ОАО Авиакомпания «Уральские авиалинии»

Ural Airlines JSC

______________________________________________________________

РУКОВОДСТВО ПО НАЗЕМНОМУ
ОБЕСПЕЧЕНИЮ ПЕРЕВОЗОК
(РНО-2013)
Издание пятое
GROUND OPERATIONS MANUAL
EXTRACTS FOR OUTISIDE HANDLING
PARTNERS
(GOM - 2013)
Edition 5

Ekaterinburg
2013
Foreword

1. This Manual is prepared by Ground Operations Unit of ―Ural Airlines‖ JSC.

2. This Manual is put into effect by Order of Director General of ―Ural Airlines‖ JSC. dated
15 March 2013 № 35
3. This Manual replaces GOM-2011 Revision 00 of 18.11.2011 dated 18 November 11 № 157a
 Ground Operations Manual

Part А
General
(Extracts of Part A GOM)

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RESERVED

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RESERVED

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Part A

CONTENT

1.1 Applicability and scope А-7

3.1 Management system for ground handling operations А-8
3.2 Responsible Manager A-10
3.4 Managerial continuity A-10
4.3 Ground handling personnel qualifications A-12
8.1 Training Program A-13
8.2 Program Elements A-13
8.3 Training courses review A-19

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1.1 Applicability and Scope of use

Ground operational manual is developed in order to document aspects of aircraft, passengers,

baggage, cargo and mail handling.
GOM is a regulatory document of Ural airlines and its requirements are mandatory & necessary for
all employees of air company and serving employees of organizations providing ground handling
services. GOM is developed in accordance with ICAO & IATA requirements, and IOSA standards.
And it is a regulatory document of Air company and regulates the organization of all ground
handling operations and requirements in all airports of operation.

GOM determines the order and procedures (instructions) to perform work tasks on organization and
control of ground handling operations and guarantees:

• availability of precise instructions for staff personnel, necessary for the implementation of
operative measures to organize and control ground handling operations;
• use of additional measures in case of emergencies;
• implementation of operations by external service providers for ground handling to meet the
requirements of these manual guidelines and quality standards of air company.

GOM contains:
• Policies, requirements and procedures in in order to provide safety and quality of ground handling
operations;
• Definitions of technical terms related to ground handling operations;
• Operational documentation for ground handling operation;
• Assignment of functions and responsibilities of staff personnel and administration, who're
engaged & involved in processes of ground support & handling operations;
• Order sets for hiring and training of staff personnel in area of ground support & handling transport
operations;
• Plans for emergency procedures in different situations.

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3.1 Management system for ground handling operations

General Deputy
Director -
Operation Director

Operation
Control Cargo
Center Handling
Department

Ground Supervision
Handling Department
Department

Passenger
Handling
Department

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3.1.1 Working processes for ground handling operations are directly carried out in following group
branches:

At base airport of operation - Koltsovo (Yekaterinburg):

-Operation Control Centre;

-Supervision Department;

-Passenger Handling Department;

-Cargo Handling Department;

-

In other operating airports:

• external service providers (handling companies, agents) in accordance with existing Agreements;

• authorized representatives (supervisors, specialists of Ground Ops handling) engaged on contract

bases at airports of operation.

Note. Air company departments at the base airport providing ground ops handling are complied
with the requirements of Federal Air Regulations.

3.1.2 All ground handling production processes are inextricably linked with assurance processes:

• Aviation Safety Department;

• Aviation Security Department;

• Quality Department

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3.2 Responsible Manager

3.2.1 Operational management supervision of all processes for ground handling operations is
conducted by - Operation Director, who reports directly to the Director-General CEO.
Operation Director organizes and controls all activities of ground handling operation of all network
of flights “Ural Airlines”.

3.2.2 Operation Production Director must comply with the requirements set and authorized by
Aviation Authorities of Russian Federation and have at least :

• Special higher aviation degree education;

• Experience in the GA in leadership positions of at least 5 years;
• Age not over 60 years at time of appointment.

3.2.3 Operation Production Director is responsible for:

a) operation and aviation safety & security;

b) the organization and supervision of ground handling operations;
c) quality assurance program of ground handling operations;
d) coordination of interaction between structural units and departments within air company and
airports' of operation.

3.4 Managerial continuity

3.4.1 To ensure continuity of management, when managers with the most important
responsibilities for the organization and control of ground handling operations are not at the
workplace, their functions are transferred to the personnel specified in Annex A3-1.

3.4.2 Notice of such a delegation of authority in case of situation arises may be:

- Directive transmitted by fax, e-mail, message;

- Verbal instruction;
-Order;
- Direct instruction in the job description/position.

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Annex 3-1

Job title, name and contact information Replacement/Substitution

Operation Director Head of the Operation Control Center (OCC)

Vladimir Chikilev Alexander Zinoviev
Phone: +7 (343) 272 - 60-95 Phone: +7 (343) 278-55-55
Fax: +7 (343) 272-60-82 Fax: +7 (343) 278-55-55
e-mail: V.Chikilev@uralairlines.ru e-mail: a.zinoviev@uralairlines.ru
Head of the Operation Control Center (FCC) Head of Ground Handling and International
Alexander Zinoviev Operations Department
Phone: +7 (343) 278-55-59 Oleg Shubin
Fax: +7 (343) 278-55-59 Tel: +7 (343) 278-55-58
e-mail: a.zinoviev@uralairlines.ru Fax: +7 (343) 278-55-58
e-mail: O.Shubin@uralairlines.ru
Head of Ground Handling and International Head of Ground Handling Department
Operations Department Phone: +7 (343) 278-55-59
Oleg Shubin Fax: +7 (343) 278-55-59
Tel: +7 (343) 278-55-59 e-mail: n.fedorova@ uralairlines.ru
Fax: + 7 (343) 278-55-59
e-mail: O.Shubin@uralairlines.ru
Head of Ground Handling Department Head of Ground Handling Department
Phone: +7 (343) 278-55-59 Phone: +7 (343) 278-55-59
Fax: +7 (343) 278-55-59 Fax: +7 (343) 278-55-59
e-mail: n.fedorova@ uralairlines.ru e-mail: n.fedorova@ uralairlines.ru

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4.3 Ground handling personnel qualifications

4.3.1 Only trained personnel (holding a valid certificate) is permitted for operation.

4.3.2 The list of positions of aviation personnel of air company is corresponding to the List
approved by the Government of the Russian Federation (Russian Federation Government
Resolution July 10, 1998 № 749 – DSP confidential service information "On approval of the list of
aviation personnel Staff of the Russian Federation").
4.3.3 Qualification requirements for personnel (in terms of education / knowledge, skills, training
and experience required to perform duties) are described in the job description.
4.3.4 Outsourcing service providers at airports of operation(external suppliers) should also ensure
that their staff has undergone a complete theoretical and practical training in accordance with the
type of activity, established by local regulations and requirements of the air company. This process
of ensuring availability of special training for personnel of external Ground Ops handling service
providers includes:
• “Registry Forms of organizations maintaining ground ops services in accordance with the signed
agreements" for Russian airports and certificates of IATA, ISAGO or analogue (in accordance with
applicable state government standards) for international airports.
-Evaluation of the implementation of the requirements in conducting audits of suppliers
(Check training records, certificates at the ramp, etc.)

4.3.5 Qualification class is assigned to a specialist in accordance with the requirements of Civil
Aviation Authorities.

4.3.6 All U6 personnel is subject to mandatory certification and attestation. The procedure and
rules for issuing certificates (permits, licenses), their cancellation, redemption, etc. is regulated by
relevant documents of Russian Aviation authority.

4.3.7 Attestation of U6 Head management is carried out in the Ural State Air Administration -
Gosavianadzor (once in five years.
Attestation is regulated by local regulations (special provisions) with Air Company.

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8. Personnel Training and Qualification

8.1 Training Program

8.1.1 Aircraft ground handling operations are allowed to be performed by the personnel who
completed theoretical and practical training as specified by the appropriate national civil aviation
authorities.
The handling company shall develop and approve job descriptions for each employee, considering
his/her functions.
Training of the personnel in different activities shall be provided in the training centers. The
programs used by the training center to train personnel shall be stated in the training center
certificate (license) issued for this kind of activity.
Each person in ground handling activity shall obtain initial training course corresponding to their
functions, prior to being assigned to perform such operational duties.
All personnel assigned to perform ground handling duties in airside operations including operations
of ground support equipment shall complete initial and recurrent airside safety training.
Requirements to content of safety training program are stated. Recurrent training shall be
delivered as defined by handling company, but no less than once every 36 months.

8.1.2 The training of top management of Ural Airlines shall be provided once every 5 years.
8.1.3 Security training of U6 personnel is provided by Aviation Security Department.
8.1.4 Records of training completion is documented in Logs of attestation.
8.1.5 Training programs include:
1. Basic ground handling requirements;
2. In-depth study of requirements, including policies, procedures and methods;
3. Training in Human Factor;
4. Training and safety study of production factors related to hazards and risks;
5. Special training related to specific of operation.
8.1.6 Staff personnel of external service providers involved in ground handling operation must pass
initial and periodic training on similar principles, in accordance with local regulations and its
production specifics.
8.1.7 Evaluation / Testing of personnel at training is conducted in such a way so that the subjects
were able to demonstrate an appropriate level of knowledge, competence and professionalism
required to meet the functional responsibilities. Such assessment is carried out using oral or written
work and / or performance of practical exercises. External service providers are responsible for
evaluation staff knowledge obtained during training.
8.1.8 All records of personnel training completion are archived and stored in accordance with
requirements of CAA, U6 Internal Standard (420.4-2007, СТО 622-200) and current Manual.

8.2 Program Elements

8.2.1 Training programs are developed depending upon the particular type of training - theoretical,
simulator, operational. Training programs should be drawn in accordance with personnel functional
responsibilities.
8.2.2 Air company, as Operator, admitted to the Carriage of Dangerous Goods (DG) ensures the
implementation of initial training and retraining of personnel on DG with frequency of at least once
every 24 months.

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Training program on DG contains the following elements of qualification of personnel:

1 ) The basic provisions for DG transportation;

2) Restrictions;
3 ) A list of the DG;
4) Designations and marking;
5 ) Identification of undeclared DG;
6) Procedures for the storage and loading;
7 ) NOTOC;
8) Information for passengers and crew;
9) Actions in case of accidents with DG.

External service providers must guarantee analogue or same training level and present certifications
for Dangerous Goods of their personnel.

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Principles of thematic content of training programs in the field of Dangerous Goods,

depending on the specialization of Air Company & external servicing organizations staff
personnel

LEGEND
1 - Shippers and persons performing duties of shippers;
2 - Packers ;
3 - Employees freight forwarders involved in the handling of dangerous goods;
4 - Employees of freight forwarders involved in processing cargo , mail or storages (other than dangerous goods) ;
5 - Employees of freight forwarders involved in the handling , storage and loading of cargo, mail or aircraft stores ;
6 - Employees of operators and ground handling agent's goods, asking for acceptance of hazardous cargo;
7 - Employees operators and agents ground handling , asking for acceptance of goods, mail or stores (other than dangerous goods) ;
8 - Employees operators and agents ground handling , responsible for the processing , storage and load cargo , mail or stores and baggage ;
9 - Staff involved in the processing of passengers ;
10 - Flight crew members and load planners ;
11 - Crew members (except members of the crew );
12 - Security officers involved inspection of cargo, passengers and their baggage, mail or aircraft stores .

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8.2.3 Personnel involved in operation with ground support equipment, procedures of fueling
aircraft, de-icin (including external service providers) undergoes initial and periodic training for its
specialization, but with mandatory requirements set forth in Sec. 8.1.6 of this Manual and with the
time frame set in Sec 8.1.1
8.2.4 All personnel assigned to perform ground handling duties in airside operations including
operations of ground support equipment complete initial and recurrent airside safety training.

Safety training program elements:

1. Safety Philosophy:
• Company safety policy & program;
• Employer/employee responsibilities.
2. Safety Regulations:
• International Aviation regulations;
• National regulations;
• Airport airside working regulations;
• Safe Working Practices.
3. Hazards - examples, but not all inclusive:
• Vehicle movements;
• Pedestrian movements;
• Aircraft movements;
• Jet engines;
• Aircraft antennae and other protrusions;
• Ground Support Equipment (GSE);
• Aircraft fuelling and fuel spills;
• Adverse and seasonal weather conditions.
• Night operations;
• Working at height;
• Slips, trips and falls;
• Noise;
• Manual Handling;
• Runway incursions.
4. Human Factors:
• Motivation and attitude;
• Human behaviour;
• Communication skills;
• Stress;
• Ergonomics;
• The effects of drugs and alcohol;
• Fatigue;
• Time pressures;
• Peer/management pressure;
• Situational awareness;
• Team work.
5. Airside Markings & Signage.
6. Emergency situations:
• Reporting;
• Injuries;
• Security threats;
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• Spillages;
• Location and response to alarms and
emergency stops;
• Fuel shut offs;
• Ground to flight deck emergency handsignals;
• Fire;
• Severe weather;
• Aircraft stand emergency procedures.
7. FOD Prevention Program.
8. Personal protection:
• Personal protective equipment (PPE), e.g:
• Protective clothing;
• Hi-visibility clothing;
• Hearing;
• Foot/toe;
• Kneepads;
• Gloves;
• Eyes;
• Occupational health program;
• Musculoskeletal injury prevention programs;
• Weather exposure.
9. Accidents, Incidents & Near Misses:
• Personnel injuries;
• Damage to aircraft, ground equipment and
facilities;
• Reporting;
• Investigation;
• Prevention;
• The cost of accidents/incidents;
• Risk assessment review.
10. Airside safety supervision:
• Creating an open reporting culture;
• Performance monitoring;
• Co-ordination of airside activities;
• Workload management;
• Decision making;

8.2.5 All personnel assigned to perform ground handling duties in Aircraft handling complete
initial and recurrent airside safety training.
Aircraft handling training program elements:
1. Airside safety;
2. Security regulations;
3. Irregularity/incident/accident reporting;
4. Manual handling of load;
5. Safety during aircraft fuelling;
6. Principles of aircraft loading;
7. Handling of loads requiring special attention;
8. Loading incompatibilities;
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9. Handling of Unit Load Devices (ULD);

10. Operation of aircraft in-plane loading systems (IPLS)/securing of ULD;
11. Consequences of load damage and spillage;
12. Positioning and operation of loading and servicing equipment and vehicles, including loading
elevators, ground power, air conditioning, air starts;
13. Notification to captain of load being carried;
14. Passenger embarkation/disembarkation procedures;
15. Standards of aircraft cleaning;
16. Lavatory and fresh water servicing;
17. Aircraft movement operations.
18. Aircraft chocking;
19. Operation of passenger and cargo doors;
20. Aircraft marshaling;
21. Aircraft departure.

8.2.6 All personnel assigned to fuel the aircraft is provided training in the following subject matters:
1. Airside safety;
2. Safety arrangements;
3. Irregularity/incident/accident reporting;
4. Aircraft basic flight performance;
5. Turnaround operations time chart of the aircraft ground handling by ground handling services;
6. Requirements for safety standards for aircraft fuelling;
7. Aircraft automatic and manual fuelling;
8. Aircraft fuelling with the passengers onboard;
9. Requirements for aviation fuel quality.

8.2.7 All ground personnel assigned to perform anti-ice process for the airline’s aircraft, including
subcontractor’s personnel, is trained in the following subject matters:
1. Airside safety;
2. Safety arrangements;
3. General procedures for aircraft anti-ice processes and special operations that correspond to
different aircraft types;
4. Sequence of using of equipment to perform aircraft anti-ice processes, including the current
procedures;
5. Weather conditions;
6. Impact of frost, ice, snow, mud on aircraft performance;
7. Methods used to define snow and ice deposits on the aircraft surfaces;
8. Main characteristics of the anti-ice fluids, including reasons and effects of decomposition
(deterioration) and remainders;
9. Key methods (techniques) used to remove snow, ice, and mud from the aircraft surfaces, and
apply anti-ice fluids;
10. Types of inspections, and responsibilities;
11. Safety measures and precautions;
12. Anti-ice fluids application and limitations of effective protection time;
13. Issues related to the environmental protection;
14. New procedures and their development, studies of the last season problems;
15. Interaction of the maintenance/engineering personnel and flight crew;
16. Quality control procedures;
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17. Codes of anti-ice processes;

18. Procedures and methods used to store anti-ice fluids, and operation procedure;
19. Issue of documentation.

8.3 Training courses review

All training courses provided to the ground handling personnel are regularly reviewed and updated,
but no less than once every five years.
Responsibility for training courses review is assigned for Operation Director.
Elements of program must be reviewed in case of changes in:
1. ground handling technologies;
2. technical aspects of aircraft and ground support equipment;
3. national laws;
4. world practice.

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Part B

Passenger Handling

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Content

Introduction/General provision В-6

Chapter 1 Air Carriage Contract

1.1 General B-13
1.2 Passenger rights and responsibilities B-13
1.3 Air Company rights and responsibilities B-14
1.4 Termination of Air Carriage Contract on the initiative of Air Company B-14
1.5 Passengers’ informing B-15
1.6 Alteration of Air Carriage Contract B-16
I. 702.001 Passenger service in case of flight rebooking B-17
II. 702.002 Passenger service in case of forced ticket upgrade B-18
III. 702.003 Passenger service in case of forced ticket downgrade B-19

Chapter 2 Air Carriage registration

2.1 A booking В-24
2.2 Fares for passengers and baggage В-24
2.3 Carriage documents В-25
2.4 Ticket validity В-26
2.5 Prolongation of ticket’s currency В-27
2.6 Ticket refund В-28
2.7 Loss of ticket, a duplicate drawing В-29
ANNEX В 2.7.-1
Ticket’s duplicate issuance Request В-30
ANNEX В 2.7-2
Ticket’s duplicate issuance Permit B-31
ANNEX В 2.7.-3
Statement “About refusal to issue ticket’s duplicate “ В-33
2.8 Ticket invalidity В-34

Chapter 3 Passenger and baggage check-in

3.1 General В-39
3.2 Check-in methods В-40
ANNEX В 3.2.-1 Baggage tag В-43
ANNEX В 3.2-2 Boarding pass В-44
3.3 Administrative formalities В-45
3.4 Passenger ID documents В-46
3.5 Documents required for flight В-47
3.6 Passenger embarkation priority В-49
3.7 Check-in areas В-50
P 702.004 Passenger check-in Procedure В-60
ANNEX В 3-3 Restrictions on the use of emergency exits B-64
ANNEX В 3-4 Technology of carriage documents inspection on Ural Airlines
international flights Т 7.9.1 – 05.001 В-65
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Chapter 4 Preflight inspection

4.1 Inspection procedure B-78
4.2 Inspection of passenger and carry-on baggage В-79
4.3 Inspection of baggage В-80

Chapter 5 Embarkation
5.1 Embarkation procedure В-83
5.2 Process of embarkation В-84
5.3 Order of Embarkation В-84
5.4 Loss of boarding pass В-85
5.5 Embarkation closing В-86
5.6 Unloading the baggage of passengers who are absent on embarkation В-86

Chapter 6 Special categories passengers’ carriage

6.1 Transit passengers В-89
6.2 Transfer passengers В-89
6.3 Passengers with reduced mobility В-96
6.4 Pregnant women (PREG) В-98
6.5 Passengers with children В-98
6.6 Unaccompanied minors (UM) В-100
6.7 INAD-passengers В-104
Order of document isuance for INAD-passenger carriage
(Extract from “INAD-passenger regulations on “Ural Airlines” flights” PR 7. 9.1-05.001) B-105
6.8 Passengers deported with an escort В-108
6.9 Carriage of persons under the surveillance В-109
6.10 Business/Comfort passengers В-109
6.11 VIP passengers В-110
6.12 Frequent flyers В-111
6.13 Passengers with service ticket В-111

Chapter 7 Baggage Handling

7.1 Carry-on baggage В-115
7.2 Checked baggage В-116
7.3 Free baggage allowance В-116
7.4 Excess, oversized and heavy baggage В-117
P 702.005 Procedure of Baggage check-in В-120
Chapter 8 Flight documentation
8.1 General В-125
8.2 Load sheet В-125
8.3 Passenger Manifest В-126
8.4 MCO (Miscellaneous Charges Order) В-126
8.5 Excess baggage ticket В-126
8.6 Cargo Manifest В-126
8.7 Airway bills В-127
8.8 Flight documents proceeding В-127

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Chapter 9 Carriage and handling of special baggage

9.1 General В-130
9.2 Live animals (pets) В-131
9.3 Ski/Surf/snowboard/hockey equipment В-134
9.4 Golf equipment В-134
9.5 Bicycles В-134
9.6 Ammunition and firearms В-135
9.7 Human remains in funeral urns В-137
9.8 Baggage transported in the passenger seat В-137
9.9 Musical instruments В-137
9.10 Battery driven wheelchairs В-137
9.11 Crew baggage В-138
9.12 Fragile baggage and baggage transported under Air Company limited liability В-138
9.13 Priority baggage В-139
ANNEX В 9.12 A tag “Fragile” В-140
ANNEX В 9.13 A tag “Priority” В-140
9.14 Baggage of transfer passengers В-141
9.15 Unaccompanied baggage В-141
9.16 Diplomatic baggage В-141

Chapter 10 Baggage irregularities

10.1 Shortage of baggage В-145

10.2 Non-arrival of baggage В-145
10.3 Damage to baggage and its content В-145
10.4 Weight shortage of baggage В-146
10.5 Loss of baggage В-147
10.6 Unclaimed baggage. Baggage without documents В-147
10.7 Forwarding of Baggage В-148
10.8 Mishandled Baggage В-149
10.9 Reclamations from passengers В-149
10.10 Monetary compensations to passengers to purchase the necessities В-151
P 702.006 Baggage search procedure В-152

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Chapter 11 Safe transportation of Dangerous goods/items in passenger baggage

11.1 General В-156
ANNEX В 11.1 Dangerous goods compatibility table В-157
11.2 Information to passengers about air transportation of dangerous goods В-158
11.3 Procedure of dangerous goods identification undeclared for carriage В-158
11.4 Dangerous goods transportation В-158
11.5 Carriage of animal origin goods into EU countries В-159
11.6 Carriage of liquids in carry-on baggage В-159
11.7 List of goods/items prohibited for transportation В-161
11.8 Provision for Dangerous Goods carried by Passenger or Crew
(IATA 2.3) В-163

Chapter 12 Standard operational messages

Chapter 13 Handling procedures after arrival

13.1 General В-176
13.2 Preparation for handling of arriving flight В-176
13.3 Handling procedures after arrival В-177
13.4 Meeting of arriving passengers В-178
13.5 Delivery of passengers to the baggage claim area B-179

Chapter 14 Passenger Handling in case of flight irregularities

14.1 General В-182
14.2 Force-majeure В-182
14.3 Flight irregularities В-183
14.4 Types of irregularities В-184
14.5 Passengers’ informing in case of irregularities В-186
14.6 Ground Handling in case of irregularities В-186

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Introduction/General provision

The present Part B sets current corporate standards effective in ―Ural Airlines‖ JSC., practices and
limitations as regards to ground handling operations. In accordance with ―Ural Airlines‖ JSC
the
policy of ground handling is:
- simplicity, convenience and compliance with up-to-date practices and technologies;
- ensuring timely check-in, passengers boarding;
- providing special care for different categories of passengers: transfer and transit
passengers, disabled passengers, unaccompanied children, VIP, deportees and denied
entry passengers, groups of passengers and passengers with children;
- regularity of flight departures;
- effective use of buildings and technical facilities related to passenger service;
- rational organization, legibility and high level of personnel performance;
- compliance with aviation security and flight safety requirements effective;
- proper fulfillment of prescribed procedures in case passengers do not show up at boarding;
- fulfillment of procedures related to denied boarding for passengers carrying items
prohibited to be transported by air.

Rights and responsibilities of passengers

Passengers should obey the legislation of Russian Federation, international agreements Russian
Federation participates in and the legislation of country they are entering/departing/transiting. The
mentioned regulations may relate to passenger, baggage and cargo transportation, flight safety,
aviation security, boundary, customs, immigration, sanitary-quarantine, veterinary, phyto-sanitary
and other types of control in accordance with Russian Federation legislation.

Every passenger with valid ticket(s) and confirmed booking status (‗ok‘ status) is accepted for
transport and provided related service.

Rights and responsibilities of the airline

Ural Airlines‖ JSC shall take all steps possible to avoid delays of passengers and baggage.
In case of flight cancellation, delay or other changes of schedule, U6 undertakes to:
- provide timely and detailed information about new estimated time of departure;
- arrange soft drinks, refreshments, hot meals, hotel accommodation and transfer to the
hotel, two phone calls or one electronic message for each passenger, room for baggage,
nursery room for parents with children up to seven years old;
- take all steps possible to deliver passengers to the transfer airport or airport of destination
in accordance with the state requirements.

If due to force-major or internal reasons U6 fail to operate the flight or provide the seat on board in
accordance with confirmed booking; or do not stop in agreed point or destination; or causes a
passenger to be late for his/her connection flight a passenger has confirmed booking for and the
paperwork is done properly, U6 shall take all possible steps to:
- transport the passenger by another U6 flight with class of service the passenger has paid
for;

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- transport the passenger to his/her destination by another route by means of own flight or
by another carrier‘s flight;
- transport the passenger to his/her destination by another type of transport;
- refund the air fare if requested;
- arrange for passenger service in case of waiting for a flight.
The air company has the right to unilaterally dissolve an agreement of air passenger carriage when
1) a passenger or cargo owner/shipper violates customs, sanitary or other regulations
effective within Russian Federation, or – in case of international flight operation – within
the country of departure/destination/transit;
2) a passenger or cargo owner/shipper refuses to comply with federal aviation rules;
3) the state of health of the passenger onboard requires exclusive conditions of carriage or
endangers this passenger as well as other passengers onboard and this is confirmed by
medical documents, or causes disorder and discomfort for other passengers onboard;
4) the passenger refuses to pay for his/her baggage, the weight of which exceeds free
allowance limitations;
5) the passenger refuses to pay for child transportation except for the cases concerning
subparagraph 3 point 2 article 106 of Russian Federation Air Code;
6) the passenger violates the rules of onboard behavior which endangers flight safety or life
and health of other people,
7) passengers do not follow instructions of pilot-in-command given in accordance with
article 58 of Russian Federation Air Code;
8) items prohibited to be transported by air are found in passenger belongings or baggage;
For the sake of flight safety, pilot-in-command (PIC) is entitled to:
- make orders to any person onboard the aircraft and demand compliance;
- apply all necessary measures including compulsion measures as regards to people whose
actions cause danger to flight safety;
- take such people from the aircraft upon landing at the nearest airport;
- pass such people to law-enforcement staff in case the evidence of crime committed is
available.
If a passenger who causes danger to flight safety is found on board the aircraft, refusal in
transport is initiated by PIC. If such passenger is found before/during boarding, refusal in
transport is initiated by the airport security officer or by air company representative.

Under conditions of refusal to transport the passenger, breaking public order, the act is drawn
up with the reason for air transport denial mentioned. The act is drawn up by security in
presence of the passenger, handling company representative and air company representative.
The passenger in the state of alcoholic or drug intoxication and/or attempting physical
disturbance of people around can be instituted administrative proceedings by law-enforcement
service.
If the airline stops the air carriage agreement due to passenger‘s violation of the behavior rules
on the aircraft causing danger to aircraft flight safety or danger to life or health of other
persons onboard or due to non fulfillment of PIC instructions by the passenger (article 58 of
Russian Federation Air Code), he air fare is not returned.

U6 has no right to demand payment for the difference in tariffs and to charge an extra fee
because of forced differences in the carriage.

U6 is not responsible for mistakes, omissions, changes in flight schedule of other air carriers.

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Personnel requirements

One of the most important components of good work of U6 flight service is a human factor. The
image
of the air company directly depends on professional training and experience of staff members who
work in close contact with the passengers.

Only qualified personnel are admitted to work with passengers, baggage, cargo, mail, aircrafts, the
aircraft balance calculation and load control in U6.

The Air company personnel and ground handling companies‘ personnel are bound to:
- possess knowledge and proficiency required to fulfill duties, which ensure flight safety;
- be professionally qualified and trained in accordance with their job descriptions and
specification and undergo refresher training not less than once in 36 months;
- know and use English language allowing free communication with passengers when
performing their duties;
- be trained in accordance with Dangerous Goods Transportation program (including items
prohibited to be transported by air in passenger baggage) and undergo refresher training not
less than once in 24 months;
- be aware of and follow requirements of the present Manual in part relating to his/her job
description;
- be friendly, attentive, self-possessed when fulfilling his/her job duties.

Passenger information

Passengers and clients of the air company can get the information about air transport services in the
air tickets sales points, at the airports, during check-in, on board the aircraft.
At the stage of passenger seat and carrying capacity reservation, or during payment and/or issuance
of transport documentation, the air company or an agent approved are to provide full and correct
information on conditions of air carriage including:
- data indicated in the air carriage document issued (ticket);
- details on conditions of air carriage of a passenger, i.e. free baggage allowance, items
forbidden to transport etc.
Information about norms and special conditions of registered and cabin baggage transportation,
dangerous substances and items forbidden to transport by air is stated on the passenger’s ticket,
advertising booklets, season schedule of the air company.
The passenger also has the right to be provided with the following information:
- fare application rules;
- rules of the Carrier;
- details of the Carrier which will actually operate the flight;
- ways to get to the airport of departure;
- place and time of check-in for the flight;
- requirements related to boundary, customs, immigration, sanitary-quarantine, veterinary,
phyto-sanitary and other types of control in accordance with Russian Federation legislation;
- rules and procedures pertaining to preflight and post-flight passenger and baggage check;
- service types available on board;
- aircraft type operating.

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The passengers at the airports get visual and/or acoustic information about:
- departure and arrival time of the aircrafts;
- place, time of starting and closing check-in for the flight, mentioned in the ticket;
- place, time of starting and closing passenger boarding;
- flight delays or cancellations and also reasons for delays or cancellations;
- means of transport to get to the nearest populated point between airport and between
airports;
- free baggage allowance, rules of dangerous goods transportation and items prohibited to
transport in checked or cabin baggage;
- procedures for preflight and post-flight passenger and baggage check,
- requirements connected with boundary, customs, immigration, sanitary-quarantine,
veterinary, phyto-sanitary and other types of control in accordance with legislation of
Russian Federation.
- location of a nursery room.
Personal information on traffic documents issued including details of his/her check-in at departure
airport, his/her take-off and landing is given only on the basis of a letter of inquiry made by the
government or other institutions and organizations provided such inquires are proved well-founded.

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1. Air Carriage Contract

Chapter 1 Air Carriage Contract

CONTENT

Chapter 1 Air Carriage Contract B-13

1.1 General B-13

1.2 Passenger rights and responsibilities B-13

1.3 Air Company rights and responsibilities B-14

1.4 Termination of Air Carriage Contract on the initiative of Air Company B-14

1.5 Passengers’ informing B-15

1.6 Alteration of Air Carriage Contract B-16

I. 702.001 Passenger service in case of flight rebooking B-17

II. 702.002 Passenger service in case of forced ticket upgrade B-18

III. 702.003 Passenger service in case of forced ticket downgrade B-19

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Air Carriage Contract

1.1 General

1.1.1 According to the Air Carriage Contract an Air company has to carry passenger and his
baggage to a destination providing a seat mentioned in a ticket.
1.1.2 Air Carriage Contract is verified by a ticket and a luggage registration is verified by a
luggage ticket.
1.1.3 Air Carriage Contract terms can be found in Air Laws regulations, The Carrier Rules,
in the Carriage document, and the Fare Regulations.

1.2 Passenger rights and responsibilities

1.2.1 Passenger has a right for: 1
1) a carriage on preferential terms in accordance to Russian Federation legislation and
Air Company Regulations;
2) free baggage allowance in accordance with prescribed rules;
3) free carriage (or on preferential terms if it is an international flight) of one infant not
older than 2 years old without proiding a seat for him;
4) free restroom, nursery room, and a hotel accommodation in case of irregularities
through Air Company’s fault;
5) to determinate carriage contract unilaterally or to refuse to carry voluntarily in the
departure airport and transit/transfer airport with informing Air Company;
6) to get back the sum of carriage in case of voluntary refusing from carriage in
accordance with Fare Regulations of the Air Company.

1.2.2 Passengers’ responsibilities:

1) to pay the carriage and cargo transportation (upon the existence of excess baggage)2
2) Passengers should obey the legislation of Russian Federation, international agreements
Russian Federation participates in and the legislation of country they
enter/depart/transit. The mentioned regulations may relate to passenger, baggage and
cargo transportation, flight safety, aviation security, boundary, customs, immigration,
sanitary-quarantine, veterinary, phyto-sanitary and other types of control in accordance
with Russian Federation legislation3

1
- Air Rules regulations i.1 a. 103
2
- Air Rules regulations i.2 a. 106
3
- FAR-82 i.5

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1.3 Air Company rights and responsibilities

1.3.1 Air Company has a right:
1) to settle its own regulations, which are not contrary to General Air carriage
regulations and they are not making worse a service level;
2) to change the flight schedule; in case of changes the Air company has to inform
passengers, consignors, and consignees;4
3) to cancel or delay flight mentioned in a ticket or in a airway bill, to change an
aircraft type, to change a route by the request of public authorities or if it is necessary for
flight safety providing;5
4) to pass legal responsibilities of air carriage (or part of them) to:
a) a person who books, sells, and registers carriage (an Authorized agent)
b) a person performs airport handling including passenger service, baggage service,
and cargo service (a Handler);
c) Another person including another Air Company
but being responsible for performance of a Carriage contract before passenger6
5) to terminate the Air carriage contract unilaterally in cases provided i.i. 1.4.1-1.4.3
1.3.2 Air Company responsibilities:
1) to comply with General air carriage regulations and demands of passenger service,
consignor and consignee service, settled by Federal Aviation Regulation (FAR);
2) to arrange the passenger handling, providing passengers informing about schedule and
services7;
3) to carry passenger to a destination mentioned in a ticket and to provide him a seat aboard;8
4) if passenger has got a baggage – to carry baggage to a destination point and reclaim it to
passenger or authorized person9;
5) in case of stops within a carriage through Air Company’s fault, flight delays or cancels due
to bad weather conditions and technical reasons, and some other reasons it is necessary to
arrange services provided for passengers in accordance with FAR-82 and International
agreements10.

1.4. Air carriage contract termination on the initiative of the Air

Company
1.4.1. Air Company has a right to unilaterally dissolve a carriage contract in the following
cases: 11
4
FAR-82, i. 74
5
FAR-82, i. 76
6
FAR-82, i. 6
7
- Air Rules regulations i.1 a. 106
8
- Air Rules regulations i.1 a. 103
9
- Air Rules regulations i.1 a. 103
10
- FAR-82, i. 99
11
- Air Rules regulations a. 107

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1) a passenger or cargo owner/shipper violates customs, sanitary or other regulations

effective within Russian Federation, or – in case of international flight operation –
within the country of departure/destination/transit;
2) Passenger, cargo owner/shipper refuses to comply with FAR demands;
3) the state of health of the passenger onboard requires exclusive conditions of carriage
or endangers this passenger as well as other passengers onboard and this is confirmed
by medical documents, or causes disorder and discomfort for other passengers onboard
4) the passenger refuses to pay for his excess baggage;
5) the passenger refuses to pay for child transportation except for the cases
concerning subparagraph 3 point 2 article 106 of Russian Federation Air Code12
6) the passenger violates the rules of onboard behavior which endangers flight safety
or life and health of other people and does not follow instructions of pilot-in-
command (PIC) given in accordance with article 58 of Russian Federation Air Code

NOTE. In cases mentioned above in l. 6 the ticket cost is not paying back
7) Availability of forbidden goods in a baggage, carry-on baggage or cargo
1.4.2. It is PIC decision to refuse to carry passenger who causes danger to flight safety (or
Aviation Security Chief if the situation happened before boarding)
1.4.3. Under conditions of refusal to transport the passenger, breaking public order, the act is
issued with the reason for air transport denial mentioned. The act is issued by security
in presence of the passenger, handling company representative and air company
representative.

1.5 Passengers’ informing

1.5.1. Information about carriage conditions is provided for passengers:
 In points of carriage purchases;
 In registered carriage document;
 At the airports;
 On board;
 On Air company web-site (www.uralairlines.ru);
 In Check-in desks

1.5.2. At the stage of passenger seat and carrying capacity reservation, or during payment
and/or issuance of transport documentation, the Air Company or an agent approved are
to provide full and correct information on conditions of air carriage including13:

 data indicated in the air carriage document issued (ticket);

12
- Air Rules regulations i.2.3 a. 106
13
- FAR-82, i. 37

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 details on conditions of air carriage of a passenger, i.e. free luggage allowance,

dangerous and forbidden goods and etc.;
 fare application terms;
 Air Company Regulations;
 details of the Air Company which will actually operate the flight;
 ways to get to the departure airport;
 Place & time of check-in starting and closing;
 Requirements related to boundary, customs, immigration, sanitary-quarantine,
veterinary, phyto-sanitary and other types of control in accordance with Russian
Federation legislation;
 rules and procedures pertaining to preflight and post-flight passenger and baggage
check;
 Conditions of service aboard;
 Type of an aircraft.

1.5.3. The passengers at the airports get visual and/or acoustic information about: 14
 The time of departure and arrival;
 Place of check-in, mentioned in a ticket, the time of its staring and closing;
 Place of embankment, and time of its starting and closing;
 Flight delay/cancellation, the reasons of it;
 How to get to the nearest built-up area or to another airport;
 Free baggage allowance, rules of dangerous goods transportation and items prohibited
to transport in checked or carry-on baggage;
 Procedures for preflight and post-flight passenger and baggage check;
 Requirements connected with boundary, customs, immigration, sanitary-quarantine,
veterinary, phyto-sanitary and other types of control in accordance with legislation of
Russian Federation.

1.6 Alteration of Air Carriage Contract

1.6.1 Alteration of Air Carriage Contract is available in case of:

 Replacement of aircraft type or capacity due to commercial or technical reasons;

 Rebooking;
 Combining of flights what makes impossible to provide passenger a seat on the flight
mentioned in a ticket.

1.5.3. If it is impossible to carry passenger by the flight mentioned in a ticket Air Company
can:
 carry the passenger to a destination mentioned in a ticket on another flight;
 pass the passenger to another Air Company;
 arrange a carriage by another type of transportation;
 Return money in accordance with Air Company Regulations.
14
- FAR-82, i. 92

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Procedure P 702.001
“Passenger service in case of flight rebooking”

User: staff member dedicated to passenger and baggage service / Air Company
representative / Handler representative (depending of airport specificity)
.
When it is used: in case of flight rebooking

1) To offer passenger to refuse a seat aboard in exchange for other ways of departure and an
indemnity.
Note. Searching of passengers who is ready to refuse to carry is started at the same time when
check-in starts, but before these passengers go to the procedure. Passengers should be asked in
the polite and unobtrusive manner, and their answers should be clear and concrete.
If passenger agrees, it is necessary to book the new flight or route. But registration the new
ticket and making out the indemnity for passenger are performing only after booking
confirmation.
2) Passenger who agreed to rebook is provided by ground handling (a catering, a hotel, a
telephone and Internet), and an indemnity which paid at the Air Company’s expense.
3) A sum of indemnity depends on flight duration. It is paid by bonus rubles charging as
voucher according to FFP ‘Wings’ program. The sum of indemnity is settled by Air Company.
4) Passenger refused to carry voluntarily is paid back of all carriage fares.
5) If there are too many passengers who agree to rebook it is preferred the passengers with
direct flight tickets without connecting routes (for cost minimization)
6) If there are too fewer passengers who agree to rebook and sum of offered indemnity is
maximum, it is used ‘Forced refusing’ by closing of check-in (according to technological
schedule and Priority List – Table 1)

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Procedure P 702.002
‘Passenger service in case of forced ticket downgrade’
User: employee, dedicated to passenger and baggage service / Air Company
representative / Handler representative (depending on airport specificity)

When it is used: if there is not possibility to provide passenger a service according to

Business/Comfort booking

If there is not possibility to provide passenger a service in according to

Business/Comfort class booking, it is performed the forced ticket downgrade and pay
back difference.

1) Staff member should offer a passenger:

a) to departure on the same flight with the forced ticket downgrade;
b) to rebook on the nearest Air Company’s flight;
c) to refuse to carry without tax withholdings.
2) If passenger agrees for ticket downgrade staff member:
a) to fill in a Involve up from __ to _ in a line ENDORSEMENTS/RESTRICTINS of flight
coupon and passenger coupon in case passenger has got a ticket paper blank;
b) to certify a note in a ticket by signature and personal stamp;
c) to accompany a passenger to a ticket office;
d) To provide a recheck-in out of turn
3) If a passenger has an electronic ticket it is registered MCO for repayment of the fare
difference;
4) Repayment is a difference of normal fare of Business (B) or Comfort (G) service and an
actually provided service in one way on the selling date of the original ticket
Note. If it is Moscow/S.-Petersburg flight the repayment is a difference between paid
fare and fare published in SOW on the carriage date.
5) If there is a possibility to refuse to business catering without Air Company’s material
losses it is performed an Economy catering for ticket downgrade passengers.
6) B/G passengers with the forced ticket downgrade are provided ground handling at the
departure airport comprehensively. Catering and handling aboard are provided as
Business ones.
7) For those passengers it is kept the baggage allowance mentioned in a ticket.

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Procedure P 702.003
“Passenger service in case of forced ticket upgrade”
User: employee, dedicated to passenger and luggage service / Air Company
representative / Handler representative (depending of airport specificity)

When it is used: if there is not possibility to provide passenger a service

according to Economy class booking

If there is not possibility to provide passenger a service according to Economy class

booking, it is performed the forced ticket upgrade to Business/Comfort class at the Air
Company’s expense.

1) It is recommended to provide the forced ticket upgrade in according to following

priority:
1. Booking subclass ‘S’ passengers - the members of ‘The Wings’ program – the
owners of Golden Card;
2. Booking subclass ‘Y’ passengers - the members of ‘The Wings’ program – the
owners of Golden Card;
3. Booking subclass ‘Q’ passengers - the members of ‘The Wings’ program – the
owners of Golden Card;
4. Booking subclass ‘L’ passengers - the members of ‘The Wings’ program – the
owners of Golden Card;
5. Booking subclass ‘S’ passengers;
6. Booking subclass ‘Y’ passengers;
7. Booking subclass ‘Q’ passengers;
8. Booking subclass ‘B’ passengers;
9. Booking subclass ‘V’ passengers;
10. Booking subclass ‘H’ passengers;
11. Booking subclass ‘M’ passengers;
12. Booking subclass ‘K’ passengers.

1) Categories of passengers not provided with the ticket upgrade:

- passengers carrying animals in a cabin;

- staff members of Air Company who making a business trip or go for a holiday;
- passengers with a bonus ticket-certificate of any type;
- passengers with children;
- Transfer passengers.

The forced ticket upgrade on transit flights from the original departure airport
is performing till the first landing point.

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2) On the ground of the aircraft capacity and the quantity of sold tickets it is determined if
it is necessary to provide the ticket upgrade passenger list in accordance with i.1;
3) To control check-in with the help of List in order of their arriving;
4) To order (if it is necessary) additional meals for business class passengers who were
provided with ticket upgrade;
5) In case of ticket upgrade it is registered on a check-in desk a boarding pass for B/C
cabin for passengers with ticket upgrade;
6) If after check-in closing there are free seats in the Economy cabin the cancel of
performed ticket upgrade is not allowed;
7) To inform a purser about ticket upgrade passengers and to prepare a seating list of those
passengers for providing them spare B/C;
8) Ticket upgrade service is performed as C/B service comprehensively in accordance
with Director-General Order of Air Company № 148 from 28.11.2007 (including full
Business catering) meals;
9) Ticket upgrade passenger handling at the departure airport is provided in accordance with
original paid service class (including luggage allowance);
Mixing of service classes inside Business/Comfort cabin is not allowed

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2. Air Carriage registration

Chapter 2 Air Carriage registration

CONTENT

2.1 A booking В-24

2.2 Fares for passengers and baggage В-24

2.3 Carriage documents В-25

2.4 Ticket validity В-26

2.5 Prolongation of ticket’s currency В-27

2.6 Ticket refund В-28

2.7 Loss of ticket, a duplicate drawing В-29

ANNEX В 2.7.-1

Ticket’s duplicate issuance Request В-30

ANNEX В 2.7-2

Ticket’s duplicate issuance Permit B-31

ANNEX В 2.7.-3

Statement “About refusal to issue ticket’s duplicate “ В-33

2.8 Ticket invalidity В-34

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2. Air Carriage registration

2.1 A Booking

2.1.1 Booking of passenger seat and capacity for carriage on the particular flight and
date is necessary for carriage.

2.1.2 Booking order and term are settled in “Air booking and selling Regulations”

2.1.3 There are the following booking statuses:

ОК – booking confirmation;

WL - booking is in wait-list;

RQ – booking in the «request for a place» status, still unconfirmed;

OPEN – ticket without advance booking;

SA – for a vacant seat, used for passengers who work in Air Company;

NS – booking is not provided a separate seat.

2.1.4 Until the ticket is paid and drawn a booking is considered advance and can be
cancelled without passenger informing.

2.2 Luggage and passengers fares

2.2.1 The fares are charged for passenger and baggage carriage by Air Company or
authorized agent.

2.2.2 Types and order of fares are determined in “Air booking and selling Regulations”,
settled by Air Company.

2.2.3 A ticket is issued only after a fare charge.

2.2.4 A ticket cashless/free issuance can be only performed after meeting the
requirements of Air Company regulations.

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2. Air Carriage registration

2.3 Carriage documents
2.3.1 Passenger carriage contract is certified by passenger ticket and baggage ticket.
2.3.2 Ticket contract condition information is abridgement of main items of Air
Company Regulations, International Civil aviation conventions, and FAR relating
to passenger and baggage carriage.
2.3.3 Carriage documents issuance is performed by filling the necessary data in
electronic/paper carriage document in accordance to “Strict accountancy
documents using Regulations in Ural Airlines code 262”.
2.3.4 Passenger can get a ticket or passenger itinerary receipt in a Point of sale or get
them without assistance, or chose the delivery way, coordinated with Air
Company / Authorized agent.
2.3.5 Passenger coupons include information about passenger and baggage carriage on
the route.
2.3.6 A ticket is issued for each passenger. It can be electronic or paper document.
2.3.7 It is necessary to point out a passenger full name and surname, and number of ID
paper.
2.3.8 If it is a preferential ticket the issuance is performed on the base of ID paper and
a document that confirms the right for discount/special fare (medical certificate,
vet certificate and etc.)
2.3.9 If it is an international route passenger has to have all necessary carriage
documents in accordance with the Legislation of country which territory through,
to or from the carriage is performed.
2.3.10 Passenger is responsible to get all necessary carriage documents, visas, permits
and etc., and to comply with all Regulations of departure, arrival, and transit
countries.
2.3.11 Air Company has a right to refuse to carry a passenger, who does not comply with
Regulations and does not issue documents (if there is not a visa, money, return
ticket).

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2. Air Carriage registration

2.4Ticket validity
2.4.1 Ticket is valid for passenger and his baggage carriage between point of departure
and destination on the route and with the service mentioned in a ticket.
2.4.2 Each flight coupon is valid only on the route, service class, date, and flight
mentioned in a flight coupon.
2.4.3 Point and date of ticket Sale should be mentioned in every flight coupon.
2.4.4 Use of ticket by person not mentioned in it is not allowed.
2.4.5 In case of use a ticket by person not mentioned in it, a ticket should be seized by
Air Company, and the fare is not paid back. In that case Air Company issues a
statement and mentions the reason of seizure.
2.4.6 Ticket based on a standard fare is valid for one year from the date of its issuance
(and if no flight coupon has been used), or from the date of carriage beginning (if
carriage has been started).
2.4.7 Ticket based on a special fare is valid for period settled by this fare Regulations.
2.4.8 Passenger is not allowed for carriage if his ticket is corrected by person who is not
Air Company representative or Authorized agent.
2.4.9 Air Company or Authorized agent can correct a ticket only by labeling of a sticker
with a personal stamp.

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2.5 Prolongation of ticket’s currency

2.5.1 Prolongation of ticket’s currency is performed before of the nearest Air company
flight departure where there is a vacant seat of the same service, if a passenger
can’t be carried with an original ticket in the following cases:
 The cancel of the original flight, which passenger has a booking on;
 The cancel of stop-over which is a point of transfer, arrival or destination
for passenger;
 Flight is not performed on schedule time;
 There is not service providing, mentioned in a ticket;
 There is not booked seat providing.
Prolongation of ticket’s currency is performed without additional payment.
2.5.2 If passenger with a standard/special fare ticket with a one year term requests for a
booking, and Air Company can’t provide a seat during the currency of a ticket, it
is performed prolongation of ticket’s currency till the nearest flight where there is
a vacant seat of the same fare.
2.5.3 If passenger can’t end initiated flight during the currency of a ticket due to his
illness or illness of his family member who is also aboard, the currency is
prolonged till the date mentioned in medical certificate, or later till the nearest
flight where there is a vacant seat of the same fare.

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2.6 Ticket refund

2.6.1 Paid back sum of unused ticket/ticket part is determined in accordance with Fare
using Regulation and Air Company Regulations. All fees and taxes (included
fines) paid by Air Company for passenger and his baggage are withheld from the
amount repaid to passenger.
2.6.2 When passenger refuses from booked seat or does not arrange on the check-in on
time the ticket refund is be voluntary. In that case passenger can be withheld of a
fee by Air Company in according to Fare using Regulations.
2.6.3 When carriage has been partly performed, passenger is paid back a difference
between full carriage fare and fare for performed part of it (with withholding of
performed carriage taxes and fees) if it is allowed by Fare Using Regulations.
2.6.4 If it is forced refusal the pay back is performed in the following cases:
 Cancellation/delay of the flight mentioned in a ticket;
 A route change performed by Air Company;
 The flight is performed out of schedule;
 Passenger was not provided a seat on the flight mentioned in a ticket so his
carriage didn’t happened;
 Unexecuted carriage due to prolonged pre-flight check-out of passenger, if
there are not revealed any forbidden goods;
 not providing the flights connecting;
 sudden illness/death of passenger or his family member, who also is aboard
that is confirmed by medicine certificates;
 not providing a class service mentioned in a ticket;
 Incorrect ticket issuance by Air Company/Authorized agent.
There are some other cases when refusal will be forced.
2.6.5 A sum paid back to passenger in case of forced refusal to carry is determined in
accordance with the following items:
 If carriage has not been performed for no one route leg a whole sum is paid
back;
 If carriage has been partly performed passenger is paid back a difference
between full carriage fare and fare for performed part of it.
2.6.6 Refund of sum when passenger has got an unused ticket (or part of it or unused
MCO) is performed during of ticket/MCO currency. Refund performing is also
can be settled with Air Company but it should be performed not later than 30 days
after ticket currency ends.

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2.7 Ticket loss, a duplicate issuance
2.7.1 An absence, incorrectness, or loss of ticket doesn’t influence on the Air carriage
contract validity.
2.7.2 If passenger notifies that his unused ticket is lost or damaged, a duplicate is issued
in the same Agency on the same blank.
2.7.3 In case of it is impossible to draw a duplicate in the same Agency on the same
blank a drawing is performed by Air Company Representative or by the order of
Air Company.
2.7.4 In the departure airport Authorized agent issues a duplicate under contract
authority (if there is not Air Company Representative).
2.7.5 A ticket duplicate issuance is allowed only if it is loss/damage of a ticket, flight
coupons absence (code 262) and transport clearing house.
2.7.6 In case of loss/damage of a ticket issuance on the interline-partner blank it is
necessary to obtain a permit of Air Company.
2.7.7 Duplicate issuance is performed in accordance with “Ticket duplicate issuance
technology” in the presence of “Ticket duplicate issuance Request” (Annex
В2.7-1) and “Ticket duplicate issuance Permit” (Annex В2.7-2).

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Annex В 2.7-1

REQUEST
for ticket duplicate issuance
Applicant ____________________________________________________________________
_____________________________________________________________________________
Date and place of
request________________________________________________________________________
_____________________________________________________________________________
A passport
______________________________________________________________________
_____________________________________________________________________________
An address
________________________________________________________________________
Tel. ___________________________

The name of organization received a statement

_____________________________________________________________________________
_____________________________________________________________________________
Lost ticket/coupon
_____________________________________________________________________________
Date and place of ticket/coupon issuance
_____________________________________________________________________________
A route_____________________________________________________________________
Unused leg of route
_____________________________________________________________________________
Way of payment
_____________________________________________________________________________
Ticket duplicate is issued_____________________________________________________
Organization issued a ticket duplicate
_____________________________________________________________________________
Date, Surname, personal stamp of agent
_____________________________________________________________________________

A Warranty
I, applicant signed below, undertake liability of indemnity to Ural Airlines (caused by using lost
ticket or paying back with it), for 10 days from the date of the current statement.

I accept and agree that:

1. Ural Airlines is not responsible to identify the actual personality of ticket owner
2. In case of fining lost ticket I undertake to take it back to Ural Airlines.
3. Ticket duplicate is not paid back.
____________________________
(applicant signature)

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Annex В 2.7-2

Permit
to issue a ticket duplicate

Due to:

Reason (to chose the proper one) A ticket

LOSS
DAMAGE
AN ABSENCE OF FLIGHT COUPON
№…….

Passenger
________________________________________________________________________

PNR____________________________________________________________________

I request to issue a ticket duplicate on the flight U6______________________

On the route_____________________________________________________________

__________________________________________________________________
Name, signature
«_____» ______________20 year

PERMIT____________________________________________________________
Position, Name

«_____» _______________20 year

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2.7.8 A duplicate is not issued if passenger requests for issuance after expiration of
ticket validity.
2.7.9 Staff member dedicated to service arrange and control has to do all possible to
find out if passenger concluded the carriage contract on that flight when passenger
notifies a loss of ticket (or part of it) or claims of incorrect ticket issuance.
2.7.10 Passenger can be refused to immediate duplicate issuance if:
a) Lost ticket was issued on the blank of another Air Company;
b) Passenger requests for duplicate issuance just before a departure or when it is
too less time left to find out if passenger concluded the carriage contract on
that flight or not;
c) In case of incomplete/inappropriate for information Air Company;
d) There is not duplicate drawing Permit.
2.7.11 If staff member finds out that air carriage Contract has not been concluded,
videlicet:
a) There is not passenger name in PNL on that flight;
b) There is not PNR in booking system for that passenger;
c) PNR information in booking system is not agreed with passenger coupon
information
The passenger is not allowed for carriage and it should be issued a Statement
(Annex В 2.7-3), where staff member mentions the reasons of ticket invalidity.
2.7.12 If staff member dedicated to service arrange and control finds out that carriage
Contract has been concluded he has to provide carriage of that passenger,
including new ticket drawing and collection of all necessary fees (in accordance
with Air Company Regulations).
2.7.13 If there is no flight coupon in a ticket a fee collection is not performed.
2.7.14 In case of loss, damage of ticket (or any ticket’s part) issued by foreign Air
Company, duplicate issuance without that Company permit is not allowed.
2.7.15 Passenger should issue a Warranty of compensation for losses together with a
duplicate. Air Company can suffer losses if lost ticket/flight coupon will be used
or paid back by someone. A Warranty is filled in writing in accordance with
established procedure.

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ANNEX В2.7-3

STATEMENT

About refusal to issue the ticket duplicate

«____»_____________20 year An airport/City

____________________

Composed of:
1. Air Company Representative ________________________________
2. Authorized agent _______________________________________________
3. Airport Administrator _____________________________________________
4. Passenger ___________________________________________________________

is issued this statement, that passenger (name, ID number)

________________________________________________________________________
________________________________________________________________________
due to absence of Air Carriage Contract on the flight U6 _________ route
________________________________________________by
departure________________
is refused to issue a ticket duplicate.

Regarding pay back problem passenger can send a written statement to Air Company.

Air Company Representative………………………………… (_________________)

Authorized agent ……………………………………………….(_________________)
Airport Administrator …………………………………………..(_________________)
Passenger ……………………………………………………….(_________________)

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2.8 Ticket invalidity

Air Company can declare a ticket as invalid if it:
1) Has been sold by a person who is not an Air Company
representative/Authorized agent ((in this case the Air company has the right
to withdraw the ticket, declare it invalid and register duplicate ticket);
2) Has been declared as lost, stolen, invalid, suspicious (in that case an Air
Company has a right to refuse to pay back);
3) Has a flight coupon corrected by not an Air Company
representative/Authorized agent, or spoiled coupon (in this case the Air
company has the right to withdraw the ticket, declare it invalid and register
duplicate ticket);
4) To have the unused first coupon, and passenger started a carriage from the
another en-route point on the another fare not settled by Air Company
Regulations (in this case the Air company has the right to withdraw the
ticket, declare it invalid and register duplicate ticket);
5) The person showing the ticket cannot identify himself as the person
mentioned in the ticket(in this case the Air company has the right to
withdraw the ticket, declare it invalid and register duplicate ticket);
6) Air Carriage contract has not been concluded;
7) Air Company has sent a notification to passenger that it can’t carry him on
its flights after particular date.
8) Invalid ticket is seized, and a statement is issued with the indication of the
reasons of invalidity.

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INTENTIONALLY LEFT BLANK

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3. Passenger and baggage check-in

Chapter 3 Passenger and baggage check-in

CONTENT

3.1 General В-39

3.2 Check-in methods В-40
ANNEX В 3.2.-1 Baggage tag В-43
ANNEX В 3.2-2 Boarding pass В-44
3.3 Administrative formalities В-45
3.4 Passenger ID documents В-46
3.5 Documents required for flight В-47
3.6 Passenger embarkation priority В-49
3.7 Check-in areas В-50
P 702.004 Passenger check-in Procedure В-60
ANNEX В 3-3 Restrictions on the use of emergency exits B-64

ANNEX В 3-4 Technology of carriage documents inspection on Ural Airlines

international flights Т 7.9.1 – 05.001 В-65

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3.1 Passenger and baggage check-in. General

3.1.1 To ensure prompt and qualified check-in of U6 flights, handling companies shall stick to
simple and effective methods of check-in which would be convenient and time-saving for the
passenger, excluding delays and mishandling to every possible extent.
3.1.2 To comply with these demands Air Company issues the following documents:

PNL Departure passenger name list, which is automatically sent from Air Company
booking system to check-in system of Air Company or/and departure airport 24
hours before departure.
PNL can include not only passenger names, number and booking class but also
kind of ticket (TKNE, TKNA) with special services (SSR, OSI и etc.), and
information about connection flights.
ADL Lists of PNL changes which are automatically sent from booking system to
check-in system 3 hours before departure or after every change in according to
system setup (new booking).

3.1.3 Depending on the settings, PNL/ADL contain the following:

1) transfer passenger names and number for timely check-in of them and their
baggage in accordance with Air Company instructions;
2) passenger categories (groups of passenger, number of Business/Economy
passengers) – for determination how many check-in desks it will be necessary;
3) names and number of special categories‟ passengers - to provide requested
services;
4) information about excess and oversized baggage booked in advance;
5) information about animal carriage for providing required services;

3.1.4 In case of incorrect PNL or it absence in Handler check-in system an agent dedicated to
check-in has to inform Handler (Air Company Representative) at the departure airport.

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3.2 Check-in methods

3.2.1 Check-in at the departure airport depends on airport level of equipment and Handler check-
in system.
3.2.2 There are two methods of passenger and baggage check-in:
1) For each flight (Main method), when check-in is performed on the fixed check-in
desks;
2) Free, when check-in is performed on any check-in desks.
Note. Air Company uses Main method (if it is possible) at the departure airports.

Automated check-in method

3.2.3 In case of availability of an automatic control system (DCS) at the departure airport that
system is used in check-in process, carriage documents issuance, load messages and
commercial messages sending. It is also used in issuance of flight documents (Loadsheet,
passenger Manifest, PISM and etc.)
3.2.4 Data drawn in accordance with DCS have a priority over manual calculated data (flight
coupon, PIL, manifest and etc.)
3.2.5 Staff of Handler dedicated to check-in has to provide total control of consumables and to
eliminate an access of outsiders to baggage tags.
3.2.6 In case of necessity to leave a workplace a check-in staff has to logout of DCS (so it should
be window of password entering). Check-in performed under outsider password is not
allowed.

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Manual check-in method

3.2.7 If there is not DCS at the departure airport a check-in is performed manually using
expendable materials of Air Company (boarding passes, baggage tags, passenger manifests
and etc.) (Annex 3.2-1, Annex 3.2-2).
3.2.8 Handler provides necessary expendable materials by a written request with the help of Air
Company Representative.
3.2.9 Handler (Check-in agent) is responsible for expendable materials keeping and using. He
has to eliminate an unapproved usage of them.
3.2.10 Issuance passengers data are calculated manually in accordance with passenger Manifest
and flight coupons.

Through check-in (TCI)

3.2.11 In case of TCI transfer passengers are checked-in at the original departure airport on the
full route.
3.2.12 Boarding passes for following embarkations are issued for transfer passenger an transfer
airports till point of destination.
3.2.13 Transfer passenger baggage issuance is performed to destination airport in according to
Air Carriage Contract.
3.2.14 Main principles:
1) Interline Traffic Agreement availability between Air Companies;
2) Confirmed booking in transfer passenger ticket for full route (booking status is OK);
3) Documents for entry in each transfer point and point of destination are valid in
accordance with local immigration authorities requirements; time of connection is not
more than 24 hours between flights;
4) Technical availability of access to connection flight DCS while check-in is performed
in the departure airport.
3.2.15 TCI is not allowed if transfer flights are connected at the different airports.

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TKNE check-in

3.2.16 TKNE check-in is performed in accordance with ID document on condition that personal
passenger data (number and name of ID document) and PNL data are the same, and
passenger TKNE is available in DCS.
3.2.17 ETL (electronic ticket list) is handed in check-in desk in case of DCS failure or when
PNL has not been sent.
3.2.18 If there is no PNL, a discrepancy personal passenger data (number and name of ID
document), and an absence of TKNE and baggage tad booking a drawing passenger for
carriage is not allowed. Staff member dedicated for passenger and baggage ground
handling (Air Company Representative) finds out with the help of ACS if a passenger has
TKNE booking and draws TKNE and baggage tag.
3.2.19 After check-in closure ETL is printed out from ACS. ETL is put in a envelope with flight
coupons.
3.2.20 ETL is handed to a senior flight attendant on board.

Self check-in/online check-in procedures

3.2.21 Self check-in/online check-in procedures are available for passengers of U6.
Self check-in/online check types:
-through the Internet
-mobile check-in (use of mobile phone)
-kiosks at the airport
-phone call to Call centre.
List of flights available for self-check in is located on website of Air company.
Service is provided for passengers hold E-tickets.
During the self check-in all information is completed in English (name/surname).
3.2.22 Service is not provided for following category of passengers:
-passengers with animals in cabin (PET);
-passengers with animal in compartment (AHIV);
-passengers with oversize baggage (XBAG);
-passenger with cabin baggage (CBBG)
passenger with weapons (WEAP)
-unaccompanied minor(UMNR)
-accompanied passenger (MAAS)
-medical certificate ( MEDA)
 Passenger with extra seat (EXST)
passenger on stretcher (STCR)
passenger required wheelchair (WCHR)
passenger with reduced mobility (WCHC ,WCHS, WCBD, WCBW, WCMP, WCOB)
-deaf passenger (DEAF)
-blind passenger (BLND)
-deportation with/without accompaniment (DEPA, DEPU).
3.2.23 To ensure flight safety Air company has the right to change seat chosen by the passenger.
3.2.24 Time of boarding close is indicated in boarding pass.
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3.2.25 Print of boarding pass for passenger with infant is impossible. Passenger can use this service
but he is proceeded to check-in desk.
3.2.26 If passenger has a baggage, he can use this service but upon the arrival to the airport he is
proceeded into check-in area to pass the baggage.
3.2.27 If the passenger wants to upgrade the class of service(GOLD card of bonus program), he can
use the service but after self check in completion he obtains service in economy class. In order to
upgrade he is proceeded to the check in desk.
3.2.28 Carriage is certified by the document indicated in the ticket.
3.2.29 Use one of the type of self check-in service passenger confirms that he has acknowledged
about restrictions on dangerous goods in baggage. Only after acceptance of these restriction, self
check -n can be completed.

Annex В 3.2-1

A baggage tag

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Annex В 3.2-2

A boarding pass

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3.3 Administrative formalities

3.3.1 Check-in is based on personal passenger data, ID document air ticket, baggage tag (if it is
available), and other documents in accordance with the Russian Federation Legislation;
3.3.2 If it is an international route passenger has to have all necessary carriage documents in
accordance with the Legislation of country which territory through, to or from the carriage is
performed.
3.3.3 Passenger is responsible to obtain all necessary carriage documents, visas, permits and etc.,
and for compliance with all Regulations of departure, arrival, and transit countries.
3.3.4 Air company has a right to check all carriage documents before passenger acceptance for
carriage and cope all documents if it is necessary;
3.3.5 Air Company is not obligated to settle questions with international carriage between
authorities (Customs, Border, Immigration, Sanitary and others) and a passenger;
3.3.6 Air Company has a right to refuse to carry passenger if he/she breaks the requirements of
Passport, Customs, Border, Immigration, Sanitary and other Regulations connected with air
carriage settled both by Russian Federation and county of departure, arrival or transit.

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3.4 ID documents

3.4.1 ID documents for passenger are:

1) A passport (general, foreign, diplomatic, official, National Passport of foreign
citizen or Foreign National Passport);
2) Birth Certificate (for children up to 14 years old);
3) Interim ID certificate of the Russian Federation citizen (form №2-P, for the
period of passport drawing);
4) Seafarer’s passport (Seafarer’s ID) and extract from the master roll;
5) For non-residents (persons who do not have the Russian Federation
citizenship):
- Document issued by foreign country and recognized as ID document in accordance
with the International Russian Federation Agreement;
- Temporary residence Permit;
- Residence Permit;
- other documents in accordance with Federal law or documents recognized as ID
document in accordance with the International Russian Federation Agreement;
6) Entrance/departure certificate of the country which passenger is citizen of.
3.4.2 Besides, passenger has to have documents that confirms special carriage conditions of
passenger or his baggage (power of attorney for child, medical certificate, vet certificate and
etc.).
3.4.3 In a check-in process passenger has to show ID document, which essential elements – name,
series and number – are mentioned in ACS or in carriage document (if it is not TKNE) .

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3.5 Documents required for flight

Scheme 3-1
For RF residents
Domestic flights ID documents i. 3.4.1)
1) Foreign Passport* (Annex);
2) Diplomatic Passport;
International flights
3) Official Passport;
(entry in the Russian
4) Seafarer‟s passport (Seafarer‟s ID) and extract from the master
Federation)
roll;
5) RF Entrance Certificate
For residents of the Russian Federation and CIS (for the majority of cases)
1) Foreign Passport* (Annex);
2) Entrance Visa of destination country;
International flights 3) Return tickets with confirmed booking;
(leave the Russian 4) For transit stops;
Federation) a. Ticket with confirmed booking on the next route not mere
than 24 hours;
b. Transit Visas (if it is necessary to visit a city).
For residents of the Russian Federation, Republic of Belarus, Kazakhstan, Tajikistan and
Kyrgyzstan 1
1) General/Foreign Passport;
2) Birth Certificate (for children up to 14 years old);
Mutual carriages 3) Entrance / Departure Certificate in country of Nationality;
4) Migration Cards, confirming the right for a sojourn in the
country.
For residents of the Russian Federation and Ukraine

1) General/Foreign Passport;
2) Birth Certificate (for children up to 14 years old);
Mutual carriages 3) Entrance / Departure Certificate in the country of citizenship;
4) Migration Cards, confirming the right for a sojourn in the
country.

1
«Agreement among Government Republic of Belarus, Kazakhstan Republic, Kyrgyzstan Republic, Tajikistan
Republic and the Russian Federation about mutual visa less carriages” from 30 November 2000

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For foreign citizens

1) Foreign Passport;
Departure from the 2) Entry Visa of destination country;
territory of the Russian 3) Transit Visas for the countries of transit stops;
Federation and CIS 4) Ticket on the next flight for departure from destination country (if
it is necessary).

1) Foreign Passport;
Entry to the territory of 2) Entry Visa of the Russian Federation.
the Russian Federation

*Note:
1. On international flights a minor citizen of the Russian Federation accompanied by at least
one parent can leave the Russian Federation with his Foreign Passport or if he is written in
his parent Foreign Passport (children over 6 years old have to have a photo);
2. If a minor citizen of the Russian Federation accompanied by one parent crosses the
border, the another parent consent is not necessary (if he has not given his refusal of child
departure). Documents of confirmation consanguinity are not necessary;
3. If unaccompanied minor departures from the RF territory he has to have not only a
Passport but also a notarized agreement of parents, adopters, guardian or trustee, where
mentioned the date of departure and country of visit.

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3.6 Passenger carriage acceptance priority

3.6.1 In a carriage acceptance process a Handler agent has to pay attention on the booking
status in a passenger ticket.
3.6.2 If it is “OK” status the carriage acceptance priority is performed the following way:
1) Passengers entered of a booking list, but without “OK” status in a ticket;
2) Passengers with “OK” status in a ticket, but not entered of PNL (annulled booking);
3) Transfer passengers without “OK” status in a ticket or in booking;
4) Passengers with “OK” status in a ticket, but who have not confirmed their booking
(if it is necessary for that flight);
5) Wait-list passengers («WL»);
6) Passengers with «RQ» tickets, not entered in a wait-list;
7) Passengers with open ticket («OPEN»);
8) Passengers with Пассажиры «SA» booking status, entered in a booking list;
9) Passengers with Пассажиры «SA» booking status, but not entered in a booking list.
3.6.3 Carriage acceptance priority on the Air Company flights is:
a) VIP passengers, Business and “Comfort” passengers;
b) Unaccompanied minors, advanced passengers required special care due to their
physical state, state of health or age;
c) Passengers with time-limited Visa;
d) Transfer and Transit passengers;
e) Passengers with children,
f) Families and groups.
NOTE: On the charter flights priority lists can be also provided by Tour operator (A
Customer).

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3.7 Check-in areas

3.7.1 In order to make a decision how many check-in desks are required it is used a Principle of
minimal time of waiting in a check-in line.
3.7.2 Time of waiting in a line is determined in according to conditions of departure airport.
3.7.3 At international airports time of waiting in a check-in line is settled by “Service level
agreement” (SLA) and is arranged in a process of SGHA making.
3.7.4 Minimal number check-in desks:
• Business/Comfort - 1 desk;
• Economy - 1 desk/50 PAX.

NOTE. Business/Comfort passengers‟ check-in has to be performed on the separate desk.

3.7.5 Minimal number of passengers/time of waiting in a check-in line:
• Business/Comfort - 3 PAX /6 min;
• Economy - 10 PAX/20 min.
3.7.5 In case of desk lack it has to be opened additional desks.
3.7.6 Agent performs business passengers‟ check-in on the separate desk can invite economy
passengers for check-in on that desk only after Representative permit.
Note. That procedure is allowed if business passengers have already finished check-in process or
settled waiting time of business passengers is not be violated.
3.7.7 If there is a possibility Handler provides a separate desk for check-in of latecomers or one
desk can stay opened for them for particular time.

3.7.8 Operational check-in areas have to be equipped with informing stands, contains
conditions of carry-on baggage carriage, sizes and weight of carry-on baggage,
conditions of animal carriage in carry-on baggage, carriage of liquids, aerosols and gels
(which are not belong to dangerous goods category), and list of piercing, cutting and
other dangerous goods not allowed for air carriage.
3.7.9 Check-in desks must contain following information:
1) Desk number;
2) Air Company logo;
3) Point(s) of destination;
4) Flight number;
5) Code-sharing Air Company flight number (in the presence);
6) Time of departure;
7) Passenger category served on that desk;
8) Lists of dangerous goods and liquids, aerosols and gels (which are not belong to
dangerous goods category),
Compliance with these regulations is Handler‟s duty. Air Company controls it during
audits performing.
3.7.10 At the departure airport check-in desks have to:

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1) be equipped with printers (DG) for boarding passes and baggage tags printing,
2) Contain enough additional consumables used for check-in.
3.7.11 In the process of check-in the keeping on desk any documents and product not
connected with check-in is not allowed;
3.7.12 All equipment and expendable materials on desk have to be protected against illegal,
uncontrolled usage;
3.7.13 A Handler has to have documentary procedure guarantees safety of Air Company
consumables, prevention illegal access to them and uncontrolled usage of boarding
passes and baggage tags.

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3. Passenger and baggage check-in

Check-in procedure/ P 702.004

User: Handler staff – check-in agent

Aim: check-in performing

1 Time of check-in starting and closing

1.1. In order to complete in all departure details passenger should arrive to check-in
point/inspections point with all necessary documents not later than time mentioned in a
ticket or in a boarding pass.
1.2. Air Company or authorized agent should inform passenger about time of check-in when
passenger buys or books ticket.
1.3. Advisable time of check-in starting is 1 hour 30 minutes before departure for domestic
flights and not less than 2 hours before departure for international flights.
1.4. Check-in closes before 40 minutes before departure.
1.5. Departing passengers are informed about check-in starting, going and closing by
speakerphone in Russian and English (if it is departure from Russian airport), or in departure
country language and English (and in Russian as agreed if it is international flight and
standard texts)
1.6. Check-in closing of latecomers‟ desk (if it is used) should not be later than 25 minutes
before departure.
1.7. Air Company can prolong check-in time and embarkation closing (but not later than 15
minutes before schedule time of departure.
1.8. If passenger arrives after check-in/embarkation closing or without necessary documents Air
Company has the right to refuse passenger to carry but not an obligation to delay a
departure.
1.9. Air Company is not responsible for losses connected with late passenger arrival to check-
in/embarkation.

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2 Boarding pass using sequence

2.1 Passenger has to show his ticket for check-in with flight and (or) passenger coupons.
2.2 Air Company accepts flight coupons only in series starting with the point of departure
mentioned in a ticket.
2.3 Ticket is invalid if some part of flight coupons has already used by passenger.
2.4 All unused flight and passenger coupons should be kept by passengers during all carriage

3 Check-in order with ACS using

Handler staff – check-in agent:

3.1 Greets politely passenger and asks him/her to show his/her ticket;
3.2 Asks passenger to show ID document, checks its validity and compliance of personal
passenger data (number and name of ID document) and ACS data;
3.3 Checks availability of passenger name in ACS, a booking status, validity of ticket (if it is not
TKNE);
3.4 If passenger has TKNE agent checks compliance of personal passenger data (number and
name of ID document) and ACS data, availability of booking (a number of TKNE)

ATTENTION
Passengers without “OK” status in a ticket are not accepted for carriage.
In case of ticket invalidity and for solving other problems agent calls up a Handler staff (Air
Company Representative) to make a decision about passenger carriage.

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3.5 Offers a passenger to choose a seat (if it has not been booked);

ATTENTION
For safety reasons passengers of special categories (PRM, UM, forcibly displaced persons,
pregnant women, passengers with pets) are not allowed to take seats next to emergency exits.
See advices in «Passenger seat list» .

3.6 Asks passenger to put on a scales his baggage including carry-on baggage (passenger
belongings are not weighed), to check integrity baggage package, and sizes of every place
(50х50х100 centimeters)

ATTENTION
If baggage package is not safe agent offers passenger to repack it for integrity providing
during loading and carriage.

3.7 Determines weight of baggage and carry-on baggage;

3.8 In case of exceed baggage agent informs passenger and refers him to leave desk for
exceed/bulky/oversized baggage drawing;
3.9 When passenger comes back:
- Checks the accuracy of exceed baggage receipt drawing (a route, point of departure, what
point exceed baggage has been paid to, ticket number, validation availability, paid weight),
- withdraws coupon out of ticket (if there is a paper blank),
- puts baggage on conveyor belt (into baggage cart);
- gives a passenger a ticket and boarding pass.
3.10 Gives a permit to passenger to take his belongings necessary for passenger during a flight as
carry-on baggage.
3.11 Informs passengers about regulations of liquids, aerosols, gels carriage (which are not
dangerous);
3.12. Asks passenger if he/she has liquids, aerosols, gels, piercing and cutting items not allowed to
carriage in carry-on baggage
3.13 Attaches a tag “Carry-on baggage”;
3.14 Asks passenger if he packed baggage himself, or leave it unattended;
3.15 Informs passenger about safety regulations connected with dangerous goods carriage,
interviews him due to find out if passenger carries dangerous goods;

ATTENTION
If passenger does not know about his baggage content and can‟t say if he carries dangerous
goods or not, it is necessary to offer him check his baggage again.

3.16. Offers passenger to fill in a name tag (if it is available);

3.17 When it is transfer passenger agent checks confirmed booking for the connection flight;

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ATTENTION
If there is confirmed booking for the connection flight transfer passenger is checked-in to
connection airport (if it through check-in – to the point of destination). Baggage is checked-in
to the point of destination or to connection airport (as agreed upon with passenger).

3.18 Enters information about seat number and baggage weight (including carry-on) into ACS and
into a ticket;
3.19 Prints numbered baggage tags, tears tear-off part of tag, attaches numbered tag to baggage,
sticks tear-off part to ticket (or boarding pass if passenger has got TKNE);
3.20 Marks baggage by information stickers/tags;
3.21 Sends baggage on a conveyor belt in sorting area (baggage cart);

3.22 Prints boarding pass and gives passenger ID document, boarding pass and ticket;

ATTENTION
If passenger has got TKNE, its number, seat number and baggage weight can be mentioned in
a boarding pass.

3.23 When agent gives document to passenger he should inform him (loudly and clearly) about:
- what point of destination he has been checked-in to;
- what point of destination his baggage has been checked-in to;
- Embarkation area;
- Time of embarkation closing.
3.24 Agent wishes passenger a pleasure flight.

Note. If it is necessary to change a seat (on the passenger or Representative request) agent renews a
boarding pass and takes back an old one. Agent has to destroy old boarding pass.

3.25 Handler has to have procedure guarantees of passenger about carry-on baggage carriage
regulation, not dangerous liquids, aerosols, gels carriage regulation; to interview passenger
if he has piercing or cutting things and dangerous goods not allowed to carriage.

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4 Manual check-in methods

4.1 Agent using that method performs check-in in accordance with tickets and ID documents.
4.2 Agent draws the following documents:
1) Boarding pass, where the followings are filled in:
a) Passenger name,
b) Flight number,
c) Date of departure,
d) Time of embarkation closing,
e) Gate number;
f) Seat number.

ATTENTION
If passenger has got TKNE, a boarding pass is mentioned TKNE number, seat number,
baggage weight and numbers of baggage tags (if it is available).

2) Number baggage tag, where mentioned point of destination and flight number;
3) PNL (passenger manifest), where mentioned:
a) Passengers‟ name and their check-in numbers,
b) Passengers‟ categories (adult, child or infant) and other information;
c) Special service code (if it is available);
d) Amount and weight of baggage (including carry-on baggage);
Availability and weight of chargeable baggage (exceed/oversized/bulky);
e) Numbers of tags.
4) Baggage manifest is filled for every transit point (in triplicate);
5) Transit passengers list.
4.3 Agent can perform a check-in accordance with PNL generated by Air Company system of
resources.

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5 Transit and transfer passengers check-in

5.1 Transfer and transit passenger during the booking should be informed:
a) About a flight route (taking into account landing at the connecting airport), and time
of arriving at the connecting airport;
b) About procedures which should be performed in the transfer/transit point for carriage
to the point of destination;
c) About public authorities requests in the transfer/transit point if it is an international
flight.
5.2 Agent should inform transfer passengers during a check-in about time they stay at
connecting airport and if it is necessary to disembark at the connecting airport or not.
5.3 transit passengers and their baggage are checked-in at the departure airport to point of
destination mentioned in a ticket.
5.4 On domestic flights after check-in Transit passenger list (in duplicate) or PIL is handed to a
senior flight attendant.
5.5 Information about passengers should contain:
a) passenger list,
b) passenger names,
c) transit passenger point of destination,
d) seat number and baggage weight,
e) numbers of baggage tags,
f) Carry-on baggage weight of every transit passenger.
5.6 If there is ACS at the departure airport it is sent SOM (Seats Occupied Message) in
connection airport in accordance with IATA Resolution 1712.
5.7 When it is single-line transfer U6-U6 and time of connection between flights is less than 6
hours transfer passenger are provided with a handling in holding zone.
5.8 If passenger stays at the connecting airport for more than 6 hours agent offers him
accommodation in a hotel or ground transfer and accommodation at the expense of Air
Company (transfer through transit airport “Koltsovo”);
5.9 If passenger stays at the connecting airport for more than 24 hours, he and his/her baggage
are checked only to transit point.

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6 Procedure of check-in closing

6.1 After check-in closing agent controls if all passengers go through the procedure of check-in
and submits an auditory message necessity and check-in prolonging with Handler
(Representative) approval.
6.2 After check-in procedure agent:
a) Checks and counts flight coupons,
b) Counts a baggage amount;
c) Enters all necessary information into ACS;
d) Reports about readiness for check-in closing to Handler senior agent.
6.3 When it is a manual check-in method agent:
a) Checks and counts flight coupons,
b) Counts a number of passengers and a baggage amount drawn in accordance with PNL
(or passenger manifest),
c) Hands over flight information to Handler senior agent and staff member dedicated to
arranging and control of passenger and baggage handling (Representative).
6.4 The following data is obtained once the check-in closure:
 Number of taken seats in each service class;
 Number of seats by categories:
 Amount and weight of checked baggage and weight of carry-on baggage for each
route and category (local, transfer, transit, VIP, diplomatic pouch);
 Availability and weight of paid baggage (exceed, oversized, bulky);
 Passenger information list (PIL) if it is available.

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7 Latecomers’ check-in

7.1 Passenger arrived to check-in after its closing can be accepted to carriage on the stipulation
that flight is not going to be delayed and the rest of passengers are not going to be troubled.
7.2 Latecomers‟ check-in is performed only in accordance with Procedure of Handler by
agreement with Air Company.
7.3 If it is impossible to issue boarding pass (DCS failure), boarding pass is issued manually.
Embarkation agent enters into DCS information about latecomer before embarkation
closing.
7.4 If passenger has baggage which can‟t be delivered aboard through baggage terminal, it is
weighted and marked with “Carry-on” tag and additional sticker “Delivery at Aircraft” or
tag of limited liability. Passenger should delivery baggage aboard himself.
7.5 Carriage of latecomers is not allowed if there is no possibility to provide them with catering.

8 Check in procedure of couriers

ONLY FOR DOMESTIC FLIGHTS

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9 Check in and carriage of STANDBY passengers

Category admitted for Standby

carriage Staff members irrespective of the work
experience as well as for infants with no
seat provided (not for other family
members)

Required documents *Passport (birth certificate for infant);

*ID Card for JSC “Ural Airlines” flight
members or reference from Human
Resources for the rest staff, Annex 3
(valid within three months upon issue);
*Visa (if required)

Booking status SA (important notification), the words

“Reference No.___” or „ID card No.____

Ticket validity 3 months

Service provided  Economy service on board (
 Catering provided
 Standard free baggage allowance,
stipulated on each particular
flight.

Check-in Check-in can be realized only if seats

available upon check-in completion (if
ten or more sets available, the passengers
are checked-in upon arrival).

Forbidden flights 1. Charter flights

2. code-share flights

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3. Passenger and baggage check-in

Example of reference from Human Resources

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3. Passenger and baggage check-in

Annex B-3.3

Emergency exits using limits

It is STRICTLY PROHIBIT to allocate seats next to the emergency exists for following category
of passengers:

 Adult passengers with infants and children;

 Teenagers under 18 years of age;
 Unaccompanied minors;
 Groups of children;
 Pregnant women;
 Advanced age passengers;
 Sick, weak and feeble passengers;
 Physically challenged passengers (reduced mobility, defects of eyesight, hearing or speech)
 Invalids;
 Passengers whose vital functions depend on medicines and devices;
 Obese passengers;
 Forcibly displaced passengers, not admitted to the entry passengers, prisoners;
 Foreign passengers who don‟t speak Russian or English;
 Passengers carrying pets/birds in carry-on baggage

Recommended seats for physically challenged passengers

Aircraft type Recommendations Row/seat

A319 It is recommended window seats next to 19 row
А320 emergency exits equipped with inflatable 26 row
escape chute
36 row
А321

Forbidden: to allocate children in one block seat without adult accommodation; to allocate in one
block not more than one infant sitting on passenger knees and not more than two children in
one row; to allocate passengers with infants in 4-5 rows .
Exception to the rule: carriage of children groups with obligatory accommodation of adult.

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TECHNOLOGY
of carriage documents inspection on international flights
Of JSC “Ural Airlines”
Т 7.9.1 – 05.001
DEFENITIONS:
Air Company - JSC “Ural Airlines”
Passenger unacceptable for carriage (PUC) - passenger not recommended to carriage upon the
results of carriage documents inspection.
Order of carriage documents inspection (OCDI) - procedure includes:
 Control of availability and compliance of carriage and permit documents with the
legislation requests of counties issued them and departure/arrival/transit countries;
 Identification of passenger personality in accordance with ID documents.

Staff member dedicated to carriage documents inspection (CDIS) - staff member of “Ural
Airlines” dedicated to carriage documents inspection on Air Company flights or Representative of
Air Comp0any.
Air carriage arrangement agent (ACAA) – staff member of Passenger and baggage terminal
handling of Ural Airlines, Representative at the departure airport, staff member of Handler, staff
member of terminal handling of departure airport.
Carriage documents inspection area (CDIA) - area situated at the distance of 5-7 meters from
check-in desks in the beginning of tape limited passage for inspection providing of every
passenger.

1. PREPARATION FOR THE FLIGHT:

1.1. SDIS in advance before each flight analyzes PNL for defining who can require more
attention during inspection. At that it is necessary to take into account:
1) information from Law machinery;
2) Precedents taken a place in Air Company;
3) Other Air Companies experience on the same routes (destinations).

1.2. SDIS prepares a case with documents and instruments which should include:

1.2.1. PUC interception report in sufficient quantity for the flight;

1.2.2. contact list of specialists and authorities;

1.2.3. PNL;

1.2.4. UF – detector;

1.2.5. loupe;

1.2.6. pen and pencil;

1.2.7. camera;
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1.2.8. Tape-line.

1.3. SDIS comes into check-in area not later than 15 minutes before check-in and arranges
SDIA. If time of check-in opening is changed he specifies updated time from ACAA.

2. CARRIAGE DOCUMENTS INSPECTION

2.1. SDIS performs inspection of ID documents and a carriage document of each passenger
comes into SDIA in the following order:
2.1.1. Control of passport/replacing ID document to pay attention on:
1) citizenship;
2) Period of validity;
3) Names in passport and in ticket are the same;
4) Sex of Passport owner in Passport and in a ticket is the same;
5) Compliance with passport photo paying attention on basic personality type (the eye line, ear,
nose, forehead, chin, shape of the face, lips);
6) The authenticity of the Passport;
7) The signature availability;
8) Passport sizes (height and width), number of pages, their numeration, water marks and
others (if passport is not doubtful and SDIS has not inspected it before he writes its
characteristics into Journal of acquaintance with new documents as authenticity features
for further examinations).

2.1.2. Control of Visa / transit Visa /A Residence Permit / A work Permit, paying attention on:

1) Availability of Visas (transit Visas) / Residence Permits / work Permits or Permanent

Residence Permit if it is necessary due to arriving country regulations;
2) Availability of transit / transfer area at the transit / transfer airport due to official
response from the airports;
3) Authenticity of Visas (transit Visas) / Residence Permits / work Permits and
Permanent Residence Permit,
4) Number of entrances to the country,
5) Compliance the dates of Residence Permits and work Permits with ticket dates,
6) Compliance the dates of Visa validity with ticket date (there and back).

Note. A country requires are based on:

- TIM –Travel Information Manual.

- requires of migration authorities of departure / destination / transit country;
Note. Document (Passport, Visa/ Residence Permits / work Permits, Permanent Residence Permit
and etc.) is not valid if there is:
1. Document mechanical failure:
 Exfoliation of laminating film;
 Unstuck photo;
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 Document pages torn off and pasted-in by owner or third person;

 Documents pages absence;
 Alterations made by owner;
 Document is burnt;
 Document is torn and etc.

2. technical failure of document, mistake of authority drawn it:

 imprint of the rubber stamp fastening blank and photo is not readable;
 absence of stamp;
 one of column (owner‟s name) is not filled in or it is skipped;
 typewritten passport number is not compliance with printed number as perforation and etc.;
 it is impossible to identify personality because of discrepancy between photo in Passport and
owner‟s appearance;
 absence of one or more symbols in document number;
 alteration in based data not certified by authority;
 absence/discrepancy of owner‟s signature

A passenger with that document (or with absence of document) is applied:

1. L.6 of Federal statute from 15.08.1996 year № 114-FS

2. Annex 9 to Convection about international Civil Aviation «Facilitation»:
- i.3.33;

- i.5.9

- i.5.10

- i.5.14
3. L.107 Air Law i.1.1

In some cases it is possible to filling by passenger written “Warranty” (Annex № 2) without

termination of carriage contract.

2.1.3. Control of ticket information and pay attention on:

1) Date of issue,
2) Place of issue,
3) Who paid (if that person and the person mentioned by passenger are the same ),
4) Carriage status (passenger with «one way (OW) » status request more careful
inspection in accordance with i.2.1.2).
5) Departure date (one-way ticket / return / transit / transfer).

2.1.4. If passenger doesn‟t have a ticket SDIS:

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- finds out route and date of departure in both directions and date of transit / transfer by asking
passenger and taking clear response from him;

- asks to show a booking confirmation (electronic confirmation is also available);

- asks to show documents that confirms the aim of carriage (papers confirming the right of
ownership on real estate in the destination country, business trip papers, provision for referral to
treatment in the destination country and etc.);

- calls Representative in the arrival airport for consultation with Border Service.

2.1.5. Passenger behavior control during documents inspection.

It is necessary to pay attention on nervous passengers. Their documents should be

inspected more carefully.

2.2. Interaction of SDIS and other services connected with check-in in order to more detailed
determination of passenger unacceptability to carry on the Air Company‟s flights.

During inspection SDIS can have resort to other services‟ staff connected with check-in
and to «help-desk» connected with carriage documents inspection (tel. +7 (343) 264 78
80, +7 982 60 99 635, +7 912 22 19 444), for consultation about PUC.

In order to that SDIS politely removes passenger from a queue and asks him for waiting
for documents inspection ending. SDIS keeps that passenger documents.
Results of consultation with local authorities (specialists) determined the reasons of
passenger unacceptability SDIS writes in “PUC interception Report” (Annex № 1)
mentioned the time of documents inspection ending.

2.3. SDID actions in case of PUC interception:

2.3.1. Air Company Representative convinced that reasons of passenger unacceptability are
sufficient and;

1) Makes decision not to carry passenger and informs that passenger mentioning the
ground for refusal.
2) Draws “PUC interception Report” signing the reasons of unacceptability and attaches
copies of documents which are ground for refusal and interception;
3) carries on inspection of the rest of passengers

3. ISSUANCE OF DOCUMENTS INSPECTION RESULTS

3.1. SDIS is completed at the end of inspection in the LOG of carriage inspection results on
international flights (Annex № 3) for each PUC.
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3. Passenger and baggage check-in

3.2. SDIS files all copies of “PUC interception Report” for the flight in achieve folder. Folder
of current year is kept for two years in Air Company representative office. It could be sent
by request in Aviation Security service, Legal department and etc.

3.3. In case of new for SDIS information about passenger documents he writes them and their
characteristics (photos, description, copies) into LOG of acquaintance with new
documents, which every SDIS reads and sighs before relieving.

4. MONTLY REPORT UPON THE RESULTS OF CDI

Senior SDIS with the help of passenger terminal handling department Chief monthly not later
than 5 day of month next to currency one draws PUC Report for month.

A report includes:
1) Fact of PUC interception ;
2) Reasons of passenger unacceptability for each PUC;
3) Facts of PUC detention by authorities of other country mentioning the reasons of
detention.

In case of PUC availability Monthly Report should be sent on the following addresses:

1. Aviation Security Chief - n.neobutov@uralairlines.ru

2. Department of payload control and carriage documents check - profiling@uralairlines.ru

3. Representative department Chief - n.zakharova@uralairlines.ru

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3. Passenger and baggage check-in

Приложение № 1

PUC INTERCEPTION REPORT

Type of Problem: Expired Passport/ No passport/
Expired Visa No Visa
Travel Doc Travel Doc

INAD
Other

Date:

Flight Number: Destination: PAX arrived

U6 from:

Routing:

Problem:

Action:
Ev. Contact Immigration
If so record name of Officer

Final Conclusion by:

Airline or Immigration

Offloaded: YES NO Name of

Agent:

Pls. cross through

Passenger Details:

Name:

Nationality:

Passport Nr:

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Photo Copy / YES NO

Picture:

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3. Passenger and baggage check-in

Annex № 2
Warranty
This warranty is made in written form and provided to the passenger for review and signature/

The passenger is informed about discrepancy of his entrance, transit, exit documents to the
international requirements and about possible refusal of opening a visa or entry to the country of
destination / transit.
The passenger is notified of solo responsibility in case of refusal of entry and assumes a
commitment to recover all the penalties and losses of the air company in above-mentioned case./.

Passenger signature:
____________________

Date:

Passenger Details:

Name:

Nationality:

Passport Nr:

Photo Copy / YES NO

Picture:

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3. Passenger and baggage check-in

Flight Number: Destination: PAX arrived

U6 from:

Routing:

Problem:

Action:
Ev. Contact Immigration
If so record name of Officer

Final Conclusion by:

Airline or Immigration

Offloaded: YES NO Name of

Agent:

Pls. cross through

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3. Passenger and baggage check-in

Annex № 3

OCDC RESULTS LOG ON INTERNATIONAL FLIGHTS

Date Flight Passenger name Refusal cause Note

number

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3. Passenger and baggage check-in

Annex № 4

PUC MANNUAL REPORT

Passenger name Routing Possible loss from Warranty

deportation

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4. Preflight inspection
Chapter 4 Preflight inspection

CONTENT

4.1 Inspection procedure B-78

4.2 Inspection of passenger and carry-on baggage В-79
4.3 Inspection of baggage В-80

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4. Preflight inspection

Chapter 4. Preflight inspection

4.1. Inspection procedure

4.1.1. Preflight inspection (and sometimes post flight inspection) is performed to provide safety
Baggage and carry-on baggage are also inspected1.
4.1.2. Preflight inspection is performed after check-in, quarantine and phytosanitary control and
after veterinary checks. If it is an international flight – after border monitor, customs
surveillance, immigration control and some other kinds of control.
4.1.3. Airport staff can perform full post flight inspection or spot check by the inspection shift boss
decision (in case of spot check it is necessary to send a written notice to aviation security
shift boss).
4.1.4. Inspection is performed in according to regulations and procedures settled by airport
management, aviation authorities requirements and “Ural Airlines aviation security
providing Procedure”.
4.1.5. Procedures of border monitoring, customs surveillance and other kinds of control is
performed in accordance with National law.
4.1.6. Aviation security department and transport police department perform inspections. Working
dogs (sniffer dogs) from cynology service can be used in baggage inspections.
4.1.7. Inspection is performed in special rooms (in point of inspections) equipped with special
screening facilities and video cameras and in rooms for body search.
4.1.8. Preflight inspection does not preclude operate research and criminal procedure activities and
other activities according to the Russian Federation legislative.
4.1.9. Air Company should inform passengers in a process of ticket selling about all national
requirements of inspection.

1
Preflight and post flight inspection Procedure (FAR №104)
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4. Preflight inspection

4.2. Passenger and carry-on baggage inspection

4.2.1. Passenger inspection can be performed in accordance with special equipment or/and
manually (contact method). If there are no points of inspection or/and stationary inspection
equipment it is used hand-held metal detector and manual (contact) method.
4.2.2. Body search is possible during preflight inspection in legally provided cases.
4.2.3. In point of inspection staff member firstly checks compliance of ID documents with
passenger personality (with the help of photo) and availability of boarding pass and ticket (if
it is not TKNE).

Attention
Passengers don’t possess all appropriate ID documents are not allowed to carry (i.5.2.2
“Ural Airlines aviation security providing Procedure”).

4.2.4. Passenger belongings inspection is performed only in passenger presence.

4.2.5. In case of passenger departure delay connected with preflight inspection authorized agent of
airport management, Handler or Air Company performing inspection provides departure of
passenger on the next flight.
4.2.6. If passenger refuses to be inspected his Air carriage contract will be cancelled in according
to i. 3 l. 85 of Air Regulations of the Russian Federation.
4.2.7. In a process of preflight inspection it is inscribed on a boarding pass or/and ticket about
inspection. Than passenger goes to the embarkation area.

Inspection of special category passengers

4.2.8. Diplomats and other privileged persons, and INAD-passengers and passengers under escort
is checked in a process preflight inspection on general basis save for the cases stipulated by
legislation of the Russian Federation.
4.2.9. Invalids (WCHS, WCHC, WCHR) and persons who have implants or psychiatric deviations
should be inspected manually, their attendants are inspected on general ground.

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Transit and transfer passengers

4.2.10. At the intermediate airports transit and transfer passengers with carry-on baggage are
located in equipped transit areas due to not contact with not inspected passengers.
4.2.11. Preflight inspection of transit and transfer passenger, their belongings and carry-on baggage
is performed on general ground before they come to a secure zone and mix with inspected
passengers for whom that point of carriage is original.

4.3. Baggage inspection

4.3.1. Baggage inspection can be both performed in the presence of passenger or not.
4.3.2. Unsealing of baggage in the absence of passenger is performed by the managers of AS and
airport law enforcement. It is performed by committee which include AS staff member and
law enforcement staff member and in the presence of two witness and representatives of
other authorities if it is necessary.
4.3.3. Accept of transit/transfer passengers to their baggage is not allowed.
4.3.4. If transit/transfer passenger change a route on the initiative of him, his baggage is inspected
iteratively and sent with passenger on the same flight.
4.3.5. In case of prohibited item revealing AS staff member with the help of senior agent calls
passenger in the inspection area (passenger name is on baggage tag).
4.3.6. Aviation security staff member interviews passenger what category of dangerous goods item
found in his baggage belongs to. If it is established that the item can not be carried in
baggage, or passenger can not say what the item is, the baggage is unsealed by passenger in
the presence of AS staff member and law enforcement staff member. Prohibited item is
seized. By the decision of AS staff member and policemen special services can be called. It
is drawn report for local law enforcement.
4.3.7. In case of revealing of bomb or its elements in passenger baggage or belongings staff
member should call a pyrotechnic.
4.3.8. Prohibited goods excepted from passenger baggage must not be stored.
4.3.9. Inspected baggage is marked with numbered sticker «Inspected».

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5. Embarkation

Chapter 5 Embarkation

CONTENT

5.1 Embarkation procedure В-83

5.2 Process of embarkation В-84
5.3 Order of Embarkation В-84
5.4 Loss of boarding pass В-85
5.5 Embarkation closing В-86
5.6 Unloading the baggage of passengers who are absent on embarkation В-86

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5. Embarkation

Chapter 5 Embarkation
5.1. Embarkation procedure
5.1.1. Information about the start of embarkation should be provided in advance in order to ensure
passenger preflight inspection in time.
5.1.2. Passengers’ informing about starting and closing of embarkation is performed by Airport /
Handler if there is information from senior agent/staff member dedicated to ramp handling
that a departure is operated on the schedule.
5.1.3. Provide information shall provide a flight number, a route, gate number, gate occurrence.
5.1.4. Embarkation is performed only after preflight inspection of passenger, their baggage,
belongings and carry-on baggage in accordance with regulations settled by Air Company and
Handler.
5.1.5. Embarkation can be opened in 40-45 minutes before departure and close not later than 15
minutes before departure.
5.1.6. Time of embarkation starting and closing can be changed conditionally from aircraft type and
operations schedules for that type.
5.1.7. On domestic flights embarkation is performed by Handler agent in presence of AS (Aviation
Security) staff member and Air Company Representative.
5.1.8. On international flights embarkation is performed by Handler agent in presence of public
agent of departure country if it is necessary in according to airport order requirements.
5.1.9. Embarkation agent should control an availability of inspection stamp and boarding stamp on
boarding passes (for international flights), comply passenger name on boarding pass with ID
document information. In case of discrepancy agent stops embarkation and informs staff
member of boarding monitoring (on international flights) or airport law enforcement staff
member (on domestic flights).
5.1.10. Embarkation agent should arrive to gate in 10 minutes before embarkation opening with
necessary documents (seating chart, boarding passes, cargo manifest and etc.) and vehicle for
communication.

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5. Embarkation

Automatized embarkation method

5.1.11. In this method DCS (automatic control system) reads from boarding pass an information
about a flight number, a seat number and information about passenger, and checks it; it
also counts the number of passengers who passed embarkation control and complies it
with the number of checked passengers.

Manual embarkation method

5.1.12. If there is no possibility to use DCS it is used a Manual method in accordance with
seating chart, where agent notes number of boarding passes of passengers arrived to
embarkation.
5.1.13. Embarkation agent controls passengers’ embarkation by manual count of boarding pass
counterfoils of passengers arrived to embarkation.
5.1.14. When the majority of passengers has arrived (in 5 minutes before embarkation closing)
agent dedicated to embarkation finds out names of passengers who have not arrived to
embarkation and takes measures to inform them.
5.1.15. Passenger who arrives when embarkation has been closed can be refused to carry on that
flight.

5.2. Process of embarkation

5.2.1. Embarkation can be performed with the help of self-propelled passenger steps or
aerobridges.
5.2.2. If it is used self-propelled passenger steps passengers are transported to aircraft by airport
shuttle buses.
5.2.3. Before embarkation Handler agent:
1) Gets from Handler senior agent information about number of passenger of each
category, special category passengers (UM, disabled people and etc.), about
passengers with confirmed service of catering and their allocation;
2) Calls bus for passengers’ transportation to aircraft stands (when it is self-propelled
passenger steps); informs passengers about the order of embarkation;
3) Accompanies passenger from points of inspection to bus or to passenger steps not to
admit any contacts with strangers;
4) Reminds about order of embarkation.

5.3. Order of Embarkation

5.3.1. Embarkation should be performed in the following order:

1) Passengers who needs special assistance (persons with reduced mobility, sick
persons). Their embarkation is performed through medical station (if it is domestic
flight)
2) Wheelchair passengers drawn through departure lounge are transported to aircraft
and allocated aboard before the rest of passengers’. Wheelchair is drawn with

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5. Embarkation

baggage tag and loaded into baggage compartment in such way that after landing it
can be unload first.
3) Litter patients are allocated in special seats depends on aircraft type;
4) Passenger who are needed monitoring within the flight (forcibly displaced and
convoyed persons, INAD-passengers etc.);
5) Passengers with infants, pregnant women, advanced age passengers;
6) Business and comfort class passengers and VIP passengers (embarkation is
performed after economy class passenger)
5.3.2. During embarkation agent dedicated to that has to:
1) Perform embarkation in order mentioned above;
2) Pay attention (when it is manual method) in boarding pass on:
a) A flight number;
b) Date of departure;
c) Seat number (for passengers of special categories).
3) Check availability of chargeable baggage receipt when animal is carried in cabin;
4) Not access not inspected passengers aboard;
5) Pay special attention on dangerous goods availability which is not allowed to carry in
cabin.
6) Carry-on baggage should not exceed dimensions and allowable number of baggage
pieces.
Note. In case of oversized carry-on baggage agent marks it with DAA tag. Than agent
informs supervisor/foremen of loaders that DAA carry-on baggage should be loaded in
baggage compartment. Passenger transports DAA carry-on baggage to aircraft. It is
carried under the passenger responsibility.
7) Checks passenger steps accuracy and installation;
8) Certify a crew readiness for embarkation;
9) Perform embarkation with flight-attendants;
10) Not access smoking on apron;
11) Not access crowding in cabin for the prevention of aircraft turnover;
12) Tear required part of boarding pass and give it to passenger;
13) Check compliance of the number of passengers who have arrived to embarkation (the
number of counterfoils) to checked passengers number
5.3.3. Passengers are allocated in seats mentioned in boarding passes. For balance safety
providing co-pilot can give instructions to make passengers change their seats. It is used
extremely rarely (in case of underloading).
5.3.4. In case of aircraft underloading additional “last minute” embarkation is performed in
according to Handling Technology of the airport. Co-pilot makes changes in loadsheet and
gives instructions to flight-attendants about allocation of those passengers.

5.4. Loss of boarding pass

5.4.1. In case of boarding pass loss after check-in but before embarkation agent should:
1) Certify if passenger has been checked on the flight or not;
2) Ask passenger to check his pockets and carry-on baggage;
3) Check if passenger has left it on immigration/passport control, on customs
surveillance or duty free shops.
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5. Embarkation

5.4.2. Embarkation without boarding pass in not allowed.

5.4.3. Boarding pass should be re-released. Handler should have documentary procedure that
guarantees boarding pass re-release.

5.5. Embarkation closing

5.5.1. After embarkation closing agent should:

1) count again boarding passes and make sure the number of passengers on
embarkation complies to DCS information/seat chart information;
2) get confirmation from a senior flight attendant that number of passengers aboard
complies to DCS information/seat chart information;
3) report about embarkation closing to senior dispatcher/agent of Handler.
5.5.2. Time of report is settled time of embarkation closing; it is fixed in Handler prescribed forms
of account.
5.5.3. If the number of checked passenger does not comply with the number of passengers on
embarkation agent reveals absent passenger and takes measures of their search:
1) Checks name of passenger who have not appeared on embarkation;
2) Checks if there are some mistakes of check-in service (passenger has been checked
twice);
3) Arrange the search of passengers on customs surveillance / border monitoring /
immigration (passport control), in cafés, bars, and shops;
4) makes announcements to passengers (about embarkation closing, gate number);
5) checks if there are transfer passengers checked in the original departure airport;
6) checks arriving of passengers in connection airport if there is trough check-in;
7) Certifies if not arrived passenger has checked baggage.

5.6. Unloading the baggage of passengers who do not appear on embarkation

5.6.1. If passenger is absent on embarkation his baggage must be unloaded.

ATTENTION
In order to provide flight safety carriage of checked baggage of passenger not arrived to
embarkation is strictly forbidden.

5.6.2. For baggage unloading agent dedicated to embarkation:

1) To find out the number of baggage tag (in accordance with DCS or manifest of
check-in and dispatching);
2) To give orders to unload baggage of absent passengers;
3) If it is necessary - identify baggage in according to standard security procedures,
reveals baggage of absent passenger.
4) Makes changes in loadsheet (last minute changes).
5.6.3. Handler should have Procedure guarantees unloading of baggage of passenger did not
arrive to embarkation together with Aviation Security in according to settled technologies
and regulations.

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6. Special categories passengers’ carriage

Chapter 6 Special categories passengers’ carriage

CONTENT

6.1 Transit passengers В-89

6.2 Transfer passengers В-89
6.3 Passengers with reduced mobility В-96
6.4 Pregnant women (PREG) В-98
6.5 Passengers with children В-98
6.6 Unaccompanied minors (UM) В-100
6.7 INAD-passengers В-104
Order of document isuance for INAD-passenger carriage
(Extract from “INAD-passenger regulations on “Ural Airlines” flights” PR 7. 9.1-05.001) B-105

6.8 Passengers deported with an escort В-108

6.9 Carriage of persons under the surveillance В-109
6.10 Business/Comfort passengers В-109
6.11 VIP passengers В-110
6.12 Frequent flyers В-111
6.13 Passengers with service ticket В-111

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6. Special categories passengers’ carriage

6.1 Transit passengers

6.1.1 Transit passengers – passengers who arrive at stop-over airport on one flight and departure
on the same flight.
6.1.2 Information about transit passengers number and service class are received to stop-over
airport by message from airport of departure (if it is AFTN, “Message database MD-95”) or
by LDM - Load Message, and SOM – Seat Occupied Message (if it is SITA)
6.1.3 Transit agent of Handler before flight arrival:
1) Prepares transit passes/cards of one or several types (colures) based on number of stop-
over stations;
2) Meets transit passengers by an aircraft;
3) Gets information from a senior flight attendant about «Transit passenger list»
(«Passenger manifest»).
4) Informs passengers how to get to the transit area (if there is separate bus).
5) Gives transit passengers transit passes/cards before enter to transit area.
Note. Of transit passengers are allocated in separate transit lounge transit passes / cards
are not necessary.
6) Compares the number of passengers in Manifest with number given transit cards.
Note. Transit passengers’ embarkation should be performed before the rest of
passengers checked in stop-over airport.
7) Collects from passengers during embarkation transit passes / cards, compares the
number of them with number of passengers in LDM;
8) If transit passenger is absent on embarkation, agent finds out his name;
9) Informs latecomer’s about embarkation use PA (public address system);
10) Finds out if absent passenger has a baggage.
11) In case transit passenger who is absent on embarkation has baggage agent arranges
unloading.
Note. Baggage of transit passenger who not appeared on embarkation should be
inspected by Aviation Security staff member. Unloaded baggage is considered
unclaimed. Latecomer’s departure is performed in according to Flight Interruption
Manifest on that Air Company flight or another Air company flight Manifest if there are
available seats.
6.1.4 Disabled people can stay aboard if the transit time at stopover airport is reduced.

6.2 Transfer Passengers

6.2.1 Transfer passengers – passengers who arrive at stopover airport by one flight and depart by
another flight of the same Air Company or another one (but carriage should be issued as
single, in the same PNR).
6.2.2 If transfer carriage is issued in different PNR, this transfer is hidden. Air company is not
responsible for connection loss of passenger or baggage to passenger in case of hidden
transfer.
6.2.3 Connection time is the time between flights (from 60 minutes to 24 hours).

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6. Special categories passengers’ carriage

Is connection time is more than 24 hours so it is considered as «stop over».

6.2.4 Aims of good quality service of transfer passengers are:
1) To provide of high quality service;
2) Simplicity of ground handling procedures;
3) To provide minimum connection time.

Transfer passenger handling in the POO (Point of Origin)

6.2.5. Handler performs passenger and baggage handling in the POO only if there is confirmed
booking on the connection flight. Check-in agent should ask passenger about final point of
destination and inform about estimated time of arrival at transfer airport.
6.2.6. In case of delay or connection loss Air Company should find another route for passenger, change a
booking, and issue carriage again.
6.2.7. At the departure airport where TCI (through check-in) is possible passenger received
boarding passes for all route.
6.2.8. From the original airport of departure and from transfer airports РТМ is sent with SITA or e-
mail just after check-in closing even when flight is delayed. Addresses are settled by Airport
and Handler of transfer airport.
6.2.9. Passenger Transfer Message (PTM) includes information about transfer passengers (and
their baggage amount), who are carried by connection flight during 24 hours from time of
arrival at transfer airport in according to schedule.

Check-in baggage of transfer passengers’

6.2.10. Baggage of transfer passenger should be checked in to the final destination point (if it is
allowed by regulations of transfer country and if passenger does not want to claim
baggage in transfer point).
6.2.11. It is necessary to check durability and accuracy of baggage package
6.2.12. If package does not provide baggage integrity, and fasteners are not operated or suitcases do
not lock with a key, it is necessary to offer to passenger to pack a baggage.
6.2.13. If there is no possibility to pack a baggage additionally at the departure airport, this baggage
can be accepted as carry-on baggage.
6.2.14. If baggage cannot be accepted as carry-on baggage it should be drawn as checked baggage
with a “Limited liability tag”.
6.2.15. It is not allowed to combine some separate wrappers into one or to tie bundles to suitcase
6.2.16. Every separate transfer package is checked-in with interline tag where mentioned:
a) IATA-code of destination and connection points;
b) Flight numbers and dates of departure;
c) Passengers’ names;
d) Package number and weight of checked baggage.
6.2.17. Transfer baggage is additionally marked with “TRANSFER” label.
6.2.18. If there is oversized/bulky transfer baggage it is charged at a baggage through rate. «Exceed
baggage receipt» is charged for all route legs of passenger till the point of destination.
6.2.19. «Exceed baggage receipt» is fastened to observe of ticket or boarding pass of transfer
passenger. Passenger is informed that carriage of his baggage is paid till the final point of
destination.
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6. Special categories passengers’ carriage

6.2.20. When Handler accepts exceed/bulky/oversized baggage till the point of destination, he sends
BTM at the transfer airport.
6.2.21. Passenger should be informed what point his baggage is transported to.
6.2.22. Baggage of visa-free transfer passengers is always checked-in till the point of destination.

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6. Special categories passengers’ carriage

Handling at transfer point

6.2.23. Upon arrival to the connection airport transfer passengers are transported in transit area by
bus separately from the rest of passengers.
6.2.24. Meeting/transfer agent of Handler should inform transfer passengers:
a) About the way passengers should go to transit lounge;
b) Location of check-in desk;
c) About information and technological handling during a waiting of departure
(availability of pointers on whole way of passenger is necessary)
6.2.25. Transfer passengers are checked on specially equipped desks in transit area (if it is necessary).
Agent checks if baggage is drawn correctly or not. In case of drawing mistake he takes measures
to drawn baggage again.
6.2.26. If check-in is still not opened or delayed, transfer passengers should be informed about time and
reason of delay and check-in desk number.
6.2.27. Handler agent provides timely transfer of passengers to the terminal of airport if departure is
performed from another terminal.
6.2.28. In case transfer passenger is late on the flight in point of connection, receiving Air Company has to
provide passenger carriage on the next flight to point of destination/connection.
6.2.29. Handler is responsible for (if there is a delay of transfer passenger departure from the POO):
a) Send messages about delay to transfer points and to receiving Air Company ( if it is
necessary);
b) Inform transfer passengers about delay of departure/arrival from the POO and about
all changes in original booking;
c) Aid transfer passengers at connection airport (transfer airport).
6.2.30. Agents should pay special attention on passengers with the time of connection less then 60
minutes.

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6. Special categories passengers’ carriage

Handling of transfer passengers in case of short connection (less than 60 minutes)

6.2.31. For providing transfer flight in point of connection Handler should:

1) Check: ETA (estimated time of arriving), ETD (estimated time of departure) of connection
flight (background of departure delay), gate number.
2) If time of connection is reduced – arrange a handling of transfer passengers and their
baggage
3) When permission is received Handler should:
a) Provide a transfer of passengers from one aircraft to another;
b) To inform crew of arrival flight that transfer passengers should be disembarked in the
first instance;
c) To provide unloading of transfer baggage from one aircraft and loading its to another,
d) To inform staff dedicated to baggage that transfer baggage should be unloaded in the
first instance;
4) To inform crew of connection flight about handling of transfer passengers
Note. Decision about transfer of passengers from one aircraft to another can be cancelled
only in exceptional cases.
5) If it is impossible to transfer the passengers from one aircraft to another agent should check
the time of connection flight departure (background of departure delay).
6) If arrival of connection flight is delayed agent should inform crews of connection flights in
order to inform passengers of these flights;
7) To accompany transfer passengers to gate and take all measures to minimize delay of
connection flight.

Departure of transfer passengers without baggage

6.2.32. If Handler does not have a time to load transfer passengers’ baggage in connection point, it is
necessary to inform transfer passenger that there is no possibility to carry baggage on the same
flight, before the departure from the point of connection.
6.2.33. If passenger agrees to departure without baggage it is sent on the next flight.
6.2.34. In case of route change or point of connection, TCI is not allowed.

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6. Special categories passengers’ carriage

Handling of special categories’ transfer passengers

6.2.35. Special categories of passengers’ wanted help (passengers with reduced mobility, invalids, and
passengers with infants) should be provided with maximum assistance in transfer point.

Handling of transfer baggage

6.2.36. If route is consists of two or more connection flights baggage is checked-in with interline tag to
the destination point (if arrival of transmitted Air Company flight and departure of receiving Air
Company flight are performed during 24 hours)
6.2.37. Transfer baggage should be loaded after the rest of others categories baggage due to in transfer
point it can be unloaded in the first instance.
6.2.38. Handler should handle transfer baggage in the first instance and only after that baggage arrived
to the point of destination.
6.2.39. In a process of transfer baggage handling it is necessary:

To unload baggage from compartment and deliver it to sorting area, to sort it and complete on
1
connection flights

If a connection time is less then minimal one but there is a possibility to load baggage on the flight
of receiving Air Company it is necessary to provide baggage transportation from one aircraft to
2
another in according to Handler technologies.

6.2.40. In case of baggage failure revealing at the connection airport Handler has to:
a) Repack it and mark with “Limited availability tag” to prevent access to baggage content;
b) Inform Receiving Air Company in case of loss of transfer baggage and results of research.
c) Take measures to carry baggage to destination point in case of its revealing after
passenger departure from connection airport

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6. Special categories passengers’ carriage

Chart 8-1

Transfer passenger handling

Types of handling Order of handling

Meet of arrived transfer passengers at the boarding bridge
Transportate to the terminal by separate ground vehicle
Transfer of passengers from In case of U6-U6 carriage passengers can be transferred from one aircraft
one aircraft to another to another

Transfer baggage is unloaded from compartment in the first instance,

delivered to sorting area and loaded on the connection flight

Direct transfer of baggage In case of U6-U6 carriage transfer baggage is unloaded from one
connection flight and loaded to another

Transfer agents helps in transfer passenger and baggage departure if it is

short connection:
– prior issuance of boarding passes in according to РТМ,
Handling by transfer agents – loading of baggage from one aircraft to another

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6. Special categories passengers’ carriage

6.3. Passengers with reduced mobility

6.3.1 Some categories of passengers need special care and help during ground handling
procedures (check-in, embarkation and others). Air Company does everything possible
to provide assistance for these passengers but it can be provided under the following
conditions:
a) Passenger does not have dangerous/ infectious disease;
b) Appearance and mental condition of passenger do not pose a treat to others;
c) There is confirmation from Air company of carriage;
d) If it is required it can be provided a medical permit on air carriage confirmed by
doctor on duty, airport doctor and passenger himself;
6.3.1 Code of passenger who need help in AIRIMP system:
• WCHR – passenger needs wheelchair to go to/from aircraft (he is not able to come up
and down the passenger steps).
• WCHS - passenger needs wheelchair to go to/from aircraft (he is not able to come up
and down the passenger steps but he is able to reach his seat in cabin)
• WCHC - passenger needs wheelchair to go to/from aircraft (he is not able to come up
and down the passenger steps or reach his seat in cabin).
• STCR – passenger is in stretches (accompaniment is necessary).
• DEAF – deaf passenger.
• BLND – blind passenger. Guide dog is carried free if there is certificate. Guide dog
should be muzzled and tied next to passenger.
• MEDA – sick passenger who may be required of medical examination.
Note. Code is not used for passengers need only special care/help or for passengers do
not need special medical permit.
Carriage of passengers’ categories mentioned above should be performed with special request
in booking system and receipt of confirmation from Air Company not later than 24 hours
before departure.
6.3.2 Agents should use list of passengers who need special assistance (MEDIF) for timely
receipt of confirmation of these passengers carriage
6.3.3 In according to Air Company’s request Handler should provide:
a) Availability all necessary equipment at the airport (wheelchairs, ambulift and etc.);
b) Special services for advanced age passengers and disabled (accompaniment,
porters; an ambulance, aiding);

c) Special airport services permits (customs, immigration service, and etc.) due to
ambulance obtains admittance to aircraft (by request)
6.3.4 It is sent PSM to Air Company Representative/Handler of transit airport (IATA Resolution
1715).
6.3.5 If wheelchair passenger needs assistance to embarkate/disembarkate or reach terminal,
check-in agent informs department dedicated to that.

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6. Special categories passengers’ carriage

Procedure of carriage issuance

6.3.6 Reduced mobility carriage should be confirmed by Air Company before departure.
6.3.7 Medicines, wheelchair cabin, and crutches are transported free of charge and are not
included in free baggage allowance.
6.3.8 If passenger with reduced mobility is transfer, his carriage should be confirmed in every
points of carriage
6.3.9 Number of physically challenged passengers (including passengers with reduced mobility)
shouldn’t be more then number of flight-attendants necessary for aiding to these
passengers in case of evacuation.
6.3.10 Maximum number of physically challenged passengers aboard can be increased by
increasing of passengers accommodating them.

Seats for physically challenged passengers

6.3.11 It is not prohibited to allocate physically challenged passengers in seats by emergency

exists and in aisle seats. It is also not allowed to allocate them by overwing exits.
6.3.12 Deaf and blind passengers accompanied by guide dog are allocated in the seats where there
is space enough for dog, not far from emergency exits and in such way that not block an
access to them.
Aircraft type Guidance for allocation Row
в А319 20
To allocate near windows in vicinity
А320 to emergency exits
26
АА А321
36

Wheelchair passengers with reduced mobility

6.3.13 Wheelchair passengers with reduced mobility are accessed to carriage with/without
accompaniment after written carriage request issued in accordance with Air Company’s
regulations.
6.3.14 In case of Wheelchair passengers with reduced mobility availability on board, it is
necessary to inform departure airport about that passengers.
6.3.15 After departure it is sent PSM to Air Company Representative/Handler of
transit/destination airport (IATA Resolution 1715) about WCHR, WCHS, and WCHC
availability aboard.
6.3.16 This information should contain name and seat of passenger and allocation of wheelchair
and battery (if it is available).
6.3.17 In case of carriage of passenger with reduced mobility with electrical wheelchair,
wheelchair is transported like usual checked baggage.

Stretcher passengers
Carriage of stretcher passengers, passengers with reduced mobility is performed by the
request sent to Air company. Time term is settled by the Air company.
Delivery to aircraft is performed by ambulift to aircraft tail.

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6. Special categories passengers’ carriage

Blind/deaf passengers

6.3.18 Blind and deaf passenger(at the same) is carried ONLY with accompanied person.
6.3.19 Blind/deaf passenger can be carried without accompanied person to agreement with Air
Company
6.3.20 Blind passenger to agreement with Air Company can be carried with a guide dog if the
passenger has a document that confirms disability and document that confirms special
training of guide dog.
6.3.21 A guide dog which that assists blind passenger is carried free of charge; its weight is not
included in free baggage allowance. A guide dog should be muzzled and have a collar; it is
tied to a blind passenger seat.
6.3.22 Unaccompanied blind and/or deaf passengers can be accepted for carriage if they agree to
complete and sign a written request on carriage under Air Company’s supervision.
6.3.23 After departure it is sent PSM to Air Company Representative/Handler of
transit/destination airport (IATA Resolution 1715) about DEAF – deaf passenger or BLND
- blind passenger availability aboard.

6.4 Pregnant women (PREG)

6.4.1 Pregnant women should decide herself if she could travel by plane. Air Company
recommends preliminary to consult with doctor.
6.4.2 Pregnant women should have medical certificate that confirms that she could travel by
plane. A medical certificate should be valid on the air carriage date.
6.4.3 Pregnant women should have medical certificate and prenatal record. Air Company has a
right to check these documents validity before departure.
6.4.4 If it is impossible to get medical certificate (return flight is performed from international
airport), it is drawn a warranty before departure which can be a ground for carriage.
6.4.5 Air Company is not responsible for passenger declining or other ill effects due to air
carriage.

6.5 Passengers with children

Newborns

6.5.1 Newborns are accepted to carry at the age of 7 days and older in according to medical
recommendation.
6.5.2 Premature infant carriage is performed only if there is medical certificate that confirms that
air transportation is not pose treat for his health.

Passengers with infants

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6. Special categories passengers’ carriage

6.5.3 One adult passenger can carry one infant not older then two years old (without separate seat
providing) on domestic flight - free, and on international flights - with 90% rebate from
adult passenger fare.
6.5.4 Free baggage allowance for infant is 10 kilograms.
6.5.5 Passenger can book for infant a separate seat; in that case ticket for infant is issued as child
fare ticket (at the age between of two and twelve)
6.5.6 If there are more infants then one with one adult, for second, third and etc. infants tickets are
issued as child fare ticket .
6.5.7 It is not allowed to allocate two infants on one seat.
6.5.8 Infants should be accompanied by adults.
6.5.9 Infant can be provided with special baby meal (BBML) if this service is available at airport
and if there is prior request (not later than 24 hours before departure). If there is no prior
request (in booking system), infant is not provided with BBML.
6.5.10 It is not allowed to allocate passengers with infants by the emergency exists and emergency
equipment.
6.5.11 On A319/320/321 infants are allocated in attendant’s knees during all flight.
6.5.12 Infants are allocated in window seats in order to avoid injures that can be caused by
trolleys.
6.5.13 It is allowed to allocate not more then one infant in double/triple for oxygen mask providing
in case of depressurization.

Passengers with children (at the age between of 2 and 12)

6.5.14 Passengers with children are not allocated in seats by the emergency exists. It is preferred to
allocate children in window seats.
6.5.15 It is not recommended to allocate teens by the emergency exists even if they are
accompanied by adults.
6.5.16 It is not allowed to allocate children in double/triple without accompaniment.
6.5.17 Children from the age of 12 can be carried without accompaniment.
6.5.18 Children can be provided with special children meal (CHML) if this service is available at
airport and if there is prior request (not later than 24 hours before departure). If there is no
prior request (in booking system), child is not provided with BBML

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6. Special categories passengers’ carriage

6.6 UM (unaccompanied Minors)

6.6.1 Unaccompanied minors are children at the age:

a) At the age between of 5 and 12 years old on domestic flights and CIS flights;
b) At the age between of 6 and 12 years old on international flights
are travel without accompaniment of adults.
6.6.2 By parents/guardians (trustees) wish carriage of UM can be provided for children under
the age of 18.
6.6.3 Age of UM is defined on the date of carriage start.

UM carriage conditions
6.6.4 Child can be accepted for carriage as UM if there are:
1) Confirmed booking;
2) «Handling advise for UM» issued by parent, guardian, or trustee (see below).
6.6.5 «Handling advise for UM» can be issued in a process of booking and carriage by
authorized agent quadruple:
1 copy for parents/tutor at the departure airport/;
2 copy for airline representative at the departure airport;
3 copy for responsible flight assistant;
4 copy for airline representative at the airport of arrivfal.
6.6.6 In case of absence of «Handling advice for UM» agent informs parent, guardian, or
trustee about UM regulations, about addresses and office telephone of Handler to
receive the handling advice.
6.6.7 Carriage of UM is performed only at the airports where there are Air Company’s
Representatives or authorized agents.
6.6.8 Carriage of UM is performed only on direct flights or to the first point of transit.
6.6.9 Carriage is performed in Economy class; special fare settled by Handler is paid in a
process of ticket issuance.
6.6.10 Not more than 2 UM passengers are allowed on one flight.
6.6.11 The weight of carry-on baggage should be easy carried by UM.

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6. Special categories passengers’ carriage

UM carriage on domestic flights

6.6.12 UM are accepted for carriage in the presence of:
a) A ticket;
b) ID document: birth certificate - for children under the age of 14 years old / a
passport – for children from the age of 14 years old;
c) «Handling advise for UM»;
d) Medical certificate (if it is necessary).

UM carriage on CIS flights

6.6.13 UM are accepted for carriage in the presence of:
a) A ticket;
b) ID document:
Note. For citizens of the Russian Federation:
 Berth certificate or foreign passport in case of flights to Kazakhstan, Ukraine,
Kyrgyzstan, Belarus, and Tajikistan.
 Foreign passport and/or Visa if it is necessary due to regulations of country of
entry.
For citizens of Kazakhstan, Ukraine, Kyrgyzstan, Belarus, and Tajikistan:
 Berth certificate or foreign passport in case of flights to the Russian Federation;
 Foreign passport and/or Visa if it is necessary due to regulations of country of
entry.
c) Notarized Consent of parent/guardian/trustee/adoptive parent to the minor’s
departure abroad, where mentioned date of departure and country of entry.
Note. If parent/guardian/trustee/adoptive parent declare his disagreement with the
minor departure abroad, this question will be decided judicially.
a) «Handling advice for UM».

UM carriage on international flights

6.6.14 UM are accepted for carriage in the presence of:
b) A ticket;
c) Foreign passport and/or Visa if it is necessary due to regulations of country of entry.
d) Notarized Consent of parent/guardian/trustee/adoptive parent to the minor’s departure
abroad, where mentioned date of departure and country of entry/residence.
Note. If parent/guardian/trustee/adoptive parent declare his disagreement with the
minor departure abroad, this question will be decided judicially.
e) «Handling advice for UM».
UM accommodation aboard
6.6.15 UM accommodation aboard is performed in accordance with the following requirements:
- It is not allowed to allocate UM by the emergency exits;
- There is possibility to supervise and look after for him by flight-attendant during the
whole flight.

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6. Special categories passengers’ carriage

UM handling in departure airport

6.6.16 Check-in agent in accordance with PNL books a seat for UM in according to seating chart,
that provide possibility of supervising and looking after for UM by flight-attendant during
the flight.
6.6.17 Baggage of OM is marked with «UM» tag.
6.6.18 After departure PSM is sent to Representative/Handler to arrival airport (IATA Resolution
1715) about UM onboard.
6.6.19 Attendant should stay with UM till embarkation, and stay at the airport – till factual flight
departure.
6.6.20 Agent of meeting and embarkation (Representative of Air Company), accepts UM from
attendant, signs in «Handling advice for UM»; he is responsible for UM till he pass’ minor
to flight-attendant.

Actions in case of flight irregularity

6.6.21 Air Company is responsible for UM accepted for carriage in case of flight irregularity;
6.6.22 In case of long delay of departure Representative should inform parents/tutors and pass
UM to them.

UM handling in arrival airport

6.6.23 Upon arrival UM is passed from flight-attendant to Handler/Representative; after that

Handler/Representative signs in «Handling advice for UM»;
6.6.24 Handler/Representative is responsible for UM till he pass’ minor to attendant.
6.6.25 Handler/Representative has a right to pass UM only to person mentioned in «Handling
advice for UM» as “Person meeting on arrival”;
6.6.26 Upon receipt of information about UM onboard Handler/Representative access’ UM
with accompanying documents from flight-attendant; Handler/Representative after
passport control pass’ UM to attendant.
6.6.27 Procedure of UM passing includes:
1) Informing attendants by speakerphone about necessity to go to Custom
surveillance;
2) Arranging of UM baggage delivery to Custom surveillance;
3) Check compliance name in attendance ID-documents with name in «Handling
advice for UM»;
4) Passing of UM and his baggage to attendant; drawing documents.
6.6.28 In case of attendant absence Handler/Representative should:
a) Take all measures to parents/tutors;
b) Allocate UM for rest and food;
c) Connect with parents/tutors for discussion to solve the problem.
6.6.29 In foreign airports UM handling procedure is performed in according to local regulations.

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6. Special categories passengers’ carriage

6.7 INAD-passengers

6.7.1 INAD-passenger (inadmissible) is passenger not allowed to entry to the country by civil
authorities.
6.7.2 INAD-passengers should be immediately departed to the POO.
6.7.3 If it is not possible to depart INAD-passenger immediately on the fly back, the decision
about departure is up to civil Authorities’ agent and Air Company Representative.
6.7.4 Carriage of INAD-passengers can be charged with another Air Company if:
o Original airport/route of INAD-passenger is changed by statement authorities;
o There are no vacant seats on the Air Company flight.
INAD-passengers departure at the original airport/route point is performed in according to
“Statement of refusal to entry” or “Statement about INAS-passenger departure”
Statement of refusal to entry – – document from civil authorities to Air Company carried
INAD-passenger with indication of the reasons of refusal and direction to Air Company to
depart this passenger out of the country.
Statement about INAD-passenger departure – document from civil authorities to Air
Company carried INAD-passenger where mentioned the reasons of refusal (invalidity of ID-
document, impossibility to identify passenger, mechanical failure of document and etc) and
direction to Air Company to depart this passenger out of the country.
Statement is issued in duplicate and confirmed by signatures and stamps of civil Authorities’
agent and Air Company Representative.

Signature of INAD-passenger in Statement is NECESSARY.

Carriage of INAD-passengers is performed with the ticket.

6.7.5 Air Company’s expenses connected with carriage and living expenses of INAD-passenger
are paid by passenger himself. Air Company has a right to use for reimbursement of these
costs any fares paid by passenger before for unused carriage (or other fares); Air Company
can also refuse to carry passenger if he does not make up loses.
6.7.6 Air Company has a right not to pay back a sum for carriage to the point where passenger has
not been admitted.

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6. Special categories passengers’ carriage

Order of document issuance for INAD-passenger carriage

(Extract from “INAD-passenger regulations on “Ural Airlines” flights” PR 7. 9.1-05.001)

Departure of INAD-passenger from the point of destination/transit is performed at his own

expense.

If INAD-passenger does not have money, his departure is allowed only on the Air Company’s
flights.

If INAD-passenger is minor or passenger with accompaniment; they depart together.

Departure of INAD-passenger on the another Air Company’s flight is allowed only in case
when expenses of INAD-passenger guard and living expenses are higher than expenses on his
departure on flight of another Air Company.

Representative after receipt of Permit from authorized agencies to depart INAD-passenger issues
return ticket:

А without route change (to the original point of carriage) on the Air Company’s flights:

 If passenger has got return ticket Representative rebooks the date of departure (if it is
not TKNE Representative strikes out the date of departure)
 If passenger does not have return ticket Representative issues a new ticket at the
minimal fare (take into account list of official fares on the date of departure).

Note:

In the column of ticket В (ENDORSEMENTS/ RESTRICTIONS) Representative makes a note

(Restrictions are waived - INAD), signs and seals.

Б route change (not to the original point of carriage) or not on the Air Company’s flights:
 If passenger has got return ticket Representative returns it to sell system and issues the
new one on the Air Company’s flight; or issues ticket on the flight of another Air
Company at passenger own expense;
 If passenger does not have return ticket Representative issues new ticket at
passenger/Air Company expense on the Air Company’s flight with changed route or
on the flight of another Air Company.

If there is no possibility to issue ticket at arrival airport Representative books a ticket for INAD-passenger in ticket
office of Air company.
TKNE issuance in ticket office of Air company is performed with INAD-passenger passport copy and
“Statement” which sent to (343) 264 78 02 or e-mail: U6-EKB537@uralairlines.ru. Airlines ticket
office works twenty-four hours a day.
Agent for the sale of passenger carriages during the process of ticket issuance for INAD-
passenger on the Air Company’s flight:

 In the booking order makes a note « INAD-passenger carriage»;

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 In column “Fare basis” fills in a code– «YOWINAD»;

 In column “Fare” writes fare code - «IT»;
 In column “Form of payment” fills in - «Statement of refusal to entry» or «Statement
about INAD-passenger departure ».
Food, accommodation, and transfer to airport (by ground transport), coordinated with authorized
agencies of destination/connection/departure point, are paid by INAD-passenger.

In case of non payment or incomplete payment:

 For air carriage (minimal economy fare including fees);
 For passenger living expenses (food, accommodation, ground transfer and etc.);
 For transfer to airport by ground transport.

Representative fills «Certificate of carriage and living expenses of INAD-passenger» (Annex №1)
and fills in «Warranty» - Commitment of voluntary reimbursing of expenses by INAD-
passenger (Annex №2) where mentioned: name, passport data, detailed address, contacts,
term of payment, total amount of expenses (samples in words) and passenger signature on
every document.
If INAD-passenger refuses to sign he should write “Refuse to sign” in «Certificate of carriage and living
expenses» and in “Warranty”; or Representative could write “Passenger refused to sign”
If INAD-passenger was drawn at «IT» fares in column “Flight” of «Certificate of carriage and living
expenses» and in column «Cost of Carriage” of “Warranty” put a dash.

Representative from departure airport prepares the following documents:

 Passport / covering letter with attached copies of ID-document;

 «Statement of refusal to entry» or «Statement about INAD-passenger departure » (original);
 «Certificate of carriage and living expenses of INAD-passenger» (original);
 Catering way-bill lists (copies);
 Warranty (original).

Representative from departure airport hands documents (look i.2.9) on board to co-pilot (for
Representative of arrival airport).

Representative from departure airport informs PIC and a Purser about INAD-passenger aboard before
embarkation.

Check-in, Border monitoring and Customs Surveillance of INAD-passenger is performed only in

presence of Representative.

Embarkation of INAD-passenger is performed before embarkation the rest of passengers; INAD-

passenger is disembarked after the rest of passengers.

Forbidden: to allocate INAD-passenger by the emergency exists and equipment.

Representative at the departure airport:

Informs the representative of arrival airport via telephone, fax about INAD-passenger, his name and
seat aboard.

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If INAD-passenger is departed on the flight of another Air Company representative informs

representative of arrival airport about INAD-passenger, flight number and time of arrival.

Representative at the arrival airport acts in according to i.2.17, 2.18 of these Regulations.

If it is not possible to send accompanying forms through crew of another Air Company, these
documents are sent to Headquarter in Representative department by post.

Representative sends to Representative Department INAD-passenger’s documents:

i. «Statement of refusal to entry» or «Statement about INAD-passenger departure »

(copy);
ii. Passport copy (the first page – passenger photo and stamp; the page with Permits and
Visas; the place of residence) or covering letter issued by authorized agencies in case
his passport has been seized;
iii. Copy of ticket/itinerary receipt drawn for passenger departure;
iv. Printed booking of ticket, used for passenger departure;.
v. «Certificate of carriage and living expenses of INAD-passenger» (copy);
vi. «Warranty» copy;
vii. Catering way-bill lists and other documents confirm Air Company’s expenses
(originals).

If Handler pays for INAD-passenger living costs, all source documents (invoices) are sent to Air
Company’s Representative department. After acceptance documents mentioned in i.2.14.5 and
INAD-passenger living expenses invoices are sent to financial department of Air Company for
payment.

Resolutions on recovery of penalty are sent from Legal department to financial department for
payment write-off.

Representative at the arrival airport:

After documents receipt related with INAD-passenger from co-pilot he talks with INAD-passenger
about necessity of payment.

When INAD-passenger refuses to pay, Representative sends to Representative Department

documents confirming Air Company’s expenses and memo about taken measures to recover
expenses:

 List of documents:

i. «Warranty» (original);
ii. «Certificate of carriage and living expenses of INAD-passenger» (original);
iii. Copy of INAD-passenger ID-document (passport).

When Air Company pays for carriage and living expenses of INAD-passenger, payment is
performed:
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 In Yekaterinburg – in pay desk of Air Company;

 In other city – in pay desk of Representative office.

Representative office transfers money from INAD-passengers as separate payment orders to Air
Company; Purpose of payment - «For INAD-passenger Name from the flight №…..».

Rights and duties, responsibility of parties

Representative is responsible for:

 Availability of all necessary Permits of INAD-passengers departed on the Air Company’s flight;
 Obtaining permission from authorized agencies for INAD-passenger departure on the
coordinated route and date;
 Drawing of accompanying forms (if they are available), availability of signatures and stamps
on each document;
 Implementation of these Regulations in corpore.

Air Company has a right to refuse to carry INAD-passenger, to cancel booking of INAD-passenger
or make him leave a board after embarkation:

i. To prevent infringement of regulations and laws of country which territory carriage is

performed on;
ii. When INAD-passenger documents are improperly drawn.

Air Company is not responsible for:

 authorized agencies refusal for INAD-passenger to entry to the country;
 Before passenger due to passenger has not received all necessary documents (permits,
Visas).

Passenger is responsible for:

 Receiving all necessary entry/exit permits, travel documents, Visas, and etc.;
 Submission of fake documents or documents with fake data;
 Implementation of all using Regulations related with entry/exit to/from the country.

If INAD-passenger does not have enough money, Air Company pays for guard and living expenses
of INAD-passenger who are not allowed to entry to the country due to Visas absence or other
Permits.

Air Company has a right to use any fares, paid by INAD-passenger before, for covering the
expenses.

6.8 Passengers deported with an escort

6.8.1 Carriage of deported passengers with an escort is performed only with accompaniment of
authorized persons with careful precautions.

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6. Special categories passengers’ carriage

6.8.2 Allocation of deported passengers with an escort and persons accompanying them is
performed on the last rows. It is not allowed to allocate them by the emergency exits.

6.9 Carriage of persons under the surveillance

6.9.1 Deportees are accepted for carriage only on the direct flights.
6.9.2 Civil deportees (DEPU) (who were departed by public authorities due to political
reasons, invalid visas, ending of imprisonment term) are accepted without escort;
6.9.3 Criminal deportees (DEPA) (who were departed by public authorities due to extradition
because of criminal case, which is still investigated) are accepted only with escort of two
or more policemen (or persons conducting police functions) and after agreement with
competent authorities and Air Company.
6.9.4 To provide safety Air Company can get information about the reasons of deportation and
refuse to carry DEPA.
6.9.5 Ticket for deportee is paid by competent authority that made a decision about
deportation. `
6.9.6 A pursed provides PIC information about deportees in case of departure from base
airport; if flight is arrived at not the base airport, Handler/Representative informs PIC
about deportees.
6.9.7 Security requirements of carriage of persons travelling with an escort are similar to
security requirements of DEPA carriage.
Check in procedure

6.9.8 Deportees are checked in before the rest of passengers by request of public authorities.
6.9.9 When deportee is checked-in, a special mark should be entered into DCS (INAD, DEPU,
DEPA)
6.9.10 After flight departure PSM is sent (IATA, Resolution 1715) about INAD, DEPU, DEPA
on board to Representation/Handler of transit/destination airport.
Allocation aboard

6.9.11 INAD are allocated in tail-end. If it is DEPA, his escort is allocated by him.
6.9.12 INAD is not allowed to allocate by the emergency exists and rescue equipment.
6.9.13 Embarkation of INAD-passenger is performed before embarkation the rest of passengers;
INAD-passenger is disembarked after the rest of passengers.

6.10 Business/Comfort Passengers

Check-in
6.10.1 Business/Comfort passengers are provided with a separate check-in desk*. The desk
should have special sign.
Waiting for an embarkation
6.10.2 At the airport in a process of check-in* business class passengers are offered a business-
lounge;

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6.10.3 Check-in agent explains in detail to business class passengers where business-lounge
situated is;
6.10.4 Entrance to the VIP-lounge is allowed only by boarding passes;
6.10.5 Before embarkation business class passengers are provided with:
a) A bar (hot and soft beverages, salads, fruits and etc.);
b) Communication (telephone, fax, Internet);
c) The press;
d) Television.

Preflight inspection
6.10.6 Preflight inspection of business class passengers is performed in business-lounge.
Embarkation
6.10.7 Embarkation of Business/Comfort class passengers is performed after economy class
passenger (and apart from them) but before embarkation of officials;
6.10.8 In case an aircraft is at an open apron, embarkation of business class passengers is
performed by separate bus and separate passenger steps*.

Handling on board

6.10.9 Business/Comfort class passengers are provided with special seats and services aboard:
a) Specially trained flight-attendants;
b) Individual set of newspapers and magazines;
c) plaid, pillow;
d) Wide range of catering and beverages;
e) Individual toilet (in case of serviceability of other toilets)
f) Warm tissue (before the start of meal)
6.10.10 Business/Comfort class passengers are disembarked before Economy class passengers
(and apart from them) but after disembarkation of officials.

* If the service is available at the airport

6.11 VIP passengers

6.11.1 Handling of officials at the airport is performed in special lounges – VIP lounge, Lounge
of Officials and Delegations (if they are available).
6.11.2 Requirements of check-in procedure performance are not different from check-in of
economy class passengers.
6.11.3 Handling of Officials in VIP-lounge is performied on the base of Requests. Requests are
made by state and non-government organizations, political entities, religious and profit-
making organizations.
6.11.4 Passenger has to pay for handling in VIP-lounge.
6.11.5 Officials should arrive at the departure airport not later then a time of check-in closing.
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6.11.6 Transfer of VIP-passengers, their baggage and carry-on baggage to the aircraft is
performed after economy and business passengers transfer and apart from them.
6.11.7 PSM is sent to Air Company Representative/Handler of transit/destination airport (IATA
Resolution 1715) about VIP-passenger availability on board.
6.11.8 Disembarkation of VIP-passenger and unloading of their baggage are performed before
the rest of passengers (economy and business passengers).
6.11.9 Air Company has a right not to return money to deportee .

6.12 Frequent travelled passengers

Passenger, member of bonus program “Wings” who owns gold or silver member card can use a
privilege to carry additional baggage on the schedule flights.
 10 kilos additionally - for Silver card owner;
 15 kilos additionally - for Gold card owner.

6.13 Passengers with service tickets

6.13.1 Passenger, who is staff of Air Company, can be carried with service ticket on the Air
Company’s flight (by its approbation).
6.13.2 Handling of passengers with service ticket and confirmed booking is not different from
handling of passengers with usual ticket.
6.13.3 In case of flight irregularity passengers with service ticket and confirmed booking are
provided with the same services as usual passengers.

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7. Baggage Handling

Chapter 7 Baggage Handling

CONTENT

7.1 Carry-on baggage В-115

7.2 Checked baggage В-116
7.3 Free baggage allowance В-116
7.4 Excess, oversized and heavy baggage В-117
P 702.005 Procedure of Baggage check-in В-120

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Passenger baggage is accepted for transport at the airport of departure, transfer airport, transit
airport or other point of check-in by a handling company if the baggage is provided by a passenger
during check-in. Passengers„ belongings are accepted as a checked baggage under the Carrier„s
responsibility and as a cabin baggage under the passenger„s responsibility.

7.1. Carry-on Baggage

7.1.1. During baggage check-in the passenger should weigh all items of his/her baggage except
items in the passenger„s hands, which might be:
 Women‟s handbag or briefcase;
 A paper-folder;
 An umbrella or a cane;
 A bunch of flowers;
 Outwear;
 Reading material;
 Infant food and a baby seat;
 A cell phone, a photo camera, a video camera;
 A laptop;
 A suit in a holdall;
 Crutches, stretchers or wheelchair for passenger with reduced mobility;
 A pram.
7.1.2. These items are not weighted, are not checked-in, and are not tagged.
7.1.3. It is allowed to carry in passenger cabin as carry-on baggage the following:
 2 pieces of baggage not exceed 12 kg and dimensions of 55*40*20 cm, so
the overall dimensions must not exceed 115 cm (45 inches) for sum of
height, length and width for Business/Comfort classpassengers;
 1 piece of baggage not exceed 5 kg and dimensions of 55*40*20 cm, so
the overall dimensions must not exceed 115 cm (45 inches) for sum of
height, length and width for Economy class passengers.
Note: Free baggage allowance can be different for particular routes in according to Air
Company‟s management disposal; all concerned persons are informed in according to
Information standards of Air Company.

Weight of carry-on baggage is not included in FREE BAGGAGE ALLOWENCE (30 kg for
Business/Comfort passengers, 20 kg – for Economy passengers)
7.1.4 If carriage is performed by A319/320/321 carry-on baggage is allocated on overhead
compartments.
7.1.5 Carry-on baggage safety during flight is under passengers‟ responsibility; after arrival
passenger has to take carry-on baggage with him.
7.1.6 Fragile and perishable articles, money, jewelry, precious metals, securities, keys and etc.
are carried in carry-on baggage. Passenger should not carry them in checked baggage.
7.1.7 Passenger‟s belongings carried in cabin are marked with “Carry-on” tag.

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7.2 Checked baggage

7.2.1 Passenger‟s baggage must be checked:
 To the point of destination, indicated in a ticket (including additional ticket(s) or
 To the point of connection (transfer), indicated in a ticket and in a baggage receipt, point
where it is necessary to transport baggage from one terminal to another, or where
passenger should claim his baggage or
 To the stopover point where the passenger voluntary interrupts the flight (and stops his
carriage), or
 To the point up to which exceed baggage is paid to.
7.2.2 Checked baggage is carried under responsibility of Air Company for its safety.
7.2.3 Numbered baggage tag identifies each piece of checked baggage.
7.2.4 In order to indicate special conditions carriage checked baggage is marked with special tags
(«Fragile», «Transfer» and etc.).
7.2.5 Checked baggage is transported with passenger by the same aircraft.
7.2.6 If size, package, weight, or content of baggage do not meet with the requirements of
International agreements, rules and regulation of the Russian Federation, and legislative
of the country which territory carriage is performed, carriage of that baggage is not
allowed; if it is not provided a safety carriage of baggage carriage of it is not allowed.
7.2.7 It is not allowed to carry as a baggage:
a) Objects which may injure persons or property on board;
b) Animals and birds (with the exception of pet animals and birds);
c) insects, seeding;
d) reptiles and rodents;
e) laboratory and sick animals;
f) Forbidden goods (by International agreements and standard acts of the Russian
Federation, and legislative of the country which territory carriage is performed)
7.2.8 Handler should have a documented procedure of preflight check (screen) of checked
baggage due to reveal forbidden goods.

7.3 Free baggage allowance

7.3.1 Free baggage allowance is settled by Air Company and depends on service paid by a
passenger.
7.3.2 When baggage is checked in for carriage it should be weighted.
7.3.3 Information about free baggage allowance is indicated in a ticket.
7.3.4 Free baggage allowance for Ural Airlines passengers:
 Business class – 30 kg;
 Economy class – 20 kg;
 Infants – 10 kg.
7.3.5 For “Wings” program members, holders of silver and golden cards:
 Silver level (if membership card is available)
Economy class – 30кг

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Business class – 40кг;

 Golden level (if membership card is available)
Economy class – 35кг
Business class – 45кг;
7.3.6 Dimensions of piece of baggage should not exceed 50х50х100 cm and the sum of the three
dimensions of 203 cm
7.3.7 Maximum weight of one piece of baggage should not exceed 50 kilo.

7.3.8 Free baggage allowance does not cover transportation of:

o Oversized baggage (Dimensions of piece of baggage exceed the sum of the three
dimensions of 203 cm); length of one side of baggage exceed 100 cm;
o Heavy baggage (the weight of which exceeds 32 kg);
o Aquatics equipment (with the exception of surfboard and its equipment);
o automobiles, motorcycle, scooters, motorized bicycle, sport boats, hunting boats and
spare parts for them;
o TVs, tape-recorders and items of audio-, video- domestic appliances (including
stitching machines), computers and its components, clerical aids which weight
exceed 10 kg;
o Domestic animals and birds (with the exception of service dogs);
o Flowers, young plants, food herbs which weight exceed 5 kg;
o Courier mail and package accompanied by specialist of postal authorities.

7.3.8. Carriage of this baggage is paid for based on their actual weight, regardless to the weight of
other passenger belongings transported as baggage.

7.4 Oversized, exceed and heavy baggage

7.4.1 If the weight or dimensions of checked baggage exceed Free baggage allowance the
passenger has to check-in baggage and paid for it to authorized agent; agent makes a note
SSR to PNR of the passenger;
7.4.2 Carriage of excess baggage may be paid preliminary (during ticket booking) or at the
airport of departure.
7.4.3 If exceed, oversized or heavy baggage is not booked, it can be carried only on the
assumption if the carrying capacity allows so.
7.4.4 If the actual weight of baggage produced by a passenger at the airport of departure is less
than the weight paid for, the difference is paid back to the passenger in the same
currency.
7.4.5 If the actual weight of baggage produced by a passenger at the airport of departure is more
than the weight paid for, the passenger has to make an additional payment and all his/her
baggage is transported on the same flight provided the carrying capacity allows so.
7.4.6 Carriage of exceed/oversized/heavy baggage can be performed at the point of stopover and
transfer under condition that the baggage will be received by passenger at the stopover
(transfer) point.
7.4.7 In the case the baggage weight increases at the point of stopover (transfer), the passenger
makes additional payment in accordance with baggage tariff applicable.
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Carriage of excess baggage on credit is not allowed

7.4.8 Oversize and heavy baggage is accepted for carriage under condition of:
a) Advance booking and availability of confirmation from the air company;
b) The sizes of cargo doors and cargo compartments of the aircraft allow loading and offload;
c) Availability of equipment for preflight check (screening) at departure, transfer and destination
airports.
7.4.9 When it is not possible to provide carrying capacity required for transportation of oversize
or heavy baggage pieces, the air company has the right to refuse to carry such items.
7.4.10 Oversized, exceed or heavy baggage can be checked at separate check-in counters in
according to technology of the departure airport.
7.4.11 The check-in agent (handling company staff member) passes details (weight/size) to balance
dispatcher (Load control) of departure airport.
7.4.12 If there is no special equipment at the departure airport, then transportation of oversize
baggage to the sorting zone is carried out by loading brigade manually.
7.4.13 Oversize or heavy baggage is loaded in the aircraft compartments by means of ramp
mechanization.
7.4.14 Carriage of oversize or heavy baggage packed in boxes/crates/packs etc. is paid for in
accordance with actual weight and excess baggage tariff, established by the air company.
7.4.15 Items having dimensions exceeding 203 cm total and weight exceeding 50 kg, are accepted
for carriage only as cargo.

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Procedure of baggage check-in

P 702.005

The User: The check-in agent

Conditions of using: Passenger and baggage check-in

1. Procedure of baggage check-in

1.1. Check-in of tickets and baggage is performed in operational lounge of airport building
(airport lounge of departure).
1.2. Before check-in and baggage check-in it is necessary:
a) To prepare for a work:
 A necessary equipment (technological, informational, special equipment)
 Mechanization for gathering and transportation of baggage,
 Mechanization for delivering of passengers with carry-on baggage to aircraft,
б) To prepare documents,
в) To inform and give instructions to the staff,
г) To inform passengers through radio, information board in the particular check-in
sectors and by the entrances to Assembly points
1.3. Baggage check-in is performed by the notification the number of baggage pieces and weight
of baggage in a ticket and in a baggage receipt (if it is a paper ticket) and by marking of each
piece of checked/carry-on baggage with baggage tag .
1.4. If it is a TKNE all baggage information is filled in electronic passenger coupon in DCS.
1.5. In a process of accept of baggage agent has to:
1) Check durability and accuracy of baggage package, check the sizes of each piece of
baggage;
2) Inform passenger about Regulations of liquids transportation in carry-on baggage in a
cabin;
3) Ask passenger about carry-on baggage content;
4) Inform passenger about Safety requirements producible to dangerous goods carriage, ask
passenger due to reveal if he/she has got dangerous goods in baggage;
5) Offer to passenger to pack baggage if package does not provide safety of baggage content.

ATTENTION
Air Company has a right to refuse to accept baggage if its package does not provide
integrity in loading, transportation and unloading.

6) Weigh belongings, to define weight of checked and carry-on baggage by subtraction the
weight of checked baggage from total weight or by separate measurement of piece of
baggage;
7) Weigh belongings not provided by free baggage allowance;
8) Make note about number of baggage piece, checked baggage weight, carry-on baggage
weight in a baggage receipt.
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ATTENTION
In case of oversized, heavy, exceed baggage availability passenger should be sent to
booking office for payment.

9) After passenger‟s return Agent should write down the number of excess baggage ticket in a
baggage receipt and give passenger counterfoils of baggage tags back;
10) Mark each piece of carry-on baggage with “Carry-on” tag or “In a cabin” tag and let
passenger take carry-on baggage in a cabin;
1.6. After passenger and baggage check-in the check-in agent write down the number of pieces of
checked baggage and its weight in baggage register; passes details (weight/number of
pieces) to a senior agent for a balance dispatcher.
1.6. Air Company has a right to refuse to accept baggage in case of exceed of the payload settled
for the type of aircraft and (or) exceeding of the sizes of aircraft cargo compartments.
1.7. If checked baggage produced by passengers at the departure airport can not be sent with a
passenger due to carrying capacity, Air Company has to send baggage within the limits of
free baggage allowance with passengers.
1.8. It is not recommended to unload the following baggage categories (in case of payload
exceeding):
a) VIP and business passengers;
b) Transfer passengers;
c) Special categories of passengers, advanced age passengers, passengers with reduced
mobility, passengers with children;
d) Groups of passengers, families.
1.9. Checked baggage that has not been sent with passenger has to be sent on the nearest flight
as unaccompanied baggage without re-issue of tags.
1.10. From the moment when passenger checks the baggage till the moment of claim, access to
checked baggage is denied (except the cases of identification or additional inspections)
2. Combination of baggage of two and more passengers
2.1. For two and more passengers departing as a group to the same point of destination on the
same flight, and who have jointly purchased tickets and jointly produced carriage documents
and baggage it is settled combined free baggage allowance equivalent to the sum of free
baggage allowance for each passenger.
2.2. Baggage of group of passengers is checked in individually for each passenger, information
is written in baggage receipt of each passenger.
2.3. In the ticket one of group passenger is indicated the number of passengers.
2.4. Combined free baggage allowance for the crew is not allowed.

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3. Procedure of check in of baggage transported in a passenger seat

3.1. Baggage exceed limits of dimensions for carry-on baggage settled by Air Company –
diplomatic mail or baggage, which can‟t be transported in a cargo compartment due to
possible damage during carriage (musical instruments, chandelier and etc.) is accepted for
carriage in the consent of the Air Company.
3.2. If baggage is transported in a cabin passenger has to pay a fare for each seat.
3.3. A fare is charged on the separate receipt for exceed baggage.
3.4. If baggage has a form of cargo (cardboard wrapper, box or bag) and exceed settled limits of
dimensions it is necessary to mark each piece of baggage with an additional sticker
(numbered baggage tag).
3.5. Weight of transported in a cabin is written down in a line «Weight of checked baggage» in a
ticket. In a line «Limits/Permits» of a ticket is written down the number of seats taken by
baggage and its weight.
3.6. In a line «Note» of loadsheet it is necessary to write down information about oversized
baggage accepted for carriage. Its weight is included in a total weight of baggage
transported in a cabin in a loadsheet.
3.7. Handler should render assistance to passenger (if it is possible) to delivery baggage from
check-in desk to aircraft (upon departure), and from aircraft to arrival lounge (upon arrival)

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8. Flight documentation
Chapter 8 Flight documentation

CONTENT

8.1 General В-125

8.2 Load sheet В-125
8.3 Passenger Manifest В-126
8.4 MCO (Miscellaneous Charges Order) В-126
8.5 Excess baggage ticket В-126
8.6 Cargo Manifest В-126
8.7 Airway bills В-127
8.8 Flight documents proceeding В-127

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8. Flight documentation

Chapter 8 Flight documentation

8.1. General
8.1.1. U6 Operational flight documentation includes:

1) Load sheet;
2) Passenger Manifest;
3) Baggage Manifest;
4) Flight coupons;
5) Electronic ticket list
6) MCO (Miscellaneous Charges Order);
7) Excess baggage tickets;
8) Cargo Manifest;
9) Airway bills;
10) FIM.
ALTEA Amadeus DCS also includes PIL.

8.2. Load sheet

8.2.1. Load sheet is main document where the flight information is fixed.
8.2.2. Load sheet includes the following:
a) General payload, including weight of passengers, baggage, cargo, and mail;
b) Detailed breakdown by payload including:
• Number of passengers aboard by destination points and class services ,
• Weigh of baggage, number of pieces of baggage, cargo and mail by destination
points (indicating the cargo compartment where each piece is loaded)
8.2.3. Load sheet is completed by a balance dispatcher based on information from particular
services and departments (number of passengers, weight of baggage and etc.)
8.2.4. Load sheet is completed before departure for each route leg at least in triplicate :
 2 copies – for departing aircraft
 1 copy – for the archive of departing point, where it is stored for three months.

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8.3. Passenger Manifest

8.3.1. It is prepared copies of passenger Manifest at the departure airport I order to provide
them for the Authorities at the airport of arrival/transfer or at the alternate airfield.
8.3.2. Passenger Manifest is filled for each point of carriage. They can be provided in a transit
points by request of local authorities.
PIL (Passenger Information List) is also can be provided at the departure airport (if it is possible).
PIL includes all available information about passenger (personal data, list of special services and
etc.)

8.4. MCO (Miscellaneous Charges Order)

8.4.1. МСО - Miscellaneous Charges Order – it is a billing document, given by U6 representative
or the carrier itself to the passenger in confirmation of the payment made for the ticket, excess
baggage transportation or other services.

8.4.2. There are two types of MCO issuance:

1) Particularized МСО – used for payment for air carriage or particular service (hotel,
ordering a car and etc.)
Particularized MCO is issued without limitation of payment amount.
2) Unspecialized МСО – used as check book.
Unspecialized МСО is issued without indicating any particular services.
8.4.3. Unspecialized MCO is written out without indication of service type. Unspecialized MCO
can be issued for amount of money not exceeding 750 USD (IATA Resolution №725а).

8.5. Excess baggage tickets

8.5.1. Excess baggage ticket is a document, confirming payment for transportation of baggage
beyond free allowance, carriage of which is the subject of obligatory payment.
8.5.2. For each type of baggage category (excess, declared value baggage and etc.) is issued a
separate ticket.

8.6. Cargo Manifest

8.6.1. Cargo Manifest is prepared necessary number of copies at the departure airport for
Airport Authority of arrival/transfer or at the alternate airfield.
8.6.2. Cargo Manifest is filled for each point of carriage.
8.6.3. If there is no any cargo aboard to the particular point “Zero” Manifest can be issued by
local authorities’ request.
8.6.4. It is possible to stop Cargo Manifest in transit point by local authorities’ request
8.6.5. It is indicated the number of piece of cargo and mail, and their weight; for cargo it is also
indicated the number of Airway bill and name of cargo.

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8. Flight documentation

8.7. Airway bills

8.7.1. Airway bill is a set of at least 12 copies, three of them are original ones; Originals are for
the Carrier, the sender and the recipient.
8.7.2. The rest of copies comfirms delivery of cargo for each carrier takes part in transportation,
for the destination airport and for a distributor.

8.8. Flight documents proceeding:

8.8.1. Agent dedicated to check-in of passenger
1) To prepares flight documents:
 Flight coupons;
 ETL- Electronic Ticket List;
 MCO (Miscellaneous Charges Order);
 Excess baggage tickets.
2) Complies with
 Passenger Manifest/ PIL;
 Load sheet.
3) Checks and packs them into special envelope for financial department of Air
Company.

8.8.2. Flight coupons:

1) Are sorted in according to passengers categories:
a) Adult passengers;
b) Children with 50% reduction of fare;
c) Infants with 90% or 100 % reduction of fare.

2) Are sent to Accounts departments of Air Company.

8.8.3. In case of flights not from base airport documents are sent on the next flight of Air
Company into special envelope under the responsibility of senior flight attendant.

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9. Carriage and handling of special baggage

Chapter 9 Carriage and handling of special baggage

CONTENT

9.1 General В-130

9.2 Live animals (pets) В-131
9.3 Ski/Surf/snowboard/hockey equipment В-134
9.4 Golf equipment В-134
9.5 Bicycles В-134
9.6 Ammunition and firearms В-135
9.7 Human remains in funeral urns В-137
9.8 Baggage transported in the passenger seat В-137
9.9 Musical instruments В-137
9.10 Battery driven wheelchairs В-137
9.11 Crew baggage В-138
9.12 Fragile baggage and baggage transported under Air Company limited liability В-138
9.13 Priority baggage В-139
ANNEX В 9.12 A tag “Fragile” В-140
ANNEX В 9.13 A tag “Priority” В-140
9.14 Baggage of transfer passengers В-141
9.15 Unaccompanied baggage В-141
9.16 Diplomatic baggage В-141

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9. Carriage and handling of special baggage

INITIALLY LEFT BLANK

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9. Carriage and handling of special baggage

9.1. General

9.1.1. Special baggage is a baggage which requires special precautions during carriage or
special care during handling, such as:
1) fragile items;
2) photo / film equipment;
3) household equipment;
4) musical instruments;
5) electronic and optical devices and etc.
can be carried under condition of advance booking and Air Company confirmation
thereof.
9.1.2. Special baggage can be transported in the aircraft cabin and in cargo compartments of the
aircraft.
9.1.3. Special baggage should be packed in the way to exclude damage to the aircraft
equipment, passenger baggage, mail and cargo.
9.1.4. The baggage, transported in the aircraft cabin, is placed under passenger seat or into the
separate (additional) passenger seat. The passenger is responsible for carriage of special
baggage during the whole flight.
9.1.5. Carriage of special baggage, the weight of which exceeds the free baggage allowance is
the subject of additional payment in accordance with excess baggage tariff applicable.
9.1.6. The air company has a right to refuse special baggage carriage to passenger if:
a. the carriage of such baggage can endanger passengers or their property;
b. the carriage of such baggage can damage the aircraft equipment;
c. the baggage can be damaged during a flight;
d. the packing of this baggage does not comply with the air company requirements;
e. carriage of this baggage is prohibited in accordance with rules and regulations of the
country of departure/transfer/transit/destination;
f. weight, dimensions, or content of this baggage do not comply with the requirements
of this Manual;
9.1.7. In case of transportation a baggage in a passenger seat it is used regulation of baggage
transportation in a passenger seat.

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9. Carriage and handling of special baggage

9.2. Live animals (pets)

Conditions of acceptance for carriage

9.2.1. Live animals (pets) are accepted for carriage in accordance with IATA provisions.
9.2.2. Live animals and birds are accepted for carriage on the Air Company’s flight only in the
presence of confirmed consents of Air Company, advance booking and permission of the
country of destination/transit (in case of international flight).
9.2.3. During the booking of carriage the passenger has to inform species, amount and weight
of transported animal/bird.
9.2.4. Carriage of pets (live animals and birds) can be performed in the passenger cabin.
9.2.5. Provision of 9.2.6 is applicable only for domestic flights.
9.2.6. Under “pet animal” definition U6 has established following animals:
1.Cats
2.Dogs
3.Parrots
4.Canary.
Hens, geese, ducks, turkey, mice, rats, guinea pigs, hamsters, ferrets are not included into
the category of PET ANIMALS and cannot be transported in cabin.
9.2.7. Carriage of live animals and birds can be performed in the cargo compartment upon the
passenger request and if there are the Air Company consents.
9.2.8. Pet animals can be transported as baggage provided they travel with adult passenger only.
Advance booking and U6 confirmation is always required for carriage.
9.2.9. Air Company has a right to refuse to carry passenger with a pet if there is not advance
booking or confirmation from Air Company that t is necessary to provide flight safety
and prevent injury or damages to passengers health or to their property.
9.2.10. Before flight it is necessary:
a) To check if passenger has pet travel certificate registered by veterinary service and
customs service;
b) To check if container (coop, box or bag) for pet complies with Air Company
requests;
c) To weigh a pet with a container.
9.2.11. If the animal weight does not exceed 8 kg, and the passenger ticket has remark on animal
carriage inserted in proper way, and if there is SSR in PNL stating the type and weight of
the animal, then the animal can be accepted for carriage in a cabin.
9.2.12. If it is impossible to transport pets and birds in the passenger cabin, it is possible to
transport in baggage compartments of the aircraft in containers.
9.2.13. If animal is carried in a cabin or in baggage compartment, its weight is not included
in a free baggage allowance and is paid as excess baggage (taking into account the
container weight) in accordance with Fare Rules; for this carriage is issued excess
baggage ticket.

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9.2.14. The passengers are fully responsible for their live animals and birds, only under this
condition animals are accepted for carriage.
9.2.15. Passenger obeys to have the certificate, which was given by the state institution and other
documents, required by veterinary authorities of any country where the carriage is
performed (to the territory, from the territory or through the territory) (see Scheme 9-1).

Documents necessary for live animals’ transportation

Scheme 9-1
On domestic flights: veterinary certificate (form №1) issued by local
veterinary institution
1) international veterinary certificate registered in
veterinary service of boundary control point;
On international flights: 2) certificate of animal breading worth;
3) documents required by veterinary authorities of the
arrival or transit country.

9.2.16. The passenger should have the container for his/her animal(bird) which should:
a) Be so big that animal can stand, lay and turn round;
b) Have durable frame and butt-joints that animal can not escape;
c) Have an airing on the three sides. The main part of airing should be on the upper
part of container;
d) Have vents of such sizes that animal can push through them pads or nose (but
without sharp edges or ledges;
e) Be clean with waterproof bottom covered with absorbent material;
f) Have a ledge on perimeter of container bottom. Using a straw as absorbent
material IS FORBIDDEN;
g) Have grab handles.

9.2.17. Transportation of live animals in wire containers IS FORBIDDEN;

9.2.18. Container shall be made of the follows: solid plastic, glass fiber, metal, welded net or
wood.
9.2.19. Exceptionally it is allowed to carry animals in tightly closable baskets or boxes with
vents. Coop should be covered with thick light-proof cloth.
9.2.20. 2 hours before departure passenger should feed and give to drink to animal. It is
necessary to examine animal/bird before the flight.
9.2.21. Air Company is not responsible for physical injuries, loss, delay of delivery, falling sick
of death of animals/birds; Air Company is not responsible for refusal in carriage through
any country or territory.

Carriage of animals and birds (pets) in a cabin

9.2.22. It is allowed to transport in a cabin only pets (tame animals) accompanied adult passenger
in containers (coops) not exceed dimensions of 45*35*25 cm for carriage on passenger’s
knees.
9.2.23. Total weight of container/coop with animal should not exceed 8 kg.

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9.2.24. Wicker containers can be used for carriage of cats and dogs which weight does not
exceed 3 kg.
9.2.25. Guide dogs are transported free of charge and without a container on conditions that:
1) There is a guide dog certificate, collar and muzzle;
2) Guide dog is allocated under owner’s seat
3) Feeding of a guide dog during the flight and check-in IS FORBIDDEN.
9.2.26. Only two nonantagonistic animals can be transported in one passenger cabin.
9.2.27. If the antagonistic animals were accepted to the carriage, then they should be sited in
DIFFERENT CABINS.
9.2.28. Animal transportation is allowed only in Economy class cabin. Animal
transportation in business class cabin is not allowed.

Allocation of passenger transported animals in a cabin

9.2.29. It is not allowed to allocate passengers with animals in emergency exits zone, by
lavatories and galleys.
9.2.30. Passengers with a guide dog are allocated in rare seats (excluding seats by the emergency
exits)

Live animals transportation as cargo

9.2.31. Live animals transportation as cargo is performed in accordance with IATA
Recommendations «Live Animal Regulations», in presence of agreement with Air
Company and permits of destination/transit country.
9.2.32. Detailed Regulations are worded in Chapter 2 Bart B of Air Cargo Carriage Manual (РГП-
2011).

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9.3. Ski/snow/surf/hockey equipment

9.3.1. One set of ski equipment is consist of:
One pair of ski, a pair of ski poles and a pair of ski boots.

One set of surf and snow equipment is consist of:

one snowboard/surfboard, boots, helmet , goggles, special clothes.

One set of hockey equipment is consist of:

one piece of baggage (trunk) with equipment and one piece of baggage (a cover) with two
hockey sticks.
Free baggage allowance of above mentioned equipment is 32 kg.
If baggage exceed 32kg, it is charged and paid as excess baggage.
Limit of one baggage of such equipment is 50kg .
Max. dimensions of one set is 203 cm (length, width and height).
Dimensions of aircraft compartment are 220*80*50cm.
9.3.2. One set of ski/surfing/snowboarding/hockey equipment is carried free of charge if the total
weight of passenger baggage (irrespective of service class) is not more than 40 kg. If the
total weight of passenger baggage including equipment exceeds 40 kg, so baggage exceed
40 kg and another set of equipment are paid as excess baggage.
9.3.3. Additional free baggage allowances available for “The Wings” program do not extend to
equipment.
9.3.4. Ski/board/hockey and additional equipment should be packed in covers. To avoid ski
damage the cover should not have long straps and prominent pockets.

9.4. Golf equipment

9.4.1. One set of golf equipments is consist of a golf pack with clubs and a pair of shoes.
9.4.2. One set of golf equipment is carried free of charge if its does not exceed free baggage
allowance.
9.4.3. If the weight of golf equipment exceeds free allowance or the second set of golf
equipment is transported, then the weight of a golf pack is paid for as 6kg of excess
baggage.

9.5. Bicycles
9.5.1. Bicycle can be included in free baggage allowance if:
 the total weight of passenger baggage including bicycle is not more than free
allowance;
 its dimensions in packaging does not exceed 203 cm in a sum;
9.5.2. Bicycles are transported on conditions that:
 the bicycle is properly wrapped (e.g. in a special paper box or wrapped in a
plastic foil or any other wrapping in order to minimize the movement of the
front wheel fork);
 Handle bar is fixed;
 Pedals removed.

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9.6. Ammunition and firearms

9.6.1. Air carriage of firearms, ammunition is performed in accordance with the legislation of
Russian Federation, laws of other governments and international agreements to which
Russian Federation is a part of.

Transfer carriage of firearms and ammunition is strictly prohibited

9.6.2. Passenger can not transport on board:

a) firearms, gas, pneumatic, cold and mechanical arms of all types;
b) pistols, revolvers, rifles, carbines, electric shock devices and their imitators;
c) any models/plaster casts of firearms (including toys);
d) arbalests, spear guns, saber, hatchet, yataghan, broadsword swords, bayonets,
daggers, stilettos, knifes: hunting, landing, Finnish and also clasp and kitchen
knifes irrelevant to their purpose;
e) various explosives, exploding devices and their contents (gunpowder), live
cartridges of any type (including small-caliber), gas firearm cartridges,
pyrotechnical devices: signal flares, Bengal lights, petards, trotyl, dynamite, tolite
etc;
f) capsules, detonators, electric detonators, fuses etc.
9.6.3. Firearms belonging to a passenger entitled to keep and carry it, are passed to the air
company authorized staff at the airport of departure and kept on board for the whole
flight duration. At the airport of destination the firearms are given back to the passenger
in accordance with the established procedure.
9.6.4. If the flight routing involves foreign countries, the issue of firearms transportation shall
be settled with the authorities of each of these countries as required.
9.6.5. The passenger with firearms should have the entry permission granted by the authorities
of country he enters.
9.6.6. Acceptance of firearms for transport, completion of documents related, delivery of
firearms on board on board at the departure airport and return at the airport of destination
is performed by aviation security staff.
9.6.7. Acceptance of firearms for temporary storage on board (during flight operation) is
supported by an act drawn up in three copies and signed by the passenger – firearms
owner and a security staff member responsible.
9.6.8. The first copy is signed by the air company crew member and remains at the departure
airport filed with the security service. The second copy is passed to the air company and
the third copy is passed to the passenger to get his/her firearms at the destination point
9.6.9. Security staff member informs the passenger about the procedure for getting firearms at
the airport of destination.
9.6.10. Officers of Federal Security Service of Russian Federation, Special courier service of the
government of Russian Federation traveling on service (i.e. escorting )and having
warrants thereof) as well as the military and related personnel may not pass their arms
and ammunition for temporary storage on board.
9.6.11. Firearms are carried well packed, placed in metal case which is located in an isolated
baggage or cargo compartment of an aircraft.

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9.6.12. Ammunition not fitting the standard metal case even if disassembled is transported in
isolated baggage or cargo compartments in packaging provided by their owner, checked
and sealed by the security so that to observe the aviation security standards related
9.6.13. Return of firearms to the passenger at airport of destination is performed by a security
staff member responsible upon the presentation of the document identifying his/her
personality, document confirming his/her right to carry arms and his/her copy of the act
issued at the airport of departure. Sometimes the permission to import/export the
firearms and ammunition to/from the territory of Russian Federation is also required
9.6.14. Unclaimed firearms (at the destination point) are passed by the security staff to the law
enforcement agencies.
9.6.15. To transport firearms/ammunition, its spare parts and the like on board an aircraft, a red
metal case of 1100х500х300 mm are used.
9.6.16. When several firearms are transported on one flight and a few of them are returned to their
owners at the transit airport, the ones remaining for further flight legs are sealed by crew
member/a purser with Air Company stamp (the seal is given in Ural Airlines security
before the departure). If firearms transportation is performed on the A319/320/321 the case
is sealed with metal stamp of flight-attendant.
9.6.17. During transit flights with the change of crew in a transit airport, passing of firearms and
“Act on firearms acceptance” is performed under the aircraft. Crew member receiving the
firearms checks availability and integrity of the seal on the case with firearms and signs the
back side of the “Act on firearms acceptance”. If the seal is damaged, then the factual
quantity and numbers of the firearms is compared with those stated in the “Act on firearms
acceptance”. After verification the case is sealed again as required (it is sealed with a
metal stamp of flight-attendant if flight is performed on A320)
9.6.18. 20 minutes prior to landing at the airport of destination/transit PIC informs tower of
firearms/ammo on board an aircraft. Dispatch staff sends this information to the airport
Security service
9.6.19. Metal cases for firearms’ transportation are sited on board:
- А-320/321 – в BULK
9.6.20. Ural Airlines performs firearms’ transportation in accordance with:
1) “Technology of receipt, issuance, delivery on board (from a board) and claiming
firearms, ammunition, cartridges and special items passed by passengers for
temporary storage on board during the flight”
2) «Instruction of allocation, transportation and storage of metal case with firearms,
ammunition, cartridges and special items passed by passengers for temporary
storage on board during the flight”.
(see Aviation Security Manual (Chapter 8 “Directive materials”).

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9.7. Human remains in funeral urns

9.7.1. Human remains in urns may be carried only in baggage or cargo compartment. They are
not carried as carry-on baggage for ethnic reasons.
9.7.2. The urn shall have a firm packaging preventing it from damage during handling. The
package shall have the address on it.
9.7.3. The passenger must provide a cremation document

9.8. Baggage transported in the passenger seat

9.8.1. Baggage, requiring special conditions of carriage (fragile objects), can be accepted for
carriage in the passenger cabin if:
1) the passenger agreed on this with the air company well in advance;
2) the baggage passed the security check (screening).
9.8.2. If such piece of baggage, due to its dimensions, does not fit one passenger seat as
required, the passenger shall pay additional fare for one more seat (passenger seat) in
accordance with the tariff applicable (in this case payment for transportation of excess
baggage is not collected).
9.8.3. The weight of such piece of baggage can not be more than 80 kg, and the dimensions
shall fit the passenger seat.
9.8.4. Such baggage is put in the seat by the window and is well fixed with the seat belt.
9.8.5. The baggage, requiring special conditions of carriage, which is transported in the
passenger seat, is not weighed during check-in. It is marked with the “CABIN” tag
9.8.6. The passenger is fully responsible for baggage safety and integrity.
9.8.7. The baggage which is transported in the passenger cabin should be properly packed so
that it does not damage the aircraft interior.

9.9. Musical instruments

9.9.1. Musical instruments can be transported in the passenger cabin as well as in the baggage
compartment.
9.9.2. When musical instruments are transported in the passenger cabin, the rules related to
baggage, transported in the passenger seat are applicable.
9.9.3. Oversize musical instruments are not included in the free baggage allowance.

9.10. Battery driven wheelchairs

9.10.1. Wheelchairs driven by dry-charged battery may be accepted for carriage as checked
baggage on the condition that battery contacts are disconnected and isolated to
prevent a short circuit and must be attached to the
wheelchair safely.
9.10.2. Wheelchairs with wet-cell batteries may be carried without disconnections of battery
but the accumulator contacts should be isolated.
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9. Carriage and handling of special baggage

9.10.3. Wheelchairs with electrolytic batteries are performed in baggage compartment on the
condition that battery is disconnected, accumulator contacts are isolated, and battery
is packed into container with absorbable materials and is marked as required.
9.10.4. If the wheelchair/ MOBILITY AID cannot be loaded, stowed, secured and unloaded
always in an upright
position, the battery must be removed and the wheelchair or mobility aid may then
be carried as
checked baggage without restriction.
9.10.5. The removed battery must be carried in strong, rigid packaging as follows:
a) packaging must be leak-tight, impervious to battery fluid and protected against
upset by securing to pallets or by securing them in cargo compartments using
appropriate means of securement (other than by bracing with freight or baggage)
such as by use of restraining straps, brackets or holders;
b) batteries must be protected against short cirtuits, secured upright in these
packaging and surrounded by compatible absorbent material sufficient to absorb
their total liquid contents;
c) These packaging must be marked “ WET –CELL BATTERY, WITH,
WITH WHEELCHAIR” or
“BATTERY, WET, WITH MOBILITY AID" and be labeled with the „Corrosive"
label, and with the „Package Orientation" label
9.10.6. It is recommended that passengers make
advance arrangements with each operator. Also those batteries which are spillable
should be fitted with spill-
resistant vent caps when feasible
9.10.7. The PIC must be informed of the location of a wheelchair or mobility aid with an
installed
battery or the location of a packed battery (Notification To Captain).

9.11. Crew baggage

9.11.1. Crew baggage is tagged with “CREW” labels and is loaded in the aircraft separately
from passenger baggage.
9.11.2. Free baggage allowance for crew members is 10 kg (for turnaround flights). Dimensions
of one piece of carry-on baggage: 20х30х50.
9.11.3 Free baggage allowance for flights with long stay or for duty journey is 20 kg.
Dimensions of one piece of carry-on baggage: 50х50х100.
9.11.4 Number of piece of baggage for one crew member is not more than 4.
9.11.5 Crew baggage transported by А319/320/321 is allocated in the third baggage
compartment.
9.11.6 Service baggage (flight and technical documents) and crew carry-on baggage should be
allocated and fastened in special safe places: cloakrooms, special compartments.

9.12 Fragile baggage and baggage transported under Air Company limited
liability

9.12.3 Fragile, improperly packed baggage or baggage with damaged packaging can be
accepted for transport provided Air Company is not liable for its safety and integrity

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9.12.4 Such baggage is checked-in by issuing the special baggage tag of limited liability
(Annex В9.12).
9.12.5 This limited liability tag allows making necessary records concerning baggage type,
location of packaging damage. Passenger confirms his/her liability by personal
signature by signature
9.12.6 If the baggage has no limited liability tag, it is not accepted for transport as checked
baggage.

9.13 Priority baggage

9.13.3 When an aircraft is changed at a base airport, the transit baggage is tagged temporarily
with additional «Priority» label (Annex В 9.13).

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Annex В9.12

Tag

Annex В9.13

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9.14 Transfer passengers’ baggage

9.14.3 Baggage of transfer passengers is checked in to the destination point (if it does not
contradict the requirements of state authorities) and marked with “TRANSFER” tag.
9.14.4 Every piece of transfer baggage transported on U6 flights must be tagged with the
“TRANSFER” tag.

9.15 Unaccompanied baggage

9.15.3 The baggage can be transported as unaccompanied baggage upon the passenger’s wish.
9.15.4 Unaccompanied baggage is accepted for transport for the same routing as the passenger
owning this baggage and if the passenger registers his baggage at the customs on
international flights.
9.15.5 Unaccompanied baggage is transported with an AWB issued accordingly as per Ural
Airlines’ cargo tariffs applicable.

9.16 Diplomatic baggage

9.16.3 Diplomatic baggage includes diplomatic mail delivered to the destination point with a
courier (special service officer). Mail transported with such governmental courier is the
subject of immunity and shall not pass the security check (screening).
9.16.4 Such mail should be packed in special packaging and properly sealed.
9.16.5 Number of pieces as well as details confirmed with a stamp is put on a special covering
list. The covering list confirms that there is mail in the sealed pieces, and it guarantees
that there are no dangerous items prohibited for air transportation inside.
9.16.6 Preflight security check of government couriers and their carry-on baggage (except for
escorted mail) is performed on the common basis but out of turn.
9.16.7 Government couriers can not their duty weapon(s) when transporting diplomatic
baggage except for neuroparalytic gas and tear gas
9.16.8 By Air Company request government couriers have to produce papers confirming their
authorities to accompany diplomatic mail.
9.16.9 If the mail is allocated in the passenger seats (not more than 80 kg in every seat), then
every passenger seat is paid in accordance with a full tariff, established for passenger
carriage.
9.16.10 Government couriers have the right for free of charge baggage carriage in accordance
with the norm of baggage carriage.
9.16.11 Check-in of government courier and his mail is performed before check-in the rest of
passengers or out of turn.

Procedure of mail carriage in the passenger cabin

9.16.12 Government couriers carrying mail in passenger cabin (in the passenger seat) are allowed
to transport up to 70 kg in each seat; such seat being well visible for the courier.
9.16.13 Government courier boarding is performed before passenger boarding.

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9.16.14 The allowance weight of mail carriage on baggage racks is 30 kg and size is
30*5*100cm.
9.16.15 Seats allocation for couriers on duty: A319 – 19 row, A320 – 24 row, A321 - 34 row.

Procedure of mail carriage in baggage-cargo compartment

9.16.16 When diplomatic mail is transported in aircraft baggage-cargo compartment, the couriers
are allowed to inspect these compartments and monitor load/offload of baggage, cargo
and mail up to the moment of compartment closing.
9.16.17 Crew should inform the government courier about baggage-cargo compartment opening
in the transfer points for the purpose of loading or offload of the mail.
9.16.18 Government courier obeys to be present at offload and loading of the mail in the
baggage-cargo compartments in transfer points from the moment of compartment
opening to the moment of its closing
9.16.19 Having arrived to the destination point, government courier should be present during
mail offload from the moment of baggage-cargo compartment opening
9.16.20 Courier, who accompanies the mail, is responsible for the mail safety during the whole
carriage, including ground operations related.
9.16.21 In case of emergency situation on board the government courier, who accompanies the
mail, must follow all instructions given by PIC.

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10. Baggage irregularities

Chapter 10 Baggage irregularities

CONTENT

10.1 Shortage of baggage В-145

10.2 Non-arrival of baggage В-145
10.3 Damage to baggage and its content В-145
10.4 Weight shortage of baggage В-146
10.5 Loss of baggage В-147
10.6 Unclaimed baggage. Baggage without documents В-147
10.7 Forwarding of Baggage В-148
10.8 Mishandled Baggage В-149
10.9 Reclamations from passengers В-149
10.10 Monetary compensations to passengers to purchase the necessities В-151
П 702.006 Baggage search procedure В-152

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10. Baggage irregularities

10.1 Baggage shortage

10.1.1 Baggage shortage is a situation when the amount of checked baggage arrives at the
destination point does not equal the amount of baggage indicated in the carriage
documents related (i.e. the Loadsheet, baggage manifest).
10.1.2 Shortage of checked baggage revealed during load/offload is stated by a flight attendant
responsible by making “Notes about baggage irregularities” in baggage manifest
confirmed by his/her personal signature and signature by a handling company staff
member.
10.1.3 As regards to international flights, baggage shortage reveled when accepting baggage on
board is documented by the handling company representative - he makes changes in the
Loadsheet and puts his signature.
10.1.4 In all cases of baggage shortage at the airport of destination, the handling company or
Air Company’s representative obeys to take all steps possible for the baggage search.
10.1.5 At the airport of baggage delivering all problems concerned with checked baggage are
solved by Representative of the Handler or of the Air Company performed passenger
carriage.

10.2 Non-arrival of baggage

10.2.1 Cases when baggage checked-in at the airport of departure did not arrive at the airport of
destination together with its owner are considered to be cases of non-arrival of baggage.
10.2.2 If a passenger did not get his baggage at the airport of destination, he should apply to the
Handler or Air Company representative.
10.2.3 The Handler or Air Company representative checks the passenger's documents
(passenger ticket, boarding pass, and baggage ticket coupon, excess baggage ticket) to
confirm the fact of proper baggage check-in and it’s routing from the point of departure.
10.2.4 If necessary, he arranges for immediate search of baggage by:
a) checking baggage-cargo compartments and passenger cabin of the aircraft;
b) checking for any unclaimed or untagged baggage in the claim area;
c) checking the transit/transfer baggage in the sorting area.
10.2.5 If the immediate baggage search was in vain, a handling company Lost and Found unit
accepts an application on baggage non-arrival from the passenger (PIR).

10.3 Damage of baggage

10.3.1 Damage to baggage is a type of baggage irregularity when a passenger's baggage was
damaged during air transportation and the passenger can not use it any more.
10.3.2 If the damage to baggage is discovered during loading/offload, this fact is stated in the
“Notes of baggage damage” block of the Loadsheet and confirmed by the signature of
flight attendant responsible and handing company staff (loaders).
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10.3.3 When a passenger declares damage incurred to his baggage, such as any damage to its
contents or absence of certain items at the point of destination, then the personnel of Lost
and Found performs visual check of the baggage, weighs it, and checks for “ Limited
release” tag if available.
10.3.4 Once the visual check of baggage and documents performed:
a) commercial report/PIR is compiled manually if the “World Tracer” is not
available;
b) DPR (Damaged Property Report) is filed in the “World Tracer”.
10.3.5 The report contains data on baggage weights (weight of baggage which had been checked-
in at the airport of departure and weight of baggage which actually arrived), nature and
level of damage, cost and the year of purchase (by word of passenger). Then the
deterioration index is determined and put on the report alongside with passenger contacts
and Air Company recommendations.
10.3.6 Then the passenger gets the report or copy of OIR in the language understandable to him.
He/she is advised on necessity to keep the damaged baggage and related documents until
the final decision on claim is made.
10.3.7 If the baggage (suitcase, travel bag and etc.) is damaged to the extent which makes its
further use impossible, the passenger is offered to be replaced the damaged items with the
analogous of stock available.
10.3.8 If the damaged baggage (suitcase, travel bag and etc.) can be repaired, the passenger is
offered to repair the baggage and provide a receipt in confirmation of expenses incurred.
10.3.9 If the damaged baggage can not be repaired or the cost of repair exceeds the cost of
baggage itself, the passenger files a claim in accordance with the standard procedure
applied. His written application shall be accompanied by documents in confirmation of
repair expenses, baggage cost and year of its purchase. Then passenger passes the damaged
baggage to the carrier.
10.3.10 When a passenger declares damage to his baggage, Lost and Found staff suggests that
the passenger opens the baggage and shows the damaged items.
10.3.11 When a commercial report or DPR file is compiled, a detailed description of damage is
given.
10.3.12 If the damage is caused by any liquid or substance contained in baggage, the name of the
liquid/substance is stated.
10.3.13 Then the passenger is offered to contact a cleaning company and provide a receipt in
confirmation of cleaning service used.
10.3.14 If it is not possible to mend the damaged items, a passenger is warned on the necessity
to keep the damaged items until the final decision on claim is made. This is done when the
commercial report or PIR printout is given to this passenger.

10.4 Weight shortage of baggage

10.4.1 If a passenger declares that the weight of delivered baggage does not correspond with the
weight of baggage checked-in at the point of departure, then Lost and Found unit:
 Weight the baggage;

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 determines the fact of weight shortage;

 carefully examines the baggage;
 checks the packaging condition, baggage content due to reveal details of damage:
condition of locks, mess inside of baggage and etc
 makes a commercial report or DPR in ACS “World Tracer”, in which the weight of
actually received baggage is stated and the detailed description of missing items is
given (mark, colour, producer and etc.)

10.4.2 A passenger is given one copy of a commercial act or PIR printout in a language
understandable to the passenger and the passenger is warned on the necessity to keep travel
documents until final decision on the claim is made.
10.4.3 Local police is informed on the fact of baggage shortage and a message is sent to the
airport of departure.
10.4.4 Baggage shortage and thefts from a baggage should be immediately investigated by
Aviation security (Airport police department).

10.5 Loss of Baggage

10.5.1 Loss of baggage - irregularities of baggage transportation when the Carrier on the expiry
of settled terms is not able to claim baggage to his owner/authorized agent irrespective of
the reason of that (loss, theft, mishandling, claim to a wrong person in a transfer airport)
10.5.2 Lost baggage – a checked baggage not found within 21 (twenty-one) days from the date of
the loss.

10.6 Unclaimed Baggage. Baggage without documents

10.6.1 Unclaimed baggage is the checked baggage which is not claimed by its owner upon arrival
at the destination point stated on its tag
10.6.2 Unclaimed baggage is passed to the Lost and Found unit of a handling company where it
is weighed and examined for any damage and checked for perishables
10.6.3 If necessary the baggage can be opened for identification, in this case the list of content
is made, and information obtained is put into OHD file of the “World Tracer”.
10.6.4 Perishable goods being under the threat of spoiling should be disposed of.
10.6.5 The unclaimed baggage is checked by the security staff as required and put into special
premises for storage
10.6.6 The handling company provides informing a baggage owner about the searching of
baggage if owner’s location is ascertained.
10.6.7 Unclaimed baggage is kept at the airport for 2 days after the aircraft arrival (including the
day of arrival) without additional charge.
10.6.8 If unclaimed baggage is not delivered to the passenger within 24 hours, then Lost and
Found informs the Air Company on unclaimed baggage available.
10.6.9 Unclaimed baggage can be sent to another airport upon the passenger’s written request.
10.6.10 Carriage of unclaimed baggage is performed under RUSH RECEIPT and BAGGAGE
RECEIPT.

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10.6.11 Expenses incurred by the storage of baggage over 2 days are covered by the passenger
after claim of baggage.
10.6.12 Maximum duration of storage is 6 months from the day of passenger informing that
baggage is found. If the owner is not found - from the day of aircraft arrival.
10.6.13 At the expiration of the period of storage baggage should be sold or disposed of in
accordance with the legislative of the Russian Federation.
If there are not baggage inquires or AHL files in the “World Tracer” system, it is created
OHD file in the “World Tracer”; airports where baggage can be delivered are also be
informed via AFTN messages. When an OHD message filed on unclaimed baggage in the
World Traces matches any AHD messages available in the system, the baggage obtained
is forwarded to the address stated in AHL.

10.7 Forwarding of Baggage

10.7.1 baggage that was not transported together with the passenger due to wrong loading, routing
or holding and has to bу forwarded to the right destination separately under the RUSH tag
or RUSH receipt.
10.7.2 FWD message is filed in World Tracer and/or a message is sent via AFTN to the
destination and transfer points immediately.
10.7.3 FWD or identical message should contain:
 TN – number of the baggage tag
 XT - number of coupon which is sent in addition
 NM – passenger name
 FD - details of a flight (number and date)by which the baggage should have
arrived
 FO - details of flight by which the baggage will be forwarded
 FW - destination point and transfer points, if any; the airline codes
 RL - incident reason (code)
 FB - number of pieces
 SI - weight
If checked baggage is found Air Company provides informing of the owner and delivering
of baggage to the point and address mentioned by passenger without additional charge.
10.7.4 Forwarded baggage shall be handed to a passenger.
10.7.5 Baggage delivery is done by the carrier operating the flight by which the passenger arrived
at the airport of destination. Details of baggage delivery shall be discussed with the
passenger until mutual agreement is reached
10.7.6 A passenger should get the baggage as soon as possible but certain categories of baggage
have priority in forwarding. These are baggage of tourists going cruising or - documents
necessary for negotiations, wheelchairs etc.
10.7.7 If a passenger had to go to the airport to get his baggage on his own, he has the right to
claim for reimbursement of costs.

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10.8 Mishandled Baggage

10.8.1 Baggage with destination different from that stated on its owner’s ticket indicated on the
baggage tag or having no tag at all is also passed to the Lost and Found unit of a handling
company.
10.8.2 Then Lost and Found personnel should:
a) weigh, open, take away perishables, if any, and seal the baggage;
b) complete a commercial report or file OHD message in “World Tracer”;
c) inform the departure/destination airports about the baggage availability, details of
flight it arrived with (the number of flight and date of it), numbers of baggage tags
and weight of each piece via AFTN;
d) arrange for its forwarding as required;
e) inform the departure airports (which mishandled baggage) and destination airport
about the baggage forwarded.
10.8.3 Mishandled baggage should be immediately sent to the destination point in according to its
baggage tag.
10.8.4 When it is impossible to send mishandled baggage to the airport pointed in a baggage tag it
is sent back at the airport of departure;
10.8.5 Baggage without documents is opened for identification, the list of its contents is made, the
baggage is sealed and information is loaded into the “World Tracer” in form of OHD file.
10.8.6 The baggage is opened by the group assigned arranged by a handling company and the
airline.
10.8.7 Lost and found personnel checks availability of AHL files in “The World Tracer” or
AFTN-inquires of non-arrived baggage searching from other airports.
10.8.8 If there is an inquiry baggage departure is perfumed in according to it.

10.9 Reclamations from passengers

10.9.1 If a passenger wishes to sue Air Company for baggage irregularity, he/she has to file
reclamation.
10.9.2 Warsaw convention is applicable to the irregularities happened during flight operations
with destination or stopover point in the country different from the country of departure.
Warsaw convention limits the carrier’s liability for loss or damage to baggage and for
death and health hazard of passenger in most cases.
10.9.3 In case of baggage damage during international carriage, a passenger should file a written
claim immediately after the damage is revealed, but not later than 7 days after the date of
baggage delivery.
10.9.4 In case of late delivery, the claim should be written not later than 21 days after the baggage
delivery.
10.9.5 For domestic flights, the claim should be written within 6 moths from the date irregularity
happened.
10.9.6 The carrier shall consider the claim within 30 days from the date the claim is filed and
inform the passenger about either acceptance or denial of the claim.
10.9.7 In case of loss, missing part of the baggage or damage to baggage, only total weight and
number of pieces of the baggage is considered.
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10.9.8 Сумма выплаты не должна превышать реально причиненного ущерба. The amount
paid off to the passenger equals caused losses.
10.9.9 The Air Company is not responsible for fragile or perishable goods, moneys, jewelries,
precious metals, securities, passports and other documents put in the checked baggage.
10.9.10 If no claim is filed upon baggage delivery to its owner, it is assumed, unless proved
otherwise, that the baggage is delivered in full volume and in proper condition in
accordance with the carriage document.
10.9.11 In case of loss, delayed delivery, missing part of the baggage or damage to baggage, it is
only a passenger or a person duly authorized by the passenger who is entitled to file
reclamation.
10.9.12 Circumstances serving as a basis for Air Company liability shall be confirmed by a
commercial report which is completed immediately at the destination airport after the
irregularity is revealed.
10.9.13 Reclamation shall be supported by the original documents which prove the existence of
air carriage contract and documents related and confirm the right of declarant (passenger)
to raise a claim:
a. passenger ticket, baggage coupon (boarding pass),
b. coupon of number baggage tag,
c. commercial report or PIR,
d. coupon of excess baggage payment.
10.9.14 Reclamation shall clearly state the amount of compensation requested.
10.9.15 In case of international carriage reclamation shall also be added by a passenger statement
where mentioned the sum of losses with receipts/bills confirming losses connected with
delayed delivery.

Reclamation for loss of baggage

10.9.16 Reclamation shall also be supported by a statement listing the content of the baggage with
its cost indication
10.9.17 In case the weight of lost/damaged baggage was not determined, standard data in
accordance with Recommended IATA Practice 1751 is applied.
10.9.18 The amount of compensation is limited to free baggage allowance.
10.9.19 The amount of subsidy for necessities is deducted from the amount of compensation.

Reclamation for damage to baggage

10.9.20 Reclamation for damage to baggage shall be supported by list of damaged items stating its
cost, year and month of purchase. The amount of reclamation should be proved by person
concerned.
10.9.21 If the damaged baggage was subject to repair, receipts stating the cost of repair shall also
be attached. If the damaged items were not subject to repair, receipt stating the cost of the
new ones is attached.
10.9.22 10% for each year of usage is deducted from the amount of compensation for baggage
which had been proved unrepairable.

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Reclamation for damage to baggage content

10.9.23 In case of damage to baggage content passenger should mention in Reclamation the cost of
damaged items and pass them by Air Company’s request.
10.9.24 Reclamation for damage to baggage content shall be supported by list of unrepairable
damaged items and costs of them.
10.9.25 Compensation is performed in case weight of checked baggage is different.
10.9.26 In case the weight of lost/damaged baggage content can not be determined (passenger
travelled within a group and etc.), standard data in accordance with Recommended IATA
Practice 1751 is applied.

10.10 Monetary compensations to passengers to purchase the necessities

10.10.1 Passenger can get subsidy to purchase the necessities if their checked baggage is not
delivered within 24 hours from the moment of the aircraft arrival.
10.10.2 The amount of such payment limits to 1000 rubles for domestic flights and 100 USD for
international flights.
10.10.3 Actual amount of compensation is determined individually depending on concrete
circumstances (particular country specifics, arrival time and etc.)
10.10.4 Passengers who are the permanent residents of the location where such irregularity took
place are not subsidized.
10.10.5 Once the baggage is received by the passenger, the subsidies are not paid either.
10.10.6 Monetary compensations are paid by the air company representative in the airport where
such irregularity took place

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10. Baggage irregularities

Baggage search procedure

P 702.006
The User: the Air Company/the Handler (Baggage search agent)

Conditions of using: as soon as passenger – owner of baggage - writes an advice note on

baggage non-arrival.

1. The Handler or the Air Company ensures to take all possible measures on baggage search:
a) a message requesting availability of lost baggage sent to the airport of departure;
b) messages requesting availability of lost baggage sent to all airports where this
baggage could be forwarded by mistake;
c) message requesting urgent forwarding of baggage in case it’s found.
2. The objects of searching are:
a) a checked baggage accepted for carriage with baggage tags issued;
b) a checked baggage with a forwarding receipt of “Rush” tag available.
3. Based on air transport documents, the agent of Lost and Found unit shall:

1) complete a “Notice on baggage non-arrival” and give it to a passenger (provided

«World Tracer» is not available);
2) file AHL (advise if holding) message and print out PIR (Property Irregularity Report)
in the language understandable to the passenger and give one copy to the passenger
(provided «World Tracer» is not available);
3) The following data is contained in the PIR:
a) passenger’s first and last name;
b) flight route, number and date of flight departure in accordance with the ticket
(boarding pass);
c) number of passenger ticket and baggage ticket (number of electronic ticket);
d) baggage tag number *
* If the passenger doesn’t have a baggage tag coupon, «courtesy» remark is put on the
“Notice on baggage non-arrival” or PIR and the passenger is informed that he/she s not
entitled for monetary compensation in case of baggage loss.
e) checked baggage weight (BW), delivered baggage weight (DW) and non-
arrived baggage weight (NW);
f) type and colour of baggage (passenger defines colour and type himself with the
help of “Baggage ID Chart IATA”;
g) list of baggage contents with a few peculiar items described - for quick and
precise identification;
h) terms of baggage screening, contacts and addresses of Representative office
and Head Air Company office.
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4. Passenger should be informed that he should keep travel documents for raising a claim in
case baggage is not found.
5. If the baggage is not found after seven days of search, a handling company passes to Air
Company:
a) Copy of PIR,
b) “Notice on baggage non-arrival”,
c) baggage ticket coupon,
d) copy of passenger ticket (boarding pass)
e) copies of baggage search telegrams.
6. Lost and Found service informs passenger that searching of baggage has been stopped and
all complaint documents have been passed to the Air Company; the service recommends
passenger to address with reclamations to Air Company.
7. If the checked baggage is found, then the handling company or the Air Company informs
the passenger about baggage delivery to the location requested by the passenger without any
additional charge provided the customs of forwarding airport permits this.
8. Once the baggage is well received by the passenger, baggage search stops and AHL file gets
closed in the “World Tracer”.

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11. Safe transportation of Dangerous goods/ items in passenger baggage

Chapter 11 Safe transportation of Dangerous goods/items in passenger

baggage

CONTENT

11.1 General В-156

ANNEX В 11.1 Dangerous goods compatibility table В-157
11.2 Information to passengers about air transportation of dangerous goods В-158
11.3 Procedure of dangerous goods identification undeclared for carriage В-158
11.4 Dangerous goods transportation В-158
11.5 Carriage of animal origin goods into EU countries В-159
11.6 Carriage of liquids in carry-on baggage В-159
11.7 List of goods/items prohibited for transportation В-161
11.8 Provision for Dangerous Goods carried by Passenger or Crew
(IATA 2.3) В-163

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11. Safe transportation of Dangerous goods/ items in passenger baggage

11.1. Basic principles

11.1.1. Safe transportation of dangerous goods by air can be provided only in case of strict
compliance with of the following basic principles:
1) correct dangerous goods classification and compliance with the rules of them
compatibility (Annex В15.1);
2) compliance with the requirements for dangerous goods prohibited for
transportation by air(expect when exemption is issued);
3) use of appropriative type of package approved by technical requirements;
4) completed professional training by personnel that perform duties within the scope
of dangerous goods handling;
5) accurate and correct declaration of dangerous goods;
6) Notification of PIC about DG(NOTOC) transportation and its location on board.

11.1.2. A handling company must have:

 Actual edition of ICAO Technical Instructions for the safe transport of Dangerous
Goods by Air;
 IATA Dangerous Goods Regulations (IATA DGR);
 Documented procedure that ensures acceptance, proper package of goods,
information to passengers, and issuance of related documentation,
loading/offloading of dangerous goods in accordance with U6 air company
requirements for safe dangerous goods transportation.
Check for compliance with this requirement is monitored during external audits.

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11. Safe transportation of Dangerous goods/ items in passenger baggage

Annex В11.1

Dangerous goods compatibly table

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11. Safe transportation of Dangerous goods/ items in passenger baggage

11.2. Information to passengers about air transportation of dangerous goods

11.2.1. Air Company and the Handling Company must inform passengers about dangerous goods
forbidden for air transportation.

11.2.2. Information is provided during:

a) booking and tickets issuance;
b) before and during check-in;
c) allocation of information about dangerous goods forbidden for carriage:
 Ticket offices;
 Passengers’ check-in;
 Embarkation;
 Claiming of baggage.

11.2.3. Personnel involved in security check must:

1) Have properly training in order to identify and detect dangerous goods
transported by passengers;
2) The detailed questioning of passengers shall be carried out in order to any
information of possibly dangerous items which might –but must not – be taken on
board. Personnel involved in security check shall receive
explanations/confirmation from a passenger questioned as regards to any
suspicious item so that no unapproved dangerous items are put into the aircraft.

11.3. Procedure of dangerous goods identification undeclared for carriage

RESERVED

11.4. Dangerous goods transportation

11.4.1. Passengers and crew members are allowed to transport certain articles considered to be
dangerous.
11.4.2. Some daily use items might be classified as dangerous but be essential for passengers
and can be transported on board as carry-on baggage or checked baggage in
accordance with limitations.
11.4.3. Dangerous goods are forbidden for transportation by passengers or crew members in
checked baggage/carry-on baggage except the articles listed in IATA DGR part 2.3.
and indicated in the table 7.1.2.

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11. Safe transportation of Dangerous goods/ items in passenger baggage

11.5. Carriage of animal origin goods into EU countries

11.5.1. Customs requirements and laws of EU governments limit import of some types of
goods in respect of their nature and value.
11.5.2. Generally, such limitations exist with regards to alcohol, products of animal origin
(meat, milk, plants, and food), cigarettes, coffee and perfume.
11.5.3. Import limitations for non-EU countries are stricter than for EU countries.
11.5.4. Passenger can import for own use meat and meat products, fish and other seafood,
milk and dairy produce, eggs from another EU-country without limitations and border
monitoring.
11.5.5. Passenger can import from non-EU country food for own use not more than 1kg from
each group:
 Meat and meat products,
 Fish and seafood,
 Milk and dairy products,
 Eggs products.

11.6. Liquids transportation in carry-on baggage

11.6.1. It is allowed to carry liquids in carry-on baggage that are not identified as dangerous if
following conditions are met (see Table 16-1):
a) All capacities, which contain liquids, have the volume up to 100 ml ;
b) Capacities shall be packed in transfer, plastic bags with the volume limitation not
more than 1litre;
c) Each passenger can carry only one such set of above mentioned items;
d) The bag must be sealed.
Regulations of liquids transportation in carry-on baggage
Table 16-1

Point of departure Point of destination Liquids permitted for transportation on

board
In capacities which have the volume up to 100 ml (1
The Russian Federation
To any country decilitre) in one plastic bag with the volume which is
EU countries
not more than 1litre
Switzerland In capacities which have the volume up to 100 ml (1
Norway To any country decilitre) in one plastic bag with the volume which is
Iceland not more than 1litre
In capacities which have the volume up to 90 ml (3
From any country USA ounces) in one plastic bag with the volume which is not
more than 1litre
In capacities which have the volume up to 90 ml (3
USA To any country ounces) in one plastic bag with the volume which is not
more than 1litre
In capacities which have the volume up to 90 ml (3
Canada To any country ounces) in one plastic bag with the volume which is not
more than 1litre

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11. Safe transportation of Dangerous goods/ items in passenger baggage

11.6.2. Medicaments and baby foods may be not packed in plastics bags. However, they
should be produced for security check at the security counter.
11.6.3. The rules of liquid carriage are applicable in case of carry-on baggage only.
11.6.4. Liquids can still be transported in checked baggage.
11.6.5. IT IS ALLOWED:
 to transport the items listed in Scheme 11-2 below in checked baggage;
 to purchase perfume and drinks in duty free shops located in airport terminals and
aboard.
11.6.6. If the drinks are sold in special sealed packing, it is undesirable to cripple it before a
security check (screening). Otherwise, the contents of package can be confiscated.

Liquids allowed for carrying in carry-on baggage

Scheme 11-2
Упаковываются в пластиковый пакет
Not packed
при перевозке в ручной клади
Water and beverages Face powder, rouge
Soups Hard cheese (e.g. Parmesan, Edam)
Syrups Peanut oil sandwiches
Yoghurts Chocolate butter sandwiches
Mixtures of liquids and solids Lip stick
Curds Talk
Peanut oil
Paste
Soft cheese (e.g. Camembert)
Creams
Deodorants
Preparations in pressurized containers
Shaving foam
Hair spray
Hair gels
Shower gels
Cream lipstick lip gloss
Fluid mascara
Lotions
Oils
Perfumes
Sprays
Tooth-paste and other substances with the
same consistency

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11. Safe transportation of Dangerous goods/ items in passenger baggage

11.7 List of goods/items prohibited for transportation

List of goods/items prohibited for transportation in carry-on baggage or checked-in baggage.

Explosives

Flammable Gas and Non-flammable Compressed Gas

Flammable liquids

Flammable solids

Oxidizing agents and organic peroxide

Toxic

Radioactive

Corrosive

Infectious substance

Detailed list of dangerous goods and items are not allowed to carry is contained in «ICAO
Technical Instructions for the Safe Transport of Dangerous Good by Air» (Doc 9284 AN/905
ICAO).

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Provisions for dangerous goods carried by passenger or crew (Subsection.2.3, DGR IAT)
Scheme 16-3

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
1 2 3 4 5 6
Disabling devices such as:
mace, pepper spray, etc. containing an irritant or
incapacitating substance are prohibited on the person, in
checked and carry-on baggage.
Not applicable Not applicable
Electro shock weapons (Tasers) containing dangerous NO NO NO
goods such as explosives, compressed gases, lithium
batteries, etc are forbidden in checked and carry-on
baggage.

Security-type attaché cases, cash boxes, cash bags etc.

incorporating dangerous goods, such as lithium batteries Not applicable Not applicable
NO NO NO
and/or pyrotechnic material, are totally forbidden for air
transport. See List of DG in Regulations (blue pages).

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Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Securely crated ammunition (cartridges) for sporting
purposes (1.4 S category) in quantities not exceeding 5
kg gross weight per passenger for personal use, excluding
NO YES NO YES NO
ammunition with explosive or incendiary bullets.
Allowances for more than one passenger must not be pooled

Tourist heating appliances and balloons containing NO YES NO YES NO

easily flammable liquid fuel are accepted for carriage
provided the balloon and/or fuel container were fully
emptied of liquid fuel remains and preventive measures had
been taken (see IATA DGR 2.3.2.5)

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Dry ice (Carbon dioxide) placed in cabin baggage, in YES YES YES YES NO
quantities not exceeding 2,5 kg per passenger when used to
pack perishables not subject to these Regulations in carry-on
baggage, provided the package permits the release of
carbon dioxide gas. Dry ice in checked baggage requires
operator approval.

Wheelchairs with non-spillable batteries (see Package NO YES NO YES NO

instruction 806 and special Regulations F67) provided that
the battery is disconnected, the battery terminals are
insulated to prevent accidental short circuits, and the
battery is securely attached to the wheelchair or mobility
device.
Note: Wheelchairs/mobility aids with gel type batteries do
not require the battery to be
disconnected, provided the battery terminals are insulated to
prevent accidental short circuits

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Wheelchairs with spillable batteries (see detailed NO YES NO YES YES
information in 2.3.2.4).
Devices releasing heat such as lantern for diving and YES NO NO YES NO
blowlamp (see IATA DGR 2.3.3.2)
A mercurial barometer or thermometer carried by a YES NO NO YES YES
representative of a government weather bureau, or similar
official agency (see IATA 2.3.3.1).
Avalanche mine-rescue bag equipped with pyrotechnical YES YES NO YES NO
starting mechanism (less than 200mg, division 1.4S) and
containing compressed non-flammable gas (less than
250mg, division 2.2). One per passenger safely packed.
Packaging of bag has to exclude a random actuation of
starting device. Airbags inside of rucksack have to be
equipped with safety valve.

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Insulated packaging, containing refrigerated liquid YES YES NO YES NO
nitrogen (dry shipper), fully absorbed in a porous
material and intended for transport of live organs at low
temperature of non dangerous products are not subject to
these Regulations provided that the design of the insulated
packaging would not allow the buildup
Two small non-flammable cylinders fitted into self- YES YES YES YES NO
inflating life jacket containing carbon dioxide or other
suitable gas in Division 2.2, up to two small cylinders per
passenger and up to two spare cartridges
Not big containers with oxygen gas necessary for medical YES YES NO YES NO
purposes
Aerosols - division 2.2. Without secondary hazard for sport NO YES NO NO NO
or home purposes.

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Non-radioactive medical or toilet articles (including YES YES YES NO NO
aerosols) containing spirit, such as hair spray, perfumes
and medicines. The total net quantity of all such articles
carried by each passenger or crew member does not exceed
2 kg or 2L, and the net quantity of each
single article does not exceed 0.5 kg or 0.5L.
Alcoholic beverages, when in retail packaging, containing YES YES YES NO NO
more that 24% but not more than 70% alcohol by volume, in
receptacles not exceeding 5L, with a total net quantity per
person of 5L
Carbon-dioxide bottles for bioelectric prosthesis (and YES YES YES NO NO
spare bottles if it is necessary)

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Consumer electronics containing lithium or lithium-ion YES YES YES NO NO
cells or batteries, such as watches, calculators, photo
cameras, laptops, mobile phones and etc can be carried by
passengers or crew members for personal use. Spare
batteries may only be carried in carry-on baggage, protected
from short circuit.
a) lithium metallic batteries – lithium substance is not less
than 2kg; or
b) lithium ionic batteries – total equivalent of content is not
less than 8 kg. Lithium ionic batteries (more than 8kg but
less than 25 kg) can be transported in carry-on baggage
under conditions that
-each battery is defended from short-circuits
-not more than two spare batteries per passenger

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11. Safe transportation of Dangerous goods, items and substances in passenger baggage

Permitted as Permitted as or Permitted with Carrier’s PIC must be

or in carry-on in checked and on the permission informed of an
baggage baggage person required item’s location
Hair curlers containing hydrocarbon gas, no more than one YES YES NO NO NO
per passenger or crew member, provided that the safety
cover is securely fitted over the heating element. These
hair curlers must not be used on board the aircraft at any
time. Gas refills for such curlers ARE NOT permitted in
checked or carry-on baggage
Medical thermometer. Small medical or clinical YES YES YES NO NO
thermometer which contains mercury, for personal use,
when in its protective case (1 piece per person).

Radio isotopic cardiac pacemakers or other devices, NO NO YES NO NO

including those powered by lithium batteries, which have
been implanted into a person, or radio-pharmaceuticals
contained within the body of a person as a result of medical
treatment.

Safety matches or one lighter with absorbed fuel for NO NO YES NO NO

personal use by an individual. However, lighters
containing unabsorbed liquid fuel (other than liquefied gas)
and lighter refills ARE NOT permitted.
Note: "Strike anywhere" safety matches ARE NOT permitted

Passengers can find detailed list of dangerous goods on the official web-site of Air Company.

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12. Standard operational messages

Chapter 12 Standard operational messages

Correct and timely sent operational messages is imperative for all departments and services that
provide ground handling for arrival flights. It gives them possibility to prepare for handling of
the arrival flight.
All operational messages should contain:
• SITA address of recipients,
• SITA address of the sender,
• Tree-letters code of message,
• Number and date of flight,
• Text,
• Format.

UTC time is always used in operational messages

Note: All messages are sent automatically via SITATEX.

If SITATEX is out of service messages can be sent via e-mail or fax.

MVT Movement message - information about aircraft movement.

Messages about aircraft departure/arrival are strictly standardized; MVT

should not be changed. They are sent upon departure/arrival immediately,
not later than 10 minutes after take-off/stop of taxiing.
Standard MVT is sent via AFTN/SITA to the points of arrival/departure, to
the address in according to SGHA. UTC time is always used in MVT.
All MVT lines have to be filled. Line «DL» – is filled
in case delay of flight departure. It is mentioned code
of delay and its duration. Codes of delays – it is used
the codes from “IATA Delay codes” (Annex №1) or
special delay codes system of the Air Companies.
Registration of departure regularity is defined in accordance with current
schedule and “Manual of Regularity registration and providing” (Annex С
4.1.1). Due to determine the reason of delay and service/department which
was at fault of delay. It is used “IATA Delay Codes” (Annex to “Manual of
Regularity registration and providing”)
Reasons of departure delays are mentioned in MVT text.
«SI» – the line for additional information about delay reason (up to 60
symbols). There are the following types of MVT:
• Departure messages;
• Arrival messages;
• Delay of departure messages;
• Message about aircraft returning to the parking;
• Message qualifying the flight ETA (estimated time of Arrival)
• Message about changing the time of arrival upon taxiing
Messages about departure delay are sent immediately
after information receiving.
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12. Standard operational messages

DIV Aircraft diversion message– information about route change. It is sent to

the airport of planned arrival and to the airport of actual landing
LDM LoadMessage– information about aircraft type, number of crew
members, about payload: number of commercial and service passengers
by categories, weight and number of pieces of checked luggage, mail and
cargo and etc. Information necessary for ground handling of flight upon
arrival at the destination/transit/transfer airport.
LDM is created by DCS or manually; it is sent immediately after flight
departure.
LDM is based on the Loadsheet which is passed on board by agent of
the Handler:
- if it is filled manually all information is taken from Loadsheet;
- if it is filled automatically LDM is created and sent automatically

CPM Container/Pallet distribution message – information about

container/Pallet distribution on board and about weight of cargo, mail
and luggage inside. CPM is sent to all points of landing on all route legs.

ТРМ Teletype Passenger Manifes - electronic passenger manifest, list of

API passengers on board an aircraft, is compiled to be submitted to the
authorities of the state of destination/stopover .
Standard ТРМ is made in accordance with IATA 1717 Recommended
practice and is passed to the airport after the flight departure
API (Advanced Passenger Information) – enciphered passenger list of
special format which is sent to the united address of Government special
security services via SITATEX. If the Air Company doesn’t provide API (or
does not provide it in time) it will be charged.
РТМ Passenger Transfer Message - message containing details on
transfer passengers, i.e. list of transfer passengers with indication of
destination airports codes, numbers of connecting flights, booking class and
number of pieces of checked luggage
PTM is sent from departure airport via SITA or email, in accordance with
local conditions of departure airports. Standard PTM is made in accordance
with IATA 1718 Recommended practice and is sent to the airport of
destination immediately after check-in closing, but not later than 20 minutes
after flight departure

BTM Baggage Transfer Message -

list of passengers with indication of destination airports codes, number of
connecting flights, number of luggage tag and number of pieces of checked
luggage to the destination point.
Standard BTM is made in accordance with IATA 1745 Recommended
practice and is sent to the airport of destination immediately after check-in
closing, but not later than 20 minutes after flight departure.

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12. Standard operational messages

SOM Seats Occupied Message– list of transit passengers where mentioned their
seats aboard.
SOM is used for informing of the Handler in the transit airports
(intermediate flight stops) about occupied seats due assigning the seats
already occupied to the passengers accepted on board at such airports.
PSM Passenger Service Message – list of passengers where mentioned category
code of passenger, seat, luggage availability and its allocation on
compartment (wheelchair, pram).
Message about carriage of passengers of special categories (VIP, UMNR,
INAD, DEPO, DEPA, disabled persons, passengers carried on stretchers) is
sent for connecting point informing
Data required for PSM compilation is obtained and processed during
passenger check-in. PSM is sent after aircraft take-off.
If passengers of special categories continue their flight on another flight,
then PSM should contain information about number of connecting flight and
number of the receiving carrier (IATA code).
PFS Passenger Final Sales (message about checked passengers)– the
message which is made after check-in for booking control and it is sent to
the air company. The message contains information about passengers - NO
SHOW (from PNL), about passengers without confirmed booking with
status NOREC, GO SHOW.

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13. Handling procedures after arrival

Chapter 13 Handling procedures after arrival

CONTENT

13.1 General В-176

13.2 Preparation for handling of arriving flight В-176
13.3 Handling procedures after arrival В-177
13.4 Meeting of arriving passengers В-178
13.5 Delivery of passengers to the baggage claim area B-179

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13. Handling procedures after arrival

Chapter 13 Handling procedures upon arrival

13.1. General
13.1.1. All operation concerning service of arriving passengers should be performed quickly,
efficiently and in accordance with ground handling schedule/process applicable.
13.1.2. Preparations related with ground handling upon arrival are performed in accordance to the
procedures current of the arrival airport and the Handler.
13.1.3. To arrange receipt of an aircraft, the duty staff - agents, loading brigade etc. are appointed

13.2. Preparations for handling of arriving flight

13.2.1. Personnel of a handling company obtain - via SITA or e-mail (РТМ, ВТМ, PSM) -
necessary information (arrival time, aircraft parking stand number, availability of passengers
of special categories on board etc).
13.2.2. An agent or other staff member responsible for ground handling arrangements and control
performs preparation for meeting of arriving flight:
a) determines number of necessary vehicles– buses, passenger steps, baggage cart,
conveyers;
b) Agent also shall inform the airport facilities responsible for handling of passengers of
special categories.

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13. Handling procedures after arrival

13.3. Handling procedures after arrival

13.3.1. Before the arriving aircraft is parked, the Handler personnel responsible for ramp handling
(Air Company’s representative) arranges in advance for necessary equipment to arrive,
checks safe installation of passenger steps, arrival of ramp buses.
13.3.2. During passenger debarkation the agent should greet the passengers and accompany them to
the terminal or show the further route in the arrival hall or in the baggage claim area (if it is
PLB used).
13.3.3. Besides, the agent should inform the passengers as follows:
a) transit passengers - о about duration of stopover,
о place of gathering to proceed en route
b) transfer passengers - о about transfer hall whereabouts (check-in
counters)
c) general - about the Air Company representative office location;
d) general - about types of transport which can transport passengers to the city.

13.3.4. Handling of aircraft is performed on the parking bays located in close vicinity of the
baggage claim area.
13.3.5. Passengers are transported to the terminal building by ramp buses or walk accompanied
by an agent/other staff member appointed by the Handler.
13.3.6. The pathway from an aircraft to terminal building/exit from terminal building/to transfer
counter shall be clearly designated and easily visible.
13.3.7. If there is unaccompanied child on board, then the agent/handling company staff member
responsible takes the child under his/her personal responsibility and upon personal
signature, and delivers the child to a person meeting the child upon the signature of that
person.

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13. Handling procedures after arrival

13.4. Meeting of arriving passengers, sequence of debarkation

Meeting of passengers

13.4.1. An agent designated by a Handler meets passengers in accordance with established

procedures of this Handler and Air Company’s requirements.
13.4.2. The aircraft doors are opened by the crew members upon permission received from the
Handler staff members.

Sequence of passenger debarkation

1) VIP passengers and business (C class) or “comfort class”(J class) passengers;

2) Economy class passengers (Y class);
3) Unaccompanied minors;
4) Passengers who need special care;
5) DEPO, DEPA passengers escorted.

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13. Handling procedures after arrival

13.5. Delivery of passengers to the baggage claim area, baggage claiming

13.5.1. The following action is necessary upon delivery of passengers to the terminal building:
a) providing information on formalities required (boundary, customs, sanitary-quarantine
control etc.);
b) providing information on baggage claim procedures;
c) baggage claim control;
d) helping passengers in case of baggage irregularities(damage or etc).
13.5.2. As regards to domestic flights, an agent responsible for baggage receipt by passengers,
checks for correspondence of data on coupons received from passengers and data on
baggage tags related.
The coupons received are kept by the Handler within 5 days. In case no baggage
irregularities are reported on a specific flight, the coupons are disposed of.
13.5.3. As regards to international flights, there should be information in English inviting
passengers to claim only their own baggage; this information is posted in conspicuous
places in the baggage claim area (hall). Audio announcement is also possible. There also
should be information that an agent responsible for baggage receipt by passengers who will
check for correspondence of data on coupons received from passengers and data on
baggage tags related. That is done at random, provided not less than 50% of passengers
arrived are checked this way, or agent can check each passenger.
13.5.4. The Handler shall have documented procedure, which guaranties timely and qualified
rendering of services, passenger safety on the ramp, availability of necessary equipment
and vehicles upon aircraft arrival, meeting and of passengers and guidance, providing
information to passengers in the case of baggage delivery delay and passenger claims
handling in case of irregularities.

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13. Handling procedures after arrival

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14. Passenger Handling in case of flight irregularities

Chapter 14 Passenger Handling in case of flight irregularities

CONTENT
14.1 General В-182
14.2 Force-majeure В-182
14.3 Flight irregularities В-183
14.4 Types of irregularities В-184
14.5 Passengers’ informing in case of irregularities В-186
14.6 Ground Handling in case of irregularities В-186

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14. Passenger Handling in case of flight irregularities

Chapter 14 Passenger Handling in case of flight irregularities

14.1 General

14.1.1 Nonstandard situation (error situation) it is:

 any violation of flights regularity of the Air Company,
 violation of travel documents execution,
 all circumstances which may lead to low quality of service.
14.1.2 All staff of the Air Company and the Handler should work so that to avoid such violation.

14.2 Force-majeure
14.2.1 In case of force majeure including:
 Bad weather conditions;
 Emergencies connected with ATC procedures;
 strikes, rebellions, embargos, hostile actions;
 unregulated international relations;
 technical gaps;
 other circumstances endangering flight safety
Air Company has the right to cancel or delay the flight, as well as annul the reservation
confirmed without passenger notification.
14.2.2 If the Air Company annuls the flight or does not operate the flight within the period of
time reasonable, or does not provide the seat on board in accordance with advance
reservation, or does not stop at a stopover point agreed or the destination point, or causes
passenger delay for a connecting flight, for which a passenger has confirmed reservation
and that is shown on the ticket, then the air company obeys (at the passenger’s option):
 to transport passengers on its closest flight possible provided the seats are
available according to the class of service purchased;
 to transport passengers to their destination point by different routing on its
own flights or flight operated by another carrier.
 To arrange passengers’ transportation by any means of transport other than
aviation transport;
 to refund the carriage purchased as applicable and handling of passenger in
case of departure delay (excluding force-majeure circumstances).
14.2.3 The Air Company has no right to require payment for the difference in tariffs and charge
any surcharges in cases of traffic irregularities caused by above mentioned circumstances.
However, if ticket charge and tariff for carriage of excess baggage on the changed routing
are lower than the ones under initial conditions, then the difference is returned to the
passenger.
14.2.4 Ural Airlines is not responsible for mistakes and omissions in flight schedule or other
published flight schedules of other carriers.

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14. Passenger Handling in case of flight irregularities

14.3 Flight irregularities

14.3.1 The Air Company has the right to change departure times of its flights, of which it is
necessary to inform the passengers in timely manner.
14.3.2 The Air Company also has the right to change the aircraft type without passenger
notification.
14.3.3 The Air Company shall take all steps necessary to avoid delays in passenger/baggage
transportation. Departure/arrival time and type of the aircraft, indicated on the ticket,
traffic schedule or other published sources are not the subject of guarantee and not the
obligatory contract condition.
14.3.4 In case of irregularities it is necessary to provide passengers’ informing in timely manner
about reasons of delay and estimated time of departure.
14.3.5 Departure airport has to inform arrival airport about irregularity for informing people
meeting passengers.

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14. Passenger Handling in case of flight irregularities

14.4 Types of irregularities

Flight cancellation

14.4.1 In case of flight cancellation due to Air Company fault it is necessary:

1) To inform passengers;
2) to ensure tickets for the closest flights of the air company are issued for the
passengers;
3) to transport passengers on flights of other air companies (special attention to
passengers of VIP, business and comfort classes, MAAS-passengers and transfer
passengers) with/without route change;
4) to transport passengers in their destination points by ground transport;
5) to make a note in a passenger ticket about flight cancellation, to inform passengers
about possibility to return the ticket and get a refund without penalties.

14.4.2 If the passenger refuses to fly on the next flight available of the Air Company or on the
flight of other carrier, then the air company pays back the full cost of the ticket to the
passenger

Flight delay

14.4.3 Flight delay is a departure irregularity caused by:

 Technical fault of the aircraft ;
 Weather conditions at the airport of departure/destination/transfer.
14.4.4 If a decision on flight delay was taken more than 4 hours prior to the initial estimated
departure hour, then the passengers should be informed preliminarily.

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14. Passenger Handling in case of flight irregularities

Planned flight rescheduling

14.4.5 Planned flight rescheduling is a change of departure time for earlier or later hour, on
condition that passengers were informed about flight rescheduling more than 48 hours
prior the aircraft departure.
14.4.6 The Air Company may not keep the passenger’s reserved seat in the cases of:
 Change of aircraft type/capacity;
 Flights overlapping;
 Overbooking;
 Forced decrease of maximum payload limitation.
14.4.7 If a change of aircraft type for a flight happened, then passenger service is performed
in accordance with procedure of overbooking
14.4.8 If the passengers can not be served in accordance with the class of service purchased,
procedures for involuntary upgrade/downgrade are applicable.
14.4.9 When an aircraft type for a flight is changed, the passengers are informed of this
during check-in

Landing at the alternate aerodrome

14.4.10 Landing at an alternate aerodrome means aircraft’s arrival at an airport other than
planned en route (and indicated on the ticket) for technical, weather, political or other
reasons.
14.4.11 Technical landing for refueling is not considered landing at alternate aerodrome.

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14. Passenger Handling in case of flight irregularities

14.5 Passengers’ informing in case of irregularities

14.5.1 In case of any irregularity, related information is transmitted by means of the airport
broadcasting system. It shall include explanation (cause of irregularity) and new proposed
data (new estimated departure/arrival time etc.)
14.5.2 Passenger information concerning flight delay should be started when the predictable delay
exceeds 20 minutes.
14.5.3 The representative of the Air Company (the Handler) shall arrange timely and correct
passenger information. It is prohibited to spread doubtful and discrepant information.
14.5.4 Providing of unreliable or discrepant information to passengers IS NOT ALLOWED.

14.6 Ground Handling in case of irregularities

14.6.1 Agreed range of services in case of irregularities is provided to passengers with valid
tickets and confirmed booking as well as passengers accepted for transport without
confirmed booking.
14.6.2 Air Company provides ground handling to passengers in case of irregularities up to the
moment it can transport the passenger as initially agreed.
14.6.3 Air Company has to provide the following services without additional charges:
a) nursery room for a mother and a child of up to seven years old;
b) two (2) phone calls or two (2) e-mail messages in case of flight delay exceeding two
(2) hours;
c) soft drinks in case of flight delay exceeding two (2) hours;
d) one hot meal after first 4 (four) hours of delay and continuously after every 6 (six)
hours of delay during daytime and every 8 (eight) hours at night*;
e) hotel accommodation in case of flight delay exceeding 8 (eight) hours during daytime
and 6 (six) hours at night;
f) transfer from the airport to the hotel and back in cases when hotel accommodation is
provided without additional charges;
g) storage of baggage.
* Night time is considered a time period from 2200 pm to 0600 am local.
In case of irregularities at transit/transfer points the passengers are handled in the same
way provided they do have booking confirmation for the next sector en route and on
condition irregularity was the air company’s fault.

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14. Passenger Handling in case of flight irregularities

Nursery room

14.6.4 If the nursery room is available at an airport building where a flight irregularity happened,
then a passenger traveling with a child up to 7 (seven) years old can use it irrelevant to the
duration of delay.
14.6.5 If the nursery room is not available at an airport where a flight irregularity happened, then
the Air Company arranges for a room at the hotel located in the airport vicinity (preferably
as close to the terminal building as possible) when the flight is delayed for more than four
hours.
Communication

14.6.6 In case of flight delay, lost connection or flight cancellation due to bad weather conditions,
technical or other reasons causing passengers wait for more than two hours, representative
of the Air Company (the Handler) arranges for:
- two phone calls
- two e-mail messages.

Meals

14.6.7 In case of flight irregularity the Air Company representative (the Handler) staff responsible
shall ensure the passengers are provided:
 soft drinks after 2 (two) hours of delay;
 hot meal after first 4 (four) hours of delay and continuously after every 6 (six)
hours of delay during daytime and every 8 (eight) hours at night.
14.6.8 Soft drinks and hot meals may be arranged in the following ways:
 by using catering meals prepared for delayed flight provided the expiry terms are
observed;
 by ordering meals at the airport catering unit;
 by bringing passengers to local café or restaurant.
14.6.9 Meals for passengers (breakfast, lunch, dinner) are provided depending on hour they have
to be suggested at.

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14. Passenger Handling in case of flight irregularities

Hotel accommodation

14.6.11. If passengers have to wait for a delayed flight for more than 8 hours during daytime and
for more than 6 hours at night, then the Air Company representative/handling company
staff member responsible arranges for their hotel accommodation. The following
categories have priority:
 passengers with children up to 5 years of age;
 disabled passengers, veterans of the Second World war;
 expectant women and aged passengers (at the age of 75 and older)
 VIP and business passengers.
14.6.12. If passengers are accommodated at the hotel located out of airport land side, their
delivery to/from the hotel is performed by means of ground transport at the expense
of the air company.

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 Ground Operations Manual

Part C

Ramp Handling

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 Ground Operations Manual

Content

Introduction/General provision C-5

Chapter 1 General
1.1 Airside operational activities С-8
1.2 Safety procedures on the ramp С-11
1.2.1 Marshalling signals С-11
1.2.2 Protection of passengers during movement С-11
1.2.3 Protection of aircraft against FOD С-11
1.2.4 Airside fire safety С-12
1.2.5 Spillage of fluids in airside areas С-14
1.2.6 Severe weather conditions С-14
1.3 Safety and labor provisions С-17

Chapter 2 Load Control

2.1 Personnel requirements С-22
2.2 Load control system. General С-24
2.3 Duties in load control system С-25
2.4 Assignment of duties and responsibilities С-25
2.5 Weight and balance calculation С-27
2.6 Commercial load calculation and arrangement С-33
2.7 Loadsheet С-34
2.8 LMC (LAST MINUTE CHANGE) C-44
2.9 Aircraft commercial specifications С-53
2.10 Storage of information С-54

Chapter 3 Aircraft Loading/Unloading

3.1 General principles of loading C-58
3.2 Baggage loading C-60
3.3 DAA baggage (Delivery at Aircraft) C-61
3.4 “Priority” baggage C-62
3.5 RUSH and forwarded baggage C-62
3.6 Baggage offloading C-63
3.7 Baggage loading in trolleys C-63
3.8 Ground load equipment requirements C-63
3.9 Mail loading C-63
3.10 Loading of cargo C-63
3.11 Dangerous goods transportation C-64
3.12 Dangerous goods loading and monitoring C-65
3.13 Radioactive materials loading C-66
3.14 Dangerous goods requirements C-69
3.15 Actions in case of dangerous goods accident C-70
3.16 Transportation and loading of special cargo C-71
3.17 Special cargo – Notification to captain (NOTOC) C-72
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3.18 Notification about departure of aircraft with DG aboard C-72

3.19 Aircraft limitations C-75
3.20 Lashing equipment C-79
3.21 Unloading/General C-81
3.22 Cargo unloading C-81
3.23 Baggage unloading C-82
3.24 Mail unloading C-83
3.25 Security procedures C-83
3.26 Special cargo C-84

Chapter 4 Handling Procedures/Departure and Arrival

4.1 General C-89
4.1.1 Aircraft movement operations C-89
4.1.2 Light signals produced by follow-me car C-89
4.1.3 Signals given by a marshaller to the flight crew C-89
4.1.4 Push back/towing standard regulations C-89
4.1.5 Preparations for towing/pushback C-91
4.1.6 Safety providing in a process of push back/towing C-92
4.2 Taxiing C-92
4.3 Phraseology used between ground personnel and crew cockpit C-100
4.4 Inspection of the aircraft exterior and adjacent airside areas prior
to aircraft movement C-101
4.5 Inspection of the aircraft prior to departure for the purpose to identify,
document and report external aircraft damage C-101
4.5 Passenger steps delivery C-101
4.6 Passenger steps removal C-101
4.7 Allocation of ground equipment on the parking stand C-102
4.8 The standard sequence of aircraft arrival C-102
4.9 Chocking C-102
4.10 Connection of external GPU C-103
4.11 Water supply and waste disposal system C-103
4.12 Toilet systems C-106
4.13 Doors opening C-107
4.14 Aircraft cleaning C-108
4.15 Securing of an aircraft prior overnight or layover parking C-109

Chapter 5 Ground Support Equipment

5.1 Basic safety requirements for aircraft GSE С-115
5.2 Aircraft loading devices С-116
5.3 Ground Support Equipment Location С-116
5.4 Ground Support Equipment Maintenance C-116
5.5 Requirements for ground support equipment C-118

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Chapter 6. Special Aircraft Ground Handling Operations

6.1 Aircraft Fueling С-134
6.1.1 General С-134
6.1.2 Refueling safety standards and requirements С-135
6.1.3 Fueling with passengers or crew on board С-136
6.1.4 Duties and responsibilities С-140

6.2 Aircraft De-/Anti-icing С-141

6.2.1 General С-141
6.2.3 Duties and responsibilities of personnel С-142
6.2.3 De-/Anti-icing procedures С-143
6.2.4 Inspection after using anti-icing fluids С-144
6.2.5 Ant icing fluids С-144
6.2.6 Personnel training С-145

Chapter 7 Documentation
7.1 Completing documentation upon departure С-148
7.2 Loadsheet С-149
7.3 Air waybill С-149
7.4 Cargo Manifest С-149
7.5 Shipper’s Declaration for Dangerous Goods (FIATA form) С-149
7.6 NOTOC C-150
7.7 Form – Checklist of dangerous goods receipt С-150
7.8 Baggage Manifest С-150
7.9 Cargo Transfer Manifest C-150
7.10 DG accidents report C-150

Chapter 8 Airside Event Response

8.1 General C-155
8.2 Actions in case of aircraft evacuation from the place of GH C-156
8.3 Actions in case of accident during ground handling operation C-157
8.4 Actions in case of accident with Dangerous goods C-157

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Ramp handling services/ Introduction

Ramp Handling Services/ Introduction

This part of the manual includes corporate standards of Ural Airlines‖, practices and restrictions for
ramp handling arrangements and control.
Ramp handling policy of ―Ural Airlines‖ suggests:
- timely departures of the flights;
- effective use of ground equipment and facilities;
- rational organization and high level performance of the personnel;
- strict observance of aviation security and flight safety standards effective;
- clear fulfillment of the procedures set within the company;

Safety on the ramp

Ground operations personnel involved in ramp handling services is subject to the professional
training in accordance with current ICAO, IATA requirements, standards set by Ministry of
Transport of Russian Federation and Ural Airlines‖ JSC. followed by tests revealing an adequate
competence level. Specialized training and recurrent training courses are held at least once in three
years; basic and recurrent training on dangerous goods handling is conducted at least once in two
years. Ground operations staff should be fully aware of direct dependence between proper
professional performance and general flight safety, including safety on the ramp.
Ramp safety is crucial for prevention of accidents and damage occurred during aircraft ground
handling service. Any violation of safety requirements during handling on the ramp – whether
committed by U6 personnel or contracted handler personnel - is to be reported to the responsible
manager of ―Ural Airlines‖ (senior dispatch officer) in order for relevant measures to be taken.
Any aircraft damage revealed during ramp handling procedures must be reported to the captain and
ground operations personnel in charge of aviation safety. Same action is required in case of
baggage/cargo/mail damaged or passenger(s) injured.
Personnel involved in ramp operations, including commercial and technical handling, is in charge
of:
а) parking stands with no foreign objects on them;
б) proper ground equipment locations with no chance for possible aircraft damage or interference.

Equipment operating staff must:

а) hold a valid certificate permitting to operate mechanisms/devices and produce it upon demand;
б) follow relevant directions and operational procedures of the equipments used;
c) not place mechanisms/equipment in the ways of aircraft taxiing or towing;
d) utilize the equipment in accordance with its direct purpose only;
e) not place devices in the short cut of an aircraft/passengers moving,
f) not use broken down/ inoperative equipment.

Ramp handling services control and records

A manager in charge of ramp handling arrangements and control supervises relevant activities,
control data being put into Ground Handling Service Checklist.
Ground handling service checklist, procedures on completion
Ground Handling Service Checklist contains 2 parts
• Arrival;
• Departure.
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Ramp handling services/ Introduction

Individual Checklist is drawn up for each aircraft, distinguished by aircraft registration number.
Departure section is filled out first, includes airport data, aircraft registration number, flight number,
date/time of scheduled departure. The Checklist contains 3 sections and a list of works related to
ramp handling service. Each type of work is evaluated by three parameters.
• Compliance with the standards, full observance of technological procedures, labor protection
provisions.
• Timeliness, keeping the process schedule
(in case of delayed works duration of a delay is put on list)
• Quality of works.
With no shortcomings revealed, a handling company staff member responsible for ramp handling
arrangements and control (ramp control supervisor) puts approval marks (a plus or a tick, any kind)
against relevant work types and signs the Checklist. The checklists with the departure section filled
out are filed and stored in the air company. Arrival section is filled out when an aircraft arrives to
the base airport. If the mentioned sections are left blank for some reasons, a notice is made on the
register and passed to the following shift.

Filing and disposal

The checklists are kept in files, each file corresponding to an individual aircraft registration number.
The files are kept for three months and passed to the archives after that with the storage period of
two years and utilization in the end.

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1. General

Chapter 1 General

CONTENT

1.1 Airside operational activities С-8

1.2 Safety procedures on the ramp С-11
1.2.1 Marshalling signals С-11
1.2.2 Protection of passengers during movement С-11
1.2.3 Protection of aircraft against FOD С-11
1.2.4 Airside fire safety С-12
1.2.5 Spillage of fluids in airside areas С-14
1.2.6 Severe weather conditions С-14
1.3 Safety and labor provisions С-17

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1. General

1.1 Airside Operational Activities

1.1.1 Ground handling operations are consist of:

 Arrival/departure procedures, stand providing;
 Embarkation / Disembarkation of passengers;
 Loading/Unloading of payload (baggage, mail, cargo, including dangerous
goods);
 Loading/Unloading of onboard resources;
 Refueling of fuel, oils, gases, special fluids;
 Anti-/De-icing;
 Security operations;
 Inspections of aircraft.
1.1.2 Air Company ground handling standards (together with this GOM) are:
 Cargo Operations Manual (COM);
 Ground Handling Servicing Manual(GHSM);
 Anti-Icing/De-Icing Manual
 Security Program and Security Manual;
1.1.3 At every airport ground handling operations are performed by outsourced companies
(outsource suppliers: agents, authorized organizations) in according to signed agreements.
1.1.4 At the base airport control and coordination of ramp subcontractors/agents work is
performed by Supervision department of the Air Company which is responsible for ramp
handling arrangement and control. At other airports ground handling control is performed
in accordance with the signed agreement. For all airside operational activities responsibility
must be assigned for supervisor.
1.1.5 At the base airport a supervisor of Supervision department is responsible for aircraft
preparation for departure (arrange and control subcontractors/agents activities on ramp).
1.1.6 Ground Handling Service Checklist is completed by supervisor for every flight at the base
airport.
1.1.7 Ground operations personnel involved in ramp handling operations (including outsider
suppliers) is admitted to work independently only after successfully completed special
training.

ATTENTION!
It is STRICTLY forbidden for staff members:
 to perform any ground handling operation without permit;
 use unserviceable equipment.

1.1.8 N/A

1.1.9 To avoid delays all operations must be performed in time according to allocated slot for
handling.

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1.1.10 Ground handling personnel responsibilities

1) Responsibilities of a dispatcher responsible for preparing of aircraft to departure at the

base airport are described in “Working Procedure of a dispatcher responsible for ramp
handling arranging and control”. Annex С1.1-2.
2) A load dispatcher (LD) is responsible for :
1) Payload calculation;
2) Compliance of Loadsheet with aircraft limitation and configuration;
3) Accuracy of preliminary and final calculation;
4) Correct(within limit) aircraft weight and balance conditions;
5) Receiving of final payload information;
6) Changes in «LMS» line of LOADSHEET (LDS);
7) Timely calculation performance.

3) Co-pilot must control:

1) Payload calculation;
2) Actual loading and cargo lashing;
3) Compliance of Load&Trimsheet and aircraft type;
4) Accuracy of calculation;
5) Loading of mail, cargo and baggage according to Load&Trimsheet and reliability of
lashing;
6) Not exceed MTOW, allowed weight, and allowed weight and balance in case of
LMC;
7) changes of LMC;
8) final calculation of weight and balance;
9) passengers’ allocation according to Load&Trimsheet.

4) Flight attendant (is responsible to) must:

1) Check compliance of factually loaded number of pieces of baggage/cargo/mail with
the number of pieces mentioned in carriage documents (baggage manifest,
cargo/mail manifest);
2) Check loading according to Loading instruction;
3) Check package integrity,
4) Availability of tags, labels and markings in case of bulk carriage,
5) Inform of crew member (co-pilot) about factual payload, lashing.

5) Load control agent must check:

1) Compliance of factually loaded number of pieces of baggage/cargo/mail with the
number of pieces mentioned in carriage documents and package integrity.
2) Careful handling with baggage, cargo, mail in a process of loading and pooling in
order to avoid damage of baggage and its content.
3) Fasten of all compartment nets even in case of payload absence.

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1. General

1.2 Safety procedures on ramp

1.2.1 Marshalling Signals

International marshalling signals are used for connection between ground handling staff and
moving vehicles. A marshaller shall be responsible to provide standard marshalling signals, in a
clear and precise manner, to arriving and departing aircraft. The marshaller shall have a distinctive
fluorescent identification vest and illuminated wands. The supervisor should give clearly
appropriate commands for performing a specific maneuver to avoid any probable confusion and
should be the only person responsible for this procedure till the “FINISH COMMAND” signal is
given. The supervisor should make use only the following approved arm-and-hand signals and
should be properly trained. The supervisor should occupy a position where he may constantly
maintain visual contact with the operator (driver) in the course of a maneuver. If visual contact
between the operator (driver) and the supervisor is lost, cargo, equipment or transport facility
should come to a stop and be left in such a position till visual contact is re-established. To avoid any
probable confusion with a flight crew, no any arm-and-hand signals for cargo, equipment or traffic
of a transport facility should be used until the aircraft is placed in the parking stand. This is also true
in case of departure of the aircraft until an aircraft leaves the parking stand.

1.2.2 Protection of passengers during movement

Passengers must move aircraft (upon departure/arrival to/from terminal) only by special vehicles.
When it is necessary to provide movement of passengers on the ramp (among aircraft) they should
be accompanied by authorized agent (embarkation/meeting agent, representative and etc.)
Movement of passengers is possible only on the approved apron route and on the assumption of
sufficient visibility. Availability of any equipment, objects, or rubbish on this part of apron is not
allowed.
Passengers are not allowed to use mobile devices during movement on the ramp. An agent
responsible for passenger movement shall inform passengers about it before the start of movement.
Passengers shall not be close to aircraft engines, ground equipment and refueling areas.
Embarkation/disembarkation of passengers shall be performed under cabin crew member
supervision.
1.2.3 Protection of aircraft against FOD in a process of taxiing/parking
PIC must:
 perform taxiing in according to RW/ramp marking only;
 follow the directions given by follow-me-car or/and a marshaller;
 be sure of absence of foreign objects, vehicles on the way of aircraft taxiing.
Staff responsible for meeting of aircraft on parking stand must check:
1) Condition and equipment of parking stands;
2) no foreign objects/vehicles on parking stands;
3) there are not any vehicles and equipment on the aircraft way;

Staff involved in ramp/commercial and technical handling, is in charge to:

1) Ensure absence of foreign objects/vehicles on parking stands;
2) proper ground equipment locations with no chance for possible aircraft damage or
interference.

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Staff involved in operations with ground support equipment:

1) Must hold a valid certificate that permits to operate equipment and show it upon demand;
2) Must use equipment only for its intended purpose.;
3) Must not place mechanisms/equipment in the ways of aircraft taxiing and towing;
4) Must not place devices in the short cut of an aircraft/passengers moving under any
circumstances
5) Must not inoperative/unserviceable equipment.

All personnel involved in aircraft operations/handling should receive initial and recurrent training in
FOD detection and removal. Personnel should take responsibility for FOD detection and removal.
FOD detected on apron should be removal and taken away to FOD bins. Apron surface must be
cleaned from all FOD which can be caused of aircraft/equipment damage.

1.2.4 Airside fire safety

It is necessary to provide availability of fire fighting equipment. It is also necessary to provide a fire
engine on the parking stand during the refueling with passengers aboard.

To provide for immediate aircraft evacuation in case of fire, an on-duty towing truck with personnel
assigned must be available.

Fire hazard areas

The fire hazard area is defined as an area within 3m (10 feet) from:
 Aircraft fuel tanks / tank inlets;
 fuelling pipes and hoses;
 fuelling tankers.
During aircraft fueling with/without passengers/crew on board, a safety zone of 6 meters (20
feet) is maintained (a distance to fuel tanks, drain ports, fueling equipment).

Safety allocation of equipment

1) Only necessary for GH operations equipment must be allocated on the stand. If the
equipment has internal combustion engines, they must be switched off
2) The ground equipment that may move or park in the area, must be positioned so
as they do not prevent the fuelling tankers from immediate leaving away from the
aircraft. It is not allowed to use equipment at the place of fuel spillage.
3) Electric engines and systems necessary for the aircraft fuelling must be switched
on before the fuelling starts and switched off after fuelling;
4) If fuel leaks during fuelling, the engines of all ground equipment in the area and in
its vicinity must be switched off and if possible they should be manually pushed
out of the area;
5) Fueling equipment must be positioned within at least 3 meters (10 feet) to
aircraft filler holes.
Following operations are strictly forbidden on the parking stand:

1) keep the fuel otherwise than in standard containers; keep oils and empty container;
2) wash and clean clothes and equipment with kerosene, petrol and other inflammable
liquids;
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1. General

3) keep foreign items like greasy rags, uniform, soft covers in aircraft parking zone;
4) use fire risky equipment;
5) use open flame and ―bat‖ – structure lamps during handling procedures on aircraft
parking stands;
6) fuel ungrounded aircraft;
7) Operation of vehicles not equipped with firefighting equipment.

At fueling station is strictly forbidden:

1) to operate vehicles faster than 5 km/h;
2) position vehicles closer than 2 meters to a fueling truck;
3) fuel vehicles with operated engines;
4) smoke, use open flame and explosive lighting devices;
5) flush fuel into the hole;
6) pour off fuel from a fueling truck, operate ungrounded tanks, fuel-filling columns
and pipelines;
7) to start up the vehicle before spilled fuel is removed from its surface;
8) keep greasy rags at a fueling station

Personnel are not allowed:

- to smoke on apron and in ground vehicles, equipment.
- Wear shoes with steal heels and toes.
Personnel have to know allocation of firefighting equipment, fire alarm and emergency gates.
There should be free access to them.
Personnel should know the types of firefighting equipment available and should be trained in their
use.

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1.2.5 Spillage of fluids in airside areas

Refueling must be immediately stopped, the passengers shall be evacuated, and the effective fire
safety measures shall be taken in the following cases:
1) Spillage of fluids on the ground (artificial paving);
2) leakage of filling hoses and nozzles;
3) fuel spillage on the aircraft or fuel servicing equipment (fuel servicing truck, tank
truck, refueling unit and others);
4) detection of fuel fumes inside the aircraft or any other danger.
Handle the aircraft by means of ground facilities so that the principal exits are not obstructed.
In the event of fuel spillage the following actions should take place:
1. Stop the fueling operation.
2. Advice the PIC and cabin crew aboard.
3. If it is fueling with passengers aboard crew makes decision about passengers’ disembarkation
and inform ground personnel about this.
4. Advice appropriate staff members and Fire Emergency Service of the airport.
5. Mobilize all fire fighting equipment until the arrival of the airport emergency services.
6. Switch off APU (do not start APU until the spilled fuel is removed and there is no further risk
of spilled fuel or vapors).
7. Stop all engines’ running within a radius of 50 meters from aircraft.
8. Control the movement of unauthorized personnel and equipment into the area.
9. All electrical equipment must be switched off immediately.
10. Assist crew to evacuate passengers.
11. Wash fuel away with a water jet and remove it.
12. Find and dispose the reason of spillage.
13. Make sure that area is fuel vapors free.
14. Do not star fueling until the permit of authorized persons.

Fuel tanker must be equipped with fuel collection outfit.

1.2.6 Severe weather conditions

Severe weather is constant danger for Civil Aviation.
Severe weather is:
- high/strong wind;
- thunderstorm/lighting;
- low visibility;
- snow and ice conditions;
- heavy rain.

In case of hazardous weather conditions meteorology service should inform all airport services
in order to provide safety of aircraft ground handling equipment and etc.
When services are informed about severe weather they should act in accordance with the severe
weather plan instructions.

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1. General

Methods to obtain timely information on approaching weather:

 Airport Weather Service Alerts;

 National Weather Service Alerts;
 Local TV and Radio broadcasts;
 Pilot reports;
 Airport tower observations;
 Local detection devices;
 Internet.

Notification Methods:
 Radio;
 Visual lights;
 Audible horns or sirens.
Everybody who received notification has to act in accordance with severe weather plan.

Minimum preparations on ramp:

1) To check chocks setting;
2) To protect aircraft against additional supports (step-ladders and etc.);
3) Close and fix all doors;
4) To pull together and fix aerobridges;
5) To pull passenger steps down and take them from a safety distance away
6) To put ground handling equipment away from parking stands from a safety distance
7) To put ULD (unit load device) away and fix it. To close the containers’ doors

In case of high wind:

 Ensure all personnel know of the impending weather event;
 Set aircraft park brakes;
 Install additional chocks;
 Close all doors;
 Secure all cargo nets on aircraft;
 Close cockpit windows;
 Close all service panels;
 Secure aircraft nose gear torsion links to prevent weather vanning with free moving nose
wheels;
 Remove all ground equipment from parking stand far enough from aircraft;
 If time permits and parking areas are available move aircraft into hangars;
 Secure all ground equipment;
 Ensure all containers are locked on dollies or transporters with doors or curtains secured;
 Secure work stands by chain to hitching rails where available or to fences or other secure
equipment;
 Lower all high-reach equipment;
 Remove any loose equipment, e.g. chocks, cones, ladders etc.

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For thunderstorm/lightning activity the notification process may be broken down into 3 phases:
- Alert—Lightning activity is detected at a distance in excess of 8 km (5 miles) from your
operation.
- Stop/Suspend activities—Lightning activity is detected within 5 km (3 miles) of your
operation.
- All Clear—Lightning activity has moved beyond 5 km (3 miles) and is heading away from
your operation.

On receipt of an ALERT
1. Make preparations for the STOP phase.
2. Suspend non-essential activities in open areas.
3. Ensure any staff using or about to use headsets are informed of the alert.
4. Fuelling operations can continue, however the proximity of the thunderstorm/lightning should
be continually monitored.
5. Avoid using highly conductive equipment.

On receipt of STOP
1. Stop fueling.
2. Discontinue aircraft communication by head set.
3. Stop all ramp activity and clear ramp.
4. Personnel should seek shelter inside buildings or inside metal bodied vehicles. No one
should seek shelter under any part of the aircraft, loading bridge, near light poles, fences,
under trees.
5. Ensure all passenger service personnel have up to date information on weather event.
6. If passengers have not started boarding hold the passengers in gate lounges. If boarding has
started, stop process and leave passengers already boarded on the aircraft. If an aircraft has
just arrived it should be held off the gate until the lightning alert is terminated

During thunderstorm/lightning activity personnel should not:

•Get out of enclosed vehicles
•Use a head set connected to aircraft
•Use portable electronic devices, e.g. mobile phones, pagers, two-way radios in open areas or in
front of windows.
•Stay in open areas or under aircraft
•Seek shelter under a tall tree
•Load or unload explosive or flammable material

In case of snow or ice conditions:

 When snow and ice conditions are predicted, special preparations of the equipment will be
necessary to ensure their functionality and safe operation;
 snow and ice formations on equipment and work surfaces should be removed prior to the
start of operations;
 Personnel should allow extra time for activities, drive more slowly and allow a greater
distance to stop equipment;
 Personnel should be provided with suitable clothing to be able to maintain efficiency.

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1. General

1.3 Safety and labor protection provisions

1.3.1 Safety and labor previsions are determined by: Labor Code of Russian Federation (issue 10),
Federal Law ―On provisions of safety and labor protection in Russian Federation‖ ,
Collective Agreement of Ural Airlines, Federal Standards, industry standards, Company
standards, interindustry job safety rules, industry job safety rules, labor safety regulations,
functional instructions. These documents settle rules, procedures, and criteria aimed to
keeping employees alive and healthy.
1.3.2 The Air Company management, personnel of the Air Company and personnel of the
Handler are obligated to carry out the Safety and Health protection requirements.
1.3.3 The Air Company management has to provide:
 employees' safety at exploiting buildings, edifices, equipment, instruments, raw
produce and materials used in the production, and at executing technological
processes;
 a workplace meeting the safety standards;
 employees' schedule in accordance with the laws of Russian Federation and the
laws of subjects of Russian Federation;
 teaching employees' safe methods and ways of work and rendering first aid after
industrial accidents; instructing employees on labor safety; organizing for
employees practical study at workplace and examination of labor safety
requirements and safe methods and ways of work knowledge;
 non-admission to work of persons who have not undergone, in the statutory order,
training and instruction on labor safety, and have not done practical study and
examination of labor safety requirements knowledge;
 control over labor conditions at working places and employees' correct usage of
means of individual and collective protection;
 attestation of working places in respect of labor conditions with following
certification of labor safety measures taken in the organization;
 non-admission to work of employees' who have not undergone compulsory
medical examinations (surveys), and/or in case there are any medical
contraindications;
 employees' compulsory social insurance against industrial accidents and
professional disease
 presence of normative legal acts assembly containing labor safety requirements in
accordance with the specific character of enterprise activity

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1.3.4 Dangerous areas around the aircraft with the engines running

In front of the Behind the Idle Maximum Engines

Take-off
Aircraft engines engines power back draft on/aircraft on
regime
(meters) (meters) rating regime brake regime
А319/320/321 2,2 61 +
6,3 373 +
Ear protectors should be worn in case of operations near dangerous area.
Engine noise can cause hearing injury.

1.3.5 Responsibility

Air Company personnel involved in ground handling operations on the ramp are responsible for
1) observance of labor protection requirements, introduced by legislation of Russian
federation and Ural Airlines labor protection directions; successful completion of
labor protection tests conducted in the company
2) of instructions on movement in the airport zone;
3) Attending and completion of training courses on safe performance of
professional duties, first aid skills pertaining to workplace incidents etc.
4) immediate reporting to the senior staff member in case any situation threatening
human health/lives arises, or accident during professional duties fulfillment, or
sudden deterioration of one’s health (possible poisoning) etc

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2. Load Control

Chapter 2 Load Control

CONTENT

2.1 Personnel requirements С-22

2.2 Load control system. General С-24
2.3 Duties in load control system С-25
2.4 Assignment of duties and responsibilities С-25
2.5 Weight and balance calculation С-27
2.6 Commercial load calculation and arrangement С-33
2.7 Loadsheet С-34
2.8 LMC (LAST MINUTE CHANGE) С-44
2.9 Aircraft commercial specifications С-53
2.10 Storage of information С-54

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2.1 Personnel requirements

General requirements

General requirements for Personnel involved in of load control must:

load control staff -fully understand the principles of weight and balance;
- have a comprehensive knowledge of the regulations on
aircraft loading and weight and balance calculations, and the
ability to correctly interpret them.
Personnel training Training is necessary for personnel involved in:
1. Plan load distributions.
2. Issue Loading instructions.
3. Perform weight and balance calculation.
4. Check loadsheets and enter last minute changes;
5. Supervise the duty performance.
6. Supervise aircraft loading and ramp handling.

Training programs Personnel involved in a process of load control must be trained

requirements in following courses:
1. General definitions used in load control.

2. Principles of weight and balance, preparation of

loadsheet. Control over preliminary and final weight
and balance calculations. Loading instructions.

3. Aircraft construction and basic operational weight.

4. Influence of balance calculation on the flight safety.

5. Operational restrictions.

6. BULK. General principles

7. Load control documentation

8. Dangerous and special goods. .

9. Load planning (load planning depending on aircraft

type, load principles, load/unload priority, categories of
cargo, baggage and mail, load distribution, load

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2. Load Control

optimization).

10. LDM.

11. Ramp handling arrangement.

12. Commercial collateral of flight.

Personnel training has to be performed in certified training center. Training programs should have
certificate and licence. Training of load control personnel has to be performed every 36 months,
“Dangerous goods” training – every 24 months.
For safety providing a Handler must guarantee:
 That only trained personnel and successfully passers can be allowed to load control;
 Keeping of all load control personnel training certificated (originals and copies)

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2.2 Load control system. General

Ural Airlines policy Ural Airlines policy is defined as follows:

1. Safety is the first priority;

2. Regularity and timely performed duties;

3. Economically sound operation of aircraft taking into

account maximum flight safety level;

4. Correct application of load control rules.

Scope Requirements of load control system described in this Manual

are required for Handler personnel.
Procedure of load control 1. Accuracy of Loadsheet data and factual loading before
system must provide: departure.
2. Correct application of Air Company regulations and
special loading instructions.
3. Aircraft structural and operational limits are not
exceeded.
4. The position of the centre of gravity of the aircraft is
within the prescribed limits.

Center of gravity The weight and balance calculations are applied to define the
Centre of Gravity location of a loaded aircraft.
The Centre of Gravity of an aircraft must be located in a
specific area, within the limits specified in the weight and
balance records of the aircraft and meet the requirements.
The proper position of CG is the base of safe and economic
flight. It is prohibited to operate an aircraft with CG out of
limits.
Handler’s responsibilities In order to guarantee safety and efficiency of load control a
Handler has to provide skilful and qualified personnel.
Availability and safe keeping of training certificates.
Additional requirements Recalculation of gross weights and balance conditions:
-is necessary in case of manual way of calculation.
-is not necessary in case of DSC calculation.
Recalculated figures must be compared with corresponding
loadsheet figures. Significant differences must be clarified
before departure. Recalculation must be put in the flight file.

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2.3 Duties in load control system

Duties classification based on AHM590 IATA:

Load control duties

1 Issue of preliminary Loadsheet and Loading instruction in accordance
with the Manual
Responsible person: Loadsheet agent and Load planner

2 Load control supervision

Signing of Loadsheet in according to Loading instruction.
Responsible person: Loading dispatcher/supervisor

3 Check of Loadsheet.
LMC entry
Responsible person: Load controller /Crew

2.4 Assignment of duties and responsibilities

When a handling company staff member responsible for ground handling arrangements and control
is not available at an airport of departure, crew member is also in charge of control over securing
containers on board and hatch closing.

R/C supervisor or 1. Compliance of a load & trim sheet and aircraft

other staff member type/modification
responsible for an 2. Monitoring distribution and securing the payload
aircraft ground inside baggage-cargo compartments of an aircraft
handling arrangements 3. checking of actual load and lashing;
and control 4. Loading process supervision

“Ural Airlines” 1. bulky load control, compliance of the actual contents

representative (GH with stated in documents;
specialist, staff
2. seals, tags and labels availability;
member of the
Handler) 3. distribution and fixing the payload inside baggage-
cargo compartments,

4. correctness of the documents on payload filled out,

including Loading Instruction.

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Loadsheet agent and By signing the loadsheet, the loadsheet agent confirms
load planner that:
1. the data have been correctly entered.
2. the data have been compared with those of the
precalculation.
3. Significant differences have been clarified.

Crew member (co- Control over payload calculation;

pilot) Checking of actual load and lashing;
Load and trim sheet used is issued in accordance with the
individual aircraft type/modification;
Control over calculations’ results;
Control over loading process in accordance with Load and
trim sheet and proper securing of load on board;
Control over ultimate load limitations, aircraft MTOW and
allowed weight and balance variations, considering data
from LMC line of LOADSHEET
Flight attendant Correspondence of actual load with data stated in
documents (baggage receipt, cargo manifest);
Intactness of packaging and labeling in case of bulky cargo
transportation;
completion payload data based on load and trim sheet
when completed by the crew;
control of cargo, baggage and mail loading following crew
members’ instructions.
Baggage, mail and cargo loading in transit airports is
carried out under direct control of a flight attendant.
Load controller The load controller must check and, if necessary, correct
the Loadsheet in accordance with the regulations in "Last
minutes changes".
The load controller must ensure that:
Passenger figures correspond with the figures established
at the gate check.
Load distribution figures correspond with the equivalent
figures on the loading report.
Fuel figures correspond with the final quantities stated on
the fuelling order is responsibility of flight crew only.

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2.5 Weight and balance calculation

General
Original Loadsheets and Ural Airlines documents are used for weight and balance calculation only.
If the documents are not available for Handlers they can use their own loadsheets (loadsheets
should be issued in according to АНМ516 IATA Recommendations).
Necessary documents:
A319-112 AHM 560, Aircraft Data
A320-211 AHM 560, Aircraft Data
A320-214 AHM 560, Aircraft Data
A321-211 AHM 560, Aircraft Data
Loading instruction A319/320/321

*In case of manual way of calculating:

Load & trim Sheet A319-112 или Loadsheet&Loadmessage A319-112
Load & trim Sheet A320-211 или Loadsheet&Loadmessage A320-211
Load & trim Sheet A320-214 или Loadsheet&Loadmessage A320-214
Load & trim Sheet A321-211 или Loadsheet&Loadmessage A321-211

* In case of automatized way of calculating (EDP):

Loadsheet A319-112
Loadsheet A320-211
Loadsheet A320-214
Loadsheet A321-211

Air Company control center is responsible for documents’ distribution.

Contacts details:
ahm@uralairlines.ru, тел: +73432723680

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General requirements:

Load calculation: 1. is necessary for each flight.

2. is performed manually or by DCS.

Purpose of load calculation Weight &Balance conditions are within prescribed

limits.
Weight and balance calculation: 1. is necessary for each flight.

2. is performed manually or by DCS.

Purpose of weight and balance The aircraft is loaded and the passengers are seated in
calculation such a way that balance conditions are within
prescribed limits.
Loading instruction is necessary for each flight
Aircraft release Load control is completed and the aircraft is released
for departure (i.e.released for moving away from the
parking position) when the:
1. The loadsheet issued for that flight, has been
checked and, if necessary, amended in accordance
with the instructions in "Last minute changes".
2. Flight crew has accepted a copy of the Loadsheet
issued for that flight and, if necessary, has been
informed of any last minute changes.
Loading priority list Loading can be stopped, or aircraft may be unloaded
if:
1. there is no place (seat or capacity)

2. weight reasons

3. balance reasons.

Priority of booked cargo departure on case of

loading limitation:
1. Spare parts for U6 aircraft on ground
2. Vaccines, serum and medicines to cope with
human or animal epidemics.
3. Perishables (highest priority being given to the
items with the shortest working life) (PER).
4. Special cargo:
4.1 Wild and domestic animals, bees,
laboratory animals (AVI);
4.2 Dangerous goods of all categories,
highest priority being given to isotopes
with the shortest half-life;

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4.3 Valuable cargo (VAL);

4.4 Human remains (HUM)
4.5 Limited mail.
6. Transfer cargo and cargo under customs control.
6.1. Items for exhibitions;
6.2. Properties;
6.3. Medicines.
7. Booked items listed in p.6
8. Diplomatic mail and diplomatic cargo.
9. Items listed in p.6 not booked; allowed weight –
up to15kg.
10. Forwarded baggage.
11. Held cargo or misforwarded cargo.
12. Other booked cargo.
13. Mail over limit.
14. Not booked cargo.

Passengers with confirmed reservation and

passenger baggage in amount and weight allowed
as well as excess baggage paid for have priority
over cargo except for AOG spare parts.

The above priorities can be modified by:

 Operations Director;
 Freight forwarder (regarding his booked cargo)
after agreement with ground handling
arrangement and control department;
In case of forced payload reduction, the cargo is
offloaded in the reverse order, relevant documentation
being amended accordingly.

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Standard weights

General
Standard passenger weights used in Ural Airlines calculations:

Standard weights 1. Crew

2. Passenger

Actual weights 1. Baggage

2. Cargo
3. Mail

Passenger standard weight

Passengers’ Weight
category
Summer Winter
Adults
men 75 kg 80 kg
women 75 kg 80 kg
Children 30 kg 30 kg
(2-12 years)
Infants 15 kg 15 kg
(0-2 years)

Crew standard weight

Category Weight
Flight crew 80 kg
Cabin crew 75 kg

Standard weights for male and female crew members are the same in Summer and Winter.

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Standard baggage weights

Economy – 20 kilos Business, Comfort

class - 30 kilos

Pantry equipment
Weight of pantry equipment is included in DOW/DOI.

The weight of one piece of cargo can be 5-200 kg for a passenger aircraft.

All guidelines mentioned above are valid for weight and allocation calculation of all passenger
categories with non-standard weights (children groups, sport teams and etc.).

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2.6 Commercial load calculation and arrangement

Commercial load arrangement is a system of measures intended for maximum use of the aircraft
load-carrying capacity and ensuring flight safety.
The arrangement of load consists of two stages:
 preliminary calculation – intended for arrangement of commercial load of the flight in
due time prior to the crew arrival;
 Final calculation – final calculation intended to keep weight and balance limitations as
per conditions of specific flight operated.
Calculation of payload, determination of weight and centering characteristics of passenger
aircrafts, control over compliance with the weight, balance and load limitations of the aircraft.
Commercial load calculation performed by a load planner (balance service) includes the following
operations:
 selection of appropriate initial data and forms;
 defining ultimate payload figures;
 allocation of the commercial load values on aircraft balance schedule in accordance
with the air balance limitations;
 calculation of actual values of the commercial load, take-off and landing weights and
aircraft balances;
 check for withstanding all the weight and balance limitations of the aircraft.
Irrespective of a manner and a method of the aircraft balance calculation, the procedure of works
shall provide the aircraft balance within the allowable range at all stages of the flight, and provide
as well as:
 compliance of Loadsheet data to the actual load of the aircraft before departure;
 aircraft loading in conformance with the requirements of this Manual and other special
instructions for loading;
 design and operation limitations of the aircraft.
Calculation of commercial load, determination of weight and centering characteristics of passenger
aircrafts, control over compliance with the weight, balance and load limitations of the aircraft.

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2.7 LOADSHEET

Load &Trim Sheet –is one of official flight documents used for the following purposes:

• It contains all information about passengers, baggage, cargo and mail on the aircraft,
• it contains the information about the fuel amount,
• it contains information for aircraft balancing and it documents passenger and load distribution
(indexes),
• a document for the settlement of sales and for statistical purposes,
• a document for the preparation of LDM.
Loadsheet is filled on the ground of weight and balance calculations and current information from a
Handler services in according “Weight and balance Manual”
Loadsheet contains the following flight information:
 total weight of passengers, baggage, cargo and mail on each leg;
 load distribution including total weight of passengers aboard for each destination and each
compartment where payload was loaded in;
 fuel information;
 information about special cargo, aberrations and etc.;
 calculated weigh and balance;
 the signature of the issuing staff (L/C officer);
 the signature of the checking staff (flight crew member, normally – co-pilot)

Loadsheets are prepared at the Load Control department (LC) using the information from the
appropriate units (number of passengers, number and weight of baggage, number and weight of
cargo and mail, fuel amount, etc.).

The format of the document is standard irrelevant to the method of its issuance.
Loadsheet is prepared shortly before departure for each leg at least in triple:

 2 copies for the departure flight;

 1 copy is kept at the departure airport (for 3 months);

The number of copies can be increased.

Loadsheet is completed, if it consists of:

-the flight number and date of departure;

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-Correct DOW/DOI in accordance with aircraft type, registration number, number of crew
members, and pantry equipment;

-Trip fuel;

-Transit load data from LDM or Loadsheet of the previous flight leg;

-Weight and number of passengers data complies to the check-in data;

-Allocation of DG and other goods mentioned in NOTOC;

-Total load doesn’t exceed maximum commercial weight;

-Weight and balance calculation was performed in accordance with load of aircraft taking into
account LMC;

-Air Company requirements;

-Signatures.

Aircraft balance in the automatic mode

Aircraft balancing is performed in the certified DCS systems. The personal workstation «Balance»
is intended to render automatic the full set of information and calculation functions of the balance
dispatcher at preliminary and preflight stages of the flight preparation.
Enter of the information under a fragment of daily plan is performed either directly by the balance
dispatchers (autonomic option), or within the frames of the automated control system of the
company (systemic version).
Initial data on weight and balance characteristics of the Airlines’ aircrafts is transferred to the
balance dispatcher’s office (at the base airport) by construction bureau specialists of the aircraft
maintenance base of the Airline according to the aircraft types and signed by a shift balance
dispatcher, all the operative changes are transferred by the operations department of the aircraft
maintenance base subject to be signed as well. To the balance services at the airports of departure
the initial data on the weight and balance characteristics and other data required for the aircraft load
and balance calculation (at A319/320/321 operation AHM 560 is transferred) is transferred by the
Flight Information Assurance Service to e-mail addresses.

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Upon receipt of the initial data (АНМ 560) the balance service of the airport of departure shall be
obliged to perform a check balance calculation and submit it for authorization to OCC. The check
balance calculations are stored in OCC.
The operative data is entered in the automated systemby software installed on the personal
workstations.
The operative data is:
 aircraft parking number;
 route;
 aircraft registration number;
 aircraft type;
 number of flight crew and cabin crew members;
 fuel weight required for the flight;
 en-route fuel consumption;
 PIC name;
 number of passengers;
 weight of carry-on baggage;
 Weight of baggage, cargo, mail.
The automated system calculates the total actual commercial load and balance of the aircraft. In the
process of the automated calculation of the actual commercial load the systems controls over the
aircraft weight and balance limitations. After the final aircraft balance calculation having performed
a Loadsheet is issued. The automated system provides withstanding the aircraft balance limitations,
exercises control over the actual aircraft balance on the ground not to exceed the maximum
permissible rates.
In case of any functional or programmatic failures the system displays a message onto a screen
about the error nature or reasons, any actions required for the failure removal and it does not issue
Loadsheet.
The personnel using the automated systems of the weight and balance calculation shall issue a
manual Loadsheet at least once per 3 months in order to maintain its qualification.

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Aircraft balancing by graphical method

At failure of the automated system the person responsible for the aircraft balancing performs the
balance calculation by the graphical method. The balance schedule can be made by load planner or
by the crew member (copilot).
The procedure of the aircraft commercial loading warrants the balance calculations to be based on
the current aircraft balance data.
For the balancing to be performed, the aircraft type weight and balance database compiled from
AHM-560, a form «LOAD and TRIM SHEET» under the aircraft type, aircraft fueling information,
number of crew members, information on commercial load of the flight shall be used.
The result of the balance calculation is a plotted and completed balance schedule, which is
considered to be the basic accompanying document defining the flight safety under the commercial
provision of the flight up to the following landing. The balance schedule is plotted by the balance
dispatcher (a specialist of the balance service) and it is signed in duplicate under copy paper – one
for the airport of departure and the other one for the aircraft crew. After having checked the
commercial load of the aircraft the crew member (copilot) signs the balance schedule.
In case of disagreement with the balance schedule compiled by the person responsible for
balancing, any amendments can be made only by the compiler.
Only the crew member (copilot) shall have the right to make any amendments, if the balance
schedule is compiled by him.

Aircraft balancing stages

The load planner responsible for balancing performs the following actions:
 Prepares the process documentation required for work.
 Receives preliminary information as to the commercial loading of the flights including
information about non-standard weights;
 Calculates preliminary commercial loading of the flight.
 Performs the preliminary aircraft balance calculation.
 Compiles the rational aircraft loading diagram for the recommended balance to be withstood
without using of ballast.
 At balance calculation he takes into account the use of ballast, in case of missing the
required commercial load to provide the admissible flight balance of the aircraft.
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 Issues in due time the aircraft loading diagrams and transfer them to the person responsible
for the aircraft ground handling organization and control.
At some airports the load and balance dispatcher performs the balance calculations
(preliminary and preflight calculations) and the flight load control.
 Instructs the person responsible for the aircraft ground handling organization and control as
to the aircraft loading particularities.
 Receives the final information on commercial load of the flight, makes the appropriate
alterations and performs, in due time, the final aircraft balance calculation.
 Informs immediately the person responsible for the aircraft ground handling organization
and control as to any changes in loading of the baggage and cargo compartments of the
aircraft and as to making alterations in the loading diagram.
 Checks for compliance the loading diagrams of the Loadsheet and the balance schedule,
prepared for the flight of the aircraft, if the balance calculation is performed by the graphical
method.
 Performs the repeated balance calculation and issues a Loadsheet at removal/ addition of the
commercial load being in excess of the maximum permissible changes in the line «LAST
MINUTE CHANGE».

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LOADSHEET prepared manually

LOADSHEET must consits:

1. Priority – dispatch priority (QU or QX)
2. Address – telex address (ess) for LOADMESSAGE, if required.
3. Originator – telex address of the issuing airline.
4. Recharge – 2-letter code of the carrier to be charged for LDM
5. Date/Time – date and time of departure
6. Operator initial – operator initials
7. LDM – LOADMESSAGE (pre-printed).
8. Flight – flight number and departure date
9. А/С – aircraft registration number
10. Version – aircraft configuration
11. Crew – number of crew members, including out of duty members; cockpit/cabin e.g. 2/5
12. Date – date/month/year of the flight, local time.
13. BASIC WEIGHT –mass of an empty aircraft after it had been manufactured, determined by
weighing and inserted into an aircraft documents. Contains all aircraft equipment, including
liquid systems and remaining fuel.
14. Crew – weight of crew members (see 11).
15. Pantry –weight of catering and other food, non-manifested, transported in galley
16. DRY OPERATING WEIGHT (DOW) – reserve line for DOW.
17. DRY OPERATING WEIGHT – basic weight + operations items (crew, crew baggage, flight
equipment, pantry)
18. Take off Fuel (TOF) - fuel in the aircraft minus fuel consumed during take off.
19. OPERATING WEIGHT – total of 17 and 18
20. Max. weight for zero fuel – maximum aircraft weight with revenue load, without fuel weight,
must not be exceeded under any circumstances.
21. Max. weight for take-off – maximum permitted takeoff weight, that must not be exceeded under
any circumstances.
22. Max. weight for landing – maximum permitted landing weight that can not be exceeded under
any circumstances.
23. Trip fuel – planned amount of fuel to be consumed between take off and first landing
24. Allowed weight for take-off – lowest of p.24 «а» or «с», or p.21.
25. ALLOWED TRAFFIC LOAD – the difference between – lowest of p.24 «а» or «с», or p.21 and
p.19.
26. Destination – airport of destination.
27. No. of «РАХ» - total number of transit passengers including РАD
(A/F – adults, графа CH – children between 2 and 12, графа INF- infants, up to 2 years of age).
28. No. of «РАХ» - total number of local passengers including РАD.
(A/F – adults, графа CH – children between 2 and 12, графа INF- infants, up to 2 years of age).
29. No. of «РАХ» - total number of disembarking passengers, including PAD
30. Cabin baggage – cabin baggage not included in the standard passenger weights.
31. Tr – total weight of transit baggage, cargo and mail.
32. Total – total weight of checked baggage to be loaded, excluding 30.
33. С – total weight of cargo loaded.
34. М- total weight of mail loaded.

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35. Т – total payload weight excluding total passenger weight, sum of 31and 34.
36. Distribution – distribution of total load by categories and destinations inside each compartment.
37. Pieces PCS – number of baggage, cargo and mail pieces.
38. Seats occupied by transit passengers by classes of service, including PAD.
39. Seats occupied by local passengers including РАD.
40. Total number of seats occupied by departing passengers by classes, including РАD.
41. Seats occupied by transit passengers PAD by classes.
42. Seats occupied by initial PAD passengers, by classes
43. Total number of departing РАD passengers
44. Remarks on special cargo.
45. Total number of passengers
46. Total weight of baggage in passenger cabins.
47. Total weight of non-alive load, i.e. sum of 31, 32, 33, 34.
48. Total weight of non-alive load in cargo compartment and/or ULD position
49. Total number of seats with passengers according to classes (sum of 38 and 39)
50. Total passenger weight – total weight of passengers, calculated according to individual airlines’
procedures (see 45)
51. Total traffic load – actual traffic load. Includes total weight of PAX, baggage, cargo and mail .
52. Underload – unused weight before LMC (25 minus 51)
53. Zero fuel weight – actual aircraft weight with pay load, without fuel weight (sum of 17 and 51).
54. Take –off weight – actual takeoff weight.
55. Landing weight – actual landing weight of an aircraft,.54 minus 23.
56. Destination – destination airport.
57. Specification – category /type of LMC.
58. CL/CPT – class of the PAX/cargo hold or ULD position.
59. +/- identification - loading or unloading as in 57.
60. Weight – weight of additional load or load taken away.
61. LMC total +/- regarding its total weight.
62. LMC total weight – total weight of LMC.
63. LMC – completed according to individual airlines’ procedures.
64. SI – supplementary information, free text.
65. Notes – information not included in the LDM, used for airline purposes.
66. Balance – aircraft balance conditions.
67. Seating condition – passengers in the cabin, for the purpose of balance required.
68. Total passengers – total number of passengers (sum of 45 a, b, c, d, PASSENGERS LMC)
69. Prepared by – signature of the agent preparing the LOADSHEET.
70. Approved – signature of the captain or a person authorized by him/her according to individual
airlines’ procedures.

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Loadsheet prepared in the automatic mode

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Check of Loadsheet

Before flight documentation is delivered on board, a Load planner responsible for aircraft balancing
checks if Loadsheet, Load and Trim sheet and payload agree with each other.
After the Loadsheet is delivered on board, R/C supervisor/other staff member responsible
designated by a handling company checks on actual payload, Loading Instruction and Loadsheet
data. If all data corresponds to each other, the Loadsheet is handed to a flight crew member
responsible (co-pilot) for final check and signature. If errors are found by him/her, a new Loadsheet
is to be issued.

2.8 LMC (LAST MINUTE CHANGE)

When data are put into LMC line of Loadsheet, R/C supervisor/other staff member responsible
designated by a handling company has to check on the following:
 total weight of payload added must not exceed the weight stated in UNDERLOAD BEFOR
LMC block;
 payload limits of individual baggage-cargo compartments must not be exceeded;
 aircraft weight and balance restrictions must be complied with.

The above issues are within the competence and under responsibility of flight crew member
responsible (co-pilot at Ural Airlines). Only personnel (L/C dispatch officer) who completed Load
and Trim sheet can put in changes. Co-pilot can only insert data into LMC block of the Loadsheet.

In case flight crew member responsible (co-pilot) does not agree with the Load & Trim sheet issued
by L/C staff member, only the complier can make corrections.

If an aircraft is underloaded, additional “last minute” passenger boarding is carried out in

accordance with “Procedures on passenger handling”. A flight crew member responsible (co-pilot)
introduces changes and gives instructions to flight attendants on seating of such passengers.
For the sake of flight safety in terms of the payload, flight crew member responsible (co-pilot) takes
the following steps before aircraft departure:
 the payload calculations on the Load and Trim sheet, makes corrections if necessary and
signs it;
 receives a report concerning payload from a purser;

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 checks calculated weights and actual distribution of cargo, baggage and mail on board for
correspondence with Loading Instruction and Load & Trim Sheet. In case discrepancies
revealed, all data is adjusted to those in Load & Trim Sheet;
 checks if cargo/mail/baggage is properly fixed on board;
 checks if actual passenger seating is in compliance with Load & trim Sheet.
When Load & trim Sheet is compiled by a crew member responsible (co-pilot), it’s only this crew
member who can change it.
When changes are introduced into «LMC» block of the Loadsheet, co-pilot has to ensure that:
 total weight of payload does not exceed the weight mentioned in UNDERLOAD BEFOR
LMC line;
 maximum weights in individual cargo-baggage compartments have not been exceeded;
 maximum weights (ZFW, TOW, LAW), applicable for the flight have not been exceeded

Maximum LMC extent permitted is 300kg for an aircraft with the passenger cabin configuration up
to 150 PAX and 500 kg for an aircraft with the passenger cabin configuration beyond 150 PAX.
All Loadsheet modifications resulting from additional/removed load are to be agreed with the L/C
staff member responsible. LMC data is entered into all copies of Loadsheet signed. Crew is
informed about LMC orally or in written form. But crew should not be informed in both forms of
notification simultaneously. Notification way should be agreed in advance.

Loading Instruction
Loading Instruction is an official document on distribution of baggage/mail/cargo in baggage-cargo
compartments of an aircraft in accordance with Load and Trim sheet.
Loading Instruction is completed as per data of preliminary weight and balance calculation and is a
guiding document for a staff member responsible for ramp handling arrangements and control
(Load planner).
Loading Instruction is a document providing visible information on actual distribution of baggage,
cargo and mail in baggage-cargo compartments of an aircraft and is a basis for loading process.
Loading Instruction forms differ by aircraft type and are always completed in accordance with
specific type of aircraft. Loading Instruction is completed in two copies stating the aircraft type,
aircraft tail number, flight number, routing, date and time of departure.

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Distribution of Loading Instruction sample to airports is performed by U6 OOC before start of

flights.

Loading Instruction must be signed by a Load planner(staff member responsible for aircraft
balancing) and a staff member responsible for ramp handling arrangements and control (loading
controller).

Only staff member responsible for ramp handling arrangements and control (loading controller) is
allowed to make changes to Loading Instruction.

One copy of Loading Instruction is given onboard to a flight attendant responsible for payload.
Second copy of Loading Instruction id returned to Load Control office.
Density data is used for Load Instruction preparation.

Type of loading Density kg/м

Baggage 160
Ballast 1400
Cargo 180
Mail 220
Wrapper sent by mail 150

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2.9 Aircraft Commercial Specifications

MAX MAX МАХ

MTOW,
Type Landing Commercial, Fuel weight, Compartment sizes, (м)
(kg)
weight, (kg) (kg) * (kg) **
1 2 3 4 5 6
А319 75500 62500 Calculation: 18728 Front c/c
MZFW minus 3.346 х 1.430 х 1.243
DOW Size of door
(MZFW,DOW 1.233 х 1.816
3
in AHM Volume 8.51м
for each Rear c/c
aircraft) 7.662 х 1.430 х 1.243
Size of door
1.816 х 1.233
3
Volume 11.83м
Bulk
3
Volume 7.06м
2
МАХ pressure on the bottom 488кг/м
A320 77000 66000 Calculation: 19000 Front c/c
MZFW minus 4.8539 х 1.4297 х 1.247
DOW Size of door
(MZFW,DOW 1.228 х 1.817
3
in AHM Volume 13.28м
for each Rear c/c
aircraft) 6.5542 х 1.430 х 1.243
Size of door
1.817 х 1.19
3
Volume 18.26м
Bulk
Size of door
0.954 х 0.704
3
Volume 5.715м
2
МАХ pressure on the bottom 488кг/м
А-321 89000 75500 Calculation: 18605 Front c/c
MZFW minus (VQBOF, 8.054 х 1.430 х 1.243
Only Only aircraft: DOW VQBDA) Size of door
aircraft: VQBCX, (MZFW,DOW 20881 1.817 х 1.192
3
VQBCX, VPBVP 77800 in AHM (VQBKJ, Volume 22.0м
VPBVP for each VQBKH, Rear c/c
93000 aircraft) VQBKG, 8.154 х 1.430 х 1.243
VQBOC) Size of door
20953 1.817 х 1.235
(VQBCX, 3
VQBOB, Volume 17.794м
VQBOZ, Bulk
VPBVP) Size of door
0.954 х 0.704
3
Volume 5.715м
2
МАХ pressure on the bottom 488кг/м

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* depends on flight range. ** For fuel with density of 0.8kg/l

*** For fuel with density of 0.785 kg/l
Passenger cabin layout ВС A319/А320/321 is defined in АНМ-560.

Temperature conditions in c/c of passenger aircraft:

(for transportation of live animals and special cargo)

А319/320/321
There is no access to c/c during flight.
0
In rear c/c combined with BULK (cloth wall), temperature controls from +5 till +26 С.
Temperature BULK can be lower than the set on the selector to 100 C.

2.10 Storage of information

Any accompanying flight information (NOTOC, Loadsheet, etc.) must be stored in archives of
Airlines for 5 years. Handlers should provide the information storage for 6 months.

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3. Loading/Unloading

Chapter 3 Aircraft Loading/Unloading

CONTENT

3.1 General principles of loading C-58

3.2 Baggage loading C-60
3.3 DAA baggage (Delivery at Aircraft) C-61
3.4 ―Priority‖ baggage C-62
3.5 RUSH and forwarded baggage C-62
3.6 Baggage offloading C-63
3.7 Baggage loading in trolleys C-63
3.8 Ground load equipment requirements C-63
3.9 Mail loading C-63
3.10 Loading of cargo C-63
3.11 Dangerous goods transportation C-64
3.12 Dangerous goods loading and monitoring C-65
3.13 Radioactive materials loading C-66
3.14 Dangerous goods requirements C-69
3.15 Actions in case of dangerous goods accident C-70
3.16 Transportation and loading of special cargo C-71
3.17 Special cargo – Notification to captain (NOTOC) C-72
3.18 Notification about departure of aircraft with DG aboard C-72
3.19 Aircraft limitations C-75
3.20 Lashing equipment C-79
3.21 Unloading/General C-81
3.22 Cargo unloading C-81
3.23 Baggage unloading C-82
3.24 Mail unloading C-83
3.25 Security procedures C-83
3.26 Special cargo C-84

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3.1 General principles of loading

3.1.1. Loading of baggage, mail and cargo is carried out by the loaders with following
instructions of a load controller in charge, under supervision of flight attendant
responsible for commercial load who controls package integrity, number of baggage
pieces, and tags availability according to the Loading instruction.
3.1.2. Loading of baggage, mail and cargo is carried out in accordance with procedures and
regulations of aviation security, safety measures, protection of labour and the operation
schedule related to specific aircraft type.
3.1.3. Order of loading: cargo- mail- baggage.
3.1.4. The number of pieces of loaded cargo, mail and baggage must correspond with the
number of pieces of checked-in baggage for the flight and number of pieces mentioned in
a baggage manifest.
3.1.5. If all checked cargo, mail or baggage can’t be loaded to aircraft due to manufactures’
limitations in order to provide safety, baggage should be loaded in accordance with
―Priority List”.
3.1.6. In case of BULK loading the loading staff shall ensure that code of destination airport on
tags and labels are complied with flight number.
3.1.7. The loading staff shall pay proper attention to baggage market as ―FRAGILE‖.
3.1.8. Loading must be performed in accordance with Loading Instruction.
3.1.9. When loading is completed, the loading personnel must fix BULK baggage in
compartments.
3.1.10. When loading is completed, a load controller and a flight attendant( responsible for
commercial handling) sign baggage and cargo manifests.
3.1.11. If it is necessary to leave a part of baggage (due to loading restrictions) transit and
transfer baggage should be loaded in the first place.
3.1.12. N/A
3.1.13. If passenger is accepted for transportation after check-in closing his baggage is checked
in a standard way and marked with standard tag. Passenger transports his baggage to
aircraft himself; a loader loads it and issues appropriate documents (by request of staff
member responsible for commercial handling).
3.1.14. In order to avoid flight irregularities cargo, mail, and baggage should be loaded
according to Ground time.
3.1.15. A loader staff member checks a compliance of flight number and point of destination
mentioned on the baggage tags and also counts number of baggage.
3.1.16. Baggage labeled as «Crew» is allocated separately from the rest of baggage on the
particular placed in cargo compartment depending on aircraft type.
3.1.17. Cargo, mail and board supplies are not allowed for carriage on the passenger seats.
3.1.18. If baggage/cargo that has not been identified as dangerous but it has been contaminated
(dirty one) and there are grounds to suspect that the cause of contamination is dangerous
goods, it is necessary to take measures to identify the nature and source of pollution
before loading dirty baggage or cargo. If the contaminant is found or suspected, that it is
a substance classified as dangerous goods under the Regulations, the operator is obliged
to isolate the baggage or cargo and to remove the identified hazard before the baggage or
cargo is transported by air.

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3.1.19. During baggage, mail, cargo are delivery and loading to the aircraft flight attendant
responsible for payload checks availability of:
 Baggage manifest;
 Cargo air waybills;
 Cargo and Mail Manifest, and compliance of the number of pieces mentioned.
3.1.20. Actual number of loaded baggage, cargo and mail must comply with the data entered in
the documents.
3.1.21. For base airport only
3.1.22. During loading operation loaders shall provide safety of package and content and pay
attention on labels and distinguishing features.
3.1.23. During loading loaders shall provide utmost handling with baggage in order to avoid
damage (torn handles, belts, broken wheels and wheel mounting, cracks in plastic bags).
3.1.24. Loading operation shall be carried out with conveyor belt.
3.1.25. It is forbidden to load baggage/cargo/mail in different baggage-cargo holds
simultaneously.
3.1.26. Loading operation shall be performed by the supervision of flight attendant.
3.1.27. Running load limitation and maximum capacity of compartments shall not be exceeded.
3.1.28. Oversized, heavy, dangerous goods, cages and containers with animals should be fixed
with additional safety belts.
3.1.29. Handling personnel shall guarantee:
 Be cautious during loading in order to avoid incidents with cargo or aircraft.
 Proper handling with all ground equipment.
 Loading should be performed only in allowed compartments.
 Loading should be performed according to Load Instructions.
 Compliance of the load instructions for specific items.
 Compliance of the weight and balance regulations for aircraft type.
3.1.30. Cargo is not allowed for transportation if :
 packed improperly or/and may damage other cargo.
 weight calculation is not correct.
 If cargo can contaminate baggage compartments or/and other cargo.
 The package is not complied with requirements (dangerous goods, human remains and
etc.).
 If loading instructions cannot be observed.
3.1.31 Loading of cargo/mail/baggage higher than Max. Loading height is not permitted.

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3.2 Baggage loading

3.2.1 Baggage is loaded after cargo and mail and formed by points of destination.
3.2.2 Baggage must be sorted. Purpose – to sort baggage correctly in accordance with
standards of loading.
3.2.3 The baggage is sorted out by flight numbers and destinations. To prevent mishandling,
every piece of baggage must have a label with flight number and destination on it.
3.2.4 Baggage is always counted. Special attention is paid to pieces carrying tags like
«Priority» etc.
3.2.5 Transfer baggage of different carriers is put on a separate cart or a separate container.
3.2.6 Baggage should be handled with care so that the package and the contents are left
undamaged.
3.2.7 Loaders sort baggage by flight numbers and destinations; baggage is also sorted out in
accordance with type (i.e., transfer baggage of one carrier’s flight, transfer baggage of
different carriers’ flights) and class (Y, C).
3.2.8 For base airport only.
3.2.9 In a process of sorting a loader checks the flight number and point of destination, counts
pieces of baggage.
3.2.10 The number of pieces of loaded baggage must correspond with the number of pieces of
checked-in baggage for the flight. If the actual quantity of baggage does not comply with
the quantity stated on baggage receipt, the following is done: if the actual quantity of
baggage is less than that stated on baggage receipt, local search is carried out; if the
actual quantity of baggage is more than that stated on baggage receipt, baggage
reconciliation is carried out with the check-in agent for the flight participating. If no
result, baggage identification by passengers is initiated.
3.2.11 Baggage sorting at not base airports is done as per local regulations.
3.2.12 When transfer baggage goes through a transit airport, check-in and sorting are held
following the data on baggage tags.
3.2.13 If a transfer passenger has his connection broken and departs by different flight, his/her
baggage should be sent by the same flight. Baggage tag is re-done as well with the new
flight data put on it. FWD message is not sent in such case, since the passenger receives
his baggage immediately upon arrival.
3.2.14 If a minimum connection time is lost by late flight arrival, accepting carrier states the
reason and actual arrival time in FWD message.
3.2.15 If a transfer passenger departs a transit airport with his baggage not loaded on the same
flight, the baggage is forwarded as soon as possible following the relevant procedure.
3.2.16 Transfer baggage goes through the security check before loading
3.2.17 If a piece of baggage is damaged during handling, the following is to be done:
1) change package if doing so is necessary to keep the contents safe;
2) send message to the destination airport in order to inform the passenger
before he/she obtains the damaged piece and properly compile DPR.
3.2.18 If a piece of baggage without a tag is found by the gate after check-in, it must be opened
and a list of contents must be done.

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3.2.19 Then information on the piece found is passed to «World Tracer» system and OHD file
is compiled. OHD states type and color of baggage in accordance with the IATA
classification, differential signs, passenger name if identified. «World Tracer» should
also be searched for messages from airports concerning the piece.
3.2.20 Baggage transported to different destinations should be loaded in different
compartments.
3.2.21 If baggage transported to different destinations is loaded in one compartment it should be
allocated separately. Baggage transported to the final point of destination is loaded in the
first turn, to the first point of destination – in the last turn.
3.2.22 Loading order:
1. Economy class baggage;
2. business and VIP passengers;
3. transfer baggage.
3.2.23 Transfer baggage is loaded in cargo compartment in the last turn in order to unload it in
connection point in the first turn.

3.3 DAA baggage (Delivery at Aircraft)

3.3.1 Baggage checked as carry-on and marked with ―Delivery at aircraft‖ tag (See Annex ) is
transported in cabin, checked at the points of Inspection with a passenger and is delivered
to embarkation area by passenger or to the passenger steps
3.3.2 Check-in agent is responsible to:
1) Inform passengers with DAA baggage about Rules of transportation of DAA
baggage;
2) Control acceptance of baggage transported in c/c by flight attendant/loader near
passenger steps.
3.3.3 Flight Attendant responsible for payload before DAA baggage loading in c/c:
1) at the passenger steps tears off coupon tag «Delivery at aircraft» and gives to
passengers;
2) Informs passengers about Claim baggage Regulations at transfer/transit airport;
3) Controls loading of baggage in c/c by loaders, makes a note in baggage manifest
about number of accepted as DAA baggage.
If passenger aboard has carry-on baggage is not allowed for carriage in a cabin, Senior
flight attendant:
1) Marks carry-on baggage with the additional ―Delivery at aircraft‖ label;
2) Asks loader to load DAA baggage to compartments
3) Informs passengers about the procedure of receipt upon arrival;
4) Makes notes about number of DAA baggage in baggage manifest.

Upon arrival to the airport of destination, unloading of DAA baggage is performed primarily.

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3.4 “Priority” baggage

3.4.1 Baggage pieces labeled with ―priority‖ tag is loaded into compartments at
transit/destination airport the last turn to be unloaded first.
3.4.2 For the base airport only.
3.4.3 When being transported and kept in a separate area, “Priority” baggage is guarded by
the security personnel.

3.5 RUSH and forwarded baggage

3.5.1 Baggage which has not been sent from departure airport to an airport of destination for
various reasons (mishandled, unclaimed etc.), must be sent to its destination a.s.a.p. on
the next possible flight operated by Ural Airlines or other carrier.
3.5.2 Such baggage is put in a secure premise (baggage room, unclaimed baggage room) and
marked with an additional «Rush» tag. ―RUSH‖ tag contents information about the points
of transfer and destination, the flight numbers.
3.5.3 «Rush» baggage is allowed for carriage only after check of it and confirmation from
aviation security service (SECURITY stamp is «Rush» tad is required).
3.5.4 A ―FWD‖ message should by send via ―World Tracer‖ when such baggage is forwarded
to a destination/transfer point(s), if a routing includes a few airports.
3.5.5 In case of domestic flight carriage of forwarded baggage is performed on the ground of
forwarding ticket without additional fee.
3.5.6 Forwarded unaccompanied baggage has to be checked; commercial act issuing is
required.
3.5.7 A ―FWD‖ message should contain all details pertaining to the piece forwarded – dates of
forwarding, baggage tag No, owner name, forwarding ticket No
3.5.8 A separate baggage receipt is issued for such baggage.

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3.6 Baggage offloading

3.6.1 Baggage can be excluded from flight either during check-in or after it has been put on
board.
3.6.2 In case of necessity of baggage offloading loaders find the bags(identified by tag) agent’
instruction and under mandatory flight attendant control. That baggage is delivered for
identification and documents issuing and then it is handed to passenger. If baggage is not
identified, it should be done a note in a Baggage manifest: ―Baggage tag № is offloaded
due to passenger non-appearance‖. It is sighed by loader, flight attendant and check-in
agent.
3.6.3 It is strictly forbidden to transport the baggage of passengers who haven’t shown up at a
security check or boarding.
3.7 Baggage loading in trolleys
3.7.1 Before loading it is necessary to make sure that baggage tracks are clean and operable.
3.7.2 Loading on dirty and inoperative trolleys IS NOT ALLOWED.
3.7.3 It is not allowed to load more then 40 pieces of baggage for each trolley. It is necessary to
make sure that baggage is properly fixed on trolley during transportation due to keep
steadiness and controllability of vehicle; driver should have a good view.

3.8 Ground load equipment requirements

Type Description

Conveyor belt Used for the transport of bulk baggage/cargo to/from the aircraft compartment.

Baggage Used for the transport of bulk baggage/cargo to/from the aircraft compartment
trolleys

3.9 Mail loading

3.9.1 Mail must be loaded in a location in order to provide quick access. However, its location
should not affect on quick operation of unloading / loading of baggage.
3.9.2 Mail should not be left unsecured until loading.
3.9.3 Only authorized personnel are allowed to access into the compartment with the mail.
3.9.4 Mail bags should be counted by aircraft.
3.9.5 Personnel should carefully load mail in aircraft compartments.
3.9.6 The sender should be informed about all damages connected with mail content, bags,
stamps or labels.
3.9.7 Every piece of mail loaded on board an aircraft (mail bag, book-post, parcel) must have a
security check stamp on its face-front side. Check-out inspector must control it. It is
forbidden to load mail without security check stamps and/or accompanying forms.

3.10 Cargo loading

3.10.1 Ural Airlines uses only BULK loading.

3.10.2 Bulky cargo must be distributed in a baggage-cargo compartment so that the center of
gravity is in the middle of the compartment. Oversize cargo has to fit the cargo

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compartments leaving the space required between the cargo and construction. Load sizes
must not exceed operational restrictions.
3.10.3 Valuable cargo in a sealed container is positioned as per the weight and balance data.
Valuable cargo in a small package and diplomatic mail (up to 10kg) is located in the
cabin by senior flight attendant. Senior flight attendant states the location of such cargo in
―Loading Instruction‖ together with his/her signature.
3.10.4 In order to avoid delays cargo delivery to the aircraft is performed in according to Ground
time.
3.10.5 Cargo should be separated by unloading stations.
3.10.6 Special cargo should be loaded separately from the rest of cargo in order to identify it
fast.
3.10.7 Cargo required quick unloading (medical and other equipment) should be loaded in the
last turn.
3.10.8 The procedures for cargo preparation (and its components) for loading must provide the
following conditions:
 Prevention of damage, theft and poor handling during transportation and loading.
 Separation and compliance with the conditions of storage.
 Accuracy of preparation procedures when similar cargo can be completed
(pooled) in accordance with the airport Regulations.
3.10.9 The load weight must comply with the restriction of running load limitation.
3.10.10 Marking with special additional labels is required for all piece of cargo that needed to be
fixed (lashed).

3.11 Dangerous goods (DG) transportation

3.11.1 Preparation for dangerous goods transportation shall be performed in according to COM
(Cargo Operational Manual).
3.11.2 Purpose-trained responsible specialist of the Airline is liable for the transportation of
dangerous goods. By order of the Director General the Chief manager of Cargo Carriage
Service is assigned as a responsible person for proper loading of dangerous goods and
providing operational safety while handling of dangerous goods. The Chief of Cargo
Carriage Service was trained in the certified center of the training school having status as
IATA Dangerous Goods Accredited Training School under program "Transport of
Dangerous Goods by Air. IATA Dangerous Goods Regulations (ICAO/IATA categories
1, 3, 6)", IATA accredited and certified.
3.11.3 All the Airline’s personnel, involved in supervision over and handling of dangerous
goods are trained and have valid certificates for the transportation of dangerous goods.
Certificates guarantee of training and other documents must be shown by written request
of authorized staff member/representative for sampling test.
3.11.4 Dangerous goods (DG) are any objects or substances representing a significant danger for
the people’s health and their property during the air carriage.
3.11.5 Air carriage of dangerous goods belongs to the most responsible field of the air carriages
and it requires maximum attention from both, the consigner and the carrier.
3.11.6 It is forbidden to admit for carriage any goods, marked with a label «Cargo aircraft
only». Handler should have documentized procedure guarantees that DC is forbidden to
admit for carriage.
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3.11.7 Cargo, mail and board supplies can be loaded only in c/c in according to aircraft type
specifications and the current Procedure (COM, Chapter C1). Carriage of small quantity
of DG by passengers or crew about them is performed in according to ―Terms of carriage
of DG transported by passengers and crew‖ (GOM, Part B, Table 16-3). DG carriage in
cabin prevention is guaranteed by multi-stage control system on booking, selling, check-
in and screening stages (GOM, Part B, Part B, Chapters 3, 11).
3.11.8 The principles applicable to the transportation of DG in the cockpit are similar to the
mentioned above.
3.11.9 Prior to delivery of such goods for transportation it is necessary to be sure that:
1) Items are permitted for air carriage;
2) the goods are properly classified, packed, marked and have labels;
3) ―The shipper’s declaration for dangerous goods‖ is signed and filled in properly.
3.11.10 The order of organization and transportation of dangerous goods includes:
1) The right to take decision on behalf of the Airline on admission (denied
admission) to air carriage of the dangerous and other category goods and on
the conditions of its carriage depending on its class (category) and other
conditions with regard to the carriages operated outside the base aerodrome
can be temporarily assigned to the Airline’s representative on board aircraft or
other crew member, who has the appropriate training.
2) The right to take decision on behalf of the Airline on admission (denied
admission) to air carriage of the dangerous and other category goods and on
the conditions of its carriage depending on its class (category) and other
conditions can be transferred to a specialist of Cargo Carriage Service under
the appropriate request of the Civil Code of the RF, contract, provided the
applicable certificates and licenses are available.
3) Organization and transportation of dangerous goods representing weapon (its
ammunition) is performed in compliance with the requirements on weapon
transportation.
4) Organization transportation of dangerous and other categories goods,
representing military-and-technical property, is performed in compliance with
the requirements on transportation of such property.

3.12 Dangerous goods loading and monitoring

Dangerous goods can be transported safely provided they are prepared for shipment in strict
compliance with the detailed requirements of the current edition of IATA Dangerous Goods
Regulations, which includes:
 restricted number of pieces of goods;
 compliance with strict packaging instructions;
 availability of particular marking labels and stickers on a face side of a piece of
goods;
 availability of particular documentation;
 special requirements on separation, isolation and placing of some dangerous
goods into cargo compartments of the aircraft;
 prohibited carriage of some dangerous goods on a passenger aircraft;

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 prohibited carriage of some dangerous goods on board any aircraft;

 lashing which prevents any displacement of goods.
Admission of dangerous goods for carriage by air transport shall be performed only by the
personnel appropriately trained on application of IATA Dangerous Goods Regulations.
Handling and loading (into cargo compartment of an aircraft or unit load device) shall be
performed only under direct surveillance of the personnel appropriately trained on application of
handling procedures contained in IATA Dangerous Goods Regulations.
Prior to loading an outside package of dangerous goods shall be checked for missing holes, leaks
or any other evidence of the package safety being endangered, and no failure of any locking
device as to radioactive materials. In no events the dangerous goods can be put on board, if any
damage is revealed or any definite suspicions are available.
Cases of undeclared dangerous goods detection (intentionally or through ignorance), or
dangerous goods that are prohibited for carriage in passenger or crew baggage, are referred to
accidents with dangerous goods. These accidents must be investigated in a proper way. It should
be reported about them to the aeronautical authorities (as well as authorized authority of Russia
and country where accident happened) and registered. DG Accident report form is attached in
COM, Appendix C1.6. These reports are used for prevention accidents’ recurrence (for corrective
actions - changing of procedures, personnel level of training according to specific educational
categories). Any change of loading and/or place of loading in a transit point shall be recorded in
Loading Instruction / Report and in ―NOTOC‖. Some dangerous goods require more than one
danger degree label. For isolating purposes only the primary danger (a label showing the danger
class number) shall be examined, excepting toxic and infectious substances.

3.13 Radioactive materials loading

Radioactive material is any material containing radio nuclides where both the activity
concentration and the total activity in the consignment exceed the values specified in this
manual.

A person can not see radiation, but radiation can be determined by appropriate instruments.

1 T.I. = 10 mSv / h = 0,01 mSv / h

The transport index (T.I.) for a package, outer package or freight container must be determined
by the maximum radiation level in units of "millisieverts per hour" (mSv / h) at a distance of 1 m
from the external surfaces of the package, outer package or freight container.

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Categories of packages and outer packages

T.I. Maximum radiation level at any point on the outer Category

surface

0* Not more than 0,005 mSv / h I - Yellow

More 0, but not more than More 0,005 mSv / h, but not more than 0,5 mSv / h II - Yellow
1*

More 0,5 mSv / h, but not more than 2 mSv / h III -

More 1, but not more than Yellow
10

* If T.I. doesn exceed 0.05, the adjusted value may be zero.

Except for consignments under exclusive use, the transport index of any
package or overpack shall not exceed 10, nor shall the criticality safety index of
any package or overpack exceed 50.
The maximum radiation level at any point on the external surface of a package or overpack
shall not exceed 2 mSv/h.

Fissionable radioactive materials are not accepted for the U6 flights.

Loading of radioactive materials of categories II and III is forbidden if the seals are broken.
Loading of radioactive materials of categories II and III is also forbidden if there is not TI.
Radioactive materials load instruction
Allowed sum of transport indexes

Aircraft type № c/c Maximum allowed sum of Maximum allowed total sum
transport indexes of transport indexes
1 4 12
A319/A320/321 3 4
4 4
5 -

Category II-YELLOW or III-YELLOW package, fright compartments or overpacks shall be

allocated separately on the desk.
Category II-YELLOW or III-YELLOW materials shall not be allocated one above the
other!

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Radioactive materials should be allocated separately from incompatible goods (see COM).
Category II-YELLOW or III-YELLOW packages, fright compartments and overpacks shall not
be carried in compartments occupied by passengers; they also should be carried separately from
undeveloped film. The minimum separation distance specified in the following tables.

The minimum distance from the surface of each package, overpack or freight container with
radioactive materials to undeveloped films or plates, m

Total sum of TIs Travel time, h

2 or 2-4 4-8 8-12 12-24
less
1 0.4 0.6 0.9 1.1 1.5
2 0.6 0.8 1.2 1.5 2.2
3 0.7 1.0 1.5 1.8 2.6
4 0.8 1.2 1.7 2.2 3.1
5 0.8 1.3 1.9 2.4 3.4
10 1.4 2.0 2.8 3.5 4.9

The minimum distance from the surface of each package, overpack or freight container with
radioactive materials to the nearest surface of passenger cabin or cockpit, or floor

Total sum of TIs Minimum distance, m

0,1 - 1,0 0,30

1,1 - 2,0 0,50
2,1 - 3,0 0,70
3,1 - 4,0 0,85
4,1 - 5,0 1,00
5,1 - 6,0 1,15
6,1 - 7,0 1,30
7,1 - 8,0 1,45
8,1 - 9,0 1,55
9,1 - 10,0 1,65

In these tables mentioned minimum vertical distance fro the surface of package to passenger cabin/cockpit. Category WHITE-I
radioactive materials don’t require physical separation from the rest of cargo.

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LIMITATIONS FOR MAXIMUM ALLOWED HIGHT OF PACKEGE/FRIGHT

RADIACTIVE MATERIALS OF COMPARTMENT/OVERPACK
CATEGORIES
II - YELLOW AND III -
YELLOW

MAX LIMIT OF TI
EXCESS OF LIMITS IS FORBIDDEN!

Aircraft type № C/C

36 sm 51 sm 71 sm 91 sm
A 1
319/320/321 4 3 2 1

36 sm 51 sm 71 sm 91 sm
3
4 3 2 1
36 sm 51 sm 71 sm 91 sm
4
4 3 2 1

If packages, fright compartments and overpacks are allocated by groups it is used the table “ The minimum distance
from the surface of each package, overpack or freight container with radioactive materials to the nearest surface of
passenger cabin or cockpit, or floor”

Maximum allowed weight of dry ice for transportation in c/c

A/c type № c/c Maximum allowed weight (kg)

1
A319/A320/321 3/4 200
5

3.14 DG transportation requirements

Procedures used for DG transportation must provide:

1) The safety providing of packages and containers in a process of loading /
unloading;
2) the separation of packages in the a/c to avoid interaction in case of a leak;
3) the location of packages in such a way as to provide a clear overview of the
danger labels;
4) inability of movement of packages inside compartment.

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3.15 Actions in case of dangerous goods accident

3.15.1 In case of revealing any leak/package damage in the cargo, this cargo:
1) can’t be loaded on board;
2) must be unloaded if it has been already loaded onto an aircraft, and c/c must be
cleaned in according to a proper way;
3) In case of a leak or decontamination of any other good located nearby it is
should be estimated if it can be transported or not.
3.15.2 If aircraft is contaminated due to damage/leak of DG it is necessary:
1) immediately remove contamination;
2) inform the representative at the airport and Operation Control Center (if there is
no representative at the airport)
3) In case of radioactive contamination is determined the Airline uses all its
efforts to withdraw the aircraft from operation for taking all measures on
treatment and subsequent compliance estimation by the competent bodies;
4) make a report.
3.15.3 In case of DG accidents (including radioactive DG) it is necessary to take measures to
eliminate it: immediately remove unauthorized persons, isolate dangerous area and
inform the appropriate personnel and government agencies and authorities.
Detailed actions in case of DG accidents are described in COM Part C1, and in FCOM,
Chapter 11.
3.15.4 Handler should have documentized procedure of DG transportation and acting in case of
DG accidents including notifying of responsible government authorities (Ministry of
Interior, EMERCOM). Plan of actions in case of DG accidents should be updated
periodically and includes at least:
 DG characteristics;
 Allocation of technical equipment necessary for the immediate intervention;
 Emergency phones including contacts of the appropriate authorities of the Russian
Federation - the authorized body in the field of Civil Aviation of Russia, as well as the
relevant authorities of other states;
 Procedure of personnel notification, sequence of actions;

All operative personnel should be informed properly about all changes in Plan of
Actions in case of DG accidents.

3.15.5 Main instructions:

1) to call the rescue team;
2) immediately remove all unauthorized persons and isolate dangerous area;
3) eliminate risks; prevent possible influence on the rest of goods; prevent ignition;
4) to reduce manipulation with damaged cargo to a minimum;
5) in the case of physical contact with a hazardous substance, immediately call a doctor;
6) to use of available aids, never touch the DG, never inhale the vapor without protection,
and never taste, do not eat, drink or smoke, beware of contact with mouth, eyes, nose;
7) to notify airline Representative at the airport and Operation Control Center (in case
representative is absent);
8) to contact the sender / recipient, if necessary;
9) to make a report.
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After accident:
It is necessary to inspect the rest of goods that are allocated in close proximity to the damaged
cargo, the possible damage and contamination.
Damaged or contaminated goods should be immediately separated from the others; their
handling should be stopped; that goods can’t be loaded on board.
If the aircraft was contaminated after the accident, the elimination of contamination should be
carried out by the EMERCOM or certified organizations having a contract with a carrier.

The Action Plan in case of DG accidents should be developed and updated in accordance with a
local legislation and Airlines regulations. This plan should be coordinated with the appropriate
state agencies, if required.
This plan (personnel actions in according to it) is the subject of the audit / monitoring of
Handler.

3.16 Transportation and loading of special cargo

3.16.1 Transportation and loading of live animals
3.16.1.1 Animals are to be loaded and transported in accordance with the IATA Live
Animals Regulations.
3.16.1.2 Live animals shall only be loaded into suitable aircraft compartments.
3.16.1.3 Live animals should be loaded just before departure (as far as possible).
3.16.1.4 Live animals should not be stayed on the parking stand because they may suffer
from the engine noise.
3.16.1.5 The flight crew shall be notified on the form ―Special Load—Notification to
Captain‖ (NOTOC) of any live animals load transported as cargo.
3.16.1.6 The antagonistic animals can’t be loaded in one compartment.
3.16.1.7 Information about live animals on board should be in carriage documents and
operating messages.
3.16.1.8 Containers with animals should not be allocated by the coffins, dry ice or
cryogenic liquid.
3.16.1.9 Requirements for loading of containers with animals:
- loading should be carried out in a upright and stable positions;
- containers should be secured properly to prevent them from moving;
-it s not allowed to loads containers just on the floor;
- containers should not be blocked up by other goods;
- containers should not be loaded above other load.

3.16.2 Transportation and loading of weapon

3.16.2.1 See weapon transportation requirements in Part B of this Manual.
3.16.2.2 Loading of box with weapon is performed only after mail, baggage and cargo
loading.

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3.17 Special cargo – Notification to captain (NOTOC)

The PIC must be provided with a notification concerning dangerous goods and any other special
load as required by the operating airline onboard the aircraft in the form of a NOTOC
(Notification to Captain). "Special Load - Notification to Captain" form is recommended by
IATA to ensure flight safety.
«NOTOC» is filled out before carrying the following types of cargo:
 Dangerous goods (see DGR-2013)
 Live animals
 Human remains
 Perishable goods
 Valuable cargo
 Live human organs.
It is not allowed to inform crew about dangerous and special goods aboard orally. Crew is
notified about by NOTOC.
NOTOC is issued in triplicate:
Original blank is for PIC, one copy is departure airport, another copy – for the ―Briefing‖.
PIC is notified about special cargo aboard and then he signs NOTOC. For DG this procedure is
necessary.
In case of transit flight NOTOC is issued in duplicate for each route leg where there is special
cargo.
NOTOC may be hand-written or printed. In case NOTOC is hand-written it should be neat and
legible.
Issuance and handover to PIC
A handling agent staff member responsible is to prepare a NOTOC. He/she has to submit
information on special categories of cargo to airport cargo department(s), where the distribution
of such cargo shall be agreed in accordance with the NOTOC data.
Then a handling agent staff member responsible for NOTOC prints it out and delivers to PIC.
Then he/she checks actual distribution of cargo with NOTOC data, Loadsheet and signs the
NOTOC together with the PIC. One copy of NOTOC signed is kept on file with the handling
agent within at least 3 months as of flight operation date.
NOTOC is kept on board within all flight. In case of multi-leg flight or crew rotation NOTOC
must be available within all flight. In case of transit flight all changes must be mentioned in each
copy of NOTOC. All columns of NOTOC should be filled.

3.18 Notification about departure of aircraft with DG aboard (NOTOC)

The Handler of departure airport must provide information to the arrival airport and Airlines Ops
Control department about DG aboard (before flight arrival). Notification is performed with the
help of NTM (NOTOC message) where mentioned the code, quantity and allocation of DG in
according to IATA Dangerous Goods manual via AFTN, SITA to the SVXAPU6, SVXTOU6,
SVXFBU6. It can be another type of messages, but it must contain the same information.
Dispatch received the message about the presence of dangerous cargo on board, should inform
all concerned services and departments via the speakerphone.
All departments and services should be in ―standby mode‖ before flight arrival.
Information about booked DG is on the booking system carrier.aero; it is created by Cargo
Service.
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Computerized NOTOC

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Manual NOTOC

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3.19 Aircraft limitations

3.19.1 Aircraft structure limitations
Running (linear) Load Limitation
The linear limitation determines the maximum load acceptable on any given fuselage
length. The manufacturer defines a running limitation so that the fuselage contortion
during flight does not exceed at any point the maximum allowed limit, which would
result in a risk of permanent damage of aircraft structure.
This limitation is expressed in kg per m of fuselage length.
The linear limitation applies to the whole of the load located in a given part (on a given length)
of the hold, and determines the total maximum load allowed in each bulk compartment section.
It is strictly prohibited to exceed this maximum load per section.
In the event of carriage of one or several heavy packages, the running load limitation is complied
with, and there is no need to check it, if the following rules are applied:
Total load in the hold section (including the heavy package/s) is below the allowed maximum
load for the section. The use of a spreader floor if the area load limitation is exceeded.

Area Load Limitation

The compartment area load limitation, expressed in kg/m², is to prevent the weight of load (kg)
resting upon a certain area of the compartment floor (m²), to exceed the capability of the aircraft
structure underneath the floor (beams, cross-beams, attachments to the aircraft body).
If it is stated that the area load limit is 732 kg/m², this means that on 1 m² of the floor, not more
than a total amount of 732 kg may be loaded, with one or several pieces of cargo, and
irrespective of the way the piece(s) of cargo is (are) in contact with the floor within the square
meter considered.

3.19.2 Floor Panels Limitations

General
The bearing capacity of the floor structure of the cargo compartments is limited and must not be
exceeded. If necessary, the floor contact area/length of the load shall be increased by means of
supporting planks or platforms.
Due regard must be given to:
The maximum load capacity of the floor, i.e. the maximum permissible weight per m².
The maximum floor load of the compartment in longitudinal direction, i.e. the maximum
permissible weight per running meter.
The floor contact area of an item, is the area which is actually in contact with the floor and which
represents the actual pressure area. Additional cargo loaded on top of an item and/or on the free
space of the supporting planks or platform respectively shall be considered in the calculation of
the floor loading limitations. Generally supporting planks must never be broken for covering
smaller areas, since the contact area cannot exactly be determined and it would result in an
unnecessary
waste of material. A high pressure on the supporting planks by an comparatively small contact
area of an item, may bend the planks. To avoid this, several layers of planks shall be used.
Contact Load Limitation
The floor contact load limitation (expressed in kg/m²) is used to prevent the weight imposed by
those parts of the load in direct contact with the floor from exceeding the capability of the
horizontal floor panels (metal sheets, honey comb sandwich panels).
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If it is stated that the floor contact load limit is 2040 kg/m², this limitation shall be checked
dividing the weight of a piece of cargo by the sum of its actual contact area with the floor.
If the resulting figure is higher than the limitation, the load cannot be accepted as it is. It is
necessary to provide a spreader floor to be placed under the load.
To determine the contact area required, the following calculation is made: divide the weight of
the piece of cargo by the floor contact load limit.
If the package requires a spreader floor, this means that even with this floor the maximum
contact load limitation is almost reached: therefore no other cargo shall be loaded on the package
itself or on the accessible parts of the spreader floor.
When loading heavy pieces of cargo, it is recommended to take the following steps:
Check with structure area load limitation.
Even if the area load limitation is not exceeded but if the actual contact area of the piece of
cargo with floor is small, e.g. narrow battens, rims, etc., place spreader material between the
piece of cargo and the floor. The contact surface of the spreader should be at least equivalent to
one quarter of the external contour area used for check calculation.
Point Load Limitation
It defines the resistance to puncture (by heavy load bearing onto a very small surface) to the
material used in a bulk hold floor. It is equivalent to a pressure, and is expressed in kg/cm².
In practice, the concentrated load limit of bulk floors is very high, and normally handling
packages does not reach that limit. It is recommended, however, to apply the following
elementary package handling precautions in order to avoid a floor puncture by a point load
during handling in a bulk hold:
1. During handling, never lay a heavy (more than 50 kg) package on one corner.
2. Never drop down a heavy package on an edge or a corner; the impact might result
in floor puncture.
3. When using a "Pinch Bar", place a floor protector device beneath the "Pinch Bar"
prior to applying the load, e.g. a plank or piece of plywood.

More information about structural limitations can be found in COM and WBM. All personnel
involved in loading operations must take into account these limitations.

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Allocation of А319 cargo compartments

Sizes of А319 c/c doors Размеры (width x high, meters)

Forward cargo compartment 1,81×1,23

Aft cargo compartment 1,82×1,23

Allocation of А320 cargo compartments

Sizes of А320 c/c doors Размеры (width x high, meters)

Forward cargo compartment 1,82×1,23

Aft cargo compartment 1,82×1,23
Bulk compartment 0,81×0,95

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Allocation of А321 cargo compartments

Sizes of А321 c/c doors (width x high, meters)

Forward cargo compartment 1,82×1,23

Aft cargo compartment 1,82×1,23
Bulk compartment 0,81×0,95

For more detailed information (c/c characteristics, principles of loading

depending on cargo sizes and weights) see COM, Chapter 1B

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3.20 Lashing equipment

All load in c/c must be secured in such a way that: in flight, it cannot work loose and cause
hazardous displacement of the centre of gravity of the aircraft, injure passengers or crew
members or damage the aircraft's interior. In case of forced landings, it cannot injure
passengers or crew members.
All specifications on tie-down and lashing equipment, rules of usage, rules of lashing and fixing
cargo and baggage, requirements concerning storage and checks are given in A319/320/321
Weight and Balance Manual.
In order to prevent shifting during take-off, landing or in flight, DG, weapons and ammunition
must be well restrained against the forces. It should be paid special attention on cargo loading in
order to avoid accidental damage due to improper handling or dragging.

3.20.1 Items to be secured

Lashing is always required for:

1) Item weighing 150 kg or more, irrespective whether the compartment or net
section is volumetrically full or not;
2) items with an individual weight between 50 kg and 150 kg provided the
compartment is not volumetrically full;
3) items with an individual weight of less than 50 kg but having a density of more
than 240 kg/m3 (high density load), such as pieces of machinery, metal bars etc.
Lashing is not required provided the compartment or net section is loaded to its volumetric
capacity and remains full up to point of unloading of these items.
Lashing of several dangerous good packages can be done also in groups, if all movement of
the packages can be prevented this way. In such cases special care must be taken that all
regulations concerning dangerous goods in air transport are followed.
For the purpose of securing load, straps and tie-down fittings with various restraint capacities are
available. The weakest component in a strap and tie-down fitting assembly determines the
restraint capacity of the lashing. In addition the angle between the actual force direction and the
strap must be taken into consideration too (see drawing below). The maximum restraint
capacity or a strap can only be applied if the angle between the actual force direction and the
strap is 0°.

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3.20.2 Number of lashing required

This table to be used for the tie-down of a load with ropes attached to single stud fittings in the
bulk hold of an aircraft.

Number of Ropes Hooked on Two Fitting (One on Each Side

Load to be Number of of the Load)
Restrained, single Stud 1.5G 3G
kg Fittings Left Right Forward Aft Upwards
Less than 2 1 1 1 1 1
300
301-600 4 1 1 1 1 2
601-900 6 2 2 2 2 3
901-1200 8 2 2 2 2 4
1201-1500 10 3 3 3 3 5
1501-1800 12 3 3 3 3 6
1801-2100 14 4 4 4 4 7
2101-2400 16 4 4 4 4 8

Standard lashing of a normal shaped load.

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3.21 Unloading/General

IT IS FORBIDDEN to unload baggage, mail and cargo from different holds and
compartments simultaneously, when it isn't possible to control the process.

In case of amount discrepancy of unloaded baggage/cargo/mail Air Company

representative/authorized person makes a note in baggage/cargo/mail manifest and immediately
informs airport of payload departure.
Baggage unloading is performed by loaders under control of flight attendant.
In case of accept of additional payload or removal of payload at the stop-over airport Loading
Instruction is issued.

3.22 Cargo unloading

Priority
Order of priority:
1. Transfer interline cargo;
2. U6 transfer cargo
3. Cargo of destination airport.

BULK cargo unloading

Unloading of bulk cargo is carried out by loaders under control of a staff member responsible/
representative following procedures stated in Air Company Cargo Manual.
The loading staff and the flight attendant are responsible to count pieces.
The loading staff shall ensure integrity of package and safety of cargo contents, paying proper
attention to tags and labels. Once the unloading is finished, the paperwork related is issued.
Ramp control supervisor or other staff member responsible for ground handling arrangements
and control has to state the fact of damage to package, cargo contents in the report.

3.22.1 Dangerous goods unloading

Unloading of packages containing dangerous goods shall be carried out with utmost care so that
excludes any possibility of cargo damage. In particular, it is strictly forbidden to throw, hit or
dump the packages.

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Unload of packages with special instructions in form of stickers and stamps (sticker ―THIS
WAY UP‖ or an arrow showing how the package shall be oriented etc.) shall be carried out in
full compliance with these instructions.
Pieces containing dangerous goods must always be handled with particular care as well.
No throw/hit/dump or any other actions able to cause any damage is allowed.
Pieces that contain items with special handling instructions stamps (sticker ―THIS WAY UP‖ or
an arrow showing how the package shall be oriented etc.) shall be handled in accordance with
such instructions and be fixed on board in a way that prevents any movement able to change
orientation of cargo during transportation to an aircraft/loading/unloading/distributing on
board/during the flight.
3.22.2 Handling at cargo terminal
Procedures related to cargo terminal handling are stated in Air Company Cargo Operations
Manual

3.22.3 Documentation
Unloading documentation:
 Baggage manifest;
 Cargo and Mail manifests with air waybills set;
 Loading Instruction.
Unloading of baggage-cargo compartments is carried out under control of a staff member
responsible for ramp handling and a flight attendant.
If the number of baggage/cargo/mail pieces offloaded do not correspond with the data on the
documents, load controller or other authorized employee makes a remark in baggage manifest,
cargo or mail manifest. Acceptance/delivery agent issues Act of damage in 4 copies. The act is
signed by loader, accept/delivery agent and flight attendant (one copy for the flight
documentation). A report is immediately made to the airport.
If additional payload is taken on board or some part of payload is taken off at stopover airport,
new Loading Instruction is completed and signed in two copies.

3.23 Baggage unloading

3.23.1 Priorities

Normally, it is transfer baggage transported as per interline agreement which is offloaded first.
Then air company transfer baggage is offloaded, and after that – baggage, cargo and mail for
airport destination.

3.23.2 Baggage handling upon arrival

Unloading of baggage of the passengers is performed in first place. Unloading of the crew
baggage is performed after passenger baggage under the supervision of responsible flight
attendant.
Unloading of baggage and containers is carried out by load controller in accordance with the
operation schedule related to specific aircraft type and in presence of flight attendant(when
BULK cargo is offloaded).

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During baggage unload the loading staff shall ensure package and contents integrity, pay
attention for labels (instructions on tags and labels). When unload is finished, the documents
related are issued by the handling personnel.
Load controller states the fact of damage to baggage - if any – in a ramp report is completed.

3.23.3 «DAA» baggage unloading

The baggage marked as DAA (Delivery at aircraft) is unloaded first. The flight attendant
responsible for payload controls unloading of DAA tagged baggage from compartments of
aircraft by loading staff.
In case of DAA baggage damage at an airport of departure/transfer/destination by the loading
staff during loading/unloading procedures, the report is made and signed in 2 copies by the flight
attendant and load controller.

3.24 Mail Unloading

Mail unloading is done by counting pieces in presence and under control of a flight attendant.
The flight attendant checks the intactness of packaging and number of mail pieces unloaded.
He/she also completes the documentation required stating the fact of offloading of mail.
When all mail is unloaded and no irregularities reported, the flight attendant and senior staff
member of the loading brigade put their signatures in the documents related to
acceptance/shipment of the payload (at SVX/Koltsovo base airport).
A handling company staff member responsible for ground handling arrangements and control
states the fact of packaging damage or mail integrity disorder in a ramp act provided. The act is
issued in four copies (one copy should be aboard).

3.25 Security Procedures

Security checks of payload (passengers’ baggage, cargo, mail, catering and etc.) shall be
obligatory performed before loading to prevent act of unlawful interference.
Security checks are performed in accordance with the requirements of Air Company Aviation
security Program and Aviation security Manual. This chapter only contents some specifics of
security checks.
Security checks are performed by airport Aviation Security Service staff members (ASS) (on the
territory of Russian Federation it is also Ministry of the Interior staff members involved).

3.25.1 Baggage check

Passenger baggage transported in cargo compartment is checked before loading. Checks can be
performed either passenger is nearby or not.
When a security check and baggage opening is required with no baggage owner nearby, final
decision is made by senior security staff / police department; two witnesses should be invited
and/or other state authority representatives if necessary. A special act is issued and registered in
the log if check is performed in the absence of passenger. Containers with birds/animals are
checked only with the owner nearby. Stickers with individual numbers are put on each piece of
baggage after the check and before actual loading into cargo compartments
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If passenger did not on appear embarkation his baggage transported in the cargo compartment
must be identified and unloaded.
3.25.2 Cargo check
The cargo check is always performed before loading by means of special devices and weight
control in according to aviation security requirements.
Preflight cargo check is performed by ASS group in the cargo terminal area in the presence of
cargo terminal staff member. When an aircraft security is threatened and it is impossible to carry
out cargo check visually, manually or by means of specific equipment, the following measures
shall be taken:
1) keep the cargo under secure conditions within a period of time which is at least
2 hours longer than the estimated flight time of the specific flight;
2) check the cargo in a decompression chamber within a period of time which is
as long as the estimated flight time of the specific flight.
Transfer cargo, mail and aircraft supplies are subject to the security check at stopover airports
before they are put together with the cargo, mail and supplies loaded at a stopover airport.
Suspicious cargo is double-checked for the items prohibited to transport by air. Cargo package
check is also mandatory. Cargo is not allowed to be transported on board in case its package
is damaged. An individual sticker is put on each piece of cargo after the pre-flight security
check. Airway bill and cargo manifest get a ―security check‖ remark on each copy and a relevant
note is put in a Security Check Register. In case any sign of an explosive assembly is detected,
the cargo must not be moved/opened. A pyrotechnic team is called upon immediately. Security
check should be as careful as possible to sure that cargo is complied with its documents.
If cargo from an unknown shipper is checked in accordance with a Security Program, a relevant
notice is attached to an AWB.

3.25.3 Mail check

Mail is checked by means of special equipment without opening the items. In case of package
damage, an item is opened and additionally checked. A stamp is put by a security officer on each
item after it has been checked.
3.26 Special Cargo
3.26.1 DAA (Delivery at Aircraft) baggage check-in
Baggage that not exceeded size of 45х35х15 см and/or weight of 5 kg, contain items that
required special care, also - prams (when a waiting time at the transit airport is more than 3
hours) can be registered as a carry-on baggage and then transported in compartments .
Responsibilities of designated staff member (or U6 representative) at a departure airport
are to provide «Delivery at aircraft» tags to a check-in agent before check-in start and monitor
procedure of baggage check-in.
Responsibilities of a check-in agent in case of check-in of carry-on baggage not allowed for
carriage are to check package integrity and label as ―Hand baggage‖/―Cabin‖ tag and an
additional tag «Delivery at aircraft».

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3.26.2 «Rush» and forwarded baggage check-n

Baggage that has not been sent from departure airport to an airport of destination for various
reasons (mishandled, unclaimed etc.), must be sent to its destination a.s.a.p. on the next possible
flight operated by Ural Airlines or other carrier.
Such baggage is put in a secure premise (baggage room, unclaimed baggage room) and marked
with an additional «Rush» tag, containing information about point of destination, transfer points,
flight numbers.

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4. Handling Procedures/ Departure and Arrival

Chapter 4. Handling Procedures/Departure and Arrival

CONTENT

4.1 General C-89

4.1.1 Aircraft movement operations C-89
4.1.2 Light signals produced by follow-me car C-89
4.1.3 Signals given by a marshaller to the flight crew C-89
4.1.4 Push back/towing standard regulations C-89
4.1.5 Preparations for towing/pushback C-91
4.1.6 Safety providing in a process of push back/towing C-92
4.2 Taxiing C-92
4.3 Phraseology used between ground personnel and crew cockpit C-100
4.4 Inspection of the aircraft exterior and adjacent airside areas prior
to aircraft movement C-101
4.5 Inspection of the aircraft prior to departure for the purpose to identify,
document and report external aircraft damage C-101
4.5 Passenger steps delivery C-101
4.6 Passenger steps removal C-101
4.7 Allocation of ground equipment on the parking stand C-102
4.8 The standard sequence of aircraft arrival C-102
4.9 Chocking C-102
4.10 Connection of external GPU C-103
4.11 Water supply and waste disposal system C-103
4.12 Toilet systems C-106
4.13 Doors opening C-107
4.14 Aircraft cleaning C-108
4.15 Securing of an aircraft prior overnight or layover parking C-109

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Chapter 4. Handling Procedures/ Departure and Arrival

4.1. General
4.1.1 Aircraft movement operations on the ramp:
- Push back;
- Taxi in/towing the aircraft on the parking stand upon arrival;
-Power back (Rearward moving of an aircraft from a parking position to a taxi position by use of
the aircraft engines).
In order to provide safety following procedures are implemented:
1) Marshalling signals used between ground personnel and the flight crew;
2) Verbal phraseology used between ground personnel and the crew;
3) Standard operating procedures for pushback, taxi out, taxi in and etc. used for
this aircraft type
Taxiing is assisted by follow-me cars under following conditions:
1) daytime and night – with visibility of up to 400 m;
2) if the traffic markings of taxiway can not be seen well due to snow, ice or other
reasons;
3) on demand of crew (irrelevant to weather conditions, hour or aircraft type).
The PIC is responsible to keep the safe distance between a follow-me car and an aircraft.
The aircraft taxiing to the parking stand is performed by PIC in accordance with taxi pattern for this
airport and also in accordance with:
1) ATC instructions;
2) signals and instructions of an accompanying person on duty in follow-me car;
3) signals of a meeting staff member;
4) signals of the aircraft taxiing and stop system.
Meeting staff member (a staff member of a Handler) is in charge of timely and safe signals
during taxiing to a parking stand. He/she personally controls taxiing and produces signals standing
in an area easily seen by an aircraft captain. The following equipment is used when giving signals:
wands, flags, gloves, electric flashlights.
Only trained and qualified personnel can be accepted and permitted for work. Personnel should be
instructed about the dangers during the work - the suction at the front of engine, move the nose
landing gear, the way of aircraft moving and visibility.
4.1.2 Light signals produced by follow-me car

1. “FOLLOW ME” Green light

2. “STOP TAXIING” Red light

4.1.3 Signals given by a marshaller to the flight crew
The signals are given by hands in fluorescent gloves or with wands, flags, electric flashlights. The
marshaller shall stand in a place easily seen by an aircraft captain (Annex)
4.1.4 Push back/towing standard regulations
4.1.4.1 Pushback/Towing – moving of an aircraft on the apron by use of specialized ground support
equipment in according to regulations and instructions.
4.1.4.2 On the aerodrome towing is usually performed:

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 To a taxi position;
 To a parking stand;
 To a holding point;
 To a hangar or to specialized parking stands.
4.1.4.3 The aircraft towing shall be performed:
1) with use of an serviceable tow-bar intended for this aircraft type;
2) on permission of the ATC authority (tower), if it is available on the aerodrome;
3) in accordance with the taxiing pattern applicable at a specific aerodrome;
4) at availability of a continuous two-way communication of the aircraft with the
ATC authority (on the controlled aerodrome) and the towing team.
4.1.4.4 For Russian airports only
4.1.4.5 The aircraft towing shall be performed with the aeronautical lights and flashing beacons
(anti-collision flash beacons) being on.
4.1.4.6 The aircraft towing is carried out by the engineering personnel, the drivers of the towing
vehicles, properly trained for such works, aware of the instruction effective and only upon
completion of the training program related and instructed on labor protection and flight
safety in an appropriate way.
4.1.4.7 The aircraft towing shall be performed under the direction of the responsible person of the
Aviation Engineering Service (in accordance with the requirements NPP GA, NTERAT GA-
93 and A-320/321/319 aircraft type towing instruction, the RF Civil Aviation Manual on the
motor vehicle traffic organization at civil aerodromes (Order No 82 by transport Ministry
dated 13.07.2006) and the aircraft layout in the airport taking into account the local
particularities of the airport and specific weather conditions
4.1.4.8 The aircraft towing along the taxiways and runways (crossing thereof) shall be performed
only upon permission of ATC.
4.1.4.9 The aircraft radio station for the communication with a dispatcher of the taxiing control
office shall be on during the whole period of towing.
4.1.4.10 Pushback tag towing the aircraft shall make way for the taxiing aircraft.
4.1.4.11 Aircraft towing tags are performed towing shall be equipped with the radio facilities
for the communication, switched on anti-collision lights and special towing devices (tow
bar, towing rope).
4.1.4.12 Towing with unserviceable communication facilities is forbidden. The radio
station of the tractor shall be switched on during the whole period of towing.
4.1.4.13 Towing speed:
 towing by the truck with a tow bar – 25 km/hr;
 Towing by towbarless truck– 32 km/hr.
4.1.4.14 Precautions shall be performed:
 at night-time;
 towing under the adverse weather conditions;
 during maneuvering at aircraft parking stands.
4.1.4.15 In case of a forced stop during the aircraft towing chocks should be positioned .
4.1.4.16 Before the start of operation the instruction briefing shall be made:
1) About safety requirements;
2) About an order of instructions and signals;
3) About assignment of duties among members of the towing team,
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4) Towing particularities in weather conditions,

5) Towing particularities at night-time and to the technical parking stands.
Only responsible person must be assigned for towing.
During the process of towing it is forbidden to:
1) Breakaway;
2) To stay on aircraft surfaces, on the foot of tug doorway or on the
towing equipment.
3) To fix failures in coupling of tug and tow bar during the movement.
4) To tow an aircraft by tow bar if tug is on reverse movement.
5) To taw an aircraft jammed in the ground by the nose gear.

4.1.4.17 Towing crew:

А. Assigned responsible for towing/pushback;
B. A member of towing crew in cockpit on the place of PIC;
C. Starboard wingwalker;
D. Portside wingwalker;
E. Truck operator.
4.1.5 Preparations for towing/pushback
4.1.5.2 Staff member responsible for towing/pushback has to:
Brief the towing crew about specifics of towing;
Check the readiness of the towing crew;
Check if the tow bar is operable and comply with the aircraft type;
Inspect the aircraft to ensure its integrity and to inspect a location nearby (parking stand) for
The absence of FOD;
Distribute of obligations between the team members and test communications;
Test communication facilities;
Check the readiness of aircraft to towing.
4.1.5.3 A staff member in cockpit on the PIC seat (or the PIC himself) has to:
Check the breaks;
Set the aircrafts parking brakes;
Prepare cockpit systems in according to requirements;
Reports to the staff member responsible for towing about readiness for towing;
Switch on parking brakes.
4.1.5.4 After receiving information about the readiness for towing the staff member responsible for
the towing permits accompanying persons to connect tow-bar to the nose gear. In a process
of connection the accompanying persons should stay face to tug on one side of tow-bar.
4.1.5.5 In case of using of towbarless tug there should be received a confirmation about assignment
of the nose landing gear in the tug lock device by light signal in the driver cabin tug. This
signal is a confirmation that the wheels fixed in a tug.
4.1.5.6 When connection of tow-bar is completed it is important to make sure that it properly
adjusted for the type of aircraft.
4.1.5.7 All personnel should be careful in a process of towing/pushing back in order to prevent NLG
damage.

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4.1.6 Safety providing in a process of push back/towing

Safety is provided when:
* Compliance with safety requirements of flight and aircraft maintenance Manuals;
* Timely and accurate execution of the commands;
* Equipment is serviceable.
4.2 AIRCRAFT PUSH-BACK & TOWING

4.2.1 AIRCRAFT TUG OPERATION

When collecting a push back tractor the driver MUST ensure that the vehicle is suitable for the
aircraft to be maneuvered, is serviceable and that all operating procedures i.e. waiting for brake
pressure etc are met. The tractor and tow bar/shear-pin combination should be suitable for the
operation. The aircraft type and weight categories to be verified against the push back tractor as
follows:
For Ural airlines aircraft (A319/320/321) TUG of Category 2 is used.
When the apron surface conditions are critical (i.e. iced or covered in snow such to limit proper
operations) airport authorities shall be requested to clean the surface before beginning of operations.
Any additional restrictions enforced by the Airport authority shall be adhered to.
DRIVERS MUST CHECK BRAKES WORK ON THE WAY TO THE AIRCRAFT, AND NOT
WAIT UNTIL THEY ARE POSITIONING ONTO THE AIRCRAFT BEFORE DISCOVERING
A POTENTIAL FAULT!
When approaching the aircraft drivers of aircraft tugs must respect the circle of safety and bring the
vehicle to a complete stop before final positioning at walking pace.
Drivers should be aware of the type of aircraft they are going to push and ensure that the correct
tow-bar is taken to the aircraft. The tow-bar must be checked for serviceability and that the shear
pins are intact. On arrival at the aircraft the tow-bar should be detached from the tug and attached to
the aircraft, with assistance. If the aircraft is to be turned the nose wheel steering will have to be
disabled, this will either be performed manually using a steering by-pass pin or in exceptional
circumstances when no pin is available, hydraulically through the cockpit.
Before connecting the tow-bar or towbarless tractor the driver MUST ensure that the Nose-wheel
steering bypass pin is inserted, or if pin is not fitted, after confirmation with the crew that the
steering has been depressurized internally on the Flight deck. The operator should stay in view of
the flight deck, remain clear of the hazard zones during operation and avoid walking backwards
when dispatching the aircraft.
Extra care and consideration must be taken when conducting a pushback and towing during high
winds, snow, ice and slippery conditions. The pushback driver MUST make an informed decision
as to the surface condition and the possibility of jack-knifing during the push. This may be made
worst if pushing on an incline, in this situation the aircraft engines shall not be started until
completion of the push and aircraft breaks are set to park. The pushback driver MUST inform the
headset operator to advise the cockpit crew that the engines are not to be started until the
completion of the push. In the event that the engines are started the push must be stopped an the
engines shut down.
During these adverse conditions, the following shall be adhered to by the pushback operator:
- Aircraft movement must be limited to a slower speed than in normal conditions
- Maintain reduced speed particularly before entering a turn
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- Avoid stopping movement in a turn (to the extent possible).

4.2.2 COMMENCING PUSH-BACK
Prior to commencement of aircraft movement operations the team leader or designated person
responsible must ensure:
1. The crew knows who is responsible for the operation.
2. Crew understands and comes to agreement how the communication during the push-back
will be performed and how the aircraft will be maneuvered during the push-back.
3. That only persons required to perform operating functions are in the operating area and
involved in the operation and that the stand is clear of all obstacles and equipment to ensure
unimpeded movement of the aircraft.
4. The equipment and vehicles are positioned clear of the aircraft movement path.
5. Chocks are removed from all wheels.
When push back is to commence the headset operative will show a clenched fist which he will then
open to show all fingers extended, this signifies the aircraft BRAKES ARE OFF.
The headset operative will then wave his arm across his body to signify push back can commence,
if there is a choice of direction he will point to his nose and then point in the direction the aircraft
nose is to point.
WARNING!
THE TUG DRIVER MUST NOT ATTEMPT TO PUSH THE AIRCRAFT BACK UNTIL HE HAS RECEIVED
CONFIRMATION, BY THE APPROPRIATE HAND SIGNAL, THAT THE AIRCRAFT BRAKES ARE
RELEASED (OFF). THE TUG DRIVER MUST NOT ATTEMPT TO PUSH THE AIRCRAFT BACK UNTIL
HE HAS RECEIVED THE CORRECT HAND SIGNAL TO COMMENCE PUSH BACK.
STAFF MUST NOT ACT ON AMBIGUOUS SIGNALS, DO NOT ACCEPT A THUMBS UP OR A NOD OF
THE HEAD TO MEAN THAT THE AIRCRAFT BRAKES ARE OFF AND THAT PUSH BACK MAY
COMMENCE. ON STANDS WHERE BACK OF STANDS ROADS ARE PROVIDED A ‘WING MAN’ MUST
BE STATIONED BEFORE THE PUSHBACK COMMENCES. THIS PERSON HAS THE ABILITY TO
ALERT VEHICLE TRAFFIC THAT A PUSHBACK OPERATION IS COMMENCING.
Only when the driver is satisfied that the above conditions have been met will the push-back
commence.

4.2.3 DURING PUSH-BACK

Drivers should commence push back by GENTLY increasing pressure on the accelerator and
MUST NOT, in any circumstance stamp on the throttle (gas pedal). Drivers must ensure that the
maximum towbar angle is not exceeded. When the aircraft has turned sufficiently adjust the steering
to straighten aircraft nose wheel. If at any time the aircraft is not moving in the direction intended,
the driver must stop the push-back immediately!

During the push-back the driver must remain aware of the position of the headset operative and
wingmen (if applicable) If any staff member is too close to any of the hazardous areas of the nose-
wheel, main gear or engines then driver must STOP the push-back immediately.
In the event of sudden braking or application of snatch load by the tractor/tug, or aircraft brakes are
applied whilst moving, the pushback MUST stop immediately when safe to do so.
The Headset Operator MUST communicate clearly to the Pushback Driver to stop.
If the Push back Driver noticed the shear pin break first, they MUST stop the push back
immediately and then signal to the Headset Operator.
The Captain of the Aircraft MUST be informed immediately, by the Headset Operator.
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Headset Operator to inform the Flight deck to Shut down engine(s).

The aircraft nose wheel(s) MUST be chocked – (front & Back – on the same wheel)
The Duty Engineer MUST be informed immediately.
As soon as the Duty Engineer has given approval, continue Pushback.
Install Steering Bypass pin.
Connect replacement Tow-bar, with check(s) of the tow-bar head and Shear-pins and that the
equipment is serviceable.
Headset Operator to inform the Flight Deck (Captain), that the Aircraft is now reconnected to the
Tug, and to check that the aircraft brakes have remained set.
After Headset operator received confirmation that the aircraft brakes are set, the chocks are to be
removed.
The Headset Operator is solely responsible for removing the chocks. As the Pushback driver shall
remain in the cab of the tug.
The Headset Operator shall inform the Flight Deck, when ready to commence pushback.
After confirmation from the Flight Deck that they are ready, Headset Operator to provide the Flight
Deck the command of releasing aircraft brakes.
Headset Operator is to provide the signal of brakes off and commence pushback.
Any defects found on towing equipment must be reported immediately to the Duty Manager. Items
must be removed from service for rectification and labeled indicating defects and reported on
MORSE as CAT - Dangerous Occurrence/Near Miss and an Airline Ground Safety Report raised.

4.2.4 ON COMPLETION OF PUSH-BACK

Upon completion of pushback the flight deck should be instructed to set the aircraft brakes and hold
position until receipt of visual signals for final Clearance.
Once the safety chock has been positioned 6” in front of nose gear wheel, the headset operator will
remove the tow pin and display to the pushback tug driver.
Leaving the tow-bar attached to the aircraft, the headset Operator stands by the towing eye
monitoring the tug movement and the tow-bar. The driver must reverse back a minimum of 2 tug‟s
lengths, turn a total of 90 degrees and drive forward to the final position in view of the flight deck.
With the tug in its final position the headset operator disconnects and removes the tow-bar from the
aircraft.
The headset operator must check to ensure that the towbar is connected securely to the pushback
tug.
Once all final checks are completed ensure:
1. Steering by-pass pin is removed (when fitted)
2. Disconnect headset
3. Nose wheel chock has been removed from the aircraft and is stored safely on the push back
tug.
The pushback team must vacate taxiway together, side by side at a slow walking pace.

Once the pushback tug and headset operator are fully clear of the aircraft profile a final visual check
must be carried out by the headset operator to ensure no equipment or obstructions remain in the
aircraft path
1. When satisfied the headset operator must provide a final clearance signal to flight deck
2. Display the by-pass pin to flight deck if applicable
3. Receive acknowledgement from the flight deck.
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4.2.5 AIRCRAFT PUSH-BACK PROCEDURE

The operator should remain clear of the hazard zones during pushback operation. The tractor and
towbar/shear-pin combination should be suitable for the operation, considering: the aircraft type and
weight, the weather conditions, the apron surface conditions.
The headset operator shall use a direct wire linked / wireless headset for communication with the
flight deck to eliminate the need for personnel to walk in close proximity to the aircraft nose gear,
tow bar or tractor.
Chocks should not be removed and the parking brake set from the main-gear until the tractor and
towbar are fully secured to the nose-gear on the tractor.
When connecting the towbar to the aircraft's nose-gear assembly the towbar should be detached
from the tractor.
The tractor and towbar should be in-line with the centre line of the aircraft before the push back
commences. The tractor should not be left unattended with its engine running.
The wheels on the towbar should be fully retracted/off the ground before the push back commences.
For aircraft fitted with a Steering By-pass system, ensure that the by-pass pin is correctly installed
prior to connecting the towbar to the aircraft and before push back commences and is removed after
the towbar has been disconnected. For aircraft not fitted with a Steering By-pass system, ensure that
either the steering hydraulic system is depressurized or the nose leg steering torque links are
disconnected (as applicable). Personnel should not step across the towbar whilst the push back
operation is in progress.
If the connection between the aircraft and tractor should be lost while in motion it is important to
inform the flight deck to apply brakes gently.
When stopping the push back the throttle on the tractor will be closed and brakes applied gently.
In the event communication is lost between the headset operator and cockpit the push shall be
stopped in the first instance providing it is safe to do so. Hand signal communication established
between headset operator and cockpit advising cockpit communications lost.
At the end of the push back sequence and before the towbar is disconnected, the flight deck should
be instructed to set the aircraft brakes and hold position until receipt of visual signals for final
clearance to taxi.
Before the towbar is disconnected, a chock must be placed in front of the nose wheel and the
tension released from the towbar.
Prior to aircraft commencing taxi under its own power, ground crew must:
 Provide a final clearance signal to flight deck
 Display the by-pass pin to flight deck if applicable
 Receive acknowledgement from the flight deck.

4.2.6 AIRCRAFT PUSH-BACK PROCEDURE (Towbarless Tractor)

The operator should, remain clear of the hazard zones during pushback operation.
The tractor should be suitable for the operation, considering: the aircraft type and weight, the
weather conditions, the apron surface conditions. The aircraft shall not be lifted while equipment
and/or boarding bridge are still connected to the aircraft. Inform cockpit crew prior to lifting the
aircraft nose landing gear.
Chocks should not be removed from the main-gear until the tractor is fully secured to the nose-gear
and brakes on tractor set.
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Ensure that the aircraft nose wheels are safely locked in the tractors locking mechanism when
connected to aircraft. Ensure that the nose wheels are lifted well above ground during the entire
push back.
For aircraft fitted with a Steering By-pass system, ensure that the by-pass pin is correctly installed
prior to connecting the tractor to the aircraft and before push back commences and is removed after
the tractor has been disconnected and the Bypass lever returned to the correct position.
For aircraft not fitted with a Steering Bypass system, ensure that either the steering hydraulic
system is depressurized or the nose landing gear steering torque links are disconnected.

4.2.7 AIRCRAFT PUSH-BACK WITH WINGWALKERS

Where wing-walkers are used it is acceptable for the tug driver to be utilized as headset operative,
as long as the following safety criteria are met.
1. If engines are to be started during tow, the tug driver must be able to see the engine being
started, so that tail-pipe fires or other abnormalities are advised to the flight-deck
immediately.
2. Wing walkers should be equipped with whistles to attract the IMMEDIATE attention of the
driver in the event of any safety hazard requiring his immediate response.
3. Local procedures must detail a safe entry/exit path for wing-walkers, so on completion of
pushback they do not enter any engine danger areas when moving to disconnect towbar.
4. Local procedures MUST emphasize and include ALL the procedures carried out by the
Headset Operative (including walk-round check) to be carried out by the tug driver, unless
carried out by a Third Party.

The main responsibility of a wing walker on push back is to serve as an additional set of eyes to
support the push back operator maintaining clear visual control of the areas surrounding the aircraft
wing, wing tips and tail. The wing walker must mentally project the path of the wing and stop the
aircraft when any part of the wing or aircraft is in jeopardy of being struck. If the wing, wing tip or
path of the tail is all clear, the wing walk must perform and maintain the “All clear” hand signal
until aircraft clears the gate area (Refer airline specific procedures, where required).
1) In the event of an impending collision or if an emergency situation occurs that may compromise
the safety of the aircraft, the wing walker must immediately notify the pushback operator by
displaying the “Emergency Stop” signal. The pushback operator or headset operator (maybe the
same individual) will bring the aircraft to a halt and relay the same signal to the flight crew.
2) Prior to disconnection of pushback and tow bar from aircraft, the wing walker duties are as
following:
Wing Walker on the side of aircraft furthest from gate (Stand) proceeds to a position forward of
aircraft and in the line of sight of flight deck and signals „hold position”.
When performing the “Hold Position” hand signal the ramp agent MUST perform the signal with
BOTH hands above the head to increase the visibility to the flight crew. Wing walker on the side
closest to the gate (stand) proceeds to nose gear wheel to assist disconnect head set, tow bar and
other GSE and remove the safety cone.

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4.2.8 SELF-MANOEUVRING AIRCRAFT DEPARTURES

Correct position for ramp staff during start-up
It must be recognized that the movement of aircraft at any time is a critical phase of the operation
and must be executed in a safe manner. Therefore the following procedure must be followed at all
times to assure the safety of all staff and equipments involved in the start-up process.
Start-up at self maneuvering position
The headset must be used as a normal means of communication between the headset operator and
the pilot in command, only when the headset becomes unserviceable during the start up or in
adverse weather conditions (electrical storm) hand signals are allowed. Only trained personnel,
familiar with the aircraft operation are authorized to use hand signals. The Hand Signals are to be of
the recognized international form, clearly displayed between the two parties communicating and
should not be hurried, to avoid any confusion. Always inform the flight deck of any irregularities or
problems.
After the dispatcher has finished his pre-departure walk around, he should position himself in front
of the nose of the aircraft, a few meters away so visibility with the flight deck and ground crew will
be maintained at all times, even though headsets are being used.
The ramp agent responsible for removing the chocks, should position himself besides the nose gear,
and facing the headset operator. When chocks are removed, move clear of the aircraft
positioning forward of the nose and in line with the wing tip.
Confirm with the Flight Deck which side of the aircraft you will clear (left or right, always at the
opposite of the aircraft turn), remove the headset jack and close the headset panel and remove the
chock from the nose gear.
When you are clearly visible to the crew (left or right side) and area is clear for taxi, give signal
"clear to taxi" by giving thumbs up. This indicates that all equipment and personnel are clear of the
aircraft and it that is safe to commence taxiing.
Do not wait for the aircraft to start moving, before stepping away.

4.2.9 AIRCRAFT TOWING

A towing crew should consist of tug driver, wingman/ tow-bar operative and a qualified engineer
for flight-deck drills and aircraft brake operation.
Tug Driver is responsible for ensuring aircraft is in the correct configuration to tow.
1. All doors and hatches closed
2. Ground locks inserted (if required)
3. Ensuring nose-wheel steering by pass pin inserted
4. Tow bar correctly attached and secured
5. Aircraft brakes released
6. Anti-Collision beacon illuminated
7. All chocks are removed
8. Ensure aircraft brake system pressure is available during the towing operation.
The driver is responsible for the safety of the aircraft and must ensure there is adequate separation
between the aircraft being towed and any obstacles, moving or otherwise.
Wingman / Headset Operative
The wingman/Headset operative is responsible for Inserting and removing the nose steering by-pass
pin and connecting and disconnecting tow-bar. The wingman is also responsible for indicating
available clearance by recognized hand signals to the driver often tug. Whilst under tow the
wingman will ride in the tug monitoring the towbar for separation.
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4.2.10 TOWING PROCEDURES

Aircraft shall be towed only when one of the following qualified persons is in the cockpit for the
towing movement. (a) the Ground Engineer, (b) a trained and approved person to perform brake
riding duties or (c) Flight Deck Crew that have been assigned to that aircraft. The brake rider in the
cockpit must wear a seat belt for the duration of the tow, and all personal on board during the tow
must be seated. Torque links shall only be disconnected if required for the type of aircraft being
pushed or towed. Ground staff are forbidden to disconnect torque links of any aircraft that would
normally have steering lockout by other means, e.g. either by steering lock out pin or steering lock
out switch. The torque link shall be disconnected prior to the connection of the tow bar. Under
normal circumstances the Flight Deck Crew will be advised of steering lock out during the pre-
departure read-back by the headset operator, prior to pushback.
SAFETY WARNING:
Movement of the nose wheel with tow bar connected could cause death or serious injury.
Slippery surface conditions i.e. ice, snow, contamination of de-icing fluid etc., push back
drivers shall request the headset operator to inform the Flight Deck Crew of the surface
conditions. The push shall commence with all engines shut down until the push out is
completed and aircraft brakes set to park. If the movement area is contaminated then the
Airport Authority must be advised in order for appropriate remedial action can be taken.
When towing during low visibility /night conditions, the aircraft shall be adequately
illuminated.
When the towing movement has been stopped and prior to disconnecting the towbar or the
towbarless tug from the aircraft nose gear, a chock is to be placed behind the aircraft main
wheels.
Departing Aircraft - TOWING WITH ENGINES RUNNING: on completion of a pushback
ATC may request the aircraft to be towed clear of a specific area or a beam of a specific stand. This
process is normal and should be accomplished by selecting a reverse low gear and the driver riding
the foot brake. The accelerator shall NOT be used during this movement.
Departing Aircraft - Towing with engines at idle shall only be permitted for short distance
repositioning. Under any other circumstances repositioning aircraft must be performed with all
engines shut down.
Towing Crew Responsibilities
Before towing, the driver is to check that the aircraft is in the correct configuration for towing and a
check should be made that the communication link between the aircraft and the tractor is functional.
Prior to towing any aircraft the towing crew shall complete a walk round check and ensure all doors
and hatches are closed and secured, ground equipment clear of the aircraft, jetty removed and
positioned within the recognized parking area. The towing crew shall use the correct Steering
lockout pin suitable for aircraft type. All undercarriage ground locks are to be fitted by ground
engineer only, the engineer is responsible for noting the fitting and removal of undercarriage lock in
the aircrafts. Towing crew shall check the Nose Gear Oleo is not collapsed or exceeding the
extension limit. Main Gear Oleos‟ shall not be collapsed. In the event the Oleo is either collapsed or
Nose Oleo is extended to its limits, the towing crew shall inform the ground engineer immediately.
The aircraft shall not be moved until the ground engineer responsible for the aircraft has rectified
the service issue and/or authorized it to be towed.
TOW BAR CHECKS: - The towing crew shall use the correct tow bar suitable for aircraft type.
The tow bar shall be checked to ensure it is serviceable and the shear pins are intact. Serviceability
checks include shear pins, wheels/tyres, general condition of bar e.g. damage. Check hydraulic
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pump serviceable. Tow hitches on both ends are serviceable and no evidence of damage. Tow bar
locking facility operating effectively.
Upon completion of the walk round checks, the headset man shall establish communication with the
flight deck.
CONNECTION OF THE TOW BAR: - after the steering lockout pin has been fitted the tow bar
shall be connected to the aircraft then to the towing tractor. The towing crew will then check the bar
is correctly secured and the tow bar shear pins are intact.
Wing Walker Duties: - When using a wing walker, he/she shall be positioned in visual contact with
the pushback driver at all times whilst the aircraft is pushed back from the apron. Under normal
circumstances a wing walker is not required in the manoeuvring area. The headset operator shall
position themselves 3 meters (10ft) out from the aircraft nose leg on the outside of the turn
remaining in visual contact with the push back driver during the manoeuvre. On completion of the
pushback the headset operator shall board the towing tractor providing a seat is available (No seat
No ride) and monitor the tow by looking rearwards at all times during the tow. When manoeuvring
an aircraft with a towbar care must be taken not to exceed the maximum steering angle. Before
commencing towing, the driver must also check that the nose-wheel extension is within
recommended limits (usually indicated by some chrome showing on the nose oleo). If there is any
doubt as to whether the aircraft is in limits an engineer should be consulted.
When towing on a downhill gradient/slope the operation should be at a very slow speed to prevent
the aircraft overtaking the tractor. If during the tow the aircraft starts to overtake the tractor the
flight deck operator should be immediately warned by headset/radio or by sounding the horn to
immediately, but gently apply the aircraft brakes.
Loss of Communications: - In the event communications is lost between the headset operator and
cockpit the tow shall be stopped in the first instance providing it is safe to do so, ATC advised and
hand signal communication established between headset operator and cockpit advising cockpit
communications lost. At the discretion of the towing team either the tow shall resume at a slower
towing speed after advising ATC.
Loss of Communications during Tow Bar Separation: - in the event of tow bar failure during an
aircraft tow the tractor driver shall sound the warning horn continuously. The person in the cockpit,
riding the brakes shall immediately and gently apply the aircraft brakes. Once the aircraft is
stationary the aircraft parking brake shall be set. The tractor driver will simultaneously drive clear
of the aircraft and avoid applying the tractor brakes until the aircraft has completely stopped. The
tractor driver shall inform ATC immediately of the incident and contact his company to arrange for
another tow bar. In the event the steering limits have been exceeded the ground engineer must be
informed.
Steering Limits: - during aircraft maneuvering care must be taken not to exceed the maximum
steering angle, the push back driver and headset operator shall monitor the nose leg angle during the
push out and the headset operator shall monitor the aircraft during the tow. All pushback drivers
shall ensure they are aware of the steering limitations for the aircraft type they are maneuvering.
Maneuvering Aircraft within a Restricted Clearance Zone: - Wing-walkers shall be positioned
in the following areas during aircraft maneuvering into or out of an aircraft hangar (i.e. an enclosed
Building designed for the purpose of Aircraft Maintenance) or other area(s) where maneuvering
aircraft is physically restricted,
including non-covered maintenance areas, stands (gates) and taxiways. One wing-walker on the left
and right wing tip area and one on tail area (where appropriate). All wing-walkers shall be in
possession of wands.
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4.3 Phraseology used between ground personnel and crew cockpit

Communication Procedure for Aircraft Acceptance,

Engine Start and Push-back ”
Aircraft Acceptance
Cockpit Ground
Cockpit from ground
Go ahead Chocks in position
Engine Start with Supply by ASU/GPU
Ground from cockpit Go ahead

Connect external electric External electric connected

Prior to engine start
Ready for engine start All engines clear
Reedy for ground air Ground air available
After engine start:
Remove external electric External electric removed
Remove ground air Ground air removed
Ground from cockpit Go ahead

Ready for push-back Steering pin inserted

Release brakes
Brakes released Pushing back
Ready for engine start All engines clear
After push back is completed:
Set parking brake

Parking brake set Towing system removed

Prepare aircraft for taxi and give Wait for hand signal
hand signal from left side

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4.4. Inspection of the aircraft exterior and adjacent airside areas prior to aircraft movement

This inspection has to provide the following requirements:

1) Condition of ramp, TW and RW surfaces allows to taxi;
2) Ramp is clear, there are not foreign objects which can damage the aircraft;
3) Equipment and self-propelled machineries are removed from the parking stands
and taxi ways;
4) There are necessary distances between aircraft and obstacles in the pathway;
5) The parking stands is aimed for this aircraft type, layout on apron is clear, and
stop line for NLG is marked;
6) the parking stand there is the necessary equipment for receiving aircraft (chocks,
restrictive cones, fire fighting equipment, air stairs, GPU etc.)
7) The parking stands is equipped with facilities of towing control;
8) Personnel not involved in a process of taxiing are behind the boundary line.

4.5. Inspection of the aircraft prior to departure for the purpose to identify, document and
report external aircraft damage.
4.5.1 When all ground handling procedures have been completed and before push-back/taxi out it
is necessary to perform an inspection for the purpose to identify, document and report
external aircraft damage.
4.5.2 Necessary to check:
 Absence of external damage of aircraft surface;
 Handles are into grooves and locked;
 All technical doors and hatches are locked;
 All power cables are switched off.
 Surfaces around entrances and compartments doors.
4.5.3 In case of revealing of damage engineer must execute a technical report with description of
damage, its size and allocation, and analyze the damage in accordance with SRM.
4.5.4 If the damage does not exceed permissible limit engineer gives a departure clearance.
4.5.5 If the damage exceeds permissible limit the aircraft is stopped for repair operations.
4.5.6 In case of any damages in a process of ramp handling it is necessary to inform PIC and
ground handling personnel.

4.6 Passenger steps delivery

4.6.1 Delivery of stairs is performed by command of the PIC.
4.6.2 Delivery of stairs is performed after the complete stop of the aircraft at the command of the
staff member responsible for ground handling arrangements and control.
4.6.3 Prior to passenger embarkation/disembarkation, make sure stair is clean, the distance
between the upper stair platform and the aircraft doorstep complies with norms and
regulations effective, the levels of the platform and the doorstep also match.
4.6.4 In order to prevent damage to the aircraft air stair movement should be under control of the
responsible staff member, before the removal to a safe distance from the a/c.
4.6.5 Air bridge delivery is performed only when a/c doors are closed.
4.6.6 Before the air stair delivering it is important to ensure that there are not on staff, facilities or
transport on the way of movement.

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4.6.7 Air bridge/air stairs delivery is performed on the minimal speed.

4.6.8 It is important to take into account the gap between the fuselage and the air bridge buffer. It
should be 25 mm.
4.6.9 In case that a driver can not install the bridge with this gap, he must immediately inform the
PIC.
4.6.10 Before the air stair delivering, in a distance of 2-3 meters from fuselage, a driver should stop
stairs or switch on "slow speed" regime.
4.6.11 After connection of air bridge with aircraft, it is necessary to switch bridge on automatic
regime, unfasten safety belts and settle bridge in automatic position.
4.6.12 Delivering and settlement check of air bridges are performed by airport staff; after the
installation they knock at the entrance door from the outside, what is signal for opening.

4.7 Passenger steps removal

4.7.1 It is necessary to make sure that GPU is disconnected from aircraft.
4.7.2 It is necessary to check the absence of damages on aircraft and stairs/bridge.
4.7.3 It is performed in accordance according to settled Ground time.
4.7.4 It is performed only when the a/c door is closed and the aircraft safety belt on the door is
fastened.
4.7.5 F/A has a right to give permitting on air stairs driving away only regarding rear door. (in
case of two stair).

4.8 Allocation of ground equipment on the parking stand

Ramp control supervisor or other staff member responsible for ground operations on the apron
checks availability of equipment/devices necessary for aircraft baggage. The choice depends on an
aircraft type and a daily schedule. (Appendix C1).

Before the a/c arrival on the stand it is necessary to check availability and serviceability of the
following equipment on it:
-chocks (in accordance with a/c type);
-safety cones (in accordance with a/c type);
-GPU (if required);
-Ground air-conditioning unit (if required);
-Set of communication facilities;
-day/night wands;
-passenger steps;
- firefighting equipment.
In case of ground handling vehicles/equipment is absent supervisor takes measures to provide them
immediately on parking stand.
Then the sequence of their approach to an aircraft is determined (Appendix).

4.9 The standard sequence of aircraft arrival

1. Aircraft arrives on parking stand.
2. Flight crew sets the parking brake when the aircraft stops at its correct parking
position, then shut down the engines and switch the anti-collision lights off.
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3. Chocks shall be placed (when the anti-collision lights are off and engines running
down).
4. If required ground electrical power shall be connected.
5. Chocking staff will give a “Chocks inserted” signal to the turnaround coordinator.
6. Turnaround coordinator informs cockpit crew about chocks positioned by means of
standard visual signal (by means of interphone system before approaching of
passenger stairs to the aircraft.
7. Safety cones shall be positioned.
8. A walk around check shall be performed.
9. After conning is complete all other ramp activities can commence.
4.10 Chocking
The works on installation of chocks and power supply connection are performed after the aircraft
taxing-in to the parking place prepared by the technical staff in accordance with p. 6.2.4 NTERAT
GA.
Prior to parking the aircraft, the staff member responsible for aircraft ground handling arrangements
and control checks the chocks for completeness and intactness.
The technical staff chocks the wheels of the main landing gears. The chocks are installed under the
fore wheel and back wheel of the main landing gears. The chocks shall abut by its pins against the
aerodrome pavement.
In order to exclude any seizure after the aircraft loading and fueling, the chocks are installed in the
plane of the wheels up to their contact with pneumatics – without interference. Installation of any
damaged chocks (with a casing being destructed or without abutting pins) is not allowed. A site for
the chocks to be installed shall be cleaned from any foreign objects, and in wintertime it shall be
cleaned from ice and snow.
Prior to installation of chock make sure that the wheels have been braked and cruise engines have
been powered off (stopped). While fulfilling the works on ramp service, it is necessary to beware of
the dangerous zones for people staying during operation of aircraft engine.
If towing is needed, it is required to insert a fixing pin in the electric box on the foreleg pole in
order to prevent a turn in accordance with the towing regulations (for А319/320/321 – i. 3.16
(RNTO)

4.11 Connection of external GPU

ATTENTION! The GPU shall be connected only upon permission of the specialist performing the
aircraft maintenance on the parking stand.

4.11.1 Jet way system for 400 Hz frequency power supply on board aircraft consists of:
 Jet power frequency converter–2 (received power from terminal building and switched off
by circuit breaker on the back door;
 Cable-Coil (received electric power from boarding bridge cabin and switched off by omni-
polar switch on the side wall)
Normal position of both switchers is “On” and yellow signal light should be alight on the
front door.
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 400 Hz cable with a connector and integrated control panel at the cable end
 Remote control panel, located on the air bridge
 Connective communications.
4.11.2 The frequency converter takes power supply from the terminal building and is actuated by
an automatic switch on the back door. The cable coil receives the power supply from the air
bridge cabin and is actuated by packet-type switch on the sidewall. “On” is normal position
of both switches and a yellow signal light is lighted on the front door.
4.11.3 A GPU shall be connected in accordance with the instruction. For the connection of the
GPU it is necessary to open the aircraft access door to the plug and socket connector of
aerodrome power supply, insert the aerodrome plug into the aircraft socket and switch on
the automatic frequency control (AFC).
4.11.4 It is necessary to control the connection proved by lighting of a signaling lamp «ON» on the
panel 106VU.
4.11.5 Cable uncoiling
To uncoil the cable it is necessary to push the button «OUT» on the plug of the cable connector.
If the bridge is in the upper position and the cable is out of reach, make use of the button «DOWN»
on the remote control panel. Using this button the cable may be uncoiled for the maximum length
4m, and then make use of the button «OUT» located on the cable.
Both buttons are ejective, unlocking and the cable uncoils only at the button being pushed-in. If the
button is released, the uncoiling stops. The cable winch is equipped with overloading protection,
which interrupts uncoiling (coiling) in case of excessive tensioning of the cable.
As the aircraft maintenance requires maneuvering the bridge around the aircraft, the electric
interlock preventing any displacement of the bridge with 400 Hz power cable being connected to
the aircraft is removed. Therefore, the cable shall have such length for uncoiling that the tensioning
is avoided, the cable lays free on the ground and has a reserve of 2-3 meters long to assure free
maneuvering of the bridge.

4.11.6 Cable connection to aircraft

Open an access door to the aerodrome power supply connector on the aircraft.
After uncoiling to the required length the cable shall be suspended to the board aircraft with the
help of an orange tape at the cable termination. Attachment of the cable is required to prolong the
service life of the cable and the connector and in order to prevent any falling of the cable plug out of
the aircraft socket and discontinuing of voltage supply on board aircraft.
It is necessary make sure the cable plug is fully inserted into the aircraft socket. Only at full
inserting of the plug into the socket, the micro switch built-in the plug is pushed and prepares the
frequency converter switch circuits.
At switching on the micro switch, a yellow LED lights up on the built-in cable control panel. 28V
DC voltage shall be supplied to E and F terminals from the aircraft board and a green LED shall
lights up on the control panel.
ATTENTION. Prior to connection of the plug and socket connector of aerodrome power supply it is
necessary to make sure the contacts of the plug and socket connector to be not contaminated,
oxidized or fused. At detection of any failure, contact with the specialist performing the aircraft
maintenance at the parking stand.

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4.11.7 Voltage supply on board

The signs of the converter readiness for voltage supply to the aircraft board are:
 light emission from the yellow signal lamp on the front door of the converter
(shows connection with an aircraft);
 light emission from the yellow and green LEDs on the built-in control panel
(shows connection with an aircraft).
The voltage supply to the aircraft board is performed by pushing “ON” button on the plug of the
cable connector. At supply of 400 Hz voltage to the aircraft board a red LED lights up on the male
connector and a green lamp lights up on the face side of the converter.
Digits on the converter display show a value and frequency of the voltage being supplied to the
aircraft board.
In case of loosening of the male connector attachment in the process of work, the micro switch
will go off and will discontinue the power supply to the aircraft board. The LEDs will go out, and
the green lamp on the face side of the converter will start blinking.

4.11.8 Landing gear locking pin installation

For prevention inadvertent gear retraction on the ground it is necessary to install landing gear
locking pin (Landing gear safety devices) in the front and the main landing gears.
4.11.9 Aircraft grounding
This section contain information that follows:
1. Static ground procedure;
2. Bonding procedure.
Grounding (Static grounding) is the process of connecting one or more metal objects and ground
conductors to ground electrodes (an electrical path to earth).
Bonding is the process of connecting two or more metal objects together with a conductor. The
electrostatic discharge of the aircraft through the tire is considered as sufficient. However the
aircraft must be grounded in the following conditions:
1. When performing maintenance tasks using power tools, electrical power sources, lights;
2. Adverse weather conditions;
3. If the parking stand has inadequate conductivity (e.g. on dry snow, dry sand or in areas of low
moisture);
4. If it required by regulations of aviation authorities of the country, where ground handling is
provided.
Grounding points are:
1. On the nose landing gear,
2. On the main landing gear,
3. On the engine.
For satisfactory removal of an electrical charge from the aircraft:
1. The aircraft ground cable must have a section of 22 mm2 (0.0033 in2) or more.
2. The total electrical resistance of the cable between the parking ground point and the grounding
point of the landing gear must not be more than 500 milliohms.
3. The resistance between the end connector on the ground cable and the nearest adjacent metal part

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of the landing gear must not be more than 10 milliohms. During normal pressure refueling or
defueling of the airplane bonding between aircraft and fuel tanker is essential.
Make static grounding of the aircraft in the following sequence:
1. Connect the grounding cable to an approved, identified static ground point on the parking
position.
2. Connect the grounding cable to approved grounding point on the airplane.
Make bonding between aircraft and recognized bonding point on the fuel tanker before connecting
of fuel hose. To make it, attach bonding cable from fuel vehicle to approved grounding point on one
of the main or nose landing gear.
When the fuelling is finished bonding cable can be detached after fueling hose is detached from the
aircraft only.

4.12 Water supply and waste disposal system

In accordance with the requirements of the World Health Organization the Operator shall take all
the measures for dividing the works related to supply and drain of the potable water, including
removal and treatment of the aircraft lavatory, by 30-minutes interval in order to prevent any
contamination of the potable water and comply with the hygienic norms and regulations. The
potable water supplied aboard the aircraft shall be chlorinated and shall comply with the sanitary
norms.

Potable water

The potable water shall be used within 8 hours after the aircraft water tank filling, in exceptional
cases within 12 hours. Within this time limit the water shall be used. Otherwise the water shall be
drained and the tanks shall be decontaminated.

Water drain
The water drain procedure is performed by the trained personnel in accordance with the instruction
After having performed the water draining procedure, it is required to keep DRAIN VALVES ,
plugs and access doors in the open position, if:
 BLEED AIR SYSTEM is in "OFF" position and
 Outside temperature is below 0 °С.
This is required to prevent any damage to the aircraft water system.

Toilet systems

After each aircraft arrival, the works relating to sewage draining / flushing and filling the receiving
tank with chemicals are performed.
The lavatory handling machines are used for the maintenance of the toilet systems. Only the
personnel trained and admitted for such works can perform these works.
The personnel carrying out this type of works shall comply with the hygienics and regulations on
work safety.
4.12.1 Any movements made on the ramp and around the aircraft shall meet the maneuvering
regulations for special vehicles during the aircraft servicing.
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The works are started under control and by permission of the staff member responsible for ramp
handling arrangements and control.
On termination of the works it is required to clear the aircraft control panels and make sure the
aircraft surface is clean.
In case of any leaks of sewage to the ramp, it is required to call up the specialists and take measures
for removal of sewage from the ramp and decontamination of the surface.

Procedures for the removal of sewage and aircraft treatment

Drain the sewage in accordance with the Instruction.

Flush the receiving tank by supplying a chemical fluid in the amount of 20L. The fluid supply
pressure shall be 2,4 bar (38,4 PCI), and the supply capacity shall be 38 L/min. Flushing of the
receiving tank takes approximately 35 seconds. The drain valve shall be kept in open position.
After the receiving tank has been flushed, make sure it is fully emptied.

When using a special vehicle with a vacuum pump the vacuum gage pressure can not be
exceeded over 6 PSI (0.4 BAR). Higher pressure can result in damage of the system

4.13 Doors opening

At the airports the entrance doors are opened only after aircraft complete stop, engines and flash
beacons off, installation of parking brakes, chocks, and passengers steps/air bridge and after giving
a signal by the ground personnel responsible for U6 aircraft handling. The signal is given by
knocking at the entrance door.
The order of the aircraft entrance doors opening is performed by F/A in according to FCOM.
ATTENTION! Any mechanisms or personnel shall not be within door-opening area of the cargo
compartments
Cargo compartment doors A319/A320/A321
Opening of hydraulic-operated door of the front cargo compartment.
1) Electric power to the aircraft
2) By pressing the button «PUSH», completely draw out the door opening handle against the
stop, by transferring it from “CLOSE” position to “OPEN” position and locking it in the upper
position
3) Open the access door of «CARGO DOOR SELECTOR», located below the fuselage
4) Transfer a lever of the selector valve in “OPEN” position and retain it until the door opens
fully and a green indicator «DOOR OPEN AND LOCKED» lights up in the door control module
5) Transfer the locks control lever on the cargo compartment edge to the right position, move
the locks down.
Opening of the door of the back cargo compartment
Opening of the door of the back cargo compartment is performed similarly to opening / closing of
the front cargo compartment door.

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Opening of the bulk cargo compartment door

1. Press the button in order to release the door handle

2. Transfer the handle in “OPEN” position to open the door
3. Open the door partially, return the handle in “CLOSE” position and push it in the door
recess
4. Lift the door until fixing in the upper limit position
The doors of the front and back cargo compartments and BULK compartment are located on the
right board. The doors of the front and back cargo compartments are hydraulic-operated. BULK
compartment door is opened and closed manually.

4.14 Aircraft cleaning

4.14.1 Cleaning of the aircraft should comply with the sanitary and hygienic standards.
4.14.2 Cleaning of the aircraft allows providing the high level of passenger service assures the
comfortable conditions during the flight and contributes for more extended service life of
the aircraft interior.
4.14.3 Cleaning works content depends on stop duration. Aircraft cleaning at stop for less and more
then 4 hour is described below.
4.14.4 When cleaning if finished it should be mentioned in an act. A purser signs the act and gives
a quality rating .
Aircraft cleaning at stop for less than 4 hour
Cockpit
 Empty and clean ash trays, seat back pockets;
 Remove waste from the brad;
 Wipe a retractable table, seat arms, surrounds near the seats;
 Clean the carpets on the floor by a vacuum-cleaner.

Passenger cabin
 Empty and clean ash trays, seat back pockets;
 Clean waste from seats;
 Wipe a retractable table, seat arms,
 Clean waste from overhead cupboards, wash covers of the overhead cupboards;
 Wipe illuminators;
 Clean the carpets on the floor by a vacuum-cleaner.
Lavatories
 Treat the bowl with cleaning agent and wash the bowl;
 Remove waste from refuse bins and accessories box;
 Remove contamination from a wash basin, flush the wash basin;
 Wipe a mirror;
 Wash the door and floor.

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Galleys
 Dispose of litter the refuse bin;
 Remove waste from the oven;
 Clean the sink from contamination
 Clean a sink;
 Clean the cabinets, recesses, oven, working surfaces and retractable tables;
 Install a plastic sack into the refuse bin;
 Wash the floor.
Baggage compartment
 Remove litter and sweep the baggage compartment;
 Wash the floor near the baggage compartment.
Aircraft cleaning at stops over 4 hour

Cockpit
 Empty and clean ash trays, seat back pockets;
 Wipe the ash trays;
 Remove waste from the brad;
 Wipe a retractable table, seat arms, surrounds near the seats;
 Remove litter and clean the wardrobe;
 Wipe panels of interior finish and the door inside and outside;
 Remove any contamination from the carpets, any traces of chewing-gum;
 Clean the carpets on the floor by a vacuum-cleaner.
Passenger cabin
 Empty and clean ash trays, seat back pockets;
 Wipe the ash trays;
 Remove litter from pockets of emergency facilities, seats;
 Wipe tables, seat arms;
 Wash the frame and legs of seats;
 Remove litter by vacuum-cleaner from near the legs attachment to the floor;
 Clean the seat by a vacuum-cleaner;
 Clean waste and wash overhead cupboards and covers;
 Wipe illuminators;
 Clean the side panels and bulwarks;
 Wash the walls between the cabins;
 Wash a baby cradle;
 Remove litter and wash the walls and floor of the wardrobe;
 Remove any contamination from the carpets, any traces of chewing-gum;
 Remove litter from guiding slots of seats by a vacuum-cleaner and wash them;
 Clean the carpets of the cabin by a vacuum-cleaner;
 Lay the carpet strips.
Lavatories
 Treat the bowl with cleaning agent and wash the bowl;
 Remove waste from a refuse bin and wash it out;
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 Wash the door of the refuse bin;

 Wash the walls, ceiling, light;
 Remove waste from accessories boxes and wash them out;
 Wash the wash basin, remove contamination from drain channel screen
 Clean an attachment for the liquid soap;
 Wipe the mirror;
 Wash a bowl, a seat, a cover, the bowl lid attachment, outside the bowl;
 Wash the door and the floor.
Galley
 Dispose of litter the refuse bin and wash it;
 Remove waste from the oven, treat the oven with descaling agent;
 Wash the sink, clean the drain channel screed from contamination;
 Wash the cabinets and recesses;
 Heat the oven, wash the oven;
 Clean the working surfaces and retractable tables;
 Clean the walls, ceiling, lights, doors and surrounds;
 Remove waste from angles, wash the floor.

Baggage compartment
 Remove litter and sweep the baggage compartment;
 Wash the floor near the baggage compartment

4.15 Securing of an aircraft prior overnight or layover parking

4.15.1 Layover parking is parking more than 3 hours (excluding preflight and after flight
operations).
4.15.2 In case of layover parking the following parking stands requirements should be complied:
 Parking should be sought on a tarmac parking apron located within the air operating area.
 The apron should be separated from public access areas by structures, walls or fences of
sufficient height and construction to protect the aircraft and the air operating area from
intrusion by trespassers;
 The apron should be isolated enough from the public areas to preclude damage to aircraft
that might result from thrown objects.
 There should be sufficient distance from roadways or apron areas on which there is
appreciable vehicular traffic which might endanger the aircraft.
 There should be a clear line of vision between the parked aircraft and the ground control
tower.
 There should be sufficient lighting to view the aircraft from the tower and a roving patrol
covering the parking areas to ensure protection for unattended aircraft, both night and day.
4.15.3 The following procedures are required for overnight /layout parking:
1. make sure that parking stand requirements are complied with Air Company‟s
requirements
2. make sure that there are not people on board.
3. Install chocks.
4. Connect the outside ground power supply source (if available and needed). Not to
switch APU off, if the ground power supply is not available
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ATTENTION: connection of the outside ground power supply source is performed only by
permission of specialist conducting technical handling on the parking stand.
5. Install the safety devices to prevent a spontaneous retraction of landing gear on the
ground.
6. Connect the aircraft to earth.
7. Drain water from the water system, if required.
8. Perform the drain procedure from waste removal system in case of overfilling of
tanks or in case of aircraft parking at outside air temperature below zero.
9. Check the oil level in the engine: if a remains is below 10 QTS (as per ЕСАМ),
refill the oil system according to the instruction. The level check and, if needed, the
oil refilling shall be performed within 5 to 30 minutes after engines switch off;
10. Switch off APU.
11. Close and block entrances.
12. Remove stairs.
4.15.5 Responsibility for the aircraft safety during parking on the aerodrome is imposed on the
officer, whose signature is the last in the flight log or the aircraft acceptance log for maintenance or
safeguard. Aircraft is passed to the crew provided a crewmember receiving the aircraft has a valid
certificate and a document permitting a receipt of this aircraft.
4.15.6 During a long-term parking the aircraft is secured in accordance with the Labeling procedure
Т100.002 specified in chapter 8 Airline’s Security Manual
The procedure ensures the sequence of works on aviation security during long-term and
overnight stops. The Airline‟s aircraft labeling procedure is developed in accordance with the
requirements of the Aviation Facilities Operations and Repair Regulations (NTERAT GA-93),
Regulations on security of aircraft and civil aviation objects (NOVCO GA-93), order department of
Air transport from 16.08.93 № ДВ-115, FAR “Aviation security requirements to the airports” by
the RF Ministry of Transport Order No 142 dated 28.11.2005

Order of aircraft labeling

After visual inspection of the aircraft in accordance with the Airline‟s procedure for the aircraft
parking, acceptance-transfer and safeguarding, the parking
duty officer labels the hatches of baggage compartments, service compartments, and doors of the
aircraft. After the final aircraft acceptance, the parking duty officer makes a record in the duty
officer log indicating the time, date and label number.
The following aircraft points shall be sealed with numbered labels:
 А319/320/321 (7 labels), entrance doors - 4 labels, cargo doors - 3 labels;
When taking the aircraft from safeguarding for the maintenance the receiving person shall inspect
the labels for integrity, and in case of any damage of the labels he shall report the shift manager of
the aircraft maintenance base.
Violations of labels integrity are:
 any rupture, cut of labels on an aircraft;
 emerging of white-color words “open” on the label surface.
In case of emergencies (incidents, air accident etc.) the Airline‟s aircraft shall be handed over to the
Airport Aviation Security Service for safeguarding. Upon the aircraft acceptance for safeguarding
the parking duty officer in presence of an employee of the Airport Aviation Security Service
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performs a visual inspection of the aircraft and sticks the aircraft with numbered labels in
accordance with the procedure developed.
Note: Depending on a supposed reason of an incident the numbered labels can be applied to the
landing gear doors, cowlings, structural access doors, an appropriate record is made in the log of the
parking duty officer and in the aircraft safeguarding acceptance log of the Airport Aviation Security
Service.

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5. Ground Support Equipment

Chapter 5. Ground Support Equipment

CONTENT

5.1 Basic safety requirements for aircraft GSE С-115

5.2 Aircraft loading devices С-116
5.3 Ground Support Equipment Location С-116
5.4 Ground Support Equipment Maintenance C-116
5.5 Requirements for ground support equipment C-118

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INITIALLY LEFT BLANK

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5.1 Basic safety requirements for aircraft GSE

5.1.1 In order to prevent any damage to an aircraft and any injury of the personnel in during
ground handling Airline (U6) implements the following measures:
1) only qualified and authorized personnel (with the appropriate certificates and approvals for
the specific type of ground equipment) shall be admitted to operate the equipment;
2) the standard working procedures applicable in any specific place shall be performed by
drivers (or operators) trained for specific types of the ground handling equipment;
Note. On the territory of the Russian Federation one of the basic document the
"Instruction on the movement of special vehicles and mechanization for civil aerodromes of
the Russian Federation" (approved by Order of the Ministry of Transport of the RF from
13.07.2006. № 82).

In a process of ground support equipment using it is not allowed to use portable

electronic devices (mobile phone, PDA, electronic tablet), except hands-free device.

3) the equipment shall be used only in accordance with its purpose;

4) the unserviceable equipment shall be clearly marked and removed from operation;
5) the equipment shall never move across a taxiway or a way of passengers walking
between the aircraft and the terminal;
6) In the course of any work on the ground handling aircraft parking place (other than in
extreme weather conditions, such as high winds) are set signal cones in order to protect
certain areas of the aircraft and to avoid damaging them in the process of ramp services;
7) the restriction line of a safety zone of working equipment shall be made visible on the ramp;
8) the equipment shall be installed beyond the restriction line with a parking brake on until any
movement of the aircraft (departure or arrival to ramp) starts;
9) if the equipment is left far from an aircraft or placed into the aircraft, the parking brake shall be
always on, the gear-box shall be transferred into the parking mode or the neutral position;
10) Telescopic passageway is fully off position prior to arrival / dispatch of the aircraft;
11) the equipment (including a boarding ramp) shall be supplied to the arriving aircraft only after
its full stop, installation of chocks, engines being off, flashing beacons being off, and, if
needed, the communication being established with the flight crew (exception: if needed, the
aircraft can be connected to an outside power unit);
12) a signalman visible to a driver (or an operator) shall take his place in order to follow the
distances allowed and give signals by hands before equipment starts moving;
13) the equipment shall not move or shall stop , if the driver (or operator) does not have or loses
a visual contact with a signalman;
14) the equipment or transport vehicles shall not be moved to the zones intended for aircraft (в
соответствии с установленными зонами риска для конкретного типа ВС);
15) the check of brakes shall be carried out prior to the entrance into the equipment safety zone;
16) the powered equipment shall make a full stop for checking the brakes prior to the entrance into
the equipment safety zone and again prior to approaching the aircraft;
17) the equipment approaching or moving off the aircraft, shall drive at a speed of a walking person;
18) the stabilizers, at the installation on the equipment, shall be deployed when the commercial load
is placed into the aircraft;
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19) the equipment with lifting devices shall not be moved with the lifting devices being in the
lifted position, except for a final positioning on the aircraft;
20) the equipment shall not be removed from the aircraft door unless the driver (or the operator)
informed the appropriate persons on board or on the ramp;
21) the equipment shall not be removed from the aircraft door until the door is closed and sealed
by an authorized person or marked by something visible placed across the opened door.
Handlers should have documentized procedures of GSE control which provide all terms
mentioned above and guarantee that personnel connected with GSE are properly trained.
5.1.2 Guarantee that GSE is operated by trained and qualified personnel is:
1) The requirement of a person controls ground handling operations addressed to the
driver (operator) to provide proof of the right to operate this GSE;
2) Check of notes about Handler’s personnel training during audit of suppliers;
3) Providing of personnel certificates by Handler during sampling test (by authorized
Air Company’s representative request).
5.1.3 Maintenance of GSE is provided by Handler which owns GSE. Handler should have
programs of schedule maintenance and repair produced in according to manufacturer’s
recommendations. Programs and notes regarding actual provided ground handling have to
be produced for Air Company by its authorized representative request for sampling test.
5.1.4 Maintenance results have to be documentized. Check of these documents is also subject to
audit and / or sampling test.

5.2Aircraft loading devices

For the transportation and loading baggage on the aircraft the following ground support equipment
are used.

Ground equipment used to transport and load baggage on board

Type Description
Conveyor belt Used for load / unload of cargo / baggage loose
in the cargo bay.
Baggage carts Used for the transport of bulk cargo/baggage
to/from an aircraft.

5.3 Ground Support Equipment Location

All equipment should be placed in accordance with the schemes entrance and maneuvering
emergency vehicles at service passenger aircraft (Appendix).

5.4 Ground Support Equipment Maintenance

5.4.1 Only serviceable equipment is allowed to perform work for ground handling aircraft.
5.4.2 Ground equipment is accepted for operate after checking its technical condition, assigning
inventory numbers and the roster. In this case, a new factory-built equipment is permitted to
use, must be operating instructions, safety instructions, the act of checking the correctness of
installation.

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5.4.3 Equipment manufactured or reconstructed at the aircraft maintenance base before admission
to operation shall go through metrological examination (if needed), certification and testing,
its results being stated in a commission report, and shall have the technical documentation
complete (passport, logbook, operating instruction etc.). If necessary, such equipment is
tested in the special state organizations (―Gostekchnadzor‖ and others).
5.4.4 The ground equipment is painted by the colors established by the applicable standards.
5.4.5 Any faulty equipment, as well as painted by unacceptable colors, shall not be allowed to
operate (such equipment is stored apart from properly functioning equipment in specially
allocated areas).
5.4.6 The equipment with power drives of various types, lifting and transporting mechanisms,
compression and electric power units of all types, machining and welding facilities, vessels
for storage of compressed gases and toxic substances shall be certificated.
5.4.7 The ground equipment used in U6 divisions is entered in their registries. The ground
equipment registries, as well as the logbooks (passports) for the items thereof are held by the
chiefs of the divisions responsible for operation of the ground equipment under their
competence. All the documentation listed above is stored in the division responsible for
operation of the ground equipment during its whole service life. When it is necessary to
send the ground equipment to repair, all the documents shall be transferred together with the
equipment. In case of writing off the equipment, a certificate of unservicability shall be
executed with the documents enclosed. The equipment shall be forwarded for disposal with
the documentation. The disposal shall be performed by a method acceptable for the Airline
(U6).
5.4.8 The operation, use, check for operationability, tests, repair and storage of the processing
equipment used by the Airline for handling of aerotechnics shall be performed in
compliance with the requirements of the operational documents for specific types and items
of the processing equipment.
5.4.9 The chiefs of the divisions, under which competence the ground equipment is, are
responsible for its proper use, operationability, storage and check (tests) in due time.
5.4.10 The employees using the specified equipment shall know its design, study and comply with
the operating rules and safety regulations in accordance with the requirements of the
documentation currently in force.
5.4.11 In case of need, the engineering personnel is admitted to operate the processing equipment
as per the established order.
5.4.12 The maintenance, repair, checks and tests of the processing equipment are performed by U6
specialized divisions, and in case of necessity — by other organizations on the base of the
schedules, developed by the chiefs of the divisions, in which competence are the specific
processing facilities. Inspection of the processing equipment before use is carried out by the
specialists assigned by the division chiefs.
5.4.13 For the ground equipment condition monitoring the standard (factory-built) facilities are
used (stationary and movable units, accessories, workbenches, devices and instrumentation,
including non-destructive testing means), accepted for operation in the Civil Aviation and
having gone through recurrent metrological examination.
5.4.14 It is allowed to use non-standard instrumentation manufactured by efforts of the aircraft
maintenance base, the Civil Aviation factories, and other organizations, having undergone
the metrological certification and calibration under the approved procedures. The non-
standard instrumentation for the ground equipment condition monitoring is allowed for use

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only after completion of the established documentation – certificates, operating instructions

and the respective records in their logbooks (passports).
5.4.15 The control instrumentation is registered at the divisions and it is delivered to the specialists
trained and admitted to such works and made responsible for use, maintenance thereof and
keeping the operational documents. The control instrumentation is transported and stored in
normal packing and in the conditions established by the documentation. The order of storage
and delivery of the instrumentation is determined by the division chief.

It is forbidden to use the ground handling facilities being faulty, after

calibration period having expired, stored and transported not in compliance
with the established conditions and rules.

5.5 Requirements for ground support equipment

5.5.1 Basic requirements for the material:
 material should be tested on validity and usability;
 shall be corrosion-resistant and protected by plating or other surface treatment, e.g. to resist
the action of de-icing and hydraulic fluids.
 Glass in doors and windows shall be safety glass, or alternative material with at least the
same performance characteristics and distortion-free.
5.5.2. In a process of design and production the State requirements must be taken into account.
5.5.3. The vehicles shall be designed and constructed of materials that will allow unrestricted use in
all climates with the minimum of modifications. The equipment shall have provisions to easily
adapt to temperature variations ranging from -40°C to +60°C and humidity of up to 100%, take into
account temperature variations, dust, salt-sea air and reasonable variations in atmospheric pressure.
5.5.4. The equipment shall be capable of daytime and night time operation.
5.5.5. The noise level shall be kept to a minimum
5.5.6. If unit is towable, the tow-bar shall be manually lifted and self-locking in the upper position,
the towing speed not exceed max 32 km/h, overall turning radius shall be kept at a minimum.
5.5.7. The equipment shall be maneuverable in snow and ice conditions.
5.5.8. Tank shall have a capacity provides continuous operation during 8 hours.
5.5.9. Wiring shall be installed to provide maximum protection from abrasion, grease, oil, fuel,
excessive heat and water ingress.
5.5.10. All electrical devices installed in the unit shall be adequately protected against weather
conditions and water or humidity accumulation.
5.5.11. All self-propelled ground support equipment shall have sufficient illumination and
indication lights.
5.5.12. Filler caps shall be clearly marked to identify fluid type. (red – for petrol, green – for diesel
fuel, white – for water and refrigerating fluid, yellow – for oil and lubricants, yellow with blue trip
– hydraulic fluid).
5.5.13. Equipment shall be marked with a durable nameboard specifying the technical data: (name,
trade mark, serial number, weight, date of manufacture and other equipment specification).
5.5.14. Vehicle shall have a protection for the driver and passenger.
Protection includes:
 seat with a safety belt;
 windshield wipers;
 motor fresh air heater and windshield heaters;
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 sun shields;
 the availability of instruments (speedometer, ampere meter and etc.)
5.5.15. It is necessary to keep performed scheduled maintenance and repair records regarding
equipment. Only qualified and properly trained personnel and organization are accepted for
technical repair and maintenance. Equipment which were not undergone a scheduled maintenance
and repair can not be accepted for operation.

5.5.16. Self-propelled passenger steps

 The stairway shall preferably be mounted on a standard truck and consist of telescoping
sections and provide a straight ascent/descent to/from the aircraft door.
 The steps shall be suitable for movement over public roads and therefore not exceed a height
of 4 m.
 The steps shall consist of fixed risers and tread. The stairway assembly shall be wide enough
to accept two persons per step.
 Handrails shall be provided on both sides of the staircase.
 The staircase shall be properly illuminated.
 Passenger steps should be outriggers-driven due to stability.
 The weight of passenger steps shall be capable of being driven over roads in the fully
retracted condition at speeds compatible with local regulations.
5.5.17. Airport passenger bus requirements
 The unit shall provide the capacity and space for passengers based on four standing persons
per square meter.
 The seat arrangement (optional) must not impede the passenger flow during embarkation
and disembarkation.
 The unit shall have two doors for the quick and safe embarkation and disembarkation flow
of passengers.
 The height of the entrance doors shall be at least110 cm, step from the ground shall be at
least 230 cm high.
 Provision to operate the door from inside in an emergency shall be provided.
 The interior shall be divided into two sections (a driver's cabin and a passenger section).
 The passenger bus shall be powered to reach a cruising speed of at least 30 km/h.
 The bus shall be equipped with power steering, chassis, and reserve lighting.
 The floor shall be covered with a non-slip surface.
 A sufficient number of horizontal crossbars with belt handles shall be installed.
 Adequate ventilation, heating system, a communication system between the driver section
and the passenger cabin, a first-aid kit and a fire extinguishes shall be provided.
5.5.18. Crew transportation vehicle requirements
 The length of the vehicle should be sufficient to accommodate a driver and 20 passengers, as
well as baggage, aeronautical information publication and cabin baggage.
 The overall height of the vehicle should not exceed 2.9 m.
 The power of vehicle engine should develop a speed of at least 40 km/h.
 The width of the main door shall not be less than 1.10 m.
 The door(s) shall be controlled from the driver's position.
 The door(s) shall be fitted with seals.
 The bus shall be equipped with a power steering gear and steady chassis.
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 The floor shall be even, unobstructed and covered with a non-slip material.
 The unit shall have adequate ventilation, heating system, first-aid kit, fire extinguisher.
5.5.19. Aircraft towbar tag
 Tag should be defined in accordance with the MTOW and aircraft type (for Airline (U6) tag
should be category 2 – for aircraft weighted less than 150 000 kg).
 The structure shall consist of a four wheel chassis with a suitable prime mover, drive train
and operator's cab.
 The lowest point of the structure shall not be less than 200 mm above the ground.
 Wheel wells shall provide adequate clearance for wheel chains.
 The unit shall be capable of a minimum, travelling speed of 25 km/h.
 The turning radius shall be kept to a minimum.
 A non-jerking push/pull operation is necessary when aircraft is connected.
 The operator cabin with front mounting shall be equipped with seats for a driver and one
passenger.
 Mirrors shall be installed to provide the driver with good rearward vision as well as a view
of both the forward and aft tow hitches.
 The noise level in the cab shall be kept to a minimum.
 Tractors equipped with more than one steering mode shall be interlocked.
 The tag shall be equipped with a fail safe braking system operating on all four wheels.
 The tow vehicle should be equipped with an automatic braking system.

5.5.20. Self-propelled potable water vehicle.

 The unit shall be used only to supply aircraft with potable water.
 The unit shall be labelled ―POTABLE WATER ONLY‖.
 The vehicle should be equipped with a water tank, a water pumping system and a towed
chassis;
 The tank and other components shall be easily replaceable.
 The tank and the pumping system shall be made of non-corrosive material.
 The tank capacity should be in the range of 400 – 1,000 L.
 Baffles shall be installed inside the tank.
 The tank shall have in its top a leak-proof manhole safely accessible to allow cleaning,
disinfection and inspection.
 The tank shall have a suitably protected water level gauge.
 The water pump shall be directly connected to the outlet of the tank.
 The water pump pressure shall be at 150 and 345 kPa.
 The functioning of the pump shall be indicated on the control panel (using instruments
such as flow gauge and a pressure gauge).
 The potable water delivery hose shall be flexible, with length of at least 10 meters.
 The tank shall have a water level gauge, suitably protected and installed in proximity of
the fill hose.

5.5.21. Self-propelled lavatory service vehicle.

 The toilet service vehicle shall be used for servicing aircraft toilet systems only.
 The unit shall be marked ―AIRCRAFT LAVATORY SERVICE‖ in block letters.

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 The overall dimensions of the unit shall be minimal (The gap between the vehicle and the
aircraft must be at least 0.5 m).
 Equipment shall have the following elements: independent tanks (the waste collection tank,
the rinsing water tank), water pump, controls, valves and meters, dump valve, parking-
brake.
 The tank and the pump shall be made of non-corrosive material.
 The tanks shall be easily cleanable.
 The inside fittings, weldings, joints and rivets shall have a smooth finish in order to avoid
accumulation of waste.
 The ends shall be preferably dished spherically and the corners adequately rounded.
 The bottom of the tank shall be sloped towards the drain.
 Baffles shall be installed inside the tanks.
 The tank shall have in its top a leak-proof manhole safely accessible to allow cleaning,
inspection and disinfection.
 The tanks shall be vented in a manner to avoid spillage.
 The tanks shall have liquid level indicators suitably protected.
 The tanks shall be mounted on the chassis to absorb the impacts and the vibrations during
operation and towage.
 The waste collection tank’s capacity shall be at least 450-900 L, the tank shall be equipped
with a quick dump valve at least 100 mm in diameter.
 The operating handle of the dump valve shall be located such that the operator is not
splashed (when emptying the tank).
 The waste collection tank shall be equipped with a flushing system.
 Он должен быть оборудован сливной пробкой и крышкой заливной горловины. The
rinsing water tank capacity shall be within 275-450 L. The tank shall be equipped with a
drain plug and a filler cap.
 The water pump shall be directly connected to the outlet of the rinsing water tank.
 Water pump should be equipped with rinsing water counter. The counter should be readable
and equipped with a reset bottom.
 The rinsing water hose shall be connected to the water pump via a suitable control valve.
 The hose shall be flexible, shall be at least 3 m and have a diameter of 2,5 cm.
 The hose shall have, at its end, a standard aircraft coupling.
 The waste hose shall be connected with the top of the waste tank.
 The waste hose shall be 3 m and have a diameter of 10 cm.
 The hose shall have, at its end, a standard aircraft coupling in accordance with ISO/R47,
allowing the waste to flow by gravity into the waste tank.
5.5.22 Ground power unit (GPU)
 This section specifies the requirements of a generator capable of producing and
supplying electrical power to aircraft.
The specified unit shall produce and supply the regulated 400 Hz 115/200 Volts AC
(nominal), 3-phase, 4-wire (grounded neutral) connected to aircraft for operation of the
electrical equipment. The chassis shall be suitably dimensioned to carry the full weight
of the ground power unit and associated equipment.
Casing characteristics:

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a) The casing shall be made of sheet metal or any other tough enough material ensuring
protection of the primary engine, AC generator and electric controls.
b) Free access to the controls of the primary engine and AC generator;
c) Flaps for free access of operational and service personnel;
d) Peep-holes for free view of instruments;
e) Ventilation supporting unit operation with all flaps closed.
 Unit overall dimensions shall be minimal. The unit shall comprise the following elements:
a) Frame for the AC generator and the power source;
b) Power source;
c) AC generator;
d) AC generator protection system;
e) Casing;
f) Control panel;
g) Voltage regulator;
h) Output cable.
 The unit shall be designed for power generation and supply with the following parameters:
a) Output power — 90 kVA;
b) Normal frequency — 400 Hz ;
c) Voltage—115/200 V;
d) Current — 260 A;
e) Power factor — 0.8;
f) Number of phases— 3;
g) Working cycle —100 percent.
 Characteristics of power source:
a) An internal combustion engine with sufficient hp shall be the power source required for
activation of the AC generator to obtain a nominal output power in kVA with the power
factor of 0.8 and normal overload in the range of elevations and temperatures where the
equipment operates.
b) It shell be protected with a cutoff device for the automatic stalling of the power source on
the condition of rpm reduction, low oil pressure or high coolant temperature.
c) It shell have suitable fuel supply regulator with a preset operation mode.
d) It shell be equipped with a mechanical coupling capable of engaging the AC generator.
e) It shell be equipped with a accumulator battery powerful enough for start-up.
AC generator characteristics:
a) The AC generator shall be of non-commutator type, rotation-field, three-phase, four-wire.
b) The rotor shall be of appropriate design and dynamically balanced.
c) Rotor shall be installed so as to avoid eccentricity in the air gap.
d) The AC generator shall have appropriate composition for feeding cooling air to internal coils.
e) It should be equipped with an exciter to supply DC voltage to rotating fields.
f) The rotor, the exciter and the starter shall form a single unit.
g) It shall have a rating plate as a means of proper identification of generator ratings .
h) The rating plate shall be attached in an appropriate position to be easily accessible.
i) The AC generator shall be provided with a safety circuit to cut off the user in abnormal
conditions of voltage, frequency and load.
j) AC generator rpm shall be bases on the acceptable continuous working rotation speed of the
power source.

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k) Insulation material for the AC generator shall have the following parameters:
1. High dielectric strength and magnetic conductivity, in particular, in high temperature
conditions;
2. good specific thermal conductivity;
3. good mechanic properties, such as simplicity of operation and use, resistance to failure as a
result of vibration, wear or bending;
4. shall not attract moisture.
l) AC generator elements shall have been tested for high dielectric strength.
m) Normal nominal overload of AC generator shall make up 125 percent of nominal power in
kVA at the power factor of 0.8 within 5 minutes.
 The voltage adjuster shall be of solid-state type.
 Output cables shall be rated for 200V AC in the use of a single-wire cable capable of
carrying 125 percent nominal load. It shall be at least 6 m long and have a six-contact plug
compatible with the standard electric socket of serially produced aircraft. Output cables shall
be stored in a specially designed cable cabinet which is an integral part of the ground power
unit.
 The safety circuit shall be designed for detection of abnormal condition of voltage,
frequency and load and cut-off of the AC generator and aircraft systems. A special device
shall be provided to disconnect the load when malfunctions exceed the permissible limit. Its
work cycle shall ensure the safety circuit isolating the aircraft system from the ground
power unit and cause a release of safety relays under the following conditions:
a) Activation of the power voltage relay at 130-134 V;
b) Low voltage — 94-102 V;
c) Higher frequency — 415-425 Hz;
d) Lower frequency — 390-395 Hz;
e) Overload — any value exceeding 125 percent of nominal load.
 The overload protection system shall cut off the aircraft electric circuit from the ground
power unit if the output current exceeds 125 percent of the nominal current within 5
minutes. Also, it shall have an inverse time characteristic and shall be designed for instant
response in case of a short circuit in the ground power unit. A system of phase sequence
protection shall be introduced to shut off the aircraft electric system from the airfield AC
generator at phase reversal at the generator output. The phase sequence shall be: А-В-С.
 The protection system shall be fitted with malfunction signal lamps in case of lower cycles,
higher cycles, lower voltage or overload. A certain lamp check sequence shall be ensured
other than safety relay operation check.
 Protection devices shall be ensured for cutoff of the aircraft electric circuit from the ground
AC power generator when the neutral conductor circuit is disconnected.
 An earth fault relay can be engaged to protect the AC generator from earth fault. A pressure
check mechanism shall be provided to show that the safety relay has opened load contactors,
and the lamps shall remain on until system reset. A time relay shall be activated to prevent
an intentional opening of contactors in case of a short-time voltage drop not in excess of 12
seconds.
 A short-circuit current of three per unit shall be provided (not in excess of four per unit) if
short circuit occurs at the end of the output cable or on board the aircraft. The minimum
duration shall be four seconds and the maximum duration - eight seconds.

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 The grounded neutral main shall have a solid bonding with the AC generator frame, with the
bonding capable of enduring the maximum ground-fault current within 10 seconds.
 Load contactor(s) shall have a shutoff from aircraft electric system in order for the feeder
cable to be under no load except for aircraft sockets.
 The aircraft system shall use a small rectifier transformer powered from ground power
supply lines to output 28V DC current to be fed back to the ground power unit. The ground
power unit shall be rated for a power source of 28V DC based on 1/2 Amperes per cable.
 The control panel shall be designed for free access to controls and instruments, have all
instruments required for operation and control of the power source and the AC generator.
The controls and instruments incorporated in the panel shall be clearly marked and
distributed among controls, instruments of the power source and the AC generator.
 An instrument shall be of a type ensuring simple read-out and manufactured by a reputed
company to guarantee prompt availability of spare parts. The accuracy of an instrument shall
be within 2 percent.
 For the AC generator the panel shall be equipped with the following minimal instruments:
a) A gauge of sufficient range and a switch to take current readings in each phase;
b) One voltmeter with a 0-300 V dial and a switch to take voltage readings from line to line
and from line to neutral in each phase;
c) A frequency meter with a 380 - 320 Hz range and green LED load «ON» indicator ;
d) «ON/OFF» switch or press buttons for the AC generator with light signals of closed
contactors.
 The unit design shall provide for shielding against electromagnetic clutter. The power
supply unit shall be equipped with protection against voltage oscillations which may be
caused by aircraft radio frequency equipment.
5.5.23 Aircraft ground heater
The key objective of these functional requirements is to describe requirements for the electric
(plug-in) aircraft heater deemed to be an economical and efficient device whenever airport
parking stands are equipped with power outlets. In the lack of power outlets at airport parking
stands there is a need to use thermal (diesel-powered) heaters. Taking into account the identity
of most functional requirements, the present functional requirements are also viewed as a
reference source on alternative application of heaters. The requirements which do not cover
heaters are marked "NA" (not available).
The heater frame shall be respectively rated for bearing the full load of the heater and related
equipment and systems in any operational conditions. The trunk shall be as simple as possible
and maximally removed from the external frame to prevent interference of the other equipment.
The heater shall comprise the following elements:
a) Frame for mounting systems;
b) Ventilator with characteristics taking into account the consumption of supplied air;
c) Heat exchanger;
d) Thermoregulator;
e) Outlet hose;
f) Control panel;
g) Air heat exchanger for coolant (internal combustion engine);
h) Heat exchanger using exhaust gases;
i) Internal combustion engine.
The heater shall be designed to be operated by one person.
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The tow poll shall be hand-lifted with self-locking and parking brake operation in such
position. The heater and its controls shall be designed for various heating modes:
a) Technical mode, to keep the cabin in «anti-freeze» condition at +5°С during night parking;
b) Prolonged technical heating shall be provided for all types of aircraft in weather conditions
defined as strategic ambient temperature -15°С, wind velocity less than 1.2 m/sec, or
strategic ambient temperature - 10°С, wind velocity less than 4.2 m/sec;
c) ―Passenger-comfort heating‖ to keep the cabin temperature of at least +15°С in the above
conditions at all types of aircraft.
The above temperature ranges take into account the prevailing weather conditions characteristic of
winter season in European airports with moderate climatic conditions. More stringent ambient
temperature ranges are required for operation at pre-polar airports. Typical requirements in such
ambient conditions are temperature - 40°С, wind velocity less than 1.2 m/sec, and temperature -
30°С, wind velocity up to 10 m/sec. Parameters of air consumption for feeding to aircraft vary by
aircraft type. The air flow in the air conditioning system of each aircraft is described by the pair
«pressure/air consumption», which is attained through specific fan adjustment (shape of blades,
rotation speed, etc.) In other words, each type of fan has a characteristic pressure/consumption
curve which may or may not meet the aircraft requirements. Attention is drawn to the fact that
close study of that factor and optimum choice of fan for a particular aircraft type will be of primary
importance for heater thermal efficiency: a very powerful (thermally) installation will have low
heating operational characteristics for an aircraft type whose fan characteristics are nor optimal. Fan
optimization shall ensure the maximum possible approximation of the optimal working point
(pressure/consumption) for each aircraft type (as per the definition given in the document
«Equipment development» of the aircraft manufacturer) to the fan characteristic curve.
Optimization shall be considered for any types of aircraft to be serviced. To increase the load from
the engine in the heating mode a part of the air leaving the blower will be rerouted to the exhaust-
ventilation fan.The easy-to-remove air filter of the intake is designed to prevent a contamination of
the aircraft system with foreign substances. The minimum heat power of the heater shall be 211,000
kJ/hr under the maximum operational conditions. In case of narrow-body aircraft the heat power
required for the heater (operating from a diesel engine) will be about 474,775 kJ/h. For wide-body
aircraft the heat power required for the heater (operating from a diesel engine) will be about
791,292 kJ/h. For a specific aircraft type the difference between the ambient temperature and the
temperature at the outlet of the pipe may be viewed as proportionate to the difference between the
ambient temperature and the cabin temperature. The temperature at the outlet of the pipe and the
ambient temperature shall be measured with thermosensors, which permits the regulation system to
adjust the cabin temperature to a specific aircraft. The sensors shall be protected against shocks and
vibrations. The accuracy of the temperature monitoring system shall be higher than or equal to +/-5
percent of the Celsius temperature reading. The control unit shall ensure system adjustment to a
value envisaged by the user. Such adjustment may be carried our by service personnel only. The
temperature at the outlet of the pipe shall in no case exceed 70°С to protect the internal pipeline
system made of plastic materials.
The cable shall meet the following parameters:
a) The minimal length of the cable shall be 30 m.
b) The cable shall withstand the pressure of a parking area tow vehicle.
c) The cable shall withstand the impact of frost or liquids usually present on the apron.
d) The cable shall be wound on a undriven wire spool.

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e) The wire spool shall accommodate cable 50m long. A loaded spool shall ensure operation by one
person and be positioned in front of the heater. The towbar shall not prevent reel maneuvering in
any position.
f) The heater–to-cable connection shall be permanent and liquid-proof.
g) The plug-and-socket connection shall be resistant to shock as a result of dropping on a concrete
pavement from the height of 1.5 m or surface movement in the process of cable reeling. The
connection storage shall be protected against rain or moisture accumulation.
There shall be a simple mechanical system in place to prevent heater towage in coupled state. The
connection between the heater and the aircraft shall be a flexible pipe 9m long with the inner
diameter of 200mm and the terminal. The terminal shall be designed to withstand at least 10,000
responses. The connection between the heater and the hose shall be permanent. The hose shall be
easily placed for storage by one person. The storage shall be provided with a drain.
The body shall ensure reliable protection of electric and mechanical elements against rain, moisture
or snow. The design shall ensure a drainage of snow which periodically accumulates on the heater.
The upper part of the body shall have a minimal radius of 50 mm. A value of 10 mm is permissible
in respect of other protrusions’ radii. The bottom part of the body shall be separated from the
frame and be shock-protected. The body structure shall provide for free access to mechanical and
electric elements with the minimum of manipulations and tools used. The body shall be easily
dismountable off the structure with a hoist device.
The positions of crane hoist eyes and fork catch shall be clearly marked with painted lines. The
controls shall operate from 24V DC and meet all the applicable electric safety standards.
The heater shall automatically adjust its heat power with regard for the aircraft type, type of heating
and weather conditions, to optimize power consumption and guarantee against aircraft overheat
risk. Fan rotation speed shall be adjusted with a self-locking switch for each aircraft type to
guarantee the optimum consumption/pressure point of the fan characteristic curve. Rotation speeds
of fans driven by a thermoengine or an internal combustion engine shall be controlled by a
mechanical regulator. The following devices shall be installed on the control panel:
a) ―ON/OFF‖ switch;
b) Green POWER-ON light indicator;
c) Red flashlight alert to electric malfunction. Such warning shall be dubbed with a larger red flash
light on top of the heater;
d) Three-position selector switch. Each position shall correspond to the heating modes: "NO-
FROST", "PASSENGER-COMFORT", "MAX";
e) The other aircraft-type selector with at least three fixed positions, each one corresponding to an
aircraft size category;
f) Running time in hours.
Operating instructions shall be applied by template on the control panel so as to be readable at night
time. The control panel shall be rain-protected. All controls and displays shall be waterproof. The
heater shall be automatically shut off except as to alert to malfunction in any of the following
occasions:
a) Heat exchanger overheating;
b) Pipe exhaust temperature in excess of 80°С;
c) Electrical malfunction;
d) The design of the thermoengine of the internal combustion engine shall ensure engine protection
against high temperature of the coolant or low oil pressure;
e) The design shall incorporate an ignition delay circuit permitting engine start-up and operation
until a working oil pressure is reached.
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The heater shall be capable of being towed at a speed of 25 km/hr with any parking tow vehicle.
The turning radius between walls shall be less than 3.5 m.
5.5.24 Aircraft conditioning (cooling) unit.
The unit shall be mounted on a suitable frame. The unit shall incorporate a power source, a
prime engine, a compressor, a cascade condenser, a thermal expansion valve, a blower duct, an
outlet hose, an air supply connector, a dump valve, control valves, a coolant refilling valve and
accessories.
The unit design shall provide for a complete control of operation on board the aircraft by one
person. The unit shall be designed for tugging by a hauler with a speed of 25 km/hr. The turning
radius between walls shall not exceed 3.5 m. The towbar shall be hand-lifted with snap action and
operational in that position. Also, an option of parking brake engagement in a lowermost position
shall be ensured.
The compressor power source shall have a rated power to meet all power requirements to ensure the
operation of the compressor, the condenser fan and the heater. Besides, the power source shall have
a sufficient overload capacity to meet the maximum power requirements. The unit shall be designed
for continuous operation at the maximum output power for at least 8 hours.
The ventilation rate shall meet the requirements of the services aircraft.
The cooling system shall be designed for air supply in the temperature range of 1°С to 5°С
measured at the aircraft connecting piece. The cooling system shall have the minimal capacity of
reducing the aircraft cabin temperature within a range of 50°С for a maximum duration (45
minutes) from the start-up, and sustain a constant temperature within a range of 19°С - 21°С in the
cabin. The coolant fluid system shall have the following parameters:
a) Compact structure;
b) Sufficient vibration protection;
c) A coolant filling valve;
d) Pressure valve(s) to prevent feed to the evaporator in case of downlink and reverse pump
delivery at startup;
e) Pressure valve(s) to prevent liquid coolant residue at start-up;
f) Refrigerator dryer;
g) Liquid supercooler;
h) Thermoregulator for automatic temperature adjustment of the fed air;
i) An overflow collector;
j) A suitable blow-out valve.
The compressor shall have the following characteristics:
a) Controls for automatic adjustment of pump delivery to the load;
b) Compatibility with the permanent rotation speed of the
power source;
c) Quick-coupled/disconnect piece of suitable configuration;
d) Easy disconnect capability when ventilation only is required.
The condenser shall have the following characteristics:
a) A design to ensure the required coolant condensation;
b) Use of thermoexchange air;
c) A fan for air delivery via condenser coils;
d) Fan cowl for optimum air consumption;
e) Freewheel clutch.
The evaporator shall have the following characteristics:
a) Compatibility with maximum load requirement;
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b) Insulation for sufficient protection against weather conditions.

The heater shall have the following characteristics:
a) An easy-off intake filter to prevent the aircraft system from foreign substances;
b) Shock- and vibration-absorption capability in case of a sudden power source failure.
Consumption parameters for air supply vary by aircraft type. The air flow in the air conditioning
system of each aircraft is described by the pair ―pressure – air consumption‖ ensured through a
specific fan adjustment (shape of blades, rotation speed). In other words, each type of fan has a
characteristic pressure/consumption curve which may or may not meet the aircraft requirements.
Attention is drawn to the fact that close study of the factor and optimum selection of fan for a
particular aircraft type will have an utmost importance.
Fan optimization shall ensure a maximum approximation of the optimum operating point
(pressure/consumption) for each aircraft type (in accordance with the definition given in the
Equipment Development document of the aircraft manufacturer) to the characteristic curve of the
fan. The optimization shall be reviewed for all aircraft types to be serviced.
The coolant-to-aircraft connection shall have the following characteristics:
a) A pressure hose with respective throughput and a minimum length of 10 m, connected to the
evaporator pipe outlet and designed to prevent conditioned air leak beyond the normal operating
range;
b) Standard quick-coupled/disconnect piece on the pressure end of the hose;
c) Proper hose storage space protected against atmospheric precipitation capable to be serviced by
one person;
d) Quick-discharge valve to ensure safe disconnection from maximum air supply and pressure;
e) Pressure hose with sufficient wear protection.
The following protective systems shall be ensured:
a) Compressor protection against abnormal pressure and lubricant loss;
b) Coolant high/low pressure switch;
c) A device to ensure proper power source switch-on;
d) Power source emergency switch-off.
Control instruments and devices shall be respectively marked and distributed between the power
source and the coolant system. The following devices shall be provided on the control panel:
a) Ambient temperature indicator;
b) Drain regulator;
c) Cool-on green signal light;
d) Red flashing signal light of installation malfunction;
e) Engine start-up/stall system with protective override;
f) Cooling deactivator;
g) Running time (hours) meter;
h) Fuel meter;
i) Panel lighting.
5.5.25 Air start unit (ASU)
The unit frame shall have respective design capable of bearing a full weight of the starter and
related equipment and systems. The body shall be as simple as possible and remote from the
external frame to avoid interference from other equipment. The towbar shall be hand-operated with
position locking and parking brake response in such position. Also, the parking brake may be
engaged in the downmost position.
The overall dimensions of the unit shall be minimal.
The air start unit shall be designed for operation by one person. The unit shall comprise a frame
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for the following systems:

a) Flow adjuster;
d) Outlet hose(s)
e) Control panel;
f) Power supply socket (n/a for the internal combustion engine starter);
g) Fuel tank (n/a for electric starter).
The air start unit and its controls shall be designed for two different air supply modes:
a) The air conditioning mode for and aircraft cabin ventilation (low pressure);
b) Jet engine start (high pressure).
It is more appropriate to speculate about various types of jet engines rather than of aircraft types, as
each engine has individual requirements. The requirements are subject to the following factors:
a) Airport elevation above mean sea level;
b) Humidity;
c) Temperature;
d) Maximum start-up unit operation time. It shall be designed for continuous maintenance of the
airflow and pressure to avoid negative effect on the starting aircraft engine.
e) Data of the engine manufacture company shall be used to adjust operating pneumo-
characteristics.
Key power source requirements:
a) an internal combustion engine of sufficient power and normal overload within a range of
elevations and temperatures where the equipment is operated.
b) The power source shall be provided with protective devices for automatic power-source shut-off
in the conditions of rpm reduction, low oil pressure and high coolant temperature. Such protection
system shall not be triggered at engine start-up to avoid damage.
c) The power source shall be equipped with a required engine rpm adjuster.
d) The power source shall be equipped with an adequate power clutch to activate the compressor.
e) The power source shall be provided with a battery powerful enough for start-up.
The compressor shall be able to maintain the required air flow and pressure continuously. The
compressor shall be designed for attaining and continuously maintaining the air flow and the
pressure. The compressor shall be isolated in order to avoid air pollution.
An adjustable air pressure valve shall be provided to regulate air supply parameters in accordance
with the engine mode.
The start-up unit shall be equipped with a required air supply regulator to protect aircraft systems
against excessive pressure or pressure drop at start-up.
The starter shall be equipped with a bypass valve to discharge the airflow if the air intake is closed.
The air supply hose shall be at least10 m long with the inner diameter of 89 mm.
An engine control shall be provided to prevent compressor switch-on with the engine temperature
below the normal operating range. An engine control shall be provided to prevent an inadvertent
turn-off that may be detrimental for engine elements, i.e., the turbo charger or the compressor. A
breakaway system shall override such control.
The control panel shall ensure easy access to controls and instruments, and have all the equipment
required for operation and control of the power source and the air supply system. Panel controls and
instruments shall be duly marked and strictly distributed among the controls, power source and air
supply instruments. The instruments shall ensure easy read-out and be manufactured by a renowned
manufacturer for easy access to spare parts.
Special controls:
a) Air flow indicator.
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5. Ground Support Equipment

b) Air pressure indicator.

c) Air supply mode selector.

Anti-icing unit requirements are described in Anti-/De-icing Procedures Manual.

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Chapter 6. Special Aircraft Ground Handling Operations

CONTENT

6.1 Aircraft Fueling С-134

6.1.1 General С-134
6.1.2 Refueling safety standards and requirements С-135
6.1.3 Fueling with passengers or crew on board С-136
6.1.4 Duties and responsibilities С-140

6.2 Aircraft De-/Anti-icing С-141

6.2.1 General С-141
6.2.3 Duties and responsibilities of personnel С-142
6.2.3 De-/Anti-icing procedures С-143
6.2.4 Inspection after using anti-icing fluids С-144
6.2.5 Ant icing fluids С-144
6.2.6 Personnel training С-145

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6.1 Aircraft Fueling

6.1.1 General

6.1.1.1 Aircraft fueling should be performed only with:

1) Conditioned and prepared for use fuel and oil (pollution free);
2) Fuel suitable for the aircraft type.
6.1.1.2 The responsibility for the fuel and oil quality, their storage and use and for the condition
of fueling facilities is laid upon the certain handler’s division specific airport, which
provides fueling services in accordance with the contract concluded and refueling safety
standards. The aggregate liability of the external fuel supplier is settled in the
Agreement. Fueling the company must perform regular testing and fuel sampling for
aircraft, as well as for technical equipment required for filling and storage.
6.1.1.3 Fueling and defueling of Air Company aircraft shall be performed only by the qualified,
specially trained personnel, admitted to such type of works.
6.1.1.4 A Handler provides fueling services should have a fuel quality control procedure which
guarantees fuel does not contain any harmful impurities comply with specifications and
requirements for every aircraft type.
6.1.1.5 In a process of auditing/monitoring of fuel suppliers it is checked at least:
1) fueling facilities and equipment;
2) procedures of safety and quality providing;
3) level of personnel training and its qualification.
6.1.1.6 Regulating documents:
 Regulations on Technical Operation and Repair of Aircraft Equipment in Civil
Aviation;
 FCOM;
 item 8.2.1 Flight Operation Manual;
 item 3.6.2 GHM
6.1.1.7 The aircraft fueling is performed only by permission of the officer, under whose
responsibility the aircraft is. The specialist permitting fueling and the specialists, who
perform fueling, are liable for the quality and safety of the works conducted. They
should stay in aircraft handling area during all time of fueling.
6.1.1.8 The aircraft fueling is performed by means of special vehicles (fuel-servicing trucks
and oil-servicing trucks), single-point fueling systems and other fuel-servicing facilities
in accordance with the requirements of the operational documents. Dispensers of these
devices shall be in good order and clean, with lids of filters and filler necks duly sealed.

6.1.1.9 The fuel-servicing facilities are allowed for use only after their control inspection.

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6.1.2 Fueling safety standards and requirements

1. Any spilling of fuel on the motors and the brakes is not allowed. Spilling of fuel on any hot
parts of the motor and the brakes can result in its self-ignition.
2. Connect the aircraft and the fuel-servicing truck to earth without fail, connect them between
each other by a cable for matching potentials.

Warning. Connecting of potential equalization cable is allowed in the points indicated on the
aircraft. Otherwise, the metal cable can damage the aircraft paint coating. Any hatches or doors
made from composite materials can not be used for the aircraft connecting to earth.

3. Make sure all the equipment and the materials not used for fueling / defueling are removed
from the parking place
4. Make sure visually the chocks are under the wheels. If the chocks are directly under the wheels,
move them aside, as during fueling the aircraft will subside and it may squeeze the wheel
chocks
5. Make sure there is no any equipment able to damage the aircraft at its subsidence while fueling
under the aircraft.
6. Prior to fueling / defueling make sure:
 Mechanic carrying out fueling is present;
 fire-extinguishers or a fire-engine are available;
 a person having the right to use fire-extinguishers is present in the fuel-servicing
point
 a staff member responsible for ground handling arrangements and control carrying
communication facilities with fire brigade and airport rescue service in case of emergency
7. Start-up and operation of the auxiliary power unit (APU) is allowed with the following
restrictions:
 Starting APU during fueling / defueling is not allowed in case of APU failure during
a start-up, or APU spontaneous shut-off;
 APU shall be normally switched off in case of fuel spill.
8. It is allowed to perform start-up with switch on APU if air-conditioning is switch on too.
9. Maintenance is not allowed in the process of fueling / defueling.
10. During fueling / defueling any filling of systems / cylinders with oxygen is forbidden.
11. Fueling / defueling are forbidden during a thunderstorm.
12. The aircraft fueling shall be immediately stopped in case of any damage to a fuel hose, fuel
spill, lightning stroke danger
13. The transport facilities, ground equipment, cargo and people shall not stand under the valves in
the process of the aircraft fueling

It is necessary to keep a safe distance of 3 meters from fuel tankers, fuel tanks and fillers. No other
ground handling equipment is allowed in aircraft zone during refueling.

14. When fueling the aircraft, it is forbidden to:

1) connect or disconnect power supplies from the aircraft, use any electric instruments,
which can generate sparks or electric arcs, switch on any electrical airborne services
not related to the aircraft fueling and control thereof, locate the wires connecting the
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aircraft with the power supply source in the way of the ground handling facilities
moving to / off;
2) start fueling when fuel is spilt on the parking, when the aircraft or the fuel servicing
truck is spilt with fuel, at detection of fuel fumes inside the aircraft;
3) preheat engines, products, systems and air in the flight deck and passenger cabins;
4) use free flame, faulty electrical lights (lamps) to control the execution of works
during fueling;
5) locate a motor of the fuel servicing truck (unit) under the aircraft being fueled;
6) drive through or stop under the aircraft for any types of transport;
7) start fueling, if no free way is available for the fuel servicing facility to be moved off
from the aircraft and in case of overheating of wheel brakes.
15. Fuel tanker hoses should be securely allocated and fixed to prevent twisting, inflection, and
damage.

6.1.3 Fueling with the passengers or the crew aboard

6.1.3.1 The aircraft fueling with the passengers and the crew on board can be carried out by
authority of the aircraft commander in accordance with the rules of a specific airport
and operating conditions.
6.1.3.2 The aircraft fueling procedures with the passengers the crew on board shall be
performed under supervision of specially designated personnel of the handling
company, having the appropriate training (a technician of the aircraft maintenance
base exercises control over the fueling procedures at the base airport).
6.1.3.3 The crew shall be informed about beginning and termination of fueling, as well as any
nonstandard situation arisen.
6.1.3.4 The pilot in command informs the handling company about his decision to perform fueling
with passengers on board and requests for the necessary equipment in accordance with the
requirements of this airport and also requests to inform the fire-fighting service about the
decision taken on aircraft fueling
6.1.3.5 Prior to issuance of the permission for fueling, it is necessary to check the aircraft for
readiness and conformance of fuel to the requirements of the operational documents for
the specific aircraft type.
6.1.3.6 Prior to procedures connected with fueling it is necessary to make sure that Fueling Safety
Zone (FSZ) is settled. The Fueling Safety Zone (FSZ) is defined as an area of at
least 3 meters in any direction from the centre-point of all fuel vent exits, refueling
plugs, aircraft refueling ports, fuel hydrants, fuel hoses and fueling vehicles. Within
the Fueling Safety Zone (FSZ), all personnel must ensure that they:
-do NOT smoke;
-do not use ANY hand held portable electronic devices, including cell phones,
portable music players, portable game units or an earpiece or headset;
-enter the FSZ only when required by your present job task responsibility;
-do not leave fuel tankers engines running unnecessarily;
-position all GSE and vehicles so they do not obstruct the fueling vehicles' escape route;
-do not allow any passengers to enter the FSZ;
-avoid the use of motorized GSE within the FSZ;
-ensure fuel hoses are protected and all ground equipment is kept a minimum of 1 meter
away from any fuel hose on the stand that is connected between a fuel truck and an aircraft.
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6.1.3.7 The personnel, who exercises control over the fueling, shall know and comply with all
the established procedures of communication with the flight crew, shall be able to
fulfill such procedures accurately and promptly in case of arising of any dangerous
situation. Among the acceptable methods of communication with the flight crew are:
the aircraft intercommunication system, direct personal contact or other mean s
providing the direct operative communication. In case of emergency they should at
least:
 immediately inform the crew and call a fire and rescue services of the airport;
 arrange and control over the implementation of actions that are needed in case of fire or fuel
spillage
6.1.3.8 During the fueling with the passengers and the crew on board the specialists of the handling
company shall comply with the safety regulations of both Air Company and the airport.
The reliable communication shall be installed between the ground personnel, having
control over the fueling process, and the flight crew;
6.1.3.9 The works on aircraft fueling and the quality control shall be performed in accordance with
the requirements of the operational documents for these works. The responsibility for the
fuel quality and condition of fueling facilities is laid upon specialized U6 departments –
fueling service and special transport service (or other departments with similar functions,
correspondingly)
6.1.3.10 During fueling the aircraft with the passengers and the crew on board, the primary fire-
extinguishing means shall be on the parking place and the fire-engine with fire brigade
should watch nearby. The Handler should guarantee operating actions in case of fuel
spillage.
6.1.3.11 The personnel involved in the process of fueling should not carry items that can be an
ignition source or fire (matches, lighters, heating objects, welding equipment, etc.).
6.1.3.12 A Flight Crew member will normally be on the flight deck to co-ordinate the necessary
precautions and procedures to be observed. However when Flight Crew are not in
attendance, the Senior Cabin Crew member (a Purser), who will be positioned in the
vicinity of the main door used for passenger embarkation, may undertake these duties.
6.1.3.13 The Cabin Crew shall be trained in Emergency Evacuation Procedures.
6.1.3.14 Minimum of one Cabin Crew member is to be onboard for every 50 passengers (or
fraction thereof) on the aircraft, with at least one cabin attendant for each separate
passenger compartment to secure the rapid safe evacuation of passengers if an incident
occur.
6.1.3.15 Flight attendants are required to supervise passengers and to ensure that aisles and
emergency doors are unobstructed.
6.1.3.16 In the case of the air bridge using, the use of other air stairs are not required, however, the
flight attendants have to prepare the left and right rear doors for emergency exit with
inflatable escape chutes.
6.1.3.17 In the case of the air bridge using, it must be access to the terminal. Doors of the aircraft
and the air bridge should be open.
6.1.3.18 In the case of ordinary passenger steps using to evacuate passengers, they must be
installed by one front and one rear door of aircraft. Doors should be open. Apron area
under the doors should be freed from the constraints for a quick escape.
6.1.3.19 During refueling a fuel tanker and aircraft must be connected with ropes for potential
balancing and to exclude difference between them. Potentials must be balanced before

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hoses connection or opening necks’ covers opening. The connection must be maintained
as long as all hoses are disconnected or covers of filler tanks are settled.
ATTENTION! Defueling with the passengers and the crew being on board the aircraft is
FORBIDDEN!

During fueling the aircraft with the passengers and the aircraft on board it is required to:

1. Inform the passengers that they should not switch on the light, use cigarette lighters, phones,
smoke or otherwise create any sources of ignition.
2. Switch on the exit light and the light panel “Do not smoke”.
3. Switch on the light panel “Fasten seat belts”.
4. Install air stairs by each principal exit, if self-moving stairs are used, or provide pass way to
galleries, if air bridges are available, open the doors, provide free access to them.
5. The cabin attendants or the crew members shall take a stand next to the doors in order to
direct evacuation of passengers in case of need.
6. Maintain two-way communication between the ground personnel of the fuel-service facility
and the crew, using the airborne intercommunication system.
7. Handle the aircraft by means of ground facilities so that the principal exits are not obstructed.

Actions in case of fuel spillage

6.1.3.20 The officials responsible for the aircraft, technical condition of the fuel servicing
facilities and carrying out fueling shall:
1) stop the fuel immediately (discharge);
2) call the airport fire and rescue ;
3) inform the crew about fuel spillage;
4) disconnect the aircraft power supply (in case of ignition or at the command of
the fire and rescue unit);
5) do not use electronic devices (radio stations, mobile phones and etc.);
6) disconnect the fueling hoses from the aircraft;
7) remove the fuel servicing truck, tank trucks and other movable vehicles from
the aircraft at a distance of not less than 75 m;
8) remove the fuel spilt from surfaces and interiors of the aircraft;
9) tow the aircraft from the parking area after smothering the fuel spilt with fire-
extinguishing foam;
10) remove the fuel from the parking area with artificial coating using sawdust,
sand and rags;
11) not to install the aircraft in the parking without artificial coating, where the
fuel has been spilt until its complete evaporation from soil.

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6.1.4 Duties and Responsibilities

6.1.4.1 The personal functions of an employee, who carries out aircraft fuelling, are as follows:
1) approaching of the fuel servicing facility at the command of the employee
responsible for the aircraft in accordance with the approach chart approved
by U6. The distance between the fuel truck and the aircraft shall be minimum
5 m;
2) control сheck of fuel servicing facilities;
3) submitting the fuel voucher, the fuel sample drained from the fuel servicing
truck, to the official (employee) bearing responsibility for the aircraft, and
receiving permission for fueling from him;
4) connection the fuel servicing facility to earth and chocking its wheels,
connection of the fuel servicing truck and the aircraft electric potential
equalization cable;
5) butting of the dispensing hose tip with the filling nozzle on the aircraft in
case of a close fueling, providing electrical connection of a plug contact of
the fuel nose unit with the airborne socket near the tank neck on the aircraft
in case of an open fueling (if no socket is available, prior to start fueling it is
necessary to touch the aircraft skin by the fuel nose unit not closer than 1,5 m
from the tank neck);
6) opening of fuel tank necks (filling nozzles);
7) fueling of tanks;
8) disconnection of the dispensing hose tip from the airborne filling nozzle and
closing of the necks, nozzles after fueling.

6.1.4.2 In all cases the fuel servicing employee is held responsible for closing fuel necks and
nozzles of the aircraft. The official (employee) bearing responsibility for the aircraft,
exercises control over closing the specified points immediately on termination of fueling.
6.1.4.3 Open fueling of the aircraft in the rain and strong wind with dust, during a thunderstorm
(discharges of atmospheric electricity) and close fueling at lightning discharges is
forbidden.
6.1.4.4 In case of arising any fire-hazardous situation in the process of fueling such as: leakage of
filling hoses and nozzles, fuel spilling over the aircraft or fuel servicing facility (fuel
servicing truck, tank truck, refueling unit and others); fuel spilling on the ground
(artificial coating); detection of fuel fumes inside the aircraft or at any other danger, the
aircraft fueling shall be immediately stopped, the passengers shall be evacuated, and the
effective fire safety measures shall be taken;
6.1.4.5 The flight and the cabin crews, as well as the officials responsible for the aircraft, technical
condition of the fuel servicing facilities and carrying out fueling shall arrange evacuation
of passengers from the aircraft taking them at a safe distance and take steps mentioned in
i.8.2.1 of the Air Company Operation Manual.

6.1.4.6 All the cases related to fuel spillage shall be investigated and the preventive measures
shall be elaborated.

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6.2 Aircraft De-/Anti-icing

6.2 General
6.2.1.1 During the autumn-winter period at the low outdoor temperatures the weather conditions
may take effect and aggravate considerably the flight characteristics, controllability and
stability of the aircraft, as well as cause mechanical damage to any elements of the
glider and the engines.
6.2.1.2 The scope of works to provide the aircraft departure includes the works for deicing and
preventing of the ground ice formation
Preventing of ice formation is a preventive measure, by which the clean surfaces of the aircraft are
protected from ice and frost formation, snow and slush accumulation for a certain period of time.
Deicing is a process of removal of ice, snow, slush and ice mound from the aircraft surfaces. This
procedure may be performed with the help of preheated liquids. When using the preheated fluids
and the need of optimal usage of their heat, the fluids shall be applied from a distance established in
accordance with the approved Airline’s procedure and the recommendations of the fluids’
manufacturer
Antiicing is a procedure incorporating both processes – deicing and prevention of ice formation..
6.2.1.3 All such works are performed at all airports in accordance with «the Instruction on
coordination between the flight crew and the engineering personnel when carrying out the
operations for anti-icing aircraft protection» (ICAO Doc 9640-AN/940) whereby the
procedure of communication is determined between the maintenance personnel and the
flight crew of the aircraft, assuring that:
1) Air Company uses a Clean Aircraft Concept;
2) It is defined responsibility and duty of each staff member managing De-/Anti-
Icing;
3) It is described a place of De-/Anti-Icing Procedure;
4) Responsibilities and duties are described;
5) The are specific technical and technological requirements;
6) The are specific personnel training requirements;
7) Outside suppliers of anti-/de-icing services are informed about Air Company
requirements.

Methods of anti-/de-icing and equipment guarantee “Clean aircraft” are also defined in the Instruction.
6.2.1.4 Quality and safety of anti-/de-icing performed by outside suppliers is estimated with the help
of audits.
6.2.1.5 It is estimated facilities (equipment and buildings) used for anti-/de-icing and procedures of
fluids quality control in according to i.6.2.1.6 below.

6.2.1.6 The fluids used for anti-icing treatment shall be:

 stored and used for the Airline’s aircraft treatment in accordance with the
requirements of the Airline, the fluid producer and the aircraft manufacturer
regulations.
 Produced in accordance with the ISO requirements
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6.2.1.7 Management of anti-icing defines the order of communication between ground personnel
and the crew due to guarantee that:
1) the aircraft is properly prepared prior to start deicing / anti-icing treatment;
2) the flight crew received all the required information on the fluid (s), applied onto the
aircraft surfaces;
3) the flight crew receives confirmation on the aircraft being cleaned;
4) the flight crew receives a signal "ready" upon termination of deicing / anti-icing
treatment and prior to the aircraft movement.

6.2.2 Personnel duties and responsibilities

6.2.2.1 Engineering personnel, responsible for the aircraft preparation to departure,:

1) At outdoor temperature +15°С and below the personnel shall check the upper surface
of the wing in the area of working sections of the fuel tanks for any fuel (clear) ice .
2) At outdoor temperature +6°С and below, the personnel shall check the total aircraft
surface for any snow and ice accumulations.
3) At detection of any snow and ice accumulations on the aircraft surface the engineering
personnel takes the remedial actions.
4) Upon the crew arrival to the aircraft, the engineering personnel reports the PIC on results
of the aircraft surface inspection and the aircraft’s readiness for departure.
6.2.2.2 The PIC and the engineering personnel take an agreed decision in respect of the necessity
to carry out the anti-icing treatment or waiving thereof.
6.2.2.3 In case of the agreed refusal from anti-icing treatment of the aircraft, the engineering
personnel shall inform the appropriate services of the airport not later than 20 minutes
prior to the scheduled aircraft departure time.
6.2.2.4 The anti-icing treatment of the aircraft is mandatory if the PIC and the engineering
personnel did not make the agreed decision on refusal.
6.2.2.5 The pilot in command has the right to take a decision on carrying out the anti-icing
treatment at any stage of the aircraft preparation depending on weather conditions
change. On termination of the anti-icing treatment and the completion of the documents
the PIC is fully responsible for taking decision to take-off or to return for the repeated
treatment.
6.2.2.6 The planned concentration of anti-icing fluid shall be advised to the pilot in command
prior to starting the anti-icing treatment of the aircraft, and the pilot in command has the
right to require, if he considers it necessary, a higher concentration of the anti-icing
fluid. A representative of the engineering personnel responsible for the aircraft
departure, on termination of the anti-icing treatment of the aircraft reports the pilot in
command on the time of the aircraft treatment beginning, type and concentration of the
anti-icing fluid applied
6.2.2.7 The anti-icing treatment of the aircraft shall be performed in specially allocated area and be
properly trained personnel.

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The engineering personnel providing the aircraft departure is responsible for:

1) check of the aircraft surface for cleanness after the anti-icing procedure fulfilled;
2) validity of the information transmitted to the pilot in command (the crew) on the
condition of the aircraft surfaces;
3) Completion of the related documentation properly and in due time.
The PIC is responsible for:

taking the competent decision to take-off or return for the repeated treatment.

6.2.3 Anti-/De-icing Procedures

6.2.3.1 The woks on removal of snow, ice or frost shall be performed prior to towing (taxiing) of
the aircraft to the holding point. If needed, the repeated removal of snow and ice is
performed prior to start taxiing or at the holding point
6.2.3.2 The engineering personnel perform the aircraft inspection during the preflight preparation.
The critical surfaces, fuselage and landing gears are checked for ice, snow, slush or frost.
6.2.3.3 At detection of ice, snow, slush or icy deposit, the engineering personnel preparing the
aircraft for departure makes a decision to carry out a pretreatment of the aircraft with
anti-icing fluid.
6.2.3.4 Removal of ice from the aircraft surfaces, from air-intake devices shall be performed after
removal of snow from them. Warm water, preheated anti-icing fluids, heat blowing
machines and aerodrome preheaters are used for deicing. The ice from fabric or other
soft skin shall be removed by warm air or water. During deicing works the procedure
provided by the operational documents shall be complied with.
6.2.3.5 When removing ice by warm water or by deicing fluid it is necessary to prevent any
ingress of water into any mechanisms and cavities, where freezing can result in a failure
of the aircraft systems.
6.2.3.6 In order to prevent any repeated ice formation the aircraft shall be sprayed by anti-icing
fluid or blown with warm air. The warm air is also used for blowing through the slotted
clearances of controls, ailerons, trimmers, lift devices, landing gears and other
mechanisms. After completing these works, the controls, ailerons and trimmers are
checked for deflecting in the limit positions.
6.2.3.7 The temperature of water, air and fluid used for removal of ice and frost shall not exceed
the values established by the operational documents especially for the parts of the
cellular construction.
6.2.3.8 Removal of ice and frost from the aircraft surface shall be performed by the qualified,
specially trained specialists of the airport, responsible for anti-icing treatment of the
aircraft in accordance with the requirements of the operating documents for these works
to be performed for the specific aircraft type, rules and regulations stated in i.5.5
NTERAT GA-93
6.2.3.9 The heat blowing machines shall be located not closer than 3,5 m from the limit points of
the aircraft.
6.2.3.10 The airport specialists carrying out deicing/anti-icing are responsible for the
treatment. They shall pass all the information regarding the aircraft treatment to the
engineering personnel performing preflight aircraft preparation
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6.2.3.11 The control of quality, properness and fullness of the aircraft anti-icing treatment is
imposed on engineer (shift leader) responsible for the aircraft preparation for departure.
In order to increase the flight safety and responsibility of the engineering personnel, an
addition to a maintenance release is issued – a “Control Card” for the fulfillment of
works on deicing of the aircraft surface and components and the inspection of
membranous aneroid for functioning before departure

6.2.4 Inspection after using anti-icing fluids

1. Having performed the anti-icing treatment the engineering personnel responsible for the
aircraft preparation for departure carries out a repeated inspection of wings, airscrews, control
surface, engines air inlets or other critical surfaces for accumulations of ice, snow, slush or icy
deposit.
2. The crew shall keep up with the weather conditions, the time of protective action of the anti-
icing fluid and the aircraft condition after the fulfillment of anti-icing works by means of a
visual inspection of the wings and other surfaces. At detection of ice, snow or frost the crew
shall inform the engineering personnel that the repeated aircraft treatment is required
3. On completion of the anti-icing works and after the inspection of the aircraft, the immediate
executor of works presents the aircraft to the crew and informs the pilot in command about
termination of the last stage of the anti-icing treatment in order to confirm the aircraft is
“clean” and ready for safe taxiing. This information is submitted in a form of anti-icing
treatment code.

6.2.5 Anti-icing fluids

 Hot water; Arctic; Arctic -200; Arctic -ОС-2;
 Arctic (since 2004 it has been certified as type I of anti-icing fluids in accordance
with the Standards ISO 11075, SAE AMS 1424);
Note: The anti-icing fluids are normally used preheated for better effect.

Anti-icing fluids for prevention of ground ice formation

 Anti-icing fluid type I in accordance with the Standards ISO 11075, SAE AMS 1424;
 Mixture of Anti-icing fluid type I and water;
 Anti-icing fluid types II,IV in accordance with the Standards ISO 11078, SAE AMS 1428;
 Mixture of Anti-icing fluid types II, IV with water in accordance with the Standards ISO
11078, SAE AMS 1428.

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6. Special Aircraft Ground Handling Operations

6.2.6 Personnel training

6.2.6.1 Anti-icing treatment shall be carried out by the properly trained and qualified personnel
only.
6.2.6.2 The initial training and recurrent training of the flight and the ground personnel shall
be carried out so that is allows enable it to learn well the principles and procedures for
anti-icing treatment on the ground, including new procedures and existing practices.
6.2.6.3 In the process of such training they shall acquire the knowledge, as minimum, in the
following fields:
1) ability to recognize different weather phenomena;
2) influence of frost, ice, snow and slush on the aircraft performance
characteristics, stability and controllability;
3) basic specifications of anti-icing fluids;
4) basic methods of anti-icing protection (removal of deposits of frost, ice, snow
and slush from the aircraft surfaces);
5) general procedures for anti-icing treatment and special measures applied
depending on the aircraft type, as well as the procedures, recommended
particularly by the operator, by the aircraft manufacturer and by the fluid
producer;
6) types of the required inspections, as well as order of implementation and
responsibilities on carrying out the inspections;
7) operation of anti-icing equipment, including the methods of practical operation
of the equipment;
8) quality control procedures;
9) methods of detection of precipitates frozen on the aircraft surfaces;
10) consequences for human health, safety precautions and incidents prevention;
11) order of actions in emergency situations;
12) methods and procedures of fluids application;
13) recommendations on application of protective effect duration and restrictions
data;
14) codes of anti-icing treatment and order of communication;
15) special provisions and procedures related to subcontracting for anti-icing works
(if applicable);
16) ecological aspects associated with anti-icing operations, i.e. determination of
places for ant-icing treatment, informing about fluid leakages and control over
dangerous waste
17) new procedures, innovations and lessons of the past winter.

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7. Documentation

Chapter 7. Documentation

CONTENT

7.1 Completing documentation upon departure С-148

7.2 Loadsheet С-149
7.3 Air waybill С-149
7.4 Cargo Manifest С-149
7.5 Shipper’s Declaration for Dangerous Goods (FIATA form) С-149
7.6 NOTOC C-150
7.7 Form – Checklist of dangerous goods receipt С-150
7.8 Baggage Manifest С-150
7.9 Cargo Transfer Manifest C-150
7.10 DG accidents report C-150

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7.1 Completing documentation upon departure

7.1.1 When operating flights with container transportation, a ramp control supervisor or other staff
member responsible for ramp handling arrangements and control states the fact of loading of
cargo/baggage/mail on board in documentation related by his/her signature. A flight
attendant appointed is responsible for loading process itself.
7.1.2 In case of the payload data changes after the Loadsheet was delivered in board, R/C
supervisor/other person responsible for load control puts corrections into “LMC block” of
the Loadsheet together with the name of the person who made a decision modifying the
payload.
7.1.3 Payload modifications (addition/removal) must be agreed with the L/C staff member
responsible for aircraft balancing.
7.1.4 To ensure flight safety, it is required that a co-pilot checks such data as maximum payload,
MTOW and allowed weight & balance variations after LMC in extremely careful manner.
7.1.5 After the final check of payload data, co-pilot signs the Loadsheet copies to be left at the
airport of departure as well as Loadsheet copies to be taken on board.
7.1.6 Load controller and flight attendent:
1) ensures that complete set of baggage/cargo/mail documentation is available and receives 2
copies “Loading Instruction” from L/C staff member (Appendix С 3.5). One copy of
“Loading Instruction” is handed to appointed flight attendant. Second copy keeps on file at
the airport of departure;
2) controls loading of baggage, cargo and mail, checks integrity of package, compliance of
number of pieces with the number mentioned in documents (Loadsheet, Cargo and Mail
Manifest, Baggage Manifest);
3) In case of revealing of package damage/incompliance in pieces’ numbers he controls the
Property Irregularity Report filling.
4) In case of revealing of cargo (mail) damage he controls the Property Irregularity Report
filling and mentioning the reason of load refusal.
5) In case of revealing of damage of baggage package/ incompliance in pieces’ numbers he
controls that these cases are mentioned in “Damage report” line.
7.1.7 Aircraft ground handling procedures are deemed finished when the wheel chocks are
removed and an aircraft starts movement for departure.
7.1.8 R/C supervisor or other handling company staff member responsible for ground operations
has to immediately stop handling procedures in case of the situations affecting flight safety,
or threatening human health/lives arise (i.e., DG accidents – leakage of inflammable
liquids). After this, he/she has to report the incident to dispatch security staff, and – if
necessary – call for technical assistance and arrange that people are taken out of hazardous
area.

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7. Documentation

7.2 Loadsheet
Order of filling and loadsheet examples – Chapter 3 C of the Manual.

7.3 Air Waybill

Air Waybill is the document, which evidences the conclusion of the contract between the shipper
and the air carrier for air carriage of cargo, carriage conditions and cargo acceptance by the air
carrier. The contract conditions contained in the cargo airway bill represent an abbreviated
statement of the basic provisions from IATA Resolution 600 b.
It is also be an accountable and control document for settlement of accounts between participants of
carriage process, as well for customs formalities.
Air Waybill is described in COM В 1.2.
7.4 Cargo Manifest

Cargo Manifest is one of the basic traffic documents, a complete set of which ones, in accordance
with the requirements of the state customs and border authorities and airport services, shall be on
board an aircraft at departure from the point of departure, during the flight and on arrival to the
point of transfer and/or to the point of destination
All the shipments of cargo and mail carried under the route of flight are specified in the Cargo
Manifest.
Cargo Manifest is described in COM В 4.2.2.

7.5 Shipper’s declaration for dangerous goods

The shipper of dangerous goods prior to delivery of such goods for carriage shall transfer the
completed form of “The shipper’s declaration for dangerous goods” to the carrier or its cargo agent,
issuing the cargo air waybill.
In the declaration the shipper specifies the accurate chemical name of the cargo, quantity and
method of packaging (according to the regulations specified in the reference manual “IATA DGR”).
The shipper confirms that the shipment contents is properly filled out, marked, all the weight
restrictions are complied with and the shipment meets all the rules of the carriage
The air carrier retains one cope of the declaration. The second copy of the declaration is forwarded
with the shipment to the point of destination.
“The shipper’s declaration for dangerous goods” relieves the air carrier from responsibility in case
of the shipper’s non-compliance with the conditions.
“The shipper’s declaration for dangerous goods” is described in COM C 1.6 “Dangerous Goods.
Identification and classification”

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7. Documentation

7.6 NOTOC - NOTIFICATION TO CAPTAIN

The order of NOTOC filling is described in COM and in Chapter C 3 of this Manual.

7.7 Dangerous Goods Acceptance Check Sheet

To exclude irregularities in process of acceptance dangerous goods for transportation, the Carrier
uses “Dangerous Goods Acceptance Check Sheet”. The Check Sheet is drawn up in two copies
with one copy being attached to cargo AWB and another one remaining with the Carrier.
The example of “Dangerous Goods Acceptance Check Sheet” is given in COM Chapter C1.

7.8 Baggage Manifest

Baggage Manifest based on check-in system data is issued by the Handler in triple. Baggage
information (weight and number of pieces) is mentioned for each type of baggage: local, transit or
transfer type. Baggage is accepted for loading on board by the Handler and the flight attendant
responsible for payload.
7.9 Сargo Transfer Мanifest – CTM
Cargo Transfer Manifest (CTM) is a traffic document used for transfer carriages of cargo and
having two basic purposes:
- legal purpose: this is a written evidence of transmitting the cargo and the documents from the
transmitting carrier to the next receiving carrier. On the base of the data contained in СТМ, the
liability of each carrier shall be established in case of any damage to transfer cargo in the process of
transfer carriage.
- financial purpose: this document allows in practice the accounting service of each carrier to
calculate its exact share of participating in the carriage on prorating basis.
СТМ is issued by the operating carrier in 4 (four) copies:
The first copy is intended for the accounting service of the transmitting carrier;
The second copy is intended for achieves of the representation office of the transmitting or
operating carrier;
The third copy is intended for the accounting service of the receiving carrier,
The forth copy is intended for achieves of the representation office of the receiving or operating
carrier.

CTM is described in COM Chapter B 4.2.2.12 «CTM».

7.10 DG accidents report

In case of damage, accidents, revealing of undeclared or improperly declared DG it has to be issued

DG accidents report; if it is necessary all concerned services and state structures must be informed.

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8. Airside Event Response

Chapter 8 Airside Event Response

CONTENT
8.1 General C-155
8.2 Actions in case of aircraft evacuation from the place of GH C-156
8.3 Actions in case of accident during ground handling operation C-157
8.4 Actions in case of accident with Dangerous goods C-157

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8. Airside Event Response

Chapter 8 Airside Event Response

8.1 General

8.1.1 Airlines issued a corporate action plan in case of emergency (Emergency Response Plan -
ERP), which defines the creation of Crisis center in order to manage the situation,
appointment of the structure of the deliberative bodies, the ways and means of
communication and notification, as well as the powers and responsibilities of all members.

8.1.2 In case accident happened not at base airport it is necessary to take into account the specifics
of emergency procedures at the particular airport. Each airport has its own plan designed
with the local specificity and agreed with the local authorities. This plan defines the
necessary coordination of the airport, carrier, and government agencies in case of an
accident on a flight of any airline (may be called "crisis, contingency management plan",
airport emergency plan). In case of emergency (including emergency cases in a process of
GH), all operational procures are performed according to the SERP of the airport, but no
airport has possibilities enough to manage with the accident on its own (use only own
resources). When coordination with the carriage is required representatives/authorized
Handler’s agent must be involved in that. The sequence of actions, methods of interactions,
contacts of everybody involved are mentioned in SERP (Station Emergency Response Plan):
forms of special format designed by Air Company are sent to Representative
office/Handler for filling and then Managing Director Operations signs them. Signed
SERPs are kept in Quality Department of Ural Airlines.

8.1.3 In order to improve management SERP must be updated in order to describe all possible
scenarios of accident. Special training of personnel involved in operational action plan must
be provided.

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8. Airside Event Response

8.2 Actions in case of aircraft evacuation from the place of GH

In a process of GH there is a possibility of situations (accidents, emergency) which can cause to

aircraft evacuation the parking stand or from the danger zone.
Personnel involved in GH is responsible for organization of immediate actions in case of
emergency.
Emergency instructions for personnel must be complied with SERP of the airport or Air Company
(depending on what personnel involved in accident in).
The responsibility for coordination in case of aircraft evacuation is assigned to the PIC (if he is
aboard). In case of his absence responsibility is assigned to the U6 Representative/Handler.
General personnel requirements are: special training of actions in emergency situation and
maneuvers performing. Handler should have certificates that confirm training completion of the
personnel involved in operational action in case of emergency. Upon of U6 the request the Handler
shall submit results of training to the air company.

Types of emergencies and procedures

1.1.1 Fuel spillage

Step 1. Overlap fueling valves on the aircraft and fuel tanker.

Step 2. Notify the PIC, management and airport emergency operations services.
Step 3. Evacuate passengers and personnel (if required).
Step 4. Remove spilled fuel by the most appropriate way (use send, soap and etc).
Step 5. Provide security/fencing of parking stand (contaminated area).

1.1.2 Fire on board

Step 1. Notify the PIC, management and airport emergency operations services.
Step 2. Evacuate passengers and personnel (if required).
Step 3. Try to extinguish a fire source (if it is possible)
Step 4. Provide security/fencing of parking stand/aircraft.

1.1.3 Dangerous goods accidents

Step 1. Notify the PIC, management and airport emergency operations services.
Step 2. Evacuate passengers and personnel (if required)
Step 3. Provide security/fencing of parking stand.
Step 4. Isolate damage DG and determine necessary ways, means and methods of its neutralization.

1.1.4 Accidents connected with aviation security

Step 1. Determine level of risk and follow appropriate instructions/procedures

(e.s., instructions described in Aviation Security Manual)
Step 2. Evacuate passengers and personnel (if required).
Step 3. Aircraft/GSE must be left on the original/initial position.

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8. Airside Event Response

1.1.5 General actions to be taken in case of emergency situations

1) Electrical devices, portable radios and electrical appliances (PEDs), camera with flash, etc.
must not be used.
2) Movement of any GSE in vicinity of the aircraft must be restricted.
3) Provide security/fencing of the aircraft
4) Follow instructions of airport emergency operations services.
5) Keep under control caused situation.

1.1.6 Personnel emergency evacuation in case crew is not on board

When crew is not on board but operation personnel evacuation (engineering and technical
personnel, cleaners, catering personnel, loaders and etc.) is necessary, following shall be done:
1) Provide interaction of personnel and airport structure (management, Representatives
and service providers).
2) The chief on board/Head of works (GH specialist and etc.) has to coordinate evacuation
of personnel to the shelter;
3) Allocate evacuation methods in mobile tablets, air bridges and etc.
4) Informing should be coordinated (by radio, by megaphone and etc.)
5) Provide personnel training in case of emergency situations, as well as practical training.

8.3 Actions in case of accident during ground handling operation

8.3.1 Investigation of accident happened in a process of GH is performed by the order of Director

General. Procedure of investigation is determined in Flight Safety Management Manual
(FSMM).
8.3.2 Notification of Air Company management and particular state departments is performed in
accordance with laws and regulations of the country where accident happened. Handler
must notify Air Company about all revealed accidents and keep this information during 90
days from the moment the accident has been revealed.

8.3.3 Investigation materials are kept in Air Company Safety Management department in
accordance with current standards of document circulation.

8.4 Actions in case of accident with Dangerous goods

8.4.1 Instructions of action in case of accidents connected with DG should be in all the places of
DG handling.
8.4.2 In accordance with requirements of Annex 14 ICAO – (Aerodromes, chapter 9) emergency
operations services and other services shall settle procedures regarding emergency situations
connected with DG.

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8. Airside Event Response

8.4.3 Besides, in accordance with i. 9.5.2 of IATA Regulations, operator shall include in
operation manuals and other documentation information for flight crew and other personnel
about acting in case of accidents connected with DG.

General procedures in case of accidents connected with DG

1. Immediate notification of a manager and Chief of cargo transportation department.

2. DG identification (do the same, if the goods are non-dangerous).
3. In a process of non-dangerous goods identification it is necessary to isolate package
by separation from other goods/property.
4. Do not touch package content.
5. In case of personal contact with DG package:
 Rinse substance with water;
 Take off contaminated clothes;
 Do not eat and no smoke;
 Do not touch eyes, mouth or nose.

8.4.4 Handler must make report about accident with DG of in accordance with an example of
GOM to Air Company. The absence of some information mentioned above should not delay
an operational report. It can not be any suggestions about accident reasons and conditions in
report.

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Part С. Annexes

CONTENT

1. Annex 1. Open Apron service arrangements А319/320/321 AP-3

2. Annex 2. DAA tag example AP-4
3. Annex 3 Air waybill AP-5
4. Annex 4 Shipper s Declaration for Dangerous Goods AP-6
5. Annex 5. Guide Man Hand Signals (For GSE) AP-7
6. Annex 6. Marshalling signals AP-11
7. Annex 7. Phraseology used between ground personnel and crew cockpit AP-16
8. Annex 8 Conning scheme in a process of GH AP-17

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Annex 1

Open Apron service arrangements А319/320/321

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Annex 2

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Annex 3

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Annex 4

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Annex 5

Guide Man Hand Signals (For GSE)

Indicate Distance
Distance shown between hands must correspond exactly with existing margin.

OK. All is Clear or continue by Your Own or Drive Away:

Lift stretched right arm, hand closed, thumb raised.

Chocks Inserted; Stabilizers On:

Arms down, hand closed facing inward, thumbs extended, move arms inwards.

To Interrupt Power Source Stop Engine:

(Electricity, Fuel, Air):
Right arm and hand level with shoulder, palm downward horizontally swinging from extended
arm to throat.

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Chocks Removed; Stabilizers Off:

Arms down, hands closed facing outward, thumbs extended, move arms outward.

Stop Engine:
Right arm and hand level with shoulder, palm downward, hand on throat making horizontal
move to the right, passing hand across throat.

To Attract Operator's Attention and Take Command:

Arms held above head in vertical position with palms, facing forward. Arms crossed on chest.
Meaning: I am in charge of this maneuver. You will take orders only from me.

To End Command:
Arms crossed on chest. Meaning: I am no longer giving you orders.

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Forward Movement (Toward man):

Arms a little aside and repeatedly moving upwards, backwards, beckoning onwards.

Backward Movement:
Arms by sides, palms facing forward, swept forward and upward repeatedly.

To Connect or Disconnect:
Raise left arm and hand, with fingers extended horizontally.
Connect: Right hand with clenched fist moving upward to contact left palm.
Disconnect: Right hand with clenched fist leaving left palm downward.

Brakes On/Off:
Right arm and hand raised horizontally in front of body.
Release brakes: With fist clenched, then extend fingers, palm inward.
Engage brakes: With extended fingers, palm inward, then clench fist.

Turn Right:
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Left arm downward, hand extended, right arm repeatedly moved upward backward. Speed of
arm movement indicating rate of turn.

Turn Left:
Right arm downward, hand extended, left arm repeatedly moved upward backward. Speed of
arm movement indicating rate of turn.

Lift:
Stretch both arms toward load or equipment, palm up, hand movement in upward direction.

Lower:

Accompanied Movement:
Come with Load or equipment. Maintain eye to eye contact with operator or driver. Swing down
opposite arm.

Stop:
Arm repeatedly crossed above head (the speed of the arm movement must be related to the
urgency of the stop). Immediate stop: Hands cross over head with clenched fists.

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Annex 6

Marshalling signals
Identify Gate
Raise fully extended arms straight above head with wands pointing up, move hands fore and aft
to keep from blending into background.

Continue to Taxi Straight Ahead

Bend extended arms at elbows and move wands up and down from waist to head.

Slow Down
Move extended arms downwards in a “patting gesture”, moving wands up and down from waist
to knees.

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Turn Left (From the Pilots Point of View)

With right arm and wand extended at a 90° angle to the body, left hand makes the come ahead
signal. The rate of signal motion indicates to the pilot the rate of aircraft movement desired.

Turn Right (From the Pilots Point of View)

With left arm and wand extended at a 90° angle to the body, right hand makes the come ahead
signal. The rate of signal motion indicates to the pilot the rate of aircraft movement desired.

Stop/Emergency Stop
Fully extend arms and wands to cross above the head.

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Hold Position/Stand-by
Fully extend arms and wands downwards at a 45° angle to the sides. Hold the position until the
aircraft is clear for the next maneuver.

Proceed to Next Marshaller or as Directed by Tower/Ground Control

Point both arms upward, move and extend arms outward to side of body and point with wands to
direction of next marshaller or taxi area.

Fire
Fire–Move right hand in an exaggerated figure of eight (8), or a fanning type motion, from the
shoulder to the knee, while at the same time pointing with the left-hand wand to the area of the
fire.

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Set Brakes
Raise hand just above shoulder height with open palm. Ensuring eye contact with the flight crew,
close hand into a fist. DO NOT move until receipt of thumbs up acknowledgment from the flight
crew.

Release Brakes
Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with the
flight crew, open palm. DO NOT move until receipt of thumbs up acknowledgment from the
flight crew.

Chocks Inserted
With arms and wands fully extended above head, move wands inward in a “jabbing” motion
until the wands touch.

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Chocks Removed
With arms and wands fully extended above head, move wands outward in a “jabbing” motion.
DO NOT remove chocks until authorised by the flight crew.

Start Engines
Raise right arm to head level with wand pointing up and start a circular motion with hand, at the
same time with the left arm raised above head level point to aircraft.

Emergency Engine Shut Down

Extend arm with wand forward of body at shoulder level, move hand and wand to top of left
shoulder and draw wand to top of right shoulder in a slicing motion across throat.

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Annex 7

Phraseology used between ground personnel and crew cockpit

Communication Procedure for Aircraft Acceptance,

Engine Start and Push-back ”
Aircraft Acceptance
Cockpit Ground
Cockpit from ground
Go ahead Chocks in position
Engine Start with Supply by ASU/GPU
Ground from cockpit Go ahead

Connect external electric External electric connected

Prior to engine start
Ready for engine start All engines clear
Reedy for ground air Ground air available
After engine start:
Remove external electric External electric removed
Remove ground air Ground air removed
Ground from cockpit Go ahead

Ready for push-back Steering pin inserted

Release brakes
Brakes released Pushing back
Ready for engine start All engines clear
After push back is completed:
Set parking brake

Parking brake set Towing system removed

Prepare aircraft for taxi and give Wait for hand signal
hand signal from left side

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Annex 8

Conning scheme in a process of GH

А319/320/321

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