operations manual standard operative procedure - Aeroporto di ...

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Operative Procedure
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OPERATIONS MANUAL
Part 1A
STANDARD OPERATIVE PROCEDURE
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Standard Operative Procedure (SOP)
Main table of contents
1 General standards....................................................................................................................7
1.1 - Definitions ....................................................................................................................7
1.1.1 – Acquisition of company operations manuals.......................................................8
1.1.1.1 – Hard copies of operations manuals..................................................................8
1.1.1.2 – Operations manuals in electronic format .........................................................8
2 HANDLING PROCEDURES – Standard Operating Procedures ..........................................9
2.1 – Passenger Assistance Area – Departing Passenger Process ........................................9
2.1.1 – Check-in area .......................................................................................................9
2.1.1.1 – Passenger check-in...........................................................................................9
2.1.1.2 – Revenue passenger check-in..........................................................................13
2.1.1.3 – Industry discount passenger check-in ............................................................13
2.1.1.4 Special assistance check-in...............................................................................14
2.1.1.5 – Passenger boarding and security....................................................................18
2.1.1.6 – Passenger area messaging..............................................................................19
2.1.1.7 – Special passenger area services .....................................................................21
2.1.1.8 – Passenger area irregularities ..........................................................................22
2.1.1.9 – Check-in. Special procedures ........................................................................26
2.1.2 - Arriving Passenger Process ................................................................................27
2.1.2.1 -General ............................................................................................................27
2.1.2.2 – Passenger disembarkation..............................................................................27
2.1.2.3 - Moving Pax who require special assistance. PSM .........................................27
2.1.2.4 – Direct transit passengers (Transit Passengers)...............................................28
2.1.2.5 – Indirect transit passengers (Transfer Passengers)..........................................29
2.1.3 – Baggage service .................................................................................................29
2.1.3.1 -General ............................................................................................................29
2.1.3.2 – Checked baggage ...........................................................................................30
2.1.3.3 – Unchecked baggage .......................................................................................30
2.1.3.4 - Mishandled baggage.......................................................................................30
2.1.3.5 - Transfer baggage ............................................................................................31
2.1.3.6 - Crew baggage .................................................................................................31
2.1.3.7 – DAA baggage (Delivery At Aircraft) ............................................................31
– Aircraft Support Area – Standard Operating Procedures ......................................................33
2.1.4 Procedure in the case of diversions from other airports .......................................33
2.1.5 - Matrix and movement management ...................................................................33
2.1.6 - Data management of the day flight ....................................................................33
2.1.7 – Balancing the day flight.....................................................................................34
2.1.7.1 – Pre-balancing data control (JAA, JAR-OPS Subpart J) ................................34
2.1.7.2 - Loading Instructions (LIS) .............................................................................36
2.1.7.3 - Loadsheet (LDS) ............................................................................................37
2.1.7.4 - Messaging.......................................................................................................38
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– Single Carrier Declaration. Load and print all fiscal data regarding the aircraft
(configuration, maximum weight at take-off), the flight (airport of arrival, transit or
destination) and the load (passengers, baggage, cargo and mail) that is entered in the
airport DCS in order to prepare and print the Single Carrier Declaration and the Airport
log. ....................................................................................................................................39
2.1.7.5 Stand management............................................................................................39
2.1.7.6 Agreement between Aeroporto Di Genova S.p.A. and Enav S.p.A. – C.A.A.V.
Genova, finalised to ensure the orderly movement of aircraft, other vehicles and
personnel on the aircraft parking apron. ...........................................................................39
2.1.8 -– Ramp – Standard Operating Procedures...........................................................39
2.1.8.1 - Aircraft Marshalling (Aircraft Moving) .........................................................39
2.1.8.2 Aircraft parking (Aircraft Stopped) ..................................................................60
2.1.8.3 – Ramp communications to the flight deck ......................................................60
2.1.8.4 – Flight preparation. Messaging and documentation........................................61
2.1.8.5 Crew information..............................................................................................61
2.1.8.6 - Load Control...................................................................................................62
2.1.8.7 Disembarkation control.....................................................................................62
2.1.8.8 – Departing cargo and mail control ..................................................................63
2.1.8.9 Supervision of performed services ...................................................................63
2.1.8.10 Load supervision and control........................................................................64
2.1.8.11 – Passenger embarkation supervision and control........................................65
2.1.8.12 Final loading data coherency checks. Last minute change...........................65
2.1.8.13 – Starting and walkaround inspection operations .........................................66
2.1.8.14 - Marshalling for departing flights................................................................67
2.1.8.15 – Other ramp functions .................................................................................68
2.1.8.16 - De/anti-icing operation coordination..........................................................68
2.1.8.17 - Engine test ..................................................................................................69
2.1.8.18 – Document collection and filing..................................................................69
2.1.8.19 General Aviation...........................................................................................70
2.2 Ramp Area – Apron – Standard Operating Procedures................................................71
2.2.1 Operative safety standards while providing aircraft support ................................71
2.3.1- Flight preparation. Vehicles and equipment...............................................................82
2.2.2 Flight arrival .........................................................................................................82
2.2.2.1 Vehicle and equipment positioning ..................................................................82
2.3.2.2- Chock positioning................................................................................................86
2.3.2.3- Opening and closing the passenger cabin doors..................................................88
2.3.2.4- Opening and closing the cargo doors ..................................................................88
2.3.2.5- Procedure in the case of strong wind...................................................................89
2.2.3 Flight transit and unloading/loading procedures ..................................................90
Passenger and crew disembarkation/embarkation ............................................................90
2.2.3.1 General aircraft unloading rules .......................................................................92
2.2.3.2 General aircraft loading rules ...........................................................................93
2.2.3.3 Preparation for loading bulk cargo ...................................................................96
Loading containerised baggage and cargo........................................................................97
2.2.3.4 Extraordinary loading procedures.....................................................................98
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2.2.3.5 Tipping prevention procedures .........................................................................98
2.2.3.6 Procedures and instructions for loading “special” baggage..............................99
2.2.3.7 Procedures and instructions for loading special cargo....................................102
2.2.3.8 Procedures and instructions for loading dangerous goods - DGR..................107
2.2.3.9 Ramp equipment and vehicles ........................................................................110
2.2.3.10 Toilet draining and supplying service.........................................................113
2.2.3.11 Potable water supply service; .....................................................................113
2.2.3.12 Ballast service .............................................................................................115
2.2.3.13 External cockpit windshield cleaning service.............................................115
2.2.3.14 Aircraft cleaning service.............................................................................115
2.2.4 Flight departure...................................................................................................117
2.2.4.1 Vehicle and equipment removal .....................................................................117
2.2.4.2 Push back & Towing.......................................................................................117
2.2.5 Special procedures ..............................................................................................118
2.2.5.1 De-icing & Anti-icing.....................................................................................118
2.2.5.2 Fuelling with passengers on board..................................................................118
2.2.5.3 Other apron area functions..............................................................................119
2.2.6 Aircraft damage ..................................................................................................120
2.2.6.1 Damage caused by ground equipment ............................................................120
Possible causes of aircraft damage can be:.....................................................................120
2.2.6.2 Damage caused during support operations .....................................................120
2.2.6.3 Damage caused by liquid leakage...................................................................121
2.2.6.4 Damage to aircraft and ground loading equipment.........................................121
2.2.6.5 Aircraft damage caused by FOD – Foreign Object Debris.............................121
2.3 CARGO AREA – STANDARD OPERATIVE PROCEDURES...............................123
2.3.1 Cargo offices and warehouse..............................................................................123
2.3.1.1 Cargo offices and warehouse. General ...........................................................123
2.3.1.2 Cargo warehouse customs requirements.........................................................124
2.3.1.3 Cargo warehouse security requirements .........................................................124
2.3.1.4 Cargo EDP (Electronic Data Processing) System ..........................................124
2.3.1.5 Handling of discrepancies and lost & found cargo.........................................124
2.3.1.6 Handling of damaged cargo............................................................................125
2.3.1.7 Handling of pilfered cargo..............................................................................125
2.3.1.8 Handling of reforwarding cargo .....................................................................125
2.3.1.9 Destruction of damaged cargo ........................................................................126
2.3.1.10 Handling of ULD. Stock storage and control .............................................126
2.3.1.11 General cargo storage requirements............................................................126
2.3.1.12 Storage requirements for special and/or dangerous goods DGR................126
2.3.2 Export Cargo.......................................................................................................129
2.3.2.1 Tasks and responsibilities of the cargo area ...................................................129
2.3.2.2 Checking-in cargo departing on a flight .........................................................130
2.3.2.3 Preparing cargo for loading ............................................................................131
2.3.2.4 Tagging the load units (ULDs) .......................................................................133
2.3.2.5 Return to the warehouse .................................................................................133
2.3.2.6 Transmission of cargo information.................................................................134
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2.3.2.7 Storing and handling dangerous goods...........................................................134
2.3.2.8 Storage and handling of live animals..............................................................139
2.3.2.9 Storing and handling special goods ................................................................141
Customs inspection of departing cargo...........................................................................145
2.4.3-Transfer cargo............................................................................................................146
2.4.4- Import Cargo ............................................................................................................146
2.3.2.10 Tasks and responsibilities of the Cargo Area .............................................146
2.3.2.11 Handling and management of import cargo via ground .............................147
2.3.2.12 Controlling the import cargo with the Air Waybill and cargo manifest.....147
2.3.2.13 Customs inspection of arriving cargo .........................................................148
3 Annex A PROCEDURE IN THE CASE OF DIVERSIONS FROM OTHER AIRPORTS
150
Annex B STAND MANAGEMENT........................................................................................151
4 Annex C ..............................................................................................................................151
5 AGREEMENT BETWEEN AEROPORTO DI GENOVA S.p.A. and ENAV S.p.A.
C.A.A.V. Genova, finalised to ensure the orderly movement of aircraft, other vehicles and
personnel on the aircraft apron. ..................................................................................................151
1. Introduction.........................................................................................................................152
2. DATE OF APPLICATION ................................................................................................152
3. GLOSSARY .......................................................................................................................152
4. AREA OF APPLICATION ................................................................................................153
5. GENERAL INFORMATION.............................................................................................153
6. IDENTIFICATION OF AREAS, PATHS AND REFERENCE POINTS AIP AD 2-21.7155
6.1 Apron and manoeuvring area delimitation ...................................................................155
6.2 Aircraft parking areas (Stands) .....................................................................................155
6.3 Service vehicle road network........................................................................................155
6.4 Aircraft guides on the APRON TAXI-LANES and their characteristics .....................156
6.5 Use of APRON TAXI-LANE “N” ...............................................................................157
6.6 Use of APRON TAXI-LANE “M”...............................................................................157
6.7 Use of APRON TAXI-LANE “P” ................................................................................157
6.8 Using TAXI-WAYS AE, AF, G...................................................................................157
6.9 Entering the apron.........................................................................................................157
6.10 Exiting the apron.........................................................................................................157
7. OPERATIVE PROCEDURES ...........................................................................................158
7.1 Procedure for arriving aircraft ......................................................................................158
7.2 Procedure for departing aircraft....................................................................................159
8. STAND COMPATIBILITY AND PUSH-BACK OPERATIONS....................................160
8.1 Intermediate holding position N1 .................................................................................160
8.2 Intermediate holding position M1 – M2 .......................................................................160
8.3 Intermediate holding position M3.................................................................................160
9. PROCEDURE FOR HELICOPTERS ................................................................................161
9.1 Upon arrival ..................................................................................................................161
9.2 Upon departure .................................................................................................................161
10. ENGINE TEST PROCEDURE ........................................................................................162
11. GYROCOMPASS PROCEDURE....................................................................................162
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Annex D ENGINE TEST .........................................................................................................163
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1 General standards
This “Standard Operative Procedure” manual contains the procedures, standards and rules that
are inherent to the support services that the Aeroporto di Genova S.p.A. (hereafter AGS)
provides for the following airport activities:
(1) Passenger and Baggage Support, subsequently defined Passenger Area;
(2) Documentation and Load Control Support, subsequently defined Ramp Area;
(3) Loading/Unloading Support and Ramp Equipment, subsequently defined Apron Area;
(4) Cargo and Mail Support, subsequently defined Cargo Area
The procedures specified here represent all standard support services that AGS offers to its
customers as well as the standards and regulations that reflect what has been issued and foreseen
by European and national governmental and institutional organisations regarding support and
safety issues.
All operative personnel, each with regard to their own tasks and jobs, are informed of the
procedures and instructions specified in this document.
1.1 - Definitions
The subsequently defined ground support services are provided by AGS according to the rules
and procedures foreseen by current international, European and national regulations, both with
regard to the service levels and standards as well as to worker and aircraft safety.
Ground support services refer to the services provided to the aircraft as well as the crews,
passengers, baggage, cargo and mail transported by the Carrier according to what is specified by
European Directive 96/67/EC.
AGS carries out the above defined support services in compliance with its own procedures and
with the standards contracted and established with the individual Carriers through the drawing
up and approval of:
(1) Standard Ground Handling Agreement;
(a) Annex A – Ground Handling Services
(b) Annex B – Location(s), Agreed Services and Charges;
(2) Local Service Level Agreement
as foreseen by IATA regulations and the individual contracts entered into between AGS and the
Carrier.
Specifically, these documents regulate each standard service and each additional service or
service that is different than what is foreseen by the standard, as foreseen by IATA.
AGS carries out all support services and operations, such as for example loading/unloading
aircraft, controlling the load, issuing documents and loading dangerous goods according to what
has been foreseen and specified by the Carrier’s instructions.
If instructions have not been provided by the Carrier, AGS follows its own service procedures
and standards.
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The documents and printouts used for the above defined support services are those prepared by
AGS, under the condition that they reflect IATA standards or those supplied by the Carrier,
under the condition that they receive AGS approval.
1.1.1 – Acquisition of company operations manuals
AGS acquires, keeps and updates the operations manuals for the air carriers it supports based on
the stipulated contracts.
The Operation Manuals or other technical-operational manuals supplied by the Carrier (ex.
Ground Operation Manual and/or Aircraft Handling Manual) are requested in the Carrier
support contract, who is obliged to provide AGS with this documentation and with all updates,
modifications or changes made to the Operation Manuals themselves.
The Carrier operations manuals, as well as all subsequent updates and/or modifications, shall be
sent, or in any case provided to AGS, who will then distribute them internally.
AGS shall acquire, keep, update and distribute all operations manuals for each individual Carrier
according to the methods described below:
1.1.1.1 – Hard copies of operations manuals
Operations manuals and the relative updates acquired by the Carrier in a hard copy form must be
sent to the Operations Department Support Office, which will distribute them to the various
Operations Managers (Passengers-Ramp-Cargo-CSS) who, according to their areas of
responsibility, shall use them for information/distribution purposes and keep the manuals
available for consultation by all staff members.
1.1.1.2 – Operations manuals in electronic format
Operations manuals and the relative updates acquired by the Carrier in an electronic form
(CD/ROM disk), sent via e-mail or available on the Carrier’s website (with restricted access)
must be sent to the Operations Department Support Office, which will distribute them to the
various Operations Managers (Passengers-Ramp-Cargo-CSS) who, according to their areas of
responsibility, shall use them for information/distribution purposes and keep the manuals
available for consultation by all staff members.
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2 HANDLING PROCEDURES – Standard Operating Procedures
2.1 – Passenger Assistance Area – Departing Passenger Process
(a) General
The purpose of the Passenger Assistance Area process is to provide assistance to passengers
from the moment they arrive at the airport until boarding.
The operating procedures foreseen for the Check-in Area process are:
(1) Departing Passenger Process
(2) Arriving Passenger Process
(3) Lost Baggage Support Process (Lost & Found)
The support services and procedures described here that are carried out by AGS within the scope
of the Passenger Assistance Area pertinent to Passenger and Baggage Support upon arrival, in
transit and upon departure at the airport are carried out according to what is foreseen in the
Manuale di Aeroporto Genova C. Colombo (Genova C. Colombo Airport Manual) and
Regolamento di Scalo (Airport Regulations) to which reference is constantly made.
2.1.1 – Check-in area
Passengers arrive at the airport on their own, enter the terminal and go to the check-in counter in
order to receive a boarding card and to hand-over their baggage.
Afterward, they go toward the security control area where their unchecked bags go through the
X-ray control and then proceed toward the foreseen gate, following the signs.
They wait for the departure announcement for their flight and upon boarding, hand-over their
boarding cards with an ID and then cross a bridge or use a bus in order to board the aircraft.
2.1.1.1 – Passenger check-in
(a)
General
Passenger check-in consists in carrying out all the procedures foreseen by the Carriers,
regulations related to IATA and ICAO civil air transport with regard to flight safety, in order to
provide passengers with a boarding card.
A passenger with an airline ticket may or may not be reserved and may or may not have baggage.
(b)
Reserved Passenger List (PNL – Passenger Name List)
The reserved passenger list consists in a list of passengers who regularly reserved their flights
using specific computer systems and makes the names available to the Check-in Attendants in
order to carry out the check-in operations.
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The attendant selects the passenger from the list displayed on his terminal and carries out the
check-in operations, entering all the necessary information.
( c ) Check-in time limits
Check-in starts two hours prior to the flight’s scheduled departure and continues until the time
limit foreseen by the Company, which in general is:
- 25 minutes for domestic flights
- 40 minutes for international flights
prior to the flight’s scheduled departure unless expressly specified otherwise by the Carrier.
Departing passengers, with or without reservation, who have a normal ticket must go to the
check-in counter early in order to carry out all check-in operations within the aforesaid amount
of time in order to not lose the right to take the flight.
(d)
General passenger check-in rules
According to the regular foreseen operations, a passenger who has an airline ticket goes to the
check-in counter, where the Check-in Attendant carries out the following operations:
1. welcoming the passenger, checking that the passenger’s name is on the reserved
passenger’s list as an originating passenger or one in transit from another airport;
2. checking that the ticket and the passenger’s name are correct;
3. checking the ID, making a visual check of the passenger’s identity to ensure that the
passenger is truly the holder of the ticket;
4. checking passport validity and the need for a visa by entering the required information
into the computer. In the case of doubt about the authenticity of the passport, he shall
contact the on-duty Coordinator, and if he cannot be reached, the CSS;
5. checking that the passenger, due to his conditions or characteristics, is not included in a
passenger category that requires assistance and the assignment of a special seat;
6. verifying, according to his duties and responsibilities, that the passenger is not
transporting any item or substance, either in the checked or unchecked baggage, that is
on the list of items or substances that cannot be taken on board the aircraft (JAA, IEM
OPS 1.1160 B5 – JAA, AMC OPS 1.1215 B – IATA AHM170);
7. asking the security questions as required;
8. accepting the passenger’s baggage and entering the weight into the DCS as required by
the Carrier, printing out the tag, tagging the baggage and providing the passenger with
a baggage ticket (tag number);
9. for passengers who have connecting flights, placing the transit tag required by the
airline, whereas for passengers with connecting flights in club class, placing the
priority tag;
10. printing and providing the passenger with the boarding card or cards, if the passenger
has also been checked-in for connecting flights (through check- in);
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11. for passengers with privileged conditions, that is those considered frequent fliers or
CFA or with another airline commercial code, always entering the code in the DCS
during the check-in operation.
( e ) Official document check
According to a Ministry of the Interior circular, all departing passengers must show a valid ID
when checking in.
The Check-in Attendant checks the ID, even if the passenger has a domestic flight.
The purpose is to identify the passenger, by mean of a visual check in comparison to the photo
on the document, and if he or she is actually the holder of the ticket.
The same check is made upon boarding.
( f ) Passenger check-in/seat assignment
Once the document has been checked, the Check-in Attendant can continue entering the
information required to check-in the passenger and assign the seat he prefers, taking operative
requirements into account. The Check-in Attendant should not seat families with children or
elderly individuals near the emergency exits. In addition, the Attendant must pay particular
attention to those who require special assistance (PRM).
( g ) Boarding card emission
Once the check-in procedure has been completed, the Attendant prints out the boarding card and
gives it to the passenger, indicating the assigned seat, the gate number and the boarding time.
Without it, the passenger cannot board.
The boarding card (different for web check-in) is a card that bears the passenger’s first and last
name, the route, the airline code, the flight number, the date, the check-in sequence, the
signature of the Attendant who carried out the transaction, the seat number, the boarding time
and the boarding gate.
(h)
Checking-in passengers with connecting flights (through check-in)
Passengers who have a reserved connecting flight will be given a second boarding card.
Therefore, the check-in Attendant assigns a seat on two flights. The baggage is tagged to the
final destination by placing the transit tag where required. The passport and any required visas
are checked and the passport data is entered when mandatory.
The Attendant pays attention to baggage tagging because baggage does not go to the final
destination in all non-European countries.
( i ) Checking-in standby passengers
When a flight is full and a passenger arrives at the airport without a reservation, he may be
placed on the standby list. He is given a temporary standby boarding card.
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A standby tag is placed on the baggage. When the UCV system closes the flight, the standby list
is activated and passengers with an SB status (stand by) are automatically changed to a KS
status (ok stand by).
The Attendant in charge of checking in the standby list with the required input prints the new
boarding cards and calls the passengers in the order or priority, providing them with the new
boarding cards. In some cases, a manual standby passenger list is created that is managed in
DCS.
( l ) Passenger check-in on jump-seats or cargo aircraft
This type of passenger is only checked in with the authorisation of the Captain/Carrier. In
general, these are off-duty crew members who are going from their place of residence to their
airline’s base, or passengers who are accompanying cargo on all-cargo flights for reasons of
safety such as a groom in the case of transporting horses or other live animals. In this case the
accompanying passenger is identified as cat (Cargo Attendant).
( m ) Passenger check-in in Tele Check-in mode
For some Carriers that operate at the airport (ex. Alitalia, Air One), a Tele Check-in service is
offered that departing passengers with only unchecked bags can use to check-in by phone by
calling the airline’s dedicated number.
Once they arrive at the airport, the passengers go to the dedicated airline counter to collect their
boarding cards within the time period foreseen by the Carrier (see point C).
( n ) Passenger check-in in Self Check-in mode
For some Carriers that operate at the airport (ex. Alitalia, Air One), a Self Check-in service is
offered that departing passengers with only unchecked bags can use to carry out the check-in
operations on their own using the self check-in machines located in the departure hall.
( o ) Passenger check-in in Web Check-in mode
Some Carriers that operate at the airport (ex. British Airways, Alitalia, Air One, Ryanair)
provide a Web check-in service that permits passengers with only unchecked bags to carry out
the check-in operations on their own on-line.
The document printed via internet that confirms check-in (in a specific format) permits the
passenger to go directly to the flight’s boarding gate, after having crossed the security checks,
without additional formalities.
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2.1.1.2 – Revenue passenger check-in
(a) General
All passengers that hold a regularly purchased ticket are considered revenue passengers, or
paying passengers.
(b) VIP passengers
VIP passengers are Very Important Passengers. They are coded in this manner because they are
passengers who travel frequently and are of considerable economical, commercial and political
importance and who should receive specific attention. In all airports, they have the right to
access the VIP lounges, a dedicated check-in counter and have standby list priority. On some
flights, they have boarding priority and at the airport of destination they have baggage delivery
precedence. They have the right to select a seat in the first rows in the aircraft (where possible)
and to have pre-assigned seats. The attendant will place the priority tag on the baggage to be
sent, entering the VIP code. If the flight is cancelled, these are the first passengers that the
airline will accommodate and help. In the case of overbooking, these are among the last
passengers to be removed from the flight.
(c ) Group passengers
These are passengers who are part of an organised trip and arrive at the airport with an
individual ticket. Check-in is done individually in order to complete the document control
formalities and to provide the personal baggage tickets.
(d ) Charter flight passengers
These are passengers who purchased a package that includes air travel, hotel etc.
They are normally accompanied by a tour operator who chartered the flight and who has a
master ticket that is presented upon check-in for the required formalities.
2.1.1.3 – Industry discount passenger check-in
(a) General
These are passengers that are employees of airlines or travel agencies who requested the Carrier
for a discounted ticket, which varies from airline to airline.
(b) Check-in priority
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In the case of a full flight, passengers with an Industry Discount ticket will be placed on the
standby list. They are classified based on the level of discount that was given and the service
seniority of the employee, which the check-in attendant will enter with an ID code.
(c ) CMG – Crew Must Go
These are crew members who must be boarded due to service reasons. They may not be
removed from the flight in any case as when the flight arrives, they must report to service for
another leg. They are normally reserved and regularly checked in by the person in charge, who
enters the relevant information in the DCS.
( d ) CFS – Off-Duty Crew
Crew members who are travelling without a reservation and in the case of a full flight are placed
on the standby list. They are placed last on the boarding list. If necessary or if the flight Captain
permits it, they may also travel on a jump seat.
2.1.1.4 Special assistance check-in
(a)
General
These are particular check-in and on board seat assignment procedures for those passengers who
could be an impediment to an aircraft evacuation in the case of an emergency (IATA AHM 176
– 176A - JAA – JAR-OPS 1.260 – JAA – IEM OPS 1.280).
Each Carrier may indicate and request special procedures for different types of aircraft. These
procedures are contained in the Carrier’s operations manuals. When checking in the passenger,
the Check-in Attendant follows the special general procedures required by IATA and the special
procedures required by the individual airlines.
Special check-in and seat assignment procedures are required for special passenger categories
such as:
(1) PRM passengers (Passenger with Reduced Mobility). This category includes any
individual whose mobility is reduced for the purpose of transport due to any physical
disability (sensorial or movement related, either permanent or temporary),
individuals whose weight could impede them from moving quickly, those who have
mental disabilities or handicaps, or individuals with any other disability, or due to
age, whose condition requires adequate attention and an adaptation of the service
provided to all passengers in order to meet the specific needs of the individual;
(2) child passengers, who are travelling accompanied or unaccompanied;
(3) passengers who are deported or in custody;
(4) adult passengers with infants.
Passengers that are included in the above definitions cannot occupy seats where their presence
on board could:
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(1) prevent the passage of on-duty crew when carrying out their tasks;
(2) block or obstruct access to aircraft emergency equipment or emergency exits;
(3) impede aircraft evacuation in the case of an emergency.
The Captain is always informed when passengers are on board the flight who require special
assistance as defined in this paragraph.
(b)
INAD – Inadmissible - DEPA – Accompanied Deportee (Deportee)
Each Carrier establishes strict procedures for transporting passengers considered inadmissible
(INAD), deported (DEPO) or people in the custody of the police in order to guarantee the safety
of the aircraft and its occupants.
The Captain is always informed when these passengers are on board the flight.
The check-in attendant informs UCV (flight control office) of the presence of the passenger and
any escort on board the aircraft, generally keeping the boarding cards at check-in and informing
the boarding attendant. In particular, in the case of INAD, check-in prepares the boarding cards
and keeps them as the “rejected” person is accompanied on board by the State Police and
boarded separately. In the case of DEPA/O, who travels escorted by an agent, the attendant
follows the procedure required by the Carrier and/or the AGS “transferred passenger” procedure.
The boarding cards are kept by CSS or the Carrier when present, who maintains contact with the
chief escort. UCV is informed of the escort and prepares for pre-boarding.
IATA AHM 120 – JAA, JAR-OPS 1.265)
(c)
PRM – Passengers with Reduced Mobility
The Captain is always informed when these passengers are on board the flight.
In these cases, these passengers may require wheelchairs, and are classified according to their
disability as follows:
1. WCHR (Wheelchair R – Ramp) A passenger who is able to go up and down the aircraft
stairs, but requires a wheelchair to travel the distance between the check-in area and the
aircraft;
2. WCHS (Wheelchair S – Steps) A passenger who is not able to go up and down the
aircraft steps and requires a wheelchair to travel the distance between the check-in area
and the aircraft and special equipment to board the aircraft itself, but does not require
any special assistance once on board the aircraft;
3. WCHC (Wheelchair C – Cabin seat) A passenger who is completely immobile and
requires a wheelchair, equipment for boarding the aircraft and to be accompanied on
board the aircraft
4. WCHP (Wheel Chair P –Personal autonomy) A passenger with a lower limb disability
who requires assistance at the terminal, while boarding and getting off the aircraft, and
when taking a seat on board, but who is able to move independently on board using a
wheelchair;
5. BLIND A blind or partially-sighted passenger who may use a guide dog;
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6. DEAF A deaf or partially-deaf passenger;
7. MEDA (Medical case) A passenger with reduced mobility due to clinical reasons with an
ongoing medical pathology, or mental handicap, who requires medical authorisation for
the trip.
8. STCR (on a stretcher);
9. MAAS (meet and assist) A passenger who requires other different types of assistance
such as a person who does not speak the local language or has difficulties with verbal
expression.
: (IATA AHM 345)
(d ) STCR – On a stretcher
The Captain is always informed when these passengers are on board the flight.
In the case of a passenger on a stretcher who remains on the ambulance with which he
arrived at the airport, a person representing him will go to the check-in area where, after the
normal procedure, the check-in attendant will keep the boarding card, check that the MEDIF
documentation has been filled out correctly and will then inform UCV (flight control office)
and the boarding attendant.
The seats for the stretcher were already blocked off by UCV.
(e) PREG (Pregnant) – Pregnant women
The Captain is always informed when these passengers are on board the flight.
Pregnant women with particular medical problems or pregnant women who are within four
weeks of their expected delivery date are also considered MEDA (Medical Assistance) and the
airline normally requires the MEDIF documentation to be filled out.
(f) Passengers with infants
Infants are children under the age of two. Infants travel with the application of the pricing and
seating procedures foreseen for this type of passenger and travel on their parent’s lap. They can
travel with the assistance of an extra airline hostess who is responsible for the infant during the
entire trip, which is paid for by the passenger.
(g) UNMR – Unaccompanied minors
The Captain is always informed when these passengers are on board the flight.
All children who are at least 5 and are under the age of 12 (with the exception of Alitalia – up to
the age of 14) are considered minors. The boarding procedures are different according to the age
group.
The check-in attendant checks that the minor has all required documentation, the
UNACCOMPANIED MINOR FORM with the relative pouch that distinguishes him from
normal passengers. If the minor does not have documentation, the check-in attendant must check
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(using the airline’s DCS system) that the reservation was made using the unaccompanied minor
procedure. Otherwise, the minor may not depart.
The boarding procedure to be followed:
(1) Children between the ages of 2 and 4
(a)
a child between the ages of 2 and 4 is considered an unaccompanied minor
(UNMR). The seat must be paid for and the child may not travel alone, but only
accompanied by an extra airline hostess who is responsible for the child during
the entire trip. The extra hostess is paid for by the minor’s parents.
(2) Children between the ages of 5 and 11 (for Alitalia up to 13)
(a) a child in this age group is considered an unaccompanied minor (UNMR) and
may travel alone.
(b) The minor must be accompanied to the airport by a parent or a person who is
legally responsible for him, and who hands him over to the airline.
(c) The child’s personal documents are placed in a specific airline pouch (UNMR)
for the entire trip.
(d) The pouch must contain the child’s personal ID (card or passport), an indemnity
form or a similar airline form on which all the information (first and last name,
address and telephone number of the UNMR, or the person who accompanied the
child to the airport of departure and of the person who is waiting for him upon
arrival and the air travel route, the airline ticket of the UNMR).
(e) The minor must have a parent or a person who is legally responsible for him
waiting at the airport and who will receive him from the airline.
(h)
WAM – Weapons and ammunition
The Captain is always informed when these passengers are on board the flight. There may be
two cases of armed passengers (JAA, JAR-OPS 1.070)
(1) Armed on board – State employee.
The Attendant checks-in the passenger and informs UCV of the presence on board of an
authorised armed passenger, also providing the assigned seat number and enters the required
notes so that the passenger list is complete.
(2) Passenger with weapons as baggage.
(a) weapons and ammunition can only be accepted as checked baggage if defined as
weapons for sporting use and as non explosive and/or incendiary ammunition,
and in any case that are not combat weapons or ammunition (JAR-OPS 1.070).
Precise international agreements on the definition of sporting weapons do not
exist. In the general interpretation that is applied, sporting weapons include every
weapon, gun or pistol that shoots a bullet and is used at a rifle range, for hunting
and is not a standard weapon used by the Armed Forced. The definition includes
hunting knives, bows or other similar articles. A historic weapon or ammunition
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that was considered a combat weapon or combat ammunition (ex. a musket or
arquebus) is considered today to be a sporting weapon.
(b) Baggage that contains a weapon and/or ammunition in compliance with IATA
rules and any other additional Carrier restrictions is regularly accepted and tagged
as any other item of baggage. Passengers who are checking in weapons must fill
out the form “declaration for the transport of weapons and/or ammunition as
checked baggage” where required and must go to the State Police Office to
complete the formalities, accompanied by security personnel called by the Checkin
Attendant. Then, the passenger delivers the weapon to security personnel who
will be responsible for guarding it until it is placed on board. The Security
Attendant contacts UCV to agree upon the methods of delivering and loading the
weapons in the hold.
2.1.1.5 – Passenger boarding and security
(a) General
A passenger must undergo security checks in order to access the boarding area and the gate for
his flight. These checks are performed by the assigned security personnel. Unchecked bags and
passengers are checked using the specific equipment required by P.N.S. on card no. 1,
preventing them from bringing dangerous material and items on board.
(b)
Boarding procedures and timing
Passengers who have a regular boarding card that was issued by the check-in counter goes to the
boarding gate where an area Check-in Attendant assigned to boarding the flight performs the
following:
(1) checks that the flight indicated on the display to the public at the counter is correct and
that the boarding equipment is operative;
(2) makes the announcements to the public as required;
(3) in the case of passengers who require special assistance, he has them pre-boarded by the
assigned employee, in agreement with the Ramp Attendant. Minors are pre-boarded by
the Boarding Attendant, who accompanies them personally on board the aircraft;
(4) starts passenger boarding, in agreement with the Ramp Attendant, collecting the
boarding card and checking the document and comparing the visual identify of the
passenger (correspondence of the photo);
(5) stops the boarding of large unchecked bags, items that are not permitted on board the
aircraft, tags them, and sends them under the aircraft;
(6) removes the passenger’s boarding card and sends the passenger on board the aircraft;
(7) once boarding is completed, he counts the cards of all passengers that passed through the
gate and checks that they correspond to the total number of passengers checked-in for the
flight;
(8) if the result of the count is positive, he informs the Ramp Attendant of the total number
of boarded passengers for closing the flight;
(9) if the count has a negative outcome (more or fewer passengers than those checked-in), he
requests the Ramp Attendant to carry out a careful onboard count.
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(10) once the passenger discrepancy has been confirmed, the Boarding Attendant checks off
the boarding cards on the list of the checked-in passengers in order to identify the name
of the missing passenger and if he has checked baggage or not;
(11) once the name of the missing passenger has been identified, the Boarding Attendant asks
the Ramp Attendant to make an announcement in the aircraft to check if the passenger is
on board and if he still has the boarding card that was not collected. At the same time, a
request is made to make an announcement in the terminal for the missing passenger to go
the gate;
(12) if the missing passenger does not have baggage, in order to not penalise the departure, he
tells the Ramp Attendant to close the flight;
(13) if the result of the search is negative and the missing passenger has checked baggage, he
informs the Ramp Attendant so that in agreement with the Captain, baggage
reconciliation can be started and the missing passenger’s baggage can be removed from
the aircraft;
(14) then he fills out the specific flight summary report and inserts the collected tickets in a
specific airline envelope or another ad hoc envelope, writing the flight number and the
number of coupons on it, delivering it to his department for the required formalities.
(c) Passenger and baggage reconciliation
It is important that the number of passengers and baggage corresponds exactly with what has
been entered in the DCS system.
The worker (OUA) who is assigned to baggage handling counts the baggage and informs the
load control agent (UCV).
The worker (OUA) in charge of loading will recount the baggage under the aircraft and provide
the number to the flight ramp attendant, who will check the correspondence with what is stated
on the loadsheet for the flight.
If there is less baggage, the ramp attendant informs the Captain and makes the necessary
changes to the loadsheet.
If there is more baggage than what is foreseen, the ramp attendant informs the flight Captain as
required and at the same time, asks the personnel responsible for loading to check if baggage for
other destinations was loaded on board.
If the result is negative, the ramp attendant informs the flight Captain and starts to unload all
baggage items for the required reconciliation by the passengers.
2.1.1.6 – Passenger area messaging
(a) General
This is used to signal operative information that concerns, for example, the presence of
particular passengers in transit or WCH or UNMR or INAD/DEPA.
(b) FIM - Flight Interrupted Manifest
The FIM Flight Interrupted Manifest is a form that replaces the flight ticket.
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This is used when the passenger’s originating flight is cancelled. In order to reroute the passenger,
the reservation or ticket office searches for the most suitable solutions so that the passenger can reach
his final destination.
The form has two possible formats: a facsimile of a flight ticket with a serial number, which
may be issued for a maximum of 5 names. This format is currently the most used because it can
be issued for each individual passenger or for a family.
The other format is used by those airlines that do not have the smaller form, such as Iberia, for
example. It can contain up to a maximum of 25 names and can be used for a group.
Both formats have 4 copies: the first white copy is inserted in the boarding card of the receiving
Carrier, the second and third yellow copies are stapled to the coupon(s) of the original flight(s), the
pink copy is kept in a specific file in the passenger area manager’s office.
It is also possible to accommodate the passengers, depending on the airline provisions, by
implementing a Virtual FIM that consists in sending a specific compiled form to the Carrier,
which then transforms it into a FIM.
The form contains the following data:
(1) the number of the originating flight and the leg;
(2) the reason for which the FIM was issued (cancellation or long delay or oversold);
(3) the code of the airline for which the FIM is issued;
(4) stamp of the issuing office;
(5) the code of the airline where the passenger is rerouted;
(6) new route with the flights and the leg;
(7) first and last name of the passenger, original ticket number and rerouting class.
(c) PSM - Passenger Service Message
The Passenger Service Message is a message generated by the system for each flight. It contains
the list of the names of the passengers who requested special assistance (WCH or UNMR etc) and
those who have a Frequency Flyer card.
The Check-in Attendant correctly enters the IATA codes related to the requested services. This
information generates the PSM.
This message is printed automatically by the system as soon as the Weight and Balance Attendant
closes the flight.
For arriving flights, the Ramp Attendant looks at the PSM messages in order to organise the
assistance.
(c)
PTM - Passenger Transfer Message
This is a message regarding passenger and baggage transit at the airport (Passenger Transfer
Message). The message contains:
(1)the number of the departing flight for which it is generated;
(2)the list of the connecting flights, from the transit point, with the corresponding route;
(3)the total number of passengers and items of baggage for that specific destination.
This is of fundamental importance for the ramp for all issues concerning baggage transit and for
the check-in for the issues concerning the passengers.
(e) PAX DISPO
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This message is sent to the Ticketing Attendant in all cases of involuntary rerouting due to a
flight cancellation.
It is sent to the destination airport of the original flight and is used to arrange for all measures of a
commercial nature and to inform any relatives or acquaintances waiting at the airport.
The message is addressed to the airport of destination of the original flight.
It contains a list of the passengers who have been accommodated on another flight or those who
have been provided with a car or in the case of a total lack of flights for rerouting, the passengers for
whom a hotel room has been reserved.
(f) DEPBUS
A message informing that a bus, chartered by the airline, is departing for transferring the
passengers of a flight that was diverted or cancelled to another airport. It contains:
(1)information about the driver and his cell phone number;
(2)the type, license plate number and the company that owns the bus;
(3)departure time;
(4)the number of passengers on the bus;
(5)the number and route of the cancelled flight and the reason.
2.1.1.7 – Special passenger area services
(a) General
Special services provided to passengers, for example use of the lounge, cards, the
transmission of messages
(b) Frequent Fliers/Travellers
A Frequent Flyer passenger presents his card to the check-in Attendant to have the number
entered. By entering this number, miles can be accumulated for purchasing new tickets. FQTV
passengers may or may not receive access to the VIP lounges in the airport by the Carrier
depending on their importance from an economic and commercial point of view.
(c) Airport VIP lounge (Sala Genova)
The airport VIP lounge is currently managed by Aeroporto di Genova S.p.A. and is
located on the departure level (prior to the security checks) where AGS personnel carries out
passenger and baggage check-in operations for passengers who have the right to access the
lounge according to the Carrier provisions.
(d) Passenger information to other Agencies
Any requests for information regarding passengers made by other Agencies are directly sent
to the Carrier who transported the passengers
Attendants are not authorised to provide information verbally and/or by phone with regard to
arriving and/or departing passengers.
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2.1.1.8 – Passenger area irregularities
(a) General
The new European regulation EC 261/2004 establishes common rules for assisting passengers in
the case of denied boarding, flight cancellation and delays. The carriers have established procedures
to be applied in the case of flight irregularities that can change depending on the flight destination.
General information is provided below that should in any case be compared with the Carrier’s
internal procedures.
(b) Involuntary rerouting.
(IATA AHM 110) – IATA PSCRM Resolution 735e)
Involuntary rerouting refers to transporting a passenger to his point of final destination or
stopover using services that are different than those originally planned (company services, services
from other carriers, surface vehicles) in the occurrence of one of the following operative
irregularities:
(1)flight cancellation;
(2)a considerable flight delay in comparison to the scheduled time;
(3)omission of the airport of destination or stopover;
(4)impossibility to guarantee boarding on the reserved flight;
(5)impossibility to guarantee boarding on the previously reserved connecting flight;
(6)flight interruption en route.
The involuntary rerouting may be:
(1)direct, when it does not involve a route change;
(2)indirect, when the route must be changed.
With the exception of basic fair tickets, when rerouting is arranged with another Carrier more
than 24 hours prior to the departure of the continuing flight, the receiving Carrier is preinformed to
provide the authorisation for the rerouting using its services.
When the involuntary rerouting causes a connecting flight with another Carrier to be missed, it is
contacted, if possible, in order to create a new route.
The involuntary rerouting may be caused by:
(1) force majeure when the causes that brought about the irregularities were completely out of
the Carrier’s control or were completely unforeseeable, and therefore which could not be
prevented even by adopting maximum diligence, such as:
(a)technical causes;
(b)exceptional safety measures for passengers, baggage, aircraft and airport, and adverse
weather conditions;
(c)war/political events;
(d)ATC or air traffic congestion;
(e)inefficiencies from other agencies that operate in the airport;
(f)striking service companies or other agencies;
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(2) the airline when the responsibility for the irregularity is clearly attributable to the airline,
such as:
(a)lack of crew and aircraft for causes not due to force majeure;
(b)overbooking;
(c)missing connections due to operational issues for which the Carrier is responsible;
(d)strikes within the airline
(c) Involuntary upgrading.
The involuntary transfer to a higher class can be made, without additional costs to the passenger,
only when:
(1)check-in has been completed for reserved passengers in economy class;
(2)passengers with a reservation or passengers on the standby list are at the check-in counters prior
to flight closure;
(3)upon assessment of a Carrier manager, paying customers that do not have a reservation are at
the check-in counters or on the standby list.
Involuntary upgrading can also be done before the flight is closed providing that the condition of
a full flight is met.
The following selection criteria must be used when selecting passengers to transfer to the higher
class:
(1)member of a frequent flier club;
(2)reservation price/class;
(3)the appearance/image of the passenger is coherent with the higher service class;
(4)that the passenger has not requested special meals;
(5)in the case of a multi-leg flight, the passenger disembarks at the next airport;
and the following actions are completed:
(1) contacting the passenger for replacing the boarding card or directly accepting the passenger
in the higher class;
(d) Involuntary downgradìng.
Involuntary transfer to a lower class may only be done after all seats available in the passenger’s
original class have been used.
Normally, the Carrier pays the passenger a refund within 7 days based on the miles and the
destination.
The percentage of the ticket may be paid by the Carrier in cash, by means of an electronic bank
transfer, a bank deposit or checks, or subject to an agreement signed by the passenger, with travel
vouchers.
The baggage allowance remains what is permitted for the original class.
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(e) Passenger services in the case of operational irregularities
"Operational irregularities" are defined as all those events that have an influence on the regularity
of a flight or services offered to passengers, such as:
(1)cancelled flight;
(2)delayed flight;
(3)change of route;
(4)diversion;
(5)omission of an airport;
(6)lost connection;
(7)substitution of the aircraft and/or aircraft type;
(8)lack of seats in the selected class;
(9)number of passengers with an “OK” ticket at the airport that is greater than aircraft capacity;
(10)presence on board of a number of passengers greater than the capacity of the service class;
(11)reduced onboard assistance.
In the case of an operational irregularity, the Airport Service Manager/Pax Area Coordinator
will interface with the Carrier’s airport representatives (if at the airport) or with the various Carrier
Operational Coordinators to decide on the actions to be taken in accordance with their procedures
and the regulation EC 261/2004.
The table below summarises the rights the passengers have based upon the new European
regulation:
IRREGULARITY
Financial
Compensation
Refund
Accommodatio
n /Rerouting
Additional
assistance
DENIED
BOARDING YES YES YES YES
CANCELLATION
(due to commercial
reasons)
YES YES YES YES
CANCELLATION
(due to "Force
Majeure")
NO YES YES YES
DELAY NO NO (Exception; it
the delay is > 5h)
YES
YES
If it can be reasonably foreseen that a flight will be delayed in relation to the scheduled
departure time, according to the following table:
Flight distance
less than 1500 Km
between 1500 and 3500 Km and within the EU more than 1500
greater than 3500 Km
Delay
more than 2 hours
more than 3 hours
more than 4 hours
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Entitled passengers shall have the right to the following assistance as long as this does not
involve an additional delay:
(1)meals and beverages in relation to the length of the delay;
(2)2 phone calls or telexes, e-mail, fax;
(3) hotel accommodations and airport/hotel transfer if the delay causes the flight to
be rescheduled 1 day later than the originally scheduled departure time.
In the case the flight is delayed by more than 5 hours, in addition to what was already
specified for delays below 5 hours, passengers have the right to:
(1) a refund within 7 days for the part or parts of the trip that were not completed and for the
part or parts of the trip that were completed if the flight in question became useless in
relation to the passenger’s initial travel program together with a return flight to the point of
initial departure as soon as possible.
(f) Information in the case of operational irregularities
In all cases of operational irregularities and flight departure delays, passengers receive
information from the airline, from its representative or through the company that provides
assistance to the passengers regarding the delay and its causes as the agencies in charge of
providing the information become aware of them or in any case by the scheduled boarding
time.
Information of a general nature regarding passenger rights are posted in the airports, at the
check-in counters, VIP lounges, gates etc. Carrier information pamphlets are provided to the
passengers in the case of operational irregularities.
(g) DBC – Denied Boarding Compensation
In the case of denied boarding, the airline is responsible for paying a compensation (D.B.C.)
to its passengers that hold a valid ticket with a regularly confirmed and registered reservation who
arrived at the check-in counter within the time limit (the D.B.C may not be paid to passengers
travelling with tickets issued according to Reso IATA 788, of type AD, ID, GE, IG, or who are
travelling free of charge). They must also have the necessary travel documents according to the
General Transport Conditions.
No compensation shall be paid if the denied boarding was caused due to the flight being
cancelled for reasons for which the airline is not responsible or that were completely unforeseeable,
and therefore which cannot be prevented even by adopting maximum diligence, such as:
(1)exceptional safety measures for passengers, baggage, aircraft and airport;
(2)adverse weather conditions;
(3)war/political events;
(4)ATC or air traffic congestion;
(5)inefficiencies from other agencies that operate in the airport;
(6)striking of Carrier employees or the employees of other agencies.
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Passengers who arrive at check-in within the time limit and have a regular reservation
(overbooked passengers), for whom there is no available seat on board will be placed on the waiting
list for the relative administrative confirmation by the Carrier for the issuance of the D.B.C.
IATA, AHM 112, Denied boarding compensation (PSCRM Recommended Practice 1799).
Before denying boarding to a passenger, it must be checked if there are any volunteers willing to
not board the flight. A volunteer passenger who accepts compensation for not boarding accepts it
without the possibility to seek compensation from the airline (Voluntary D.B.C.) and shall have the
right to accommodation on another flight and an amount normally paid in the form of a credit voucher
that is valid for purchasing other tickets and/or services from the issuing Carrier.
Passengers who are denied boarding shall receive financial compensation (cash or MCO) as
follows:
Flight distance Compensation in Euro 50% reduction if the passenger
delay is :
less than 1500 Km 250 less than 2 hours
legs within the EU greater than 400 less than 3 hours
1500 Km and the others between
1500 and 3500 Km
greater than 3500 Km 600 less than 4 hours
Passengers who are denied boarding, in addition to what is specified above, shall be offered
complementary services such as:
(1)meals and beverages in relation to the length of the delay;
(2)accommodation in a hotel, if necessary;
(3)airport/hotel/airport transport;
(4)two telephone calls, faxes, telex messages or emails
2.1.1.9 – Check-in. Special procedures
(a) EXST (Extra seat)
Passengers who require special assistance such as WCH, people who are travelling with large
musical instruments that are too fragile to be transported in the hold (technical term SOC but
generally defined as an extra seat), and people whose physical form is such that makes it
necessary to use two seats on board (obese passengers), can purchase additional seats when
making their reservation for greater comfort during the flight. The additional seats that are
purchased are called extra-seats and cannot be assigned to other passengers, therefore the
check-in Attendant informs the Attendant who manages the flight/balancing (UCV) so the
extra-seats are blocked and the actual offer of the flight is lowered based on the number of
extra-seats that were purchased.
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(b) ISOC (Seat occupied by Cargo)
A seat occupied by cargo (SOC) refers to the extra seats that were purchased by passengers to
transfer items in the cabin that would normally travel as checked baggage in the hold, for example
special musical instruments (ex. cellos, guitars) or other valuable objects that passengers do not want
to have transported in the aircraft hold.
The passengers therefore purchase additional seats that cannot be assigned to other
passengers, as a result the check-in Attendant informs the Attendant who manages the
flight/balancing (UCV) so the extra-seats (SOC) are blocked and the actual offer of the flight
is lowered based on the number of extra-seats that were purchased.
2.1.2 - Arriving Passenger Process
2.1.2.1 -General
This is meant as the entire route the arriving passenger must take.
The arriving passenger disembarks from the aircraft, enters the terminal and goes toward
passport control (only extra-Schengen flights) and then goes to the baggage claim carousels if he
needs to collect checked baggage.
If his baggage was not redelivered, he must go to the Lost & Found office to report the
missing baggage.
He then goes toward the exit, following the indicated path for any customs check for his baggage.
2.1.2.2 – Passenger disembarkation
Passenger disembarkation operations can be done using a bus if the aircraft is parked in a
remote position or directly at the terminal if the aircraft is parked at an airport loading bridge. The
passenger is disembarked at the extra-Schengen arrivals if the flight arrives from an extra-
Schengen and/or extra EU area, or at the Schengen arrivals if the flight is coming from a
Schengen area or domestic airport.
2.1.2.3 - Moving Pax who require special assistance. PSM
In the case of passengers who require special assistance (ex. WCH, UM, STCR, etc),
different disembarkation methods are applied:
(1)WCH: passengers that require a wheelchair are normally embarked/disembarked to/from
the aircraft with an Ambulift (aircraft located at a remote stand) that is operated by AGS
personnel (OUA); when the wheelchair is moved, the OUA providing the assistance must
check that the passenger is secured with the seat belt on the seat itself and that during the
transport phases from and to the aircraft with the Ambulift, the wheelchair is anchored to the
floor of the device with the specific fastening hooks located on the device. Once the
passenger has been disembarked, he is accompanied to the arrivals hall to collect his
baggage and then accompanied to the arrival level atrium to be met by relatives and/or
accompanied to his own means of transport. If the passenger does not have his own
wheelchair, it will be provided by the Airport Operator.
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(2)UNMR: unaccompanied minors are met at the flight ramp upon arrival and accompanied
to the arrivals lounge and handed over to the Lost & Found Attendant who will complete the
procedure of handing over the minor to the person authorised to pick him up. If the person
who picks up the minor is not at the airport, the Lost & Found Attendant will be responsible
for taking care of the minor until the parent and/or person authorised to pick up the minor
arrives. If the identity of the person who arrives to pick up the minor does not correspond with
what is stated on the minor’s travel documents, the Lost & Found Attendant will inform his
manager and will go to Polaria offices where the Government Agency will make the checks.
(3)BLND: blind passengers are met at the flight arrival ramp and accompanied to the Lost
& Found office, where they are accompanied outside the arrivals area after having collected
their baggage.
(4)STCR: passengers on stretchers that arrive at the airport are normally disembarked
with an Ambulift. If they are accompanied, the companions are brought to the arrivals
lounge to collect any baggage. Government Agencies must always be informed (Polaria,
Financial Police) of this type of passenger even if the flight does not require documents to be
checked or customs procedures (Schengen area) because in this case the passengers do not
transit through the normal pax disembarkation flow. In this way, the responsible Agencies
are able to make any checks required with regard to the passenger.
(5)DEPA: deported passengers that arrive at the airport with an escort are normally received
by the Penitentiary Police under the aircraft and directly escorted to the exit gate (bunkerage)
(6)DEPU: deported passengers that travel without an escort are met under the aircraft by
Polaria, which is informed in advance by the ramp attendant (UCV);
(7)INAD: passengers who are denied entry at their destination and return to the airport
are received by Polaria, which is informed in advance by the flight ramp (UCV) because
they must check the reasons for the forced return of the passenger;
(8)WAM: With regard to arriving weapons, UCV informs the Safety Personnel in
advance so they can take the weapon from the hold and then deliver it to State Police
Agents. The safety Attendant will prepare a form with the times that the arriving
weapon was loaded on board and/or accepted.
2.1.2.4 – Direct transit passengers (Transit Passengers)
(a) General
Direct transit passengers are those that transit at the airport without having to change aircraft
and/or flight number (multi-leg flights).
(b) Procedures. Transit cards
If it is necessary to disembark the direct transit passengers for the purposes of refuelling
operations, cleaning, crew changes, etc. the following is necessary:
(1) first disembark the passengers with the final destination of Genoa through the normal
disembarkation flows;
(2) provide assistance at the boarding gate to receive the direct transit passengers, preparing a
number of transit cards equal to the number of direct transit passengers;
(3) prepare the direct transit passenger flow so that they can reach the departure lounge;
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(4) accompany and have the passengers go to the departure lounge through the gate used for
boarding;
(5)if passengers are arriving from an extra-Schengen airport, make the announcements at the
gate to prevent them from leaving the departure lounge guarded by Polaria;
(6)when boarding starts, proceed by first boarding the direct transit passengers and then the
originating passengers.
2.1.2.5 – Indirect transit passengers (Transfer Passengers)
(a) General
Indirect transit passengers are those that transit at the airport and change aircraft and flight
number.
The indirect transit passengers and their unchecked bags originating from domestic and/or
Schengen flights (not included in the list transmitted confidentially to the Airport Operator
specified in card 1 of the PNS), are exempt from the security checks when the security checks
were performed at the airport of origin and their reboarding does not involve them leaving the
sterile areas; the above specified passengers that disembark from aircraft parked at loading
bridges can go directly to the departure lounge
All other indirect transit passengers follow instead the normal pax disembarkation flow and
must repeat the security checks even if they already have a boarding card for their connecting
flight.
(b) Through-checked passengers
Indirect transit passengers who already have a boarding card for their connecting flight
(Through-checked passengers) can go directly to the boarding gate after passing through the
required security checks; the boarding Attendant will be responsible for checking the
correspondence of the passenger’s identity between the document and the boarding card.
Indirect transit passengers who have not yet checked in for their connecting flight go to the
check-in counter to check-in for the flight.
2.1.3 – Baggage service
2.1.3.1 -General
The subprocess of servicing transit baggage at the airport is provided by AGS, using external
personnel, if necessary, who work under the direct responsibility of AGS. This service can be
separated, according to the type of flight and passenger, into:
(1) Managing baggage upon departure or transferring it to the Handling Area with the
following characteristics
(a) Bulky and/or large sized baggage. The bulky or large sized baggage will be
transported on the dedicated belt located at counter no. 1 at check-in;
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(i) Destination tag change. If the destination tag for the baggage must be changed
due to a cancelled or delayed flight or a change in connecting flight, it will be
replaced directly in the baggage handling area;
(2) Transit baggage management
(a) Baggage in indirect transit is unloaded and loaded on the specific baggage cart
located in the baggage handling area after the X-ray checks are performed as
required by regulations; baggage in indirect transit originating from domestic or
EU airports is exempt from the X-ray checks (with the exception of the EU
countries and/or airports specified in the list transmitted confidentially to the
Operator);
(3) Arriving baggage management
(a) Arriving baggage is unloaded on the delivery carousels without any division
between EU and extra-EU baggage; the responsible Agencies must make the
required checks before the passenger exits the arrivals lounge.
2.1.3.2 – Checked baggage
Checked baggage is considered each item of baggage that the passenger delivers upon check-in to
be transported in the aircraft hold; the check-in Attendant makes sure that:
(1)all old tags are removed;
(2)the passenger and the baggage are checked in on the same flight;
(3)the baggage is tagged;
(4)if the baggage is insufficiently packed and/or previously damaged, it will be given a "LIMITED
RELEASE" tag;
(5)a "HEAVY" tag is placed on baggage that weighs more than 25kgs;
(6)each individual item of baggage does not exceed 32 kg (with the exception of wheelchairs),
(7)each item of baggage has been weighed.
2.1.3.3 – Unchecked baggage
Unchecked baggage refers to the baggage that the passenger will carry on the aircraft under
the following conditions:
(1)the unchecked baggage dimensions do not exceed cm. 56x45x25;
(2)the weight does not exceed what is indicated by the Carrier;
(3)the unchecked baggage has a name tag.
2.1.3.4 - Mishandled baggage
Based on the information provided by the passenger, AGS will fill out a Passenger Irregularity
Report (PIR) and provide the passenger with a copy. The passenger selects if he wants to personally
collect his baggage or have it delivered to his home via courier.
The automatic search for the baggage starts using the foreseen computer program
(1)If the baggage is located, the passenger is informed that his baggage was found and he is
asked either to pick up the baggage at the Lost & Found office or arrangements will be made to
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(2)If the baggage is not located, the passenger will be contacted and he will be asked to fill out a
form describing the contents of the lost baggage and return it to the airline.
AGS will act on behalf of the Carrier to reroute mishandled baggage in the following cases
(1) The departing baggage was not loaded and remained on the ground;
(2) Baggage in transit – the baggage of a transit passenger was not loaded onto the connecting flight;
(3) "misrouted" – the baggage arrived in Genoa due to an error of the airport of departure;
(4) Carrier request. The company may decide that in order to prevent an “overloaded” flight, some
baggage will remain on the ground and will be rerouted to the destination with a subsequent
flight or by means of rerouting.;
(5) Airport request. The baggage is requested by another airport with a specific message.
For this purpose, the Lost & Found Office will prepare the baggage to be rerouted and the relative
documentation (delivery telex); it informs UCV of the number of RUSH baggage items to reroute on
the flight and sends them to the baggage handling area for the required safety checks by the
responsible Security Personnel, who will carry out the X-ray check and place the specific security tag
that confirms that the check was made.
2.1.3.5 - Transfer baggage
In addition to what was specified in paragraph 2.1.3.1 (checked baggage), for transfer baggage, the
check-in Attendant makes sure that:
(1)it is tagged to the passenger’s final destination according to the flight routing (unless
otherwise specified and/or requested by the Carrier);
(2)the passenger is correctly informed if the baggage must be collected at a transfer
airport for customs purposes.
2.1.3.6 - Crew baggage
Crew baggage is normally transported by the on-duty crew. It must still have a tag from the airline
that identifies the owner. They are always loaded in a dedicated aircraft hold in a section where they
can be quickly recovered during each turnaround phase.
Crew members who are travelling for service reasons (Crew Must Go) or off-duty as
passengers will have their baggage tagged during check-in.
2.1.3.7 – DAA baggage (Delivery At Aircraft)
DAA baggage (Delivery At Aircraft) is normal unchecked baggage that for reasons of onboard
space cannot be stored in the overhead compartments or under the passenger seats.
The airlines apply this procedure when the flight is operated using small sized aircraft (ex. CRJ,
EMB, ATR, DH4, F50, D38, etc).
If the DAA procedure is in force for the flight in question, the check-in attendant:
(1)makes sure that the old DAA tags are removed from the DAA baggage;
(2)fills out all parts of the specific DAA tag and makes sure that it is attached to the baggage;
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(4)leaves the baggage to be carried by the passenger.
The passenger will carry the DAA baggage until the moment of boarding the aircraft at the stairs
where it will be collected under the aircraft and loaded in the hold last, after the checked baggage has
been loaded; upon flight arrival, the DAA baggage will be unloaded immediately from the hold and
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– Aircraft Support Area – Standard Operating Procedures
The Ramp Area process has the purpose of managing the information and documents that concern
flight support from the moment of its matrix creation in DCS up until take off and collecting paper copies
of all documentation regarding its transit.
The operating procedures foreseen for the Ramp Area process are:
(1)Matrix and movement management
(2)Data management of the day flight
(3)Balancing the aircraft day flight (Load Control)
(4)Day flight ramp (Load Supervision)
(5)Collection and filing of documentation
(6)Parking management (stands)
The support services and procedures described here that are carried out by AGS within the scope
of the Ramp Area operating sector pertinent to Aircraft Support upon arrival, in transit and upon
departure at the airport are carried out according to what is foreseen in the Manuale di Aeroporto
Genova (Genova Airport Manual) and Regolamento di Scalo (Airport Regulations) to which reference
is constantly made.
2.1.4 Procedure in the case of diversions from other airports
The procedure is carried out by AGS as specified in annex A.
2.1.5 - Matrix and movement management
When the flight operation data is received from the airline, the CSS (Airport Service Manager) enters it in
the airport DCS to generate flight matrixes.
The data is entered for scheduled/charter flights, entering the seasonal and weekly operational periods
and for non-scheduled flights (diverted-technical landing), with the exclusion of Alitalia.
Also the SITA addresses of the agencies and airports involved with flight movements are entered
among the matrix data.
All movement data regarding the individual daily flights are managed and entered in the airport DCS
for being sent to the involved agencies.
This activity concerns sending messages regarding arrivals, departures, delays and slots.
2.1.6 - Data management of the day flight
Day flight control and data management procedure
(1)Opening the flight. The flight is opened by UCV so that the check-in area can perform the checkin
operations.
(2)Flight data check. The flight data is checked or loaded by UCV so that the weight and balance
attendant can carry out the pre-balancing operations for the issuing of the Loading Instructions (LIS).
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(3)Passenger list check. The list of reserved passengers on the flight is checked if it is received and
complete, otherwise CSS will retrieve the information.
(4)Continuous flight control. The passenger check-in flow is constantly controlled by UCV. UCV
controls the checking-in of PRM passengers or passengers who reserved special services and the
information is provided to the other involved areas.
(5)Closing the flight. UCV closes the check-in for the flight for other passengers after having
checked the coherency and completeness of the data entered for the flight and within the time
required by the airline and the operating standards for the flight.
2.1.7 – Balancing the day flight
The data of the load reserved on the day flight is checked for planning a loading program of the
aircraft operating the flight.
If any of this data is missing, the required values must be retrieved.
The balancing process for the day flight is done in two steps
(1) Initial pre-balancing for issuing the Loading Instructions;
(2) Final flight balancing for issuing the Loadsheet;
2.1.7.1 – Pre-balancing data control (JAA, JAR-OPS Subpart J)
The structural values for the aircraft and the commercial load are defined in the following paragraph and
as indicated by the Carrier in its operations manual.
During the pre-loading phases, the structural values of the aircraft and the paying load (understood as
passengers with their baggage, cargo and seat) are checked and verified. Checks and verifications are
also made to ensure that the maximum load and balancing weight values for the aircraft have not been
exceeded.
In particular, the following is checked and corrected if necessary
(1) The Dry Operating Weight of the aircraft. This is the aircraft weight that is ready for a specific
type of operation, excluding the fuel and paying load. This value includes
(a)Crew and crew baggage;
(b)Catering and all equipment that can be removed from the passenger cabin;
(c)Potable water for the onboard toilets;
For some carriers, the aircraft’s dry operating weight may include:
(a)Flight kit;
(b)The weight of the ULD.
(2) Maximum aircraft load weight.
(a)Maximum zero fuel weight. This is the maximum weight permitted for the aircraft, excluding
fuel. Any fuel that is contained in a particular tank and used for balancing must be included
in this value;
(b)Maximum take-off weight. This is the maximum weight permitted for the aircraft at the
start of take-off;
(c) Maximum landing weight. This is the maximum weight permitted for the aircraft upon
landing;
(3) Maximum aircraft compartment load weight.
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(a)Maximum compartment load weight;
(b)Maximum floor load weight;
(c)Maximum linear load weight;
(d) Maximum combined load weight;
(4) Passenger classification. For the purposes of the traffic load, its distribution and the aircraft
balancing calculation, passengers are classified as follows
(a)Adults, men and women, are defined as people aged 12 and above;
(b)Children are defined as people between the ages of 2 and 11;
(c) Infants are defined as people below the age of two.
(5) Traffic Load. This is the total weight of the passengers, their unchecked and/or checked baggage,
the cargo and mail including all non-paying loads (airline service items, etc.).
Based on the above defined aircraft and weight load values, a pre-balancing will be done for the
traffic load foreseen for the flight, which includes the following data
(1)Fuel. The amount of fuel foreseen for the flight that is shown on the flight plan (fuel at aircraft
block--on, burned and for taxiing) or as indicated by the Captain is entered in DCS;
(2)Passengers. A check is made if the weight of the passengers is consistent with what has been
requested by the Carrier, checking the division of the passengers between men and women, using the
standard differentiation of their weight if requested. If required by the Carrier’s operational procedures
and in the case of special flights (ex. transporting Armed Forces, sports teams), the real weight must be
used if prepared by the Carrier;
(3) Baggage. A check is made if the value of the baggage weight foreseen for the pre-balancing is on
board and reflects the information provided by the airline (standard weight or real weight);
(4) Cargo. The documents provided by the Cargo Office and the coherence of the received
documentation (cargo manifest, any weighing list and notes related to special or dangerous goods)
are checked with the data entered in DCS;
(5) Mail. If it is loaded onto scheduled flights through the Cargo Warehouse, the documentation
provided by the Cargo Office and the coherence of the received documentation (mail manifest,
weighing list, if necessary) is checked with the data entered in DCS. If it is loaded onto a night-time
postal flight, the data transmitted by the Italian Postal Office is entered in the DCS.
Then a check is made if any special services have been reserved (UNMR, WCH, etc.) and the seats
are preassigned according to the airline instructions.
Information notes are entered, if necessary, that will appear on the loading instructions for the AGS
Attendant regarding
(1)the presence of passengers requiring special assistance and their preassignments;
(2)baggage loading information (separation between baggage with a local destination, transit
baggage, baggage in a particular class, rush baggage, etc.;
(3)the presence of special or dangerous goods;
(4)the presence of mail;
(5)how the load of the baggage, cargo and mail is distributed in the aircraft hold.
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Loading incompatibilities when transporting live animals
The following instructions and loading principals must be complied with during each
phase of transporting animals that have been placed on board as cargo or unchecked
baggage
(1) In general, live animals may not be stowed near other cargo shipments that may
have a negative impact on their health;
(2) Animals of species that are rivals or hostile with each other (dogs and cats) cannot
be loaded in the same compartment and animals of the opposite sex of the same species
must be loaded as far as possible from each other;
(3) It is important that incompatibilities with special cargo are observed, such as dry ice
(ICE), food (EAT) and human remains (HUM) and dangerous goods such as cryogenic
liquids (RCL), poisonous substances (RPB), infective substances (RIS);
(4) Live animals can be loaded into the same compartment with radioactive substance
(RRY) in compliance with the minimum required distances;
(5) Ramp handling and movement of live animal shipments:
(a) The ground transport and the loading/unloading of the animals must be done so that
the animals are not frightened or entangled;
(b) The animals must be loaded into a ventilated and pressurised hold that will not be
completely filled so they can breathe;
(c) These shipments must be unloaded as soon as possible and remain protected from
bad weather and from sunlight while being stored and waiting;
(6) Stowage on the aircraft.
(a) Live animals may not be placed on board in a closed ULD except for some species
(tropical fish);
(b) Bulk parcels and ULD containing live animals must be anchored on board the
aircraft to prevent them from moving and the animals from falling.
The purpose of the careful check during the pre-balancing phase is to define an estimated
Zero Fuel Weight (ZFW) that is as exact as possible for calculating the necessary fuel and any
available underload.
2.1.7.2 - Loading Instructions (LIS)
The Loading Instructions (US) may be issued manually or automatically by the airport EDP in
compliance with what is indicated by IATA –Airport Handling Manual (AHM 514-515), JAA - JAR-OPS 1
subpart J and any Carrier instructions.
The Loading Instructions (LIS) are issued after the previously described checks have been completed.
This document is mandatory for all flights and for all types of aircraft departing the airport (scheduled
and charter flights).
The document may only be issued by a person who has been instructed and trained to do so in
compliance with the Operational Training Procedures described in this manual.
The Loading Instructions include at least the following information:
(1) a header row with the flight data (flight number, engine, date, airport of departure, etc);
(2) the pre-balancing data related to the load distribution in the holds;
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(3) information regarding special passenger assistance, if required;
(4) information regarding special cargo and loads, if required;
(5) any other information required by the Ramp Attendant in order to assist the aircraft upon arrival and
departure.
(6) the signature of the Ramp Attendant confirming that the flight was loaded based on the issued
instructions.
The purpose of issuing the Loading Instructions is to guarantee that:
(1) the maximum weight and operating values of the aircraft, as defined above, are never
exceeded;
(2) the aircraft can be loaded and the passengers seated on board so that the aircraft balancing
conditions are within the limits foreseen and required by the Carrier.
All changes made to the distribution indicated in Loading Instructions is reported and calculated in order to
have the Loadsheet issued by the Weight and Balance Attendant. This document, which is signed by the
Ramp Attendant, reports what has been actually loaded in terms of the number of baggage items, the weight
of the cargo and the loaded mail.
2.1.7.3 - Loadsheet (LDS)
The Loadsheet (LDS) may be issued manually or automatically by the airport EDP in compliance with
what is indicated by IATA –Airport Handling Manual (AHM), JAA - JAR-OPS and any Carrier
instructions.
This document is required for all flights and for all types of aircraft departing the airport, with the
exclusion of General Aviation flights.
The document may only be issued by a person who has been instructed and trained to do so in
compliance with the Operational Training Procedures described in this Manual.
The Loadsheet (LDS) provides the Captain with exact information regarding the load and its
distribution on board the aircraft, determining that the maximum load and balancing values of the aircraft
are not exceeded.
The person who compiled the Loadsheet places his name on the document and then signs it.
After the flight check-in has been closed by the load control agent, he will issue the Loadsheet,
checking the following:
(1)coherency and completeness of the data entered for the aircraft;
(2)flight load, making any corrections;
(3)the balancing of the flight, making any corrections or forcing, and finally
The person who supervised the loading of the aircraft will receive a signed Loadsheet from the load
control agent and deliver it to the Captain, who will countersign the document in acceptance of the load
and the balancing, keep the original with the onboard documentation and deliver a signed copy to the
airport for filing.
The Loadsheet contains the following information
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(1)the flight number in accordance with the scheduled number or what was specified by the Carrier’s
Operations Office (number and day);
(2)aircraft registration name;
(3)aircraft type;
(4)signature of the Captain who accepts the document;
(5)signature of the person who prepared the document;
(6)version of the aircraft in accordance with the type of aircraft, cabin configuration and, in the case of
cargo or combi aircraft, the ULD load configuration;
(7)Crew composition;
(8)DOW/DOI and pantry code, in accordance with Carrier requirements;
(9)weight of the fuel upon take-off and the amount of fuel used for taxiing, in accordance with the
information provided by the Captain,
(10)maximum aircraft MTOW, MZFW and MLDW weights, in accordance with what is required by the
Carrier or the information provided by the Captain;
(11)transit data in accordance with the LDM message;
(12)the number of passengers and baggage weight, based on information from the Check-in Area;
(13)the weight of the cargo and mail loaded at the airport, based on information from the Cargo Office;
(14)the distribution of the load in the holds and of the passengers in the cabin zones in accordance with the
Loading Instructions and any changes that were made during the loading operations;
(15)the aircraft’s underload value;
(16)the values of MAC at ZFW and the TRIM values for the aircraft, as required by the Carrier;
(17)LMC corrections made by the weight and balance Attendant, if any, after the document was issued.
By signing the Loadsheet 1 , the weight and balance Attendant confirms that:
(1)the technical data of the aircraft has been verified and corrected if necessary;
(2)the load data was controlled with what was reported and required by the prebalancing
or Loading Instruction document, any changes indicated by the Load Control
office were made and correspond to the load actually on board the aircraft at the
moment the document is issued.
IATA, AHM 591, Signature procedures in airport handling/cargo (responsibility and
accountability).
If the Loadsheet is filled out directly by the flight Captain, the Weight and Balance Attendant is
responsible for controlling and checking that the entered data is correct, with particular attention to the
data regarding crew composition, the version of offered seats, the total load weight and the underload
calculation with regard to the declared MTOW.
If the Weight and Balance Attendant should discover any errors in the document, he must inform his
manager immediately to decide which actions are necessary.
2.1.7.4 - Messaging
The messaging required by the airline is sent to the involved airports.
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The required messaging includes messages related to flight movement, arrival and departure
(MVT/MVA);
(1) messages related to flight delays or diversions (DIV,RQM);
(2) messages related to continuing passengers (PTM);
(3) messages related to passengers requiring special assistance (PSM);
(4) flight load messages (ALI,LDM,CPM);
(5) messages related to the Carrier’s ULD check (UCM,SCM);
(6) special messages required by the airline (FMM,PFS,SLS);
(7) any correction messages (COR).
ENAC, Circular APT-08C, Procedures for the application of articles 801 and 802of the Navigation Code, in relation to the new
responsibilities of Airport Management;
IATA, AHM 780, Aircraft movement message.
IATA, AHM 781, Aircraft diversion message.
IATA, AHM 783, Request information message.
IATA, AHM 583, Load
message.
IATA, AHM 587, Container/pallet distribution message.
IATA, AHM 424, Unit load device control message.
IATA, AHM 423, Unit load device stock check message.
IATA, AHM 782, Fuel monitoring message.
IATA, AHM 711, Standards for message corrections
– Single Carrier Declaration. Load and print all fiscal data regarding the aircraft
(configuration, maximum weight at take-off), the flight (airport of arrival,
transit or destination) and the load (passengers, baggage, cargo and mail)
that is entered in the airport DCS in order to prepare and print the Single
Carrier Declaration and the Airport log.
The declaration of the arriving or departing Carrier is printed by the Weight and Balance Attendant
and placed in the flight’s file for data archiving.
2.1.7.5 Stand management
The stands are managed by AGS as specified in annex B
2.1.7.6 Agreement between Aeroporto Di Genova S.p.A. and Enav S.p.A. –
C.A.A.V. Genova, finalised to ensure the orderly movement of aircraft,
other vehicles and personnel on the aircraft parking apron.
This is managed by AGS according to the procedure described in annex C.
2.1.8 -– Ramp – Standard Operating Procedures
2.1.8.1 - Aircraft Marshalling (Aircraft Moving)
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The following procedure defines the methods and sequence of executing the aircraft movement operations.
The aircraft movement operations are carried out by the Marshaller (OUA) and directed by UCV that
defines the stand.
The manual signalling activities are executed through conventional messages contained in ICAO
standards and reported by IATA and AGS.
The operating procedure is fully reported and described in the Airport Manual MA/GOA/PROC130
The moving and marshalling signalling and operations can be divided into
(1)Moving and signalling operations for arriving aircraft; and
(2)Moving and signalling operations for departing aircraft, including the starting operations.
(a) General aircraft marshalling requirements
The prerequisite for every marshalling function is
(1)a thorough knowledge of the marshalling signals;
(2) and that the signals are made in a clear and precise manner so that they cannot create uncertainty
or confusion.
The arriving aircraft is parked at the stand foreseen by the Marshaller (OUA) in accordance with the
safety conditions for moving and assisting the aircraft.
Only personnel trained in making the marshalling signals may perform the following tasks.
Before starting the marshalling operations for the arriving aircraft, the Attendant must ensure that
(1)the aircraft movement area is free from obstacles and from any other object (FOD) that could
compromise aircraft safety;
(2)during the parking operations, no obstacle comes between the Marshaller and the aircraft that
could cause the visual contact between the two to be lost at any moment;
(3)personnel assigned to carrying out the operations are provided and equipped with all devices and
equipment necessary in order to comply with personal safety regulations.
If there is not enough space in the stand for the aircraft to make the turn for reaching the taxiing
runway, or by choice of the aircraft Captain, the aircraft may be moved using a push-back operation.
The Captain may carry out the parking manoeuvre autonomously in self-parking mode, following the
entrance, turn and stop lines with the aircraft’s wheel.
After the aircraft has landed and taxied to the entrance holding point in the aircraft apron, the aircraft
is accompanied, if requested by the aircraft CPT, by the Follow-me service attendant (OUA) to the
assigned stand where the Marshaller will complete the parking operations using the specific foreseen
manual signals.
When connecting to a loading bridge, the DGS system (Docking Guidance System), will guide the
aircraft to the stop position.
(b) Aircraft parking safety procedures
The following safety procedures must always be observed and respected.
(1)The signals and communication with the arriving aircraft are only performed by personnel that are
directly assigned to and responsible for the signalling or by a Marshaller, always using the signal
wands or flashlights in the case of reduced visibility;
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(2)During the aircraft parking operation, the Marshaller will always keep a safety distance between
himself and the aircraft engines;
(3)The aircraft is always approached from a direction that always guarantees visual contact between
the Marshaller and the Captain;
(4)The Marshaller who communicates the “all-clear” signal to the Captain is positioned in front of
the aircraft and slightly to the left side;
(5)During aircraft parking operations, no obstacle, vehicle, ramp equipment or personnel responsible
for loading/unloading the aircraft may enter the aircraft movement area between the Marshaller and
the aircraft itself.
(c) Aircraft manoeuvring. Arrival procedures
Upon arrival the aircraft park in self-parking mode as reported in AIP, both for remote parking and
bridges. Upon specific request by the Captain, the aircraft is parked with the assistance of the Follow-me
service. At the stand, the Marshaller is only required for signalling chock positioning.
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Procedures for aircraft arrival operations at a remote stand
Cockpit
( i Knowing the stand that has been assigned,
) the Cpt enters the parking area from the
taxiway following the entrance line
marked on the ground
ii) The Cpt follows the indications of the
signals until the stop signal
(iii) The Cpt shuts off the engines and, after
the chocks inserted signal, releases the
aircraft brakes.
(iv) After the chocks and equipment have been
positioned, the aircraft hold and doors can
be opened
Ground
The Marshaller positions himself at the
designated stand
The Marshaller provides the chocks
required for the aircraft
With the engines shut off, the ramp
attendant communicates Block-on to the
Tower
The OUA positions the necessary
equipment under the aircraft
Procedure for aircraft arrival operations at the bridge
( i
)
ii)
Cockpit
Knowing the stand that has been
assigned, the Cpt enters the parking area
from the taxiway following the entrance
line marked on the ground and the
indications of the DGS system (Docking
Guidance System) to the stop position
The Cpt follows the signals until the
aircraft stops at the STOP signalled by the
approach system; shuts off the engines;
the chocks are inserted; after which he
can release the aircraft brakes
Ground
The Marshaller positions himself at the
designated stand
OUA positions the necessary ramp
equipment.
The ramp attendant communicates block-on
to the TWR, provides the connection
information to the Cpt and authorises
passenger disembarkment.
(d) Aircraft manoeuvring. Departure procedures
When departing, the aircraft can move in self-manoeuvring mode according to AIP or in Push-Back
if necessary.
When carrying out the aircraft departure operations, the following procedures are possible
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(1)departure from a remote stand;
(2)bridge departure (push-back);
Procedures for aircraft departure operations from a remote stand
Cockpit
Ground
(i) The CPT communicates to the ramp
attendant that the flight is closed
ii) The Cpt requests TWR for authorisation to
start. Once obtained and after turning on the
anti-collision lights, the Cpt asks to start the
first engine in the sequence according to the
procedure (engine 4 for a four-engined
aircraft or engine 2 for a two-engined
aircraft) and the others in a reverse order.
(iii) The Cpt manoeuvres from the stand
toward the taxiway
The OUA removes all equipment from
under the aircraft. At the end of the flight
turnround and walk around support
operations, the ramp attendant
communicates the Ready status to the
Tower
After receiving instructions from the CPT,
the Marshaller removes the chocks
The Marshaller checks that the
manoeuvre area is clear, that there is
nothing that obstacles aircraft departure,
that no other aircraft that cannot be seen
from onboard arrives from the taxiway
and then transmits the clear signal to the
Cpt, following aircraft movement until it
is directed toward the taxiway
Procedures for aircraft departure operations from the bridge (push-back);
Cockpit
Ground
(
i
)
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The CPT communicates to the ramp
attendant that the flight is closed
The OUA removes all equipment from
under the aircraft. At the end of the flight
turnround and walk around support
operations, the ramp attendant
communicates the Ready status to the
Tower
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ii)
(iii
)
The Cpt requests TWR for authorisation
to start and carries out the push-back
operations. Once obtained and after
turning on the anti-collision lights, the
Cpt confirms to have received the
authorisation “to move” and that he
wants to start the push-back
procedures. The Cpt speaks directly
with the ramp attendant through the
headset
Once the push-back operations are
complete, the Cpt requests TWR for
authorisation to move toward the taxiway.
(e) Aircraft manoeuvring. Aircraft manoeuvring signals
The ramp attendant checks that the
movement area involved in the push-back
operation is clear and then carries out the
operations in compliance with the
procedures. After receiving instructions
from the ramp attendant, the Marshaller
removes the chocks The OUA attendant
starts the push-back operation
The attendant communicates the end of
the push-back operation to the cpt, has
the OUA attendant move away and
transmits the cleared signal to the CPT
from a secure zone.
Figure 1
To get the attention of the Captain/Pilot. To take over the control of the operations
Arms raised in a vertical position with palms facing forward.
Hold the wands and flashlights up over your head so they can be well seen.
Meaning: I am taking over control of the movements. You will take orders only from me.
Figure 2
This apron. This position
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Wands or flashlights held up in front of you. Move the wands/flashlights toward you, moving them
above your head.
Figure 3
Next apron. Next parking position
Figure 4
Move forward. To have the aircraft move toward you
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Stretch out your arms at elbow height and move the wands/flashlights from waist height upward. The
speed at which the wands/flashlights are moved indicate the recommended aircraft speed. By slowing
down the signalling speed, you can indicate to the aircraft to slowdown its approach.
Figure 5
To have the aircraft turn to the right (to the left of the Marshaller)
Left arm and left hand outward at elbow height. Right arm bent and move the wand/flashlight toward you.
The speed at which the wands/flashlights are moved indicate the recommended speed at which the
aircraft should turn to the right.
Figure 6
To have the aircraft turn to the left (to the right of the Marshaller)
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\
Right arm and right hand outward
at elbow height. Left arm bent and
move the wand/flashlight toward
you. The speed at which the
wands/flashlights are moved
indicate the recommended speed at which the aircraft should turn to the left.
Figure 7
To slow down the aircraft
Wands/flashlights held downward. Move them downward to indicate to the aircraft to slowdown.
Figure 0.20acres
To stop the aircraft. Stop
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Move your arms above your
wands or flashlights above your
head and slowly cross the
head.
Figure 8b
To stop the aircraft in an emergency
The same movements for a normal stop but with a quicker movement to indicate the urgency of the
stopping procedure.
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Figure 9
Keep your position. Stand-by
Hold the wands/flashlights downward at a 45° angle. Hold this position until the aircraft is ready and can
perform another manoeuvre.
Figure 10
Positioning and removing chocks
Positioning chocks: Move the wands/flashlights above your head and move them outward.
Removing chocks: Move the wands/flashlights above your head and move them outward.
Figure 11
Brakes engaged or released
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Right arm and hand lifted horizontally to your right. The palm of your hand facing outward. The movement
of closing your hand in a fist or spreading out your fingers indicates, respectively, the command to engage
or release the aircraft brakes. Brakes engaged: Hold your hand open and close your fingers. Brakes
released: Keep your hand closed and stretch out your fingers.
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Figure 12
End of marshalling operations
Make a type of military salute toward the aircraft with your right hand.
Upon aircraft departure, after having made the “cleared” signal, always keep visual contact with
the crew until the aircraft has started taxiing.
The military salute signal may be substituted by lifting the right wand/flashlight above your head.
Figure 13
Start operations. Procedure
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Raise the right wand/flashlight and move it circularly to indicate to the Captain that the start
operations can be started and at the same time indicate the engine that is being started with the left
wand/flashlight.
Lift the appropriate number of fingers on your left hand to indicate the number of the engine to
start and at the same time turn your right hand as shown in the figure to indicate to the Captain that
the engine can be started.
The operation is repeated for all aircraft engines, following the start sequence. Remember that aircraft
engines are numbered starting from the outer left engine (right for the parking attendant) to the outer
right engine, whereas the start procedure starts from the outer right engine (left for the parking
attendant) to the outer left engine.
Figure 14
To cut the engine
Left hand above your shoulder and right wand/flashlight in front of you at neck height. Use your left
hand to indicate the number of the engine to be cut. Move your right arm from the left to the right
and vice versa, moving your hand across your neck to request the indicated engine to be cut.
Figure 15
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To have engine RPM reduced.
With your arms lowered and the wands pointed toward the ground, swing the right or left
wand/flashlight to indicate the engine that should be slowed down.
Figure 16
Presence of fire
ENGINE
BRAKES
Move the right wand/flashlight from your shoulder to your knee in a figure eight movement,
while with the left wand/flashlight point upward to indicate fire in an engine or downward to
indicate fire in the brakes of the aircraft.
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Figure 17
Push back operations
With your arms in front of your chest, turn your right forearm in a clockwise direction and your left
forearm in a counterclockwise direction, to make the aircraft stop, use the normal STOP signals (fig.
8a and/or 8b).
Figure 18a
Have the tail of the aircraft turn left during the push back
Point your left arm with the wand downward. Lift your right arm to a vertical position; lower and
lift your right stretched out arm to have the aircraft tail turn to the left
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Figure 18b
Have the tail of the aircraft turn right during the push back
Point your right arm with the wand downward. Lift your left arm to a vertical position; lower and
lift your left stretched out arm to have the aircraft tail turn to the right
Figure 19
Wingwalker,
this movement by the wingwalker toward the Marshaller/push back operator indicates that
nothing is obstructing aircraft movement during the push back (in and/or out).
Lift your right arm to a vertical position with the wand turned upward; point your left arm downward
and make small swinging movements with the wand.
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Figure 20
To connect or disconnect ramp equipment
Alzare di fronte a sé il braccio sinistro e mano con le dita estese orizzontalmente.
Connect ramp equipment: move your right hand vertically upward until touching the palm of your
left hand.
Disconnect ramp equipment: move your right hand vertically downward,
moving it away from your left hand.
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Figure 21 Affirmative.
Negative
Right wand/flashlight held upward to communicate a positive answer. This signal is also used to
communicate “all ok” at the end of marshalling operations upon arrival and/or “all clear” at the
end of marshalling operations upon departure and to start taxiing. Right wand/flashlight held
downward to communicate a negative answer.
(f) Aircraft manoeuvring. Helicopter manoeuvring signals
Figure 1
Stay up
Arms lifted horizontally. Stay up in the air and do not move.
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Figura2
Move downward/move upward
MOVE
DOWNWARD
MOVE UPWARD
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(f) Jet-blast and engine prevention
The below drawing shows the engine danger areas when an aircraft is moving. Engines can intake
objects in front of them and output hot air at a high speed. This intake is called intake suction whereas
the rear jet is a jet-blast. Intake suction can intake objects or people up to a distance of 20 ft. The jetblast
varies depending on the aircraft and engine power. For a BAC 1-11, A320 or B737 aircraft model,
the air jet can be felt up to 250 ft.; for a B747 or B767 aircraft the jet arrives up to 600 ft.
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(g) Use of the automatic DGS system (Docking Guidance System) for aircraft parked at
bridges
The automatic parking system at the loading bridges is managed by OUA personnel as follows:
(1) The AGS office (UCV) manages the aircraft stands 24 hours a day;
(2) When the flight is near landing, the OUA attendant turns on the system, entering the
type of aircraft;
(3) When the flight enters the parking area, the docking system guides the aircraft to the stop
position using a vertical display that shows the distance from the stop position and makes
the aircraft stop once it is reached;
(4) Once the aircraft has stopped, the system turns off the horizontal luminous path.
(h) Ramp markings
To make operations easier both for the pilots as well as for the ground crew, the access to the
parking apron is guided by horizontal markings consisting of continuous and broken yellow lines
along which the front wheel of the aircraft must be maintained.
2.1.8.2 Aircraft parking (Aircraft Stopped)
The loading/unloading support vehicles and equipment are positioned behind the restriction lines
before the aircraft arrives at its parking position.
No support vehicle or equipment can approach the aircraft until it has completely stopped at its
parking position, cut the engines and turned off the anti-collision lights (only the GPU may approach
the aircraft in the case of aircraft APU failure).
Support vehicles and equipment with mobile platforms (elevators, cargo loaders, passenger stairs)
are not placed near the aircraft with the platforms raised. The vehicle must first stop in its foreseen
position and then lift the mobile platform.
Attention must always be paid to the speed at which the vehicles and equipment are moved under
the aircraft.
If there is not sufficient visibility or it is not possible to control the areas occupied by the vehicle
or equipment, another person will help in positioning the vehicle or equipment (banksman, guideman,
wingman).
For the individual operations that are required after the aircraft has stopped, refer to paragraph
2.3.2 (Flight arrival).
2.1.8.3 – Ramp communications to the flight deck
Communication between the ground and the cockpit are done rigorously in English.
Everything that is said, in fact, is recorded in the aircraft’s black box and is evidence of what
happens and is said on the ground during the final moments prior to take-off. It therefore must be
done in a standard language that can be understood by all. The phrasing, as in all communications,
must be clear, precise and fundamental. During the manoeuvre and after the engines have started it
becomes very loud, but nonetheless it is absolutely necessary to be understood without
misunderstandings.
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2.1.8.4 – Flight preparation. Messaging and documentation
The documents needed for the departing flight are collected and prepared. In particular, the following
must be prepared
(1) Flight plan (FPL). The following cases are possible:
(a)The flight plan is requested through the Carrier’s DCS;
(b)The flight plan is sent by the airline’s Flight Dispatcher directly to the UCV printer;
(c)The flight plan is delivered directly by a Carrier representative.
(d)The flight plan arrives via fax or e-mail;
(e)The flight Captain already has the flight plan upon arrival.
(2) Weather documentation (MET). The flight weather documents for conventional carriers
are taken from ARO, signing a register
(a) Weather folder;
(b) Weather reports;
(c) Wind charts
(d) Low level chart, if required by the airline for that aircraft model;
(e) PIB - Pre-information Bulletin, if required by the airline.
(3) Cargo and mail documentation. The documentation for the cargo and mail departing on
the flight is taken from the AGS Cargo Office
(a)Document pouch containing the AWB for the departing cargo and/or, if required, the
documentation for the departing mail;
(b)Cargo manifest, to be delivered to the Weight and Balance Attendant;
(c)NOTOC, or the Special Load - Notification To Captain, to be delivered to the Weight
and Balance Attendant, if there is dangerous goods among the departing cargo (IATA
AHM 381).
There are other documents to be prepared and/or to be prepared for the flight support, such as:
(1)Flight log (AZ);
(2)Security check type B or equivalent;
(3)Any telexes to provide to the crew (ex. routing aircraft).
2.1.8.5 Crew information
The crew on the departing flight is provided with the FPL/MET information and is also informed of
the presence of reserved passengers who require special assistance, the presence of special and/or
dangerous goods and any slot restrictions.
If necessary, the Loadsheet for the arriving flight is requested together with the final fuel data
for the departing flight and, if required, an estimated boarding time. A copy of the Loadsheet for
the arriving flight and the final fuel value are transmitted to the flight weight and balancing
attendant.
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If necessary, all estimated departing delays communicated by the crew are transmitted to the Weight
and Balancing Attendant (UCV). The following cases are possible
(1)crew departing the airport. The communications can occur at UCV or directly on board
the aircraft;
(2)crew in transit at the airport. The communications can occur on board the aircraft in transit
at the airport;
(3) crew going off duty at the airport (night-time stopover or end of duty period). Crews going
off duty can leave data and information for the departure the next day (ex. remaining fuel).
2.1.8.6 - Load Control
The Ramp Attendant, through the aircraft Loading Attendants (OUA), is responsible for loading the
aircraft and for observing its maximum weight and balancing, as indicated in the Loading
Instructions received from the Weight and Balance Attendant.
The Ramp Attendant
(1)inspects the load to be placed on board in order to understand if the distribution specified in
the Loading Instruction can be respected and detect the presence of any particular items that
were not signalled or reported, therefore checking the quantity of cargo and/or mail to be
loaded and if it corresponds with what is reported for the distribution. The presence and
condition of the special or dangerous goods parcels to be placed on board must be checked;
(2)transmits the load distribution information to the Head Inspector or directly to the workers
responsible for loading (OUA) under the aircraft.
2.1.8.7 Disembarkation control
The Ramp Attendant controls the disembarkation of the passengers and the unloading of the inert
load according to the procedures and general rules regarding aircraft unloading.
(1)Passengers. Procedures and assistance. The Ramp Attendant controls passenger
disembarkation. If the aircraft is parked at a remote stand, a bus is required. Passenger
movement on the apron between the aircraft and the boarding gate or between the aircraft
and the passenger bus during embarkation/disembarkation operations is always supervised
by assigned personnel.
(2)Passenger movement between the two foreseen points is clearly indicated either by person or
by straps/rope;
(3)The passenger embarkation/disembarkation path is free from all obstacles, from ramp
equipment and vehicles and the surface is kept clean;
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.
(4)The passengers, when following the embarkation/disembarkation path, are always kept away
from all aircraft protrusions, from the engines or ramp equipment that could cause injuries or
bruises, as well as from the blast of air that occurs when other aircraft depart.
(5)Passengers who require special assistance are disembarked separately, following a different
procedure. The PRM passengers are disembarked using a specific device and/or with the help of
dedicated personnel. The UNMR passengers are accompanied directly from the ramp to the
arrivals area and handed over to passenger assistance personnel.
(6) Baggage. Disembarkation control. The unchecked baggage (DAA) taken from passengers
under the aircraft upon boarding are unloaded and directly returned to passengers under the
aircraft when they disembark. Regularly tagged baggage is unloaded from the aircraft and
brought to the baggage redelivery area to be redelivered to the passengers on the belts in
the Arrivals area
(7) Cargo. Disembarkation control. The documentation is delivered to the Cargo Office.
(8) Mail control. The documentation is delivered to the Cargo Office.
2.1.8.8 – Departing cargo and mail control
The controls for the departing cargo and mail are different in the case of an aircraft with a bulk
load from the case of a containerised aircraft. In the first case, the Cargo Area positions the cargo and
the mail on heavy carts separately and the Ramp Attendant checks that the weight specified on the
carts corresponds with what is indicated on the Loading Instructions; in the second case the cargo
and the mail are loaded directly on pallets or inside containers used for aircraft loading and the OUA
checks that the weight of each individual pallet or container corresponds with what is indicated in the
Loading Instructions.
Please note in particular:
(1) Aircraft with a bulk load
(a) Cargo. Check that the cargo specified on the documentation and the LIS corresponds
with what is actually positioned under the aircraft for loading and positioned on the carts
prepared by the Cargo Area. Check for the special or dangerous goods indicated on the
documentation and the LIS, complying with the instructions provided for loading the
dangerous goods;
(b) Mail. Check that the mail specified on the documentation and the LIS corresponds
with what is actually positioned under the aircraft for loading and positioned on the carts
prepared by the Cargo Area;
2.1.8.9 Supervision of performed services
(a) Aircraft cleaning
The aircraft cleaning service is provided by AGS (OUA), who carries out the aircraft cleaning service
using its own personnel; the Ramp Attendant checks that the aircraft cleaning operations are being
carried out according to the time schedule agreed upon with the Carrier in order to guarantee that the
flight will be on time.
(b) Catering. Supervision of the service provided
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At our airport, the Catering service is provided by Air Chef; the Ramp Attendant coordinates
with the Catering company offices to guarantee that the operations are carried out on schedule
and that the flight will be on time; he receives any requests from the crew and transmits them to
the Catering company offices for the supply of the requested items.
(c) Refuelling. Supervision of the service provided. Checking that the safety procedures
are followed.
The Ramp service supervises the aircraft refuelling operations, coordinating the operations if
requested by the Carrier to refuel with passengers on board.
Aircraft are not refuelled with passengers embarking or disembarking or when passengers are on
board except when following the special procedures and current regulations.
Ministry of the Interior, D. M. 30/9/85, Provisions to be observed during aircraft refuelling and as
amended; JAA, JAR-OPS 1.305, Refuelling/defuelling with passengers embarking, on board or
disembarking.
2.1.8.10 Load supervision and control
The controls for the departing cargo and mail are different in the case of an aircraft with a bulk
load from the case of a containerised aircraft.
(1) Aircraft with a bulk load.
(a) Baggage. The Ramp Attendant supervises baggage loading on the aircraft and its
distribution in the hold, following the instructions of the LIS and airline requests. The
OUA counts the baggage to load on board and makes a final reconciliation to check for
any discrepancies in the final amount of baggage to load on board;
(b) Cargo. The Ramp Attendant supervises cargo loading on the aircraft and its
distribution in the hold, following the instructions of the LIS, the regulations regarding
special and dangerous goods as well as the airline requests and its additional regulations.
(c) Mail. The Ramp Attendant supervises mail loading on the aircraft and its distribution
in the holds, following the instructions of the LIS and the airline requests.
(3)Aircraft with a containerised load.
(a) Baggage. The Ramp Attendant supervises the loading of the baggage containers and
their distribution in the hold loading positions, following the instructions of the LIS
and the airline requests. He communicates with the baggage handlers to verify the
number of baggage items loaded in each individual container and makes the final
reconciliation to check for any discrepancies.
(b) Cargo and mail. The Ramp Attendant supervises the loading of the cargo and mail
containers and their distribution in the hold loading positions, following the
instructions of the LIS and the airline requests.
In any case, the Ramp Attendant manages any deviation from the LIS directly under the
aircraft, making any necessary corrections and then informs the Flight Weight and Balance
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Attendant (UCV) of the variations. He also makes notes on the Flight Note of the time the various
operations were performed under the aircraft.
2.1.8.11 – Passenger embarkation supervision and control
For the supervision and control of passenger embarkation, the Ramp Attendant
(1)contacts the Boarding Attendant, coordinating the boarding times based on the Ramp
operation phases;
(2)contacts the Boarding Attendant, coordinating the boarding of passengers requiring special
assistance.
(3)waits to receive the final number of embarked passengers from the Boarding Attendant. If
there are any changes in the reported data, he will make the corrections to the LDS through the
Last Minute Change notes.
(4) supervises the embarkation phases under the aircraft.
2.1.8.12 Final loading data coherency checks. Last minute change
The Flight Weight and Balance Attendant prepares the documents to deliver to the Captain
(1)Loadsheet, signed by the Flight Weight and Balance Attendant.
(2)NOTOC, in the case of dangerous goods, signed by the Ramp Attendant
(3)passenger list
(4)List of passengers requiring special assistance.
IATA, AHM 551, Last minute changes on loadsheet
The appointed Ramp Attendant will deliver the documents to the Captain and the Head
Cabin Attendant, checking carefully that
(1)The number of passengers reported on the LDS corresponds with the number of passengers
embarked on the flight, as informed by the Boarding Attendant; the Captain is informed of the
actual distribution of the passengers on board the aircraft in the various cabin areas in the case that
the Flight Weight and Balance Attendant applies FORCED PAX DISTRIBUTION;
(2)The number and distribution of the baggage reported on the LDS corresponds to the number
and distribution of the baggage actually loaded onto the flight;
(3)The weight and distribution of the cargo and mail reported on the LDS corresponds with
the weight and distribution of the cargo and mail actually loaded onto the flight and that
the LIS correctly reflects what has been actually loaded on board the aircraft.
If any changes are made to the aircraft load after the Loadsheet has been issued, both regard to
the number of passengers and baggage, the weight of the cargo and the mail as well as the
distribution of the load in the hold, the Ramp Attendant makes these changes on the Loadsheet,
following the Last Minute Change (LMC) procedure so the reported data reflects the actual load
situation on the aircraft. The LMC variations are not necessary made prior to presenting the
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Loadsheet to the Captain, but must always be reported on the document before it is signed by the
Captain. The Captain’s copy of the Loadsheet contains all LMC variations.
The appointed Ramp Attendant collects the signed copies of the Loadsheet and the NOTOC
from the Captain.
One copy of the Loadsheet is attached to the flight plan for filing; if required, the other copy
may be delivered to the airline or the appointed supervisor.
A copy of the NOTOC signed by the Captain is attached to the departing cargo documentation;
the other copy is attached to the flight file for filing.
2.1.8.13 – Starting and walkaround inspection operations
(a) General
Once the ground support operations are completed and all vehicles and equipment that are not
required for flight departure have been removed from under the aircraft (ex. GPU, ASU), the Ramp
Attendant informs the AGS Flight Coordination Office (UCV) that the handling operations under
the aircraft have been completed and that the flight is prepared to start (Ready) with the following
procedures:
(1)The start operations for the departing aircraft are carried out by the Marshaller (OUA) for
aircraft parked at remote stands, in compliance with the safety conditions for aircraft movement.
If the CPT requests start support via the headset, the operations are performed by the ramp
attendant.
(2)Start operations involving aircraft push-back are carried out by OUA personnel with ramp
attendant assistance via the headset.
(b) Personal safety and precautions prior to the start operations
Before beginning the start operations, the Ramp Attendant checks in particular that
(1)The ramp equipment (GSE) that is no longer required for the support operation has been
removed from under the aircraft and parked in a specific area or at a sufficient safety distance
from the aircraft moving area;
(2)Personnel assigned to aircraft loading/unloading support are at a safe distance from the
engines and are aware that the start operations are about to begin.
(3)Passenger embarkation is complete and the aircraft passenger cabin doors are closed;
(4)The aircraft movement area is free from obstacles and from any other object (FOD) that
could compromise aircraft safety;
(c) Walkaround
Before starting the start operations and once the ramp vehicles and equipment have been
removed, the Ramp Attendant carries out the walkaround inspection to make sure that:
(1)the by-pass pin has been correctly inserted before connecting the tow bar and/or push-back
device; the by-pass pin has been removed at the end of the push-back operation;
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(2)the tow bar is correctly positioned;
(3)all aircraft doors have been closed correctly and the handles levelled with the fuselage;
(4)the service doors (fuel, toilette outlet, potable water, GPU, etc.) are closed;
(5)the engine’s intake and exhaust areas are free of FOD;
(6)the aircraft is not damaged during the flight turnaround operation;
(7)the entire aircraft parking area is free from FOD, in particular the areas in front of and
behind the engines;
(8)oil and/or fuel is not leaking from the engines, undercarriages or wings;
(9)water is not leaking from the supply points for the potable water and the water for the
onboard toilets;
(10)the parking area is free of ramp vehicles and equipment.
The image shows the standard path the ramp attendant follows prior to flight departure.
Walk Round
Sequence
2.1.8.14 - Marshalling for departing flights
AGS provides marshalling operations for departing aircraft in compliance with the safety conditions
for aircraft movement.
The same standards and recommendations listed in the section regarding Aircraft Marshalling
signs (paragraph 2.2.4.1) apply to the departure operations. 2.2.4.1)
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2.1.8.15 – Other ramp functions
Compiling and issuing extra-handling services not included in the contract;
Each attendant fills out and signs the flight report, reporting the times of the ramp operations and
making a note about any service anomalies;
Supervision of baggage reconciliation operations.
2.1.8.16 - De/anti-icing operation coordination
During winter, AGS performs the de-icing operations for assisted flights; this activity is coordinated by
UCV as follows:
(1)The de/anti-icing procedures are regulated by internal procedures and carried out on stand 112
(2)OUA personnel attend directly to the anti-icing activities, using the equipment and resources
that are available as well as personnel trained according to current regulations, under the
supervision of the aircraft Captain or his representative.
(3)at the beginning of each supply shift and each time the mixture to be supplied is varied, the
Head Inspector on duty carries out a refractometric check to confirm the percentage to supply.
The collected data is recorded in the dossier provided for the equipment;
(4)the request for the de-icing service can be made by the Captain/Engineer both verbally to the
flight ramp attendant or using the airport frequency 136.825 Mhz.
(5)UCV asks about the type of requested treatment (one/two steps) as well as about the
estimated time for which the service is requested to calculate the times;
(6)The de-icing unit operator provides the service based upon the requested procedure; at the
end of the supply he fills out the supply sheet in triplicate, which is to be signed by the
Captain/Engineer/Supervisor, who keeps the original copy. At the end of the service, he will
remove the second copy related to all supplies that were made and deliver them to UCV
coordination where the data is entered in the company database, and then the copies are sent to
the administrative office;
(7)if a de-icing request is received for flights operated by Ryanair, the Ramp Attendant
delivers the DAR-01 airline form to the Captain;
(8)Equipment Maintenance personnel will fill the de-icer upon request of the operator,
depending on the need for anti-icing liquid and water, controlling the tank level indicators.
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2.1.8.17 - Engine test
This is managed by AGS according to what is specified in annex D.
2.1.8.18 – Document collection and filing
All documents related to flight arrival, transit and departure are placed in separate files for each
individual flight for the purposes of subsequent controls. The station of flight departure or transit is
responsible for archiving the flight files for a minimum predetermined time of three months.
The flight file contains, at least, the following documents:
1)the Loadsheet for the departing flight that was signed by the Weight and Balance
Attendant and by the Captain;
2)the flight Balance Chart signed by the Weight and Balance Attendant and by the Captain; if
necessary and if not already included in the Loadsheet,
3)the Loading Instructions for the departing flight signed by the Weight and Balance
Attendant and by the Ramp Attendant;
4)the fuel order document, if necessary;
5)a copy of the operative flight plan signed by the Captain;
6)copies of the flight passenger assistance, load and movement messages that were sent
automatically or manually;
7)copies of important telex messages for the single flight;
8)the list of embarked passengers;
9)the Single Carrier Declaration for the arriving and departing flight;
10)a copy of the manifest for departing cargo and mail;
11)copy of the NOTOC, if necessary, signed by the Ramp Attendant and the Captain;
12)the flight report properly filled out by the flight Ramp Attendant;
13)Bingo Card (if required);
14)copy of the onboard technical log (QTB) (to be kept for 24 months *).
* JAA, JAR-OPS 1.140, Information retained an the ground; JAA, JAR-OPS 1, Subpart P, Manuals, logs and record
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2.1.8.19 General Aviation
AGS collects the data for the arriving and departing flights and enters it in the management program
S400.
In the case of taxi flights, AGS prepares the Single Carrier Declaration.
In particular, General Aviation managed by AGS includes the following services
(1)contact with the General Aviation flight Captains;
(2)contact with the General Aviation flight passengers;
(3)listening to and contacting General Aviation aircraft using the airport frequency
136.825Mhz;
(4)bus services for transporting crew, passengers and baggage;
(5)contact, if necessary, with ARO, weather, airport management, oil company, police and
customs offices;
(6)contact with customers who request assistance for their flights via TLX, FAX, e-mail and
responding to these requests;
(7)entering all data regarding arrival and departure movements in the General Aviation data
management system. Issue of the DUV (Single Carrier Declaration) when required and the
General Declaration with Police and Customs border controls for all international extra-
Schengen or extra-EEC flights;
(8)entering the movement data in the General Aviation management system for calculating
and issuing the Payment Notes for airport and handling fees.
(9)checking the Loadsheet filled out by the flight Captain (commercial flights Circular APT
08C); the General Aviation Attendant is responsible for checking if the data on the document is
correct.
AGS will also provide other services requested by General Aviation customers, such as
(1)supplying potable water;
(2)toilet service (unloading/loading);
(3)cleaning service;
(4)anti/de-icing service;
(5)cargo unloading/loading support.
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2.2 Ramp Area – Apron – Standard Operating Procedures
The purpose of the process is to provide aircraft with support from the moment of their arrival until
departure.
The operating procedures foreseen for the process are:
(1)Flight preparation
(2)Flight arrival
(3)Flight transit
(4)Flight departure
(5)Special support procedures
The process and its subprocesses are supervised and controlled by UCV (Flight Control Office)
The support services and procedures described here that are carried out by AGS pertinent to
Aircraft Support upon arrival, in transit and upon departure at the airport are carried out
according to what is foreseen in the Manuale di Aeroporto Genova (Genova Airport Manual)
and Regolamento di Scalo (Airport Regulations) to which reference is constantly made.
2.2.1 Operative safety standards while providing aircraft support
(1) Introduction
Aeronautic safety is given maximum importance by airlines and airport management companies.
For this purpose, our company has always properly trained and instructed its personnel working
in the movement areas through courses held by personnel who are experts and qualified both in
the operating safety field as well as in occupational safety. In consideration of the sensitiveness
of the material and the need to keep the attention of all personnel always alert, the main
guidelines to be followed in the movement areas are repeated below, certain that they will be
helpful in carrying out the foreseen functions.
(2) Recommendations
a. While operations are performed on the apron, vehicles must be driven and/or used with
maximum care, in particular near an aircraft in order to prevent danger to personnel and/or
damage to the aircraft or the load;
b. Even the slightest scratch or dent noticed or caused on an aircraft must be reported
immediately so a technical assessment can be carried out;
c. At high altitudes, an aircraft must support enormous pressure and even the smallest
deformation could be the direct cause of very serious accidents.
(3) Safety of persons during operations on board the aircraft and during loading/unloading
operations
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Personal protections:
a. Wear safety shoes or boots to prevent damage to your feet.
b. Wear the headsets during operations in areas with high noise density.
c. Wear the high-visibility clothing provided by the company.
d. Wear the specific gloves during manual operations and when using the equipment.
e. Do not wear rings and/or bracelets.
f. Do not wear necklaces unless they have an easy opening closure (clip).
Operating standards:
a. Do not walk or stand on a moving conveyor belt
b. Do not climb up on or down from the rear platform of the loader.
c. Never climb up on or down from moving equipment.
d. Do not transport individuals on vehicles not provided with specific seats.
e. On moving vehicles, sit correctly and keep your body within the structural borders of the
vehicle itself.
f. Do not climb up on the elevation platform when the vehicle is manoeuvring.
g. Do not walk on the rollers and/or the adjustable wheels.
h. Stay away from the propellers and the engine until they have been turned off and/or the
propellers have stopped.
i. People and vehicles must never cross the arch of the propellers, even if they have
stopped.
j. Stay away from exits and/or entrances while carts and/or containers are in transit.
k. An equipment operator must be sure that no one remains trapped on the aircraft or on the
loading equipment while loading pallets and containers.
l. The cart sides must be lowered with extreme caution to prevent accidents caused by
cargo parcels falling from the carts themselves.
m. Pay maximum attention when exiting or entering the aircraft cabin, hold or
compartments. The cabin may be entered or exited only using the ladder or the bridge,
which will be properly positioned and secured. The holds and compartments may only be
entered and/or exited using appropriate elevator systems that have been properly
positioned and secured (ex. cargo loader and baggage belt).
n. Any object found on the apron (FOD) must be removed. The apron surface must always
be kept clear of objects that could cause damage to the aircraft and/or equipment (ex.
baggage straps, tags, parts of catering equipment, etc.)
Portable electronic devices
a. The use of unauthorised personal electronic devices is not permitted in the movement
area.
b. The use of portable electronic equipment, and in particular cell phones, also when
walking, can lead to a loss of concentration and dangerous situations. Communications
must be limited to what is strictly necessary and must be done in the shortest period of
time possible.
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Loading operations
a. Personnel must not lift or move weights above 25 Kg. unless they are helped by other
personnel or use the provided ad hoc equipment;
b. The lifting of loads must be done according to the rules provided by law 626.
c. To prevent damaging your hands and fingers, which can be crushed, personnel must slide
the load.
d. Do not handle loads using the metal straps used for fastening heavy or special loads.
e. The load must be placed down gently, instead of letting it fall, to prevent foot injuries
and to prevent damage to the aircraft floor and/or the load itself.
f. While handling pallets and containers, your hands and feet must be kept away from
blocks, clamps and guides to keep them from becoming trapped between the pallets and
the floor.
g. In the case of live animals, keep your fingers and hands outside of the containers to avoid
being bitten.
h. The specific “HEAVY” tags must be placed on all parcels (baggage/cargo/mail) that
weigh 25 Kg. or more.
(4) Fire protection and prevention
a. Each suspected or known case of fire must be reported immediately.
b. Any problems to the electric system must be reported immediately.
c. Smoking is prohibited in the entire movement area and also inside the vehicles operated
there.
d. Never obstruct access to fire-extinguishing devices, alarms or emergency exits.
e. If a fire is identified on a parked aircraft, each person on board must be informed
immediately and removed.
f. If there is a fire on a ground support vehicles, both the extinguishers provided on the apron
as well as those located on the vehicles itself must be used. The vehicle must be moved
away from the aircraft as soon as possible.
g. Vehicles must never be used nearby a fuel spillage.
(5) Operations in critical weather situations
Poor visibility
a. The speed of the vehicles must be considerably reduced.
b. Motorised vehicles must keep their lights on during operations
c. Vehicle operators must be particularly cautious at intersections and with all vehicles that
are located in the movement area.
d. The operator must be very careful in checking that the vehicle’s windscreen is clean.
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Presence of ice
a. When possible, all ice or snow that has formed on the equipment or on the work surface
must be removed before starting operations.
b. Attendants must carry out their normal activities more slowly, drive slow and maintain a
greater safety distance for stopping the equipment.
Electric discharge (lightning)
In the case of electric discharge, personnel “must not”:
a. Exit closed vehicles
b. Use the headset connected to the aircraft
c. Use portable electric devices such as telephones and radios in open spaces or near
windows
d. Remain in open spaces
e. Load or unload explosive and/or inflammable material
(6) Aircraft chocks
a. Chocks must be returned to the specific area so they are not the cause of “FOD”
a. Stay away from protuberances near the wheels, such as the parts of brakes and antennas
that could cause accidents.
b. The chocks must be positioned at the aircraft according to manufacturer and Carrier
recommendations.
c. The chocks in the main undercarriage must be positioned both in front as well as behind
the outer tyre.
d. The chocks must be positioned for an arriving aircraft only after the engine has been shut
off, the anti-collision lights turned off and the authorisation to approach the aircraft has
been given by the person in charge.
e. Once the chocks are positioned, they must be parallel to the wheel’s axis and placed
gently against the tyres.
f. The chocks may not be removed until authorisation has been provided by the ramp agent.
g. After use, the chocks must be returned to their dedicated area.
(7) Use of signalling cones
The cones must be positioned:
a. At the end of each wing
b. In front of the parts of the engine on the wing.
c. In front of other aircraft parts that are in conflict with normal equipment movement
during operations.
d. In areas in which the proximity of the aircraft could hinder normal ramp activity traffic.
e. At the ends of the wings immediately after the aircraft is in its parking position.
f. In other areas around the aircraft only after the authorisation to approach the aircraft has
been given.
g. At a distance from the “protected” area that does not make the use of the cone itself
useless.
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The cones must be removed:
a. Only before aircraft departure to guarantee maximum protection.
b. After use and then they must be returned to the designated area.
(8) Operations using ground equipment
a. Personnel driving machines or vehicles must avoid the use of portable equipment such as
telephones or radios, which should only be used when the equipment has stopped.
b. Each vehicle must only be used for its specific function.
c. Vehicles must never cross an aircraft while it is taxiing or while passengers are embarking
and/or disembarking. The aircraft and passengers always have the right-of-way.
d. Vehicles must remain beyond the positioning line with the brakes engaged until the aircraft
arrives at the parking area.
e. The passenger bridge must remain retracted until the aircraft arrives.
f. All vehicles, including the bridges, must not be moved toward the aircraft until it has come
to a complete stop, the chocks have been positioned, the engines shut off, the anti-collision
lights turned off and, where possible, contact has been established between the ground and
the cabin.
g. Note: it may be necessary to connect the GPU before the engines are shut off.
h. The vehicles must have engaged brakes, with the gear in parking or neutral when they are
parked far away or near the aircraft.
i. The vehicles must be in good mechanical condition.
j. When approaching or moving away from an aircraft, the vehicles must be driven at a
walking pace.
k. The equipment/transfer bridges and platforms must be arranged correctly.
l. The railing on the conveyor belt, loaders and other elevating devices must remain in a raised
position when used.
m. The safety guides and bars on the loaders must be properly arranged.
n. If there are stabilisers on the vehicles, they must be positioned.
o. Before moving any vehicle, a general check must be carried out on the vehicle itself.
p. The tubes and cables on the vehicles must be secured before moving the unit.
q. Lifting vehicles must not be driven in a raised position with the exception of the final
positioning.
r. Baggage and cargo must not be transported on vehicles that are not specifically used for that
function.
s. The cargo must be positioned on the carts by loading the heavy items on the bottom and at
the centre to ensure stability.
t. Even if the manual movement of the carts is very simple, it has caused accidents many times.
Therefore, maximum attention is required.
u. The load on the carts and transport vehicles must always be secured using clamps, bars or
straps with the exception of when the load itself must be loaded or unloaded from the vehicle.
All clamps, bars or straps must be checked before use.
v. Towed carts tend to move adrift and shorten the rotation angle. As a result, the driver must
avoid turning just after or just before passing an obstacle.
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w. Each unserviceable vehicle must be sent immediately to the maintenance department and the
indication of “out of service” must be placed on it.
x. When a vehicle is used, maximum attention must be paid to the presence of other vehicles,
aircraft or equipment.
y. When an operator’s visual radius is limited (ex.: when positioning equipment behind the
aircraft) another person must be used as a guide.
z. The driver must be positioned in order to control the area correctly and be visible from the
operator with whom he must communicate using signals. If visual contact is lost between the
two, the vehicle operator must stop immediately.
aa. When electrical and motor driven vehicles are operating, the operator must be able to quickly
reach the emergency controls. All vehicles that do not have external emergency devices with
the engine operating must not be left in the parking area. The operator must remain in the
driving position, keeping the situation under control.
bb. The motor vehicles must perform a stop test in order to check the brakes before entering the
vehicle area and before reaching the aircraft.
cc. The rubber parts that protect the equipment (passenger stairs, bridges, conveyor belts and
catering carts) must never be pressed against the aircraft fuselage in order to prevent damage
and permit aircraft settling during operations.
dd. When loading is complete, all equipment must be moved away from the aircraft.
ee. Before removing equipment from the aircraft cabin access door, the operator must advise the
cabin staff. The equipment must not be removed unless a safety device has been placed on
the open door, or the door has been closed.
ff. Before removing a bridge from an aircraft, a safety device must be placed on the front part of
the bridge platform opening.
gg. All equipment, with the exception of those necessary for departure, must be positioned
behind the vehicle parking line before starting with the push-back operations.
hh. The bridge must be fully retracted before aircraft departure.
ii. In an open area, equipment must be positioned so that they do not hinder the aircraft’s free
movement.
(9) Aircraft loading/unloading operations
Specific precautions are necessary to prevent damage that could be caused by:
a. Exceeding the maximum load weight permitted on the aircraft floor.
b. Inadequate methods of unfastening, fastening and blocking the door separation nets.
c. Loading cargo on passenger seats in the cabin.
d. Incorrect door opening and closing during conditions of strong wind.
e. Improper use of the tail post or front undercarriage, if present.
f. Improper vehicle use.
g. During loading and unloading operations, vertical aircraft movements may occur. These
movements must be carried out in complete safety when the equipment is parked or
operating under the aircraft.
h. Maximum care is necessary while unloading/loading to prevent causing damage to the doors
and their opening.
i. Door protections must be installed when required.
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j. The loading of each article, whether bulk or in containers, must be done following the
written loading instructions to ensure the balancing regulations are observed.
k. The loading units (ULD), when loaded, must correspond to the predetermined loading
instructions.
l. The conditions of the load, including the ULDS, must be checked before loading, in order to
identify any damaged parts. Parts or containers with contents that are obviously damaged
must not be loaded. Damaged dangerous goods must not be loaded.
m. Dangerous goods must be handled with extreme care in order to ensure the proper conditions
of the shipment. The loading and stowage of the said cargo must comply with the required
national/international standards such as IATA – DGR.
n. If a parcel is poorly packaged, proceed with caution. The content must be protected against
loss, which could cause accidents or damage.
o. Any loss in the hold must be reported immediately because the nature of the material could
be damaging to the floor and/or the aircraft as a whole.
p. If a parcel containing dangerous goods is damaged or loses contents, the actions foreseen by
airline regulations must be immediately implemented.
q. Any loss of wet cargo or live animal waste in the aircraft must be reported immediately.
r. Any leak on the apron, such as fuel, oil, hydraulic liquids, etc. must be immediately reported
and the area must be cleaned as soon as possible.
s. While manoeuvring heavy or wide parts inside the hold or in the cabin, in the case of cargo
aircraft, without a mechanised load movement system, mobile roller equipment must be
used; pinch bars, crowbars or other similar equipment must never be used directly on the
aircraft floor.
t. When loading pallets and/or containers, make sure that the corners remain within the guides
and that they are secured by blocks/clamps/guides and that the pallet height is suitable for the
door opening. Also check that the passage of the ULDS in their position is not obstructed by
blocks/clamps/guides.
u. When containers and/or pallets are manoeuvred manually, total control must be maintained
in order to prevent that an impact with blocks and/or clamps at a high speed could cause
damage.
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(10) Aircraft equipment
a. When blocking the pallet nets, do not apply too much force that causes them to twist, in
order to fasten them correctly to the aircraft clamps/guides.
b. The pallet and container blocks on the aircraft floor must be well secured to prevent the load
from sliding.
.
(11) Passenger operations without bridge use
a. Passengers must be kept far from protruding aircraft parts, equipment, refuelling areas,
engines and jet blasts from other aircraft.
(12) Aircraft refuelling
While refuelling:
a. It is prohibited to connect or disconnect any electric equipment including the GPU, batteries
and battery chargers.
b. If a GPU with an automatic lock or an ignition failure is turned on while refuelling, wait
until refuelling is complete and the tube disconnected before reactivating another GPU.
c. The GPU may be turned off (automatically or manually) while refuelling.
d. In the case of fire near or on board an aircraft, the refuelling operations must be stopped.
(13) Safety areas while refuelling:
a. The vapours emitted by the fuel represent a serious hazard of fire. For this reason, all
personnel must be sure that all items such as matches, open flames, the use of flash
photography, etc. are kept away from the hazard area.
b. Portable electric equipment such as cell phones, portable radios, etc. can be used within the
refuelling area, maintaining a distance of at least 3 metres from the aircraft’s inlet and/or
from the drum.
c. The refuelling safety area goes beyond a radius of 6 metres from the fuel bay, the drum
and/or the refuelling equipment.
d. All aircraft service equipment must be positioned more than 3 metres away from the aircraft
refuelling point.
(14) Fuel spillage
The following actions are required in the case of a fuel spillage:
a. Stop the refuelling operation and inform the Captain or assigned person in charge.
b. According to the directions of the Captain or assigned person in charge, evacuate all people
from the surrounding area immediately.
c. Use the fire extinguishing equipment positioned in the area while waiting for emergency
services.
d. Check that only authorised vehicles and personnel are in the area.
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e. Limit all activities inside and outside the hazard area to prevent combustion hazards.
f. All electric equipment used during refuelling must be turned off immediately.
g. Instruct the Captain or assigned person in charge to turn off the APU. Do not allow it to be
turned on until the spillage has been removed and there are no additional hazards of liquid or
vapour leaks.
h. Normal aircraft operations must not be resumed and no engine started until the assigned
person in charge gives the authorisation to proceed.
i. If the spilled fuel involved the load, it must not be loaded.
(15) Operative vehicles
a. Unused vehicles must remain turned off.
b. The vehicles must not be parked under the fuel nozzles on the aircraft wings.
c. Equipment and vehicles must be positioned so that the fuel drum can be operated safely.
d. When possible, a distance of 3 metres must be maintained between the vehicles and the fuel
drum.
e. The GPU must not be used unless it is positioned 6 metres away from the refuelling nozzles
and air inlets of the aircraft tanks.
f. Vehicles with metal wheels may not be used near the aircraft.
g. If the earth cable that connects the drum to the aircraft disconnects during the support
operations, the operator must be informed immediately.
(16) Aircraft movement – Safety recommendations
Operations to be carried out prior to aircraft movement:
a. Inspect the parking area to determine if the operations can be carried out safely (ex. presence
of snow/ice, etc.).
b. Check that all hold doors and panels have been closed and locked.
c. Remove all equipment from around the aircraft and make sure that there is sufficient
distance between the aircraft and the equipment itself.
d. Check that the area surrounding the aircraft is free of objects (FOD).
e. Check that all cables, bridges, etc. have been removed from the aircraft.
f. Make sure the chocks have been removed from the aircraft wheels.
g.
h. Personnel involved in the operations must be positioned outside of the “hazard” area.
i. Only personnel responsible for the operations may remain in the area of operations.
j. Aircraft movement must be done in compliance with current signals.
k. Communication with the cabin must be done keeping a safety distance both from the aircraft
as well as from the moving tractor, using foreseen equipment (headsets with a flexible cable).
l. If the communication system fails, use the manual system.
m. For manual communication, the standard foreseen manual signals must be used.
n. Before an aircraft moves, all personnel involved must be informed about the
communications and the tow operations.
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o. Personnel providing the support must use high visibility signallers during day-time
operations and illuminated signallers during night-time operations and in conditions of low
visibility.
p. The operations performed in situations where the surface is not optimal and/or in bad
weather conditions must be done at a low speed.
q. The entire area where the operations are performed must be kept free of vehicles.
(17) Push-back operations
a. The tractor must be positioned correctly before starting the operations.
b. The chocks must not be removed from the main undercarriage before the tractor and the bar
have been well secured to the front undercarriage and the tractor brake has been engaged.
c. When the bar has been positioned on the aircraft’s front undercarriage, it must be
disconnected from the tractor.
d. When the bar is positioned on the tractor, personnel must be located in front of the tractor
itself and have both legs on only one side of the bar.
e. The tractor and the bar must be aligned with the centre of the aircraft before carrying out the
push-back operations.
f. The tractor must not be left uncontrolled when the engine is running.
g. The wheels on the bar must be completely retracted before starting the push-back.
h. If the aircraft has a hydraulic system cut-out mechanism, make sure that the by-pass pin is
correctly inserted before connecting the bar to the aircraft and before starting the push-back,
and that it is removed when the operation is complete.
i. If the aircraft does not have a hydraulic system cut-out mechanism, make sure that the
hydraulic system is depressurised and the front wheel rotation system is disconnected (if
present).
j. Personnel must not climb on the bar during the push-back operations.
k. If the connection between the tractor and the aircraft should be lost during movement, it is
important to inform the cabin to slowly engage the brakes.
l. When the push-back operation is completed, decelerate and engage the brakes slowly.
m. At the end of the push-back operation and before disconnecting the bar, the cabin must be
informed to engage the brakes and provide a confirmation.
n. The bar must be disconnected from the tractor before being removed from the aircraft.
o. A chock may be positioned in front of the front wheel while the bar is being disconnected.
p. Before the aircraft starts to taxi, assigned personnel must give the “area free” signal, display
the pin (if there is one) and receive the confirmation signal.
(18) Checking the main undercarriage using the towbarless operation
a. The chocks must not be removed from the main undercarriage before the tractor has been
well secured to the front undercarriage with the brake engaged.
b. Make sure that the undercarriage wheels have been secured in the tractor locking mechanism
upon connection with the aircraft.
c. Make sure that the undercarriage wheels have been lifted off the ground during the pushback
manoeuvre.
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d. The tractor must be aligned with the centre of the aircraft before starting the push-back.
e. For aircraft that have a hydraulic system cut-out mechanism, make sure that the bypass pin
has been inserted before connecting the tractor and before starting the push-back and that it
is removed when the operation is complete.
f. For aircraft that do not have a hydraulic system cut-out mechanism, make sure that the
system is depressurised and that the front wheel rotation system is disconnected (if present).
g. If the connection between the tractor and the aircraft should be lost during movement, it is
important to inform the cabin to gently engage the brakes.
h. At the end of the push-back operation and before disconnecting the tractor, the cabin must be
informed to engage the brakes and provide a confirmation.
i. Before the aircraft starts to taxi, the staff must give the “area free” signal and display the pin
(if there is one) to the cabin and receive confirmation.
(19) Towing operations
a. The tractor must be correctly positioned before starting the operations.
b. The chocks must not be removed from the main undercarriage before the tractor and the bar
have been secured to the front undercarriage and the tractor brakes engaged.
c. For aircraft with a hydraulic system cut-out mechanism, make sure that the by-pass pin is
installed before connecting the bar to the aircraft and before starting the push-back, and that
it is removed when the operation is complete..
d. Before starting the tow operations, make sure that the communication system between the
tractor and the aircraft is operating.
e. If the communication system between the aircraft and the tractor is interrupted while towing,
the operation must be stopped immediately.
f. In the case of snow or ice, the speed while towing must be reduced and in particular before
starting the rotating manoeuvre. If the ground is slippery, the towing manoeuvre must not be
stopped while rotating.
g. If the aircraft risks coming on top of the tractor, this must be immediately signalled to the
cabin by means of signals or radio or intercom so that the Captain can gently engage the
brakes.
h. If the surface is sloped, the tow must be done slowly in order to prevent the aircraft from
approaching the tractor.
(20) Use of the towbarless tractor
a. The chocks must not be removed from the main undercarriage before the tractor has been
secured to the front undercarriage and the tractor brakes have been engaged.
b. For aircraft with a hydraulic system cut-out mechanism, make sure that the by-pass pin is
installed before connecting the tractor to the aircraft and before starting the tow, and that it is
removed when the operation is complete.
c. For aircraft that do not have a hydraulic system cut-out mechanism, make sure that the
hydraulic system is depressurised and that the front wheel rotation system is disconnected (if
present).
d. When towing on snow or ice, the speed must be reduced and in particular before rotating. If
the ground is slippery, the tow manoeuvre may not be stopped while rotating.
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e. If the aircraft risks coming on top of the tractor, the cabin must be informed immediately by
means of signals or via radio or intercom so the brakes can be gently engaged.
f. If the surface is sloped, the tow must be done slowly in order to prevent the aircraft from
approaching the tractor.
g. When towing in conditions of poor visibility or at night, the aircraft must be sufficiently
illuminated.
h. When approaching equipment or a congested area, the tractor operator must request the
assistance of another staff member on the ground.
2.3.1- Flight preparation. Vehicles and equipment
The equipment and vehicles (GSE - Ground Support Equipment) suitable for providing operative
support to the aircraft based on its dimensions and characteristics, the destined stand and the
agreement reached with the Carrier for the loading/unloading operations are supplied in compliance
with the safety procedures.
Before the arrival of the aircraft, the handling operations required for the aircraft must be
known and the necessary equipment and personnel must be prepared for the aircraft’s transit.
Equipment and personnel are at the stand upon the aircraft’s arrival.
In particular, the following must be available upon arrival of a flight when necessary or
requested by the airline or the Captain
1) Chocks and fire extinguishers;
2) Safety rope;
3) Electric tractor (TE);
4) Forklift (FL);
5) Baggage belt (NA) ;
6) Passenger stairs (SC) ;
7) Ground Power Unit (GPU);
8)Cargo loader (CK) (Highloader),
9) Passenger bus (BU);
10) Air Conditioning Unit (ACU);
11) Potable water truck (CA);
12) Toilet truck (CI);
13) Air Start Unit (ASU),
14) Push-back truck (TA)
and, in the case of an aircraft parked at a loading bridge
15) Bridge
2.2.2 Flight arrival
2.2.2.1 Vehicle and equipment positioning
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General
The loading/unloading support vehicles and equipment are positioned behind the restriction lines
before the aircraft arrives at its parking position.
No support vehicle or equipment can approach the aircraft until it has completely stopped at its
parking position, shut off the engines and turned off the antì-collision lights (with the exception of
the GPU when the aircraft requires an external power supply in the case of APU failure).
Support vehicles and equipment with mobile platforms (elevators, cargo loaders, passenger
stairs) are not placed near the aircraft with the platforms raised. The vehicle must stops in its
foreseen position and then lifts the mobile platform.
Attention must always be paid to the speed at which the vehicles and equipment are moved
under the aircraft.
Support equipment and vehicles are positioned according to the following procedure
(1) front undercarriage chocks after the aircraft engines and anti-collision lights are turned
off;
(2) GPU (ground power), if necessary;
(3) main undercarriage chocks (if foreseen), passenger stairs or bridge for passenger
debarkation;
(4) equipment required for aircraft support (unloading/loading)
Safety note
Maximum caution is recommended in all situations that could cause damage to the aircraft
while it is moving during marshalling operations upon arrival and departure and while in transit on
the ground.
In particular, all personnel assigned to aircraft support must follow and observe the
procedures specified here
(1) only personnel trained in the use and operation of a certain ramp vehicle or item of
equipment may operate that ramp vehicle or item of equipment under an aircraft;
(2) during taxiing, the ground equipment must be parked at a safety distance from the aircraft
and in any case outside of the aircraft’s manoeuvring area;
(3) the ground equipment and bridges (or jetways) can approach the aircraft only after the
aircraft has stopped, the parking brakes have been engaged, the chocks positioned, the
engines shut off, the anti-collision lights turned off and, if possible, after contact has been
established between the cockpit and the ground; before approaching the aircraft, the vehicle
operator must test the brakes to make sure the vehicle’s brakes are operating;
(4) it is absolutely prohibited for personnel to stand and/or walk on the mobile sections of the
bridge while it is being positioned and/or removed (with the exception of those in charge of its
movement); the mobile parts of the bridge can only be accessed after the manoeuvre is
complete;
(5) all ramp vehicles and equipment that do not need to be brought near the aircraft for the
support operation are positioned at a safety distance from the aircraft to prevent any
damage;
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(6) the ground equipment located outside of the aircraft manoeuvre area must have their
brakes engaged to prevent air flows originating from the aircraft engines from moving them,
causing possible damage;
(7) ground equipment must be moved under the aircraft at a low speed, with the necessary
precautions;
(8) never position or move ramp equipment under the aircraft wings;
(9) never position ramp vehicles or equipment in front of the aircraft’s electric, water
inlet/outlet or refuelling connections;
(10) once positioned, the equipment’s brakes must be engaged to prevent them from sliding or
moving in an uncontrolled manner; motorised vehicles must be turned off and braked;
(11) an aircraft may move vertically during handling or refuelling operations. Some aircraft
make very significant movements. Always keep a certain distance between the ramp vehicles
and equipment and the aircraft. Particular attention must be paid to the positioning of the
passenger boarding stairs;
(12) when possible, comply with the following ramp vehicle and equipment instructions when
under an aircraft (example valid for B737-400 aircraft).
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B737 /400
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2.3.2.2- Chock positioning
(a) General
I Aircraft chocks are used to prevent the aircraft from moving once it has stopped at its
designated stand.
The method for positioning the chocks varies according to the aircraft type and requirements
of the individual airlines. The procedures specified here are the minimum to be followed for
each type of aircraft.
In the case of poor weather conditions and in particular with strong winds, the procedure for
positioning the chocks varies and the specific procedure for those weather conditions is followed.
(b) Procedure for chock positioning/removal
Positioning and removal procedures vary depending on the type of stand and the departure
procedure.
Aircraft arrival
The procedure for positioning chocks upon aircraft arrival is the same if it is parked at a stand
with a bridge or at a remote stand.
(1) Before the aircraft arrives, make sure to have the right number of chocks required for that
aircraft and that they are of the correct size to cover the entire width of the wheels where the
chocks are positioned; they are positioned behind the aircraft’s stopping line outside of the
aircraft’s manoeuvring area;
(2) Before positioning the chocks, the aircraft’s engines and anti-collision lights are turned off;
(3) Propeller aircraft are generally blocked by positioning two chocks, one in front and one in
back of the front wheel;
(4) Turbo-propeller aircraft are generally blocked by positioning two chocks, one in front and
one in back of the front undercarriage wheel;
(5) The aircraft must be approached from the front, a side approach must be avoided if
possible;
(6) When a chock is positioned, leave a space of approx. 2 cm between the chock itself and the
aircraft wheel to make it easier to remove;
(7) Once the pair of chocks has been positioned and the aircraft cannot move from its parking
position, inform the flight crew that the chocks have been positioned using the appropriate
marshalling signals.
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Aircraft departure
The procedure for removing the chocks upon aircraft departure is different depending on if the
aircraft departs with the help of a push-back tractor, if it moves autonomously with the powerback
procedure (backward movement with the help of its own engines) or if it moves by means of
self-manoeuvring from the parking position without push-back help.
(1) Push-back
(a) The chocks may only be removed after the request by the Captain;
(b) Make sure that all chocks have been removed before starting with the push-back
operations;
(c) If a chock is “pinched” by an aircraft wheel, it can be removed by striking it with
another chock or by moving the aircraft after the brakes have been released using
the push-back tractor and the tow bar;
(d) After removal, the chocks are returned to their storage area.
(2) Power-back
(a) When requested by the Captain, only the chock positioned behind the aircraft’s front
undercarriage is removed;
(b) The chock positioned in front of the front undercarriage remains in position until the
power-back operation is complete,
(c) After removal, the chocks are returned to their storage area.
(3) Self-manoeuvring from a remote stand
(a) The chocks may only be removed after requested by the Captain;
(b) Normally, a chock remains positioned in front of the front undercarriage
until the aircraft has completed its start procedures and the Captain
communicates to remove the chock using the specific signal;
(c) Normally, the chock positioned behind the main undercarriage is removed
only after aircraft departure;
(d) After removal, the chocks are returned to their storage area.
(d) Safety
Only trained and authorised personnel or personnel under the supervision of a trainer may position
and remove the aircraft chocks.
Never approach an aircraft until it has shut off its engines and turned off its anti-collision lights.
Never remove a chock from an aircraft unless expressly authorised by the Captain or an airline
engineer in charge of the start operations.
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2.3.2.3- Opening and closing the passenger cabin doors
If the crew is on board the aircraft, the passenger cabin door or any other service access may only
be opened from the inside by the cabin crew.
If the crew is not on board the aircraft, the passenger cabin door or any other service access
may be opened from the inside or from the outside only by qualified personnel.
When opening the door from the outside, always
(1) knock twice on the door to make sure that no one is near the hazard area on the other side of
the door;
(2) open the door slowly and carefully;
(3) pay particular attention to the possibility that the door safety slides are activated. This
cannot be determined from the outside.
2.3.2.4- Opening and closing the cargo doors
"Cargo doors" include
(1) front and rear hold doors;
(2) the bulk cargo compartment door;
(3) the side cargo door on the main deck;
(4) the nose cargo door on the main deck;
IATA, AHM430, Operating of aircraft doors. 1. Cabin access doors.
IATA, AHM 430, Operating of aircraft doors. 2. Main deck, cargo doors and lower compartment.
When carrying out the cargo door opening and closing operations, it is always necessary
that
(1) doors that close electrically or hydraulically are only opened and closed by trained
personnel;
(2) cargo compartment doors are opened and closed slowly and carefully so that the door does
not strike ramp equipment or vehicles positioned below the door.
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2.3.2.5- Procedure in the case of strong wind
The previously described procedures for positioning chocks and opening doors apply in normal
weather conditions with wind speed up to 25 nodes.
If the wind blows with greater force, other specific safety procedures must be followed.
(a) Wind speed between 25 and 40 nodes
The chocks are always positioned at the main undercarriage and not at the front
undercarriage. In the case of wind up to 40 nodes, doors can be opened and left opened.
(b) Wind speed above 40 nodes
The chocks are always positioned at the main undercarriage and not at the front undercarriage.
If possible, the chocks are connected together.
The passengers complete the loading/unloading procedures only from the front door.
The aircraft is unloaded starting from the rear compartment and loaded starting from the front
compartment.
After completing the unloading operations, all unnecessary ramp equipment and vehicles are
removed from the aircraft and blocked at a minimum distance of five metres.
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2.2.3 Flight transit and unloading/loading procedures
Passenger and crew disembarkation/embarkation
AGS supplies, positions and operates the ramp equipment and vehicles and provides the personnel
necessary for performing the requested service according to the established procedures.
(a) Passenger stairs positioning/removal
Procedures to follow when positioning the passenger embarkation stairs under an
aircraft.
Positioning
(1) The passenger embarkation/disembarkation stairs are positioned before the passenger cabin door
is opened by the cabin crew;
(2) Before approaching the aircraft, the following is necessary
(a) Test the brakes to make sure they are operating;
(b) Lift the stairs platform up to the height of the door threshold;
(c) Correct the horizontal positioning of the platform for door opening and passenger
disembarkation (if possible),
(d) Position the stairs stabilisers to block them;
(3) If the door is opened before the stairs are positioned (for example in the case of sudden equipment
malfunctioning) the cabin crew must be informed immediately to block the exit using a safety strap
until the stairs have been positioned or replaced;
(4) Knock twice on the passenger cabin door to signal to the cabin crew that the positioning
operation is complete.
(5) Once the passenger door is open, position and block the lateral sliding bulkheads.
Repositioning
(1) When the stairs must be repositioned (ex. if the ramp is incorrectly positioned and/or
upon crew request), check that the passenger cabin door is closed and then it can
be repositioned.
Removal
(1) Before removing the passenger stairs from the aircraft door inform the cabin crew in
order to have the passenger cabin door closed;
(2) To remove the equipment:
(a) Retract the lateral sliding bulkheads;
(b) Retract the aircraft stairs platform (if possible);
(c) Lift the stairs stabilisers;
(d) Move away from the aircraft and then lower the platform;
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(3) If the door cannot be closed before removing the stairs, inform the cabin crew who will block
the exit by placing a safety strap until the removal operation is complete.
Safety note
The procedure for positioning and/or removing the passenger stairs from under an aircraft
must be strictly followed.
The operator who positions the passenger stairs communicates that he completed the
positioning operation before starting passenger disembarkation/embarkation.
(b) Bridge positioning/removal
The procedures to follow when positioning a passenger embarkation/disembarkation bridge
(jetway) at an aircraft follow the same safety and operational logic as those described for passenger
stairs positioning/removal.
(c) Passenger transport
Passenger transport within the internal airport area is done mandatorily by bus (remote
stands); upon flight arrival, the vehicle is positioned under the aircraft only after the ramp
vehicles and equipment have been positioned. The bus operator communicates with the ramp
agent to know the area where the passengers must disembark (Schengen or extra-Schengen
arrivals). For some stands, passengers are accompanied to the terminal across predetermined
pedestrian routes or using stairs in the loading bridges. In any case, the passengers must be
directed by supervising personnel.
Passengers who require special assistance are disembarked separately, following a different
procedure.
PRM passengers are disembarked using a special vehicle.
UNMR passengers are accompanied by a Lost & Found attendant, who was informed in advance
by the ramp attendant, to the arrivals area.
For embarkation operations, the bus operator positions the vehicle at the foreseen gate and transports
the passengers under the aircraft; he then waits for authorisation from the Ramp Attendant to open
the doors, allowing the passengers to board the aircraft.
Passengers may not be transported to entrances other than those for Schengen or extra-Schengen
arrivals except in specific cases (ex. STCR, celebrities, etc.) subject to providing information
and/or making a request to Government Agencies and/or for particular reasons of security.
(d) Crew transport
The crew and its baggage is transported within the internal airport area by bus; the departing
crew is picked-up at UCV or at the extra-Schengen arrivals side and transported directly to the
foreseen apron. Arriving crews are picked up under the aircraft and transported to the foreseen
Schengen or extra-Schengen exit areas.
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2.2.3.1 General aircraft unloading rules
Immediately after the aircraft arrives and finishes its parking procedures, the inert load is
unloaded.
The following procedure applies for unloading the inert load:
(1) Baggage. Passenger baggage is unloaded first, taking the following priorities into account:
(a)Delivery At Aircraft (DAA). Unchecked baggage taken from the passengers under
the aircraft upon departure must be delivered directly under the aircraft or on the
bridge in accordance with airport provisions and restrictions;
(b) Transit baggage with priority condition (Priority Baggage). These must be sent
immediately to the baggage handling area for X-ray checks and then for loading on the
continuing flight; baggage originating from national airports or EU airports are exempt
from the x-ray checks (with the exception of the EU countries and/or airports specified in
the list transmitted confidentially to the Operator);
(c) Transit baggage. These are sent to the baggage handling area for X-ray checks and
then for loading on the continuing flight; baggage originating from national airports
or EU airports are exempt from the x-ray checks (with the exception of the EU
countries and/or airports specified in the list transmitted confidentially to the
Operator);
(d) Local baggage with priority condition (Priority Baggage). It is sent to baggage claim
and delivered first;
(e) Local baggage. These are sent to the carousels to be delivered to the passengers.
(2) Mail. Airmail is unloaded before the cargo and sent to the Cargo Warehouse.
(3) Cargo. Cargo is unloaded after the airmail, taking the following priorities into account.
(a) Cargo with priority conditions (express cargo, valuable cargo etc.).
(i) According to the cargo documentation, “express” cargo is unloaded first and
sent to the Cargo Warehouse before unloading other cargo.
(ii) For cargo classified as valuable (“valuable cargo”), follow the safety
procedures foreseen for all valuable cargo (jewellery, stamps etc.)
(b) Special cargo that requires special warehousing procedures (ex. AVI)
(c) Remaining cargo. Remember that particular attention is required when unloading
special and/or dangerous goods (such as heavy parcels, dangerous goods categorised
among the IATA restrictions – DGR, live animals, human remains, etc)..
Also remember:
(1)Do not unload FKT (Flight Kits, Spare Parts) or EIC (Equipment In Compartment) that are
part of the aircraft’s on board equipment;
(2) Do not unload the baggage of the crew in transit;
(3) Always check that the holds are empty before starting to load.
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2.2.3.2 General aircraft loading rules
After the aircraft has been unloaded, loading procedures are started immediately for departure,
following the Loading Instructions. The following procedure applies for the stowage of the
departing inert load
(1) Cargo. Cargo is loaded first so upon arrival at the destination it is unloaded last;
(2) Mail. Mail is loaded immediately after the cargo and prior to the baggage so that at the
destination it is unloaded after the baggage and prior to the cargo;
(3) Baggage. Passenger baggage is loaded last so it can be unloaded first at the destination. In
most cases, the baggage is divided as follows
(a) Baggage in transit at the airport of destination (defined "baggage in transit")
(i)
(ii)
With a priority condition (Priority Baggage)
Without a priority condition divided, if necessary, only for domestic
flights into
(iii) Baggage in domestic transit, with a final domestic destination;
(iii) Baggage in international transit, with a final international destination;
(b) Baggage ending its journey at the airport of destination (defined "local baggage")
divided if necessary into
(i) Baggage with a priority condition (Priority Baggage, C/C passengers);
(ii) Baggage without a priority condition (Y/C passengers)
(c) Delivery At Aircraft (DAA). Unchecked baggage taken from the passengers
under the aircraft upon departure must be loaded last separately so they can be
delivered to the passengers immediately upon arrival.
Also remember that:
1. For flights landing at multiple airports (multi-leg flight) do not stow cargo, mail or baggage
with different destinations in the same compartment to prevent having to unload, check and
reload cargo, mail and baggage in transit at a transit airport;
2. Baggage is loaded so it can be accessed easily and is not blocked by other load
components;
3. Only load cargo and mail that can be unloaded at the destination airport,
4. On aircraft with a bulk load, always check that the nets that separate the compartments have
been positioned correctly before closing the door.
(a) Loading instructions and changes
The information provided in paragraph 2.2.3.2 applies for the loading instructions.
Loading instructions are issued for each flight according to the Carrier’s procedures (ex.
standard loading, restrictions, embargo, etc.). Each change made to the departing load is agreed
upon between the flight ramp and the Weight and Balance Attendant to check its applicability
and is noted on the document and countersigned prior to flight departure.
(b) Compartment loading instructions
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The loading instructions (LIS) specify the load for each individual aircraft compartment; it is
very important that the foreseen load never exceeds the maximum structural weight for the
compartment to be loaded. The automatically prepared LIS specifies the maximum structural
weights for each compartment to make sure that the limits are not exceeded already in the prebalancing
phase; if the LIS is prepared manually, the Weight and Balance Attendant will be
responsible for checking the maximum structural weights for each individual compartment in
advance so the documentation can be issued appropriately.
Particular attention is required with regard to loading dangerous and heavy cargo (HEA 1 parcels);
in these cases the following aspects must be taken into account:
1. all precautions must be taken to make sure that loading can be carried out safely in order to
prevent personnel from being injured or the aircraft and/or load from being damaged;
2. HEA parcels must be packed suitably and be loaded in order to prevent the aircraft structure
and/or the rest of the load from being damaged
3. the weight of the heavy parcels is distributed in order to respect the aircraft’s load restrictions;
4. DGR and/or heavy parcels must always be fastened;
5. dangerous goods parcels must always be loaded following the Carrier’s instructions, respecting any
load incompatibilities in the case of various types of DGR cargo.
(c) Dedicated positions for some load items
Some load items (ex. AVI, FKT) are loaded into dedicated compartments in order to
guarantee suitable transport conditions (ex. temperature, air volume, light for the transport of AVI),
and that they can be found easily during all phases of the turnaround (ex. FKT, Crew bags, etc.).
(d) General
Each Carrier requires division for some load items in order to make the operations at the
destination easier, and in particular for baggage items.
(e) Originating first class or priority baggage
Priority baggage includes all originating or transit baggage checked by passengers with a First
(F – first class) or Business (C – club class) tariff class. This baggage is generally identified as
“priority” baggage, but each Carrier can adopt its own specific code.
If requested by the Carrier, check-in personnel must identify the baggage checked for
passengers that travel in these classes on board the aircraft by placing a tag, in addition to the
baggage destination tag, that identifies the baggage as priority baggage. Each Carrier adopts its own,
different identification tag.
IATA, AHM 453, Handling/bulk loading of heavy items.
If requested by the Carrier, baggage items with these tags are loaded separately on board the
aircraft in order to make it easier to unload them at the airport of destination. Upon arrival, baggage
is unloaded separately and delivered first.
(f) Baggage in transit.
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All originating baggage is considered baggage in transit that, once it reaches the airport of
destination, must be loaded onto another connecting flight, that is, a flight in transit.
Check-in personnel must tag transit baggage correctly by placing the tag that specifies all the
destinations of the baggage up to the final destination (with a maximum of three connecting
airports).
In the case of baggage checked by passengers with a first class or club class ticket, an
additional “priority” ticket is attached, as required by the company, which identifies the baggage as
priority baggage.
If the Carrier requires the transit baggage to be additionally separated according to the priority of
the connecting flight, an additional label can be attached that identifies baggage with short
connection times ("Hot Connex" or "Short Connex").
Upon Carrier request, “priority” baggage in transit is loaded on board the aircraft separately
from the other baggage categories.
(g) Crew baggage
Flight and cabin crew baggage is marked with the airline’s specific label. Each company
identifies a standard position in each type of aircraft where crew baggage is loaded. The indicated
loading positions must always be observed.
If the provided space is not sufficient, the rest of the crew baggage can be loaded in an adjacent
section.
If space remains, other inert load can be loaded together with the crew baggage, preferably
other passenger baggage or mail. In this case, make sure that the baggage can be easily accessed
for unloading at the destination airport.
(h) Cargo documents
The documents that accompany cargo and/or mail shipments are loaded and positioned on
board the aircraft according to airline provisions. The documents may be loaded in the hold on
board the aircraft or directly delivered to the crew, depending on the requests and procedures of the
assisted Carrier.
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2.2.3.3 Preparation for loading bulk cargo
IATA, AHM 310, Preparation for loading of cargo. 2. Bulk
The procedures for preparing for loading bulk cargo take the following into account
(1) that the dimensions and weight of the cargo do not exceed the airline’s or the aircraft’s load
restrictions;
(2) that the cargo parcels are stored, transported and loaded being careful to always comply
with any load restrictions or incompatibilities;
(3) that RRY cargo parcels are always prepared using special pallets with raised edges;
(4) that the weight of the cargo is calculated and determined following any specific airline
instructions.
(a) Use of the load separation nets
The load separation nets in the aircraft hold are used to block the load placed in a specific
aircraft hold; if the load separation nets or their anchor hooks are damaged, the ramp attendant
informs the flight Captain or maintenance engineer and that hold will not be used for loading.
All hold nets used for loading are fastened and tightened before the doors are closed. If a hold
has not been used for the load, the separation nets do not need to be positioned, but it must be
checked that they do not obstacle the door opening/closing movement.
(b) Rules for loading heavy parcels (HEA)
Loading HEA on board an aircraft is done according to the transport safety conditions foreseen
by the manuals and the airline.
To ensure precise and quick loading, the entire load is checked in advance, following the loading
instructions received before starting the loading operations. The parcels are not loaded onto the
aircraft if
(1) they do not appear to be packed in a suitable manner;
(2) they could damage the aircraft or other loaded items;
(3) they could contaminate the aircraft or the remaining load.
To safely load any HEA parcel, the following information is necessary
(1) the maximum structural compartment, surface and linear weights of the aircraft onto
which the heavy parcel (HEA) is loaded to calculate the minimum number of boards
required for distributing the weight;
(2) the fastening and constraint factors for calculating the minimum number of straps and hooks
required to anchor the parcel safely.
The number of boards necessary for distributing the weight of a parcel is obtained by
calculating the parcel’s contact surface on the aircraft floor to remain within the maximum
structural weight for the aircraft’s compartment.
IATA, AHM 311, Securing offload.
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The figure below represents fastening a HEA parcel according to IATA manuals
Loading
cargo
containerised
baggage and
The procedures for preparing for loading cargo on pallets take the following into account
(1) that the ULD (pallets and containers) are in a good condition;
(2) that they are built according to the structural dimensions and restrictions of the aircraft or the ULD
themselves;
(3) incompatible parcels are separated according to LATA and airline provisions;
(4) that the tag on the ULD clearly specifies the ULD's destination, net weight, tare and gross weight;
(5) when a DGR parcel is loaded on an ULD, the specific tag is used;
(6) each special load is clearly marked with its IMP code in the remarks box on the ULD tag
(7) the loading position on board the aircraft is clearly indicated in the specific section of the ULD tag;
(8) the weight of the cargo is calculated and determined following any specific airline instructions.
(a) Description of the containerised loading system
For some aircraft types, the system used for loading baggage, cargo and mail consists in placing
them on pallets or in specific containers. The floor of the baggage compartments and the cabin floor
(for combi aircraft) are provided with motorised and/or manual sliding rollers and directional braking
systems (binary and blocks). There are pallets and containers of various sizes that were designed and
built for baggage compartments in different aircraft types (ex. LD3 for B747 and A300, AKH for
A320-A321, LD2 and LD8/DQF for B767) and there are pallets and containers of larger sizes that were
designed and built for being loaded on the main deck of all-cargo or combi aircraft (AQ6,20 Feet etc).
The use of these ULD reduces the time required for aircraft loading operations and permits shorter
transit times at airports, as most stowage and fastening work is carried out before the flight arrives and
after its departure.
IATA, AHM 310, Preparation for loading of cargo. 3. Unloading devices.
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Stowage is done at the cargo warehouse or the baggage handling area. The cargo warehouse attendant
or those responsible for baggage stowage are responsible for complying with the bulk cargo rules for
preparing the pallets and/or containers whereas the Ramp Attendant under the aircraft must ensure that
the ULD are distributed and anchored on board the aircraft as required by the Loading Instructions.
(a) Using the containerised load system
The pallets and containers are loaded onto the aircraft using special ramp equipment (cargo
loaders). Before being loaded, any snow or ice on the ULD is removed. Once loaded onto the
aircraft, they are placed in their assigned positioned and blocked there. Inside the aircraft, the ULD
can be moved to their positions manually or using motorised rollers located in the hold floor that
are operated using controls positioned near the hold access door. When the ULD reaches the
positioned assigned by load distribution, it is secured with fasteners.
2.2.3.4 Extraordinary loading procedures
In addition to the normal loading operations in the aircraft hold, there are special procedures when the
passenger cabin seats are used for loading mail, baggage. We can usually consider the following
situations:
(1) CSB (Cargo Seat Bags): these are covers that are used to cover passenger seats that create
compartments between the seats that can be used for loading mail on night-time postal flights
when there is not enough space available in the hold or according to the standard mail loading
methods agreed upon with the Carrier.
(2) SOC (Seat Occupied by Cargo): this is the use of a passenger cabin seat for transporting
baggage in the cabin for which the customer paid an extra amount (extra seat); upon
embarkation the baggage is loaded on the seat next to the passenger and fastened with
rope/straps to prevent it from moving during the flight.
2.2.3.5 Tipping prevention procedures
During the loading/unloading operations for a passenger, cargo or combi aircraft, aircraft
balancing conditions may be created where the rear section of the aircraft is heavier than
the front section. Therefore, the aircraft could incline backward, pivoting on its main wheels,
resulting in damage to the aircraft, ramp equipment and creating serious danger for the
personnel in charge of the operations.
To prevent this risk, the Ramp Attendant and the aircraft loading/unloading Attendants
must follow the procedures described here that are most suitable for the type of load and
aircraft
IATA, AHM 431, Aircraft ground stability. Tipping
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(1) The flight weight and balance attendant can constantly follow the actual balancing of the aircraft
at any moment while it is being loaded by checking the Balance Chart for the aircraft model. If
the aircraft’s barycentre lies outside the conditions of safety, he may prepare the loading
instructions as follows:
(a) for a passenger aircraft, first unload the rear holds and then the front ones and first load the front
holds and then the rear ones;
(b) for a cargo aircraft, first have a fully loaded pallet placed on board in the front position before
carrying out the subsequent loading operations;
(2) The aircraft support regulations foreseen by the Carrier may require, prior to starting each
unloading/loading operation, that a tail post or weights are positioned on the aircraft’s front wheel -,
(3) In certain extreme circumstances, and in particular for a combi aircraft, it may be necessary to
regulate the loading/unloading of passengers, who provide a counterweight function on the aircraft;
(4) Some types of aircraft have alarm systems that alert the operators if there is a tipping risk;
(5) In conditions of particularly strong wind or snow, there may be a tipping risk for the aircraft. The
Carrier may request that extra ballast is loaded in the aircraft’s front hold to prevent tipping.
Any restriction made by the Carrier with regard to the aircraft loading/unloading operation
sequence in order to maintain the balancing condition on the ground must be observed.
2.2.3.6 Procedures and instructions for loading “special” baggage
(a) WAM - Weapons and Ammunition
Sporting weapons and ammunition may be loaded onto an aircraft as checked baggage (see Standard
Operative Procedure 2.1.3.1 (d)) 1 .
Baggage containing sporting weapons or ammunition that is checked in regularly
according to the procedures and provisions issued by the ICAO, JAA, ENAC and the
Carrier is stowed on the aircraft in a manner that it cannot be accessed by passengers
during the flight.
If the aircraft does not have loading compartments that are separate from the
passenger cabin, weapons and ammunition must be loaded separately under passenger
baggage to make them inaccessible. The Carrier may use other loading procedures.
ICAO, Technical instruction for the safe transport of dangerous goods by air, JAA, JAR-OPS 1.070, Carriage of sporting
weapons and ammunition; JAA, IEM-QPS 1.070, Carriage of sporting weapons.
(b) Wheelchairs
When loading wheelchairs or other battery operated equipment, always consider the type of
battery, if it is a dry battery, a gel cell battery or if it contains corrosive liquids. In any case, always
follow the precise procedures specified by IATA.
Wheelchairs with a dry battery, gel cell battery or a non-spill battery can be embarked
according to the following procedure: the dry battery is disconnected from the equipment, blocked
and the terminals are isolated to prevent accidental short circuits.
Wheelchairs that have liquid batteries or a battery with spillable liquid can be embarked if
the wheelchair can be loaded and blocked on board the aircraft in a vertical position and
special precautions are taken for the battery. It is disconnected, its terminals protected from short
circuiting and the battery itself is blocked to the wheelchair. If the wheelchair cannot be loaded
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and blocked in a vertical position, the battery must be removed: and the wheelchair checked as
normal baggage.
(c) "Courier” baggage
The diplomatic bags that travel without the passenger for whom the bag is checked are
considered “courier” baggage.
(d) Objects that are collected for safety reasons
It is not permitted to transport objects in the cabin that are considered dangerous for flight safety.
This includes objects such as edged weapons, swords, lances, daggers, scissors, walking canes and
any other dangerous object. Although not intended to harm anyone, being instruments used only
for home or work purposes, these objects are considered improper weapons and can only be
transported in checked baggage. Reproductions of fire arms are considered in the same manner,
whereas simple toys that are obviously only similar to weapons and in the possession of children are
excluded.
If these are discovered in the unchecked baggage after check-in, they will be removed from
the passengers at the security check or upon boarding if additional checks are made by security
personnel. These objects will be transported as “CHECKED” baggage in specific containers
provided by the airlines, if available, which can be envelopes or cardboard boxes bearing manual
tags that are numbered with the same number as one of the passenger’s checked bags.
The containers are not delivered to the crew but loaded into the hold together with other
checked baggage and handled at the airport of destination or transit just like a checked bag.
Otherwise, the object cannot be transported.
IATA, AHM 345, Handling of battery operated wheelchair as checked baggage; IATA, DGR, Dangerous goods
regulations.
IATA, AHM 140, Items removed from passenger’s possession by security personnel after check-in. (e) Rush baggage
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(e) Rush baggage
“Rush” baggage is baggage that for various reasons does not travel on the same flight as the
passenger; this baggage is rerouted to the airport of destination with the “rush” tag.
The rerouting is done using the following procedure:
1/ The RUSH baggage must always be sent to the final destination of the baggage itself
2/ The RUSH procedure is only applicable when the baggage has been requested by another airport using
the specific messages and/or with the relative AHL documentation.
3/ The baggage must be rerouted in the following order of precedence:
- same Carrier
- code sharing and/or partner Carrier
- other available Carrier
In the case of a low cost Carrier, the rush baggage can only be rerouted on the same Carrier.
A low cost Carrier does not carry rush baggage from another Carrier.
4/ The baggage must be tagged with the special Carrier and/or airport RUSH tag, which is green or red
depending on if the destination is EU/EXTRA EU
5/ The original baggage tag, if present, must not be removed but must be folded so it does not create
confusion in reading the baggage destination.
6/ If there is a delivery note or a relative key, they must be placed in one of the baggage pockets, if
present, or attached to the baggage using the “Aeroporto di Genova” tape in order to block the pocket
opening or the exiting of the note itself.
7/ The attendant MUST send the FWD or FAH or FOH message, filling it out completely.
Including the note XRAY OK
8/ The attendant must inform the ramp for its collection and subsequent X-ray check.
9/ The load control agent must inform the ramp attendant that RUSH baggage is on board.
10/ The ramp attendant must inform the Captain that RUSH baggage is on board.
11/ RUSH baggage may be loaded ONLY after it has been x-rayed, and upon confirmation, the safety
personnel must place SECURITY tags on the baggage.
12/ Before loading, the ramp attendant must make sure that the baggage has been given the “SECURITY”
tag.
15/ The presence of RUSH baggage on board must be pointed out in the load information, in the
loadsheet and in the flight messages.
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16/ A copy of the FWD message sent by the Lost and Found office must be filed together with the flight
file.
Rush baggage travels together with all other departing baggage and is usually loaded last if
the flight Captain requires it to be visually checked.
2.2.3.7 Procedures and instructions for loading special cargo
Procedures and instructions concerning some types of cargo defined as “special cargo". This includes
loading live animals 1 and valuable cargo, perishable cargo, human remains, and shipments of special
importance or urgency 2 . For these last types of shipments, in particular, remember that:
(1) all personnel involved in loading/unloading must be informed of the particular type of cargo and
any requirements necessary for handling the specific type of shipment;
(2) particular attention is required for the safety of valuable cargo or easily perishable cargo
(3) perishable cargo is loaded according to the requirements for that particular shipment;
(4) a shipment that is considered special cargo must carry, in a clear and visible manner, a
"special consignment” tag or other airline tag.
(a) 1 AVI-Live animals
(1) handling of live animal shipments
(a) the ground transport and the loading/unloading of the animals must be done so
that the animals are not frightened or entangled;
(b) the animals are loaded in a ventilated and pressurised hold that must never be
completely filled so that they can breathe;
(c) these shipments must be unloaded as soon as possible and remain protected from
bad weather and from sunlight while being stored and waiting;
(2) stowage on the aircraft
(b) bulk parcels and ULD containing live animals must always be anchored on board
the aircraft to prevent them from moving and the animals from falling.
(3) loading incompatibilities when transporting live animals
(a) in general, live animals may not be stowed near other cargo shipments that may
have a negative impact on their health;
(b) animals of species that are rivals or hostile with each other (dogs and cats) cannot
be loaded in the same compartment and animals of the opposite sex of the same
species are loaded as far as possible from each other;
(3) the incompatibilities with particular cargo must be observed, such as dry ice (ICE),
food (EAT) and human remains (HUM) and dangerous goods such as cryogenic
liquids (RCL), poisonous substances (RPB), infective substances (RIS);
(d) live animals can be loaded into the same compartment with radioactive substance
(RRY) in compliance with the minimum required distances;
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(e) particular attention is required when shipping chicks, young turkeys, ducklings and
baby geese;
(f) animals originating from laboratories, carrying infections that can be transmitted to
humans, must only be transported pursuant to special agreements with the airline and
government authorisation;
IATA, AHM 310, Preparation for loading of cargo. 5. Live animals.
IATA, AHM 310, Preparation for loading of cargo. 6. Other special cargo.
IATA, AHM 332, Handling and stowage of live animals IATA, LAR, Live animal regulation
(b) COM - Company Mail '
The inter-office correspondence the airline sends on its own aircraft is called Company Mail. These
shipments can travel without a manifest providing that:
(1) the Company Mail bag is sealed;
(2) x-ray checks were completed;
(3) it is not left unattended;
(4) the shipment is limited to correspondence. Parcels or cardboard boxes are shipped as service
cargo.
(c) DIP - Diplomatic Shipments
These shipments are covered by diplomatic privileges and are not subject to customs
inspections. These are closed and sealed parcels that are stowed together with normal
cargo but in a manner that permits their quick unloading at the airport of destination.
The procedure is the same as for valuable cargo.
(d) FIL Film
Print or journalistic material that includes undeveloped film is coded as FIL; FIL
material is loaded observing specific separation procedures when the load also contains
radioactive material (RRY).
IATA, AHM 360, Company Mail.
(e) FRG – Service cargo
Service cargo is cargo that the airline sends to itself from one airport to another.
Service cargo includes all airline material and in particular
(1) Aircraft and engine spare parts;
(2) Carrier owned equipment;
(3) Various materials such as airline printouts and schedules;
(4) Airline advertising material.
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Service cargo is non revenue cargo and does not pay an embarkation fee and is not placed on
fiscal DUV documents.
Service cargo can be identified by the various airlines as
(1)FRG - Freight Non-revenue;
(2)EIC - Equipment in Compartment,
(3)FKT - Flight Kit (Spare Parts);
(4)CSU - Catering Service Units.
It is absolutely prohibited to send personal items on an aircraft as service cargo.
(f) EAT - Foodstuff for human consumption
The transport of non-perishable foodstuffs can be done complying with certain restrictions in the
presence of other dangerous goods such as toxic (RPB) or infective (RIS) substances; in this case,
they cannot be loaded into the same compartment or, if loaded in ULD, they cannot be loaded
next to each other.
Foodstuffs (EAT) cannot be loaded in the same baggage compartment together with live
animals (AVI) and/or human remains (HUM); if loaded in ULD, they cannot be loaded next to each
other.
(g) ICE - Dry ice
Dry ice may be used as a coolant with a maximum of 200 kg. per compartment, including the
main aircraft cabin. The same restriction applies for the maximum content in the same container.
Dry ice is never loaded in the same unventilated baggage compartment with live animals.
(h) PER - Perishable cargo
Perishable cargo is cargo whose condition or suitability for use and consumption can
deteriorate if exposed to changes in temperature or humidity or transport delays. Perishable
products can be flowers, plants, fish, meat, frozen food products, serums and vaccines,
newspapers and more. As these are articles that are very sensitive to temperature changes, they
should be stowed in suitable baggage compartments. For the same reason, this is cargo that once it
arrives on a flight, it must be delivered to the cargo warehouse in a short amount of time to be sent
to the waiting customer.
The following perishable cargo belongs to the PER category, and has additional codes
(1) PEF - Perishable flowers and plants
(a) are stowed in a manner to prevent direct contact with the hold floor or walls;
(b) are not loaded in the same compartment or ULD with fresh fruit or vegetable products in
order to prevent the ethylene gas emitted by the vegetables from causing them to deteriorate.
(2) PEM - Perishable meat
(a) Shipments of meat or similar items are packed in water resistant containers and handled
according to the provisions for "wet cargo";
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(b) The conditions of maximum hygiene must be followed during all shipment handling and
transport operations;
(c) The requested transport temperatures must be observed.
(3)PEP - Perishable fruits and vegetables. Particular measures must be considered when packing
these products and when stowing them on board an aircraft with other generic cargo to prevent
the parcels from being crushed;
(4)PES - Perishable fish and seafood.
(a) Fish shipments are always packed in special containers and handled as "wet cargo";
(b) Any dry ice used for cooling the shipment is packed and sealed inside the package;
(5)HEG - Hatching eggs (see section i);
(6)LHO - live human organs – Organs for transplant or blood for transfusions (see section m);
(7)EAT - Food for human or animal consumption (see section f).
IATA, AHM 330, Handling perishable cargo; LATA, PCM, Perishable cargo manual.
(i) HEG - Hatching eggs
Hatching eggs are not stowed near shipments containing dry ice (ICE) or cryogenic liquids
(RCL). Hatching eggs travel at a distance from radioactive materials in categories Yellow II and
Yellow IH according to the instructions and distances specified by the specific tables contained in
the manual DGRIATA.
(1) HUM - Human Remains
With regarding to the handling operations, involved personnel must remember that:
(1) the operations of loading and unloading coffins and cinerary urns are done before passenger
embarkation and disembarkation if possible and so they cannot be seen;
(2) funeral ceremonies are not permitted on the apron or near the aircraft;
(3) foodstuffs for human and/or animal consumption and live animals (AVI) may not be
transported in the same compartment.
IATA, AHM 330, Handling Perishable Cargo 2.2 Hatching. Eggs.
IATA, DGR, Dangerous Goods Regulations.
IATA, AHM 333, Handling of human remains.
(m) LHO - Living Human Organs & Blood Plasma
Human transplant organs and blood for transfusion are transported with the code LHO.
The parcels transporting these materials may be loaded in a compartment with radioactive
material in categories Yellow-II and Yellow-III, making sure that the distance between them is the
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same as the distance foreseen between the radioactive parcels and the passengers. There is no
restriction regarding parcels with radioactive material in the category White-I.
LHO parcels are stowed adequately separated from parcels containing human remains (HUM).
(n) MAG - Magnetized Materials
Magnetized or magnetizing material may be transported without weight limits. Magnetic material is
loaded at a distance from other material or cargo that could be sensitive to the magnetic field it
emits and far from onboard aircraft instruments.
(o) VAL - Valuable Cargo
Special loads defined as VAL - Valuable Cargo include items that due to their particular nature
reach a high commercial value with regard to their weight/volume ratio. These include
(1) gold bars, gold coins, gold in various forms;
(2) platinum and platinum metal (palladium, iridium, ruthenium, osmium and rhodium) and
various forms of platinum alloys;
(3) diamonds (including those for industrial use) rubies, sapphires, emeralds, natural peals
(including cultivated pearls) and jewels made up of these precious stones;
(4) legal currency, checks, stocks, bonds, coupons, postage stamps;
(5) in general, every article that has a declared value greater than or equal to $1,000 (or
equivalent) per gross kilogram.
It is important to check that upon embarkation, the packing was done in a manner that can
prevent tampering and does not show signs of damage. If their size permits it, the parcels are placed
in the onboard security lockers. In this case, the Pilot that accepts them, signs the Valuable cargo
delivery note that always accompanies these shipments.
If the parcels are too large, they will be stowed together with the rest of the load last, just before the
door is closed and stowed in a position that makes it possible to control them at any transit airports
and to be quickly identified at the airport of arrival.
Shipments of valuable cargo ("desirable") are always escorted from the aircraft to the Cargo
Warehouse and vice versa by security personnel.
IATA, AHM 330,Handling perishable cargo. 2.7. Living human organs/blood .
IATA, AHM 331, Handling and protection of valuable cargo.
(p) Wet Cargo
Please observe the following precautions when loading and handling “wet cargo”
(1) place a sheet of plastic or similar item on the floor and walls of the aircraft compartment
to collect any liquid spilled from the parcel;
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(2) "wet cargo" containers are handled, stowed and anchored in a vertical position;
(3) all special instructions placed on the parcel (ex. THIS WAY UP tag) must be observed;
(4) parcels that are damaged or found damaged must not be stowed in ULD or loaded onto
the aircraft (ex. a punctured parcel with traces of its content escaping from it or defects in its
closure plug);
(5)for "wet cargo" parcels transported in ULD that are not packed in specific containers,
additional precautions should be taken to guarantee that spillages are contained by means
of
(a) placing and securing the shipment in a container that is large enough to collect its
content if spilled;
(b) placing a sheet of plastic on the floor of the ULD, attaching the edges of the sheet
itself inside the walls of the ULD or to other cargo parcels in order to create a
protection around the shipment.
If liquid spills from shipments classified as wet cargo on board an aircraft while it is being
loaded, inform the Carrier manager, airline engineer or flight Captain immediately of the
occurrence so immediate steps can be taken for the purposes of flight safety.
IATA, AHM 322, Handling wet cargo.
IATA, AHM 322, Handling wet cargo, 7, Action in case of spillage.
(q) Sacks and bags
An airline may use sacks or bags to transport small sized cargo parcels from the same point of
departure to the same point of arrival. The material and size of these sacks or bags is optional
and is selected by the airline. The colour is
(1) Yellow – for cargo parcel shipments;
(2) Blue – for mail shipments;
(3) Green –for Company Mail shipments (COM);
(4) Grey –objects taken from passengers for safety reasons;
(5) Orange – valuable cargo (VAL).
The difference in colour makes it possible to quickly identify the content of the sack or bag.
2.2.3.8 Procedures and instructions for loading dangerous goods - DGR
The term Dangerous Goods applies to cargo that due to its characteristics cannot be checked in
for air transport or loaded onto an aircraft unless precise safety procedures are followed. This
cargo is defined and specified by the manual IATA - Dangerous Goods Regulations - DGR to which
all airlines belonging to the association refer.
All personnel involved with the phases and processes of checking-in, storing, checking,
loading and unloading and checking the load of cargo classified as “dangerous” must be properly
trained and informed as foreseen by the ICAO, JAA, IATA regulations.
These procedures are divided into
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(1) instructions for loading attendants and procedures for loading dangerous goods according to
ICAO and IATA regulations for flight and passenger safety;
(2) instructions for workers and attendants involved in handling dangerous material with regard
to their personal safety;
Please refer to ICAO and IATA regulations for the definition of dangerous goods (DGR).
Each Carrier may adopt additional restrictions on the loading of some or all dangerous goods
classified by ICAO or IATA. These variations or restrictions must be observed each time that cargo
is loaded onto an aircraft for that Carrier.
ICAO, Technical instructions for the safe transport of dangerous goods by air, IATA, DGR, Dangerous goods regulations, JAA,
JAR-OPS 1.080, Offering dangerous goods for transport by air, JAA, JAR-OPS 1, Subpart R, Transport of dangerous goods by
air.
ICAO, Technical instructions for the safe transport of dangerous goods by air.
IATA, DGR, Dangerous Goods Regulations.
(i) Checking dangerous goods prior to loading
Before being stowed on board the aircraft in a compartment, on a pallet or in a container,
each parcel of dangerous goods must be
(1) carefully inspected in order to check for all possible damage on the parcel’s external surface
or if there are traces of its content escaping from it;
(2) controlled to check the integrity of any safety seals on the parcel.
(ii) Loading dangerous goods
Dangerous goods parcels must be protected from damage and blocked to prevent them from
moving during the flight, which could change their orientation on board the aircraft. All parcels
containing dangerous goods must always be fastened and anchored during air transport. All parcels
containing incompatible dangerous goods must be physically separated when placed on pallets or
loaded as bulk items on board the aircraft. This can be ensured by:
(1) a distance between the parcels containing incompatible dangerous goods;
(2) loading a not-dangerous goods parcel between two incompatible parcels of dangerous goods.
During the transport of all parcels that have a "THIS WAY UP" tag, they must always be
handled, loaded and stowed according to this indication. Individual parcels of dangerous liquid cargo
must always be handled and loaded with the top side facing upward even though some parcels may
have a side opening.
During loading operations, each parcel, overpack or container with dangerous goods must be
handled with the necessary care and caution in order to prevent damaging the parcel, overpack or
container or causing harm to the people who are loading them.
If damage to a parcel or the spillage of a substance from a parcel containing dangerous goods is
caused during loading operations, appropriate actions must be taken immediately in agreement with
the airline, airport safety procedures or local governmental authorities.
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More in general, if during the operations of loading or unloading a parcel with dangerous
goods, damage is discovered or the parcel is damaged
(1) the damaged parcels must not be loaded onto the aircraft;
(2) the other parcels in the shipment must be checked to look for similar defects;
(3) any other parcels damaged by the content lost from a parcel containing dangerous goods
must be unloaded.
(iii) ICAO - Cargo Aircraft Only
Parcels and overpacks that bear a CAO tag can be loaded onto a cargo aircraft only when they
can always be controlled and viewed by the crew or another authorised person. If possible,
according to their size and weight, they must be separated from other cargo parcels during the flight.
Parcels and overpacks with a CAO Cargo Aircraft Only tag may never be loaded onto a
passenger or combi aircraft.
(iv) | Loading incompatible dangerous goods
Parcels containing cargo and substances that can react dangerously together must never be loaded
close together on board the aircraft or in a position where the two parcels could accidentally come into
contact.
Incompatibilities among dangerous goods are specified in the manual IATA Dangerous Goods
Regulations in the incompatibilities table.
When loading different parcels of dangerous goods together, each with a different type of
dangerousness, the reciprocal incompatibility of each different type of parcel dangerousness must
always be checked.
Parcels containing dangerous goods with more than one dangerousness classification and that
require separation based on the incompatibilities table do not need to be separated from other
dangerous goods parcels that have the same UN classification number as it is the same type of cargo.
(v) Radioactive materials
Radioactive materials are divided into three categories based on their emission of radiation
(1)Radioactive RRW Category I;
(2)Radioactive RRY Category II;
(3)Radioactive RRY Category III;
Radioactive RRW Category I parcels are parcels that do not have a transport index and for
which there are no loading restrictions. Radioactive parcels RRY are subjected to loading
restrictions based on their transport index. The loading restriction concerns the minimum distance
the parcel must be positioned from the passengers, the crew members and other categories of
special cargo.
The loading restriction is calculated based on a table contained in the IATA Dangerous Goods
Regulations manual.
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Special procedures must be adopted in handling and for rapid intervention if a parcel containing
radioactive substances or materials is damaged.
All personnel responsible for loading or supervising radioactive materials, or personnel
involved with them in any way, must be careful of the following
(1) handle radioactive parcels carefully, avoiding operations that could damage the parcels;
(2) do not remain near parcels of category Yellow II and/or Yellow III for more time than is
strictly necessary;
(3) remember that parcel loading/unloading operations must be done in the shortest amount of
time possible, in accordance with the precautions that protect the parcel from damage;
(4) make sure that the parcels have been marked correctly with the radioactivity symbol, with
an indication of the contained isotope, with the category of the parcel and the transport index
(if provided);
(5) if any irregularity is detected, follow the defined personal safety procedures and
immediately inform an on-duty manager;
(6) when transferring the parcels to and from under the aircraft, adopt all precautions that are
necessary for preventing accidents or crushing. For the transport of parcels containing
radioactive substances or materials, metal pallets with raised edges are used that can prevent
the parcels from falling to the ground and being damaged;
2.2.3.9 Ramp equipment and vehicles
A list of ramp equipment
1 Aircraft at a remote stand:
a) Chocks and fire extinguishers
b) Electric tractor (TE)
c) Diesel forklift (FL)
d) Baggage belt (NA) (conveyor belt)
e) Passenger stairs (SC)
f) GPU- Ground Power Unit
g) Cargo Loader (CK) (Container-Pallet Highloader)
h) Passenger bus (BU)
i) Aircraft Cooling Unit (ACU)
j) Potable water truck (CA)
k) Toilet service truck (CI)
l) Air Start Unit (ASU)
m) Push-back tractor (TA) (Aircraft Tow Tractor)
n) Tow bar (BT)
o) Pallet Transporter (TR)
p) Container Dollies (DB)
q) Pallet Dollies (DB)
r) Baggage carts (CB) (Baggage/cargo carts)
s) De-icing unit (DI)
(2) Aircraft at a bridge
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In addition to the above specified
equipment:
a) Bridge (Jet Bridge)
(i) Electrical connection
(b) Checking the conditions of the ramp equipment before use
(1) All ramp equipment and vehicles must be kept in good condition. Before they are used under
an aircraft, the efficiency and condition of the equipment must be checked;
(2) Equipment that is unserviceable due to operating problems or due to extraordinary maintenance
must be visibly marked with an “OUT OF SERVICE” sign and made unusable until it has been sent
to the Vehicle and Equipment Maintenance Workshop for the repairs.
IATA, AHM Chapter 9, Airport handling ground support equipment -IATA, AHM 910, Basic requirements for
aircraft :ground support equipment
(c) Rules for safely using ramp equipment
(1) Ramp equipment and vehicles may only be used by personnel qualified and trained to use them.
Equipment operators must be qualified in relation to the foreseen requirements.
(2) The ramp equipment and vehicles are only used for the purposes foreseen and indicated by the
manufacturer;
(3) Ramp equipment and vehicles must never cross the areas reserved for aircraft taxiing, unless in the
areas foreseen for internal airport circulation or those foreseen for passenger
disembarkation/embarkation operations. The aircraft and passengers always have the right-of-way;
(4) Ramp equipment must be positioned behind the waiting line with brakes engaged until the aircraft
arrives at the stand or in the Equipment Standing Area (ESA);
(5) When the aircraft arrives, the bridges must be kept parked in a retracted position. Before aircraft
departure or at the start of the push-back operations, the bridges must be returned to a retracted position.
(6) All ramp equipment, including bridges, must not be moved toward the aircraft until it has reached its
parking position, has stopped, shut off its engines, turned off its anti-collision lights, the chocks are
inserted and, if requested, contact between the ground and the onboard crew has been established;
NOTE. It may be necessary to connect the external ground power unit before shutting off the
aircraft engines.
(7) The positioning of the ramp equipment and its connection to the aircraft account for the areas of
danger for that type of aircraft.
(8) Ramp equipment always has the parking brake engaged both when positioned below an aircraft for
being used as well as when stopped in its foreseen parking area;
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(9) The driving speed of the vehicles and equipment within the airport area and when driven under an
aircraft for use must never exceed what has been established by the airport internal circulation
regulations issued by ENAC;
Each time ramp equipment becomes unusable (ex. GPU, ASU, ACU) the connection cables and/or
flexible tubes must be returned to their specific containers before moving the vehicle;
(11) Equipment with elevating parts (ex. cargo loader) must not be operated in an elevated position
until positioned under the aircraft,
(12) Whenever the view when manoeuvring the ramp equipment or vehicle is restricted in critical
areas (such as when positioning certain equipment under an aircraft), another person must guide the
manoeuvre from outside;
(13) If this operation is necessary, the person controlling the approach uses the conventional ICAO
ramp vehicle and equipment approaching and movement signals;
(14) The person who provides the indications for the ramp vehicle’s approach is positioned in a point
where he can control the movement of the ramp vehicle and be seen by the vehicle operator to
communicate signals to the operator at any moment. If the vehicle operator should lose visual
contact with the person appointed to control the vehicle’s approach, the operation must be
stopped immediately;
(15) When ramp equipment or a ramp vehicle is operating with the engine running, an operator must
always be nearby to be able to stop it quickly in the case of an emergency. Vehicles or equipment
without emergency controls must not be left running under an aircraft without the presence of a
responsible operator. The operator remains in the vehicle’s driving position;
(16) Motorised vehicles or equipment must carry out control stops to test proper brake operation the
first time before entering the aircraft’s operating area and the second time before reaching the
aircraft (approximately at a distance of six and three metres from the aircraft);
(17) All ramp vehicles and equipment that are not brought near the aircraft for support are
positioned at a safety distance from the aircraft to prevent any damage;
(18)The rubber fenders that protect the ramp equipment and vehicles (such as, for example, the
passenger stairs, jet bridges, baggage belts, etc.) must not be pressed up against the aircraft fuselage
in order to prevent damaging the aircraft during the support operations;
(19) Before removing any ramp vehicle or equipment from a passenger cabin access door (for
example, the passenger stairs), the operator must inform the flight crew. Ramp equipment may not be
removed before the crew places a safety closure across the access or closes the access door;
(20) When the aircraft loading or unloading operations are completed and the equipment is no
longer needed, it should be removed away from the aircraft and parked at a safety distance or behind
the safety line or brought directly to its parking area;
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(21) Ramp equipment, with the exception of what is needed for aircraft departure operations,
must always be removed and positioned behind the safety line before the aircraft push-back
operations start;
(22) The train of carts tends to continue in their driving direction, shortening their turning radius when
curving. The drivers therefore must pay attention to each obstacle that is driven around and, when a
train of carts transits, personnel must maintain a proper distance from the outer sides.
IATA, AHM 630, Safe operating practices in aircraft handling.
(d) Transporting baggage, cargo and mail to the ramp
(1) Baggage, cargo and mail may not be transported on equipment that is not specifically designated
for their transport;
(2) Cargo must be loaded on carts or on pallets by positioning the heaviest parcels at the bottom or in
the centre to guarantee stability during transport. Any blocks. walls, curtains or straps must be
secured during transport to prevent the cargo from falling accidentally;
(3) The locks of the carts used to transport pallets and containers must be checked to make sure that
the load cannot slide accidentally off the platform during transport to or from under the aircraft;
(4) When loading RRY material, pallets with raised edges must be used to prevent parcels from
falling accidentally while being moved.
2.2.3.10 Toilet draining and supplying service
AGS supplies, positions and operates the ramp equipment and vehicles and provides the
personnel necessary for performing the requested service according to the established procedures.
It drains the toilet water and resupplies it according to what is agreed upon with the Carriers.
The operator assigned to the toilet supply operations wears the special garments foreseen for the
task.
The service vehicles for onboard toilet draining and supplying are parked away from the
vehicles that supply potable water; in addition, the supply of water in the cisterns is done at a
supply point that is different than the one used for potable water.
2.2.3.11 Potable water supply service;
AGS supplies, positions and operates the ramp equipment and vehicles and provides the
personnel necessary for performing the requested service according to the established procedures.
It supplies the potable water according to company standards.
Before connecting the supply pipe to the aircraft, the operator will first drain a minimum amount
of water to empty the water that remained in the supply pipe.
The vehicles used for this service are emptied and refilled periodically in order to prevent water
from stagnating for a long period of time, which could cause bacteria to develop. In addition, the
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vehicles are sanitised every 15 days with sodium hypochlorite according to the specified procedure
(washing the cistern, solution left in for 24 hours, draining and rinsing).
AGS is responsible for having samples of the potable water from the service vehicles analysed
in a laboratory every three months.
IATA, AHM 440, Potable water servicing.
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2.2.3.12 Ballast service
Ballast is generally used to restore the aircraft’s balancing conditions in some particular cases (ex.
ferry flight, unbalanced flight, etc); normally, this is washed gravel packed in bags weighing 25 kg
each.
In particularly unfavourable conditions (strong wind, intense snow), the Carrier may request that
flights parked at the airport to load ballast in the aircraft’s front hold as an anti-tipping measure.
2.2.3.13 External cockpit windshield cleaning service
AGS supplies, positions and operates the ramp equipment and vehicles and provides the personnel
necessary for performing the requested service according to the established procedures.
This service is only provided upon specific request of the Carrier and/or crew; the external
windshield of the cockpit is cleaned using water and a windscreen washing brush; the use of
detergent is not permitted unless it has been specifically authorised by the Carrier .
2.2.3.14 Aircraft cleaning service
AGS provides a cleaning service for aircraft in transit at the airport, using external personnel if
necessary who work under the direct responsibility of AGS. It provides the service for all aircraft of
the assisted Carriers with the predetermined methods.
The methods of providing the service are described below, unless otherwise agreed upon with
the Carrier:
(1) Routine cleaning:
(a) Cockpit
(i) remove waste;
(ii) clean the windshield from inside upon airline request.
(b) Passenger cabin
(i) remove cabin waste;
(ii) remove waste from the seatback pockets, the ashtrays and the overhead compartments and
replace the material that was used;
(iii) clean the tray tables;
(iv) fold the ends of the seat belts over each other;
(v) vacuum the floor
(c) Galley
(i) remove the rubbish bags from the aircraft containers;
(ii) clean the waste containers and replace the rubbish bags;
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(iii) clean the counters, sinks and storage areas with a wet cloth;
(iv) clean the floor with a wet cloth.
(d) Toilets:
(i) remove the rubbish containers;
(ii) clean the sink with a wet cloth;
(iii) spray deodorant;
(iv) clean the internal and external surfaces of the toilet bowl;
(v) disinfect the toilet bowl when the service is completed;
(vi) wash the floor.
(2) Extraordinary aircraft cleaning at a night-time stopover :
(a) Cockpit
(i) clean and straighten up the cockpit according to Carrier instructions, if specified,
under the control of authorised Carrier personnel;
(i) remove all waste;
(iii) clean the windscreen from inside;
(iv) clean the crew seats;
(v) vacuum all seats,
(vi) clean the floor with a wet cloth.
(b) Passenger cabin
(i) remove all waste from the cabin;
(ii) remove waste from the seatback pockets, and the overhead compartments and
replace the material that was used;
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
empty the ashtrays and prepare them for use;
clean the tray tables and armrests with a wet cloth;
brush off the seats and fold the ends of the seat belts over
each other;
position the window shades;
vacuum the floor
spray the cabin with deodorant;
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(c) Galley
(i) remove the rubbish bags from the aircraft containers;
(ii) clean and disinfect the rubbish containers and replace the rubbish bags;
(iii) clean the counters, sinks, storage areas and access doors, etc with a wet
cloth;
(iv) empty and clean the outside of the oven with a wet cloth;
(v) sweep the floor and clean it with a wet cloth;
(d) Toilets
( i ) empty the rubbish containers and clean them with a cloth;
(ii) clean the mirror and the lamp surfaces;
(iii) clean the sink and the surrounding areas with a wet cloth;
(iv) clean the toilet bowl with a cloth and disinfect it;
(v) clean the changing pad;
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(vi) clean inside the compartments and replace the material that was used;
(vii) sweep the floor and clean it with a wet cloth;
(viii) completely spray the toilet with deodorant.
(ix) clean the windshield from inside upon airline request
(3) Extraordinary services for scheduled and charter flights:
(a) clean and wash the front and/or rear aircraft access stairs;
(b) clean and wash the aircraft doors and entrance walls;
(c) complete cleaning of the windows and shades;
(d) clean the hold by removing waste and removing residual ballast either manually or
using suitable equipment.
2.2.4 Flight departure
2.2.4.1 Vehicle and equipment removal
The removal of all ramp equipment and vehicles used for unloading/loading aircraft in transit and
positioning them in their designated parking areas is done following the procedure used for their
positioning in the reverse order. Prior to removing the vehicles/equipment used for the support,
the operators must check that:
(1) before removing support vehicles/equipment, the operation has been authorised by the flight
ramp attendant;
(2) before removing the passenger stairs, the cabin crew must be informed so they can close the
passenger cabin door. If the door cannot be closed before removing the stairs, inform the cabin
crew who will block the exit by placing a safety strap until the removal operation is complete.
(3) before moving vehicles/equipment equipped with flexible tubes (ACU, ASU, GPU, etc), the
cables and flexible tubes must be returned to their specific seats;
(4) if the view is restricted by the vehicle’s size, the help of a guide is required (banksman,
guidesman) to remove the equipment safely. The person who provides the indications for removing
a ramp vehicle must be positioned in a point where he can control the movement of the ramp vehicle
and be seen by the vehicle operator to communicate the signals to the operator at any moment . If
the vehicle operator should lose visual contact with the person appointed to control the vehicle’s
removal, the operation must be stopped immediately;
(5) when the aircraft loading or unloading operations are completed and the equipment is no longer
needed, it should be moved away from the aircraft and parked at a safety distance or behind the
safety line or brought directly to its parking area and braked;
2.2.4.2 Push back & Towing
AGS supplies, positions and operates the ramp equipment and vehicles and provides the personnel
necessary for performing the requested service according to the established procedures.
When carrying out push-back and towing operations, the following procedures must be
followed.
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If the described procedures and regulations are not observed, the push-back operation could cause
accidents with serious consequences for the attendants. Please remember that:
(a) the push-back operation is only carried out by personnel who have been trained to
carry out the procedure;
(b) the personnel have received authorisation to carry out the push-back operation;
(c) the personnel are always in contact with the flight crew via headsets while carrying
out the push-back operations.
For more details regarding the operations to carry out during the push-back and towing operations,
see paragraph 2.2.4.1 section d.
2.2.5 Special procedures
2.2.5.1 De-icing & Anti-icing
AGS supplies, positions and operates the ramp equipment and vehicles and provides the
personnel necessary for performing the requested service according to the established procedures.
The operation is carried out upon request of the Carrier, the airline engineer or the Captain
prior to departure according to the foreseen times and the procedures.
The de-icing service (supply) is provided only by personnel who have been properly trained
and who have completed the recurrent training courses every year before winter in order to always
keep all involved personnel updated. For the methods of supply and the use of the de-icing units,
refer to the specific manuals, whereas for coordinating the service and the relative procedure, see
paragraph 2.2.4.16.
The de-icing units are checked during winter by Vehicle Maintenance to check the temperature
of the water in the tanks and the vehicle supply levels (diesel, water, ADF). The reports
containing the measured data are entered into the company’s specific database.
2.2.5.2 Fuelling with passengers on board
Special procedures are foreseen in the case of fuelling or fuel aspiration with passengers on
board or during passenger embarkation/disembarkation. The operations are carried out according
to the regulations foreseen by Italian, European and International legislation.
In particular, in observance of the following:
(1)IATA, AHM 175, Fuelling with passengers onboard or during passenger
embarkation/ disembarkation.
(2)Ministry of the Interior. D. M. 30/9/85. Provisions to be observed during aircraft
fuelling (pending the next version).
The purpose of these regulations is to establish the minimum legislative and regulatory criteria required
for carrying out the procedure with respect for the safety of the aircraft and the passengers. National
regulations may be more restrictive than what is established by IATA and by JAR-OPS. Airport
regulations can introduce additional procedural differences with regard to legislative regulations.
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During aircraft fuelling or fuel aspiration operations with passengers on board or during
embarkation/disembarkation, the regulation foresees that:
(1) Fire Department personnel must be present before starting fuelling operations with passengers
on board the aircraft for supervision, control and emergency services if a fire should be caused ;
(2) A flight crew member must always be on board the aircraft to coordinate the necessary
precautions and procedures to be observed;
(3) A minimum of one flight attendant for every fifty embarked passengers must be on board;
(1) The doors used for passenger embarking/disembarking must be kept open. Fire Department
personnel must be present before starting fuelling operations with passengers on board the aircraft for
supervision, control and emergency services if a fire should be caused ;
(2) A flight crew member must always be on board the aircraft to coordinate the necessary
precautions and procedures to be observed;
(3) A minimum of one flight attendant for every fifty embarked passengers must be on board;
(4) The doors used for passenger embarking/disembarking must be kept open. If weather
conditions do not permit this, they may be kept closed but not locked;
(5) The exit area of the passenger embarking/disembarking doors and of the emergency exits on board
the aircraft are clear and free from obstacles to permit immediate passenger disembarkation if
necessary;
(6) Support and work activities around and on board the aircraft, including catering and cleaning, are
carried out so that they do not create situations of danger and that the aircraft emergency paths are
never obstructed ;
(7) All passengers must be informed that the aircraft fuelling operations are being performed, that they
may not smoke, that electric switches must not be used and the seat belts must not be fastened;
(8) Sick or invalid passengers may only remain on board if crew members are available for
ensuring their evacuation, if necessary;
IATA, AHM 175, Fuelling with passengers onboard or during passenger embarkation/ disembarkation.
2.2.5.3 Other apron area functions
(1) Refuelling ramp vehicles. AGS refuels the ramp vehicles at its own internal filling station.
The assigned attendant uses the specific vehicle cards for the refuelling
(2) Ramp vehicle return
(a) When the ramp vehicles are not used, they are returned to their dedicated parking
areas;
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2.2.6 Aircraft damage
The smallest scratch or nick caused or discovered on the external surface of the aircraft must be
reported immediately to your direct manager, the crew and the airline engineer. Remember, in fact,
that even the smallest deformation could be the cause of serious damage to the aircraft structure once in
flight.
For the reporting methods concerning damage of any nature, refer to the Airport Manual PROCOP 150.
2.2.6.1 Damage caused by ground equipment
Possible causes of aircraft damage can be:
(1) Failure to comply with the load and surface structural weight limits, resulting in damage to
the floor or the surfaces inside the load compartment;
(2) Insufficient anchoring or weight distribution of a heavy parcel, with it moving during the
flight or in particular flight conditions, resulting in damaging or breaking down the internal
walls of the load compartments;
(3) Failure to position the load separation nets or the door nets, resulting in the load moving
and damaging the doors or load compartments;
(4) Insufficient precautions when loading on seats in the passenger cabin;
(5) Opening or closing the passenger cabin doors or the load hold doors in an incorrect manner
or opening the doors in the presence of strong or violent wind gusts;
(6) Failure to observe the rules regarding the application of the tail post or weights on the front
wheel of the aircraft to counterbalance the movement of the barycentre during
loading/unloading operations if required by the Carrier;
(7) Poor maintenance of the ground and aircraft loading/unloading support equipment, resulting
in damage to the aircraft structure.
2.2.6.2 Damage caused during support operations
Remember that during loading/unloading operations
(1) The aircraft can change its attitude many times: therefore precautions should be
taken considering the maximum movement that could occur when the support
equipment is near to or could damage the aircraft structure (stairs, carts, lifters, belts,
etc);
(2) Pay attention to prevent damaging the doors and aircraft entrances;
(3) Maximum attention is required while loading or unloading particularly heavy or large
parcels in the hold to prevent damaging the aircraft floor;
(4) Never use instruments or tools such as crowbars or other similar items that could cause
serious damage to the aircraft floor;
(5) When loading pallets/containers, make sure that they enter perfectly in the lateral
guides, adapt to the locks provided on the aircraft floor without being forced and that the
height of the pallets leaves enough space to open the doors;
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(6) Keep the pallets and containers under constant control during loading operations
to make sure that the impact against the locks and the clamps is not too violent, which
would damage them.
All ramp vehicles and equipment that are not to be brought near the aircraft for the support
operation are positioned at a safety distance from the aircraft to prevent any damage;
2.2.6.3 Damage caused by liquid leakage
The leakage of acids or other dangerous liquids in the hold or on the ground must be
reported immediately. Liquid or acid that comes into contact with the floor could damage
the floor itself or the aircraft’s electrical system or the airport grounds. Please remember
that:
(1) whenever a parcel containing dangerous articles should be damaged during the
loading/unloading operations or leakage is discovered from the parcel itself, immediate
precautions must be taken in order to prevent damaging the aircraft, the equipment and
obviously the personnel assigned to the support operations;
(2) if a fuel leak is discovered under the aircraft, the event must be reported
immediately and the surface must be cleaned before the aircraft can begin with its
start operations.
(3) if leaks of fuel, oil and/or other dangerous substances from the ramp vehicles are
discovered, either under the aircraft or in another position, this must be reported to
your direct manager, as foreseen by Procop 150 of the Airport Manual and the entire
surface must be cleaned.
(4) leakage of fuel, oil and/or other dangerous substances must be cleaned by AGS
Vehicle Maintenance, using specific products for their removal .
2.2.6.4 Damage to aircraft and ground loading equipment
Aircraft support equipment and vehicles, the bridges and the aircraft equipment (pallets,
containers, equipment for securing parcels, hooks, nets, etc.) must be inspected regularly
and kept in a good condition.
Structures and equipment that have been damaged or found to be in poor conditions
must be tagged as such and the responsible person is informed so repairs can be made.
Aircraft equipment that has been damaged or found to be in poor conditions such that it
should not be used must be reported to the Carrier.
2.2.6.5 Aircraft damage caused by FOD – Foreign Object Debris
Aircraft damage caused by FOD (Foreign Object Debris) is, first of all, a cause of
additional costs for the Carrier as it can place the aircraft out of service and/or delay flights.
It is very important when training personnel to establish a culture of preventing risks caused
by FOD. All individuals involved in aircraft ground support receive suitable training in
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this matter so they can identify and prevent the conditions that could be the cause of
FOD, such as:
(1) removed baggage tags;
(2) parts of damaged baggage;
(3) straps and hooks;
(4) parts of cargo packing;
(5) catering equipment;
(6) glasses, plastic bottles and other containers;
(7) newspapers;
(8) rubbish bags unloaded from damaged aircraft;
(9) other abandoned items near the aircraft sites;
(10) the failure to reposition vehicles and equipment in their dedicated parking areas.
If these types of objects are found in the parking area, all personnel members are
responsible for their immediate removal. If they are not in the conditions required to
remove them, they must inform the maintenance service as soon as possible so the objects
can be removed before the flight arrives at the apron or prior to its departure.
To discard the discovered objects, use the specific FOC containers in the apron area.
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2.3 CARGO AREA – STANDARD OPERATIVE PROCEDURES
The purpose of the cargo area process is to provide cargo and mail support:
(1) upon departure, from the moment of their arrival at the airport at the cargo
warehouse until their collection by airport ramp personnel for embarkation;
(2) upon arrival, from the moment of their arrival at the Cargo Office until they
are delivered to the recipient.
The operating procedures foreseen for the Cargo Area process are:
(1) Support process for cargo departing the airport (Export Cargo)
(2) Support process for cargo arriving at the airport (Import Cargo)
The support services and procedures described here that are carried out within the
scope of the Cargo Area operating sector pertinent to Cargo and Mail support upon arrival
and upon departure at the airport are carried out according to what is foreseen in the
IATA Manuals and the Aeroporto di Genova S.p.a. procedure manuals.
2.3.1 Cargo offices and warehouse
2.3.1.1 Cargo offices and warehouse. General
The operating hours in the case of normal Cargo Area operations (Cargo offices and
warehouse) are as follows:
Opening hours of the cargo office and warehouse
Monday - Friday
6 am – 12 midnight
Saturday
6 am to 2 pm
Sunday
Closed
Departing cargo check-in hours
Monday - Friday
8 am – 7 pm
Saturday
8 am – 2 pm
Sunday
Closed
Arriving cargo hours of delivery
Monday - Friday
8 am – 7 pm
Saturday
8 am – 2 pm
Sunday
Closed
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If special flights arrive at or depart from the airport on a day that the office is closed or during
the night, the Cargo Area guarantees the required support both by the Cargo Office as well
as by the Cargo Warehouse (subject to authorisation by the customs authorities).
This support is requested by the operating Carrier’s agent, at least 24 hours prior to the
foreseen flight arrival.
In the case of operative delays, the opening hours will be extended to provide support to the
flights or flights by truck or to the foreseen flights to be loaded at night.
For perishable cargo, live animals and urgent cargo, the opening hours for the cargo-mail area
apply.
2.3.1.2 Cargo warehouse customs requirements
The Cargo Warehouse that is part of the Aeroporto di Genova S.p.a. Cargo Area is
divided into the following areas:
(1) Arriving cargo, which is further divided into zones
(a) Temporary Custody (TC), dedicated to arrived cargo that must still follow the customs
clearance procedures to be delivered;
(b) 5561/V, for abandoned cargo or in A4;
(c) community/domestic for cargo that does not require customs controls;
(d) area for public health and veterinary examinations, under the control of customs
authorities;
(2) Departing cargo, where there is no separation between cargo with a
community/domestic destination and cargo with an extra-EU destination.
2.3.1.3 Cargo warehouse security requirements
During the above indicated hours of closure, the Cargo Warehouse is closed and protected
by an alarm system. Authorised personnel who belong to the company providing airport area
monitoring services may access the Warehouse outside of normal opening hours upon request
or in the case of an emergency.
2.3.1.4 Cargo EDP (Electronic Data Processing) System
All administrative and operative documentation for the Cargo Area is produced
using the internal EDP system called AS-400.
2.3.1.5 Handling of discrepancies and lost & found cargo
If there are discrepancies between the data reported on the Cargo Manifest and the cargo in
the Cargo Warehouse, AGS guarantees that the following actions will be taken:
(1) in the case of cargo missing from the checklist, customs, the financial police and the
Carrier or its agent are informed;
(2) in the case of cargo that is discovered but not declared in the accompanying document,
customs, the financial police and the Carrier or its agent are informed.
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In both cases, warehouse personnel compile the “Irregularity Report” and deliver it to the
Carrier’s agent for all necessary notifications.
2.3.1.6 Handling of damaged cargo
If damaged cargo is found, Aeroporto di Genova S.p.a. guarantees that the following
actions will be taken:
(1) a first assessment will be made of the extent of the damage that was discovered;
(2) an additional assessment is made of the possible effects of the discovered damage with
regard to
(a) the safety of the flight in question;
(b) the safety of the personnel involved with the operations;
(c) the overall shipment and with regard to the other load, that is, if the damaged cargo can
be shipped on board the aircraft or not;
(3) if necessary, the damaged cargo is removed from the aircraft, the ULD or from the rest
of the undamaged cargo;
(4) an accident/disservice report is written to inform the agent of the involved Carrier, who
will provide special instructions regarding the treatment of the cargo unloaded from the
aircraft/ULD.
IATA, AHM 320, Handling of damaged cargo.
2.3.1.7 Handling of pilfered cargo
If cargo parcels are found where there is reasonable suspicion or the certainty that the
parcels were tampered with and a part of the contained cargo is missing, Aeroporto di Genova
S.p.a. guarantees that the following actions will be taken:
(1) the Financial Police will be informed so that it can conduct the subsequent investigation,
(2) the on-duty representative or airport manager for the Carrier in question, or the person
identified by the Carrier’s procedures will be informed of the discovery;
(3) a message is sent to the Carrier or the Carrier’s agent so the investigation can start;
(4) an accident/disservice report is written that contains the greatest number of details
possible for the purposes of the subsequent investigation.
2.3.1.8 Handling of reforwarding cargo
Reforwarding cargo management foresees the transfer and retagging from import cargo to
export cargo in agreement with the Carrier agent and subject to authorisation of customs
authorities.
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2.3.1.9 Destruction of damaged cargo
Following the request of the Airport Operator, and after receiving authorisation from the
competent customs authorities, perishable goods will be destroyed that do not comply with the
requirements of law for correct importation and that were confiscated by customs with the help
of the financial police upon entering national territory.
2.3.1.10 Handling of ULD. Stock storage and control
The cargo area will manage the ULD for which it is responsible at the airport. It
attends to and stores them in specific warehouse areas.
2.3.1.11 General cargo storage requirements
For each cargo parcel and each shipment delivered to the Cargo Warehouse, both in the
case of cargo delivered from a forwarder so it can be loaded onto departing flight as well as
goods unloaded from arriving flights at the airport and to be delivered to the waiting owners or
forwarders, Aeroporto di Genova S.p.a. guarantees that the following procedures will be
observed:
(1) the AWB number, the number of parcels and the suitability of the packing will be
checked;
(2) for departing shipments, also the weight/volume of the parcels is checked and they are
x-rayed according to what is foreseen by current regulations.
2.3.1.12 Storage requirements for special and/or dangerous goods DGR
Particular attention must be given, in compliance with the instructions provided by IATA
and the individual carriers, each time cargo is checked-in that is defined as wet cargo,
perishable cargo, valuable cargo, live animals, human remains, for which the following
procedures are applied.
a. Wet Cargo
Wet cargo refers to shipments of cargo containing liquids or shipments that due to their
nature could produce liquids that are not included among the restrictions foreseen by the IATA
Dangerous Goods Regulations.
Particular attention is required when checking-in this type of cargo to prevent or contain
any liquid leakage in the aircraft during transport. This leakage could cause damage to other
cargo transported in the same compartment or nearby ULD or damage/corrosion to the aircraft
structure or components.
For the purposes of IATA regulations, the following shipments must be considered "wet
cargo"
(1) shipments of liquids packaged in specific containers;
(2) shipments of liquid or moist materials that are not packaged in specific containers (ex.
shipments of fish packed with dry ice, fresh meat etc.);
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( 3 ) cargo that could produce liquids (ex. live animals).
Cargo that has these characteristics must be packaged in consideration of its particular
nature and the conditions of transport that could arise during air travel. The sender is
responsible for complying with the standards foreseen by IATA - Dangerous Goods Regulation
with regard to the packing and IATA - Live Animal Regulation for the transport of live animals.
b. Perishable Cargo
Perishable cargo is cargo whose condition or suitability for use and consumption can deteriorate
if exposed to changes in temperature, humidity or transport delays. For the same reason, this is
cargo that once it arrives on a flight, it must be delivered to the cargo warehouse in a short
amount of time to be sent to the waiting customer.
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IATA, AHM 322, Handling wet cargo.
IATA, AHM 330, Handling perishable cargo.
Perishable products can be flowers, plants, fish, meat, frozen food products, serums,
vaccines and medical supplies. Medical products containing short-lived radioactive isotopes,
even if not shipped classified as perishable, must be treated likewise with extreme urgency.
Perishable cargo is checked-in, according to the instructions of IATA and the individual
carriers, when there is reasonable certainty that it will reach the indicated destination in good
condition.
The Carrier provides written information concerning any loading restrictions or
incompatibilities regarding the reserved perishable cargo and takes the necessary steps so that
each airport (departure, transport and arrival) is informed about the characteristics and
necessary procedures for handling or storing the shipment in question.
The “Perishable" tag must be placed on each parcel as is, if required, the "This Way Up" tag.
Delays in handling and transporting perishable cargo, due to its nature, must be reduced to a
minimum. If the shipment is subject to a delay that could jeopardise its condition, in agreement
with the Carrier or the flight Captain, the following actions are taken according to the situation
and as required:
(1) the shipment is cooled on board the aircraft; if this is sufficient for its conservation;
(2) the shipment is unloaded and transferred to the Cargo Warehouse so it can be placed in
a refrigerated compartment or other structure suitable for its storage;
(3) the temperature at which the shipment is kept is guaranteed and monitored;
(4) the shipment is re-booked on another flight.
c. Valuable Cargo
Cargo that is classified as valuable cargo must always be handled and stored in a manner
that is clearly separated from other types of cargo and each special service foreseen or required
by the Carrier must be adopted. All details or information concerning the shipment and its
storage must be kept confidential and only the details necessary for its handling are
communicated or transmitted and only to personnel involved in the storage and loading
operations.
For the purpose of checking-in, storing and delivering valuable cargo, the Carrier organises
the delivery of the cargo to the warehouse and its collection from the warehouse, considering
that these operations will be carried out during normal hours of airport operation and that its
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custody in the warehouse should be foreseen for the shortest period of time possible, avoiding
holidays and days the Cargo Area is closed, and provides precise information concerning the
storage and custody of the shipment in question.
When the cargo arrives at the Cargo Warehouse for preparation, it will be immediately
verified with its Air Waybill and placed in a secure area to prevent unauthorised intrusion. If
the shipment cannot be kept in the planned area in the Cargo Warehouse, a separate area will
be prepared that can guarantee the cargo’s safety while it is kept at the warehouse.
Departing cargo will be transported by airport ramp personnel to the aircraft, and vice versa
for arriving cargo, together with a security escort if necessary.
IATA, AHM 331, Handling and protection of valuable cargo.
d. Live Animals
The transport of live animals as cargo is subjected to specific standards contained
in the IATA Live animal regulations (LAR). In particular, the following is observed:
(1) shipments of live animals are handled as "wet cargo" and declared in all documents with
the code AVI;
(2) for each AVI shipment, the NOTOC form must be filled out as for a DGR shipment;
(3) the animals must be transported in specific containers that are large enough for the
animal to stand, lie down with its legs stretched out and turn around. The containers are
waterproof and must be anchored to prevent them from moving in flight. One part of the
container has an opening that permits ventilation.
When preparing to load live animals on the aircraft, remember that:
(1) the live animals must be transported according to the instructions provided by the owner
or in compliance with IATA and/or Carrier rules;
(2) all loading instructions or restrictions indicated by the owner of the cargo concerning
that species of live animal must be observed;
(3) the animals must not be exposed to high or low temperatures, unless otherwise
instructed by the cargo owner;
(4) all live animals must be prepared for shipment as late as possible in order to prevent
their exposure to adverse conditions in the case of a delay in aircraft departure;
(5) animals must be provided with food and water according to the information provided by
the cargo owner;
(6) special and specific tags must be fastened to the shipment by the owner.
e) Non-radioactive dangerous goods
While carrying out the storage procedures for dangerous goods, ICAO/IATA must observe
the safety distances and reciprocal incompatibilities required by the regulation DGR IATA.
f) Radioactive dangerous goods
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According to current ICAO/IATA regulations concerning the incompatibility of dangerous
goods, in addition to what is foreseen by the previous paragraph, parcels containing radioactive
dangerous goods and/or substances must be handled using specific closed pallets that prevent
them from falling.
IATA, AHM 332, Handling and stowage of live animate.
2.3.2 Export Cargo
2.3.2.1 Tasks and responsibilities of the cargo area
The services provided for the Carriers or their representatives by the Cargo Area,
with regard to cargo departing the airport, are as follows:
(1) Documentation
(a) issuing the necessary cargo and/or mail documentation for the flight/truck according to
the provisions and times agreed upon with the Carrier;
(b) division of the cargo and/or mail documentation for the departing flight/truck
(i) for the Carrier;
(ii) for the document pouch for the departing fight/truck;
(iii) for filing in the Cargo Area Archive;
(2) Cargo Warehouse
(a) checking the cargo delivery lists, checking the documentation according to ENAC
directives (see security);
(b) checking the regularity of the shipment (number of parcels, weight and packaging) for
the purposes of loading it on the aircraft;
(c) checking the correct preparation of the cargo prior to delivery for being loaded onto the
flights, and before loading it on the vehicles:
(i) correct weighing;
(ii) positioning of the load material necessary for anchoring;
(iii) DGR, AVI, HEA, PER compliance with regard to the cargo manifest;
(iv) checking the palletisation check-list;
(d) weekly check of warehouse stock or an extra check
upon request of the Carrier, other airports or customs authorities.
(3) Cargo Office
(a) checking-in and declaring the cargo following the provisions required by the
individual Carrier, checking DGR cargo and the documentation (Shipper
Declaration, NOTOC);
(b) checking the volumes of the cargo delivered for shipment according to the
percentages agreed upon with the Carrier;
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(c) entering the flight cargo data (parcels and weight) in the airport’s DCS system,
sending it to UCV via fax for the issuing of a correct flight Loadsheet;
(d) entering the flight cargo data in the AS-400 system, which is required for
invoicing the services and for collecting fees, including, in particular
(i) cargo delivery data;
(ii) desirable, perishable, valuable cargo codes;
(e) handling of mishandled cargo to be resent (reforwarding)
(4) Cargo Archive
(a) managing the paper archive of all flight documentation;
(5)Security and x-ray check procedures
(a) checking the AWB following the provisions of ENAC or the Carrier regarding safety
according to cards 3 and 4 of the National Safety Plan of CIS A;
(b) supporting the Cargo Warehouse Area with security personnel assigned to the x-ray
checks of the departing cargo/mail parcels, with the preparation of the cargo in
question;
( 6 ) Particular support procedures for arriving cargo, including
(a) request for customs authorisation for loading the cargo and relative management of
customs after-hours;
2.3.2.2 Checking-in cargo departing on a flight
The cargo delivered to the Cargo Warehouse for check-in and embarkation on an aircraft
must satisfy and comply with the specific requirements foreseen by civil aviation regulations
issued by ICAO, ENAC as well as the requirements of IATA and/or the individual Carrier,
such as:
(1) size;
(2) weight;
(3) packing;
(4) safety.
Cargo Warehouse personnel will directly carry out an initial check, according to its
authority, of the physical and documentation compliance of the presented shipment with these
regulations and requirements. Particular safety checks relating to civil aviation are provided by
Aeroporto di Genova S.p.a. Cargo Area, through the contracted company IVRI.
a) General requirements
Activities regarding check-in support provided for departing cargo is detailed in the
following process.
(1) physical unloading of the cargo arriving at the Warehouse from the vehicles;
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(2) checking the delivered cargo with the list and checking in particular:
(a) the number of parcels;
(b) their suitability for air transport according to the general standards foreseen by ICAO,
IATA and/or the individual Carrier;
(3) reporting on the specific list heavy parcels and parcels that contain special/dangerous
goods that require special handling during loading and air transport (live animals, corpses,
dangerous DGR cargo);
(4) placing departing cargo in cold rooms at the requested temperature if required while
awaiting embarkation;
(5) division of the departing cargo according to the airline involved with the transport, and
positioning the shipment in the departing warehouse.
(b) Sizes of cargo parcels/packages upon check-in
Cargo whose individual parcels or all parcels that make up the shipment do not comply with
the general suitability requirements regarding size for shipment via air will be refused by Cargo
Warehouse personnel.
The Cargo Office and the forwarder of reference will be informed of the refusal of
shipments that are unsuitable for embarkment.
(c) Weight of the cargo parcels/packages upon check-in
Cargo whose individual parcels or all parcels that make up the shipment do not comply with
the general suitability requirements regarding weight for shipment via air will be refused by
Cargo Warehouse personnel.
The Cargo Office and the forwarder of reference will be informed of the refusal of
shipments that are unsuitable for embarkment.
(d) Packing of the cargo parcels/packages upon check-in
Cargo whose individual parcels or all parcels that make up the shipment do not meet or
comply with the general suitability requirements regarding packing for shipment via air will be
refused by Cargo Warehouse personnel.
The Cargo Office and the forwarder of reference will be informed of the refusal of
shipments that are unsuitable for embarkment.
e) Check-in time limit for cargo departing on a flight
The check-in time limit for cargo departing on a flight is established by the contract
stipulated between the Air Carrier and Aeroporto di Genova S.p.a.
2.3.2.3 Preparing cargo for loading
a) General requirements
The procedures Aeroporto di Genova S.p.a. has adopted for storing the cargo after it has
been checked-in, and for preparing it to be loaded on board the aircraft guarantee:
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(1) the airport safety measures indicated by international regulations and Italian law as well
as the IATA recommendations and the instructions of the carriers operating at the
airport not only with regard to the safety of valuable cargo, but also to minimising the
possibility of cargo damage, theft or loss;
(2) the separation of special cargo that, due to its nature or value, requires a different
handling procedure or storage area, such as dangerous DGR IATA cargo, live animals,
perishable cargo and valuable cargo or, in any case, according to Carrier instructions.
Cargo checked-in by the Cargo Warehouse, having complied with all requirements foreseen
for loading it onto an aircraft, is prepared for loading and placed on cargo carts to be loaded
onto an aircraft with a bulk load or on/in ULDs for being loaded onto the aircraft in pallets.
Upon authorisation of the cargo warehouse financial police, the carts are position in the
apron area in front of the warehouse, to be collected and loaded onto the aircraft by airport
ramp personnel.
b) Aircraft with a bulk load
For aircraft with a bulk load, cargo checked-in by the Aeroporto di Genova S.p.a. Cargo
Warehouse is prepared for departure according to the following procedure:
(1) cargo whose size or weight exceeds Carrier or aircraft restrictions is not checked-in
and/or delivered for loading;
(2) the cargo is separated, if requested, according to the instructions specified above in the
general section;
(3) dangerous goods is handled in compliance with the incompatibilities according to DGR
IATA instructions;
(4) the bulk cargo is prepared and positioned on one or more carts;
(5) the cargo is weighed and its weight is transmitted to the Balancing Office for the issuing
of a correct flight Loadsheet;
(6) the cargo, the equipment necessary for anchoring and distributing the weight of special
cargo (ex. HEA) is placed on a cart;
(7) each cart has a tag that has been filled out that includes the following information:
(a) the number of the cargo’s flight of embarkation;
(b) the cargo’s destination (first airport of destination);
(c) the gross weight of the prepared cart;
(d) the net weight of only the loaded cargo;
(e) any information regarding special or dangerous goods positioned on the cart so it can be
correctly loaded on board the aircraft.
IATA, AHM 310, Preparation for handling of cargo.
Cargo that has been organised and prepared as indicated above on the carts is ready to be
collected by airport ramp personnel at the Cargo Warehouse apron (Airside side) according to
the time periods agreed upon with each Carrier .
c) Aircraft with a containerised load
The procedure indicated here and all foreseen restrictions must be observed, also in the
case of palletising cargo to be loaded on a truck to be sent to another airport.
For aircraft with a palletised load, cargo checked-in by the Cargo Warehouse is prepared for
departure according to the following procedure:
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(1) each individual ULD delivered by the Carrier to the Cargo Warehouse to be used for
loading its cargo is checked to assess its condition and functionality;
(2) the preparation of the ULDs (pallets and/or containers) is done by checking off the
cargo manifest and considering the IATA provisions as well as the Carrier’s palletisation
instructions;
(3) the palletisation procedure for each individual ULD foresees:
(a) the ULDs are prepared according to the aircraft dimensions and the structural
restrictions of the aircraft and the ULDs themselves
(b) in the case of open ULDs, the shape of the aircraft is carefully checked;
(5) the ULD is weighed and its weight is transmitted to the Balancing Office for the issuing
of a correct flight Loadsheet;
(d) its packing with nylon to protect the shipments;
(e) checking that the straps/nets are tight;
(4) each ULD has a Container/Pallet tag that has been filled out that includes the following
information:
(a) the number of the cargo’s flight of embarkation
(b) the destination of the cargo;
(c) the net weight of only the loaded cargo;
(d) the tare weight of the ULD;
(c) the gross weight of the prepared ULD;
(5) in the case of special or dangerous (DGR) cargo, the cargo is positioned on/in the ULD
in the correct foreseen position and the specific requested tag must be used/filled out;
(6) the ULD is positioned on the dolly or on the rollers outside of the Cargo Warehouse for
delivery to airport ramp personnel.
IATA, AHM 534, Weight control of load.
Preparation:
d) Preparation and management of the export cargo documents
After the Aeroporto di Genova S.p.a. Cargo Area has received the reservation list from the
Carrier or Agent and after having physically checking the correspondence of this list with the
shipment presented at the Cargo Warehouse, it will:
(1) issue the Cargo Manifest sent to the Balancing Office;
(2) deliver the envelope containing the documents accompanying the cargo (Air Waybill,
Cargo Manifest, Special Load Notification to Captain in the case of parcels with dangerous
DGR cargo or special shipments, and any other required documents);
2.3.2.4 Tagging the load units (ULDs)
The Aeroporto di Genova S.p.a. cargo area will fill out the load unit tags (Container/Pallet
Tag) using the samples provided by IATA.
2.3.2.5 Return to the warehouse
In the case of cargo that was not embarked on a reserved flight due to problems related to
volume, dimensions, damage, flight cancellation, or any other cause that prevent its
embarkation, both due to the responsibility of Aeroporto di Genova S.p.a., or to the
responsibility of other parties, information must be provided as soon as possible to the Cargo
Office and the information must be communicated to the Carrier agent for all necessary
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notifications. In addition, a telex containing the information should be sent to the flight’s
destination airports.
The non-embarked cargo, together with its documentation if not embarked with the rest of
the cargo, is returned to the apron in front of the Cargo Warehouse, where it will be collected
by Cargo Area employees. The cargo will be rechecked for security purposes to check the
condition of its packaging and returned to the departure warehouse.
2.3.2.6 Transmission of cargo information
a) General requirements
For the transmission of information concerning special or dangerous goods, Aeroporto di
Genova S.p.a. will use IMP IATA coding, or if required by the Carrier, the Carrier’s internal
coding.
These codes will be entered on the Cargo Manifest that accompanies the cargo shipment
that is issued by the Cargo Office and sent to the Balancing Office for the purpose of checking
the load and issuing the aircraft’s Loadsheet.
b) Notification to Captain for Special Load (NOTOC)
The Special load - Notification to Captain (NOTOC) document is used by the Cargo Office
to transmit all data in standard IATA format to the Balancing Office concerning each
individual dangerous goods parcel or shipment that was presented to be transported on the
aircraft according to ICAO regulations and IATA standards.
The issue and delivery to the Captain of the NOTOC is required for each shipment of
dangerous goods and each shipment containing special cargo. Cargo, for which a Sender
Declaration is not required, for example shipments of dangerous goods in excepted quantities,
is not reported on this form. The document is produced in triplicate by the airport Carrier agent
based on the information reported on the AWB and on the Sender’s Declaration.
d) Codes to use for cargo information
For the transmission of information concerning special or dangerous goods, Aeroporto di
Genova S.p.a. will use IMP IATA coding, or if required by the Carrier, the cargo code adopted
by the Carrier.
These codes are published in the Cargo Manifest issued by the Cargo Office. This
accompanies the cargo shipment and is sent to the Balancing Office, for the purposes of
checking the load, issuing the aircraft Loadsheet and sending the required messages to the
subsequent airports.
Preparation:
IATA, AHM 580, Unit load device/Bulk load weight statement
IATA, AHM 381, Special load - Notification to Captain (General).
2.3.2.7 Storing and handling dangerous goods
a) Tasks and responsibilities
The term Dangerous Goods applies to cargo that due to its characteristics cannot be checked
in for air transport or loaded onto an aircraft unless precise safety procedures are followed. This
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cargo is defined and specified by the manual IATA - Dangerous Goods Regulations - DGR to which
all airlines belonging to the association refer.
All personnel involved with the phases and processes of checking-in, storing, checking, loading
and unloading and checking the load of cargo classified as “dangerous” must be properly trained
and informed as foreseen by the ICAO, JAA, IATA regulations.
These procedures are divided into:
(1) instructions for loading attendants and procedures for loading and storing dangerous goods
according to ICAO and IATA regulations for flight and passenger safety;
(2) instructions for workers and attendants involved in handling dangerous material with regard
to their personal safety-,
For the definition of Dangerous Goods (DGR) please refer to the regulations ICAO1 and
IATA2 and the internal Aeroporto di Genova S.p.a. manuals.
Each Carrier may adopt additional restrictions on the loading of some or all dangerous goods
classified by ICAO or IATA. These variations or restrictions must be observed each time that cargo
is loaded onto an aircraft for that Carrier.
IATA, AHM 310, Preparation for handling of cargo, Dangerous Goods.
ICAO, Technical instructions for the safe transport of dangerous goods by air, IATA, DGR,
Dangerous goods regulations, JAA, JAR-OPS 1.080, Offering dangerous goods for transport by
air, JAA, JAR-OPS 1, Subpart R, Transport of dangerous goods by air.
b) Definitions and classification
The danger classes used by IATA are defined and regulated by UNO by means of ICAO.
The same are used by the standards related to all types of transport (air, maritime, rail and
ground).
Dangerous substances are divided into three categories
1) Category I – substances and cargo always prohibited from air transport;
2) Category II - ICAO (Cargo Aircraft Only) classified substances and cargo that are
prohibited on passenger aircraft and as checked or unchecked baggage;
3) Category III – substances and cargo that can be embarked on passenger and cargo
aircraft and that can be brought on board by passengers in their checked or unchecked baggage.
Pursuant to international ICAO regulations, however, dangerous goods and substances are
classified into nine danger classes identified by Arab numbers. Some of them have an
additional internal division and a compatibility classification. Each different class or division of
dangerous goods is identified clearly and unambiguously using a tag and a three-letter code. All
tags are different from each other due to their colour and/or design. All three-letter IATA codes
that start with the letter R, which means Restricted, indicate a type of cargo classified as
dangerous.
The main classes are:
Class 1 Explosives
Class 2 Compressed, liquefied or dissolved gas under pressure or super cooled
Class 3 Flammable liquids
Class 4 Flammable solids, substances susceptible to spontaneous combustion and
substances that create flammable gases when in contact with water
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Class 5 Oxidising substances and organic peroxides
Class 6 Toxic, poisonous and infectious substances
Class 7 Radioactive substances
Class 8 Corrosives
Class 9 Miscellaneous dangerous goods
Some of these classes are further divided, according to the specific level of danger, by
packing group, as specified in paragraph 3.0.3 of the DGR.
ICAO, Technical instructions for the safe transport of dangerous goods by air. IATA, DGR, Dangerous Goods Regulations.
c) Special governmental authorisations
Special governmental authorisations or authorisations provided by the appropriate
authorities are required to transport certain types of dangerous goods. Aeroporto di Genova
S.p.a. checks the presence and correctness of the documentation, and if it has not been
presented or is incomplete, it will refuse the shipment.
According to the IATA instructions foreseen by the DGR regulation, this refers to:
(1) radioactive material that is
(a) packed in ventilated Type B (M) containers;
(b) packed in containers requiring an external cooling system;
(c) packed in containers requiring continuous monitoring during transport;
(d) explosive:
(e) pyrophoric liquid.
(2) articles and substances (including those identified in the manual as n.o.s. – not otherwise
specified) that, except for other provisions, are expressly identified as “prohibited” for transport
on the list of dangerous substances;
(3) infected live animals
(4) liquids with an inhalation toxicity that requires them to be transported using packing in
Packing Group I;
(5) substances that are presented for transport in a liquid state at a temperature greater than
or equal to 100 °C (212 °F), or in a solid state at a temperature greater than or equal to 240 °C
(464 °F);
(6) each article or substance that is specifically prohibited by the appropriate national
authority.
d) Exempt dangerous goods
The restrictions foreseen for transporting dangerous DGR cargo does not apply, according
to ICAO regulations, to the following articles or substances
(1) aircraft equipment. This category contains those substances or products that despite
being acknowledged as dangerous are necessary on board an aircraft as equipment that makes
the aircraft operate, for reasons of flight safety or because authorised by the Operator’s State
Authorities (ex. signal rockets, oxygen cylinders and life jackets);
(2) duty-free articles and products sold on board. Aerosol products, alcoholic beverages,
perfume, cologne, safety matches and lighters containing flammable gas that were embarked by
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the airline to be sold to passengers during the flight or series of flights with the exclusion of
disposable lighters and those that can explode at low pressure;
(3) dry ice if necessary and if used on board to cool and preserve the food and beverages
served to the passengers;
(4) aircraft spare parts or products and substances transported on board an aircraft to
replenish and/or replace those that are used, consumed and/or sold on board, unless upon
special authorisation of the Carrier’s country of origin. These articles and substances are
transported in special containers used specifically for their transport, it being understood that
these containers have the same packaging and safety characteristics required by DGR
regulations for transporting the same dangerous substances as cargo.
e) Packaging checks and requirements
Aeroporto di Genova S.p.a., in compliance with the instructions for transporting dangerous
goods issued by ICAO and complied with by IATA, checks the packaging the sender used for
shipping dangerous goods, verifying that the type of packaging used meets the requirements of
the regulations.
Parcels with dangerous goods that are discovered with packaging that does not comply with
the requirements necessary for their transport are refused upon check-in.
f) Tagging requirements
Aeroporto di Genova S.p.a., in compliance with the instructions for transporting dangerous
goods issued by ICAO and IATA, checks the labels the sender applied on each parcel of
dangerous goods, making sure they have been attached and that they meet the requirements of
the regulations.
Parcels with dangerous goods that do not have the labels required for their transport are
refused upon check-in.
g) Loading incompatibilities
Parcels containing cargo and substances that can react dangerously together must never be stored
near each other or in a position where the two parcels could accidentally come into contact.
Incompatibilities between dangerous goods are specified in the manual IATA Dangerous
Goods Regulations in the Incompatibilities Table, to which precise reference is made.
When storing different parcels of dangerous goods together, each with a different type of
dangerousness, the incompatibility of each different type of parcel dangerousness must always be
checked.
Parcels containing dangerous goods with more than one dangerousness classification and that
require separation based on the Incompatibilities Table do not need to be separated from other
dangerous goods parcels that have the same UN classification number as it is the same type of cargo.
h) Dangerous Goods Accidents and emergency procedure planning
The safety procedures are always followed each time a parcel with dangerous goods is
damaged. These procedures have been established by governmental authorities, airport
authorities and by other public institutions for this purpose.
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If damage to a parcel or the spillage of a substance from a parcel containing dangerous
goods is discovered during storage operations, it is necessary to:
(1) follow the internal safety procedures according to what is provided by the competent
governmental authorities or the airline;
(2) comply with current legal regulations concerning the safety of personnel;
(3) fill out the Accident/Disservice Report to provide information about what happened to
the Airport Operator.
In general, any parcel that is found damaged in any manner:
(1) is removed from the shipment, isolated in the WAREHOUSE and excluded from further
transport;
(2) the parcels of cargo in the same shipment are all checked for similar damage or spillage
and excluded from transport, if necessary;
(3) all other parcels of cargo that were affected by the spillage from the damaged parcel will
also be excluded from transport.
The personal safety procedures to be applied when a parcel containing dangerous goods or
substances has been damaged foresee that each attendant must
(1) not touch the damaged parcel any further to prevent contact with the dangerous
substance contained in the parcel;
(2) keep a proper distance and prevent others from approaching the area of the accident;
(3) immediately inform his manager who will have competent personnel intervene to assess
the accident;
(4) if the content of the damaged cargo parcel comes into contact with your body or
clothing:
(a) immediately wash your hands and any other body parts or clothing;
(b) remove your contaminated clothing with extreme care;
(c) do not eat or smoke to prevent accidental ingestion or inhalation of dangerous
substances;
(d) keep your hands away from your eyes, mouth and nose to prevent accidental contact,
inhalation or ingestion of a dangerous substance;
(5) remain at the site to have your name taken;
(6) if you are involved with a damaged parcel containing radioactive, infective or toxic
substances, contact the medical staff for an initial examination.
Then, the responsible personnel (Manager, Fire Department, medical personnel or other
assigned personnel) will proceed as follows
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(1) if it is necessary and not yet done, close off the zone that was contaminated or involved
with the accident;
(2) isolate the damaged parcel, removing it from other cargo parcels;
(3) recover the other parcels involved in the accident, if necessary;
(4) declare that the situation is no longer dangerous.
2.3.2.8 Storage and handling of live animals
a) General requirements
When handling live animals while preparing them to be loaded onto the aircraft, remember
above all that:
(1) all loading instructions or restrictions indicated by the owner of the cargo concerning
that species of live animal must be observed;
(2) the animals must not be exposed to high or low temperatures, unless otherwise
instructed by the cargo owner;
(3) live animals must be prepared for shipment as late as possible in order to prevent their
exposure to adverse conditions in the case of a delay in aircraft departure;
(4) the animals must be provided with food and water according to the information provided
by the cargo owner;
(5) the appropriate and specific tags are attached to the shipment.
b) General loading requirements
The transport of live animals as cargo is subjected to specific standards contained in the
IATA Live animal regulations (LAR). In particular, the following is observed:
(1) shipments of live animals are handled as "wet cargo" and declared in all documents with
the code AVI. For each AVI shipment, the NOTOC form must be filled out as for a DGR
shipment;
(2) the animals are transported in specific containers that are large enough for the animal to
stand, lie down with its legs stretched out and turn around. The containers are waterproof and
must be anchored to prevent them from moving during the flight. One part of the container has
an opening that permits ventilation.
IATA, AHM 310, Preparation for loading of cargo. 5. Live animals.
c) General health and hygiene rules
The following general health and hygiene rules must be understood and complied
with
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(1) after the animals (AVI) have been delivered at their destination, the ULDs
used for their transport are inspected and, in the case they have been soiled, cleaned
or disinfected before they are reused or returned to the Carrier;
(2) if possible, animals (AVI) that become apparently sick during their transport
will be provided with veterinary care (AVI);
(3) if possible, animals that become sick or die during their transport will be
removed from the shipment/ULD. This action will be done upon consultation with
airport health authorities.
d) Information for the Captain
If cargo classified as AVI is transported, IATA requires the issuance of a
NOTOC in order to inform the Balancing Office and the flight Captain.
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2.3.2.9 Storing and handling special goods
a) General requirements
Procedures and instructions concern some types of cargo defined as “special cargo". These
include the loading of valuable cargo, perishable cargo, human remains and shipments of
special importance or urgency. For these last types of shipments, in particular, remember that:
(1) all personnel involved in loading/unloading must be informed of the particular type of cargo
and any requirements necessary for handling this given type of shipment;
(2) particular attention is required for the safety of valuable cargo or easily perishable cargo;
(3) perishable cargo must be loaded according to the requirements for that particular
shipment;
(4) a shipment that is considered special cargo must carry a “special consignment” tag or other
airline tag in a clear and visible manner.
b) COM Company mail
The inter-office correspondence the airline sends on its own aircraft is called Company Mail.
These shipments can travel without a manifest providing that:
(1) the Company Mail bag is sealed;
(2) x-ray checks were completed;
(3) it is not left unattended;
(4) the shipment is limited to correspondence;
(5) parcels or cardboard boxes are shipped as service cargo.
c) DIP Diplomatic mail
These shipments are covered by diplomatic privileges and are not subject to customs inspections.
These are closed and sealed parcels that are stowed together with normal cargo but in a manner
that permits their quick unloading at the airport of destination.
The procedure is the same as for valuable cargo.
d) EAT Foodstuff
The transport of non-perishable foodstuffs can be done in compliance with certain restrictions in
the presence of other dangerous goods such as toxic (RPB) or infective (RIS) substances; in this
case, they cannot be loaded into the same compartment or, if loaded in ULDs, they cannot be
loaded next to each other.
IATA, AHM 310, Preparation for loading of cargo. 6. Other special cargo. IATA, AHM 360, Company mail.
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e) FIL Undeveloped film
Print or journalistic material that includes undeveloped film is coded as FIL; FIL
material must be loaded observing specific separation procedures when the load also
contains radioactive material (RRY).
f) FRG Company cargo
Service cargo is cargo that the airlines sends to itself from one airport to another,
and includes material and items such as:
(1) aircraft and engine spare parts;
(2) Carrier owned equipment;
(3) various materials such as airline printouts and schedules;
(4) airline advertising material.
Service cargo is non revenue cargo and does not pay a boarding fee and is not placed
on fiscal DUV documents.
Service cargo can be identified by the various airlines as
(1) FRG - Freight Non-revenue;
(2) EIC - Equipment in Compartment,
(3) FKT - Flight Kit (Spare Parts);
(4) CSU - Catering Service Units;
(5) AOG - Aircraft on Ground.
It is absolutely prohibited to send personal items on an aircraft as Service Cargo.
g) HEG Hatching eggs
Hatching eggs must not stowed near shipments containing dry ice (ICE) or cryogenic
liquids (RCL). Hatching eggs travel at a distance from radioactive materials in
categories Yellow II and Yellow III according to the instructions and distances
specified by the specific tables contained in the manual DGR IATA2.
1 IATA, AHM 330, Handling Perishable Cargo 2.2 Hatching Eggs.
2 IATA, DGR, Dangerous Goods Regulations.
3 IATA, AHM 333, Handling of human remains.
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h) HUM Human remains
The packing of the coffin must comply with the health requirements foreseen by
the health regulations of each country. In general, the packing of the coffin, with the
exclusion of cremated human remains contained in a cinerary urn, must comply with
the following requirements
(1) the corpse must be closed in a double casket, with the exterior in wood and the
interior in brazed metal;
(2) to keep the anonymity of the coffin, it must have a neutral packing consisting
in a jute bag or a third undecorated wooden casket.
The transport of cinerary urns that contain cremation remains is not subject to any of the
precautionary health measures foreseen for the transport of corpses. They are not classified as
HUM and travel as cargo without restrictions or incompatibilities.
i) ICE solid carbon dioxide (Dry Ice)
Dry ice may be used as a coolant with a maximum of 200 kg per compartment, including the
main aircraft cabin. The same restriction applies for the maximum content in the same container.
Dry ice that is packaged according to the provisions of the Packing Instruction 904
contained in the IATA- DGR manual may be transported without weight restrictions.
Dry ice contained in the CSU - Catering Service Units is not subject to DGR restrictions.
The transport of unpackaged dry ice is not permitted.
1) LHO Live human organs & Blood Plasma
Human transplant organs and blood for transfusion are transported with the code LHO.
The parcels transporting these materials may be loaded in a compartment with radioactive
material in categories Yellow-II and Yellow-III, making sure that the distance between them is the
same as the distance foreseen between the radioactive parcels and the passengers. There is no
restriction regarding parcels with radioactive material in the category White-I.
LHO parcels must be stowed in a position that separates them adequately from parcels
containing human remains (HUM).
IATA, AHM 330, HcavHm.gperiaua.ble cargo. 2.7. Living human organs/blood.
m) PER Perishable cargo
Perishable cargo is cargo whose condition or suitability for use and consumption can deteriorate if
exposed to changes in temperature or humidity or transport delays. Perishable products can be
flowers, plants, fish, meat, frozen food products, serums and vaccines, newspapers and more.
As these are articles that are very sensitive to temperature changes, they should be stowed in
suitable baggage compartments. For the same reason, this is cargo that once it arrives on a
flight, it must be delivered to the cargo warehouse in a short amount of time to be sent to the
waiting customer.
The Carrier provides all information concerning any loading restrictions or incompatibilities for
the reserved perishable cargo.
The “Perishable" tag must be placed on each parcel as is the "This Way Up" tag, if required.
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Vaccines and medical supplies, medical supplies containing short-lived radioactive isotopes
must be treated with extreme urgency.
The following perishable cargo items belong to the PER category, and have additional codes
(1) PEF - Perishable flowers and plants;
(2) PEM - Perishable meat
(a) shipments of meat or similar items must be packed in water resistant containers and handled
according to the provisions for "wet cargo";
(b) the conditions of maximum hygiene are followed during all shipment handling and transport
operations;
(c) the requested transport temperatures must be observed.
(3) PEP - Perishable fruits and vegetables.
Particular measures must be considered when packing these products and when stowing
them on board an aircraft with other generic cargo to prevent the parcels from being crushed.
(4) PES - Perishable fish and seafood.
(a) Fish shipments must always packed in special containers and handled as "wet cargo";
(b) Any dry ice used for cooling the shipment must be packed and sealed inside the package;
n) VAL Valuable cargo
The safety measures that are adopted in the Cargo Warehouse, during aircraft loading and
unloading and during the customs clearance procedures depend mainly on the national
regulations and the restrictions imposed by the airport authorities. Special loads include cargo
that due to its particular nature reaches a high commercial value with regard to its weight/volume
ratio. These include
(1) gold bars, gold coins, gold in various forms;
(2) platinum and platinum metal (palladium, iridium, ruthenium, osmium and rhodium) and
various forms of platinum alloys;
(3) diamonds (including those for industrial use) rubies, sapphires, emeralds, natural pearls
(including cultivated pearls) and jewellery made up of these precious stones;
(4) legal currency, checks, stocks, bonds, coupons, postage stamps;
(5) in general, every article that has a declared value greater than or equal to $1,000 (or
equivalent) per gross kilogram.
It is important to check that upon embarkation/disembarkation, the packing was done in a
manner that can prevent tampering and does not show signs of damage. The parcels are kept in
the Warehouse in a safe or, if they are too large, in a controlled area in the Temporary Custody
customs area.
IATA, AHM 331, Handling and protection of valuable cargo.
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o) WET Wet cargo
“Wet cargo” refers to shipments of cargo containing liquids or shipments that due to their
nature could produce liquids that are not included among the restrictions foreseen by the IATA
- Dangerous Goods Regulations.
The following must be considered “wet cargo" shipments:
(1) shipments of liquids packaged in specific containers;
(2) shipments of liquid or moist materials that are not packaged in specific containers
(shipments of fish packed with dry ice, fresh meat etc);
(3) cargo that could produce liquids (live animals).
Cargo that has these characteristics must be packaged accounting for its particular nature
and the conditions of transport that could arise during air travel. The sender is responsible for
complying with the standards foreseen by IATA - Dangerous Goods Regulation with regard to
the packing and IATA - Live Animal Regulation for the transport of live animals.
Customs inspection of departing cargo
If a customs inspection is requested for the departing cargo by the competent
authorities, the following operative provisions must be observed and guaranteed:
(1) immediate support to the Customs Inspector;
(2) repackaging the opened parcel or parcels when the customs inspection is
complete;
(3) in the case of parcels/shipments containing cargo defined as "desirable" (ex.
valuable cargo and weapons), the parcels to be checked are stored in a security area
in the presence of a Cargo Office employee until the check has been completed and
the parcels have been reclosed;
(4) parcels containing weapons and ammunition are tied up crosswise with string
and lead sealed using a customs sealing device;
(5) for each customs inspection, the specific debit coupon for the forwarder is
filled out.
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2.4.3-Transfer cargo
As of today, Aeroporto di Genova S.p.a. represents the airport of origin or destination for
all shipments handled within its areas.
2.4.4- Import Cargo
2.3.2.10 Tasks and responsibilities of the Cargo Area
The following services are provided for the Carriers with regard to cargo arriving at the
airport:
(1) Documentation
(a) division of the cargo and/or mail documentation for the arriving flight/truck
(i) for customs and the financial police (cargo manifests);
(ii) for filing in the Cargo Area Archive;
(iii) for the Carrier;
(iv) for invoicing;
(v) for the Warehouse;
(vi) if necessary, for customs authorisation for unloading the arriving vehicles
(2) Cargo Warehouse
(a) handling and delivery of the arriving cargo;
(b) handling and delivery of the arriving mail;
(c) division of the AWB in sub-bills, if requested by the forwarder of reference;
(3) Cargo Office
(a) entering the flight cargo data (parcels and weight) in the airport’s DCS system,
according to the times agreed upon for the correct distribution of weight on the flight
Loadsheet:
(b) entering the flight cargo data in the AS-400 system, which is required for invoicing the
services and collecting the fees:
(i) all data necessary for correctly managing the customs operations;
(ii) data related to customs inspections of warehouse stock;
(iii) data for managing the T.C. customs warehouses and the community/national
warehouse;
(c) downloading the payment notes and Cargo Release Vouchers from the
information system, which are to be issued and delivered to the forwarders;
(d) checking off the cargo manifest, following the instructions requested by and the
times agreed upon with each individual Carrier;
(4) Cargo Archive
(5) Particular support procedures for departing cargo, including:
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support in the Warehouse to the Customer Inspector during customs inspections, if
requested.
2.3.2.11 Handling and management of import cargo via ground
Activities regarding support provided for arriving cargo are detailed in the following
process
(1) with regard to unloading vehicles bulk cargo and/or cargo contained in ULD, it is
unloaded after customs authorisation under the supervision of the Financial Police.
2.3.2.12 Controlling the import cargo with the Air Waybill and cargo manifest
The cargo arriving at the airport on aircraft is checked off according to the following
procedure:
(1) the cargo is checked off with a physical check between the parcels and the
documentation in order to point out anomalies and inconsistencies such as
(a) shortages
(b) excesses
(c) damage
(d) unpacked
(e) greasy parcels/cargo
(f) wet parcels/cargo
(g) packing tape on the parcels is not the original tape;
(h) difference in weight between the actual weight and the manifest
(2) all parcels with an anomaly must always be weighed and, if unpacked, be reclosed
before being placed in the cargo warehouse;
(3) subdivision of the consolidated shipment, separating the parcels according to the subbill
(if requested by the forwarder of reference)
(4) positioning the parcels in the warehouses according to the final shipping number in one
of the following areas according to the cargo origin
(a) domestic and/or community (EU) shipments;
(b) Temporary Custody for cargo originating from extra-EU countries that must be customs
cleared prior to delivery;
(c) area for veterinary checks, subject in any case to customs checks;
(b) 5561/V, for abandoned cargo or in A4;
In the case of the arrival and handling of cargo parcels defined as "desirable" and/or special
cargo (live animals, perishable cargo, etc.), qualified personnel must always be present.
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2.3.2.13 Customs inspection of arriving cargo
If a customs inspection is requested for incoming cargo by competent customs or public
health authorities or other government authorities or by the Forwarder, the following operative
provisions must be observed and guaranteed:
(1) make the Warehouse employees available to Customs and/or the other aforecited
agencies;
(2) identify the shipment with the tag number;
(3) open the indicated parcel;
(4) close the inspected parcel with tape or other requested material immediately after the
check in the presence of the Inspector or Forwarder;
(5) fill out the specific debit coupon, indicating the shipment number and number of open
parcels;
(6) deliver the coupons to Cargo Office personnel.
If parcels containing weapons, valuable goods and/or cargo defined as “desirable” are
checked/inspected, the constant presence of a Cargo Office Employee is required until the
parcel has been reclosed according to the above specified procedure. With regard to weapons
and ammunition, the parcels are lead sealed using a customs sealing device.
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Annexes
Annex A – Procedure in the case of diversions from other airports
Annex B – Stand management
Annex C – Agreement AGS-ENAV L. 265
Annex D - Engine test
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3 Annex A
PROCEDURE IN THE CASE OF DIVERSIONS FROM OTHER AIRPORTS
As soon as the l’Ente di Controllo del Traffico Aereo (Air Traffic Control Agency) for the
Genova Sestri airport (APP or TWR) is informed by telephone of aircraft that have been diverted
from other airports, it will inform the Aeroporto di Genova S.p.A Airport Service Manager
(CSS) either directly or through the ARO Office.
The Air Traffic Control Agency for the Genova Sestri airport (APP or TWR), in compliance with
what is regulated in that respect in A.I.P. ITALIA (part AD 2-21.3.5, item 20), will immediately
start to accept the diverted flights, in compliance with the maximum number and the time limits
specified therein.
In addition to immediately activating the subordinate structures, the CSS will also inform the
Terminal and Movement Area Post Holder, who is on-site or available, the State Police, Customs
and Financial Police airport offices for any subsequent actions or legal requirements.
If the flow of diverted flights will last for a period of time that exceeds what is specified in A.I.P.
ITALIA (90 minutes with 6 accepted diverted flights), CSS, with regard to:
- the number of stands occupied at the moment;
- the need to keep stands free for the scheduled flights normally operating at the Genova
Sestri airport;
- the situation in the passenger terminal, with particular consideration for any problems
that have arisen with excessive crowding or difficulties in handling the flow of
passengers,
will access the overall situation and, if considered necessary, will issue a NOTAM regarding a
restriction on diverted flights arriving at the Genova Sestri airport.
This measure must be announced in advance, with reasonable notice, by telephone using the
appropriate number to the Air Traffic Control Agency for the Genova Sestri airport (APP or
TWR), in order for it to be implemented immediately.
If, in spite of the measures adopted with the above specified NOTAM, the situation starts
to become critical, CSS will update it, additionally limiting the restriction or, if necessary,
fully prohibiting diverted flights in arrival from landing. This last measure must be adopted
with a suitable amount of advance notice in order to permit the involved Air Traffic Control
Agencies and pilots to suitably plan their actions.
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Annex B
STAND MANAGEMENT
• The Airport Service Manager, 24 hours prior to flight departure, will provide UCV
with the overall schedule of movements including their foreseen stand;
• using the ad hoc available resources, UCV will assign the stands with priority according
to what is specified in the “secondary use” table, as it permits aircraft self-parking as
well as self-manoeuvring;
• upon completion of the “secondary use”, UCV will assign the stands according to what is
specified in the “primary use” table. In this case, the aircraft must block-off from the
stand only with the help of the push-back vehicle;
• In the case of “primary use”, UCV will try to re-establish, if possible, the optimal
“secondary use” situation;
• UCV informs the Head Inspector of the stand assigned to an arriving/departing aircraft
so that the foreseen marshalling and passenger and baggage disembarkation/embarkation
operations can be executed;
• when assigning the stands, UCV will give priority, if possible, to stands with loadingbridge
and those that permit disembarkation on foot;
• if a flight is delayed, UCV will make the proper changes to the pre-arranged stands,
informing the TWR and the involved staff according to their responsibilities as soon as
possible;
• In the case of exceptional events concerning “General Aviation”, the Airport Service
Manager will assess the situation, identify specific deregulated areas in the Apron,
informing UCV-Enav/D.A. and requests ENAV to issue the specific Notam.
(b) Standard method for assigning stand priority (secondary use): *
• Stands 311 and 310
• Stands 112 – 110 – 109 – 106 – 105 – 102
• Stands 203 – 206 – 208
• Stands 209 – 213
* If stand 103 must be used for A124, make sure that stands 102-107 are free.
c) Stands to be reserved: * *
• Stand 308 – 309 (Canadair fire-fighting flights)
• Stand 101 (helicopters without wheels)
• Stand 202 (helicopters without wheels – Piaggio engine test)
• Stand 210 (Piaggio aircraft gyrocompass )
* If needed (diversions/peak traffic), the above stands, with the exclusion of Stand 308, can
be assigned with restrictions to the specific above-specified traffic.
4 Annex C
5
AGREEMENT BETWEEN AEROPORTO DI GENOVA S.p.A. and ENAV S.p.A. C.A.A.V.
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Genova, finalised to ensure the orderly movement of aircraft, other vehicles and
personnel on the aircraft apron.
1. Introduction
AEROPORTO DI GENOVA S.p.A and Ente Nazionale di Assistenza al Volo S.p.A. - C.A.A.V.
of GENOA, in order to regulate the above specified activities, have agreed to negotiate an
operative procedure, which is currently experimental and subject to change, that must be
subsequently added in its final version to the Airport Regulations of the Genova Sestri airport,
which is approved by the Ente Nazionale per l’Aviazione Civile (National Civil Aviation
Agency)– Direzione Aeroportuale di Genova (Genoa Airport Management).
2. DATE OF APPLICATION
This procedure will come into force at 00.01 lt on 18 April, 2006.
3. GLOSSARY
ENAC
DA
ENAV
CAAV
TWR
AGS
UCV
APRON
STAND
LINK
APRON TAXI LINE
AIP ITALIA
FOLLOW ME
National Civil Aviation Agency
Genoa Airport Management (ENAC)
National Flight Assistance Agency
Airport Flight Assistance Centre (ENAV)
Control Tower (ENAV)
Aeroporto di Genova S.p.A.
Flight Coordination Office (AGS)
Aircraft waiting area
Aircraft parking area
Border points between the manoeuvring area and the
APRON
Taxi lines on the APRON
Aeronautic Information Publication
A vehicle used to guide aircraft
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MANOEUVRING AREA Part of the airport used by aircraft for
take-off, landing and taxiing, with the exclusion of the
aprons
WING SPAN
READY
BLOCK ON
MARSHALLER
DOCKING CHART
SLOT
Distance measured between the aircraft wings
Aircraft ready for departure
Complete stop of the aircraft at the stand
Aircraft parking attendant (AGS)
Aircraft parking chart in AIP ITALIA
New aircraft departure time
4. AREA OF APPLICATION
ENAV/CAAV, for the relevant aspects pursuant to art. 691 bis of the Navigation Code, regulates
and controls the movement of aircraft, other vehicles and personnel in the manoeuvre area and
guarantees orderly aircraft movement on the Apron.
AGS, for the relevant aspects pursuant to art. 705 of the Navigation Code, assigns and
communicates the STANDS, through the TWR, to the aircraft and guarantees the orderly
movement of other vehicles and personnel on the APRON so they do not interfere with aircraft
movement activities.
5. GENERAL INFORMATION
• The orders issued by the D.A. of Genoa regarding the circulation of vehicles in the
movement area shall be expressly referred to for everything that is correlated to this
procedure.
• The Docking Chart defined in AIP ITALIA and referred to in this agreement is
considered an integral part of it.
• The aircraft are identified with the name indicated on the flight plan.
• During the delay in implementing additional automated data transmission systems for the
communications between the TWR and UCV relevant to this procedure, the following
will be used:
- AOIS monitors (located in the respective offices) for communicating the arrival
sequences and take-off and landing timetables;
- a direct, recording capable point to point telephone with the ENAV/CAAV systems.
In contingent situations (failures, and if necessary only for ready and block-on
communications ), the registered radio frequency UHF 445.775 MHz can be used.
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• TWR may always authorise aircraft movement on the APRON without prior coordination
with AGS, as AGS itself will always comply with what is foreseen in paragraph 4.
Otherwise AGS will request the TWR, before the condition expires, to not authorise the
aircraft movement on the paths in question. Similarly, once AGS has returned to normal
operations, it will inform the TWR.
• In the foreseen cases, AGS guarantees the follow-me services with suitable vehicles and
its own specifically trained personnel. While in operation, the follow-me vehicle will
always be in radio contact with the TWR on the frequency 445.775Mhz.
• All aircraft that have been assigned a stand do not require the services of the follow-me
vehicle, unless it has been specifically requested by the Pilot.
• All helicopters that are not based at the airport and the aircraft that have not been
assigned a stand are instructed by the TWR to stop at Links L1-L2-L3 and to contact
UCV on the airport frequency VHF 136.825 for the subsequent follow-me service.
• All General Aviation aircraft based at the C. Colombo airport belonging to the FIRE
DEPARTMENT-FINANCIAL POLICE-SKYBRIDGE (see list)-SIRIO SPA-
AEROCLUB GENOVA (see list)-AIRCRAFT arriving to or departing from the
PIAGGIO Area - AIRCRAFT arriving to or departing from the CGA Area - SOREM
AIRCRAFT (Canadair)- AIRCRAFT involved in fire fighting activities, must be
considered as having an assigned stand and therefore with Self-Parking and Self
Manoeuvring and as a result do not require the follow-me service, as they park in
concession areas. AGS will request the updated list of the related aircraft from the
agencies and transmit it to CAAV.
• In order to optimise the use of the APRON, AGS may decide, in the case of exceptional
need and restricted traffic situations, and subject to informing the TWR via fax/telephone
and the D.A. via fax, to park the aircraft in a position other than those specified in AIP,
with the help of the follow-me vehicle/Marshaller. In this case AGS will always
guarantee that the minimum safety distances are observed:
1. between parked aircraft and those in transit on the adjacent Apron Taxi-Lane;
2. from any adjacent structures;
3. from vehicles transiting on the perimeter road.
When exiting, the aircraft are accompanied by the follow-me vehicle to the adjacent
Apron Taxi-Lane.
• It is mandatory for all airport vehicle operators to circulate on the roads reserved for
service vehicles indicated in AIP AD 2.21.7, to adhere strictly to the foreseen speed
limits, to stop at the stops indicated along the path and to proceed with maximum care,
always giving the right of way to all aircraft, even if towed or following a follow-me
vehicle, entering or exiting the manoeuvring area, the apron or the stands.
Operators of airport vehicles that are driving on the service road reserved only for
vehicles with a height above 3.00 metres must pay particular attention in giving the right
of way to aircraft.
• All aircraft, also those being towed, which must use the Apron Taxi-Lanes (N-M-P),
must always request previous authorisation from the TWR.
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6. IDENTIFICATION OF AREAS, PATHS AND REFERENCE POINTS AIP
AD 2-21.7
6.1 Apron and manoeuvring area delimitation
The Links L1, L2, L3, located on intersections AE (L1), AF (L2) and G (L3) where they
intersect the Apron and marked on the ground in yellow, delimit the borders between the
Manoeuvring Area and the Apron Area.
6.2 Aircraft parking areas (Stands)
Without prejudice to the fact that the apron signs have been approved by ENAC with a letter
dated 27 July 2005, protocol no. 0012504/UTA in order to guarantee orderly aircraft movement
on the APRON, four sectors have been identified for aircraft parking, also published in AIP Italia
AGA 2-21.7:
- sector 1: includes stands from 101 to 112;
- sector 2: includes stands from 201 to 213;
- sector 3: includes stands from 301 to 309;
- sector 4: includes stands from 401 to 406;
Stands 302-303-401-402-403 are served by loading bridges and the block-off is done with the
help of the push-back operation.
Stand 406 is normally used by Government Agencies, which enter and exit with a selfmanoeuvring
operation, up to aircraft class A319.
All of the above specified stands are reached using a self-parking operation.
6.3 Service vehicle road network
The part of the internal airport roads, with white markings, that surrounds the Apron has twoway
traffic. It consists of a ring that follows the perimeter of the apron and is used to reach all
the stands, and of a second ring that is used to serve the zone adjacent to the terminal, with a
carriageway along the tails of the aircraft that is reserved only to vehicles with a height that
exceeds 3 metres (as specified in AIP AD 2-21.7), which always interfere with the movement of
the aircraft to and from stands 301-302-303-401-402-403-404-405-406.
In compliance with what has been set forth by the Airport Construction and Operation
Regulations, all road intersections with the Apron Taxi-Lanes are identified with black/white
chequered markings, stop lines and relative markings indicating the obligation to stop due to the
possible intersection with aircraft. These markings are located at a distance from the Apron Taxi-
Lanes that can guarantee the safe separation between vehicles and aircraft.
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The crossing of the Apron Taxi-Lanes N, M and P, is also indicated with luminous red nighttime
signals;
There is an “ABSOLUTE PROHIBITION” to operate any airport vehicle outside of the
aforesaid paths, with the exception of:
- the follow-me vehicle when providing support to aircraft;
- vehicles carrying out maintenance and inspecting the Apron Taxi Lanes, subject to
informing the TWR.
6.4 Aircraft guides on the APRON TAXI-LANES and their characteristics
The aircraft guides located on the Apron Taxi-Lanes (N-M-P) are marked on the pavement with
a continuous yellow line.
The intermediate holding points N1-M1-M2-M3 on Apron Taxi-Lanes N-M are marked on the
ground with a broken yellow line.
Considering that the main entrance to the apron area is the intersection “AE”, the main travelling
direction is Apron Taxi-Lane “N”, that leads from the intersection “AE” to the aircraft
maintenance area, to the area north of the Apron and to the Apron Taxi-Lane “M”, which
connects to the intersection “AF” (via Apron Taxi-Lane “P”) and intersection “G”.
When travelling down Apron Taxi-Lane “N” starting from intersection “AE”, there is a deviation
to the left that leads to other helicopter parking positions H1/H2 reserved for the Fire Department
and further on it leads to the first aircraft stand (101); all stands in sector 1, starting with 101 up
to 112, are located along the Taxi-Lane “N”. Similarly, to the right of “N”, there is the first stand
(201) that identifies sector 2. Further on, beyond the Apron Taxi-Lane “M”, to the right, there is
a stand (301) that identifies sector 3, and continuing along Taxi-Lane “N”, there are the relative
stands from 301 to 309. To the left, near stand 305, there is a deviation that leads to the
helicopter parking position H3, which is reserved for the Financial Police and then to the
deviation used to access the General Aviation refuelling area. Continuing still on Apron Taxi-
Lane “N”, to the left, there are General Aviation aircraft parking areas (SkyBridge-Piaggio-
CGA-Aeroclub) and on the right there is an area used for parking by General Aviation in front of
the hotel structure.
Accessing the aprons from intersection “AE”, via Apron Taxi-Lane “N”, to the right there is an
intersection with Apron Taxi-Lane “M”, along which, toward the East, first there is stand 202 to
the right, which indicates the start of sector 2. After stand 208, it intersects with Apron Taxi-
Lane “P”, which leads to Link L2. After the intersection with Apron Taxi-Lane P, continuing to
the EAST, stands 209 to 213 will be located to the right. Continuing down Apron Taxi-Lane M,
in the same West-East direction, on the left first there will be stand 401, which indicates the start
of sector 4 and continuing, there will be the other stands up to 406.
The parking areas reserved to the Fire Department-Financial Police-SkyBridge-Piaggio-C.G.A.-
Aeroclub, area concession areas.
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6.5 Use of APRON TAXI-LANE “N”
- in section 101-103 by aircraft up to class ICAO “F” (wing span less than or equal to 72.84 m);
- in section 103-302 by aircraft up to class ICAO “E” (wing span less than 65 m);
- in section 302-112 and to the end by aircraft up to class ICAO “C” (wing span less than 36 m);
6.6 Use of APRON TAXI-LANE “M”
- in section 202-208 by aircraft up to class ICAO “E” (wing span less than 65 m);
- in section 402-403 by aircraft up to class B767-300 (wing span less than or equal to 47.57 m);
- - in section 403 up to TWY “GOLF” by aircraft up to class ICAO “C” (wing span less than
36 m);
6.7 Use of APRON TAXI-LANE “P”
Usable by aircraft up to class ICAO “E” (wing span less than 65 m);
All indications of max wing span are signalled on the Apron Taxi-Lanes with yellow horizontal
signs.
6.8 Using TAXI-WAYS AE, AF, G
The TWY “AE” can be used by aircraft up to class ICAO “F” (wing span less than or equal to
72.84 m);
The TWY “AF” can be used by aircraft up to class ICAO E (wing span less than 65 m);
The TWY “G” can be used by aircraft up to class ICAO C (wing span less than 36 m);
- TWY AE/AF/G
6.9 Entering the apron
Aprons are accessed from TWY A to the flight runway and from the flight runway itself using
the three TWY of which two (“AE” and “G”) are positioned at the end of the aprons and one is
positioned centrally (“AF”).
- TWY AE/AF/G
6.10 Exiting the apron
The access to the manoeuvre area is done through one of the three TWY listed above.
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7. OPERATIVE PROCEDURES
7.1 Procedure for arriving aircraft
• According to the methods specified in point 5, the TWR will provide UCV with the
aircraft sequence including the estimated landing time (UTC) and any revision.
• Always according to the methods specified in point 5, UCV informs the TWR of the
stand assigned to each aircraft and any variations, subject to a check that the stand is free
of people and vehicles.
• The arriving aircraft, with the exception of General Aviation aircraft based at the airport,
just after it left the runway across one of the intersections, must be informed by the TWR
of its assigned stand and the methods for reaching it.
• For aircraft with a special status (state-ambulance-humanitarian and other similar flights)
for which the stand was not communicated, as well as for aircraft without a flight plan,
the TWR will contact UCV by phone in order to obtain the stand or the use of the followme
vehicle.
• Once the aircraft reaches the stand, AGS informs the TWR of the “block-on” status, both
for aircraft with an assigned stand as well as for those who do not, as this is an essential
requirement for permitting other aircraft to transit on the APRON-TAXI-LANE that
serves the same stand.
• The Block-on procedure is not applicable to the aircraft based at the airport (Fire
Department – Financial Police - SkyBridge – Sirio - Piaggio - C.G.A - Aeroclub), those
with the destination of a concession area and to Sorem, which must in any case inform
the TWR to have left the Apron Taxi-Lane and to have reached their area/stand.
• With the exception of marshalling activities, after AGS has objectively observed that the
aircraft has reached the stand, turned off its engines and was blocked with the chocks, it
may start its ground support operations.
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7.2 Procedure for departing aircraft
• AGS transmits the following information to the TWR, both for aircraft with an assigned
stand as well as for those who do not, with a unique communication for each individual
aircraft:
a) stand where the aircraft parks and name of the flight;
b) stand free from people and vehicles;
c) tractor attached to the aircraft if push-back is required;
d) aircraft doors closed;
e) aircraft ready to move.
• The satisfaction of conditions a/b/c/d/e must be reported by AGS to the TWR using the
term “READY”. With the same communication, AGS also indicates the block-off
method, specifying if a push-back or self-manoeuvring operation will be performed, also
communicating the methods of releasing the aircraft in the intermediate holding positions
(N1-M1-M2-M3).
Example (TWR from ramp Aza 1391 stand 403, Ready in Push-back, M2)
• The “Ready” condition is an essential requirement so that the TWR can authorise the
aircraft to start and move from the stand
• If the TWR receives a request for authorisation to start and taxi from an aircraft without
having received a “READY” communication from AGS, it will instruct the Pilot to call
UCV on the airport frequency VHF 136.825 to send AGS personnel/vehicles under the
aircraft.
• For aircraft with a special status (state-ambulance-humanitarian and similar flights),
authorisation may be given to start even if the ready message has not been received,
which must be obtained in any case before providing authorisation for taxiing.
• After the TWR has received the flight “Ready” communication, it will authorise the
aircraft to taxi, proving instructions about the method for entering the manoeuvring area.
• AGS must take the slots assigned to departing aircraft into proper consideration.
• All aircraft parked in a position other than the stands specified in AIP will be
accompanied by the follow-me vehicle to the opposite Apron Taxi-Lane.
• The “Ready” procedure is not applicable to aircraft based at the airport (Fire Department
– Financial Police –SkyBridge –Piaggio – Sirio - C.G.A - Aeroclub), when exiting the
concession areas and to Sorem, which must in any case always request the TWR for
authorisation to leave the stand before using the opposite Apron Taxi-Lane.
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8. STAND COMPATIBILITY AND PUSH-BACK OPERATIONS
All push-back operations interfere with the adjacent Apron Taxi-Lanes. The manoeuvre is
completed with the release of the aircraft, on the Apron Taxi-Lane, in the intermediate holding
positions (N1-M1-M2-M3).
8.1 Intermediate holding position N1
Aircraft are positioned on the intermediate N1 position that are performing a push-back
manoeuvre from stands: 201 and 204; from 101 to 112; from 302 to 309.
8.2 Intermediate holding position M1 – M2
Aircraft are positioned on the intermediate M1 and M2 positions that are performing a
push-back manoeuvre from stands: 301 and 401; from 201 to 208, with the exclusion of 201
and 204.
8.3 Intermediate holding position M3
Aircraft are positioned on the intermediate M3 position that are performing a push-back
manoeuvre from stands: from 402 to 406; from 209 to 213.
The push-back manoeuvre for B767 aircraft parked at stand 403 can be performed by towing the
aircraft to the intermediate holding position M3, as well as to M2 or M1.
The push-back manoeuvre for B747 aircraft parked at stand 302 can be performed by towing the
aircraft to the intermediate holding position N1, as well as to M1 or M2.
TWR informs the aircraft of the methods for reaching the exit intersection using the Apron Taxi-
Lanes.
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9. PROCEDURE FOR HELICOPTERS
9.1 Upon arrival
All helicopters, with the exception of those based at the airport (Fire Department – Financial
Police) arriving in the concession areas, are always instructed by TWR, independently of the
landing direction, to stop:
- at LINKS L1-L2-L3, for those with a rotor with a diameter below 14 m.;
- at LINK L1 for those with a rotor with a diameter greater than or equal to 14 m.
All helicopters not based at the airport must contact UCV on the airport frequency VHF 136.825
for the subsequent follow-me parking support, following the same procedures specified in point
7.1.
9.2 Upon departure
All helicopters, except for those based at the airport (Fire Department – Financial Police) exiting
the concession areas must be accompanied by the follow-me, in contact with TWR on frequency
445.775 Mhz, up to the exit LINK from the apron, following the same procedures specified in
point 7.2.
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10. ENGINE TEST PROCEDURE
This procedure regulates the activities performed by AGS to permit the execution of the
aircraft engine test, if needed, according to the maintenance procedures approved for the
specific aircraft type. This procedure does not include general aviation aircraft based at
the airport (Piaggio, CGA, Aeroclub, etc.), for which what is specified in point 10 of
Annex 1 - Procedure 130 applies.
AGS points out that there is no operative area on the apron that is reserved for engine tests. On
an exceptional and temporary basis, the engine test only for Piaggio S.p.A. aircraft of type P166
and P180 can be carried out only under the following conditions and with the following actions:
1 prior request to UCV for the assignment of an apron where the engine test can be
performed;
2 radio contact with the TWR to request authorisation to taxi to the apron;
3 positioning of the engine flow towards the sea;
4 communication to the TWR that the correct position was reached.
Once these conditions have been satisfied, the APRON-Taxi-Lane may be used safely by other
aircraft.
Piaggio aircraft move on the Apron Taxi-Lanes without the help of the follow-me vehicle.
11. GYROCOMPASS PROCEDURE
AGS points out that an apron gyrocompass is operative on the apron, located between stands 211
and 212, and which is reserved only for Piaggio S.p.A. aircraft, type P166 and P180.
The gyrocompass operations can only be carried out under the following conditions and with the
following actions:
1. prior request to UCV for the authorisation to use the apron;
2. request to the TWR for authorisation to taxi to the apron;
3. communication to the TWR that the correct position was reached.
These conditions are necessary so that the section opposite to Taxi-Lane “M” can be used by
other aircraft.
Piaggio aircraft move on the Apron Taxi-Lanes without the help of the follow-me vehicle.
The use of the gyrocompass apron prevents the use of stands 210 and 211.
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Annex D
ENGINE TEST
This procedure regulates the activities performed by AGS to permit the execution of the
aircraft engine test, if needed, according to the maintenance procedures approved for the
specific aircraft type. This procedure does not include general aviation aircraft based at
the airport (Piaggio, CGA, Aeroclub, etc.), to which what is specified in point 10 of
Annex 1 - Procedure 130 applies.
RESPONSIBILITIES AND ACTIONS
ENGINE TEST FOR AIRCRAFT UP TO CLASS D ICAO INCLUDED
N
RESPONSIB
PHASE
o.
LE PARTY
1 Engine test request Captain and/or
CNA
ACTION
INFORMS UCV of the need to
perform an engine test,
communicating the foreseen times.
2 Planning
Engine test
3 Intersection
closure
UCV
UCV
AGREES with TWR on the times of
using the section of the Alfa taxiway
included between the Bravo and
Charlie intersections, for towing and
moving the aircraft and for carrying
out the engine test.
REQUESTS CSS to issue the
specific NOTAM
REQUESTS Maintenance, via radio
on Channel 3, to close the Bravo and
Charlie intersections and the Alfa
taxiway with the specific ICAO
standard-compliant signs (see Annex
1).
4 Aircraft transport UCV CONTACTS the ramp via radio for
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aircraft towing support from the
stand to the engine test position,
located on the Alfa taxiway in
correspondence of the runway access
holding point (threshold 11).
Responsible DOP
personnel (ramp)
CONTACTS the TWR on Channel 1
(radio frequency 437.525 Mhz CTR
1 ground), for authorisation to
proceed with the aircraft tow,
crossing the Alfa taxiway to the
section included between the Charlie
and Bravo intersections.
REACHES the position, remaining
in radio contact on Channel 1, and
COMMUNICATES its position to
the TWR.
5 Engine test Responsible DTE
personnel
(Maintenance)
Responsible DOP
personnel (ramp)
Captain/CNA
TWR
6 End of engine test Captain/CNA
TWR
PROCEEDS with closing the Bravo
and Charlie intersections and the
Alfa taxiway with the specific ICAO
standard-compliant signs (see Annex
1).
POSITIONS the aircraft in the safety
zone on the service road near the
Fire Brigade and REMAINS in radio
contact on Channel 1 (frequency
437.525 Mhz).
REQUESTS the TWR for
authorisation to start the engine test
operations.
AUTHORISES the Captain to
perform the engine test.
INFORMS the TWR that the test is
complete.
INFORMS UCV that the test is
complete.
7 Aircraft return to
the apron
Preparation:
UCV
REQUESTS the responsible DTE
personnel to remove the closure signs
Authorisation:

Part 1 A
Operative Procedure
MA/OPER/MPO
Revision 0
Date: 12 January 2009
Page 165 of 165
and to confirm that they were
removed to UCV.
REQUESTS the ramp for aircraft
towing support, indicating the stand to
which it must be taken.
Responsible DOP
personnel (ramp)
UCV
CSS
COMMUNICATES to the TWR the
intention to proceed with the removal
of the aircraft and REQUESTS the
TWR for authorisation to take the
circulation paths that lead to the stand
indicated by UCV.
INFORMS UCV that the aircraft was
removed and that the area involved in
the engine test has been left.
REQUESTS CSS for the activation of
Procedure 40 to inspect the section of
the Alfa taxiway involved in the
engine test.
ACTIVATES Procedure 40 to check
that the section of the Alfa taxiway
involved in the engine test is free of
people/vehicles/equipment and FOD
8 Process conclusion UCV
Terminal and
Movement Area
Post Holder
FILLS OUT the engine test
completion form (Annex 3) and
TRANSMITS it to the Terminal and
Movement Area Post Holder.
CHECKS and SIGNS Annex 3.
Preparation:
Authorisation: