ATC AEROTRANSCARGO Operations Manual Part A - Ground Handling Instructions PDF

Page: 80 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2 GROUND HANDLING INSTRUCTIONS 8.2.1 FUELLING PROCEDURES [CAT.OP.MPA.195 & 200 AMC1 C...

Page: 80 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2 GROUND HANDLING INSTRUCTIONS 8.2.1 FUELLING PROCEDURES [CAT.OP.MPA.195 & 200 AMC1 CAT.OP.MPA.195 GM1 CAT.OP.MPA.200] Even though authorized maintenance personnel may assume the task of refueling the aircraft, ultimate responsibility for the quantity and distribution of the fuel on board the aircraft remains with the Commander. From time to time, it may be necessary for refueling to take place with Additional Crew Members on board the aircraft. When the commander considers it preferable for the Operational staff to board, remain on board or disembark whilst refueling takes place, the pre cautions to be taken are as described in paragraph 8.2.1.8 below. 8.2.1.1 Authorised Refuellers Fueling operations on AEROTRANSCARGO aircraft may only take place under the supervision of an AEROTRANSCARGO ground engineer, an authorized third party ground engineer, a line maintenance approval holder, or designated member of the flight crew. 8.2.1.2 Basic Precautions The following basic precautions must be observed during any fuelling operation: a) Engine ignition system(s) must be OFF; b) Weather radar must be OFF; c) Aircraft strobe lights must be OFF; d) Aircraft HF transmissions are forbidden; e) Smoking and the use of naked lights is forbidden; f) The aircraft parking brakes must be SET or wheel chocks must be in position. g) Fuel hoses must be positioned by the shortest way to the fuel inlets; a sufficient safety distance must be kept from wheel brakes and APU air-inlet/outlet. h) Bonding connections from the fuelling truck to the aircraft must be established to discharge any static electricity before fuel hoses are connected; i) Vehicles, except fuel truck, must not be positioned within the venting areas; j) During thunderstorms fueling / defueling is strictly prohibited. k) In case of overwing fueling, ground and/or aircraft auxiliary power units must be connected and switched on before commencement of fuelling/defueling and must not be switched off or disconnected until fuelling/defueling is terminated; no electrical switch on the aircraft or on the ground power unit must be operated whilst overwing refueling is in progress, except such switches are necessary for fuelling. CAUTION: In case of a thunderstorm in the immediate vicinity of an aerodrome an agreement with the flight crew shall be reached, whether to continue or to interrupt the fueling. In case of doubt the fueling process shall be interrupted. Note: Fueling process is considered to start as soon as fuel hoses connected to the aircraft are pressurized. Fueling or Defueling is terminated after all hoses have been disconnected from the aircraft. Note: The Ground Engineer or the Flight Crew shall ensure adherence to the safety precautions by spot checks. Uncontrolled document if downloaded or printed  Page: 81 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.2.1.3 Flight Crew Procedures The commander is to confirm that the fuel quantity ordered is sufficient to meet his calculated requirements for the flight and, during the pre-flight inspection, is to ensure that: a) The correct type, grade and quantity of fuel has been loaded; b) The freeze point of the fuel loaded (or that of the resultant mixture) is satisfactory for the planned flight; c) The aircraft fuel quantity indicating system indicates that the tanks have been filled to the required levels; d) Details of the fuel uplift have been correctly entered in the Aircraft Technical Log; e) A gross error check is carried out (see paragraph 8.2.1.5) 8.2.1.4 Fuel Freezing Point Determination Determination of the fuel freezing point involving fuel mixtures may be of significance when JET-A fuel is uplifted, or has recently been uplifted, and a very low SAT is expected en-route. 8.2.1.4.1 Method If more than 90% of the final fuel has been uplifted at the departure aerodrome, use the actual reported freezing point of the uplifted fuel if available. If the actual fuel freezing point is not available, use the fuel freezing point from the table below. Fuel Type Fuel Freezing Point JET A -40°C JET A-1 -47°C JET A-50 -46°C 1 TS-1 (in Cyrillic writing ’TC-1’) -50°C RT (in Cyrillic writing ’PT’) 1 -55°C JP-5 -46°C JP-8 -47°C 1 Kerosene fuels provided in Eastern European countries, CIS (former USSR) similar to Western JET A-1 fuel. If less than 90% of the final fuel has been uplifted at the departure aerodrome, use -40°C. Note: For in-flight management of low fuel temperatures refer to the Operations Manual Part B for the relevant aircraft type. Uncontrolled document if downloaded or printed  Page: 82 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2.1.5 Fuel Uplift Check (Gross Error Check) Fuel uplift, measured by the supplier, must be within the following tolerances: CONDITION TOLERANCE Actual uplift more than calculated uplift 1 5% of calculated uplift up to a maximum of 4,400 lbs (2,000 kgs) Actual uplift less than calculated uplift 5% of calculated uplift up to a maximum of 2,200 lbs (1,000 kgs) CAUTION: Any discrepancy outside these limits should be investigated prior to departure and noted on the ATL. 8.2.1.6 Fuelling Zone Before refueling takes place, a Fueling Zone, or precautionary area, is to be established extending 3 meters radially from the aircraft tank filling or venting points and fueling equipment (including any hydrant pit being used for the fueling). Only authorized persons and vehicles should be permitted within the fueling zone and the numbers of these should be kept to a minimum. WARNING: Under no circumstances should operational staff be allowed into the fueling zone. Personnel working within the fuelling zone, and those engaged in fuelling the aircraft, must not carry matches, lighters, hand warmers or similar potential forms of ignition, nor must they wear footwear with exposed iron or steel studs, nails or tips that could create a spark. The use of radios, radio telephones, pagers and mobile phones within the fuelling zone must be restricted to operational necessity only. Photographic flash bulbs or electronic flash equipment must not be used within 3 meters of the fueling equipment or any filling or venting points on the aircraft. Fuelling must be suspended if severe electrical storms are close by. 8.2.1.7 Maintenance Activities During Fuelling Maintenance activities should be restricted to only those essential tasks that do not pose a hazard. Only checking and limited maintenance work such as the exchange of units should be allowed on radio, radar and electrical equipment. The following restrictions must be observed: a) The aircraft should not be refueled within 30 meters of radar or HF radio equipment being operated or under live test; b) Only aircraft switches essential to the fueling operation or essential services should be operated; c) Oxygen systems should not be replenished; d) The main aircraft engines should not be started or running; e) The aircraft’s landing, taxi and strobe lights should not be operated; f) An auxiliary power unit (APU) located within the fueling zone or which has an exhaust efflux discharging into the zone that is stopped for any reason during a fueling operation should not be restarted until the flow of fuel has ceased and there is no risk of igniting fuel vapours. g) In the event of an APU fire, the unit should be stopped, its fire extinguishing system activated and the flight crew and the aerodrome fire services must be alerted. Uncontrolled document if downloaded or printed  Page: 83 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.2.1.8 Refuelling with Operational Staff on Board [CAT.OP.MPA.195] When operational staff are to be allowed to embark, disembark or remain on board during refueling, the following precautions, in addition to normal operational staff handling procedures, are to be observed. Responsibilities for these precautions are distributed between the ramp agent, the flight crew, the loadmaster and the authorized refueller. CAUTION: No AEROTRANSCARGO aircraft is to be refuelled with wide-cut fuel (e.g. Jet B or equivalent) or when a mixture of these types of fuel might occur, when operational staff are embarking, on board or disembarking. 8.2.1.8.1 Ramp Agent’s Responsibilities The ramp agent must ensure that: a) At least 2 aircraft doors are available for operational staff evacuation; b) A pilot, the loadmaster and authorized refueller are at their stations; c) The ground area beneath the nominated doors and slide deployment areas are kept clear; d) Operational staff boarding / disembarkation is carried out in a controlled manner; e) Operational staff moved to and from the aircraft using aircraft steps are escorted clear of the refueling zone by a responsible person; f) Notify the flight crew, or authorized refueller by the quickest possible means if any incident arises that requires the prompt disembarkation or rapid evacuation of passengers, crew and other personnel on board. 8.2.1.8.2 Flight Crew ResponsibilitiesThe flight crew must: a) Position themselves on the flight deck; b) If required by the national or aerodrome authority, advise air traffic control and the aerodrome fire services that refueling will be taking place with passengers on board; c) Establish and maintain communication with the authorized refueller by a means that will remain available throughout refueling; d) Liaise with the ramp agent and loadmaster to establish the 2 doors available for evacuation; e) Turn the SEATBELT signs OFF, the NO SMOKING signs ON, and ensure the emergency lighting switch is positioned to ARM before refueling starts; f) Ensure that the PA system is readily available; g) Be prepared to initiate a passenger evacuation, if necessary; h) Turn the SEATBELT signs ON after fueling is complete. 8.2.1.8.3 Authorised Refueller’s Responsibilities The authorized refueller must: a) Establish and maintain communications with the flight crew by a means that will remain available throughout refueling; b) Ensure that suitable fire extinguishing equipment is available on the aircraft parking area (it need not be positioned on the aircraft stand itself); c) Inform the flight crew of the beginning and end of refueling; d) Alert flight crew members if a fire or other hazardous situation arises; e) Stop fueling upon flight crew request. Uncontrolled document if downloaded or printed  Page: 84 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2.2 AIRCRAFT AND CARGO HANDLING 8.2.2.1 Aircraft Ground Operations Taxi operations are to be carried out by qualified flight crew only. Push back and towing operations shall be in compliance with aviation standards and procedures. 8.2.2.1.1 Operation Of Aircraft Doors Airplane type specific normal, abnormal and emergency procedures concerning the operation of the airplane cabin and cargo compartment doors are specified in OM-B, FCOM Vol. 1 Limitations and FCOM Vol. 2 Section 1 General. The following general guidelines shall be observed: Normally no airplane doors shall be opened upon arrival until all engines have been shut down and parking brakes set and/or chocks are in place All airplane doors shall be closed before starting engines Airplane doors shall only be opened and closed by trained ground service or maintenance personnel or flight crew members 8.2.2.1.2 Ramp Safety Whenever an airplane is to be positioned on the ramp, whether under tow or under its own power, the assistance of marshallers or wingtip guides, as appropriate, should be obtained if there is any doubt about the clearances available for manoeuvring. Once parked, the position of the airplane should represent the best available compromise between the requirements of the airport and/or air traffic control authorities, cargo loading facilities, the prevailing wind direction, and the proximity to buildings and other airplanes. Ground staff must have been briefed on all aspects of ramp safety with particular reference to blast and suction areas, and the need to be constantly alert to remove loose objects and/or debris that may cause damage to tires and engines. Once the airplane has been parked, ground support vehicles should be stationed clear of its extremities and facing away from the airplane. Ground equipment should be positioned, with parking brake set, so that inadvertent movement will not endanger the airplane structure. Free access to the airplane main exit must be preserved. When departing from the ramp, local procedures for start-up and taxi clearance are to be followed. Engine start is not to be initiated until all cargo and persons have been loaded, the airplane doors and hatches have been closed, and all ground equipment, except for a ground power unit or tow tug when used, has been removed from the vicinity of the airplane. On arrival, the assistance of marshallers is required unless a visual guidance system is available. Uncontrolled document if downloaded or printed  Page: 85 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 32 Date: 17 Aug 2023 8.2.2.1.3 Specific Safety Considerations The following are ramp safety considerations to be observed by ground personnel during aircraft handling: Maneuvering to parking position If in doubt, STOP the aircraft and tow it to the parking position. The marshaller must use standard hand signals; paddles during day, light wands at night. The marshaller must stand clear of other staff and maintain visual contact with the Commander at all times during taxi approach. Engine jet blast and suction Jet blast can exceed 50 km/h, 35 mph up to 200 meters behind aircraft. Suction areas around the fan inlet can extend up to 6 meters. Noise can damage hearing; use ear plugs or ear protectors against jet engine noise. Loose equipment and debris may cause injury to staff or damage to tires and engines. Chocks Ground personnel will establish communication via nose gear headset to confirm “Brakes Set” before approaching to install chocks. Minimum of 4 chocks required (1 forward, 1 aft of each wing gear). On a sloping ramp, 2 additional chocks should be placed on the down side of the wing gear and indication received from person on the headset. Approach to aircraft Handling staff should not approach the aircraft until engines are shut down, chocks are in place and lower rotating beacon has been switched off and indication is received from the person on the headset. Nose and/or side cargo doors Ground personnel shall check that high-loaders are clear of the doors before opening or closing. Observe wind limits as per applicable OM-B, FCOM Vol. 1 Limitations. Belly cargo doors Steps are to be used to open and close belly doors. Once doors are open, the steps should be immediately removed from under the aircraft and clear from the aircraft fuselage. Position of equipment Ground personnel shall check that there is sufficient fuel in case ground support equipment needs to be removed at short notice. Equipment is to be positioned with a guide person to avoid damage. Brake test is to be performed before approaching the aircraft. Parking brake is to be set and clearance to the aircraft fuselage ensured. Damage can occur during loading and fueling; caution must be exercised when using steps under wings, engines and aircraft body. Aircraft damage Damage to the aircraft interior or exterior must be reported to the crew or maintenance staff without delay. Loading and offloading Offloading and loading sequence must be closely followed to avoid tipping. Forward belly must be offloaded last; nose or forward belly loaded first. Loadmaster , Ground and cargo handling staff involved in loading must comply with AEROTRANSCARGO SOP.( See GOM ch.7.3.4) Uncontrolled document if downloaded or printed  Page: 86 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 Loading during precipitation Ground personnel shall check that water or snow has not accumulated on the cargo before loading. This can lead to serious problems for the aircraft electrical systems. All doors are to be kept closed in heavy rain or snow, the cargo shall be protected with a cover that shall be removed just as the cargo enter the aircraft. Fueling During fueling there must be no smoking on the aircraft or the ramp. The fuel truck must be bonded to the main gear door by a cable. A crew member or maintenance person must be onboard during fueling. If fuel vapor is detected, ground personnel shall advise the crew promptly and fueling must be stopped. When using a fuel truck, it must be guided by marshallers to the fueling position in order to avoid aircraft damage. After fueling is completed, ground personnel shall make a walk around the fuel truck to make sure that fuel hoses are NOT attached to the aircraft. Push back and start up Ground personnel shall check that the aircraft is clear of all equipment, cargo and debris and all non- essential personnel shall be kept away from the area. 8.2.2.2 Aircraft Arrival When parking an aircraft, the Commander remains responsible for the safe maneuvering, even when guided by marshalling signals. The purpose of marshalling signals is to aid the pilot when taxiing or parking without affecting the pilot’s responsibility. When guiding the aircraft to the parking position, marshallers must ascertain that no other aircraft occupies or obstructs the intended parking spot Ground personnel shall remove from the parking position any ice, snow, vehicles, steps, FOD, cargo equipment, pallets, unauthorized personnel etc. If the apron and parking area is covered with ice or snow, extreme caution must be used when marshalling the aircraft to the gate In the event that the aircraft has burning or flat tires or a wheel well fire, the Commander and the airport fire and rescue service must be immediately notified A heavy aircraft with under inflated tires and/or an up-sloped ramp may require increased engine power. Marshallers must take this into consideration, when marshalling an aircraft If the APU is reported inoperative with live animals, perishables or other cargo on board that requires temperature control, an air conditioning unit should be used or on standby Marshallers should wear a bright uniform or vest that distinguish them from other personnel. Bats or lighted wands during night hours or adverse weather condition must be used Marshallers will position themselves in such a way that they are clearly visible to the Commander at all times. Wing walkers shall be used when appropriate to guide the aircraft safely between other aircraft, vehicles and fixed objects During night hours and at a regular pace move lighted wands slowly so the Commander can distinguish them from stationary lights around the parking gate The last meters of aircraft movement must be in a straight line to reduce stress on the landing gear Marshalling signals will be given in a deliberate, positive manner without personal variations or interpretations. Signals will be executed in an orderly sequence. Signals shall be made well enough in advance to allow the Commander to maneuver the aircraft into the desired position Uncontrolled document if downloaded or printed  Page: 87 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.2.2.3 Communication Procedure Between Crew and Ground Staff English shall be used during communications between flight crews and ground personnel, speaking clearly and using standard phraseology. Ground crew headset mouth piece should be pushed firmly over the mouth when speaking. If instructions or requests are not clear, ask for a repeat: “Say again”. CAUTION: Ground personnel shall NOT use headsets during thunderstorm activity in the area. Severe injury may result from static electricity discharge. Communications should be by hand signals. The following communication procedure on arrival shall be adhered to: When the aircraft comes to rest on the parking spot, communication with the flight deck shall be established using a headset Ground personnel shall confirm with the crew ‘BRAKES SET’. The crew will shut down all engines and leave the APU running CAUTION: Maintenance and other ground personnel and equipment must remain clear of the aircraft engines and landing gear until engines have been shut down and the anti-collision beacon turned off. 8.2.2.4 Aircraft Parking Procedure The following parking procedure shall be adhered to: Chocks must be placed both forward and aft of the main landing gear wheels With the chocks installed and holding the aircraft, the ground personnel will inform the crew: “CHOCKS INSTALLED” Crew will acknowledge the statement and release brakes: “BRAKES RELEASED” With the brakes released, the ground personnel will ensure that the chocks are holding the aircraft and confirm same to the crew “CHOCKS HOLDING”. This is very important, especially with surface covered in snow or ice or on a sloping ramp With the aircraft safely parked and properly chocked, the loading equipment and steps, can be placed near the aircraft for servicing. Ensure that warning cones are positioned around engines and wing tips 8.2.2.5 Aircraft Departure Prior to push-back, maintenance and loading personnel shall ensure that the Commander has signed all required documents (Aircraft Technical Log Book, NOTOC documents, fuel up-lift documents, flight plan, weight and balance sheet, security check list and etc.) and required copies retained on ground. The last ground service person to leave the aircraft shall close and latch the door. The crew will confirm this in accordance with the appropriate checklist. When headsets cannot be used during push back (e.g. lightning in the immediate vicinity or headset not available), clear communications procedures must be established between the crew and ground personnel prior to push back. Refer to Standard Marshalling and Ground Signals. Uncontrolled document if downloaded or printed  Page: 88 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 A final “All Clear” signal will be given to the crew (Pilot-in-Command or F/O, as agreed) upon completion of the push back/start, after the nose steering pin is removed, ground support equipment disconnected and ground personnel is clear of the aircraft. Acknowledgement will be given by the crew. Note: The crew will flash the taxi lights to call back the ground staff if required. When the APU is reported inoperative, one or more engines may be started at the gate or parking position at the discretion of the Commander and subject to local regulations The ground person on the headset is responsible for the communication with the crew, while the tow truck operator is responsible for the aircraft movement only Ground personnel will ensure that all doors are closed, steps and ground support vehicles are removed from the aircraft including (if previously installed) pitot tube and static port covers Ground personnel will establish communications between tow truck and the crew If, during push-back, the towbar disconnects from the airplane, the ground personnel shall immediately advise the crew: “STOP! APPLY BRAKES” (TOWBAR DISCONNECTED) English language must be used at all times during communication between the crew and the ground personnel Uncontrolled document if downloaded or printed  Page: 89 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 SUMMARY OF AEROTRANSCARGO PUSHBACK AND START PROCEDURE Departure Events Flight Deck Ground Cockpit-Ground Ground-Cockpit Ready for Push-Back Request disconnect GPU Confirmed GPU disconnected. Confirm all doors and hatches are All doors and hatches secured and closed and secure and all ground ground equipment is clear off the equipment is clear aircraft. Confirm steering lockout pin Confirmed steering lockout pin is installed. installed. Confirm clear to pressurize hydraulic Clear to pressurize hydraulic system system Push-back instructions AEROTRANSCARGO cleared to Clear to push-back to taxiway _ _ _ push-back to taxiway to face _ _ _ _ _ _ to face _ _ _. Parking brake set Release parking brake before starting push-back Parking Brake released Starting push-back Push-back and engine start Confirm clear to start engine Clear to start engine 4321. number 4321 Or standby for engine start Start engine 4 Give visual N1 rotation (same for all 4 engines) Pushback complete Push-back complete, set parking Brake Parking Brake set Clear to disconnect Engine start complete, Pushback tractor disconnected, clear to disconnect - signal on steering lockout pin removed. Left or Right Disconnecting Headset Display steering lockout pin and Signals thumb up on Left or Right. Uncontrolled document if downloaded or printed  Page: 90 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 Arrival Event Flight Deck Ground Arrival onto bay Cockpit-Ground Ground-Cockpit Parking Brake set Chocks in and ground power connected Confirm chocks in and ground power connected In the event of a problem during pushback Event Flight Deck Ground Push-back and engine start Cockpit -Ground we have a Ground-Cockpit confirm technical technical problem stand by problem standing by for instructions do not disconnect Request return to stand or Continue disconnect (No technical problem) Cockpit -Ground we have a Air Start/Jet Start Checklist (APU U/S) Event Flight Deck Ground Air Start Required Cockpit-Ground Ground-Cockpit (APU Inoperative) Ready for engine start standing by for air pressure Start ASU and supply air pressure 40 psi - start 4 Clear to start engine 4 Start complete - disconnect confirm when ready for pushback Disconnect GPU and ASU. Follow pushback procedure as described above. 8.2.2.6 Cargo Handling Procedures 8.2.2.6.1 Authorization For Loading Only authorized and trained personnel is allowed to plan, calculate and execute loading and offloading of AEROTRANSCARGO aircraft. This includes preparation and calculation of special pallets, confirmation of loading feasibility and acceptance of off-size and odd shaped cargo, calculation of weight and balance, issue and signing of Weight and Balance sheet and flight related documents as well as any operation of aircraft loading systems. Authorized staff are considered only persons having successfully passed required training and applicable refresher courses. Uncontrolled document if downloaded or printed  Page: 91 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 8.2.2.6.2 Loading Of Aircraft An airplane shall not be approached with loading equipment until the following has been completed: The aircraft has come to a complete stop and is in a parked position Engines are shut down Wheels are chocked Rotating Beacon is turned off Tail stand is in place (if required) Perform security check Loading areas should be kept clean of all unauthorized equipment. No vehicles should be allowed outside equipment parking lanes. Personnel meeting the aircraft must wear approved hearing protection and high visibility clothing. Only after the aircraft has been parked and chocked, should the loading personnel and equipment be allowed to approach. 8.2.2.6.3 After Loading Check When the aircraft is completely loaded and cargo doors properly closed, the following after loading check shall be carried out by the loading personnel, always the same way and in same sequence (this reduces the risk of omitting one or more check items). Main deck Locks - On ferry flights with no load in the compartment, the locks can be left in the “DOWN” position. If only one ULD is loaded, all other locks in this compartment have to be placed in the “UP” locked position. Crew baggage and loose items tiedown Straps for off size / odd shape / heavy cargo DG loading Proper stowage of flight documents, company mail and luggage Ventilation for animals (if carried) Temperature control Door closure Lower cargo compartments Bulk tiedown Locks Door closure 8.2.2.6.4 Offloading Of Aircraft Offloading is essentially the reverse sequence of loading. These general rules apply to offloading: Install a tail post (as required) to prevent the aircraft from tipping on its tail Keep carts and forklift trucks clear of the aircraft fuselage when lower compartments are being loaded Before any ULD is moved, check that high loaders are correctly positioned Be alert for pallet loads that have become deformed or collapsed during flight Uncontrolled document if downloaded or printed  Page: 92 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2.2.6.5 Carriage of Live Animals General provisions for carriage of live animals on AEROTRANSCARGO aircraft All reasonable measures will be taken to ensure compliance with international regulations for the transport of live animals and to guarantee transportation under humane conditions Live animals are accepted for transport from known shippers only Endangered species will be carried only in full compliance with the provisions of the CITES Convention Live animals will be carried in full compliance with the IATA Live Animal Regulations manual Animals that have given birth in the last 48 hours prior to the start of the journey will not be carried. Pregnant animals will not be carried without an official veterinary certificate, to confirm that the animals are fit to travel and that there is no risk of birth occurring during the entire journey. Pregnant animals, for which 90% or more of the expected gestation period has passed, are not accepted for transportation Infected animals will not be accepted for carriage on AEROTRANSCARGO flights The carriage and use of humane killers is not permitted on AEROTRANSCARGO aircraft 8.2.2.6.6 Pre-Alert for AEROTRANSCARGO Intimation from the Client or Shipper AEROTRANSCARGO needs 48hrs prior intimation on the AVI to be carried o/b our flights. All AVI related documents like: AWB Copy / Shipper Certificate / Health Certificate / Export & Import Certificate to be provided 48hrs Prior to STD to AEROTRANSCARGO team for verification. For AVI FULL charter we need 72hrs prior intimation to make our own arrangements. AVI will not be loaded in POS: A1, A2 & B1 due to safety of AVIONIC compartment. 8.2.2.6.7 Occurrence In Flight With Live Animals On Board In case of unforeseen occurrence, diversion or emergency situation in flight with live animals on board, the flight crew should, at the earliest opportunity notify AEROTRANSCARGO and also the AEROTRANSCARGO - Operation Control Centre team and request for appropriate assistance at the intended airport of arrival for care of the animals. If animal attendants are on board, they should be consulted for the animals' needs such as feed, shelter and veterinary attendance at the arrival airport. Uncontrolled document if downloaded or printed  Page: 93 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 8.2.2.6.8 Animal Attendant Policy A qualified attendant is required for the following: Animals that require inflight attention as per the IATA Live Animal Regulations Mammals and birds, when booked on more than one flight, unless a person is nominated at transit station(s) to care for the animal(s) with regard to feed, water or rest in coordination with the local veterinarian An attendant is not required when animals are transported in containers, which are secured, adequately ventilated and, if required, contain enough food/water for a journey of twice the anticipated journey time except Horse & Ferocious Animal. An animal attendant must be qualified to handle, care for and safeguard the welfare of the animal(s) by demonstrating at least the following competencies: Ability to effectively communicate with the flight crew. Knowledge of the basic aircraft safety equipment. Knowledge of animal behavior during air transport, including ability to recognize signs of stress and their causes, to care for animals which become ill or injured during transport, and where required, able to administer veterinary drugs. The administration of tranquilizers during the flight is permitted only with the consent of the Pilot-in-Command. Long-lasting neuroleptics must be administered by a veterinarian only. Knowledge of the current IATA Live Animal Regulations, animal health and welfare regulations and appropriate handling methods during loading and offloading, including how to check stalls for damage and handling of stalls. Knowledge of all documentation requirements and how to complete such documents. Familiarity with the aircraft cargo deck access procedures. Attendants and their baggage shall be booked, checked in and boarded/loaded as supernumerary travelers. The attendant shall indicate a mobile telephone contact number on the attendant certificate, for emergency purposes. Due to the requirements of their job functions, live animal attendants may carry medical kits for use during flight. These kits may contain items listed as prohibited. The medical kit must be presented during check-in to a AEROTRANSCARGO representative or agent for inspection. Attendants must be known and properly authenticated by the shipper and approved by a AEROTRANSCARGO representative or agent. This authentication reference shall be shown on the ticket and the AWB. 8.2.2.6.9 Transportation Of Horses When horses are being transported, an adequate number of horse attendants should be carried to ensure the safety and comfort of the animals during the flight. It is recommended in AEROTRANSCARGO that a Minimum of One Attendant is required for Horse transportation. Uncontrolled document if downloaded or printed  Page: 94 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 Recommendations for Transport of AVI - Horses on B747 NO OF STALLS NO OF ATTENDANTS 1 & Above 1 10 & Above 2 20 & Above 3 The attendants may, with the permission of the Commander have access to the animals during flight except during taxi, take-off and landing. Each attendant shall be assigned a seat in the cabin and should remain there whenever their presence in the cargo area is not required. The Commander shall ensure that the attendants are informed that smoking is absolutely forbidden in the cargo area. Prior to departure, the attendants shall be briefed by a crew member on safety issues. 8.2.2.6.10 Aircraft Disinfection And Cleaning Appropriate cleaning and disinfection of the aircraft is required if live animals were carried on any sector. This is not required for the following animals unless a spillage has occurred: Domestic cats and dogs Reptiles and amphibians Aquatics Insects and bees Local cleaning is required immediately after the animals are offloaded. The position where the animals were loaded shall be vacuumed or cleaned to remove any dirt/debris, using a method and product approved by the local authority. When required, the position(s) shall also be disinfected, using an approved disinfectant Complete disinfection is required after any aircraft, on which animals were carried, returns to SHJ. 8.2.2.6.11 Flight Delays And Diversions With Live Animals Or Temperature Sensitive Cargo Flight Delay Whenever a flight with live animals and/or temperature-sensitive cargo onboard is delayed by more than one hour (scheduled turn-around time + 1 hour): The aircraft doors must remain closed and the air-conditioning system with APU running must be operated at all times Live animals and/or temperature-sensitive cargo should be offloaded if the APU is inoperative Uncontrolled document if downloaded or printed  Page: 95 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 Whenever a flight with live animals and/or temperature-sensitive cargo onboard is delayed by more than five hours (scheduled turn-around time + 5 hours), assistance from the attendant/shipper must be sought, with regard to feed, water, rest, oxygenation, or with regard to special cooling requirements for certain categories of cargo, e.g. transferring animals to an AVI station or cargo to a refrigeration facility, or adding dry ice. The air-conditioning system shall only be set by the crew or qualified maintenance personnel. Flowers Flowers loaded on the main deck shall be offloaded if ground time is more than two hours Flowers loaded in the belly shall be offloaded if ground time is more than three hours 8.2.2.7 Flight diversion Whenever a flight is diverted, the station of scheduled offloading shall notify the airport of diversion of live animals or temperature sensitive cargo details and actions required. See also paragraph 8.2.2.6.5. 8.2.2.8 Carriage of Temperature Sensitive Cargo Provisions for carriage of temperature sensitive cargo on AEROTRANSCARGO aircraft Cargo that would require a constant temperature lower than 4°C or higher than 29°C will not be carried All reasonable measures will be taken to ensure integrity of an unbroken cooling chain for the preservation of the cargo Healthcare products (pharmaceuticals, vaccines etc.) shall only be transported to/from/through stations with suitable facilities and equipment to ensure proper stowage as well as cleaning and sanitizing facilities and a temperature monitoring and recording system Temperature sensitive cargo will be carried in full compliance with the IATA Perishable Cargo manual 8.2.2.9 Carriage of Dangerous Goods The carriage of Dangerous Goods will be according to the ICAO Technical Instructions for the Carriage of Dangerous Goods by Air and the IATA Dangerous Goods Regulations. Further information is available in the Operations Manual Part A ch. 9. 8.2.2.10 Cargo Shoring Shoring is required under any piece of cargo that exceeds area load and/or linear load limitations. Shoring shall be done in such a way that both area load and linear load limitations of the relevant airplane section or position are effectively met. 8.2.2.11 Area Load The load on any given area of significant size (typically more than 0.5 m2 for bulk compartments, 1 m2 for palletized loads) should meet the maximum area load limitation specified in the Weight and Balance Manual for the lower, main or upper deck position it is to be loaded on in the aircraft. The area load limitation is determined by the capability of the underlying aircraft structure (floor beams, stringers, rollers pattern in the case of a pallet). Accordingly, for relatively small loads (up to typically 1.5 Uncontrolled document if downloaded or printed  Page: 96 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 m maximum unsupported dimension, or all loads in bulk compartments), what shall be taken into account to verify the area load limitation is the total bearing area, i.e. that of the outer perimeter defined by all contact points of the load onto the pallet. For larger size loads carried over a pallet (whether or not restrained into the aircraft's underneath shoring. Area load is not to be mistaken for "local" or "contact" or "footprint" load (the load divided by the actual contact area): local load limitations may or may not be defined in the aircraft's Weight and Balance Manual, but they seldom are critical for aircraft structural safety on typical air cargo pallets. They may raise concern only: Over bulk cargo compartments floor panels where a risk of panel puncture exists, or When they result in significant local deformation of a pallet, which may result in difficulties to move over roller conveyors (a reliable factual indication of excessive deformation overloading rollers) or affect pallet restraint hardware functionality by excessive upward bending of the edges In either case, this should be taken care of by locally increasing the actual contact bearing area through intermediate elements constituting a local spreader floor, such as wood, plywood, or a wooden pallet, between load supports and floor panel or pallet sheet. Elementary shoring procedures such as using wooden pallets to enlarge cargo's footprint on the pallet should be considered first and are in many circumstances sufficient to ensure compliance with the maximum area load restriction. In very heavy or concentrated load cases, however, the study and implementation of a proper shoring arrangement may be required to meet it. 8.2.2.12 Running load The load on any given significant (typically more than 2 frame spacings, i.e. 1.0 to 1.2 m) fuselage length measured parallel to the aircraft's centerline should meet the maximum running load limitation specified in the Weight and Balance Manual for the lower, main or upper deck position it is to be loaded on in the aircraft. The maximum allowable running load in kg/m considerably varies according to aircraft type and, for a given type, between the various sections of bulk and containerized cargo compartments. It may also be affected by other structural limitations (e.g., combined between several decks, or even overall aircraft balance condition during flight) which require planning the airplane's total load and not only one single position. Accordingly, no general assumptions can be used in its absence, as in the case of the area load. Note: The maximum area load in a certain aircraft floor area, divided by the maximum running load in that area, provides the maximum transverse (lateral) linear load, which it is in some instances also necessary to use in shoring calculations. Any deviations in specific circumstances should be allowed only to the extent determined by a specific engineering study, taking into account the characteristics of the individual load and the whole planned aircraft load, the pallet's stiffness, the pallet's CG location, and structural allowances of the aircraft's manufacturer. Such studies should determine the actual running load at the aircraft interface, that is at the underside of a pallet: as a result, an example of a deviation which may sometimes be justified and authorized by an engineering study, when using a high stiffness pallet, is taking into account in the calculation the known pallet stiffness as an already provided free span shoring, allowing to somewhat increase fore and aft the effective bearing length of the load, thus to reduce its effective running load. Uncontrolled document if downloaded or printed  Page: 97 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 When a piece of cargo overhangs out of a pallet parallel to the aircraft's centerline and prevents the adjacent pallet position(s) in the aircraft from being occupied, the total running load for the pallet may sometimes be determined based on the total floor length occupied in the aircraft, subject to compliance with the area load limitation and all other requirements of the Weight and Balance Manual and, should this result in exceeding the pallet position's own certified maximum gross weight or other limits, restraint or additional restraint being performed directly onto the aircraft structure. Whenever the calculation, including the effect of any acceptable and engineering justified deviations, results in a running load exceeding the maximum allowable value determined according to the Weight and Balance Manual, free span longitudinal shoring is required. 8.2.2.13 General Precautions Regardless of the relative shoring complexity, general precautions shall systematically be applied in order to guarantee shoring effectiveness. Whenever either the area load or the running load limitation is reached by a given piece of cargo with or without shoring, it becomes prohibited to locate any other load over it and its shoring (in both instances) or besides them (in the case of running load limitation). Whenever loading heavy cargo onto a pallet, the load's center of gravity position is essential and shall be systematically checked: Whether it is so restrained or unrestrained (floating pallet), a significantly offset CG (for instance due to a strongly asymmetrical piece of cargo, or an overhang at one end of an otherwise symmetrical piece) in the horizontal plane increases the load bearing on the heaviest end so that the average load over the whole bearing area or the whole bearing length may not be used, and these limitations should be checked on the heaviest end of the piece or the pallet In any event, an even well designed and properly calculated shoring arrangement will be effective only insofar as it is appropriately and professionally performed: many performance details can jeopardize its actual effectiveness. Accordingly, any shoring arrangement shall, prior to aircraft release, be checked and approved by a suitably trained and approved loadmaster. 8.2.2.14 Shoring Complexity Levels Situations where some degree of shoring is required are very various, and correspond to very different degrees of complexity. In the simplest instances which are the majority, very simple methods can be used. On the contrary, some very heavy or concentrated loads require complex engineering calculations and precautions that exceed the know-how of most, even experienced, loadmasters alone. Accordingly, the following classification is recommended as a general guide for selecting appropriate procedures and techniques. 8.2.2.15 Elementary Shoring Elementary shoring includes all cases of shoring heavy cargo in bulk cargo compartments, and, within the limits stated hereafter, many cases of shoring on air cargo pallets. The necessity of cargo shoring in a bulk cargo compartment should be systematically evaluated for any piece of cargo weighing 150 kg or more, designated by the IATA handling code "HEA". In practice, the running load limitation in a bulk compartment essentially applies to the whole load of a compartment's net section, so that most shoring requirements address the area load limitation. Uncontrolled document if downloaded or printed  Page: 98 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 Example of elementary shoring in a bulk cargo compartment: Assuming a 240 kg load with a 0.4 m x 0.6 m bearing base, taking into account the outer perimeter defined by all contact points of the load, the area load is 1000 kg/m2, exceeding the typical 732 kg/m2 area load limit for a bulk compartment floor. Shoring is required. Two 0.7 m planks located to ensure an overall width of 0.5 m will reduce the area load to 686 kg/m2 and constitute a simple but satisfactory shoring. Unless a wooden pallet is used instead, the shoring planks require sufficient stiffness. Up to free spans of about 0.3 m, which are hardly ever exceeded, 20 to 25 mm thick planks will provide sufficient stiffness for all shoring cases encountered in bulk cargo compartments. Such elementary shoring may also be required on aluminum pallets: For concentrated loads likely to cause local bending of the aluminum sheet and result in difficulties to freely move over rollers, or to engage the aircraft's latches due to edge bending. A typical common case is automobiles, where some elementary shoring is required between the wheels and the pallet More seldom, for high density pieces of cargo (e.g., crated castings or similar mechanical parts) One of the commonest and most easily available elementary shoring techniques, either in a bulk compartment or on an aluminum plate pallet, is using a wooden pallet to enlarge the piece of cargo's footprint. Due to its height (usually 10 to 15 cm, hence stiffness, and its crushability useful to spread locally concentrated loads), it constitutes a very effective means of equally spreading the load within the limits resulting from its dimensions: for the area load purpose, a typical 1.0 m x 1.2 m industrial pallet offers an area of 1.2 m2, hence allows effective shoring of loads up to about 900 kg in a bulk cargo compartment or 1200 kg on a plate aluminum pallet, or twice as much if two wooden pallets are used for the same load. For enlarging the piece of cargo's bearing length in order to address the running load limitation, however, it remains limited by its largest dimension. The systematic use of one or several wooden pallets whenever possible is therefore recommended. They can be used, within weight limits set by the operator, by normally trained cargo warehouse staff. However, when this is insufficient to meet the limitations, a more complex shoring study and more qualified supervision personnel are required. 8.2.2.16 Shoring Underneath the Load Elementary shoring as per the example above (i.e., taking into account the outer perimeter of all contact points of the load onto the pallet to determine the effective bearing area) implies that the pallet, or shoring arrangement used under the load, is considered stiff enough to distribute the load between the contact points. This is an acceptable assumption for usual bulk cargo compartment loading using at least typical 20 to 25 mm thick planks for shoring, or on wooden pallets, or on an air cargo pallet up to common load ranges and unsupported lengths. However, when either the load is quite high or the Uncontrolled document if downloaded or printed  Page: 99 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 unsupported length between contact points is significant, this assumption may not be true anymore. Accordingly, in such a case a calculation is required to determine the minimum shoring requirements. A typical and common case is that of a heavy load sitting on only two parallel skids near its ends (if there are more than two skids, the problem remains the same as regards the unsupported length between skids). This results in severe load concentration under each skid, pallet deformation and aircraft systems and floor structure overloading. There are two ways in which an acceptable load distribution can be reestablished by: Adding additional intermediate support under the load's base between the existing skids, in order to reduce the unsupported length, and/or Keeping the two skids only, but setting them onto sufficiently stiff shoring materials/beams in the 90° direction to reduce the pallet deflection underneath the unsupported length Both methods are in fact equivalent from the stiffness computation standpoint and the choice will largely depend on the other characteristics of the load and the shoring materials available. Minimum shoring stiffness and/or maximum supports spacing requirements underneath the load can be determined or at least sufficiently well approximated by simple standard engineering computations. A commonly used method is calculating the estimated pallet deflection and reducing it to a value deemed acceptable. Such a simplified/approximate method (which does not require advance knowledge of the aircraft type or pallet position to be flown) is suitable only up to a certain amount of load. Uncontrolled document if downloaded or printed  Page: 100 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2.2.17 Free Span Shoring Free span shoring, extending out of the load's own footprint, may be necessary either laterally in relation with the aircraft centerline (area load limitation), or longitudinally (running load limitation), or both simultaneously Whenever a planned change of aircraft may result in changing the pallet orientation within the aircraft, longitudinal shoring shall be performed in both directions to ensure the running load limitation will be met on both successive positions. Free span shoring methods basically consist in locating the concentrated load on an arrangement of adequate stiffness materials providing a larger base in order to better distribute the total load over a larger area. The critical parameter in achieving this result is the total stiffness of the materials used. When the length of available shoring materials is less than the total length of the load plus free spans required at both ends, i.e., total shoring length, shorter elements may be used providing at least half their length is effectively engaged under the load, and a longitudinal overlap is maintained between elements under the load in order to avoid a potential shear point. 8.2.2.18 Shoring Geometry Calculation will only provide the required shoring stiffness. It is necessary to also determine the overall shoring arrangement geometry, and any additional components needed, in order to ensure shoring effectiveness and feedback the weight of the additional elements as required. In addition to providing the calculated minimum stiffness, the shoring arrangement's geometry should also ensure: As even as possible distribution of the loads onto the length of the shoring beams, and The transverse loads distribution between the beams and onto the pallet be such as to avoid excessive uneven loads on certain pallet areas and subsequent aircraft roller tracks overloading Planned location of beams on the pallets. If the overall bearing width of shoring is less than the load's, it shall be checked the maximum area load (for longitudinal shoring) or the maximum running load (for lateral shoring) limitations are still met. In addition, the selected beam locations should take into account the underlying aircraft structure Defining the interface between the load itself and the selected shoring beams, e.g., if the shoring beams occupy a width larger than the load's, a layer of cross members will be required between beams and cargo to distribute the loads to the outer beams, or the shape of the cargo may dictate additional intermediate material at certain locations, etc. Uncontrolled document if downloaded or printed  Page: 101 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 When shoring is wider than the load and cross members are required, the general engineering law should be used: even though, under very heavy loads, the shoring arrangement's components and even the aircraft floor cannot be considered totally rigid, the trend still exists of the major part of the load bearing onto the center supports, with the outer ones relatively underloaded. This can be obviated by using the technique illustrated below: Note: In such a case, the minimum required stiffness of the free span cross members vs the maximum transverse linear load can be calculated using the same general equations and calculation steps. Once the transverse load distribution is controlled, the same potential problem arises as to effective load distribution between the aircraft roller tracks transmitting the load to the main aircraft structure: hence the transverse location of the beams onto the pallet should be selected preferably between, rather than immediately over, the actual roller track locations, adjusting the spacing between shoring beams so that each roller track incurs approximately the same load, as illustrated below: Note: This indicates that the optimum spacing of the beams in the transverse direction is a direct function of roller tracks spacing in the aircraft, and equal spacing is not necessarily optimum. Accordingly, when selecting among the available materials the number and size of primary shoring beams required, not all solutions possible in terms of total EI provided are as good as each other: optimum results will usually be obtained by a number of primary beams equal to the number of roller tracks plus or minus one, appropriately located. Higher numbers, though heavier, can still be appropriately located, but smaller numbers (e.g., shoring with 2 beams only) may not be optimum, depending on the load. Where the shape of the load (e.g., heavy large size cylinder) makes it difficult to use more than two primary beams, additional transverse shoring may have to be considered below them. Uncontrolled document if downloaded or printed  Page: 102 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.2.2.19 Pyramid Shoring When the load is heavy and concentrated enough to require an impractical shoring arrangement, or the beams exhibit (or calculation indicates) positive deflections at the ends, pyramid shoring is a technique which allows enlarging the bearing length of the load, making it in fact equivalent to a longer one, in order to reduce primary shoring requirements. Pyramid shoring may be used when needed either in the lateral or the longitudinal direction The bearing dimension of the load is effectively enlarged up to the outer spacer blocks or cross members. Insofar as the upper tier's supporting points are located between the lower tier's, the load is effectively evenly distributed to the lower level. The required EI value for primary shoring may be calculated based on this larger load dimension. Pyramid shoring allows significant reduction of the primary shoring's EI value, and in many instances allows performing shoring arrangements which would be impossible or impractical otherwise. However, apart from the added difficulty and additional precautions required for stability, its main inconvenient is it increases the overall height of the palletized load, which may run into the pallet CG or contour height limit. Note: It should be noted, however, that the upper tier cross members do not require high stiffness, hence do not need to be of an important height: they only need to be strong enough to withstand the load without breaking under the limit load factors incurred during flight, but any flexibility will in fact help in evenly distributing the load to the lower tier, providing the upper tier's supporting points are located between the lower tier's, as is the principle. 8.2.2.20 Concentrated Loads One of the essential points to effectively protect aircraft structure against overloading is identifying, prior to palletization or loading, which cargo may present a risk of this nature and is subject to a shoring requirement. This may appear rather obvious when very heavy weights are involved, but weight criteria alone are misleading because certain pieces of cargo, though not extremely heavy in total, may include local load concentration at their base which does require appropriate shoring in order not to exceed the applicable floor loading maximum limits. Examples of loads that may exceed either maximum area load or maximum running load or both, hence require shoring, regardless of their total weight are: Any cylindrical loads resting on a generating line only, such as: large size tubes, shafts or metal rods, cylindrical tanks, cable reels or spools when carried vertically rather than flat (the preferable method, but not always possible because it may damage the cable, e.g. optic fiber), etc. Uncontrolled document if downloaded or printed  Page: 103 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 Machinery or equivalent presenting protrusions on its underside that require raising it in order to obtain a stable load and to avoid puncturing the pallet Certain crates or equivalent resting on "feet" or skids, when the unsupported span between these is large enough in relation to weight Trucks and heavy vehicles (e.g. public works or military equipment) resting on wheels or tracks Industrial or aircraft engines Cylindrical pieces of cargo resting on a generating line are known from experience to present a high risk of being improperly handled and overloading the aircraft floor's structure. They must generally be carried on either supporting cradles or stands, which both distribute the footprint load and prevent the piece from rolling or tilting on its side when submitted to transverse accelerations. Particular attention should be paid to the effectiveness of the piece's interface with cradles: The length, spacing and stiffness of cradles should be calculated as per the present document They should be high enough to ensure the piece cannot roll out under the aircraft's limit side load factor The cylindrical interface should be carefully checked at implementation 8.2.2.20.1 Concentrically Loaded Containers Intermodal containers nominally sized at 20 feet long, 8 feet wide and 8.5 feet tall must be concentrically loaded on a pallet and restrained to the aircraft in accordance with the Weight and Balance Manual. ISO 668-1CC containers must be concentrically loaded on a pallet and restrained to the aircraft in accordance with the Weight and Balance Manual. Note: Both payloads specified above may be concentrically loaded on a pallet and netted in accordance with the Weight and Balance Manual and then loaded in the center of the airplane and restrained to the airplane by the center loaded cargo restraint system or restrained directly to the airplane, both as defined in the Weight and Balance Manual. 8.2.2.21 Passenger handling procedures Within the context of this Manual, any referral to “passengers” is to be understood as “supernumeraries” as defined in paragraph 0.1.13. All supernumeraries traveling on AEROTRANSCARGO airplanes shall be correctly documented in the airplane’s “Passenger Manifest” and positioning crew members shall be listed on the General Declaration prior to departure. Uncontrolled document if downloaded or printed  Page: 104 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 All supernumeraries shall embark and disembark under the supervision of qualified personnel from AEROTRANSCARGO or a handling agency contracted by AEROTRANSCARGO. Prior to embarkation and upon disembarkation, all supernumeraries shall comply with the local customs and immigration formalities. 8.2.2.22 Carriage of persons other than crew Restrictions on the carrying of persons (supernumeraries) other than the operating crew is stipulated in the AFM, Section 1, Limitations. The Operations Control Center issues the AEROTRANSCARGO Travel Policy with instructions on priorities for persons permitted on board according to the AFM. All supernumeraries traveling on AEROTRANSCARGO airplanes must be physically able to enter and exit the cabin and to use the available safety equipment unassisted. Note: Refer to OM-B, FCOM Vol. 1 Limitations for the maximum number of persons who are allowed on board. It is the Commander’s responsibility to ensure that this number is not exceeded. 8.2.2.23 Smoking on Board Smoking is not permitted anywhere on AEROTRANSCARGO aircraft. The Commander shall ensure that all persons on board are informed accordingly. See also paragraph 8.3.11.3. 8.2.2.24 Carriage of Inadmissible Persons, Deportees or Persons in Custody As AEROTRANSCARGO cargo airplanes do not carry passengers and consequently no cabin staff, the carriage of inadmissible persons, deportees or persons in custody, is not authorized on AEROTRANSCARGO airplanes. However, if any person disembarking from a AEROTRANSCARGO flight is refused entry into the country, the Commander must admit that person back on board the airplane to be returned to the person’s place of embarkation. 8.2.2.25 Stowage of Hand Baggage The Commander shall ensure that only such hand baggage is taken into the cabin as can be adequately and securely stowed. All other baggage and items which might cause injury or damage, or obstruct aisles and exits if displaced shall be stowed and secured in the cargo area. 8.2.2.26 Access to Cargo Area During flight, no person shall be allowed to enter, or remain in, the airplane’s cargo area without permission from the Commander or his deputy when the commander is resting. Uncontrolled document if downloaded or printed  Page: 105 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 1 Date: 10 Jan 2020 8.2.3 REFUSAL OF EMBARKATION The Commander has the authority to refuse boarding of any person whose presence during flight could represent a hazard to the safety of the airplane or its occupants. Such persons would include those suspected of being under the influence of alcohol or drugs or suffering from a mental or physical illness to the extent of being considered a risk to the safety of the flight, the crew or other persons on board. If difficulty is encountered in dealing with such persons, the assistance of the airport security or local police should be requested. 8.2.4 DE-ICING AND ANTI-ICING ON THE GROUND [CAT.OP.MPA.250, GM 1-3 CAT.OP.MPA.250, CAT.OP.MPA.255 AMC1 CAT.OP.MPA.255] 8.2.4.1 Certification for Flight in Icing Conditions All AEROTRANSCARGO aircraft are certified for flight in icing conditions. Statements to this effect are to be found in the Aircraft Flight Manual and the Operations Manual Part B for the relevant aircraft type. If icing intensity exceeds certification limits, the commander shall leave the area by a change of altitude and/or routing. If a required Air Traffic Control clearance to leave the icing conditions is not immediately granted, an emergency shall be declared. 8.2.4.2 The Effect of Ice on the Aircraft and its Mitigation Any deposit of frost, ice, snow or slush on the external surfaces of an aircraft may drastically affect its flying qualities because of reduced aerodynamic lift, increased drag, and modified stability and control characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardous condition. Engine, APU and systems performance may deteriorate due to the presence of frozen contaminants to blades, intakes and components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient temperatures well above 0° C. Take-off shall not be attempted if frost, snow, ice, or other contaminants are adhering to the lifting surfaces or flight controls of the aircraft. A light coating of frost is permissible on the top of the fuselage, and up to 3 mm (1/8 inch) thickness of frost is permitted on the under surface of the wing when it is due to fuel cold soaking. All fuselage vents, leading edge devices, control surfaces and the upper surfaces of the wings and horizontal stabilizers shall be completely clear of all contaminants. Note: Other limits on the thickness / area of contamination published in the AFM or Operations Manual Part B should be observed. Take-off is permitted in light freezing rain but is not permitted in moderate or heavy freezing rain, in heavy falls of wet snow (temperatures around 0°C), in conditions of ice pellets or if snow, ice or frost have accumulated on the aircraft’s critical surfaces during taxi. The procedures established by AEROTRANSCARGO for de-icing and/or anti-icing are intended to ensure that the aircraft is clear of contamination so that degradation of aerodynamic characteristics or mechanical interference will not occur and, following anti- icing, to maintain the airframe in that condition during the appropriate holdover time. Uncontrolled document if downloaded or printed  Page: 106 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 13 Operating Procedures Date: 01 Sep 2021 The de-icing and/or anti-icing procedures include requirements, including type-specific requirements that take into account manufacturer’s recommendations, cover: a) Contamination checks, including detection of clear ice and under-wing frost; b) De-icing and/or anti-icing procedures including procedures to be followed if de-icing and/or anti- icing procedures are interrupted or unsuccessful; c) Post treatment checks; d) Pre take-off checks; e) Pre take-off contamination checks; f) The recording of any incidents relating to de-icing and/or anti-icing; and g) The responsibilities of all personnel involved in de-icing and/or anti-icing Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective in providing sufficient protection for continued operations. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No Holdover Time Guidelines exist for these conditions. 8.2.4.3 Definitions and Terminology Anti-Icing: The procedure that provides protection against the formation of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period of time (holdover time). Anti-Icing Fluid: Anti-icing fluid includes, but is not limited to, the following: i. Type I fluid if heated to min 60° C at the nozzle; ii. Mixture of water and Type I fluid if heated to min 60°C at the nozzle; iii. Type II fluid; iv. Mixture of water and Type II fluid; v. Type III fluid; vi. Mixture of water and Type III fluid; vii. Type IV fluid; viii. Mixture of water and Type IV fluid. Note: On uncontaminated aircraft surfaces, Type II, III and IV anti-icing fluids are normally applied unheated. The latest version of de-icing tables issued by Transport Canada Holdover Time (HOT) Guidelines shall be consulted regarding the applicable hold-over times Clear Ice: A coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed objects, the temperature of which are at, below or slightly above the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops. Conditions Conducive to Aircraft Icing on the Ground: Freezing fog, freezing precipitation, frost, rain or high humidity (on cold soaked wings), mixed rain and snow and snow. Contamination: Contamination in this context is understood as all forms of frozen or semi-frozen moisture such as frost, snow, slush, or ice. Critical Surface Inspection (CSI): An inspection of an aircraft’s critical surfaces for contamination to establish the need for de-icing and, following de-icing / anti-icing to establish that critical surfaces remain uncontaminated. De-Icing: The procedure by which frost, ice, snow or slush is removed from an aircraft in order to provide uncontaminated surfaces. Uncontrolled document if downloaded or printed  Page: 107 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 1 Date: 10 Jan 2020 De-icing Fluid: Such fluid includes, but is not limited to, the following: i. Heated water; ii. Type I fluid; iii. Premix-Type I fluid; iv. Mixture of water and Type I fluid; v. Type II fluid; vi. Mixture of water and Type II fluid; vii. Type III fluid; viii. Mixture of water and Type III fluid; ix. Type IV fluid; x. Mixture of water and Type IV fluid Note: De-icing fluid is normally applied heated to ensure maximum efficiency. a) De-Icing / Anti-Icing: This is the combination of de-icing and anti-icing performed in either one or two steps. b) Ground Ice Detection System (GIDS): System used during aircraft ground operations to inform the ground crew and/or the flight crew about the presence of frost, ice, snow or slush on the aircraft surfaces. c) Holdover Time (HOT): The estimated period of time for which an anti-icing fluid is expected to prevent the formation of frost or ice and the accumulation of snow on the treated surfaces of an aircraft on the ground in the prevailing ambient conditions. With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment. With a two-step de- icing/anti-icing the holdover time begins at the start of the second step (anti-icing). d) Lowest Operational Use Temperature (LOUT): The lowest temperature at which a fluid has been tested and certified as acceptable in accordance with the appropriate aerodynamic acceptance test whilst still maintaining a freezing point buffer of not less than: i. 10° C for a type I de-icing/anti-icing fluid; ii. 7° C for type II, III or IV de-/anti-icing fluids Note: Type II, III, IV fluids may not be used below -25°C (-13°F) in active frost conditions. e) Post Treatment Check: An external check of the aircraft after de-icing and/or anti-icing treatment accomplished from suitably elevated observation points (e.g. from the de-icing equipment itself or other elevated equipment) to ensure that the aircraft is free from any frost, ice, snow, or slush. Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post De- icing/Anti-Icing Check, it may either be performed as a separate check or incorporated into the operation as defined below. The de-icing provider shall specify the actual method adopted, where necessary by customer in his winter procedures: i. As the de-icing / anti-icing operation progresses the De-icing Operator will closely monitor the surface ii. receiving treatment in order to ensure that all forms of frost, ice, slush or snow (except as may be allowed in the AFMand/or AMM) are removed. Uncontrolled document if downloaded or printed  Page: 108 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 iii. Once the operation has been completed, the De-icing Operator will closely monitor the surface where iv. treatment commenced, in order to ensure it has remained free of contamination (this procedure is not required under ‘frost only’ conditions). v. Where the request for de-icing / anti-icing did not specify all of the following surfaces, i.e. Wing, horizontal stabilizer, vertical stabilizer, fuselage, The surfaces omitted from the request shall also receive a close visual check at this time, in order to confirm that they have also remained free of contamination. Any evidence of contamination that is outside the defined limits shall be reported to the Commander immediately. a) Pre-Take-off Assessment: An assessment normally performed from within the flight deck to validate the applied holdover time. The Pre-Take-off Assessment includes, but is not limited to, factors such as precipitation, wind and OAT. b) Pre-Take-off Contamination Inspection (PCI): An inspection, which must be performed, in certain circumstances, to verify that the aircraft’s critical surfaces are free of contamination. Special methods and/or equipment may be necessary to perform this check, especially at night time or in extreme weather conditions. If this check cannot be performed just prior to take-off re- treatment should be applied. 8.2.4.4 Conditions Conductive to the Formation of Ice or Frost 8.2.4.4.1 Weather Related Conditions Ground icing conditions can be expected when temperatures approach the freezing point and when moisture is present in the form of condensation (fog) or precipitation (rain or snow). Super cooled water droplets (droplets whose surface tension permits them to remain liquid when their temperature is below freezing) can freeze instantly causing frost or clear ice when contact with another surface breaks the surface tension. These droplets may be small (freezing fog), or larger (freezing rain). However, there are times when the formation of ice or frost poses a threat without these indicators to draw attention to this potential hazard. 8.2.4.4.2 Non Weather Related Conditions Cold Soak Ice or frost can form as a result of sub-freezing fuel coming in contact with the wing. This may be caused by: a) Super cooling of wing fuel during a long flight; or b) Adding fuel from fuel bowsers that are below freezing. When precipitation falls onto a cold soaked wing; clear ice will form on the upper surface on the wing. Due to its nature, clear ice is extremely difficult to detect visually therefore touch is the only effective method of determining if clear ice is present. This situation can develop at temperatures well above freezing and depending on the precipitation type can underlay a layer of snow. In cold soak conditions, heavy freezing has been reported during drizzle or rain with outside air temperatures as high as +15°C. Uncontrolled document if downloaded or printed  Page: 109 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 1 Date: 10 Jan 2020 Hazards are increased weight, reduced lift and increased drag associated with clear ice accumulation can be compounded by other characteristics. Clear ice can break loose when a wing flexes during take- off causing uneven lift and serious control problems. Refreezing When dry, cold snow encounters wing surfaces warmed by fuel pumped from underground storage, the snow may melt and re- freeze. Frost The formation of frost on the underside of the wing is relatively common in normal operations. Test data indicates that a limited thickness of frost on the wing lower surface will have no significant effect on lift, but it will increase drag thereby decreasing climb gradient capability. Note: The AFM limitation for frost on the underside of the wing on all AEROTRANSCARGO aircraft is 3 mm. Jet Blast When taxiways are contaminated, jet blast can cause contamination to be deposited on aircraft critical surfaces. Jet blast can also degrade the effectiveness of an anti-icing treatment that had been applied to the aircraft. Effect of Ice on the Wing The normal variation of lift with angle of attack can be significantly altered by the accumulation of ice on the wing. Ice, frost or snow formation on the wing leading edges and upper surface can reduce lift by 30%, and increase drag by 40%. Changes in lift and drag significantly increase stall speed. The effect of contamination in reducing the maximum lift capability of the wing causes stall to occur at a lower angle of attack. These effects can be large; consequently, a pilot could encounter buffet, pitch and roll pre-stall flight characteristics during a normal take-off. With contamination on the wing, an aircraft will behave as if it is mis-trimmed in the aircraft nose-up direction. This will result in the aircraft pitching up more rapidly than normal during take-off rotation and will require an abnormal push force to maintain the desired airspeed during climb. Ice contamination also affects the lateral or roll characteristics of an aircraft. As the angle of attack increases into the “stall onset” range, unstable airflow over the wing and ailerons results in a corresponding degradation in lateral stability requiring larger and larger control deflections to keep the aircraft from rolling off. Uneven lift resulting from one wing carrying more contamination than the other can create an additional roll tendency. Many contemporary stall warning systems are actuated at a pre-scheduled angle of attack. If wing ice contamination causes stall to occur before reaching this pre-scheduled angle, the pilots will receive no warning of impending stall. Also the reduced stall angle of attack is compounded by the tendency of an ice-contaminated aircraft to pitch up during take-off rotation such that there is an increased risk of exceeding the stall angle shortly after lift-off. The increase in associated drag can be such that the difference between the thrust available and aircraft drag can affect climb capability and may result in the inability to climb. CAUTION: It is difficult to determine the additional weight attributed to contamination but it is reasonable to assume that the increase in weight is significant. Uncontrolled document if downloaded or printed  Page: 110 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 8.2.4.4.3 Effect Of Ice On The Engine Inlets And Fan Blades It is common for a warm engine to melt snow that has blown into an engine intake, so it is important to ensure that ice or snow has not accumulated in this area. This may subsequently freeze and, if not removed prior to engine start, can be ingested and severely damage the rotor. During take-off it may reduce available power and/or cause engine vibration. On aircraft equipped with engine EPR indications, there is a possibility that the indications could be rendered unreliable by contamination. The pressure ratio is sensed between the forward probe (in the engine intake area) and sensors just aft of the turbine section. If the forward probe becomes partially or completely plugged, engine power settings will be considerably less than the indicated EPR. Under freezing fog conditions, it is necessary for the rear side of the fan blades to be checked for ice build-up prior to engine start. Any deposits discovered should be removed. 8.2.4.5 Procedures to be Adopted in Ground Icing Conditions 8.2.4.5.1 External Inspections Of Critical Surfaces General When conditions warrant, a visual inspection of the aircraft Critical Surfaces must be conducted. Close attention should be given to those times when the need to de-ice/anti-ice is possible but less likely. The inspection should be conducted from a vantage point that provides a clear view of the area to be checked. Areas to be given particular attention are: a) Wing surfaces and leading edges; b) Horizontal and vertical stabilizers; c) Control surface cavities; d) Fuselage; e) Air data probes, static vents and angle of attack sensors; f) Engine intakes; g) Air conditioning intakes; and h) Landing gear and wheel wells. Generally, the inspection prior to de-icing will be carried out by ground crew although situations may exist where pilots are required to conduct this type of check. It is imperative that this check is done thoroughly. If there is a suspicion that clear ice exists, touch is the only acceptable method of detection. Underlying snow or slush can be a layer of clear ice. Ice that has built up on aircraft surfaces during a descent or taxi-in will, if temperatures are low enough, remain on the aircraft. This ice can be hidden from view; e.g. formed on the flaps prior to retraction. These deposits must be removed before any subsequent flight. The rate of ice formation is considerably increased by the presence of an initial depth of ice. Ground crew must be advised when flight in icing conditions has been encountered. Critical Surface Contamination Check Procedures Several checks may be required to ensure that the aircraft Critical Surfaces meets the requirement for a “clean wing”. Uncontrolled document if downloaded or printed  Page: 111 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 1 Date: 10 Jan 2020 Critical Surface Inspection (CSI) This is a pre-flight external inspection of the Critical Surfaces carried out by a flight crewmember or qualified de-icing person to determine if they are free of contamination. Underground icing conditions, this inspection is mandatory and depending on the type and severity of the icing conditions may require a tactile inspection. This inspection must take place immediately after the final application of de-icing/anti-icing fluid and the results reported to the Commander. Pre Take-Off Contamination Inspection (PCI) The PCI is optional any time prior to take-off; however, it becomes mandatory when the minimum holdover time has elapsed and a take-off is contemplated. Also, it is required under all conditions of heavy snow and takeoff must be initiated within 5 minutes of the inspection, or the inspection must be repeated, or the aircraft returned for further de-icing. The inspection must be carried out from a vantage point and under lighting conditions that permit an accurate assessment of the existence or non-existence of contamination on the wings and leading edges. The inspection can be conducted from inside the aircraft through an over wing window or f