but not later than the
departure time specified in the previous delay message.

• After departure of the flight, a normal departure message is to be sent to all addresses that received the
delay message(s).
REFERENCE:
See 6.3 “Departure message”.
• For delay codes, see 6.2 “Delay codes”.
Distribution
The delay message is to be distributed as follows:

Delay message is to be sent to: In case of technical delays:
- All stations of the flight schedule. - Airbus and RJ100  ZRHMCLX
- SWISS OCC (ELS) ZRHOOLX
- Companies and function designators as specified in
Message description
The delay message is built up as follows:
Part Description
1 Address and communication references.
2 Standard message identifier and flight record.
3 Flight information.
NOTE:


For part 1:
Address and communication references, consist of the same element definitions and formats as for the standard
departure message.
REFERENCE:

For part 2:
Standard message identifier and flight record, consist of the same element definitions and formats as for the
standard departure message.

REFERENCE:
See “Standard message identifier and flight record” in 6.3 “Departure message”.
Flight information

no.
8 Estimated time of departure or next information.
8A Estimated time of departure. ED191730
Estimated departure time indicator ED is followed by the estimated departure time.
8B Next information: NI191700
- If a revised time of departure element (A) cannot be estimated even approximately
at the time of the origination of the delay message, the indicator NI for “Next
Information” shall be used in stead of the indicator ED.
- The indicator NI is followed by the date/time group at which further information
will be issued.
9 Irregularity code(s): DL41
- The delay indicator DL is followed by not more than 2 irregularity codes. The DL46/96
irregularity codes must be separated by an oblique.
Additional information pertaining to the flight may be shown at the end of the delay
message. A new line must be used beginning with the indicator ‘SI’ and followed
by a space.
Message examples
EXAMPLE of delay message:
QX BSLOQLX BSLMMLX ZRHMMXH ZRHOMLX...

.GRUKKLX 191601
MVT
LX97/19.HBJMH.GRU
ED191730
DL41
EXAMPLE of delay message with "NI" indication:
QX BSLOQLX BSLMMLX ZRHMMXH ZRHOMLX ...

.GRUKKLX 191615
MVT
LX97/19.HBJMH.GRU
NI191700
DL41

Dispatch
A diversion message is to be:
• Used to inform stations and departments concerned of an in-flight diversion.
• Dispatched by the station or department first receiving notification of the diversion.
After departure of the flight, a normal departure message is to be sent to all addresses that received the diversion
message(s).
REFERENCE:
See 6.3 “Departure message”.
NOTE:
The station of originally intended landing must immediately relay all operational and handling messages to the
airport of diversion.
Distribution
The diversion message is to be distributed as follows:

Diversion message is to be sent to: In case of technical diversion:
- Airbus and RJ100  ZRHMCLX
- All stations of the flight schedule.
- Companies and function designators as specified in airport
database published in Swiss Ground Services Extranet
(https://gs.swiss.com).
Message description
The diversion message is built up as follows:
Part Description
3 Diversion information
NOTE:

For part 1:
Address and communication references consist of the same element definitions and formats as for the standard
departure message.
REFERENCE:



no.
4 Standard identifier for diversion message: DIV.
The identifier DIV must be on a separate line.
5 - The flight number must be identical with the one shown on the LX242/02
loadsheet and in the LDM from the previous station.
- The UTC date is to be given.
- Flight number and date of STD from the previous station must be separated
by an oblique.
6 Aeroplane registration: .HBJHA
7 Airport of originally intended landing. .DXB
- Aeroplane registration (element no. 6) and airport of movement (element no.
7) must be separated by a full stop.

- The 3-letter IATA airport or city codes must be used.
Elements no. 5 through 7 must be on one line.
Diversion information
Part 3: Diversion information

no.
8 Estimated time of arrival at diversion airport. EA1940
The indicator EA is followed by the estimated time of arrival at the
diversion airport.
9 Diversion airport: MCT
- The 3-letter IATA airport or city codes are to be used.
- Estimated arrival time (element no. 8) and code for diversion airport
(element no. 9) are to be separated by a space.
- Elements no. 8 and 9 must be on one line.
10 Reason for diversion. DR72
The indicator DR is followed by the irregularity code.
NOTE:
For irregularity codes, see 6.2 “Delay codes”.
11 Total number of seats occupied by passengers: PX192
- The passenger indicator PX is followed by the number of seats
occupied by passengers including PADs.
- The total number of seats occupied by passengers shall be copied
from the loadmessage or departure message.
- Reason for diversion (element no. 10) and total number of seats
occupied by passengers (element no. 11) are to be separated by a
space.
Elements no. 10 and 11 must be on one line.


no.
12 Supplementary information: SI ALL RUNWAYS
- Additional information pertaining to the flight may be shown at the end CLOSED DUE SAND
of the diversion message. A new line must be used beginning with the STORM
indicator “SI” and followed by a space.
- The reason for the diversion in plain language or other information
such as “OPS plan” or special load information for the diversion
station may be given in the SI-part of the diversion message.
Message example
Message EXAMPLE:
QU BSLOQLX ...
.DXBKKLX 021815
DIV
LX242/02.HBIQI.DXB
EA1940 MCT
DR72 PX192
SI ALL RUNWAYS CLOSED DUE SAND STORM


IATA AHM583
The loadmessage is based on IATA AHM 583.
Dispatch
A loadmessage is to be dispatched for every flight:
Operated with LX flight number, irrespective the owner of operator.
• Loadmessage for code-share flights is to be dispatched as bilaterally agreed.

• Loadmessage is to be dispatched not later than 10 minutes after departure of the flight.
• Be sure to include any last minute changes in the final passenger and load figures before dispatching the
LDM.
NOTE:
For ULD aeroplane, a CPM must be sent in addition to the LDM.
Distribution
The loadmessage is to be distributed as follows:

Loadmessage is to be sent to: - In case of diversion:
- The station of next intended landing. - The station of original destination must
NOTE: immediately forward the LDM (and other
Always include BSLOLLX, MUCRM1A and LTNWR7X. handling messages) to the diversion airport.
- Companies and function designators as specified in

Message description
The loadmessage is built up as follows:
Part Description
3 Load information and remarks per destination
NOTE:



no.
1 Priority indicator: QX or QU.
2 Teletype address(es) for loadmessage. QX BSLOQLX MUCRM1A
LTNWR7X...
3 Originator, recharge, date/time group and operator’s initials composed .ZRHKLXH LX/122030 PH
of the elements no. 3.1 through 3.4.
3.1 Teletype address of originator. .ZRHKLXH

the airline to be charged for the message (element no. 3.2) must be
separated by a space.
Recharge designator (element no. 3.2) and date/time group (element
no. 3.3) must be separated by an oblique.

NOTE:
Date/time group (element no. 3.3) and operator’s initials (element no.
3.4) must be separated by a space.


no.
4 Standard identifier of loadmessage: LDM. LDM
The identifier LDM must be on a separate line.
5 Flight number and date: LX288/12
The flight number must be identical with the one shown on the loadsheet and
in the LDM.
The local date is to be given.
Flight number and date must be separated by an oblique.
6 Aeroplane registration. .HBJMB
Flight number (element no. 5) and aeroplane registration (element no. 6) must
be separated by a full stop. The hyphen between country code and aeroplane
code is to be omitted.
7 Aeroplane version number. .3433010
Aeroplane registration (element no. 6) and aeroplane version number (element
no. 7) must be separated by a full stop.
NOTE:
For instructions refer to 5.2.6 “Version number”.
8 Number of crew including working crew members occupying passenger seats .3/10
(XCR):
First figure indicates number of flight crew, subsequent figure(s) number of cabin
crew.
Crew figures must be separated by an oblique.
Aeroplane version number (element no. 7) and number of crew (element no. 8)
NOTE:

Load information and remarks per destination

Part 3: Load information and remarks per destination

no.
9 Destination. –JNB
Airport of disembarkation of passengers and/or unloading of
deadload:
The 3-letter IATA airport of city codes must be used.

The code is to be preceded by a hyphen.
10 Number of passengers per mass category: Two possibilities:

The figures for adults, children and infants must be separated each - 136/78/5/3
by an oblique. Male 136
Destination (element no. 9) and number of passengers (element Female 78
no. 10) must be separated by a full stop. Children 5
Infants 3
- 214/5/3
Adults 214
Children 5
Infants 3
NOTE:
Zeros must be shown if
there is only deadload for a
destination.
11 “Nil” must be shown if there is no traffic load for a destination. .NIL
The element must begin with a full stop.
12 Total mass of deadload. .T22160
The element must begin with a full stop followed by the identifier NOTE:
“T”. A zero must be shown if
there is no deadload for a
destination.
13 Total mass of the load per compartment and/or ULD position: .1/4292.2/7054.3/4295
This element is to be repeated for each compartment/ULD position .4/5081.5/1438
containing load. Each element must begin with a full stop.
14 Total number of seats occupied by passengers per class. .PAX/3/44/172
The element must begin with a full stop followed by the identifier
“PAX”.
NOTE:
For further instructions/examples, see ref. no. 40 in 5.3.3 “Manual
loadsheet”, part 4.
15 Total number of seats occupied by PADs per class. .PAD/0/5/1
“PAD”.
16 Total number of seats occupied by XCR per class. .XCR/0/1/0
“XCR”.
17 Remarks:
Any required loadsheet remark as listed in 5.3.1 “Load information
codes” must be shown for each destination following the PAX FCY
distribution. Elements no. 9 through 16 are to be repeated for each
destination.


no.
Any other information pertaining to the whole flight may be SI BT SHORT LOADED
shown at the end of the loadmessage. A new line must be used DOOR SECTION CPT 1
beginning with the indicator “SI” and followed by a space.
NOTES:
i. Information about special loads/DGR (i.e. AVI, battery SI AVI - LIVE DOG,PAX
powered mobility aid, etc.) description of item, passenger MILLER/A MRS, SEAT 12A
name and seat number.
ii. Information regarding Short connection Baggage ULD’s must SI BT SHORT LOADED
be reported using the “SI” indicator DOOR SECTION CPT 1
iii. Whenever aircraft are equipped with more than 1 hold, the SI CPT1/BT 200 CPT4/BC100
loading and category of baggage must be reported CPT4/B500
iv. In case baby strollers have bee loaded as DAA, the total SI 2 BABY STROLLERS
amount of baby strollers loaded must mentioned LOADED CPT 5
Message example
EXAMPLE of single sector flight loadmessage:
LDM
LX016/18.HBJHK.333S314.2/10
-JFK.124/83/2/1.T21846.1/3425.2/7170.3/6165.4/4315.5/771
.PAX/3/45/161.PAD/0/0/2
EXAMPLE of multi- sector flight loadmessage:
QU ZRHKMXH
.ZRHKLXH LX/ 180829
LDM
LX292/18.HBJHB.333S318.2/10
-NBO.76/38/1/1.T13197.1/2817.3/8150.4/2130.5/100.PAX/2/31/82
.PAD/0/0/1
-DAR.39/22/4/1.T12171.1/710.2/6620.3/2275.4/2435.5/131
.PAX/1/14/50.PAD/0/0/2

6.8 Container/pallet distribution message (CPM)
Purpose
The container/pallet distribution message:
• Is a basis for loadplanning at transit stations.
• Gives information for the disposition of adequate equipment and manpower for the unloading.
• Gives information to calculate the unloading sequence (e.g. to prevent tail-tipping).
Dispatch
A CPM has to be dispatched for all flights operated by ULD-aeroplane, and not later than 10 minutes after
departure of the flight.
For loadplanning purposes, a preliminary CPM may be sent to the next station; the final CPM is to be dispatched
after departure of the flight.
Include any deviation from the original loading report and any last minute changes before dispatching the CPM.
Distribution
The CPM is to be distributed as follows:

CPM is to be sent to: In case of diversion:
- The station of next intended landing. - The station of original destination must immediately
- Companies and function designators as specified forward the CPM (and other handling messages)
in airport database published in Swiss Ground to the diversion airport.
Services Extranet (https://gs.swiss.com).
Message description
The container/pallet distribution message is built up as follows:
Part Description
3 ULD information
4 Bulk load information
NOTE:


no.
1 Priority indicator: QX or QU.
2 Teletype address(es) for container/pallet distribution message. QX ZRHKHXH …
3 Originator, recharge, date/time group and operator’s initials composed .DMEKKLX LX/020319 PH
3.1 Teletype address of originator. .DMEKKLX

3.3 Date and time group: /020319
- Recharge designator (element no. 3.2) and date/time group
- The oblique is to be omitted if no recharge designator is shown.


no.
4 Standard identifier for container/pallet distribution message: CPM. CPM
The identifier CPM must be on a separate line.
5 Flight number and date. LX1325/02
- The flight number must be identical with the one shown on the loadsheet and
in the LDM.
- Flight number and date must be separated by an oblique.
6 Aeroplane registration: .HBIJJ
7 Aeroplane version number. .32080G01
Aeroplane registration (element no. 6) and aeroplane version number (element
no. 7) must be separated by a full stop.
NOTE:
For instructions, see 5.2.6 “Version numbers”.

ULD information
Part 3: ULD information

no.
8 ULD information composed of the elements no. 8.1 through -11L/AKE71079LX/NBO/790/BY0
8.7.
NOTES:
- The CPM shall show all ULD positions and their ULD
numbers as well as those positions not occupied by a
ULD.
- To facilitate manual reading of the CPM the ULD positions

should be shown in the sequence corresponding to the
actual arrangement of the ULDs in the aircraft.
- For ULDs occupying two positions in the same lateral row,
e.g. LD11 containers, the letters L and R are to be omitted
from the bay designation, e.g. -11, -31.
8.1 ULD bay designation: -11L
- The ULD bay designation consists of 1 to 3 alpha and/or -12R
numeric characters. -21P

- The element must begin with a hyphen.
8.2 ULD-type code: /AKE
- ULD bay designation (element no. 8.1) and ULD type /PMC
code (element no 8.2) must be separated by an oblique.
- The ULD-type code is required for all types of ULDs.
NOTE:
For ULD type codes, see lists in 5.2.4 “Unit load devices”.
8.3 Airport of unloading of ULD. /JFK
- ULD type code (element no. 8.2) and airport of unloading
- Airport of unloading is not required:
• For single-sector flights
• For the last leg of multi-sector flights
• For empty units, unless forwarded to a specific
destination, e.g. cooltainers.
8.4 Mass of ULD: /585
- Airport of unloading (element no. 8.3) and mass of ULD
- The tare mass of the ULD is to be included in the mass
figure.
- The mass is not required:
• For single-sector flights and the last leg of multi-
sector flights.
NOTE:
This rule does not apply to flights operated by A330 and
A340 aeroplanes. The mass information is required for
planning the offloading sequence in relation to ground
stability requirements. – For empty units.
- For ULDs containing baggage the mass information is
optional.


no.
8.5 Load category codes: /BY
- Mass of ULD (element no. 8.4) and load category code or group /C
of load category codes (element no. 8.5) must be separated by an /BY/M
oblique.
- The codes listed below are to be used for the identification of the
different load categories:
Code Description
B or BY Local baggage
BF First class baggage (HON PRIO baggage)

BC Business class baggage (PRIO baggage)
C Cargo
D Crew baggage
EE Extra equipment (e.g. additional catering, unmanifested
flight spares, etc.)
H ULD and/or its load to be thanshipped to a connecting
flight (onward destination and/or flight to be shown in SI

element).
M Mail
N No container or pallet at position (empty position/"NOFIT")
T Transfer load (the letter "T" must be added to the
appropriate load category code, e.g. "BT" for transfer
baggage)
X Empty container
8.6 Volume code for baggage and mail containers:

- In order to enable transit stations to top up such units the following
codes must be used to indicate the volume available:
0 = No volume available /BY0

1 = ¼ of the total container volume available /BC1
2 = ½ of the total container volume available /BT2
3 = ¾ of the total container volume available /BF3
- The volume code is not required for units being disembarked at

the next station.
8.7 Special load remarks (NOTE): .RFG
- Each remark is preceded by a full stop. .ICE
- Loading position and mass are to be omitted. .AVI
- Special load remarks are not required for single-sector flights and .RRY/3PT7
the last leg of multi- sector flights.
EXCEPTION:
This rule does not apply to BIG. Complete information regarding BIG
must always be given in the SI-part of the CPM.
NOTE:
For instructions, see 5.3.1 “Load information codes”.

Bulk load information

Part 4: Bulk load information
no.
9 Bulk load information is composed of the elements no. 9.1 through –5/MCT/47/M/C.
9.5. XPS/DXB/30/BY
NOTE:
All compartment sections including empty sections must be shown
in the CPM.
9.1 Designation of compartment section: –51
- The compartment section designation consists of 2 numeric –52
characters. –53
- The element must begin with a hyphen.
9.2 Airport of unloading of the load carried in this compartment section: /NBO
- Designation of compartment section (element no. 9.1) and station
of unloading (element no. 9.2) must be separated by an oblique.
- Airport of unloading is not required:
• For single-sector flights.

• For the last leg of multi- sector flights.
9.3 Mass of load for this destination: /47
- Station of unloading (element no. 9.2) and mass (element no. 9.3)
must be separated by an oblique.
- Mass is not required:
• For single-sector flights.
• For the last leg of multi- sector flights.
• For items included in the DOM, e.g. crew baggage.
9.4 Load category codes: /M/C
- Mass (element no. 9.3) and load category code or group of codes
- Load category codes must be separated by an oblique.
NOTE:
The codes listed in element no. 8.5 must be used.
9.5 Special load remarks (NOTE): .XPS
- Each remark is preceded by a full stop. .EIC/80
- The loading position and mass are to be omitted. .RRY/5PT4
.FIL
NOTES:
i. If load for more than one destination is carried in the same
compartment section, elements no. 9.2 through 9.5 are to be
repeated for each destination.
ii. For instructions, see 5.3.1 “Load information codes”.


no.
10 Supplementary information. SI 2 BABY
Any other information pertaining to the flight may be shown at the end of STROLLERS
the CPM. A new line must be used beginning with the indicator “SI” and LOADED CPT 5
followed by a space.
NOTES: SI BT SHORT
i. Information regarding Short connection Baggage ULDs must be LOADED ON 43L/R
reported using the “SI” indicator

ii. Information pertaining to THRU units as per AHM 4.1 must be reported SI THRU UNIT
using the “SI” indicator LOADED ON 42L
iii. Amount of BC/BT/BTS pieces in bulk need to be reported. ONTO LX182/BKK
iv. Any information received with an incoming CPM, which is of importance
SI 4 BABY
for the next station(s), must be retransmitted with the outgoing CPM.
STROLLERS
v. Transit stations and the station of unloading must be warned by an LOADED CPT 5
additional remark in the SI-part of the CPM if baggage has been put in
igloos or on pallets in order to prevent mishandling of such baggage,

e.g. JFK bags in igloo 21P
vi. In case baby strollers have bee loaded as DAA, the total amount of
baby strollers loaded must mentioned
Message example
EXAMPLE of single leg flight CPM:
QU ZRHKLXH ZRHKMXH
.ZRHKLXH LX/ 191008
CPM
LX332/19.HBIJS.320S80G01
-11L/DKH/LHR/255/C
-12L/DKH/LHR/1075/C
-13L/DKH/LHR/1130/C
-31L/AKH/LHR/590/BY0
-41L/AKH/LHR/470/BC1
-5/LHR/582/M/BY/BT/C.AOG.ICE
SI
01 BABY STROLLERS LDD IN CPT 5
EXAMPLE of multi- sector flight CPM:

QU ZRHKLXH ZRHKMXH
.ZRHKLXH LX/ 190825
CPM
LX292/19.HBJHL.333S318
-11L/AKE71560LX/NBO/845/BY0-11R/AKE50635LX/NBO/858/BY0
-12L/AKE50391LX/NBO/390/M3-12R/XKN85030LX/NBO/360/C
-13/PLB13195LX/DAR/815/C
-21P/PMC19926LX/NBO/1910/C.COL/14.RFL.RFL.RFL
-22P/PMC25072LX/NBO/1845/C.COL/48.COL/90
-23P/PMC22149LX/DAR/3245/C.EAT.RMD
-24P/PMC22842LX/DAR/1110/C
-31P/PMC31867LX/DAR/3850/C.COL/45
-32P/PMC24946LX/DAR/1510/C
-33P/PAJ17089LX/NBO/4375/C
-41L/AKE71350LX/DAR/510/BY2-41R/AKE50599LX/NBO/653/BY1
-42L/AKE50536LX/DAR/553/BY2-42R/AKE71511LX/NBO/270/BY3
-43L/XKE50331LX/DAR/370/BF/BC3-43R/AKE50643LX/NBO/548/BF/BC1
-5/NBO/81/C/BY/DAR/1121/M/C/BY

Content




General
ULD movements must be reported to Jettainer ULD Management by means of the ULD Control message
(UCM).
Damaged ULDs
REFERENCE:
For information on damaged ULDs, see 4.2 "ULDs".
Dispatch time
A ULD control message (UCM) is to be dispatched immediately after arrival or departure of the flight or truck
service.
Dispatch
A separate IN- and OUT message is always to be dispatched.
The IN message must be dispatched not later than 3 (three) hours after arrival of the inbound flight/truck.
The UCM must be sent by:
• SITA telex or
• Jettainer’s Jettware ULD Management Webportal.
Distribution
The UCM must be sent to:
Jettainer GmbH
• SITA telex: HDQLXXH or
• Jettware ULD Management Webportal: http://ums.jettainer.com
Message description via SITA telex

The UCM is build up as follows:
Part Description
3 ULD information
4 Bulk load information


no.
1 Priority indicator: QD.
2 Teletype address(es) for ULD control message. QD HDQLXXH
3 Originator, recharge, date/time group and operator’s initials composed .ZRHKUXH LX/301220 PH
3.1 Teletype address of originator. .ZRHKUXH
3.2 Recharge, if required: LX

- Recharge designator (element no. 3.2) and date/time group
- Local date and time must be given.
- The oblique is to be omitted if no recharge designator is shown.

Date/time group (element no. 3.3) and operator’s initials (element
no. 3.4) must be separated by a space. Element no. 3 must be on
one line.

no.
4 Standard identifier for ULD control message: UCM. UCM
NOTE:
The identifier UCM must be on a separate line.
5 Flight or truck service number composed of the elements no. 5.1 through 5.3. LX633
5.1 Airline designator. LX
5.2 Flight or truck service number. 633
6 Date composed of elements no. 6.1 and 6.2. /16MAR
Flight or truck service number (element no. 5.2 or 5.3) and date (element no. 6)
6.1 Day: Calendar day of the current month. /16
6.2 Month: MAR
- Use the following 3-letter abbreviations:
JAN, FEB, MAR, APR, MAY, JUN, JUL, AUG, SEP, OCT, NOV, DEC.
- No space between day (element no. 6.1) and month (element no. 6.2).
7 Aeroplane registration: .HB-IJP
- The hyphen between country and aeroplane code is to be omitted.
- For truck services use the word “TRUCK”.
- Date (element no. 6) and aircraft registration (element no. 7) must be separated .TRUCK
by a full stop.
8 Airport of movement: .ZRH
- Aeroplane registration (element no. 7) and airport of movement (element no. 8)

ULD movement information

Part 3: ULD movement information
no.
9 Identifier for IN ULDs: IN. IN
The identifier IN must be on a separate line.
NOTE:
For instructions refer to 6.9 - General.
10 ULD details (IATA ID code) composed of elements no. 10.1 through 10.3: .AKH60511LX
- The ULD details must begin with a full stop.
- The details of additional ULDs stacked on top of active units must also
be given in the UCM.
- The order in which the ULDs are shown is not significant and may be at
random. It is, however, preferable if ULDs are grouped by type.
10.1 Type code. .AKH
10.2 Serial number. 60511
10.3 Owner code: LX
NOTE:
Type code (element no. 10.1), serial number (element no. 10.2) and owner
code (element no. 10.3) must be identical with the markings of the ULD.
11 Identifier for OUT ULDs: OUT. OUT
The identifier OUT must be on a separate line.
12 ULD details (IATA ID code) composed of elements no. 12.1 through 12.5: .AKE7048LX/DLA/C
- The ULD details must begin with a full stop.
- The details of additional ULDs stacked on top of active units must also
be given in the UCM.
- The order in which the ULDs are shown is not significant and may be at
random. It is, however, preferable if ULDs are grouped by type.
12.1 Type code. .AKE
12.2 Serial number. 70468
12.3 Owner code. LX
NOTE:
Type code (element no. 12.1) serial number (element no. 12.2) and owner
code (element no. 12.3) must be identical with the markings of the ULD.
12.4 Final destination of ULD. DLA
12.5 Contents code: C
Code Description
B Local baggage (economy class baggage and baggage tagged with
Priority label)
F First class baggage (HON Priority labelled baggage)
C Cargo
E Extra equipment (e.g. add. catering, unmanifested flight spares, etc.)
M Mail
X Empty container or pallet


no.
13 Supplementary information. Additional information such as: SI DKH98271LX
- Forwarding details of damaged/unserviceable units. RETURNED TO
- Amplifying remarks regarding condition of damaged/unserviceable units. ZRH TO REDUCE
- Version changes. OVERSTOCK
- Corrections to wrongly transmitted ID-codes in this message.
- Empty ULD positions, etc. may be given at the end of the message in plain
language.
A new line must be used beginning with the identifier “SI” and followed by a
space.
Message examples in SITA telex format

UCM IN-message example single leg flight in SITA telex format:
QD HDQLXXH
.ZRHKUXH 161256

UCM
LX633/16SEP.HB-IJP.ZRH
IN
.AKH60511LX.AKH60385LX.AKH60816LX.AKH51447LX
.AKH60030LX.AKH60104LX.AKH60407LX
UCM OUT-message example single leg flight in SITA telex format:

QD HDQLXXH
.ZRHKUXH 101433
UCM
LX52/10SEP.HB-JMA.ZRH
OUT
.PMC23885LX/BOS/C.PMC31992LX/BOS/C
.PMC23336LX/BOS/C.PMC30396R7/BOS/C
.AKE70614LX/BOS/B.AKE28473LX/BOS/B
.PLB13628LX/BOS/C.AKE70239LX/BOS/M
.AKE70407LX/BOS/C.XKN85089LX/BOS/X
UCM OUT-message example multi leg flight (origin station) in SITA telex format:
QD HDQLXXH
.ZRHKUXH 161324
UCM
LX292/16SEP.HB-JHC.ZRH
OUT
.AKE70468LX/DAR/C.AKE70962LX/DAR/B
.PMC21650LX/DAR/C.PMC21659LX/DAR/C
.PMC30297LX/NBO/C.PMC19757LX/NBO/C
.AKE70836LX/NBO/C.AKE71150LX/DAR/B
.AKE70091LX/DARA/B.AKE70203LX/DAR/B
.AKE70079LX/DAR/B.AKE70861LX/DAR/B
.AKE70857LX/DAR/B.PLB12889LX/NBO/C
.AKE71109LX/NBO/C.AKE70380LX/NBO/B
UCM OUT-message example multi leg flight (transit station) in SITA telex format:
QD HDQUPXD
.SSGFFLX 162032
UCM
LX292/16SEP.HBJHC.ZRH
IN
.PLB12889LX.PMC30297LX.PMC19757LX.AKE71109LX.AKE70836LX
.AKE70380LX
OUT
.PMC20206LX/DAR/X.PMC23493LX/DAR/X.PMC24584LX/DAR/X
.PMC21628LX/DAR/X.PMC18443LX/DAR/X.PMC23375LX/DAR/X
.PMC19948LX/DAR/X
SI PMC SENT TO DAR TO REDUCE OVERSTOCK

Message description via Jettware ULD Management Webportal

Log-in to Jettware ULD Management Webportal: http://ums.jettainer.com
Dispatch
1 Click on Tracking and Tracing
2 Click on Flight/Road Movement
3 Enter the 3 letter station code, flight designator and flight date
4 Enter ULD data and choose content and condition by using the drop-own list
5 Submit the message
4
1
2 3
REFERENCE:
Refer to Jettainer's Process Guide, which is available for download on the SWISS Ground Services Extranet
https://gs.swiss.com.


General
Every station receiving ULD aeroplane must send a stock take message:
• On a weekly basis.
• Listing all existing LX ULDs (pallets and/or containers) in that station, including those for which a ULD
control receipt has been signed.
Dispatch
The stock take message must be sent by:
• SITA telex or
Distribution
The stock take message must be sent to:
Jettainer GmbH

Message example in SITA telex format

Example of a ULD Stock control message in SITA telex format:
QN HDQLXXH
.GRUFFLX 111455
SCM
GRU.11JUL/1455
.PLB12616LX/12616LX/13205LX
.PMC7724LX/18505LX/18736LX/19015LX/19050LX/19109LX/19600LX
/19638LX/20318LX/20916LX/22562LX/22571LX/22590LX/30016LX
.AKE25134LX/25511LX/25525LX/25736LX/27473LX/26780LX/27089LX
/27125LX/27211LX/27415LX/27615LX/27793LX/27971LX/28243LX
.XKE8115LX.XKN95008LX/95051LX
SI STOCK CHECK LIST AS OF 11JUL 0900LT/GRUFFLX

Log-in to Jettware ULD Management Webportal: http://ums.jettainer.com
NOTE:
Request for new account (user name and password) can be asked at Jettainer.

Dispatch of Stock Take message

1 Click on Inventory Management
2 Click on Stock Take
3 Enter the 3 letter station code
4 Enter the display button
3
1
The Jettware is generating a list with all ULD’s that are listed to be at the station.
5 Enter the Save and Print button

6
Obtain the Stock Take Reference
7
Select available ULD's at station
NOTE:
By default all ULD's are selected automatically by the Jettware system
8 Enter the Continue button for obtaining the Stock Take Transaction
7
Stock Take Transaction display:

9 Enter the Accept button if displayed data are correct.
10 Enter Edit button for changes to ULD's.
9 10
REFERENCE:
Refer to Jettainer’s Process Guide, which is available for download on the SWISS Ground Services Extranet
(https://gs.swiss.com).


General
ULDs delivered to or received from other carriers or agencies must be reported to the ULD control centre by
means of the ULD transfer message (LUC) or direct entry of the ULD details into the ULD management system.
Dispatch
The ULD Transfer message (LUC) must be sent by:
• SITA telex or
Distribution
The stock take message must be sent to Jettainer GmbH

Message example in SITA format

EXAMPLE of a ULD Transfer message (LUC) from LX to others in SITA format:
QN HDQLXXH
.JFKFFLX 121740
LUC
P1P4235LX/09JUN04/1700/JMC/LX/JFK/724-A11029/JFK/SER
SI NIL
EXAMPLE of a ULD Transfer messge (LUC) from others to LX in SITA format:
QN HDQLXXH
.JFKFFLX 151610
LUC
PMC20620LX/15JUN04/1100/LX/JMC/JFK/724-B11029/XXX/DAM
SI PALLET RETURNED WITHOUT NET. DAMAGE REPORT ISSUED.


Log-in to Jettware ULD Management Webportal: URL: http://ums.jettainer.com
NOTE:
Request for new account (username and password) can be asked at Jettainer.
Dispatch of ULD Transfer message (LUC)

1 Click on Tracking and Tracing
2 Click on LUC Movement
3 Enter the 3 letter station code for the transfer point
4 Enter the transfer date and time
5 Enter the participants of transfer
6 Enter the final destination of ULD(s)
7 Enter the ULD data, condition, etc.
3
1 4
5
2
6
8 Enter the Save & Generate UCR Document

General
The crew composition can be reviewed from the “Sabre AirCrews Report Manager” system, which is accessible
through the web.
Login
Access to “Sabre AirCrews Report Manager” through following internet link:

https://crewmanager-lx.prod.sabre.com/reports/
Username and password are known by the SWISS station manager.

The SWISS station manager is responsible for the administration of username and password and must make
sure that these sensitive data are not being misused.
To login:
In case of login and/or username/password problems please contact:

SITA: ZRHOBLX
Phone: +41 58 584 46 00
Crew retrieval
For crew retrieval, click on the “Ex-station” icon:

Fill in following icons:

• Station: Station, from where the crew data are desired (e.g. BKK)
• Start Date: Starting date (e.g. 01feb07)
• End Date: Ending date (e.g. 01feb07)
• View: To retrieve crew data
Crew report
Crew report view:
Passport of crew appears in this
Date of birth of crew appears in
Nationality (passport) of crew

Name of crew appears in this
appears in this column.

this column.
column.
column
NOTE:
The crew report is generated in a new window. It can take up to 4 minutes until the crew report output is shown.

Export crew report

To export the crew report output for printing, press the “Export” icon:
A new window will open. From the drop-down menu, you can select the format you want to export the crew
report output and click “Export”.
NOTE:
Depending on your security set-up, it might be that you have to repeat the export process once again before
the document is exported.
Exported crew report in Acrobat Format (PDF). Ready to be printed.

Direct print of crew report

For direct print (in e.g. Acrobat Format) of the crew report, enter the “Print” icon.
Exported crew report in Acrobat Format (PDF). Ready to be printed.
To log out from the “Sabre AirCrews Report Manager” system enter the “Log Out” icon.

Purpose
The purpose of the EZFM message is to provide the flight operations system axsFlightplanning (SKYTRACK)
with an accurate EZFM needed for calculation of an operation flight plan (OFP) for all Swiss International Air
Lines aeroplane.
Dispatch
Required for:
• All scheduled flights
Send EZFM message:

• 6 hours before the scheduled departure time of the outbound flight from ZRH and GVA.
NOTE:
Exceptions by SWISS Flight Despatch / OESZ only.

• In case of significant changes in the load figures (shorthaul +/- 500 kg, longhaul +/- 1'000 kg) send an
updated EZFM.
For multi- sector flights:

• Preferably to be dispatched by one station for all sectors.
• Estimates for onload and transit load must be coordinated by the stations concerned.
• A separate message must be sent for each leg.
NOTE:
If required by stations using axsControl , the EDS helpdesk may be contacted for assistance to set up the RCCA
indicators.
Hewlett-Packard
axsControl DCS helpdesk
SITA: HDQDCCR
Message description
The estimated zero fuel mass message is built up as follows:
Part Description
3 Estimated zero fuel mass
NOTE:



no.
1 Priority indicator: QU QU
2 Teletype address for EZFM message: ZRHQWCR ZRHQWCR
3 Originator, recharge, date/time group and operator’s initials composed .BEGAPXH LX/111040
of the elements no. 3.1 through 3.4. PH
3.1 Teletype address of originator. .BEGAPXH

Recharge designator (element no. 3.2) and date/time group (element
no. 3.3) must be separated by an oblique.
NOTE:

Part 2. Standard message identifier and flight record

no.
4 Transaction code: WI WI
5 Flight number. LX1417
- For flights other than LX flights the flight number must be preceded by the
airline designator of the respective carrier.
- Transaction code WI (element no. 4) and flight number (element no. 5) must
6 Departure station. BEG
- Departure station of the flight leg for which the EZFW applies.
7 Date 22NOV12
- Scheduled date of departure (UTC).
- The date must be composed of the day and the abbreviation of the respective
month. The following abbreviations are to be used for the designation of the
month:
JAN, FEB, MAR, APR, MAY, JUN, JUL, AUG, SEP, OCT, NOV, DEC.

Part 3: Estimated zero fuel mass

no.
8 Estimated zero fuel mass composed of the elements no. 8.1 and 8.2. EZFM/036200
Element no. 8 must be on a separate line.
8.1 Identifier for estimated zero fuel mass: EZFM. EZFM
8.2 Estimated zero fuel mass in kilogram: /036200
- The mass is to be rounded off to the nearest 100 kg. Any standby load is
to be included in the estimate.
- Identifier for estimated zero fuel mass (element no. 8.1) and estimated
zero fuel mass (element no. 8.2) must be separated by an oblique.
Message example
QU ZRHQWCR
.BEGAPXH 091025
WI LX1417/BEG/09MAR12
EZFM/035900


6.12 OPUS NOTAM – TOI (Transitory OPS Information) request

message
NOTAM–TOI
NOTAM–TOI is:
• A legally accepted planning document for all LX flight operations.
• Contains NOTAM information as well as company information.
• Substitutes all official AIS NOTAMs.

• Required by flight crew for the preparation of every flight.
Retrieval of the NOTAM–TOI

The NOTAM–TOI may be requested by:
• A standard NOTAM–TOI request message via SITA network (ZRHOSLX)
• OPUS NetBriefing User Interface via Internet
Contact Swiss International Air Lines, Flight Dispatch, ZRHOWLX,

[email protected] to get the internet link, user name and password.
NOTES:
i. A NOTAM–TOI is to be requested not more than 8 hours before STD.
ii. The cabin crew NOTAM–TOI should be requested via internet by the maître de cabine (MC) and printed
locally whenever possible.
SITA network - Message description

The NOTAM–TOI request message is built as follows:
Part Description
2 NOTAM-TOI
3 Addresses
NOTE:


Element Element definition / description Examples

no.
1 Priority indicator: QX
2 Teletype address of request message for NOTAM–TOI. ZRHOSLX
3 Originator, recharge, date/time group and operator’s initials .CAIKKLX LX/121340 PH
composed of the elements no. 3.1 through 3.4. .CAIKKLX 121340
3.1 Teletype address of originator. .CAIKKLX

the airline to be charged for the message (element no. 3.2) must
Recharge designator (element no. 3.2) and date/time group
NOTE:

Date/time group (element no. 3.3) and operator’s initials (element
no. 3.4) must be separated by a space. Element no. 3 must be on
one line.
NOTAM–TOI
Part 2: NOTAM–TOI
Element Element definition / description Compulsory Defaul Item no. Examples

no. (note)
4 OPUS identifier: Y OPUS
5 Crew category: Y 1 1/P
5.1 – TOI for pilot (code P). 1/C
5.2 – TOI for cabin crew (code C).
6 Flight Number Y None 2 2/LX292
7 Date Y Today 3 3/15JAN
8 Date extension (1 or 2 days) N Today 15 15/1
9 Aeroplane registration N 4 4/JHA
10 Additional airports (3 or 4 letter codes, N Whole 8 8/LHBPVIE
max. 6) route
11 Additional FIR N Route-1 71 72/
ESSALKIBO
12 Additional airports: N None 81 81/EFTU
81 = first leg. 82 82/EDDU
82 = second leg
13 Free text (max. 4 lines). N 181 181/text
Appears on top of NOTAM–TOI 182 182/text
183 183/text
183 184/text
NOTE:
The item number forms part of the message format.

Addresses
Part 3: Addresses
Element Element definition / description Compulsory Default Item no. Examples
no. (note)
14 Additional addresses N None 17 17/CAIOOXH
NOTE:
The NOTAM–TOI is sent automatically to the
originator of the request message.
Message example
Example of NOTAM–TOI request for cabin crew via telex:

QX ZRHOSLX
.CAIKKLX 121340
OPUS
1/C
2/LX237
3/12AUG
17/CAIOOXH
Example of NOTAM–TOI request for pilots via telex:

QX ZRHOSLX
.ZRHOPLX 151340
OPUS
1/P
2/LX292
3/15JAN
4/IQA
81/KJFK
6/LSZHHKJK
71/LSZHHKJK02
17/ZRHOWLX
Internet description
Access to internet briefing page
Add the link to the OPUS–system access to your “favourites”.
Enter the User Name and the Password for your station, which is provided to you by SWISS Flight Dispatch /
ODSZ.

Retrieve the flights

To retrieve a NOTAM–TOI, click on the link to get the input mask.
1
2 3 4
1 To generate a briefing select the correct operator (SWR) and ProfCat (P or C).
2 Select the correct date (in UTC) and the system shows the flights available for the selected date.
3 Select flight and
4 Press “Select Flight” This flight will then show up in the list box below.
5 Select “Chain Flights” if all flights for the crew rotation should be selected.

Choose the correct routing

As a standard, the default routing should be requested (if the dispatcher has prepared a briefing the system will,
as a default, select this prepared routing). If for any case, another routing has to be selected proceed as follows:
6 If other than routing has to be selected, press the “Change Routings” button.
On the “Change Routings” page you may choose a different routing definition for the selected flights.
7 Just drop down the list and select the routing number. If there is a description for the routing it will be
displayed next to the routing number.
NOTES:
i. “DEFAULT” display to be used for shorthaul flights
ii. “PREPARED BRIEFING” display to be used for longhaul flights
–– To clear all your changes and reset the default routing numbers just press “Cancel”.
–– To go back to the “Flight Selection” page press “Accept Selections”.
–– If you want to generate a briefing right now from this point press “Request Briefing”.

Request additional information

8 To get additional information click on one of the tab-like buttons.
–– The currently selected category is shown in red.
–– Enter the information requested separating the individual items by spaces (e.g. if you want to request
additional information for Larnaca, Athens and Rome, you would enter “LCLK LGAV LIRF” in the input box
after you clicked the “Airport” tab).
–– To clear all additional information you have entered press “Clear Additional Infos”.

Request briefing
To generate a briefing, press “Request Briefing”. This will send all data to the server and then open a new window
where the briefing will be shown.
Output
This is an example of how a briefing will look like after you have pressed “Send Request”.
• If the briefing was prepared by Dispatch you will see the “Prepared ID: Number” in the header-line.
• A prepared briefing may consist of several flights and therefore, all of them will be compiled together and
shown (e.g. LX182/LX183 BKK-SIN-BKK may be prepared together and will be shown both, even if you
request only one of these 2 flights).
Contacts
Contact for NOTAM–TOI for pilots:
Flight Dispatch / OESZ
SITA: ZRHOWLX
Contact for NOTAM–TOI for cabin crew:

Crew Service Center / POS
SITA: ZRHOALX





6.14 ACARS freetext messages
General
ACARS (aeroplane communication, addressing and reporting system) is a digital transmission of data between
the ground and the aeroplane.
• An uplink messages is a message transmitted from the ground to the aeroplane.
• A downlink message is a message transmitted from the aeroplane to the ground.
ACARS freetext options

There are two ACARS freetext options:
• ACARS freetext message out of axsControl DCS
• ACARS freetext message via telex
ACARS freetext message out of axsControl DCS

ACARS freetext message out of axsControl DCS:
axsControl Explanation Example / remarks

DCS entry
IP Check if ACARS is initialised by the flight ACARS INITIALIZED YES
crew. Review the “interrogate progress” NOTE:
(IP) display. ACARS must be initialised.
FL/FT* Enter freetext. PL/FT*EZFW 56800 KG PLEASE ADV FINAL
TOF
NOTES:
- Maximum 39 characters possible per
message block.
- Keep text short to save transmission costs.
PL/FT Display freetext message. EZFM 56800 KG PLEASE ADV FINAL TOF
PL/X/FT Erase all freetext.
PL/X/FT/2 Erase freetext no. 2.
PL/FT/SEND Send freetext message to flight deck. NOTES:
- Aeroplane must be ACARS equipped.
- ACARS must be initialised by the flight crew
(check interrogate progress “IP”).
- ACARS freetext messages can be sent
several times.
NOTES:
i. See “message examples” within this chapter.
ii. Consult HELP/ACARS in axsControl for details.

ACARS freetext message via telex

ACARS freetext message via telex:
Formats
1 ACARS freetext message with aeroplane registration.
2 ACARS freetext message with flight number.
3 ACARS freetext message with aeroplane registration and copies to other printers.
4 ACARS freetext with flight number and copy to another printer.
Format 1: ACARS freetext message with aeroplane registration

Line Element definition / description Example

no.
1 Priority indicator for ACARS freetext message. QU
1 Teletype address for ACARS freetext message. HDQOYLX
2 Teletype address of originator. .LAXKSLX
3 Message identifier for ACARS freetext message. M42
M42 = cockpit terminal

M48 = cabin terminal (only available on A330 and A340)
4 Aeroplane registration. AN HB-JMD
4 User authorisation. /ID STNxxxx/PW xxx
Valid user key (Remote User Groupkeys) and personal or
station password, separated by an oblique.
NOTE:
Aeroplane registration and user authorisation must be
5 Text ATTN CREW LX040: PLEASE INFO
PAX WITH ONWARD FLIGHT NZ027
/ APW THAT CONNECTION IS
GRANTED. BRGDS / LX-TEAM LAX
NOTE:
Max. 64 characters per line can be
entered.
NOTES:

Format 1: ACARS freetext message with flight number

no.
M48 = cabin terminal (only available on A330 and
A340)
4 Aeroplane registration. FI LX040

Valid user key (Remote User Groupkeys) and
personal or station password, separated by an
oblique.
NOTE:
Aeroplane registration and user authorisation must
be separated by an oblique.
5 Text ATTN CREW LX040: PLEASE INFO PAX

WITH ONWARD FLIGHT NZ027/APW THAT
CONNECTION IS GRANTED. BRGDS / LX-
TEAM LAX
NOTE:
Max. 64 characters per line can be entered.
NOTES:

Format 3: ACARS freetext message with aeroplane registration and copies to other printers

no.
2 Teletype address of originator. LAXKSLX
A340)
3 Additional telex address(es). /TY ZRHOOLX/TY LAXKKNZ

NOTE:
Additional telex addresses and message identifier
4 Aeroplane registration. AN HB-JMD
Valid user key (Remote User Group keys) and personal
or station password, separated by an oblique.

NOTE:
Aeroplane registration and user authorisation must be

TEAM LAX
NOTE:
NOTES:

Format 4: ACARS freetext with flight number and copy to another printer

no.
A340)
3 Additional telex address(es). /TY ZRHOOLX/TY LAXKKNZ

NOTE:
Additional telex addresses and message identifier
4 Flight number. FI LX040
Valid user key (Remote User Groupkeys) and
personal password, separated by an oblique.

NOTE:
Flight number and user authorization must be
TEAM LAX
NOTE:
NOTES:
Error handling
If an uplink message can not be delivered at the first attempt, the system tries to resend the message a second
time after approximately 60 seconds.
If the second trial is not successful, the message is returned again to the sender with error code and reason:
*ERROR* MSG RESEND 2ND TIME FAILED – RETRY LATER –
In this case retry again after approximately 5 minutes.

If a message contains input format errors, the “air ground link” host also return/rejects such messages to the
originator with error code and reason.
*ERROR* USER KEY INVALID FOR AGL USE

*ERROR* INVALID PASSWORD/DOES NOT MATCH USER KEY
*ERROR* INVALID AIRCRAFT
*ERROR* AIRCRAFT/FLIGHT NOT AVAILABLE
EXPLANATION:
AGL stands for axsAirlink

User authorization
ACARS freetext message out of axsControl DCS
A valid axsControl DCS sign (AS, PD, DR, DM) is needed.
ACARS freetext message via SITA telex

• A valid user key and personal password or
• A valid user key and station password is needed in order to dispatch ACARS freetext messages via telex.
User key and personal password or station password can be requested with nature of use, name of handling
company, full name of employee, employee number, contacts and telex printer address from:

Aircraft Handling Policies / OGP
SITA: HDQGPLX
E-mail: https://gs.swiss.com
Responsibilities
The SWISS station manager takes full responsibility for the administration of user key and personal or station
password.
The SWISS station manager must make sure that these sensitive data are not being misused.
NOTE:
Only operational or customer service related messages shall be dispatched.
User support
User support is provided by:
Center of Expertise (CoE) Air Services Zurich
Überlandstrasse 1
Mailstop ZUO1 / 1B
CH - 8600 Dübendorf
TEL. +41 58 444 7228
Message examples
Example of ACARS freetext message with aeroplane registrations via telex:
QU HDQOYLX
.LAXKSLX
M42
AN HB-JMD/ID STNLAX1/PW .....
ATTN CREW LX040/PLEASE INFORM PAX WITH ONWARD FLIGHT NZ027/APW THAT CONNECTION IS GRANTED.
BRGDS / LX-TEAM LAX
Example of ACARS freetext message with flight number and copy to other printers via telex:
QU HDQOYLX
.HKGKKLX
M42/TY ZRHOOLX/TY LAXKKNZ
FI LX040/ID STNLAX1/PW .....
ATTN CREW LX040/PLEASE INFORM PAX WITH ONWARD FLIGHT NZ027/APW THAT CONNECTION IS GRANTED.
BRGDS / LX-TEAM LAX

Aeroplane Handling Manual - AHM General Part 7. Processes
7. Processes
Contents

7.1 On–time performance

7.4 Contingency Plan for lengthy tarmac delays
7.5 Estimated Zero Fuel Mass Process for Intercontinental Flights to Switzerland


7.1 On–time performance
General policy
Punctuality and on–time performance is a basic quality standard, while taking into account the demands for a
safe and economical operation.
Timetables should be based on realistic block-to-block times.
Ground stops shall be based on the practical possibility to achieve and maintain a satisfactory level of punctuality
under normal conditions.

To guarantee an on–time performance, each station must establish deadlines for acceptance of traffic load
according to the standards outlined in the service level agreement (SLA) issued by Swiss International Air Lines,
Ground Services, Procurement / OGC. Depending on local conditions, deviations from the basic deadlines may
be allowed. Late acceptance of traffic load is permitted only with the agreement of the station responsible or
other authorised staff.
Authority to delay a flight

Deviation from this policy is authorised under certain conditions and within certain limits (see “limits and
conditions to delay a flight” below). Prior authorization is needed from:

Network Operations Control (NOC) / OEO
SITA: ZRHOOLX
Limits and conditions to delay a flight

A delay without special approval may be considered in the following cases:
Policy
Within Europe, up to maximum 15 minutes.
Outside Europe, up to maximum 15 minutes.
NOTES:
Excluded from these rules are the so-called Zero-Delay flights.
–– Advanced departure flights as per AHM General Part, chapter 7.3 “Advanced departure”.
For exceptions contact:

Network Operations Control (NOC) / OEO
Tel.: : +41 44 564 45 00
SITA: ZRHOOLX

Decision criteria for delaying a flight

When deciding to delay a flight, the following criteria must be taken into account:
• Departure slot, if applicable.
• Generally, checked baggage should travel with its owner.
• The number of late transfer passengers in relation to the total passenger load.
• The status of the late transfer passengers (VIP, CIP, HON Circle member, Senator, Frequent Traveller,
STAR Gold, STAR Silver, First/Business class passenger, long haul passengers, etc.).
• The consequences of a delay on:
–– Aeroplane rotation.
–– Onward connections at downline station(s).
–– Crew rotation.
• Operational and weather conditions and developments.
• Transfer passengers booked on the return flight.
• Type and time of the flight.
• Rerouting possibilities to the final destination on:
–– Pool partner flights.
–– Other means of transportation.
• Available hotel accommodation.
Departure time
The actual departure time (ATD) is:
• The time at which the aircraft starts to move from the parking position, either by own power or by a push-
back tug.
or
• The time at which the aeroplane starts the engines.
Whichever is earlier!
An ATD which does not exceed the scheduled time of departure (STD) by more than 3 minutes is considered
on–time. The time of moving from the parking position is also taken as ATD when de-icing is done at a special
de-icing area.
Minimum ground time (MGT)

All possible measures should be taken in order to shorten the turnaround of a late incoming flight. The minimum
ground time (MGT) procedures as mentioned under 7.2 “Turnaround processes” are applicable. This must
always be coordinated with flight crew and cabin crew.
REFERENCE:
7.2 “Turnaround processes”.
Advanced departure
In order to improve the operational arrival punctuality at the hub ZRH, the departure time of certain flights will
be advanced by closing all doors –8 minutes or more to the scheduled time of departure (STD).
Procedures as outlined in AHM General Part, chapter 7.3 “Advanced departure” are applicable. Close
cooperation with flight crew, cabin crew and SWISS Network Operations Control (NOC) is needed.
REFERENCE:
7.3 “Advanced departure”.

Content




General
To have consistent processes at all stations and on all turnarounds, the European Standard Turnaround (EST)
Processes and Procedures are applicable to all flights.
In an effort to optimise aeroplane utilisation and increase planning flexibility, defined turnaround times
(operational ground time) are applicable.
Operational ground time Scheduled destinations

The following minima and maxima apply to SWISS flights operating to scheduled destinations :
Aeroplane type Published scheduled ground time Maximum available operational
ground time in delay situations
Avro, A319 any 30 minutes
A320, A321 any 35 minutes
NOTE:
Reduced operational ground times are applicable at various stations and defined in local station instructions.
• Exceptions for ZRH (process timings as of Process Manual Zurich apply).
• Exceptions for charter and leisure flights may apply
• Exceptions for flights operated by F100 (wetlease) may apply.
• Additional time granted depending on special conditions, passenger load, and crew change.
Operational ground time Seasonal destinations

The following minima and maxima apply to all seasonal stations:

Avro any 35 minutes
A319, A320, A321 any 40 minutes
NOTE:
• The time frame for the EST turnaround processes for Avro, A319 and A320, A321 are not enforced for
seasonal flights
• Conditions for additional Ground time (IR09) are not applicable.

Conditions for additional ground time

Upon certain conditions, extra time can be allocated to the maximum available operational ground time and to
the delay code assignment. In such cases, the IR09 delay code (scheduled ground time less than the minimum
ground time) may be used under the following circumstances only.
Aeroplane type Situation Extra time allocated

Total deadload turnover exceeding 1 minute for every extra 200 kg.
3,000 kg. However, this may not exceed 10
minutes.
Avro Loading of dangerous goods and 2 minutes per piece.

special load requiring special However, this may not exceed 10
lashing / tie-down procedures minutes.
when total deadload turnover is
exceeding 3,000 kg.
Necessity to de-board / board a 5 minutes
Avro, A319, A320, A321
WCHC or stretcher case.
WCHS on flights with remote 5 minutes
Avro, A319, A320, A321
parking.
Avro, A319, A320, A321 In case of crew change. 5 minutes
Total turnover of passenger is 5 minutes
A320, A321
exceeding 280 passengers.
Necessity to install or remove a 25 minutes
Avro, A319, A320, A321
STCR from the cabin.
NOTES:
i. In case of 2 or more events as per table above, the allocated extra times cannot be accumulated (the higher
extra time applies).
ii. The allocated extra time shall not be considered for the ETD setting.

Time frame for turnaround process Avro, A319

In order to ensure that the ground handling remains within the maximum available operational ground time, it is
imperative that the following turnaround process timings are adhered to. Particularly in case of late arrival, it is
mandatory to keep the ground time as short as possible.
30' Turnaround Process Avro, A319

ATA STD Action Max. time Who
allowed
-3 - 33 Ramp preparation completed (ramp equipment ready, FOD check executed, n/a Ramp
dock guidance system activated or marshaller confirmed).
0 - 30 Loading instruction (LIR) including NOTOC handed over to ramp supervisor. n/a Cargo,
Loadcontrol
- 30 Close-out finalised. n/a Station

+2 - 28 Air bridge / stairs connected. 2 min. Ramp
+2 - 28 Handover of briefing documents (NOTE iv). n/a Station
+3 - 28 Aft service stairs positioned and standard signal given according to AHM 1.1.3. 2 min. Ramp
+3 - 27 Aft door opened safely after standard signal (according to AHM 1.1.3) received. 1 min. Cabin crew
+4 - 26 First cleaner to enter aeroplane. n/a Cleaning
+8 - 22 Deboarding completed. 8 min n/a

+ 10 - 20 Last container of general cargo on stand. n/a Cargo
- 20 Start of preboarding (NOTE i). n/a Station
- 20 Start of boarding according to PHM 2.7.1 (NOTE i. and ii). n/a Station
- 20 Communicate final fuel figures to coordinator n/a Flight crew
- 19 Fuelling (if required) completed (in compliance with OM-A 8.2.1.2.2). n/a Fuelling
- 19 Catering (if required) completed - all catering personnel off aeroplane. 8 min. Catering
- 19 Cleaning completed; all cleaners off aeroplane. 7 min. Cleaning
- 19 Aircraft Security Search (A.S.S.) completed (NOTE vi). n/a Cabin crew
- 19 First regular passenger to enter aeroplane. n/a Station
- 8 Assess necessity of offloading missing passengers/bags. n/a Station
-5 Aft service stairs removed (NOTE iii). n/a Ramp
-5 Final loadsheet on board. n/a Loadcontrol
-3 All doors closed (NOTE v). n/a All
-3 Request start up clearance. n/a Flight crew
NOTE:
i. In case of bus gate departure boarding announcement and start of boarding have to be set earlier so that
1st passenger boarding the aeroplane at -19 (Avro, A319) or -23 (A320, A321) respectively is achieved
considering local infrastructure constraints.
ii. The boarding sequence must be announced during the boarding announcement. Strict implementation of
sector boarding to be observed for dock gate departures, but sector boarding not applicable for bus gate
departures.
iii. Boarding on remote stands may be done simultaneously through forward and aft doors, providing proper
guidance of passengers is assured.
iv. In case of crew change, boarding information is to be given to new crew
v. Loading of last minute baggage may continue until the passenger door is closed, even if the deadline of
STD -3 has passed.
vi. A.S.S. starts while cleaners proceed forward through the cabin. A.S.S. is required at destinations in Russia,
Serbia, Turkey, United Kingdom.

Time frame for turnaround process A320, A321

35' Turnaround Process A320, A321

allowed
-3 - 38 Ramp preparation completed (ramp equipment ready, FOD check executed, n/a Ramp
dock guidance system activated or marshaller confirmed)..
0 - 35 Loading instruction (LIR) including NOTOC handed over to ramp supervisor. n/a Cargo,
Loadcontrol
+2 - 33 Air bridge / stairs connected. 2 min. Ramp

+2 - 33 Handover of briefing documents (NOTE iv) n/a Station
+2 - 33 Aft service stairs positioned and standard signal given (according to AHM 2 min. Ramp
1.1.3).
+3 - 32 Aft door opened safely after standard signal (according to AHM 1.1.3) 1 min. Cabin crew
received.
+4 - 31 First cleaner to enter aeroplane. n/a Cleaning
- 30 Close-out finalised. n/a Station

+8 - 27 Deboarding completed. 8 min. n/a
+ 10 - 25 Last container of general cargo on stand. n/a Cargo
- 24 Start of preboarding (NOTE i). n/a Station
- 24 Start of boarding according to PHM 2.7.1 (NOTE i and ii). n/a Station
- 23 Fuelling (if required) completed (in compliance with n/a Fuelling
OM-A 8.2.1.2.2).
- 23 Catering (if required) completed - all catering personnel off aeroplane.. 8 min. Catering
- 23 Cleaning completed - all cleaners off aeroplane. 8 min. Cleaning
- 23 Aircraft Security Search (A.S.S.) completed (NOTE vi). n/a Cabin crew
- 23 First regular passenger to enter aeroplane. n/a Station
- 20 Communicate final fuel figures to coordinator. n/a Flight crew
-5 Aft service stairs removed (NOTE iii). n/a Ramp
-5 Final loadsheet. n/a Loadcontrol
-3 All doors closed (NOTE v). n/a All
-3 Request start up clearance. n/a Flight crew
-3 Pushback tractor connected n/a Ramp
NOTE:
i. In case of bus gate departure boarding announcement and start of boarding have to be set earlier so that
1st passenger boarding the aeroplane at -19 (Avro, A319) or -23 (A320, A321) respectively is achieved
considering local infrastructure constraints.
ii. The boarding sequence must be announced during the boarding announcement. Strict implementation of
sector boarding to be observed for dock gate departures, but sector boarding not applicable for bus gate
departures.
iii. Boarding on remote stands may be done simultaneously through forward and aft doors, providing proper
iv. In case of crew change; boarding information is to be given to new crew
v. Loading of last minute baggage may continue until the passenger door is closed, even if the deadline of
STD -3 has passed.
vi. A.S.S. starts while cleaners proceed forward through the cabin. A.S.S. is required at destinations in Russia,
Serbia, Turkey, United Kingdom.

Additional to standard procedures

The following points must also be taken into consideration:
Upon arrival
Dock stand arrivals:

• Passengers are to disembark through forward door only.
• Information to crew, especially boarding time for departure is communicated immediately.
• Stairs positioned at the aft left door must be provided immediately upon arrival for all movements and
standard signal as per AHM 1.1.3 to be given.
• Cleaners will enter to aeroplane through aft stairs and start cleaning while passengers are disembarking.
• Wherever possible, the aft left door must be closed by the cabin crew immediately after cleaners have
boarded for security reasons.
Open stand arrivals:

• Passengers may disembark through forward and aft doors, provided proper guidance of passengers is
ensured (valid for all aeroplane types).
• Information to crew, especially boarding time for departure is communicated immediately.
• Stairs positioned at the aft left door must be provided immediately upon arrival for all movements and
standard signal as per AHM 1.1.3 to be given.
• Cleaners will enter the aeroplane through aft stairs and start cleaning after end of disembarkation.
• Passenger bus containing C-Class passengers must depart before passenger bus containing Y-Class
passengers.
During turnaround
Dock stand turnarounds.
• Aft stairs to be removed after cleaners have entered the aeroplane.
Open stand turnarounds:

• Aft stairs to be removed after boarding completed in order to facilitate boarding through two doors.
Boarding
• Boarding is to start at the time indicated in the detailed process without prior interaction with the crew
(standardized passenger boarding).
• In order to grant that first passenger enter the aeroplane at indicated time, the air bridge or passenger bus
has to be used as waiting areas for passenger.
Local procedures
Local procedures may apply in addition to the standard procedures described. Local procedures shall be
described in the Process Manual Outstations (PMO) as well as in the Internet Crew Briefing (i.c.b.).
EST exceptions
Exceptions to the standard procedures described are subject to approval by the Regional Management and the
Area Management. EST exceptions are published on the Ground Services Extranet.

Flight Crew Information

Upon arrival of the aircraft, flight crew shall receive a briefing sheet about the process provided by ground staff
and information necessary to crew.
The following forms shall be used for briefing of the cockpit and cabin crew. They may activate as cover sheets
if additional information is provided (e.g. weather).
Briefing sheets for crew

Cockpit Cabin
The above sheets are available for download from the Ground Services Extranet.
Boarding time provided to crew is the time when the first passenger is expected to pass the aircraft door.
• The decision of the time of boarding is taken by the station/duty manager.
• If circumstances dictate (e.g. late cleaning), cabin crew will, in agreement with the CMD, inform ground
staff about any postponement of boarding time stating the new time and a common agreed reason for
postponement.
• On the other hand, crew will activate boarding earlier than standard, whenever possible.
In order to grant that first passenger enter the aeroplane at indicated time, pre-boarding areas, the air bridge
or passenger bus have to be used as waiting or buffer areas for passengers. For passenger convenience, the
actual waiting time in air bridges shall be limited to two minutes.

Boarding procedure
Priority Boarding
Priority passengers are boarded first on dock stand flights. The following passengers are eligible for priority
boarding:
• Business class
• HON Circle
• Senator
• Star Gold
Priority Channel
Wherever infrastructure permits, a separate boarding channel for priority passengers shall be established by
using tensa barriers and gate signage. The priority channel shall be open for priority guests during the entire
boarding procedure, i.e. also after economy boarding has started.
Boarding Announcements
The following announcements must be made in the order specified below:
1. Priority boarding call

2. Economy boarding call (max. 3 min. after priority boarding announcement)
The boarding announcements are to be performed according to the time frame outlined in the PHM, 2.7.1.
The exact wordings for the announcements can be found on the Ground Services Extranet under “Boarding
Announcements”.
Row Boarding
Only one economy boarding announcement shall be made. However, on full flights, the use of row boarding for
economy class passengers is at the discretion of passenger handling.

Cleaning
Aircraft cleaning process must take place from rear to front
on all turnarounds.
- All European stations (except ZRH, where Process

Manual Zurich applies).
- All turnarounds (except night stop).
- All aeroplane types.
To allow cleaning entering via the rear door, necessary

stairs have to be positioned directly upon arrival of the
aircraft.
If disembarkation occurs through forward door only

Cleaning starts with passengers still disembarking in the
rear galley and in the rear lavatories. Cleaning follows the
last disembarking passenger.
If disembarkation occurs through forward and aft doors

Cleaning starts after last passenger has disembarked from
the rear section.
Battery powered vacuum cleaners shall be used to avoid

necessary walks through the cabin to connect or disconnect
the power cord thus interfering with other processes taking
place during the turnaround. As an alternative, a manual
brushing device can be used. In any case, spot cleaning is
to be practised.
All tools and waste shall be carried along whilst proceeding
towards the front.
Standard or full cleaning shall be adapted to the following on turnarounds of equal or less than 40 minutes
available operational ground time (OGT).

Standard or full cleaning shall be adapted to the following on turnarounds of equal or less than 40 minutes
available operational ground time (OGT).
Cleaning area Type of cleaning

Flight deck No cleaning required.
Cabin Litter from the complete cabin is to be collected.
Tables are to be cleaned on both sides.
Litter from the pockets is to be collected and safety cards are to be arranged (at some
stations, if not locally purchases, this might be done by cabin crew).
Replacement of missing items in seat pockets is not required. Aeroplane safety cards will
be replaced by cabin crew.
Seat belts to be correctly placed.

Seats to be cleaned (only when dirty).
Vacuum cleaning to be done on isolated spots only.
Galley Dispose of litter.
Toilets The following items will need to be cleaned:
- Mirrors
- Working surfaces
- Wash basin
- Changing table
- Toilet seat
- Toilet seat cover
- Toilet bowl
Litter bins must be emptied.

Lavatory paper has to be replenished.
Floor has to be cleaned only when dirty.
Cleaning on night stops or on selected turnarounds with special needs may take place as per individual
agreement and according to local process definitions.


General
To have consistent processes at all stations and on all turnarounds, the Intercontinental Standard Turnaround
In an effort to optimise aeroplane utilisation and increase planning flexibility, defined turnaround times
(operational ground time) are applicable.
Operational ground time

The following minima and maxima apply to all stations (dock & open stand):

A330, A340 > = 90 minutes 90 minutes
NOTE:
Reduced operational ground times are applicable at various stations and defined in local station instructions.
• Exceptions for ZRH (process timings as of Process Manual Zurich apply).
• Exceptions for charter flights.
• TSA check for stations in the U.S. is included.

Time frame for turnaround process

90' Turnaround Process A330, A340

allowed
Prior Pre arrival activities according to PHM 3.1 n/a Station
opening of Preflight preparation according to PHM 2.1.6 n/a Station
check-in and
Station Team Briefing according to PHM 2.1.8 n/a Station
arrival of
aeroplane
- 10 - 100 Ramp preparation completed (ramp equipment ready, FOD n/a Ramp
check executed, dock guidance system activated or marshaller
confirmed to duty manager
0 - 90 Load release by cargo. Final cargo figures and NOTOC details n/a Cargo
transmitted to loadcontrol.
+2 - 88 Air bridge(s) / stairs connected 2 min. Ramp
+ 15 - 75 Deboarding completed 15 min. n/a

+ 15 - 75 First cleaner to enter aeroplane n/a Cleaning
+ 15 - 75 First caterer to enter aeroplane n/a Catering
- 70 Loading instruction (LIR) including NOTOC handed over to ramp n/a Cargo,
supervisor Loadcontrol
- 70 Last pallet/container of general cargo on stand n/a Cargo
- 60 Handover of briefing package to CMD according to AHM 5.10 at n/a Station
check-in
- 60 Handover of crew briefing to M/C according to n/a Station
AHM 7.2.2 at check-in
- 60 Last pallet/container of express cargo on stand n/a Station
- 60 Gate attended n/a Station
- 55 Crew on board (in case aeroplane is not yet accessible, crew n/a Cabin crew,
to be advised of any quiet area to start crew briefing outside Flight crew
aeroplane)
- 45 Cabin crew briefing completed 10 min. Cabin crew
- 45 Catering completed; all catering personnel off aeroplane 30 min. Catering
- 40 Cleaning completed; all cleaners off aeroplane 35 min. Cleaning
- 40 Send final fuel to Loadcontrol via ACARS n/a Flight crew
- 37 Preboarding call, start of pre-boarding (NOTE i) n/a Station
- 35 Fuelling completed (in compliance with OM-A 8.2.1.2.2) n/a Fuelling
- 35 Aircraft Security Search (A.S.S.) completed 10 min. Cabin crew
- 35 Cabin ready for boarding (NOTE ii) n/a Cabin crew
- 35 Boarding announcement & start of boarding according to PHM n/a Station
2.7.1 (NOTE i and iii)
- 34 First regular passenger to enter aeroplane (NOTE iv) n/a Station
- 30 Crew catering check completed 15 min. Cabin crew
- 30 Close-out finalised n/a Station
- 15 Assess necessity of offloading missing passengers/bags n/a Station
- 15 Gate passenger figures transmitted to loadcontrol n/a Station
- 10 Final loadsheet and NOTOC on board n/a Loadcontrol
- 3 COB and cleaning forms signed and returned to station n/a Cabin crew
- 3 All doors closed (NOTE v) n/a All
- 3 Request start up clearance n/a Flight crew

NOTES:
i. In case of bus gate departure boarding call and start of boarding have to be set earlier in case so that 1
passenger boarding the aeroplane at -34 is achieved considering local infrastructure constraints.
ii. The following tasks must be executed by the cabin crew for the cabin to be ready for boarding: Safety
equipment check, Aircraft Security Search (if required), IFE startup, toilet check, newspaper trolley,
distribution of headsets and amenity kits, meal count, welcome drink.
iii. In case of bus gate departure passengers are to be informed about bus gate departure in boarding
announcement. Furthermore, no row boarding required for bus gate departure.
iv. Boarding on remote stands may be done simultaneously through doors 2L and 4L, providing proper
v. Loading of last minute baggage shall continue until all passenger doors are closed, even if the STD -3
deadline has already passed.
Additional to standard procedures

The following points must also be taken into consideration:
Arrival
• Infrastructure permitting, doors 1L and 2L (at dock) shall be used for disembarkation. F-Class passengers
only to disembark through door 1L and all other passengers to disembark through door 2L.
• Infrastructure permitting, doors 2L and 4L (open stand) shall be used for disembarkation. F-/C-Class
passengers to disembark through door 2L, and all Y-Class passengers to disembark through door 4L.
• For scheduled ground times below 2h, the ICB instructs the crew to disembark together with the last
passenger. For ground times over 2h, this instruction is not contained in the ICB. However, in cases of
irregularities and/or on special request of the station, the inbound crew shall be informed via ACARS 1h
prior to landing about the requirement of fast crew disembarkation.
Upon arrival of outgoing crew at airport

• Ground staff shall support the baggage drop of the crew so as to minimise the process time.
• Flight crew shall be directed to departure gate – escorted if process times can be shortened at security
control
Boarding:
• Infrastructure permitting, doors 1L and 2L (at dock) shall be used for boarding. F-Class passengers only
to board through door 1L, and all other passengers to board through door 2L.
• Infrastructure permitting, doors 2L and 4L (open stand) shall be used for boarding. F-/C-Class passengers
to board through door 2L, and all Y-Class passengers to board through door 4L.
• Boarding is to start at the time indicated in the detailed process without prior interaction with the crew
(standardized passenger boarding).
Local procedures
Local procedures may apply in addition to the standard procedures described. Local procedures shall be
described in the Process Manual Outstations (PMO) as well as in the Internet Crew Briefing (i.c.b.).
IST exceptions
• Exceptions to the standard procedures described are subject to approval by the Regional Management
and the Area Management.
• IST exceptions are published on the Ground Services Extranet.

Turnaround Preparation
• Emphasis shall be given to turnaround preparation – a thorough preparation is essential for a successful
turnaround.
• Passenger service preparations shall be performed as described in PHM 2.1.6, PHM 2.1.8, and PHM 3.1.
• Ramp preparations shall include a ramp briefing, ramp equipment readiness check, FOD check, and dock
guidance system activation (where applicable).
Cabin Crew Briefing

The following form shall be used to personally brief the cabin crew of each flight. The form is available for
download from the Ground Services Extranet. Ground CLIP list, TOI and COB/Cleaning form are to be attached.
Briefing sheet cabin

• The decision of the time of boarding is taken by the station/duty manager.

• If circumstances dictate (e.g. late cleaning), cabin crew will, in agreement with the CMD, inform ground
staff about any postponement of boarding time stating the new time and a common agreed reason for
postponement.

Boarding procedure and Gate Setup

Boarding shall be achieved by predefined timings and a standardized sequence, as well as by a setup of the
gate infrastructure supporting this approach.
The sequence is (starting at -35 minutes prior to departure at the gate).

1. First class
2. Business class
3. Economy class
Infrastructure permitting, doors 1L and 2L (at dock) shall be used for boarding. F-Class passengers only to board
through door 1L, and all other passengers to board through door 2L.
Infrastructure permitting, doors 2L and 4L (open stand) shall be used for boarding. F-/C-Class passengers to
board through door 2L, and all Y-Class passengers to board through door 4L.
Preboarding passengers (e.g. PRMs) are exempted from this process and shall board as soon as possible in
coordination with cabin crew.
Economy class passengers are boarded by rows from rear to front (except for open stand departures).
The gate setup shall include a clearly marked and separate entrance for First and Business class. Passengers
may use those entrances to bypass any queuing Economy class passengers when arriving at the gate after the
dedicated First or Business class boarding sequence.

Ramp Handling
To minimize the risk of damage to the aeroplane and to loading units, the following procedure shall apply if
permitted by local airport regulations and providing that no conflict with safety regulations of the handling agent
exist.
• LD7 dollies (for pallets or 2 AKE containers) are only to be brought to the aeroplane side or to the high
loader in pairs (two by two). This in order to avoid the manoeuvring and circling of equipment close to the
aeroplane and in proximity of the engines.
• Dolly strings of maximum 4 LD3 dollies (for 1 AKE container) may be used to transport ULDs to the high
loader at the rear hold of the aeroplane.
Maximum number of dollies per string allowed:

Front cargo hold Rear cargo hold

LD3 dollies 4 4
LD7 dollies 2* 2
* Strings of more than 2 LD7 Dollies may be allowed with the prior approval of the regional management.
However, this can only be granted providing that the procedure is considered safe for the specific airport.
The respective procedure must be documented in local station instructions.

General
To have consistent processes at all stations and on all turnarounds, the Intercontinental Standard Turnaround
For multi- leg flights, separate timings apply due to the short ground times.
Operational ground time

The following minima and maxima apply to all stations (dock & open stand):
Flight Published scheduled ground time Maximum available operational ground time
in delay situations
LX242 40 min 40 min
LX243 50 min 50 min

Time frame for turnaround process DXB
(LX242 ZRH-DXB-MCT)
40' Turnaround LX242 ZRH-DXB-MCT

allowed
- 80 - 120 Load release by cargo. Final cargo figures and NOTOC details n/a Cargo
- 20 - 60 Loading instruction (LIR) including NOTOC handed over to ramp n/a Cargo,
supervisor. Loadcontrol
- 20 - 60 Last pallet/container of general cargo on stand. n/a Cargo
- 20 - 60 Last pallet/container of express cargo on stand. n/a Station
- 20 - 60 Close-out finalised. n/a Station
- 20 - 60 Gate attended. n/a Station

confirmed to duty manager.
+2 - 38 Chocks placed, cones placed, air bridge connected. Ramp
+ 10 - 30 Deboarding completed. n/a
+ 10 - 30 First cleaner to enter aircraft. Cleaning
- 30 Send final fuel to Loadcontrol via ACARS. n/a Flight Crew
- 24 Preboarding call, start of preboarding (see NOTE i). n/a Station
- 22 Boarding speech & start of boarding according to PHM 2.7.1 n/a Station
(see NOTE i and ii).
- 20 Cleaning completed; all cleaning personnel off aircraft Cleaning
- 20 Cabin ready for boarding. n/a Cabin crew
- 20 First regular passenger on board aircraft (see NOTE iii). n/a Station
- 15 Gate passenger figures transmitted to loadcontrol. n/a Station
- 10 Final loadsheet and NOTOC on board. n/a Loadcontrol
- 3 Request start up clearance. n/a Flight crew
- 3 All doors closed (see NOTE iv). n/a All
NOTES:
i. In case of bus gate departure boarding call and start of boarding have to be set earlier in case so that 1st
ii. In case of bus gate departure, passengers are to be informed about bus gate departure in boarding speech.
Furthermore, no row boarding required for bus gate departure.
iii. Boarding on remote stands may be done simultaneously through doors 2L and 4L, providing proper
iv. Loading of last minute baggage shall continue until all passenger doors are closed, even if the STD -3

Time frame for turnaround process
(LX243 MCT-DXB-ZRH)
50' Turnaround LX243 MCT-DXB-ZRH

allowed
- 70 - 120 Load release by cargo. Final cargo figures and NOTOC details n/a Cargo
- 10 - 60 Last pallet/container of general cargo on stand. n/a Cargo
- 10 - 60 Last pallet/container of express cargo on stand. n/a Station
- 10 - 60 Loading instruction (LIR) including NOTOC handed over to ramp n/a Cargo,
supervisor. Loadcontrol
confirmed to duty manager.

- 10 - 60 Close-out finalised. n/a Station
- 10 - 60 Gate attended. n/a Station
+2 - 48 Chocks placed, cones placed, air bridge connected. Ramp
+ 10 - 40 Deboarding completed. n/a
+ 10 - 40 First cleaner to enter aircraft. Cleaning
- 30 Send final fuel to Loadcontrol via ACARS. n/a Flight crew
- 30 Cleaning completed, all cleaning personnel off aircraft. Cleaning
- 30 Catering F/C-class completed, doors 1R and 2R closed. n/a Catering
- 27 Preboarding call, start of preboarding (see NOTE i). n/a Station
- 27 Boarding speech F/C-class & start of boarding according to PHM n/a Station
2.7.1 (see NOTE i and ii).
- 25 Boarding speech Y-class & start of boarding according to PHM n/a Station
2.7.1 (see NOTE i and ii).
- 25 Cabin ready for boarding. n/a Cabin crew
- 25 First regular passenger on board aircraft (see NOTE iii). n/a Station
- 20 Catering Y-class completed, door 4R closed. n/a Catering
- 15 Gate passenger figures transmitted to loadcontrol. n/a Station
10 Final loadsheet and NOTOC on board. n/a Loadcontrol
- 3 Request start up clearance. n/a Flight crew
- 3 All doors closed (see NOTE iv). n/a All
NOTES:
i. In case of bus gate departure boarding call and start of boarding have to be set earlier in case so that 1st
ii. In case of bus gate departure, passengers are to be informed about bus gate departure in boarding speech.
Furthermore, no row boarding required for bus gate departure.
iii. Boarding on remote stands may be done simultaneously through doors 2L and 4L, providing proper
iv. Loading of last minute baggage shall continue until all passenger doors are closed, even if the STD -3


General
Since SWISS is following a strict connection policy at the hub ZRH, especially for the first departure wave in the
morning, a punctual arrival of the aeroplanes (mainly from long-haul stations) in ZRH is required.
By advancing the arrival time at the hub ZRH for long-haul flights operated by the A330 and A340 we expect the
flight to arrive in the Zurich area at the beginning of the first landing sequence. The general target is in achieving
a schedule time of arrival (STA) –8 minutes.
Advancing of all doors closed

In order to achieve an early landing at the hub ZRH, the flight handling duties and activities must be advanced
at outstations for certain flights, mainly with a long flying time and/or critical block times. Standard or ad hoc
advanced all doors closed timings prior to schedule time of departure (STD) are therefore applicable:
Procedure Standard Ad hoc

Advancing time All doors closed - 8 minutes prior to STD. All doors closed -8 minutes or more prior
to STD.
Applicability Flights listed in the SWISS Ground Services Decided on ad hoc basis by SWISS Network
Extranet: https://gs.swiss.com section Operations Control (NOC).
"Aircraft Handling".
Handling
All handling duties have to be well coordinated with the involved departments and service providers, the SWISS
Flight Crew/Cabin Crew, local airport authorities and the SWISS Operations Control Centre (OCC) in order to
allow an early departure. Additional manpower or other organisational provisions might become necessary. The
checklist on the next page shall help you in achieving a handling of an early departing flight.
Checklist
Procedure checklist for an advanced departure (standard or ad hoc):
Station Supervision / Management

• Inform, liaise and coordinate with other departments and service providers (cleaning, catering, ramp
handling, loadcontrol, passenger services, etc.) to ensure all timings are advanced by approximately 10
minutes.
• Enter early departing time in local DCS as Estimated Time of Departure (ETD).
• Inform airport authorities to update airport systems with advanced departing time.
• Inform Cabin Crew about early boarding.
• Fill in and file operations/flight report, if available.

Passenger Services
• Information to passenger at check-in to report gate at specific, advanced time.
• Information to passenger at check-in about advanced departure due to long flying time (to ensure on-time
arrival).
• Advanced check-in closure by approximately 10 minutes, depending on local situation.
• Boarding to commence earlier. Request boarding clearance from Cabin Crew.
• Active searching for missing passenger.
• Prearrangements for baggage search in case of missing passenger.
• Boarding must be finalised duly in order to allow an advanced departure.
• Cabin doors to be closed –8 minutes (standard/ad hoc) or more (ad hoc) prior to STD.
Ramp Services
• Speed up cleaning of passenger cabin.
• Contact catering department for advanced uplift.
• Organise/inform fuelling organisation for advanced fuelling.
• Organise toilet service / potable water uplift for advanced services.
• Check with Ramp Supervisor/Coordinator and/or Loadcontrol if all cargo units are on stand.
• Loading of the aeroplane has to commence early.
• Collection of labelled cabin bags, strollers, wheelchairs from the aerobridge.

• Close contact with passenger services department if there are any bags to be offloaded or to be put on
standby.
• Closure of cargo compartment doors and servicing panels by –8 minutes.
• (standard/ad hoc) or more (ad hoc) prior to STD.
• Assurance if pushback vehicle is ready for pushback by –8 minutes (standard/ad hoc) or more (ad hoc)
prior to STD.
Loadcontrol
• Establish contact with Cargo Department for:
–– Early release of cargo figures.
–– Verification in case of missing load at the aeroplane stand (tarmac).
–– Coordination of possible overload (mass, volume) situations.
• Loading instructions ready and issued in order to allow an advanced loading.
• Loadsheet and NOTOC established and delivered by approximately 10 – 12 minutes prior to STD.
NOTE:
This checklist is not concluding. Every station shall add local issues as per their needs.

7.4 Contingency Plan for lengthy tarmac delays
General
The following processes are valid on U.S. stations and cover the DOT requirement for passenger rights. Air
carriers operating to or from the U.S. must adopt and adhere to tarmac delay contingency plans. Air carriers
are prohibited from allowing a flight to remain on the tarmac at a U.S. airport for more than four hours without
allowing passengers to deplane subject to safety, security, and ATC exceptions.
The contingency plan must include:
• Assurance of adequate food and potable water no later than two hours after leaving the gate for departure
or after touching down upon arrival.
• Assurance of operable lavatory facilities while the aircraft remains on the tarmac.
• Assurance of adequate medical attention if needed while the aircraft remains on the tarmac.
• Notification of the status of delays every 30 minutes during a delay, including the reasons for delay if known.
• Information to the passengers that they may deplane from an aircraft at the gate or another disembarkation
area with door open if the opportunity to deplane actually exists.
The contingency plans must be coordinated by the Station Manager with the local Airport and / or Terminal
Operator, Customs and Border Protection (CBP) and the Transportation Security Administration (TSA).
The following flow chart describes the general LX contingency plan and the duties of the involved LX
stakeholders.
Additional local specification and / or adaptation must be documented and is published on the Ground Services
Extranet.

Inbound Process

Outbound Process

continued

7.5 Estimated Zero Fuel Mass Process for Intercontinental Flights to

Switzerland
Introduction
Accurate fuel calculations help to minimize unnecessary fuel uplift, and therefore minimize unnecessary fuel
burn. The input required by Dispatch for accurate fuel calculations is an accurate Zero Fuel Mass (ZFM).
Therefore, this process shall be applied by all intercontinental outstations in order to increase the accuracy of
the Estimated ZFM (EZFM) for intercontinental flights to Switzerland.
Terminology
Preliminary Estimated Zero Fuel Mass (Preliminary EZFM)

ZFM estimate available from Skytrack at STD -6h, based on ZC values automatically pushed by axsControl.
• Preliminary EZFM is based on passenger booking figures and cargo booking figures.
Planning Estimated Zero Fuel Mass (Planning EZFM)

ZFM estimate available from axsControl at STD -3h, based on ZC value.
• Planning EZFM is based on passenger booking figures and preliminary cargo figures.
Closing Estimated Zero Fuel Mass (Closing EZFM)

ZFM estimate available from axsControl at STD -90min, based on ZC value.
• Closing EZFM is based on passenger booking figures and final cargo figures
Latest Estimated Zero Fuel Mass (Latest EZFM)

Value of EZFM taken from axsControl at any given time, based on ZC value.
Actual Zero Fuel Mass (Actual ZFM)

ZFM indicated on the loadsheet at STD -10min.
Process Timings
The following process times must be adhered to for every flight, regardless of whether a flight is handled by
centralized loadcontrol or by local loadcontrol.

While the station is not directly involved in the EZFM process, the station manager or duty manager must be
informed about the ZFM development. The station shall be in copy for all telexes sent from Loadcontrol to
Dispatch as well as all versions of the OFP.
SITA Addresses to be used:

Station Loadcontrol SITA address Dispatch SITA address
BKK BKKSOLH ZRHOWLX
BOM BKKSOLH ZRHOWLX
BOS JFKKLLX JFKOWLX
CAI BKKSOLH ZRHOWLX
DAR DARHO7X ZRHOWLX
DEL BKKSOLH ZRHOWLX
DXB DXBKLXH ZRHOWLX
EWR JFKKLLX JFKOWLX
GRU GRUKLLX ZRHOWLX
HKG HDQKGCX ZRHOWLX
JFK JFKKLLX JFKOWLX
JNB JNBOSXH ZRHOWLX
LAX JFKKLLX JFKOWLX
MCT MCTKLWY ZRHOWLX
MIA JFKKLLX JFKOWLX
NBO NBOOWXH ZRHOWLX
NRT BKKSOLH ZRHOWLX
ORD JFKKLLX JFKOWLX
PEK BKKSOLH ZRHOWLX
PVG BKKSOLH ZRHOWLX
SFO JFKKLLX JFKOWLX
SIN BKKSOLH ZRHOWLX
TLV TLVOOXH ZRHOWLX
YUL JFKKLLX JFKOWLX

Aeroplane Handling Manual - AHM General Part Appendix A
Appendix A: Forms
Forms catalogue
This manual contains references to and examples of forms necessary to perform the handling tasks. The list of
available forms is published in or by:
Swiss International Air Lines PrintAvia Aviation & Print Services
https://gs.swiss.com/Aircraft_Handling www.printavia.com
NOTE:
Most Mass & Balance forms are now only available for download on the Swiss Ground Services extranet site
under the following URL: https://gs.swiss.com/Aircraft_Handling
Ordering of forms
Mass and balance forms available for order can be ordered from:
PrintAvia Aviation & Print Services, URL: www.printavia.com
Version: 03 Valid from: 30.01.2014 Page no.: A.1


Aeroplane Handling Manual - AHM General Part Appendix B
Appendix B: Important addresses
Purpose
Appendix B gives an overview of the most important departments related to aeroplane handling in daily business.
Reference
For any questions related to specific contents of this manual, contact the respective responsible department
published on the first pages.
Addresses
This table shows important operational addresses:
SWISS Phone: +41 44 564 45 00 (Airbus fleet)

Network Operations Control (NOC) +41 44 564 45 10 (Avro fleet)
Fax: +41 44 564 45 55

SITA: ZRHOOLX
AFTN telex: LSZHSWRO
Flight Dispatch +41 44 564 48 84 (Avro fleet)
Fax: +41 44 564 48 10
SITA: ZRHOWLX
ZRHQWCR (for axsFlightplanning)
AFTN telex: LSZHSWRW
SWISS Phone: +41 44 564 49 00
Ground Services Competence Centre (GSCC) Fax: +41 44 564 45 55
SITA: ZRHK3LX
SWISS Phone: +41 44 564 44 00
Security (OY) Fax: +41 44 564 44 12
SITA: ZRHOYLX
SWISS WorldCargo Phone: +41 44 564 52 20
Cargo Operations Control (COC) Fax: +41 44 564 45 55
SITA: HDQFJLX
SWISS Technics Phone: +41 44 564 40 44
Maintenance Control Centre (TMCC) Fax: +41 44 564 40 46
SITA: ZRHMCLX
SWISS Technics Fax: +41 44 564 21 54
Line Maintenance International SITA: ZRHMOLX
SR Technics Phone: +41 43 812 74 00
Maintenance Control Centre (MCC) Fax: +41 43 812 90 35
SITA: ZRHMMXH
Jettainer GmbH Phone: +41 44 564 52 03
ULD Management SWISS SITA: HDQKULX
Version: 03 Valid from: 30.01.2014 Page no.: B.1


Aeroplane Handling Manual - AHM General Part Appendix C
Appendix C: Station organisation
Station responsible
Responsible for a station is:
• The SWISS station manager.
Station information
Information about a station can be obtained from:
Password: join01
Chapter: AIRPORT DB
The information in the airport database includes:

• General Airport Information
• System Information
• Station Manager
• Station Manager (Deputy)
• Handling Supervision (Passenger- and Ramp-Services)
• Local Emergency Response Action Plan (LERAP)
• Passenger Services
–– Passenger Services
–– Airport Ticket Office (ATO)
• Ramp Services & Loadcontrol
–– Ramp Services
–– Loadcontrol
–– ULD-Coordination Passenger- and Cargo side
• Special Ground Equipment
–– Avro (RJ100)
–– Airbus (A319)
–– Airbus (A320 and A321)
• Operational Messages
• Diversion Airports
• Lounge Info
• Picture Gallery
It is the SWISS station manager’s responsibility to keep SWISS Ground Services, Policies & Services up to
date in case of any station information changes. Contact for reporting changes in station information have to
be addressed to:

Ground Services
Fax : +41 44 564 90 49
SITA: HDQGPLX
If station information is stored in IDS pages (axsRes), the SWISS station manager is responsible for a constant
up to date.
Version: 03 Valid from: 30.01.2014 Page no.: C.1


Appendix A: Forms
Forms catalogue
This manual contains references to and examples of forms necessary to perform the handling tasks. The list of
available forms is published in or by:
Swiss International Air Lines PrintAvia Aviation & Print Services
https://gs.swiss.com/Aircraft_Handling www.printavia.com
NOTE:
Most Mass & Balance forms are now only available for download on the Swiss Ground Services extranet site
under the following URL: https://gs.swiss.com/Aircraft_Handling
Ordering of forms
Mass and balance forms available for order can be ordered from:
PrintAvia Aviation & Print Services, URL: www.printavia.com


Appendix B: Important addresses
Purpose
Appendix B gives an overview of the most important departments related to aeroplane handling in daily business.
Reference
For any questions related to specific contents of this manual, contact the respective responsible department
published on the first pages.
Addresses
This table shows important operational addresses:

Network Operations Control (NOC) +41 44 564 45 10 (Avro fleet)
Fax: +41 44 564 45 55

SITA: ZRHOOLX
AFTN telex: LSZHSWRO
Flight Dispatch +41 44 564 48 84 (Avro fleet)
Fax: +41 44 564 48 10
SITA: ZRHOWLX
ZRHQWCR (for axsFlightplanning)
AFTN telex: LSZHSWRW
SWISS Phone: +41 44 564 49 00
Ground Services Competence Centre (GSCC) Fax: +41 44 564 45 55
SITA: ZRHK3LX
SWISS Phone: +41 44 564 44 00
Security (OY) Fax: +41 44 564 44 12
SITA: ZRHOYLX
SWISS WorldCargo Phone: +41 44 564 52 20
Cargo Operations Control (COC) Fax: +41 44 564 45 55
SITA: HDQFJLX
SWISS Technics Phone: +41 44 564 40 44
Maintenance Control Centre (TMCC) Fax: +41 44 564 40 46
SITA: ZRHMCLX
SWISS Technics Fax: +41 44 564 21 54
Line Maintenance International SITA: ZRHMOLX
SR Technics Phone: +41 43 812 74 00
Maintenance Control Centre (MCC) Fax: +41 43 812 90 35
SITA: ZRHMMXH
Jettainer GmbH Phone: +41 44 564 52 03
ULD Management SWISS SITA: HDQKULX


Appendix C: Station organisation
Station responsible
Responsible for a station is:
• The SWISS station manager.
Station information
Information about a station can be obtained from:
Password: join01
Chapter: AIRPORT DB
The information in the airport database includes:

• General Airport Information
• System Information
• Station Manager
• Station Manager (Deputy)
• Handling Supervision (Passenger- and Ramp-Services)
• Local Emergency Response Action Plan (LERAP)
• Passenger Services
–– Passenger Services
–– Airport Ticket Office (ATO)
• Ramp Services & Loadcontrol
–– Ramp Services
–– Loadcontrol
–– ULD-Coordination Passenger- and Cargo side
• Special Ground Equipment
–– Avro (RJ100)
–– Airbus (A319)
• Operational Messages
• Diversion Airports
• Lounge Info
• Picture Gallery
It is the SWISS station manager’s responsibility to keep SWISS Ground Services, Policies & Services up to
date in case of any station information changes. Contact for reporting changes in station information have to
be addressed to:

Ground Services
Fax : +41 44 564 90 49
SITA: HDQGPLX
If station information is stored in IDS pages (axsRes), the SWISS station manager is responsible for a constant
up to date.


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What is the purpose of the Aeroplane Handling Manual?

What is the purpose of the Aeroplane Handling Manual?

What information can be found in Appendix B?

What information can be found in Appendix B?

– Electronic document –

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AHM General Part

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Swiss International Air Lines Ltd.

Phone: +41 44 564 90 46

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Aeroplane Handling Manual (AHM) - General Part

Editorial - Revision no. 22

Date: January 30th, 2014

Author and psychologist Ben Sweetland once said :

1.3.6 Ramp accidents / incidents

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4.9.16 Wheelchair or other battery powered mobility aid

5.5.2 Manual Notoc

U - IRR 35A , TSA search added............................................................................................................... 6.9

Version: 03 Valid from: 30.01.2014 Page no.: Editorial 2

Electronic retrieval of AHM General Part

involved at your station.

Thank you for your cooperation and pleasant readings.

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0.1 Scope and purposes

0.2 List of effective pages

0.3 Terms and definitions

0.4 References to other manuals and computer systems

0.5 Abbreviations list

0.6 Phonetic alphabet (ICAO)

0.7 Updating process of AHM General Part

Version: 03 Valid from: 30.01.2014 Page no.: TOC 1

1.1 Aeroplane Handling

1.1.10 Information to flight crew

1.1.18 General awareness

1.2 Fuelling / defuelling

1.3 Ramp safety

1.4 Ramp handling policy

1.5 Ground Support Equipment

1.6 Strong winds and adverse weather

Version: 03 Valid from: 30.01.2014 Page no: TOC 2

2.1 Company operating rules

2.2 Load control policy

2.3 Load control procedures

2.4 Mass and balance calculation

2.4.3 Standard EDP loadsheet

2.5 Mass control of load

2.6 Data communication

3.1 General regulations

3.2 Load conversion figures

3.3 Load distribution

3.4 Loading instruction / report

3.5 Unit load versions

Version: 03 Valid from: 30.01.2014 Page no.: TOC 3

4.3 Bulk load