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GROUND OPERATIONS MANUAL

(GOM)

DOC. NO.: MIX/OPS/GOM/00

MANUAL SERIAL NUMBER GOM-00

MIDEX AIRLINES LLC


PO Box 9636 – Dubai – United Arab Emirates

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MASTER TABLE OF CONTENTS


MASTER TABLE OF CONTENTS............................................................................................... 3
UAE GCAA APPROVAL PAGE ................................................................................................. 10
LIST OF EFFECTIVE PAGES.................................................................................................... 11

00 GENERAL ........................................................................................................... 17
00.1 Ground operations manual structure ...................................................................... 18
00.2 Ground Operations Bulletin (GOB) ....................................................................... 18
00.3 Ground Operations Bulletin (GOB) DISTRIBUTION LIST .................................. 19
00.4 JURISDICTION OF THE GOM............................................................................ 19
00.5 Legal Requirements ............................................................................................... 19
00.6 Terms and Definitions ........................................................................................... 20
00.7 SYSTEM OF AMENDMENT AND REVISION ................................................ 20
00.8 Preamble ............................................................................................................... 22
00.9 Safety advice ......................................................................................................... 22
00.10 Distribution ........................................................................................................... 23
00.10.1 Distribution List: ................................................................................................. 24
00.11 Process for Manual Distribution and Revisions ...................................................... 25
00.12 Proposal on manual improvements ........................................................................ 25
00.13 UNITS CONVERSION TABLE ........................................................................... 26

1 Organization ........................................................................................................ 28
1.1 Organization structure midex ground operations .................................................... 29
1.2 ResponsibilitIES .................................................................................................... 29
1.3 DEPUTIES OF DIRECTOR GROUND OPERATIONS ....................................... 39
1.3 Minimum Station Staffing Requirements ............................................................... 39
1.4 Ground Handling Company ................................................................................... 40
1.5 Quality Assurance ................................................................................................. 40
1.6 Quality Policy........................................................................................................ 41
1.7 DOCUMENTATION ........................................................................................... 42

2 GROUND SERVICES TRAINING PLAN ........................................................ 46


2.1 Ground Services Training Plan MIDEX Staff ........................................................ 46
2.2 MIDEX Ground Operations Training Programme.................................................. 46
2.3 Ground Training Unsuccessful Pass Mark ............................................................. 47
2.4 TRAINING FOR APPOINTED GROUND HANDLING AGENT ........................ 47

3 GENERAL OPERATIONS ................................................................................ 50


3.1 Operations Control Center (OCC) .......................................................................... 50
3.2 Out Stations ........................................................................................................... 50
3.3 Operational Flight Plan (OFP) ............................................................................... 50
3.3.1 Example Operational Flight Plan (OFP) ............................................................. 51
3.3.2 Description and Breakdown of OFP: .................................................................. 54
3.4 Retrieval of operational of Operational Flight Plan ........................................... 59
3.4.1 Delivery of Briefing Package ............................................................................... 60
3.4.2 Operational Flight Plan Changes ........................................................................ 60
3.4.3 Estimate Zero Fuel Weight Tolerance ................................................................ 60
3.4.4 ATS Flight Plan ................................................................................................... 60
3.4.5 GENDEC (General Declaration) ......................................................................... 61
3.5 FLIGHT IRREGULARITIES ................................................................................ 63
3.5.1 Early Departure ................................................................................................... 63

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3.5.2 Delay ..................................................................................................................... 63


3.5.3 Minimum Ground Time (MGT) ............................................................................. 64
3.5.4 Re-Routing ........................................................................................................... 64
3.5.5 Delay code ............................................................................................................ 64
3.6 Over Flights Planned Before Departure.............................................................. 68
3.6.1 Over Flights Planned During a Flight ................................................................. 68
3.6.2 Diversion .............................................................................................................. 68

4 LOAD CONTROL .............................................................................................. 70


4.1 Estimate Zero Fuel Weight (EZFW) Process ......................................................... 70
4.2 Loading Instruction Report (L.I.R) Process ............................................................ 70
4.3 Load Sheet Process ................................................................................................ 71
4.4 Tasks of the Load Planning Department ................................................................ 72
4.5 Tasks of the Loadmaster ........................................................................................ 73
4.6 Tasks of the Ramp Staff......................................................................................... 73
4.7 MIDEX Load master License ................................................................................ 74
4.8 TERMINOLOGY .................................................................................................. 75
4.9 LOAD CONTROL DOCUMENTATION........................................................... 79
4.9.1 Load sheet ............................................................................................................ 79
4.9.2 Accuracy............................................................................................................... 79
4.9.3 Errors ................................................................................................................... 79
4.9.4 Number of Load and Trim sheet Copies ............................................................. 79
4.10 Manual Load Control............................................................................................. 79
4.10.1 Manual Load Sheet .............................................................................................. 79
4.10.2 Description of Example Manual load ..................................................................... 80
4.11 Manual Trim sheet ................................................................................................. 84
4.12 Loading Instruction Report (LIR) ......................................................................... 85
4.12.1 Description of LIR ............................................................................................... 87
4.13 ULD/Bulk Load Weight Statement ..................................................................... 92
4.14 Fuel Docket ........................................................................................................... 93
4.15 LMC ..................................................................................................................... 93
4.15.1 LMC Tolerances .................................................................................................. 93
4.16 LOAD PLANNING ............................................................................................... 94
4.16.1 Estimate Zero Fuel Weight (EZFW) ................................................................... 94
4.16.2 Estimate Zero Fuel Weight Tolerances ............................................................... 94
4.16.2 Pallet Tags ............................................................................................................ 95

5 RAMP SAFETY .................................................................................................. 98


5.1 General Safety ....................................................................................................... 98
5.2 General Safety – Operating GSE......................................................................... 98
5.3 General Safety – Onboard Aircraft ........................................................................ 99
5.4 Engines Blast and Suction Areas ......................................................................... 100
5.5 Surface Wind Conditions on Jet Blasts ................................................................ 100
5.6 Aircraft Handling In Adverse Weather Conditions............................................... 100
5.7 Aircraft Handling During a Thunderstorm ........................................................... 101
5.8 Servicing Aircraft In High Winds ........................................................................ 101
5.9 Cargo Door Operation in High Wind Speed Conditions ....................................... 101
5.10 Servicing Aircraft in Heavy Rain ......................................................................... 101
5.11 Ramp Surface Inspection ..................................................................................... 101
5.12 Spillage ............................................................................................................... 102
5.13 Chocking of the Aircraft Wheels ......................................................................... 102
5.14 The Use of Safety Marker Cones ......................................................................... 102
5.15 Ramp Checklist ................................................................................................... 104
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5.16 Aircraft Steps ...................................................................................................... 109


5.17 Compartment Doors ............................................................................................ 109
5.18 Headset................................................................................................................ 109
5.19 Aircraft Marshalling ............................................................................................ 109
5.20 Hand Signals ....................................................................................................... 110
5.21 FUELLING PROCEDURES ............................................................................... 115

6 SUPERVISION AND CONTROL .................................................................... 120


6.1 ARRIVAL ........................................................................................................... 120
6.2 Ground Power ..................................................................................................... 120
6.3 Unloading Aircraft Holds .................................................................................... 121
6.4 Aircraft Documents ............................................................................................. 121
6.5 Interior Cleaning.................................................................................................. 121
6.6 Lavatory Service.................................................................................................. 121
6.7 Catering and Provisioning.................................................................................... 122
6.8 Securing the Aircraft for Overnight/Lay-over ...................................................... 122
6.9 LOADING PRINCIPLES .................................................................................... 122
6.10 Lashing................................................................................................................ 124
6.11 Definition of forces.............................................................................................. 124
6.12 Use of Tie-down Material .................................................................................... 125
6.13 Standard Lashing ................................................................................................. 126
6.14 Safety Measures for Start-up and Push-back ........................................................ 127
6.15 Start-up Clearance ............................................................................................... 128
6.16 Push-back with tow-bar ....................................................................................... 131
6.17 GROUND-TO-COCKPIT COMMUNICATION ................................................. 132
6.18 TOWING ............................................................................................................ 133
6.19 BLOCK-IN.......................................................................................................... 134
6.20 PUSHBACK ....................................................................................................... 135
6.21 POWER OUT ...................................................................................................... 136
6.22 CLEARANCE FOR TAXIING ........................................................................... 137

7. GENERAL HANDLING ................................................................................... 140


7.1 ULD Build up and Loading ............................................................................... 141
7.2 WEIGHING OF ULD AND BULK LOAD ......................................................... 146
7.3 TAGGING OF ULD AND BULK TROLLEYS .................................................. 146
7.4 LOADING OF ULDS.......................................................................................... 146
7.5 Dangerous Goods (IATA AHM 310) ................................................................... 147
7.6 Restraint of Cargo in Certified ULDs (IATA AHM 311) ..................................... 147
7.7 Restraint of Cargo in Non Certified ULDs (IATA AHM 311) ............................. 147
7.8 ULD Storage ....................................................................................................... 148
7.9 Pallet Nets and Lashing Lines .............................................................................. 148
7.10 Loaded ULDs ...................................................................................................... 148
7.11 ULD Identification and Numbering ..................................................................... 149
7.12 MOVEMENT & STOCK CONTROL (IATA AHM421, 422,423,424) ............... 150
7.13 Transfer of ULDs ................................................................................................ 150
7.14 Disposition Requests ........................................................................................... 151
7.15 ULD TYPE(S) (IATA AHM 909) ....................................................................... 151
7.15.1 Certified Pallet Types ........................................................................................ 151
7.15.2 ULD AIRWORTHINESS CRITERIA .............................................................. 152
7.16 Aircraft Pallets..................................................................................................... 153
7.17 Tie Down Equipment........................................................................................... 154
7.18 Checking Corner Ropes / Lashing Lines: ............................................................. 154

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7.19 ULD SERVICEABILITY………………………………………………..........154


7.20 MANUFACTURERS LIMITATIONS ................................................................ 158
7.21 ULD Damage and Repair process ........................................................................ 159
7.22 No ULD Repair Station at Location ..................................................................... 160
7.23 Transporting Damaged ULDs by Air ................................................................... 160
7.24 GLOSSARY OF TERMS .................................................................................... 160
7.25 Pallet Net Specification ....................................................................................... 161

8 SPECIAL LOADS ............................................................................................. 165


8.1 DANGEROUS GOODS ...................................................................................... 165
8.2 Legal Aspects ...................................................................................................... 165
8.3 Retention of Documentation ................................................................................ 165
8.4 Exceptions ........................................................................................................... 166
8.5 Applicability........................................................................................................ 166
8.6 Approval and Responsibilities ............................................................................. 166
8.7 MIDEX AIRLINES EXCEPTIONS .................................................................... 166
8.8 Provision of Information ...................................................................................... 167
8.8 Acceptance of Dangerous Goods ......................................................................... 167
8.9 Requirements for Training ................................................................................... 167
8.10 Dangerous Goods Forbidden for Transportation by Air Unless Exempted ........... 167
8.11 Limitations on the Transport of Dangerous Goods ............................................... 168
8.12 Scope................................................................................................................... 168
8.13 Definitions ........................................................................................................... 169
8.14 Hidden Risks or Dangers ..................................................................................... 172
8.15 HANDLING OF DANGEROUS GOODS ........................................................... 176
8.16 Loading of Dangerous Goods .............................................................................. 176
8.17 Prerequisites for the Loading of Dangerous Goods .............................................. 177
8.18 Dangerous Goods Carried by Passengers or Crew Members ................................ 177
8.19 Dangerous Goods Notification to Captain (NOTOC) ........................................... 178
8.20 Incompatibility Chart ........................................................................................... 182
8.21 REQUIREMENTS .............................................................................................. 184
8.21.1 Hazard Classification ......................................................................................... 184
8.21.2 IATA Cargo IMP Codes .................................................................................... 185
8.21.3 Radioactive Material.......................................................................................... 185
8.21.4 Labels and Hazard Classes ................................................................................ 185
8.21.5 Hazard Labels General ...................................................................................... 185
8.21.3 WET CARGO ..................................................................................................... 200
8.21.4 UNDEVELOPED FILMS (FIL), PRESS MATERIAL ........................................ 201
8.22 HUMAN REMAINS ........................................................................................... 201
8.22.1 Human Remains in Coffins (HUM) ................................................................... 201
8.22.2 Human Remain in Urns ..................................................................................... 202
8.23 PERISHABLE CARGO (SENSITIVE CARGO) ................................................. 202
8.24 Flowers and Plants (PEF), Fruit and Vegetables (PEP) ........................................ 204
8.25 Living Human Organs (LHO), Vaccines, Pharmaceuticals................................... 205
8.26 Meat (PEM), Fish and Seafood (PES) .................................................................. 206
8.27 LIVE ANIMALS (AVI) ...................................................................................... 207
8.28 Hatching Eggs (HEG) .......................................................................................... 208
8.29 AVI Checklist ...................................................................................................... 209
8.30 VALUABLE CARGO (VAL) ............................................................................. 213
8.31 EXPRESS CARGO (XCS) .................................................................................. 213
8.32 HEAVY PIECES (HEA) ..................................................................................... 214
8.33 OVERSIZED CARGO PALLETS (BIG) ............................................................ 215
8.33.1 Overlapping Piece Method ................................................................................ 215
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8.33.2 Floating Pallet Method ...................................................................................... 216


8.33.3 PIPES AND BARS ............................................................................................. 216
8.34 VEHICLES ......................................................................................................... 218
8.34.1 Car Loading ....................................................................................................... 218
8.35 Heavy Items........................................................................................................ 222
8.36 FIREARMS AND AMMUNITION ..................................................................... 222
8.37 Transport of Sporting Weapons and Ammunition ................................................ 222
8.38 EQUIPMENT IN COMPARTMENT (EIC) ..................................................... 223
8.39 Ballast Bags (BAL) ............................................................................................. 223
8.40 COMPANY MAIL (COMAIL, COMAT) ........................................................... 224
8.40.1 COMAT - Company Material ........................................................................... 224
8.41 COURIER ........................................................................................................... 224
8.42 NOTIFICATION OF ACCIDENTS AND INCIDENTS .................................. 225

9 OPERATIONAL MESSAGE ........................................................................... 232


9.1 Abbreviated Load Information (ALI) ................................................................... 232
9.2 Load Distribution Message (LDM) ...................................................................... 233
9.3 LDM via Email.................................................................................................... 234
9.4 Container and Pallet Distribution Message (CPM) ............................................... 234
9.5 CPM via Email .................................................................................................... 235
9.6 Aircraft Movement Messages (MVT) .................................................................. 235
9.7 Definition and Format of Time & Date ................................................................ 236
9.8 Arrival Message .................................................................................................. 236
9.9 Departure Message .............................................................................................. 237
9.10 Delay Message .................................................................................................... 238
9.11 Return to Ramp Message (MVT) ......................................................................... 239
9.12 Return from Airborne Message (MVT) ................................................................ 239
9.13 Diversion Message (DIV) .................................................................................... 239
9.14 Fuel Monitoring Message (FMM) ........................................................................ 240
9.15 Technical Information Message (TIM) ................................................................ 240
9.16 Unit Control/Stock/Exchange Messages (UCM/SCM/LUC) ................................ 241

10 AIRCRAFT TYPE INFORMATION A300 -B4 ............................................... 244


10.1 EXTERIOR DIMENSIONS ................................................................................. 245
10.2 INTERIOR ARRANGEMENTS .......................................................................... 246
10.3 CARGO DOOR ARRANGEMENTS. .................................................................. 247
10.4 INTRODUCTION. .............................................................................................. 248
10.5 DEFINITIONS AND TERMS ............................................................................. 248
10.6 FORMULAS AND CALCULATIONS ............................................................... 253
10.7 FUEL SYSTEM .................................................................................................. 253
10.8 Summary of Fuel Loading ................................................................................... 257
10.8.1 Defueling ............................................................................................................ 257
10.9 LOAD PLANNER............................................................................................... 273
10.10 Sample of Weight and Balance Load Planner ...................................................... 274
10.11 ELECTRONIC LOAD PLAN ............................................................................. 275
10.12 DISTRIBUTION OF THE WEIGHT AND BALANCE LOAD PLANNER ........ 280
10.13 Weight and Balance form. ................................................................................... 281
10.14 Manual weight and Balance Form TRIM SHEET A300 ...................................... 286
10.15 Manual Weight and Balance 15 Single Row. ....................................................... 287
10.16 Manual Weight and Balance 18 Side by Side and 02 Center load . ....................... 288
10.17 LOAD RESTRICTIONS ..................................................................................... 289
10.18 RESTRAINTS ..................................................................................................... 293
10.19 DOOR SILL PROTECTOR ASSEMBLIES ........................................................ 294
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10.20 QUICK-DISCONNECT COMPONENTS ........................................................... 295


10.21 Danger Areas - Idle Thrust .................................................................................. 351
10.22 AIRCRAFT SERVICING ................................................................................... 353

11 AIRCRAFT TYPE INFORMATION B747-200 360


11.1 Exterior Views 360
11.2 Interior Arrangements 360
11.3 Main Deck Loading 361
11.4 Cargo Door Arrangements 362
11.5 Nose Operation 363
11.6 Side Cargo Door.……………………………………………………..........………363
11.7 Main Deck Interior……………………………..………………………..………...364
11.8 Lower Hold Arrangements………………………………..…………..…….…......364
11.9 Lower Cargo Compartment Door……………………………..………..………….364
11.10 Lower Hold Capacity……………………………….……………………………..365
11.11 Introduction………………………………………………………………………..366
11.12 Definitions………………………………………………………...………..……...366
11.13 Formulas and Calculations……………………………………….………..………371
11.14 Sample of Weight and Balance Load Planner…………………………….……….375
11.14.1 Form Completion Area……………………………………………………….…… 376
11.15 Weight and Balance Record (TRIM SHEET)……………………………….……. 386
11.16 Load Restrictions……………………………………………………………..……396
11.17 STRUCTURAL LIMIT WEIGHTS - B747-200………………………………......399
11.18 Aircraft Weight Directory…………………………………………………....……400
11.19 Load limits…………………………………………………………………….…...401
11.20 Cargo Configurations and Forms……………………………………………….…401
11.21 Centroids………………………………………………………….……………….406
11.22 Weight and Balance Load Planner Sample………………………………..……....409
11.23 Weight and Balance Record Sample……………………………...……….............411
11.24 Ballast Requirements………………………………………………………..……..413
11.25 Loading Limitations……………………………………...………………………...415
11.26 Main Deck Side Cargo Door…………………………………….………………...420
11.27 Aircraft Loading Systems………………………………………………..........…...427
11.28 Main Deck Cargo Handling…..................................................................................429
11.29 Load Configurations…………………………………………………..……………430

12 DE-ICING AND ANTI-ICING ON THE GROUND ....................................... 486


12.1 INTRODUCTION ............................................................................................... 486
12.2 GLOSSARY / DEFINITIONS ............................................................................. 486
12.3 GENERAL .......................................................................................................... 492
12.4 RESPONSIBILITY ............................................................................................. 492
12.5 INSPECTION OF AIRCRAFT SURFACES AND ENGINE INLETS ................ 493
12.6 DE-ICING / ANTI-ICING AWARENESS - THE BASIC REQUIREMENTS .... 494
12.7 DE- / ANTI-ICING AIRCRAFT ON THE GROUND: "WHEN, WHY AND HOW"
............................................................................................................................. 494
12.7.1 COMMUNICATION ......................................................................................... 494
12.7.2 CONDITIONS WHICH CAUSE AIRCRAFT ICING ......................................... 494
12.7.3 CHECKS TO DETERMINE THE NEED TO DE-ICE / ANTI-ICE ............... 495
12.7.3.1 THE CLEAN WING CONCEPT ...................................................................... 495
12.7.3.2 EXTERNAL INSPECTION .............................................................................. 495
12.7.3.3 GENERAL CHECKS ........................................................................................ 496

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13 CARGO.............................................................................................................. 516
13.1 BASIS OF AIR TRANSPORT ............................................................................ 516
13.2 NATIONAL LAWS ............................................................................................ 516
13.3 THE INTERNATIONAL AIR TRANSPORT ASSOCIATION – IATA ............. 516
13.4 CARGO AND MAIL SECURITY....................................................................... 517
13.4.1 POLICY ............................................................................................................. 517
13.4.2 THIRD PARTY RELATIONSHIP ...................................................................... 517
13.4.3 GENERAL SALES AGENT – GSA .................................................................. 517
13.4.4 GROUND HANDLING AGENTS (GHA) RESPONSIBILITIES ................... 517
13.5 GROUND HANDLING AGENT ........................................................................ 518
13.6 LOCAL PROFICIENCY CHECK ....................................................................... 519
13.7 TRAINING MATRIX ......................................................................................... 519
13.8 NON-IATA AGENTS (OTHER FORWARDING AGENTS) .......................... 519
13.9 IATA CARGO AGENTS .................................................................................... 519
13.10 LIABILITY ......................................................................................................... 519
13.11 DURATION OF LIABILITY ............................................................................ 520
13.12 RATES AND CHARGES.................................................................................... 520
13.13 Cargo Acceptance ................................................................................................ 520
13.14 Forms .................................................................................................................. 521
13.14.1 FILING DOCUMENTS..................................................................................... 521
13.15 QUALITY STANDARDS ................................................................................... 521
13.16 AUDIT PROGRAMME ...................................................................................... 522
13.16.1 PURPOSE .......................................................................................................... 522
13.16.2 AUDIT PROGRAMME MANAGEMENT....................................................... 522
13.16.3 AUDIT PROGRAMME PROCESS .................................................................. 522
13.16.4 QUALITY AUDIT REVIEW ............................................................................ 522
13.17 SHIPMENT PREPARATION ............................................................................. 522
13.17 1 INTERNATIONAL SHIPMENTS .................................................................... 522
13.17 .2 DISPOSITION OF SHIPMENT DOCUMENTS.............................................. 523
13.18 AIRWAY BILL ................................................................................................... 523
13.18.1 AIRWAY BILL DISTRIBUTION .................................................................... 524
13.18.2 AIRWAY BILLS OF OTHER CARRIERS...................................................... 525
13.19 PREPARING FOR DISPATCH .......................................................................... 525
13.19.1 ACCEPTANCE ................................................................................................. 525
13.19.2 SHIPMENT NOT READY FOR CARRIAGE ................................................. 525
13.19.3 PACKING REQUIREMENTS.......................................................................... 525
13.20 SPECIAL CARGO .............................................................................................. 526
13.21 Cargo Manifest .................................................................................................... 526
13.22 UNIT LOADING DEVICES (ULD).................................................................... 526
13.23 Cargo Loading Procedure .................................................................................... 526
13.24 Aircraft loading ................................................................................................... 526

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UAE GCAA APPROVAL PAGE

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LIST OF EFFECTIVE PAGES


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TABLE OF CONTENTS

00 GENERAL ........................................................................................................... 17
00.1 Ground operations manual structure ...................................................................... 18
00.2 Ground Operations Bulletin (GOB) ....................................................................... 18
00.3 Ground Operations Bulletin (GOB) DISTRIBUTION LIST .................................. 19
00.4 JURISDICTION OF THE GOM............................................................................ 19
00.5 Legal Requirements ............................................................................................... 19
00.6 Terms and Definitions ........................................................................................... 20
00.7 SYSTEM OF AMENDMENT AND REVISION ................................................ 20
00.8 Preamble ............................................................................................................... 22
00.9 Safety advice ......................................................................................................... 22
00.10 Distribution ........................................................................................................... 23
00.10.1 Distribution List: ................................................................................................. 24
00.11 Process for Manual Distribution and Revisions ...................................................... 25
00.12 Proposal on manual improvements ........................................................................ 25
00.13 UNITS CONVERSION TABLE ........................................................................... 26

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00 GENERAL
The Ground Operations Manual (GOM) is issued under the authority of the Post
Holder Ground Operations.

This GOM, and annexes, is both the GCAA accepted and approved method of
operation by MIDEX AIRLINES compliant with CAR-OPS 1 and applicable. It is
established in accordance with the Civil Air Regulations of UAE GCAA and
regulations. The MIDEX AIRLINES Air Operator’s Certificate (AOC) is issued
on the basis that MIDEX can support safe operations with the accepted and
approved with parts of the OMA including the GOM.

The procedures and instructions contained in the GOM are based on the latest
technical data, operational experience for Ground Operations.

The GOM has been prepared for use by MIDEX AIRLINES staff and appointed
Ground Handling Staff. The GOM, parts thereof and subparts/annexes are issued
to each airport manager and to all other persons and official bodies concerned
with MIDEX AIRLINES ground operations, All employees shall be familiar with
the laws, regulations, procedures and the contents of this manual relevant to the
performance of their duties. They shall comply with these regulations, laws and
procedures of the states in which operations are conducted and which are relevant
to the performance of their duties. Any misuse or deviation of Company
Operational Safety Standards is treated as a violation. A deliberate violation of
these standards may lead to appropriate consequences. The reporting of
unpremeditated or inadvertent errors will not result in disciplinary or punitive
action being taken against the reporter or other individuals unless it can
otherwise be proven that such errors were the result of illegal activity, gross
negligence or wilful misconduct.

Every effort should be made to ensure that The Ground Operations Manual used
in the conduct of Ground Handling operations:

1) Contains legible and accurate information;


2) Is presented in a format that is appropriate for use by ground handling
personnel;
3) Is accepted or approved by the authority;

The Ground Operations Manual is written in English as all MIDEX AIRLINES


ground operations personnel are able to understand the English language. Nothing
contained in the Ground Operations Manual shall prevent personnel from
exercising their own best judgment during any irregularity for which the Ground
Operations Manual gives no provisions or in emergencies.

All operational staff performing safety related work shall be physically and
mentally fit for duty. Should any individual consider that all or any part of a
procedure or instruction requires to be amended, he should notify the Post Holder
Ground Operations and/or his respective superior.

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00.1 GROUND OPERATIONS MANUAL STRUCTURE


The GROUND OPERATIONS MANUAL is made of the following parts

PARTS:

0. Introduction – General
1. Organization and Quality System
2. Training
3. General Operations
4. Load Control
5. Ramp Safety
6. Ramp Handling
7. Unit Load Devices
8. Special Loads
9. Operational Messages
10. Aircraft Type Information A300
11. Aircraft Type Information B747
12. Ground Deicing/Anti-Icing Program
13. Cargo

This GROUND OPERATIONS MANUAL defines all non type-related


operational policies, procedures, instructions and guidance necessary for
company ground operations personnel to perform their duty and needed for a
safe operation.

00.2 GROUND OPERATIONS BULLETIN (GOB)


The Ground Operations Bulletin is issued through Ground Services Quality &
Performance Support, the contents of which are to be treated as current policy.
The content covers below wing operations including:
 Load Control
 Ramp Operations – including but not limited to:
All ramps activates related to airport ground servicing including:-
1. Aircraft Servicing
2. ULD Handling
3. Aircraft Loading/off-loading
 Special Loads Including Dangerous Goods
 Safety Procedures
If the content of the GOB`s conflict with this GOM in anyway the GOB shall be
followed. The GOB`s are numbered and are to be filed and recorded. Each GOB
received shall be acknowledged by email or fax.
With each new revision to this GOM, the relevant GOB`s will be included and
instruction will be given to remove the relevant GOB from your GSB records.
Each GOB will include an issue date and effective date.

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00.3 GROUND OPERATIONS BULLETIN (GOB) DISTRIBUTION LIST

Manual Holder

Station Manager
Duty Manager
Technical Publication Department
Ground Handling - Companies

00.4 JURISDICTION OF THE GOM

Binding Instruction
The MIDEX AIRLINES Ground Operations Manual (GOM) and appendixes is
the binding instruction for the ground handling of the MIDEX Aircraft.

Leasing
This manual is also binding and all associated appendixes, if MIDEX Aircraft are
wet leased out to other aircraft operations or chartered out to other companies
even if they operate with a flight number prefix other than “MG”. Wet lease-out
means that the aircraft is still operated under the Air Operator Certificate (AOC)
and with crew of the lesser MIDEX and that the rules regulations and
instructions of the lesser MIDEX apply. This is the usual case.
Exceptions from this basic rule for wet lease-out and regulations for other types of
leasing (dry lease-out, dry or wet lease-in, leasing at short notice in urgent
situations) shall have been regulated between the lesser and the lessee in the lease
agreement and shall have been approved by the GCAA, before the operation with
the leased aircraft starts. The above mentioned representatives are responsible for
leased aircraft.

Code Share Flights


This manual is not binding for ground operations of code share flights, which are
operated under the full responsibly and regulations of the aircraft operator.

00.5 LEGAL REQUIREMENTS


Air operators (airlines) shall be legally authorized. The basis for this authorization
is the GCAA which, amongst other subjects, determines the responsibilities for
flight safety within an airline. Details are regulated in the Civil Aviation
Requirements (CAR- OPS 1) which has agreed upon common, comprehensive
and detailed aviation requirements with a view to:

 facilitate acceptance of maintenance activities carried out in other countries


 standardize commercial air transport operations
 Facilitate export and import of aviation products.

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00.6 TERMS AND DEFINITIONS

General
When used in this and other manuals of the GOM, the following terms have the
meaning as explained below:

"Shall" Or an action verb in the imperative sense, means, that the


application of a rule, procedure or provision is mandatory.
"Should" Means that the application of a procedure or
provision is recommended.
"May" Means that the application of a procedure or provision is
optional.

Applicability of Terms
For brevity the pronoun "he" is used throughout the manual and means any person
who is addressed irrespective of gender.

00.7 SYSTEM OF AMENDMENT AND REVISION

Responsibility
The Post Holder Ground Operations is responsible for the contents and the
issuance of the GOM including revisions. Editing is delegated to Ground
Operations Administration who will contact the authorities for approval or
acceptance of the contents and who is responsible for the incorporation of
amendments and revisions.

Publication
The format and standards which control the structure and preparation of the GOM
will be administrated and controlled by the Technical Publications Department
with the concurrence of the Post Holder Ground Operations.

The content within the GOM is presented in a functional useable format for all
parties concern with Ground Operations.

A consistent format and page structure will be utilized throughout the GOM. It
shall contain a title page, table of contents, list of effective pages, revision page,
and, if applicable, a temporary bulletin section with appropriate effectively list.
This Manual is divided into consecutively numbered chapters plus appendixes.
Each chapter may be broken down further into sections and subsections. The
first page of each section shall begin with page 1, and be numbered consecutively
thereafter. Each page includes the name of the chapter and in the upper right-
hand corner the number of the part, a page number, revision and the effective
date.

Any revision within a section requiring additional pages will necessitate section
revision and renumbering.

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If a revision affects only one side of the sheet, the effective date will be changed
on the affected side only.

Complete sections deletions will be identified by a blank page with section/page


notify and the words "INTENTIONALLY LEFT BLANK" printed on the page or
with the word–open-in case of subsection deletion.

Every Chapter has a remark “END OF CHAPTER” printed of the end of the last
page of each chapter. This remark identifies the last page and in case it is missing,
the chapter / manual are not complete.

Publication Cycles
The GOM is revised annually and as deemed necessary. Dead-line for acceptance
of proposals for amendments / revisions is three (3) weeks in advance.

Temporary Revisions (TR) may be issued between the publication cycles.

Personnel Responsibility
Manuals remain property of MIDEX AIRLINES and are lent to its employees.
Each GOM is individually numbered with the holder’s title or company name.
In the event of a holder transfer or a termination of contract the manual shall be
handed over to the local MIDEX Operational Office.

Copyright
No part of this manual may be reproduced without the written permission of
MIDEX.

Amendments and Revisions


Handwritten amendments and revisions are not permitted.

List of Effective Pages


At each revision date, the list of effective pages will be updated. Each holder of a
manual is responsible for correct insertion of the revised pages and for the
complete contents according to the distribution schedule. The manual holder is
responsible for checking that all sheets mentioned in the list of effective pages
have been received.

Record of Amendments
All Revisions are numbered and issued with a date of the revision. The Record of
Amendments shall be updated with the Revision Number, Date filed into the
GOM, and signed by the manual holder.

Revisions
Each revised item on a page is indicated by a vertical line ( ) in the outside margin
adjacent to the revised information:
e. g. A deletion is indicated by an arrow pointing outward:

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Temporary Revision / Publication


A temporary revision or supplementary information, instruction or directive will
be published, when the content:
 is of a temporary nature
 requires immediate publication prior to a standard amendment
 is miscellaneous in character
 is too voluminous to be incorporated into a manual,
TR’s shall overrule the permanent content of the GOM as long as they remain
valid.

Temporary Revisions (TR)


The TR communicates any changes to the content of the GOM, which require
immediate output of information, between GOM revision cycles. TR(s) will be
yellow and issued as and when required.
TR indicates the chapter, the title and the word Temporary Revision, the page
number, revision number with the letters TR (Temporary Revision) and the date.
The electronic publications include a vertical bar in line with the text that
indicates any changes.

Retention, Identification and disposal of Obsolete Documents


Obsolete parts of the Ground Operations Manual are to be replaced by the listed
owner upon receipt of new revisions and temperately revisions.

00.8 PREAMBLE
In order to comply with the requirements of U.A.E. CAR/JAR-OPS, the following
statements are fulfilled:
The Accountable Manager is responsible that the operations are in full
compliance with the regulations.
The Ground Operations Manual is prepared to the best knowledge of the
management and the Post Holders of MIDEX AIRLINES.
The structure of the operations manual corresponds to the requirements of UAE
CAR/JAROPS Subpart P, except where clearly marked, referenced and
approved/accepted by the authority.
The Accountable Manager and the Post Holder Ground Operations, declare to
understand the content of the operations manual and this preamble and to comply
with it.

00.9 SAFETY ADVICE


Some actions are likely to result in personal injuries or in damage to load or
aircraft. Directly above these dangerous actions you will find a safety advice with
information bow to work safely.
Note that the absence of a safety advice does not mean that there are no risks of
injuriesor damages! All actions on the ramp and around the aircraft shall be done
with special attention and caution.

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Danger: Here you will find detailed information about the risk. The word Danger means
that the risk may cause serious injuries or even death.

Warning: Here you will find detailed information about the risk. The word Warning
means that the risk may cause injuries or serious damages to aircraft, equipment and load.

Caution: Here you will find detailed information about the risk. The word Caution means
that the risk may cause damages to aircraft, equipment and load. The safety advice
‘Caution’ is only used in some cases, when experience has shown, that the risk is not
obvious or frequently leads to damages.

00.10 DISTRIBUTION
All current manuals of the OMA including the GOM shall be distributed as per
Distribution List in this Manual to ensure that MIDEX AIRLINES polices are
readily available to all personnel involved in the Ground Handling Operations.
The individual or organization holding GOM is responsible for its safe custody,
maintenance and conscientious amendment.
All received, new and/or revisions of the GOM, a confirmation of receipt shall be
sent to:

Manager Technical Publication


MIDEX AIRLINES
P.O. Box 9636
Dubai
U. A.E.
Email: techpubs@midexair.ae

The Technical Publication Department controls current and new revisions which
are dispatch via co-mail. A centralize GOM holders list is kept updated within the
Technical Publication database.
The GOM is exclusive property of MIDEX AIRLINES and shall be returned in
good condition when terminating the respective contract with MIDEX
AIRLINES.

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00.10.1 Distribution List:


Master Doc. No.: MIX/OPS/GOM/XX

Manual Manual Holder Format Copy No.


No.
00 MASTER COPY HC/CD MIX/OPS/GOM/00
01 Accountable Manager HC MIX/OPS/GOM/01
02 Chief Operating Officer HC MIX/OPS/GOM/02

03 GCAA - Flight Operations CD MIX/OPS/GOM/03

04 Director of Operations HC MIX/OPS/GOM/04

05 Director of Maintenance HC MIX/OPS/GOM/05

06 Director of Quality Assurance HC MIX/OPS/GOM/06


07 Director of Ground Operations HC MIX/OPS/GOM/07
08 Director of Training HC MIX/OPS/GOM/08
09 Director of Security HC MIX/OPS/GOM/09
10 Director of Safety HC MIX/OPS/GOM/10
11 Operations Control Centre HC MIX/OPS/GOM/11
12 Chief Pilot – A300 CD MIX/OPS/GOM/12
13 Chief Pilot –B747 CD MIX/OPS/GOM/13
14 Crewmembers CD MIX/OPS/GOM/14
15 Aircraft A6-MDA HC MIX/OPS/GOM/15
16 Aircraft A6-MDB HC MIX/OPS/GOM/16
17 Aircraft A6-MDC HC MIX/OPS/GOM/17
18 Aircraft A6-MDD HC MIX/OPS/GOM/18
19 Aircraft A6-MDE HC MIX/OPS/GOM/19
20 Aircraft A6-MDF HC MIX/OPS/GOM/20
21 Aircraft A6-MDG HC MIX/OPS/GOM/21
22 Aircraft A6-MDH HC MIX/OPS/GOM/22
23 Aircraft A6-MDI HC MIX/OPS/GOM/23
CONTRACTED GROUND & CARGO MIX/OPS/GOM/24-
24-50 HC
HANDLING AGENT 50

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00.11 PROCESS FOR MANUAL DISTRIBUTION AND REVISIONS


All Ground Operations Manuals and Bulletins are distributed by Technical
Publications Department to ensure that the current MIDEX AIRLINES
procedures/manuals are readily available to all applicable staff for ground
operations.
The individual or organization holding manuals are responsible for their safe
custody, maintenance and amendment. The Ground Operations manuals and
bulletins shall be made available in all areas where ground handling operations
are conducted for appropriate personnel in areas of operation.
The GOM revisions including TR (Temporary Revisions) are released via e-mail.
Each e-mail release will include a Ground Operations Manuals revision number.
Ground Operation Bulletins (GOB) is released via e-mail. The primary audience
in the ‘To’ list shall acknowledge receipt of each GOB and local distribution
where appropriate. Those in the ‘CC’ list are copied for information only and are
not required to acknowledge. The primary GOB distribution list includes the
following:

Primary Audience (To) - Acknowledgement Required


Chief Operating Officer
Director Ground Operations
Director Flight Operations
Airport Managers
Ground Operations Personnel
Operations Control Centre
Contracted Ground Handling Agents

At outstations it is the Airport Managers’ responsibility to ensure that all Ground


operations Manuals revisions and GOB updates are distributed to all parties
within the local station distribution list, including the applicable Ground Handling
Company.
At Sharjah Hub it is the responsibility of the Manager Ground Operations to
ensure that all Ground Operations Manuals revisions and GOB updates are
distributed to all parties within the local station distribution list, including the
applicable Ground Handling Company.

00.12 PROPOSAL ON MANUAL IMPROVEMENTS


In order to continually improve the quality of the manual, any proposal to
improve the manual is appreciated.
An e-mail with the subject “GOM Change Request “be forwarded to Manager
Technical Publication, a change request will initiate a multi-step-in-house
documentation amendment process. Every employee can send the change request
to identify and forward incorrect, missing, confusing, duplicated or misinterpreted
content of any operational documentation.
Upon receiving the GOM Change request mail, Manager Technical Publication
will review with the Director Ground Operations to assess the possible changes to
the manual. If the proposed change is not accepted an e-mail will be forwarded to

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the originator with the reasons for rejecting the change. Shall the change be
accepted a TR will be released with the new changes.
00.13 UNITS CONVERSION TABLE

US METRI US
C

Weights
lbs (Pounds) x 0,45359 = kg x 2,20462 = lbs
ton (2000 lbs) x 0,90718 = metr.Ton x 1,10231 = ton (2000 lbs)
Length
ft x 0,30480 = m x 3,28083 = ft
inch x 25,39999 = mm x 0,03937 = inch
yd x 0,91440 = m x 1,09361 = yd
NM x 1,85200 = km x 0,53996 = NM
SM x 1,60934 = km x 0,53996 = SM
Temperature
°F-32 x 0,55556 = °C x 1,8 + 32 = °F
Volume
US Gal x 3,78541 = ltr x 0,26417 = US Gal
US Gal x 0,83267 = Imp Gal x 1,20095 = US Gal
Imp Gal x 4,54609 = ltr x 0,21997 = Imp Gal
fluid ounce x 29,57353 = cm3 x 0,03381 = fluid ounce

END OF PART 0

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TABLE OF CONTENTS

1 Organization ........................................................................................................ 28
1.1 Organization structure midex ground operations .................................................... 29
1.2 ResponsibilitIES .................................................................................................... 29
1.3 DEPUTIES OF DIRECTOR GROUND OPERATIONS ....................................... 39
1.3 Minimum Station Staffing Requirements ............................................................... 39
1.4 Ground Handling Company ................................................................................... 40
1.5 Quality Assurance ................................................................................................. 40
1.6 Quality Policy........................................................................................................ 41
1.7 DOCUMENTATION ........................................................................................... 42

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1 ORGANIZATION

ORGANIZATIONAL STRUCTURE MIDEX AIRLINES

President
Accountable Manager
Chief Executive Officer
(CEO)

Director of Safety

Director of Security

Director of Quality Assurance

Chief Operating Officer


(COO)

Director of Training Director of Ground Operations Director of Flight Operations Director of Maintenance

1.1 ORGANIZATION STRUCTURE MIDEX GROUND OPERATIONS

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1.2 RESPONSIBILITIES

Director of Ground Operations (DGO)


The Director of Ground Operations reports directly to the COO and shall plan,
document and implement the required operational infrastructure, training,
systems and processes for operations control: The DGO is also responsible
for all Ground Operations and is the Ground Operations Post-holder. Post-
Holder Ground Operations has the authority and is responsible for the
management and supervisions of functions and activities within the scope of
ground operations and is accountable to senior management for ensuring the
safety and security of ground handling operations.
 Responsible to the COO for the day-to-day management of the airline’s
operations through the Operations Control Centre and the airline’s airport
network including the co-ordination of crewing, operations control,
dispatch, and the management of the resources and facilities provided for
the operational control of the MIDEX AIRLINES fleet.
 In consultation with Manager Operations Control Centre (MOCC), DGO is
responsible for ensuring all relevant legal and compliance requirements are
met in exercising operational control.
 Responsible for the development and ongoing management of the
Operations Control Centre at the SHJ Hub, and the MIDEX Airport’s
network maintaining a cross-functional environment to ensure that the
schedule is delivered as close as possible to the planned objective without
compromising regulatory compliance or safety.
 Ensuring that all ground operations performed by MIDEX AIRLINES are
duly accomplished, with strict adherence to all relevant statutory
regulations and requirements, by monitoring the safety standards within
his area of responsibility.

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 Ensuring that all ground operations performed by MIDEX contracted


ground operational organizations is accomplished, with strict adherence to
all relevant statutory regulations and requirements laid down in the
operations manual.
 Responsible for recording, tracking and distributing On-Time Performance
data of the MIDEX operation, identifying trends and making
recommendations for improvement in performance to maintain or exceed
the corporate targets for OTP.
 Accountable for the development and maintenance of Local Procedures
Manuals with clear policies and procedures pertaining to the area of
Operations.
 Ensuring that ground operations personnel are properly trained and
currently qualified in accordance with all relevant regulations.
 Ensuring that all mass and balance data distributed by the Post Holder
Flight Operations to the relevant ground operations department are
utilized, and that the mass and balance documentation procedures are
adhered to.
 Ensuring that the accepted dangerous goods are checked according to
IATA DGR (IATA Dangerous Goods Regulation) and that all ground
operations staff involved in the handling of dangerous goods are well
trained and will receive recurrent at intervals not exceeding two years.
 Recording and analyzing any deviation from the company standards and
ensuring corrective action and evaluating the safety record within his area
in order to avoid the development of undesirable trends.
 The establishment of the required safety related procedures in the
company’s ground operational manual (GOM) and to keep the GOM
current.
 The preparation and conclusion of ground handling contracts at all stations
regarding the ground operational (and cargo operational) matters, as well
as the flight operational matters required by the Post Holder Flight
Operations.
 Monitoring the work performed by the external companies (suppliers and
subcontractors) who are contracted on behalf of the Ground Operations
Department.
 Ensuring that the number of ground staff is determined by the nature and
the scale of operations. Operations and ground handling departments, in
particular, must be staffed by trained personnel who have a thorough
understanding of their responsibilities within the organization.
 Ensuring that the number of supervisors to be appointed is determined by
the structure of the operation and the number of staff employed
accordingly. The duties and the responsibilities must be defined, so that
they can discharge their supervisory responsibilities.
 Ensuring that ground operations records are documented and stored in
accordance with the relevant procedures laid down in the OM.
 Any and all corrective actions resulting from the quality audits within his
area of responsibility.

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 Defining duties, updating and implementing the company’s objectives and


quality policies to ensure a high level of motivation and to promote
teamwork among his staff.

Manager Operations Control Centre (MOCC)


The MOCC represents an integrative interface between flight operations, flight
planning and flight scheduling. He reports to the DGO and will deputize
Director Ground operations in his absence taking care of the OCC.

The MOCC:
 Manages a team of Duty Managers who are responsible for ensuring the
flight schedule operates efficiently on a daily basis Ensure all staff are
trained and effectively deploy the various rules and regulations that govern
flight safety (crew rules, rest requirements, aircraft limitations).
 Actively participate in crisis management situations.
 Additional duties and responsibilities are part of the individual procedures
and /or may be assigned by the DGO as required.
 To provide a mid to long term strategic plan for the OCC department,
including provisions for operating systems and capacity levels, thus
providing a framework for flight operations support, to achieve safe and
efficient MIDEX AIRLINES operation, Flight Crew and Cabin Crew in
the areas of aeronautical services, planning, optimization and Flight
Dispatch.
 Optimised coordination and communication to ensure the MIDEX
AIRLINES network operation is effectively managed and recovery from
disruption is conducted efficiently and in a cost effective manner. The
centres core operational units include Operations Control, Crew Control,
Crew Briefing and Flight Dispatch.
 Interface with commercial planning and maintenance planning to achieve
best results in manpower planning, ensuring crew recruitment, and
manpower resources are fully informed to have the ability to optimize
resources.
 Ensure flight crew productivity is maximized in rosters and in response to
schedule changes and or disruption.
 Establish and agree with all direct reports and the Director Ground
Operations set key performance indicators and departmental goals and
direction to ensure that the business objectives are met.
 Produce an annual operating budget and manage the costs thus ensuring
that business objectives are met within the limits of the agreed budget.
 Monitor and advise in the development of OCC IT systems.
 Key liaison for special, charter or scheduled at short notice.
 Oversee navigational and performance studying and analysis for new
routes and destinations.

Supervisor Operations Control Centre

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 To provide supervisory support to operation control centre, Lead team of


the Operations controllers/ Flight dispatchers/ Assistant Flight dispatchers
to ensure safe compliant of and flawless operations of MIDEX AIRLINES
to ensure all policies are adhered.
 Manage all reporting systems originating from the Operations Department.
 Be responsible for monitoring the validity of dispatchers’ licenses and
ensuring training and testing regimes ahead of renewal.
 Provide remedial training where necessary to address under performance
or demonstrate new methodology.
 Submit required documentation for initial or renewal of licenses in
accordance with regulation.
 Ensure continued familiarity with all flight dispatch functions, manuals,
information, tools and services.
 Provide remedial training where necessary to address under performance or
demonstrate new methodology.
 Submit required documentation for initial or renewal of licenses’ in accordance
with regulation.
 Ensure continued familiarity with all flight dispatch functions, manuals,
information, tools and services.
 Supervising to prepare flight plans containing information such as maximum
allowable takeoff and landing weights, weather reports, airfield conditions,
NOTAMS and many other informational components required for the safe
completion of flight.
 Computing the amount of fuel required for the safe completion of flight
according to aircraft type, distance of flight, maintenance limitations, weather
conditions, fuel tankering policy based on fuel cost and minimum fuel
requirements prescribed in the Operations Manual Part A and by the GCAA CAR
Ops.
 Analyzing and evaluating usability of airports operating hours, fire coverage,
LCN etc… meteorological information to determine potential hazards to safety of
flight and to select the most desirable and economic route.
 Compiling the following day’s flight schedule sheet including calculation of fuel
requirement and then ensure distribution of these documents to appropriate
departments.
 Follows operational matters that might affect the progress of the flight.
 Looks after the adequate handling of the abnormal operations and to provide
flight crew with necessary information and assistance.
 Collects and disseminates meteorological route, and airport data affecting the
airline and flight safely.
 Follow up all operational matters such as curfew hours weather minima, ATC
strike, fuel availability, and airport closure and runway condition.
 In case of disruptions coordinates with crew scheduling officer, crew Control in
regard to crew assignment, movement and alerting.
 Defines, re-defines and supervises the duties and responsibilities of his
subordinates in accordance to their job descriptions.
 Help Dispatchers/Duty Operations controllers for dividing the day to day work
load, tasks and takes care of dispatching flight as applicable.
 Calculating route data such as flight and block times, fuel consumptions and
payload for scheduling purposes.

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 Liaising with Base and other clients regarding last minutes changes to their
requirements.
 Ensuring that all relevant departments are kept up to date and reflect the latest
operational information.
 Analyzing actual flight data inclusive maintaining a current data base for possible
revenue flights.
 Obtaining Diplomatic Clearances and local authority clearances for relevant MIX
flights during after office hours and in co-ordination with Route Planning &
Performance officer.
 Liaising with maintenance for any M.E.L. items, which may affect the
performance of the aircraft being planned. Obtaining payload data from the
handling agents to produce the operational flight plan
 Updating the pilot in command of significant changes to weather or flight plan
and recommends flight plan alternates, such as changing course, altitude (Flight
Level) and if required en-route landings.
 Make all required flight documentation available to the flight crew at
outstations and briefing the flight crew of any irregularities they may
encounter on the flight.
 Oversee navigational and performance studying and analysis for new
routes and destinations.
 Evaluating route calculations to ensure that OCC offer optimum payload
according to statistical and current performance condition.
 Responsible to filter all required data settings in the Jeppesen database to
provide best optimum routes according to operational requirement.
 Due to the nature and seniority of the position, the incumbent will be
required to work the hours necessary for operational reasons.
 Deputizing OCC Manager responsibilities during his absence

Supervisor Crew Scheduler


 Obtain Aircraft rotation plan from Commercial Network Planning and load into
Crew Resource Management System (ARMS). Construct crew blocks (Pairings
using manual and provided system tools methods (optimizer software). Create
several “what -if” scenarios and analyze solution statistics, which will allow the
planner to be proactive in assigning a proper fleet to crew resource solution due
to Cargo and unique contract for Adhoc flights.
 Obtain all ground related training activities and enter into the ARMS software
system. Determine crew availability using entire crew resources including all in
training, ground duties and requires stacking analysis, taking into account all new
hired/ transferred crew into fleet category. Cross check currencies and
qualification.
 Review long and short term sickness from historical and current data to measure
the effects on the Manpower Planning equations. Discuss on a regular basis with
manager OCC and Director Flight Operations. This action determines available
crew or non-available.

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 Determine where/when the required flying must be reallocated to remain


optimally staffed. During peak seasons crew must be moved and scheduled
accordingly to the flying program taking into consideration Instructors,
Augmented Crew, trainers and Flight Crew In-flight Management.
 Initialize the software system to accept the next month’s rotation according to
schedule.
 Pre assignments: Send Email to distribution list requiring pre assignments from
Flight Operations Management Crew.
 Owner ship of Leave Assignment, Leave Control, and Leave Balances will be
performed by the Flight Crew Scheduling Supervisor. This currently is performed
on a yearly basis with crew’s opportunity to change on a monthly basis by
request, and awarded only if the crew Planner determines the upcoming roster has
the flexibility to allocate. Responsible for all current, outstanding leave
assignments and reconciliation with the Crew Management software system,
responsible to ensure the system is 100% accurate for each individual crew
member.
 Requested days off/requested flying, The Planner is responsible to ensure all
points of communication are working properly at all times and allocate fairly.
Ultimately it is the Flight Crew member’s responsibility to enter a request into the
system.
 As part of the Crew awarding process there is the potential of aligning a “Buddy
bid”. This is an option agreed by Flight Operations Management and the Flight
Crew. This is manually performed analyzing one person’s award and the effort to
duplicate the senior crew member with the Junior Crew Member.
 Create “What If” scenarios for the Director OCC for future analysis on crew
bases, new route costing, Flight Crew Manpower planning forecasts. “What If”
scenarios are both driven in the pairing (block) optimization and the assignment
model.
 Reports directly to Deputy Director of Ground Operations with all relevant
matters pertaining to crew rosters and planning.
 Ensures economical and optimized crew planning, scheduling and rotations as
prescribed in company Operations Manual are adhered to.
 Publish Monthly rosters in accordance with Operations Manual.
 All training matters to be discussed with the chief pilot and the training dept on
the 1st week of every month to maintain smooth daily operation.
 ALL management pilots should submit their meeting plan /ops requirement well
in advance before releasing the plan roster.
 ALL crew requests should come from ops head/rostering head/chief pilot
approval to the planner.
 Any change in simulator (training dept) has to get the approval from the training
head the same has to be submitted to planning dept.
 Monitors Crew accommodation management (Outstation HOTAC) and the
budget for crew allowances.

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 Ensures that an adequate number of crew members are available to serve the
intended seasonal flight schedule in cooperation with the concerned Chief Pilots
and Chief Flight Engineers.
 Defining and establishing the logistical guidelines and instructions for crew
proceedings, training and duty schedules in accordance with the rules and
regulations.
 Transfers his practical operational experience into the planning process.
 Keeping the current crew database current to fulfil the requirements issued by the
authorities and internal agreements.
 Advice all departments and all concerned in matters of planning and economics.
 Ensuring that Flight log data are processed into the FDP system and analyzed for
logistical purposes.
 Ensuring a detailed planning, necessary to provide the proper number of qualified
crew member in each classification to meet the current and projected flight
schedules.
 Efficient utilization and orderly rostering of crew members, at all times ensuring
that the limitations imposed by regulations and contractual obligations are
properly observed.
 Ensure that the monthly crew contractual off days is advised to HR well in
advance to issue the crew members travel tickets.
 All crew contractual off days will be updated as per the training and simulator
programme
 Ensure the monthly per-diems for the crew and load masters are calculated and
advised to Accounts.
 Ensures that adequate procedures are in place and followed by the personnel in
his jurisdiction for the determination of crew composition.
 Recommending to the Deputy Director Ground Operations any changes he
considers should be implemented to improve service to the airline.
 Performing additional duties and responsibilities as may be directed by the
Director Ground Operations.

Manager Ground Operations (MGO)


The Manager Ground Operations reports directly to DGO and deputize
Director Ground Operations in his absence taking care of the Ground
Operations activities.

Responsible Duties:
 Ensure that Strategic Goals and Standards are set and implemented in
order to achieve revenues, manage quality and performance of the region’s
airport operations ensuring consistency, reliability and excellence.
 Manage all Staff performance and development including training,
coaching, mentoring and succession planning.
 Oversee and ensure effectiveness of negotiations and contracting of all
ground handling and support service providers.
 Oversee and ensure compliance of all Airport services activities with all
agreed corporate policy, safety and international legislative standards.
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 Establish and manage sound working relations with all internal and
external stake holders.
 Implementation of new airport operations.
 Ensure airport operations meet all legal, safety and security standards.
 Ensure the recruitment process delivers the highest quality resource to the
operations.
 Manage and enhance both the Ground Operations Manual to ensure
compliance with international and local regulators.
 Manage Load Control network wide for licensing, regulatory
requirements, efficiency, reliability and safety.
 To ensure achieving and improving all operational performance (KPI’s)
i.e. OTP /minimize complaints and maximize compliments by
implementing a suitable method in capturing all required data.
 To conduct station assessment to verify implementation of MIDEX
policies and procedures throughout MIDEX network to ensure compliance
with GCAA requirement.
 To liaise with other departments in Head Office on all matters related to
operation activities to ensure maximum support is provided to airport
operations.
 To provide assessment reports to DGO and advising on corrective
measures required to Station performance on monthly basis.
 Management of company load control licensing system and related
training to ensure all staff are fully trained and licensed according to
company policy.
 Conduct load control safety management and Quality Assurance
management to ensure that output is of a high standard with regard to load
control accuracy, practicality and procedural compliance.

Station Manager
The Station Manager reports directly to the Manager Ground Operations.

Station Manager is responsible for:


Non-delegable tasks of the Airport Manager, which may not be delegated:
 To establish a system for Focal station operations control.
 To comply with operational security requirements as per the MIDEX
Security Programmed.
 To assign tasks and to specify lines of authority and responsibility within
and between station sections.
 To define and to demarcate responsibilities for flight safety related
services and duties performed by third parties, e.g. Load Control
department of another station (for the completion of Remote Load sheets),
local SW, Cargo Handling Department, etc.
 To establish a reporting and feedback system locally, in order to ensure
that applicable MIDEX requirements, standards and procedures are in
compliance with flight safety standards and policies.
 To impose corrective measures and a corresponding follow-up mechanism
in the event of system deficiencies.

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 To specify type and extent of random checks.


 To ensure that handling company personnel are properly qualified, have
demonstrated their abilities in their particular duties and are aware of their
responsibilities.
 The responsibility of the Personnel performance level including the
handling of each flight at this station, for example by a daily roster.
 Management of company load control licensing system and related
training to ensure all staff are fully trained and licensed according to
company policy.
 Conduct load control safety management and Quality Assurance
management to ensure that output is of a high standard with regard to load
control accuracy, practicality and procedural compliance

Delegable tasks:
Tasks of the Responsible Manager, which may be delegated to personnel of
the operational management or the supervision level, provided they have the
required qualification:
 To develop a Local Emergency Plan (LEP)
 To publish and to monitor specific local regulations as applicable
 To establish local procedures and name responsible personnel who keep
manuals and backup folders for additional operational instructions up to
date
 To establish a procedure for the handling and reporting of dangerous
goods incidents as per Special Loads - Dangerous Goods – Irregularities
 To perform and to analyze checks within the surveillance level and to
supply the Responsible Manager with feedback
 To ensure and to maintain the qualification of MIDEX personnel or
handling company personnel
 To ensure assignment of personnel according to their qualification these
tasks may be delegated, but the responsibility always rests with the
Responsible Manager.

Load Master / Load Planner


The Loadmasters are responsible for the safe and efficient handling of the
flights to which they have been assigned and report to the manager of Ground
Services. The duties and responsibilities include, but are not limited to, the
following;
 SAFETY is the primary and driving force of all cargo operations.
 Coordinate and supervise all cargo-related functions associated with
handling the flight, which include inspection of ULD’s for obvious
damage in accordance with the pallet and net guideline section of this
manual.
 Prepare a Load Plan, accounting for the entire planned load and with
consideration to all aircraft restrictions, limitations and load sequencing
required to safely transport the load ensuring all parameters are not
exceeded. Prior to distribution, a Weight and Balance should be completed
to ensure the load meets all W/B requirements and limitations in

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accordance with Midex Air W/B Manual. Distribute the Load Plan to the
loading crew, supervise the loading of the aircraft and make corrections for
any changes to the load, ensure all restraint hardware is properly
positioned as required by the GCM.
 Supervise and direct all contract personnel assigned to the handling,
loading, and offloading of the aircraft.
 Prior to a departure, a complete check of the load, including all restraint
items, will be accomplished. Correct any deficiencies found and correct
any paperwork necessary.
 All HAZMAT loaded on Midex Air aircraft must be inspected and
accompanied by appropriate documentation required by IATA regulations
and/or CAR regulations. A Notification to the Captain (NOTOC) must be
prepared showing all HAZMAT loaded. The Loadmaster will verify the
location of each item, and verify all requirements have been met per the
Midex Air HM/DG Ops & Training Manual (HZM).
 Present the completed NOTOC to the PIC in a timely manner allowing
crewmembers to conduct their inspection and review.
 Ensure that all international paperwork and documents are onboard prior to
departure of the aircraft.
 Insert and record all revisions to the ship’s library including Jeppesen on-
board the aircraft in accordance with the OM-A procedures.
 Inspect all cargo conveyance and restraint systems for proper operation.
Notify the Maintenance Representative and Captain (in the absence of the
Captain, notify OCC) for entry in the maintenance logbook for corrective
action of inoperable items.
 Ensure an estimated payload figure is sent to Midex Air Flight Operations
at least 4 hours prior to departure to enable preparation of the flight
documents. Ensure that flight plans, weather, weight and balance and all
other flight-related documents are available for the crew prior to their
arrival.
 Loadmasters will assist crewmembers and flight mechanics in maintaining
the cabin clean and secure at all times. After all trash is removed, the main
deck will be inspected following each on-load and offload. A loading
system check will be performed prior to loading using the Midex Air.
 When handling charter operations, or when there is no Company
operations or station personnel available. The Loadmaster will coordinate
all relevant agencies (fueling, catering, handling, government, flight plan
filing, etc.) and crew coordination (hotel and transportation). Check with
Company-related departments for any known arrangements and schedules.
Keep all agencies and Company informed of schedule changes and delays.
 Ground Security Coordinator functions.
 The opening and closing of aircraft cargo compartment doors.
 Responsible for following the inclement weather procedures.

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Manager Technical Publications


The Manager of Technical Publications is responsible to the Director of
Operations for publication of the company manuals, manual distribution,
revision acknowledgement confirmation, and for tracking and reporting same
in accordance with requirements of the standards herein described.

The Manager of Technical Publications is responsible for managing technical


writers, and documenting, reporting, tracking and updating subscriber
distribution, as well as confirming revision and bulletin receipt by each person
in possession of any portion of the manual. The Manager of Technical
Publications is responsible for the following processes:

 Assign work packages to technical writers and monitor the revision


package development.
 Publish books (manuals) and revisions in accordance with procedures
contained in the Technical Publications Manual.
 Manage internal procedures to control and track the issuance and
receipt of manuals and revisions.
 Maintain the currency of the MIDEX AIRLINES System of Company
Manuals.
 Maintain the CD-ROM distribution system.
 Maintain electronic and paper-based communication and distribution
procedures to keep manuals current.
 Maintain the library of current paper and electronic publications.
 Monitor the issuance and receipt of internal and external manuals.
 Maintain security of company manuals and property.
 Facilitate book owner meetings to coordinate on-going development of
the System of Company Manuals when required.
 Provide access to printing and duplication services as needed.
 Other duties as assigned by the Director of Operations.

1.3 DEPUTIES OF DIRECTOR GROUND OPERATIONS

Post Holder Ground Operations : Mr. Sajeeth Mohan KUMAR

Deputy Operational Control Centre : Manager Operations Control Centre


: Mr. Joshy GOPINATH

Deputy Ground Services : Manager Ground Operations


: Mr. Simon VARUGHESE

Deputy Technical Publication : Manager Technical Publication


: Ms. Geraldine DARONG

1.3 MINIMUM STATION STAFFING REQUIREMENTS


Minimum station staffing requirements are established on a site-by-site basis.
Factors taken into account will include the airport facility, the frequency and
complexity of the schedule, local and regulatory requirements and the
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capability of the appointed Ground Handling Agency. There will be


occasions where roles and accountabilities normally associated with the
carrier will be outsourced to a 3rd party provider. Manpower requirements
will be determined by the Director of Ground Operations.

1.4 GROUND HANDLING COMPANY


All external service providers conducting outsourced operational functions on
behalf of MIDEX within the scope of ground handling that affect the safety
and security of operations, including special functions such as aircraft fuelling
and de-/anti-icing should have a contract or agreement executed. Contracts
and or Agreements should identify measurable specifications that can monitor
by MIDEX. The Management of the appointed ground handling company is
responsible to make sure that (SGHA) Standard Ground Handling Agreement
is performed to MIDEX policy and procedures. SLA’s (Service Level
Agreements) between the appointed ground handling company and MIDEX
Station Manager shall be reviewed for compliance and conformity with
MIDEX operating practices. Appointed Ground Handling Agent shall
implement a systematic maintenance programmed and maintain maintenance
records of Ground Service Equipment. Records shall be made available to
MIDEX and GCAA Auditors.

All external service providers shall go through an Audit process by MIDEX


Quality Assurance department and should be in conformity with MIDEX
standards as detailed in this manual before signing a contract or agreement.

MIDEX Station Managers and Manager Ground Operations will be


responsible for the oversight of the Appointed Ground Handling Agent.
Communication between MIDEX and Appointed Ground Handling Agent will
be via Ground Operations Bulletin. Weekly Meetings should be held with
Appointed Ground Handling Agent to review past week’s performance and
any other items which need immediate attention. Weekly Meetings are
minuted for reference and follow up and copies of the minutes should be
forwarded to all concerned parties including Director Ground Operations.

1.5 QUALITY ASSURANCE


MIDEX is responsible to monitor compliance with CAR-OPS 1 as well as Part
5, EASA requirements and any other applicable regulations, requirements,
international rules and any additional standard specified by MIDEX or the
GCAA. Accordingly, a detailed description of the Quality System to include
the Quality Assurance program is described within a separate Quality Manual
(as referred to in the AMC to CAR-OPS 1.035) which combines all the
aforementioned requirements.
The MIDEX Quality Assurance Manual issued under the authority of the
Accountable Manager.
The establishment and continuation of quality in MIDEX is dependent upon a
systematic approach to quality management, aimed to ensuring that customer
as well as stated operational needs are understood and met. The achievement
of quality requirements is a commitment to quality principles at all levels in

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MIDEX AIRLINES. The continuous review and improvement of the


established quality management system is based on frequent feedback to all
required levels of the organization.
It is recognized that a failure to meet safety and quality objectives can have
consequences that may adversely affect the customer, the organization and
society. It is further recognized that it is a management responsibility to ensure
that such failures are prevented.
Responsible for the Quality System is the Post Holder Quality who monitors
compliance with, and adequacy of, processes and procedures required to
ensure safe operational practices and airworthy aero planes.

In order to achieve and maintain safe operations MIDEX Quality department


will oversee and monitor compliance with the Quality Assurance program.
Further to monitoring compliance with the quality assurance program the
quality system aims to identify hazards, undesirable conditions, deficiencies,
systematic errors and areas requiring improvement. One of the objectives of
the department is to identify hazards, undesirable conditions, deficiencies,
systemic errors and areas requiring improvement. In order to achieve these
objectives QA shall conduct systematic audits to ensure that operational
functions provided by external providers fulfill ground handling safety and
security requirements.
The content of the Quality Manual and any other document related to MIDEX
Quality are strictly confidential and no part of them can be reproduced or
disseminated without permission by the Post Holder Quality.
Personnel to whom the Quality Manual is issued are obliged to be thoroughly
familiar with its contents.
All Quality personnel are made aware that they shall comply with the laws,
regulations and procedures of those States in which operations are conducted
and which are pertinent to the performance of their duties.
Each holder of this manual must be familiar with, and up-to-date with it
contents. Manual holders shall ascertain that the revisions to the manual are
promptly executed and only an updated manual is used.
Any discrepancies, errors or difficulties arising from or connected with the
interpretation of the text in this chapter or in the Quality Manual shall be
reported to the Quality Department.

1.6 QUALITY POLICY


MIDEX is committed to the operation of aircraft to the highest standards of
safety and airworthiness, and providing a punctual and reliable high standard
of service to our customers.
The Quality Policy reflects the achievement of continued compliance with
CAR-OPS 1 and Part 5, international rules and standards, together with
additional standards specified by MIDEX.
It is the prime consideration at all times, to recognize the safety aspect as the
highest value to be taken care on. Under no circumstances should anything
turn safety aspects lower than economical or other aspects.
Personnel in all operational departments are trained to avoid any human factor
related incidents, accidents or nuisance.

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The requirements, including a Quality System, have been integrated in the


operational and maintenance parts of the organization, including (sub-)
contractors. MIDEX will dedicate the required financial, material and human
resources to safeguard the system.
All personnel involved with the operations are made aware of the necessity to
meet the CAR-OPS 1, Part 5 requirements. They are motivated to do their
work in a professional manner and in accordance with national and
international laws, rules and regulations as well as the standards, which have
been set by MIDEX. They are also involved in the complete quality
management system, which implicates that everybody is requested to report
any error, irregularity or incident, which might result in a loss of safety or
quality standards to the Safety & Quality Department by making use of the
occurrence reporting scheme. Also all personnel are made aware of the need to
facilitate audits and inspections for the purpose of continued improvement
system, thus acting and contributing positively during safety and quality audits
/ inspections.
All Management with executive responsibilities is aware of their responsibility
to meet the requirements applicable to their activities, and their responsibility
to take preventive and/or corrective action in case of non-conformity in due
time set by Safety & Quality Department. They are responsible to train and
treat their personnel accordingly, to meet the required regulatory and MIDEX
standards.
All MIDEX employees are made aware of their contribution to the safety and
quality management systems as well as their responsibilities towards meeting
MIDEX quality standards, compliance with laws, rules and regulations as well
as achieving safe operations. It is understood, that the Accountable manager
holds the overall responsibility for the Quality System.

1.7 DOCUMENTATION

Station Documentation
The following documents and details are required on station which will be
checked for future internal / external audits.

a) Personal files of all the staff to include administration documents (such as


copy of their CV's, photographs, offer/appointment letter & contract copy) for
all MIDEX staff. Copies or Original personal file may be kept at a central
office for HR purposes.

b) A training file which should contain their training records and certificates.
The training files may be kept within the same binder but shall be kept
separate from the personal file details using a divider.

c) Job descriptions for all staff to be maintained separately and staff also to be
provided a copy of the same for familiarization.

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d) Attendance register & roster copy. (Number of working hours, weekly off
and leave approval procedure etc.).

e) A file containing a copy of the current load control licensing status for the
respective station including the names, license numbers, aircraft types
qualified upon and expiry date for each MG/GHA staff who has attended a
MIDEX load control course. The Load Control Licenses are valid for 2 years
from the date issued). The information should be kept and monitored by
MIDEX Station Managers.
f) A register of all trainings held by MIDEX with the details of the training,
period and staff who attended the training. Ensure all operational MIDEX
station staffs are trained.

g) A distribution list of all required manuals in-station should be made


available to ensure accountability and records of amendments.

i) Readings file containing any local operational updates and a log book duly
signed by staff to be maintained.

j) Ensure a list of emergency telephone numbers is readily available for quick


and easy reference with a record of amendments.

k) Local Emergency Airport Authority response Plan, Bomb Threat


emergency manual (published by IATA/local aviation authorities) etc to be
maintained at the Airport office.

l) Copy of SGHA agreement and any other contracts between MIDEX and
other agencies, to be available at the Station Manager’s office.
m) The flight files to be on hand for inspection and ensure kept on file for 6
months.

m) Regular meetings (minimum of 4 per year) shall be held between MIDEX


Station Manager or appointed delegate and all appointed third party providers
including Ground Handling Agent, Cargo etc. Minutes of the meetings shall
be kept on station file for at least 12 months.

n) All ground accidents and incidents documentation shall be stored for a


minimum of 6 months.

Flight File
In accordance with International Airline Practices and Civil Aviation
Authorities, it is mandatory that all stations of departure maintain a record of
documentation pertaining to each flight. In addition parts of the Flight File
may be required to be held for an extended period by local regularity
authorities. It is therefore imperative that all Handling Agents are instructed to
ensure that a MIDEX Airlines Station File is kept for each flight. Additionally,
Handling Agents shall be reminded that they will be held responsible in the

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event of an eventual problem relating to said file maintenance. Each file shall
henceforth be retained for a period of at least 6 months.

Where MIDEX Airlines appointed Handling Agents are not available i.e.
Stations in Afghanistan, the required paperwork’s are to be carried onboard
the aircraft in the Fire Proof Container on board the aircraft.

Note: The load/trim sheet shall be kept on file for 6 months where multiple versions of any
documents are issued, all editions shall be retained in the flight file Documentation
pertaining to dangerous goods shall be retained for a period of 6 Months

The following documentation is required within the Station File for each flight
and parts can be located within different locations.
 General Declaration (can be kept centrally within SHJ Flight Operations)
 Load Sheet/Trim Sheet
 Loading Instruction Report
 NOTOC which shall be signed (If special loads or dangerous goods are
loaded)
 Copy Cargo Manifest
 Copy AV-7 (Air mail)
 All messages concerning the Flight (e.g. LDM/CPM/MVT/ etc.)
 Fuel Docket ( If Applicable )
 Aircraft Ramp Checklist
 Signed Operational Flight Plan OFP (if required and can be kept centrally
within SHJ Flight Operations)

Manuals Required At Ground Operations Office


a) Ground Operations Manual
b) Ground Operations Bulletin
c) Airline Security Program
d) Local Emergency Response Airport Plan – if available
e) MIDEX Emergency Response Plan (ERP)
f) Current IATA Dangerous Goods Regulations Manual
g) Cargo Services Manual

Aircraft Departure Documentation


The following items are required for all departing aircraft:
 Cargo Manifest
 Spécial Load Documentation (AVI, PER, etc)
 Load Sheet (2 copies)
 NOTOC (if applicable)

Ground Services Weekly Meeting


To ensure operational efficiently, safety and compliance of policies and
procedures, a weekly meeting with DGO, MOCC, MGO and SHJ Station
Manager are required to take place. All Ground Services Weekly Meetings are
minuted for reference and follow up.

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TABLE OF CONTENTS

2 GROUND SERVICES TRAINING PLAN ........................................................ 46


2.1 Ground Services Training Plan MIDEX Staff ........................................................ 46
2.2 MIDEX Ground Operations Training Programme.................................................. 46
2.3 Ground Training Unsuccessful Pass Mark ............................................................. 47
2.4 TRAINING FOR APPOINTED GROUND HANDLING AGENT ........................ 47

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2 GROUND SERVICES TRAINING PLAN


2.1 GROUND SERVICES TRAINING PLAN MIDEX STAFF

Training Syllabus

Ground Procedures
Dangerous Goods

Dangerous Goods

AVSEC Training

AVSEC Training
License Course
Load Control

Management
Ramp Safety
Awareness

Workshop
Induction
General
Cat 10
Cat 6
MIDEX Staff

Manager Ground Operations I/R2 I/R2


Station Managers I/R2 I/R2 I I/R2 I
Duty Manager I/R2 I/R2 I I/R2 I I
Load Master I/R2 I/R2 I I/R2 I I
Ramp Supervisor I/R2 I/R2 I I/R2 I I

I – Initial /
R1 – Every 12 Months
R2 – Every 24 Months
Cat 6 – Category 6 /
Cat 10 – Category 10

Station managers shall ensure staff completes applicable operational


mandatory training prior to commenting their duties.

Manager Ground Operations, the Training Department will produce and


conduct operational training for the MIDEX Ground Operations Staff.

The Station Manager is responsible to ensure all MIDEX airport staff have
either completed training within 12 months of joining or are scheduled to
complete the applicable mandatory training listed with Chapter 2.1.

2.2 MIDEX GROUND OPERATIONS TRAINING PROGRAMME


The Following Courses are constructed and delivered by MIDEX Training
department either in-house or outsourced to approved Training Centers.
 Load Control
 MIDEX Induction
 AVSEC Training Management
 Ground Procedures Workshop
 Dangerous Goods Awareness (Cat 6 & 10 )
 Ramp Safety Awareness

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The load control training records are centrally controlled and maintained by
the Ground Services and by the Training Manager. These records are held for
two years at the Ground Services and will be retained by Training Department
till the staff is working at MIDEX. Any test papers of more than two years
will be removed. All Load Masters / Load Planners shall have experience of
load control and ramp wide body aircraft operations to qualify to attend the
MIDEX load master course. All MIDEX load Master licenses are valid for
two years and remain the property of MIDEX.
Above training courses written for Ground Services staffs are approved by the
Director of Training. The training records are centrally controlled and
maintained by the MIDEX Training Department. In addition, each station
shall keep station staff training records.
Pending criteria of the course the attendees are required to perform a written
test or other means of assessment to test competency as indicated from the
course syllabus.

2.3 GROUND TRAINING UNSUCCESSFUL PASS MARK


Ground Operations Staff that have failed mandatory or recommended training
the following shall apply:
1. Mandatory Training – one retake is permitted pending line manager’s
approval.
2. Recommended Training – discretion of the line manager.
If employee is on probation at the time of failure it is recommended
employment is terminated from employment the line manger shall:
1. Ensure the employee assigned duties in areas where the employee is not
trained for.
2. Nominate further training including re-takes pending assessment.

2.4 TRAINING FOR APPOINTED GROUND HANDLING AGENT


Training for all appointed ground handling agents should be conducted as per
MIDEX requirement by the concerned ground handling agent.

Ground handling agent should ensure that all personnel handling MIDEX
aircrafts complete:
1) Initial Training prior to being assigned to perform operational duties;
2) Recurrent training on a frequency in accordance with the requirements of
the regulatory authority and in accordance with the table above.

All Training records for such personnel are recorded and such records are
retained as per regulatory requirements and should be made available to
MIDEX and GCAA on request.

END OF PART 2

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INTENTIONALLY LEFT BLANK

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TABLE OF CONTENTS

3 GENERAL OPERATIONS ................................................................................ 50


3.1 Operations Control Center (OCC) .......................................................................... 50
3.2 Out Stations ........................................................................................................... 50
3.3 Operational Flight Plan (OFP) ............................................................................... 50
3.3.1 Example Operational Flight Plan (OFP)............................................................. 51
3.3.2 Description and Breakdown of OFP: .................................................................. 54
3.4 Retrieval of operational of Operational Flight Plan ........................................... 59
3.4.1 Delivery of Briefing Package ............................................................................... 60
3.4.2 Operational Flight Plan Changes ........................................................................ 60
3.4.3 Estimate Zero Fuel Weight Tolerance ................................................................ 60
3.4.4 ATS Flight Plan ................................................................................................... 60
3.4.5 GENDEC (General Declaration) ......................................................................... 61
3.5 FLIGHT IRREGULARITIES ................................................................................ 63
3.5.1 Early Departure ................................................................................................... 63
3.5.2 Delay ..................................................................................................................... 63
3.5.3 Minimum Ground Time (MGT) ............................................................................. 64
3.5.4 Re-Routing ........................................................................................................... 64
3.5.5 Delay code ............................................................................................................ 64
3.6 Over Flights Planned Before Departure ............................................................. 68
3.6.1 Over Flights Planned During a Flight ................................................................. 68
3.6.2 Diversion .............................................................................................................. 68

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3 GENERAL OPERATIONS
3.1 OPERATIONS CONTROL CENTER (OCC)
Based in SHJ the OCC coordinates and controls the following:
 Prepares and distributes all Operations Flight Plans (OFP) including filing
with Air Traffic Control (ATC)
 All relevant flight dispatch functions.
 All flight deck roistering.
 Controls flight irregularities including delays.
 Assists all operations/flight dispatch out stations.

3.2 OUT STATIONS


The designated flight dispatch/operations departments tasks and
responsibilities are as follows:
 Produce a pilot briefing package that should contain the following ;
1. A checklist of the following including the flight number.
2. Three copies of OFPs.
3. Captain’s Voyage Report (CVR) for the sector.
4. General Declaration.
5. Significant Wx Charts.
6. Notams.
7. Any relevant slot information.
 Coordinate with service provider and local Ground staff for any
irregularities to the flight.
 Handle messages to and from the flight deck via HF (Stockholm /
AIRINC Radio).

3.3 OPERATIONAL FLIGHT PLAN (OFP)


Before each flight an operational flight plan shall be prepared by dispatchers
or by the flight crew.
All MIDEX OFPs are generated by Jet Planner Flight Planning System. It
contains a worldwide flight planning database. Its currency is maintained
primarily through the use of the Jeppesen NAVDATA each 28day AIRAC
cycle. MIDEX Jet Planner OFP is compliant with CAR OPS 1.1060.
The operational flight plan provides the flight crew with necessary information
to perform the flight. This includes the route, distances, timing, flight levels,
aircraft weights, fuel consumption the adequate information to cope with
emergency situations and minimum flight altitudes.
The operational flight plan shall be checked by the flight crew and approved
by the commander before the departure. Amendments due to flight crew
requirements, ATC clearance or limitations such as aircraft MEL or CDL
items may require the flight plan to be updated by the flight crew. The
operational flight plan will be calculated with updated performance of the
aircraft, ATC cleared route, the weather forecast on the route and the actual
aircraft weights aircraft limitations shall be taken into account and indicated.
For planning reasons (for planning, re-planning and fuel management) the
operational flight plan serves as guidance for completion of the fuel policy,

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calculation of maximum take-off weight and – depending on circumstances –


for communication with ATS, and to cover legal aspects.
An OFP is issued for every MIDEX flight. If required, the commander is
authorized to request a new flight plan. Three copies of OFP are presented at
briefing. The commander shall sign the original copy and return the flight
envelope. A signed copy of the station release must remain at the base station.
All flights require the OFP, which originates from OCC via e-mail or SITA
telex.

Out- Stations:
Ensure a copy of the station release is made available for the operating captain
to sign. The signed station release shall be retained within the applicable flight
file for a minimum of 3 months.
For flights where the departing OFP is onboard the arriving aircraft, a copy is
not required to be retained by the outstation due to a copy will retained by
OCC.

3.3.1 Example Operational Flight Plan (OFP)


Description and Breakdown:

COMPUTED 03101648 FOR ETD 0400Z PROGS 1012 FUEL=KGS


IFR REL MIX611 /11 OOMS/OMSJ IFR ALTN/OMDB A300B A6-MDA M78

ORIG MCT/OOMS MUSCAT INTL N23356 E058169


DEST SHJ/OMSJ SHARJAH INTL N25198 E055310
ALTN DXB/OMDB DUBAI INTL N25150 E055216

FUEL CORR TIME DIST ARRIVE TAKEOFF LAND AV PLD


POA OMSJ 003866 . . . . 00/37 0187 0437Z 126879 123014 034300
ALT OMDB 001403 . . . . 00/14 0041 0452Z
HLD 002265 . . . . 00/30
CONTG 001000 . . . . 00/05 BOW 082714
ADDNL 000000 . . . . 00/00
FUEL REQ 008534 . . . . 01/27
XTR 001332 . . . . 00/18
BALLAST 000000 . . . .
TXI 000500 . . . .
TOT 010366 . . . . 01/44 LANDING FUEL 006000 KGS
TKOFF ALTN ____________

FUEL BURN INCREASE/DECREASE PER 1000 KGS TAKEOFF WEIGHT 0018 KGS

WIND M016 MXSH 3/DAPOK


M78 FL200 003901 00/38 M009

-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT

BLOCK TIMES FLIGHT TIMES FUEL

IN . . . . ON . . . . TAKEOFF . . . .

OUT . . . . OFF . . . . LANDING . . . .

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TOTAL . . . . TOTAL . . . . BURNOFF . . . .

MEL-CDL

WPT MORA MC TC TDV/S TAS ZD ZT TTM EREM SCORE


TO FL MH TH WIND GS TTL ETA ATA AREM TM/FU
--------------------------------------------------------------------
CIRCUIT 0000
--------------------------------------------------------------------
N23356 E058169
OOMS
--------------------------------------------------------------------

N23417 E057554 .. 286 287 ../. ... 021 0005 0005 0088
MIBSI DCT ... ... 287 ... .. .. ... 0021 .... .... .... ../..

--------------------------------------------------------------------

N23564 E057348 .. 307 308 ../. ... 024 0004 0009 0078
TOC T508 ... ... 305 ... .. .. ... 0045 .... .... .... ../..

--------------------------------------------------------------------

N23599 E057300 124 307 308 P10/3 421 006 0001 0010 0077
DAPOK T508 .. 220 305 306 26022 405 0051 .... .... .... ../..

--------------------------------------------------------------------

N24261 E056381 124 297 299 P09/2 420 054 0008 0018 0069
TAPRA T507 .. 220 296 297 26023 403 0105 .... .... .... ../..

--------------------------------------------------------------------

N24384 E056234 77 311 313 P09/3 420 018 0003 0021 0067
TOD M762 .. 220 309 310 25024 408 0123 .... .... .... ../..

--------------------------------------------------------------------
OMAE *FIR*
N24431 E056181 .. 311 313 ../. ... 007 0001 0022 0066
VAXAS M762 ... ... 309 ... .. .. ... 0130 .... .... .... ../..

--------------------------------------------------------------------

N24577 E056067 .. 323 325 ../. ... 018 0003 0025 0065
BUBIN M762 ... ... 321 ... .. .. ... 0148 .... .... .... ../..

--------------------------------------------------------------------
N25198 E055310 .. 303 304 ../. ... 039 0012 0037 0060
OMSJ DCT ... ... 301 ... .. .. ... 0187 .... .... .... ../..

--------------------------------------------------------------------

FIRS OMAE/0422

--------------------------------------------------------------------

ALTERNATE DATA

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ELEV 00059FT WPT TL MC TC TDV/S TAS ZD ZT TTM EREM SCORE


TO FL MH TH WIND GS TTL ETA ATA AREM TM/FU
--------------------------------------------------------------------
N25198 E055310
OMSJ
--------------------------------------------------------------------
N2525.0 E05515.4 50 289 291 0 227 015 0004 0004 0052
TOC .. ... 100 286 18008 230 0015 .... .... .... ../..

--------------------------------------------------------------------
N2520.8 E05527.9 50 289 291 0 138 003 0000 0004 0051
TOD .. ... 100 286 18008 141 0018.... .... .... ../..

--------------------------------------------------------------------
N2527.7 E05507.7 50 289 291 0 140 005 0002 0006 0050
RAGOL .. ... ... 286 18008 143 0023.... .... .... ../..

--------------------------------------------------------------------
N2515.2 E05521.9 50 132 134 0 018 0008 0014 0046
OMDB .. ... ... 286 18010 0041.... .... .... ../..

--------------------------------------------------------------------

WAYPOINT FL390 FL340 FL300 FL240


MIBSI 28/079 M52 27/071 M43 27/050 M38 27/028 M24
DAPOK 28/081 M53 27/071 M43 27/050 M38 27/028 M24
TAPRA 28/085 M53 27/073 M44 27/049 M38 26/028 M25
VAXAS 28/088 M53 27/075 M44 27/049 M39 26/028 M25
BUBIN 27/090 M53 27/076 M44 27/049 M39 26/029 M25
OMSJ 27/093 M53 27/077 M45 27/049 M39 25/030 M25

AIRCRAFT COPY OF RELEASE

FLIGHT RELEASE AMENDMENT LOG

NUMBER TIME FF INIT PILOT INIT


_________ _________ _________ ________________________
_________ _________ _________ ________________________
_________ _________ _________ ________________________

MIX611
ETD 11/0400
OOMS TO OMSJ ALTN: OMDB 2ND ALTN:
T/O ALTN: NIL A300B A6-MDA M78
IFR

(FPL-MIX611-IS
-A30B/H-SDHGRWY/S
-OOMS0400
-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT
-OMSJ0037 OMDB
-EET/OMAE0022
REG/A6-MDA SEL/DFBG OPR/MIDEX AIRLINES DOF/110311

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-E/0144 P/9 R/V S/MDJ J/LF D/2 12 C YELLOW


A/WHITE
C/PETER LYNCH M235)

FLIGHT FOLLOWER: SIDDHARTHA M340


FUEL REQ 009866 KGS (021750LBS)
RELEASE VALID TIL 11/1000

CAPT PETER LYNCH M235


FO ABDUL SOUBRA M182
FE FELIX CANTU M099

REMARKS: ............................................................

....................................................................

....................................................................

ACMS ____________ S/O/B ___________

CAPT SIGNATURE: ___________________________________ TIME SIGNED_______

PLAN 8482END OF JEPPESEN DATAPLAN


REQUEST NO. 8482

3.3.2 Description and Breakdown of OFP:

COMPUTED 03101648 FOR ETD 0400Z PROGS 1012 FUEL=KGS


IFR REL MIX611 /11 OOMS/OMSJ IFR ALTN/OMDB A300B A6-MDA M78

ORIG MCT/OOMS MUSCAT INTL N23356 E058169


DEST SHJ/OMSJ SHARJAH INTL N25198 E055310
ALTN DXB/OMDB DUBAI INTL N25150 E055216

Example General Description


COMPUTED 03101648 Flight Plan Computed at mm:dd:HH:MM UTC
ETD 0400Z Estimated Time Of Departure HH:MM UTC
PROGS 1012 The weather progs were as of dd:HH UTC
FUEL=KGS Fuel weights in Kilograms
IFR REL MIX611/11
Flight rules + released for + Airline’s ICAO code +
flight number/+dd UTC
ICAO code for departure station/ICAO code for
OOMS/OMSJ IFR
ALTN/OMDB destination station + flight rules/ICAO code for alternate
station.
A300B Aircraft type
A6-MDA Aircraft registration
M78 Planed cruise speed schedule
ORIG MCT/OOMS
MUSCAT INTL
Origin station IATA code/ICAO code + Airport name +
N23356 E058169 coordinates
DEST SHJ/OMSJ Destination station IATA code/ICAO code + Airport
SHARJAH INTL name + coordinates
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N25198 E055310
ALTN DXB/OMDB Alternate station IATA code/ICAO code + Airport name
DUBAI INTL
+ coordinates
N25150 E055216

FUEL CORR TIME DIST ARRIVE TAKEOFF LAND AV PLD


POA OMSJ 003866 . . . . 00/37 0187 0437Z 126879 123014 034300
ALT OMDB 001403 . . . . 00/14 0041 0452Z
HLD 002265 . . . . 00/30
CONTG 001000 . . . . 00/05 BOW 082714
ADDNL 000000 . . . . 00/00
FUEL REQ 008534 . . . . 01/27
XTR 001332 . . . . 00/18
BALLAST 000000 . . . .
TXI 000500 . . . .
TOT 010366 . . . . 01/44 LANDING FUEL 006000 KGS
TKOFF ALTN ____________

FUEL BURN INCREASE/DECREASE PER 1000 KGS TAKEOFF WEIGHT 0018 KGS

Example General Description


FUEL Fuel required for each element of the flight.
CORR
A blank column for the crew to insert the corrected
amounts (If required).
TIME
The flight time that the fuel in each element that of the
flight plan provides.
DIST The distance to destination and alternate.
ARRIVE
Estimated Arrival time at destination and alternate in
UTC.
TAKEOFF Estimated takeoff gross weight.
LAND Estimated landing gross weight.
AV PLD Estimated payload.
POA OMSJ Point of arrival + ICAO code of destination.
ALT OMDB Alternate + ICAO code of alternate destination.
HLD Holding
CONTG Contingency
ADDNL Additional fuel (if any)
FUEL REQ Required fuel for the flight.
XTR Extra fuel (if any)
BALLAST Ballast fuel (if any)
TXI Taxi fuel
TOT Ramp fuel.
BOW Basic operating weight.
LANDING FUEL Landing fuel at destination.
TKOFF ALTN Takeoff alternate + ICAO code (if required)
FUEL BURN Change in fuel burn per 1000kgs takeoff weight change.
INCREASE/DECREASE
PER 1000 KGS
TAKEOFF WEIGHT
0018 KGS
WIND M016 MXSH 3/DAPOK
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M78 FL200 003901 00/38 M009

-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT

BLOCK TIMES FLIGHT TIMES FUEL

IN . . . . ON . . . . TAKEOFF . . . .

OUT . . . . OFF . . . . LANDING . . . .

TOTAL . . . . TOTAL . . . . BURNOFF . . . .

MEL-CDL

Example General Description


WIND M016 Average wind component
MXSH 3/DAPOK Maximum vertical wind shear value with location.
M78 FL200 003901 Cruise speed schedule , flight times, fuel burn and
00/38 M009 average wind component at alternate flight level
N0421F220 DCT
MIBSI T508 DAPOK
T507 TAPRA M762 Planed destination route.
BUBIN DCT
BLOCK TIMES The captain will ensure that the entries are made in the
IN . . .
OUT . . . blanks provided in terms of HH:MM (IN/OUT times in
TOTAL . . . UTC).
FLIGHT TIMES The captain will ensure that the entries are made in the
ON . . .
OFF . . . blanks provided in terms of HH:MM (IN/OUT times in
TOTAL . . . UTC).
FUEL

TAKEOFF . . .
The captain will ensure that the entries are made in the
LANDING . . . blanks provided in kilograms.
BURNOFF . . .
MEL-CDL MEL/CDL items description (if any)

WPT MORA MC TC TDV/S TAS ZD ZT TTM EREM SCORE


TO FL MH TH WIND GS TTL ETA ATA AREM TM/FU
--------------------------------------------------------------------
CIRCUIT 0000
--------------------------------------------------------------------
N23356 E058169
OOMS
--------------------------------------------------------------------

N23417 E057554 .. 286 287 ../. ... 021 0005 0005 0088
MIBSI DCT ... ... 287 ... .. .. ... 0021 .... .... .... ../..

--------------------------------------------------------------------
FIRS OMAE/0422
--------------------------------------------------------------------
WAYPOINT FL390 FL340 FL300 FL240
MIBSI 28/079 M52 27/071 M43 27/050 M38 27/028 M24

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DAPOK 28/081 M53 27/071 M43 27/050 M38 27/028 M24


TAPRA 28/085 M53 27/073 M44 27/049 M38 26/028 M25
VAXAS 28/088 M53 27/075 M44 27/049 M39 26/028 M25
BUBIN 27/090 M53 27/076 M44 27/049 M39 26/029 M25
OMSJ 27/093 M53 27/077 M45 27/049 M39 25/030 M25

Example General Description


Way point identification including coordinates(latitudes
WPT
TO and longitudes) with information of FIR, top of climb
(TOC) and top of decent (TOD) where applicable.
MORA Minimum off route altitude
FL Flight level
MC Magnetic course
MH Magnetic Heading
TC True course
TH True heading
TDV/S ISA deviation/wind component
WIND Wind velocity
TAS True air speed
GS Ground speed
ZD Zone distance
TTL Total distance
ZT Zone time
ETA Estimated time of arrival
TTM Total time
ATA Actual time of arrival
EREM Estimated remaining fuel
AREM Actual remaining fuel
SCORE Time and fuel scoring
TM/FU

FIRS OMAE/0422 FIR ICAO code + estimated elapsed time


WAYPOINT Estimated winds and wind component at higher flight
FL390
levels
FL340
FL300
FL240

AIRCRAFT COPY OF RELEASE

FLIGHT RELEASE AMENDMENT LOG

NUMBER TIME FF INIT PILOT INIT


_________ _________ _________ ________________________
_________ _________ _________ ________________________
_________ _________ _________ ________________________

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Example General Description


FLIGHT RELEASE Flight amendment log is used to track changes to the
AMENDMENT LOG flight release.
NUMBER Amendment number
TIME Amendment time in UTC
FF INIT Flight follower/flight dispatcher initials
PILOT INIT PIC initials

MIX611
ETD 11/0400
OOMS TO OMSJ ALTN:OMDB 2ND ALTN:
T/O ALTN: NIL A300B A6-MDA M78
IFR

Example General Description


MIX611
ICAO airline indicator + flight number
ETD 11/0400
Estimated time of departure + DD/hh:mm in UTC
OOMS TO OMSJ Sector in ICAO code
ALTN:OMDB ICAO code for alternate
2ND ALTN: ICAO for second alternate (if planed)
T/O ALTN: NIL ICAO code for a take off alternate (if planed)
A300B Aircraft type
A6-MDA Aircraft registration
M78
Planed cruise speed schedule.
IFR
Flight rules

(FPL-MIX611-IS
-A30B/H-SDHGRWY/S
-OOMS0400
-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT
-OMSJ0037 OMDB
-EET/OMAE0022
REG/A6-MDA SEL/DFBG OPR/MIDEX AIRLINES DOF/110311
-E/0144 P/9 R/V S/MDJ J/LF D/2 12 C YELLOW
A/WHITE
C/PETER LYNCH M235)

FLIGHT FOLLOWER: SIDDHARTHA M340


FUEL REQ 009866 KGS (021750LBS)
RELEASE VALID TIL 11/1000

CAPT PETER LYNCH M235


FO ABDUL SOUBRA M182
FE FELIX CANTU M099

REMARKS:............................................................
....................................................................
....................................................................

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ACMS ____________ S/O/B ___________

CAPT SIGNATURE:___________________________________ TIME SIGNED_______

PLAN 8482END OF JEPPESEN DATAPLAN


REQUEST NO. 8482

Example General Description


(FPL- …… -) ATS flight plan
FLIGHT FOLLOWER:
SIDDHARTHA M340 Flight follower/flight dispatcher
FUEL REQ 009866
KGS (021750LBS) Fuel required in KGS and POUNDS
RELEASE VALID TIL
11/1000 Flight release validity DD/hh:mm in UTC
CAPT PETER LYNCH
M235

FO ABDUL SOUBRA
M182 Operating crew (captain, first officer, flight engineer)

FE FELIX CANTU
M099
REMARKS: Addition info (if any)
ACMS Additional crew member on bored
S/O/B Souls on board
CAPT SIGNATURE
TIME SIGNED Captain and signature and time in UTC
PLAN 8482END OF
JEPPESEN DATAPLAN
Flight release reference number for flight planning
REQUEST NO. 8482 system

3.4 Retrieval of operational of Operational Flight Plan


Below steps must be followed to obtain flight plans, weather (Graphical &
Textual) and NOTAMs for all MIDEX flights. A full description has been
added under:

 The full briefing package includes the following:


1. OFP (3 copies)
2. Departure, arrival, alternate and en-route textual weather (1 copy)
3. Departure, arrival, alternate and en-route NOTAMs (1 copy)
4. Graphical weather (1 copy)
5. ATS Flight Plan (1 copy for Outstation flights)
 The briefing can be retrieved by logging into https://www.jetplan.com (OFP
can also be retrieved/released from Jet planner Software installed on OCC
computers)
1. Username/Password is generic for OCC.
 All Outstations, where the crews are on a layover, must be provided with the
entire briefing package for collection by the crew.

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 Should additional graphical and/or textual weather or NOTAMs be required


these can be retrieved from the website.
 ATS flight plans can be filed directly by logging into Jet Plan website or Jet
Planner software installed on OCC systems.

3.4.1 Delivery of Briefing Package


Under no circumstances it is allowed to separate a flight plan and staple parts
of it or copy parts of it. If, for example, a flight plan consists of 5 pages then
the crew must receive 3 sets of copies each containing 5 pages stapled
together.

3.4.2 Operational Flight Plan Changes


Flight plan should be released latest 4 hours prior to departure to make sure
that flight crews are able to view them in time. In any case if the EZFW is not
available 4 hours prior to departure an average ZFW is taken to run a flight
plan. Again it is the client’s responsibility to ensure that MIDEX flight
dispatch receives an accurate EZFW in time.
ZFW changes must be communicated to MIDEX flight dispatch. If a new
flight plan becomes necessary, the dispatcher will release the new version. For
out station if the crew has not already reported the handling agent will be
responsible to print the new flight plan and destroy the old one.
Operational changes to the flight plan such as the change of an alternate or a
route change will be communicated to the station. For out station if the crew
has not already reported the handling agent will be responsible to print the
new flight plan and destroy the old one.
MIDEX flight dispatch will be responsible to inform the handling agent if a
revised operational flight plan has been published. This will be done by SITA
or e-mail and needs to be acknowledged by the station.

3.4.3 Estimate Zero Fuel Weight Tolerance


B747-200F & A30B
For change in ZFW of more than 5000Kgs flight dispatch will produce a new
OFP and provide it to the crew.
For accuracy a new flight plan will be provided if requested by the crew but a
change in ZFW smaller than above amount should not result in additional
delay to the departure and consideration should be taken as to whether the
aircraft has already been fuelled.

3.4.4 ATS Flight Plan


Flights are operated on an Instrument Flight Rules (IFR). For safety reasons,
the ATS shall be informed of the expected operation before each flight.
Filling and Filing ATS FPL
The procedure to fill an ATS FPL as defined in Part II item 8 and in Annex of
ICAO PAN-RAC (DOC4444) is indicated in OM Part C Jeppesen Route
Manual: “AIR TRAFFIC CONTROL” chapter.
The ATS FPL shall be filed 1 hour before the expected takeoff time, unless
national regulation state otherwise.

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When a flight is subject to flow control measures, a time slot should be


requested early enough as defined in OM Part C Jeppesen Route Manual “AIR
TRFFIC CONTROL” chapter “State rules and procedures” – “Air traffic flow
management”.
The dispatcher on duty is responsible for filing the ATS FPL, obtaining
ATFM departure slot is applicable, and shall ensure that the OFP handed over
to the crew will entirely match the ATS FPL filed.
For outstation a copy of the ATS FPL with any modifications to the filed FPL
will be given to the commander, but crew may assume that the FPL copy
produced by the OFP is consistent with the FPL filed.
In case a filing, re-filing or change of an FPL is deemed necessary by the
commander he may do so, but thereby takes over responsibility for
consistency of FPL and OFP.

3.4.5 GENDEC (General Declaration)


The General Declaration is the basic documentation used for inward and
outward clearance of aircraft by Border Control Authorities at airports. The
General Declaration can be handwritten or computer based format.

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Example of a General Declaration:

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3.5 FLIGHT IRREGULARITIES


The following procedure is intended to improve communication between the
two key stakeholders that drive On-Time Performance (OTP) – the
Commander and Dispatcher – and to improve delay code allocation and
timing.
 Crew to report in OCC for the flight.
 Dispatcher to maintain regular contact with the Flight Crew leading up to
the time of departure as per current procedure (eg. Duel docket, load
sheet, etc.)
 The crew will inform Dispatcher regarding the Delay at the time of
departure.

3.5.1 Early Departure


A flight departs early, when it departs before time.
The commander and OCC / Dispatcher shall agree on early departure, but all
relevant limits should be observed, for example night flying restrictions
(curfews) or slots/runway closures at following transit stations and at the final
destination.
Warzone / conflict areas the commander is authorized to depart as soon as
possible after Upload or Download of cargo.

3.5.2 Delay
A flight is delayed, when it departs after the scheduled time of departure
(STD).
All flights should follow the schedule published in:
 Flight Schedule
 Revised Flight Schedule
Any known delay or request or request for a delay should be communicated to
the OCC for approval.
Under no circumstances are the flights to be intentionally delayed without
approval from OCC.
A delay may be planned in advance by OCC for one of the following reasons:
 Weather
 To ensure cargo load uplift.
 To take AOG spare parts on board for an aircraft grounded because of
technical reasons.
As soon as a delay is foreseen, immediately inform the commander.
If the departure delays for more than 30 minutes are known well in advance,
and the crew members are staying at the crew hotel:
 Inform the crew as early as possible.
 Delay the pick-up from the hotel accordingly whenever possible. This is
to avoid exceeding the maximum duty time off the crew.
 Record delays in the delay message and in the departure message.

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3.5.3 MINIMUM GROUND TIME (MGT)


In the event of a late positioning aircraft, in order to assist with better planning
of delayed flights and to ensure delay recovery, the following Minimum
Ground Time (MGT) procedure shall be applied.

A/C Type of Operations Minimum Ground Time


B747-200F Loading and Offloading 4 Hours
A300B4 Loading or Offloading only 2 Hours
A30B Loading and Offloading 3 Hours
A30B Loading or Offloading only 1.5 Hours
B747-200F & A30B Tech-stop (Re-fuelling Only) 1 Hour

The above times have been agreed by all the stake holders involved within the
aircraft turnaround process i.e. Flight Operations, Catering, Ground Services
and MCC.
The MGT takes into account of all operational requirements, activities
including safety.

3.5.4 Re-Routing
Reserved

3.5.5 Delay code


The following codes shall be used whenever a delay occurs:

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3.6 Over Flights Planned Before Departure

The Operation Control Centre is responsible for the permission for over flights
and scheduled stops.
An over flight of a scheduled stop may be decided on before the departure of
the aircraft, if:
 Landing is not possible, for example because of weather or operational
reasons, disasters or strikes.
 No revenue or cargo load to or from the next station are expected.
 Landing is not advisable, for example because of political riots.
 Delays shall be reduced.

3.6.1 Over Flights Planned During a Flight


During flight, the Captain decides about an over flight of a scheduled stop.
Whenever possible, he follows the recommendation given by the OCC.
The OCC is responsible to inform all stations and departments concerned, if
the captain decides on an over flight.
An over flight of a schedule stop maybe decided during flight, if:
 Landing is not possible, for example because of weather, operations
reasons, disasters or strikes.
 Technical defects occur during flights, which either cannot be repaired at
the next schedule stop or only can be repaired with excessive delay, so that
it’s better to land at a station with better maintenance facility.
 Landing is not advised, for example because of political riots.
If the defects are detected during flight, the captain informs the OCC. The
OCC checks the case and informs the captain, if another station has better
maintenance facilities.

3.6.2 Diversion
A diversion is flight diverting to another than its next planned destination
because of unforeseen reasons, such as:
 Technical defects
 Bad weather at the schedule destination
 Sudden political riots
 Medical assistance requirement
 Operational reasons at the scheduled destination that makes a landing
impossible or very unlikely.

END OF PART 3

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TABLE OF CONTENTS

4 LOAD CONTROL .............................................................................................. 70


4.1 Estimate Zero Fuel Weight (EZFW) Process ......................................................... 70
4.2 Loading Instruction Report (L.I.R) Process ............................................................ 70
4.3 Load Sheet Process ................................................................................................ 71
4.4 Tasks of the Load Planning Department ................................................................ 72
4.5 Tasks of the Loadmaster ........................................................................................ 73
4.6 Tasks of the Ramp Staff......................................................................................... 73
4.7 MIDEX Load master License ................................................................................ 74
4.8 TERMINOLOGY .................................................................................................. 75
4.9 LOAD CONTROL DOCUMENTATION .............................................................. 79
4.9.1 Load sheet ............................................................................................................. 79
4.9.2 Accuracy ............................................................................................................... 79
4.9.3 Errors .................................................................................................................... 79
4.9.4 Number of Load and Trim sheet Copies ................................................................. 79
4.10 Manual Load Control............................................................................................. 79
4.10.1 Manual Load Sheet ................................................................................................ 79
4.10.2 Description of Example Manual load ..................................................................... 80
4.11 Manual Trim sheet ................................................................................................. 84
4.12 Loading Instruction Report (LIR) ......................................................................... 85
4.12.1 Description of LIR ................................................................................................. 87
4.13 ULD/Bulk Load Weight Statement ........................................................................ 92
4.14 Fuel Docket ........................................................................................................... 93
4.15 LMC ...................................................................................................................... 93
4.15.1 LMC Tolerances .................................................................................................... 93
4.16 LOAD PLANNING ............................................................................................... 94
4.16.1 Estimate Zero Fuel Weight (EZFW)....................................................................... 94
4.16.2 Estimate Zero Fuel Weight Tolerances ................................................................... 94
4.16.2 Pallet Tags ............................................................................................................. 95

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4 LOAD CONTROL
4.1 ESTIMATE ZERO FUEL WEIGHT (EZFW) PROCESS

CARGO
FIGURES

PALLETS MAIL
TARE FIGURES
WEIGHT

EZFW
PERFORMED
BY
LOAD PLANNER

DRY FKT
OPERATING Flight Kit
WEIGHT

EZFW message sent to


mdxdispatch@midexair.ae
and
AANOPMG

4.2 LOADING INSTRUCTION REPORT (L.I.R) PROCESS

Pallet Allocation
Cargo Final Figures
Gross weight
Final Destination

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Mail Final Figures

Loading Instruction
Report
(L.I.R)

Perform DG Incompatibility Check

Confirm CG Planned Limits and


Maximum Weights are within limits

Issue L.I.R to Loadmaster


and Ramp Allocators

Loadmaster and Ramp Allocators load the aircraft as per


L.I.R and mark any changes and ensure all items have been
secured including DG before signing the L.I.R

No Cargo/Mail offloaded? Yes

Loadmaster and Ramp Allocators advise Load Planner


immediately and expect further
changes to the L.I.R

Loadmaster/Ramp Staff sign L.I.R


and pass onto Load Planner before
the
Load sheet has been offered to the
Captain
for signing

4.3 LOAD SHEET PROCESS

Takeoff Fuel Fuel Docket


Crew Count

Aircraft
Trip Fuel
Registration
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Taxi Fuel Planning


MALTOW
Load sheet

Cargo FKT

Pallet Tare Finalize Final


Weight Load sheet Cargo/Mail
Figures
(including
DG)
issued via
ULD/Bulk
Ensure CG and Statement
Weight are within
specified Limits Final Cargo
Figures

Completed
Load/trim sheet

No LMC's Yes

Offer completed Perform LMC and


Load sheet to verify no limits
Commander exceeded and
At no later than under load
minus 15mins
STD

4.4 TASKS OF THE LOAD PLANNING DEPARTMENT


Load Planner arranges the preparation of all the following documentation and
duties for each flight:
 Assign each flight to the responsible Loadmasters.
 Orders the required number of Pallets.
 Transmit an Estimate Zero Fuel Weight (EZFW) to Operations Control
Centre (OCC) at the required time before STD.
 Prepares the Loading Instruction Report for the Loadmaster and the Ramp
Allocator.

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 Ensures if required a NOTOC is produced from cargo for Dangerous


Goods or prepares the NOTOC if special loads are to be loaded.
 Generate the required telexes and mails as soon as possible after the flight
has departed.
 Ensure Dangerous Goods are segregated from other applicable dangerous
goods.

4.5 TASKS OF THE LOADMASTER


The Loadmasters responsibilities are as follows:
 Arranges the preparation of all the following documentation and duties
for each flight.
 Coordinates, controls all weight and balance associated with the flight.
 Issues the Load Instruction Report, when released coordinate any further
changes or new versions with the Ramp Allocators.
 Ensures the NOTOC presented to the commander has been fully
completed, all loading position specified and signoff by all required
personnel prior to the commander’s signature.
 Ensures the NOTOC has been signed by the Commander.
 Releases the Load/Trim sheet within safe limits.
 Checking of all information on the load sheet including:

1. Flight Number
2. Date
3. Aircraft Registration
4. Maximum or Performance Restricted Weights
5. Dry Operating Weight & Index in accordance with current Dry
Operating Weight & Index charts
6. Service Weight & Index Adjustments
7. Crew Version / Additional ACM
8. Weight/Distribution of cargo, Mail & other load
9. Fuel Figures
10. Inclusion of NOTOC-YES or NO indicator as applicable

 Including Load master name and MIDEX ID number on load sheet


 Enter any Last Minute Changes (LMC) on load sheet
 Ensures the Commander signs the Load sheet.
 Check the catering, cabin cleaning; fuelling, toilet and water servicing
have attended the aircraft.
 Ensure all locks are raised where possible within the compartments.
 Ensure all compartment nets are locked and secured.
 Report any damage found on/within the aircraft.
 Shall have a current MIDEX Load master License.

4.6 TASKS OF THE RAMP STAFF


The Ramp Staffs responsibilities are as follows:

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 Shall be required to attend, supervise arrival and departure ramp airside


operation at aircraft side.
 Ensure all load for the station is offloaded and all joining load is
distributed.
 Secured all cargo, mail, ULD’s and E.I.C as per the Loading Instruction
Report.
 Ensure all locks are raised where possible within the compartments.
 Ensure all compartment nets are locked and secured.
 Report any damage found on/within the aircraft.
 Clarify all deviations between loading via the LIR including Dangerous
Goods and the Load/Trim sheet (e.g. LMC-changes) with the load planner
prior to load sheet issuance.
 Ensure the loading in completed at minus 15 minutes before departure.
 Sign off completed LIR including any deviations before departure.
 Ensure all compartments doors are closed in the event of an aircraft
unattended.

4.7 MIDEX LOAD MASTER LICENSE


Please note the following:

 For flights involving our aircraft the load masters Surname name and
MIDEX ID shall be entered on the load sheet in the following format: e.g.
A. MOHAMMED / M999
 License shall be available at departure for pilot inspection.
 Each license is valid up to a maximum of 2 years.
 The license should be renewed prior to the expiry date.
 The license remains the property of MIDEX Airlines and shall be
surrendered if:
1) The holder leaves current employment
2) At the request of the airline
 Copy of the load control licensing status shall be kept on station file, the
Station Manager shall ensure the licenses are current and advise Manager
Ground Operations two months prior to any license expiring.
 Each licensed Load Controller shall perform one manual Loading
Instruction Report (LIR) and Load/Trim sheet every three months for
one of the aircraft types upon which he/she is licensed. A record of this
including the LIR & Load/Trim sheet shall be kept on station for a
minimum of two years for inspection.

Initial Requirements
The requirements for obtaining a MIDEX Airlines load control license are as
follows for a candidate:

 Have received a basic load planner course and be fully aware of the key
principles and terminology of load control
 Have received dangerous goods training according to IATA DGR Table
1.5A and a record of current certification be held by employer

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 Attend an advanced load planner course performed by an MIDEX


Airlines Instructor or person authorized to perform such training locally
on behalf of MIDEX Airlines
 Pass a manual load control examination for each aircraft type upon which
he/she is to be licensed and attain a min pass mark of 80%, second time
min pass mark 90%. No examination can be taken more than twice for the
same aircraft type without further training on the respective type

Renewal Requirements
The requirements for extending the validity of a MIDEX Airlines load control
license after the initial two year validity period are as follows:

 The candidate shall pass a multiple choice load planner examination


covering the aircraft types upon which they have already been licensed;
 For each aircraft type upon which the candidate has not previously been
licensed, a manual load control examination shall be taken including an
Estimated Zero Fuel Weight (EZFW), Loading Instruction Report (LIR),
Load sheet, Trim sheet and Last Minute Changes (LMCs), provided the
candidate has received training on the respective type(s) from an MIDEX
Airlines Instructor or person authorized to perform such training locally
on behalf of MIDEX Airlines.
 The minimum pass mark for recurrent load planner examinations are the
same as those for obtaining the initial load planner license.
 In the event of unforeseen circumstances, Ground Services Quality &
Performance Support may extend the validity of an expired Load Planner
months from the date of expiry, provided the license is not already subject
to an extension and provided the staff member in question has not failed a
load planner exam between the license being issued and the extension
being granted. In case of license extension, a Load Planner License
Extension Letter shall be issued by Ground operations manager. A copy
of the Load Control Extension Letter shall be carried by the Load Planner
along with the expired Load Planner License as proof of extended
validity. The Load Planner License Extension Letter may serve as an
extension for single or multiple licenses. Each individual Load Planner
for whom the Load Planner License Extension Letter is valid shall carry a
copy of the letter at all times while performing load planner duties for
MIDEX Airlines.

4.8 TERMINOLOGY

Note: In accordance with ICAO Annex 5 and the International System of


Units (SI), the actual and limiting masses of airplanes, the payload and its
constituent elements, the fuel load etc, are expressed in CAR-OPS 1 in units of
mass (kg). However, in most approved flight manuals and other operational
documentation, these quantities are published as weights in accordance with
the common language. In the SI system a weight is a force rather than a mass.
Since the use of terms weight does not cause any problem in the day to day
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handling of airplanes, its continued use in operational applications and


publications is acceptable.

Manufacturer’s Empty Weight (MEW):


The weight of the structure, power plant, systems, furnishings and other items
of equipment that are considered an integral part of the aircraft. It is essentially
a “dry” weight, including only those fluids contained in closed systems (e.g.
hydraulic fluid). The weight of all operators’ items is excluded.

Operator’s Items:
These items include the following:
-Unusable fuel Oil for engines, IDG and APU
-Water for galleys and toilets Chemical fluids for waste tanks
-Aircraft documents and tools kits Passenger seats and life vests
-Emergency equipment - Galley structure and fixed equipment

Basic Weight (BW):


The Manufacturer’s Empty Weight plus operator’s items.

Dry Operating Weight (DOW):


The total weight of an aircraft ready for a specific type of operation excluding
all usable fuel and traffic load. It equals the Basic Weight plus catering items
cabin crew and their baggage.

Operating Weight:
The weight obtained by adding the Dry Operating Weight and Take off Fuel.

Zero Fuel Weight (ZFW):


The weight obtained by addition of the Dry Operating Weight and the Total
Traffic Load.

Take Off Weight (TOW):


The weight at take off at the departure airport. It is equal to the Landing
Weight at destination plus the Trip Fuel (fuel needed for the trip), or to the
Zero Fuel Weight plus the Take off Fuel (fuel needed at brake release point
including reserves).

Landing Weight (LDW):


The weight at landing at the destination airport. It is equal to the Zero Fuel
Weight plus the fuel reserves or to the Takeoff Weight minus the Trip Fuel.

Maximum Zero Fuel Weight (MZFW):


The maximum zero fuel weight certified as referenced in the AFM, this is to
prevent undue stress on the aircraft wing routes to the fuselage.

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Maximum Takeoff Weight (MTOW):


The Maximum Takeoff Weight certified as referenced in the AFM.

Regulatory Take Off Weight (RTOW):


The Regulatory Takeoff Weight (RTOW) is the performance limited takeoff
weight which is calculated by the flight deck crew

Maximum Allowable Take Off Weight (MALTOW):


The Maximum Allowable Takeoff Weight is the lower of RTOW and MTOW
certified.

Maximum Landing Weight (MLDW):


The Maximum Landing Weight certified as referenced in the AFM which
must not be exceeded at the time of the expected landing.

Regulated Landing Weight (RLDW):


The Regulated Landing Weight is the lower of the:
 Maximum Landing Weight certified
 Performance limited Landing Weight which is calculated by the flight
deck crew.

Traffic load:
The weight of the payload including cargo loads and ACM

Allowed Traffic Load:


The available weight capacity for a specific flight sector and can be obtained
by subtracting the Operating Weight from the Maximum Allowed Weight for
Take-off.

Under load:
The maximum possible weight for any additional load after completion of the
load sheet and can be obtained by subtracting the Total Traffic Load from the
Allowed Traffic Load. Any additional LMC weight shall never exceed the
under load before LMC.

Ramp Fuel / Block Fuel (FIT):


The total amount of fuel onboard prior to engine start up.

Take-off Fuel (TOF):


Weight of the fuel planned onboard at take-off.

Trip Fuel (TIF):


Weight of the fuel necessary to cover the normal flight sector without
reserves.

Taxi Fuel (STF):


Fuel expected to be used prior to take-off, including engine start, taxi and
APU consumption. For simplification, a standard quantity of fuel

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(conservative value) will be calculated for computer plans as given in table


below. Quantities may be adjusted according commanders’ discretion.

Maximum Ramp Weight shall not be exceeded.


Fuel expected to be used prior to take-off, including engine start, taxi and
APU consumption.

Aircraft Standard Aircraft Standard


Taxi Fuel Taxi Fuel
A300 / B4 500 kg B747 / 200 1000 kg

Centre of Gravity
A point at which the forces of gravity are expected to take place on the
aircraft. The closer the CG to the Centre of pressure (CP or wing lift) the
greater the fuel saving as the tail trim requirement is reduced.

Ideal Trim
In interests of fuel economy the load in the cabin and compartments shall,

where possible, be distributed in such a way that the Loading Index at Zero
Fuel Weight (LIZFW) be aft of the ideal trim limit.

4.9 LOAD CONTROL DOCUMENTATION

4.9.1 Load sheet


Aircraft weight and centre of gravity are calculated using a MIDEX Airlines
manual Load and Trim sheet or a computerized Load and Trim Sheet. In
accordance with regulations, operational limits are to be derived by applying
appropriate curtailments (margins) to the certified limits. Curtailments are
used to prevent the airplane’s weight and centre of gravity from exceeding the

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structural weight and centre of gravity limits. These curtailments account for
variations in the airplane balance condition due to the following:
 Inaccuracy on initial data (DOW & DOI)
 Gear and Flap movement
 In-flight crew movement
 Potable water movement
 Fuel density variations
 Cargo location variation

If deemed necessary, the Captain has full authority to modify the aircraft
loading such as cargo compartments loading and distribution.
A load sheet shall be prepared for every departure of a MIDEX Airlines
aircraft. The load sheet contains a record of weights and numbers essential to
flight safety and efficient ground handling. Prior to every flight a pre-trim
should be completed to confirm the planned C of G. The actual load sheet
should be completed and presented to the captain at no later than minus 15
minutes STD.

4.9.2 Accuracy
A quote from the Air Navigation Order: “A person shall not knowingly make
in a load sheet any entry which is incorrect in any material particular or any
material omission from such a load sheet.”
A load sheet is a requirement of the GCAA as well as MIDEX Airlines. The load
sheet shall be completed using a pen and staffs are required to check their work
including the relevant cross checks.

4.9.3 Errors
If an error is discovered on a load sheet, the captain shall be advised to any of
the following irregularities is revealed:
 Maximum authorized take-off weight for the aircraft is exceeded
 Maximum authorized zero fuel weight for the aircraft is exceeded
 Maximum authorized landing weight for the aircraft is exceeded
 Maximum weight in any hold, compartment, area or bay is exceeded
 Any of the balance limits are exceeded
 If any errors are above 450 kg or more regardless to the above limits

4.9.4 Number of Load and Trim sheet Copies


Original, plus two copies.
Original – to Captain
Copy 1 – Load master and
Copy 2 – Station

4.10 MANUAL LOAD CONTROL

4.10.1 Manual Load Sheet


Example: Manual Load Sheet

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4.10.2 DESCRIPTION OF EXAMPLE MANUAL LOAD

AREA 1 – FLIGHT INFORMATION

1. Z-DATE: Record the three groups of two digits each representing the UTC date
by day / month / year that the flight actually departs.

2. FLT NO: Record the flight number from the flight plan.

3. ORIG: Record the airports three (03/IATA) letter code designating the airport of
departure.
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4. DEST: Record the airport three (03/IATA) letter code designating the next
intended point of landing.

5. ACFT REG: Circle and record the complete aircraft registration number.

6. CREW NO: Record the number in the flight crew (including observers and
check airman)

7. ACM/SPN NO: Record the number of persons aboard other than those shown as
crew .Enter “0” if none boarded.

AREA 2 – FLIGHT PERFORMANCE


NOTE
This Area, Flight Performance, is to be completed by the Flight Crew

1. RWY TEMP: Record the runway temperature (“C”) taken from the latest
weather sequence or ATIS for use in the takeoff weight computation.

2. WIND (D/V): Record the wind direction and velocity obtained from latest
weather sequence or ATIS.

3. ALTIMETER: Record the altimeter setting taken from latest weather sequence
or ATIS.

4. FUEL DENSITY: Record the station fuel density.

5. T/O FLAP: Record the takeoff flap setting planned for takeoff and used in
takeoff weight computation.

6. RWY: Record the runway number planned for takeoff and used in takeoff weight
computation.

7. ACTUAL TOGW: Record the actual “TOGW” from “TOGW” on the Weight
and Balance form.

8. FUEL BURN OFF: Record the estimated total weight of fuel to be burned
during the flight.

9. ESTIMATED LAND WT: Subtract and record the “FUEL BURNOFF” from
the “ACTUAL TOGW” to obtain the estimated landing weight at the destination.

10. DEST RWY: Record the runway number planned for takeoff and used in takeoff
weight computation.

11. ZERO WIND WEIGHT: Record the Zero Wind Weight from the appropriate
runway analysis manual chart at the runway temperature. If improved climb table
used, record the appropriate weight plus or minus wind. Record the same weight
in the “CLIMB LIMIT” column (21)

12. HW/- TW WT ADJUST: Determine the zero wind weight adjustment for wind
according to the Headwind/Tailwind corrections column on the Runway Analysis

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Manual chart. Record the computed headwind or tailwind weight adjustment and
the appropriate + or – sign

13. CLUTTER DECREMENT: If the runway is contaminated by slush, snow, ice


or standing water record the appropriate zero wind weight decrement obtained
from the AOM manual.

14. SHORTENED RWY DECR: If the runway length has been shortened beyond
the length shown on the runway analysis manual chart, record the zero wind
weight reduction obtained from the shortened runway data in the AOM
manual.(If runway analysis for shortened runway is available, make the
appropriate entry in zero wind weight column).

15. ANTI SKID INOP DECR: If anti-skid is inoperative, record the zero wind
weight decrement for anti-skid inop from the AOM manual.

16. MEL/CDL or OTHER DECREMENT: If applicable, record


“MEL/CDL/QNH” performance decrements or any other weight penalties not
specifically covered above.

17. RWY LIMIT WT: Calculate and record the sum of Lines 11 through 16 to
obtain the runway limit weight.

18. STURCT LIMIT WT: Record the Maximum Structural Takeoff weight.

19. CLIMB LIMIT: Record the Climb Limit Weight obtained from the runway
analysis manual chart at the runway temperature. If improved climb chart used,
record appropriate weight plus or minus wind.

20. CLIMB DECREMENT: If applicable, record the “MEL/CDL/QNH”


performance decrements.

21. ADJ CLIMB WT: Determine and record the Adjusted Climb Weight by
subtracting the Climb Decrement from the Climb Limit Weight.

22. ALLOW LDNG WT: Record the maximum allowable landing weight at
destination on appropriate wet runway with all known performance corrections
applied.

NOTE
Planned landing weight must not exceed the stated weight.

23. FUEL BURN OFF: Record the estimated fuel burn off to destination.

24. LNDG WT LMTD TOGW: Add and record the fuel burn off to the
“ALLOWABLE LD WTDEST” to obtain the maximum allowable takeoff weight
based on landing weight limitation.

25. MAX ALLOW TOGW: Select and record the lowest weight of the following:

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RWY LIMIT WT
ADJ STRUCT WT
ADL CLIMB WT
LNDG WT LMTD TOGW

NOTE
The lowest weight is the “MAX ALLOW TOGW”

26. TYPE LIMITATION: Check off the appropriate box indicating the controlling
limitation on the maximum allowable takeoff weight.

OBSTACLE
RUNWAY
BRAKE ENERGY
STRUCT
CLIMB LNDG WT
NOISE

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4.11 MANUAL TRIM SHEET


The trim sheet is used to obtain the following:
 C of G
 Zero Fuel index
 Take-off index
 Fuel index
 Percent MAC (mean aerodynamic chord) for actual zero fuel and actual
take-off weight.
Where requested, the stab trim the trim sheet shall be completed and signed
before each flight by the load controller and captain.

Example: Manual Trim Sheet

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4.12 LOADING INSTRUCTION REPORT (LIR)

Example: LIR

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4.12.1 Description of LIR

FORM COMPLETION AREA

AREA 1- FLIGHT INFORMATION


NOTE
Ensure the selected Load planner matches applicable aircraft.

1. FLT NBR: Record the flight number from the Flight Plan.

2. A/C REG: Record the complete aircraft registration number.

3. ORIG: Record the airport three letter identifier IATA code designating the airport
of departure.

4. DEST: Record the airport three letter IATA identifier code designating the airport
of arrival.

5. Z-DATE: Record the three groups of two digits each representing the UTC date by
day/ month/year (dd/mm/yy). This date is to correspond with assigned flight date
printed on the flight plan.

6. PLANNED BY: Print the full name of person planning the load.

7. Circle the applicable aircraft.

AREA 2- MAIN DECK

Upon receipt of the deadload, begin planning the aircraft main deck load, taking into
consideration downline convenience and offload priorities.

Group ULD identification/destinations and weights by destination, sequencing


Downline transit station loads in positions suitable for quick offload.

NOTE

The weights for each pallet includes the weight of the Unit Load Devices (ULD’s)

1. POSITION: Sections of aircraft from which balancing process is controlled.

2. IDENT: Record ULD identification with owner code.

3. DEST: Record the airport three letter IATA identifier code designating the
airport of arrival.

4. WEIGHT: Record the gross weight of the ULD.

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AREA 3- LOWER DECK

Upon receipt of the dead load and when planning the main deck load, begin planning
the aircraft lower deck load, taking into consideration downline convenience and
offload priorities. Group ULD identifications/destinations and weights by destination
sequencing down line transit station loads in position suitable for quick offload.

Lower deck containers (both full and half widths) are planned separately from pallets.
Consider compatibility constraints when intermixing containers.

Observe and comply with all notes and all limits throughout the lowers.

Pallets: The forward and aft lower compartments will accept the following pallets:

Pallet: 64” x 125” , Pallet: 88” x 125” , Pallet: 96” x 125”

1. MAX HT: Forward and Aft holds cannot exceed 64”

NOTE
Lower deck ZONE positions align with main deck

2. IDENT: Record ULD identification with owner code.

3. DEST: Record the airport three (3/IATA) letter identifier code designating the
airport of arrival.

4. WEIGHT: Record the gross weight of the ULD.

5. REMARKS: Record notable characteristics of load.

6. Compartment “L”: Record the weight of all bulk cargo in the compartment.

BLK 52/53 and 54 are designated BULK (loose) load only.

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Area 3 – TAKE OFF INFORMATION

1. BALLAST: If ballast is loaded, circle and record the weight and index of the
ballast accordingly, Enter ‘0’ if ballast is not required (Refer to Figure 3.1.20)

NOTE

The following examples are computed with ballast fuel not loaded

2. SWA: Record the SWA (Service weight adjustmets, ballast fuel,etc. and any
other from the Flight Release)
3. BOW: Obtain and Record the BOW (Basic operating Weight) and index from the
flight plan, GOM Chapter 7 or Weight and Balance Manual.
- BOW includes a standard flight crew of 3 (CPT/FO/FE).
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4. ACM/SPM: Record the weight of person aboard other than those shown as crew.
Enter ‘0’ if none.
5. PAYLOAD: From the Load Planner, take the total payload weight and the
computed index figures and record in the PAYLOAD location.

6. ZFW: Add the BOW + SWA + PAYLOAD weight and index figures to obtain
the ZFW (Zero Fuel Weight) and index.

- Record the sum of the BOW ,BALLAST/SWA,PAYLOAD weights and indexes


in the ZFW location.

- Compare computed ZFW to the MZFW to ensure compliance with limitations.

7. TOF: Add Takeoff Fuel (TOF) weight and index to the ZFW weight and index to
index to obtain the TOGW (Take off Gross Weight) and index.

- Record the TOGW fuel weight.

- Locate the fuel weight in the Fuel Weight Table and record the index.

8. TOGW: Add TOF and index to the ZFW weight and index to obtain the TOGW
(Takeoff Gross Weight) and index.

- Record the TOGW fuel weight

- Locate the fuel weight in the Fuel Weight Table and record the index.

- Compare the TOGW with the MAX ALLOW TOGW to ensure the weight is
allowable.

9. TAXI: Record the taxi fuel weight.

10. RAMP WT: Add taxi fuel to TOGW to produce the RAMP WT and record in
the RAMP WT location.

- Compare to MAX Ramp Weight

- Add the TOGW and TAXI weights.

AREA 4- PERCENT OF MAC

Refer to the Percent of Mean Aerodynamic Chord (MAC) grid. Using this grid,
determine, the CG% of MAC according to the following:

1. Examine the grid. Numbers along the left and right sides represent, in
thousands of kilograms,

the weight of the aircraft “Tick” marks extend horizontally across the weight
columns in increments of 1000 KGs from 150,000 at the bottom to 408,000 KGs
at the top. The same procedure, with different tick increments, is used for all
aircraft.

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2. The numbers across the extreme bottom and top of the graph represent index
numbers in increments of 5 indexes each, with small ticks of one index
number each from 0 through 110.

3. The second line of numbers across the top of the graph represents the CG%
of MAC , each with a corresponding solid line that extends downward in a
converging (fangrid) fashion.

Center of Gravity 32 % and 32.5 % of MAC are dropped down into the graph
even though they extend outside the limit of the top.

4. The bold dash line encloses the ZERO FUEL WEIGHT CG% MAC limits.

ZFW
Determination of the Center of Gravity expressed in terms of a percentage of the
MAC for the Zero Fuel Weight (ZFW) is done in the following manner: Refer

1. To the ZFW and locate the points on the left and right sides of the graph
representative of that weight.

2. Refer to the ZFW index and locate the point on the bottom and top of the
graph representative of that index.

3. Draw straight horizontal and straight vertical lines from these two points until
they intersect.

The point at which they intersect is the CG% MAC/ZFW. Interpolate as


accurately as possible from the position of the solid, fangrid C.G.lines to express
the C.G. to the nearest tenth of a percent.
Record this number as the “ZFW %MAC”

Example: Assume a zero fuel weight of 254,777 KGs and a ZFW index of 75.The
horizontal line would lie at the 255 tick, and the vertical line would extend
straight up from the 75 tick. These two lines would intersect at the location
representing 28.1 percent of the Mean Aerodynamic Chord.

TOGW
Refer to the taxi gross weight and its index and, just as in the ZFW explanation,
plot intersecting lines to determine the CG% MAC/TOGW, Record the number
as “TOGW % MAC”.

Example: Assume a taxi fuel load of 95,000 KGs at a destiny of 0.80 KGs/liter
added to the last example. The taxi gross weight would be 349,777 KGs with an
index of 66. The intersection of lines would yield a TOGW %MAC of “23.8”

STAB
Using the “ZFW %MAC” and the “TOGW %MAC” plot the STAB from the
back of the Weight and Balance Record Form. Record the STAB angle. (The
Stabilizer Angle is plotted by the crew).

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4.13 ULD/Bulk Load Weight Statement

The final cargo ULD ID codes, Manifest Weight, Actual Weight, Tare
Weight, Scale Weight, Type, Destination, Position and Special Loads
Remarks are to be sent from cargo using the Midex Cargo ULD/Bulk Load
Weight Statement at no later than minus 2 hours STD.

Example ULD/Bulk Load Weight Statement

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4.14 FUEL DOCKET


The Fuel Docket is completed and signed by one of the pilots for every Midex
departing flight. The information contained within the Fuel Docket is to be
used in the construction of the load sheet.

Example of Fuel Docket

Description to Example of Fuel Docket


 Flight number
 Aircraft registration
 Date
 Estimate ZFW
 Trip fuel
 Takeoff fuel
 Taxi fuel
 Ramp fuel
 Pilots signature
 Flying Time
 Remaining Fuel

4.15 LMC
Last Minute Change means any change concerning traffic load: cargo, fuel
(usable or not) occurring after the issuance of the Load and Trim sheet.
A Last Minute Change is permitted only if the changes of the load are within
prescribed tolerances.

4.15.1 LMC Tolerances


In
case of Last Minute Change, it is mandatory to check that:
 none of the maximum operational limiting weight are exceeded (ZFW,
TOW, LDW)
 no loading limitation is exceeded

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 ZFW CG and TOW CG remain within allowed limits


The maximum LMC shall be 1000 kg, if the LMC exceeds 1000 kg, a new
load sheet shall be issued.
In case of Last Minute Change loading, the Commander will correct the
previous Load and Trim sheet. A copy of the corrected Load and Trim sheet
shall be filed at the departing station and or carried in the on board Fire Proof
container.

4.16 LOAD PLANNING


Load Planning is based on the expected total on load consisting of:
Total booked cargo figure
Estimated Co-mail, animals and EIC
Expected amount of ULDs used for Cargo and EIC

With all Load Planning the loading limits of the aircraft including
compartments shall not be exceeded for any reason without exception. The
total load on the aircraft shall be distributed in such a way that the CG falls
within the appropriate limits. – See Aircraft Type Information

4.16.1 Estimate Zero Fuel Weight (EZFW)


The following loads shall be included with the calculation of the EZFW;

1. Aircraft Dry Operating Weight


2. Booked Gross Cargo
3. Booked Gross Mail
4. Baggage ULD tare weight requirement
5. Service Cargo, Co-mail
6. Equipment in Compartment (EIC)

4.16.2 Estimate Zero Fuel Weight Tolerances


Increase and Decrease in ZFW above 5000kgs Flight Dispatch will produce a
new OFP.

For accuracy a new flight plan will be provided if requested by the crew but a
reduction in ZFW smaller than above amount should not result in additional
delay to the departure and consideration should be taken as to whether the
aircraft has already been fuelled.

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4.16.3 Pallet Tags

Non-DGR TAG
Use on the pallets for general cargo without any Dangerous Goods
Consignment.

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DGR TAG

Use on the pallets for Dangerous Goods Consignment with DG Code, No. of
PCS and the Net Weight.

END OF PART 4

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TABLE OF CONTENTS

5 RAMP SAFETY .................................................................................................. 98


5.1 General Safety ....................................................................................................... 98
5.2 General Safety – Operating GSE ........................................................................ 98
5.3 General Safety – Onboard Aircraft ........................................................................ 99
5.4 Engines Blast and Suction Areas ......................................................................... 100
5.5 Surface Wind Conditions on Jet Blasts ................................................................ 100
5.6 Aircraft Handling In Adverse Weather Conditions............................................... 100
5.7 Aircraft Handling During a Thunderstorm ........................................................... 101
5.8 Servicing Aircraft In High Winds ........................................................................ 101
5.9 Cargo Door Operation in High Wind Speed Conditions ....................................... 101
5.10 Servicing Aircraft in Heavy Rain ......................................................................... 101
5.11 Ramp Surface Inspection ..................................................................................... 101
5.12 Spillage ............................................................................................................... 102
5.13 Chocking of the Aircraft Wheels ......................................................................... 102
5.14 The Use of Safety Marker Cones ......................................................................... 102
5.15 Ramp Checklist ................................................................................................... 104
5.16 Aircraft Steps ...................................................................................................... 109
5.17 Compartment Doors ............................................................................................ 109
5.18 Headset................................................................................................................ 109
5.19 Aircraft Marshalling ............................................................................................ 109
5.20 Hand Signals ....................................................................................................... 110
5.21 FUELLING PROCEDURES ............................................................................... 115

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5 RAMP SAFETY
5.1 GENERAL SAFETY
 No smoking on the ramp area
 No unauthorized personnel can enter the ramp area or an aircraft. If any
unauthorized person is detected the local authorities should be informed
directly or through your Operations Supervisor, according to local
regulations.
 The use of marker cones shall be in place before loading/un-loading can
take place.(see marker cones)
 All persons attending the ramp area shall use PPE (Personal Protection
Equipment) including
1. fluorescent safety vests
2. wear protection
3. safety shoes
 Ensure jet bridge/steps shall not approach the aircraft until the aircraft has
reached a complete stop, aircraft is chocked, engines have shut down and
anti-collision lights are switched off. If applicable ground to flight deck
communication has been established (see aircraft doors)
 If any damage is noted to the aircraft, it shall be immediately reported to
the aircraft engineer. Handling agents shall advise MIDEX via telex
immediately any damage to our aircraft that has occurred. Telex address:
AANOPMG. Also as soon as possible a full detailed station handling
report shall be sent to the same telex address and or email
mdxdispatch@midexair.ae .
 The ramp area should be checked frequently to avoid accidents, injuries to
persons or damage to aircraft and equipment. See Ramp Surface
Inspection
 All ramp equipment areas shall be marked with a restraint line indicated
the parameter of the aircraft ramp servicing areas
 Airport operators shall ensure airside fire safety procedures and equipment
are in place and staff trained accordingly to ensure ramp safety
 All staff attending the ramp area shall be aware of the local airside fire
safety and general regulations

5.2 General Safety – Operating GSE


(Ground Service Equipment)
 Only qualified and authorized personnel shall operate ground equipment
on the ramp area according to local airport authority and company
procedures.
 All ground service equipment should be in good mechanical order and
serviceable. Any GSE un-serviceable shall be clearly identified and
removed from operational area.
 GSE shall never be moved across the path of taxiing aircraft or passengers
walking between aircraft and terminal/bus

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 Ensure all GSE is parked outside of the restraint line(indicating the


parameter of the aircraft ramp servicing area) with the parking brake
applied prior to aircraft arrival/departure
 No equipment shall enter the ramp until the aircraft has reached a complete
stop, aircraft is chocked, engines have shut down and anti-collision lights
are switched off.
 Vehicle brakes shall always be tested before finally approaching the
aircraft or entering the restraint marked area. In case of motorized vehicles
the GSE should be brought to a complete stop when conducting the brake
check.
 Operating GSE, the use of hand held portable electronic devices is
prohibited unless using an approved hands free mode.
 When approaching/leaving an aircraft, ensure the GSE is not moving any
faster than walking speed within the restraint area.
 The GSE shall be used only to its design and intended use.
 A guide person shall be positioned in such away to be in view of the driver
to provide hand signals and accurately judge clearances between aircraft
fuselage and GSE. If the driver losses visual contact with the guide person,
the GSE shall not be positioned or if positioning come to a complete stop.
 Upon positioning GSE the parking brake shall be applied, with gear
selector in park/neutral
 With GSE fitted with stabilizers (i.e. catering trucks, amber lifts, cleaning
trucks, etc) ensure fully deployed prior to raising the GSE.
 GSE fitted with elevating devices are not driven in the elevated position
with the exception of final positioning at the aircraft
 No ground equipment apart from fuel vehicles shall be parked within the 3
meter radius aircraft fuel venting openings
 No ground equipment should operate under the aircraft wings except fuel
vehicles where necessary
 External Ground Power to be connected after aircraft has reached a
complete stop, aircraft is chocked or verified the aircraft parking brake is
on, engines have shut down and anti-collision lights are switched off.
Connecting/disconnection of electrical equipment to aircraft during
fuelling/de-fuelling is strictly forbidden.
 Prior to the removal of jet bridge/steps the GSE operator shall
1. Ensure cabin door is closed by qualified person or the cabin safety
door strap is placed across the open door
2. advise staff attending the cabin (i.e. cleaners, caters, etc) and ramp
supervisor prior to removing GSE

5.3 GENERAL SAFETY – ONBOARD AIRCRAFT


When servicing the aircraft without operational crew onboard the following
applies in the event of an emergency evacuation
 A minimum of one open door with access as an exit shall be available at
all times and recommended to have two open exits with access where
possible

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 Staff servicing (i.e. cleaning, engineering, catering, ramp, etc) the


cabin/flight deck shall be made aware of the location of the nearest open
exit with access
 The attending engineer shall be take charge in the event of an emergency
evacuation and direct staff onboard to the nearest exit.
 In the event of positioning the aircraft (i.e. towing) no ground staff are
permitted onboard except ground licensed engineers
 In the event of an onboard evacuation the person in charge shall:
1. initiate evacuation
2. follows the local emergency plan
3. advise local MIDEX representative
 MIDEX local representative shall notify the MIDEX station manager who
will in turn follow ERP procedures

5.4 ENGINES BLAST AND SUCTION AREAS


Normally engines are not running when cargo are being loaded or unloaded.
However, if one engine is running, keep preferably right hand engines running
for convenience of loading / unloading of cargo. All Staff involved in loading /
unloading should avoid blast and suction areas. These danger areas are defined
in Standard Operating Procedures (SOP).

If it is required to approach an aircraft with running engines, approach the


aircraft only from straight in front of the nose wheels.

See Aircraft Type Information – Blast Intake Areas

5.5 SURFACE WIND CONDITIONS ON JET BLASTS


Crosswinds - will appreciably deflect the jet blast sideways from its normal
course, extra care shall be taken to protect staff and equipment.
Head Winds - winds blowing from the nose to the tail of the aircraft will
increase the jet blast area, extra precautions shall be taken.
Tail Winds - winds blowing from the tail to the nose of the aircraft will
decrease the jet blast area, however should never be considered as the wind
conditions could change for the worst.

5.6 AIRCRAFT HANDLING IN ADVERSE WEATHER CONDITIONS


Whilst operating during adverse weather conditions, special care and sound
judgment shall be applied to ensure the safety of Staff and equipment.
It is essential that effective communication is established and maintained
between ramp services and cargo services personnel throughout the
turnaround. This is particularly important in the event that it becomes
necessary to suspend loading activities in a prompt and safe manner.
Prior to servicing an aircraft with expected adverse weather conditions it is
good practice to obtain a weather forecast. This is normally available from the
local air traffic authority and or from MIDEX Operations Control Centre. The
main areas which shall be controlled during Ramp activities are as follows:

 Lateral movement of steps due to heavy wind


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 Exposure to leaking water on steps due to heavy rain


 Exposure to leaking water in cabin door area due to heavy rain

5.7 AIRCRAFT HANDLING DURING A THUNDERSTORM


If a Thunderstorm can be seen or heard at or near the airport:
 In order to reduce the risk of electric shock, the use of headsets is strictly
forbidden.
 Fuelling shall be suspended unless the commander agrees the fuelling can
be continued. See Fuelling during a thunderstorm
 In the event of lightning being observed within or near the airport
parameters, loading activities shall be suspended until safe to continue.
 GPU should not be connected/disconnected only APU
 Once thunderstorm has cleared ramp supervisor shall inform ramp staff to
recommence operational duties.

5.8 SERVICING AIRCRAFT IN HIGH WINDS


Servicing shall not be attempted at wind gusts exceeding 97 km/h (60 mph).

Caution: Special care shall be taken with light or empty ULDs


during high winds in order to prevent personal injury, damage to
aircraft or damage to equipment. Empty ULDs shall be removed
from exposed areas and stored securely to prevent unwanted
movement. All ULD trailers/dollies shall be fully serviceable and
parking brakes shall be applied when uncoupled from tractor.

5.9 CARGO DOOR OPERATION IN HIGH WIND SPEED CONDITIONS


Due to the horizontal stabilizer at the rear of the aircraft being exposed to high
winds, resultant lateral movement of the aircraft is expected. Steps shall be
fitted with a suitable soft leading edge to reduce the risk of aircraft damage in
the event of lateral aircraft movement. Opening/closing cabin doors shall not
be attempted in wind speeds exceeding 74 km/h (46mph)

5.10 SERVICING AIRCRAFT IN HEAVY RAIN


 Open cargo door operations are vulnerable to flooding during heavy rain
conditions and damage to electrical systems can occur. Refer to Engineer
in the event of suspending loading / offloading.
 Where available always try and use covered steps.
Prior to loading each ULD, ensure any excess water which may have built up
on the container roof due to concaved roof shape is removed.

5.11 RAMP SURFACE INSPECTION


Prior to the aircraft movement on the apron, the ramp stand surface shall be
checked for F.O.D. (Foreign Objects Debris) like: stones, waste, tie-down
rings, etc.
Any liquids like: oil, fuel, etc should be removed, weather particles like Snow,
Hail, Ice, etc should be cleared to avoid accidents, injuries or damage to the
aircraft.

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5.12 SPILLAGE
On discovery of any the spillage, make sure the area is safe by containing the
spill and keeping people away from spillage.
An Initial assessment of the spillage shall be made to determine whether
emergency services are required. If emergency services are called, the area
shall be evacuated and cordoned off until declared safe.

Non-hazardous:
Where spillage has been identified as non-hazardous and the IATA regulations
do not apply:
 Contact the aircraft engineer
 Inform the MIDEX representative
 Clean up the spillage by ether local airport authority or appointed agent
 Personal Protective Equipment (PPE) shall be considered before
attempting to clean and contain the spillage

Hazardous:
 Evacuate the contaminated area of the aircraft
 Contact the local authority including emergency response
 Contact the commander of the aircraft if attending the aircraft
 Ensure the area is clear and contained
 Contact the aircraft engineer
 Inform the MIDEX representative
 Only re-enter the area once approval received for the local
authority/emergency authority
 All Hazardous spillages shall be co-ordinate by the appropriate authority
 Fuel spillage – See Part 5 – 5.12

5.13 CHOCKING OF THE AIRCRAFT WHEELS


Wheel chocks shall be placed at the main wheels. The chocks should be of a
suitable size to ensure the aircraft cannot move un-powered from a stationary
position, regardless of the ramp gradient and weather conditions. The
appointed person chocking the aircraft shall respect the following:
 Ensure the aircraft has come to a complete stop; anti-collision lights are off
before approaching the aircraft nose wheel on arrival.
 Approaching the aircraft only from straight forward (in front on the
aircraft nose)
 Chocks are positioned on both front and back of the main wheels
 If required, chock the nose wheels front and back after the main wheels
 Chocks shall never be removed from an aircraft until clearance is given by
the appointed person
 Use chocks made of either wood or rubber material

5.14 THE USE OF SAFETY MARKER CONES


The use of marker cones helps protect the susceptible parts of our aircraft to
ground equipment. They should be use once the aircraft is on stand, chocked,

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engines shut down and anti collision lights are extinguished. No ramp
activities should take place until the cones are in place.

The design of the cones should be;


 a minimum height of 750mm (28.5”)
 orange or yellow with reflective striping
 weighted to reduce the chance of tripping

The cone should be positioned in the follows locations;


 One Meter in front of each engine
 One Meter outside each wing tip
The cones should only be removed once all the loading and servicing is
complete and just prior to push back.

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5.15 RAMP CHECKLIST


The MIDEX Ramp Checklist shall be completed by the loading supervisor or
appointed person on every turnaround prior to the aircraft departure. The
completed aircraft loading check list shall be attached to the station file.
If any damage or abnormalities that are found to the aircraft, they shall be
reported to Engineer. Any suspicious items shall be reported to the Captain
and MIDEX Station Manager.

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Example: Aircraft Loading checklist Front and Reverse pages:

Load Sheet & NOTOC collected

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Example Loadmaster’s Checklist and Report - Front and Reverse pages:

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5.16 AIRCRAFT STEPS


Steps shall only be directed to the aircraft when the following have been
checked and Confirmed:
 The aircraft has come to a complete stop in the correct position
 Chocks are in place forward and aft of the nose wheels or confirmation has
been received that the aircraft parking brake is on
 The aircraft anti-collision lights are out
 No ground equipment is parked in the pathway of the steps
 For primary door of boarding / de-boarding see Aircraft Type Information
– Ground Support Equipment

5.17 COMPARTMENT DOORS

5.18 HEADSET
On aircraft equipped with serviceable cockpit to ground intercom, this
equipment should be used whenever the aircraft is on stand, and until
clearance for hand signals has been given prior to departure.

The use of a headset shall not be worn if a thunderstorm can be seen or heard.
An aircraft can be in an electric field created by thunderstorms that will build-
up static electricity even if the storm is miles away. This is a danger to the user
of the headset especially when in wet conditions.

All start-up, ramp departure and arrival procedures shall be applied as per
aircraft Type Standard Operating Procedures given in the FCOM.

5.19 AIRCRAFT MARSHALLING


The aircraft should not be guided on stand until the following are adhered to;
 The stand has been visually inspected for FOD (Foreign Objects Damage)
or contamination.
 All Ground personnel and equipment is clear of the stand area and the
arriving aircraft.

Aircraft marshalling can be performed in two ways:


 Automatic systems that instruct the pilots by light and numbers.
 Hand Signals
Automatic System – The system shall only be turned by the qualified person.

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5.20 HAND SIGNALS


Ground marshallers and pilots should use hand signals defined in ICAO rules
of the air - annex 2, also indicated in OM Part C Jeppesen Route Manual "Air
Traffic control" chapter.

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5.21 FUELLING PROCEDURES


MIDEX through the Quality Assurance department should do frequent quality
audits to ensure that all fuelling companies contracted by MIDEX will deliver
and load;
1) Fuel Free from contamination;
2) Of the correct grade and specification for each aircraft type.

The start of the fuelling is considered from the moment the fuel hoses are
pressurized and connected to the aircraft.
Fuelling or de-fuelling shall only be considered terminated once the fuel hoses
are not pressurized and all filler hoses have been disconnected from the
aircraft. Fuel uplift shall be ordered through station operations when final
block fuel has been determined by flight crew. The fuller shall be trained /
retrained to operate the applicable fuelling Ground Service Equipment as per
the local regulatory requirements.

Responsibility
Every fuelling/de-fuelling shall be supervised throughout the whole process.
Any of the following staff shall supervise the fuelling process and assure
adherence to the following safety regulations
Station Engineer
Duty Pilot and or Duty Flight Engineer

Punctuality
Fuelling is one of the time critical departure activities, make sure the Fuel
Truck arrives on time according to the local regulations to guarantee a
scheduled departure.

Fuelling Area
 Fuelling area is described as up to 3 m from the fuelling truck including
around hoses, fuelling equipment, aircraft fuelling receptacles, tanks vents
 No smoking or open flame within 20 m (65 ft) of the aircraft unless local
regulations demand a wider safely area.
 During fuelling/de-fuelling within the Fuelling Area and Venting Area the
following is strictly forbidden:
O Items that could be sources of ignition or fire (example
matches, welding equipment, flashbulbs, etc)
O the use of mobile phones, portable radios, pagers
 Connecting/disconnection of electrical equipment to aircraft during
fuelling/de-fuelling to strictly forbidden
 Whenever possible the fuelling truck shall be positioned leeward of the
aircraft and in such a manner that damage to the aircraft by the departing
truck is unlikely. The engine of the fuelling truck shall not be shut down
during fuelling; trailers shall not be disconnected from the fuelling truck
unless they can be easily moved by hand.
 The fuelling truck shall be kept free of the any escape routes
 No ground equipment apart from fuel vehicles shall be parked within the 3
meter radius aircraft fuel venting openings
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 Fuel hoses shall be laid by the nearest way to the fuel inlets; a sufficient
safety distance, however, from aircraft wheel brakes and from APU air
intakes, where applicable, shall be observed.
 Bonding connections from the fuelling truck to the aircraft and to the
ground shall be established to discharge any static electricity before
fuelling is commenced.
 In case of over-wing fuelling ground and / or aircraft auxiliary power units
shall be connected and switched on before commencement of fuelling / de-
fuelling and shall not be switched off or disconnected until fuelling / de-
fuelling is terminated. No electrical switch on the aircraft or on the ground
power unit shall be worked whilst over-wing fuelling is in progress, except
any switches necessary for fuelling.
 During pressure fuelling, electrical and / or electronic systems may be
operated as far as required during pre-flight activities, except weather
radar and microphone buttons on HF. For additional procedures refer to
aircraft limitations.
 The fueller shall press the Deadman’s control switch throughout the
fuelling.
 The hydrant should be clearly marked by either marker of flag when in
use.
 The ground area beneath the exit and the associated slide deployment area
shall be kept clear and free from vehicles, obstacles on ramp within at least
12 meters from the aircraft.
 The commander / ground engineer shall ensure that fuelling shall not be
commenced before passenger steps are positioned and the area outside the
exit is unobstructed.

Fuel Vents
The fuel vents are at the wing tips. For aircraft fitted with an additional tail
tank they are also at the tip of the right horizontal stabilizer (Starboard side).

Venting Area
Venting Area under the fuel vents is best described as cone shaped. The cone
size is described by the bases radius. (Narrow bodied aircraft 1.5m and Wide
Bodied 2.5M)

Mobile equipment, with the exception of fuelling trucks, is not permitted at the
venting areas.

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Fuelling with Auxiliary Power Unit (APU) in operation


If the APU is required during the fuelling process:
 Start the APU before the filler caps are removed
 Do not restart the APU during fuelling

Fuel Spillage
In the event of any fuel spillage the fueller shall immediately stop the fuel
flow and inform the following personnel of the spillage:

 The Pilots
 Ramp Supervisor, Engineer or qualified person onboard
 The local MIDEX representative
 If the spillage is more than two meters in diameter (6 feet), or in case of
fire, the person overseeing the fuelling will immediately notify the Airport
Fire Service/rescue and comply with the local airport procedures
 Applicable fire extinguishing equipment suitable for at least initial
intervention of a fuel fire is available via fuel truck and/or head of stand.
Such equipment the fuelling operator shall be trained to use.

Whenever a considerable amount of fuel is spilled due to a damaged hose or


overflow, this shall be removed or dried up according to the local airport
regulations and in the presence of the fire brigade before loading starts.
No vehicles shall be allowed to approach the spillage apart from the Airport
Fire Services and Airport Authority.

Fuelling During a Thunderstorm


There is a risk of danger during or near a thunderstorm and lightning while
fuelling or de-fuelling. The aircraft can be electrically charged or hit by
lightning that may ignite the fuel gases.

 With any thunderstorm activity check with the commander and agree if the
fuelling can continue.
 If the commander is not at the aircraft and there is any doubt regarding
safety, immediately interrupt the fuelling procedure.

Re-fuelling with one engine running


Procedure for re-fuelling with one engine running is given in FCOM. Usually
MIDEX does not fuel aircraft with one engine running.

This procedure may be used only if:

 No external ground pneumatic is available while APU is unserviceable


 Airport authorization is obtained for this operation
 Airport fire department stands by at the aircraft during the entire re-
fuelling procedure
 One flight crew member can manage the operation and monitor all systems
and the engine running from the cockpit

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 A qualified ground crew member is present at the fuelling station


 The re-fuelling system is fully operational (over-wing filling is not
permitted)

DE-ICING AND ANTI-ICING ON THE GROUND


See Part 12 for further information

END OF PART 5

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TABLE OF CONTENTS

6 SUPERVISION AND CONTROL .................................................................... 120


6.1 ARRIVAL ........................................................................................................... 120
6.2 Ground Power ..................................................................................................... 120
6.3 Unloading Aircraft Holds .................................................................................... 121
6.4 Aircraft Documents ........................................................................................... 1211
6.5 Interior Cleaning.................................................................................................. 121
6.6 Lavatory Service.................................................................................................. 121
6.7 Catering and Provisioning.................................................................................... 122
6.8 Securing the Aircraft for Overnight/Lay-over ...................................................... 122
6.9 LOADING PRINCIPLES .................................................................................... 122
6.10 Lashing................................................................................................................ 124
6.11 Definition of forces.............................................................................................. 124
6.12 Use of Tie-down Material .................................................................................... 125
6.13 Standard Lashing ................................................................................................. 126
6.14 Safety Measures for Start-up and Push-back ........................................................ 127
6.15 Start-up Clearance ............................................................................................... 128
6.16 Push-back with tow-bar ....................................................................................... 131
6.17 GROUND-TO-COCKPIT COMMUNICATION ................................................. 132
6.18 TOWING ............................................................................................................ 133
6.19 BLOCK-IN.......................................................................................................... 134
6.20 PUSHBACK ....................................................................................................... 135
6.21 POWER OUT ...................................................................................................... 136
6.22 CLEARANCE FOR TAXIING ........................................................................... 137

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6 SUPERVISION AND CONTROL


The supervision and performance of the arrival/ departure land/airside
activities are shared among the following, MIDEX Station Manager, Duty
manager, Operations Supervisor, Airport Authorities and Ground Handling
Company.
A ramp supervisor or ramp-coordinator shall coordinate and supervise all
activities concerning the aircraft, crew, mail, cargo, etc for the duration of the
ground time.

6.1 ARRIVAL

Prior to Aircraft Arrival


The following points should be followed before aircraft arrival;
 The offloading plan shall be agreed with the load controller/ load master
and ramp supervisor.
 Required ground equipment and staff should be in position prior to the
aircraft arrival
 If the APU has been advised unserviceable the GPU shall be on stand prior
to the aircraft arrival
 A FOD check shall be carried out and a check on the surface condition of
the apron for the adequate conduct of aircraft movement

Aircraft Marshalling
See Ramp Safety - Aircraft Marshalling

Chocking of the aircraft


See Ramp Safety - Chocking of the Aircraft Wheels

Aircraft Steps
See Ramp Safety - Aircraft Steps

Cargo Doors
See: Ramp Safety – operating cargo doors

6.2 GROUND POWER


Ground Power should be connected on arrival by the following type of supply:
 Fix ground power
 Potable Ground Service Equipment unit
Ground Power to be connected after aircraft has reached a complete stop,
aircraft is chocked or verified the aircraft parking brake is on, engines have
shut down and anti-collision lights are switched off.

Caution:
Connecting/disconnection of electrical equipment to aircraft during
fuelling/defueling is strictly forbidden

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6.3 UNLOADING AIRCRAFT HOLDS


The containerized and bulk loads should be unloaded using the information
contained within the Container Pallet message (CPM) or a manual loading
instruction report.
Any damage, spilled liquids or cargo loading sequence irregularities shall be
reported to the appointed MIDEX Staff. Loading accessories like tie downs etc
shall be checked for future flight usage.
If the aircraft is operating as a Transit flight, all last destination baggage,
cargo, etc shall be checked to confirm loaded in the correct position. If any
Transit loaded has to be moved or reloaded the load master / head loader shall
note the changes to the loading instruction report.
Loading Accessories and Tie-down Equipment
Remove all used loading accessories and tie-down equipment and return to
MIDEX cargo warehouse for future flights.

6.4 AIRCRAFT DOCUMENTS


All the relevant flight paperwork are to be carried in the aircraft cabin, the
Cabin Manager shall be advised and store the documents accordingly.
The following documents are to be carried in the aircraft within the Document
bag:
 Cargo manifest
 Air waybills
 Mail documents
 Loadsheet / Trimsheet
 GENDEC

6.5 INTERIOR CLEANING


The interior of all MIDEX aircraft will be kept clean to the highest possible
standards. After landing, the responsibility for interior cleaning reverts from
the flight crew to ground operations or the handling agent and the cleaning
personnel.
The supervision for cabin cleaning forms part of the functions of a load master
/ ramp supervisor.
The load master / ramp supervisor shall be responsible for coordination and
initiation of all actions necessary on behalf of MIDEX to ensure cleaning.

6.6 LAVATORY SERVICE


The aircraft lavatory waste tank shall be serviced after each scheduled flight.
The appointed ground handler shall arrange to have:
 Lavatory service provided
 Lavatory truck positioned and before connection inspect panel for Ice/Blue
Ice, if found contact an Aircraft engineer
 Lavatories flushed, emptied and tanks recharged with fluid containing a
dye-deodorant-disinfectant chemical solution
 Ensure that the waste tank has been completely emptied to ensure no build
up of “Blue Ice”
 After hose disconnection inspect for any leakage, if found contact and
aircraft engineer
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 Clean and dry the service panel area


 See Aircraft Type Information – Aircraft Servicing

6.7 CATERING AND PROVISIONING


MIDEX Ramp Supervisor to liaise with Crew Scheduling to ensure that
catering uplift is done on time.

6.8 SECURING THE AIRCRAFT FOR OVERNIGHT/LAY-OVER


When an aircraft is to be parked or left unattended, the aircraft is to be
checked or searched to ensure that no persons are onboard. After checking or
searching, the aircraft external doors and holds shall be closed and locked,
steps/stairs, air-bridges, loading bridges removed; and any steps left near the
aircraft immobilized.
 If applicable, sealing of aircraft may be performed per AOSP.
 Those access points on an aircraft that must remain open (undercarriage
wells, inspection panels, engine access panels, engine intakes, etc.) should
be protected by the use of covers or tarpaulins. This will reduce the ease
with which a prohibited item or explosive device could be placed inside
the aircraft and increase the chance of such an attempt being more easily
identified.
 If applicable, aircraft is to be guarded per AOSP.
 Aircraft shall be parked in well-lit or patrolled areas of the airport under
condition that permit maximum security and protection or in secure areas
within an airport operating area
 Only staff with the appropriate pass and proper authorization shall be
allowed to access the aircraft
 Unauthorized persons and vehicles shall be prevented from gaining access
into the aircraft or its restricted area
 No portable stairs, lift devices or passenger transfer vehicles shall be
removed and not permitted within the immediate vicinity of the aircraft

6.9 LOADING PRINCIPLES

Responsibilities of Aircraft Handling Personnel


All aircraft handling personnel shall make sure that the following loading
principles are observed.
 Observe the regulations for crew baggage, cabin load and special loads
including load incompatibilities.
 Use the available volume of the compartments to the maximum possible
extent.
 Load heavy or solidly packed pieces always on or near to the floor.
 Do not load heavy or solidly packed pieces on top of lighter or sensitive
load.
 If offloading shipments because of weight or volume problems observe the
load priority.
 Ensure the distribution of the load according to the loading instruction
including Dangerous Goods separation, loading and reporting

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 Do not load any pieces in lavatories or in the crew compartments.


 Do not load any load beside the ULD on the floor in ULD compartment.
 Make sure that specially marked positions which shall always be
accessible for safety reasons, are free at all times, for example vision
lenses or gear extension indicators in the cabin floor, emergency exits
 The aircraft shall be loaded and unloaded carefully to avoid accidents and
damages to the aircraft and to the load

CAUTION: Most compartments have lining panels or blow-out panels in the


compartment walls or ceiling which - when being damaged - can turn the
compartment or the whole aircraft inoperative.
 Never push or lean against a compartment lining panel or blow-out panel.
 Minimum safety distances at any place
- between compartment walls and containers: 2.5 cm (1”)
- between compartment walls and pallets: 5 cm (2”)
- between compartment ceiling and top of the load: 5 cm (2”)
 Report any damaged lining panel or blow-out panel to the Commander and
- If available - to the Station Engineer immediately.
 Ensure proper handling of all loading equipment and material

If heavy loading tools and rollers are used:


 Protect the floor with supporting planks.
 Do not use heavy loading tools and rollers directly at the floor the cargo
compartment.
 Handle pieces with special handling instructions (labels or imprints)
accordingly, for example pieces marked ‘This side up!’
 Load sensitive shipments with special care, for example measuring
instruments, fragile pieces, flowers, etc.
 Load sensitive shipments so that they cannot be damaged by other load.
 Observe all aircraft type related regulations for loading ULD.
 See Aircraft Types -Information
 Do not exceed aircraft type related loading limitations.
 Record loaded ULD for ULD circulation and stock control.

Load to be excluded from Transport


 Do not load any load
1. Which is not properly packed
2. Which may cause damage to the aircraft or to other load
3. Which has not been weighed properly
4. Which may contaminate the compartment or other load: dirty
bowls for casings, dirty plastic foil etc.
5. Which is not packed according to valid packing requirements, for
example dangerous goods, human remains, animals
6. If special handling instructions cannot be observed
7. If necessary loading accessories are not available.

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Completion of Loading
Loading is completed after the following tasks have been finished, even if
there is no load in the compartment or if no ULD are loaded.
 Make sure that
1. the load is secured
2. door safety nets and compartment separation nets and, if available,
the crash net are
3. installed
4. the doors have not been damaged during loading
5. the doors are closed and locked properly.
 Check main deck load in transit regardless if any load change occurred or
not.
 Pay special attention to open locks, loose lashing, damaged packaging and
dangerous goods.

Floor Load Limits


See Aircraft Type Information – Weight Limitations

6.10 LASHING

6.11 DEFINITION OF FORCES


Tie-down load on board of the aircraft properly to withstand the following
different forces during take-off, flight and landing.

Force Definition
Forward Horizontal forces effective during landing and steep angles of
descent
Backward Horizontal forces effective during take-off and steep angles of
climb
Sideward Vertical forces effective during rough landing, turbulence and
close
turns
Upward Vertical forces effective during landing and heavy turbulence
in flight.
Depending on the flight situation, these forces can be stronger than the normal
gravity force of 1 g.
Secure all load against the different forces according to the gravity factor (‘g-
factor’) shown in this table.

Example: 1.5 g means 1.5 times the weight of the load.

Force Lower Deck Main Deck Cargo


Holds Compartment
Forward 1.5 g 1.5 g
backward 1.5 g 1.5 g
Sideward 1.5 g 1.5 g
upward 3.0 g 3.0 g

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6.12 USE OF TIE-DOWN MATERIAL


 Make sure that tie-down material is in perfect condition.
 Split larger shipments into groups and lash them separately.

Within their capacity, the same tie-down rings, tie-down ropes and tie- down
straps may be used for securing in different directions (forward and aft and
upward), because contrary forces do not act at the same time.
 Fix tie-down ropes to the aircraft only with separate tie-down rings or to
integrated tie- down rings.
 Do not fix tie-down ropes to other parts of the aircraft.
 Do not use the same attachment points for lashing, which are used to
secure the net sector divider nets.

If in exceptional cases, for example when loading big pieces, the net sector
divider nets are not closed, these attachments points may be used for lashing.
 Make sure that the overlapping ends of the tie-down ropes are long enough
and will not loosen in the case of sudden stress.
 Fix the tie-down ropes to the tie-down rings in a way that they may be
easily loosened for unloading.

If lashing directly to the aircraft structure is necessary:


 Replace the steel ropes completely with tie-down straps.
 Fix tie-down rings to the aircraft only at tie-down points or tie-down
tracks.
 Distribute the attachment points of the tie-down rings evenly (nearly equal
distances) over the length of the piece.
 Fix tie-down straps to the aircraft with their fixed tie-down rings only at
tie-down points or tie-down tracks.
 If necessary, for example because of very short lashing, tie-down straps
may be fixed to the aircraft with separate tie-down rings
 For safety reasons, it is not allowed to combine tie-down straps with single
stud tie-down rings. All other combinations are possible.
 Tighten the lashing strongly, but not so strong that load or tie-down
material is damaged.
 Make sure that all tie-down ropes or tie-down straps used for lashing the
same piece have the same tension.
 This distributes the forces equally.
 To protect fragile or sensitive pieces or dangerous goods, use edge
protectors
To avoid cutting or grinding of tie-down ropes or tie-down straps:

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 Smoothen sharp edges of a piece by a cover, for example cloth, strong


paper or edge protectors.

6.13 STANDARD LASHING


For standard lashing use
 tie-down rings
 tie-down ropes or tie-down
 straps:
2 against upward forces
1 against forward forces
1 against backward forces
 1 security rope.
The security rope prevents a gliding down of the tie-down ropes or tie- down
straps used against forward and backward
forces.

Sideward forces are normally covered by the standard lashing


 Do not secure the load additionally against sideward forces
Exception if a piece is more than twice as high as wide:
 Tie-down against sideward forces of 1.5 g additionally to the standard
lashing.
 Place this additional lashing between half and two third of the height.
 Secure this lashing by 2 security ropes to prevent it from gliding down.

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Barrels are difficult to lash because of their round shape and mostly sharp
rims.

 Use supporting planks for a safe lashing.

6.14 SAFETY MEASURES FOR START-UP AND PUSH-BACK

Walk-around
The walk-around shall be performed by the responsible Ramp
Agent/Supervisor before engine start-up and is the very last check before
engine start-up and is not an outside check performed by a Station Engineer or
the Cockpit Crew. If any aircraft damage is discovered inform the Flight Deck
Crew and Station Engineer.

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 This walk-around is a mainly visual check and is performed in normal


walking speed
 Always make this walk-around before engine start-up
 Surface condition of the ramp area is adequate to conduct aircraft
movement operations
 Check apron is clear of items that might cause aircraft damage, FOD
(pens, caps, documents, tie-down-material, pallet tags, waste, stone, etc)
 All hold doors and structural parts, edges and tips are not visibly damaged
 All hold doors are closed, secure and door handles are fully retracted
 Service panels are closed and locked properly
 Main aircraft parts have no visible damages
 Power cables from GPU, steps are detached
 GSE positioned clear of the aircraft movement path
 Adequate clearance exists between aircraft and facilities/obstacles along
the aircraft movement path
 Prior to aircraft push back the chocks have been removed

6.15 START-UP CLEARANCE


Before giving start-up clearance:
 Make sure that the blast and intake areas of the engines are free of
personnel, load, equipment and small or big stones or objects like tie-
down rings, waste, etc.
 Make sure after removing passenger stairs the escape areas are kept free of
vehicles, Ground Support Equipment (GSE), load or any other things.
Make sure that the escape areas stay free all the time during the startup
process and at all places along the push-back path
 Make sure that blast and intake areas stay free all the time during the start-
up process and at all places along the roll-off path or the push-back path
 When walking along during pushing, keep clear from the intake areas!
If an ASU is used to start the engines, the ASU in individual cases may
block for a moment a maximum of one emergency exit escape area.
If engine start-up is made on the parking position:

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 Observe the following regulations to ensure a safe operation of the


emergency slides and a smooth evacuation of the aircraft in emergency
cases
If push back shall be interrupted for any reason:
 Instruct the driver verbally or by hand signal ‘thumb down’.
If push back was not interrupted on demand of Cockpit Crew but because of
your decision:
 Inform the Cockpit Crew about reason and situation.
 The truck driver informs the Ramp Agent verbally or with agreed hand
signal about end of pushing.
 Remove the towing equipment.
 Remove the steering bypass pin from the nose gear.
 Close the headset panel cover.

Start-up
Engines are always numbered from left to right in flight direction:

Normally, the sequence of engine start is not important for ground staff. After
receiving ‘All engines clear’ from ground, the Cockpit Crew will start the
engines according to their procedures.
 Make sure that all safety areas are clear
 Always observe local airport regulations, which may also restrict time,
place or sequence of engine start-up
If there are local restrictions or if it is not possible to keep all safety areas
around all engines clear at the same time, for example due to positioning of
ASU, GPU, passenger jet bridge etc.
 Inform the Cockpit Crew about the situation and agree with them about the
sequence of engine start-up
 As Ramp Agent: Instruct the driver verbally or with agreed hand signal
about the start of pushing
 Make sure that the safety areas are free and stay free
 Make sure that the Air Start Unit (ASU) — if needed — is ready in time.
 Make sure that personnel not needed for the start-up procedure leaves the
direct noise area but stays on stand-by until the aircraft has departed
 The authorization to release the aircraft for start-up is regulated in the local
station instructions
 Make sure to be informed about the specific local sequence of tasks
 Observe all local airport regulations about the sequence of push-back and
engine start-up, especially;

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1. Start-up on parking position


2. Start-up during or after completed push-back (APU required)
Before every removal of the chocks:
 Request setting of the parking brake from the Cockpit Crew.
 Agree with the Commander upon proceeding with ground handling or not,
especially with fuelling or push-back
 Use a headset for the ground-to-cockpit communication during engine start-up
and push-back whenever available, except during thunderstorms

DANGER: Risk of serious injury or even death by electrical shock!


If a thunderstorm can be seen or heard at or near the airport:
 Do not wear a headset connected to the aircraft.
Each aircraft in the electric field of this thunderstorm can build-up static electricity. This
can happen even if the thunderstorm is several kilometers away.
If the aircraft is charged with static electricity or hit by a lightning and a headset is
connected to this aircraft, the bearer of the headset is likely to be seriously injured or
even killed, especially when it rains.

 For use during walk-out assistance, the headset wire shall have a minimum
length of 5m
 Do not exchange any information via ground-to-cockpit communication
during start-up, which is not relevant for these activities, for example LMC
information
 If the headset is defective or cannot be used during push-back for safety
reasons agree with the Flight Deck upon use of hand signals for
communication during engine start-up and push-back
 If the interphone connection is interrupted during push-back for any reason
Immediately stop push-back.

Push Back
Tow-bars are heavy! If available use the crank mechanism to raise or to lower the
tow-bar to avoid injuries.

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If needed due to local ramp conditions (narrow position, excessive ramp traffic
etc.):
 Position wing walkers at the wing tips, who accompany the aircraft during
push-back
 Communicate with the wing walkers with the usual marshalling signals
If the tow-truck does not at have a seat for all the Ramp Agent or if local
conditions or customer requirements do not allow riding on the tow-truck:
 Walk along with the tow-truck
 The headset wire shall have a minimum length of 5 m
 Never walk in front of or beside the nose gear
 Walk in such a way beside the tow-truck/aircraft combination to keep a
minimum safety distance of 3 m both to the truck and to the nose gear at
all times
 Keep clear from the intake areas!
 Stay in the inner circle of the push-back path, whenever possible
 Never climb over or jump across the tow-bar while the tow- truck/aircraft
combination is moving
 Never walk around the nose gear to the other side while the tow-
truck/aircraft combination is moving

6.16 PUSH-BACK WITH TOW-BAR


 Observe the procedure according to Ground to Cockpit Communication
 Push with the tow-truck in forward gear only, not in reverse.
Before connecting the tow-bar to the aircraft:
 Set the steering bypass pin at the nose gear of the aircraft.
 Tow-bar and tow-truck shall be connected to the aircraft by both the Ramp
Agent and the driver.
 As Ramp Agent: check the proper connection of the tow bar.

If the tow bar is equipped with retractable wheels:


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 Retract the wheels after the tow-bar has been connected with aircraft and
tow-truck.

If engine start-up shall be performed on the parking position:


 Make sure that the tow-bar is connected to the aircraft before the engines
are started.

6.17 GROUND-TO-COCKPIT COMMUNICATION


Standard MIDEX Ground-to-cockpit Communications are to be followed.
Company Policy and Procedure require communications between the Flight
Deck and the ground during specified ground operations. These functions
include (but are not limited to):
 • Parking-assisted arrivals
 • Departures
 • Engine run-up
 • Flight control checks
 • Engine adjustments
 • Gear swings
 • Other similar maintenance activities where called out on work cards or
forms
 • Communication dialogue covers the following:
 • Towing
 • Block In
 • Pushback
 • Power Out

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6.18 TOWING

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6.19 BLOCK-IN

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6.20 PUSHBACK

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6.21 POWER OUT

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6.22 CLEARANCE FOR TAXIING


If extensive maneuvering of the aircraft is needed to leave the parking
position:
 Call a marshaller.
Because the Cockpit Crew cannot overlook the whole traffic on the ramp, they
rely on the clearance signal of the Ramp Agent.
Therefore, before giving clearance for taxiing:
 Make sure that the traffic situation on the ramp allows free taxiing.
 Raise right arm at elbow with thumb raised. This is the ICAO standard
signal.
 Do not use other signals to give clearance.
As a standard, the clearance signal shall be given from the left hand side to the
Commander. If hand signals shall be given from the right side or from the
front instead from the left side, for example for safety reasons, agree about this
with the Cockpit Crew before the start-up procedure.
 Make sure that only the responsible walk-out assistant gives this signal.
 Other personnel shall not give this signal or any other signal which could
be misinterpreted by the Cockpit Crew.

Exception: if the clearance signal shall be given by another person due to


local regulations or agreements, inform the Cockpit Crew about this before the
start-up procedure, and indicate clearly who the person is.
From the second of moving by own engine power (taxiing):
 The full responsibility of the Cockpit Crew starts.
This is the start of flight operation. From now, the Cockpit Crew is responsible
for the safe maneuvering of the aircraft.
 The responsibility of the Ramp Agent ends.
This is the end of ground operation.
The Ramp Agent may leave the aircraft for a short distance after receiving the
confirmation of the clearance signal without any doubt, but:
 Keep eye-contact with the Cockpit Crew until the aircraft starts to move.
If there is any doubt whether the confirmation was given or if the confirmation
by the Cockpit Crew could not be seen, for example because of darkness or
rain:
 Wait until the taxi lights are switched on and the aircraft begins to move.

END OF PART 6

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INTENTIONALLY LEFT BLANK

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TABLE OF CONTENTS

7. GENERAL HANDLING ................................................................................... 140


7.1 ULD Build up and Loading ............................................................................... 141
7.2 WEIGHING OF ULD AND BULK LOAD ......................................................... 146
7.3 TAGGING OF ULD AND BULK TROLLEYS .................................................. 146
7.4 LOADING OF ULDS.......................................................................................... 146
7.5 Dangerous Goods (IATA AHM 310) ................................................................... 147
7.6 Restraint of Cargo in Certified ULDs (IATA AHM 311) ..................................... 147
7.7 Restraint of Cargo in Non Certified ULDs (IATA AHM 311) ............................. 147
7.8 ULD Storage ....................................................................................................... 148
7.9 Pallet Nets and Lashing Lines .............................................................................. 148
7.10 Loaded ULDs ...................................................................................................... 148
7.11 ULD Identification and Numbering ..................................................................... 149
7.12 MOVEMENT & STOCK CONTROL (IATA AHM421, 422,423,424) ............... 150
7.13 Transfer of ULDs ................................................................................................ 150
7.14 Disposition Requests ........................................................................................... 151
7.15 ULD TYPE(S) (IATA AHM 909) ....................................................................... 151
7.15.1 Certified Pallet Types ........................................................................................ 151
7.15.2 ULD AIRWORTHINESS CRITERIA .............................................................. 152
7.16 Aircraft Pallets..................................................................................................... 153
7.17 Tie Down Equipment........................................................................................... 154
7.18 Checking Corner Ropes / Lashing Lines: ............................................................. 154
7.19 ULD SERVICEABILITY………………………………………………..........154
7.20 MANUFACTURERS LIMITATIONS ................................................................ 158
7.21 ULD Damage and Repair process ........................................................................ 159
7.22 No ULD Repair Station at Location ..................................................................... 160
7.23 Transporting Damaged ULDs by Air ................................................................... 160
7.24 GLOSSARY OF TERMS .................................................................................... 160
7.25 Pallet Net Specification ....................................................................................... 161

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7. GENERAL HANDLING
This section outlines specific handling and characteristics for MIDEX Unit
Load Devices (ULDs). This section also includes the MIDEX Serviceability
and Airworthiness guidelines and manufacturers limitations of MIDEX ULDs.

IMPORTANT:
Please note that this manual provides minimum requirements. Higher
restrictions may be imposed by differing Aviation Authorities, Airlines and/or
ULD manufacturers Component Maintenance Manual. Always refer to the
Airline’s Operations Manuals for the particular aircraft type and its operational
restrictions/requirements.

ULD Handling
The correct handling of ULDs is critical to avoid damage, which can impair
loading, creates safety hazards and creates expense in repairs and delays which
may cause a shortage of available ULDs. To prevent ULD damage, ULDs
should be stored and handled using approved procedures and equipment.

Transporting ULDs
a) ULDs should only be moved by approved equipment such as, roller
matting, pallet transporters and dollies.
When transporting ULDs the following must be considered,
a) Before transporting ULDs on dollies, transporters or other vehicles, ensure
restraint stops, locks or other securing devices have been correctly applied.
b) Before transferring ULDs from one base support to another e.g. from a
dolly to an aircraft hi-loader, ensure that the bed height levels are the same.
This is to prevent damage to the ULD, particularly the edges, during transfer.
The maximum distance between rollers of the two devices must not exceed
25cm.
c) Reassure that the doors are closed whenever transporting containers.
d) Before loading ULDs, it must be checked for damages; damaged containers
may cause damage to the aircraft and/or loading restraint system and may
invalidate the certificate of airworthiness. Damage ULDs may also cause
injury to personnel.
e) To ensure that a unit is in a serviceable condition, it must be checked for
airworthiness before use and immediately upon arrival after each flight. Please
see (Chapter 7.4 Airworthiness Criteria)
f) Do not drag or push ULDs on the ground, ULDs should always be moved
on rollers
g) When moving the ULD inside the aircraft personnel must remain in
constant control Of the ULD. The ULD shall not be rammed, forced or pushed
at speed in to the loading bay; this may cause damage to the ULD, the aircraft
and/or the aircraft locking restraints or injury to personnel.

Transporting ULDs (By Forklift)


Where recommended equipment is not practical and/or available, for example
where there are space restrictions ULDs may be moved by forklift trucks but
only when the following conditions are met,
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a) ULDs must be empty; a loaded ULD may never be moved with a forklift.
b) ULDs may only be lifted by the base.
c) Forklifts must have wide/long tines to prevent piercing the ULD base.

Transporting Damaged ULDs


Damaged ULDs must not be used on aircraft and should be sent for repair at
the earliest opportunity, please refer to (Part 7 – 7.21 & 7.23)

Air Transportation of Damaged ULDs


For transportation by Air please refer to (Part 7 -7.2.3.)

7.1 ULD Build up and Loading


(IATA AHM 452, 453, 454) (IATA ULD TECHNICAL MANUAL
CHAPTER 3 – LOADING PRINCIPLES)
The following rules are valid for containers and pallets, and any other loading
material used.
 Check the serviceability of the ULD before loading.
 Maximum Build height for a lower deck netted pallet is 1.60 m (63”)
 Do not build up ULD, which is standing on the floor.

 This ULD would need to be fork lifted from the floor. This can seriously
damage the ULD.
 Build up ULD only on dollies or on other roller-equipped loading
platforms.
 Ensure proper handling of the loading equipment.
 Load all pieces as evenly as possible on top of each other so that the load
cannot slip or move.
 Observe all aircraft-related limits: door dimensions, maximum weight and
volume capacities loadable contours etc. See Aircraft Types
 Observe the weight limitations of the ULD.
 Water can cause corrosion or short circuits in the aircraft:
1. Remove water or snow from all ULD before loading them into the
aircraft.
2. Wrap wet cargo into plastic foil as described on the next page.

To avoid damages:
 Build up ULD very carefully, especially when loading heavy pieces. Do
not load metal pieces or boxes with sharp metal edges directly on the ULD
floor. Use supporting material to protect the ULD floor.
 Do not use heavy loading tools and rollers directly at the ULD floor.
 If heavy loading tools shall be used:
 Protect the ULD floor against damages by supporting planks.
 All shipments loaded into the same container or on the same pallet should
go to the same destination.
 To avoid sorting-out at the transfer station, load transfer cargo into
separate containers or on separate pallets, if possible.

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 Load all pieces of one shipment into one container or on one pallet, if
possible.
 For pieces with a small floor contact area, see Aircraft Types – Weight
Limitations
 If the floor load exceeds 2 000 kg/m2:
 Use supporting planks or supporting platforms.

Before loading of wet cargo on pallets or into containers:


 Cover the floor of the ULD with plastic foil with an extra meter on each
side of the pallet so that it can be folded over the first layer of the cargo.
 This is also needed for boxes with airtight packed live animals, for
example live fish or mollusks.
 Live animal (AVI) shipments with need of air supply may only be covered
up to a height that sufficient ventilation is still possible.
 Additionally, cover the floor of the ULD with absorption sheets for wet
cargo

Loading into Containers


 Observe the rules listed before, which are valid for all ULD.
 Fill containers either with baggage or with cargo and mail.
 Open the container door or tarpaulin and fold it up to the container roof.
 Secure the opened door: Fix the strap with the hook of the doors to a ring
at the container roof.
 Keep the metal edge of the container base in the door opening free from
load.
 Load heavier pieces at the bottom and as near to the centre of the container
as possible.
 Load lighter pieces over heavier pieces.

A container is defined as completely filled, if it is filled with load


 on the entire floor area and
 up to the loading height of 40 cm (about 16”) below the container roof.
 See Dangerous Goods for more restrictive regulations if the load contains
dangerous goods!
 Following loads shall not move upward or horizontally during flight.
 Lash these loads in the container, if the container is not filled completely:
1 heavy pieces (HEA, more than 150 kg)
2 load which is sensitive against shocks or tilting
3 barrels or drums filled with liquids, paste-like materials, granule
powders or similar material
4 small pieces with a high individual weight (high density cargo).
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 If necessary, spread supporting planks across over all pieces to make


lashing possible.
 For inside lashing, secure the load at the tie-down track segments on the
floor of all containers.
Inside lashing is not needed
 if the container is completely filled, even if heavy pieces (HEA, more than
150 kg), filled barrels or drums or small pieces with a high individual
weight (high density cargo) are loaded mixed with other load
 In containers which are not completely filled, if mainly large and light
pieces (low density cargo) are loaded.
If there is any doubt whether lashing is needed or not:
 Lash the pieces!

If for weather protection or other reasons a container is wrapped with plastic


foils,
 Remove the foil on top of the container before moving it into the aircraft,
in order to prevent any contact of the foil with the ceiling lights.
 This rule does not apply to tightly fitting plastic hoods and “shrink foil”.
 Make sure that any foil at the container base cannot get entangled with the
loading system.
 Close and lock the container doors.

Flexible container doors (tarpaulins) have horizontal stabilizer struts:


 Check each strut for correct fitting in the door frame.

Build-up of Pallets
Observe the rules listed below, which are valid for all ULD’s:
 The maximum height of a lower deck netted pallet shall not exceed 1.60 m
(63”)
 The loading area of a pallet is limited by the tie-down track at the outer
edge of the pallet.
 Keep the tie-down track always free from load and easily accessible
 Keep the tie-down track always free from load and easily accessible
 Overlapping load is allowed, if the regulations of Oversized Cargo on
Pallets (BIG) are observed
 Make sure that the contour of the pallet fits into the compartment cross
section
 Minimum safety distance at any place between compartment walls and
pallet contour:

5 cm (2 inches)
 Use a suitable pallet contour frame for full use of the compartment cross
section.
 Load heavier pieces at the bottom and as near to the centre of the pallet as
possible
 Load lighter pieces over heavier pieces
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 Secure small pieces properly so that they cannot slide through the pallet
net meshes
 If necessary, cover the load with a plastic net with small meshes before
laying the normal pallet net over it
 Secure all load on pallets with a suitable pallet net
 Fix the tie-down fittings to the red marked pallet net attachment points

All pallets nets secure the maximum allowed gross weight of the pallet against
a minimum of 3 g in all directions. Instead of using a pallet net, the load may
exceptionally be lashed with tie-down ropes or tie-down straps.

 Fix the straps or ropes in the areas of the red marked pallet net attachment
points.
 It is allowed to fix more than one strap or rope in the area of any
attachment point, but maximum one per each directional force.
For both methods of securing
 Make sure that the pallet net or the other tie-down equipment is pulled
tight, but:
 Do not over-tighten.
 This can bend up the pallet edge which makes transport and locking in
aircraft ULD loading systems difficult.
Prevent damage of moisture sensitive cargo because of humid weather:
 Wrap moisture sensitive cargo on pallets completely into plastic foil.
Before loading any cargo on the pallet:
 Cover the pallet with plastic foil with an extra meter on each side of the
pallet so that it can be folded over the first layer of the cargo.
 Fix the loose ends of the plastic foil by loading a second layer of cargo on
top.
 Then again cover the top layer with plastic foil which shall reach down
over the wrapped sides of the first layer.
 Secure the foil by means of the pallet net.

Exception: This is not valid for pallets with live animals (other than fish and
molluscs), flowers, fruit and vegetables. If protection on the ramp is necessary
because of the weather conditions (wind, rain, snow etc.): see below under
‘Wet weather’. Water can cause corrosion in the aircraft. If it is wet outside
(rain, snow etc.) during ground handling and transport on the ramp:
 Protect all pallets, including live animals, flowers, fruit and vegetables, by
an additional plastic foil laid over the pallet net.

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 Make sure that the plastic foil is wrapped or tied to the pallet in a way that
it is not blown away.
Before moving the pallet into the aircraft:
 Make sure that this additional plastic foil is removed together with the
snow or water.

Pallet Stacks
For ULD control purposes pallet stacks are often required to be transported
within the cargo compartments.
Note the following:
 All pallet stacks shall be netted and strapped to the base pallet with tie-
down straps
 All serviceable pallets shall be placed underneath any damaged pallets
 Damaged pallets shall be marked “damaged”
 Between the base pallet and base of the stack use spreaders – See below
 All pallet numbers shall be added to the outboard UCM – See Chapter
9.1.12
 A minimum of four tie-down straps to be used to strap the pallet stack to
the base pallet as shown below;
 Net of base pallet to be used to secure pallet stack and tightened, as shown
below;

 Maximum pallets per stack are 25 per stack.


 Loading cargo onto a pallet stack is permitted provided the following
conditions are adhered to:
 A minimum of four tie-down straps to be used to strap the pallet stack to
the base pallet as shown below
 Net of base pallet to be used to secure cargo and pallet stack and tightened,
as shown below

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7.2 WEIGHING OF ULD AND BULK LOAD


The Load Master / Load Planner need the actual weight of all parts of the load
to calculate the total weight and the centre of gravity of an aircraft.
It is the responsibility of the Cargo Handling Department to ensure that all
scales used for the determination of cargo and mail weights are calibrated at
least once a year.
To determine cargo and mail weights, the Cargo Handling Department shall
use one of the following methods:

 weighing and addition of the weights of individual cargo and mail


shipments and tare weight of loading material
 weighing and addition of the weights of parts of the positioned cargo and
mail load (ULD, trolleys)
 Enters the determined weight of a cargo or mail ULD in the ULD tag
under ‘Total (kg)’.
 Enters the determined weight of bulk load in the trolley tag under ‘Net
Weight (kg)’.
 The entries on the ULD tag or trolley tag shall be confirmed by the
signature of the person of the Cargo Handling Department, who is
responsible for weighing.

The Cargo Handling Department reports the determined weights to the


 Load Controller in form of a written statement:
 Cargo Manifest, or
 ULD/Bulk Load Weight Statement, or
 any other locally agreed procedure.
 File a copy of the written statement in the Trip File.

7.3 TAGGING OF ULD AND BULK TROLLEYS


After build-up and weighing, all loads shall be marked with a tag.
 At containers: Insert the ULD tag into the tag holder.
 On pallets: Fix the ULD tag with the wire to the net or lashing
material at eye level or in another easily readable position.

7.4 LOADING OF ULDS


When loading ULDs try to visualize the whole load before commencing build
up, place larger bulky items on the base of the ULD and place small items on
top.
Place heavy and high density loads at the bottom. If necessary and where the
density exceeds the maximum kg/m³ base limit for the aircraft and/or the ULD
whichever is greater restricted, the load must be placed on spreader boards and
fully restrained.
The Maximum gross weight of the ULD and/or aircraft loading position must
not be exceeded Packages on open pallets have to be stored in a way that the
whole load is not flexible to avoid crash down of the packages and cause
damage to the aircraft, ULD, pallet net and or injury to personnel.
The ID codes of all ULDs, whether full or empty departing on a carrier’s
aircraft shall be recorded at the aircraft side prior to loading. Please refer to
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7.5 DANGEROUS GOODS (IATA AHM 310)


Preparation procedures for aircraft and ULD loading of dangerous goods must
be in accordance with IATA Dangerous Goods Regulations, appropriate Local
Government Regulations and the Airline Carrier Regulations.

The Following shall also apply to MIDEX ULDs,


All packages containing Dangerous Goods should be stowed in the upright
position if so indicated, have the hazard label visible, and the package should
be restrained to prevent movement, crushing, tipping or damage to or by any
other load.

When Dangerous goods are contained within a ULD the appropriate ULD tag
is affixed. Any special cargo is clearly marked e.g. AVI (live animals) in the
remarks box of the container/pallet tag, the position on the aircraft “box” of
the container/pallet tag is clearly marked. The weight is determined in
accordance with AHM 534.

Packages containing dangerous goods must be inspected immediately prior to


loading in the ULD for signs of damage or leakage.

Any contaminated or infected area in the ULD must be decontaminated


according to any special requirements or procedures required by the local
competent authorities. The ULD that has been declared contaminated must be
taken out of service, and not returned to service until it has been determined
that there is no risk to health of staff.

MIDEX shall be notified of any such irregularity affecting its ULDs


immediately.

7.6 RESTRAINT OF CARGO IN CERTIFIED ULDS (IATA AHM 311)


Pieces weighing 150kg or more must be individually tied down, except when
the unit is volumetrically full. (The ULD is considered volumetrically full
when it is over three quarters full).

If any piece weighing 150kg or more flying more than 1 consecutive flight
then the piece must be tied down irrespective whether the ULD is
volumetrically full.

PLEASE NOTE:
ULD maximum gross weight must not be exceeded.

7.7 RESTRAINT OF CARGO IN NON CERTIFIED ULDS (IATA AHM 311)


Non-Certified ULDs shall not contain individual items in excess of 150kg.

PLEASE NOTE:
ULD maximum gross weight must not be exceeded.

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7.8 ULD STORAGE


Containers
a) Store containers under cover whenever possible and always on a suitable
base support system, e.g. dolly, roller matting.
b) Where ULDs which are stored in the open shall be secured against strong
winds, rain and other adverse conditions.
c) Container doors and covers must be kept closed.
d) Do not stack containers
e) Do not store containers directly on the floor.
f) Do not place load on the roof of containers
g) Airline containers should be separated by owner code and made easily
accessible.

Pallets
a) Pallets shall be stacked in pallet racks. In case pallet racks are not available,
the pallets may be stacked in a dedicated spot on appropriate dunnage, so that
the pallets do not bow or become out of shape.
b) Pallets may only be stacked directly on top of one another 20 high including
the slave pallet.
c) MIDEX operates pallets that have a fixed net attached.
d) Both pallet and net shall be checked for damage before storing any pallet.
e) Pallet Net must NOT be removed from the pallet. If the net is damaged or
missing, the pallet is deemed Unserviceable/non airworthy and must be taken
out of service and segregated.
f) Do not place pallets on their edges unless they are stored in a special pallet
rack designed for this purpose.
g) Pallets of each carrier must be well separated.

7.9 PALLET NETS AND LASHING LINES


MIDEX pallet nets are permanently fixed to the pallet, should you find any
MIDEX nets that are loose and not fixed to a pallet please contact MIDEX for
collection of this equipment. The nets will be sent to an authorized repair
station for inspection.

If MIDEX has authorized the handling agent to store loose nets the following
guidelines shall be met.
1. The nets shall be stored in a safe and secure area
2. The nets shall only be accessed by authorized personnel
3. Details of any net used shall be provided to MIDEX, these details must
consist of Pallet net serial number, manufacturer, Pallet ID code the net
was used for re netting the load. The flight number and date of travel/usage
must also be identified. All handling agents shall ensure this is process is
followed and forward all data to MIDEX.

7.10 LOADED ULDS


a) Loaded ULDs shall ONLY be stored on heavy duty ULD racks, dollies or
slave pallets.
b) Never Load ULDs directly on the ground.

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c) Storage on the ground is not allowed under any circumstances.


d) Never move or store loaded ULDs using Forklift Trucks.

7.11 ULD IDENTIFICATION AND NUMBERING


All MIDEX ULDs are, should be labelled with the following owner code MG
/ MIX / MIDEX however MIDEX also owns/operates the following owner
codes: FF / JG

ULD Numbering
Most ULDs are identified by a 9 or10 Alpha numeric IATA standard unique
code consisting of 3 letters, 4 or 5 numbers and either 2 letters or 1 number
and 1 letter. The type and size of the ULD can be identified, in most cases, by
the first 3 letters.

Container Identification
1st letter indicates if the unit is structural or non structural i.e. does the body
provide restraint for the load or is additional restraint, such as a net, required.
A = Structural,
D = Non Certified,
U = Non structural.
2nd letter indicates base size. A = 125” x 88”, K = 60.4” x 61.5”, M = 96” x
125” etc.
3rd letter is at operator’s discretion but is commonly used to indicate the IATA
profile where appropriate. These profiles are given in the IATA ULD
Technical manual.

Pallet Identification
The latest numbering follows the container method although the first letter Zill
always is P to identify the ULD as a certified pallet.

Pallet Net Identification


MIDEX nets are generally Blue and White with yellow / Blue / White lashing
lines and have a MIDEX description placard.

Ramp Incident Reporting


The handling agent shall notify MIDEX agent immediately if the following
occurs, an incident that involves a MIDEX ULD, an Incident is deemed as the
following;
 Cargo or baggage, which has damaged the ULD
 Leakage or Spillage inside the ULD
 Damage to the ULD while in transit
 Damage to the ULD whilst being transported
 Damage to the ULD whilst being loaded on to ramp equipment
 Damage to the ULD whilst being loaded on to an aircraft
 ULDs lying on the ground
 Damage ULDs caused by negligence or malicious act
 ULDs being used by a non approved MIDEX pooling customer
 ULD has been used by unauthorized agent or stolen
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 ULD storing waste and/or is spoiled

The report should include the following details as a minimum:


 Incident Date/Time
 Location of Incident (for example airport cargo terminal etc)
 Incident Scenario (for example during loading/transfer/build up etc)
 ULD Number (for example PMC12345MG)
 Incident description
- Description damage to ULD and/or aircraft
- Pictures of damage
- Responsible party.
- Personnel Contact

7.12 MOVEMENT & STOCK CONTROL (IATA AHM421, 422,423,424)


See Chapter 9.0 Operational Messages – For information relating to stock
control and ULD control messages (SCM/UCM)

7.13 TRANSFER OF ULDS


To have better control on station stock levels and to ensure no loss of ULDs, it
is imperative that every ULD transferred to third parties is recorded under the
LUC process. Third parties will include
- Non pool airlines [when transferred with through cargo]
- Cargo Agents
- Truck company for transfer to other station

ULD should not be transferred to any other party without a written


approval from MIDEX. Any assistance provided with transfer of ULDs to
non pool airlines must be only with the consent of MIDEX.

When a ULD is being transferred to any of the above listed parties, the
handling agent shall ensure that all ULD Control Receipt is correctly
completed in accordance with IATA Airport handling manual, (reference
AHM 422). Both the transferring and receiving party must sign the form. No
MIDEX ULD should be released to a third party without a duly completed and
signed ULD Control Receipt.
The original of the signed form will be retained in the station file for future
reference when required.
Immediately on transfer of the ULD, a LUC message in the IATA
recommended format must be send to MIDEX either via SITA or e mail to the
address below;
SITA :- AANKKMG
E mail:- groundops@midexair.ae
The LUC process also enables follow up on the return of the ULD and thus
safeguards the asset. It is thus very important that every ULD leaving base
must be under a signed ULD Control receipt and the information
communicated to MIDEX.

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7.14 DISPOSITION REQUESTS


To ensure availability of sufficient ULDs at the station, MIDEX Ground
operations will raise disposition requests for flights operating to and from the
station. It is very important that these disposition requests are adhered to as far
as possible. In the event the disposition request cannot be performed, MIDEX
Ground Operations must be advised accordingly with the reasons to take
necessary alternate actions to balance the stock levels at the station

7.15 ULD TYPE(S) (IATA AHM 909)

7.15.1 Certified Pallet Types


ATA 20ft Pallet
Type Code PGA PGF
Base: 96" x 238.5"
Dimensions L x W
Height: 96" (Q6 Contour), 118" (Q7 Contour)
Weight Limitation Inc. ULD Tare
13,608 kg /30,000 lb
Weight:
PGA - 523 kg / 1153 lb
Tare Weight:
PGF - 388 kg / 855 lb
Loadable Aircraft Type: Main Deck 747F

ATA 16ft Pallet


Type Code PZA PRA
Base: 96" x 196"
Height: 96" (Q6 Contour),
Dimensions L x W
Main Deck : 96" (Q6 Contour), 118” (Q7
Contour)
Weight Limitation Inc. ULD Tare
11,340 kg / 25,000 lb
Weight:
PRA - 360 kg / 794 lb
Tare Weight:
PZA - 340 kg / 750 lb
Loadable Aircraft Type: Main Deck 747F

ATA LD9
Type Code PMC PMA PQP
Base: 96" x 196"
Height: 64" (Lower Deck),
Dimensions L x W
Main Deck : 96" (Q6 Contour), 118” (Q7
Contour)
Weight Limitation Inc. ULD Tare
6,804 kg / 15,000 lb
Weight:

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Tare Weight: 120 KG / 264 lb


Loadable Aircraft Type: A300B4-203F AND B747-228F

ATA LD7
Type Code PAJ P1P PAG
Base: 88" x 125"
Height: 64" (Lower Deck),
Dimensions L x W
Main Deck : 96" (Q6 Contour), 118” (Q7
Contour)
Weight Limitation Inc. ULD Tare
6,033 kg / 13,000 lb
Weight:
Tare Weight: 110 KG / 242 lb
Loadable Aircraft Type: A300B4-203F AND B747-228F

ATA LD11
Type Code PLA PLB FLA PWB
Base: 125" x 60.4"
Dimensions L x W
Height: 64" (Lower Deck)
Weight Limitation Inc. ULD Tare
3,175 kg / 7,000 lb
Weight:
FLA / PLA -120 kg / 264 lb
Tare Weight: PLB – 90 kg / 198 lb
PWB – 100 kg / 220 lb
Loadable Aircraft Type: A300B4-203F

ATA N/A
Type Code PYB
Dimensions L x W Base: 96" x 55"
Weight Limitation Inc. ULD Tare
2,120 kg / 4,600 lb
Weight:
Tare Weight: 65 kg / 143 lb
Loadable Aircraft Type: Main Deck B747F

7.15.2 ULD AIRWORTHINESS CRITERIA


ULDs are classified as removable aircraft parts and are subject to certification
requirements established by regulatory authorities. ULDs interfere directly
with aircraft restraint and loading systems. A damaged ULD may cause

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damage to freight and/or aircraft and could pose as an Occupational Health


and Safety Risk, therefore:

a) When to check ULD for damages


A ULD should be checked for damages before use and immediately
upon arrival in order to avoid damage to freight and/or aircraft as well
as avoiding injury to personnel.

b) ULD Serviceability Check


Refer to Part 7.19 How to use the ULD Serviceability Check List

c) Airworthy (Serviceable) or Non-Airworthy (Unserviceable)


Step 3: Using the MIDEX Serviceability Check List, Identify if the
ULD is airworthy “Serviceable” or Non-Airworthy “Unserviceable”.
Reference: IATA Technical Manual Chapter 5 General Purpose ULD
(Standard Specification 50/0)

7.16 AIRCRAFT PALLETS

Checking Aircraft Pallets


A pallet must be inspected before use and immediately upon arrival and
unloaded at facility for the following:
1) Gouges
2) Depressions
3) Delaminating or Dented Panels
4) Cracked Edge Rails where missing corners or rivets
5) Edge Rails are not acceptable if there are any cracks, missing corners, or
missing/broken net attachment points.
6) An unladed pallet sitting on a flat surface shall not bow to the extent that
the edge rail bottom corner would be more than 51mm (2in) above the surface.
This dimension will be an average of the two points directly opposite each
other.
7) The top surface of the pallet edge rail shall not be more than 32mm (1.25)
above the conveying surface when in a loaded condition.
8) There shall be no missing, cracked, worn or otherwise damaged restraint or
handling provisions.
9) Check the net; MIDEX nets are fixed to the pallet.
10) If the pallet net is missing or damaged the pallet should be classed as
Unserviceable, segregated and MIDEX contacted for instructions

Checking Pallet Nets


A pallet net must meet all the criteria listed below in order to be serviceable:
1) A legible data label is permanently attached to the net,
2) No hardware (net tie down fittings and hooks) missing or damaged
3) Minimum of 4 corner ropes/lashing lines are attached and undamaged,
4) There shall not be any broken or otherwise parted straps or ropes.
5) There shall be no visible signs of frayed netting.

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In case on (or more) corner rope(s) is (are) missing, they should be replaced
by spare MIDEX supplied corner ropes. For ordering corner ropes contact
Airline Station Manager.

In case one or more of the above conditions has been exceeded, the pallet is
Non-Airworthy “Unserviceable”. It should be tagged as Unserviceable,
segregated from serviceable ULDs and MIDEX contacted immediately for
instructions at the following address;
Sita: AANKKMG
Email: groundops@midexair.ae

7.17 TIE DOWN EQUIPMENT

Checking Tie down Straps


Use only approved airline customer own provided tie down straps only.
Use only tie down straps with a data label, showing an expiry date. Do not use
straps after the expiry date.
Tie down straps are no longer serviceable if:
1) One or both of the double studs are missing or have been damaged;
2) The straps are torn or have been cut;
3) The stitches are torn or are missing;
4) The expiry date was exceeded.
In case one or more of the above conditions has been exceeded, tie down is no
longer airworthy. It shall be taken out of service and MIDEX representative be
contacted.

7.18 CHECKING CORNER ROPES / LASHING LINES:


Corner ropes or lashing lines are no longer serviceable and shall be replaced, if
1) They are torn or cut;
2) Have torn fibers.
3) Only approved Lashing lines should be used on MIDEX pallets.
To order more corner ropes/lashing lines please contact MIDEX
representative.

Checking Double Studs with Ring


Tie down fittings with ring):
Double studs are no longer serviceable and shall be replaced, if;
1) They are damaged or distorted in anyway;
2) Parts of the ring are missing;
3) The ring is open.

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7.19 ULD SERVICEABILITY

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7.20 MANUFACTURERS LIMITATIONS

• Classification of Damages

ALLOWABLE DAMAGES
Allowable damages are without any influence on the airworthiness of the air
cargo pallet, so that they can be used without any limitation. Damages that
cannot be readily repaired should be marked for further observation.

MINOR DAMAGES
Air cargo pallets with minor damages can only be used, if the following
restrictions are observed:
• Maximal total load must be reduced by 50%
• The cargo load must not reflect on the operational security and airworthiness,
i.e. damaged areas have to be covered with suitable means.
• Minor damages have to be durably marked until they are repaired.

MAJOR DAMAGES
Air cargo pallets showing major damages are no longer airworthy, and are to
be taken out of service and have to be marked accordingly. The repair of
major damages has to be inspected for continuing airworthiness. The
inspection must only be carried out by the manufacturer or by an authorized
repair institution.
See list of damages.

List of Damages

ALLOWABLE DAMAGES

Part Type of Damages Extent of damage


Panel (Sheet) Deformations As long as the correct restraint of the pallet is
not restricted and the indent does not exceed
5mm (0.2”)
Holes One hole up to an area of 3.5cm² (0.5” SQIN)
Per 1m² (1550 SQIN)
Tears One tear up to 100mm (4”) long and 6mm
(0.25”) wide per 1m² (1550 SQIN)
Edge Rails Deformations As long as the correct restraint of the pallet is
not restricted.
Tears perforations As long as none of the original rivets are
missing, tears and/or perforations in the lip of
the edge rail regardless of length, are allowed as
they have no influence on the serviceability of
the unit or its maximum gross weight limits
(MGW)
Broken Pieces Up to 25mm (1”) long, per 1m (40”) edge rail
length, if not in the areas of aircraft locks.
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Lips of Seat Broken As long as 6 adjacent pairs of lips of any net tie
Tracks down point are undamaged.
Rivets Missing To be renewed during general repair work.
Screws Missing The missing of one screw per edge rail is
allowed without reduction of MGW.

MINOR DAMAGES
Part Type of Damages Extent of damage
Panel Deformations As long as the correct restraint is not restricted.
Holes Two holes of 3.5cm² (0.5” SQIN) per 1m²
(1550 SQIN)
Tears One tear of 100x12.5mm (4” x 0.5”) Per 1m²
(1550 SQIN)
Edge Rails Deformations As long as they do not restrict the correct
restraint of the pallet.
Corners Broken/Missing To be renewed during general repair work.
In case of combinations of core and edge rail damages the value indicated have to be
reduced by 50%.
All Damages not mentioned or exceeding number of extent of Minor damages are
considered to be major damages

7.21 ULD DAMAGE AND REPAIR PROCESS

ULD Repair Process


MIDEX has appointed certified repair stations worldwide. All ULD repairs are
only authorized to be carried out by a MIDEX approved and certified repair
facility. All ULD repairs must be carried out according to its component
maintenance manual (CMM) and according to industry standards TSO and
ETSO standards and FAA/EASA Part 145 requirements.

The following procedures for damaged non-airworthy ULDs should be


followed,
1. Non-Airworthy “Unserviceable” ULDs should be towed and stored
at an agreed designated secure area whilst awaiting collection for
repair.
2. MIDEX must be contacted and informed of Non-Airworthy
“Unserviceable” ULDs
3. MIDEX arranges for the damaged ULDs to be collected and
repaired by its certified contracted repair partners.
4. Where the repair partner does not have airside access to the ramp to
collect ULDs directly, the airline handling agent shall ensure that
the ULDs are delivered to the Repair partner as per the Airline
Handling agreement and Standard Ground Handling Agreement.
5. Where possible and practical the ULD should be forwarded to the
nearest repair station within the network.
6. To transport damaged ULDs by Air refer to (Part 7- 7.23
Transporting Damaged ULDs by Air.

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7. Damaged ULDs may ONLY be repaired by a certified repair


company contracted by MIDEX in order to comply with the
relevant serviceability requirements.
8. All ULD repairs are repaired to TSO and ETSO (FAA/EASA)
regulations according to the ULDs CMM from the ULD
manufacturer.
9. ULD repairs are not authorized to be carried out by non approved
MIDEX repair partners.
10. MIDEX hold copies of all approved repair certificate release form
1’s.
7.22 NO ULD REPAIR STATION AT LOCATION
In the event that a ULD is damaged in a remote location or where MIDEX
does not have an appointed ULD Repair and Maintenance Partner please
follow this process.
Contact MIDEX Ground Operations at groundops@midexair.ae for further
instructions.

7.23 TRANSPORTING DAMAGED ULDS BY AIR


Damaged/Non-Airworthy ULDs must not be loaded on any aircraft, unless
properly loaded and/or secured for carriage on pallets for transport to a
nominated ULD repair location as specified by MIDEX. For transport by Air
the following criteria must be met;
1) The ULD is clearly marked as damaged.
2) There are no sharp or protruding edges.**
3) The container contour will fit inside the aircraft **
4) The base plate can be locked in to position **
5) ULDs must be loaded on the aircraft empty.
** If this cannot be met the ULD must be transported on a pallet. However
please ensure the transporting load is safe and can fit inside the aircraft.

PLEASE NOTE:
For Health and Safety to personnel including Safety of the Aircraft, if the
ULD has sharp or protruding edges it is not advised to interfere with the ULD.
Please seek assistance from the engineering department to ensure the ULD is
safe to load and transport inside the aircraft.

7.24 GLOSSARY OF TERMS


ULD Identification Codes
The IATA Identification code consists of nine characters, composed of the
following elements:

Position Character Type Description


1 alphabetic ULD Category
2 alphabetic Base Dimensions
3 alphabetic Contour or Compatibility
4,5,6,7 & 8 numeric Serial Number
9 & 10 alphabetic Owner / Registrant

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Example Identification Code:

P M C 1 2 3 4 5 M G
↓ ↓ ↓ ↓ ↓ ↓ ↓ ↓ ↓ ↓
Position Position Position Position Position Position Position Position Position Position
1 2 3 4 5 6 7 8 9 10
Code List – Position 1
A: Certified aircraft container (e.g. AKE)
D: Non-certified aircraft container (e.g. DPE)
P: Certified aircraft pallet (e.g. PMC)
R: Thermal certified aircraft container (e.g. RKN)
Y: Collapsible aircraft container (e. g. YKE)

Code List – Position 2 (inches)


A: 88” x 125” (e. g. PAJ)
K/V: 60.4” x 61.5” (e. g. AKE, AVE)
L: 60.4” x 125” (e. g. ALF)
M: 96” x 125” (e. g. PMC)
P: 60.4” x 47” (e. g. DPE)
Q: 60.4” x 96” (e. g. DQF)

Code List – Position 3


Position 3 identifies the ULD contour, forklift capability and in the case of
pallets and nets, the restraint system into which the unit is classified. For
complete information refer to the current IATA ULD Technical Manual.

7.25 PALLET NET SPECIFICATION


MIDEX uses the following approved pallet net suppliers;
• Airline Container Leasing (ACL) Airshop.
All MIDEX nets are blue or white and can be identified with a MIDEX
placard. Except for ACL Air shop which are Orange. MIDEX generally use
approved yellow, orange or red lashing lines.
Example of typical net fixings

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TABLE OF CONTENTS

8 SPECIAL LOADS ............................................................................................. 165


8.1 DANGEROUS GOODS ...................................................................................... 165
8.2 Legal Aspects ...................................................................................................... 165
8.3 Retention of Documentation ................................................................................ 165
8.4 Exceptions ........................................................................................................... 166
8.5 Applicability........................................................................................................ 166
8.6 Approval and Responsibilities ............................................................................. 166
8.7 MIDEX AIRLINES EXCEPTIONS .................................................................... 166
8.8 Provision of Information ...................................................................................... 167
8.8 Acceptance of Dangerous Goods ......................................................................... 167
8.9 Requirements for Training ................................................................................... 167
8.10 Dangerous Goods Forbidden for Transportation by Air Unless Exempted ........... 167
8.11 Limitations on the Transport of Dangerous Goods ............................................... 168
8.12 Scope................................................................................................................... 168
8.13 Definitions ........................................................................................................... 169
8.14 Hidden Risks or Dangers ..................................................................................... 172
8.15 HANDLING OF DANGEROUS GOODS ........................................................... 176
8.16 Loading of Dangerous Goods .............................................................................. 176
8.17 Prerequisites for the Loading of Dangerous Goods .............................................. 177
8.18 Dangerous Goods Carried by Passengers or Crew Members ................................ 177
8.19 Dangerous Goods Notification to Captain (NOTOC) ........................................... 178
8.20 Incompatibility Chart ........................................................................................... 182
8.21 REQUIREMENTS .............................................................................................. 184
8.21.1 Hazard Classification......................................................................................... 184
8.21.2 IATA Cargo IMP Codes .................................................................................... 185
8.21.3 Radioactive Material ......................................................................................... 185
8.21.4 Labels and Hazard Classes ................................................................................ 185
8.21.5 Hazard Labels General ...................................................................................... 185
8.21.3 WET CARGO ..................................................................................................... 200
8.21.4 UNDEVELOPED FILMS (FIL), PRESS MATERIAL ........................................ 201
8.22 HUMAN REMAINS ........................................................................................... 201
8.22.1 Human Remains in Coffins (HUM)................................................................... 201
8.22.2 Human Remain in Urns ..................................................................................... 202
8.23 PERISHABLE CARGO (SENSITIVE CARGO) ................................................. 202
8.24 Flowers and Plants (PEF), Fruit and Vegetables (PEP) ........................................ 204
8.25 Living Human Organs (LHO), Vaccines, Pharmaceuticals................................... 205
8.26 Meat (PEM), Fish and Seafood (PES) .................................................................. 206
8.27 LIVE ANIMALS (AVI) ...................................................................................... 207
8.28 Hatching Eggs (HEG) .......................................................................................... 208
8.29 AVI Checklist ...................................................................................................... 209
8.30 VALUABLE CARGO (VAL) ............................................................................. 213
8.31 EXPRESS CARGO (XCS) .................................................................................. 213
8.32 HEAVY PIECES (HEA) ..................................................................................... 214
8.33 OVERSIZED CARGO PALLETS (BIG) ............................................................ 215
8.33.1 Overlapping Piece Method ................................................................................ 215
8.33.2 Floating Pallet Method ...................................................................................... 216
8.33.3 PIPES AND BARS............................................................................................. 216
8.34 VEHICLES ......................................................................................................... 218
8.34.1 Car Loading ....................................................................................................... 218
8.35 Heavy Items. ...................................................................................................... 222
8.36 FIREARMS AND AMMUNITION ..................................................................... 222
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8.37 Transport of Sporting Weapons and Ammunition ................................................ 222


8.38 EQUIPMENT IN COMPARTMENT (EIC) ..................................................... 223
8.39 Ballast Bags (BAL) ............................................................................................. 223
8.40 COMPANY MAIL (COMAIL, COMAT) ........................................................... 224
8.40.1 COMAT - Company Material ........................................................................... 224
8.41 COURIER ........................................................................................................... 224
8.42 NOTIFICATION OF ACCIDENTS AND INCIDENTS .................................. 225

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8 SPECIAL LOADS
8.1 DANGEROUS GOODS
Dangerous Goods are articles or substances which are capable of posing a risk
to health, safety, property or the environment and which are shown in the list
of dangerous goods in the current edition of the IATA Dangerous Goods
Regulations.
Dangerous goods include all types of explosives, gases, and flammable
liquids, flammable solids, oxidizing substances and organic peroxides, toxic
and infectious substances, radioactive material, corrosives and substances and
articles that present a danger not covered by other classes.

The transportation of dangerous goods includes:

 All stations forming part of the transport within the transport chain (even if
these Operations are not performed by the carrier itself.
 Acceptance and delivery of the goods
 The temporary storage in the course of transportation
 Loading and unloading

A current edition of the IATA Dangerous Goods Regulations (DGR) and or


the ICAO Technical Instructions for the Safe Transport of Dangerous Goods
by Air (Technical Instructions), or equivalent documentation should be
available and is accessible at each location where ground handling operations
are conducted.

8.2 LEGAL ASPECTS


The UN Committee of Experts (COE) develops recommended procedures for
the transport of all types of dangerous goods except radioactive materials.
These procedures, applicable to all modes of transport, are published in the
recommendations of the committee of experts on the transport of dangerous
goods.
The International Atomic Energy Agency (IAEA) develops recommended
procedures for the transport of radioactive materials. These procedures are
published in the IAEA Regulations for the Safe Transport of Radioactive
Material (IAEA TS-R-1).
The ICAO has used these recommendations as the basis for developing the
Technical Instructions for the Safe Transport of Dangerous Goods by Air
(ICAO-T.I). The ICAO T.I is codified in Annex 18 to the convention of
international civil aviation.
The IATA Dangerous Goods Regulations (DGR) contains all the requirements
of the technical Instructions. IATA has included additional requirements
which are more restrictive than the ICAO-T.I. and reflect industry standard
practices or operational considerations.

8.3 RETENTION OF DOCUMENTATION


Documentation pertaining to dangerous goods shall be retained for a period of
6 months.
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8.4 EXCEPTIONS
A deviation from the ICAO regulations has to be approved by the aviation
authority of the respective country.

8.5 APPLICABILITY
The IATA DGR is applicable to:
 All airlines which are members or associate members of IATA
 All airlines which are party to the IATA multilateral interline traffic
agreement cargo
 All shippers and agents that offer consignments of dangerous goods to
these Operator

8.6 APPROVAL AND RESPONSIBILITIES


An operator shall not transport dangerous goods unless approved to do so by
the Authority.
Before the issue of an approval for the transport of dangerous goods, the
operator should satisfy the Authority that adequate training has been given,
that all relevant documents (e.g. for ground handling, airplane handling,
training) contain information and instructions on dangerous goods, and that
there are procedures in place to ensure the safe handling of dangerous goods at
all stages of air transport.
Note: The exemption or approval indicated in CAR-OPS 1.1165(b) (1) or (2)
is in addition to the above and the conditions in (b) may not necessarily apply.
As MIDEX AIRLINES uses contracted Ground Handling Agencies (GHA) at
all stations. All UAE GHA’s will be strictly guided by and follow CAR Part
VI – Chapter 2.

8.7 MIDEX AIRLINES EXCEPTIONS


MIDEX AIRLINES ACCEPTS ONLY the following articles and substances
which would otherwise be classified as dangerous goods but are accepted from
the provisions of ICAO TI and IATA DGR to the extent specified in relevant
paragraphs:
• Dangerous goods carried for use in flight to provide medical aid to a patient;
• Dangerous goods carried for use in flight as veterinary aid or as humane
killer for an animal;
• Dangerous goods in operator's property;
• Dangerous goods carried by passengers or crew;

MIDEX AIRLINES DOES NOT ACCEPT for carriage any dangerous goods
(Class 1 to 9) otherwise then permitted under the provisions of the IATA DGR
(even when properly identified, classified, packed, marked, labelled and
documented in accordance with IATA DGR) including:
• Dangerous goods in Excepted Quantities;
• Dangerous goods in Limited Quantities;
• Dangerous Goods in Air Mail, including infectious substances, dry ice and
radioactive material as otherwise permitted by UPU;

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• Radioactive material, including radioactive material, exempted package


shipments for which Shipper's Declaration for Dangerous Goods is not
required;
• Dry Ice (carbon dioxide, solid) pure and when used as a refrigerant for non-
dangerous cargo.

8.8 PROVISION OF INFORMATION


All personnel, who may be involved in the transportation of dangerous goods
are to be suitably trained according to the ICAO T.I. in order to carry out their
responsibilities in regard to the transport of dangerous goods. This shall
include the actions to be taken in the event of the emergencies arising
involving dangerous goods.

The commander is to be given a Special Loads Notification to Captain


(NOTOC) according OM-A.

8.8 ACCEPTANCE OF DANGEROUS GOODS


(a) An operator shall not accept dangerous goods unless:
(1) The package, over pack or freight container has been inspected in
with the acceptance procedures in the Technical Instructions.
(2) Except when otherwise specified in the Technical Instructions, they
are accompanied by two copies of a dangerous goods transport
document.
(3) The English language is used for:
(i) Package marking and labelling; and
(ii) The dangerous goods transport document
In addition to any other language requirements.
(b) An operator shall use an acceptance check list which shall allow for all
relevant details to be checked and shall be in such form as will allow for the
recording of the results of the acceptance check by manual, mechanical or
computerized means.

8.9 REQUIREMENTS FOR TRAINING


Training has to be provided or verified upon employment of a person in a
position involving the transport of dangerous goods by air. Recurrent training
shall take place within 24 months of previous training to ensure knowledge is
current, unless a competent authority has defined a shorter period.
A test shall be passed following dangerous goods training to verify
understanding of the regulations. A certificate shall be issued confirming
successful completion of the test.

8.10 DANGEROUS GOODS FORBIDDEN FOR TRANSPORTATION BY


AIR UNLESS EXEMPTED
Substances which is liable to explode, dangerously react, produce a flame or
dangerous evolution of heat or dangerous emissions of toxic, corrosive or
flammable gases or vapours under conditions normally encountered in air
transport shall not be carried on aircraft under any circumstances.

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Dangerous goods as described below shall not be carried either on passenger


or cargo aircraft unless exempted by States concerned, under the conditions of
an approval issued by the State of origin.

a) Radioactive material;
 Packages or over packs having a surface radiation level greater than 2
mSv/h
 Shall not be transported unless by special arrangement.
 in vented type B(M) packages;
 The total activity of LSA (Low Specific Activity material and SCO
(Surface
 Contaminated Object) In industrial packages in any single aircraft shall
not
 Exceed the limits shown in IATA DGR Table 9.3.A.
 in packages which require external cooling by an ancillary cooling
system;
 in packages subject to operational controls during transport;
 explosive
 A pyrophoric liquid.

b) Unless otherwise provided, articles and substances including those


described as “not otherwise specified”) which are identified in the IATA DGR
Section 4.2 List of Dangerous Goods as being forbidden.
c) Infected live animals.
d) Liquids having a vapour inhalation toxicity which requires Packing Group I
Packaging.
e) Substances that are offered for transport in a liquid state at temperatures
equal to or exceeding 100°C (212°F), or in a solid state at temperatures equal
to or exceeding 240°C (464°F).
f) Any other articles or substances as specified

8.11 LIMITATIONS ON THE TRANSPORT OF DANGEROUS GOODS


The following Dangerous Goods are defined:
 Dangerous goods generally forbidden for transportation by air
 Dangerous goods, which may be transported by air with approval of the
authority; for United Arab Emirates is:

General Civil Aviation Authority (GCAA)


Safety Policy and Regulation Section
P.O. Box 6558, Abu Dhabi UAE
Tel. No.: +971 2 4054508
Fax No.: +971 2 4054405

 Dangerous goods which may be transported by air.

8.12 SCOPE
MIDEX shall comply with the provisions contained in the DGR on all
occasions when dangerous goods are carried, irrespective of whether the
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flights is wholly or partly within or wholly outside the territory of the United
Arab Emirates.

Articles and substances which would otherwise be classified as dangerous


goods are excluded from the provisions of this chapter, to the extent specified
in the technical instructions, provided:

1. They are required to be aboard the airplane in accordance with the relevant
UAE CARS/JAR OPS for operating reasons.
2. They are carried as catering or cabin service supplies.
3. They are carried for use in flight as veterinary aid or as a humane killer for
an animal
4. They are carried for use in flights as medical aid for patient, provided that:
Gas cylinders have been manufactured specifically for the purpose of
containing and transporting the particular gas
Drugs, medicines and other medical matter are under the control of trained
personnel during the time when they are in use in the airplane.
Proper provision is made to stow and secure all the equipment during take-off
and landing and at all other times when deemed necessary by the commander
in the interests of safety; or
5. They are carried by passengers or crew members

Articles and substances intended as replacements for those in (1) above have
to be transported on an airplane as specified in the DGR.

8.13 DEFINITIONS
Terms used in this chapter or the IATA regulations have the following
meaning:

Acceptance check list


A document used to assist in carrying out a check on the external appearance
of packages of dangerous goods and their associated documents to determine
that all appropriate requirements have been met.

Cargo Airplane (Cargo Aircraft)


Any airplane which is carrying goods or property but not passengers. In this
context the following are not considered to be passengers:
 A crew member
 An operator’s employee permitted by, and carried in accordance with, the
instructions
 contained in the Operations Manual
 An authorized representative of an Authority
 A person with duties in respect of a particular shipment on board

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Dangerous goods incident


An occurrence, other than dangerous goods accident, associated with and
related to the transport of dangerous goods, not necessarily occurring on board
on airplane, which results in injury to a person, property damage, fire,
breakage, spillage, leakage of fluid or radiation or other evidence that the
integrity of the packaging has not been maintained. Any occurrence relating to
the transport of dangerous goods which seriously jeopardizes the airplane or
its occupants is also deemed to constitute a dangerous goods incident.

Dangerous goods transport document


A document which is completed by the person who offers dangerous goods for
air transportation and contains information about those dangerous goods. The
document bears a signed declaration indicating that the dangerous goods are
fully and accurately described by their proper shipping names and UN
numbers (if assigned) and that they are correctly classified, packed, marked,
labelled and in a proper condition for transport.

Fissile material
Uranium-233, uranium-235, plutonium-239, plutonium-241 or any
combination of these. Un-irradiated natural and depleted uranium and natural
uranium or depleted uranium which has been irradiated in thermal reactors
only are not included under this definition.

Freight container
A freight container is an article of transport equipment for radioactive
materials, designed to facilitate the transport of such materials, either packed
or unpacked, by one or more modes of transport.
Note: see >Unit Load Device< where dangerous goods are not radioactive
materials.

Handling Agent
An agency which performs on behalf of the operator same or all of the latter’s
functions including receiving, loading, off-loading, transferring or other
processing of passengers or cargo.

ID number
A temporary identification number (ID) in the 8000 series assigned to an
article or substance for which no UN-Number has been assigned.

NOTOC
The ‘Notification to Captain’ informs the flight crew about the dangerous
goods loaded on board the aircraft including the loading positions.

Overpack
An enclosure used by a single shipper to contain one or more packages and to
form one handling unit for convenience of handling and stowage.
Note: A unit load device is not included in this definition.

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Package
The complete product of the packing operation consisting of the packaging
and its contents prepared for transport.

Packaging
Receptacles and any other components or materials necessary for the
receptacle to perform its containment function and to ensure compliance with
the packing requirements.

Packaging Groups
An indication of the relative degree of danger presented by various articles or
substances within a class or division. Roman numerals I, II, III are used to
represent “great danger”, “medium danger”, “minor danger” respectively.
Criteria for packing groups have been developed for dangerous goods in
classes 3, 4, 8 and divisions 5.1 and 6.1. Some substances in class 9, liquids in
division 5.1 and waste material in division 6.2 have been assigned to Packing
Groups by experience rather than through the application of any technical
criteria.

Proper Shipping Name


The name to be used to describe a particular article or substance in all shipping
documents and notifications and, where appropriate, on packaging.

Serious Injury
An injury which 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 a fracture of any bone (except simple fractures of 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 bums, or any burns affecting more than
5% of the
 body surface, o
 involves verified exposure to infectious substances or injurious radiation.

State of Origin
The Authority in whose territory the dangerous goods were first loaded on an
aircraft.

Technical Instructions
The latest effective edition of the Technical Instructions for the Safe Transport
of Dangerous Goods by Air (Dec 9284- AN/905), including the supplement
and any addendum, approved and published by decision of the Council of the
International Civil Aviation Organization.
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UN Number
The four-digit number assigned by the United Nations Committee of Experts
on the Transport of Dangerous Goods to identify a substance or a particular
group of substances.

Unit Load Device


Any type of airplane container, aircraft pallet with a net, or aircraft pallet with
a net over an igloo.
Note: An over pack is not included in this definition; for a container
containing radioactive materials see the definition for freight container.

8.14 HIDDEN RISKS OR DANGERS


(Reprint of IATA-Regulations 2.2)
Cargo declared under a general description may contain hazardous articles that
are not apparent. Such articles may also be found in baggage. Examples
thereof are:
Example Danger
Aircraft on Ground (AOG) - Spares

May contain explosives (flares or other pyrotechnics), chemical oxygen


generators, unserviceable tyre assemblies, cylinders of compressed gas
(oxygen, carbon dioxide or fire extinguishers) fuel in equipment, wet or
lithium batteries, matches.
Automobiles, automobile parts
(Car, motor, motorcycle) may contain ferro-magnetic material which may not
meet the definition for magnetised material but which may be subject to
special stowage requirements due to the possibility of affecting aircraft
instruments; may also contain engines, carburettors or fuel tanks which
contain or have contained fuel, wet batteries, compressed gases in tire inflation
devices, fire extinguishers, shocks/struts with nitrogen, air bag inflators/air bag
modules etc.

Breathing apparatus
May indicate cylinders of compressed air or oxygen, chemical oxygen
generators or refrigerated liquefied oxygen

Camping equipment
May contain flammable gases (butane, propane etc.), flammable liquids
(kerosene, gasoline etc.), flammable solids (hexamine, matches etc.) or other
dangerous goods

Chemicals
May contain items meeting any of the criteria for dangerous goods,
particularly flammable liquids, flammable solids, oxidizers, organic peroxides,
toxic or corrosive substances

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COMAT (Company Materials)


. Such as aircraft parts, may contain dangerous goods as an integral part, e.g.
chemical oxygen generators in a part, e.g. chemical oxygen generators in a
passenger service unit (PSU), compressed gas, flammable liquid, corrosive
material, magnetized material etc.

Consolidated consignments
May contain any of the defined classes of dangerous goods

Cryogenic (liquid)
Indicates refrigerated liquefied gases such as argon, helium, neon and nitrogen

Cylinders
May indicate compressed or liquefied gas

Dental apparatus
May contain flammable resins or solvents, compressed or liquefied gas,
mercury and radioactive material

Diagnostic specimens
May contain infectious substances

Diving equipment
May contain cylinders (such as scuba tanks, vest bottles etc.) of compressed
gas (air, oxygen etc.), high intensity diving lamps which can generate
extremely high heat when operated in air; in order to be carried safely, the
bulb or battery shall be disconnected

Drilling and mining material


May contain explosive(s) and/or other dangerous goods

Dry Shipper (Vapour Shipper)


May contain free liquid nitrogen. Dry shippers are subject to these Regulations
when they permit the release of any free liquid nitrogen irrespective of the
orientation of the packaging

Electrical equipment
May contain magnetized materials or mercury in switch gear and electron
tubes or wet batteries

Electrically powered apparatus


(Such as wheelchairs, lawn mowers, golf carts etc.) may contain wet batteries

Expeditionary equipment
May contain explosives (flares), flammable liquids (gasoline), flammable gas
(propane, camping gas) or other dangerous goods.

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Film crew or media equipment


May contain explosive pyrotechnic devices, generators incorporating internal
combustion engines, wet batteries, fuel, heat producing items etc.

Frozen embryos
May contain refrigerated liquefied gas, fire extinguishers, engines internal
combustion, batteries, etc.

Frozen fruit, vegetables etc.


May be packed in carbon dioxide, solid (dry ice)

Fuels
May contain flammable liquids, flammable solids or flammable gases.

Fuel Control Units


May contain flammable liquids.

Hot air balloon


May contain cylinders with flammable gas, fire extinguishers, engines internal
combustion, batteries etc.

Household goods
May contain items meeting any of the criteria for dangerous goods including
flammable liquids such as solvent based paint, adhesives, polishes, aerosols,
bleach, corrosive oven or drain cleaners, ammunition, matches etc.

Instruments
May conceal barometers, manometers, mercury switches, thermometers etc.
containing mercury

Laboratory/testing equipment
May contain items meeting any of the criteria for dangerous goods,
particularly flammable liquids, flammable solids, oxidizers, and organic
peroxides, toxic or corrosive substances.

Machinery parts
May contain adhesives, paints, sealants, solvents, wet and lithium batteries,
mercury, cylinders of compressed liquefied gas etc

Magnets and other items of similar material


May individually or cumulative meet the definition of magnetized material

Medical supplies
May contain items meeting any of the criteria for dangerous goods,
particularly flammable liquids, flammable solids, oxidizers, organic peroxides,
toxic or corrosive substances

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Metal construction material


May contain ferro-magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments

Metal fencing
May contain ferro-magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments

Metal piping
May contain ferro-magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments
Parts of automobile (cars, motor, motorcycle)
May contain wet batteries etc.

Passenger’s baggage
May contain items meeting any of the criteria for dangerous goods; examples
include fireworks, flammable household liquids, corrosive oven or drain
cleaners, flammable gas or liquid lighter refills or camping stove cylinders,
matches, ammunition, bleaching powders, aerosols etc.

Pharmaceuticals
May contain items meeting any of the criteria for dangerous goods,
particularly radioactive material, flammable liquids, flammable solids,
oxidizers, organic peroxides, toxic or corrosive substances

Photographic supplies
May contain items meeting any of the criteria for dangerous goods!
particularly heat producing devices, flammable liquids, flammable solids,
oxidizers, organic peroxides, toxic or corrosive substances

Racing car or motorcycle team equipment


May contain engines, carburettors of tanks which contain fuel or residual fuel,
flammable aerosols, cylinders of compressed gases, nitro methane, other fuel
additives or wet batteries etc.

Refrigerators
May contain liquefied gases or an ammonia solution

Repair kits
May contain organic peroxides and flammable adhesives, solvent based paints,
resins etc.

Samples for testing


May contain items meeting any of the criteria for dangerous goods,
particularly infectious substances, flammable liquids, flammable solids,
oxidizers, organic peroxides, toxic or corrosive substances

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Semen
May be packed with carbon dioxide, solid (dry ice) or refrigerated liquefied
gas

Show, motion picture, stage and special effects


May contain flammable substances, explosives or other dangerous goods

Swimming pool chemicals


May contain oxidizing or corrosive substances

Switches in electrical equipment or instruments


May contain mercury

Tool boxes
May contain explosives (power rivets), compressed gases aerosols, flammable
gases (butane cylinders), flammable adhesives or paints, corrosive liquids etc.

Torches
Micro Torches and utility lighters may contain flammable gas and be equipped
with an electronic starter. Larger torches may consist of a torch head (often
with a self-igniting switch) attached to a container or cylinder of flammable
gas.

Toys
May be made of flammable material

Unaccompanied passengers’ baggage / personal effects


May contain items meeting any of the criteria for dangerous goods such as
fireworks, flammable household liquids, corrosive oven or drain cleaners,
flammable gas or liquid lighter - refills or camping stove cylinders, matches,
ammunition, bleach, aerosols etc.

Vaccines
May be packed in carbon dioxide, solid (dry ice)

8.15 HANDLING OF DANGEROUS GOODS

Classification and Packing


The shipper himself is responsible according UAE CAR / CAR-OPS 1,
Subpart R, for the correct classification and packing of dangerous goods.
All regulations and restrictions of ICAO respectively IATA-DGR in addition
to possible further restrictions of the authorities are to be followed.

8.16 LOADING OF DANGEROUS GOODS

Loading Principle
 Packages and overpacks which have the “Cargo Aircraft Only” label
affixed shall only be loaded on a cargo aircraft. These packages shall be

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accessible in flight, handled and, where size and weight permit, be


separated from other cargo by a crew member in flight. Hazard warning
labels and cargo aircraft only labels shall be visible. This requirement does
not apply to:
 Substances of Class 3, Packing Group III, without a subsidiary
risk;
 Class 6 Toxic and Infectious substances;
 Class 7 Radioactive materials
 Class 9 Miscellaneous dangerous goods
 Dangerous goods shall never be carried in the passenger cabin nor on the
flight deck
 Special care shall be applied to ensure no damage occurs when loading/un-
loading
 Do not load any damaged packages/containers.
 Liquids are to be loaded in upright position
 DG packages shall be loaded in such a way that the hazard label is clearly
visible, Ensure all packages are secure to prevent movement that could
change the orientation onboard the aircraft
 Secure the package against movement (e.g. lashing down) or damage
 PRY-packages have to be loaded on bottom of pallet or cargo
compartment and T.I. limitations have to be observed.
 Additional state regulations have to be adhered too,
The segregations table shall be adhered too. (See Part8 - 8.20)

8.17 PREREQUISITES FOR THE LOADING OF DANGEROUS GOODS


Following precautionary actions apply:
1. Dangerous goods shall be correctly marked and labelled in accordance with
the Regulations.
2. They shall not be stowed in the passenger cabin or cockpit
3. They shall be secured in the cargo compartment against shifting
4. Combined loading ability shall be considered according the >ln-
compatibility Chart< Special conditions apply to all aircrafts chartered by
MIDEX Airlines.

8.18 DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW


MEMBERS
Dangerous goods are totally forbidden to be carried by passengers or crew
members
 as or in checked baggage
 as or in carryon baggage
 on the person

Total forbidden are: -


 Security-type briefcases or attached cases incorporating dangerous
goods, such as lithium batteries or pyrotechnical devices
 >strike anywhere< matches

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 Disabling devices such as mace, pepper spray, tear gas etc. containing an
irritating or incapacitating substance
 Fireworks of any type, including all party fireworks, in any quantity
 Christmas crackers
 Festive Crackers
 Party Poppers
 Any article containing explosives
 Inflated balloons

8.19 DANGEROUS GOODS NOTIFICATION TO CAPTAIN (NOTOC)


The NOTOC has to be issued for each flight transporting dangerous goods
which shall contain all relevant information for the transportation of dangerous
goods. This NOTOC has to be readily available to him during the entire flight.

Departure:
The NOTOC shall be prepared by cargo department completely including the
category and hazard class of these goods, the number of packages, their
weights and loading position and emergency response group (ERG). The ERG
shall be entered on the NOTOC. The ERG table is alphanumerically sorted
according the UN number. The second column displays the actual drill code
whereby the risk category is depicted by the number and the additional risk by
the letter.
Example:
UN 1023 Coal Gas
Drill No. 10 Gas, flammable, high fire risk if any ignition source is present
Letter P Poison

The senior ramp agent at originating station shall confirm the following with
his signature on the NOTOC:

1) Final visual check prior and upon loading that there is no evidence of any
damaged or leaking packages containing dangerous goods have been loaded
on the aircraft
2) Ensure the Load Instruction Report includes the final location of all special
loads including dangerous goods. If any changes are require check with the
load controller for approval before making the change

This NOTOC shall be presented and signed by the Commander at no later than
minus 30 minutes STD.

By handing over the NOTOC to the commander it is ensured that the so-called
>Acceptance Check< has been performed by authorized personnel. The
commander assumes responsibility only for transportation of the dangerous
goods, not, however, for packing and loading. The commander confirms
receipt of the NOTOC by his signature.

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Arrival:
All further NOTOCs for connecting flights and/or joining crews shall be
handed over also to the Commander. After arrival the ramp agent will get a
copy of the NOTOC from the Commander. He shall confirm the proper
conditions during offloading. At station where a new crew take over flight
duties or a reloading becomes necessary, the already prepared NOTOC shall
be completed with the loading position and the proper conditions shall be
confirmed (off / on-loading).
NOTE:
If a prepared NOTOC is not available the information shall be obtained from
the Incoming NOTOC and a new NOTOC shall be issued. At stations where a
load control is computerized, a NOTOC can be printed and delivered together
with the load sheet. The NOTOC does not show a handwritten signature, but
only the name of the responsible agent is printed.

Abbreviations used in NOTOC


CL Class TI Transport Index
DV Division PCK Package
COMP Compatibility Group RRY CAT Radioactive Category
QTI Quantity PCK GRP Packing Group
POS Loading Position ULD Unit Load Device
SP Special Provision

Example of MIDEX Airlines NOTOC

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Description to example NOTOC:

1. Station of Loading
2. Flight Number
3. Date
4. Aircraft Registration
5. Issuing person
6. Station of Un-loading
7. Airway bill Number
8. Proper Shipping Name
9. ERG (Emergency Response Group)
10. UN or ID number
11. Class or Division
12. Sub Risk
13. SP (Special Provision) Number
14. SP Approver State or Operator Name/Ref
15. Number of packages
16. Packing Instruction Number
17. Net Quantity or Transport Index Per Package
18. Radioactive Material Category
19. UN Packing Group
20. IMP Code (reverse side)
21. Cargo Aircraft Only (marked with ‘X’ where applicable)
22. ULD number and Identifier
23. Loading Position
24. Station of Un-loading
25. Airway bill Number
26. Contents
27. Number of Packages
28. Quantity (Net each piece)
29. Supplementary Information, including the following where applicable:
dimensions of packages containing RRY
30. IMP Code (reverse side)
31. ULD number and identifier
32. Compartment or loading position
33. The name of the person loading the ULD (to be signed by Cargo Staff)
34. The name of the person loading the Dangerous goods on the aircraft
35. Captain’s Signature
36. Other Information

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8.20 INCOMPATIBILITY CHART


Incompatibility Chart shows load incompatibilities between the individual
special loads. The numbers on the Incompatibility Chart show the rules that
shall be observed.

Incompatibility Chart

Note 1:
Only explosives in Division 1.4, compatibility group S, are permitted to be
transported on passenger aircraft.

Only the following explosives may be transported on a cargo aircraft:

- Division 1.3 Compatibility groups C, G;


- Division 1.4 Compatibility groups B, C, D, E, G, S.

Explosives in Compatibility Group S may be stowed with explosives in all


compatibility groups.
Explosives of different compatibility groups may be stowed together, whether
or not they belong to the same division, except for Division 1.4B and
explosives in Division 1.3. which shall be loaded in separate unit load devices
and separated by other cargo with a separation distance of 2 m. When not
loaded in a unit load device Division 1.4B and Division 1.3 explosives shall be
loaded into different, non-adjacent loading positions and separated by other
cargo with a minimum separation distance of 2 m.
Note 2:
Explosive other than those in Division 1.4 compatibility group S may not be
stowed together with this class or division.
Note 3:
Live animals shall not be loaded in the same compartment as poisonous or
infectious substances. This does not apply when the animals and the Poisonous
or infectious substances are loaded into different ULDs which are not loaded
on the aircraft adjacent to each other.
Note 4:
When live animals are loaded with packages, over packs or freight containers
bearing Category II-Yellow or III– Yellow labels, the following separation
distances shall be maintained: 0. 5 m (19.5 in) or more for journeys of 24
hours or less. 1.0 m (39 in) or more for journeys of more than 24 hours.

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Radioactive material bearing Category I-White label, separation is not


considered necessary.

Note 5:
Living human organs/blood (LHO) may be loaded in the same compartment
as RRY Provided the LHO shall be separated the same distance applicable to
those given in Note 4.

Note 6:
Hatching eggs shall not be stowed in close proximity of ICE and RCL.
Separation from RRY. See Note 4.

Note 7:
Separation from undeveloped photographic film or plates refer DGR 9.3.F

Note 8:
Live animals shall not be loaded in close proximity to ICE, RCL and
EAT/PER
(If not hermetically sealed goods refer note 9)

Note 9:
Do not load within the same compartment
Dangerous Goods Irregularities
Danger:
Risk a personal injury or even death
 Operations Supervisor
 Commander
 Cargo Handling Department
 Station Manager if available
 Further action shall be taken according to the local
Dangerous Goods Initial Emergency Response Chart and Procedure.
If damaged or leaking packages contain radioactive
material (class7 = RRW, RRY):
 Additionally make sure that all persons keep minimum 25 rn (75
ft.) distance to the damaged or leaking packages
If a health risk for any person exists or shall be presumed, especially if
damaged or leaking packages contain infectious substances (division 6.2 =
RIS)
 Additionally inform all persons involved in loading or cargo
handling activates to keep contact for a possible medical
examination.
If undeclared dangerous goods are noticed or strongly suspected Do not load
these bags or packages into the aircraft.
 inform your Ground Operations manager.

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8.21 REQUIREMENTS

8.21.1 Hazard Classification


Dangerous Goods are divided into nine different hazard classes. Some hazard
classes are further subdivided into hazard divisions due to the wide scope of
the class. The order in which they are numbered is for convenience and does
not imply a relative degree of danger.

Class 1 Explosives
Division 1.1 -articles and substances having a mass explosion hazard
Division 1.2 -articles and substances having a projection hazard but not a mass
explosion hazard
Division 1.3 -articles and substances having a fire hazard, a minor blast hazard
and/or a minor projection hazard but not a mass explosion hazard
Division 1.4 - articles and substances presenting no significant hazard
Division 1.5 -very insensitive articles having a mass explosion hazard
Division 1.6 -extremely insensitive articles which do not have a mass
explosion hazard

Class 2 Gas
Division 2.1 -flammable gas
Division 2.2 -non-flammable, non-toxic gas
Division 2.3 -toxic gas

Class 3 Flammable Liquid

Class 4 Flammable Solids; Substances liable to Spontaneous


Combustion; Substances which, in contact with Water, emit
Flammable Gases
Division 4.1 -flammable solids
Division 4.2 -substances liable to spontaneous combustion
Division 4.3 -substances which, in contact with water, emit flammable gases

Class 5 Oxidizing Substances and Organic Peroxides


Division 5.1 -oxidizers
Division 5.2 -organic peroxides

Class 6 Toxic (poisonous) and Infectious Substances


Division 6.1 -toxic substances
Division 6.2 -infectious substances

Class 7 Radioactive Material

Class 8 Corrosives

Class 9 Miscellaneous Dangerous Goods

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8.21.2 IATA Cargo IMP Codes


The following codes are used extensively within the airline industry (the first
letter R stands For Restricted)
Code Name Class Code Name Class
CAO Cargo Aircraft Only ROP Organic Peroxide
ICE Dry ICE ROX Oxidizer
MAG Magnetized Material RPB Poison
RCL Cryogenic Liquid RPG Poisonous Gas
RCM Corrosive RRW Radioactive White
REX Explosive 1.1.1.2, 1.3, 1.4F, 1.5 RRY Radioactive
Yellow
RFG Flammable Gas RSB Polystyrene Beads
RFL Flammable Liquid RSC Spontaneously Combustible
RFS Flammable Solid RXB Explosive 1.4 B
RFW Dangerous when wet RXC Explosive 1.4 C
RHF Harmful - Stow away
from food stuffs RXD Explosive 1.4 D
RIS Infectious Substances RXE Explosive 1.4 E
RMD Miscellaneous
Dangerous Goods RXG Explosive 1.4 G
RNG Non-flammable Gas RXS Explosive 1.4 S

8.21.3 Radioactive Material


All live animals shall not be loaded near Radioactive Material.
Pending aircraft type the TI “transport Indices” minimum distances are as
follows;
Lower Deck up to 9.0 T.I. 1 loading position or 1.5m
Main Deck up to 25.0 T.I. 1 pallet position
Up to 50.0 T.I. 2 pallet position

8.21.4 Labels and Hazard Classes


The shipper is responsible for the correct labelling and marking of a package.
Labelling and marking shall be written in English. There are two types of
labels:
1. Hazard Labels
2. Handling Label

8.21.5 Hazard Labels General


All labels identifying a primary or subsidiary risk shall show the class number.
Divisions
Some hazard classes also include divisions, shown by a second figure, for
example 4.1
Compatibility Groups
Hazard class 1 is further subdivided into different compatibility groups, shown
by a letter, for
example 1.4 S
The IATA AIR IMP (Interline Message Procedure)
Codes of dangerous goods and the corresponding labels are shown in the
sequence of the
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hazard classes.
Labels do not necessarily have to show text, but they shall have the same
colour, symbols and numbers as shown on the next pages.
Multiple Labelling
Effective 01JUL01 no difference is made in labelling of primary hazard and
subsidiary hazard(s). All labels shall show a class number. Do not accept or
load packages having label(s) without class number or with class number
crossed out. Concerning load incompatibility, all hazard classes labelled on
one package shall be crosschecked with each hazard class labelled on every
other package.

Class 1: Explosives
Explosives with the following dangerous goods are forbidden on any MIDEX
AIRLINES Aircraft.

Division IATA Air IMP Code


1.1 REX
1.2 REX
1.3 REX
1.4F REX
1.5 REX

Note: 1.3 (1.3C and 1.3G allowed Cargo Aircraft Only)

Exception:
The explosive symbol 1.4 S (RXS) may also be transported on passenger
aircrafts.

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Division 1.3: Articles and substances having a fire hazard and either a minor
blast hazard or minor projection hazard or both, but not a mass explosion
hazard. This division Comprises articles and substances that:
 give rise to considerable radiant heat or
 burn one after another, producing minor blast and/or projection effects
Division 1.4: Articles and substances that present no significant hazard. This
division comprises articles and substances which present only a small hazard
in the event of ignition or initiation during transport. The effects are largely
confined to the package and no projection of fragments of appreciable size or
range is to be expected. An external fire shall not cause virtually instantaneous
explosion of almost the entire contents of the package.
Igniters: fireworks, fuses, ammunition
Division 1.4 is subdivided into various compatibility groups. The
compatibility groups are Shown by a letter at the end of the code, for example
B. The letter shown on the label may be B, C, D, E, G or S.
Class 2: Gases
This class comprises compressed gases, liquefied gases, and gases in solution,
refrigerated Liquefied gases, mixtures of gases, mixtures of one or mole gases
with one or more vapours of substances of other classes, articles charged with
a gas, tellurium hexafluoride, and aerosols. A gas is a substance which:
 at 50 deg. C has a vapour pressure greater than 300 kPa (3.0 bar, 43.5
lb/square inch)
 is completely gaseous at 20 deg. C at a standard pressure of 101.3 kPa
(101 bar, 14.7 lb/square inch)
Class 2; Division 2.1

Flammable Gas
Division IATA Air IMP Code
2.1 RFG
Examples: Butane and propane and all sprays used with these gases serving as
propellant, filled gas containers, such as propane gas cartridges for camping,
hairsprays, lighters

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Class 2; Division 2.2

Non-flammable Gas
Division IATA Air IMP Code
2.2 RNG
Examples: Compressed air, fire extinguishers,
nitrogen, carbon dioxide.

Cryogenic liquid
(Additional label)
Division IATA Air IMP Code
2.2 RCL
Cryogenic Liquid’ labels shall be used in addition to the Non-Flammable Gas
(Division 2.2) hazard label on packages and overpacks containing cryogenic
liquids.
Refrigerated liquid nitrogen carried in baggage
Insulated packaging containing refrigerated liquid nitrogen (dry shipper), fully
absorbed in a porous material and intended for transport of non-dangerous
products at low temperature, are not subject to these Dangerous Goods
Regulations under certain conditions
Class 2; Division 2.3

Toxic Gas
Division IATA Air IMP Code
2.3 RPG
Examples: Carbon monoxide, sulphur dioxide (not permitted on passenger
aircrafts)
Note: Toxic has the same meaning as >Poisonous<
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Class 3: Flammable Liquids

Flammable Liquid
Division IATA Air IMP Code
3 RFL
Liquids or mixtures of liquids or liquids containing solids in solution or in
suspension with a flash point not greater than 60.5 °C according to the closed-
cup test (or not greater than 65.6 °C) according to the open-cup test.
Flash point: Lowest temperature at which enough flammable vapour is given
off a liquid to be ignited in air when exposed to a source of ignition.
Examples: Paints, adhesives, alcohol, kerosene, petrol, lighter fuel.
Class 4: Flammable Soli

Flammable Solids
Division IATA Air IMP Code
4.1 RFS
This division is made of
a. solids, which a readily combustible or may cause or contribute to
fire through friction
b. self-reactive and related substances which are liable to undergo a
strongly exothermic reaction
c. desensitized explosives which may explode if not diluted sufficiently
Examples: Matches, magnesium, sulphur
Note:
Only self-reactive substances of division 4.1 have to be shaded from direct
sunlight, stored away from all sources of heat in a well ventilated area and not
to be over stowed with cargo. Loading on aircraft is permitted
Division 4.2

Spontaneously Combustible
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Division IATA Air IMP Code


4.2 RSC
Substances which are liable to spontaneous heating under normal conditions
encountered in transport, or to heating up in contact with air, and being then
liable to catch fire
Examples: Phosphorus yellow/white)
Division 4.3

Dangerous When Wet


Division IATA Air IMP Code
4.3 RFW
Substances which, by interaction with water, are liable to become spontaneous
flammable or to give off flammable gases in dangerous quantities. These are
described as water-reactive substances.
Examples: Potassium, sodium, lithium
Class 5: Oxidizer / Organic Peroxide
Division 5.1

Oxidizer
Division IATA Air IMP Code
5.1 ROX

Substances which, in themselves are not necessarily combustible, but may


generally cause or contribute to the combustion of other material by yielding
oxygen
Examples: Bleaching agents, potassium permanganate
Division 5.2

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Organic Peroxide
Division IATA Air IMP Code
5.2 ROP
This division is made up of organic substances which contain the bivalent
structure -0-0- and may be considered derivatives of hydrogen peroxide in
which one or both of the hydrogen atoms have been replaced by organic
radicals. Organic peroxides are thermally unstable substances which may
undergo exothermic, self-accelerating decomposition. In addition, they have
one or more of the following properties:
 be liable to explosive decomposition
 burn rapidly
 be sensitive to impact or friction
 react dangerously with other substances
 cause damage to the eyes
Examples: Various industrially used chemicals, granulates with very high
oxygen content. so-called process activators for detergents. Methyl ethyl
ketone peroxide
Note: Organic peroxides have to be shaded from direct sunlight, stored away
from all sources of hest in a well-ventilated area and not to be over stowed
with other cargo. Loading on aircraft is permitted
Class 6: Toxic / Infectious Substance
Division 6.1

Toxic substances
Division IATA Air IMP Code
6.1 RPB
Substances which are liable to cause death or injury or to harm human health
if swallowed inhaled or contacted by skin.
Examples: Pesticides, arsenic, chloroform, cyanides
Note: Toxic has the same meaning as Poisonous
Division 6.2

Infectious Substance
Division IATA Air IMP Code
6.2 RIS

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Substances which are infectious to human and for animals and include
genetically modified microorganisms and organisms, biological products,
diagnostic specimens and clinical and medical waste.
Examples: Bacteria, viruses, parasites, fungi
If a health risk for any person exists or shall be presumed, especially if
additional action damaged or leaking packages contain infectious substances
Division 6.2 RIS.
Additionally inform all persons involved in loading or cargo handling
activities to keep contact for a possible medical examination.
Class 7: Radioactive Material

Radioactive Material
Of Category I (no T.I.*)

Radioactive Material
Of Category II (0.1-1.0 T.I.*)

Radioactive Material
Of Category III (1.1-10.0T.I.*)
Division IATA Air IMP Code
7.0 RRW/RRY
These substances (solids, liquids or gases), known as radionuclide or
radioisotopes, emit certain types of radiation which penetrates material and
can be harmful to health - but which, nevertheless, cannot be detected by any
of the human senses (Protective factors: shielding material, keep your
distance, time limitation). Other material like data storage media may also be
affected by the radiation.
It can be detected and measured by appropriate instruments. The radiation is
caused by the atomic decay or transformation and this is called the activity of
the element. The unit to be used is the Becquerel (Bq):
1 Bq = 1 atomic decay per second.
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Most of the radioactive shipped as air cargo are intended for use in medical
diagnosis and treatment and due to the purpose and half-life time they are very
urgent perishable consignments.
The Transport Index (TI.) indicates the radiation level at one-meter-distance
from the external surface of the package. The unit to be used for radiation
level is Sievert per hour, Sv/h or rnilliSv/h for smaller units
(1 TI. = 0.01 milliSv/h at 1-metre-distance).
Category I: RRW 0.0 - T.I.
Category II: RRY 0.1 - 1.0 T.I.
Category Ill: RRY 1.1 - 10.0 T.I.
Examples: Cobalt, caesium, radium, iodine

If damaged or leaking packages contain RAW or RRY, perform the following


actions in addition to the general instructions given in the section Damaged
Dangerous Goods
• Make sure that anybody stays at least 25 m (75 ft) away from the damaged
package(s). Radioactive materials, excepted packages (RRE) are not
dangerous goods!
Class 8: Corrosive Material

Corrosives
Division IATA Air IMP Code
8.0 RCM
Substances which, in the event of leakage, can cause severe damage by
chemical action when in contact with living tissue or can damage other freight
or the means of transport.
Examples: Battery fluid, mercury, sulphuric acids
Class 9: Miscellaneous Dangerous Goods

Dry Ice
Division IATA Air IMP Code
9.0 ICE

Substances which could not be classified under the eight other classes but
which present a danger during transport

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Examples: Automobiles, motorcycles, asbestos, electrically operated


wheelchairs, life-saving equipment. Included in this class are Aviation
regulated solid or liquid, any material which has narcotic, noxious, irritating or
other properties such that, in the event of spillage or leaking on an aircraft,
could cause extreme annoyance or discomfort to crew members so as to
prevent the correct performance of assigned duties.
Polymeric (= Polystyrene)
Beads, expandable
Division IATA Air IMP Code
9.0 RSB
Polymeric beads or granules (RSB):
Semi—processed products used to manufacture polymeric articles. These
substances are expandable and may give off small quantities of flammable gas.
Not more than 100 kg net weight of RSB may be carried in any inaccessible
hold or in any inaccessible ULD on the main deck.

Additional Handling Labels

Magnetized Material (MAG)

Any material which, when packed for air transport, has a magnetic field
strength of 0.159 A/m (0002 gauss) or more at a distance of 2.1 m (7 ft) from
any point on the surface of the assembled package. Magnets do not affect
humans directly, but can influence the compass or other material (e.g.
undeveloped films).
“Cargo Aircraft Only”

Labels shall be used on packages which have been prepared according to a


“CAO“- Packing Instruction or on packages where the net quantity exceeds
the limits which would be permitted for passenger aircraft. CAO labels shall
be affixed adjacent to the hazard label(s).
“Package Orientation”

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(This Way Up) labels shall be used on combination packages and overpacks
containing liquid dangerous goods. Excluding packages containing flammable
liquids in inner packaging of 120 ml or less, infectious substances in primary
receptacles not exceeding 50ml or radioactive material. At least two labels
shall be affixed (on opposite sides). Single packaging does not need to show
arrows.
“Keep Away From Heat”

Label shall be used in addition to the applicable hazard label on the package or
over pack containing self-reactive substances in Division 4.1 and Division 5.2,
Organic Peroxides.

Battery-powered Wheelchair and Mobility Aid


Label

This label may be used to assist in identifying whether wheelchairs or mobility


aids with battery has had the battery removed. The label is in two parts; Part A
remains with the wheelchair in the event the battery is removed from the
wheelchair and; Part B is used to in reconciling the battery and its wheelchair.

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Dangerous Goods in Excepted Quantities

The following label shall be used to identify dangerous goods In excepted


quantities which are, as such, transported by air.
• Very small quantifies
• Markings, hazard labels and shipper’s declaration are not required
• No entry in NOTOC
• No loading restrictions
• UN specification packaging is not required
• Triple packaging shall be used (inner- /intermediate and outer packaging)
• Completed handling label shall be affixed (see above) exceptions shall be
observed
Magnetized Material
The Cargo Handling Department is responsible that magnetized materials are
packed according to the relevant packing note of the IATA Dangerous Goods
Regulations (DGR) before accepted for transport. The Cargo Handling
Department is responsible to inform the operations department if other cargo
for the same flight is sensitive to magnetized material. Enter this information
in plain text in the load sheet or in the Load Message (LDM) under
supplementary information (SI). Make sure that cargo which is sensitive to
magnetic influence is not loaded next to magnetized material.

Carbon Dioxide, Solid or Dry Ice (ICE)

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DRY ICE CARRIAGE LIMITS


When transporting dry ice in the cargo compartments the following apply:

1. Observe the allowable dry ice carriage limits


2. For an aircraft on the ground for more than one hour, at least one air
conditioning pack should be on.
3. Do not carry animals in the same compartment with dry ice, or in the
lower cargo compartments when dry ice is carried in another cargo
compartment directly above the animals.
4. Use portable 100% oxygen when entering any compartment carrying
large amounts of dry ice. This should not be necessary if a fresh air
source is provided to the cargo compartment or if main cargo doors are
opened prior to entering the compartment.
5. To prevent excessive C02 concentration, do not operate supplemental
vent fans when transporting dry ice in the lower cargo compartment.

747 SPECIAL FREIGHTER MAXIMUM WEIGHT (KGS)


Forward Cargo Compartment 567
AFT Cargo Compartment 612
Total Airplane 4,955

LIMITATIONS: Main Deck cargo – 2,360 kgs ( 5,200


A300 FLEET lbs) Lower Deck cargo – 400 kgs ( 882 lbs) – Total
amount 2,760 ( 6,082 lbs)

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Danger: Risk of suffocation!

At transit or destination stations, wait about two minute after opening the hold
door before entering the hold. Thus the hold will be ventilated with fresh air.
Packed dry ice, for example in wooden, cardboard, plastic or polystyrene
boxes according to the IATA Dangerous Goods Regulations

 The MYX and JYP boxes are treated as ‘modular load units’, similar to a
standard
o ULD but not interlocking with the aircraft loading system. They can be
loaded into other ULDs or as bulk load. These units are marked with an
ULD tag.
 Dry ice in refrigerating ULDs is defined as ‘packed’.
 Fill dry ice used for refrigerating purposes only into the ice bunker.
o Whenever the refrigerating ULDs are active, the remark ‘CCL’ is
required for WCM and ULD tag.
 The restrictions for dry ice and live animals are not valid for refrigerating
ULDs.
o Dry ice can also be transported in any other ULD with an additional
Wrapping/insulating material. It is referred to as ‘provisional cool unit’.
 Dry ice in catering service units (CSU) is not subject to the Dangerous Goods
 Regulations (DGR) by definition.
 The restrictions for dry ice and live animals are also valid for catering
service units.
o Do not load dry ice and live animals together into the same non-
ventilated Compartment/hold.
o Wide bodied aircraft: In operable ventilated lower deck holds, up to 567
kg of dry ice per hold (i.e. FWD and/or AFT hold) and 612 in the cargo
AFT cargo compartment
 Narrow bodied aircraft: In lower deck holds, up to 400 kg of dry ice per
hold (i.e. 882 lbs) – Total amount 2,760 ( 6,082 lbs)
 Dry ice within compartment 5
 Live animals and dry ice cannot be loaded within the same ventilated
compartments
Unless:
1. Loaded with a closed container
2. Container cannot be loaded adjacent to Dry Ice
Dangerous Goods Carried by Passengers or Crew under ‘Carbon dioxide, solid
(dry ice)’ for exceptional regulation.
 If loading dry ice into a main deck cargo compartment:
 Inform the Cockpit Crew to switch the air-conditioning and the
ventilation to ON
 Before or immediately after closing the main deck cargo door(s).
 Inform the Cockpit Crew not to switch off the air-conditioning and the
ventilation in the main deck

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Battery Driven Wheelchairs and other Medical Equipment


 Spill able wet cell batteries may only be shipped as Dangerous Goods
cargo through the Cargo Handling Department.
 Battery driven wheelchairs or other battery-powered mobility devices with
dry batteries or with non-spill able batteries may be transported on board
of all aircraft if dimensions permit.
 Show the loading position of the battery-driven wheelchair in the load
sheet, in the
 LDM, and in the CPM or formats in plain language under supplementary
Information (SI).
 Before loading the wheelchair, check that the battery is:
o securely attached to the wheelchair
o disconnected
 Make sure that the battery terminals are insulated to prevent short circuits.
 All wheelchairs or mobility devices with gel type batteries do not require
the battery to be disconnected provided the battery terminals are insulated
to prevent accidental Short circuits.
 So called ‘high-tech wheelchairs often have integrated dry batteries which
cannot be
 Disconnected at the battery terminals. They have a removable control unit
which, if it is removed, disconnects the battery.
 Such wheelchairs may be loaded, if the control unit is removed.
 Make sure that the wheelchair is delivered to its owner at his destination as
soon as Possible.
 Articles and substances, which would otherwise be classed as dangerous
goods are excluded from the general regulations, but only up to the limits
which are specified in Dangerous Goods Carried by Passengers or Crew,
and if they are transported for use in flight, and if
o gas cylinders have been manufactured specifically for the purpose
of containing and transporting that particular gas,
o drugs, medicines and other medical matter are under the control of
trained Personnel all the time during use in the aircraft,
o proper provisions are made to stow and secure all the medical
equipment during take-off and landing and at all other times when
the Commander deems it necessary for safety reasons.

8.21.3 WET CARGO


All loads which contains liquids, or from which liquids may come out because
of the nature of the load, except dangerous goods, is defined as wet cargo.
Examples:
 shipments of casings and raw skins
 live animals (AVI)
 fresh or frozen meat (PEM)
 fish and seafood (PES) cooled with wet ice
 Flowers (PEF) and fruit and vegetables (PEP) with high moisture.
 Dangerous goods, including dry ice (ICE), are not handled as wet cargo.
 When loading wet cargo:

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 Protect the floor of the compartment or of the ULD and other load by
absorption
 sheets for wet cargo.
 Use a plastic bowl, whenever available
 Additionally observe ULD build up for loading of ‘Wet cargo’ on pallets
or into containers
 Load the packages in upright position, especially with the seal at the top,
to avoid
 spilling if the seals become leaky
 Strictly observe special handling advices, for example ‘This Side Up!’
 Do not load packages, if they are damaged or seem to be damaged

8.21.4 UNDEVELOPED FILMS (FIL), PRESS MATERIAL


If press material, for example films with TV news, is delayed, the material
may become useless for the consignee.
Make sure that press material is transported without delay.
If press material contains undeveloped films, it gets the special load code FIL
Press material:
 is accepted by the Cargo Handling Department even after the general
deadlines for the acceptance of cargo
 is specially marked by the Cargo Handling Department with the green
and black label Press Material
 is positioned for loading in yellow net sacks.
 Do not load undeveloped films (AL) next to radioactive materials
(RRY).
 Do not load video/audio tapes next to magnetized materials.
 Load press material into the collecting net for small pieces. Exception
on flights within the European Community only: Press material may
be loaded into the aircraft briefcase if the dimensions allow it.

At the arrival station, give Press material to the Cargo Handling


Department separately from other cargo and
 Immediately after unloading.

8.22 HUMAN REMAINS

8.22.1 Human Remains in Coffins (HUM)


Human remains (HUM) in coffins may be loaded on passenger or cargo
aircraft.
 Bulk area - shall be loaded head end of the coffin towards the rear of the
aircraft
 In ULD aircraft, load coffins on pallets, always load coffins horizontally,
head end of the coffin raised up slightly.
 Do not load human remains in coffins and in close proximity to food
(EAT) for human or animal consumption.
 An ALI or appropriate supplementary information (SI) of the MVT and
CPM shall be added to advise HUM on board and location.
 The HUM shall be added to the NOTOC as a special load
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 No loading of items on top of HUM


 AVI/PET should not be loaded within the same compartment as HUM

8.22.2 Human Remain in Urns


Loading and transport of cremated human remains in urns is allowed either as
cargo, checked baggage and cabin baggage. Pending local departure station
regulations a certificate of death issued by a competent authority from country
of departure may be required. Cremated remains shall be packed in a sealed
outer box or case.
As cargo:
 Packed into an outer box marked as HEA and Wet Freight
 Use the special load code HUM.

HUMAN REMAINS

Human remains in coffin always have to be considered as HEA and wet


freight.
Human remains shall not be loaded in close proximity of food for human or
animal consumption or live animals and not to be top loaded with other cargo.
Loading of human remains in urns is permitted without special restrictions.

WET FREIGHT

Load containing liquids or from which liquids may ooze out because of their
nature (except dangerous goods) is considered to be wet freight e.g.

 Shipments of casings / raw skins


 Live animals
 Fresh / frozen meat
 Fish shipments which are cooled with water ice, etc.
 Human remains in coffins

When loading wet freight care shall be taken that

 The floor of the compartment / ULD as well as other load shall be


protected by plastic foil and/ or absorption sheet.
 The boxes are stowed in an upright position (THIS WAY UP label).
 Bowls containing casings or raw skins are completely wrapped in
plastic foil each bowl is lashed.
 Damaged packages must not be carried.

8.23 PERISHABLE CARGO (SENSITIVE CARGO)


The condition or usefulness of perishable or sensitive cargo may decrease if
exposed to extreme changes in temperature or humidity or if delayed in
transport. Make sure that all packages containing perishable cargo are marked

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with IATA label “Perishable” The different kinds of perishable or sensitive


cargo need different handling. These are the following load information codes:

Perishable Cargo Code


Cool-ULD – if filled with dry ice for cooling purposes COL
Food for human or animal consumption EAT
Living human organs, human blood (fresh, serum, plasma) LHO
Flowers and plants PEF
Meat and meat products PEM
Fruit and vegetables PEP
Fish and seafood PES
Pharmaceutical goods at temperatures of 10-30oC, not loaded in cool ULDs PPH
Pharmaceutical goods at temperatures of 2-8oC, not loaded in cool ULDs PPL
Other sensitive cargo PER
Temperature-sensitive perishable cargo may be transported as follows:
 Fresh or frozen in Cool-ULD, cooled by dry ice (ICE):
• RAP ‘Envirotainer’ (LD9 size, 88”)
• RKN ‘Envirotainer’ ( LD3 size)
• MYX cool box (loading on pallets, in containers, or bulk)
• JYP cool box (loading on pallets, in containers, or bulk)
 Fresh or frozen on pallets, in containers or bulk load:
• cooled by dry ice (ICE)
• cooled by the aircraft hold air-conditioning system, where available
• un-cooled, if the expected hold temperature range Air-Conditioning
System is sufficient
• cooled by wet ice (nowadays only in exceptional cases)
To avoid damage or contamination to other load, to holds or to ULD, do not
accept perishable cargo, if it is not properly packed.
If stacking perishable cargo pieces:
 Make sure that the weight of the upper layers does not damage the
lower layers.
 The stack shall be build up in way that the allowed pallet contour is
kept even after possible compression of the lower layers after longer
transport times.
 Treat perishable cargo refrigerated with wet ice or containing fluid or
moisture that could leak.
Examples: meat, fish or other seafood (fresh, salted, smoked or frozen).
If the code COL is used for load transported in an ‘Envirotainer’: Observe the
incompatibilities relevant for EAT, FEM, PEP, PES and LHO.
If perishable cargo is cooled with dry ice:
 Dry Ice (ICE) for regulations relating to the fact that dry ice is a
dangerous good
If in ‘Envirotainers’ RAP, RKN, MYX or JYP:
 Compartment temperature range: minimum 12°C
 Do not load in hold door areas.
 Mark COL in the Special Load Info to Cockpit (form 693800).
Background: The

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 Envirotainer’ can keep a pre-selected temperature. These containers


shall be loaded
in places with a temperature range of 12°C-25°C to work properly.
Therefore the
 Envirotainers’ shall never be loaded at the hold doors where the
temperature can drop well below 0°C during flight, even in heat able
holds.
If not in refrigerating ULD, mark the specific information in the
Special Load info on the NOTOC.
Enter the code TMG and its loading position for the destination and all
transit stations in the LDM, or CPM.

If there is a delay:
Immediately take action to prevent perishing of the load, for example:

 air-condition the aircraft


 take the perishable cargo to a warehouse with suitable facilities,
for example air-conditioning
or cold store
 unload and rebook or transfer the load to another flight
 if refrigerating containers are used monitor the temperature and
refill the dry ice supply.

8.24 FLOWERS AND PLANTS (PEF), FRUIT AND VEGETABLES (PEP)


If in refrigerating containers:
 Compartment recommended temperature range: minimum 2°C
 Not in hold door areas.
 Mark COOL ULD in the NOTOC.
If not in refrigerating ULD:
 Standard recommended temperature range: 5°C-12°C.
 Mark PEF, PEP in the NOTOC.
 Do not load flowers next to fruit or vegetables.
 Make sure that there is space for sufficient air circulation between the
packages with fruit or vegetables.
This is especially important for fresh fruit and vegetables with high moisture,
for example grapes, berries and salad.
If pallets with flowers, plants, fruit and vegetables are covered with a plastic
foil, for example for weather protection:
 Make sure that the plastic foil does not cover more than 50 cm from
the upper rim of the contour to ensure a sufficient air circulation.

Note PEF/PEP may be accepted for aircraft with no compartment air-


conditioning /ventilation. Cargo will be required to advise the shipper
at time of booking and any aircraft operating restrictions such as
availability of temperature control and ventilation. This allows the
shipper/agent to ensure appropriate protection of his shipment, e.g. pre-

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chilling etc. It is the operator’s responsibility to advise the


shipper/agent of any such aircraft loading limitations.

8.25 LIVING HUMAN ORGANS (LHO), VACCINES, PHARMACEUTICALS


Use the load information code LHO only for
 Living Human Organs
 Fresh human blood and blood platelets, incl. blood samples
 Blood serum
 Blood plasma
 Brain liquor

If transported in Cool ULD (Envirotainer’):


 Compartment temperature range: minimum 2°C
 Not in hold door areas.
 Mark COL in the Special Load Info to Cockpit.
If not in Cool ULD:
 Standard temperature range: 5°C-12°C
 Mark LHO in the Special Load Info to Cockpit.
Vaccines or other pharmaceuticals are often perishable goods.
If transported in Cool ULD (Envirotainer’):
 Not in hold door areas.
 Mark COL in the Special Load Info to Cockpit.
If not in Cool ULD:
 Mark PPH respective PPL - depending on required temperature range - in
the NOTOC.
 There is no need to transport above mentioned shipments as ‘Care of
Crew’, as they are normally advised minimum 24 hours in advance, for
example for planned medical activities.
 Care of Crew’ is restricted exclusively to emergency situations listed
below under Life and Death’. Even in these cases, Care of Crew is
restricted to an absolute minimum, where the urgency of the situation does
not allow application of the usual loading and unloading procedures.
 Inform the Cockpit Crew and the Purser as early as possible about an
intended ‘Care Crew’ shipment.
In urgent cases, LHO or other life-saving vaccines or pharmaceuticals may get
the status Life and Death (L+D). The Cargo Handling Department or a
dedicated handling agent is responsible to check this.

 There is no special load information code for Life and Death


shipments. Mark LHO,
 PER or COL in the NOTOC and add ‘Life and Death’ to the kind of
load.
 Give Life and Death shipments to ‘Care of Crew’ ( Cockpit Crew)
when the package is fragile or not thermo-proof and shall be cooled
during flight.
 Give the following information, if available, to the crew:

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• copy of the request, delivery document or SITA telex, describing


the kind of LHO
• or pharmaceutical
• the name of the consignee
• the name of the person collecting the package from the aircraft.
If the crew cannot take care of this piece and if the package is packed
properly:
 Load this piece into the collecting net for small pieces or at another
easily accessible position, and if not packed thermo-proof – where the
required temperature range can
be kept
 Show the exact loading position in the messages about load on board
under
supplementary information (SI).

8.26 MEAT (PEM), FISH AND SEAFOOD (PES)


For aircraft-related loading possibilities see Aircraft Type Information –
Special Loads. Load fresh meat, fish and seafood shipments into refrigerating
containers, whenever available.
If in refrigerating containers:
 Compartment temperature range: minimum 12oC.
 Not in hold door areas.
 Mark COL in the NOTOC.
If not in refrigerating ULD:
 Standard compartment temperature range 5oC-12oC
 Mark PEM or PES in the Special Load Info to Cockpit.
Protect the compartment structure against direct contact with the meat, fish
and seafood or
with the dry ice with absorption sheets for wet cargo.
Load the shipments in the following sequence:
 Lay out one layer of plastic foil – big enough to cover the complete
shipment – inside the stabilizer box or the container.
 Lay out one layer of absorption sheets for wet cargo on the plastic foil.
 Inside the container, pull up the overlapping edges of the plastic foil
and fix them to the container walls by tape.
 After loading, pull all layers of the plastic foil over the meat, fish and
seafood and secure them by tape.
 If cooling is necessary, place boxes with dry ice on top of the load
underneath the insulating material.
 Close the container.
 Clean and disinfect the ULD used for the transport of meat, fish or
seafood immediately after unloading.
For loading meat, fish or seafood into bulk compartments, the following
loading accessories are needed:
 Plastic foil
 Absorption sheets for wet cargo
 Tie-down ropes or tie-down straps

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 Tie-down rings
Load the shipments in the following sequence:
 Remove compartment divider nets not needed and put them into a
yellow net sack into the same compartment.
 Attach a number of tie-down rings corresponding to the weight of the
shipment to the tie-down tracks in the compartment floor.
 Attach tie-down ropes or tie-down straps to the tie-down rings and lay
them out along the compartment walls.
 Lay out absorption sheets for wet cargo on the compartment floor.
 Lay out tarpaulin or a plastic foil and tie it to the fastening bolts at the
compartment walls.
 Do not use the fastening bolts as lashing points for other load. These
fastening bolts have a very limited strength.
 Load the meat, fish or seafood into the compartment.
 After loading, un-tie the plastic foil and pull its upper edges over the
meat.

 Fold the open part of the plastic foil facing the compartment door and
pull it also over the shipment.

 Now the tie-down ropes or tie-down straps are accessible.


 Fasten the tie-down ropes or tie-down straps across the shipment to
secure the load.
 For cooling the compartment, hang boxes with dry ice at the ceiling
outside the plastic foil cover.

8.27 LIVE ANIMALS (AVI)


Definitions

AVI Live animals as manifested cargo


PET/C Live animals in aircraft cabin
PET/H Live animals as checked baggage for the cargo hold
AVI Live animals as manifested cargo
PET/C Live animals as checked baggage in aircraft cabin
PET/H Live animals as checked baggage for the cargo hold
For aircraft-related loading possibilities and permitted loading positions see
Aircraft Type Information - Live Animals (AVI) & Aircraft Type Information –
Air Conditioning System.
The Responsible Managers of the station and the Cargo Handling Department
shall make Local arrangements for the handling of live animals.
 PET shall be sent as cargo except falcons and dogs to lead the blind or
deaf
 Only Falcons and Guide Dogs to lead the blind or deaf are permitted as
PET/C & H
 AVI & PET/H are not permitted on the A319 or A320
 Only Falcons are permitted as PET/C (maximum 15 falcons in cabin on
scheduled flights)

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 For the maximum number of live animals within each cargo compartment
refer to the Current IATA LIVE ANIMALS REGULATIONS or Cargo
Service Manual (CSM)
 AVI & PET/H loaded within the forward or aft compartments shall be
secured on Pallets - containers are not permitted except for live fish
 For AVI & PET/H loaded in the bulk area, same shall be loaded on
spreaders
 AVI & PET/H shall not be loaded within the same hold as
 HUM/PER/COL/LHO/PEF/PEM/PEP/PES/PPH/PPL, in addition to EAT
which is not hermetically sealed
 AVI & PET/H shall not be loaded in close proximity to ICE, RCL or
hermetically sealed EAT
 Cats & Dogs - snub nosed breeds are not permitted on Midex aircrafts
flights
Live animals shall be indicated on the NOTOC with the IMP code (AVI or
PET), location and required hold temperature specified and shall also be
indicated on LIR, LDM & CPM

8.28 HATCHING EGGS (HEG)


Hatching Eggs (HEG) require temperature requirements to be added to the
NOTOC.
Temperate ranges are normally within a range of 15-20 C.

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8.29 AVI CHECKLIST

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8.30 VALUABLE CARGO (VAL)


The term ‘valuable cargo’, as used in this subsection, includes those
vulnerable goods, which shall be handled like valuable cargo.
Valuable cargo needs special handling procedures for security reasons.
Keep any information on value, contents, routing and storage.

Strictly Confidential
 Make sure that the details absolutely necessary for the handling process
are available only to the personnel directly involved.
 On ULD aircraft: Make sure that valuable cargo is loaded into separate
containers
The Cargo Handling Department is responsible to control and check the
handling of valuable cargo on the ramp
 Until loading into the aircraft, and
 After unloading from the aircraft.
 The Load Controller or the Ramp Agent, according to local procedure, is
responsible
 To inform the Cargo Handling Department about the planned loading
position according to the loading instruction
 To inform the Captain also verbally (in addition to the load sheet) about
the loading of the valuable cargo and about its loading position.
Documentation messages, record valuable cargo in the load sheet with the
special load code VAL.
 The next station is informed by the normal message procedure only which
contains details about load on board.
 Do not send additional messages, plain text messages, etc., about the
valuable Cargo.
The Cargo Handling Department is responsible for any other pre-advice, if
Necessary, to the next station.
If any valuable cargo;
 is missing,
 is damaged or seems to be damaged,
 has a broken or missing seal,
 shows other signs of manipulation or tempering
Immediately inform the local Cargo Handling Department and the
responsible Manager accordingly. He will decide on asking the
security authorities for immediate intervention and investigation.
Do not give any information to the shipper, the consignee, or third parties.
The Cargo Handling Department is responsible to take action to trace and
locate the shipment or to check its condition and to report such an incident to
concerned authorities.

8.31 EXPRESS CARGO (XCS)


Express cargo is the general term for all cargo products, which offer certain
additional service (short acceptance time, quick transfer, DIP etc) or guarantee
a certain time of delivery at the destination. The following regulations are
sufficient for the loading or unloading process. Usually, express cargo is
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delivered to the aircraft separately. As express cargo may be delivered late for
loading, it needs an especially quick handling. Local job instructions should
include a deadline for positioning of express cargo at the aircraft. If you are
not sure about the local procedures, ask you Operation Supervisor.
 The Cargo Handling Department informs the operations department in
advance about the weight and the volume of XCS via the usual local
method.
 Make sure that express cargo is delivered or transferred as quickly as
possible.
 Special loads, for example AVI, PER, DGR, BIG need special provisions
for handling.
 They cannot be sent as express cargo. On the other hand, special loads like
AOG or LHO shall be sent as quickly as possible, although they are
usually not marked additionally as express cargo.
 While Planning the flight ULD loading system:
 First observe all usual loading principles for load planning.
 Then, plan ULD with express cargo near to hold door as possible.
 Load express cargo into separate ULD, not mixed with other cargo,
whenever possible.
 Load express cargo into a separate net sector.

8.32 HEAVY PIECES (HEA)


Heavy Pieces are single pieces with a weight of 150 kg or more. Strictly
observe the Following regulations.
 Secure heavy pieces so that they cannot move during take-off, flight or
landing.
 If a cargo piece is not marked with a HEA label, but is recognized as a
heavy piece
 Because of labels, imprints or any other weight indications on the package,
or
 Because it is not lift able with several persons, or
 Because of any other circumstances:
 Handle this piece like a HEA.
Preferably load and secure heavy pieces of pallets.
If heavy pieces shall be loaded into containers:
 Load heavy pieces very carefully to avoid damages to the container or to the
load.
 Observe the minimum pre-advice time for heavy pieces.
 Heavy pieces shall be loadable in a way that there is no risk of damage to the
Aircraft.
Heavy pieces (HEA) in bulk compartments shall be always lashed. For heavy
ULD, there is no fixed weight limitation. A heavy ULD is defined as a ULD,
which exceeds the weight limitations of the aircraft type, into which this ULD
shall be loaded.
See Aircraft Type Information – Weight Limitations.
 All weight limitations are based on structural limitations and shall never be
exceeded.
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 Exceptional permissions are only possible by prior approval from the


Director of Safety..

8.33 OVERSIZED CARGO PALLETS (BIG)


Pieces that shall be loaded over more than one ULD loading position are
defined as Oversized cargo (BIG). There are two methods of loading oversized
cargo.

8.33.1 Overlapping Piece Method

Lay supporting planks or supporting platforms on the pallet so that the


overlapping piece will be higher than the ULD restraints.
The picture shows an example with an overlapping car platform.
 Secure the overlapping piece against all forces
on one pallet.
 Secure the piece on the pallet with tie-down straps, either with direct or
embraced lashing.
 Make sure to position the pallet with the overlapping piece and the spared-
out pallet in the correct sequence and direction on the ULD high loader.
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 Secure the pallet with all pallet locks and side restraints.
 Make sure to raise all locks under the overhang of the overlapping piece.

8.33.2 Floating Pallet Method

8.33.3 PIPES AND BARS


Because of their small cross section, pipes, tubes, bars, beams, planks or
similar pieces, Loaded as single pieces or in bundles, might go through the
meshes of the pallet net, crash net or through the forward or aft compartment
walls.
 Load these pieces across to the flight direction (laterally), whenever
possible.
If pipes or bars exceptionally shall be loaded in flight direction, for example
because of their length:
 Secure the pieces against forward and aft movements either by
• tie-down spiders, each tie-down spider secured to the pallet by minimum
two tie down straps or
• by putting supporting platforms, planks or similar material vertically in
front and aft of the pipes or bars. Fix the securing material to its position
by tie-down Straps or tie-down ropes.

Pipes and Rolls


Cylindrical packages such as pipes and rolls must:

 either be banded together by a rigid banding.


 Or be palettized with an intermediary floor between each layer to prevent
the pipes from rolling.

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Metal ingots

Plain metal ingots have a very high density, which may render them very
hazardous for aircraft safety in the event of insufficient tie-down. They shall
be built up as follows. These instructions are also applicable to any heavy and
very dense metallic items (casting moulds,etc.), comparable to ingots.

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8.34 VEHICLES
The Cargo Handling Department is responsible that all vehicles positioned at
the aircraft for Loading
 are prepared according to the following loading regulations
 are prepared according the IATA Dangerous Goods Regulations (DGR).
Vehicles are always classified as RMD (hazard class 9: Miscellaneous
Dangerous Goods), but the dangerous goods label is not needed.

If unusual vehicles shall be loaded, like


 heavily armoured cars
 vehicles with special body or build-up, for example Ground Support
Equipment
 vehicles with extreme width, for example tractors
 racing cars, dragsters or similar
 Keys one to be tied to steering wheel and one attached to AWB (if only
one key priority to AWB

8.34.1 Car Loading

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Loading of Cars

Compliance with the IATA Dangerous Goods Regulations and a condition


appropriate for air transportation shall be ensured by cargo services for all cars
positioned at the aircraft for loading.

Depending on the loading method the car shall be palletized as follows:

1) Locking of the loaded pallet in the compartment

The car shall be rolled / driven onto the pallet and secured against rolling off
by setting the gear and parking brake. For loading in a lower compartment
(lateral loading) it is necessary to jack – up the car due to the slanting
compartment walls. For this purpose supporting planks or wooden pallets shall
be positioned on the pallet. The car shall be tied - down on the pallet by means
of 4 tie - down straps (one strap for each wheel).

The straps shall either be pulled through a hole in the respective rim and back
across the wheel or wrapped around the axle. Both ends of the straps must be
fixed on the longitudinal side of the pallet and point into the same direction
(see example below).

It must be ensured that the straps do not chafe on parts of the car body and
have to use protective material to isolate straps from contact with rims
directly. Other kinds of lashing, e.g. through the car interior, across steering tie
rods or shock absorbers, are not permitted. The pallet will be secured by the
restraint system installed in the aircraft.

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2) Floating Pallet of B747- 200 Freighter Main Deck

After loading the pallet with the car longitudinally into the aircraft main deck
(floating pallet of car in lower deck is not allowed), the car shall be tied –
down to the aircraft structure by means of 4 tie - down straps (one strap for
each wheel).

The straps shall either be pulled through a hole in the respective rim and back
across the wheel or wrapped around the axle. Both ends of the straps must be
fixed on the aircraft structure and point into the same direction (see example
below).

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It must be ensured that the straps do not chafe on parts of the car body and
have to use protective material to isolate straps from contact with rims
directly. Other kinds of lashing, e.g. through the car interior, across steering tie
rods or shock absorbers, are not permitted.

3) Push - In

When using this method the car is loaded lateral on two pallets. Empty pallets
shall be placed between the loading position and the compartment door. All
pallets shall be secured by the restraint system installed in the aircraft. Then
the car is pushed onto its loading position.

After the car is loaded the remaining empty pallets can be removed.

The car shall be tied - down on the pallet by means of 4 tie - down straps (one
strap for each wheel). The straps shall either be pulled through a hole in the
respective rim and back across the wheel or wrapped around the axle. Both
ends of the straps must be fixed on the narrow side of the pallet and point into
the same direction (see example below).

It must be ensured that the straps do not chafe on parts of the car body and
have to use protective material to isolate straps from contact with rims
directly. Other kinds of lashing, e.g. through the car interior, across steering tie
rods or shock absorbers, are not permitted. The offloading station has to be
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informed in advance by telex and has to confirm that a roll - out of the car is
possible.

8.35 HEAVY ITEMS.

Single items weighing 150 kg and more are considered as heavy items.

Heavy items shall preferably be loaded on pallets. Loading of heavy items in


containers shall be performed with utmost care to avoid damages. Heavy items
loaded in bulk compartments always have to be tied down. Heavy items with a
weight of 10 tons or more must be naked packing and shown the tide-down
fitting points. If subject heavy items packed in closed box, an exceptional
permission can be granted if written declaration signed by the shipper or by
the person responsible for packing is available, stating unequivocally that the
heavy item has been properly secured within the box to withstand upward
force of 3 g as well as forward, backward and sideward force 1.5 g. Copy of
the declaration has to be forwarded to load controller and attached to the
shipping papers.

8.36 FIREARMS AND AMMUNITION

Weapons and Ammunition of War


Approval to carry weapons & Ammunition as per ICAO, IATA, Dangerous
Goods Regulations and further approval from Midex Director of Security.

 Weapons and munitions of war are weapons and technical equipment used
for Military purposes.
 Use the load information code ‘MUW’ for the NOTOC
It shall be ensured that weapons and ammunition of war are stowed in the
aircraft in a safe place. Weapons shall not be charged and Ammunition shall
be carried in accordance with the IATA Dangerous Goods Regulations. In
exceptional cases and with prior approval weapons and ammunition of war
may be carried in circumstances that differ from those outlined above.
Before a flight begins, the handling advice, all details and the location of any
weapons and Ammunition of war on board, shall be given to the commander,
for example by a Supplementary note in the OPS Info to commander or in the
load sheet.

8.37 TRANSPORT OF SPORTING WEAPONS AND AMMUNITION


According to UAE CAR/CAR-OPS 1 the following articles:
 Hunting and sporting weapons
 Shooting, cut and thrust weapons, as well as spraying equipment which
could be used for attack or defence purposes,
 Ammunition and explosive material,
 Articles which resemble any weapon, ammunition or explosive
material, are only allowed to be carried on civil aircrafts if carried in a
designed bullet proofed container as cargo in accordance with the
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IATA Dangerous Goods Regulations. Fire arms shall not be charged


with ammunition.
For all firearms and any ammunition shall be approved by the Midex
Security department.

8.38 EQUIPMENT IN COMPARTMENT (EIC)


All departments that want to send EIC shipments on a certain flight are
responsible
 to inform the station operations department as early as possible according
to local agreements
 to record the weight of the EIC shipments and the special load codes in
writing.
 Include the EIC weight in the cargo (C) figures for load planning and load
Documentation.
 Mark EIC shipments clearly with
o EIC tag or sticker or ULD tags with special load code EIC
 The simplified procedure for EIC shipments and AOG spare parts
containing dangerous goods is not valid any longer.
 Handle these shipments without exception according to all valid
Dangerous Goods Regulations (DGR).
 These shipments shall be entered on the NOTOC.
 The status as EIC is still possible.

8.39 BALLAST BAGS (BAL)


If there is a trim problem, ballast bags can be used to keep the centre of
gravity within the Operational limits.
If using ballast bags:
 Make sure that the ballast bags have a weight of 30 kg each.
 Make sure that the ballast bags are filled with sand or gravel.
 Where possible load ballast bags in ULDs.
If ballast bags are in bad condition (holes etc.), sand or gravel may fall into the
cargo compartment and cause damage to the aircraft or to the load.
 Make sure that the ballast bags are in perfect condition.
 Load ballast bags always next to the hold door.
 They can be loaded as bulk load, into containers, or on pallets.
 Does not mix ballast bags with other load.
 Unload ballast bags at every station.
If the ballast bags are also needed for the next flight sector:
 Load ballast bags again at last.
 Do not return ballast bags to the station of loading, except if the station of
loading explicitly requested the return of borrowed ballast bags.

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8.40 COMPANY MAIL (COMAIL, COMAT)

DEFINITION
Company Mail can be defined as official airline correspondence conducted
between networks airline offices/handling agents within the United Arab
Emirates and countries to which scheduled services operate.
COMAIL may be accepted for carriage in the aircraft hold (generally hold 5)
provided:
That the COMAIL is presented by a staff member who is authorized to handle
such mail; and
Midex and agent’s staff have checked the company mail and have determined
that only papers and documents are contained in it

Company Mail should not include any private correspondence,


parcels/packages. Other than official airline business or items which exceed
the dimensions of 40cm x 28cm x2cm and 0.75kg in weight and shall be
carried in specially printed re-usable Midex envelopes which shall be
transported in specially designed serialized bags appropriately addressed with
the flight number and destination.

8.40.1 COMAT - Company Material

Comat shall travel on an Air waybill as cargo and have a completed Performa
Invoice stating the contents shipper, consignee and the amount the goods are
worth.

The following air examples of Comat:


 Business letters, papers, presentations etc.
 Tickets, air waybills, other cargo documents etc.
 technical or advertising photos, drawings, documentation etc. for
internal use or as
 free samples
 instruction manuals
 microfilms, data disks, audio or video tapes etc. for internal use or as
free samples
 Technical periodicals in small quantities, no daily newspapers, no
magazines.
Check with the destination station for local customs procedures. Consider
the weight of the Co mail in the mail (M) or Comat in the cargo (C) figures
in the Load sheet.

8.41 COURIER
Courier Baggage (OBC/UCB)

RESERVED.
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8.42 NOTIFICATION OF ACCIDENTS AND INCIDENTS

Definitions
Accidents are events occurring during operation of an airplane in connections
with which a Person is killed or seriously injured. Incidents (or
"malfunctions”) in connection with dangerous goods are light physical
injuries, minor damage and fire, damage to packing, leakage of their contents,
exposure to radiation or other deficiencies which indicate that the packing is
no longer fit for fulfilling its purpose or assumed transportation risk which,
among other things, is attributable to a faulty declaration of contents.

On Ground
If it is noticed on board of an aircraft during loading or off-loading procedures
that dangerous goods shipments are damaged or their contents are leaking, the
ramp agent shall immediately notify the:
1. Commander
2. Cargo Department
3. Station Manager (if any)

In addition, OCC (Operation Control Centre) shall be informed immediately


by the station or alternatively by the flight crew if any of the following apply:

 Dangerous goods are leaking in the aircraft


 Persons are injured
 The environment is endangered or contaminated
 Dangerous goods are involved in fire or explosion.
If this case state UN number and packing group involved - to be taken from
the NOTOC.

Reporting of Irregularities
Midex is obliged to advise the authorities immediately of any accidents and
incidents which occur in connection with the transportation of dangerous
goods.

All MIDEX employees are encouraged to report any safety hazards, expose
safety deficiencies and raise safety and or security concerns and ensures all
mandatory reporting as per regulation are reported.

Anonymous reporting is possible via the safety box located at OCC and or
staff should give written report to their immediate manager / supervisor.
Supervisors / Mangers on receiving a report should take immediate action as
per the company Safety Management System manual.

Reporting of dangerous Goods and Accidents and Incidents


Midex has to report dangerous goods accidents and incidents to the
appropriate authority of the state in which the accidents and incidents
occurred, as required by that authority. The Commander has to report to

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Midex without delay all accidents and incidents which occur in connection
with dangerous goods.

The following information shall be documented on the ASR form, which shall
immediately be transmitted to Post Holder Flight Operations / Head:
 Location of the incident or accident
 Description of the goods and the reference number of the air waybill,
pouch, baggage tag, ticket etc. - if available
 Proper shipping name and UN/ID number
 Class or division and any subsidiary risk
 Type of packaging, if applicable, and the packaging specification marking
thereof
 Quantity involved
 Name and address of the shipper, passenger etc. - if available
 Any other relevant details
 Suspected cause of the incident or accident
 Action taken
 Copy of NOTOC where available
Note: Most of the above details are included in the NOTOC

Inspection for Damage, Leakage or Contamination


The suitably qualified ramp agents are responsible to inspect dangerous goods
for damage, / leakage or contamination immediately prior to loading or off-
loading the package on, respective from an aircraft, if the respective shipment
is visible (bulk load or pallet). For Dangerous goods loaded in closed
containers the responsibility lies with the cargo department.
Should a damage or leakage be noticed by any person during the loading or
off-loading of Dangerous goods:
 Protect yourself
 Remain calm
 Secure the area
 Inform the responsible ramp agent

Damaged or leaking Shipments


The following guidelines shall be adhered to:
Damaged or leaking shipments are under no circumstances permitted to be
loaded into an aircraft.
 When damage or leaking is noticed during loading or off-loading, the
Commander, the airport manager or operations supervisor has to be informed
 If shipments are off-loaded from the aircraft all packages of the same shipment
shall be excluded from transport
 In the event of already loaded remove from aircraft without delay
 Any contaminated other items including cargo, mail, baggage or transport
device that may have become contaminated shall be removed from the aircraft

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 Contaminated or infected area in the aircraft shall be cleaned according to a


special procedure defined by Midex
 In case of damaged RIS-shipments a teletype message has to be sent to the
station managers of all previous and subsequent line stations
 In case of damaged RRW/RRY-shipment the personnel has to stay at least
25m away from the radioactive parcels
 Any irregularities are to be reported by ASR

An operator shall ensure that:


 Packages, over packs and freight containers are inspected for evidence of leakage or
damage immediately prior to loading on an airplane or into a unit load device, as
specified in the Technical Instructions;
 A unit load device is not loaded on an airplane unless it has been inspected as
required by the Technical Instructions and found free from any evidence of leakage
from, or damage to, the dangerous goods contained therein;
 Leaking or damaged packages, over packs or freight containers are not loaded on an
airplane;
 Any package of dangerous goods found on an airplane and which appears to be
damaged or leaking is removed or arrangements made for its removal by an
appropriate authority or organization. In this case the remainder of the consignment
shall be inspected to ensure it is in a proper condition for transport and that no
damage or contamination has occurred to the airplane or its load; and
 Packages, over packs and freight containers are inspected for signs of damage
or leakage upon unloading from an airplane or from a unit load device and, if
there is evidence of damage or leakage, the area where the dangerous goods
were stowed is inspected for damage or contamination

Process for Dangerous Goods Incident


When an aircraft is reported to be involved in a Dangerous Goods incident
involving radioactive materials and the contamination levels exceed those allowed
by regulations or those specified in the IATA DGR Table 9.4A then the following
steps are to be taken into consideration:
 immediate stoppage of loading
 immediate disembarkation of passengers
 Removal of aircraft from service
 Removal of other contaminated equipment from service
 Initiation of decontamination of aircraft or equipment
 Initiation of call-out procedure by NOC Duty Manager

(a) An operator shall ensure that:

1) Any contamination resulting from the leakage from or damage to articles or


packages containing dangerous goods s removed without delay and steps are
taken to nullify any hazard as specified in the Technical Instructions; and
Midex Standard Reporting Procedures

2) An airplane which has been contaminated by radioactive materials is


immediately taken out of service and not returned until the radiation level at

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any accessible surface and the non-fixed contamination are not more than the
values specified in the Technical Instructions.

In the event of non-compliance with any limit in the Technical Instructions


applicable to radiation level or contamination, the operator must: ensure the
shipper is informed if the non-compliance is identified during transport; take
immediate steps to mitigate the consequences of the non-compliance;
communicate the non-compliance to the shipper and relevant competent
Authority (ies), respectively, as soon as practicable and immediately whenever
an emergency situation has developed or is developing;

The operator must also, within the scope of his responsibilities:


Investigate the non-compliance and its causes, circumstances and
consequences;
Take appropriate action, to remedy the causes and circumstances that led to
the non-compliance and to prevent a recurrence of similar circumstances that
led to the non-compliance;
Communicate to the relevant competent Authority (ies) on the causes of the
non-compliance and on corrective or preventative actions taken or to be taken.

CAR - OPS 1.1210 Loading Restrictions


Passenger Cabin and Flight Deck. An operator shall ensure that dangerous
goods are not carried in an airplane cabin occupied by passengers or on the
flight deck, except as specified in the Technical Instructions.
Cargo Compartments. An operator shall ensure that dangerous goods are
loaded, segregated, stowed and secured on an airplane as specified in the
Technical Instructions.
Dangerous Goods Designated for Carriage Only on Cargo Aircraft. An
operator shall ensure that packages of dangerous goods bearing the ‘Cargo
Aircraft Only’ label are carried on a cargo aircraft and loaded as specified in
the Technical Instructions.

CAR - OPS 1.1220 Training Programs


 An operator shall establish and maintain staff training program, as required
by the Technical Instructions, which shall be approved by the Authority.
 An operator must ensure that staff receives training in the requirements
commensurate with their responsibilities.
 An operator must ensure that training is provided or verified upon the
employment of a person in a position involving the transport of dangerous
goods by air.
 An operator shall ensure that all staff who receives training undertakes a
test to verify understanding of their responsibilities.
 An operator shall ensure that all staff who requires dangerous goods
training receives recurrent training at intervals of not longer than 2 years.
 An operator shall ensure that records of dangerous goods training are
maintained for all staff as required by the Technical Instructions.

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 An operator shall ensure that his handling agent’s staff are trained as
required by the Technical Instructions

CAR - OPS 1.1225 Dangerous Goods Incident and Accident Reports


 An operator shall report dangerous goods incidents and accidents to the
Authority and the appropriate Authority in the State where the accident or
incident occurred, as provided for in Appendix 1 to CAR-OPS 1.1225. The
first report shall be dispatched within 72 hours of the event unless
exceptional circumstances prevent this and include the details that are
known at that time. If necessary, a subsequent report must be made as soon
as possible whatever additional information has been established.
 An operator shall also report to the Authority and the appropriate
Authority in the State where the event occurred, the finding of undeclared
or misdeclared dangerous goods discovered in cargo or passengers’
baggage, as provided for in Appendix 1 to CAR-OPS 1.1225. The first
report shall be dispatched within 72 hours of the discovery unless
exceptional circumstances prevent this and include the details that are
known at that time. If necessary, a subsequent report must be made as soon
as possible giving whatever additional information has been established.

Note: A copy of the UAE GCAA Occurrence Report for a Dangerous


Goods Accident or Incident form can be found in CAR Part VI – Chapter
2, Appendix B. A copy is also shown in Chapter 6, pg. 17 and Chapter 7,
pg. 19 in this DG Manual.

Appendix 1 to CAR - OPS 1.1225 Dangerous Goods Incident /


Accident Reports
 An operator shall ensure that any type of dangerous goods incident or
accident is reported, irrespective of whether the dangerous goods are
contained in cargo, mail, passengers’ baggage or crew baggage. The
finding of undeclared or misdeclared dangerous goods in cargo, mail
or baggage shall also be reported.
 The first report shall be dispatched within 72 hours of the event unless
exceptional circumstances prevent this. It may be sent by any means,
including e-mail, telephone or fax. This report shall include the details
that are known at that time, under the headings identified in paragraph
If necessary, a subsequent report shall be made as soon as possible
giving all the details that were not known at the time the first report
was sent. If a report has been made verbally, written confirmation shall
be sent as soon as possible.
 The first report and any subsequent report shall be as precise as
possible and contain such of the following data that are relevant:
 Date of the incident or accident or the finding of undeclared or
misdeclared dangerous goods;
 Location, the flight number and flight date;
 Description of the goods and the reference number of the air waybill,
pouch, baggage tag, ticket, etc

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 Proper shipping name (including the technical name, if appropriate) and


UN/ID number, when known;
 Class or division and any subsidiary risk;
 Type of packaging, and the packaging specification marking on it;
 Quantity;
 Name and address of the shipper, passenger, etc;
 Any other relevant details;
 Suspected cause of the incident or accident;
 Action taken;
 Any other reporting action taken; and
 Name, title, address and telephone number of the person making the
report.
 Copies of relevant documents and any photographs taken should be
attached to a report.

Note: A copy of the UAE GCAA Occurrence Report for a Dangerous


Goods Accident or Incident form can be found in CAR Part VI – Chapter
2, Appendix B. A copy is also shown in Chapter 6, pg. 17 and Chapter 7,
pg. 19 in this DG Manual.

Dangerous Goods in Limited Quantities

The Instructions contain provisions for limited quantities of dangerous


goods. These recognize that many dangerous goods when in
reasonably limited quantities present a reduced hazard during transport
and can safely be carried in good quality packaging of the types
specified in the Instructions but which have not been tested and
marked accordingly. The provisions applicable for dangerous goods in
limited quantities appear in Section 4.2, List of Dangerous Goods in
the Identification Chapter of the IATA Dangerous Goods Regulation
Manual. The packing instructions are indicated in Column G of where
they are prefixed by the letter "Y"; the associated quantity limitation is
shown in Column H. These packages must be marked, labelled and
stowed in the same way as other dangerous goods.

END OF PART 8

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TABLE OF CONTENTS

9 OPERATIONAL MESSAGE ........................................................................... 232


9.1 Abbreviated Load Information (ALI) ................................................................... 232
9.2 Load Distribution Message (LDM) ...................................................................... 233
9.3 LDM via Email.................................................................................................... 234
9.4 Container and Pallet Distribution Message (CPM) ............................................... 234
9.5 CPM via Email .................................................................................................... 235
9.6 Aircraft Movement Messages (MVT) .................................................................. 235
9.7 Definition and Format of Time & Date ................................................................ 236
9.8 Arrival Message .................................................................................................. 236
9.9 Departure Message .............................................................................................. 237
9.10 Delay Message .................................................................................................... 238
9.11 Return to Ramp Message (MVT) ......................................................................... 239
9.12 Return from Airborne Message (MVT) ................................................................ 239
9.13 Diversion Message (DIV) .................................................................................... 239
9.14 Fuel Monitoring Message (FMM) ........................................................................ 240
9.15 Technical Information Message (TIM) ................................................................ 240
9.16 Unit Control/Stock/Exchange Messages (UCM/SCM/LUC) ................................ 241

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9 OPERATIONAL MESSAGE
Messages about load on board of the aircraft give important information to
station operations and the handling company at the destination. They need this
information to plan personnel and equipment for all arrival activities,
especially unloading, before arrival of this flight.
All relevant Last Minute Changes (LMC) and applicable Supplementary
Information (SI) to be included in the outbound departure messages before
dispatching.
Where the next station does not have the ability to receive inbound messages,
make sure copy of all messages about the load is onboard the aircraft.
If the flight is diverted or if landing at the scheduled destination seems
doubtful the station operations department of the scheduled destination is
responsible to repeat the received messages to the alternate airport.

The following loading categories shall be use with all applicable messages:
C - General Cargo
M - General Mail
O - Courier
E - Equipment in Compartment
U - Unserviceable ULD
X - Empty ULD
N - No fit
If temperature sensitive goods are loaded, for example some kinds of AVI or
perishable goods:

Enter a remark under SI to ensure correct handling of the load at the


destination or transit airport.

Special load codes and handling information codes are an important part of
messages about load on board, but not explained in this subsection, because
they are already needed for load planning. See Load Categories and Special
Load and Handling Information Codes for lists of these codes.

9.1 ABBREVIATED LOAD INFORMATION (ALI)


Observe all general regulations according to Messages about Load on Board.
Check with the distribution table when to use Abbreviated Load Information
(ALl).

The ALI contains the following data:

Element of the ALI Example


Message identifier ALI
Flight number/date of schedule departure at origin MG301/01
Aircraft registration A6-MDG
Weight of load per compartment .1/1500
Special load and handling information codes .AVI
Additional information and remarks, for example bag SI
split or DAA remark
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ALl

MG301/01.A6MDG
.1/1500 .3/2000 .AVI/1
SI.2PCS/15KGS IN COMPT 5

If the ALI shall be actively transmitted, and the flight time is shorter than one
hour:
Transmit the ALl already after releasing the load sheet, even if the Last
Minute Changes (LMC) are not worked in, Because of the short flight time it
is better to send an approximate message early, instead of sending an exact
message too late.
In this case, it is not necessary to send a second ALl with the finals.

9.2 LOAD DISTRIBUTION MESSAGE (LDM)

The LDM contains the following data:

Element of the LDM Example


Message identifier LDM
Flight number / date of scheduled MG401/12
departure at origin
Aircraft registration A6-MDG
Aircraft version A300 - B4 / B747-200
Crew members CREW VERSION
Destination FINAL DESTINATION
Total load of dead load per destination .T8989
including tare weight of the ULD
Weight of load per compartments 1/453.3/4370.4/3947.5/219
Special load and handling information .ICE/3/60.PEM/3.PEM/3.PEM
codes
Additional information and remarks, SI
Net Cargo Weight SIN FRE 9430
AUH FRE 3996
Net Mail Weight SIN POS 5
AUH POS 0

Example
LDM
MG401/12.A6MDH.3/2
-SIN.4/7/2/1.T9947.1/5000.2/4915.5/32.PAX/0/4/9.PAD/0/1/0.PEP/2
.PEP/1.EXP/5/15/1
-AUH.78/106/28/6.T8989.1/453.3/4370.4/3947.5/219.PAX/0/12/200
.PAD/0/0/0.ICE/3/60.ICE/3/60.PEM/3.PEM/3.PER/3
SI: Crew Bags loaded on the main deck due no space in bulk compartment.

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9.3 LDM VIA EMAIL


In the event of manual load control the completed LDM shall be sent via
Email to the following addresses:

groundops@midexair.ae – Midex Ground operations


mdxdispatch@midexair.ae- Midex Flight Dispatch

9.4 CONTAINER AND PALLET DISTRIBUTION MESSAGE (CPM)


Check with the distribution table when to use a Container and Pallet
Distribution Message (CPM).
The Container and Pallet Distribution Message (CPM) informs the next station
in detail about the load per loading position and bulk compartment. The
contents of the CPM are based on the loading instruction, including all Last
Minute Changes (LMC).

Element of the CPM Example


Message identifier CPM
Flight number / date of scheduled MG401/01
departure at origin
Aircraft registration A6-MDH
Aircraft Version PP29
cabin crew members 3/2
loading positions in the following
sequence, starting from front to rear:*
1. main deck positions -PL
2. lower deck positions -21P
3. bulk compartments and net sectors -50
IATA ULD code, number, airline identifier
(always needed for main deck positions,
for lower deck positions only needed on //PAG0001MG
multi-sector flights, except last sector)
destination (only needed on multi-sector
flights, except last sector) /BKK
Weight** /1100
Load category codes /C
Special load codes .RFL
Additional information and remarks, for
example bag split or DAA remark SI

 Use a new line for each loading position. Show LD3 positions in pairs per
line, if possible. For 60.4” x 125” ULD show only the position number, for
example -31. For bulk Compartments, the net sectors shall be shown, if
there is load for more than one destination in the same compartment.
** If a loading position contains load for several destinations, show the
weight of the load per destination. Include the tare weight of the ULD in
the weight for the last destination of this ULD

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Example for a CPM: multi-sector cargo flight

CPM
MG401/01 .A6-MDH .3/0
-AA / PMC1234MG /DAM /1000/C
-BB/PMC1112MG/DAM/2000/C
-CC/PMCO2221MG/AMM/1100/C
-DD/PAG4242MG/AMM/2220/C
-EE/PAGT8765MG/AMM/4000/C.CAO/RFL
-FF/PMC/8774MG.AMM/4500/C.CAO/RFL
-GG/PMC7474MG/AMM/1320/C
-HH/PMC5555MG/AMM/2222/C
-JJ/PAG9342MG/AMM/1000/C
-KK/X
-LL/X
-MM/N
-PP/N
-RR/N
-11P/PAG3311MG/DAM/500/C
-12P/N
-21P/PAJ2311MG/DAM/1080/C.CAO/RRY
-22P/PMC2277MG/DAM/2000/C
-31L/AKE6565MG/DAM/500/C-31R/AKE6432MG/DAM/600
-32L/N-32R/N
-33L/N-33R/N
-41L/N-41R/N
-42L/N-42R/N

9.5 CPM VIA EMAIL


In the event of manual load control the completed CPM shall be sent via email
to the following addresses.

groundops@midexair.ae – Midex Ground operations


mdxdispatch@midexair.ae- Midex Flight Dispatch

9.6 AIRCRAFT MOVEMENT MESSAGES (MVT)


Aircraft movement messages are needed to control punctual and regular
operation of all MIDEX flights. They are the basis for
 coordination of aircraft and crew rotation
 registration of flight duty hours of the crew
 registration of flight hours and cycles of the aircraft
 action in case of flight irregularities
 documentation of flight information and irregularities
Aircraft movement messages are internationally standardized, and mostly
processed automatically. For this reason:
 Strictly observe the message formats as shown in the examples of the
following Paragraphs or as shown in the telex mask transactions.

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9.7 DEFINITION AND FORMAT OF TIME & DATE


Make sure to give all times in Universal Time Coordinated (UTC).

Time format if the MVT is completed manually and transmitted as SITA telex:
 Write all times with 6 respective figures:- 4 figures and in 24h-format, for
example302355/310015, 2359, etc. Midnight is 0000 of the following day.
Flight Date for an exact definition of a certain flight follow this rule:
 Always take the UTC time.
 Always take the scheduled time of departure.
 Take the scheduled time of departure of the first station where this aircraft
departed with this flight number.
 Use this time and date in the header of all messages about this flight (aircraft
movement messages, messages about load on board etc.
MG401 TIME OF UTC ACTUAL FLT NO / DATE
DATE IN MESS
SHJ SHEDULED DEP 2230 15 MG401/15
KBL SHEDULED ARR 0130 16 MG401/16
KBL SHEDULED DEP 0400 16 MG402/16
SHJ SHEDULED ARR 1000 16 MG402/16

9.8 ARRIVAL MESSAGE


Enter and/or send the arrival message immediately after arrival of the aircraft.

Element of the arrival message Example


message identifier for all aircraft movement MVT
messages
message identifier for all aircraft movement MG403/02
messages
aircraft registration .A6-MDI
airport of arrival (IATA 3-letter airport code) KBL
actual time of arrival: AA followed by actual AA020600/020610
date, touch-down time and on-block time

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Example:
MVT
MG403/02 .A6MDI.SHJ
AA160600/160610

Example for a correction message


COR
MVT
MG403/02/02 .A6MDI.SHJ
AA160600/160615

Use the touch-down time and on-block time as given by the Flight Crew

9.9 DEPARTURE MESSAGE


Enter and/or send the departure message immediately after departure of the
aircraft.
Element of the departure message Example
Message identifier for all aircraft MVT
movement messages
Flight number/date of scheduled MG402/05
departure at origin
Aircraft registration A6-MDG
Airport of departure (IATA 3-letter .SHJ
airport code)
Actual time of departure: AD
followed by actual date, off block AD250720/0728
time and airborne time
EA followed by the estimated time of EA0810
arrival
Next destination airport (IATA 3- .KBL
letter airport code)
DL followed by delay codes for max.
two main reasons for delay and DLRAD/PHE/0011/0005
duration of each delay or DLPHL/0010
A total of four delay codes may be
applied for a flight In the case a delay
is caused by more than two reasons: EDLRAD/PHE/0010/008
EDL followed by delay codes for
max. two additional reasons for
delay and duration of each delay

Example 1
MVT
MG402/05 .A6MDG.SHJ
AD250720/0728 EA0810.KBL
DLRAD/0015

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9.10 DELAY MESSAGE


As soon as you can foresee during ground handling that the scheduled time of
departure will be exceeded by 15 minutes or more, and no matter whether you
expect a definite or an indefinite delay:
Send a delay message.
After late arrival at transit stations only:
 Send the delay message as soon as you can foresee that the scheduled or the
target time of departure whichever is applicable will be exceeded by 15 minutes
or more.

If the duration of delay can be estimated:


 Show the estimated date and time of departure after ED
 If the duration of delay cannot be estimated because further activities are
needed, for example waiting for new weather forecast or thorough
inspection of a damage:
 Show the date and time after NI when further and more detailed
information will be given (‘Next Info’).
 Make sure to send the ‘Next Info’ or ‘Estimated Departure’ message also
within the time frame
As soon as you can foresee that the estimated time of departure ED shown in
the last delay message will be exceeded again:
 Send a further delay message with the new ED, before the ED of your last
message expires.

In case of an indefinite delay


Make sure to send the ‘Next Info’ or ‘Estimated Departure’ latest at the NI
time of your last message.

If you have no further information at this time:


 Always send this message, and give a new NI time.
 The Operations Control Centre (OCC) and subsequent stations urgently
need all this information in due time for proper planning.

The delay message shall show the following information:


Element of the delay message Example
Message identifier for all aircraft movement MVT
messages
Flight number/date of scheduled departure at MG300/05
origin
Aircraft registration A6-MDA
Airport where the delay happens (IATA 3-letter .OAI
airport code
In the case of a definite delay:
ED followed by the estimated date and time of ED150615
departure
In the case of an indefinite delay:
NI followed by the date and time when further NI150730
information will be given
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Max. two delay code(s) for the reason(s) of delay DLRAD/0615


In the case more than two delay reasons apply: .SHJ
EDL followed by max. two delay code
Additional information and remarks in plain text, SI
do not use any unusual codes or abbreviations:
reason in detail if information is available

Example 1
MVT
MG300/05.A6MDA.OAI
ED150615
DLRAD/0015

Example 2
MVT
MG300/05.A6MDA.OAI
NI150815
DLRAD/0215

9.11 RETURN TO RAMP MESSAGE (MVT)


A Return to Ramp Message is applicable to all departing aircraft which have
returned to the ramp before airborne.

MVT
MG300/05.A6MDA.OAIAUH
AD150615 RR150620
SI TECHNICAL PROBLEM

9.12 RETURN FROM AIRBORNE MESSAGE (MVT)


A Return from Airborne Message is applicable to all departing aircraft which
have become airborne and returned to the origin station.

Example 1
MVT
MG301/05.A6MDA.OAI
FR150630/150645
SI TECHNICAL PROBLEM

9.13 DIVERSION MESSAGE (DIV)


Enter and /or send the Diversion Message immediately if the aircraft is known
to be diverting from scheduled arriving station. Operations Control Centre
(NOC) shall be informed and copy in SITA address AANOPMG

Example for a Diversion Message

DIV
MG302/06.A6MDB.SHJ
EA0700 AMM

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DLADW
SI FOG DAM

9.14 FUEL MONITORING MESSAGE (FMM)


For all aircraft a Fuel Monitoring Message (FMM) from the station is not
required.

9.15 TECHNICAL INFORMATION MESSAGE (TIM)


The Technical Info Message (TIM) informs stations about restrictions at
passenger aircraft which may have effect on ground handling, for example
 Auxiliary Power Unit (APU) inoperable
 Cargo doors damaged or inoperable
 Blow-out panels in holds damaged or inoperable
 Loading or restraint system damaged or inoperable. This item cannot be
specified in detail, so there will be no info which part exactly is
inoperable.

Only defects which have been entered into the Technical Log Book (TLB) can
be processed for the TIM.

The TIM is sent only to stations which will be served by the respective aircraft
on the daily rotation. As long as the restriction is effective, the TIM will be
repeated every morning and whenever the daily rotation changes. When a
defect has been fixed, a DELETE-message will be sent.

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9.16 UNIT CONTROL/STOCK/EXCHANGE MESSAGES (UCM/SCM/LUC)

OUT
MG401/05.A6-MDH.KBL
.PMC0001MG/KBL/C.PMC0002MG/KBL/C.PMC0003MG/KBL/C
.PMC0004MG/KBL/C.PAG0005MG/KBL/C.PGA0006MG/KBL/C

UCM IN
IN
MGPAG0007MG.PAG0008MG.PMC0009MG
SI:PZA0010 RECEIVED WITHOUT NET

END OF PART 9

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INTENTIONALLY LEFT BLANK

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TABLE OF CONTENTS

10 AIRCRAFT TYPE INFORMATION A300 -B4 ............................................... 244


10.1 EXTERIOR DIMENSIONS ................................................................................. 245
10.2 INTERIOR ARRANGEMENTS .......................................................................... 246
10.3 CARGO DOOR ARRANGEMENTS. .................................................................. 247
10.4 INTRODUCTION. .............................................................................................. 248
10.5 DEFINITIONS AND TERMS ............................................................................. 248
10.6 FORMULAS AND CALCULATIONS ............................................................... 253
10.7 FUEL SYSTEM .................................................................................................. 253
10.8 Summary of Fuel Loading ................................................................................... 257
10.8.1 Defueling ............................................................................................................ 257
10.9 LOAD PLANNER............................................................................................... 273
10.10 Sample of Weight and Balance Load Planner ...................................................... 274
10.11 ELECTRONIC LOAD PLAN ............................................................................. 275
10.12 DISTRIBUTION OF THE WEIGHT AND BALANCE LOAD PLANNER ........ 280
10.13 Weight and Balance form. ................................................................................... 281
10.14 Manual weight and Balance Form TRIM SHEET A300 ...................................... 286
10.15 Manual Weight and Balance 15 Single Row. ....................................................... 287
10.16 Manual Weight and Balance 18 Side by Side and 02 Center load . ....................... 288
10.17 LOAD RESTRICTIONS ..................................................................................... 289
10.18 RESTRAINTS ..................................................................................................... 293
10.19 DOOR SILL PROTECTOR ASSEMBLIES ........................................................ 294
10.20 QUICK-DISCONNECT COMPONENTS ........................................................... 295
10.21 Danger Areas - Idle Thrust .................................................................................. 351
10.22 AIRCRAFT SERVICING ................................................................................... 353

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10 AIRCRAFT TYPE INFORMATION A300 -B4

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10.1 EXTERIOR DIMENSIONS

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10.2 INTERIOR ARRANGEMENTS

Crew+ SUPERNUMERARIES

MAIN DECK LOADING.

FORWARD COMPARTMENT AFT COMPARTMENT

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10.3 CARGO DOOR ARRANGEMENTS.

FORWARD HOLD

AFT HOLD AND BULK

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10.4 INTRODUCTION.

MIDEX Airlines Weight and Balance system is calculated in kilograms.


Conversion MIXtors used will be 1 pound = 0.4536 kilograms or 1 kilogram =
2.2046 pounds.

10.5 DEFINITIONS AND TERMS

ARM:
The horizontal distance in inches from the reference datum line to the center
of gravity of the item.

ACM/SPN:
Additional Crew Members/Supernumeraries.

Ballast Fuel:
Fuel carried for CG purposes in the center tank, not part of usable fuel. The
Ballast fuel becomes part of the ZFW.

Basic Empty Weight (BEW):


Manu Mixtures empty weight plus standard items.

Basic Weight:
The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft.

Basic Operating Index (BOI):


MIDEX Airlines calculation of Moment. The particular aircraft index with
equipment and crew listed in the Basic Operating Weight.

Basic Operating Weight (BOW):


The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft plus crew and all
the equipment required for flight but not including fuel and payload. Basic
Weight and Balance Data: Basic operating weight (KGs.) with respective Arm
(in. from datum); Moment (in-KGs.); Center-of-Gravity (percentage MAC); and
index (nbr units).

Condition Number:
Used to identify different configurations.

Datum (Ref. Datum):


An imaginary vertical line from which all measurements of arm are taken. All
moments arms and the location of permissible C.G. range must be taken with
reference to that point.

Drainable Unusable Fuel:


Unusable fuel minus unusable portion of trapped fuel.
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Empty Weight:
The empty weight of the aircraft as weighed for Weight and Balance purposes
plus all items listed on the master equipment check list.

Equipment Check List:


The required equipment list plus equipment included in the Aircraft empty
weight.

Manufacturer’s Empty Weight (MEW):


Weight of structure, power plants, APU, furnishings, seats, systems and other
equipment considered an integral part of a particular aircraft configuration. It is
essentially a dry weight, including only those fluids that are contained in a closed
system.

MEW includes:
Hydraulic System Oil, Landing Gear Oil, Starter Oil, APU Oil, Air Cond. Syst.
Oil, Oxygen System, Seats Crew, Pax, Seat Belts, Sunshades-Visors, Hand
Microphones, Headsets, Instrumentation “Black Boxes”, Antennas, Crew Escape
Ropes, Signal Lights, Fire extinguisher A-B-C, Fire extinguisher CO2, Fire
extinguisher Halon, Fire extinguisher H2O, Fire extinguisher Extension, Crew
Ladder Tool, Emergency Landing Gear Crank, Door Safety Straps, Cargo
Compartment Nets, Lavatories, Potable Water Tanks, Emergency Descent
Devices and Escape Harnesses.

Maximum Design Landing Weight (MLW):


Maximum weight for landing as limited by aircraft strength and airworthiness
requirements.

Maximum Design Takeoff Weight (MTOW):


Maximum weight for takeoff as limited by aircraft strength and airworthiness
requirements. This is the maximum weight at the start of the takeoff run.

Maximum Design Taxi Weight (MTW):


Maximum weight for ground maneuver as limited by aircraft strength and
airworthiness requirements. Maximum Taxi Weight includes weight of taxi and
run-up fuel.

Maximum Design Zero Fuel Weight (MZFW):


Maximum weight allowed before usable fuel and other specified usable agents
are loaded in defined sections of an aircraft as limited by strength and
airworthiness requirements.

Maximum Payload:
Maximum design zero fuel weight minus operational weight.

Mean Aerodynamic Cord (MAC):


MAC consist of the following:

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Center of Gravity (C.G.):


The point about which an aircraft would balance if it were possible to suspend it
at that point. It is the mass center of the aircraft, or the theoretical point at which
the entire weight of the aircraft is assumed to be concentrated.

Center of Gravity Limits:


The specified forward and aft points beyond which the C.G. must not be located
during flight.

Center of Gravity Range:


The distance between the forward and aft
C.G. limits.

Moment:
The product of the weight of an item multiplied by its arm. Moments are
expressed in pounds per inch (1 pound per inch). Total moment is the weight of
the aircraft multiplied by the distance between the datum and C.G.

Moment Index (or Index):


A moment divided by a constant such as 100. The moment index is used to
simplify Weight and Balance computations where heavy items and long arms
result in large, unmanageable numbers.

Operational Weight:
BOW plus ACM / Supernumeraries.

Operational Items (Calculated BOW):


Personnel, equipment and supplies necessary for a particular operation and not
included in the Basic Empty Weight.

Calculated BOW operational items include:


Required Flight Crew and Baggage, Manuals and Documents, Engine Tank Oil,
Food and Beverage Equipment, Flight Crew Food Allowance, Galley and Trash
Bins, First Aid Kits, Flash Lights, Drinking Water, Life Rafts, Life Vests, Pillows
and Blankets and Standard Spare Parts Kit.

Operating Index:
The index for the particular aircraft ready to operate with crew, fuel, and payload
and all required equipment.

Operational Landing Weight (OLW):


Maximum authorized weight for landing subject to airport, operational and
related restrictions. OLW must never exceed maximum design landing weight
limit.

Payload:
Weight of persons additional to required flight crew, their baggage, food
allowance and all cargo (revenue and non revenue).

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Standard Items:
Equipment and system fluids not considered an integral part of a particular
airplane configuration, but do not normally vary between configurations.

Standard items include:


Unusable Fuel, Engine System Oil, CSD or IDG System Oil, Chemical Toilet
Fluid, Coat Hangars, Cargo Handling System, Lav and Galley Supplies, Fire
extinguisher, not included in MEW, Special electronic equipment not included in
MEW, Basic Emergency Equip (Crew Oxygen Masks and Hoses, Smoke
Goggles, Crash Ax, Megaphones and Escape Slides and Bottles).

Required Equipment List:


The required equipment as prescribed in that applicable airworthiness
regulations. (See certification basis, type Certificate Data Sheet appropriate to the
type of aircraft).

SPN: Supernumerary (Additional Crewmembers).

Station:
A location in the aircraft which is identified by a number designating its distance
in inches from the datum. The datum is identified as station zero. The station and
arm are identical. An item located at station +50 would have an arm of 50 inches.

Tare Fuel:
Fuel remaining in an aircraft after defueling from the high pressure refueling
adapters as prescribed by the manufacture.

Takeoff Fuel (TOF):


Amount of fuel remaining after taxi.

Transload (ULD):
A pallet or container (ULD) that has been built up and weighed at a station and is
connecting to another flight to another city for its final destination.

Trapped Fuel:
Fuel remaining when an aircraft is defueled by normal means using the
procedures and attitudes specified for draining tanks.

ULD Number:
Refers to the unique ULD number assigned to that unit. The number is used to
check that the right tag is attached to the correct unit.

Unit Load Device (ULD):


A load carrying device that in manufacture directly with the aircraft loading and
restraint systems, as such, it becomes a component part of the aircraft.

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Unusable Fuel:
Fuel remaining after a fuel run out test has been completed in accordance with
governmental regulations and includes drainable unusable fuel as well as trapped
usable fuel.

Usable Fuel:
Fuel available for aircraft propulsion.

Useful Load:
Operational takeoff weight minus operational weight. Useful load includes
payload and usable fuel.

Weight Limited Payload (WLP):


Payload is restricted by the most critical of the following:

Operational takeoff weight minus operational weight minus minimum usable


fuel.
Operational landing weight minus operational weight minus flight reserve
fuel.
Compartments and other related limits.

NOTE
WLP must never exceed maximum payload.

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10.6 FORMULAS AND CALCULATIONS

1. All weights used in manual are in kilograms (kg). Conversion factors to be


used are:
1 Kilogram = 2.2046 Pounds
1 Pound = 0.4536 Kilograms

2. The primary formula by convention and utilized for all aircraft operated by
MIDEX Airlines is as follows:

Weight (Arm) = Moment.

To obtain index values, moments are calculated around reference Station 1181.1
and divided by a constant 20831 to convert moments to index units. A fixed
reference of 1000 index units is located at Station 1181.1

Mean Aerodynamic Chord


MAC = 327.8 inches (LEMAC - F.S. - 1258.0).

3. Individual formulas for obtaining Center-of-Gravity, Arm and Index are as


shown below for each aircraft operated by MIDEX Airlines.

10.7 FUEL SYSTEM


Description details of the fuel system are contained in FCOM PART B VOL.2

CG ( % RC) = ( INDEX x – 1000) x 8007


Weight

PRESSURE RE-FUELLING
Pressure re-fuelling must be performed in the sequence as stated in the summary
of fuel loading further in this chapter; however, this sequence is automatically
achieved provided the auto-refueling system is fully operational. First determine
the true fuel toad requirement by reference to the fuel loading chart to establish
which refueling procedure will be used, the following points will assist in
understanding the procedures.

All fuel toads at or below the pre-selector cut-off will be loaded in weight (lbs or
Kg). All fuel loads after maximum pre-selector cut-off will be loaded
volumetrically.
The pre selector off line on the fuel loading charts in the true weight of fuel only
when gauge calibration error is zero.

The weight of fuel in the charts is always true weight of fuel, the aircraft fuel
Gauge readings corrected for calibration error equals true weight.
When fuel load is at or below the pre-selector cut-off, the pre-selector setting
must be adjusted according to the calibration error. After pre-selector cut- off,
read a/c fuel gauges and correct for calibration error. If the calculated true fuel is
less than required adjust using the pre selector. In the event that the pre-selector is

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already set to maximum, establish the difference between true fuel weight
volume and required volume. This additional fuel is loaded using the fuel truck
meter.

CAUTION: Simultaneous Refueling from both winds is prohibited.

To find volume enter the chart with true weight of fuel and density, at point of
Intersection move parallel to the dashed lines to read the volume or the right side
of chart.

In the event of malfunction of either the fuel load control box or a re-fuel/defuel
Valve, the system can be operated by selecting the fuel/de-fuel valves to OPEN
or SHUT position manually; however, with a re-fuel/de-fuel valve fault the
selector must he held in the open position. If no electrical power is available, the
NOMINAL required fuel load can be controlled by using the MAGNETIC
LEVEL INDICATORS and the fuel truck meter. (NOTE: High level sensor cut-
off are not operative without electrical power).

CAUTION

Do not use fuel pump 1 of tank 1 and pump 2 of tank 2 during re-fuelling
procedure; if pump is required use tank 1, pump 2 (or tank pump 1).

Pre – selector setting cut – off operation


Set ELECTRICAL POWER Control switch as required to :
NORMAL: Electrical power is available from either EXT PWR source or APU
GEN.

BATTERY: Electrical system is powered by battery 1 only (regardless of battery


control switches position).

Press QTY TFST pb and check all QTY indicators show 88888.

Press HIGH LEVEL. TEST and check all lights come on then extinguish when
pb is released.

Check TRANSFER handle is in SHUT position.

If required, total fuel quantity is greater than 34,000 kg select CTR TANK
operating handle to ON position.

Select desired total fuel QTY on PRE-SELECTOR corrected for calibration error.
Check RE-FUEUDE-FUEL VALVES are in NORMAL position.

Set FUEL CONTROL selector to RE-FUEL and start re-fuelling until pre-
selector cut-off operation, monitor throughout.

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After pre-selector cut-off, read and correct the a/c fuel gauges for calibration
error to fed the true fuel weight. If additional fuel is required, add this fuel using
the pre-selector or volumetrically.

SET ALL CONTROLS BACK TO NORMAL FLIGHT POSITION.

Tank High Level Sensor Cut-Off Operation


Limitation: The tank HIGH LEVEL detection and the OVER FLOW level
detection systems must be fully operative.

NOTE 1: The accuracy of all tanks high level sensor cut-off is as follows:

62,000 LTR + 200


16,380 US GAL + 53

NOTE 2: Fuel density considered will be that taken from the re-fuelling trick on
the assumption that the density of fuel remaining in tanks before refueling can be
considered as equal to as or higher than that of the refueling truck.

Re-fuel to pro-selector cut-off operation.


Determine from the fuel leading selection in which tanks the additional fuel will
be loaded.

Check that CTR TANK operating handle is selected to the ON position.

The sequence of re-fuel tank valve selection to OPEN position up to the high
level sensor cut-off will be inner tanks, CTR tank and finally the outer tanks.
When re-fuelling is completed, SET ALL CONTROLS BACK TO NORMAL
FLIGHT POSITION.

Maximum Capacity Re-Fuelling


Operational Requirements
Aircraft weight limitations are defined in FCOM Part B, Vol B,

Chapter 1. Take-off must be performed as soon as possible and at the latest, two
hours after re-fuelling. If to suck back fuel from the vent tanks into the inboard
tanks is required: feed from CTR tank during 3 min after engine start, to sample

CTR tank fuels, then feed from INNER tanks to siphon the two vent tanks. Taxi
between parking and alignment for take-off at low speed.

TANK HIGH LEVEL DETECTION system, FUEL GAUGING system and the
FUEL USED INDICATION system must he fully operative.

PITCH and ROLL attitude limitations:

Nose Down -1 0 + 1°

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Wing 00 + 10

Re-fuel to HIGH LEVEL SONSOR CUT-OFF for all tanks


(62,000 LTR + 200 and 16,380 + 53 US GAL).

Reduce re-fuelling pressure to approximately 20 psi in order to reduce the fuel


flow so as not to overshoot the required fuel load.

NOTE: Normally, following this procedure, venting of fuel from the surge tanks
should not occur.

In the event of fuel venting, stop the re-fuelling procedure and Investigate.

Select FUEL CONTROL switch to DE-FUEL (and not to the normal RE-FUEL
position).

For fuel quantities, up to 62,300 LTR (16,458 GAL) select the RE-FUFL
VALVES as follows:

Tanks 1A, 1, 2 and 2A …………………….. SHUT


Center Tank ………………………………. OPEN

Add 300 liters maximum.

For fuel quantities between 62,300 LTR (16, 458 US GAL) and 62,900 LTR:
(16,616 US GAL) select the REFUEL VALVES as follows:

Tanks 2A, 2 and CTR ……………………….. SHUT


Tank 1 A and 2………………………………. OPEN

Add half the required quantity into the left wing tanks up to but not exceeding the
left surge tank OVER FLOW light. Follow the same procedure for the right wing
as mentioned above except the tank valve positions must be reversed.

CAUTION
During the re-fuelling operation, the surge tank OVER FLOW lights must be
monitored and the RE-Ft FLING VALVES must be shut manually immediately
when the lights illuminate.

When re-fuelling is completed, SET ALL CONTROLS BACK TO NORMAL


FLIGHT POSITION.

Standby Gravity Re-Fuelling

Fill up the wing tanks using the over wing filter access the CTR tank can he filled
by using the FUEL TRANSF=R PROCEDURE.

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10.8 SUMMARY OF FUEL LOADING

10.8.1 Defueling

Automatic De-Fuelling
Follow the same procedure as described for automatic re-fuelling but set FUEL
CONTROL set to DE-FUEL.

NOTE: If the suction of the fuel truck is insufficient, apply the following procedure to
increase the flow:

 Set manual TRANSFER handle to OPEN.


 Set, in the flight deck, the CROSS FEED rotary sel to OPEN.
 Set, in the flight dock, the TANK SHUT- OFF VALVE of TANKS to the proper
position, i.e. opened for the tanks to be de-fuelled and closed for the rest.
 Set, in the flight deck, the PUMPS sw of the TANKS to be de-fuelled to ON and
the others to OFF.
 When required fuel quantity is reached, set all controls back to OFF and normal
flight position

Manual De-Fuelling
Follow the same procedure as described for manual re-fuelling but set FUEL
CONTROL set to DE-FUEL.

Fuel transfer (On Ground Only)

Fight deck FUEL panel settings:

PUMPS (supplying tank) ................................................ at least one operating


TANK SHUT-OFF VALVE
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(Supplying tank) ...............................................................CHECK OPEN


ROSS FEED (if applicable) ………………………….... OPEN
Check is for rated disagreement light illuminates temporarily

NOTE: CROSS FEED must be open for transfer from LH to RH or vice versa.

Ground service FUEL panel settings:

TRANSFER ………………………………….…………... LIFT TO OPEN


RE-FUEUDE-FUEL master control …………………….. RE-FUEL
RE-FUEUDE FUEL VALVES …………………………. AS REQ'D
Set receiving tank selector OPEN
Set remainder tank selectors SHUT

When the desired fuel balance is obtained set all flight deck and ground service
FUEL panel control selectors back to normal position.

FUEL LOAD KG
FUEL LOADING FUEL CAPACITY LITER
FUEL DENSITY KG/LITER

NOMINAL PRESELECTOR SETTING CUT – OFF OPERATION


HIGH LEVEL SENSOR CUT- OFF INNER TANKS
HIGH LEVEL SENSOR CUT- OFF INNER AND CTR TANK
HIGH LEVEL SENSOR CUT- OFF ALL TANKS
MAXIMUM CAPACITY REFUELING CTR TANK
MAXIMUM CAPACITY REFUELING CTR AND INNER TANK

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Re –Fuelling With One Engine Running

Particular Requirements

Obtain airport authorization.


Re-fuelling with one engine running is only permitted at such airports where no
external ground pneumatic power is available and APU is unserviceable. The
refueling system must be fully operational. Over wing fuelling is not permitted.

Procedure
 Keep Number 2 Engine running for the convenience of disembarkation of
passengers at ground idle with its alternator connected.
 The aircraft shall be positioned into the wind and at a position whore the
slope is negligible.
 Parking brakes must be disembarked.
 The LH Fuelling Couplings are permitted only.
 They airport Fire Department must be alerted to standby at the aircraft
during the entire re – fuelling procedure.
 Position the fuel truck under the extremity of the left hand wing. It
pressure will be limited in30 psi. (2.0 Bars). The monitoring of the fuel
truck shut off valve is performed during all the re- fuelling.
 Engines may not be started (n• 1) or shutdown (n• 2) and no attempt to
start the inoperative APU should be made before the re-fuelling operation
has been terminated and all fuelling operation has been performed by the
fuelling company.
 Refueling operation should only be commenced after having ensured that
permanent control of the emergency fuel shut off device during the entire
operation is performed by the fuelling company.

A flight crew member has to monitor from the cockpit all systems and the
running engine, for the entire duration of the operation. A qualified crew member
has to be present at the fuelling station to operate the refuel valve switches.
Filling of fuel tanks shall be discontinued before the HIGH LEVEL
DETECTORS are operative, to ensure that spillage does not occur from the vent
outlets.

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The following maximum tank capacities shall not be exceeded. Therefore, it is


necessary to monitor the re-fuelling and be prepared to close the FUEL VALVES
manually.

PRE SELECTOR
SETTING CUT-OFF TANK LITER US GALLONS
OPERATION
KG
3,500 1A 4,430 1,170
13.500 1 17,089 4,514
13,500 CTR 17,089 4,514
13,500 2 17,089 4,514
3,500 2A 4,430 1,170

NOTE (1): For fuel densities equal to or greater than .803 KG/1- LIZ the
volumetric capacities stated in the table will never be exceeded.

For fuel densities less than .803 KG/ltr or the PRE-SELECTOR must be adjusted
to values less than meted in the table using the FUEL LOADING GRAPHS.

This allows a NOMINAL fuel quantity at density .803KG/LTR, which will allow
47,500 KG of fuel on board the aircraft, In addition, the fuel supplier's
regulations and procedures shall strictly be adhered to.

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Use Of Magnetic Fuel Indicates

The Magnetic Fuel Level indicators (DIPSTICKS) are locate on the underside of
each wing at the respective left or right tank positions. They are marked as
follows:

To disengage the dipstick, use a screwdriver, press and quarter turn to unlock
Support magnetic level indicator manually, then lower slowly until magnetic
engagement is felt or until float is felt to contact fuel surface.

CAUTION: Do not allow magnetic level Indicators to fall unrestrained.

To stow the dipstick, push it back into its housing, press the push button and
rotate 90, release it and ensure that the spring locks in place (red painted grooves
on push-button and base in alignments. The dipstick selected to check the levels
in each tank are in accordance to the quantify remaining (i.e. for low fuel
quantities, use dipstick – 1 and for near to maximum quantities, dipstick – 3.
Except for the center tank )

For tanks 1& 2, due to the dipstick location in the tan, the maximum indicators is
7800 litters for dipstick 1 – 1(2-1 ) and the maximum undication is 9400 litters (
2,480 US GAL ) for dipstick 1-2 (2-2) for an aircraft roll attitude of ZERO.
Therefore, when a fuel load is required between these levels, refuel to 7800 litters
(2,060 US GAL ) and the required fuel quantity using the fuel track meter. The
ground attitude inclinometers are installed in the R/H main landing gear bay but
the flight compartment attitude information may be used also.

The calibration chart is divided into three basic pitch attitudes (i-e. -3. -1. +1)
and the associated roll corrections. If the actual pitch attitude fails between two
pitch values, interpolation is necessary.

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OPERATIONAL WEIGHT
To obtain the OPERATIONAL WEIGHT the following is added to the BOW.
Additional Crew Members and Supernumeraries. A standard weight is used for
each individual ACM/SPN. This figure includes body weight, baggage weight
and food allowance for each additional person. The weights and indexes are
provided on the reverse of the Weight and Balance form. The weight and index
corresponding to the number of additional person’s is added to the BOW and
index to obtain the operational weight and index.

WEIGHT AND BALANCE RECORDS


All Weight and Balance records excluding loading schedules will be controlled
and maintained by Maintenance Records Department. An updated form will be
completed after each aircraft weighing and whenever any significant alterations
and/or modifications are accomplished. The Director of Operations will update
appropriate system as described in this manual. The Manager of Tech Pubs will
ensure that a revision to the Weight and Balance Manual is published and
distributed to all manual holders.

CARGO WEIGHING AND PALLET IDENTIFICATION


Built-up pallets (built locally) are to be weighed with weight recorded on the
Pallet Tag maybe from another entity, prior to staging and / or onload. Transload
ULDs do not have to be reweighed if a Pallet Tag is visible with the weight
clearly posted. If the validity of the posted weight is doubted due to appearance
or other circumstances, reweigh the unit. Transfer ULDs (surface to air/air to air)
are to be weighed at the bypass prior to staging and/or on load.

Freight intended to be bulk loaded in the aircraft is to be weighed with the net
weight (minus tare) entered on the Pallet Tag may be from another entity.

NOTE: Remove any and all old tags before attaching new ones.

Attach two (2) Pallet Tags (each opposite the other on the 125 inch sides)
approximately five (5) feet above the floor level as close to the right corner as
load profile permits.

Provide the following information on each ULD Pallet Tag where applicable:

a. Date
b. Destination
c. Via (Optional)
d. Prefix
e. ULD Number (ID #)
f. Code
g. Weight (LBs or KGs) directly from the scale reading
h. Product (e.g., mail, perishables) (Optional)

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PROCEDURE
As an all-cargo air carrier MIDEX Airlines employs load masters as part of its
light crew. Load masters are responsible for supervising the loading of the
aircraft and accurately executing the load manifest to reflect the aircraft's center
of gravity. The load manifest preparation and all calculations necessary to
determine the aircraft Weight and Balance necessary to ascertain the aircraft is
operated within its design center of gravity and weight limits will only be
accomplish using hand calculations.

NOTE
Load masters will not use any computer based programs to accomplish the
calculations necessary to determine the aircraft Weight and Balance. Instructions
for loading MIDEX Airlines aircraft, the accomplishing of the load manifest and
the disposition of the load manifest may be found in MIDEX Airlines’ Weight
and Balance Manual. MIDEX Airlines load masters may use electronic
calculators to validate their hand calculations as stipulated above. If
inconsistencies are encountered in the course of electronic validations then the
hand calculations must be re-accomplished. Disposition of electronically derived
calculations will be accomplished consistent with instructions for the load
manifest as stipulated in General Civil Aviation Authority Regulations . Data
gathered from electronic calculations will be reviewed for accuracy and
validating the efficacy of computer generated load manifest information. Under
no circumstance will computer generated data be used as the primary method to
comply with the requirements of the GCAA as specified above.

CONTROLS
To insure the process and procedures are followed and operate in a consistent
manner a number controls are integrated into the program thus maintaining
compliance with regulatory requirements. Controls include the following:

Training - Training for the operations individuals will be accomplished to insure


understanding and compliance with this procedure and the operational use of all
software. Specific individuals to receive training are Dispatcher, Flight Engineer,
Captain, and Loadmaster.

Pilot in Command Data Review - The data developed by the loadmaster and the
Flight Engineer will be reviewed and accepted by the Captain as part of his
preflight responsibilities.

Data Tracking - The data developed by the manual calculations will be compared
with the electronically generated data. When a discrepancy is noted, further
investigation will be accomplished by the Manager of Cargo Operations to
determine the discrepant source.

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10.9 LOAD PLANNER


Due to the relatively large size and complexity of the Load Planner, the following
explanation of how to complete the Load Planner is shown by numbered areas
(Area 1 through 8) of the form in lieu of numbering each entry. The numbering of
the areas, however, is not necessarily in the same order that the entries will be
made. Illustrations of the individual sections are paged as closely as possible to
the explanations for that section. These illustrations will aid in locating their
relative positions on the form.

This Completion of Forms Section is broken down into the following areas of
Instruction:

 Flight Information
 Main Deck
 Lower Deck
 Zone Weight / Index and Cumulative Limits
 Total Cargo Weight / Index
 Lateral Imbalance Check
 Hazmat Load Positions
 On load Verification
 Distribution

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10.10 SAMPLE OF WEIGHT AND BALANCE LOAD PLANNER

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10.11 ELECTRONIC LOAD PLAN

The electronic load planning system is used to ascertain that the aircraft is
properly loaded within all requirements of the manufactures weight and balance
system. The electronic load plan calculates the moments and indexes based on the
amount of freight included in section. The functions of the various cells are
outlined in this section.

DATE
Enter the “Z” date for the flight

FROM/TO
Enter the plan departure and arrival points.

AIRCRAFT/LOAD PLANNERS SIGNATURE


Select an aircraft registration from the list. Note that the basic operating weight,
index and CG automatically load for the selected aircraft. After reviewing the
information contained on the load plan and weight and balance form sign it. This
signifies that you have reviewed the entries for accuracy.

ZONE
Each ULD and pallet position are identified by labels titled Zone A through on
the Load Planning Sheet. The zone notations are strictly for organization of data
and have no dimensional relevance for comparison between cargo arrangements.

LOCATION
Each position is identified by either a numeric or alpha position number and as “
AL for left or “AR” for right ( i.e., 1L or 1 R), which coincides with the cargo
loading placard. When using the “ Mixed Load” load plan, the weight of each
side –by – side container must be placed in the fields ending with either a” L” or
R” ( i,e., AR or AL ). Center loaded containers and pallet weights must be placed
in the fields ending with an “M” (i.e., ”BM”). NOTE: The load plan will not
allow simultaneous entry of both single and side – by – side containers. Either
one of these will automatically disable entry into the opposing field.

MAX WEIGHT
The maximum weight per position is given in this column. These weights are the
structural limits specified by the manufactured only, and may need to be reduced
to meet the shear (cumulative weight) limitations described in this section.

ACTUAL WEIGHT
Enter the actual weight of the pallet place in the applicable position in pounds. If
the entry amount is above the maximum allowable for the position a message box
will appear and the entry will not be allowed.

INDEX
The index unit number for each position is automatically calculated and inserted
into this column.
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POSITION WT ( L+R)
For side – by – side loads this is the sum of the left and right side. For centerline
loads this is same as the actual weight entered.

LOWER COMPARTMENT
Select the type of containers ( Pallets or LD3/LD 6 ) that will be used in the lower
forward compartment.

ACTUAL ZONE CUMULATIVE WEIGHT ( ZCW)


The actual Zone Cumulative Weight ( ZCW ) is automatically calculated. This
number is the sum of the zones as they are added down the page. The Zone
Cumulative Weight for the first zones ( A) is simply the weight of A. The ZCW
for the next zone ( B) is the previous ZCW plus previous Zone Total weight. The
spreadsheet automatically includes lower compartment weights in this total once
those weights are needed to the applicable compartment.

MAX ZONE CUMULATIVE WEIGHT ( MCW)


The Maximum Zone Cumulative Weight ( MCW ) is a fuselage shear/bending
moment limitation and is a function of the center of gravity ( C.G.) in % of
Reference Chord ( %RC) at actual Zero Fuel Weight ( ZFW) Once all actual
cargo weights have been determined and entered, the ZFW C.G.(%RC) is
computed. This C.G position is then used to determine the Maximum Cumulative
Weight (MCW) for each zone from the shear/bending chart. The MCWs are
given for %RC from 15% to 32 %. When selecting the MCW. It is permissible to
interpolate to obtain an accurate MCW. It is also permissible ( and faster ) to take
the next whole number % RC that gives a LOWER MCW. Compare the MCW
from the chart to the actual Zone Cumulative Weight to verify that ZCW<MCW.
If couriers are carried, include their weights in Zone “A” when making these
comparisons. NOTE : If the center of gravity ( C.G) for the current cargo load
falls outside of the range of 15 to 33 percent, “ Check CG” will be displayed in
all of the Maximum Zone Cumulative weight ( MCW ) fields. This is common
while entering weights into position fields but must not be present once all
weights have been entered.

SECTION TOTALS
For side – by – side configurations ( main deck or lower compartments ), the Left
and Right side weights for the forward, center and aft sections are calculated and
entered into the applicable “ Upper Left” and Upper Right” column. In addition,
the combined weight for the upper and lower comportments are calculated and
entered into the “UIP/LOW L/R”column. The left to right cargo weight
difference is then calculated and entered into the “ L/R Imbalance” box. This
number is used to determine if the lateral imbalance is within acceptable limits.

NOTE : The captain must determine that this is within limits using the formula
listed on the load plan.

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CHECK LIMITS
A check limits button is provided. When used all values are confirmed to be
within limits, including shear limitations, ZFW, MTOW, Max Landing Weight
and Lateral Imbalance. The check limits button also confirms that a takeoff fuel
and fuel burn entry have been made. If any limit is exceeded the user receives a
message box indication of the type of problem, and in many cases the suggested
corrective action. If the check was satisfactory the words “DATA CHECKED
OK” are placed in a watermark directly under the center of gravity envelope on
the weight and balance form NOTE: Presence of “DATA NOT CHECKED”
watermark does not necessarily indicate that the aircraft has not been loaded
correctly. It simply indicates that the “Print” button on the form was not used to
check and print the load plan or weight and balance form. In these instances the
captain must carefully check all information to ensure that the aircraft is loaded in
accordance with the weight, CG, and zone restrictions.

AIRPLANE LATERAL IMBALANCE LIMITS


For side – by – side cargo arrangement, the airplane should be loaded
symmetrically maximum gross weight. However, should a lateral unbalance
occur due to off – center loading of identifiable items such as fuel or cargo, the
airplane can be operated with a laterally displaced center of gravity if the lateral
unbalance limits shown on the graph are not exceeded.

The procedures on the Load Planning Sheet compare the weight of pallets and
containers on either side of the aircraft. The weights on the main deck and lower
hold are added together to simplify the procedure, and in fact produces a more
conservative limitation. The amount of cargo lateral imbalance that is acceptable
is a function of the amount of fuel imbalance expected on takeoff. If there is no
fuel imbalance, then there can be up 1,500,000 inch – pounds to cargo lateral
imbalance (which – translates to about 13607.9 kgs of cargo). Therefore the
operating envelope for the fuel and cargo imbalance must be below and left of the
curve. The lateral imbalance check performed at the bottom of the Load Planning
Sheet compares the difference between the left and right side weights with a
simple equation based on the fuel imbalance curve. The equation is actually a
more conservative limitation than the limits, and because it would be extremely
rare to see such large cargo imbalance loads.

If the limitations equation at the bottom of the Load Planning Sheet is exceeded
there are three courses of action.

A. Shift the cargo to reduce the lateral imbalance, or


B. Reduce the fuel imbalance, or
C. Follow the below procedure taken from the Weight and Balance

Supplement to get an accurate measurement of the lateral imbalance.

Weight and Balance Supplement Procedure:

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A. Based on operational limitations, determine fuel unbalance requirement for the


flight. If (4,000 kg) is required, no cargo lateral unbalance is permitted.

B. Intersect the limitations curve with the fuel unbalance requirement and read
the corresponding horizontal axis unbalance moment limitation.

C. Add the pallet loads on the left hand side and right hand side of the airplane,
separately. Determine the difference between the loading of the two sides.

Note: the main deck and lower holds must be calculated separately.

A. Multiply the lateral off – set by the unbalance cargo load to generate the lateral
unbalance moment in units inch – pounds (in – lbs). Again, the main deck and
lower hold values are calculated separately and then added together.

B. The resulting moment must be less than the maximum limits from step 2.
If not, reduce unbalance load to required limit.

Note: If non – uniform loading devices are used, the loading in step 3 is
replaced by moment calculations based on individual ULD loads and their
lateral off-sets. The difference between the aggregates of the sides is
compared directly in step 5.

Sample case:
Fuel unbalance requirements = 2,000 kg.
Maximum available cargo unbalance is then = 8,341 kgm (0.725x10 in .lb.
Aggregate unbalance load; i.e. difference between the left side total and rights
side total, main deck only = 6500kg

Moment arm ( lateral offset) based on main deck 88 in. wide, side – by – side,
pallets and a one (1) inch gap between pallets, 88/2+1/2=44.5 in., or 1.13m.

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The resulting unbalance moment = 6,500 x 1.13 = 7,347 kgm ( 0.638x106 In. lb).
The unbalance, thus, is within permissible limits established in Step 2.

ONLOAD VERIFICATION
The On load Verification block will be signed by only qualified MIDEX Airlines
loadmasters or a MIDEX Airlines qualified appointed designee, who have
completed MIDEX Airlines initial loadmaster training per OM-D and are in
possession of MIDEX Airlines Letter of Authorization.
The completed Load Planner is to be added to the flight paperwork.

File the copy with relative flight paperwork at the departure point.

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10.12 DISTRIBUTION OF THE WEIGHT AND BALANCE LOAD PLANNER

Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.

WEIGHT AND BALANCE RECORD (TRIM SHEET)

Weight and Balance Record computations are accomplished on MIDEX Airlines


Weight and Balance Records. These records are AIRCRAFT SPECIFIC in that a
different form is used for each aircraft type or variant. Refer to the List of Forms
section in the front of this manual for a list of the current applicable form
numbers in use by MIDEX Airlines.

Authorized MIDEX Airlines Weight and Balance personnel perform Weight and
Balance Record computations. Flight crews will receive 2 copies of the final
Weight and Balance Record computation, one signed copy is placed in the
departure envelope and the other is retained by the Flight Crew to be added to the
trip envelope.

The Weight and Balance Records contain “boxes” for entering weights and
indexes, a table for determining fuel indexes, and a “graph” for plotting the
weight and index, to determine the center of gravity (C.G.). To obtain
information used in completing the trim sheet refer to the aircraft Weight and
Balance Section of this manual

This Completion of Forms Section is broken down into the following areas of
Instruction:

1 Flight Information
2 Flight Performances
3 Takeoff Information
4 Percent of MAC
5 Last Minute Changes (LMC)
6 Hazmat Material Positions
7 Signatures
8 Distributions

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10.13 WEIGHT AND BALANCE FORM.

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WEIGHT AND BALANCE FORM

The electronic weight and balance form is used to ascertain that aircraft is loaded
within the prescribed limits. It is synchronized to the load planning form, and
information from that form is automatically sent to the applicable portions of the
weight and balance form. Both the weight and balance and the load plans are
available in either pounds or kilos, which is distributed by flight operations
depending on regional requirement.

ITEM, NAME AND DESCRIPTION

FLIGTH INFORMATION
The departure date, flight number, departure and destination airports and aircraft
registration numbers are automatically carried forward from the electronic load
plans and cannot be changed on this form.

CAPTAINS SIGNATURE
Once complete, the Captain will sign the form certifying that the aircraft has been
loaded in accordance with company loading instructions and is within weight and
C.G limitations.

NOTE: Do not sign this form until all steps have been completed.

OPERATING EMPTY WEIGHT AND INDEX


The Operating Empty Weight (OEW) and index is automatically carried Forward
from the load planning sheet and cannot be changed on this form.

TOTAL FWD SECTION


The total Forward Section is the sum of the weight and index of the payload in
the forward section of the aircraft. This information was automatically transferred
from the load planning sheet.

TOTAL CENTER SECTION


The Total Centre Section is the sum of the weight and index of the payload in the
center section of the aircraft. This information was automatically transferred from
the load planning sheet.

TOTAL AFT SECTION


The Total AFT Section is the sum of the weight and index of the payload in the
AFT section of the aircraft. This information was automatically transferred from
the load planning sheet.

OBSERVES
Enter the number of flight deck observers. The weight and corresponding index is
calculated automatically in the spreadsheet program. An average weight of 108.9
kgs. Will be used in calculations. This average weight includes 1 bag and
personal items. If the rider has more than one bag, add 13.7 Kgs to the applicable
cargo compartment.

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COURIERS/SUPERNUMERARIES
Enter the number of couriers. The weight and corresponding index is calculated
automatically in the spreadsheet program. An average weight of 108.9 Kgs will
be used in calculations. This average weight includes 1 bag and personal items. If
the rider has more than one bag, add 13.7 Kgs. to the applicable cargo
compartment.

ZERO FUEL WEIGHT AND INDEX


The Zero Fuel Weight, Index and % RC are automatically calculated. Once the
aircraft is fully loaded the CG must be within the limits displayed in the CG
Envelope. If the ZFW CG falls outside of these limits“ Check CG” will be appear
in the Maximum Cumulative Weight column of the load planning sheet. Also, the
loading configuration will not pass the checks when the “ Check Limits and
Print” button is used. Enter takeoff fuel from the flight release.

TAKEOFF GROSS WEIGHT

The Takeoff Gross Weight is the sum of the ZFW and the Takeoff Fuel. This
number is automatically calculated. The takeoff gross weight must be the most
restrictive of the following;

a) AFM Structural Limits


b) Airport Analysis Determination (Runway or Climb limit)
c) Either of the above adjusted for MEL/CDL items,
d) Operational limitations to meets landing requirements.

TAKEOFF STAB TRIM


The Takeoff stabilizer Trim Setting is automatically calculated

FUEL BURN
Enter planned fuel burn from flight plan.

LANDING FUEL
Landing fuel is the takeoff fuel less burn and is automatically calculated.

ESTIMATED LANDING WEIGHT


The estimated landing weight is automatically calculated. It must be equal to, or
lower than, the most restrictive limits as follows:

a. AFM Max Landing Weight Limit


b. Airport Analysis Calculations
c. Either of the above adjusted for MEL/CDL requirements

PAYLOAD/FUEL ADJUSTMENT
In the event that additions or subtractions are required planeside, the Captain can
use this area to make those changes. Principally this area is to use to add or delete
jumps eaters or couriers. Fuel and payload adjustments require a new weight and

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balance form since these numbers directly affect the shear and bending limits
imposed by the cargo conversions STC’s.

NOTE: The weight and balance form MUST reflect the actual number of jump
seaters and couriers and appropriate adjustments must be made to the weight and
balance form. In additional any adjustments to the number of courier or jump
seaters must be coordinated with flight following.

The “adjustments” section is completed as follows:


In the box marked “Zero Fuel Weight From Above “ enter the original Zero Fuel
weight and Index.

In the box marked: Payload Adjustments “ enter the weight increase or decrease.
For each additional jumps eater and/or courier use 108.9 Kgs.

NOTE : Do not include the index for jump seat/courier adjustments.

Calculate the new ZFW, Takeoff and Landing Weight and enter into the
applicable boxes.
In the “%RC” for the adjusted Takeoff weight enter the new value.

NOTE: FOR EACH ADDITIONAL JUMPSEATER OR COURIER


DEDUCT .3 FROM THE PREVIOUS ZFW %RC AND TAKEOFF %RC
AND ENTER INTO THE APPLICABLE %RC BLOCK. FOR EACH
MISSING JUMPSEATER OR COURIER ADD .3 TO THE PREVIOUS
ZFW %RC AND TAKEOFF % RC AND ENTER INTO THE
APPLICABLE %RC BLOCK.

MAXIMUM TAKEOFF WEIGHT


The Maximum Takeoff Weight calculations are described in detail in the
Operation Manual. The captain must verify that the actual TOGW is less than the
limiting GTOW of the Maximum Allowable Takeoff Gross weight table.Use
KILOGRAMS in the block.

OPERATING ENVELOPE

Plot the intersection of the Takeoff Gross weight and CG point to ascertain it
is within limits.

“Data checked OK “- means that the program was used to check all limits and the
aircraft is properly loaded.

“Data not checked “- means that the program was not used to print the page. The
Captain may accept this form only after careful review to ascertain no limits are
exceeded.

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LAST MINUTE CHANGES (LMC)

Load adjustments: Whether additions to the load after completion of a Weight


and Balance Load Planner, the result of a deletion in weight, or only a
repositioning without any change in the total weight will be accomplished by
completing all of the LMC area.

In every case of load adjustment, particular attention must be paid to rechecking


all limits by compartment, zone, cumulative weights, lateral imbalance, taxi
weight, landing weight, and zero fuel weight limits. Use the same procedure as
outlined to compute the LMC.

SIGNATURES
PREPARED BY: Signature and employee number of person who prepares the
Weight & Balance Record. The signature certifies that the Load Distribution
Sheet (Load Plan) and Weight and Balance Record are in compliance with the
applicable CFR’s and Company Requirements. CAPTAIN: Signature of the
Captain and employee number:

Acknowledges receipt of the certified, verified and signed Load Plan.


Acknowledges only serviceable ULD’s have been loaded on the
aircraft.Acknowledges proper disposition of the Weight and Balance Record in
compliance with applicable CFR’s and Company requirements.

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10.14 MANUAL WEIGHT AND BALANCE FORM TRIM SHEET A300

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10.15 MANUAL WEIGHT AND BALANCE 15 SINGLE ROW.

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10.16 MANUAL WEIGHT AND BALANCE 18 SIDE BY SIDE AND 02 CENTER


LOAD .

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10.17 LOAD RESTRICTIONS

The following restriction applies to these aircraft.

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DESCRIPTION
This Weight and Balance loading system utilizes both weight and index units to
determine the center of gravity of the A300 aircraft. It is the purpose of the
system to ensure that the aircraft will always be within the approved Weight and
Balance limitations during operation. The center of gravity of the aircraft is
determined by locating the intersection of the sum of all weights and items and
the sum of all index units on the center of gravity loading limits envelope. To
ensure the proper balance of the aircraft, this intersection must fall within the
forward and aft loading limits at both Zero Fuel Weight (ZFW) and at the taxi
weight.

For cargo loading and supplemental Weight and Balance information for A300
refer to the MIDEX Airlines Ground Cargo Manual. Persons eligible to be trained
in MIDEX Airlines Weight and Balance procedures are MIDEX Airlines
employees, flight crew members, loadmasters and contractors.

Only persons trained in MIDEX Airlines Weight and Balance procedures may
complete the Weight and Balance Load Planners and Weight and Balance
Records (forms) presented in this section. Training records for such individuals
must be readily available for audit and presented for verification upon request

ESTIMATED WEIGHTS

The weights and respective arms will be utilized for crew members and their
baggage and for certain other items that are standard equipment on all aircraft for
the purpose of establishing the Basic Operating Weight (BOW).

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STRUCTURAL LIMIT WEIGHTS – A300

The table below contains the current weight and balance information used in the
computer weight and balance system.

WARNING
A weight and balance form with the wrong registration number will result in
the aircraft being flown out of limits. No flight crew member shall accept
this form under these circumstances.

Due to operational and/or maintenance requirements, tires, brakes, fluids and


other spare parts are routinely carried on board. These items must be accounted
for in the corresponding compartment or zone and added to the payload for C.G.
computation.

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The following is a partial list only. Any other item must be weighed before
loading.

ITEMS WEIGHT (KGS ) LOCATION


TIRE 210 AFT BULK
BRAKE ( BOXED) 193 AFT BULK
JACK 60 TONS 68 AFT BULK
OIL (CASE ) 26 AFT BULK

NOTE
Locations are optional and may be changed as required. All cargo and COMAT
must be secured. Restrain with tie rings, cargo straps, belts and/or nets, as
required.
1. Additional Operational Items.
A. Upper Deck:
Any personnel, equipment or cargo above the three crew members in the upper
deck, must be considered payload. Payload in the upper deck is limited to 2,721
KGs and must be deducted from the cumulative weight of the zone(s) it populates

NOTE
MIDEX Airlines is not authorized to have payload (beyond ACM / SPN) in the
Upper deck at this time.

10.18 RESTRAINTS
These restraints are used in the "raised" position to secure the ULDs in various
ULD configurations. They are locked in the "down" position when not required.

To activate the restraint, raise the outer pawl (by hand or foot), folding
completely over vertical. The inner pawl will automatically rise, locking the two
pawls in the vertical position.

To close, step down on the inner pawl until flat. The outer paw} will
automatically lower to the down position.

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10.19 DOOR SILL PROTECTOR ASSEMBLIES

Door sill protectors protect door frame and aircraft side walls and act as a guide
for ULDs. They also serve as a bridge between the aircraft ground equipment and
the interior. There are two sections in a complete sill.

The assemblies are stowed in an upright position during flight. To stow from the
aircraft interior, pull up on the frame, pivoting inboard until the automatic lock
engages. From the exterior, personnel should fold upward and push inboard until
the lock is engaged.

To activate (open) from the interior, push the lock release handle (RED) and fold
outboard until the struts underneath rest solidly on the aircraft door locks pools.
From the outside, pull the lock release handle (RED) to unlock the assemblies.

Anti-rollout stops are incorporated in each of the assemblies. They are raised, as
needed, to keen ULDs from rolling out of the aircraft in some loading/unloading
operations. In the up (open) position, they retract, allowing ULDs to pass over
them when loading. To unload, the stop must be closed prior to, and reopened
after, removing each ULD.

To open, pull the plunger release button, disengaging the spring plunger in the tip
of the stop from the locked position in the sill bracket. Sprint-action holds the
stop up.

To close, step on the stop to below plane and release. The spring plunger will
engage, securing the stop in the down position.

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10.20 QUICK-DISCONNECT COMPONENTS

Some components have quick-disconnect features that allow them to be


repositioned without using tools. This allows them to be placed in different areas
as required for the various sized containers.

There are three interchangeable quick-disconnect components; ball tray (P/N


54277101), roller trays (P/N 54264101, 54264102, 54264103) and movable lock
assemblies (54239101, 54284101, 54284102, 54253101, 54253102).

NOTE XZ SINGLE LOCKS (PIN54239101) ARE REPLACED WITH


BALUROLLFR Tr=RAYS WHEN LOCKS ARE NOT NEEDED TO FILL IN A
GAP.

Installation and Removal

Ball trays and roller trays are secured or loosened by lifting or pressing handle.
When handle is in up position, slide and release ball and roller trays. To secure,
position ball trays and roller trays in seat track and depress handle to engage
shear stud in seat track node.

To secure or loosen movable lock assemblies (54239101, 54284101. 54284102,


542173101, 54253102), twist shear pin. Loosen pin from track and slide lock
assembly to release from seat track. Position locks assembly and tighten shear pin
to engage into seat track to secure. Shear pins have a red stripe on them to
indicate positive engagement. The red stripe parallel to the center seat rail
indicates a lockdown condition. Also, a decal with a fwd direction defines install
orientation for these moveable lock assemblies.

CONFIGURATION A (GREEN): DOUBLE ROW 88" X 125" ULDS


Please refer to the ULD loading schematic on the next page for configuration and
compartment weight information. This system is designated as Configuration A.
The Green System, as green: floor markings are utilized to locate the restraints
required for this system. In addition, colored placards with representative ULD
positions are mounted on the aircraft sidewalls. The ULDs used in the Green
System are 88" x 125" in size. 7 a 88" dimension is lateral to the aircraft during
loading except for the two ULDs in the aft locations, which are oriented with the

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125" side lateral. The ULD must ho properly oriented on the loading equipment
prior to aircraft entrance.

CAUTION: SHOULD THE ULD ENTER THE AIRCRAFT IN


THE WRONG CONFIGURATION, IT MUST NOT BE TURNED
IN THE BALLMAT AREA. THE ADDED HEIGHT OF THE
CONTAINER, WHEN ROTATED ON THE BALLMAT, WILL
DAMAGE THE INTERIOR OF THE AIRCRAFT. THE
CONTAINER SHOULD BE OFF-LOADED AND REORIENTED
UTILIZING THE TURNING EQUIPMENT ON THE AIRCRAFT
LOADING EQUIPMENT.

LOADING PROCEDURE

Lower both fore and aft door sills to the down and locked position with the
support assemblies firmly resting on the door spools. Activate the trigger device
on the anti-rollout stops to bring these to the up position. The anti-rollout stops
are raised as a safety device to prevent the ULDs from rolling out of the aircraft
during the loading operations. They fold down as ULDs are pushed onto the
aircraft and immediately return to the up position to prevent outward motion.
Refer to door sill in this manual for further information.

NOTE: XZ SINGLE LOCKS (PIN 54239101) ARE REPLACED WITH


BALLROLLER TRAYS WHEN LOCKS ARE NOT NEEDED TO FILL IN A
GAP.REFER TO PARAGRAPH 18 IN THIS MANUAL FOR BALLROLLF R
TRAY OPERATION.

Raise all centerline guides (YZ locks) aft of the ball mat area (Station C28).
Ensure that all ball mat area restraints are in a down position. The right side of
the aircraft should he loaded first. The XZ single locks at Station C70 must now
be placed in the raised position to provide aft restraint. The next ULD is than
pushed securely against the guide rails opposite the door. Once the container is
aligned it can then be pushed aft to Position JR. Once the container is resting
against the aft restraints, the restraints with the green floor marking designations
at the forward end bof the ULD can be raised. Repent this process for ULDs at
Positions HR through BR.

After the ULD at Position BR has been loaded, raise the restraints (Y7_locks)
along the centerline in the ballmat area. Ensure that the ULD is pushed securely
against the centerline restraints and aligned. Then proceed loading the left side of
the aircraft in the same manner as the night side. When the ULD has been loaded
at Position BL, load Positions AR and AL. Then raise the outermost restraints to
secure the ULDs in position. Raise both door sills to the stowed position.

A check shall be made to verify that each restraint is in its proper position and
properly engaged to secure the ULD. This loading procedure should be repeated
for Bash ULD position.
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CAUTION: DURING THE LOADING PROCEDURE, IF ANY POSITION IS


LEFT EMPTY OR IS VOID OF A ULD, ALL RESTRAINTS MUST BE
PLACED IN THE UP POSITION. PLACING THE VOID POSITION
RESTRAINTS IN THE UP POSITION PROVIDES ADDITIONAL SAFETY
SHOULD LOCK FAILURE OCCUR DURING ANY AIRCRAFT MOTION.

Off Loading

Lower both door sills to the down and locked position with the support
assemblies firmly resting on the door spools. Make sure all anti-rollout stops are
pressed down in the locked position to allow free movement of the UI Ds.

Lower the restraints on the door silt side of the ULDs at Position AL. As each
ULD is removed from the aircraft, all corresponding restraints for the remaining
ULDs should remain in the up position until they are unloaded.

CONFIGURATION A (GREEN): 18 ULDS 88" X 125"


DOUBLE ROW CONFIGURATION
AR BR CR DR ER FR GR HR JR
AL BL CL DL EL FL GL HL AR
AR BR CR DR ER FR GR HR JR
AL BL CL DL EL FL GL HL JL

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Inoperative Latches – Side By Side 125”x88” ( continued)

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Inoperative Latches – Side By Side 125”x88” ( continued)

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Inoperative Latches – Side By Side 125”x88” ( continued)

Inoperative Latches – Side By Side 125”x88” ( continued)

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Inoperative Latches – Side By Side 125”x88” ( continued)

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Inoperative Latches – Side By Side 125”x88” ( continued)

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CONFIGURATION B (GREEN): SINGLE ROW 96" X 125" ULDS


Please refer to the ULD loading schematic on the next page for configuration and
compartment weight information. This system is designated as Configuration B,
the Green System, as green floor markings are utilized to locate the restraints
required for this system. In addition, colored placards with representative ULD
positions are mounted on the air rift sidewalls. The ULDs used in the Green
System are 96" x 125" in size. The 96" dimension is lateral to the aircraft during
loading. The ULD must be properly oriented on the loading equipment prior to
aircraft entrance.

CAUTION: SHOULD THE ULD ENTER THE AIRCRAFT IN THE


WRONG CONFIGURATION, IT MUST NOT BE TURNED IN THE
BALLMAT AREA. THE ADDED HEIGHT OF THE CONTAINER,
WHEN ROTATED ON THE BALLMAT, WILL DAMAGE THE
INTERIOR OF THE AIRCRAFT. THE CONTAINER SHOULD BE
OFFLOADED AND REORIENTED UTILIZING THE TURNING
EQUIPMENT ON THE AIRCRAFT LOADING EQUIPMENT.

Loading Procedure

CAUTION: CARE MUST BE TAKEN TO LOWER ALL OF THE


CENTERLINE GUIDES AND RESTRAINTS. FAILURE TO LOWER
THESE COMPONENTS MAY RESULT IN DAMAGETO THE
COMPONENT OR THE AIRCRAFT. THESE GUIDES ARE LOCATED
ON THE CENTERLINE AND CAN BE LOWERED BY HAND OR BY
FOOT.

Lower both fore and aft door sills to the down and locked position with the
support assemblies firmly resting on the door spools Activate the trigger device
on the anti-rollout stops to bring these to the tip position. The anti-rollout stops
are raised as a safety device to prevent the ULDs from roiling out of the aircraft
during the loading operations. They fold down as ULDs are pushed onto the
aircraft and immediately return to the up position to prevent outward motion.
Refer to door sill in this manual for further information.

NOTE: XZ SINGLE LOCKS (P/N 54239101) ARE REPLACED WITH


BALLROLLER TRAYS WHEN LOCKS APE NOT NEEDED TO FILL IN A
GAP. REFER TO PARAGRAPH 18 IN THIS MANUAL FOR BALLROLLER
TRAY OPERATION.

Prior to loading, all centerline locks must be lowered and the restraints opposite
the door (YZ locks) inboard of the side guide must be in the raised position.
These restraints act as a guide for alignment for containers being loaded. During
loading, ensure the ULD is pushed securely against the restraints opposite the
door. Once the container is aligned, it can then be pushed aft to Position Gm.
Once the container is resting against the aft stops, the restraint locks should be
raised. This can be done manually or with foot operation. Note that the green
markings on the floor designate the correct restraints to raise. A check shall be

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made to verify each restraint is in its proper position and property engaged to
secure the ULD. This loading procedure should be repeated for each ULD
position.

Each ULD position in sequence shall be loaded from Gm to Am. As the Loading
sequence continues. Care must be taken to note the green markings on the floor
as these will indicate the proper restraints to be activated.

When Position Am is loaded, raise the restraints on the door sill side of the ULD
at Positions Am and BW. When all ULDs have been loaded and locked, raise the
door sills to the stowed position.

CAUTION: DURING THE LOADING PROCEDURE,IF ANY POSITION


IS LEFT EMPTY OR IS VOID OF A ULD. ALL RESTRAINTS MUST BE
PLACED IN THE UP POSITION. PLACING THE VOID POSITION
RESTRAINTS IN THE UP POSITION PROVIDES ADDITIONAL
SAFETY SHOULD LOCK FAILURE OCCUR DURING ANY AIRCRAFT
MOTION.

Off loading

Lower both door sills to the down and locked position with the support
assemblies firmly resting on the door spools. Make sure all anti-rollout stops are
pressed down in the locked position in order to allow free movement of the
ULDs.

Lower the restraints on the door sill side of the ULDs at Positions Am and Bm.
As each ULD is removed from the aircraft, all corresponding restraints for the
remaining ULDs should remain in the up position until they are unloaded.

CONFIGURATION B (GREEN): 7 ULDs 96" X 125"


SINGLE ROW CONFIGURATION

Am Bm Cm Dm Em Fm Gm

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Inoperative Latches – Single Row 125”x96”

Inoperative Latches – Single Row 125”x96”

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NOTE : No combination of the above mentioned failures is allowed per ULD


position.

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CONFIGURATION C (BLUE): SINGLE ROW 88" X 125" ULDS

Please refer to the ULD loading schematic on the next page for configuration and
Compartment weight information. This system is designated as Configuration C,
the Blue System, as blue floor markings are utilized to locate the restraints
required for this system. In addition, colored placards with representative ULD
positions are mounted on the aircraft sidewalls. The ULDs used in the Blue
System are 88" x 125" in size. The 125" dimension is lateral to the aircraft during
loading. The ULD must he properly oriented on the loading equipment prior to
aircraft entrance.

CAUTION: SHOULD THE ULD ENTER THE AIRCRAFT IN THE


WRONG CONFIGURATION, IT MUST NOT BE TURNED IN THE
BALLMAT AREA. THE ADDED HEIGHT OF THE CONTAINER,
WHEN ROTATED ON THE BALLMAT, WILL DAMAGE THE
INTERIOR OF THE AIRCRAFT. THE CONTAINER SHOULD BE OFF-
LOADS AND REORIENTED UTILIZING THE TURNING EQUIPMENT
ON THE AIRCRAFT LOADING EQUIPMENT.

Loading Procedure

CAUTION: CARE MUST BE TAKEN TO LOWER ALL OF THE


CENTERLINE GUIDES AND RESTRAINTS. FAILURE TO LOWER
THESE COMPONENTS MAY RESULT IN DAMAGETO THE
COMPONENT OR THE AIRCRAFT. THESE GUIDES ARE LOCATED
ON THE CENTERLINE AND CAN BE LOV.-RED BY HAND OR BY
FOOT.

Lower both fore and aft door sills to the doom and locked position with the
support assemblies firmly resting on the door spools. Activate the trigger device
on the anti-rollout stops to bring these to the up position. The anti-rollout stops
are raises as a safety device to prevent the ULDs from rolling out of the aircraft
during the loading operations. They fold down as ULDs are pushed onto the
aircraft and immediately return to the up position to prevent outward motion.
Refer to door sill in this manual for further information.

NOTE: XZ SINGLE LOCKS (P/N 54239101) ARE REPLACED WITH


BALLROLLER TRAYS LOCKS ARE NOT NEEDED TO FILL IN
AGAP.REFER TO PARAGRAPH 18 IN THIS MANUAL FORBALLROLLER
TRAY OPERATION.

Prior to loading, all centerline locks must be lowered and the restraints opposite
the door (YZ locks) inboard of the side guide must be in the raised position.
These restraints are as a guide for alignment for containers being loaded in the
Blue Configuration. During loading, ensure the ULD is pushed securely against
the restraints opposite the door. Once the container is aligned, it can then be
pushed aft to Position Re. Once the container is resting against the aft-most
restraints, the restraint locks should be raised. This can be done manually or with

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foot operation. Note that the blue markings on the floor designate the correct
restraint to raise. A check shall be made to verity each restraint is in its proper
position and properly engaged to secure the ULD. This loading procedure should
be repeated for each ULD position.

Each ULD position in sequence shall be loaded from Re to Ac. As the loading
sequence continues, care must be taken to note the blue markings on the floor as
those will indicate the proper restraints to be activated.

When loading the last ULD at Position Ac. the ULD will slide between the
restraints at the fore and aft side of the ULD. Push the ULD firmly against the
side restraints, thee raise the restraints on the door sill side of the ULD at
Positions Ac and Be. When ail ULDs have been loaded and locked, raise the door
sills to the stowed position.

CAUTION: DURING THE LOADING PROCEDURE, IF ANY POSITION


IS LEFT EMPTY OR IS VOID OF A ULD, ALL ESTRAINTS MUST BE
PLACED IN THE UP POSTION. PLACING THE VOID POSITION
RESTRAINTS IN THE UPPOSITIONPROVIDES ADDITIONAL SAFETY
SHOULD LOCK FAILURE OCCUR DURING THE AIRCRAFT
MOTION.

Off Loading

Lower both door sills to the down and locked position with the support
assemblies firmly resting on the door spools. Make sure all anti-rollout stops are
pressed down in the locked position in order to allow free movement of the
ULDs.

Lower the restraints on the door sill side of the ULDs at Positions Ac and Be. As
each ULD is removed from the aircraft, all corresponding restraints for the
remaining ULDs should remain in the up position until they are unloaded.

CONFIGURATION C (BLUE): 15 ULDs 88" X 125" SINGLE ROW


CONFIGURATION

Ac Bc Cc Dc Ec Fc Gc Hc Jc Kc Lc Mc Nc Pc Rc

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Inoperative Latches – Single Row 88”x125”

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Inoperative Latches – Single Row 88”x125”

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Inoperative Latches – Single Row 88”x125”

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Inoperative Latches – Single Row 88”x125”

NOTE: No combination of the above mentioned failures is allowed per ULD


position.

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CONFIGURATION D (RED): SINGLE ROW 96" X 125" ULDS

Please refer to the ULD loading schematic on the next page for configuration and
compartment weight information. This system is designated as Configuration D.
the Red System, as red floor markings are utilized to locate the restraints required
for this system. In addition, colored placards with representative ULD positions
are mounted on the aircraft sidewalls. The ULDs used in the Red System are 96"
x 125" in size. The 125" dimension is lateral to the aircraft during loading. The
ULD must be properly oriented on the loading equipment prior to aircraft
entrance.

CAUTION: SHOULD THE ULD ENTER THE AIRCRAFT IN THE


WRONG CONFIGURATION, 1T MUST NOT BE TURNED IN THE
BALLMAT AREA. THE ADDED HEIGHT OF THE CONTAINER,
WHEN ROTATED ON THE BALLMAT, WILL DAMAGE THE
INTERIOR OF THE AIRCRAFT. THE CONTAINER SHOULD BE OFF-
LOADED AND REORIENTED UTILIZING THE TURNING
EQUIPMENT ON THE AIRCRAFT LOADING EQUIPMENT.

Loading Procedure

CAUTION: CARE MUST BE TAKEN TO LOWE=R ALL OF THE


CENTERLINE GUIDES AND RESTRAINTS. FAILURE TO LOWER THESE
COMPONFNTS MAY RESULT IN DAMAGE TO THE COMPONENT OR
THE AIRCRAFT. THESE GUIDES ARE LOCATED ON THE CENTERLINE
AND CAN BE LOWERED BY HAND OR BY FOOT.

Lower both fore and aft door sills to the down and locked position with the
support assemblies finely resting on the door spools. Activate the trigger device
on the anti-rollout stops to bring these to the up position. The antirollout stops are
raised as a safety device to prevent the ULDs from rolling out of the aircraft
during the loading operations. They fold down as ULDs are pushed onto the
aircraft and immediately return to the up position to prevent outward motion.
Refer to door sill in this manual for further information

NOTE: XZ SINGLE LOCKS (P/N 54239101) ARE REPLACFI) WITH


BALLROLLER TRAYS WHEN LOCKS ARE NOT NEEDED TO FILL IN
A GAP. REFER TO PARAGRAPH 18 IN THIS MANUAL
FORBALLROLLER TRAY OPERATION.

Prior to loading, all centerline locks must be lowered and the restraints opposite
the door (Y7_ locks) inboard of the side guide must be in the raised position.
These restraints act as a guide for alignment for containers being loaded in the
Red Configuration. During loading, ensure the ULD is pushed securely against
the restraints opposite the door. Once the container is aligned, it can then be
pushed aft to Position R. Once the container is renting against the aft stops. The
restraint locks should be raised. This can be done manually or with foot

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operation: Note that the red markings on the floor designate the correct restraint
to raise.

A check shall be made to verify each restraint is in its proper position and
properly engaged to secure the ULD. This loading procedure should be repeated
for each ULD position.

Each ULD position in sequence shall be loaded from P to A. As the loading


sequence continues, care must be taken to note the red markings on the floor as
these will indicate the proper restraint- to be activated.

When loading the last ULD at Position A, the ULD will slide between the
restraints at the fore and aft side of the ULD. Push the ULD firmly against the
side restraint then raise the restraints on the door sill side of the ULD at Positions
A and B. When all ULDs have been loaded and locked, raise the door sills to the
stowed position.

CAUTION: DURING THE LOADING PROCEDURE, IF ANY POSITION


IS LEFT EMPTY OR IS VOID OF A ULD, ALL RESTRAINTS MUST BE
PLACED IN T IF UP POSITION. PLACING THE VOID POSITION
RESTRAINTS IN THE UP POSITION PROVIDES ADDITIONAL
SAFETY SHOULD LOCK FAILURE OCCUR DURING ANY AIRCRAF T
MOTION.

Off Loading

Lower both door sills to the down and locked position with the support
assemblies firmly resting on the door spools. Make sure all anti-rollout stops are
pressed down in the locked position in order to allow free movement of the
ULDs.

Lower the restraints on the door sill side of the ULDs at Positions A and B. As
each ULD is removed from the aircraft, all corresponding restraints for the
remaining ULDs should remain in the up position until they are unloaded.

CONFIGURATION D (RED): 14 ULDs 96" X 125"


SINGLE ROW CONFIGURATION

A B C D E F G H J K L M P R

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Inoperative Latches – Single Row 96”x125”

Inoperative Latches – Single Row 96”x125”

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Note: No combination of the above mentioned failures is allowed per ULD


position.
REMARK :

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Loading Limitations

CARGO COMPARTMENT Introduction

This section of the cargo loading manual is based upon the A300-B4 and the
aircraft modification performed by Daimler-Benz.

This section illustrates, using floor plan schematics, the various cargo
configurations that can be utilized in this aircraft. It also describes, in general
terms, the procedures for loading/unloading the ULDs in each of these
configurations.

The cargo system is a multi-purpose cargo loading system that has automatic
features to accommodate various pallet sizes and configurations. The cargo
loading system has design features to reduce rolling friction that will help speed
the operation of loading/unloading.

As an additional reference, loading personnel should also refer to cargo loading


placard mounted on the aircraft’s interior wall opposite the cargo door. Also note
that the floor has been marked with colour markings to assist in locating and
identifying the proper restraint devices to activate for the various ULD
configurations. The colour designations are shown in paragraph 2 in this section.

In the event one or more of the cargo loading system components are inoperable,
users must refer to the weight and balance section for operating restrictions.
Please note, this document does not supersede any of the information contained
in the aircraft maintenance manual or the manufactures weight and balance
manual.

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DRY ICE LIMITATION

LIMITATIONS: Main Deck cargo – 2,360 kgs ( 5,200 lbs) Lower


A300 FLEET
Deck cargo – 400 kgs ( 882 lbs) – Total amount 2,760 ( 6,082 lbs)

Main Deck Cargo Configurations and Limitations

18 ULDs 88” x 125”


DOUBLE ROW CONFIGURATION

1R 2R 3R 4R 5R 6R 7R 8R 9R
1L 2L 3L 4L 5L 6L 7L 8L 9L

18 ULDs 88” x 125” DOUBLE ROW CONFIGURATION


AND 2 ULDs 88” X 125 SINGLE ROW

1R 2R 3R 4R 5R 6R 7R 8R 9R
10C 11C
1L 2L 3L 4L 5L 6L 7L 8L 9L

7 ULDs 96” x 125”


SINGLE ROW CONFIGURATION

1C 2C 3C 4C 5C 6C 7C

15 ULDs 88” x 125”


SINGLE ROW CONFIGURATION

1C 2C 3C 4C 5C 6C 7C 8C 9C 10C 11C 12C 13C 14C 15C

14 ULDs 96” x 125”


SINGLE ROW CONFIGURATION

1C 2C 3C 4C 5C 6C 7C 8C 9C 10C 11C 12C 13C 14C

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ANY COMBINATION THEREOF Cargo Compartment Loading

CAUTION 1: Loading of the main deck cargo compartment is limited by the


cumulative payload of the aircraft and is further limited by the permissible
maximum permissible position gross weights, the maximum permissible
fuselage shear loads and bending moments.

CAUTION 2: In the case of malfunction of any part of cargo loading system,


restrictions may be imposed on pallet/container gross weights or their position in
the cargo compartment. Refer to “Cargo Equipment Malfunction Limitations”
located in this section of the manual for additional guidance. The aircraft restraint
system must be unimpaired and must be used except in the case of floating
pallets.

The ULD profile must ensure a sufficient clearance to the cargo door, cargo
compartment lining and the ULDs loaded on the adjacent positions to enable it to
be stowed in the aircraft without receiving or inflicting damage. The main deck
cargo compartment need not be loaded with the maximum number of ULDs, any
position may remain unoccupied. Additional requirements have to be considered
for loading of the ULD positions directly behind the safety barrier net. Refer to
“Additional Requirements for ULD Positions Directly Behind Safety Barrier
Net.” in this section of the manual.

The main deck cargo compartment accommodates the following unit load
devices:

14 X 96” x 125” ULDs in single row configuration or


15 X 88” x 125” ULDs in single row configuration or
17 X 96” x 125” ULDs in single row configuration or
18 X 88” x 125” ULDs in side by side configuration or
A mix of the above mentioned ULDs.

Arrangement
CAUTION 1: The safety barrier net must be installed in front of the cargo
compartment.

CAUTION 2: Cargo must not be loaded forward of the safety barrier net.

CAUTION 3: The cumulative loads in the main deck cargo compartment must
not exceed the maximum permissible shear loads and bending moments given in
the applicable Weight and Balance section. The shear loads are automatically
included in the computerized weight and balance load plan.

CAUTION 4: It is prohibited to carry loose bulk fright in the cargo


compartment.

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CAUTION 5: the CG position of each ULD must be in accordance with the


requirements specified under “Centre of Gravity limits of ULDs” section in this
manual.

CAUTION 6: In case of combined loading with the lower deck cargo holds, the
cumulative loads of main deck cargo compartment and the lower deck cargo
holds must not exceed the maximum permissible shear loads and bending
moments contained in the applicable weight and balance section.

Main Deck Floor Loading Limits

CAUTION 1: It is prohibited to carry loose bulk freight in the main deck cargo
compartment.

The floor structure in the main deck cargo compartment is capable of supporting
via ball mats or roller tracks running loads maximum area loads as shown below.

A. Running loads for ULDs with 10% center of gravity shift

B. Maximum area load


The Maximum area load can be calculated by the following formula.

Max area load = Max ULD position weight


Reduced area

For maximum allowed center of gravity shifting of +/- 10% in the longitudinal
and lateral direction the reduced area is 0.64 x Area ULD base plate

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Cargo Equipment Malfunction Limitations

CAUTION 1: Maximum loads for ULD positions require that all latches are
installed and used as intended.

CAUTION 2: Weight reduced to “0” in the following tables’ means, the


concerned ULD position(s) must be unoccupied. Loading of an empty ULD is
allowed provided there are enough intact latches remaining to avoid uncontrolled
movement of an empty ULD.

CAUTION 3: No combination of latch failures is allowed per ULD position.


This paragraph covers malfunctions of cargo equipment which secures ULOD’s
to the floor structure of the cargo compartment6 top prevent their movement
during flight (flight safety).

Malfunctions of equipment which serves only for guidance, handling, etc. of


ULD’s are not covered. A malfunction of such equipment is defined as damage,
inoperative, or failed and missing equipment.

In case of malfunctioning equipment on loading/off loading should be carried out


carefully to prevent damage to operative equipment, ULD’s and/or aircraft
structure. Malfunctioning equipment should be replaced as soon as possible.
Failure of a latch may require weight reduction of the ULD’s fwd and aft of the
latch or LH and RH of the latch (if applicable).

NOTE 1: Refer to the tables located in the applicable Weight and Balance
Manual Supplement for identification of latch types and the ULD load
restrictions to be applied in case of missing or inoperative equipment.

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NOTE 2: For limitations of the safety barriers net and the smoke curtain which
must be installed in front of the main deck cargo compartment/cargo system refer
to the applicable Weight and Balance manual section.

ADDITIOANAL REQUIREMENTS FOR ULD POSITIONS DIRECTLY


BEHIND THE SAFETY BARRIER NET

CAUTIONS: POSITIONS DIRECTLY BEHIND THE SAFETY BARRIER


NET MAY ONLY BE OCCUPIED BY ULD’s CONTAINING CRUSHABLE
LOADS.

Whenever cargo is transported in the main deck cargo compartment the ULD
positions directly behind the safety barrier net have to be occupied with ULD’s
that are loaded to at least 80% of their volume with crushable type cargo which
may act as a buffer and load spreader.

Crushable cargo must meet the following requirements:

No single large rigid pieces of cargo

The single loads shall be deformable and shall have no sharp edges which could
cut the safety barrier net. No sharp edges shall result from deformation or
destruction of the cargo.

The cargo shall be able to form smooth contours by contacting the safety barrier
net in case of a crash.

Single pieces of cargo shall be large enough to avoid penetration of safety barrier
net meshes. Minimum section: approximately 0.50m x 0.30m (20 x 12 in);
resulting from net mesh size.

Smaller pieces of cargo have to consolidate to larger units which keep their
integrity but are deformable.

Single loads shall have a load density between 80 x 240 kg/m3, (5 and 15 lb/ft3)
under consideration of the maximum position load and the entire ULD volume.

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MAIN DECK CARGO HANDLING

LOAD AND ULD CONFIGURATIONS.

CAUTION: ALLOWABLE GROSS WEIGHTS GIVEN IN THE


APPLICABLE WEIGHT AND BALANCE MANUAL SECTION AND/OR
COMPATIBLE SPECIFICATIONS TO WHICH THE ULD IS BUILT, MUST
NOT ECXEED THE LOWEST VALUE APPICABLE.

Aircraft Conditions
The aircraft restraint system must be unimpaired and must be used. In case of
locking component failures loading restrictions are applicable. Refer to “cargo
Equipment Malfunction Limitations” for additional guidance.

NOTE: The cargo hold need not necessarily be loaded with the maximum
number of ULD’s, any station may remain unoccupied. To restrict inadvertent
movement due to latch failure it is necessary to raise the relevant latches in
adjacent empty positions such that ULD movement is restricted to one position
only.

Cargo Envelope
The ULD – package (pallet, container) must be within the limits of IATA contour
P.

The maximum loadable height is 2.438 m (96 inches).

Loading of the main deck cargo compartment must be carried out under
consideration of the available cargo compartment cross sections. The ULD
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profile must ensure a sufficient clearance to the cargo door and cargo
compartment lining to enable it to be stowed in the aircraft without receiving or
inflicting damage. Since the clearance may decrease due to flight loads, a
possible contact between ULD and lining must not lead damage.

A minimum clearance of 2 inches to the cargo door, to the ULDs on the next
positions and to the partitions walls have to be ensured.

For pallets and their general envelope refer to IATA ULD Technical Manual
50/2, latest issue.

For containers refer to deflection limits, IATA ULD Technical Manual 50/4,
attachment B, latest issue.

NOTE: The 2 inches clearance requirements are not valid for the distance
between base plates.

ULD Configuration

The ULDs must be lockable in the existing base plate’s restraint system.
Therefore at least the dimensions and the edge configurations of the ULDs have
to comply with NAS 3610 types outlined below.

96”x125” ULDs in single row configuration or


88”x125” ULDs in single row configuration or
125”x96” ULDs in single row configuration or
125”x88” ULDs in side by side configuration or
A mix of the above mentioned ULD’s

In additional the following requirements are valid.

Base plates tolerances +0/-0.00635m (+0/-0.25 inches) as per international


standards.
Base plate’s edges profile as per IATA ULD Technical Manual 50/1, attachment
A, latest issue.
center of gravity limits as shown in “Center of Gravity Limits” located in this
section.
Each ULD must be able to withstand its maximum gross weight under the load
conditions stated in NAS 3610.
Deflection limits shall be in accordance with IATA ULD Technical Manual 50/4.
Restraint hardware shall comply with corresponding NAS 3610 configurations
providing evenly distributed loads to the pallets rims.

ULD Certification
Each single ULD (container/pallet/net) should comply with the requirements of
TSO c90 (NAS 3610), latest issue.

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If the ULD does not correspond to this requirement, it must be handled and
loaded in such a manner that neither the ULD nor the cargo contained therein will
endanger the aircraft due to accelerations under flight and landing conditions. In
addition all of the floor loading limitation specified in this section must be met.
Single loads which exceed 150 Kg or could constitute a hazard to the aircraft by
their density or shape (tapered, sharp edges) have to be:

1. Either individually restrained to the base plates in good loading practice when
transporting containers respectively properly retrained on the pallet by an
adjustable net when transporting pallets. (It has to be ensured that the net cannot
be damaged or destroyed by the cargo).

OR

2. Covered by crushable cargo which meets the following requirements:


No single large rigid pieces.
Single cargo pieces shall be deformable and must not have harp edges which
could destroy the container walls respectively
cut the pallet nets. No sharp edges shall result from deformation or destruction of
the cargo.
The single loads shall have a load density between 80kg/m3 (5lb/ft3) and
240kg/m3 (15lb/ft3) under consideration of maximum position load and the
entire ULD volume.

Loads in damaged containers (excluding damage of container (base plate) have to


be individually restrained to the base plate in good loading practice.

For loads factors for individual restraining loads refer to the applicable Weight
and Balance Manual section.

NOTE: In order to ensure a minimum of good condition of the ULD


(container/pallet/net) in service, the ULD must further correspond to IATA ULD
Technical manual 50/0 latest issue.

ULD Gross weight


The maximum allowable gross weight of an ULD is limited by

The maximum aircraft position loads are stated in paragraph 2 for the
configuration being used.
The maximum allowable ULD gross weights given in NAS 3610 or The
maximum allowable gross weight of a ULD must not exceed the lowest value
applicable.

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CENTER OF GRAVITY LIMITS OF ULDS.

The design capacities of the support fittings and structure have been established
with the center of gravity of the container and pallet load within the envelopes
defined below.

Cargo placement/ULD shall limit the center of gravity to be within the envelope
indicated below:

For standard ULD loads:

+/-10% of the external width, measured from the geometric center


+/-10% of the external length, measured from the geometric center

PALLETS

125”x88” Pallet

Maximum center of gravity height is 36.0 inches from the bottom of the unit load
device. The maximum cargo center of gravity deviations from the unit load
device geometric center bare defined in the table below.

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96”x125” Pallet

Maximum center of gravity height is 48.0 inches from the bottom of the unit load
device. The maximum cargo center of gravity deviations from the unit load
device geometric center are defined in the table below.

88’x 125’ Pallet


Maximum center of gravity height is 36.0 inches from the bottom of the unit load
device. The maximum cargo center of gravity deviations from the unit load
device geometric center are defined in the table below.

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AMA container
Maximum center of gravity height is 48.0 inches from the bottom of the unit load
device. The maximum cargo center of gravity deviations from the unit load
device geometric center are defined in the table below.

MAXIMUM PACKAGE SIZES

CAUTION 1: LONG ITEMS WITH A HIGHEST STIFFNESS (HIGH


MOMENT OF RESISTANCE) SHALL NOT BE LOADED ACROSS THE
AREAS OF ARTICULATIONS (FRAMES 382-40 AND FRAMES 54 –
542).

CAUTION 2: ALL LONG ITMES WITH SMALL FRONTS SURFACES


(0.762 m X 0.762 m (30 in X 30 in) and less MUST BE SECURED AGAINST
9g IN XDIRECTION IN GOOD LOADING PRACTICE. THIS IS TO
PREVENT THESE SINGLE LOADS DESTROYING A NET STRAP OR
PASSING UNHINDERED THROUGH A NET MESH.

The maximum dimensions of packages which will pass through the main deck
cargo door opening and which can be placed within the compartment are shown
in the table below.

These dimensions are approximately and refer to rectangular package sizes.


The heights given in the table relate to the top of rollers of the cargo loading
system.

The maximum width of loadable packages is limited to 3.350m, resulting from


the distance between the entrance guides of the cargo door.

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NON UNITIZED LOAD

CAUTION 1: IT IS NOT PERMITTED TO TRANSPORT LOOSE BULK


CARGO.

CAUTION 2: LONG ITEMS WITH A HIGH STIFNESS (HIGH MOMENT


OF RESISTANCE) SHALL NOT BE LOADED ACROSS THE AREAS OF
ARTICULATION (FRAMES 382 – 40 AND FRAMES 54 – 542).

Any cargo which cannot be netted or containerized into ULD’s as specified in


this manual must be transported as non unitized load.

Restraint of all such individual items of load must be achieved by tie – down. The
calling and linings of the main deck cargo compartment are not designed for bulk
load restraint.

It is required to use pallets to achieve flush floor and to protect the floor mounted
cargo loading system components as well as the floor panels from damage. They
also serve to provide tie – down capability.

Overall height/ cargo envelope.


The pallet package may extend over the pallet width to the extent, that the
overhang will have no adverse effect to the cargo door, compartment
lining/equipment or to cargo adjacent positions. For handling procedures and to
avoid damage the minimum clearance shall not be less than 2 inches. The cargo
envelope shall be formed in good loading practice so that under no circumstances
deflections shall cause damage to aircraft structure/equipment or to other cargo.
The CG limit must be kept in any case The maximum dimensions of packages
which will pass through the main deck cargo door opening and which can be
placed within the compartment are shown in, “Maximum Package Sizes ‘of this
manual.

Gross Weight/ Weight distribution


The gross weight of the complete package, including the net, shall not exceed
maximum position loads as shown in paragraphs 2 for the configuration used.

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Loads on pallets shall be evenly distributed. Unequal loads locally exceeding


maximum are loads shall be suitably supported by loads spreaders with sufficient
capability of weight distribution to fall within the aircraft are load limitations set
out in, “ Main Deck Floor Loading Limits “ .

Center of Gravity

The center of gravity height of the complete package shallot exceeds 36 inches
The CG shall fall within the following limits of the pallet surface area:

Eccentricity longitudinal: +/-10%


Eccentricity lateral : +/-10%

Aircraft Seat rail Load Capability

CAUTION: SEAT RAIL ADAPTERS SHALL NOT BE USED FOR THE TIE
DOWN.

The seat rail system for restraining non unitized load by means of tie- down in
case the ULD restraint system capability is not used as intended.

For connections of tie-down equipment to seat rails the following ultimate loads
are permissible:

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SECURING OF LOAD

The main deck cargo compartment provides two alternatives of restraint of


non unitized load:

Non unitized load restrained to standardized pallets, which are locked within the
aircraft restraint system (locked pallet). Non unitized load on standardized pallets
as a unit restrained to the aircraft seat system (floating pallets).

NOTE: For connection of tie- down straps or nets to seat rails, studs shall be
in accordance or compatible with ISO recommendation R 837.

Locked Pallet
Non unitized load shall be placed on standardized pallets which provide both the
appropriate loading floor and the required tie-down arrangement. These pallets
have to be locked within the aircraft restraint system. In case of locking
component failures loading restrictions are applicable (refer to paragraph 3.1O4 ).
The main deck cargo compartment accommodates standard zed pallets as
outlined in this section Tie-down arrangement for non unitized load via tie-down
straps/nets or equivalent restraint hardware to pallets shall comply with
corresponding ISO 8097 (NAS 3610) configurations with evenly distributed
loads to tire pallet rims. The restraint hardware used must have same coefficients
of expansion.

Pallet tie-down points in accordance to ISO 8097 requirements provide a single


Stud ultimate load capacity of 907kg (2000 Ib) in any direction. The load
application point shall be 0.023 m (0.9 in) or more from the bottom of the track
groove.

FLOATING PALLET

Non unitized load shall be placed on standardized pallets which provide an


appropriate loading floor.
Each pallet has to be positioned within the installed cargo loading system and
must be supported by at least three roller tracks. The pallet package including the
pallet shall be tied-down to the aircraft seat rail system. Tie-down has to be
carried out in a way to prevent any shifting of the pallet.

Tie-down arrangement for non unitized load via tie driven straps/nets or
equivalent restraint hardware to the aircraft seat rail system shall comply with
corresponding ISO 8097 (NAS 3610) configurations with evenly distributed
loads to the seat rails not exceeding aircraft seat rail load capability shown in
paragraph U above

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NON UNITIZED LOAD


Load arrangement / Special load

Solid loads with rigid constitutions and large size shall not be placed within ythe
forward and aft areas of articulation (Frames 38 2 – 40 and Frames 54-54 2).

Items which by their nature (size, density etc.) might penetrate or cut the safety
barrier net shall never be loaded on the position immediately adjacent to the net.
This position must be occupied by a pellet loaded at least 80% of its maximum
volume. The cargo shall have no sharp edges which could cut the net. When
transporting heavy single loads cargo should be integrated in other crushable
load.

For definition of crushable load refer to paragraph 7. “ Additional requirements


For ULD Positions Directly Behind The Safety Barrier Net” located in this
section.

GANTRY PALLET TRANSPORT

CAUTION: GANTRY PALLET LOADING MUST BE IN ACCORDANCE


WITH PARAGRAPH 5. "MAIN DECK FLOOR LOADING LIMITS'
LOCATED IN THIS SECTION.

The main deck cargo compartment is equipped with a NAS 3610 class 11
restraint system approved for the transport of ULDs meeting the requirements of
this manual.

The layout of this cargo loading system allows transportation of gantry pallets on
the pallet positions given in paragraphs 19 through 22 for 88 x 125 inches pallets
and 96 x 125 inches pallets, with the exception of the most forward ULD
position. Pallets type NAS 3610-2A4P and NAS 3610-2M1P, or pallets with
equivalent Dimensions and design complying with NAS 3610 restraint system
shall be used.

The gantry pallet package may extend over the pallet width to the extent, that the
overhang of the package will not have an adverse effect on the cargo door, the
cargo compartment lining or to ULD's on next positions.

The minimum clearance should be 2 inches.

Each gantry package and pallet shall be rigidly connected at least as required by
NAS 3610, with respect to applicable gross weights and load factors.

If a gantry package pallet rigid connection is not possible, the gantry package
must secured to the pallet by strap-nets type :

• NAS 3610-2A1 N for 88 x 125 inches pallets, or


• NAS 3610-2MIN for 96 x 125 inches pallets.

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These nets must be adjustable in order to be compatible with the geometrical


form of the cargo and their fittings must be fixed to the pallet rims so that loads
are evenly distributed.

The maximum center of gravity deviations must be in accordance with this


manual.

SPLIT ENGINE TRANSPORT

CAUTION: SPLIT ENGINE LOADING MUST BE IN ACCORDANCE WITH


PARAGRAP: 15,-MAIN DECK FLOOR LOADING LIMITS" LOCATED IN
THIS SECTION.

The main deck cargo compartment is equipped with a NAS 3610 class II restraint
system approved for the transport of ULDs meeting the requirements of this
manual.

The layout of this cargo loading system allows transportation of slit engines on
the pallet positions given in paragraphs 19 through 22 for 88 x 125 inches pallets
and 96 x 125 inches pallet- , with the exception of the most forward ULD
position.

Pallets type NAS 3610-2A4P and NAS 3610-2M1P, or pallets with equivalent
dimensions and design complying with NAS 3C) 10 restraint system, shall be
used.

The split engine package may extend over the pallet width to the extent, that the
overhang of to package will not have an adverse effect on the cargo door, the
cargo compartment lining or to ULD's on next positions.

The minimum clearance should be 2 inches.

Each split engine package and engine stand shall be rigidly connected at least as
required by NAS 3610, with respect to applicable gross weights and load factors.
If a pallet/engine stand rigid connection is not possible, the engine package must
secured to the pallet by strap-nets type:

• NAS 3610-2A2N, -2A3N or -2A6N for 88 x 125 inches pallets, or


• NAS 3610-2M1N for 96 x 125 inches pallets.

These nets must be adjustable in order to be compatible with the geometrical


form of the cargo and their fittings must be fixed to the pallet rims so that loads
are evenly distributed.

The maximum center of gravity deviations must be in accordance with this


manual.

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LIVE ANIMAL TRANSPORT

Layout and environmental conditions of the main deck cargo compartment


allow transport of livestock.

Live animals shall be penned or crated in special pallet modules or in


container/crates which are fitted to a pallet by tie down straps or nets in order to
be secured against any movement at take-off. Landing and during flight. Any
pallet as specified as specified in paragraph 3.10.42 maybe used.

Animal containers/crates loading and restraint hardware must be in accordance


with the 'imitations given in paragraph 3.10.40. The live animal cargo units shall
be designed to restrain the live animals, to withstand handling operations during
loading and unloading procedures and to withstand forces resulting from aircraft
flight conditions. Refer to paragraph 3.10.48 for load factors.

To minimize cleaning of the cargo compartment and to pre-vent contamination


within the air- conditioning system, the live animal cargo should be treated as wet
freight and the live animal containers should be designed to keep animals waste
inside.

AIRCRAFT STABILITY DURING MAIN DECK CARGO LOADING


/UNLOADING

CAUTION: IF THE TIPPING CONDITIONS ARE NOT CHECKED DURING


LOADING OR UNLOADING BY APPROPRIATE METHODS, SUITABLE
MEANS HAVE TO BE PROVIDED TO AVOID TIPPING OF THE
AIRCRAFT (e.g. use of the safety stay at the rear of the fuselage, tie down of the
aircraft or use of ballast pallets in the forward cargo Compartment).

Aircraft tip up is a function of CG, weight wind speed and aircraft attitude. In
practice the tip up CG position is approximately 50% RC (H-arm = 31.652 m).
The chart given on the next page may be used for prevention of aircraft tipping
during main deck loading or unloading operation.

The chart allows by graphical means the determination of the aft aircraft
CGclimit which assures stability and permits appropriate precautions to be taken
if stability is not assured.

On the "Aft Loading" scale commencing from the top right hand side enter the
load on each UI D position ) and additively draw their resulting lines to loft hand
side. From the point determined on the last scale used draw a vertical line to the
top of the "Wind Effect" scale, continue the line from this point following the
curves in the scales to the horizontal line representing the wind speed to be
considered.

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From this point draw a vertical line to the bottom of the diagram. This line
represents the allowable aft CG limit as a function of aircraft weight which will
assure stability during loading or unloading, operations.
Enter the total aircraft weight and CG less main deck cargo load in the scales
"Aircraft Weight" and "Aircraft CG". This definition has to be applied for either
loading or unloading operations.
If this point is Located forward of the aft limit line entered in step 3 above, the
main dock cargo compartment may be loaded without risk of aircraft tipping.
If this point is located rear of the aft limit line entered in step 3 above, draw a
vertical line from this point to intersect the scales for "Necessary Forward Load".
In order to ensure that the CG is at or forward of the aft limit line the "Necessary
Forward Load “defined for the lower deck forward cargo compartment must be in
place and must be maintained in position during loading or unloading of the main
deck cargo compartment is finished.

Note: For good practice and to cover any uncertainties in A/C weight and CG the
"Necessary Forward Load" should be increased to assure a more positive load on
the nose landing gear.

In the scale "Safety Load on Nose Landing Gear" draw a horizontal line from the
aft limit line to the left hand side of the scale. Fromm the point representing the
desired nose landing gear load draw a vertical line to intersect scales "Necessary
Forward Load" for determination of the additional load in the forward cargo
compartment to ensure the required safety load on the nose landing gear.

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CARGO HANDLING
The main deck cargo compartment is not equipped with any power driven
conveyor system.

AIRPLANE / LOADER INTERFACE CRITERIA


Cargo loading equipment must be properly aligned with the cargo door in order
to prevent jamming or structural Interference during loading or unloading.
Excessive misalignment, bridging or cresting can cause difficulties.

RETRACTABLE RESTRAINT AND SYSTEM CONTROL OPERATION


The following paragraphs describe how the drive system controls move cargo
units through the lower deck cargo compartment.

CARGO DRIVE SYSTEM CONTROLS.

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LOWER DECK CARGO SYSTEM OPERATION.

The system fitted to the FWD and MID compartments are similar in
construction (the forward compartment system being also equipped for
loading/unloading of pallets) and identical in operation. Both system are
designed for operation by 1 or 2m

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FORWARD CARGO COMPARTMENT

This cargo compartment is provided with an automatic loading system and is


capable housing :

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The tables below give the characteristics of the 2 loading types:

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AFT ( BULK) CARGO COMPARTMENT

The AFT ( bulk ) compartment is intended for bulk cargo and the carriage of live
animals in cages or boxes. Restraint nets divide the compartment and keep door
area free for door opening. The nets, are attached by rings and lugs to the aircraft
structure and are rolled up to the roof structure for loading and unloading

 Effective net volume, excluding door area.


 Unusable area due to the door 3 m3.
 Maximum loading of the cargo compartment.

The maximum distributed unit load on the floor is 135.2 lb/ft2(660 kg/m2)
The maximum local unit load on the floor is 600 lb/ft2 ) 2,930 kg/m2)
As in the other cargo compartment it must be checked that the loading considered
is compatible with the general stress limits taking into account the other parts of
the payload.

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10.21 DANGER AREAS - IDLE THRUST

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10.22 AIRCRAFT SERVICING

Servicing Points

Ground Support Equipment


Beware of sudden up or down movements of the aircraft during unloading,
loading or fuelling. Servicing shall not commence until after aircraft has reached
a complete stop, aircraft is chocked or verified the aircraft parking brake is on,
engines have shut down and anti-collision lights are switched off.

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Ground Power – Electrical


The aircraft ground power connection point is located aft of the aircraft nose
wheel bay. Two lights located in the external power receptacle housing enable
easier connection or removal of the GPU (Ground Power Unit) by ground
personnel.

Amber Light EXT PWR/AVAIL comes on to indicate that the GPU is operating
and the voltage is correct. White Light EXT/PWR NOT IN USE comes on to
indicate that the GPU does not supply the aircraft and can be disconnected.

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Potable Water Servicing

Fill the potable water system

1) Connect the fill hose of the potable water service vehicle to the POTABLE
WATER FILL AND DRAIN PORT.
2) On the service panel:

Turn the FILL/DRAIN handle to PULL TO FILL position


Then pull it out to the mechanical stop

NOTE: The OVERFLOW VALVE OPEN light comes on

3) If the OVERFLOW VALVE OPEN light does not come on, examine the
position of the overflow valve.
4) Operate the potable water service vehicle
NOTE: If the filling level is to be less than full, push in the FILL/DRAIN handle
and turn it back to the NORMAL position. The Quantity Indicator shows the
filling level.

NOTE: The FILL/DRAIN handle will automatically move back to the


NORMAL position when the TANK FULL light comes on. The OVERFLOW
VALVE OPEN light goes off.

NOTE: If there is too much water in the tank or if the tank is overfilled, water
will flow from the TANK OVERFLOW port.

5) Stop the potable water service vehicle.


6) Disconnect the hose from the POTABLE WATER FILL AND DRAIN port.
7) Clean and dry the service panel and adjacent area.
8) Visually examine the connections for leaks. Leaks are not permitted.
9) Put the cap on the POTABLE WATER FILL AND DRAIN port.

NOTE: If servicing is performed in cold weather conditions, the POTABLE


WATER FILL AND DRAIN port must stay open as long as possible to drain the
residual water from the fill and drain line.

Drain the potable water system

1) Connect the drain hose to:


The fill and drain port on the potable water service panel
The drain port on the MID drain and overflow panel (on applicable aircraft)
The drain port on the FWD drain panel

2) On the potable water service panel, turn the fill and drain control handle to the
PULL TO DRAIN position. Then pull it out to the mechanical stop.

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3) When the system is drained, remove the drain hose from each location and
return the fill and drain control handle to the NORMAL position.

4) Install the cap on the fill and drain port of the service panel.

5) Close the access panels

Example Potable Water Panel and Servicing Points:

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Lavatory Servicing

Draining of the system

1) Open the cap of the lavatory drain connection and the fill and rinse connection.
2) Connect the lavatory service vehicle hose-adaptor and the 4 inch diameter
drain hose to the lavatory drain connection.
3) Push the PUSH TO OPEN lever.
4) Move the drain valve control handle from the CLOSE to OPEN position in
order to drain the waste.

Flushing of the lavatory system

1) Connect the flush/fill hose (1 inch diameter) of the lavatory service vehicle to
the fill and rinse connection.
2) Close the drain valve.
3) Operate lavatory service vehicle.
4) Make sure that the water pressure is stable at 2.4 bar (34.81 psi) and the water
flow is stable at 38.0 liters per minute.
5) Pump 57 liters of water into the waste tank. Do not exceed this quantity.
6) Open the waste drain valve and drain the tank.
7) Touch the drain hose and make sure that the fluid has drained completely;
8) Switch off the lavatory service vehicle.
9) Push the drain valve control handle to the CLOSE position

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Package Size Limitations


The maximum dimensions of the packages which will pass through the bulk
cargo compartment door opening and can be placed in the compartment and
secured with all existing nets are shown in tables 1 and 2.The dimensions are
approximate so trial loading is recommended for packages with dimensions close
to those given.
Upright loading refers to large or heavy packages loaded with the assistance of
mechanical ground support equipment and manoeuvred through the door in an
upright position.

CAUTION
Take into account the allowable maximum local unit load on floor Tilted loading
refers to large low density cargo which may require hand manoeuvrings through
the door in a titled position to avoid obstructions.

End of Part 10

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TABLE OF CONTENTS

11 AIRCRAFT TYPE INFORMATION B747-200……………………...……........360


11.1 Exterior Views……………………………………………………………………...360
11.2 Interior Arrangements………………………………………………………………360
11.3 Main Deck Loading…………………………………………………..…..…………361
11.4 Cargo Door Arrangements……………………………………….………………….361
11.5 Nose Operation……………………………………………………………..….........362
11.6 Side Cargo Door…………………………………………………..........……….......363
11.7 Main Deck Interior……………………………..………………………..………….363
11.8 Lower Hold Arrangements………………………………..…………..…….………364
11.9 Lower Cargo Compartment Door……………………………..………..…………..364
11.10 Lower Hold Capacity……………………………….………………………………365
11.11 Introduction…………………………………………………………………..……..366
11.12 Definitions………………………………………………………...………..…….....366
11.13 Formulas and Calculations……………………………………….………..………..371
11.14 Sample of Weight and Balance Load Planner…………………………….………...375
11.14.1 Form Completion Area……………………………………………………….……..376
11.15 Weight and Balance Record (TRIM SHEET)……………………………….……...386
11.16 Load Restrictions……………………………………………………………..……..396
11.17 STRUCTURAL LIMIT WEIGHTS - B747-200……………………………………399
11.18 Aircraft Weight Directory…………………………………………………....……..400
11.19 Load limits…………………………………………………………………….…….401
11.20 Cargo Configurations and Forms……….…………………………………………..406
11.21 Centroids………………………………………………………….………………… 409
11.22 Weight and Balance Load Planner Sample………………………………..……….. 411
11.23 Weight and Balance Record Sample……………………………...………..….…… 413
11.24 Ballast Requirements………………………………………………………..….….. 413
11.25 Loading Limitations……………………………………...………………………… 415
11.26 Main Deck Side Cargo Door…………………………………….…………………. 420
11.27 Aircraft Loading Systems………………………………………………..........……. 427
11.28 Main Deck Cargo Handling…....................................................................................429
11.29 Load Configurations…………………………………………………..……………. 430

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11 AIRCRAFT TYPE INFORMATION B747-200


11.1 EXTERIOR VIEWS

11.2 INTERIOR ARRANGEMENTS

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11.3 MAIN DECK LOADING

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11.4 CARGO DOOR ARRANGEMENTS

11.5 NOSE OPERATION

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11.6 SIDE CARGO DOOR

11.7 MAIN DECK INTERIOR

11.8 LOWER HOLD ARRANGEMENTS

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11.9 LOWER CARGO COMPARTMENT DOOR

11.10 LOWER HOLD CAPACITY

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11.11 INTRODUCTION

MIDEX Airlines Weight and Balance system is calculated in kilograms.

Conversion MIXtors used will be 1 pound = 0.4536 kilograms or 1 kilogram =


2.2046 pounds.

11.12 DEFINITIONS AND TERMS

ARM:
The horizontal distance in inches from the reference datum line to the center
of gravity of the item.

ACM/SPN:
Additional Crew Members/Supernumeraries.

Ballast Fuel:
Fuel carried for CG purposes in the center tank, not part of usable fuel. The
Ballast fuel becomes part of the ZFW.

Basic Empty Weight (BEW):


Manu MIXturers empty weight plus standard items.

Basic Weight:
The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft.

Basic Operating Index (BOI):


MIDEX Airlines calculation of Moment. The particular aircraft index with
equipment and crew listed in the Basic Operating Weight.

Basic Operating Weight (BOW):


The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft plus crew and
all the equipment required for flight but not including fuel and payload. Basic
Weight and Balance Data: Basic operating weight (KGs.) with respective Arm
(in. from datum); Moment (in-KGs.); Center-of-Gravity (percentage MAC); and
index (nbr units).

Condition Number:
Used to identify different configurations.

Datum (Ref. Datum): An imaginary vertical line from which all measurements of
arm are taken. All moments arms and the location of permissible C.G. range must
be taken with reference to that point.

Drainable Unusable Fuel:


Unusable fuel minus unusable portion of trapped fuel.

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Empty Weight:
The empty weight of the aircraft as weighed for Weight and Balance purposes
plus all items listed on the master equipment check list.

Equipment Check List:


The required equipment list plus equipment included in the Aircraft empty
weight.

Manufacturer’s Empty Weight (MEW):


Weight of structure, power plants, APU, furnishings, seats, systems and other
equipment considered an integral part of a particular aircraft configuration. It is
essentially a dry weight, including only those fluids that are contained in a closed
system.

MEW includes:
Hydraulic System Oil, Landing Gear Oil, Starter Oil, APU Oil, Air Cond. Syst.
Oil, Oxygen System, Seats Crew, Pax, Seat Belts, Sunshades-Visors, Hand
Microphones, Headsets, Instrumentation “Black Boxes”, Antennas, Crew Escape
Ropes, Signal Lights, Fire extinguisher A-B-C, Fire extinguisher CO2, Fire
extinguisher Halon, Fire extinguisher H2O, Fire extinguisher Extension, Crew
Ladder Tool, Emergency Landing Gear Crank, Door Safety Straps, Cargo
Compartment Nets, Lavatories, Potable Water Tanks, Emergency Descent
Devices and Escape Harnesses.

Maximum Design Landing Weight (MLW):


Maximum weight for landing as limited by aircraft strength and airworthiness
requirements.

Maximum Design Takeoff Weight (MTOW):


Maximum weight for takeoff as limited by aircraft strength and airworthiness
requirements. This is the maximum weight at the start of the takeoff run.

Maximum Design Taxi Weight (MTW):


Maximum weight for ground maneuver as limited by aircraft strength and
airworthiness requirements. Maximum Taxi Weight includes weight of taxi
and run-up fuel.

Maximum Design Zero Fuel Weight (MZFW):


Maximum weight allowed before usable fuel and other specified usable agents
are loaded in defined sections of an aircraft as limited by strength and
airworthiness requirements.

Maximum Payload:
Maximum design zero fuel weight minus operational weight.

Mean Aerodynamic Cord (MAC):


MAC consist of the following:

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Center of Gravity (C.G.): The point about which an aircraft would balance if it
were possible to suspend it at that point. It is the mass center of the aircraft, or the
theoretical point at which the entire weight of the aircraft is assumed to be
concentrated.

Center of Gravity Limits: The specified forward and aft points beyond which
the C.G. must not be located during flight.

Center of Gravity Range: The distance between the forward and aft
C.G. limits.

Moment: The product of the weight of an item multiplied by its arm. Moments
are expressed in pounds per inch (1 pound per inch). Total moment is the weight
of the aircraft multiplied by the distance between the datum and C.G.

Moment Index (or Index): A moment divided by a constant such as 100. The
moment index is used to simplify Weight and Balance computations where heavy
items and long arms result in large, unmanageable numbers.

Operational Weight:
BOW plus ACM / Supernumeraries.

Operational Items (Calculated BOW):


Personnel, equipment and supplies necessary for a particular operation and not
included in the Basic Empty Weight.

Calculated BOW operational items include:


Required Flight Crew and Baggage, Manuals and Documents, Engine Tank Oil,
Food and Beverage Equipment, Flight Crew Food Allowance, Galley and Trash
Bins, First Aid Kits, Flash Lights, Drinking Water, Life Rafts, Life Vests, Pillows
and Blankets and Standard Spare Parts Kit.

Operating Index:
The index for the particular aircraft ready to operate with crew, fuel, and payload
and all required equipment.

Operational Landing Weight (OLW):


Maximum authorized weight for landing subject to airport, operational and
related restrictions. OLW must never exceed maximum design landing weight
limit.

Payload:
Weight of persons additional to required flight crew, their baggage, food
allowance and all cargo (revenue and non revenue).

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Standard Items:
Equipment and system fluids not considered an integral part of a particular
airplane configuration, but do not normally vary between configurations.
Standard items include:
Unusable Fuel, Engine System Oil, CSD or IDG System Oil, Chemical Toilet
Fluid, Coat Hangars, Cargo Handling System, Lav and Galley Supplies, Fire
extinguisher, not included in MEW, Special electronic equipment not included in
MEW, Basic Emergency Equip (Crew Oxygen Masks and Hoses, Smoke
Goggles, Crash Ax, Megaphones and Escape Slides and Bottles).

Required Equipment List:


The required equipment as prescribed in that applicable airworthiness
regulations. (See certification basis, type Certificate Data Sheet appropriate to the
type of aircraft).

SPN: Supernumerary (Additional Crewmembers).

Station:
A location in the aircraft which is identified by a number designating its distance
in inches from the datum. The datum is identified as station zero. The station and
arm are identical. An item located at station +50 would have an arm of 50 inches.

Tare Fuel:
Fuel remaining in an aircraft after defueling from the high pressure refueling
adapters as prescribed by the manufacture.

Takeoff Fuel (TOF):


Amount of fuel remaining after taxi.

Transload (ULD):
A pallet or container (ULD) that has been built up and weighed at a station and is
connecting to another flight to another city for its final destination.

Trapped Fuel:
Fuel remaining when an aircraft is defueled by normal means using the
procedures and attitudes specified for draining tanks.

ULD Number:
Refers to the unique ULD number assigned to that unit. The number is used to
check that the right tag is attached to the correct unit.

Unit Load Device (ULD):


A load carrying device that in manufacture directly with the aircraft loading and
restraint systems, as such, it becomes a component part of the aircraft.

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Unusable Fuel:
Fuel remaining after a fuel runout test has been completed in accordance with
governmental regulations and includes drainable unusable fuel as well as trapped
usable fuel.

Usable Fuel:
Fuel available for aircraft propulsion.

Useful Load:
Operational takeoff weight minus operational weight. Useful load includes
payload and usable fuel.

Weight Limited Payload (WLP):


Payload is restricted by the most critical of the following:

Operational takeoff weight minus operational weight minus minimum usable


fuel.
Operational landing weight minus operational weight minus flight reserve
fuel.
Compartments and other related limits.

NOTE
WLP must never exceed maximum payload.

BALANCE ARM vs. DATUM

Balance arms noted as “ARM” in this system, are a true measure in inches aft of
the forward reference datum and coincide numerically with all production
stations.
Datum references for each aircraft are located as shown below. All balance arms
are with respect to these values

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11.13 FORMULAS AND CALCULATIONS

1. All weights used in manual are in kilograms (kg). Conversion factors to be


used are:

1 Kilogram = 2.2046 Pounds


1 Pound = 0.4536 Kilograms

2. The primary formula by convention and utilized for all aircraft operated by
MIDEX Airlines is as follows:

Weight (Arm) = Moment.

To obtain index values, moments are calculated around reference Station 1323.6
(20% MAC), and divided by a constant 272,155 to convert moments to index
units. A fixed reference of 50 index units is located at Station 1323.6 (20%
MAC).

Mean Aerodynamic Chord


MAC = 327.8 inches (LEMAC - F.S. - 1258.0).

3. Individual formulas for obtaining Center-of-Gravity, Arm and Index are as


shown below for each aircraft operated by MIDEX Airlines.

Individual formula for obtaining load item index is as shown below.

FUEL LOADING INDEX


MIDEX Airlines uses an average standard fuel loading weight density conversion
of 6.70 Lbs/USG to 0.80 KGs/Ltr for all operations.
For B747-All Series aircraft:

Centroids are taken from Boeing 747 Weight and Balance Manual, Control
and Loading.
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OPERATIONAL WEIGHT
To obtain the OPERATIONAL WEIGHT the following is added to the BOW.
Additional Crew Members and Supernumeraries. A standard weight is used for
each individual ACM/SPN. This figure includes body weight, baggage weight
and food allowance for each additional person. The weights and indexes are
provided on the reverse of the Weight and Balance form. The weight and index
corresponding to the number of additional person’s is added to the BOW and
index to obtain the operational weight and index.

WEIGHT AND BALANCE RECORDS


All Weight and Balance records excluding loading schedules will be controlled
and maintained by Maintenance Records Department. The Manager of Quality
Control has the responsibility for completing, updating, and distributing
Document Change Request (DCR) Form 500.MIX.002. An updated form will be
completed after each aircraft weighing and whenever any significant alterations
and/or modifications are
accomplished. The Director of Operations will update appropriate system as
described in this manual. The Manager of Tech Pubs will ensure that a revision to
the Weight and Balance Manual is published and distributed to all manual
holders.

FLUID DENSITIES
Fluid densities used for Weight and Balance calculations are as listed below,
unless otherwise specified.

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CARGO WEIGHING AND PALLET IDENTIFICATION


Built-up pallets (built locally) are to be weighed with weight recorded on the
Pallet Tag maybe from another entity, prior to staging and / or onload.Transload
ULDs do not have to be reweighed if a Pallet Tag is visible with the weight
clearly posted. If the validity of the posted weight is doubted due to appearance
or other circumstances, reweigh the unit. Transfer ULDs (surface to air/air to air)
are to be weighed at the bypass prior to staging and/or on load.

Freight intended to be bulk loaded in the aircraft is to be weighed with the net
weight (minus tare) entered on the Pallet Tag may be from another entity.

NOTE: Remove any and all old tags before attaching new ones.

Attach two (2) Pallet Tags (each opposite the other on the 125 inch sides)
approximately five (5) feet above the floor level as close to the right corner as
load profile permits.

Provide the following information on each ULD Pallet Tag where applicable:

a. Date
b. Destination
c. Via (Optional)
d. Prefix
e. ULD Number (ID #)
f. Code
g. Weight (LBs or KGs) directly from the scale reading
h. Product (e.g., mail, perishables) (Optional)

PROCEDURE
As an all-cargo air carrier MIDEX Airlines employs load masters as part of its
light crew. Load masters are responsible for supervising the loading of the
aircraft and accurately executing the load manifest to reflect the aircraft's center
of gravity. The load manifest preparation and all calculations necessary to
determine the aircraft Weight and Balance necessary to ascertain the aircraft is
operated within its design center of gravity and weight limits will only be
accomplish using hand calculations.

NOTE
Load masters will not use any computer based programs to accomplish the
calculations necessary to determine the aircraft Weight and Balance. Instructions
for loading MIDEX Airlines aircraft, the accomplishing of the load manifest and
the disposition of the load manifest may be found in MIDEX Airlines’ Weight
and Balance Manual. MIDEX Airlines load masters may use electronic
calculators to validate their hand calculations as stipulated above. If
inconsistencies are encountered in the course of electronic validations then the
hand calculations must be reaccomplished. Disposition of electronically derived
calculations will be accomplished consistent with instructions for the load
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manifest as stipulated in General Civil Aviation Authority Regulations . Data


gathered from electronic calculations will be reviewed for accuracy and
validating the efficacy of computer generated load manifest information. Under
no circumstance will computer generated data be used as the primary method to
comply with the requirements of the GCAA as specified above.

CONTROLS
To insure the process and procedures are followed and operate in a consistent
manner a number controls are integrated into the program thus maintaining
compliance with regulatory requirements. Controls include the following:

Training - Training for the operations individuals will be accomplished to insure


understanding and compliance with this procedure and the operational use of all
software. Specific individuals to receive training are Dispatcher, Flight Engineer,
Captain, and Loadmaster.

Pilot in Command Data Review - The data developed by the loadmaster and the
Flight Engineer will be reviewed and accepted by the Captain as part of his
preflight responsibilities.

Data Tracking - The data developed by the manual calculations will be compared
with the electronically generated data. When a discrepancy is noted, further
investigation will be accomplished by the Manager of Cargo Operations to
determine the discrepant source.

LOAD PLANNER

Due to the relatively large size and complexity of the Load Planner, the following
explanation of how to complete the Load Planner is shown by numbered areas
(Area 1 through 8) of the form in lieu of numbering each entry. The numbering of
the areas, however, is not necessarily in the same order that the entries will be
made. Illustrations of the individual sections are paged as closely as possible to
the explanations for that section. These illustrations will aid in locating their
relative positions on the form.

This Completion of Forms Section is broken down into the following areas of
Instruction:

 Flight Information
 Main Deck
 Lower Deck
 Zone Weight / Index and Cumulative Limits
 Total Cargo Weight / Index
 Lateral Imbalance Check
 Hazmat Load Positions
 On load Verification
 Distribution

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11.14 SAMPLE OF WEIGHT AND BALANCE LOAD PLANNER

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11.14.1 FORM COMPLETION AREA

AREA 1 - FLIGHT INFORMATION

NOTE
Ensure the selected Load Planner matches applicable aircraft.

1 FLT NBR: Record the flight number from the Flight Plan.
2 A/C REG: Record the complete aircraft registration number.
3 ORIG: Record the airport three letter identifier IATA code designating the
airport of departure.
4 DEST: Record the airport three letter IATA identifier code designating the
airport of arrival.
5 Z-DATE: Record the three groups of two digits each representing the UTC date
by day / month / year (dd/mm/yy). This date is to correspond with assigned flight
date printed on the flight plan.
6 PLANNED BY: Print the full name of person planning the load.
7 Circle the applicable aircraft.

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AREA 2 - MAIN DECK

Upon receipt of the dead load, begin planning the aircraft main deck load, taking
into consideration down line convenience and offload priorities Group ULD
identifications/destinations and weights by destination, sequencing down line
transit station loads in positions suitable for quick offload.

RESTRICTIONS: Refer to the restrictions and notes while planning the load
distribution

Record the pallet identification, destination and weight of each pallet on the
“MAIN DECK”.

NOTE
The weights for each pallet include the weight of Unit Load Devices (ULDs).
POSITION: Sections of aircraft from which balancing process is controlled.
IDENT: Record ULD identification with owner code.
DEST: Record the airport three letter IATA identifier code designating the airport
of arrival.
4. WEIGHT: Record the gross weight of the ULD.

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REMARKS: Record notable characteristics of load.


MAXIMUM WEIGHT - COMBINED R & L: Total side-by-side limit.

7. Observe and comply with all notes and Maximum Weight - Combined R
(right) and Combined L (left) limits (refer to Figure 3.1.4)

NOTE
Refer to Lateral Load Limit Chart for pallets that exceed individual position
weight limits

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AREA 3 - LOWER DECK


Upon receipt of the dead load and when planning the main deck load, begin
Planning the aircraft lower deck load, taking into consideration down line
convenience and offload priorities.

Group ULD identifications/destinations and weights by destination, sequencing


down line transit station loads in positions suitable for quick offload.

Lower deck containers (both full and half widths) are planned separately from
pallets. Consider compatibility constraints when intermixing containers. Observe
and comply with all notes and all limits throughout the lowers.

Pallets: The forward and aft lower compartments will accept the following
Pallets:

Pallet: 64” x 125”, Pallet: 88” x 108”, Pallet: 88” x 125” and Pallet: 96” x
125”

MAX HT: Forward and Aft holds cannot exceed 64”.

NOTE
Lower deck ZONE positions align with main deck.

IDENT: Record ULD identification with owner code.


DEST: Record the airport three (3/IATA) letter identifier codes designating the
airport of arrival.
WEIGHT: Record the gross weight of the ULD.
REMARKS: Record notable characteristics of load.
Compartment “L”: Record the weight of all bulk cargo in the compartment.

BLK 52/53 and 54 is designated BULK (loose) load only.

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AREA 4 - ZONE WEIGHT/INDEX CUMULATIVE WEIGHT


Calculate TOTAL WEIGHT of each Zone of both main deck locations (right and
left) and lower deck locations
Record the TOTAL WEIGHT in the appropriate location.
Ensure the ZONE LIMIT weight is not exceeded.

Forward to Aft Cumulative Weight

1. Record TOTAL WEIGHT “A1” in FWD CUM “A1” column


2. Add TOTAL WEIGHT “A2” to FWD CUM “A1” and record the results
in
3. FWD CUM column “A2”.
4. Repeat Step 2 with “B1” through “F”.

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Aft to Forward Cumulative Weight


1. Record TOTAL WEIGHT “T” in AFT CUM “T” column Add TOTAL
WEIGHT “S” to AFT CUM “T” and record the results in AFT
2. CUM column “S”.
3. Repeat Step “2” with “R” through “K”.

1. Ensure FWD and AFT MAX CUM limits are not exceeded, including the
INCREASED AFT CUMULATIVE limit as required.
2. Check the C.G. Envelope Restricted box (on the trim sheet) if the
INCREASED AFT CUMULATIVE limits are applicable.
NOTE
All weights must be within limits before the final load sheet is issued.

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Zone Index

Locate the ZONE weight in the index chart and record the corresponding zone +/-
index value in the ZONE INDEX box at the top of the chart. Interpolation may be
necessary

AREA 5 - TOTAL CARGO WEIGHT / INDEX


1. Calculate (add) FWD CUM, AFT CUM and TOTAL WEIGHT
OF “G”, “H” and “J”. Record the sum in CARGO TOTAL
WEIGHT box \
2. Add all ZONE values +/- and record in INDEX box with correct
plus (+) or minus (-) value.
NOTE
The TOTAL CARGO WEIGHT and INDEX value is the PAYLOAD value to be
recorded on the Weight and Balance Record (Trim Sheet) at the appropriate
location.

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AREA 6 - LATERIAL IMBALANCE CHECK

Calculate the right side LATERIAL IMBALANCE by adding main deck


positions CR (C-right) through SR (S-right) (refer to Figure 3.1.11).

Record the total in the “R” MAIN location

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Calculate the left side LATERIAL IMBALANCE by adding main deck positions
CL (C-left) through SL (S-left)

1. Record the “L” MAIN


2. Pallets and full width containers are considered center loaded in the lower deck.
Add the total right side and the total left side lower weights and record in the
respective LOWER location.
3. Add the total right side and the total left side weights and record in the respective
TOTAL location.
4. Subtract the lower TOTAL weight from the higher TOTAL weight to determine
the lateral imbalance weight DIFFERENCE. Record the weight difference in the
DIFFERENCE location.

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AREA 7 - HAZMAT LOAD LOCATION


Circle pallet locations with Hazmat material

AREA 8 - ONLOAD VERIFICATION

The On load Verification block will be signed by only qualified MIDEX Airlines
loadmasters or a MIDEX Airlines qualified appointed designee, who have
completed MIDEX Airlines initial loadmaster training per OM-D and are in
possession of MIDEX Airlines Letter of Authorization.

The completed Load Planner is to be added to the flight paperwork. File the copy
with relative flight paperwork at the departure point.

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AREA 9 - DISTRIBUTION OF THE WEIGHT AND BALANCE LOAD


PLANNER

Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.

11.15 WEIGHT AND BALANCE RECORD (TRIM SHEET)

Weight and Balance Record computations are accomplished on MIDEX Airlines


Weight and Balance Records. These records are AIRCRAFT SPECIFIC in that a
different form is used for each aircraft type or variant. Refer to the List of Forms
section in the front of this manual for a list of the current applicable form
numbers in use by MIDEX Airlines.

Authorized MIDEX Airlines Weight and Balance personnel perform Weight and
Balance Record computations. Flight crews will receive 2 copies of the final
Weight and Balance Record computation, one signed copy is placed in the
departure envelope and the other is retained by the Flight Crew to be added to the
trip envelope.

The Weight and Balance Records contain “boxes” for entering weights and
indexes, a table for determining fuel indexes, and a “graph” for plotting the
weight and index, to determine the center of gravity (C.G.). To obtain
information used in completing the trim sheet refer to the aircraft Weight and
Balance Section of this manual.

This Completion of Forms Section is broken down into the following areas of
Instruction:

1 Flight Information
2 Flight Performances
3 Takeoff Information
4 Percent of MAC
5 Last Minute Changes (LMC)
6 Hazmat Material Positions
7 Signatures
8 Distributions

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AREA 1 - FLIGHT INFORMATION

1 Z-DATE: Record the three groups of two digits each representing the UTC date
by day / month / year that the flight actually departs.

2 FLT. NO.: Record the flight number from the Flight Plan.

3 ORIG: Record the airports three (3/IATA) letter code designating the airport of
departure.
4 DEST: Record the airport three (3/IATA) letter code designating the next
intended point of landing.
5 ACFT REG: Circle and record the complete aircraft registration number.
6 CREW NO.: Record the number in the flight crew (including observers and
check airman).
7 ACM/SPN NO.: Record the number of persons aboard other than those shown
as crew. Enter “0” if none boarded.

AREA 2 - FLIGHT PERFORMANCE

NOTE
This Area, Flight Performance, is to be completed by the Flight Crew.
1 RWY TEMP: Record the runway temperature (°C) taken from the latest
weather sequence or ATIS for use in the takeoff weight computation.
2 WIND (D/V): Record the wind direction and velocity obtained from latest
weather sequence or ATIS.
3 ALTIMETER: Record the altimeter setting taken from latest weather sequence
or ATIS.
4 FUEL DENSITY: Record the station fuel density.
5 T/O FLAP: Record the takeoff flap setting planned for takeoff and used
in takeoff weight computation.
6. RWY: Record the runway number planned for takeoff and used in takeoff
weight computation.
7. ACTUAL TOGW: Record the actual “TOGW” from “TOGW” on the Weight
and Balance form.
8. FUEL BURN OFF: Record the estimated total weight of fuel to be burned
during the flight.
9. ESTIMATED LAND WT: Subtract and record the “FUEL BURNOFF” from
the “ACTUAL TOGW” to obtain the estimated landing weight at the destination.
10. DEST RWY: Record the runway number planned for takeoff and used in
takeoff weight computation.
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11. ZERO WIND WEIGHT: Record the Zero Wind Weight from the
appropriate runway analysis manual chart at the runway temperature. If improved
climb table used, record the appropriate weight plus or minus wind. Record the
same weight in the “CLIMB LIMIT” column (21).

12. HW/ -TW WT ADJUST: Determine the zero wind weight adjustment for
wind according to the Headwind/Tailwind corrections column on the Runway
Analysis Manual chart. Record the computed headwind or tailwind weight
adjustment and the appropriate + or - sign.

13. CLUTTER DECREMENT: If the runway is contaminated by slush, snow,


ice, or standing water record the appropriate zero wind weight decrement
obtained from the AOM manual.

14. SHORTENED RWY DECR: If the runway length has been shortened
beyond the length shown on the runway analysis manual chart, record the zero
wind weight reduction obtained from the shortened runway data in the AOM
manual. (If runway analysis for shortened runway is available, make the
appropriate entry in zero wind weight column).

15. ANTI-SKID INOP DECR: If anti-skid is inoperative, record the zero wind
weight decrement for anti-skid inop from the AOM manual.

16. MEL/CDL or OTHER DECREMENT: If applicable, record


“MEL/CDL/QNH” performance decrements or any other weight penalties not
specifically covered above.

17. RWY LIMIT WT: Calculate and record the sum of Lines 11 through 16 to
obtain the runway limit weight:

18. STRUCT LIMIT WT: Record the Maximum Structural Takeoff Weight.

19. CLIMB LIMIT: Record the Climb Limit Weight obtained from the runway
analysis manual chart at the runway temperature. If improved climb chart used,
record appropriate weight plus or minus wind.

20. CLIMB DECREMENT: If applicable, record the “MEL/CDL/QNH”


performance decrements.

21. ADJ CLIMB WT: Determine and record the Adjusted Climb Weight by
subtracting the Climb Decrement from the Climb Limit Weight.

22. ALLOW LNDG WT: Record the maximum allowable landing weight at
destination on appropriate wet runway with all known performance corrections
applied.

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NOTE
Planned landing weight must not exceed the stated weight.

FUEL BURN OFF: Record the estimated fuel burn off to destination.

LNDG WT LMTD TOGW: Add and record the fuel burn off to the
ALLOWABLE LD WTDEST” to obtain the maximum allowable
takeoff weight based on landing weight limitations.

MAX ALLOW TOGW: Select and record the lowest weight of the
following:

RWY LIMIT WT
ADJ STRUCT WT
ADJ CLIMB WT
LNDG WT LMTD TOGW

NOTE The lowest weight is the “MAX ALLOW TOGW”.

TYPE LIMITATION: Check off the appropriate box indicating the


controlling limitation on the maximum allowable takeoff weight.

OBSTACLE
RUNWAY
BRAKE ENERGY
STRUCT
CLIMB LNDG WT
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NOISE
AREA 3 - TAKEOFF INFORMATION

1. BALLAST: If ballast is loaded, circle and record the weight and index of the
ballast accordingly. Enter ‘0’ if ballast is not required.

NOTE:The following examples are computed with ballast fuel not loaded.

2. SWA: Record the SWA (Service weight adjustments, ballast fuel etc., and any
others from the Flight Release.)

3. BOW: Obtain and record the BOW (Basic Operating Weight) and index from
the flight plan, GOM Chapter 7 or Weight and Balance Manual.

- BOW includes a standard flight crew of 3 (CPT/FO/FE).


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4. ACM/SPM: Record the weight of persons aboard other than those shown as
crew. Enter “0” if none boarded.

5. PAYLOAD: From the Load Planner, take the total payload weight and the
Computed index figures and record in the PAYLOAD location.

6. ZFW: Add the BOW + SWA + PAYLOAD weight and index figures to obtain
the ZFW (Zero Fuel Weight) and index.

Record the sum of the BOW, BALLAST/SWA, PAYLOAD weights and Indexes
in the ZFW location.

Compare computed ZFW to the MZFW to ensure compliance with limitations.

7. TOF: Add Takeoff Fuel (TOF) weight and index to the ZFW weight and index
to obtain the TOGW (Takeoff Gross Weight) and index. Record the TOGW fuel
weight. Locate the fuel weight in the Fuel Weight Table and record the Index.

8. TOGW: Add TOF and index to the ZFW weight and index to obtain the
TOGW (Takeoff Gross Weight) and index.

- Record the TOGW fuel weight.


- Locate the fuel weight in the Fuel Weight Table and record the Index.
- Compare the TOGW with the MAX ALLOW TOGW to ensure the weight is
allowable.

9. TAXI: Record the taxi fuel weight.

10. RAMP WT: Add Taxi Fuel to TOGW to produce the RAMP WT and record
in the RAMP WT location.

- Compare to MAX Ramp Weight.


- Add the TOGW and TAXI weights.

AREA 4 - PERCENT OF MAC


Refer to the Percent of Mean Aerodynamic Chord (MAC) grid. Using this grid,
determine the CG% of MAC according to the following:

1. Examine the grid. Numbers along the left and right sides represent, in
thousands of Kilograms, the weight of the aircraft. “Tick” marks extend
horizontally across the weight columns in increments of 1,000 KGs from 150,000
at the bottom to 408,000 KGs at the top the same procedure, with different tick
increments, is used for all aircraft

2. The numbers across the extreme bottom and top of the graph represent index
numbers in increments of 5 indexes each, with small ticks of one index number
each from 0 through 110.

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3. The second line of numbers across the top of the graph represents the CG% of
MAC, each with a corresponding solid line that extends downward in a
converging (fangrid) fashion. Center of Gravity 32% and 32.5% of MAC are
dropped down into the graph even though they extend outside the limits of the
top.

4. The bold dash line encloses the ZERO FUEL WEIGHT CG% MAC limits.

ZFW
Determination of the Center of Gravity expressed in terms of a percentage of the
MAC for the Zero Fuel Weight (ZFW) is done in the following manner:

1 To the ZFW and locate the points on the left and right sides of the graph
representative of that weight.

2. Refer to the ZFW index and locate the point on the bottom and top of the graph
representative of that index.

3. Draw straight horizontal and straight vertical lines from these two points until
they intersect. The point at which they intersect is the CG% MAC/ZFW.
Interpolate as accurately as possible from the position of the solid, fangrid C.G.
lines to express the C.G. to the nearest tenth of a percent. Record this number as
the “ZFW %MAC”.

Example: Assume a zero fuel weight of 254,777 KGs and a ZFW index of 75.
The horizontal line would lie at the 255 tick, and the vertical line would extend
straight up from the 75 tick. These two lines would intersect at the location
representing 28.1 percent of the Mean Aerodynamic Chord.

TOGW
Refer to the taxi gross weight and its index and, just as in the ZFW explanation,
plot intersecting lines to determine the CG% MAC/TOGW. Record the number
as “TOGW % MAC”.

Example: Assume a taxi fuel load of 95,000 KGs at a density of 0.80 KGs/liter
added to the last example. The taxi gross weight would be 349,777 KGs with an
index of 66. The intersection of lines would yield a TOGW %MAC. of “23.8”.

STAB
Using the ”ZFW %MAC” and the “TOGW %MAC” plot the STAB from the
back of the Weight and Balance Record Form. Record the STAB angle. (The
Stabilizer Angle is plotted by the crew).

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AREA 5- LAST MINUTE CHANGES (LMC)

Load adjustments: Whether additions to the load after completion of a Weight


and Balance Load Planner, the result of a deletion in weight, or only a
repositioning without any change in the total weight will be accomplished by
completing all of the LMC area.

In every case of load adjustment, particular attention must be paid to rechecking


all limits by compartment, zone, cumulative weights, lateral imbalance, taxi
weight, landing weight, and zero fuel weight limits. Use the same procedure as
outlined in Area 4 to compute the LMC.

AREA 6 - HAZMAT MATERIAL POSITIONS

Circle the locations that Hazmat materials are located and check off the
HAZMAT LOADED box

AREA 7 – SIGNATURES
1. PREPARED BY: Signature and employee number of person who
prepares the Weight & Balance Record. The signature certifies that the
Load
2. Distribution Sheet (Load Plan) and Weight and Balance Record are in
compliance with the applicable CFR’s and Company Requirements.
3. CAPTAIN: Signature of the Captain and employee number:

 Acknowledges receipt of the certified, verified and signed Load


Plan.
 Acknowledges only serviceable ULD’s have been loaded on the
aircraft.
 Acknowledges proper disposition of the Weight and Balance
Record in compliance with applicable CFR’s and Company
requirements.

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AREA 8 - DISTRIBUTION OF THE WEIGHT AND BALANCE


RECORD

Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.

11.16 LOAD RESTRICTIONS

The following restriction applies to these aircraft. When the center wing tank
contains more than 16,102 KGs. a reduction in allowable main deck running load
is required from station 1000 to station 1265.

In the standard fuel loading sequence, this restriction will apply when the total
fuel onboard exceeds 121,700 KGs.

For intermediate points, use straight line interpolation.

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DESCRIPTION
This Weight and Balance loading system utilizes both weight and index units to
determine the center of gravity of the B747 aircraft. It is the purpose of the
system to ensure that the aircraft will always be within the approved Weight and
Balance limitations during operation. The center of gravity of the aircraft is
determined by locating the intersection of the sum of all weights and items and
the sum of all index units on the center of gravity loading limits envelope. To
ensure the proper balance of the aircraft, this intersection must fall within the
forward and aft loading limits at both Zero Fuel Weight (ZFW) and at the taxi
weight.

For cargo loading and supplemental Weight and Balance information for B747-
200 refer to the MIDEX Airlines Ground Cargo Manual. Persons eligible to be
trained in MIDEX Airlines Weight and Balance procedures are MIDEX Airlines
employees, flight crew members, loadmasters and contractors.

Only persons trained in MIDEX Airlines Weight and Balance procedures may
complete the Weight and Balance Load Planners and Weight and Balance
Records (forms) presented in this section. Training records for such individuals
must be readily available for audit and presented for verification upon request

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ESTIMATED WEIGHTS
The following weights and respective arms will be utilized for crew members and
their baggage and for certain other items that are standard equipment on all
aircraft for the purpose of establishing the Basic Operating Weight (BOW).

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11.17 STRUCTURAL LIMIT WEIGHTS - B747-200

NOTE : Use the listed weights unless otherwise indicated.

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11.18 AIRCRAFT WEIGHT DIRECTORY

For use with B747-200 Weight and Balance Load Planner and Weight and
Balance Record The Aircraft Configuration is All Cargo.

The Aircraft Basic Operating Weight includes three (3) crew members.

Additional Maintenance Support Items and Company Materials (COMAT).

Due to operational and/or maintenance requirements, tires, brakes, fluids and


other spare parts are routinely carried on board. These items must be accounted
for in the corresponding compartment or zone and added to the payload for C.G.
computation.

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NOTE
Locations are optional and may be changed as required. All cargo and COMAT
must be secured. Restrain with tie rings, cargo straps, belts and/or nets, as
required.

1. Additional Operational Items.

A. Upper Deck:
Any personnel, equipment or cargo above the three crew members in the upper
deck, must be considered payload. Payload in the upper deck is limited to 2,721
KGs and must be deducted from the cumulative weight of the zone(s) it populates

NOTE
MIDEX Airlines is not authorized to have payload (beyond ACM / SPN) in the
Upper deck at this time.

11.19 LOAD LIMITS

GENERAL
Linear loads are shown to the nearest tenth for kilograms.

MAIN CARGO DECK

Limits are for palletized cargo. For bulk cargo placed directly on the floor, the
limit for the entire main cargo deck is 45 kilograms/square foot. Bulk cargo shall
be restrained by nets or straps.

UPPER

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UPPER DECK LIMITS


Any furnishings, equipment, baggage, and ACM/SPN above and beyond the
three (3) crew members are considered to be payload items. Payload on the upper
deck is limited to 2,721 KGs. Payload on the upper deck is deducted from the
monocoque combined load capability of the zone(s) it populates. No cargo may
be carried in the upper deck.

FORWARD LOWER HOLD


All cargo shall be placed in or on Unit Load Devices (ULDs)

AFT LOWER HOLD


All cargo shall be placed in or on Unit Load Devices (position “K” may be bulk
loaded)

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AFT LOWER HOLD TAPERED SECTION


The section of the aft hold is designed for bulk loading .

MONOCOQUE LINEAR LOAD LIMITS


The maximum monocoque linear loads limits are shown below are further
restricted by the cumulative load limits given in the following paragraphs.

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CUMULATIVE MONOCOQUE LOAD LIMITS


The cumulative total load profile computed forward to aft in the forward body
and aft to forward in the aft body must not exceed load distribution curves
defined by the corner points listed below table Use straight line interpolation for
intermediate points

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PLACARDED COMPARTMENT LIMITS NOTE


Specific zone and pallet position weight limits may be referenced on the Weight
and Balance Load Planner.

BULK LOADING
1. For bulk loading Weight and Balance purposes, the main cargo deck is
considered to be divided into compartments sized 96" x 125" and located
identical to the 30 position palletized cargo configuration. Floor loading is
permitted between Positions P and R. Weight of floor loaded cargo must be
subtracted from Zone R main deck limit of 5,443 KGs.

2. The floor limit for bulk cargo loaded directly onto the floor is 45
kilograms/square foot for the entire main deck. This equals a weight of 3,765
KGs per 96" x 125" area (except for the A1, A2, B1 and T positions which are
further restricted by monocoque limits). All other applicable limits must also be
observed.

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DRY ICE CARRIAGE LIMITS


When transporting dry ice in the cargo compartments the following apply:

Observe the allowable dry ice carriage limits


1. For an aircraft on the ground for more than one hour, at least one air
conditioning pack should be on.
2. Do not carry animals in the same compartment with dry ice, or in the lower
cargo compartments when dry ice is carried in another cargo compartment
directly above the animals.
3. Use portable 100% oxygen when entering any compartment carrying large
amounts of dry ice. This should not be necessary if a fresh air source is provided
to the cargo compartment or if main cargo doors are opened prior to entering the
compartment.
4. To prevent excessive C02 concentration, do not operate supplemental vent
fans when transporting dry ice in the lower cargo compartment.

11.20 CARGO CONFIGURATIONS & FORMS

29 POSITION PALLETIZED CARGO CONFIGURATION DESCRIPTION

The 29 position Weight and Balance Load Planner (Form 300.MIX.022) is for
use when loading either 88" x 125" or 96" x 125" pallets or for loading bulk
cargo on the main deck floor. Appropriate weight limitations for palletized cargo
are provided in TABLE 6.3.1

NOTE
Bulk cargo in the lower holds is restricted to position “K” and the tapered section
aft of the F.S. 1920 Bulk cargo loaded in position “K” must be individually
restrained.

11.21 CENTROIDS
For operator use, the centroids for the 29 Main Deck Pallet Positions and 17
Zones are given below table.

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Lower Hold Pallets

Max weight of typical ULD’s in lower compartment. Do not exceed shell zone
limitations.

88” x 125” Pallet: 4,626 KGs


96” x 125” Pallet: 5,035 KGs

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Bulk Hold: 6,750 KGs

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11.22 Weight and Balance Load Planner Sample

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Weight and Balance Load Planner Sample

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11.23 Weight and Balance Record Sample

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11.24 BALLAST REQUIREMENTS

TOW / TAXI BALLAST REQUIREMENTS


In order to prevent possible damage to the nose gear steering mechanism, and to
prevent possible tip over of the aircraft during towing or taxiing, a minimum
weight must be imposed upon the nose gear. This can be ensured by restricting
the tow / taxi Center of Gravity (C.G.) to a value forward of the C.G’s. as shown
in below table.

NOTE
C.G. Must be Forward of Limits as shown below table.

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If payload on board the aircraft is loaded such that the C.G. is not forward of the
above C.G. limits, temporary rearrangement of payload should be conducted
prior to start of the tow or taxi operation, or ballast fuel added.

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11.25 LOADING LIMITATIONS

MAIN DECK

Side Cargo Door Dimensions.

Allowable Side Cargo Door Package Sizes

To convert centimeters to inches, multiply by 0.3937. Table is applicable for


packages loaded through the side cargo door (B.A. 1850.0).

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Side Cargo Door: Main Deck Loading Chart

BULK DOOR AFT HOLD - TAPERED SECTION -SMALL DOOR

Upright Package Forward Direction Tilted Package Forward Direction


10.40 LOAD

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Tilted Package Forward Direction

LOAD LIMIT APPLICATION

The five basic structural limitations to be considered prior to positioning a


concentrated load on a ULD or positioning the loaded ULD in the aircraft are:

a. Aircraft Compartment Limit.


b. Linear Load Limit.
c. Area Load Limit.
d. Aircraft Pallet Limit (lbs. per square foot).
e. Cumulative Load Limit (Function of Weight & Balance).

Aircraft Compartment Limit

Comparison must be made to assure the Aircraft Compartment Limit is not


exceeded even when the area load limit and linear load limit is determined to be
within limits. In all cases, the most restrictive of these limits must be used.
Aircraft compartment limits are based on fuselage shell (Monocoque) structural
capacities which are often more restrictive than floor bearing capacities by
themselves.

In comparison, consider the following:

88” x 125" pallet has: 84 x 121 ÷ 144 = 70 sq. ft.


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96” x 125" pallet has: 92 x 121 ÷ 144 = 77 sq. ft.

Allow 2 inches each side for pallet edge rail (which includes ring tracks).

The maximum area load limit, then, would be:

70 sq. ft. x 136 kg/sq. ft. = 9,526 kg


77 sq. ft. x 136 kg/sq.ft. = 10,478 kg

Check all limits pertaining to a single pallet position BEFORE making final
assessment of a given unit for on loading and calculation of weight and balance.
Floor loading limits vary between aircraft utilized at MIDEX Air. For Main Deck
Limits, refer to the MIDEX Air Weight & Balance Manual and/or the MIDEX
Air Weight & Balance

Record per aircraft series.

For Lower Holds, the limits are posted as compartment limits:

88” x 125" pallet footprint will sustain 4,536 kg


96” x 125" pallet footprint will sustain 5,034 kg

Linear Load Limit


is the maximum weight allowed per each running inch along an aircraft fuselage.
The limit applies to the whole cross-section of the floor. A standard pallet length
is 125”, the linear load on a pallet when loaded on a B747 topside is:

Load ÷ 125” = Linear load (kg per linear inch)

Example:
Given a load item of 4,082 kg which is 130” long (built up on a pallet of 125”)
with a 5” overhang. Therefore, only that part which makes contact with the pallet
will be considered for linear load calculation.

To find the kg per linear inch of this load item:

4,082 kg ÷ 125” = 32 kg per linear inch

The load item (4,082 kg) could be positioned in any compartment where the load
limit is not exceeded. The maximum pallet gross weight of 4,989 kg on B747
lower hold/compartment for a 96” x 125" pallet is restricted by the linear limit of
52 kg per inch (96” x 116” = 11,136 kg rounded down).

Area Load Limit


is the maximum weight allowed per each square foot of floor contact area of
either an aircraft or aircraft compartment. The area load distribution in an aircraft
can differ from the area load limit certified on a pallet by the manufacturer. Both
88” and 96” pallets are rated for 136 kg per square foot load distribution. Also,

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the area load limits differ not only between aircraft types, but also between
compartments. Prior to loading a ULD with a concentrated load item, the load
distribution should be checked to assure the compartment limit is not exceeded.

Example:

Given a 4,082 kg load at 130” x 60” mounted on 3 beams (each beam measuring
120” x 12”), what is the area load distribution derived from the 3 beams, and is it
adequate to support the load?

Load Limit Example

First convert the dimensions of the beams from inches to feet (120”L ÷ 12” =
10’L,

12”W ÷ 12” = 1’W). Convert further to square feet (10’L X 1’ W = 10 sq. ft.)
Total contact area, 10 sq. ft. x 3 beams = 30 sq. ft.

The area load distribution, 4,082 kg ÷ 30 sq. ft = 136 kg/sq. ft. refer to the
applicable aircraft chapter in the Weight & Balance manual for Main Cargo Deck
Load Limits.

Aircraft ULD limits


As demonstrated earlier, actual ULD (pallet) structural limits are excessive (much
higher) than their TSO C90c approved pallet/net certification.

Structural capacity:

88” x 125" @ 70 sq. ft. x 136 kg/sq. ft. = 9,525 kg


96” x 125" @ 77 sq. ft. x 136 kg/sq. ft. = 10,478 kg
20' pallet @ 150 sq. ft. x 181 kg/sq. ft. = 28,849 kg
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TSO C90c pallet/net certification:

88” x 125" = 6,804 kg


96” x 125" = 6,804 kg
20' pallet = 11,340 kg

MUST BE USED WHEN EXCEEDING CERTIFIED/NETTED LIMITS IN


UTILIZING PALLETS TO SUSTAIN LOADS OF EXCESSIVE WEIGHT.

Remember, loads which exceed TSO C90c pallet/net certification must always
be secured to the floor of the aircraft with adequate restraint and must meet
structural limits in all of the following checks with the most restrictive taking
precedence:

1. Aircraft Compartment Limit.


2. Linear Load Limit.
3. Area Load Limit.
4. Aircraft Pallet Limit.
5. Cumulative Load Limit.

11.26 MAIN DECK SIDE DOOR


The side cargo door is located on the left side of the fuselage, aft of the wing,
between body stations 1780 and 1920. The door hinges at the top and opens
outward and up to allows cargo to be loaded onto the main deck through a clear
opening approximately 134 in. wide by 120 in. high.

Four mechanisms normally operate the door: master latch lock, latch, hook, and
lift. The master latch lock mechanism is manually operated. 115 VAC electric
actuators electrically power the latch, hook and lift mechanisms. The hook
mechanism contains two electric actuators, while the latch and lift have only one.
While each mechanism is mechanically independent, it is electrically sequenced
with the closing cycles. Sequence time is approximately 90 seconds for both
doors opening and closing.

The electrical opening sequence is initiated by extending the master latch lock
handle. This opens the pressure relief doors and retracts the latch lock sectors
(freeing the latch cams). When the door control switch is in the open position, the
latch actuator and the hook restraint solenoids receive power. When hooks are
fully open, power is transferred to the lift power unit to open the door. As the
door reaches the full up position, a set of contacts opens to remove power from
the lift power unit.

Two switches installed on separate panels in the same housing just aft of the door
at window level can control the door. One switch is accessible from inside the
airplane, the other from the outside. The side cargo door is designed to operate

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normally in winds up to 40 knots. The door can stay fully open in gusts that are
less than 65 knots.

A manual drive mechanism is installed so that the door can be opened manually
if the electrical system fails. Each electric actuator has a manual drive port into
which a l/2-inch drive speed wrench can be inserted to rotate the actuator
manually. Both the manual drive ports of the latch and hook actuators are
accessible through plugs in the door outer skin. A flexible shaft connects the lift
power unit manual drive port to an angle gearbox installed flush with body skin
just aft of the door. The lift actuator is operated manually through this gearbox
and flexible shaft from either inside or outside the airplane.

MAIN DECK SIDE CARGO DOOR ELECTRIC OPERATION

SIDE CARGO DOOR OPERATION (EXTERIOR)


The door can be operated from outside the aircraft when the latch handle retainer
over the interior latch lock handle is released. Door motion can be stopped or
reversed at any point by releasing or repositioning the control switch

To Open Door:

NOTE
To operate door, the latch handle retainer which covers the interior latch lock
handle must be in the release position. (If installed)

POWER ON light - - CHECK ILLUMINATED.


Main deck cargo handling bus must be powered to operate door.

Interior or Exterior Latch Lock Handle - - RELEASE & EXTEND.


If operating from exterior, press release at top of handle then move exterior latch
lock handle to the extended position.

To Close Door:

POWER ON light - - CHECK ILLUMINATED.


Main deck cargo handling bus must be powered to operate door.

Door Control Switch - - HOLD IN CLOSED POSITION.


DOOR OPEN light will extinguish when door moves from full up position
And LATCHES CLOSED light will illuminate when door is fully closed and
latched.

Interior or Exterior Latch Lock Handle - - MOVE TO LOCK POSITION.


SIDE CARGO DOOR light on F/E’s panel and LATCHES CLOSED light will
extinguish.

Return the latch handle retained to its full up and secured position. (If installed).

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Exterior Controls

SIDE CARGO DOOR OPERATION (INTERIOR)


The door can be operated from inside the aircraft when the latch handle retainer
over the interior latch lock handle is released. Door motion can be stopped or
reversed at any point by releasing or repositioning the control switch.

TO OPEN DOOR:

1 Observe POWER ON light illuminates (green); this indicates electrical power


availability for door operation.

Open latch handle retainer.

With heel of your HAND on the latch lock handle pressing downward, place
fingers under the release-lever and pull inward. Spring force will rotate latch lock
handle upward, hereby unlocking the door latches and opening the two small
pressure doors. At this time the LATCHES CLOSED light will illuminate
(green); the RAMP LIGHTS switch will be activated for control of area

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illumination lights in doorway; and the door control switch will be activated for
door operation.

Lift guard on door control switch and hold spring loaded switch in the OPEN
position until the DOOR UP light illuminates (green). This indicates that the door
is fully open, and ensures adequate clearance for loading cargo.

TO CLOSE DOOR:

1 Hold door control switch in CLOSE position until LATCHES CLOSED


light illuminates, close switch guard.

Grasp hinged portion of latch lock handle and press downward against spring
force until pressure doors close and latch engagement is felt. The LATCHES
CLOSED light will extinguish and power will be removed from DOOR
CONTROL and RAMP LIGHTS switches. Lift and engage the latch handle
retainer.

DO NOT CLOSE LATCH LOCK HANDLE WITH FOOT. IF EXCESSIVE


FORCE IS APPLIED THE MECHANISM MAY BE DAMAGED. 0

Interior Controls

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MAIN DECK SIDE CARGO DOOR MANUAL OPERATION

This procedure is to be used when electrical power or system malfunction will


not allow electrical operation of the door. All controls can be accessed through
the panel located just forward of the cargo door.

To Manually Open Door:


1 Open Pressurization Vent Door.
2 Position Manual Control Valve to Door UP.

NOTE
If there is electrical power on the aircraft, it will be necessary to remove the
cannon plug from the control valve in order to prevent the valve from
repositioning itself to the closed position.

3 Operate hand pump until cargo door reaches desired position.

To Manually Close and Lock Door.


1 Turn Manual Control Valve to DOOR CLOSED.
2 Operate hand pump until door is closed and locked.
3 Check alignment marks to assure latches are over center and locked.
4 Check Latches Unlocked Light is extinguished.
5 Close the Pressurization Vent Door.
6 Confirm Vent Door Light on F/E’s panel is extinguished (Classic only).

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INTERIOR MANUAL DOOR OPERATION

LOWER DECK CARGO DOORS


The cargo door external control switch is for electrically opening and closing the
cargo door. This switch is located in a housing with an access door forward of
each cargo compartment door. The switch is momentary with DOOR OPEN,
DOOR CLOSE and center off position. Next to the door control switch is the
green cargo “Door Latched” indicating light. The forward cargo door is located
just forward of the right wing on the lower right side of the fuselage. The exterior
of the door contains the access covers for manually operating the mechanism if it
becomes necessary to open the door without electrical power or if a malfunction
occurs in the powered system. The normal electrical powered operation is
accomplished by first opening the master latch lock handle and then using the
door control switch, which is located forward of the door on the fuselage skin, to
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open the door. At the top of the cargo door, two negative pressure relief doors
open to assure pressure equilibrium when the master latch lock handle opens.
Eight viewing ports are installed along the lower edge of the door adjacent to
each of the eight latch cams. The latch cam alignment stripes can be seen through
the viewing ports to verify that the door is securely latched.

Lower Deck Cargo Door Operation

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11.27 AIRCRAFT LOADING SYSTEMS


The main deck compartment is provisioned exclusively for carrying cargo. A
fully powered conveyor system facilitates loading and unloading of cargo
through the side cargo door. The system accommodates large pallets and
containers, both military and commercial.

NOTE
The Main Deck is completely lined with fire resistant material and smoke
detection that meets all requirements of 14 CFR 121.221 (f) per Boeing
Specifications.

However it is not Boeing’s or MIDEX Air’s procedure for crew members to


leave their duty station to fight fire. The main deck is a Class E compartment
equipped with a fire detection system and hand fire extinguishers. (See FCOM
for location and details.)

The airplane has three compartments in lower lobe for cargo accommodation:
Forward, aft and bulk cargo compartments. The aft containerized and bulk
compartments are only separated by a removable divider net. The bulk
compartment has no conveying equipment. Cargo is loaded and unloaded
manually, and is restrained by cargo nets. Each containerized compartment
contains an electromechanical cargo drive/conveyor system and is equipped with
cargo restraints.

Both lower deck compartments accommodate preloaded half width or full width
containers, and provide tie downs for special cargo; both can be equipped with
additional track-mounted restraints for securing pallets or mixed pallet/container
loads

CARGO CONVEYING AND DRIVE EQUIPMENT


Conveying equipment includes caster trays in the forward section of the
compartment, caster trays and roller trays in midsection, and roller trays in the
remainder. The main deck is divided into five cargo control zones: Nose zone 1,
left zone 2, right zone 2, left zone 3, and right zone 3. The drive equipment
includes power drive units (PDUs) numbered 1, 2, and 3 (forward Centerline), 4L
through 23L (left side) and 4R through 24R (right side). Each PDU consists of an
electrically powered wheel drive actuator and a pneumatic drive wheel.

Mechanical brake prevents rotation of PDU motor when not energized.


Additional electrically powered actuator in PDUs 2, 3, 4L, 4R, 6L, 6R, 7L,7R,
19L, 19R, 17L, 7R, 18L and 18R steers those units automatically in response to
commands initiated at control panels. Fixed steering angles of PDUs 8L through
10L and 8R through 10R can be repositioned manually. Drive wheels move cargo
fore and aft within compartment. Each wheel may be manually declutched from
its actuator gearbox and motor. Individual circuit breakers for pairs of PDUs and
associated steering actuators protect electrical system from overload. Drive
wheels apply traction to cargo unit base to move cargo at approximately 60 feet
per minute.

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CARGO RESTRAINING EQUIPMENT

Restraints guide cargo into, out of, and within compartments, and secure it in
flight. Equipment consists of:

1. Outboard and center guides, which also provide vertical restraint


2. Retractable end locks positioned in lock/roller trays
3. Retractable side locks (outboard side only)
4. Fixed end stops at aft end of the compartment
5. Retractable restraints for the two forward cargo units
6. Shunt guides
7. Cargo tie down rings
8. Directional guide panel
9. Guide and restraint panel
10. Centerline bumper

In the side cargo doorway, a manually retractable guide rail is provided for
guidance and restraint purposes. The guide rail is divided into two hinged
sections, and must be manually retracted when loading/unloading cargo
through the side cargo door.

Forward of parking position P29, a manually retractable transition rail is


provided for guidance when loading/unloading cargo at position P29. The rail
is hinged, and must be placed in the operate position when loading or
unloading cargo at position P29. The rail is placed in stow position prior to
loading cargo into pallet position P15.

The manually retractable side locks in the outboard guide rails restrain cargo
units vertically and longitudinally. Swiveling lips on these rails provide
additional vertical restraint. Retractable end locks are used with palletized and
containerized cargo units up to 125 in. long. The end locks may be relocated
in the roller trays at 1 in. interval locations compatible with the dimensions of
the cargo units being carried. End locks provide vertical and longitudinal
restraint.

The tapered centerline bumper protects center guides mounted behind it when
guides forward of the bumper are retracted for handling of 20 ft or 40 ft cargo
units. Only those centerline guides the bumper are retracted for handling of
20 ft or 40 ft cargo units. Only those centerline guides forward of the bumper
need then be retracted.

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11.28 MAIN DECK CARGO HANDLING

Pallet Configuration Aircraft with Boeing System

DRY
AIRCRAFT REGISTRATION 29PALLET
OPERATING CONFIGURATION
WEIGHT (KG)
A6-MDG 156345
B747-200F A6-MDH 156608 YES
A6-MDI 156327

THE CARGO HANDLING SYSTEM IS DESIGNED TO BE OPERATED


BY ONE TO THREE CREWS AND IS CONTROLLED BY ZONES.

In normal operation, each crew will have a loadmaster and a cargo loader. During
loading, the side door cargo control or the remote cargo control. The loadmaster
will be stationed at the master cargo control, and is responsible for the correct
loading of the aircraft. The cargo loader will be stationed at one of the local cargo
control panels. There are cargo control panels installed in both the left and the
right main deck sidewall panels

Each control panel can operate one or more cargo control zones, containing in
each a number of PDUs, depending on switch settings, joystick movement and
already loaded ULDs.

Cargo control logic modules incorporate time delay relays that are designed to
prevent power surges that would result from the simultaneous application of
power to the affected PDUs. These time delay relays stagger the starting times of
the power drive units by 0.55 second intervals from zone to zone throughout the
compartment. The time delay is not introduced when the PDUs are being
activated by any of the local drive switches.

NOTE:
This time delay also increases the distance between Unit Load Devices each time
the cargo system is stopped and then restarted.

MAIN DECK CARGO LOADING/ UNLOADING — BOEING SYSTEM


This section provides general information about loading and unloading the main
deck cargo compartment of Freighter Airplanes. The section defines the types of
cargo that can be carried, specifies the loading sequence for mixed cargo, and
provides both handling suggestions and airplane/cargo loader interface criteria.
The section also provides instructions for positioning the retractable restraints
and for operating the controls.

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LANDING GEAR DOORS SHOULD BE IN CLOSED POSITION DURING


LOADING OPERATIONS TO AVOID POSSIBLE DAMAGE TO DOORS.

11.29 LOAD CONFIGURATIONS


The main deck cargo compartment can accommodate a variety of cargo units.
This compartment is equipped to handle pallets measuring 88” x 108", 88” x
125", 96” x 125" and 96” x 238-1/2" The compartment equipment can also
handle containers 8 ft high, 8 ft wide and nominally 10 and 20 ft long. (Actual
lengths are 125” and 238.5", respectively.) The side cargo door can handle cargo
units with a maximum height of 118 inches.

UNIT LOAD DEVICES WITH HEIGHTS GREATER THAN 96”,


MEASURED FROM LOWER SURFACE OF THE DEVICES, ARE
RESTRICTED TO POSITIONS AFT OF STATION 902. END LOCKS ARE
TO BE PRERAISED TO PREVENT INTRUSION FORWARD OF STATION
902 FOR HEIGHTS ABOVE 96".

Elements on the outboard and center guides automatically retract in order to


restrain the two rows of cargo units at their bases against vertical loads. The
guides also restrain against lateral loads. To provide vertical and longitudinal
restraint, the lock roller trays have retractable end locks and the aft end of the
compartment has either fixed or attenuated end stops. Retractable side locks
provide vertical and longitudinal restraint along the outboard side of those cargo
units equipped for side-locking end locks provide vertical restraint for pallets.
Cargo units positioned in the two forward parking positions are restrained by
retractable locks and stops.

If end locks are correctly repositioned, then pallets and containers of various
lengths may be intermixed. To afford maximum maneuvering space at the front,
when loading mixed loads of various length containers or pallets, long units
should be loaded first when practicable. Pallets and containers to be side locked
should be loaded consecutively for best space utilization. Cargo units restrained
by retractable end locks must have the restraint heads property locked up, and the
locks must be positioned to restrain the adjacent units with minimum free
movement. The retractable side restraint lips automatically extend when each
cargo unit is in place. Side locks must be manually extended to provide the
additional vertical restraint required for pallets. Locate aft end stops per markings
on the floor and lock/roller tray.

CARGO HANDLING
The main deck cargo compartment is equipped with a power driven conveyor
system that propels cargo (containers and pallets) both into and out of the
airplane, and steers the cargo units into parking position.

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AIRPLANE / LOADER INTERFACE CRITERIA


Cargo loading equipment must be properly aligned with the cargo door in order
to prevent jamming or structural Interference during loading or unloading.
Excessive misalignment, bridging or cresting can cause difficulties.

RETRACTABLE RESTRAINT AND SYSTEM CONTROL OPERATION

The following paragraphs describe how the drive system controls move cargo
units through the main deck cargo compartment. Operation of the manually
adjustable PDUs and manually retractable restraints is also included

BOEING CARGO DRIVE SYSTEM CONTROLS

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747 Cargo Drive System Controls

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CARGO CONTROL LOCATIONS

CARGO MOVEMENT CONTROL


The Loadmaster will adhere to the following procedures when loading the main
deck:

TURN SYSTEM ON

1. Provide electrical power.


2. Open side cargo door.

ENSURE THAT PERSONS AND EQUIPMENT ARE AWAY FROM THE


DOOR AND THE DOOR OPENING WHEN YOU OPERATE THE
DOOR.FAILURE OF THE LIFT MECHANISM COULD CAUSE THE DOOR
TO CLOSE QUICKLY WHICH COULD CAUSE INJURY OR DAMAGE.

Make sure E/E bay access panel is closed.

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NOTE
If the panel is opened, then the cargo system becomes inoperative and the amber
DRIVE SYSTEM DISABLED light illuminates.

POWERED LOADING (SIDE CARGO CONTROL ZONE) PREPARE FOR


LOADING

1. Provide electrical ground power.


2. Turn the cargo compartment lights ON.

NOTE
If the main deck compartment lights operate, then power is also available for
operating the cargo drive system. However, the drive system remains inoperative
unless the electrical/electronic (E/E) bay access panel is installed and latched.

3. Install and latch the E/E bay access panel.


4. Depress the weight and balance system selector operate switch (POWER
button actuated

PRECAUTIONS ARE TAKEN AGAINST TAIL TIP DOWN DUE TO AFT CG


SHIFT. FOR EXAMPLE, EXERCISE DILIGENT LOAD MANAGEMENT,
INSTALL NOSE GEAR TETHER OR TAIL SUPPORT STANCHION.

5. To prevent falls, keep safety strap installed across open doorway whenever
possible.

Main deck is 16 feet off the ground.


6. Open the side cargo door.

MAKE SURE THAT PERSONS AND EQUIPMENT ARE AWAY FROM


BOTH THE DOOR AND DOOR OPENING WHILE IN OPERATION.
FAILURE OF THE LIFT MECHANISM COULD CAUSE UNSCHEDULED
CLOSING OF DOOR, WHICH COULD CAUSE INJURY OR DAMAGE.

7. Extend the side doorsill.


8. Retract the side door guide/restraint rails.
9. Extend the lateral guides.
10. Extend the retractable door guides.

WHEN LOADING THROUGH THE SIDE CARGO DOOR, THE


ETRACTABLE DOOR GUIDES SHALL BE MAINTAINED IN EXTENDED
POSITION TO PREVENT INADVERTENT CARGO LOAD ROLLOUT.

11. Check that cargo unit loading equipment is properly aligned with
compartment doorway.

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POSITION THE LOADER TO ALIGN WITH THE GUIDE RAIL IN ORDER


TO PREVENT THE CARGO UNIT FROM IMPACTING THE RAIL WHEN
THE UNIT IS EXTENDED.

12. Check to assure that restrictions affecting cargo placement on Pallets are
observed (refer to the Weight and Balance Manual)

A. Retract the end locks.


B. Retract the outboard side locks.
C. Retract the centerline guides (STA 1789-1929).
D. Retract the knockdown guides (STA 1780-1929).
E. Prepare to load 88” x 108”, 88” x125”, 96” x 125” pallets (end lockable) (10
ft)
Pallets/containers (side or end lockable).

Position retractable guides, restraints, and cargo master controls for loading right
side.

NOTE
Pre-position the end locks so that cargo units in parked position will not cover
them.

If load includes both 88” and 96“ width pallets, check that all center guide/
restraint knockdown fittings are unlocked and free to move up and down. Before
loading, lock down any center guide/restraint knockdown fitting located between
the parking positions of 96” and 88” pallets to prevent the latter holding the
restraint up against attempted pushdown by a 96” H pallet.

NOTE
End lock positions determine which guides are to be locked down.
If 96” width pallets are being loaded, make sure vertical restraint lips on center
guides are free to extend.
If all pallets being loaded are 96” wide, lock center guide/restraint knockdown
fittings in down position.
Make sure aft end stop faces are positioned per floor markings, i.e., stop faces
aligned (for end locking).
Manually position PDUs to steering angle applicable to loading 10 ft pallet.

NOTE
When PDUs are controlled from side door cargo control, the steering angle
assumes the 10 ft position.

Position switches on side door cargo control for loading right side.

13. When loading technique places high weight concentrations in the aft end of
the airplane, be alert to a possible tipping condition.

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ENSURE PRECAUTIONS ARE TAKEN AGAINST TAIL TIP DOWN DUE


TO AFT CG SHIFT. FOR EXAMPLE, EXERCISE DILIGENT LOAD
MANAGEMENT, INSTALL NOSE GEAR TETHER OR TAIL SUPPORT
STANCHION.

14. Ensure that personnel are clear of cargo units to be loaded.


15. Stow crew ladder.
16. Stow side door safety strap.
0
LOAD CARGO UNITS

(SIDE CARGO DOOR 29 PALLET POSITION)

1. Observe restrictions if any load exceeds 96” in height:

SEE AIRCRAFT LOADING SECTION CHAPTER 7 FOR CARGO


LOADING RESTRICTIONS IF LOAD EXCEEDS 96 INCHES.

NOTE
Loading Cargo Units (Side Cargo Door 30 pallet position) is the same loading
procedures as 29 pallet except for positions A1 (1F), and A2 (1A) for 30 pallet
A1 (1F), and A2 (1A) see section following 29 pallet position 2. Load 96” x 125”
(96”high) netted pallet in parking position A1 (1F) (end lockable).

2. Load 96” x 125” (96”high) netted pallet in parking position A1 (1F) (end
lockable).

AVOID HIGH-ENERGY IMPACT STOPS AGAINST THE CARGO SYSTEM


END STOPS AND END LOCKS. LOADS SHOULD BE STOPPED 2 TO 3"
PRIOR TO CONTACT WITH THE END STOP OR LOCK. ACTUATE THE
LOCAL DRIVE SWITCH ONLY INTERMITTENTLY UNTIL THE LOAD IS
EASED AGAINST THE END STOP OR LOCK.

Ensure that restraints are positioned properly for loading left side.
Place switches on side door cargo control for loading left side.

At side door cargo control, place drive control switch to IN position until pallet
moves laterally into position 26 (PL).
With the left side main drive select switch in LOAD position, place the drive
control switch on side door cargo control to FWD position.
At local cargo control 7L, hold main drive switch in LOAD position until pallet
moves into position 16 (CL).
At master cargo control, place the side selector switch in LEFT position and main
drive switch in LOAD position.

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NOTE
When pallets are loaded via the side cargo door into parking positions A1 (1F)
and A2 (1A) , then PDUs 1 through 5L and 5R are always controlled from the
master cargo control.

After PDUs steer to load left position, place steering control switch to OFF
position.
Erect P1 guide/restraint rail and place directional guide in right (load left)
position.
Place main drive switch on the master cargo control and local cargo control 7L to
UNLOAD position until pallet moves forward past P1 aft end locks.
Erect side restraints and aft end stops.
At local cargo control 3R, hold local drive switch in AFT position until pallet is
against aft end stops.
Erect forward end locks.

3 Load 96” x 125” (96” high) netted pallet in parking position 2 (B1) (end
lockable).

Ensure that restraints are properly positioned for loading right side (refer to
Paragraph 4).
Place switches on side door cargo control for loading right side.
At side door cargo control, place drive control switch to IN position until pallet
moves laterally into position P13.
With the right side main drive switch in LOAD position, place the drive control
switch on side door cargo control or remote control to FWD position.

NOTE
When the remote control is active, as indicated by green light, loading/unloading
of the right side is controlled by the RIGHT SIDE MAIN DRIVE SELECT and
DRIVE CONTROL SWITCHES on the remote control panel.

At local cargo control 6R, hold main drive switch in LOAD position until pallet
moves into position 3 (CL).
Place position 2 (B1) right adjustable guide rail in restraint position and place
directional guide in retracted position.
Remove the three forward center restrains from the guide/restraint panel.
At local cargo controls 5R and 6R, consecutively hold the local drive switch to
FWD position until pallet is moved forward past P2 aft end locks.
Reinstall the two forward center restraints in the guide/restraint panel and erect
aft end locks.
Place directional guide in left (load right) position and guide/restraint panel to
guide mode with foot pedal. Erect retractable end stops (station 520).
At local cargo control 5R, place the local drive switch in LOAD position until
pallet moves against aft end stops.
Erect forward end locks.

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4. Load 88” x 108”, 88” x 125”, and/or 96” x 125” pallets (end lockable) in
parking positions P3 through P12 and P16 through P25.

Check pallet orientation if loading 88” pallets with stirrup-type (D-ring) net or
Overthrow strap attachment on forward and aft edges.00

Note
Pallets must be oriented such that end locks engage all three stirrup fittings.
Orientation for positions16 (CL) through 28 (SL) is opposite to that for positions
3 (CR) through 16 (CL). Refer to 747 Weight and Balance Manual for D-ring
and/or overthrow strap requirements.

Ensure that restraints and controls are correctly positioned for loading right side.
Place switches on side door cargo control for loading left side.
At side door cargo control, place drive control switch to IN position until pallet
move laterally into position.
With the right side main drive select switch in LOAD position, place the rive
control switch on side door cargo control or remote control to FWD position.

NOTE
When the remote control is active, as indicated by green light, the RIGHT SIDE
MAIN DRIVE SELECT and DRIVE CONTROL switches on the remote control
panel control loading/unloading of the right side.

At local cargo control 6R, hold main drive switch in LOAD position until pallet
moves into position 3 (CR).
Erect end locks on aft pallet edge, engage side locks and move aft to next local
cargo control panel.

EXTENDING OUTBOARD SIDE LOCKS (FOR VERTICAL RESTRAINT)


AND ENGAGING BOTH THE CENTER AND OUTBOARD VERTICAL
RESTRAINTS ARE MANDATORY FOR ALL PALLETS EXCEPT THOSE
THAT ARE EQUIPPED WITH NETS OR OVERTHROW STRAPS HAVING
STIRRUP TYPE (D-RING) FITTINGS ENGAGED BY END LOCKS.

Continue loading as in Steps 4.d. through 4.g. until positions 3 (CR) through 12
(MR) are loaded.
Position restraints and side door cargo controls for loading left side.
At side door cargo control, place drive control switch to IN position until pallets
move laterally into position.
With the left side main drive select switch in LOAD position, place the drive
control switch on side door cargo control to FWD position.
At local cargo control 6L, hold main drive in LOAD position until pallet moves
into position.
Erect end locks on aft pallet edge, engage side locks and move aft to next local
cargo control.
Continue loading as in Steps 4.j. through 4.m. until positions 16 (CL) through 25
(ML) are loaded, as required.

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If loading forward of side cargo door area is completed, position guide/restraint.


Panel to restraint mode with foot pedal and latch in flight position.

5 Load pallets/containers in parking positions aft of side door cargo area.

Ensure that restraints and controls are correctly positioned for loading (refer to
Paragraph 4).
At side door cargo control, place drive control switch to IN position until cargo
moves laterally into position.
At local cargo control 20R, hold the local drive switch in AFT position until
pallet/ container reaches PDU 21.
At local cargo control panels 21R and 22R, consecutively hold local drive
switches in AFT position until pallet/container moves into parking position 15
(SR).

NOTE
If the side door cargo control is active, then the PDUs aft of the side door cargo
entry area will be controlled by the local drive switches only. Load parking
position 29 (T) as follows:

NOTE
Prior to loading 29 (T), ensure that 28 (SL) position aft of station 2080 is vacated,
the transition rail is in operate position and the center guides aft of station 2070
are retracted.

On local cargo control 22R, place 29 (T) arming switch to ARM position. On
local cargo control 24L, hold local drive switch in aft position until cargo moves
into 29 (T) position.

NOTE

For manual loading, parking position 29 (T), PDU 23R must be manually
positioned to the desired steering angle.

Place transition rail in stow position and erect end and vertical restraints,
as required.
Continue loading as in Steps 5.a. through 5.d. until positions14 (RR) and 15 (SR)
are loaded, as required.
At local cargo control 20L, hold the local drive switch in AFT position until
pallet container reaches PDU 21.
At local cargo control panels 21L and 22L, consecutively hold local drive
switches
In AFT position until pallet/container moves into parking position 28 (SL).
Erect end locks and engage side locks as required and move forward to next local
cargo control.

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6. Continue loading as in Steps 5.f. through 5.h. until positions 27 (RL) and 28
(SL) are Loaded, as required. Load pallets/containers in parking positions 13
(PR) and 26 (PL).

At side door cargo control, place drive control switch to IN position until cargo
moves laterally into parking position P13.
Erect end locks and engage side locks as required.
Erect centerline restraints or knockdown guides as required.
Continue as in Steps 6.a. and 6.b. until positions P13 and P26 are loaded.

LOAD CARGO UNITS (SIDE CARGO DOOR 30 PALLET POSITION)

1. Observe restrictions if any load exceeds 96” in height:


CAUTION
SEE AIRCRAFT LOADING SECTION CHAPTER 7 FOR CARGO LOADING
RESTRICTIONS IF LOAD EXCEEDS 96 INCHES.

2. Load 96” x 125” (96”high) netted pallet in parking position A1 (1F) (end
lockable).

AVOID HIGH-ENERGY IMPACT STOPS AGAINST THE CARGO SYSTEM


END STOPS AND END LOCKS. LOADS SHOULD BE STOPPED 2 TO 3"
PRIOR TO CONTACT WITH THE END STOP OR LOCK. ACTUATE THE
LOCAL DRIVE SWITCH ONLY INTERMITTENTLY UNTIL THE LOAD IS
EASED AGAINST THE END STOP OR LOCK.

Ensure that restraints are positioned properly for loading right side.
Place switches on side door cargo control for loading right side.
At side door cargo control, place drive control switch to IN position until pallet
moves laterally into position 13 (PR).
With the left side main drive select switch in LOAD position, place the drive
control switch on side door cargo control to FWD position.
At local cargo control 7L, hold main drive switch in LOAD position until pallet
moves into position 3 (CR).
At auxiliary cargo control, push the 30 pallet selector to ON / LOAD
Push the forward position on the Pallet/Container Position buttons.
Push the sequence button number 2
Raise crew stairs to up and locked position

NOTE
Notify crew that ladder is being raised

Push the joystick to the steer drive position (One person must hold down the
joystick)
On the right side pdu position 4R push local drive switch fwd this will spin the
pallet clockwise
When pallet reaches lateral position release the local drive switch Push Sequence
button number 1

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On the right side pdu position 3R push local drive switch fwd this will bring the
pallet Forward into position A1 (1F) position
Erect Aft End locks for position A1 (1F)

NOTE

Yellow locks are used for the 30 pallet configuration for positions A1 (1F) and
A2 (1A) and B (2)

3. Load 96” x 125” (96”high) netted pallet in parking position A2 (1A) (end
lockable)
CAUTION
AVOID HIGH-ENERGY IMPACT STOPS AGAINST THE CARGO SYSTEM
END STOPS AND END LOCKS. LOADS SHOULD BE STOPPED 2 TO 3"
PRIOR TO CONTACT WITH THE END STOP OR LOCK. ACTUATE THE
LOCAL DRIVE SWITCH ONLY INTERMITTENTLY UNTIL THE LOAD IS
EASED AGAINST THE END STOP OR LOCK.

Ensure that restraints are positioned properly for loading right side.
Place switches on side door cargo control for loading right side.
At side door cargo control, place drive control switch to IN position until pallet
moves laterally into position 13 (PR).
With the left side main drive select switch in LOAD position, place the drive
control switch on side door cargo control to FWD position.
At local cargo control 7L, hold main drive switch in LOAD position until pallet
moves into position 3 (CR).
At auxiliary cargo control, push the 30 pallet selector to ON / LOAD
Push the forward position on the Pallet/Container Position buttons.
Push the sequence button number 2
Raise crew stairs to up and locked position

NOTE
Notify crew that ladder is being raised.

Push the joystick to the steer drive position (One person must hold down
the joystick)
On the right side pdu position 4R push local drive switch fwd this will spin the
pallet clockwise
When pallet reaches lateral position release the local drive switch Push Sequence
button number 1
On the right side pdu position 3R push local drive switch fwd this will bring the
pallet Forward into position A2 (1A) position
Erect Aft End locks for position A2 (1A)

NOTE

Yellow locks are used for the 30 pallet configuration for positions A1 (1F) and
A2 (1A) and B (2)

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4. Load 96” x 125” (96” high) netted pallet in parking position 2 (B1) (end
lockable).

Ensure that restraints are properly positioned for loading right side (refer
to Paragraph 4).
Place switches on side door cargo control for loading right side.
At side door cargo control, place drive control switch to IN position until pallet
moves laterally into position 13 (PR).
With the right side main drive switch in LOAD position, place the drive control
switch on side door cargo control or remote control to FWD position.

NOTE
When the remote control is active, as indicated by green light, loading/ unloading
of the right side is controlled by the RIGHT SIDE MAIN DRIVE SELECT and
DRIVE CONTROL SWITCHES on the remote control panel.

At local cargo control 6R, hold main drive switch in LOAD position until pallet
moves into position 3 (CL).
Place position 2 (B1) right adjustable guide rail in restraint position and place
directional guide in retracted position.
Remove the three forward center restrains from the guide/restraint panel.

At local cargo controls 5R and 6R, consecutively hold the local drive switch to
FWD position until pallet is moved forward past 2 (B1) aft end locks.
Reinstall the two forward center restraints in the guide/restraint panel and erect
aft end locks.
Place directional guide in left (load right) position and guide/restraint panel to
guide mode with foot pedal. Erect retractable end stops (station 520).
At local cargo control 5R, place the local drive switch in LOAD position until
pallet moves against aft end stops.
Erect forward end locks.

Load 88” x 108”, 88” x 125”, and/or 96” x 125” pallets (end lockable) in parking
positions 3 (CR) through 12 (MR) and 16 (CL) through 25 (ML).
02
Pallet orientation if loading 88” pallets with stirrup-type (D-ring) net or
overthrow strap attachment on forward and aft edges.

NOTE
Pallets must be oriented such that end locks engage all three stirrup fittings.
Orientation for positions 16 (CL) through 28 (SL) is opposite to that for positions
3 (CR) through 16 (CL). Refer to 747 Weight and Balance Manual for D-ring
and/or overthrow strap requirements.

Ensure that restraints and controls are correctly positioned for loading right side.
Place switches on side door cargo control for loading left side.
At side door cargo control, place drive control switch to IN position until pallet
move laterally into position.

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With the right side main drive select switch in LOAD position, place the drive
control switch on side door cargo control or remote control to FWD position.

NOTE
When the remote control is active, as indicated by green light, the RIGHT SIDE
MAIN DRIVE SELECT and DRIVE CONTROL switches on the remote control
panel control loading/unloading of the right side.

At local cargo control 6R, hold main drive switch in LOAD position until pallet
moves into position 3 (CR).
Erect end locks on aft pallet edge, engage side locks and move aft to next local
cargo control panel.

EXTENDING OUTBOARD SIDE LOCKS (FOR VERTICAL RESTRAINT)


AND ENGAGING BOTH THE CENTER AND OUTBOARD VERTICAL
RESTRAINTS ARE MANDATORY FOR ALL PALLETS EXCEPT THOSE
THAT ARE EQUIPPED WITH NETS OR OVERTHROW STRAPS HAVING
STIRRUP TYPE (DRING) FITTINGS ENGAGED BY END LOCKS.

Continue loading as in Steps 4.d. through 4.g. until positions 3 (CR) through 12
(MR) are loaded.
Position restraints and side door cargo controls for loading left side.
At side door cargo control, place drive control switch to IN position until pallets
move laterally into position.
With the left side main drive select switch in LOAD position, place the drive
control switch on side door cargo control to FWD position.
At local cargo control 6L, hold main drive in LOAD position until pallet moves
into position.
Erect end locks on aft pallet edge, engage side locks and move aft to next local
cargo control.
Continue loading as in Steps 4.j. through 4.m. until positions 16 (CL) through
25(ML) are loaded, as required.
If loading forward of side cargo door area is completed, position guide/restraint.
Panel to restraint mode with foot pedal and latch in flight position.

MANUAL CONTROLS

DISENGAGE / RE-ENGAGE DRIVE WHEEL

1. Raise appropriate disengage lever to up retained position to declutch wheel.

DO NOT OPERATE DISENGAGE CONTROL WITH PDU


OPERATING.ENGAGEMENT DOG OF ACTUATOR CLUTCH MAY BE
DAMAGED.

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NOTE
The manual disengage handle on PDUs 17L(R), 18L(R), 19L1 (L2) and 19R1
(R2), is located adjacent to the wheel actuator on each unit. To disengage wheel,
pull and rotate handle. Access to manual disengage handle is located in ceiling of
aft lower lobe compartment.

2. Lower level to reconnect wheel.

NOTE
If accessible, rotate the wheel manually until the dog clutch engages. RESET
STEERING ANGLE OF ADJUSTABLE PDU.

WHEN MANUALLY RESETTING AUTOMATICALLY STEERABLE PDU,


REPOSITION PDU WITH CARE. FORCING MAY DAMAGE MECHANISM.

1 Squeeze both PDU handle triggers to release lock pins, then rotate PDU to
desired angle as indicated on index plate.

2 Release triggers to lock in position.

NOTE
The red flag will disappear in each handle once the handle is properly locked.

3 Check for restraint against rotation from set angle, both clockwise and
counterclockwise.

RETRACTABLE RESTRAINT AND MOVABLE EQUIPMENT OPERATION

KEEP CLEAR OF MOVING PARTS WHEN OPERATING RESTRAINTS.


SOME MECHANISMS ARE SPRING LOADED.

PARKING POSITION NO.1 (P1) AND 2 (P2) FORWARD LOCKS

1. To retract lock, release latch and lower lock head into tray.
2. To extend lock, lift lock head and rotate until head latches in extended
position.

P1 AND P2 AFT STOPS


1 To retract stop, push stop head forward against spring cam resistance and snap
head into retracted position in tray.
2 To extend stop, lift stop heed and rotate until head is retained in extended
position by spring cam.

RIGHT GUIDE/RESTRAINT RAIL


To retract rail, release catch on each of two rail supports and rotate rail to
retracted position.
To extend rail, lift rail into parking position, making sure both catches engage,
and then ensure that stud at front engages hole in outboard guide rail.

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P1 AND P2 LEFT SIDE RESTRAINT AND CASTER


1 To retract restraint, release latch and lower restraint head to retracted position.
To extend restraint, lift restraint head and rotate until head latches in extended
position.
If vertical restraint is not to be used, depress lip while erecting restraint head.
Vertical restraint lip is spring-loaded in the engaged positions.

DO NOT ERECT LEFT SIDE RESTRAINTS UNTIL CARGO UNIT IS IN


POSITION. IMPACT AGAINST AN ERECTED RESTRAINT HEAD MAY
CAUSE DAMAGE.

P2 RIGHT RETRACTABLE GUIDE RAIL


To move rail to guide (outboard) position, raise lock pin on aft end of rail link at
station 455.75 and unlock six lock levers (at stations 400, 420, 440, 460, 480 and
500). Move rail sections outboard until lock plungers at stations 428 and 480
align with LOAD/ UNLOAD indicators on floor and lock two jock levers
(stations 420 and 480). Engage lock pin at station 455.75, reconnecting rail
sections.

NOTE
All six rail support fittings must remain engaged in floor fittings. Shear plungers
at stations 400, 440, 460 and 500 cannot engage when rail is in guide position.

To move rail to restraint (inboard) position, raise lock pin on aft end of rail link at
station 455.75 and unlock lock levers at stations 420 and 480. Move rail sections
inboard by sliding rail support fittings in floor fittings until lock plungers at
stations 428 and 480 align with RESTRAINT indicators on floor. Lock six lock
levers (stations 400, 420, 440, 460, 480 and 500), making sure lock plungers
engage in floor fitting holes, then engage lock pin at station 455.75, and
reconnecting rail sections.

OUTBOARD SIDE LOCK

1. To retract lock, lift pedal to up position.


2. To extend lock, push pedal to down position.

ROLLER
1. To relocate roller in lock/roller tray, proceed as follows:
Remove roller by depressing pin in head of roller shaft, withdrawing shaft, and
lifting roller out of tray.
l roller by aligning roller hole with tray holes and inserting shaft.

END LOCK

1. To retract lock head, lift release lever under head and allow head to lower into
tray.

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2. To extend lock head, lift and rotate the lock head aft from the front side until
retained in extended position by spring-loaded lock.

3. To release lock from lock/roller tray, proceed as follows:


Lift tray engaging pin lever on each end of lock.
Slide locks forward or aft to new position or removes from tray by lifting straight
up.
4. To install lock in lock/roller tray, proceed as follows:

Lift tray engaging pin lever on each end of lock.


Lower lock into tray, align pins with retention holes in tray, and release engaging
pin levers.
0
NOTE:

All stops and locks have forward arrows, which must point forward. All locks
and stops have 1.5" diameter rollers. Locks/roller trays forward of station 980
have 1.2" diameter rollers. For basic cargo configuration, the black bar on the
lock should align with the black line on the floor. Relocate the rollers in the tray,
as necessary. Spacing between the rollers must not exceed 13".

CENTERLINE BUMPER
1. To relocate centerline bumper, proceed as follows:

Rotate four slotted head tension studs in each end 90° to unlocked position.
Access to the attachment tension studs requires that no cargo units be positioned
over either left or right side of the bumper support frame.
Lift the bumper unit out of the seat tracks.
Lower the bumper unit into the seat tracks at desired location as marked on the
floor. Shear studs must nest into holes of seat track and place lever in lock pin
engage position.
Rotate four slotted head tension studs in each end 90° to locked position. Pull
upward at each end to assure locking.

NOTE
The centerline bumper must be located ahead of the remaining center restraint
whenever any center restraints are removed and the possibility of cargo units
impacting center restraints occurs.
0
AFT END STOPS
To relocate aft end stops proceed as follows:

Disengage pins on end stops by raising handle located near end of stop.
Lift stop from tray.
Lower stop into tray at desired location as marked on floor.
Remove rollers that interfere with end stop and reinstall in nearest blank hole in
tray.

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Release handle on end stop and make sure locating pins are installed in proper
holes.

NOTE
End stops are adjustable in 1" increments in trays. Check that stop is aligned with
or is in correct relationship to adjacent stops per floor markings.

NOTE
Stop faces of fixed stop (one each side) must be located at station 2218.1 for all
sizes of containers or pallets. Stop faces of the attenuating stops (two each side)
must be positioned at station 2218.1 for 10-ft pallet or container at station 2217.1
for 20-ft and 40-ft container.

RETRACTABLE LATERAL GUIDES (SIDE CARGO DOOR).

To retract and lock guide down proceed as follows:


Place lock lever in lock pin retracted position.
Lower lateral guide to retracted position
To extend guide, place lock lever in lock pin retracted position, allowing guide to
spring upward.
For foot operation of guides, proceed as follows:
Place lock lever in lock pin retracted position, allowing guide to spring upward.
To retract guide, step down guide to latch.
To extend guide, step down guide to unlatch and release to allow guide to
spring upward.

RETRACTABLE LH GUIDES (SIDE CARGO DOOR).


To retract and lock guide down, step guide down to latch.
To erect guide, release lock lever allowing guide to spring upward.
02
AFT PALLET POSITION 29
In an all 96” x 125" pallet configuration, position P28 aft of station 2080 must be
vacated and center guide must be retracted aft of station 2075 before
loading/unloading position P29. Center guides aft of station 2075 must be
retracted for all load/unload configurations.

The two aft end stop trays at P29 have two locks. The aft lock is fixed in an
upright position and the forward lock is a retractable type. The forward
retractable lock is used for commercial 88” x 108" (9g) pallets only. All other
pallets and containers index on the aft fixed erect lock head. This positions the
pallets and containers to align with the vertical side restraints on the left and right
sides the two forward lock trays have three retractable locks and are similar to
forward lock trays at P1 and P2 positions. The two forward heads are used for all
125" pallets and commercial 88 x108 inch (9g) pallet. The other lock heads
function same as those in positions P1 and P2.

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LOAD CARGO UNITS (96 X 238.5 IN) (20 FT)


1. Load 20 ft cargo in parking positions.
Ensure that restraints are correctly positioned for loading 20 ft cargo (refer to
Paragraph 2).
On side door cargo control, place drive control switch to IN position until pallet
moves laterally into position.
On side door cargo control, place 20 ft control switch to ON position and note
that CONTROL ACTIVE lights illuminate on all 20 ft control panels.

NOTE
During loading, a loadmaster stationed at the master cargo control and a cargo
loader stationed at (20 ft) local controls are required.

On 20 ft cargo control, select LOAD and ENABLE.


On side door cargo control, place entry drive units switch ON and hold drive
control switch to IN position.
On 20 ft local cargo control (left or right side), hold load/aft area control switch
in LOAD position until cargo moves into left hand position.

NOTE
Steps 1.e and 1.f must be performed simultaneously.

To move cargo laterally from left position, proceed as follows:


On 20 ft cargo control, select LATERAL.
0
Lateral command can be made when either LOAD or UNLOAD is selected.
On 20 ft local cargo control (fwd-right), hold lateral drive switch in the
momentary position until cargo moves into position.

NOTE
Lateral drive can be reversed from the opposite 20 ft local cargo control. Lateral
movement is commanded by the local lateral control on the side into which the
load is being positioned.

To move cargo 20 feet into the aft area (positions P14, P15, P27, and P28),
proceed as follows:

On 20 ft cargo control, select AFT AREA.

NOTE
Aft command can be made with either LOAD or UNLOAD selected.
On forward 20 ft local cargo control, place load/aft area control switch in AFT
position.

On aft 20 ft local cargo control (on same side as in Step 1.h.ii, hold aft area
control switch in AFT position until cargo moves into position.

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NOTE
PDU drive can be reversed by placing load/aft area control switches in
FWD position to move cargo out of the aft area.

To move 20 ft cargo unit forward of cargo door area, proceed as


follows:

On 20 ft cargo control, select AFT AREA.


On side door cargo control, place main drive switch to FWD position.
On 20 ft local cargo control, depress 20 ft cargo control OFF switch and continue
to load 20 ft cargo forward in normal manner.

After 20 ft cargo is moved to parking position, extend side locks into slots in
outboard side of cargo unit. With system control returned to normal (20 ft control
switch OFF), make small forward/aft adjustments in position by toggling local
drive switch to permit side lock extension. After lock has been engaged, again
use local drive switch to drive cargo unit aft against side locks to ensure that
vertical restraints along compartment centerline are engaged properly. When
cargo unit is
loaded forward of door area, to ensure centerline engagement, proceed forward of
the end locked position (approximately 2"), then aft to locked position.
CAUTION
SIDE LOCKING IS MANDATORY FOR 20 FT PALLETS/
CONTAINERS. DO NOT USE END LOCKS.

Load pallets / containers in parking positions P13 through P26.


At side door cargo control, place drive control switch to IN position until cargo
moves laterally into parking position P13.
Erect end locks and engage side locks, as required.
Erect centerline restraints or knockdown guides, as required.
Continue as in Steps k.i. and k.ii. Until position P26 is loaded.

SECURE MAIN DECK CARGO COMPARTMENT.

1. Depress the system STOP power switch (master cargo control module).
2. Retract the door guides.
3. Stow the side doorsill.
4. Extend the side door guide/restraint rails.
5. Remove the cargo loading equipment.
6. Remove the side cargo door safety strut (if installed).
7. Close and lock side cargo doors.
WARNING
WHEN YOU OPERATE THE DOOR, VERIFY THAT PERSONS AND
QUIPMENT ARE AWAY FROM BOTH THE DOOR AND THE DOOR
OPENING. IF THE LIFT MECHANISM FAILS, THE DOOR COULD CLOSE
QUICKLY, WHICH COULD CAUSE INJURY OR DAMAGE?

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8. Install or stow (optional) side door safety straps.


9. Turn the cargo compartment lights OFF.
10. Remove electrical ground power (if no longer required).2

MD 20 FT LOADING/UNLOADING PROCEDURES LOADING

Move pallet to target on right side of ball mat as follows:

Select MCC 20 ft control to on.


At 20 ft MCC, select LOAD, ENABLE, and NORMAL.
At MCC, select DRIVE CONTROL to IN.
At right or left forward 20 ft LCC, set LOAD/AFT AREA CONTROL switch to
LOAD FWD

MAIN DECK 20-FT LOADING LATERAL.

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LATERAL TRANSFER

Move pallet at right or left side of airplane as follows:

1. Select MCC 20 FT CONTROL to ON.


2. Select MCC 20 ft MCC, select LATERAL and NORMAL.

THE LOAD-UNLOAD SWITCH MAY BE IN EITHER POSITION.

3. If driving pallet from left side to right, move forward right 20 FT LCC
LATERAL DRIVE with arrow.
4.If driving pallet from right side to left, move forward left 20 FT LCC
LATERAL DRIVE with arrow.

MAIN DECK 20-FT LATERAL TRANSFER AFT.

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AFT AREA CONTROL

1. Select MCC 20 FT CONTROL to ON.


2. At 20 FT MCC, select AFT AREA and NORMAL.

The LOAD-UNLOAD switch may be in either position.


To move pallet from forward to aft:

1. On forward 20 FT LCC, arm LOAD/AFT AREA CONTROL switch to AFT.


2. On aft 20 FT LCC, move AFT AREA CONTROL switch to AFT.

To move pallet from aft to forward:


1. At aft 20 FT LCC, arm LOAD/AFT AREA CONTROL switch to FWD.

MAIN DECK 20-FT AFT AREA CONTROL.

UNLOAD ENABLE
Move pallet to target on left side of ball mat as follows:

1. Select MCC 20 FT CONTROL to ON.


2. At 20 FT MCC, select UNLOAD ENABLE, and NORMAL.
3. At MCC, select DRIVE CONTROL to OUT.

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MAIN DECK 20-FT UNLOAD ENABLE

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UNLOAD ALIGN

1. Select MCC 20 FT CONTROL to ON.


2. At 20 FT MCC, select UNLOAD, ALIGN, and NORMAL.
3. At MCC, select DRIVE CONTROL to OUT.

MAIN DECK 20-FT UNLOAD ALIGN.

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MAIN DECK CARGO HANDLING – MANUAL LOADING GENERAL.


Manual loading procedures are used when there is no electrical power available,
or when a major portion of the cargo drive system is inoperative to the extent that
powered loading is inconvenient or unsafe.

CARGO HANDLING PERSONNEL MUST KEEP OUT OF PATH OF


MOVING CARGO. INJURY CAN RESULT FROM IMPACT OR FROM
CRUSHING BETWEEN HEAVY OBJECTS.

The procedures that follow contain instructions for loading several types of
cargo. The next paragraph details preparatory operations and Load Cargo Units
contains procedures for loading pallets and containers. Omit procedural steps not
applicable to the load configuration in use. Secure Main Deck Cargo
Compartment provides instructions for ensuring compartment security after
loading. Refer to the 747 Weight and Balance Manual for load limitations.

Many variations of loading technique and sequence can be accomplished.


However, loading the left side first and then the right side will normally prove
fastest and is therefore the procedure presented here. Each cargo unit must be
restrained longitudinally, laterally, and vertically. Side locking is mandatory for
all 20 and 40 ft units; 10 ft units equipped for side locking may, as an alternative,
be end-locked. For best space utilization, assemble side-locked pallets and/or
containers consecutively into one group on each side of the airplane. Prior to
loading a cargo unit, 20 ft container vs. 108” pallet, rechecks Manual Controls for
items that may be applicable.

When shifting from one side of the airplane to the other or from one length cargo
unit to another, several PDUs will require manual repositioning to new steering
angles. Extra care is required when resetting PDUs, which are normally steered
electrically.

EXERCISE CARE WHEN PLACING PDU INTO SUPPORT FITTING. DO


NOT FORCE SPUR GEAR INTO DRIVE GEAR. SLIGHT MANEUVERING
OF THE PDU WILL ALIGN MATING GEARS, FORCING MAY DAMAGE
MECHANISM OR THE POSITION SWITCHES.

EQUIPMENT AND MATERIAL.


Side Cargo Door Safety Strut (Optional).
Side Cargo Door Opening Safety Barrier Strap - F70258-1 or 65-33298-2
(Alternate).

LOAD CARGO UNITS.


USE, SUFFICIENT PERSONNEL TO ENSURE SAFE HANDLING. NO
CARGO UNIT BRAKING IS PROVIDED WHEN PDUS ARE DISENGAGED.

DO NOT ENGAGE PDU WHILE CARGO UNIT IS IN MOTION OVER


WHEEL ENGAGEMENT DOGS OF ACTUATOR CLUTCH CAN BE
DAMAGED.

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1. Load 88” x 108”, 88” x 125”, and/or 98” x 125" pallets (end-lockable).
Check pallet orientation if loading 88" pallets and stirrup-type (D-ring) net or
overthrow strap attachment on forward and aft edges.

NOTE

Pallet must be oriented such that end locks engage all three stirrup fittings.
Orientation for positions P16 through P28 is opposite to that for positions P1
through P15.

Ensure that guides and restraints are correctly positioned for loading right side
(refer Paragraph 2).

Push pallet into parking position P29.

Erect end locks on forward pallet edge, engage side locks, and re-engage PDU
to obtain braking action.

EXTENSION OF OUTBOARD SIDE LOCKS (FOR VERTICAL RESTRAINT)


AND ENGAGEMENT OF BOTH CENTER AND OUTBOARD VERTICAL
RESTRAINTS ARE MANDATORY FOR ALL PALLETS EXCEPT THOSE
EQUIPPED WITH NETS OR OVERTHROW STRAPS HAVING STIRRUP
TYPE (D-RING) FITTINGS ENGAGED BY END LOCKS.

Continue loading as in Steps 1.a., 1.c., and 1.d. until positions P29 through P1 are
loaded as required.
Position guides/restraints for loading left side (refer to Paragraph 2).
Make sure end stop faces are positioned per floor markers; i.e., stop faces aligned
(for end locking).
Push pallet into parking position P28.
Erect end locks on forward pallet edge, engage side locks, and engage PDU to
obtain braking action.

EXTENSION OF OUTBOARD SIDE LOCKS (FOR VERTICAL RESTRAINT)


AND ENGAGEMENT OF BOTH CENTER AND OUTBOARD VERTICAL
RESTRAINTS ARE MANDATORY FOR ALL PALLETS EXCEPT THOSE
EQUIPPED WITH NETS OR OVERTHROW STRAPS HAVING STIRRUP
TYPE (D-RING) FITTINGS ENGAGED BY END LOCKS.

Continue loading as in Steps 1.a., 1.h., and 1.i. until positions P28 through P16
are loaded as required.

SECURE MAIN DECK CARGO COMPARTMENT

1. Retract the side door guides.


2. Extend the side door guide/restraint rails.
3. Stow the side cargo doorsill.
4. Remove the cargo loading equipment.
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5. Remove the side cargo door safety strut (if installed).


6. Close and lock the cargo door.

VERIFY THAT PERSONS AND EQUIPMENT ARE AWAY FROM THE


DOOR AND THE DOOR OPENING WHEN YOU OPERATE THE DOOR.
FAILURE OF THE LIFT MECHANISM COULD CAUSE THE DOOR TO
CLOSE QUICKLY WHICH COULD CAUSE INJURY OR DAMAGE.

7. Install or stow (optional) the side cargo door safety strap.


8. Turn the cargo compartment lights off.
022
MAIN DECK CARGO HANDLING – MANUAL UNLOADING
Manual unloading procedures are used when either electrical power is
unavailable or a major portion of the cargo drive system is inoperative.

CARGO HANDLING PERSONNEL MUST KEEP OUT OF THE PATH OF


MOVING CARGO. INJURY COULD RESULT FROM IMPACT OR FROM
CRUSHING BETWEEN HEAVY OBJECTS.

The following procedures that follow contain instructions for unloading all types
of cargo. Omit any steps or procedures that are not applicable to the given cargo
load.

The procedure presented here is for unloading first the left side and then the right
side, since this sequence and technique normally proves to be the fastest.

Prior to unloading a cargo unit that is different from its predecessor, check
Paragraph 2 for steps that may be applicable.

In order to move cargo both laterally and longitudinally in the side cargo door
area, PDUs 19L1, 19L2, 19R1 and 19R2 must be either electrically or manually
retracted below the ball-mat level.

EQUIPMENT AND MATERIALS

• Side Cargo Door Safety Strut (optional).


• Side Cargo Door Opening Safety Barrier Strap - F70256-1 or 65-33298-2
(alternate).

PREPARE FOR UNLOADING

1. Turn the cargo compartment lights (or portable lights) ON.


2. Install the side door safety straps

TO PREVENT FALLS, KEEP THE SAFETY STRAP INSTALLED ACROSS


THE OPEN DOORWAY WHENEVER POSSIBLE. THE MAIN DECK IS 16
FEET OFF THE GROUND.

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3. Raise manual disengage levers for all power drive units (PDUs) (except 19L1,
19L2, 19R1 and 19R2) which cargo units will pass over.

DO NOT OPERATE THE DISENGAGE CONTROLWHILE THE PDU IS


OPERATING. THE ENGAGEMENT DOGS OF THE ACTUATOR CLUTCH
COULD BE DAMAGED.

The manual release handle for PDUs 19L, 19L2, 19R1 and 19R2 is located on the
lower frame of each unit, adjacent to the wheel actuator. Retract PDU 19L1,
19L2, 19R1, and 19R2 when unloading through side cargo door.

4. Electrically or manually retract PDUs 19L1, 19L2, 19R1 and 19R2 (cargo door
area) below ball-mat level.

5. Manually position PDUs to steering angles applicable to cargo unit being


Unloaded. See floor markers or refer to Boeing Loading Manual (BLM) 25-50-
50,
General Information, for PDU settings.
CAUTION
WHEN MANUALLY RESETTING THE AUTOMATICALLY STEERABLE
PDU, REPOSITION THE PDU WITH CARE. FORCING THE PDU MAY
DAMAGE ITS MECHANISM.

6. If load includes both 88" and 96" cargo units, check (as access is provided) that
each centre guide/restraint knockdown fitting if unlocked and free to move up
and down before moving a 96" unit over the fitting.

ENSURE THAT SUFFICIENT MANUAL RESTRAINT IS APPLIED TO THE


CARGO UNIT BEFORE RELEASING RESTRAINTS. CARGO MAY TEND
TO MOVE OUT OF CONTROL IF AIRPLANE IS NOT LEVEL. DO NOT
DISENGAGE THE PDU UNTIL THE LOCKS FOR EACH CARGO UNIT
ARE RELEASED.

1. Unload positions P13 and P26.

Retract side cargo door entry guide/restraint rails.


Push first pallet or container (P26) out of the airplane.
Retract center guide/restraint.
Push second pallet or container (P13) out of the airplane.

NOTE
Prior to unloading additional cargo units through the side cargo door, all PDUs in
the side cargo door area (19L and 19R) must be either retracted or removed. If
removed, cover the openings.

2. Unload left side.

Erect lateral guides, as required.

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End locks and side locks. RETRACTED (progressively).


Push pallet or container from position P25 out of airplane.
Continue unloading as in Steps 2.a. and 2.b. until positions P16 through P28 are
unloaded.

Unload right side.

Check steering angle of PDUs 4R, 5R, 23R, and 24.


Erect lateral guides as required.
End locks and side locks. RETRACTED (progressively).
Push pallet or container from position P16 out of airplane.
Continue loading as in Steps 3.C. and 3.D. until positions P1 through P29 are
unloaded.

4. Secure compartment.

SECURE MAIN DECK CARGO COMPARTMENT

If partial load remains in compartment for continued flight operation, ensure that
load configuration is satisfactory per 747 Weight and Balance Manual and that
load is properly secured.
Depress the system power STOP switch (master cargo control module).
Remove the cargo loading equipment.
Stow the side cargo doorsill.
Remove the side cargo door safety strut (if installed).
Close end lock the side cargo doors.

WHEN YOU OPERATE THE DOOR, VERIFY THAT PERSONS AND


EQUIPMENT ARE AWAY FROM BOTH THE DOOR AND THE DOOR
OPENING. IF THE LIFT MECHANISM FAILS, THE DOOR COULD CLOSE
QUICKLY, WHICH COULD CAUSE INJURY OR DAMAGE?

7. Install or stow (optional) the side door safety straps.


8. Turn the cargo compartment lights OFF.

LOWER DECK CARGO HANDLING

CARGO HANDLING

CARGO POWER ROLLER SYSTEM

The Loadmaster is responsible for the following loading procedures:

1. Forward and aft palletized cargo compartments and a bulk cargo compartment
are located beneath the main deck in the lower lobe area. These compartments are
Class E type and are equipped with smoke detection systems. Cargo may not
exceed 64 inches in height, in order to not interfere with the operation of the
smoke detection system. The two palletized cargo compartments are provided for

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the handling and securing of ULDs. Both the forward and aft palletized
compartments have outward opening doors to maximize the usable storage area
inside of the compartments. Each compartment contains three decompression
vents located in the sidewalls. The two palletized cargo compartments are
powered systems to facilitate the movement of pallets and containers within the
compartment. The Powered Drive System contained in each cargo compartment
is comprised of specific number of Power Drive Units (PDUs) supported by ball
mats and trays.

2. The bulk cargo compartment provides for stowage of bulk-cargo/comat. The


compartment has an inward opening door, for ease of operation.

3. Power Roller System equipped, these roller trays are comprised of transport
rollers which provide movement and braking rollers to enhance safety to
personnel by preventing inadvertent movement towards the cargo door. The ball
transfer panels are comprised of ball units (BTUs) that provide unidirectional
movement in the cargo doorway. They will allow the containerized or palletized
loads to move laterally (in/out) and longitudinally (fwd/aft). The forward
palletized cargo compartment is divided into bays numbered 1 through 5. The
approximate locations of the bays are as follows: Bay 1 is located forward of the
cargo door. Bay 2 is located in the cargo doorway. Bays 3 through 5 are located
aft of the cargo door. The extended aft palletized cargo compartment is divided
into bays numbered 6 through 10. The approximate locations of the bays are as
follows: Bay 6 through 8 are located forward of the cargo doorway. Bay 9 is
located in the cargo doorway. Bay 10 is located in the aft cargo doorway.
Bulk Loading Net Spaces.

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Lower Deck Compartments.

CARGO PALLETS AND CONTAINERS


Cargo Pallets and Containers provide an organized method of stowing cargo in
the Palletized cargo compartment. This allows for quick unloading and offloading
of the Compartments.

Pallets:
Pallets are primarily loaded in the forward and/or aft palletized cargo
Compartments.
TION
PALLETS MUST NOT EXCEED 64” IN HEIGHT TO ENSURE PROPER
OPERATION OF THE FIRE PROTECTION FEATURES OF
THECOMPARTMENTS.
CAUTION
DO NOT LOAD PALLETS AND/OR CONTAINERS THAT ARE DAMAGED
OR UNSERVICEABLE. DAMAGE TO THE CARGO HANDLING SYSTEM
WILL OCCUR. THE CARGO HANDLER SHOULD INSPECT ALL ULDS
FOR BROKEN OR DAMAGED CONSTRUCTION BEFORE MOVING THE
ULD INTO THE COMPARTMENT.

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CONTAINERS:

Two sizes of containers are used in the lower lobe containerized cargo
Compartments: Full size and half size. Containers are equipped with flush
handles and folding doors. Grooves along the base of the containers mate with
restraints in the containerized cargo Compartment floor. Containers are a
standard 64 inches high.

Full size containers extend the full width of the containerized cargo compartment
and are used for handling large dimensioned packages of cargo. The empty
weight of a full size Container is generally 213 kg, with a maximum gross weight
of 3,175 kg. The volumetric capacity is approximately 350 cubic feet. Half-size
containers are intended for handling small articles of cargo. The empty weight of
a half-size container is generally 122 kg, with a maximum gross weight of 1,587
kg. The volumetric capacity is approximately 350 cubic feet.

THE MAXIMUM LOAD INCLUDES CONTAINER WEIGHT AND IS


BASED ON ALL RESTRAINT EQUIPMENT BEING ENGAGED AND
OPERABLE.

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FORWARD CARGO CONTAINERS AND PALLETS .

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AFT CARGO CONTAINERS AND PALLETS.

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BOEING CARGO POWER DRIVE UNITS


Longitudinal and Lateral PDU Layout:
Power Drive Unit (PDU) contained in this cargo handling system provides both
powered longitudinal and powered lateral movement.

CARGO DRIVE SYSTEM CONTROLS


The drive system equipment in the lower lobe containerized cargo compartments
is normally controlled electrically. If necessary, manual operation or deactivation
of individual units is possible via manual override controls.

A cargo control panel in each compartment provides a power drive system


switch, a lateral guide switch, a drive select joystick and a press-to-operate
caution light. A power disconnect panel in each compartment provides two bay
cutoff switches that control the power drive units in the two innermost drive bays.

The power drive system switch is the system on-off control. In the forward
compartment, the switch also controls power application to the door area and to
either bay 1 or bays 3 through 5. With the lateral guide switch, the operator can
retract groups of lateral guides, overriding their normal automatic action. The
caution light flashes when manually activated to indicate the presence of
personnel or other hazardous loading conditions within the compartment. The bay
cutoff switches are used to cut off power to bays 4, 5, 6, and 7 when desired.

Circuit breaker panels protect the cargo compartment electrical system should
overloads and short circuits occur. In the forward compartment, the circuit
breakers are contained in the P86 forward lower cargo equipment panel located
overhead in the doorway. In the aft compartment, the breakers are contained in
the P59 aft lower cargo equipment panel, which is located forward of the
doorway. All of the circuit breakers on these panels are normally closed (pushed
in). Circuit breakers open (pop out) when overloaded, or may be pulled out
manually to deactivate disabled powered units. However, circuit breakers should
not be used as system switches. Each circuit breaker is labeled for identification.

DO NOT ATTEMPT TO HOLD IN CIRCUIT BREAKERS IF THEY WILL


NOT REMAIN CLOSED WHEN RESET. FIRES OR OTHER EQUIPMENT
DAMAGE CAN RESULT.

The manual controls are located near the doorways. A pull-to-retract handle
allows each Retractable drive wheel to be retracted. With normal operation of the
joystick, the manual retract mechanism resets automatically under power;
maintenance personnel can also reset the mechanism manually. A manual
disconnect lever is provided for each power drive unit that drives a fixed wheel.
Raising the lever releases the power drive unit brake, and allows the wheel to
rotate freely.

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FORWARD / AFT CARGO HANDLING CONTROL PANELS.

Joystick:

The nine position joystick directional selector commands extension and retraction
of the lateral guides and provides power to the power drive units (PDUs). The
joystick also controls the direction of rotation of the PDUs.

Lateral Guides Switch:


The lateral guides switch has three positions. In NORMAL position, the lateral
guides operate automatically based on joystick position. In RETRACT BOTH
position, the lateral guides are retracted. In RETRACT FWD position, only the
forward row of lateral guides retracts. This position is used when handling cargo
that is wider than standard containers (60 inches).

Warning Light:
The flashing red warning light is used to indicate that personnel are in the
palletized cargo compartment, and the cargo handling system should not be
operated. The light flashes when the switch is pressed. The switch must be
pressed again to extinguish the flashing light.

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IF THE WARNING LIGHT IS FLASHING, CARGO COMPARTMENT MUST


BE CHECKED TO ENSURE THAT PERSONNEL ARE CLEAR OF THE
CARGO BAYS AND EQUIPMENT IS OPERABLE BEFORE OPERATING
THE SYSTEM. INJURY TO PERSONNEL OR DAMAGE TO EQUIPMENT
CAN OCCUR IF SYSTEM IS OPERATED WITH CARGO BAY
OBSTRUCTED.

BAY CUTOFF SWITCHES:


The forward cargo bay cutoff switches panel is mounted adjacent to the cargo
control panel. The panel contains two bay cutoff switches. These switches allow
removal of electrical power from the power drive units located in bays 4 and 5.

MIDEX AIR SYSTEM OPERATION:

With MIDEX Air system, the PDUs are also protected from scrubbing by a logic-
based sensor barrier which prevents the PDU from activating when a ULD is
already loaded in its position.

In the MIDEX Air Power Drive System, the control panel (including the warning
light) and the bay cutoff switches have not been modified from the original
Boeing system configuration.

The standard Boeing-approved procedures shall be followed with regards to the


operation and use of the Warning Light. (Set caution light before entering
compartment, switch off only when compartment is cleared of personnel.)

AFT CARGO HANDLING CONTROL PANEL

Location:
The aft cargo control panel is located overhead inside of the cargo door.

Description:
The panel consists of a toggle power drive system switch, a joystick directional
selector, a rotary lateral guide switch, and a red warning light. The panel is
powered whenever ground power is available and the cargo door is full open.

Power Drive Switch:


The power drive system switch is the on-off control. This switch prepares the
system for powered cargo movement in either the forward or aft direction.

Joystick:
The nine position joystick directional selector commands extension and retraction
of the lateral guides and provides power to the power drive units (PDUs). The
joystick also controls the direction of rotation of the PDUs.

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Lateral Guides Switch:


The lateral guides switch has two positions. In NORMAL position, the lateral
guides operate automatically based on joystick position. In RETRACT position,
the lateral guides are retracted. This position is used when handling cargo that is
wider than standard containers (60 inches).

Warning Light:
The flashing red warning light is used to indicate that personnel are in the
palletized cargo compartment, and the cargo handling system should not be
operated. The light flashes when the switch is pressed. The switch must be
pressed again to extinguish the flashing light

IF THE WARNING LIGHT IS FLASHING, CARGO COMPARTMENT MUST


BE CHECKED TO ENSURE THAT PERSONNEL ARE CLEAR OF THE
CARGO BAYS AND EQUIPMENT IS OPERABLE BEFORE OPERATING
THE SYSTEM. INJURY TO PERSONNEL OR DAMAGE TO EQUIPMENT
CAN OCCUR IF SYSTEM IS OPERATED WITH CARGO BAY
OBSTRUCTED.

Bay Cutoff Switches:


The aft cargo bay cutoff switches panel is mounted adjacent to the cargo control
panel. The panel contains two bay cutoff switches. These switches allow removal
of electrical power from the power drive unit in bays 6 and 7.

CARGO RESTRAINING EQUIPMENT


Restraints in each lower lobe containerized cargo compartment guide the cargo
into, out of and within the Compartments, and secure it in flight,

The restraining equipment comprises impact and roller-type side guides, center
guides, doorsill restraints, splitter rails, lateral guide rails and end stops. The side
guides provide tie down attachments for special cargo. Standard containers are
secured by the restraining equipment and require no additional tie downs. Pallets
are secured by additional removable restraints attached to the cargo tracks.

The center guides, the side guides, the splitter rails, and the doorsill restraints in
each Compartment is manually retractable. The lateral guide rails normally
retract and extend under power. Each rail consists of six lateral guides. An
actuator located beneath the doorway floor panels drives all of the guides in each
rail. The rails can be manually operated in the event of a power malfunction.

Retractable pallet locks and container stops installed on the cargo tracks provide
the capability to carry containers, pallets or mixed pallet/container loads in either
compartment. The pallet locks are normally positioned at marked locations.
Container stops are positioned as required to restrain containers when carrying
mixed loads. The retractable container stops in bay 1 must remain positioned at
their specified locations. The container stops must be extended when bay 1 holds
containers and retracted when it holds a pallet. The stops must not be removed

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unless all pallet hardware is removed and the forward fixed stops are relocated.
Perform removing stops in accordance with instructions contained in the 747
Maintenance Manual.

The restraints in the bulk cargo compartment consist of cargo nets attached to tie
down fittings. All attachments except those at the ceiling are of the quick release
type, and the nets have adjustable straps.

AIRCRAFT LOADING

INCLEMENT WEATHER PROCEDURES


Loading and offloading aircraft during inclement weather may present a hazard to
round personnel cargo and or aircraft. Care should be taken to stop loading
procedures during winds higher than 60 knots. Extreme care should be taken
during periods of impaired visibility, rain, snow, or fog. When lightning is within
five miles during loading operations should be suspended.

INJURY TO PERSONEL OR DAMAGE TO AIRCRAFT SYSTEMS MAY


OCCUR IF WATER FROM RAIN, ICE, SLEET OR SNOW IS ALLOWED TO
ACCUMUATE ON TOP OF PALLETS AND THOSE PALLETS ARE THEN
LOADED ONBOARD THE AIRCRAFT.

If pallets are stored outside or transited to the aircraft in inclement weather


conditions, moisture may accumulate on top of the pallets. This condition may
cause a pooling effect and cause retention of large amount of water on the plastic
sheeting covering the pallet.

During takeoff roll and transitions to flight, forces may cause the standing water
to move aft and spill to the cargo floor presenting an unsafe condition to
personnel and equipment. Water contacting electrical equipment poses a
significant hazard and may render electrical systems and equipment inoperative
as well as cause smoke and /or fire.

NOTE
Ensure all standing water is removed from pallets before loading on aircraft. Use
of mops, rags or other suitable material may be necessary to remove water from
pallets.

After loading is complete, inspect the pallets and cargo floor for any unsafe
condition. If the cargo floor is wet, absorb and remove any standing water and
advise the crew of this potential hazard.

No cargo maybe carried in Upper Deck compartment. The LM, or in his absence
the FE, is responsible for assuring that carry on baggage is stored underneath
seats or in appropriate upper deck compartments for takeoff and landing. (Refer
to OM Part A).The Loadmaster will monitor the number of bags being boarded

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by ACM/SPN. Two bags are in the standard weight of an ACM/SPN in the


MIDEX Air weight and balance program. Each additional bag will assigned a
weight of 15 kg an accounted for in the weight and balance at the location in
which it is loaded.

POSITIONING PALLETS AND CARGO ON THE AIRCRAFT

1. PMC 10 Foot Shelf Pallets can be loaded in the main cargo deck positions six
(6) through fifteen (15) and nineteen (19) through twenty nine (29) only,
provided the gross weight of the individual pallet does not exceed the weight
limitations for the assigned position (see MIDEX Air Weight & Balance
Manual).

2. PMC 10 Foot Nose Pallets can be loaded in all twenty nine (29) of the main
deck cargo positions provided the gross weight of the individual pallet does not
exceed the weight limitations for the assigned position (see MIDEX Air Weight
& Balance Manual).

3. PGA 20 Foot Shelf Pallets can only be loaded in the main cargo deck positions
six (6) through fifteen (15) and nineteen (19) through twenty eight (28) provided
the gross weight of the pallet does not exceed the weight limitations for that
assigned position (see MIDEX Air Weight & Balance Manual and Aircraft
Specifications for restrictions between the cargo systems of each aircraft).

PGA 20 Foot Nose Pallets can only be loaded in the main cargo deck positions
three (3) through fifteen (15) and sixteen (16) through twenty eight (28) provided
the gross weight of the pallet does not exceed the weight limitations for that
assigned position (see MIDEX Air Weight & balance Manual and Aircraft
specifications for restrictions between the cargo systems of each aircraft).

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ULD CG Limits

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ULD LOCATIONS MAIN DECK/SIDE CARGO DOOR

MAIN DECK UNIT LOAD DEVICE LOCATIONS

1. Size Code M:

Figure shows the allowable positions in the main deck compartment for size
code M unit load devices using the delivery restraint configuration. Between B.A.
525 and B.A. 2218, the pallet locks must be relocated if a ULD is loaded outside
the footprints.

Size Code M - 96” x 125” - 29 Pallets

29 Positions - Size Code M & N.

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2. Size Code A:
Figure shows the allowable positions in the main deck compartment for size code
A unit load devices using the delivery restraint configuration. Between B.A. 525
and B.A. 2218, the pallet locks must be relocated if a ULD is loaded outside the
footprints.

Size Code A - 88” x 125” - 29 Pallet

Assuming a uniformly distributed load for the positions the center of gravity
for each individual position.

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3. Size Code G:

Figure shows the allowable positions in the main deck compartment for size code
G unit load devices using the delivery restraint configuration. Between B.A. 525
and B.A. 2218 size code G ULDs can be loaded every 20 inches. A maximum of
13 size code G ULDs can be carried.

Size Code G - 96” x 238.5”

The following equation can be used to determine the center of gravity for
additional Positions.

Position Center of Gravity = Forward Balance Arm + Aft Balance Arm


2
0

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B747 20FT ULD Load Chart.

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4. Size Code R:
Figure shows the allowable region in the main deck compartment for size R unit
load devices using the delivery restraint configuration. Between B.A. 525 and
B.A. 2218 size code R ULDs can be loaded every 20 inches. A maximum of 13
size code R ULDs loaded longitudinally can be carried without additional end
locks being added to the main deck cargo handling system. A maximum of 17
size code R ULDs loaded laterally can be carried provided more end locks are
added to the main deck cargo handling system.

Size Code R - 96” x 196”

The following equation can be used to determine the center of gravity for
additional Positions.

Position Center of Gravity = Forward Balance Arm + Aft Balance Arm


2
ULD LOCATIONS PALLETS/CONTAINERS LOWER LOBES
FORWARD COMPARTMENT UNIT LOAD DEVICE (ULD)
LOCATIONS

1. Size Code M (96” X 125”) & N (96” X 61.5”):

Figure shows the allowable positions in the forward compartment for size
code M & N ULDs.

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ULD Locations Size Code M & N

Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.

2. Size Code A (88”X 125”) and B (88” X 108”):

Figure shows the allowable positions in the forward compartment for


size code A & B ULDs.

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ULD Locations Size Code A & B.

Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.

3. Size Codes K (60.4” x 61.5”) and L (60.4” X 125”):

Figure shows the allowable positions in the forward compartment for size code K
& L ULDs.

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Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position and the resultant center of gravity for the total
of all positions shown.

Centre of Gravity - Size Codes K & L

AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONS

1. Size Code M (96” X 125”) and N (96” X 61.5”):

Figure shows the allowable positions in the forward compartment for size
code M & N ULDs.

ULD Locations Size Code M & N

Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.

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Center of Gravity - Size Codes M & N

2. Size Code A (88”X 125”) and B (88” X 108”):

Figure shows the allowable positions in the forward compartment for size code A
& B ULDs

ULD Location Size Code A & B.

Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.

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Center of Gravity - Size Codes A & B

3. Size Codes K (60.4” x 61.5”) and L (60.4” X 125”):

Figure shows the allowable positions in the forward compartment for size
Code K & L ULDs

ULD Location Size Code K & L.

Assuming a uniformly distributed load for the positions shown in Figure 7.1.23
the center of gravity for each individual position and the resultant center of
gravity for the total of all positions shown.

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Centers of Gravity - Size Codes K & L.

BULK LOADING

BULK CARGO LOADING PROCEDURES FOR THE B747 MAIN DECK


AND LOWER HOLDS

Bulk loading of Cargo in any location identified for cargo is permitted given
weight and restraint limits/requirements are met. The floor limit for bulk cargo
loaded directly on any section of the aircraft floor is 68 kg per sq. ft. (45 kg per
sq. ft. on the 200s).

BULK LOADING OF CARGO IS NOT PERMITTED IN ISLE/ WALKWAYS


IN SUCH A MANNER AS TO OBSTRUCT CREW PASSAGE.

It is critical that any floor loaded cargo, in any location, be properly restrained
with cargo straps, or nets, to the floor of the aircraft. Applicable tie down limits
for bulk are 1.5G’s, in any direction.

1. Main Deck:

a. The expansion area just aft of the main deck side cargo door between body
stations 1911 -1966 is equipped to receive two PYB ULDs (half pallets 55” x
96”) at 2,041 kg each side (13A and 26A) for a total of 4,082 kg, independent of,
and without any deduction for the 9,716 kg allowable in P-13/26. Bulk cargo
loaded in this area cannot exceed 4,082 kg total (not to exceed the height of the
pallets). This area is NOT ROUTINELY used for bulk loading except under the
direction of a MIX Representative.

Lower Holds:

“L Belly”, in the far aft lowers, is capable of holding a combined weight up to,
749 kg at 795 cu. ft. Spare parts are routinely loaded in this hold for convenience.

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Lower deck “K” is approximately 42.5 sq. ft. with a floor load limit of 1,927 kg
(not to exceed the height of the pallets). This area is NOT ROUTINELY used for
bulk loading except under the direction of a MIX Representative.

L Belly Equipment Location/Capacity

Load Parameters for “L Belly”

END OF PART 11

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INTENTIONALLY LEFT BLANK

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TABLE OF CONTENTS

12 DE-ICING AND ANTI-ICING ON THE GROUND ........................................ 486


12.1 INTRODUCTION ................................................................................................ 486
12.2 GLOSSARY / DEFINITIONS .............................................................................. 486
12.3 GENERAL ........................................................................................................... 492
12.4 RESPONSIBILITY .............................................................................................. 492
12.5 INSPECTION OF AIRCRAFT SURFACES AND ENGINE INLETS ................. 493
12.6 DE-ICING / ANTI-ICING AWARENESS - THE BASIC REQUIREMENTS ..... 494
12.7 DE-ICING / ANTI-ICING AIRCRAFT ON THE GROUND: "WHEN, WHY AND
HOW" .................................................................................................................. 494
12.7.1 COMMUNICATION.......................................................................................... 494
12.7.2 CONDITIONS WHICH CAUSE AIRCRAFT ICING .......................................... 494
12.7.3 CHECKS TO DETERMINE THE NEED TO DE-ICE / ANTI-ICE ................ 495
12.7.3.1 THE CLEAN WING CONCEPT ....................................................................... 495
12.7.3.2 EXTERNAL INSPECTION ............................................................................... 495
12.7.3.3 GENERAL CHECKS ......................................................................................... 496

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12 DE-ICING AND ANTI-ICING ON THE GROUND

12.1 INTRODUCTION
Every year, winter presents flight crews with special problems, resulting from
low temperatures and especially when accompanied by precipitation. To deal
with these critical weather conditions, special cold weather procedures have been
established, for both flight and ground crews. They supplement the normal
procedures and shall be observed when applicable. The intention of this section is
to defined general and specific information. Flight Crew should consult the
relevant sections of OM Part B for specific details for their aircraft type.

12.2 GLOSSARY / DEFINITIONS


The terms more specific to this section are defined here.

Anti-icing
Is a precautionary procedure, which provides protection against the formation of
frost or ice and the accumulation of snow on treated surfaces of the aircraft, for a
limited period of time (holdover time). Anti-icing code describes the quality of
the treatment the aircraft has received and provides information for determining
the holdover time.

Check
is an examination of an item against a relevant standard by a trained and
qualified person.

Clear ice
Is a coating of ice, generally clear and smooth, but with some air pockets. It is
formed on exposed objects at temperatures below, or slightly above, freezing
temperature, with the freezing of super-cooled drizzle, droplets or raindrops. See
also "cold soak".

Cold soak:
Even in ambient temperature between -2°C and at least +15°C, ice or frost can
form in the presence of visible moisture or high humidity if the aircraft structure
remains at O°C or below. Anytime precipitation falls on a cold-soaked aircraft,
while on the ground, clear icing may occur. This is most likely to occur on
aircraft with integral fuel tanks, after a long flight at high altitude.

Clear ice
Is very difficult to visually detect and may break loose during or after takeoff.
The following can have an effect on cold soaked wings: Temperature of fuel in
fuel cells, type and location of fuel cells, length of time at high altitude flights,
quantity of fuel in fuel cells, temperature of refueled fuel and time since re-
fueling.

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Contaminated runway:
A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not) within the required length and
width being used is covered by the following:
Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow,
equivalent to more than 3mm (0.125 in) of water; or Snow which has been
compressed into a solid weight which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or Ice, including wet
ice

Damp runway:
A runway is considered damp when the surface is not dry, but when the moisture
on it does not give it a shiny appearance.

De-icing
is a procedure by which frost, ice, slush or snow is removed from the aircraft in order to
provide clean surfaces. This may be accomplished by mechanical methods, pneumatic
methods, or the use of heated fluids.

De/Anti-icing
is a combination of the two procedures, de-icing and anti-icing, performed in one or two
steps.

A de-icing / anti-icing fluid, applied prior to the onset of freezing conditions, protects
against the buildup of frozen deposits for a certain period of time, depending on the fluid
used and the intensity of precipitation- With continuing precipitation, holdover time will
eventually run out and deposits will start to build up on exposed surfaces. However, the
fluid film present will minimize the likelihood of these frozen deposits bonding to the
structure, making subsequent de-icing much easier.

Dew point
is the temperature at which water vapor starts to condense.

Dry runway:
A dry runway is one which is neither wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain "effectively dry" braking action, even when
moisture is present.

Fluids (de-icing and anti-icing):


De-icing fluids are:
a) Heated water
b) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075
specification)
c) Mixtures of water and Type I fluid
d) Non-Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with
ISO 11078 specification)
e) Mixtures of water and Type II or IV fluid

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f) De-icing fluid is normally applied heated to ensure maximum efficiency


Anti-icing fluids are:
a) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075
specification)
b) Mixtures of water and Type I fluid
c) Non-Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with
ISO 11078 specification)
d) Mixtures of water and Type II or IV fluid
Anti-icing fluid is normally applied unheated on clean aircraft surfaces.

Freezing conditions
are conditions in which the outside air temperature is below +3°C (37.4F) and
visible moisture in any form (such as fog with visibility below 1.5 km, rain,
snow, sleet or ice crystals) or standing water, slush, ice or snow is present on the
runway.

Freezing fog
(Metar code: FZFG) is a suspension of numerous tiny super cooled water droplets
which freeze upon impact with ground or other exposed objects, generally
reducing the horizontal visibility at the earth's surface to less than 1 km (5/8
mile).

Freezing drizzle
(Metar code: FZDZ) is a fairly uniform precipitation composed exclusively of
fine drops - diameter less than 0.5 mm (0.02 inch) - very close together which
freeze upon impact with the ground or other objects.

Freezing rain (Metar code: FZRA)


is a precipitation of liquid water particles which freezes upon impact with the
ground or other exposed objects, either in the form of drops of more than 0.5 mm
(0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely
separated.

Friction coefficient:
Relationship between the friction force acting on the wheel and the normal force
on the wheel. The normal force depends on the weight of the aircraft and the lift
of the wings.

Frost
is a deposit of ice crystals that form from ice-saturated air at temperatures below
0°C (32°F) by direct sublimation on the ground or other exposed objects. Hoar
frost (a rough white deposit of crystalline appearance formed at temperatures
below freezing point) usually occurs on exposed surfaces on a cold and cloudless
night. It frequently melts after sunrise; if it does not, an approved de-icing fluid
should be applied in sufficient quantities to remove the deposit. Generally, hoar
frost cannot be cleared by brushing alone. Thin hoar frost is a uniform white
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deposit of fine crystalline texture, which is thin enough to distinguish surface


features underneath, such as paint lines, markings, or lettering.

Glaze ice or rain ice


is a smooth coating of clear ice formed when the temperature is below freezing
and freezing rain contacts a solid surface. It can only be removed by de-icing
fluid; hard or sharp tools should not be used to scrape or chip the ice off as this
can result in damage to the aircraft.
Grooved runway: see dry runway.

Hail
(Metar code: GR) is a precipitation of small balls or pieces of ice, with a diameter
ranging from 5 to 50 mm (0.2 to 2.0 inches), falling either separately or
agglomerated.

Holdover Time
is the time for which it is expected that a given aircraft treatment by ground anti-
icing fluid will remain valid. It is determined by the extent to which it is expected
that applied fluid will remain on the aircraft surfaces to the extent necessary to
provide protection from the accretion of frozen or semi frozen contaminants in
the prevailing conditions. Holdover Time begins at the start of the anti icing
operation. If a two-step operation is used, then it begins at the start of the final
(anti-icing) step. By definition therefore, holdover time will have effectively run
out when frozen deposits start to form or accumulate on treated aircraft surfaces

Ice Pellets
(Metar code PE) is a precipitation of transparent (sleet or grains of ice) or
translucent (small hail) pellets of ice, which are spherical or irregular, and which
have a diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce
when hitting hard ground.
Icing conditions may be expected when the OAT (on the ground and for takeoff)
or when TAT (in flight) is at or below 10°C, and there is visible moisture in the
air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet,
ice crystals) or standing water, slush, ice or snow is present on the taxiways or
runways. (AFM definition)

Icy runway:
A runway is considered icy when its friction coefficient is 0.05 or below.
Light freezing rain is a precipitation of liquid water particles which freezes upon
impact with exposed objects, in the form of drops of more than 0.5 mm (0.02
inch) which, in contrast to drizzle, are widely separated. Measured intensity of
liquid water particles are up to 2.5mm/hour (0.10 inch/hour) or 25
grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.
Non-Newtonian fluids have characteristics that are dependent upon an applied
force. In this instance it is the viscosity of Type II and IV fluids which reduces
with increasing shear force. The viscosity of Newtonian fluids depends on
temperature only.

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One step de/anti-icing is carried out with an anti-icing fluid, typically heated. The
fluid used to de-ice the aircraft remains on aircraft surfaces to provide limited
anti-ice capability.

Precipitation:
Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet.
 Continuous: Intensity changes gradually, if at all.
 Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at
least once within the hour preceding the observation.
Precipitation intensity is an indication of the amount of precipitation falling at the time of
observation. It is expressed as light, moderate or heavy. Each intensity is defined with
respect to the type of precipitation occurring, based either on rate of fall for rain and ice
pellets or visibility for snow and drizzle. The rate of fall criteria is based on time and
does not accurately describe the intensity at the time of observation.

Rain
(Metar code: RA) is a precipitation of liquid water particles either in the form of
drops of more than 0.5 mm (0.02 inch) diameter or of smaller widely scattered
drops.

Rime
(a rough white covering of ice deposited from fog at temperature below freezing).
As the fog usually consists of super-cooled water drops, which only solidify on
contact with a solid object, rime may form only on the windward side or edges
and not on the surfaces. It can generally be removed by brushing, but when
surfaces, as well as edges, are covered it will be necessary to use an approved de-
icing fluid.

Saturation
Is the maximum amount of water vapor allowable in the air. It is about 0.5 g/m3
at - 30°C and 5 g/m3 at 0°C for moderate altitudes.

Shear force
Is a force applied laterally on an anti-icing fluid. When applied to a Type II or IV
fluid, the sheer force will reduce the viscosity of the fluid; when the sheer force is
no longer applied, the anti-icing fluid should recover its viscosity. For instance,
shear forces are applied whenever the fluid is pumped, forced through an orifice
or when subjected to airflow. If excessive shear force is applied, the thickener
system could be permanently degraded and the anti-icing fluid viscosity may not
recover and may be at an unacceptable level.

SIGMET
Is information issued by a meteorological watch office concerning the
occurrence, or expected occurrence, of specified enroute weather phenomena
which may affect the safety of aircraft operations.

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Sleet
Is a precipitation in the form of a mixture of rain and snow. For operation in light
sleet; treat as light freezing rain.

Slush
is water saturated with snow, which spatters when stepping firmly on it. It is
encountered at temperature around 5°C.

Snow
(Metar code SN): Precipitation of ice crystals, most of which are branched, star-
shaped, or mixed with un-branched crystals. At temperatures higher than about -
5°C (23°F), the crystals are generally agglomerated into snowflakes.

Dry snow:
Snow which can be blown if loose or, if compacted by hand, will fall apart upon
release; specific gravity: up to but not including 0.35.
 Dry snow is normally experienced when temperature is below freezing and can be
brushed off easily from the aircraft.
 Wet snow: Snow which, if compacted by hand, will stick together and tend to or
form a snowball. Specific gravity: 0.35 up to but not including 0.5.
 Wet snow is normally experienced when temperature is above freezing and is more
difficult to remove from the aircraft structure than dry snow being sufficiently wet to
adhere.
 Compacted snow: Snow which has been compressed into a solid weight that resists
further compression and will hold together or break up into chunks if picked up.
Specific gravity: 0.5 and over.

Snow grains
(Metar code: SG) is a precipitation of very small white and opaque grains of ice.
These grains are fairly flat or elongated. Their diameter is less than 1 mm (0.04
inch). When the grains hit hard ground, they do not bounce or shatter.

Snow pellets
(Metar code: GS) is a precipitation of white and opaque grains of ice. These
grains are spherical or sometimes conical. Their diameter is about 2 to 5 mm (0.1
to 0.2 inch). Grains are brittle, easily crushed; they bounce and break on hard
ground.

Super cooled water droplets


are a condition where water remains liquid at negative Celsius temperature. Super
cooled drops and droplets are unstable and freeze upon impact.
Two step de-icing / anti-icing consists of two distinct steps. The first step (de-
icing) is followed by the second step (anti-icing) as a separate fluid application.
After de-icing a separate overspray of anti-icing fluid is applied to protect the
relevant surfaces, thus providing maximum possible anti-ice capability.

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Visible moisture: Fog, rain, snow, sleet, high humidity (condensation on


surfaces), ice crystals or when taxiways and/or runways are contaminated by
water, slush or snow.

Visual meteorological conditions:


Meteorological conditions expressed in terms of visibility, distance from cloud,
and ceiling, equal to or better than specified minima.

Wet runway:
A runway is considered wet when the runway surface is covered with water, or
equivalent, less than or equal to 3 mm or when there is sufficient moisture on the
runway surface to cause it to appear reflective, but without significant areas of
standing water.

12.3 GENERAL
Surface contamination means any deposit on the aircraft surfaces which could
cause problems with the aircraft performance and control if not removed. Such
contaminants may be in any solid form of water adhering to the aircraft surfaces.
Snow, ice, frost, frozen water droplets and ice pellets fall into this category.
Additional Crewmembers, Loadmasters, Ground Engineers, and supernumeraries
seated in the crew rest area have a better view of the wings than the flight crew.
Therefore, their vigilance and feedback is vital in avoiding accidents / incidents
arising from contamination of these areas.
The Commander must be made aware of any suspected surface contamination
prior to takeoff roll, the details of which must be investigated by the flight crew.
A decision will be made on whether to continue based on the investigation
findings.
The procedures outlined in this chapter establish the minimum requirements for
De-icing and especially for Anti-icing of aircraft on the ground to provide an
aerodynamic clean aircraft for takeoff. Exterior inspections will ensure that vital
parts of the aircraft are free of frost, ice, slush and snow. Experience shows that
the higher the precipitation rates and the nearer the temperature is to 0°C, the
more difficult it is to keep the aircraft free of frost, ice, slush or snow.

12.4 RESPONSIBILITY
The Commander shall check the aircraft for the need to Deice. He will, based on
his judgment, initiate De/Anti-icing, if required, and be responsible for the
correct and complete DE/Anti-icing of the aircraft.
The correct accomplishment has to be entered in the Aircraft Technical Log
(ATL) by naming the applicable De/Anti-icing type, date, place and the time of
commencement and completion of application. The correct accomplishment of
and additional De/Anti-Icing shortly before departure has to be reported to the
Commander for entry into the ATL.

The Commander is responsible for the Anti-icing condition of the aircraft during
ground maneuvering prior to takeoff.

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An aircraft ready for flight must not have ice, snow, slush or frost adhering to surfaces.
However aircraft manufacturers may allow some exceptions. These are contained in the
aircraft type OM Part B.

CAUTION
TAKING INTO ACCOUNT WEATHER CONDITIONS, TAXI CONDITIONS,
TAXI TIMES, HOLDOVER TIME AND OTHER RELEVANT FACTOR THE
COMMANDER SHALL WHEN IN DOUBT ABOUT THE AERODYNAMIC
CLEANLINESS OF THE AIRCRAFT, HAVE VISUAL INSPECTION
PERFORMED OR RETURN TO THE RAMP.

12.5 INSPECTION OF AIRCRAFT SURFACES AND ENGINE INLETS


The wings, horizontal stabilizer, control surfaces, high lift devices,
spoilers/speedbrakes, and fuselage are to be checked for possible frost, ice, slush
or snow accumulation. Clear ice, which is very difficult to detect, may have
formed on the upper side of the wing due to:
Freezing Rain
Cold fuel causing cold wing surface, and precipitation (e.g. rain) freezes above
tank area
Snow melting on a warm wing, but refreezing as the wing cools down, or melted
snow running to a colder part of the wing.
If frost or ice has formed on the lower wing surface tank area and the aircraft
ground time has been subject to precipitation conditions (rain, drizzle, fog) or
when it is suspected that clear ice has formed on the wing upper surfaces, the
wings upper surface has to be thoroughly checked to establish whether or not
clear ice is present on the wing.

CAUTION
HEAVY FREEZING HAS BEEN REPORTED DURING DRIZZLE/RAIN
EVEN AT TEMPERATURES UP TO +15° C DUE TO COLD FUEL.

It must not be assumed that light snow will off wings during acceleration. If can
be anticipated, that partly frozen ice or snow patches on the wing will have a
severe effect on aerodynamic efficiency. It must always be expected that below a
snow/slush layer there can be clear ice.

CAUTION
AS CLEAR ICE IS VERY DIFFICULT TO DETECT VISUALLY, A
TACTILE EXAMINATION MUST BE MADE OF THE SURFACE AREA
TO BE INSPECTED.

During snow fall, freezing rain and drifting snow, the possibility exists that snow
and melting ice could penetrate into slots, balance bays, drainage openings,
hinges and operating linkage and then refreeze. Therefore the above mentioned
areas have to be checked with special attentions especially when the aircraft has
been parked outside for a long period under freezing conditions.
The same is applicable for landing gear areas, including landing gear-latching
mechanism, operating mechanism and electrical switching elements, inlet scoops,

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pitot probes, air inlets and outlets, openings of the APU and the air-conditioning
as well as their adjacent areas.
Fuselage areas in front of the cockpit windows have to be completely free of ice
and snow.

12.6 DE-ICING / ANTI-ICING AWARENESS - THE BASIC REQUIREMENTS

 Responsibility
The person technically releasing the aircraft is responsible for the
performance and verification of the results of the treatment. The
responsibility of accepting the performed treatment lies, however, with
the pilot in command. The transfer of responsibility takes place at the
moment the aircraft starts moving under its own power.
 Necessity
Icing conditions on ground can be expected when air temperatures
approach or fall below freezing and when moisture or ice occurs in the
form of either precipitation or condensation. Aircraft-related
circumstances could also result in ice accretion when humid air at
temperatures above freezing comes in contact with cold structure.
 Checks
Have you enough information and adequate knowledge in order to
dispatch?
12.7 DE-ICING / ANTI-ICING AIRCRAFT ON THE GROUND: "WHEN, WHY
AND HOW"

12.7.1 COMMUNICATION

To get the highest possible visibility concerning de-icing/anti-icing, a good level


of communication between ground and flight crews is necessary.
Any observations or points significant to the flight or ground crew should be
reported between them.
These observations may concern the weather or aircraft-related circumstances or
other factors important for the dispatch of the aircraft.
Several incidents have shown that increased awareness of one part of the
flight/ground crew team could have avoided a critical situation.
The minimum requirements of communication must comprise the details of when
the aircraft was de-iced and the quality of treatment (type of fluid).
This is summarized by the anti-icing code.
Remember: Uncertainty should not be resolved by transferring responsibility.
The only satisfactory answer is clear communication.

12.7.2 CONDITIONS WHICH CAUSE AIRCRAFT ICING


 Weather-related conditions
Weather conditions dictate the "when" of the "when, why and how" of

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aircraft de-ice/anti-icing on the ground.


Icing conditions on the ground can be expected when air temperatures fall
below freezing and when moisture or ice occurs in the form of either
precipitation or condensation. Precipitation may be rain, sleet or snow. Frost
can occur due to the condensation of fog or mist.
To these weather conditions must be added further phenomena that can also
result in aircraft ice accretion on the ground.
 Aircraft-related conditions
The concept of icing is commonly associated only with exposure to
inclement weather. However, even if the OAT is above freezing point, ice or
frost can form if the aircraft structure is below 0° C (32° F) and moisture or
relatively high humidity is present.
With rain or drizzle falling on sub-zero structure, a clear ice layer can form
on the wing upper surfaces when the aircraft is on the ground. In most cases
this is accompanied by frost on the underling surface.
12.7.3 CHECKS TO DETERMINE THE NEED TO DE-ICE / ANTI-ICE

12.7.3.1 THE CLEAN WING CONCEPT


Why de-ice/anti-ice on ground? The aircraft performance is certified
based upon an uncontaminated or clean structure. Ice, snow or frost
accumulations will disturb the airflow, affecting lift and drag and also
increasing weight. The result on performance can be dramatic.
Aircraft preparation for service begins and ends with a thorough
inspection of the aircraft exterior. The aircraft and especially its surfaces
providing lift, controllability and stability must be aerodynamically clean.
Otherwise, safe operation is not possible.
An aircraft ready for flight must not have ice, snow, slush or frost
adhering to its surfaces. Exceptions are sometimes allowed. Refer to OM-
B:
Supplementary techniques chapter - Adverse weather - Cold weather
But the critical flying surfaces must definitely be free of any
contamination.

12.7.3.2 EXTERNAL INSPECTION


An inspection of the aircraft must visually cover all critical parts of the
aircraft and be performed from points offering a clear view of these parts.
These parts are especially:
Wing surfaces including leading edges horizontal stabilizer upper, and;
Lower surface vertical stabilizer and rudder;
Fuselage;
Air data probes;
Static vents angle-of-attack sensors control surface;
Cavities engines;
Generally intakes and outlets landing gear and wheel bays.
Note: If any additional crew or supernumeraries see any icing builds up
on the aircraft surface, this shall be informed to the flight crew.
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Clear ice phenomenon


Under certain conditions, a clear ice layer or frost can form on the wing
upper surfaces when the aircraft is on the ground. In most cases this is
accompanied by frost on the underling surface. Severe conditions occur
with precipitation when sub-zero fuel is in contact with the wing upper
surface skin panels. The clear ice accumulations are very difficult to
detect from ahead of the wing or behind during walk-around, especially in
poor lighting and when the wing is wet. The leading edge may not feel
particularly cold. The clear ice may not be detected from the crew rest
area or main cargo compartment either because wing surface details show
through.

The following factors contribute to the formation intensity and the final
thickness of the clear ice layer:
Low temperature of fuel that was added to the aircraft during the previous
ground stop and / or the long airborne time of the previous flight resulting
in a situation that the remaining fuel in the wing tanks is below 0° C.
Abnormally large amount of remaining cold fuel in wing tanks causing
the fuel level to be in contact with the wing upper surface panels as well
as the lower surface, especially in the wing tank area. Temperature of fuel
added to the aircraft during the current ground stop, adding (relatively)
warm fuel can melt dry, falling snow with the possibility of re-freezing.
Drizzle/rain and ambient temperatures around QOC on the ground is very
critical. Heavy freezing has been reported during drizzle/rain even at
temperatures of 8 to 14° C (46 to 57°F). The use of thermal leading edge
anti-icing may melt falling dry snow that re-freezes later.
The area’s most vulnerable to freezing are: the wing root area between the
front and rear spars; any part of the wing that will contain unused fuel
after flight; the areas where different structures of the wing are
concentrated (a lot of cold metal), such as areas above the spars and the
main landing gear doubler plate.

12.7.3.3 GENERAL CHECKS


A recommended procedure to check the wing upper surface is to place
high enough steps as close as possible to the leading edge and near the
fuselage, and climb the steps so that you can touch a wide sector of the
tank area by hand. If clear ice is detected, the wing upper surface should
be de-iced and then re-checked to ensure that all ice deposits have been
removed.
It must always be remembered that below a snow / slush / anti-icing fluid
layer there can be clear ice.
During checks on ground, electrical or mechanical ice detectors should
only be used as a back-up advisory. They are not a primary system and
are not intended to replace physical checks.
Ice can build up on aircraft surfaces when descending through dense
clouds or precipitation during an approach.
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When ground temperatures at the destination are low, it is possible that


when flaps are retracted accumulations of ice may remain undetected
between stationary and moveable surfaces. It is therefore important that
these areas are checked prior to departure and any frozen deposits
removed.
Under freezing fog conditions it is necessary for the rear side of the fan
blades to be checked for ice build-up prior to start-up. Any deposits
discovered should be removed by directing air from a low flow hot air
source, such as a cabin heater, onto the affected areas.
When slush is present on runways, inspect the aircraft when it arrives at
the ramp for slush/ice accumulations. If the aircraft arrives at the gate
with flaps in a position other than fully retracted, those flaps which are
extended must be inspected and, if necessary, de-iced before retraction.
The flight crew operating manual for individual aircraft types may allow
takeoff with a certain amount of frost on certain parts of the aircraft (refer
to the individual OM-B).
It is important to note that the rate of ice formation is considerably
increased by the presence of an initial depth of ice. Therefore, if icing
conditions are expected to occur along the taxi and takeoff path, it is
necessary to ensure that all ice and frost is removed before flight. This
consideration must extend the awareness of flight crew to include the
condition of the taxiway, runway and adjacent areas since surface
contamination and blown snow are potential causes for ice accretion equal
to natural precipitation.

RESPONSIBILITY: THE DE-ICING/ANTI-ICING DECISION


Maintenance responsibility
The information report (de-icing/anti-icing code - see 8.2.4.3.5.5) given to the
cockpit is a part of the technical airworthiness of the aircraft. The person
releasing the aircraft is responsible for the performance and verification of the
results of the de/anti-icing treatment. The responsibility of accepting the
performed treatment lies, however, with the Commander.
Operational responsibility
The general transfer of operational responsibility takes place at the moment the
aircraft starts moving by its own power,

MAINTENANCE / GROUND CREW DECISION


The responsible ground crew member should be clearly nominated. He should
check the aircraft for the need to de-ice. He will, based on his own judgment,
initiate de-/anti-icing, if required, and he is responsible for the correct and
complete de-icing and/or anti-icing of the aircraft.

PILOTS DECISION
As the final decision rests with the Commander, his request will supersede the

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ground crew member's judgment not to de-ice.


As the Commander is responsible for the anti-icing condition of the aircraft
during ground maneuvering prior to takeoff, he can request another anti-icing
application with a different mixture ratio to have the aircraft protected for a
longer period against accumulation of precipitation. Equally, he can simply
request a repeat application.

Therefore the Commander should take into account forecasted or expected


weather conditions, taxi conditions, taxi times, holdover time and other relevant
factors. The Commander must, when in doubt about the aerodynamic cleanliness
of the aircraft, perform (or have performed) an inspection or simply request a
further de/anti-icing.
Even when responsibilities are clearly defined and understood, sufficient
communication between flight and ground crews is necessary. Any observation
considered valuable should be mentioned to the other party to have redundancy
in the process of decision making.

THE PROCEDURES TO DE-ICE AND ANTI-ICE AN AIRCRAFT


When aircraft surfaces are contaminated by frozen moisture, they must be de-
iced prior to dispatch. When freezing precipitation exists and there is a risk of
precipitation adhering to the surface at the time of dispatch, aircraft surfaces
must be anti-iced. If both anti-icing and de-icing are required, the procedure may
be performed in one or two steps. The selection of a one or two step process
depends upon weather conditions, available equipment, available fluids and the
holdover time required to be achieved.
When a large holdover time is expected or needed, a two-step procedure using
undiluted fluid should always be considered for the second step.

DE-ICING
Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids
or mechanical methods or any other approved methods such as infrared de-icing
which is being developed.
For maximum effect, fluids shall be applied close to the aircraft surfaces to
minimize heat loss. Different methods to efficiently remove frost, snow, and ice
are described in detail in the ISO method specification.
General De-Icing Fluid Application Strategy
The following guidelines describe effective ways to remove snow and ice.
However, certain aircraft may require unique procedures to accommodate
specific design features. The relevant aircraft maintenance or servicing manuals
should be consulted.
Wings and horizontal stabilizers: Spray from the tip towards the root, from the
highest point of the surface camber to the lowest.

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Vertical surfaces: Start at the top and work downward.


Fuselage: Spray along the top center line and then outboard; avoid spraying
directly onto windows.
Landing gear and wheel bays: Keep application of de-icing fluid in this area to a
minimum. It may be possible to mechanically remove accumulations such as
blown snow. However, where deposits have bonded to surfaces they can be
removed using hot air or by careful spraying with hot de-icing fluids. It is not
recommended to use a high-pressure spray.
Engines: Deposits of snow should be mechanically removed (for example using
a broom or brush) from engine intakes prior to departure. Any frozen deposits
that may have bonded to either the lower surface of the intake or the fan blades
may be removed by hot air or other means recommended by the engine
manufacturer.

ANTI-ICING
Applying anti-icing protection means that ice, snow or frost will, for a period of
time, be prevented from adhering to, or accumulating on, aircraft surfaces. This
is done by the application of anti-icing fluids.
Anti-icing fluid should be applied to the aircraft surfaces when freezing rain,
snow or other freezing precipitation is falling and adhering at the time of aircraft
dispatch.
For an effective anti-icing protection an even film of undiluted fluid is required
over the aircraft surfaces which are clean or which have been de-iced. For
maximum anti-icing protection undiluted, unheated Type II or IV fluid should be
used. The high fluid pressures and flow rates normally associated with de-icing
are not required for this operation and, where possible, pump speeds should be
reduced accordingly. The nozzle of the spray gun should be adjusted to give a
medium spray.
The anti-icing fluid application process should be continuous and as short as
possible. Anti-icing should be carried out as near to the departure time as is
operationally possible in order to maintain holdover time.
In order to control the uniformity, all horizontal aircraft surfaces must be
visually checked during application of the fluid. The amount required will be a
visual indication of fluid just beginning to drip off the leading and trailing edges.
Most effective results are obtained by commencing on the highest part of the
wing section and covering from there towards the leading and trailing edges. On
vertical surfaces, start at the top and work down.
Surfaces to be protected during anti-icing are:
− Wing upper surface
− Horizontal stabilizer upper surface Vertical stabilizer and rudder
− Fuselage depending upon amount and type of precipitation

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Type I fluids have limited effectiveness when used for anti-icing purposes. Little
benefit is gained from the minimal holdover time generated.

LIMITS AND PRECAUTIONS


Aircraft Related Limits
The use of Type II or IV fluids in 100% concentration or 75/25 mixture is
limited to aircraft with a rotation speed (VR) higher than 85kt. This is to assure
the sufficient flow-off of the fluid during takeoff.
Temperature Limits
When performing two-step de-icing / anti-icing, the freezing point of the heated
fluid used for the first step must not be more than 3°c above ambient
temperature.
The freezing point of the Type I fluid mixture used for either one-step de-icing /
anti-icing or as the second step in a two-step operation shall be at least 10°C
below the ambient temperature.
Type II and IV fluids used as de-icing / anti-icing agents have a lower
temperature application limit of-25°C.
The application limit may be lower, provided that a 7°C buffer is maintained
between the freezing point of the undiluted fluid and the outside air temperature.
Freezing points are provided in the fluid manufacturer's documentation.

Application Limits
Under no circumstances can an aircraft that has been anti-iced receive a further
coating of anti-icing fluid directly on top of the existing film. In continuing
precipitation, the original anti-icing coating will be diluted at the end of the
holdover time and re-freezing could begin. Also a double anti-ice coating should
not be applied because the flow-off characteristics during takeoff may be
compromised.
Should it be necessary for an aircraft to be re-protected prior to the next flight,
the external surfaces must first be de-iced with a hot fluid mix before a further
application of anti-icing fluid is made.
Precautions
The fluids used should be limited to those complying respectively with standards
AMS 1424B/ISO 11075 and AMS 1428C/ISO 11078 for Type I, Type II and
Type IV.
AMS 1428C reflects the additional requirements for fluid dry out and flow off
behavior for type IV fluids.
The consumable materials list and Aircraft Maintenance Manual reflect the new
1428C standard.
With specific regard to the application of Type IV fluids, and indeed Type II

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fluids, special care needs to be taken. Repeated application in dry conditions, as


a preventive measure, may leave a residue that when exposed to precipitation
can re-hydrate. This takes the form of a high freeze point gel in aerodynamically
quiet areas of the aircraft. This gel could lead to the restricted movement of
control surfaces. To date this has only been reported on aircraft types with
unpowered flying controls and has not been reported on aircraft with powered
flight controls.
Therefore the aircraft should be frequently cleaned of any residue and / or de-
iced using a heated Type 1 fluid or hot water prior to the application of Type II
or Type IV fluids (two step process). De/anti-icing activities should only be
carried out by personnel that are fully trained to ISO, SAE or AEA standards and
furthermore that those persons understand their responsibilities and are
authorized/approved to carry out such activities.
For De-Icing and Anti-Icing Activities The Following Standards Should Be
Followed:
− ISO 11076 aircraft de-icing/anti-icing methods with fluids.
− SAE ARP 4737E aircraft de-icing/anti-icing methods with fluids. AEA
recommendations for the de-icing/anti-icing of aircraft on ground,
In order to fully benefit from the longer hold over times of Type IV fluids, they
must be used undiluted. Diluted Type IV is only tested to the same specification
as a Type II fluid.
For holdover times and recommendations on Type IV fluid application (in
addition to those mentioned in Tables 2 and 5), MIDEX AIRLINES Operation
has referred to following documents:
− AEA recommendations for de-icing/anti-icing of aircraft on ground.
This document can be obtained from: www.aea.be/special publications
AH three documents provide the updated SAE/AEA Type IV fluids holdover
times guidelines.
The aircraft must always be treated symmetrically - the left hand and right hand
sides (i.e.: left wing/right wing) must receive the same and complete treatment.

Engines are usually not running or are at idle during treatment. Air conditioning
should be selected OFF. The APU may be run for electrical supply but the bleed
air valve should be closed.
All reasonable precautions must be taken to minimize fluid entry into engines,
other intakes / outlets and control surface cavities.
Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust
reversers.
De-icing/anti-icing fluid should not be directed into the orifices of pilot heads,
static vents or directly onto angle-of-attack sensors.
Do not direct fluids onto flight deck or crew rest area or cargo compartment
windows because this can cause cracking of acrylics or penetration of the
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window sealing.
All doors and windows must be closed to prevent:
 Crew Rest Area and Cargo floor areas being contaminated with slippery de-
icing/anti-icing fluids
 Upholstery becoming soiled.
Any forward area from which fluid may blow back onto windscreens during
taxi or subsequent takeoff should be free of fluid residues prior to departure.
If Type II or IV fluids are used, all traces of the fluid on flight deck windows
should be removed prior to departure, particular attention being paid to
windows fitted with wipers.

De-icing/anti-icing fluid can be removed by rinsing with clear water and wiping
with a soft cloth. Do not use the windscreen wipers for this purpose. This will
cause smearing and loss of transparency.
Landing gear and wheel bays must be kept free from build-up of slush, ice or
accumulations of blown snow.
Do not spray de-icing fluid directly onto hot wheels or brakes.
When removing ice, snow or slush from aircraft surfaces, care must be taken to
prevent it entering and accumulating in auxiliary intakes or control surface hinge
areas, i.e. remove snow from wings and stabilizer surfaces forward towards the
leading edge and remove from ailerons and elevators back towards the trailing
edge.
Do not close any door until all ice has been removed from the surrounding area.
A functional flight control check using an external observer may be required
after de-icing/anti-icing. This is particularly important in the case of an aircraft
that has been subjected to an extreme ice or snow covering.

CHECKS
Final Check Before Aircraft Dispatch
No aircraft should be dispatched for departure under icing conditions or after a
de-icing / anti-icing operation unless the aircraft has received a final check by a
responsible authorized person.
The inspection must visually cover all critical parts of the aircraft and be
performed from points offering sufficient visibility on these parts (i.e.: from the
de-icier itself or another elevated piece of equipment). It may be necessary to
gain direct access to physically check (i.e.: by touch) to ensure that there is no
clear ice on suspect areas.
Pre Takeoff Check
When freezing precipitation exists, it may be appropriate to check aerodynamic
surfaces just prior to the aircraft taking the active runway or initiating the
takeoff roll in order to confirm that they are free of all forms of frost, ice and
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snow. This is particularly important when severe conditions are experienced, or


when the published holdover times have either been exceeded or are about to run
out.
When deposits are in evidence it will be necessary for the de-icing operation to
be repeated.
If the takeoff location cannot be reached within a reasonable time and/or a
reliable check of the wing upper surface status cannot be made from inside the
aircraft, consider a repeat aircraft treatment.
If aircraft surfaces cannot adequately be inspected from inside the aircraft, it is
desirable to provide a means of assisting the flight crew in determining the
condition of the aircraft. The inspection should be conducted as near as practical
to the beginning of the departure runway.
When airport configuration allows, it is desirable to provide de-icing/anti-icing
and inspection of aircraft near the beginning of departure runways to minimize
the time interval between aircraft de-icing / anti-icing and takeoff, under
conditions of freezing precipitation.

FLIGHT CREW INFORMATION - COMMUNICATION


No aircraft should be dispatched for departure after a de-icing 1 anti-icing
operation unless the flight crew has been notified of the type of de-icing / anti-
icing operation performed. The ground crew must make sure that the flight crew
has been informed. The flight crew should make sure that they have the
information.
This information includes the results of the final inspection by qualified
personnel, indicating that the aircraft critical parts are free of ice, frost and snow.
It also includes the necessary anti-icing codes to allow the flight crew to estimate
the holdover time to be expected under the prevailing weather conditions.
Anti-Icing Codes
It is essential that flight crew receives clear information from ground personnel
as to the treatment applied to the aircraft.
The AEA (Association of European Airlines) recommendations and the SAE
and ISO specifications promote the standardized use of a four-element code.
This gives flight crew the minimum details to assess holdover times. The use of
local time is preferred but, in any case, statement of the reference is essential.
This information must be recorded and communicated to the flight crew by
referring to the last step of the procedure.
Examples of anti-icing codes:
AEA Type n/75/Multifocal/FRA
AEA Type II 75 : Type of fluid used
75% fluid/25% water : Percentage of fluid/water mixtures by volume
16.43 : Local time of start of last application:

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19 Jan 02 : Date
ISO Type 1/50:50/06.30 UTC/
50:50 : 50% fluid I 50 % water
06.30 : Time (UTC) of start of last application

Standard communication terminology


De-Icing / Anti-Icing Supervisor:
"Set parking brakes, confirm aircraft is ready for treatment, inform any
special requests"
Commander:
"Brakes are set, you may begin treatment and observe (any special requests
like: ice under wing / flaps, clear ice on top of wing, snow on fuselage, ice
on landing gear, anti-ice type IV.)"
De-Icing / Anti-Icing Supervisor:
We begin treatment and observe (special requests mentioned above). "I will
call you back when ready".
Only after equipment is cleared from aircraft and all checks are made:
De-Icing / Anti-Icing Supervisor:
"De-icing/anti-icing completed. Anti-icing code is: (plus any additional info
needed). I am disconnecting, standby for clear signal at right/left and/or
contact ground/tower for taxi clearance"
Commander:
"De-icing / anti-icing completed, anti-icing code is ____ ".
 Fluid application and holdover time guidelines
Holdover protection is achieved by anti-icing fluids remaining on and
protecting aircraft surfaces for a period of time.
With a one step de-icing / anti-icing operation holdover begins at the start of
the operation and with two-step, at the start of the second (anti-icing) step.
Holdover time
will have effectively run out, when frozen deposits start to form/accumulate
on aircraft surfaces.
Due to its properties Type 1 fluid form a thin liquid wetting film, which
gives a rather limited holdover time, depending on weather conditions. With
this type of fluid increasing the concentration of fluid in the fluid/water mix
would provide no additional holdover time.
Type II and Type IV fluids contain a thickener which enables the fluid to
form a thicker liquid wetting film on external surfaces. This film provides a
longer holdover time, especially in conditions of freezing precipitation. With
this type of fluid additional holdover time will be provided by increasing the

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concentration of fluid in the fluid/water mix, with maximum holdover time


available from undiluted fluid.
The tables 3, 4 and 5 hereafter give an indication of the time frame of protection
that could reasonably be expected under conditions of precipitation.
However, due to the many variables that can influence holdover times, these
times should not be considered as minimum or maximum as the actual time of
protection may be extended or reduced, depending upon the particular conditions
existing at the time.
The lower limit of the published time span is used to indicate the estimated time
of protection during heavy precipitation and the upper limit, the estimated time
of protection during light precipitation.

Caution
The times of protection represented in these tables are for general information
purposes only. They are taken from the ISO/SAE specification; however local
authority requirements may differ. The time of protection will be shortened in
severe weather conditions. Heavy precipitation rates or high moisture content,
high wind velocity and jet blast may cause a degradation of the protective film.
If these conditions occur, the time of protection may be shortened considerably.
This is also the case when the aircraft skin temperature is significantly lower
than the outside air temperature.
The indicated times should therefore only be used in conjunction with a pre-
takeoff check.

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TABLE 1 - Guidelines for Application Of


Type I Fluid / Water Mixtures (Minimum Concentrations) As a Function Of OAT

Two-step Procedure
One-step procedure
OAT
De-icing / anti-icing Second step: Anti-
First step: De- icing
icing (1)

Heated mix of fluid Heated mix of fluid and


and water with a freeze Heated water or a heated water with a freeze point
-3°C (27 °F) and above point of at least 10 mix of fluid and water of at least 10°C(18°F)
°C(18°F) below OAT below OAT

Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F)


NOTE1: at the nozzle. Upper temperature limit shall not exceed fluid and aircraft
manufacturer's recommendations.

This table is applicable for the use of Type I Holdover Time Guidelines. If
NOTE 2: holdover times are not required, a temperature of 60°C (140°F) at the nozzle
is desirable.

To use Type I Holdover Time Guidelines, at least 1 Liter/m2 (-2 Gals / l00 ft
NOTE 3:
2) must be applied to the de-iced surfaces.

Wing skin temperatures may be lower than OAT. If this condition is


CAUTION: identified, a stronger mix (more glycol) may need to be used to ensure a
sufficient freeze point buffer.

1) To be applied before first step fluid freezes, typically within 3 minutes.

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TABLE 2-Guidelines for Application Of Type II, Type III, And IV Fluid Mixtures
(Minimum Concentrations) As A Function of OAT

Concentration fluid/water by volume (fluid % / water %)

One-step Two-step Procedure


OAT (°C) Procedure First step: Second step:
De-/anti-icing de-icing anti-icing (**)
Water heated to 60°C (140°F)
- 3°C (27°F) 50/50 heated 2) minimum at the nozzle or a heated 50/50 Type II, III
and above Type II, III or IV mix of Type I, II, III or IV with or IV
water
below -3°C Heated suitable mix of Type I, II,
75/25 heated 2) 75/25
(27°F) III or IV with FP not more than
Type II, III or IV Type II, III or IV
to-I4°C(7°F) 3°C (5°F) above actual OAT
below -14°C Heated suitable mix of Type I, II,
100/0 heated 2) 100/0
(7°F) III or IV with FP not more than
Type II, III or IV Type II, III or IV
to-25°C(-13°F) 3°C (5°F) above actual OAT
Type II/ Type III/ Type IV fluid may be used below -25°C (-13°F)
provided that the freezing point of the fluid is at least 7°C (1 3°F) below
below -25°C
OAT and that aerodynamic acceptance criteria are met. Consider the use
(-13°F)
of Type I/water mix when Type II, 111 or IV fluid cannot be used (see
Table 1)
1. To be applied before first step fluid freezes, typically within 3 minutes.
2. Clean aircraft may be anti-iced with unheated fluid.

NOTE: For heated fluid mixtures, a temperature not less than 60°C (140 OF) at the nozzle is
desirable. When using in the first step a heated fluid/water mix with a freezing point above OAT, it is
strongly recommended that the temperature at the nozzle is at least 60 OC and at least 1 liter/m2 (-2
Gals/100ff’) is applied to the surfaces to be de- iced. Upper temperature limit shall not exceed fluid
and aircraft manufacturer's recommendation.

CAUTION 1: Wing skin temperatures may be lower than OAT. If his condition is identified, it shall
be verified if a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point
buffer. As fluid freezing may occur, SO/50 type II or IV fluid shall not be used for the anti-icing step
of a cold soaked wing as indicated by frost or ice on the lower surface of the wing in the area of the
fuel tank.

CAUTION 2: An insufficient amount of anti-icing fluid, especially in the second step of a two step
procedures may cause a substantial loss of holdover time. This is particularly true when using a Type I
fluid mixture for the first step (de-icing).

CAUTION 3: Some fluids shall only be used undiluted. For some fluids the lowest operational use
temperature may differ. For details refer to fluid manufacturer's documentation.

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TABLE 3 - Guideline for Holdover Times Anticipated For


Type I Fluid Mixtures as a Function of Weather Conditions and OAT

OAT Approximate Holdover Times Under Various Weather Conditions (hh:mm)

Snow/ Rain on
Freezing Light
Snow Cold Other
°C °F Active Frost Freezing Fog Drizzle Freezing
Grains Soaked (3)
(2) Rain
(0) Wing

-3 and 27 and 0:02-0:05


0:45 0:11-0:17 0:06-0:11 0:09-0:13 0:02-0:05
above above (4)

below below 27
0:45 0:08-0:13 0:05 0:08 0:05-0:09 0:02 0:05
-3 to-6 to 21 CAUTION:
No Holdover Time
below below 21 Guidelines Exist
0:45 0:06-0:10 0:04-0:06 0:04 0:07 0:02 0:05
-6 to -10 to14

below
below 14 0:45 0:05-0:09 0:02-0:04 CAUTION: No Holdover Times Exist
-10

1) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times.
2) If positive identification of "freezing Drizzle" is not possible, use "Light Freezing
Rain" holdover times.
3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy
freezing rain and hail.
4) No holdover time guidelines exist for this condition for O°C (32°F) and below.
Type I Fluid / Water Mixture are selected so that the Freezing Point of the mixture is at
least 10 °C (18 OF) below actual OAT.
CAUTION: The time of protection will be shortened in heavy weather conditions-
Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce holdover time below the lowest time stated in the range. Holdover time may also
be reduced when the aircraft skin temperature is lower than the OAT. Therefore, the
indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing are not intended for -and do not
provide -protection during flight.

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TABLE 4 -Guideline for Holdover Times Anticipated


For Type II Fluid Mixtures as a Function of Weather Conditions and OAT

OAT Approximate Holdover Times Under Various Weather


Type II Fluid Conditions (hh:mm)
Concentration
Neat-Fluid/ Rain
Snow/
Water Freezing Light On
°C °F Active Freezing Snow Other
(Vol% / Vol%) Drizzle Freezing Cold
Frost Fog Grains (3)
(2) Rain Soaked
(1)
Wing

100/0 8:00 0:35- 0:20- 0:30- 0:15- 0:05-


1:30 0:45 0:55 0:30 0:40
75/25 5:00 0:25- 0:15- 0:20- 0:10- 0:05-
-3 and 27 and
1:00 0:30 0:45 0:25 0:25
above above 0:15- 0:05- 0:05- 0:05-
50/50 3:00
0:30 0:15 0:15 0:10 CAUTION:
0:20- 0:15- 0:15- 0:10- No Holdover
Below Below 100/0 8:00
1:05 0:35 0:45 0:25 Time Guidelines
-3 to 27 to
0:20- 0:15- 0:15- 0:10- Exist
-14 07 75/25 5:00
0:55 0:25 0:30 0:20
below below
0:15- 0:15- CAUTION: No Holdover time
-14 to 07 to 100/0 8:00
0:20 0:30 exist
-25 -13
Type 11 fluid may be used below 25°C (-I3°F) provided the freezing Lint of the
below below fluid is at least 7°C (13°F) below the OAT and the aerodynamic acceptance
-25 -13 criteria are met. Consider use of type I fluid [when type II fluid cannot be used
(see Table 3).

1) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times;
2) If positive identification of "freezing Drizzle" is not possible, use "Light
Freezing Rain" holdover times;
3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy
freezing rain and hail;
4) No holdover time guidelines exist for this condition for O°C (32°F) and below;
5) No holdover time guidelines exist for this condition below-10 °C (14 OF).
CAUTION: The time of protection will be shortened in heavy weather conditions.
Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce holdover time below the lowest time stated in the range. Holdover time may also
be reduced when the aircraft skin temperature is lower than the OAT. Therefore, the
indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing are not intended for -and do not
provide -protection during flight.

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TABLE 5 - Guideline for Holdover times Anticipated for


Type III Fluid Mixtures as a Function of Weather Conditions and OAT

Approximate Holdover Times Under Various Weather


OAT
Type II Fluid Conditions (hh:mm)
Concentration Rain
Snow/
Neat-Fluid / Freezing Light On
Active Freezing Snow Other
°C °F Water Drizzle Freezing Cold
Frost Fog Grains (2) Rain Soaked
(3)
(Vol% / Vol%)
(1)
Wing
0:10- 0:10- 0:08- 0:06-
100/0 2:00 0:20-0:40
O:20 0:20 0:10 0:20(1)
-3 and 27 and 0:08- 0:08- 0:06- 0:02-
75/25 1:00 0:15-0:30
above above 0:15 0:15 0:10 0:10(2)
0:04- 0:05 - 0:04-
50/50 0:30 0:10-0:20
0:08 0:09 0:06
below Below 0:09- 0:10- 0:08-
100/0 2:00 0:20-0:40
-03 to 27 to 0:15 0:20 0:10 CAUTION: No
0:07- 0:09- 0:06- Holdover Time
-10 14 75/25 1:00 0:15-0:30
0:10 0:12 0:09 Guidelines
CAUTION: No Exist
Below - below 0:15-
100/0 2:00 0:15-0:20 Holdover Time
10 14 0:30
Guidelines Exist

Type III fluid may be used below -10°C (14°F), provided the freezing point of the fluid is at least 7°C
(13°F) below OAT and aerodynamic acceptance criteria are met. Consider use of type I fluid when type
III fluid cannot be used, see Table 3).

1) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times
2) If positive identification of "freezing Drizzle" is not possible, use "Light
Freezing Rain" holdover times
3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy
freezing rain and hail
4) No holdover time guidelines exist for this condition for O°C (32°F) and below
CAUTION: The time of protection will be shortened in heavy weather conditions.
Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce holdover time below the lowest time stated in the range. Holdover time may also
be reduced when the aircraft skin temperature is lower than the OAT. Therefore, the
indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing are not intended for -and do not
provide -protection during flight.

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TABLE 6 - Guideline for Holdover times Anticipated for


Type IV Fluid Mixtures as a Function of Weather Conditions and OAT

Approximate Holdover Times Under Various Weather


OAT
SAE Type IV Conditions (hh:mm)
Fluid
Concentration Snow 1 Rain On
Neat- Freezing Light
Active Freezing Snow Cold Other
°C F Fluid 1 Water
Drizzle Freezing
Frost Fog Grains Soaked (3)
(2) Rain
(Vol%/Vol%) (1) Wing

1:15- 0:35- 0:40- 0:25- 0:10-


100/0 12:00
2:30 1:15 1:10 0:40 0:50(')
-3 and 27 and 1:05- 0:20- 0:35 - 0:15- 0:05-
75/25 5:00
above above 1:45 0:55 0:50 0:30 0:35(')
0:15- 0:05- 0:10- 0:05-
50/50 3:00
0:35 0:15 0:20 0:10
0:20- 0:20- 0:20- 0: 1 0- CAUTION: No
below below 100/0 12:00
1:20 0:40 0:45(5) 0:25(5) Holdover
-3 27
0:25- 0:15- 0: 15- 0:10- Time Guidelines
to -14 to 07 75/25 5:00
0:50 0:35 0:30(5) 0:20(5) Exist
below below
0:15- 0:15-
-14 to 7 100/0 8:00
0:20 0:30
-25 to- 13
Type IV fluid may be used below -25°C (-13°F) provided the
below below freezing point of the fluid is at least 7°C (13°F) below the OAT
100/0
-25 -13 and the aerodynamic acceptance criteria are met. Consider use
of type I fluid when type IV fluid cannot be used, [see Table].

1) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times
2) If positive identification of "freezing Drizzle" is not possible, use "Light
Freezing Rain" holdover times
3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy
freezing rain and hail
4) No holdover time guidelines exist for this condition for O°C (32°F) and below
5) No holdover time guidelines exist for this condition below -10°C (14 OF).
CAUTION: The time of protection will be shortened in heavy weather
conditions. Heavy precipitation rates or high moisture content, high wind
velocity or jet blast may reduce holdover time below the lowest time stated in
the range. Holdover time may also be reduced when the aircraft skin temperature
is lower than the OAT. Therefore, the indicated times should be used only in
conjunction with a pre-takeoff check.

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De-icing / anti-icing fluids used during ground de-icing are not intended for -and
do not provide -protection during flight.

PILOT TECHNIQUES
The purpose of this section is to deal with the issue of ground de-icing/anti-icing from
the pilot's point of view. The topic is covered in the order it appears on cockpit
checklists and is followed through, step by step, from flight preparation to takeoff.
The focus is on the main points of decision-making, flight procedures and pilot
techniques.

RECEIVING AIRCRAFT
When arriving at the aircraft, local advice from ground maintenance staff may be
considered because they may be more familiar with local weather conditions. If there
is nobody available or if there is any doubt about their knowledge concerning de-
icing/anti-icing aspects, pilots have to determine the need for de-icing/anti-icing by
themselves.
Checks for the need to de-ice/anti-ice are presented in section 8.2.4.3.3 and the
methods in section 8.2.4.3.5.
If the prevailing weather conditions call for protection during taxi, pilots should try to
determine «off block time» to be in a position to get sufficient anti-icing protection
regarding holdover time.
This message should be passed to the de-icing/anti-icing units, the ground
maintenance, the boarding staff, dispatch office and all other units involved.

COCKPIT PREPARATION
Before treatment, avoid pressurizing or testing flight control systems.
Try to make sure that all flight support services are completed prior to treatment to
avoid any delay between treatment and start of taxiing.
During treatment observe that:
 Engines are shut down or at idle
 APU may be used for electrical supply, bleed air OFF air conditioning should be OFF
 All external lights of treated areas must be OFF.
Consider whether communication and information with the ground staff is/has been
adequate.
A specific item included in the normal cockpit preparation procedures is
recommended.
The minimum requirement is to receive the anti-icing code in order to figure out the
available protection time from the holdover timetable.
Do not consider the information given in the holdover timetables as
precise. There are several parameters influencing holdover time.
The time frames given in the holdover timetables consider the very different weather

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situations world-wide. The view of the weather is rather subjective; experience has
shown that a certain snowfall can be judged as light, medium or heavy by different
people. If in doubt, a pre-takeoff check should be considered.
As soon as the treatment of the aircraft is completed, proceed to engine starting.
Regarding responsibility and decision see section 8.2.4.3.4.

TAXIING
During taxiing, the flight crew should observe the intensity of precipitation and keep
an eye on the aircraft surfaces visible from the cockpit. Ice warning systems of
engines and wings or other additional ice warning systems must be considered.
Sufficient distance from the preceding aircraft must be maintained as blowing snow
or jet blasts can degrade the anti-icing protection of the aircraft.
The extension of slats and flaps should be delayed, especially when operating on
slushy areas. However, in this case slat/flap extension should be verified prior to
takeoff.

TAKEOFF
Recommendations given in OM-B of individual aircraft types regarding performance
corrections (effect of engine bleeds) or other procedures applied when operating in
icing conditions should be considered.

GENERAL REMARKS
In special situations flight crews must be encouraged not to allow operational or
commercial pressures to influence decisions. The minimum requirements have been
presented here, as well as the various precautions.
If there is any doubt as to whether the wing is contaminated - do not go on.
As in any other business, the key factors to keep procedures efficient and safe are
awareness, understanding and communication.
If there is any doubt or question at all, ground and flight crews must communicate
with each other.

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INTENTIONALLY LEFT BLANK

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TABLE OF CONTENTS

13 CARGO.............................................................................................................. 516
13.1 BASIS OF AIR TRANSPORT ............................................................................ 516
13.2 NATIONAL LAWS ............................................................................................ 516
13.3 THE INTERNATIONAL AIR TRANSPORT ASSOCIATION – IATA ............. 516
13.4 CARGO AND MAIL SECURITY....................................................................... 517
13.4.1 POLICY ............................................................................................................. 517
13.4.2 THIRD PARTY RELATIONSHIP ...................................................................... 517
13.4.3 GENERAL SALES AGENT – GSA .................................................................. 517
13.4.4 GROUND HANDLING AGENTS (GHA) RESPONSIBILITIES ................... 517
13.5 GROUND HANDLING AGENT ........................................................................ 518
13.6 LOCAL PROFICIENCY CHECK ....................................................................... 519
13.7 TRAINING MATRIX ......................................................................................... 519
13.8 NON-IATA AGENTS (OTHER FORWARDING AGENTS).......................... 519
13.9 IATA CARGO AGENTS .................................................................................... 519
13.10 LIABILITY ......................................................................................................... 519
13.11 DURATION OF LIABILITY ............................................................................ 520
13.12 RATES AND CHARGES.................................................................................... 520
13.13 Cargo Acceptance ................................................................................................ 520
13.14 Forms .................................................................................................................. 521
13.14.1 FILING DOCUMENTS..................................................................................... 521
13.15 QUALITY STANDARDS ................................................................................... 521
13.16 AUDIT PROGRAMME ...................................................................................... 522
13.16.1 PURPOSE .......................................................................................................... 522
13.16.2 AUDIT PROGRAMME MANAGEMENT....................................................... 522
13.16.3 AUDIT PROGRAMME PROCESS .................................................................. 522
13.16.4 QUALITY AUDIT REVIEW ............................................................................ 522
13.17 SHIPMENT PREPARATION ............................................................................. 522
13.17 1 INTERNATIONAL SHIPMENTS .................................................................... 522
13.17 .2 DISPOSITION OF SHIPMENT DOCUMENTS.............................................. 523
13.18 AIRWAY BILL ................................................................................................... 523
13.18.1 AIRWAY BILL DISTRIBUTION .................................................................... 524
13.18.2 AIRWAY BILLS OF OTHER CARRIERS ..................................................... 525
13.19 PREPARING FOR DISPATCH .......................................................................... 525
13.19.1 ACCEPTANCE ................................................................................................. 525
13.19.2 SHIPMENT NOT READY FOR CARRIAGE ................................................. 525
13.19.3 PACKING REQUIREMENTS.......................................................................... 525
13.20 SPECIAL CARGO .............................................................................................. 526
13.21 Cargo Manifest .................................................................................................... 526
13.22 UNIT LOADING DEVICES (ULD).................................................................... 526
13.23 Cargo Loading Procedure .................................................................................... 526
13.24 Aircraft loading ................................................................................................... 526

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13 CARGO
ORGANIZATION AND RESPONSIBILITIES
Director of Ground Operations is responsible with the Director of Sales to
define and develop long term cargo business growth in line with MIDEX
AIRLINES overall business objective.

For Ground Operations Organization and Job Responsibilities please refer to


Section 1 of this Ground Operations Manual.

13.1 BASIS OF AIR TRANSPORT

The International Civil Aviation Organization – ICAO


One of ICAO's primary activities is standardization and establishment of
international standards, recommended practices and procedures. Currently,
188 countries are listed as Contracting States. After an International Standard
is adopted, it is put into effect by each ICAO Contracting State in its own
territories such as:

i) To ensure safety of flight in international air navigation;

ii) To provide safe, regular, efficient and economical air transport;

iii) To ensure that the rights of contracting states are fully respected and that
every contracting state has a fair opportunity to operate international airlines.

13.2 NATIONAL LAWS


In cases where the Warsaw Convention has no bearing e.g.:

a) For all domestic carriage within the territory of one single country even
though the government of that country is a party to the Warsaw Convention,
provided however, that there is no stopping place (transshipment) in another
country;

b) For all international carriage, originating or terminating in countries whose


governments have not ratified the Warsaw Convention.

c) For all legal matters not (or insufficiently) regulated in the Warsaw
Convention.

13.3 THE INTERNATIONAL AIR TRANSPORT ASSOCIATION – IATA


The International Air Transport Association (IATA) is an organization of
international and domestic airlines who are party to the rules and regulations
relating to;

i) Safe, regular and economical air transportation;

ii) coordinated fares and cargo rates;


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iii) Operation, traffic, technical, financial, medical, legal and handling


procedures;

iv) Cooperation with ICAO and other international organizations;

v) Conditions of contract (IATA) Resolution 600b II).

CONDITIONS OF CONTRACT
The conditions of contract on the reverse side of the Air Waybill are
introduced, interpret and supplement the existing and binding rules and
regulations stipulated by the Warsaw Protocol and/or national laws.

13.4 CARGO AND MAIL SECURITY

13.4.1 POLICY
Cargo and Mail consignments transported by air on the services of midex
airlines are subject to the rules and standards issued by MIDEX AIRLINES
Security Department which may be more restrictive than those of other
carriers and/local authorities.

These rules are mainly based on Regulations issued by the United Arab
Emirate NASP, United Arab Emirates General Civil Aviation Authority,
International Civil Aviation Organization (ICAO), International Air Transport
Association (IATA), and Convention on International Trade in Endangered
Species of Wild Fauna and Flora (CITES) and the Office International des
Epizooties (OIE).

13.4.2 THIRD PARTY RELATIONSHIP


IATA Cargo Agency resolutions 801, 801a, 803, 805, 807, 809 and 813
contain the regulations governing carrier and cargo agency.

13.4.3 GENERAL SALES AGENT – GSA


General Sales Agents are agencies appointed to represent MIDEX AIRLINES
Cargo operations in certain geographic areas to promote the cargo product
sales, and to perform cargo booking and accounting functions.

The GSA shall ensure that it has sufficient competent personnel (at each office
location) to fulfill its obligations under The GSA Agreement, including
minimum 2 staff trained and certified as per IATA Dangerous Good
Regulations, category 6, and IATA Live Animal Regulations.

13.4.4 GROUND HANDLING AGENTS (GHA) RESPONSIBILITIES


The following are the responsibilities of MIDEX AIRLINES contracted
General Cargo Handling Agents (GHA): Compliance with legal, regulatory
and customs regulations;
 Compliance with air cargo security requirements;
 Accept cargo on behalf of MIDEX AIRLINES in conformity with national,
international, IATA Regulations, TACT Rules and MIDEX cargo handling
procedures.
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 Ensure that all weighing scales used for the determination of cargo/mail and
ULD weights are calibrated at least once every 12 months or as required by
local regulations. Such calibration records shall be kept, and are available for
review by local authorities. (MIDEX reserves the right to audit the calibration
records with prior notification).”

 Ensure storage and cargo facilities appropriate to DGR, RRY and other special
cargo such as e.g. HUM, AVI, PER, VAL and Fragile cargo in accordance
with rules and regulations or as specified in IATA Regulations.

 Notification of ULD and bulk load cargo weights to load control/dispatch.
 Pre-Alert Message on flight departure no later than ATD +30 min. of any
special load (e.g. DG, MUW, SWP, PER, AVI, WET, BIG, OHG, VUL, VAL
etc.)

 Freight documentation (AWB, Cargo Manifest, DGD, NOTOC etc.)
 Identification and labeling of all shipments, including re-labeling when
detached, lost or illegible. This requirement does not apply to dangerous goods
shipments at time of acceptance.

 ULD build-up and contour
 Determination and documentation of actual cargo, ULD weights
 Meeting flight close-out times

 Notification of actual cargo weights (Net and gross) and advice of any special
load to relevant load control departments

 Completion and attachment of container/pallets tags

 Dispatch of all necessary of relevant load control and special load messages
 Irregularity handling of all cargo and mail shipments

 Training and qualifications of cargo acceptance, dangerous goods acceptance
and handling personnel:

Prior to commencing operational duties, the appointed GHA agrees to train all
relevant personnel on MIDEX AIRLINES specific processes and procedures
and Regulatory requirements, to include any requisite issues due to the
development of the product and services. This may also require recurrent
training. The GHA agrees to maintain training records and accepts that
MIDEX AIRLINES may audit these records by prior appointment.

 Ensure sufficient notices prominently displayed at cargo acceptance points,


giving information about the transport of dangerous goods.

13.5 GROUND HANDLING AGENT
The Management of the Ground Handling Agent are responsible to make sure
that cargo operations is performed to MIDEX policy and procedures as laid

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down according to the SLA (Service Level Agreement). SLA’s shall be


reviewed by the MIDEX AIRLINES Manager Ground Operations for
compliance and conformity with MIDEX operating practices.

13.6 LOCAL PROFICIENCY CHECK


The Local Proficiency Checks (LPCs) are part of the MIDEX AIRLINES
quality control and oversight program. All LPCs shall be completed every
month by the Station Manager or delegate. All corrective actions shall be
actioned within a maximum period of 30 days. All LPCs and associated
documents shall be kept of file to a period of 12 months. If corrective action
cannot be completed by 30 days MIDEX Quality department shall be
informed.

13.7 TRAINING MATRIX


Refer to Section 2 of this Ground Operations Manual.

13.8 NON-IATA AGENTS (OTHER FORWARDING AGENTS)


Non-IATA freight forwarders perform the same business as IATA Cargo
Agents. These freight forwarders deliver their cargo to the carrier either under
special arrangement or the same conditions as private shippers.

13.9 IATA CARGO AGENTS


An agent approved by IATA and registered in the IATA Cargo Agency List.
This listing enables the agent, upon authorization of the IATA carrier, to
receive shipments, execute Air Waybills and collect charges on the carriers’
behalf.

13.10 LIABILITY

CARRIER LIABILITY
In accordance with the Warsaw Convention, the Hague Protocol, the Montreal
Protocol No. 4, or appropriate National laws, the outline of the carrier’s
liability is as follows:

a) The carrier is only liable for damage to, loss or delay of cargo if caused by
negligence of the carrier or its agents, and provided there has been no
contributory negligence of the shipper, or consignee.

b) The carrier is not liable for damage to, loss or delay of cargo if it is able to
prove that such damage, loss or delay was caused by:

– Compliance with laws, governmental regulations, customs requirements,


customs requirements;

– Negligent pilotage or negligence in handling of aircraft or in navigation;

– Occurrences which the carrier cannot foresee over which it has no control;
and provided that the carrier and its agents are able to prove that they have

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taken all necessary measures to avoid the damage or that they were unable to
do so.

c) When issuing AWBs, covering cargo to be carried by other carriers,


MIDEX AIRLINES does so only as sales agent and cannot be held responsible
for damage to, loss or delay which may occur while the shipment is in the care
of such other carrier.

13.11 DURATION OF LIABILITY


MIDEX AIRLINES liability extends over that period only during which
shipments are in the physical possession of EY or its handling agents.

13.12 RATES AND CHARGES


International air cargo rates shall apply to the actual weight or volume for
transportation on airport-to-airport basis only.

For all other applicable rates and charges contact:

Director of Sales
MIDEX AIRLINES
P.O. Box 9636
Dubai
U.A.E

Tel : +971 4 2146808


Fax : +971 4 2146809
E-Mail : salim.kp@midexairlines.ae

13.13 CARGO ACCEPTANCE

CONSIGNMENTS ARE ACCEPTED FOR CARRIAGE:


A. Through IATA Cargo Agents. In such cases the consignment shall be ready
for carriage in accordance with TACT RULES (2.3.2 and 2.3.3), or
B. Directly from shippers. In which case they shall be prepared for carriage in
accordance with TACT RULES (2.3.1, 2.3.2 and 2.3.3).
C. MIDEX AIRLINES procedures hereafter, provided there is no embargo and
subject to MIDEX AIRLINES security procedures and.
D. TACT Rules Section 7.7.1 ― 7.3.2.
E. for Interline Cargo includes acceptance of other concurring parties Air
Waybill and adherence to the cargo handling procedures set forth in the
applicable IATA Resolutions.
Refer TACT Rules 8.1.1.

CARGO ACCEPTANCE AND HANDLING OTHER THAN


DANGEROUS GOODS
Appointed Ground Handling Agents (GHA) accepting and handling cargo,
mail or Company Materials (COMAT) other than dangerous goods, including

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loading such items into ULD and/or aircraft must receive initial and recurrent
dangerous goods training in accordance with IATA DGR Category 7 and 8.

DANGEROUS GOODS ACCEPTANCE


Refer Section 8 of this Ground Operations Manual.

13.14 FORMS

13.14.1 FILING DOCUMENTS


Documents including manifests and Air Waybills used by cargo offices must
be filed in such a way as to ensure quick reference.

Unless a longer period is prescribed or required by local laws where the cargo
is accepted, at least one copy of each document must be kept on file for the
following minimum periods as below.

— AWB copy No. 9 for stations of departure: 3 years.


— AWB copy No. 4 delivery receipt (or local delivery receipt): 3 years
— Air Cargo manifest (import and export): 3 years
— Air Cargo Transfer Manifest (TFM): 3 years
— Cargo Charges Correction Advice: (CCA): 3 years.
— Cargo Damage report (CDR): 3 years.
— Shipper’s Declaration for Dangerous Goods (DGD) with acceptance
checklist: 3 years.
— Shipper’s Letter of Instruction (SLI): 3 years
— Shipper’s Certification for Live Animals: 3 years.
— Route plan for live animals’ shipments to, via and from the EU: 3 years
— Tracing; All documents pertaining to cargo and mail tracing must be filed
for 3 years (Min). (Refer Warsaw Convention, Chapter III, Article 29.)
— Other company documents, forms and messages in connection with flight:
3 years.
— As required by local country requirements 3 years.
— Incident/Occurrence Report Forms 3 years
— ULD Serviceability Check List: 1 year.
— Notification to Captain (NOTOC): 3 years

13.15 QUALITY STANDARDS


MIDEX AIRLINES Quality Standards Concept is a method that ensures a
general approach in quality and safety matters. The aim is firstly, to guarantee
safety as well as a consistent level of quality and reliability to our customers
through:

• Operating procedures that meet international quality standards;


• Effective internal and external communications;
• Effective implementation.

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13.16 AUDIT PROGRAMME

13.16.1 PURPOSE
The MIDEX Audit Programme is a documented system to audit external
service providers, in order to ensure compliance with all MIDEX AIRLINES
and Regulatory requirements is met, Identification and the elimination of the
causes of noncompliance. Monitoring, measuring and analyzing the
management and control processes to ensure service providers are producing
the desired outcomes and continual improvement.

13.16.2 AUDIT PROGRAMME MANAGEMENT


MIDEX is committed to monitoring compliance with CAR-OPS 1, and any
additional standards specified by MIDEX AIRLINES or the GCAA.
Accordingly, a detailed description of the Quality Assurance programme is
included within a separate Quality Manual (as referred to in AMC OPS 1.035).

13.16.3 AUDIT PROGRAMME PROCESS


The external audit programme shall include processes for identification and
elimination of the causes of nonconformities identified within the service
provider management and control system as detailed below;

1. Ensure the operator complies to regulatory and internal requirements


2. Satisfy stated operational needs
3. Produce desired operational safety, security and quality outcomes
4. Identify hazards, undesirable conditions and areas requiring improvement
5. Survey of nonconformities;
6. Determination of the cause (es) of nonconformities;
7. Evaluating action as necessary to ensure no recurrence;
8. Recording and reviewing the effectiveness of corrective action.
9. Determining and implementation of corrective action;

13.16.4 QUALITY AUDIT REVIEW


A comprehensive Audit Review is conducted through business review
meetings and Safety and Quality Review Board meetings as dictated by
MIDEX Quality Assurance Programme.

13.17 SHIPMENT PREPARATION

13.17 1 INTERNATIONAL SHIPMENTS


International shipments must be accompanied, where applicable by;
• Shipper’s documents, i.e., Shipper’s Letter of Instruction (SLI)
• Shipper’s Declaration for Dangerous Goods;
• Shipper’s certification for live Animals duly completed and signed by the
shipper;
• Documents required by customs, health and other authorities, refer TACT
7.3 Import / Transit / Export Regulations.
• Cargo security certificate

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No changes may be made on documents bearing consular, notaries seal or


other official certification. The shipper may request staff to correct or prepare
documents; this service should only be given in exceptional circumstances and
always in writing and countersigned by the shipper. MIDEX accepts no
responsibility as to the correctness of this information.

13.17 .2 DISPOSITION OF SHIPMENT DOCUMENTS


The number and type of documents accompanying the shipment must be
shown in the ‘Handling Information’ box of the Air Waybill. Refer TACT
6.2.1 (21.).

Documents required for transfer and/or import must be attached to the AWB.

Consolidation House Waybills will only be accepted when placed in a suitably


sized envelope attached to the AWB to the AWB covering the entire
consolidation. Envelopes containing consolidated shipment HAWB and
documents must always be marked durably with the AWB number and flight
details.

13.18 AIRWAY BILL


The Air Waybill (AWB) is the primary and most important cargo document
issued by a carrier or its authorized cargo agents. It is therefore essential that
the AWB is legibly prepared in accordance with TACT 6.

The AWB serves the following purposes:

— Proof for receipt of the goods to be shipped;


— Documentary evidence of the conclusion of the contract of carriage;
— Freight bill
— Certificate of insurance, if insurance is requested by the shipper from the
carrier;
— Customs declaration;
— Instruction for carrier’s staff with regard to handling, dispatch and
delivery of shipments;

It is exclusively used for;

— For transportation of individual shipments or;


— ‘Master Air Waybill’ to cover transportation of shipments consolidated by
an IATA-approved Air Cargo Consolidator.

The AWB is said to be ‘issued’ or ‘cut’ when;

It is signed by the shipper, or on his behalf, and;


Counter-signed by the carrier or on their behalf by an authorized agent.

the term ‘not negotiable’ printed on the top of the AWB means that the AWB
is a straight or non-negotiable Bill of Lading and no IATA member will issue

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‘to order’ or negotiable’ AWB’s. Therefore, the words ‘not ‘negotiable’ must
never be crossed out or tampered with.

The Air Waybill number is an integral part of the AWB. It consists of two
parts, the carrier code number and the serial number.

The conditions under which the transportation of the shipment, as specified on


the face of the AWB, is being performed, appear on the reverse side of copies;
– Original copy 3;
– Original copy 1 (for issuing carrier)
– Original copy 2 (for consignee) of the Air Waybills.

All Air Waybill, either EY or Interline shall not be accepted for carriage when
the statement “SAID TO CONTAIN” and/or “STC” is given in the ’Nature
and Quantity of Goods box or any other section of the Air Waybill.

An accurate description of the goods must be declared in accordance with any


accompanying invoice/ packing list, with exception of consolidated shipments.

Air Waybills not in compliance with the above instruction will be subject to
re-screening at SHJ causing delay of minimum 24 hours and screening charges
shall be debited to origin GHA.

13.18.1 AIRWAY BILL DISTRIBUTION


The MG AWB set consists of 3 originals and 8 copies.

Each original or copy shall be referred to by the number shown at the bottom
and be disposed of as follows:

a) No. 3 – Original for Shipper: Shall be signed by the receiving clerk and
given to the shipper. (For AWB’s issued by IATA Cargo Agents, this will be
done at IATA agent). This original copy serves as a receipt of the goods for
transportation and is simultaneously documentary evidence of carrier’s and
shipper’s agreement to the contract of carriage.

b) No 9 – First Carriers

c) No. 1 – Original for Issuing Carrier: This original must be retained by MG


or its agent accepting the shipment from the customer (IATA Cargo Agent or
private shipper) as documentary evidence of carrier’s and shipper’s
agreement to the contract of carriage. It shall then be given to the cargo
accounting office at station of departure.

d) No. 2 – Original for Consignee:

e) No. 4 – Copy – Delivery Receipt

f) No. 5 – Airport of Destination

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g) No. 6 – Copy for Third Carrier

h) No. 7 – Copy for Second Carrier

i) No. 8 – Copy for Agent

j) Copies No. 10, 11, 12 Extra Copies to be used as required.

13.18.2 AIRWAY BILLS OF OTHER CARRIERS


Shipments covered by other carriers AWB approved by MIDEX for
transportation may be carried on MIDEX under the original AWB. Such
AWB’s are nearly always identical with those of MIDEX, including the
Conditions of Contract and Carriage.

13.19 PREPARING FOR DISPATCH

13.19.1 ACCEPTANCE
Cargo will only be accepted for carriage in accordance with TACT Rules
2.3.2. IATA Resolution 833 requires that the shipper or Cargo Agent deliver
the shipment ready for carriage for immediate transport by air. All packages of
each consignment shall be marked and labeled in accordance with IATA
Resolution 600, 606, 607 and where appropriate with the IATA Dangerous
Goods regulations.

13.19.2 SHIPMENT NOT READY FOR CARRIAGE


Cargo delivered ‘not ready for carriage’ according to TACT Rules 2.3.2 will
not be accepted. When the agent does not comply, a charge per consignment
or as agreed locally or the applicable commission, whichever is less, must be
debited to the agent. The AWB should indicate the following: ‘Charge
according to Resolution 810b’.

13.19.3 PACKING REQUIREMENTS


Before a cargo, mail and stores shipment is accepted for carriage, make sure
the packing is safe for transport and can withstand normal handling conditions
and prevent injury or damage to any person, cargo or property. Packing is
dependent on factors such as: type of goods, the number of transfers
(handling) involved, surface transportation etc.

Refer to appropriate section for Dangerous Goods, PER, PES, AVI and other
special cargo etc.

Packing must be of a standard suited to the contents and capable of protecting


the goods from accidental damage which may be caused during normal
handling and transportation conditions. Packaging must be such that its
contents will not damage other cargo, aircraft, handling equipment or injure
personnel. Liquids and gases must be packed so as there is no leakage due to
temperature or pressure variations. These
— Dangerous goods
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— Live animals
— Valuable and vulnerable cargo
— Human remains
— Perishable and WET cargo
— Goods packed in dry ice (Carbon dioxide, solid)

If the packaging or contents are or appear to be damaged, they must not be


accepted and arrangements made for the shipment to be repacked by the
agent/shipper.

13.20 SPECIAL CARGO


Refer to Section 8 of this Ground Operations Manual.

13.21 CARGO MANIFEST


The cargo manifest is based on the ICAO recommendations published in
ANNEX 9.

The cargo manifest is a list of the consignments carried on board an MIDEX


AIRLINES aircraft. The entries are based on the data supplied by the shipper
on the Air Waybill.
Manifests prepared in accordance with the details on the Air Waybill must be
written in English.

All shipments must be manifested by destination according to the point of


unloading, and where required for transfer cargo, the final destination at the
point of unloading to other destinations.

13.22 UNIT LOADING DEVICES (ULD)


Refer to Section 7 of this Ground Operations Manual.

13.23 CARGO LOADING PROCEDURE


Refer to Section 7, 8, 10, 11 of this Ground Operations Manual.

13.24 AIRCRAFT LOADING


Refer to Section 10 and 11 of this Ground Operations Manual.

END OF PART 13

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