Gom As of August 2011
Gom As of August 2011
Gom As of August 2011
(GOM)
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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
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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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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:
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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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
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Manual Holder
Station Manager
Duty Manager
Technical Publication Department
Ground Handling - Companies
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.
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General
When used in this and other manuals of the GOM, the following terms have the
meaning as explained below:
Applicability of Terms
For brevity the pronoun "he" is used throughout the manual and means any person
who is addressed irrespective of gender.
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.
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.
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.
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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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.
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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:
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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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
President
Accountable Manager
Chief Executive Officer
(CEO)
Director of Safety
Director of Security
Director of Training Director of Ground Operations Director of Flight Operations Director of Maintenance
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1.2 RESPONSIBILITIES
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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.
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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
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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.
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.
DOC REF: MIX/OPS/GOM/00
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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.
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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.
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MIDEX GROUND OPERATIONS MANUAL Page :38
AIRLINES ORGANIZATION AND QUALITY SYSTEM Revision :00
Date : 01 Apr 2011
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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AIRLINES ORGANIZATION AND QUALITY SYSTEM Revision :00
Date : 01 Apr 2011
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Date : 01 Apr 2011
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Date : 01 Apr 2011
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AIRLINES ORGANIZATION AND QUALITY SYSTEM Revision :00
Date : 01 Apr 2011
1.7 DOCUMENTATION
Station Documentation
The following documents and details are required on station which will be
checked for future internal / external audits.
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.
i) Readings file containing any local operational updates and a log book duly
signed by staff to be maintained.
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.
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)
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MIDEX GROUND OPERATIONS MANUAL Page :45
AIRLINES TRAINING Revision :00
Date : 01 Apr 2011
TABLE OF CONTENTS
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MIDEX GROUND OPERATIONS MANUAL Page :46
AIRLINES TRAINING Revision :00
Date : 01 Apr 2011
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
I – Initial /
R1 – Every 12 Months
R2 – Every 24 Months
Cat 6 – Category 6 /
Cat 10 – Category 10
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.
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AIRLINES TRAINING Revision :00
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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.
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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MIDEX GROUND OPERATIONS MANUAL Page :48
AIRLINES TRAINING Revision :00
Date : 01 Apr 2011
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
TABLE OF CONTENTS
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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.
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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.
FUEL BURN INCREASE/DECREASE PER 1000 KGS TAKEOFF WEIGHT 0018 KGS
-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT
IN . . . . ON . . . . TAKEOFF . . . .
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MEL-CDL
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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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
--------------------------------------------------------------------
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.... .... .... ../..
--------------------------------------------------------------------
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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Date : 01 Apr 2011
REMARKS: ............................................................
....................................................................
....................................................................
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MIDEX GROUND OPERATIONS MANUAL Page :55
AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
N25198 E055310
ALTN DXB/OMDB Alternate station IATA code/ICAO code + Airport name
DUBAI INTL
+ coordinates
N25150 E055216
FUEL BURN INCREASE/DECREASE PER 1000 KGS TAKEOFF WEIGHT 0018 KGS
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
-N0421F220 DCT MIBSI T508 DAPOK T507 TAPRA M762 BUBIN DCT
IN . . . . ON . . . . TAKEOFF . . . .
MEL-CDL
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)
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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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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
-E/0144 P/9 R/V S/MDJ J/LF D/2 12 C YELLOW
A/WHITE
C/PETER LYNCH M235)
REMARKS:............................................................
....................................................................
....................................................................
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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Date : 01 Apr 2011
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Date : 01 Apr 2011
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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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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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
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AIRLINES GENERAL OPERATIONS Revision :00
Date : 01 Apr 2011
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Date : 01 Apr 2011
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Date : 01 Apr 2011
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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.
3.6.2 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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Part :4
MIDEX GROUND OPERATIONS MANUAL Page :69
AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
TABLE OF CONTENTS
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MIDEX GROUND OPERATIONS MANUAL Page :70
AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
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
Pallet Allocation
Cargo Final Figures
Gross weight
Final Destination
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AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
Loading Instruction
Report
(L.I.R)
Aircraft
Trip Fuel
Registration
DOC REF: MIX/OPS/GOM/00
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Date : 01 APR 2011
Cargo FKT
Completed
Load/trim sheet
No LMC's Yes
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AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
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
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AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
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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AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
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:
4.8 TERMINOLOGY
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Date : 01 APR 2011
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
Operating Weight:
The weight obtained by adding the Dry Operating Weight and Take off Fuel.
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AIRLINES LOAD CONTROL Revision :00
Date : 01 APR 2011
Traffic load:
The weight of the payload including cargo loads and ACM
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.
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Date : 01 APR 2011
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.
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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
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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.
DOC REF: MIX/OPS/GOM/00
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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.
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.
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
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.
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.
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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Example: LIR
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1. FLT NBR: Record the flight number from the Flight Plan.
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.
Upon receipt of the deadload, begin planning the aircraft main deck load, taking into
consideration downline convenience and offload priorities.
NOTE
The weights for each pallet includes the weight of the Unit Load Devices (ULD’s)
3. DEST: Record the airport three letter IATA identifier code designating the
airport of arrival.
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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:
NOTE
Lower deck ZONE positions align with main deck
3. DEST: Record the airport three (3/IATA) letter identifier code designating the
airport of arrival.
6. Compartment “L”: Record the weight of all bulk cargo in the compartment.
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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).
DOC REF: MIX/OPS/GOM/00
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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.
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.
- 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.
- 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.
10. RAMP WT: Add taxi fuel to TOGW to produce the RAMP WT and record in
the RAMP WT location.
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.
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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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.
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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.
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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
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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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
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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
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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
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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.
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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.
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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
DOC REF: MIX/OPS/GOM/00
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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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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.
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.
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END OF PART 5
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TABLE OF CONTENTS
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6.1 ARRIVAL
Aircraft Marshalling
See Ramp Safety - Aircraft Marshalling
Aircraft Steps
See Ramp Safety - Aircraft Steps
Cargo Doors
See: Ramp Safety – operating cargo doors
Caution:
Connecting/disconnection of electrical equipment to aircraft during
fuelling/defueling is strictly forbidden
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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.
6.10 LASHING
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.
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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.
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Barrels are difficult to lash because of their round shape and mostly sharp
rims.
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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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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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
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Retract the wheels after the tow-bar has been connected with aircraft and
tow-truck.
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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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END OF PART 6
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TABLE OF CONTENTS
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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.
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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.
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.
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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
DOC REF: OPS/GOM/00
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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;
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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.
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.
PLEASE NOTE:
ULD maximum gross weight must not be exceeded.
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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.
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.
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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.
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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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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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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
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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
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• 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
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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
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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.
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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)
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END OF PART 7
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TABLE OF CONTENTS
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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.
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
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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
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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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.
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
DOC REF: OPS/GOM/00
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flights is wholly or partly within or wholly outside the territory of the United
Arab Emirates.
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:
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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.
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.
DOC REF: OPS/GOM/00
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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.
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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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
Electrical equipment
May contain magnetized materials or mercury in switch gear and electron
tubes or wet batteries
Expeditionary equipment
May contain explosives (flares), flammable liquids (gasoline), flammable gas
(propane, camping gas) or other dangerous goods.
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Frozen embryos
May contain refrigerated liquefied gas, fire extinguishers, engines internal
combustion, batteries, etc.
Fuels
May contain flammable liquids, flammable solids or flammable gases.
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
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 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
Refrigerators
May contain liquefied gases or an ammonia solution
Repair kits
May contain organic peroxides and flammable adhesives, solvent based paints,
resins etc.
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Semen
May be packed with carbon dioxide, solid (dry ice) or refrigerated liquefied
gas
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
Vaccines
May be packed in carbon dioxide, solid (dry ice)
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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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
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.
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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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Incompatibility Chart
Note 1:
Only explosives in Division 1.4, compatibility group S, are permitted to be
transported on passenger aircraft.
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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
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 8 Corrosives
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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.
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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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<
DOC REF: OPS/GOM/00
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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
DOC REF: OPS/GOM/00
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Oxidizer
Division IATA Air IMP Code
5.1 ROX
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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.
DOC REF: OPS/GOM/00
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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
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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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”
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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.
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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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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
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HUMAN REMAINS
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.
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If there is a delay:
Immediately take action to prevent perishing of the load, for example:
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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.
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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
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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.
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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.
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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.
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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.
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Loading of Cars
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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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.
Single items weighing 150 kg and more are considered as heavy items.
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.
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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
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.
8.41 COURIER
Courier Baggage (OBC/UCB)
RESERVED.
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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)
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.
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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
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any accessible surface and the non-fixed contamination are not more than the
values specified in 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
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END OF PART 8
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TABLE OF CONTENTS
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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:
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.
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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.
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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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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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
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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
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Example:
MVT
MG403/02 .A6MDI.SHJ
AA160600/160610
Use the touch-down time and on-block time as given by the Flight Crew
Example 1
MVT
MG402/05 .A6MDG.SHJ
AD250720/0728 EA0810.KBL
DLRAD/0015
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Date :01 APR 2011
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Example 1
MVT
MG300/05.A6MDA.OAI
ED150615
DLRAD/0015
Example 2
MVT
MG300/05.A6MDA.OAI
NI150815
DLRAD/0215
MVT
MG300/05.A6MDA.OAIAUH
AD150615 RR150620
SI TECHNICAL PROBLEM
Example 1
MVT
MG301/05.A6MDA.OAI
FR150630/150645
SI TECHNICAL PROBLEM
DIV
MG302/06.A6MDB.SHJ
EA0700 AMM
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DLADW
SI FOG DAM
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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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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Date :01 APR 2011
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TABLE OF CONTENTS
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Date :01 APR 2011
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Date :01 APR 2011
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Crew+ SUPERNUMERARIES
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FORWARD HOLD
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10.4 INTRODUCTION.
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 Weight:
The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft.
Condition Number:
Used to identify different configurations.
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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.
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 Payload:
Maximum design zero fuel weight minus operational weight.
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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.
Operational Weight:
BOW plus ACM / Supernumeraries.
Operating Index:
The index for the particular aircraft ready to operate with crew, fuel, and payload
and all required equipment.
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.
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.
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.
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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.
NOTE
WLP must never exceed maximum payload.
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2. The primary formula by convention and utilized for all aircraft operated by
MIDEX Airlines is as follows:
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
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.
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).
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.
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.
NOTE 1: The accuracy of all tanks high level sensor cut-off is as follows:
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.
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.
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.
Nose Down -1 0 + 1°
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Wing 00 + 10
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:
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:
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.
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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10.8.1 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:
Manual De-Fuelling
Follow the same procedure as described for manual re-fuelling but set FUEL
CONTROL set to DE-FUEL.
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NOTE: CROSS FEED must be open for transfer from LH to RH or vice versa.
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
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Particular Requirements
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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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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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.
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.
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:
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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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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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.
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.
DOC REF: OPS/GOM/00
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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.
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.
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.
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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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Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.
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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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.
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.
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.
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;
FUEL BURN
Enter planned fuel burn from flight plan.
LANDING FUEL
Landing fuel is the takeoff fuel less burn and is automatically calculated.
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.
In the box marked: Payload Adjustments “ enter the weight increase or decrease.
For each additional jumps eater and/or courier use 108.9 Kgs.
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.
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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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:
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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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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.
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The following is a partial list only. Any other item must be weighed before
loading.
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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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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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.
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125" side lateral. The ULD must ho properly oriented on the loading equipment
prior to aircraft entrance.
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.
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.
DOC REF: OPS/GOM/00
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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.
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Date :01 APR 2011
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Date :01 APR 2011
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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 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.
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.
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.
Am Bm Cm Dm Em Fm Gm
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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.
Loading Procedure
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.
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.
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.
Ac Bc Cc Dc Ec Fc Gc Hc Jc Kc Lc Mc Nc Pc Rc
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Date :01 APR 2011
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Date :01 APR 2011
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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.
Loading Procedure
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
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.
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.
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.
A B C D E F G H J K L M P R
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Loading Limitations
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.
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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1R 2R 3R 4R 5R 6R 7R 8R 9R
1L 2L 3L 4L 5L 6L 7L 8L 9L
1R 2R 3R 4R 5R 6R 7R 8R 9R
10C 11C
1L 2L 3L 4L 5L 6L 7L 8L 9L
1C 2C 3C 4C 5C 6C 7C
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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:
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.
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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.
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.
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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CAUTION 1: Maximum loads for ULD positions require that all latches are
installed and used as intended.
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.
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.
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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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.
Loading of the main deck cargo compartment must be carried out under
consideration of the available cargo compartment cross sections. The ULD
DOC REF: OPS/GOM/00
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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.
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
For loads factors for individual restraining loads refer to the applicable Weight
and Balance Manual section.
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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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:
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.
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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.
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.
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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.
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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:
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
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.
FLOATING 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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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.
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.
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 :
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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.
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:
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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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Date :01 APR 2011
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MIDEX GROUND OPERATION MANUAL Page : 342
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CARGO HANDLING
The main deck cargo compartment is not equipped with any power driven
conveyor system.
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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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MIDEX GROUND OPERATION MANUAL Page : 344
AIRLINES AIRCRAFT TYPE INFORMATION A300-B4 Revision : 00
Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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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
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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MIDEX GROUND OPERATION MANUAL Page : 351
AIRLINES AIRCRAFT TYPE INFORMATION A300-B4 Revision : 00
Date :01 APR 2011
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Date :01 APR 2011
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MIDEX GROUND OPERATION MANUAL Page : 353
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Servicing Points
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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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1) Connect the fill hose of the potable water service vehicle to the POTABLE
WATER FILL AND DRAIN PORT.
2) On the service panel:
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: If there is too much water in the tank or if the tank is overfilled, water
will flow from the TANK OVERFLOW port.
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.
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Lavatory Servicing
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.
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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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
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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11.11 INTRODUCTION
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 Weight:
The weight of the aircraft, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft.
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.
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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.
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 Payload:
Maximum design zero fuel weight minus operational weight.
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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.
Operating Index:
The index for the particular aircraft ready to operate with crew, fuel, and payload
and all required equipment.
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).
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.
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.
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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.
NOTE
WLP must never exceed maximum payload.
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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2. The primary formula by convention and utilized for all aircraft operated by
MIDEX Airlines is as follows:
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).
Centroids are taken from Boeing 747 Weight and Balance Manual, Control
and Loading.
DOC REF: OPS/GOM/00
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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.
FLUID DENSITIES
Fluid densities used for Weight and Balance calculations are as listed below,
unless otherwise specified.
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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
DOC REF: OPS/GOM/00
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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:
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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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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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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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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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”
NOTE
Lower deck ZONE positions align with main deck.
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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
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Calculate the left side LATERIAL IMBALANCE by adding main deck positions
CL (C-left) through SL (S-left)
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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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Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.
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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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.
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.
DOC REF: OPS/GOM/00
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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.
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.
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.
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
OBSTACLE
RUNWAY
BRAKE ENERGY
STRUCT
CLIMB LNDG WT
DOC REF: OPS/GOM/00
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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.
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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.
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.
10. RAMP WT: Add Taxi Fuel to TOGW to produce the RAMP WT and record
in the RAMP WT location.
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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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:
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Original to the Captain for crew use, then put in the trip envelope. Copy to be left
at the Departure Station.
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.
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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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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.
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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.
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.
GENERAL
Linear loads are shown to the nearest tenth for kilograms.
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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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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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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Max weight of typical ULD’s in lower compartment. Do not exceed shell zone
limitations.
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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Date :01 APR 2011
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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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MAIN DECK
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Date :01 APR 2011
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Date :01 APR 2011
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Allow 2 inches each side for pallet edge rail (which includes ring tracks).
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
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.
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).
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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?
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.
Structural capacity:
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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:
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.
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)
To Close Door:
Return the latch handle retained to its full up and secured position. (If installed).
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Exterior Controls
TO OPEN DOOR:
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:
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.
Interior Controls
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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.
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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.
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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.
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
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Restraints guide cargo into, out of, and within compartments, and secure it in
flight. Equipment consists of:
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.
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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DRY
AIRCRAFT REGISTRATION 29PALLET
OPERATING CONFIGURATION
WEIGHT (KG)
A6-MDG 156345
B747-200F A6-MDH 156608 YES
A6-MDI 156327
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.
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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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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
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TURN SYSTEM ON
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NOTE
If the panel is opened, then the cargo system becomes inoperative and the amber
DRIVE SYSTEM DISABLED light illuminates.
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.
5. To prevent falls, keep safety strap installed across open doorway whenever
possible.
11. Check that cargo unit loading equipment is properly aligned with
compartment doorway.
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12. Check to assure that restrictions affecting cargo placement on Pallets are
observed (refer to the Weight and Balance Manual)
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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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).
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.
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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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.
2. Load 96” x 125” (96”high) netted pallet in parking position A1 (1F) (end
lockable).
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.
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
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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.
NOTE
If accessible, rotate the wheel manually until the dog clutch engages. RESET
STEERING ANGLE OF ADJUSTABLE PDU.
1 Squeeze both PDU handle triggers to release lock pins, then rotate PDU to
desired angle as indicated on index plate.
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.
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.
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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.
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.
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.
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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NOTE
During loading, a loadmaster stationed at the master cargo control and a cargo
loader stationed at (20 ft) local controls are required.
NOTE
Steps 1.e and 1.f must be performed simultaneously.
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:
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.
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.
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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LATERAL TRANSFER
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.
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UNLOAD ENABLE
Move pallet to target on left side of ball mat as follows:
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UNLOAD ALIGN
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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.
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.
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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).
Erect end locks on forward pallet edge, engage side locks, and re-engage PDU
to obtain braking action.
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.
Continue loading as in Steps 1.a., 1.h., and 1.i. until positions P28 through P16
are loaded as required.
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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.
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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.
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.
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.
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.
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4. Secure 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.
CARGO HANDLING
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.
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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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.
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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.
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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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.
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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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.
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.
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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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
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
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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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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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.
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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.
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.
The following equation can be used to determine the center of gravity for
additional Positions.
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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.
The following equation can be used to determine the center of gravity for
additional Positions.
Figure shows the allowable positions in the forward compartment for size
code M & N ULDs.
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Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.
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Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.
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.
Figure shows the allowable positions in the forward compartment for size
code M & N ULDs.
Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.
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Figure shows the allowable positions in the forward compartment for size code A
& B ULDs
Assuming a uniformly distributed load for the positions shown the center of
gravity for each individual position shown.
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Figure shows the allowable positions in the forward compartment for size
Code K & L ULDs
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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BULK LOADING
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).
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.
END OF PART 11
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TABLE OF CONTENTS
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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.
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.
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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.
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
DOC REF: OPS/GOM/00
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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.
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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.
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.
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
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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.
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PILOTS DECISION
As the final decision rests with the Commander, his request will supersede the
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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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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.
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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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
DOC REF: OPS/GOM/00
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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
DOC REF: OPS/GOM/00
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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
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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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Two-step Procedure
One-step procedure
OAT
De-icing / anti-icing Second step: Anti-
First step: De- icing
icing (1)
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.
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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
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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Snow/ Rain on
Freezing Light
Snow Cold Other
°C °F Active Frost Freezing Fog Drizzle Freezing
Grains Soaked (3)
(2) Rain
(0) Wing
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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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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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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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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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.
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.
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;
c) For all legal matters not (or insufficiently) regulated in the Warsaw
Convention.
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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.
13.4.1 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).
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.
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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.
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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:
– 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.
Director of Sales
MIDEX AIRLINES
P.O. Box 9636
Dubai
U.A.E
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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.
13.14 FORMS
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.
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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.
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Documents required for transfer and/or import must be attached to the AWB.
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.
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.
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.
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
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Part : 13
MIDEX GROUND OPERATION MANUAL Page : 525
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Date :01 APR 2011
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.
Refer to appropriate section for Dangerous Goods, PER, PES, AVI and other
special cargo etc.
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MIDEX GROUND OPERATION MANUAL Page : 526
AIRLINES CARGO Revision : 00
Date :01 APR 2011
— Live animals
— Valuable and vulnerable cargo
— Human remains
— Perishable and WET cargo
— Goods packed in dry ice (Carbon dioxide, solid)
END OF PART 13
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