ISAGO Standards Manual PDF

ISAGO Standards Manual
Effective July 2015
4th Edition
NOTICE
DISCLAIMER. The information contained in this
publication is subject to constant review in the light
of changing government requirements and regula-
tions. No subscriber or other reader should act on
the basis of any such information without referring
to applicable laws and regulations and/or without
taking appropriate professional advice. Although ev-
ery effort has been made to ensure accuracy, the
International Air Transport Association shall not be
held responsible for any loss or damage caused
by errors, omissions, misprints or misinterpretation
of the contents hereof. Furthermore, the Interna-
tional Air Transport Association expressly disclaims
any and all liability to any person or entity, whether
a purchaser of this publication or not, in respect of
anything done or omitted, and the consequences of
anything done or omitted, by any such person or en-
tity in reliance on the contents of this publication.
© International Air Transport Association. All

Rights Reserved. No part of this publication may
be reproduced, recast, reformatted or trans-
mitted in any form by any means, electronic or
mechanical, including photocopying, record-
ing or any information storage and retrieval sys-
tem, without the prior written permission from:
Senior Vice President

Safety and Flight Operations
International Air Transport Association
800 Place Victoria
P.O. Box 113
Montreal, Quebec
CANADA H4Z 1M1

ISBN 978-92-9252-707-5
© 2015 International Air Transport Association. All rights reserved.
Montreal—Geneva
Change/Revision History
The fourth Edition of the ISAGO Standards Manual has been developed by IATA, with support and guidance
from the industry, including ISAGO Pool members, Oversight Council (GOC) members, IGOM/Ground
Operations Task Force and Ground Service Providers.
Step Name Date
Changes prepared by: Ground Operations–IGOM April 2015

Task Force, ISAGO Pool
members
ISAGO Program Office Monika Mejstrikova, April 2015

(IPO) Reviewed: Head, Ground Operations
Audits
Approved by: Catalin Cotrut April 2015

Director, Audit Program
based on ISAGO Standards
Board (GOSB)
recommendations.
GOSM Ed 4, July 2015 i

INTENTIONALLY LEFT BLANK
ii GOSM Ed 4, July 2015

Table of Contents
ISAGO Standards Manual ........................................................................................................................... i
Change/Revision History..................................................................................................................... i
List of Effective Pages ....................................................................................................................... xi
Record of Revisions......................................................................................................................... xiii
Revisions Highlights ......................................................................................................................... xv
Foreword......................................................................................................................................... xvii
Applicability...................................................................................................................................... xix
Introduction ................................................................................................................................................. xxi

1. Purpose ........................................................................................................................................... xxi
2. Structure .......................................................................................................................................... xxi
3. ISAGO Standards and Recommended Practices (GOSARPs)........................................................xxi
4. Guidance Material (GM)................................................................................................................. xxiii
5. Operational Audit ........................................................................................................................... xxiv
6. Safety Management Systems (SMS) .............................................................................................xxiv
7. ISAGO Documentation System ..................................................................................................... xxiv
8. English Language ........................................................................................................................... xxv
9. Manual Revisions ........................................................................................................................... xxv
10. Conflicting Information ................................................................................................................... xxvi
11. Definitions ...................................................................................................................................... xxvi
12. ISAGO Documents and Forms ...................................................................................................... xxvi
13. Authority......................................................................................................................................... xxvi
ISAGO Standards and Recommended Practices .......................................................................xxvii
Section 1 — Organization and Management (ORM-H) ..................................................................1

1. Management and Control................................................................................................................... 1
1.1 Organization and Accountability......................................................................................................... 1
1.2 Management Commitment................................................................................................................. 4
1.3 (Intentionally Open)............................................................................................................................ 4
1.4 Communication .................................................................................................................................. 5
1.5 Management Review ......................................................................................................................... 5
1.6 Provision of Resources ...................................................................................................................... 7
2. Documentation and Records.............................................................................................................. 8
2.1 Documentation System ...................................................................................................................... 8
GOSM Ed 4, July 2015 TOC iii

2.2 Operational Manuals ........................................................................................................................ 10

2.3 Records System............................................................................................................................... 12
3. Safety and Quality Management ...................................................................................................... 12
3.1 Safety Management System ............................................................................................................ 12
3.2 Safety Risk Management ................................................................................................................. 20
3.3 (Intentionally Open).......................................................................................................................... 26
3.4 Quality Assurance Program ............................................................................................................. 26
3.6 Outsourcing Quality Control Program .............................................................................................. 29
4. Emergency Response...................................................................................................................... 30
5. Training and Qualification ................................................................................................................ 32
5.1 Load Control Training Program ........................................................................................................ 32
5.2 Passenger Handling Training Program ............................................................................................33
5.3 Baggage Handling Training Program ............................................................................................... 34
5.4 Aircraft Handling and Loading Training Program .............................................................................35
5.5 Aircraft Ground Movement Training Program ..................................................................................36
5.6 Cargo and Mail Handling Training Program .....................................................................................37
5.7 Security Training Program ............................................................................................................... 38
5.8 Dangerous Goods Training Program ............................................................................................... 39
5.9 Training Program (General) ............................................................................................................. 40
6. Security Management ...................................................................................................................... 40
6.1 Security Program ............................................................................................................................. 40
7. Ground Support Equipment (GSE) Management.............................................................................41
7.1 GSE Maintenance ............................................................................................................................ 41
8. Unit Load Device (ULD) Management .............................................................................................41
8.1 ULD Airworthiness and Serviceability .............................................................................................. 41
8.2 ULD Loading .................................................................................................................................... 42
8.3 ULD Handling and Storage .............................................................................................................. 43
8.4 Facilities and Equipment .................................................................................................................. 43
Table 1.1–Documentation System Specifications .........................................................................................44
Table 1.2–Airside Safety Training Specifications .......................................................................................... 45
Table 1.3–Airside Driver Training Specifications...........................................................................................47
Table 1.4–Load Control Functional Training Specifications ..........................................................................48
Table 1.5–Load Control Dangerous Goods Training Specifications..............................................................49
Table 1.6–Passenger Handling Functional Training Specifications ..............................................................49
Table 1.7–Passenger Handling Dangerous Goods Training Specifications..................................................50
Table 1.8–Baggage Handling Functional Training Specifications .................................................................50
TOC iv GOSM Ed 4, July 2015

Table of Contents
Table 1.9–Baggage Handling Dangerous Goods Training Specifications.....................................................51

Table 1.10–Aircraft Handling and Loading Functional Training Specifications..............................................51
Table 1.11–Aircraft Handling and Loading Dangerous Goods Training Specifications .................................52
Table 1.12–Passenger Boarding Bridge Training Specifications ..................................................................52
Table 1.13–Aircraft Loading Supervisor Training Specifications ...................................................................52
Table 1.14–Aircraft Ground Movement Functional Training Specifications...................................................54
Table 1.15–Cargo and Mail Handling Dangerous Goods Training Specifications.........................................55
Section 1 — Organization and Management (ORM-HS) .............................................................57

1. Management and Control................................................................................................................. 57
1.1 Organization and Accountability....................................................................................................... 57
1.2 Management Commitment............................................................................................................... 60
1.4 Communication ................................................................................................................................ 61
1.5 Management Review ....................................................................................................................... 61
1.6 Provision of Resources .................................................................................................................... 63
2. Documentation and Records............................................................................................................ 64
2.1 Documentation System .................................................................................................................... 64
2.2 Operational Manuals ........................................................................................................................ 66
2.3 Records System............................................................................................................................... 68
3. Safety and Quality Management ...................................................................................................... 68
3.1 Safety Management System ............................................................................................................ 68
3.2 Safety Risk Management ................................................................................................................. 76
3.4 Quality Assurance Program ............................................................................................................. 82
3.6 Outsourcing Quality Control Program .............................................................................................. 85
4. Emergency Response...................................................................................................................... 86
5. Training and Qualification ................................................................................................................ 87
5.1 Load Control Training Program ........................................................................................................ 87
5.2 Passenger Handling Training Program ............................................................................................88
5.3 Baggage Handling Training Program ............................................................................................... 90
5.4 Aircraft Handling and Loading Training Program .............................................................................91
5.5 Aircraft Ground Movement Training Program ..................................................................................92
5.6 Cargo and Mail Handling Training Program .....................................................................................93
5.7 Security Training Program ............................................................................................................... 94
5.8 Dangerous Goods Training Program ............................................................................................... 95
5.9 Training Program (General) ............................................................................................................. 95
GOSM Ed 4, July 2015 TOC v

6. Security Management ...................................................................................................................... 96

6.1 Security Program ............................................................................................................................. 96
7. Ground Support Equipment (GSE) Management.............................................................................96
7.1 GSE Maintenance ............................................................................................................................ 96
8. Unit Load Device (ULD) Management .............................................................................................97
8.1 ULD Airworthiness and Serviceability .............................................................................................. 97
8.2 ULD Loading .................................................................................................................................... 98
8.3 ULD Handling and Storage .............................................................................................................. 98
8.4 Facilities and Equipment .................................................................................................................. 99
9. Station Airside Supervision and Safety ............................................................................................99
9.1 Supervision ...................................................................................................................................... 99
9.2 (Intentionally Open)........................................................................................................................ 100
9.3 Airside Fire Safety.......................................................................................................................... 100
9.4 Airside Cleanliness......................................................................................................................... 100
9.5 Airside Severe Weather Plan ......................................................................................................... 101
9.6 Passenger Safety........................................................................................................................... 101
9.7 Personnel Safety............................................................................................................................ 102
Table 1.1–Documentation System Specifications ....................................................................................... 102
Table 1.2–Airside Safety Training Specifications ........................................................................................ 104
Table 1.3–Airside Driver Training Specifications ........................................................................................106
Table 1.4–Load Control Functional Training Specifications .......................................................................107
Table 1.5–Load Control Dangerous Goods Training Specifications ...........................................................108
Table 1.6–Passenger Handling Functional Training Specifications ...........................................................108
Table 1.7–Passenger Handling Dangerous Goods Training Specifications ...............................................109
Table 1.8–Baggage Handling Functional Training Specifications ..............................................................109
Table 1.9–Baggage Handling Dangerous Goods Training Specifications...................................................109
Table 1.10–Aircraft Handling and Loading Functional Training Specifications ...........................................110
Table 1.11–Aircraft Handling and Loading Dangerous Goods Training Specifications ..............................110
Table 1.12–Passenger Boarding Bridge Training Specifications ...............................................................111
Table 1.13–Aircraft Loading Supervisor Training Specifications ................................................................111
Table 1.14–Aircraft Ground Movement Functional Training Specifications ................................................113
Table 1.15–Cargo and Mail Handling Dangerous Goods Training Specifications ......................................114
Section 1 — Organization and Management (ORM-S) ..............................................................115

1. Management and Control............................................................................................................... 115
1.1 Organization and Accountability..................................................................................................... 115
1.2 Management Commitment............................................................................................................. 116
TOC vi GOSM Ed 4, July 2015

Table of Contents
1.4 Communication .............................................................................................................................. 117

1.5 Management Review ..................................................................................................................... 118
1.6 Provision of Resources .................................................................................................................. 119
1.7 Risk Management .......................................................................................................................... 120
2. Documentation and Records.......................................................................................................... 121
2.1 Documentation System .................................................................................................................. 121
2.2 Operational Manuals ...................................................................................................................... 123
2.3 Records System............................................................................................................................. 125
3. Safety and Quality Management .................................................................................................... 126
3.3 Safety Program .............................................................................................................................. 126
3.4 Quality Control Program................................................................................................................. 127
3.6 Outsourcing Quality Control Program ............................................................................................128
4. (Intentionally Open)........................................................................................................................ 130
5. Training and Qualification .............................................................................................................. 130
5.1 Load Control Training Program ...................................................................................................... 130
5.2 Passenger Handling Training Program .......................................................................................... 131
5.3 Baggage Handling Training Program .............................................................................................132
5.4 Aircraft Handling and Loading Training Program ...........................................................................133
5.5 Aircraft Ground Movement Training Program ................................................................................135
5.6 Cargo and Mail Handling Training Program ...................................................................................136
5.7 Security Training Program ............................................................................................................. 136
5.8 Dangerous Goods Training Program .............................................................................................137
5.9 Training Program (General) ........................................................................................................... 138
6. Security Management .................................................................................................................... 139
6.1 Security Program ........................................................................................................................... 139
7. Ground Support Equipment (GSE) Management...........................................................................139
7.1 GSE Maintenance .......................................................................................................................... 139
8. Unit Load Device (ULD) Management ........................................................................................... 140
8.1 ULD Airworthiness and Serviceability ............................................................................................ 140
8.2 ULD Loading .................................................................................................................................. 140
8.3 ULD Handling and Storage ............................................................................................................ 141
8.4 Facilities and Equipment ................................................................................................................ 142
9. Station Airside Supervision and Safety .......................................................................................... 142
9.1 Supervision .................................................................................................................................... 142
GOSM Ed 4, July 2015 TOC vii


9.3 Airside Fire Safety.......................................................................................................................... 142
9.4 Airside Cleanliness......................................................................................................................... 143
9.5 Airside Severe Weather Plan ......................................................................................................... 143
9.6 Passenger Safety........................................................................................................................... 144
9.7 Personnel Safety............................................................................................................................ 144
Table 1.1–Documentation System Specifications ....................................................................................... 145
Table 1.2–Airside Safety Training Specifications ........................................................................................ 146
Table 1.3–Airside Driver Training Specifications.........................................................................................149
Table 1.4–Load Control Functional Training Specifications ........................................................................150
Table 1.5–Load Control Dangerous Goods Training Specifications............................................................151
Table 1.6–Passenger Handling Functional Training Specifications ............................................................151
Table 1.7–Passenger Handling Dangerous Goods Training Specifications................................................152
Table 1.8–Baggage Handling Functional Training Specifications ...............................................................152
Table 1.9–Baggage Handling Dangerous Goods Training Specifications...................................................152
Table 1.10–Aircraft Handling and Loading Functional Training Specifications............................................153
Table 1.11–Aircraft Handling and Loading Dangerous Goods Training Specifications ...............................153
Table 1.12–Passenger Boarding Bridge Training Specifications ................................................................154
Table 1.13–Aircraft Loading Supervisor Training Specifications .................................................................154
Table 1.14–Aircraft Ground Movement Functional Training Specifications.................................................156
Table 1.15–Cargo and Mail Handling Dangerous Goods Training Specifications.......................................157
Section 2 — Load Control (LOD) ......................................................................................................... 159

1. Load Control Process..................................................................................................................... 161
1.1 General .......................................................................................................................................... 161
1.2 Load Planning ................................................................................................................................ 163
1.3 Weight and Balance Calculation .................................................................................................... 164
1.4 Loading Instruction/Report ............................................................................................................. 166
1.5 Notification to the Captain (NOTOC).............................................................................................. 167
1.6 Loadsheet ...................................................................................................................................... 168
1.7 Departure Control System (DCS)................................................................................................... 169
1.8 Reports and Messages .................................................................................................................. 169
Section 3 — Passenger and Baggage Handling (PAB) ..............................................................171

1. Passenger and Baggage Handling Operations ..............................................................................172
1.1 General .......................................................................................................................................... 172
1.2 Check-in Procedures...................................................................................................................... 173
1.3 Dangerous Goods .......................................................................................................................... 176
1.4 Security .......................................................................................................................................... 177
1.5 Carriage of Weapons ..................................................................................................................... 179
1.6 Special Category Passengers........................................................................................................ 180
TOC viii GOSM Ed 4, July 2015

Table of Contents
1.7 Hold Baggage Handling and Unit Load Devices (ULDs)*...............................................................181

1.8 Aircraft Access*.............................................................................................................................. 181
1.9 Passenger Boarding Bridge and Stairs*.........................................................................................182
Section 4 — (Intentionally Open) ........................................................................................................ 183
Section 5 — Aircraft Handling and Loading (HDL) ......................................................................185

1. Aircraft Handling and Servicing Operations ...................................................................................187
1.2 Aircraft Access*.............................................................................................................................. 187
1.3 Ground Support Equipment (GSE)* ............................................................................................... 192
1.4 Passenger Boarding Bridge and Stairs*.........................................................................................196
1.5 Aircraft Servicing*........................................................................................................................... 199
1.6 Unit Load Devices (ULDs)* ............................................................................................................ 201
2. Aircraft Loading Operations* .......................................................................................................... 201
2.1 Loading Management .................................................................................................................... 201
2.2 Load Positioning............................................................................................................................. 204
2.3 Dangerous Goods .......................................................................................................................... 204
2.4 Loading Equipment ........................................................................................................................ 205
2.5 In-plane Loading ............................................................................................................................ 206
3.1 Security*......................................................................................................................................... 207
Section 6 — Aircraft Ground Movement (AGM) ............................................................................209

1. Aircraft Arrival and Parking Taxi-in* ............................................................................................... 212
2. Aircraft Marshalling ........................................................................................................................ 214
2.1 General .......................................................................................................................................... 214
3. Aircraft Pushback and Towing........................................................................................................ 215
3.1 General*......................................................................................................................................... 215
3.2 Conventional Tractor and Towbar*................................................................................................. 221
3.3 Towbarless Tractor* ....................................................................................................................... 222
3.4 Main Gear Tractor (Power Push Unit)*........................................................................................... 223
3.5 Specific Requirements for Towing Operation* ...............................................................................224
4.1 Taxi-out Departure*........................................................................................................................ 225
4.2 Aircraft Powerback Operations* ..................................................................................................... 226
Section 7 — Cargo and Mail Handling (CGM) ................................................................................229

1. Cargo/Mail Acceptance and Handling ............................................................................................ 231
1.1 General .......................................................................................................................................... 231
1.2 Special Cargo Dangerous Goods................................................................................................... 233
1.3 Other Special Cargo....................................................................................................................... 235
2. Cargo Security ............................................................................................................................... 237
2.1 Facilities ......................................................................................................................................... 237
2.2 Operations ..................................................................................................................................... 238
GOSM Ed 4, July 2015 TOC ix

TOC x GOSM Ed 4, July 2015

List of Effective Pages
Page Number Date
Title Page N/A N/A
Disclaimer N/A N/A
Change/Revision History N/A July 2015
Table of Contents TOC iii–TOC x July 2015
List of Effective Pages LEP xi–LEP xii July 2015
Record of Revisions ROR xiii–ROR xiv July 2015
Description of Changes DOC xv–DOC xvi July 2015
Foreword FWD xvii–FWD xviii July 2015
Applicability APP xix–APP xx July 2015
Introduction INTRO xxi–INTRO xxvi July 2015
ISAGO Standards and Recommended Practices

Section 1
Organization and Management (ORM-H) ORM-H 1–ORM-H 56 July 2015
Section 1
Organization and Management (ORM-HS) ORM-HS 57–ORM-HS 114 July 2015
Section 1
Organization and Management (ORM-S) ORM-S 115–ORM-S 158 July 2015
Section 2
Load Control (LOD) LOD 159–LOD 170 July 2015
Section 3
Passenger and Baggage Handling (PAB) PAB 171–PAB 182 July 2015
Section 4
(Intentionally Open)
Section 5
Aircraft Handling and Loading (HDL) HDL 185–HDL 208 July 2015
Section 6
Aircraft Ground Movement (AGM) AGM 209–AGM 228 July 2015
Section 7
Cargo and Mail Handling (CGM) CGM 229–CGM 240 July 2015
GOSM Ed 4, July 2015 LEP xi

LEP xii GOSM Ed 4, July 2015

Record of Revisions
Edition Number Revision Number Issue Date Effective Date
First Edition Revision 0 May 2008 May 2008
Second Edition Revision 0 January 2010 May 2010
Third Edition N/A October 2013 January 2014
Third Edition Temporary Revision (TR) 1 May 2014 May 2014
Fourth Edition N/A April 2015 July 2015
GOSM Ed 4, July 2015 ROR xiii

ROR xiv GOSM Ed 4, July 2015

ISAGO Standards Manual (GOSM)
Fourth Edition Description of Changes
Revisions Highlights
The following tables describe changes contained in the Fourth Revision of the ISAGO Standards Manual
(GOSM Edition 4). All changes are described as changes to the GOSM in relation to the Edition 3, Temporary
Revision 1.
The first table highlights the significant changes in this GOSM revision. Subsequent tables provide a listing that
identifies and briefly describes each individual change.
GOSM Change Highlights

Area Changed Description of Change
All provisions are updated to the 2015 edition of the IATA Ground Operations
General
manual (IGOM) and Airport Handling manual (AHM).
IGOM references were added and updated to all GOSARPs as applicable.
Alignment of the content between GOSM Ed 4 and IGOM Ed 4 reached 70%.
Intentionally left open items were removed in all operational sections and
General
GOSARPs were renumbered.
LOD, PAB, HDL, AGM and CGM Sections have detailed revision tables
incorporated within each individual Section.
Safety Management Systems (SMS) requirements were added to ORM-H and
ORM-HS Sections. There are 20 new Safety Management System (SMS)
Recommended Practices in the following Subsections: Organization and
Section 1–ORM-H and Accountability, Safety Management System, Safety Risk Management, and
ORM-HS Emergency Response. There are three revised SMS Quality Assurance standards
that are now part of the SMS Framework. Those three GOSARPs are introduced
as “shall” requirements as they were already standards in previous editions of
GOSM.
There were no changes done in ORM-S in terms of SMS requirements. GOSARP
Section 1–ORM-S ORM-S 1.7.1 was changed from standard to recommended practice in order to be
aligned with SMS requirements philosophy in ORM-H and ORM-HS.
Section 6, Aircraft Ground Movement (AGM) has been re-designed to reflect
Section 6–AGM correct sequence of actions. Obsolete GOSARPs have been removed, while new
one have been introduced.
GOSM Ed 4, July 2015 DOC xv

Changes to GOSM Section 1 (ORM-H/HS/S)

Area Changed Description of GOSARP Change Description of GM Change
Applicability Statement Clarification on the Sub-section 7 and 8 was added.
ORM-H/HS 1.1.2 New SMS RP New GM
Removed, risk management is now Removed, risk management is now part
ORM-H/HS 1.7
part of the SMS GOSARPs of the SMS GOSARPs
Standard revised to Recommended
ORM-S 1.7 No revision
Practice
ORM-H/HS 3.3.2 Renumbered, now ORM-H/HS 3.2.10 No revision
Standard modified in relation to SMS GM modified in relation to SMS
ORM-H/HS 3.4.1 requirements, it is now part of the requirements, it is now part of the SMS
SMS Framework Framework
Standard modified in relation to SMS GM modified in relation to SMS
ORM-H/HS 3.4.3
requirements requirements
New Standard, it is now part of the New GM, it is now part of the SMS
ORM-H/HS 3.4.4 SMS Framework, previously was part Framework, previously was part of
of ORM-H/HS 3.4.3 ORM-H/HS 3.4.3
New Standard, it is now part of the New GM, it is now part of the SMS
ORM-H/HS 3.4.5 SMS Framework, previously was part Framework, previously was part of
of ORM-H/HS 3.4.3 ORM-H/HS 3.4.3
ORM-H/HS/S 2.2.2 No revision New GM
ORM-H/HS/S 8.1.1 No revision Reference to ULDR was detailed
ORM-H/HS/S 8.2.1 No revision Reference to ULDR was detailed
DOC xvi GOSM Ed 4, July 2015

Foreword
The IATA Safety Audit of Ground Operations (ISAGO) program is an internationally recognized and accepted
system for assessing the operational management and control systems of an organization that provides ground
handling services for airlines (the “Provider”). ISAGO is based on industry-proven quality audit principles and
structured to ensure a standardized audit with consistent results.
The technical content of the ISAGO Standards and Recommended Practices (GOSARPs) contained in this
manual is under continual review and maintenance by task forces, each comprising a membership of
operational, safety, security and quality experts from airlines, regulatory authorities and various other industry
entities associated with operational audit. Special care is taken to ensure a regionally diverse membership of
each task force.
Over the long term, IATA will continually review and update the content of this manual to ensure material is
up-to-date and meets the needs of the industry.
Your comments are welcome…

Only the readers and users of this GOSM can tell us if it meets their needs and expectations. Your comments
on any aspect of this manual–content, format, style or other–are solicited and may be addressed to:
[email protected]
GOSM Ed 4, July 2015 FWD xvii

FWD xviii GOSM Ed 4, July 2015

Applicability
The ISAGO Standards and Recommended Practices contained in this ISAGO Standards Manual (GOSM) are
used as the basis for an assessment (the “Audit”) of a provider conducted under the ISAGO Program.
GOSM Ed 4, July 2015 APP xix

APP xx GOSM Ed 4, July 2015

Introduction
1. Purpose
The ISAGO Standards Manual (GOSM) is published in order to provide the operational standards,
recommended practices and associated guidance material necessary for the Audit of a ground service provider
(hereinafter the “Provider”).
The GOSM may also be used as a guide by any provider desiring to structure its management and operational
control systems to be in conformity with the latest industry operational practices.
The GOSM is the sole source of assessment criteria utilized by ISAGO auditors when conducting an Audit.
2. Structure
The GOSM consists of six sections as follows:
Section 1—Organization and Management (ORM-H, ORM-HS, ORM-S);
Section 2—Load Control (LOD);
Section 3—Passenger and Baggage Handling (PAB);
Section 4—(Intentionally Open);
Section 5—Aircraft Handling and Loading (HDL);
Section 6—Aircraft Ground Movement (AGM);
Section 7—Cargo and Mail Handling (CGM).
Each section has an associated 3-letter identifier (in parentheses above). The reference code for every standard
or recommended practice within a section will include the specific identifier for that section (e.g., LOD 1.1.1).
3. ISAGO Standards and Recommended Practices (GOSARPs)

The Standards and Recommended Practices contained in this manual have been developed solely as the basis
for the Audit under the ISAGO program. GOSARPs are not regulations.
The GOSARPs contained in this manual are the basis for the assessment of a provider conducted under the
ISAGO Program (i.e. the Audit).
GOSM Ed 4, July 2015 INTRO xxi

Applicability Guidance
To provide guidance to providers, an Applicability box is found at the beginning of each section of this manual.
Within the box is a general description of the applicability of the GOSARPs contained in the section.
The applicability of individual standards or recommended practices is always determined by the Auditor. As a
means to assist with the interpretation of individual application, many GOSARPs begin with a conditional phrase
as described below.
Systemic Applicability
When making a determination as to the applicability of individual GOSARPs in the ORM-H section, it is
important to take into account operations (relevant to the individual standard or recommended practice) that are
conducted, not only at the home station, but at all stations and other locations throughout the provider's entire
system.
Standards
ISAGO Standards are specified systems, policies, programs, processes, procedures, plans, sets of measures,
facilities, components, types of equipment or any other aspects of ground operations under the scope of ISAGO
that are considered an operational necessity, and with which a provider will be expected to be in conformity at
the conclusion of the Audit.
Standards always contain the word “shall” (e.g., “The Provider shall have a process…”) in order to denote a
requirement.
During an Audit, determination of nonconformity with specifications contained in an ISAGO Standard results in a
Finding, which in turn results in the generation of a Corrective Action Report (CAR) by the Audit Team that
conducted the Audit.
To close a Finding, a provider will be required to implement corrective action that will be verified by the Audit
Team.
Recommended Practices
ISAGO Recommended Practices are specified systems, policies, programs, processes, procedures, plans,
sets of measures, facilities, components, types of equipment or any other aspects of ground operations under
the audit scope of ISAGO that are considered operationally desirable, but conformity is optional by a provider.
Recommended Practices always contain the italicized word “should” (e.g., “The Provider should have a
policy…”) to denote optional conformity.
During an Audit, a determination of nonconformity with specifications contained in an ISAGO Recommended

Practice results in an Observation, which in turn results in the generation of a CAR by the Audit Team.
INTRO xxii GOSM Ed 4, July 2015

Introduction
A Provider is not obliged to respond to an observation with corrective action. However, if a provider chooses to
close an Observation, it will require the implementation of corrective action exactly as is required to close a
Finding.
Conditional Provision
Certain ISAGO Standards and Recommended Practices are only applicable to a provider when that provider
meets specific and clearly stated operational condition(s). The specific condition(s) is (are) always stated at the
very beginning of the provision following the phrase, “If the Provider…”
When assessing a provider against a conditional provision, the Auditor will first determine if the provider meets
the stated operational condition(s). If the provider meets the condition(s), that provision is applicable to the
provider and must be assessed for conformity. If the provider does not meet the condition, the provision is not
applicable to that provider and the provision will be recorded on the ISAGO Checklist as N/A or as “Out of
Scope” if the entire section is not assessed due to “limited” scope of operation of the audited provider.
Symbols
A (GM) in bold text immediately following a provision indicates the existence of associated guidance material for
that provision.
An [SMS] symbol in bold text following a provision indicates the provision specifies one or more of the elements
of a safety management system (SMS).
4. Guidance Material (GM)

Guidance material is informational in nature and supplements or clarifies the meaning or intent of specifications
contained in either an ISAGO Standard or Recommended Practice. GOSARPs that are self-explanatory do not
have guidance material.
Guidance material is designed to ensure a common interpretation of specifications in GOSARPs and provides
additional detail that assists a provider to understand what is required in order to achieve conformity. Where
applicable, guidance material also presents examples of alternative means of achieving conformity.
Guidance material is found immediately below the Standard or Recommended Practice, and is preceded by the
bold sub-heading “Guidance.”
Guidance material refers to the following manuals/publications:
• IATA Ground Operations Manual (IGOM)
• Airport Handling Manual (AHM)
• Dangerous Goods Regulations (DGR)
• Airport Council International Airside Safety Handbook (ACI)
GOSM Ed 4, July 2015 INTRO xxiii

5. Operational Audit
During an Audit, a provider is assessed against the ISAGO Standards and Recommended Practices contained
in this manual. To determine conformity with any standard or recommended practice, the ISAGO Auditor will
assess the degree to which specifications are documented and implemented by the provider. In making such an
assessment, the following guidance is applicable.
Documented
Documented shall mean any specification(s) in GOSARPs is (are) published and accurately represented in a
controlled document. A controlled document is subject to processes that provide for positive control of content,
revision, publication, distribution, availability and retention.
Implemented
Implemented shall mean any specification(s) in GOSARPs is (are) established, activated, integrated,
incorporated, deployed, installed, maintained and/or made available, as part of the operational system, and is
(are) monitored and evaluated, as necessary, for continued effectiveness.
The requirement for specifications to be documented and implemented by a provider is inherent in GOSARPs
unless stated otherwise.
Outsourced Functions
Where a provider has outsource operational functions specified in ISAGO provisions to other service providers,
conformity with those provisions will be based on evidence provided by the provider that demonstrates
acceptable processes are in place (i.e., documented and implemented) for monitoring such external service
provider to ensure fulfillment of all requirements affecting the safety and security of ground operations. Auditing
is recommended as an effective method for such monitoring of external service provider.
6. Safety Management Systems (SMS)

SMS standards and recommended practices are identified by a bold [SMS] symbol immediately following the
last sentence of the provision.
7. ISAGO Documentation System

The GOSM is used in association with the following related manuals:
• IATA Reference Manual for Audit Programs (IRM);
• ISAGO Program Manual (GOPM);
• ISAGO Audit Handbook (GOAH);
INTRO xxiv GOSM Ed 4, July 2015

Introduction
• Q5AIMS Auditor Manual;
• Q5AIMS Auditee Manual.
The manuals listed above comprise the ISAGO documentation system.
8. English Language
English is the official language of the ISAGO Program; documents comprising the ISAGO Documentation
System are written in International English1 in accordance with IATA policy.
1
The GOPM requires Auditors to ensure the English language version of this GOSM and/or ISAGO Checklists is
always used as the basis for a final determination of conformity or nonconformity with GOSARPs during the
conduct of an Audit. Versions of the GOSM or ISAGO Checklists that have been translated into another
language are subject to misinterpretation; therefore, any translated ISAGO document is considered an unofficial
reference.
9. Manual Revisions
Revisions to the GOSM are developed and issued in accordance with the ISAGO Standards Change
Management process, which is published in the ISAGO Program Manual (GOPM).
The ISAGO Standards Board consists of the Director, Audit Programs, the Head Ground Operations Audits, the
GOC Chairperson, IGOM/Ground Operations TF chairperson and Manager, Ground Operations Standards
(according to GOPM).
The issue date and effective date are indicated in the record of revisions section of the GOSM.
The GOSM shall normally be revised annually in alignment with new edition of IGOM and AHM. In accordance
with IATA policy, a revision to the GOSM (other than a temporary revision) will always result in a new edition of
the GOSM.
The time period between the issuance of a new edition of the GOSM and the effective date of such new edition
is typically three full months unless GOC recommends otherwise.
Should critical issues arise that affect the content of the GOSM, a temporary revision (TR) will be issued. A TR is
effective immediately upon issuance.
1
The official reference for International English in accordance with IATA policy is the online Merriam-Webster Dictionary
(http://www.merriam-webster.com).
GOSM Ed 4, July 2015 INTRO xxv

Usable Edition
The Provider, in conjunction with the pool member (PM) and/or the audit organization (AO), normally determines
the edition of the GOSM that will be used for an Audit. The Provider has the option to select either:
• the edition that is effective on the day before the on-site phase of the Audit is scheduled to begin, or
• an edition that has been published prior to the day the on-site phase of the Audit is scheduled to begin, but
has not yet become effective.
10. Conflicting Information

Manuals within the ISAGO documentation system are not revised concurrently, thus creating the possibility of
conflicting information in different manuals.
In the case of conflicting information in different ISAGO manuals, the information contained in the manual with
the most recent revision date can be assumed to be valid.
11. Definitions
Refer to the IATA Reference Manual for Audit Programs (IRM) for the definitions of technical terms and the
meaning of abbreviations and acronyms.
Definitions associated with terms specific to the ISAGO Program are located in the GOPM.
12. ISAGO Documents and Forms

ISAGO documents and forms are referenced in this manual and are available on the ISAGO website at the
following internet address: http://www.iata.org/isago.
13. Authority
The ISAGO Program operates under the authority of the IATA Operations Committee (OPC) with reference to
the Board of Governors of IATA.
INTRO xxvi GOSM Ed 4, July 2015

ISAGO Standards and Recommended Practices
Section 1—Organization and Management (ORM-H, ORM-HS, ORM-S)
Section 2—Load Control (LOD)
Section 3—Passengers and Baggage Handling (PAB)
Section 4—(Intentionally Open)
Section 5—Aircraft Handling and Loading (HDL)
Section 6—Aircraft Ground Movement (AGM)
Section 7—Cargo and Mail Handling (CGM)
GOSM Ed 4, July 2015 INTRO xxvii

INTRO xxviii GOSM Ed 4, July 2015

Section 1 — Organization and Management (ORM-H)
Applicability
Section 1 addresses the organization and management of a ground services provider (hereinafter the
“Provider”), and provides specifications for the systems, policies, programs, procedures and manuals
necessary to ensure control of ground operations at all stations.
This section (ORM-H) is utilized when only a headquarters is audited.
Sub-section 7 Ground Support Equipment (GSE) Management shall be assessed when provider utilize GSE
at any station.
Sub-section 8 Unit Load Device (ULD) Management shall be assessed when the provider handles ULDs at
any station.
The Auditor will determine individual provisions not applicable to a specific Provider.
General Guidance
Definitions of technical terms used in this section, as well as the meaning of abbreviations and acronyms, are
found in the IATA Reference Manual for Audit Programs (IRM).
1. Management and Control
1.1 Organization and Accountability
ORM-H 1.1.1 The Provider shall have a management system that ensures:
(i) Policies, systems, programs, processes, procedures and/or plans of the Provider are
administered and/or implemented throughout the organization;
(ii) Ground operations are supervised and controlled;
(iii) Operations are conducted in accordance with applicable regulations and requirements of
the customer airline(s). (GM)
GOSM Ed 4, July 2015 ORM-H 1

Guidance
Refer to the IRM for the definition of Provider.
A management system is documented in controlled company media at both the corporate and operational
levels. Manuals or controlled electronic media are acceptable means of documenting the management system.
Documentation provides a comprehensive description of the scope, structure and functionality of the
management system, and depicts lines of accountability throughout the organization, as well as authorities,
duties, responsibilities and the interrelation of functions and activities within the system.
Acceptable means of documentation include, but are not limited to, organization charts (organigrams), job
descriptions and other descriptive written material that defines and clearly delineates the management system.
Documentation also reflects a functional continuity within the management system, which ensures the entire
organization works as a system and not as a group of independent or fragmented units (i.e., silo effect).
An effective management system is fully implemented and functional with a clear consistency and unity of
purpose between corporate management and management in the operational areas.
The management system ensures compliance with internal standards and the applicable regulations of all
states where operations are conducted.
ORM-H 1.1.2 The Provider should identify one senior management official as the Accountable Executive
who is accountable for performance of the management system as specified in ORM-H 1.1.1
and:
(i) Irrespective of other functions, has ultimate responsibility and accountability on behalf of
the Provider for the implementation and maintenance of the safety management system
(SMS) throughout the organization;
(ii) Has the authority to ensure the allocation of resources necessary to manage safety risks
to ground operations;
(iii) Has overall responsibility and is accountable for ensuring operations are conducted in
accordance with applicable regulations and standards of the Provider. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Accountability, Accountable Executive (AE), Authority, Aircraft Operations,
Responsibility, Safety Risk Management and Senior Management.
Guidance may be found in AHM 610. Similar requirement is in IOSA ORG 1.1.3. applicable to Operator.
The requirement for an AE is an element of the Safety Policy and Objectives component of the SMS framework.
ORM-H 2 GOSM Ed 4, July 2015

Organization and Management (ORM-H)
The designation of an AE means the accountability for operational quality, safety and many times as well the
security performance is placed at a level in the organization having the authority to take action to ensure the
management system is effective. Therefore, the AE is typically the chief executive officer (CEO), although,
depending on the type and structure of the organization, it could be a different senior official (e.g.
chairperson/member of the board of directors, company owner).
The AE has the authority, which includes financial control, to make policy decisions, provide adequate
resources, resolve operational quality, safety and security issues and, in general, ensure necessary system
components are in place and functioning properly.
In an SMS, the AE would typically have:
• Ultimate responsibility and accountability for the safety of the entire operation together with the
implementation and maintenance of the SMS;
• Responsibility for ensuring the SMS is properly implemented in all areas of the organization and performing
in accordance with specified requirements.
The AE also is responsible for ensuring the organization is in compliance with requirements of applicable
authorities (i.e. regulations), as well as its own policies and procedures, which may exceed existing regulations
or address areas that are not regulated (e.g. ground handling operations).
To ensure that the provider continues to meet applicable requirements, the AE might designate a manager with
the responsibility for monitoring compliance. The role of such manager would be to ensure that the activities of
the provider are monitored for compliance with the applicable regulatory requirements, as well as any additional
requirements as established by the provider, and that these activities are being carried out properly under the
supervision of the relevant head of functional area.
Expanded guidance may be found in the ICAO SMM, Document 9859.
ORM-H 1.1.3 The Provider shall ensure the management system:
(i) Defines lines of accountability for operational safety and security throughout the
organization, including direct accountability on the part of senior management;
(ii) Assigns responsibilities for ensuring ground operations are provided with the necessary
resources and conducted in accordance with standards of the Provider, applicable
regulations and requirements of the customer airline(s). (GM)
Guidance
There is no universal model for the designation of management accountability. Some organizations, perhaps
based on regional or other business considerations, may have a management system whereby overall
accountability for operational safety and security is shared among multiple corporate management officials.
Ideally, a provider would designate only one corporate management official to be accountable for system-wide
operational safety and security. However, assignment of overall operational accountability to one corporate
official is a recommended model, not a requirement.

When a provider designates more than one senior corporate official to share operational accountability, defined
processes are in place to ensure operations are standardized and conducted within a functioning system, and
not among separate stand-alone organizations (i.e., “silo effect”).
With the designation of accountability, there is also a clear identification of authority and financial control within
the management system for making policy decisions, providing adequate resources, resolving safety and
security issues and ensuring necessary system components are in place and functioning properly.
Acceptable means of documenting accountability include, but are not limited to, organization charts
(organograms), job descriptions, corporate by-laws and any other descriptive written material that defines and
clearly indicates the lines of operational accountability from the corporate level(s) of management to the station
level.
1.2 Management Commitment
ORM-H 1.2.1 The Provider shall have a policy that commits the organization to
(i) A culture with safety and security as fundamental operational priorities;
(ii) Continuous improvement of the management system, as well as the levels of operational
safety and security (GM)
Guidance
The policy of a provider reflects the commitment of senior management to a strong culture of operational safety
and security, and to ensure measuring and evaluating on a continuing basis, and making changes that improve
the management system and the culture. Such policy (or policies) is (are) expressed in the organizational
documents, and carried out through operational manuals and other controlled documents that are accessible to
and used by personnel at all stations. To enhance effectiveness in creating the desired culture, the policy is
communicated and made visible throughout the organization, to include stations, by disseminating
communiqués, posters, banners and other forms of information in a form and language which can be easily
understood. To ensure continuing relevance, the corporate risk management policy is normally reviewed for
possible update at a minimum of every two years.
Ideas for (continuous) improvement may come from internal and/or external sources; therefore, the organization
would be constantly monitoring all sources and willing to make changes as necessary to keep the management
system of the organization refreshed and strongly focused on improving the levels of operational safety and
security.
1.3 (Intentionally Open)

1.4 Communication
ORM-H 1.4.1 The Provider shall have a communication system that:
(i) Enables and ensures an exchange of information that is relevant to the conduct of ground
operations;
(ii) Ensures changes that affect operational responsibilities or performance are

communicated as soon as feasible to applicable management and front line personnel.
(GM)
Guidance
An effective communication system ensures an exchange of relevant operational information among senior
managers, operational managers and front line personnel. To be totally effective, the communication system
would also include customer airlines, as well as external organizations that work alongside the provider or
conduct outsourced operational functions for the provider.
Methods of communication will vary according to the size and scope of the organization. However, to be
effective, any methods are as uncomplicated and easy to use as is possible, and facilitate the reporting of
operational deficiencies, hazards or concerns by operational personnel.
Specific means of communication between management and operational ground handling personnel may
include:
• Email, Internet;
• Safety or operational reporting system;
• Communiqués (letters, memos, bulletins);
• Publications (newsletters, magazines).
Where applicable, an effective system would ensure any non-verbal communication of operationally critical
information or data requires an acknowledgement of receipt (e.g., changes to regulatory requirements,
procedural changes from customer airlines).
1.5 Management Review
ORM-H 1.5.1 The Provider shall have a process to review the management system at intervals not
exceeding one year to ensure its continuing suitability, adequacy and effectiveness in the
management and control of ground operations. A review shall include assessing opportunities
for improvement and the need for changes to the system, including, but not limited to,
organizational structure, reporting lines, authorities, responsibilities, policies, processes,
procedures and the allocation of resources. (GM)

Guidance
Management review is a necessary element of a well-managed company and provides a process through which
organizational control and continuous improvement can be delivered. To be effective, a formal management
review takes place on a regular basis, but typically not less than a minimum of once per year.
An appropriate method to satisfy this requirement is a periodic formal meeting of senior executives. The agenda
of the meeting includes a general assessment of the management system to ensure all defined elements are
functioning effectively. The review also includes an assessment of operational performance to ensure the
management system is producing the desired operational safety, security and quality outcomes.
Senior management ensures deficiencies identified during the management review are addressed through the
implementation of organizational changes that will result in improvements to the performance of the system.
Input to the management review process would include, but would not be limited to:
• Risk management issues;
• Safety and security issues;
• Quality assurance issues;
• Provision of resources;
• Operational feedback;
• Incident and near-miss reports;
• Changes in regulatory policy or civil aviation legislation;
• Changes in company and/or customer airline policies or requirements;
• Process performance and organizational conformity;
• Status of corrective and preventative actions;
• Follow-up actions from previous management reviews;
• Feedback and recommendations for management system improvement;
• Regulatory violations.
To ensure the scope of a management review is systemic, the process would normally include input from
stations.
Output from the management review process would include decisions and actions related to:
• Improvement of the effectiveness of processes throughout the management system;
• Improvement of the management of risks;
• Ensuring the provision of resources necessary to satisfy operational safety, security and quality
requirements.

Management review is a formal process, which means documentation in the form of meeting schedules;
agendas and minutes are produced and retained. Additionally, the output of the management review process
would include action plans for changes to be implemented within the system where deemed appropriate.
1.6 Provision of Resources
ORM-H 1.6.1 (Intentionally open)
ORM-H 1.6.2 The Provider shall have a policy that ensures:
(i) Positions within the organization that affect operational safety and security are filled by
personnel that possess the knowledge, skills, training, and experience appropriate for the
position; and
(ii) Personnel who perform operationally critical functions are required to maintain
competence on the basis of continuing education and training. (GM)
Guidance
Prerequisite criteria for each position, which would typically be developed by the provider, and against which
candidates would be evaluated, ensure personnel are appropriately qualified for management system positions
in areas of the organization critical to safe and secure operations.
For example, the position of station manager would typically have special prerequisite criteria an individual
would have to meet in order to be considered for assignment to that position. Similarly, special prerequisite
criteria are typically required for other positions throughout the management system that affect safety and
security (e.g. safety manager, quality assurance manager, security manager).
Positions that require the implementation of security functions typically require completion of a background and
criminal history check.
A corporate personnel selection policy that applies to all operational areas of the company serves to satisfy this
requirement.
Positions or functions within the organization of a provider considered “operationally critical” are those that have
the potential to affect operational safety or security. In general, most front line operational functions in load
control, passenger handling, baggage handling, aircraft handling and loading, aircraft movement, and cargo
handling would typically be considered operationally critical, as well as functions that involve the training of
operational personnel. Positions not directly associated with operations (e.g., administrative or clerical positions)
may not be deemed as operationally critical.
ORM-H 1.6.3–1.6.4 (Intentionally open)

ORM-H 1.6.5 The Provider shall have a policy that addresses the use of psychoactive substances by
operational personnel, and ensures:
(i) The exercise of duties while under the influence of psychoactive substances is prohibited;
(ii) Consequences for such behavior are defined. (GM)
Guidance
Refer to the IRM for the definition of Psychoactive Substances.
2. Documentation and Records
2.1 Documentation System
ORM-H 2.1.1 The Provider shall have a system for the management and control of the internal and external
documentation and/or data used directly in the conduct or support of operations. Such system
shall comprise the elements specified in Table 1.1 and shall include documentation provided
to external entities, if applicable. (GM)
Guidance
External suppliers and companies that are outsourced to deliver ground operations services and products to the
audited Provider are considered under the term “external entities”.
The primary purpose of document control is to ensure necessary, accurate and up-to-date documents are
available to those personnel required to use them, to include, in the case of outsourced operational functions,
employees of external service providers.
Examples of documents that are controlled include, but are not limited to, operations manuals, checklists,
quality manuals, training manuals, process standards, policy manuals, and standard operating procedures.
Documentation received from external sources would include manuals and other types of relevant documents
that contain material that is pertinent to the safety of operations conducted by the Operator (e.g. regulations,
operating standards, technical information and data).
An electronic system of document management and control is an acceptable means of conformance. Within
such a system, document files are typically created, maintained, identified, revised, distributed, accessed,
presented, retained and/or deleted using computer systems (e.g. a web-based system). Some systems specify
immediate obsolescence for any information or data that is downloaded or otherwise extracted (e.g. printed on
paper) from the electronic files.

Document control might include:
• Retention of a master copy;
• Examination and approval prior to issue;
• Review and update, to include an approval process;
• Version control (electronic documents);
• Identification of revision status;
• Identification and retention of revisions as history;
• Identification and retention of background or source references as history;
• Distribution to ensure appropriate availability at points of use;
• Checking of documents to verify they remain legible and readily identifiable;
• As required, identification, update, distribution and retention of documents of external origin;
• As applicable, identification and retention of obsolete documents;
• As applicable, disposal of documents.
Additionally, control of operational manuals might include:
• Assignment of an individual with responsibility for approval for contents;
• A title page that generally identifies the operational applicability and functionality;
• A table of contents that identifies parts and sub-parts;
• A preface or introduction outlining the general contents of the manual;
• Reference numbers for the content of the manual;
• A defined distribution method and identification of recipients;
• Identification of responsibility for authorizing the manual;
• A record of revisions, both temporary and permanent;
• A list of effective pages within the manual;
• Identification of revised content.
Each “loose” documented procedure that is not held within a manual typically includes:
• A title page that identifies the operational applicability and functionality;
• Identification of the date(s) of issue and date of effectiveness;
• Reference numbers for the content;
• A distribution list;
• Identification of responsibility for authorizing the document.

ORM-H 2.1.2 If the Provider utilizes an electronic system for the management and control of any
documentation and/or data used directly in the conduct of operations, and/or for the
management and control of records, the Provider shall ensure the system provides for a
scheduled generation of backup files for such documentation and/or data. (GM)
Guidance
To preclude the loss of documents and records due to hardware or software failures, an electronic system is
programmed to create backup files on a schedule that ensures records are never lost. Typically, an electronic
system provides for file backup on a daily basis.
The retention period for electronic documents and records is typically in accordance with requirements defined
by applicable regulations and the provider.
To ensure retrieval of archived documents and records, applicable hardware and/or software is normally
retained after it has been replaced.
2.2 Operational Manuals
ORM-H 2.2.1 The Provider shall have a Policies and Procedures Manual (PPM) that contains the
operational policies, procedures, instructions and other guidance or information necessary for
ground handling personnel to perform their duties and be in compliance with applicable
regulations, laws, rules, requirements and standards, and such a manual shall be accessible
to all operational personnel in a usable format at all stations. (GM)
Guidance
Refer to the IRM for the definition of Policies and Procedures Manual.
Policies and Procedures Manual (PPM) is a generic name; an equivalent manual with a different name is an
acceptable alternative (e.g., Ground Operations Manual, Ramp Handling Manual, Passenger Handling Manual,
as applicable to the operations).
The PPM contains generic guidance that addresses all functions within the scope of ground operations, and
also contains information that is function-specific. Because the scope of ground operations is broad, rather than
publishing one large manual, a Provider may choose to issue the Manual in separate parts that are specific to
the various ground handling functions conducted by the provider (e.g., Passenger Handling Manual, Baggage
Handling Manual, Cargo Handling Manual). Each individual part would contain generic guidance that is
applicable to all ground handling functions (e.g., organizational policies, general definitions), as well as guidance
that is specific to the particular function (e.g., process descriptions, standard operating procedures). To ensure
standardization, a control process would be in place to ensure use of either the PPM and/or the Operations
Manual (OM) of the customer airline(s) such that all applicable operational safety, security and quality
requirements are fulfilled.

ORM-H 2.2.2 The Provider should utilize as a minimum processes and procedures as outlined in the IATA
Ground Operations Manual (IGOM) as applicable to the Provider's scope of operations at the
station. (GM)
Guidance
As a best practice, a provider would typically conduct a gap analysis of its GOM processes and procedures to
identify the level of compliance with those in the IGOM.
Processes/procedures in the IGOM have been developed based on industry-accepted practices that generally
provide an acceptable level of safety risk in the conduct of ground handling operations.
It is recommended that providers utilize all “shall” processes and procedures contained in the IGOM as a
minimum standard in their GOM.
ORM-H 2.2.3 The Provider shall have processes to ensure the required operational documentation is
accessible in a usable format in all station locations where operations are conducted. Such
required documentation shall include:
(i) The current version of applicable operational manual(s) of all customer airline(s);
(ii) The current IATA Dangerous Goods Regulations (DGR) and Addenda, if applicable, or
equivalent documentation;
(iii) The current emergency response plan (ERP) of local airport authority and of the
customer airline(s), as applicable;
(iv) The current Live Animal Regulations (LAR), Perishable Cargo Regulations (PCR) and
ULD Regulations (ULDR), as applicable. (GM)
Guidance
A provider may be required to maintain only part of the manual for certain customer airlines.
Based on customer airline requirements and the types of ground operations conducted at a specific location,
only relevant parts of applicable manuals may be necessary.
Availability of only the provider's manual may be sufficient when such manual is accepted by the customer
airline(s) or when a customer airline does not provide a manual.
A current edition of the DGR would include any Addenda that are applicable.
Equivalent documentation would contain information derived from the DGR that is relevant only to the specific
ground handling functions conducted at any particular location. Also, the ICAO Technical Instructions for the
Transport of Dangerous Goods would be considered equivalent documentation.
The Live Animal Regulations (LAR), Perishable Cargo Regulations (PCR) and ULD Regulations (ULDR) are
manuals that are required only at stations where cargo operations are conducted.

Applicability of dangerous goods requirements to ground operational functions is defined in DGR Section 1,
Table 1.5.A.
Guidance with respect to ERP requirements may be found in AHM 620.
ORM-H 2.2.4 If the Provider outsources ground operations and/or associated functions to an external
ground service provider, the Provider shall have a process to ensure each applicable external
provider is supplied with operational manuals relevant to the type(s) of outsourced ground
operations conducted, including all applicable manuals from customer airline(s). (GM)
Guidance
Refer to the IRM for the definition of Outsourcing.
2.3 Records System
ORM-H 2.3.1 The Provider shall have a system for the management and control of operational records to
ensure the content and retention of such records is in accordance with applicable regulations
and requirements of the customer airline(s), and to ensure operational records are subjected
to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;
(v) Protection and security;
(vi) Disposal, deletion (electronic records) and archiving. (GM)
Guidance
Such process would typically address all records associated with ground operations at each station, including
personnel training records and any other records that document the fulfillment of operational requirements (e.g.,
GSE maintenance, weigh bridge calibration).
3. Safety and Quality Management
3.1 Safety Management System
ORM-H 3.1.1 The Provider should have an SMS that is implemented and integrated throughout the
organization to ensure management of the safety risks associated with ground operations.
[SMS] (GM)

Guidance
Refer to the IRM for the definitions of Safety Management System (SMS) and State Safety Program (SSP).
Guidance may be found in AHM 610. Similar requirement is in IOSA ORG 1.1.10, applicable to the Operator.
ISAGO specifications for an Operator's SMS are derived from the SMS Framework, which is published in Annex
19 to the Convention on International Civil Aviation (ICAO Annex 19). The SMS Framework specifies the four
major components and 12 elements that make up the basic structure of an SMS.
Where applicable, an SMS is designed and implemented in accordance with the State Safety Program (SSP).
The manner in which the elements of SMS are implemented typically reflects the size and complexity of the
provider's organization.
In general, an SMS is designed and implemented to:
• Identify safety hazards in operations;
• Ensure remedial action is implemented to control safety risks;
• Provide for ongoing monitoring and assessment of safety performance;
• Make continual improvement to the level of safety in operations.
Expanded guidance may be found in the ICAO Safety Management Manual (ICAO SMM), Document 9859.
ORM-H 3.1.2 The Provider should have a corporate safety policy that:
(i) Reflects the organizational commitment regarding safety;
(ii) Includes a statement about the provision of the necessary resources for the
implementation of the safety policy;
(iii) Is communicated throughout the organization, including all stations. [SMS] (GM)
Guidance
The requirement for a provider to have a defined safety policy is an element of the Safety Policy and Objectives
component of the SMS framework.
The safety policy typically also reflects the commitment of senior management to:
• Compliance with applicable regulations and standards of the Provider;
• Ensuring the management of safety risks to aircraft operations;
• The promotion of safety awareness;
• Continual improvement of operational performance.

The safety policy is typically reviewed periodically to ensure continued relevance to the organization.
Such policy might be documented in the operations manual or other controlled document, and, to enhance
effectiveness, is communicated and made visible throughout the organization through dissemination of
understood. To ensure continuing relevance, the corporate policy is normally reviewed for possible update at a
minimum of every two years.
Consistent with the structure and complexity of the provider's organization, the corporate safety policy may be
issued as a stand-alone policy or combined with others.
ORM-H 3.1.3 The Provider should have a corporate safety reporting policy that encourages personnel to
report hazards to ground operations and, in addition, defines the Provider's policy regarding
disciplinary action, to include:
(i) Types of operational behaviors that are unacceptable;
(ii) Conditions under which disciplinary action would not apply. [SMS] (GM)
Guidance
The requirement for a provider to have a safety reporting policy is an element of the Safety Policy and
Objectives component of the SMS framework.
Safety reporting is a key aspect of SMS hazard identification and risk management.
Such a policy is typically documented in operations manuals or other controlled documents.
Consistent with the structure and complexity of the provider's organization, the safety reporting policy may be
A safety reporting policy encourages and perhaps even provides incentive for individuals to report hazards and
operational deficiencies to management. It also assures personnel that their candid input is highly desired and
vital to safe and secure operations.
The safety reporting policy is typically reviewed periodically to ensure continuing relevance to the organization.
ORM-H 3.1.4 The Provider should designate a manager who is responsible for the implementation,
maintenance and day-to-day administration of the SMS throughout the organization, including
all stations, on behalf of the Accountable Executive and senior management. [SMS] (GM)

Guidance
The requirement for a manager that focuses on the administration and oversight of the SMS on behalf of the AE
is an element of the Safety Policy and Objectives component of the SMS framework.
The individual assigned responsibility for organizational implementation of an SMS is ideally a management
official that reports to the AE. Also, depending on the size, structure and scope of a provider's organization, such
individual may be assigned functions in addition to those associated with the SMS manager position.
The title assigned to the designated manager will vary for each organization. Regardless of title, the manager is
the designated organizational focal point for the day-to-day development, administration and maintenance of the
SMS (i.e. functions as the SMS champion). It is important that such manager has the necessary degree of
authority when coordinating and addressing safety matters throughout the organization.
Whereas the designated manager has responsibility for day-to-day oversight of the SMS, overall accountability
for organizational safety rests with the AE. Likewise, the operational managers always retain the responsibility
(and thus are accountable) for ensuring safety in their respective areas of operations.
ORM-H 3.1.5 The Provider should ensure that the management system defines the safety accountabilities,
authorities and responsibilities of management and non-management personnel throughout
the organization, including all stations, and specifies:
(i) The levels of management with the authority to make decisions that affect the safety
operations;
(ii) Responsibilities for ensuring operations are conducted in accordance with applicable
regulations and standards of the Provider;
(iii) Accountabilities of members of management, irrespective of other functions, as well as

non-management personnel, with respect to the safety performance of the organization.
[SMS] (GM)
Guidance
The definition of authorities and responsibilities of management and non-management personnel is an element
of the Safety Policy and Objectives component of the SMS framework.
In the context of an SMS, accountability means being responsible for taking corrective actions, either to address
hazards and/or errors identified through reporting or from other sources, or in response to events, such as
accidents and incidents.
An effective management system has lines of authority and responsibility that flow from corporate senior
management into all operational areas of the organization.

Delegation of authority and assignment of responsibility is described and communicated such that it is
understood throughout the organization. As a minimum, organization charts, or organograms, are acceptable
means for documenting the structure of a management system.
Management positions critical to operational safety may require enhanced job descriptions or terms of reference
that reflect specialized requirements inherent in certain key positions. Such specialized requirements would
include any delegation of authority exercised by personnel on behalf of an authority (e.g., designated or
authorized flight examiner).
Compliance with regulatory requirements, as well as internal policies and procedures, is an essential element of
a safe and secure operational environment. The responsibility for ensuring compliance with both regulatory and
internal requirements is specified and assigned within the management system. Job descriptions, terms of
reference and operating manuals are examples of appropriate locations for documenting management system
responsibilities.
ORM-H 3.1.6 The Provider should have processes for the communication of safety information throughout
the organization, including all stations, to ensure personnel maintain an awareness of the
SMS and current operational safety issues. [SMS] (GM)
Guidance
Similar requirement is in IOSA ORG 1.4.2, applicable to the Operator. Safety communication is an element of
the Safety Promotion component of the SMS framework.
The general intent of safety communication is to foster a positive safety culture in which all employees receive
ongoing information on safety issues, safety metrics, specific hazards existing in the workplace, and initiatives to
address known safety issues. Such communication typically conveys safety-critical information, and explains
why particular safety actions are taken and why safety procedures are introduced or changed.
ORM-H 3.1.7 The Provider should have processes to review and ensure continual improvement of the SMS
throughout the organization, including all stations, to include:
(i) Identification of the cause(s) of substandard performance of the SMS;
(ii) Determination of the implications of substandard performance of the SMS in operations;
(iii) Elimination or mitigation of such cause(s) of substandard performance. [SMS] (GM)

Guidance
Refer to the IRM for the definitions of Safety Assurance, Safety Action Group (SAG), Safety Review Board
(SRB) and Substandard Performance.
Continual improvement of the SMS is an element of the Safety Assurance component of the SMS framework.
Continual improvement would normally be overseen by a strategic committee of senior management officials
that are familiar with the workings and objectives of the SMS. Such committee is typically referred to as a Safety
Review Board (SRB), which is a very high level, strategic committee chaired by the AE and composed of senior
managers, including senior line managers responsible for functional areas in operations.
To ensure front line input as part of the SMS review process, a provider would form multiple units of specially
selected operational personnel (e.g. managers, supervisors, front line personnel) that function to oversee safety
in areas where operations are conducted. Such units are typically referred to as Safety Action Groups (SAGs),
which are tactical committees that function to address implementation issues in front line operations to satisfy
the strategic directives of the SRB.
In a situation where an Operator has SMS only partially implemented, the provider would demonstrate that the
processes specified in this provision are being applied to ensure continual improvement of those SMS elements
that have been implemented and, as feasible, elements that are in the process of being implemented.
ORM-H 3.1.8 The Provider should have SMS documentation that includes a description of:
(i) The safety policy and objectives, SMS requirements, SMS processes and procedures,
the accountabilities, authorities and responsibilities for processes and procedures, and
the SMS outputs;
(ii) Its approach to the management of safety, which is contained in a manual as a means of
communication throughout the organization, including all stations. [SMS] (GM)
Guidance
SMS documentation is an element of the Safety Policy and Objectives component of the SMS framework.
SMS documentation is typically scaled to the size and complexity of the organization, and describes both the
corporate and operational areas of safety management to show continuity of the SMS throughout the
organization. Typical documentation would include a description of management positions and associated
accountabilities, authorities, and responsibilities within the SMS.

SMS documentation typically addresses:
• Scope of the SMS;
• Safety policy and objectives;
• Safety accountabilities;
• Key safety personnel;
• Documentation control procedures;
• Coordination of emergency response planning;
• Hazard identification and risk management schemes;
• Safety assurance;
• Safety performance monitoring;
• Safety auditing (safety and quality auditing may be combined);
• Management of change;
• Safety promotion;
• Outsourced services.
To ensure personnel throughout the organization are informed, SMS documentation includes a description of
the provider's approach to safety management. Such descriptive information would be contained in a manual
and presented in a manner that ensures the SMS information is clearly identifiable. The exact title and structure
of such manual will vary with each provider.
SMS documentation supports the management of operations and would be subject to management and control
as specified in ORM-H 2.1.
For a provider that is in the process of working toward full SMS implementation, documentation would typically
include an SMS implementation plan that details the way the provider will structure its organization, resources
and processes to effectively manage safety in operations. It contains a realistic strategy for implementation of
SMS with a realistic timeline of activities. In addition, documentation would describe those SMS elements that
have been implemented and, as feasible, elements that are in the process of being implemented.
The SMS implementation plan may be a stand-alone document or it can be a distinct SMS section or chapter
within an existing organizational document that is approved by the Authority. Where details of the organization's
SMS processes are already addressed in existing documents, appropriate cross referencing to such documents
is sufficient.
The SMS implementation plan is kept up to date by the provider. When significant amendments are made,
acceptance by the Authority might be required.

ORM-H 3.1.9 The Provider should have a process to identify changes within or external to the organization
that have the potential to affect the level of safety risks associated with ground operations, and
to manage risks that may arise from or are affected by such changes. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Change Management.
Change management is an element of the Safety Assurance component of the SMS framework.
Change management is considered a proactive hazard identification activity in an SMS.
Change may affect the appropriateness or effectiveness of existing safety risk mitigation strategies. In addition,
new hazards and related safety risks may be inadvertently introduced into an operation whenever change
occurs.
A change management process is designed to ensure risk management is applied to any internal or external
changes that have the potential to affect established operational processes, procedures, products and services.
Internal changes typically include organizational expansion, contraction or consolidation, new initiatives,
business decisions, as well as the introduction of new or the modification of existing systems, equipment,
programs, products or services.
External changes could include new regulatory requirements or changes to the operating environment (e.g. new
security regulations, amendments to the dangerous goods regulations).
ORM-H 3.1.10 The Provider should have a program that ensures personnel throughout the organization,
including all stations, are trained and competent to perform SMS duties. The scope of such
training should be appropriate to each individual's involvement in the SMS. [SMS] (GM)
Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.
An SMS specifies initial and recurrent safety training standards for operational personnel within the
organization, to include managers and supervisors, senior managers and the AE. The content of such training is
appropriate to the individual's responsibilities and involvement in the SMS.

The training program curricula typically address or include the following:
• Organizational safety policies, goals and objectives;
• Organizational safety roles and responsibilities related to safety;
• Basic safety risk management principles;
• Safety reporting systems;
• Safety management support (including evaluation and audit programs);
• Lines of communication for dissemination of safety information;
• A validation process that measures the effectiveness of training;
• Initial indoctrination and recurrent training requirements.
3.2 Safety Risk Management
ORM-H 3.2.1 The Provider should have a safety risk assessment and mitigation program that includes
processes implemented and integrated throughout the organization, including all stations, to
ensure:
(i) Hazards are analyzed to determine corresponding safety risks to ground operations;
(ii) Safety risks are assessed to determine the requirement for risk mitigation action(s);
(iii) When required, risk mitigation actions are developed and implemented in operations.
[SMS] (GM)
Guidance
Guidance may be found in AHM 610 and AHM 621. Similar requirement is in IOSA ORG 3.1.2, applicable to the
Operator.
Risk assessment and mitigation is an element of the Safety Risk Management component of the SMS
framework.
To be completely effective, a risk assessment and mitigation program would typically be implemented in a
manner that:
• Is active in all areas of the organization where there is a potential for hazards that could affect operations;
• Has some form of central coordination to ensure all existing or potential hazards that have been identified
are subjected to risk assessment and, if applicable, mitigation.

The safety risks associated with an identified existing or potential hazard are assessed in the context of the
potentially damaging consequences related to the hazard. Safety risks are generally expressed in two
components:
• Likelihood of an occurrence;
• Severity of the consequence of an occurrence.
Typically, matrices that quantify safety risk acceptance levels are developed to ensure standardization and
consistency in the risk assessment process. Separate matrices with different risk acceptance criteria are
sometimes utilized to address long-term versus short-term operations.
A risk register is often employed for the purpose of documenting risk assessment information and monitoring
risk mitigation (control) actions.
ORM-H 3.2.2 The Provider should have an operational safety reporting system that is implemented
throughout the organization, including all stations, in a manner that:
(i) Encourages and facilitates personnel to submit reports that identify safety hazards,
expose safety deficiencies and raise safety concerns;
(ii) Ensures mandatory reporting in accordance with applicable regulations;
(iii) Includes analysis and management action as necessary to address safety issues
identified through the reporting system. [SMS] (GM)
Guidance
Operator.
Operational reporting is considered a proactive hazard identification activity in an SMS.
Frontline personnel, such as flight or cabin crew members and maintenance technicians, are exposed to
hazards and face challenging situations as part of their everyday activities. An operational reporting system
provides such personnel with a means to report these hazards or any other safety concerns so they may be
brought to the attention of relevant managers.
To build confidence in the reporting process and encourage more reporting, an acknowledgement of receipt is
typically provided to each person that submits a report.
An effective system provides for a review and analysis of each report to determine whether a real safety issue
exists, and if so, ensure development and implementation of appropriate action by responsible management to
correct the situation.

ORM-H 3.2.3 The Provider should have a hazard identification program that is implemented and integrated
(i) A combination of reactive and proactive methods for safety data collection;
(ii) Processes for safety data analysis that identify existing hazards and predict future
hazards to aircraft operations. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations) and Safety Risk.
Hazard identification is an element of the Safety Risk Management component of the SMS framework.
The methods used to identify hazards will typically depend on the resources and constraints of each particular
organization. Some organizations might deploy comprehensive, technology-intensive hazard identification
processes, while organizations with smaller, less complex operations might implement more modest hazard
identification processes. Regardless of organizational size or complexity, to ensure all hazards are identified to
the extent possible, hazard identification processes are necessarily formalized, coordinated and consistently
applied on an on-going basis in all areas of the organization where there is a potential for hazards that could
affect operations.
To be effective, reactive and proactive processes are used to acquire information and data, which are then
analyzed to identify existing or predict future (i.e. potential) hazards to operations. Examples of processes that
typically yield information or data for hazard identification include:
• Confidential or other reporting by personnel;
• Investigation of accidents, incidents, irregularities and other non-normal events;
• Flight data analysis;
• Observation of flight crew performance in line operations and training;
• Quality assurance and/or safety auditing;
• Safety information gathering or exchange (external sources).
Processes would be designed to identify hazards that might be associated with organizational business
changes, the introduction of significant outsourcing of operational functions etc.
Typically hazards are assigned a tracking number and recorded in a log or database. Each log or database
entry would normally include a description of the hazard, as well as other information necessary to track
associated risk assessment and mitigation activities.

ORM-H 3.2.4 The Provider should have a process for the investigation of aircraft incidents, to include
reporting of events in accordance with requirements of the costumer airline(s), the Airport
Authority, and/or State, as applicable. [SMS] (GM)
Guidance
Guidance may be found in AHM 652 and AHM 653. Similar requirement is in IOSA ORG 3.3.10, applicable to
the Operator.
Incident investigation is considered a reactive hazard identification activity in an SMS.
A primary purpose of incident investigation is hazard identification, which is an element of the Safety Risk
Management component of the SMS framework.
Investigations typically result in a report that describes the factors that contributed to the event, which is then
made available to responsible senior operational managers to permit them to evaluate and implement
appropriate corrective or preventive action.
An effective investigation process typically includes:
• Qualified personnel to conduct investigations (commensurate with operation size);
• Procedures for the conduct of investigations;
• A process for reporting investigative results;
• A system for implementing any corrective or preventive action;
• An interface with relevant external investigative authorities (when applicable);
• A process for the dissemination of information derived from investigations.
To ensure awareness among operational personnel, information derived from investigations is disseminated to
relevant areas throughout the organization.
ORM-H 3.2.5 The Provider should have a process for identifying and investigating irregularities and other
non-routine operational occurrences that might be precursors to an accident or incident.
[SMS] (GM)
Guidance
Similar requirement is in IOSA ORG 3.3.11, applicable to the Operator.
Investigation of operational irregularities is considered a reactive hazard identification activity in an SMS.
A primary purpose of investigating non-routine operational occurrences is hazard identification, which is an

element of the Safety Risk Management component of the SMS framework.

The investigation of irregularities or non-routine occurrences is a hazard identification activity. Minor events,
irregularities and occurrences occur often during normal operations, many times without noticeable
consequences. Identifying and investigating certain irregular operational occurrences can reveal system
weaknesses or deficiencies that, if left un-checked, could eventually lead to an accident or serious incident.
These types of events are referred to as accident precursors.
A process to monitor operations on a regular basis permits the identification and capture of information
associated with internal activities and events that could be considered precursors. Such events are then
investigated to identify undesirable trends and determine contributory factors.
The monitoring process is typically not limited to occurrences, but also includes a regular review of operational
threats and errors that have manifested during normal operations. Monitoring of normal operations can produce
data that further serve to identify operational weaknesses and, in turn, assist the organization in developing
system solutions.
As with the investigation of accidents and serious incidents, the investigation of minor internal occurrences
results in a report that is communicated to relevant operational managers for analysis and the possible
development of corrective or preventive action.
ORM-H 3.2.7 The Provider should have a process to ensure significant issues arising from the risk
management and hazard identification program(s) are subject to management review.
[SMS] (GM)
Guidance
Guidance may be found in AHM 621.
Management review of risk management and hazard identification issues supports the continual improvement of
safety performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider issues that have the potential to affect the safety of
operations, and ensure appropriate corrective or preventive actions have been implemented and are being
monitored for effectiveness in preventing accidents and incidents.
ORM-H 3.2.8 The Provider should shall have a means for disseminating information and data from the risk
management and hazard identification program(s) to appropriate operations personnel.
[SMS] (GM)

Guidance
Promulgation of safety information is an element of the Safety Promotion component of the SMS framework.
As a means of safety promotion, an effective risk management and hazard identification program(s) include a
means for the promulgation and dissemination of safety information and data for the continuing education and
interest of operational and other associated personnel. Such dissemination of information might include an up-
to-date status of operational performance against stated performance measures.
The process ensures a method of safety information dissemination commensurate with the size of the
operation. Typical means of dissemination include a magazine, newsletter or bulletin issued periodically.
Electronic media in various forms are also effective in the timely dissemination of information.
ORM-H 3.2.9 The Provider should have processes for setting performance measures as a means to monitor
the operational safety performance of the organization and to validate the effectiveness of
safety risk controls. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Performance Measures.
Setting measurable safety objectives is an element of the Safety Assurance component of the SMS framework.
By setting performance measures, a provider is able to track and compare its operational performance against a
target (i.e. the performance objective, typically expressed as a rate or number reduction) over a period of time
(e.g. one year). Achievement of the target (or objective) would represent an improvement in the operational
performance. The use of performance measures is an effective method to determine if desired safety outcomes
are being achieved, and to focus attention on the performance of the organization in managing operational risks
and maintaining compliance with relevant regulatory requirements.
In addressing operational performance, meaningful measures typically focus on lower level (i.e. lower
consequence) occurrences or conditions that are considered by the Operator to be precursors to serious
events. Performance measures may be specific to a certain area of operations or may be broad and apply to the
entire system.
In addressing compliance, meaningful measures, as a minimum, would focus on compliance with significant
regulatory requirements in all operational areas.
Ideally, performance measures are designed to be challenging, which, in turn, enhances the effectiveness of the
risk management system.

ORM-H 3.2.10 The Provider should have a process to ensure aircraft ground damages are reported to IATA
for inclusion in the Ground Damage Database (GDDB). Such reports should be submitted in
accordance with the formal IATA ground damage reporting structure. (GM)
Guidance
Refer to the IRM for the definition of IATA Ground Damage Database (GDDB).
The IATA GDDB has been established as a quality source of defensible data that will support a performance-
based approach to the management of ground operations. Data submitted to IATA for the GDDB is assembled
and integrated in a manner that permits, through statistical analysis, the identification of trends and contributing
factors associated with aircraft ground damages.
Participants that submit data for the GDDB benefit from having access to the analytical results. Additionally,
such results are used by IATA and the various working groups and task forces associated with the ISAGO
program as the basis for the development of damage prevention strategies and success measurement metrics.
The assurance of data quality and overall database integrity requires that data is submitted by participants in a
uniform and consistent manner. Therefore, the GDDB includes strict reporting protocols, as well as associated
definitions and assumptions. GDDB together with ISAGO and IGOM/AHM is part of IATA Integrated Solution for
Ground Operations.
Reporting guidelines and other information can be found online at the IATA Global Safety Information Center
(GSIC) (http://www.iata.org).
3.4 Quality Assurance Program
ORM-H 3.4.1 The Provider shall have a quality assurance program, including a detailed audit planning
process and sufficient resources that provides for the auditing and evaluation of the
management system and ground operations at all stations to ensure the Provider is:
(i) Complying with applicable regulations and requirements of the customer airline(s);
(ii) Satisfying stated operational needs;
(iii) Identifying undesirable conditions and areas requiring improvement;
(iv) Identifying hazards to operations;
(v) Monitoring effectiveness of safety risk controls. [SMS] (GM)

Guidance
Refer to the IRM for the definitions of Audit and Quality Assurance.
The quality assurance program comprises two complementary functions:
To monitor a provider's compliance with relevant regulations and standards, as well as to evaluate and
continually improve operational safety performance. Such functions are elements of the Safety Assurance
In some organizations the quality assurance program may have a different name (e.g. internal audit program,
internal evaluation program).
The quality assurance program is applied throughout the organization and is typically structured to define:
• Audit frequency;
• Audit initiation, including scope and objectives;
• Planning and preparation, including audit plan and checklist development;
• Observation and gathering of evidence;
• Analysis, findings, actions;
• Reporting and audit summary;
• Follow-up and close out.
The process normally includes means whereby the auditor and the audited area have a comprehensive
discussion and reach agreement on the findings and corresponding corrective or preventive actions. Clear
procedures are typically established to resolve any disagreement between the auditor and audited area, and
action items are followed up to ensure closeout within an appropriate time frame.
To ensure auditors gather sufficient evidence to produce realistic assessments during an audit, the program
typically includes guidance that defines the various sampling techniques that are expected to be used by
auditors in the evidence collection phase of the audit.
ORM-H 3.4.3 The Provider shall have a process for addressing findings that result from audits conducted
under the quality assurance program as specified in ORM-H 3.4.1, which ensures:
(i) A determination of root cause(s);
(ii) Development of corrective action as appropriate to address findings;
(iii) Implementation of corrective action in appropriate operational area(s);
(iv) Monitoring and evaluation of corrective action to determine effectiveness.

ORM-H 3.4.4 The Provider shall have a process to ensure significant issues arising from the quality
assurance program are subject to management review in accordance with ORM-H 3.1.7 and,
as applicable, ORM-H 1.5.1. [SMS] (GM)
Guidance
Management review of significant quality assurance issues supports the continual improvement of safety
performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider significant issues of non-compliance in areas of the
organization that impact operational safety and security, and to:
• Continually monitor and assess operational safety and security outcomes;
• Ensure appropriate corrective or preventive actions that address the relevant compliance issues have been
implemented and are being monitored for effectiveness;
• Ensure continual improvement of operational safety performance.
ORM-H 3.4.5 The Provider shall have a means for disseminating information from the quality assurance
program as specified in ORM-H 3.4.1 to management and non-management operational
personnel as appropriate to ensure an organizational awareness of compliance with
applicable regulatory and other requirements. [SMS] (GM)
Guidance
An effective quality assurance program includes a process for disseminating information for the purpose of
maintaining an ongoing awareness of compliance issues that might impact operational safety or security. As an
example, such information might include an up-to-date status of operational performance against stated
performance measures. The process ensures a method of dissemination commensurate with the size of the
organization. Acceptable means include a magazine, newsletter or bulletin issued periodically. Electronic media
in various forms are also effective in the timely dissemination of information.
ORM-H 3.4.6 The Provider shall ensure the quality assurance program utilizes auditors that:
(i) Have been trained and qualified;
(ii) Are impartial and functionally independent from operational areas to be audited. (GM)
Guidance
A quality assurance program is typically independent in a manner that permits the scheduling and conduct of
audits, as deemed appropriate for the size and scope of operations. Operational independence ensures auditors
are not put in a position where their objectivity may be subject to bias due to conflicting responsibilities. Quality

audit principles forbid auditors from auditing their own work area. In small organizations, to ensure objectivity, it
may be appropriate for the auditing function to be outsourced to external auditors.
To be effective, auditors receive an appropriate level of formal training that develops competency in quality
auditing skills and techniques.
A code of conduct may be used to enhance the impartiality and independence of auditors. An effective auditor
code of ethics would require auditors:
• To act in a strictly trustworthy and unbiased manner in relation to both the organization to which they are
employed, contracted or otherwise formally engaged and any other organization involved in an audit
performed by them or by personnel under their direct control;
• To disclose to their employer any relationship they may have with the organization to be audited before
undertaking any audit function in respect of that organization;
• Not to accept any gift, commission, discount or any other profit from the organization audited, from their
representatives, or from any other interested person nor knowingly allow personnel for whom they are
responsible to do so;
• Not to disclose the findings, or any part of them, nor to disclose any other information gained in the course
of the audit to any third party, unless authorized in writing by both the auditee and the audit organization, if
applicable;
• Not to act in any way prejudicial to the reputation or interest of the audit organization; and
• In the event of any alleged breach of this code, to cooperate fully in any formal enquiry procedure.
3.6 Outsourcing Quality Control Program
ORM-H 3.6.1 If the Provider outsources ground operations and/or associated functions to external ground
service providers, the Provider shall have a program that ensures a contract or agreement is
executed with such external providers. The contract or agreement shall identify measurable
specifications that can be monitored by the Provider to ensure requirements that affect
operational safety and/or security are being fulfilled by the external provider. (GM)
Guidance
Refer to the IRM for the definitions of Outsourcing, Ground Handling Agreement, and Service Level Agreement
(SLA).
Guidance and examples of a standard ground handling agreement and a service level agreement may be found
in AHM Chapter 6.

A Provider always retains responsibility for services that have been voluntarily transferred to an external service
provider.
Maintenance of GSE would be considered a function associated with operational safety.
A contract or agreement is necessary to ensure the outsourced services and/or functions are formally
documented. Inclusion of measurable specifications, usually in the form of a service level agreement, would
provide the basis for a monitoring process.
ORM-H 3.6.2 If the Provider outsources ground operations and/or associated functions to external ground
service providers, the Provider shall have processes for monitoring such external providers to
ensure requirements that affect operational safety and security are being fulfilled by the
external provider. (GM)
Guidance
The specifications of this provision are applicable to any outsourced services or functions that affect operational
safety and/or security.
A Provider has a responsibility to monitor outsourced services or functions to ensure they are conducted in a
manner that meets its own operational safety and security requirements, as well as those of the customer
airline(s).
ORM-H 3.6.3–3.6.4 (Intentionally open)
ORM-H 3.6.5 If the Provider outsources dangerous goods handling functions to external ground service
providers at any station, the Provider shall have a process to ensure such external providers
have a dangerous goods training program in accordance with requirements of the Provider's
dangerous goods training program.
4. Emergency Response
ORM-H 4.1.1 The Provider should have a corporate emergency response plan (ERP) for the central
management and coordination of all activities should it be necessary to respond to a major
aircraft accident or other type of adverse event that results in fatalities, serious injuries,
considerable damage and/or a significant disruption of operations. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Emergency Response Plan (ERP).

Emergency response planning is an element of the Safety Policy and Objectives component of the SMS
framework.
An emergency (or crisis) response plan is based upon an assessment of risk appropriate to the size and type of
operations, and includes consideration of a major aircraft accident and other potential aircraft and/or non-aircraft
events that would require a full corporate emergency response.
In some states, emergency or crisis response is assumed by a governmental authority rather than by the
Operator. In such case, an emergency response plan focuses on and addresses interaction with and/or
participation in the governmental response to an emergency or crisis.
An effective ERP includes industry best practices and ensure community expectations are addressed.
Additionally, an ERP:
• Specifies general conditions for implementation;
• Provides a framework for an orderly implementation;
• Ensures proper coordination with external entities at all potential locations;
• Addresses all potential aspects of an event, including casualties;
• Ensures regulatory requirements associated with specific events are satisfied;
• Provides a scenario for the transition back to normal operations;
• Ensures regular practice exercises as a means to achieve continual improvement.
ORM-H 4.1.2 The Provider should ensure the ERP includes provisions for the appropriate coordination with
the emergency response plans of other applicable organizations relevant to the particular
event or crisis. [SMS] (GM)
Guidance
Operator.
ERP transition and reporting is an element of the Safety Policy and Objectives component of the SMS
framework.
An ERP typically defines:
• Coordination procedures for action by key personnel;
• External entities that will interact with the organization during emergency situations;
• ERPs of external entities that will require coordination;
• Method(s) of establishing coordination with external ERPs.

5. Training and Qualification
5.1 Load Control Training Program
ORM-H 5.1.1 If the Provider delivers load control services at any station, the Provider shall have a program
that ensures all personnel with duties and/or responsibilities in operational load control
functions complete initial and recurrent training in:
(i) General training prior to being assigned to perform operational duties;
(ii) Operational subject areas as applicable to assigned load control function(s) as specified
in Table 1.4;
(iii) Dangerous goods appropriate to assigned operational functions or duties as specified in

Table 1.5 including a recurrent training within 24-month period since the previous DG
training;
(iv) Security training program in order to be familiar and know how to comply with all relevant
security requirements and be able to prevent acts of unlawful interference;
(v) Airside safety training for all staff with duties that require access to airside areas as
specified in Table 1.2;
(vi) Airside driver training for all staff with duties that require the operation of vehicles and/or
equipment in airside areas including operating license in accordance with requirements of
relevant authority as specified in Table 1.3.
Initial and recurrent training shall include evaluation or testing by written, oral or practical means. Recurrent
training shall be completed on a specified frequency to ensure all personnel remain qualified to perform
operational duties, according to the applicable regulations, but not less than once during every 36-month period.
(GM)
Guidance
Refer to the IRM for the definitions of Load Control, Loading Instruction/Report (LIR), NOTOC (Notification to
Captain), Operational Flight Plan (OFP) and Unit Load Device (ULD).
Refer to the IRM for the definition of Ground Support Equipment (GSE).
Guidance may be found in AHM 590, 591 and DGR 1.5.
Guidance for Load Control Training may be found in AHM 590, 591 and DGR 1.5.
Guidance for Airside Safety Training is found in AHM 611 and 640.
Guidance for Airside Driver Training may be found in AHM 611.
Guidance for GSE Operations Training may be found in AHM 630.

Guidance for Aircraft Access Door Training may be found in AHM 430.
Guidance may be found in AHM 634 and ACI 2.4.0.
5.2 Passenger Handling Training Program
ORM-H 5.2.1 If the Provider delivers passenger handling services at any station, the Provider shall have a
program that ensures all personnel with duties and/or responsibilities in operational passenger
handling functions complete initial and recurrent training in passenger handling operations,
which addresses:
(ii) Operational subject areas as applicable to assigned passenger handling function(s) as


training;
relevant authority as specified in Table 1.3;
(vii) GSE operations program for staff with duties that require the operation of GSE as
applicable to their assigned operational functions;
(viii) Aircraft access door training program in accordance with requirements of the customer
airline(s) for personnel with duties that include the operation of aircraft access doors
applicable to each type of access door operated at the station;
(ix) Passenger boarding bridge training for personnel with duties that include the operation of
passenger boarding bridge as specified in Table 1.12.
(GM)
Guidance
Refer to the IRM for the definition of Passenger Boarding Bridge.

Guidance for DG training may be found in DGR 1.5.
5.3 Baggage Handling Training Program
ORM-H 5.3.1 If the Provider delivers baggage handling services at any station, the Provider shall have a
program that ensures all personnel with duties and/or responsibilities in operational baggage
handling functions complete initial and recurrent training in baggage handling operations,
which addresses:
(ii) Operational subject areas as applicable to assigned baggage handling function(s) as


training;
applicable to their assigned operational function.
(GM)

Guidance
5.4 Aircraft Handling and Loading Training Program
ORM-H 5.4.1 If the Provider delivers aircraft handling and loading services at any station, the Provider shall
have a program that ensures all personnel with duties and/or responsibilities in aircraft
handling and loading functions complete initial and recurrent training in aircraft handling and
loading operations, which addresses:
(ii) Operational subject areas as applicable to assigned aircraft handling and/or loading
function(s) as specified in Table 1.10;

training;
(viii) Load control training program for personnel with duties that include the supervision of
aircraft loading as specified in Table 1.13;
(ix) Aircraft access door training program in accordance with requirements of the customer
(x) Passenger boarding bridge training for personnel with duties that include the operation of

(GM)
Guidance
Guidance for Supervision of Aircraft Loading may be found in AHM 590 and 591.
Aircraft loading supervision is an element of the load control process.
5.5 Aircraft Ground Movement Training Program
ORM-H 5.5.1 If the Provider delivers aircraft ground movement services at any station, the Provider shall
have a program that ensures all personnel with duties and/or responsibilities in aircraft ground
movement functions complete initial and recurrent training in aircraft ground movement
operations, as applicable to assigned aircraft ground movement function(s), which addresses:
(ii) Operational subject areas as applicable to assigned aircraft handling as specified in

Table 1.14;
(iii) Security training program in order to be familiar and know how to comply with all relevant
(iv) Airside safety training for all staff with duties that require access to airside areas as

(v) Airside driver training for all staff with duties that require the operation of vehicles and/or
(vi) GSE operations program for staff with duties that require the operation of GSE as
(vii) Aircraft access door training program in accordance with requirements of the customer
applicable to each type of access door operated at the station.
(GM)
Guidance
5.6 Cargo and Mail Handling Training Program
ORM-H 5.6.1 If the Provider delivers cargo and mail handling services at any station, the Provider shall have
a program that ensures all personnel with duties and/or responsibilities in cargo and mail
handling functions complete initial and recurrent training. Such training shall provide the
knowledge necessary for cargo handling personnel to perform duties, execute procedures and
operate equipment associated with specific cargo handling functions, and include:
(i) General and function-specific training prior to being assigned to perform operational
duties;
(ii) Dangerous goods appropriate to assigned operational functions or duties as specified in

training including evaluation/testing by written means;

applicable to their assigned operational functions.
(GM)
Guidance
5.7 Security Training Program
ORM-H 5.7.1 The Provider shall have a security training program that is in accordance with the Security
Program of the customer airline(s), requirements of the civil aviation security authority of
states where ground operations are conducted, and requirements of the airport authority at
stations where ground operations are conducted. Such training program shall include initial
and recurrent training, and have a balanced curriculum of theoretical and practical training to
ensure:
(i) If personnel employed by the Provider implement security controls, such personnel have
the competence to perform their duties;
(ii) Appropriate operational personnel, through security awareness training, are acquainted
with preventative measures and techniques in relation to passengers, baggage, cargo,
mail, equipment, stores and supplies intended for transport on aircraft, as applicable, so
they may contribute to the prevention of acts of sabotage and other forms of unauthorized
interference. (GM)
Guidance
Refer to the IRM for the definitions of Security (Aviation), Security Program, Unlawful Interference and
Unauthorized Interference.

Intensive training for personnel who are employed within the security organization of a provider will enable them
to develop the expertise required to advise management on all aspects of the security program. There are two
classifications of aviation security training for a provider:
Personnel Training
This might be subdivided into training for managers/supervisors, ramp personnel, cargo handling personnel,
passenger and baggage handling personnel, and other categories of personnel who are directly involved in the
implementation of security measures and thereby require an awareness of the obligations associated with
aviation security.
General Security Awareness
Such training applies to the protection of assets from internal and external interference and the necessity of
ensuring all ground handling personnel have a positive attitude to security. The focus of training to achieve such
awareness will vary by region or company and may be influenced by cultural, religious and other circumstances.
Such training is tailored to be effective in the environment in which it is to apply.
The completion of security training would normally be recorded and retained in the records system for proof of
compliance with applicable security standards or regulations.
5.8 Dangerous Goods Training Program
ORM-H 5.8.1 The Provider shall ensure the instructors who deliver dangerous goods training have:
(i) The adequate instructional skills and, prior to delivering instruction, completed a
dangerous goods training program that provides the knowledge in subject areas
consistent with the level of instruction to be delivered;
(ii) Conducted a minimum of one dangerous goods training course within every 24 months;
or
(iii) Attended recurrent dangerous goods training. (GM)
Guidance
Guidance may be found in DGR 1.5.6.
ORM-H 5.8.2 The Provider shall ensure that the dangerous goods training is conducted by either:
(i) An IATA member airline; or
(ii) An IATA Accredited Training School (ATS); or
(iii) A person or organization approved by the relevant authorities in states where operations
are conducted.

5.9 Training Program (General)
ORM-H 5.9.1 The Provider shall ensure each training program as specified in ORM-H 5.1–5.6 includes
processes that require instructors (trainers) and evaluators who conduct training and
evaluation for ground handling personnel to demonstrate they are competent, qualified and,
where required, certified to conduct such training activities.
processes for the completion of all required training and evaluation by operational ground
handling personnel, instructors (trainers) and evaluators to be documented in records, and
such records retained in accordance with ORM-H 2.3.1 for a period as specified by applicable
regulations and/or the customer airline(s).
processes for all aspects of the training program to be periodically reviewed and updated to
remain operationally relevant and in accordance with requirements of the customer airline(s).
6. Security Management
6.1 Security Program
ORM-H 6.1.1 The Provider shall have procedures in accordance with requirements of customer airline(s)
and the civil aviation security program of states, where operations are conducted, that in case
of security related incidents:
(i) Customer airline(s) and relevant authorities are notified;
(ii) The Provider liaises on behalf of the customer airline(s), when so authorized by such
customer airline(s). (GM)
Guidance
Security related incidents include, but are not limited to:
• Threats;
• Unlawful interference.

7. Ground Support Equipment (GSE) Management
7.1 GSE Maintenance
ORM-H 7.1.1 The Provider shall have a program that ensures that GSE, at all applicable stations:
(i) Is maintained in accordance with instructions and/or guidance from the GSE
manufacturer;
(ii) Is serviceable and in good condition prior to being used in ground operations;
(iii) When found to be defective, is reported and evaluated for removal from service;
(iv) Tagged as “Out of Service” and not utilized in airside operations if found in unserviceable
condition;
(v) Removed from operations for repair or maintenance if unserviceable;
(vi) Maintenance is documented in records, and such records are retained for a period as
specified by the Provider, applicable regulations and/or the customer airline(s). (GM)
Guidance
Refer to IRM for the definition of Ground Support Equipment (GSE).
Maintenance programs would typically be designed to be in accordance with recommendations of the

equipment manufacturer. If the GSE maintenance is outsourced, the GSE standards and recommended
practice are still applicable and shall be assessed.
8. Unit Load Device (ULD) Management
8.1 ULD Airworthiness and Serviceability
ORM-H 8.1.1 The Provider shall have procedures in accordance with requirements of the customer
airline(s) to ensure ULDs are inspected to identify damage, and to determine airworthiness
and serviceability:
(i) When received or accepted;
(ii) Prior to being released for loading into an aircraft. (GM)
Guidance
Refer to the IRM for the definitions of Component Maintenance Manual (CMM) and Unit Load Device (ULD).
Guidance may be found in the applicable section(s) of the IATA ULD Regulations (ULDR).
Damaged or unserviceable ULDs have the potential to affect flight safety.

Inspection procedures are typically applied to ULDs whether loaded or unloaded.
Upon accepting a ULD from another party, the Provider shall be responsible to the ULD owner for ensuring the
continued airworthiness of the ULDs. (ULDR Sections 2–2.6 and 9–9.7.1)
Differences in damage limitations can occur between ULDs of the same manufacturer, as well as ULDs of
different manufacturers. The maximum allowable damage for each specific ULD is typically stated in the
applicable Component Maintenance Manual (CMM) issued by the manufacturer.
The ULD Operational Damage Limits Notice (ODLN) should be attached to the ULD to ensure easy access to
the appropriate damage limit information and facilitate inspection in the field. (ULDR Section 7 Standard
Specification 40/3 and 40/4)
Some airlines impose limits that are more stringent than those contained in the CMM.
ULDs, to include containers and pallets, as well as nets and straps, that do not comply with relevant regulations
may not be transported on a commercial flight. An exception may be made for damaged ULDs that require
transport to a repair facility, but only after it has been determined through evaluation by appropriately qualified
personnel that such ULDs pose no risk of damage to the aircraft.
8.2 ULD Loading
airline(s) to ensure that ULDs, whether received or loaded by the Provider, are in compliance
with applicable requirements pertaining to ULD loading and load securing. (GM)
Guidance
Guidance may be found in the applicable section(s) of the ULDR.
Safety requirements address the loading of containers and pallets including nets and straps. Build-up of ULDs
shall be in compliance with limitations stated in ULDR Section 2 and the Operating Specifications stated in
ULDR Section 6. Each state may have additional or varying regulations and specifications.
airline(s) to ensure ULDs are identified by exterior tags that display information relevant to the
ULD and its contents prior to being released for loading into the aircraft. (GM)
Guidance
Such tags typically indicate the origin and destination of the ULD, weight of the ULD and its contents, type of
contents (e.g., cargo, baggage, dangerous goods) and location in the aircraft.

8.3 ULD Handling and Storage
airline(s) to ensure ULDs are handled and stored in a manner that minimizes or eliminates the
possibility of damage or loss. (GM)
Guidance
Guidance may be found in AHM 420 and 421.
The installation of ULD on board an aircraft is governed by the aircraft Weight and Balance Manual (WBM). Only
ULD that complies with the requirements of the WBM shall be loaded onto an aircraft. The IATA ULDR is based
on typical WBM requirements which will assist Providers to carry out ULD operations to comply with applicable
requirements such as WBM.
Procedures typically specify proper ULD handling equipment, adequate facilities and space (as available by
location), and methods of ULD storage that ensures:
• Identification;
• Inventory is tracked;
• Accessibility is maintained;
• Separation by customer airline.
airline(s) to ensure ULDs that have been identified as being damaged or not airworthy are
tagged and stored in a designated location that prevents usage for the transport of cargo, mail
or baggage.
8.4 Facilities and Equipment
ORM-H 8.4.1 The Provider shall ensure the availability of adequate and sufficient infrastructure for proper
storing, transporting, moving, transferring, build-up and breakdown of ULDs. (GM)
Guidance
Guidance may be found in ULDR Section 9.
The Ground Support Equipment (GSE) for ULD handling should meet the requirements stipulated in AHM 911
(ULDR Appendix ‘C’) and maintained correctly.

Table 1.1–Documentation System Specifications

ORM-H 2.1.1 The Provider shall have a system for the management and control of the internal and external
documentation and/or data used directly in the conduct or support of operations. Such system shall comprise
the elements specified below and shall include documentation provided to external entities, if applicable.
Note: Refer to the IRM for the definition of Documentation and Electronic Documentation.
Elements Documentation Types
Type 1 Type 2 Type 3
(i) Identification of the version and
effective date of relevant documents Recommended Recommended Required Note
and/or data.
(ii) Identification of the title and, if
applicable, sub-titles of relevant Recommended Recommended Required Note
documents and/or data.
(iii) Distribution and/or dissemination that
ensures all users are provided relevant
documents and/or data on or before the
effective date:
(a) Throughout appropriate areas of
Required Note Required Note Required Note
the organization, including all
applicable stations;
(b) To external service providers that
conduct outsourced operational
functions.
(iv) Definition of the specific media type(s)
designated for presentation or display of
the controlled version of relevant
(v) Definition of documentation and/or data
that is considered to be reproduced Required Note Required Note Required Note
and/or obsolete.
(vi) Review and revision to maintain the
currency of relevant documents and/or Required Note Required Note Required Note
data.
(vii) Retention that ensures access to the
content of relevant documents and/or
data for a minimum period as defined by
the Provider.
(viii) Provision for a scheduled back up by
copying and archiving relevant
documents and/or data, to include Required Note Required Note Required Note
validation of the documents or data
being backed up.
(ix) Identification and allocation of
documentation access/user and Required Note Required Note Required Note
modification rights.


(x) Dissemination and/or accessibility of
documentation received from external
sources such as regulatory authorities
and original equipment manufacturers.
Note: Required for conformity with ORM-H 2.1.1
Table 1.2–Airside Safety Training Specifications

Functional Groups
For the purpose of determining the applicability of airside safety training subject areas, ground handling
personnel are grouped according to operational function as follows. Note 1
Function 1: Personnel whose duties require access to airside areas.
Function 2: Personnel whose duties require operation of basic GSE (e.g., tractors, belt loaders).
Function 3: Personnel whose duties require: (1) operation of specialised equipment (e.g., aircraft
movement units, container/pallet loaders, de-icing vehicles, catering vehicles), (2) exercise of
control during aircraft movement operations, or (3) performance of lead responsibility over
other personnel.
Function 4: Personnel in first level management, to include supervisors having responsibility for:
(1) directing staff and/or equipment resources, or (2) controlling an operational activity.
Function 5: Personnel in station management having responsibility for resource issues, health and safety,
incident management and budgetary control.
Note 1: Functional definitions may be varied as determined by local requirements or considerations.
Training Subject Areas
Airside safety training shall address, according to assigned operational function(s).
1.1.1 Safety Philosophy
(a) Company safety policy and programme All Functions
(b) Employer/employee responsibilities All Functions
1.1.2 Safety Regulations
(a) International aviation regulations All Functions
(b) State aviation regulations All Functions
(c) Airport airside regulations All Functions
(d) Safe working and operating practices All Functions
Note 2
1.1.3 Hazards
(a) Vehicle movements All Functions
(b) Pedestrian movements All Functions
(c) Aircraft movements All Functions
(d) Jet engines All Functions
(e) Propeller-driven aircraft and helicopters All Functions
(f) Aircraft antennae and other protrusions All Functions
(g) GSE Functions 2–5
(h) Aircraft fuelling and fuel spills All Functions
(i) Adverse and seasonal weather conditions All Functions


(j) Night operations All Functions
(k) Working at height All Functions
(l) Slips, trips and falls All Functions
(m) Noise All Functions
(n) Manual handling All Functions
Note 2: Subject areas (a) through (n) are applicable to personnel as appropriate to specific function and types
of operations conducted.
1.1.4 Human Factors
(a) Motivation and attitude All Functions
(b) Human behaviour Functions 4, 5
(c) Communication skills All Functions
(d) Stress All Functions
(e) Ergonomics All Functions
(f) Effects of psychoactive substances (drugs and alcohol) All Functions
(g) Fatigue All Functions
(h) Time pressure All Functions
(i) Peer management pressure All Functions
(j) Situational awareness All Functions
(k) Teamwork All Functions
1.1.5 Airside Markings and Signage All Functions
Note 3
1.1.6 Emergency Situations
(a) Reporting All Functions
(b) Injuries All Functions
(c) Security threats All Functions
(d) Spillage All Functions
(e) Alarms and emergency stops All Functions
(f) Fuel shut-offs All Functions
(g) Ground-to-flight deck emergency hand signals All Functions
(h) Fire All Functions
(i) Severe weather All Functions
(j) Aircraft stand emergency procedures All Functions
Note 3: Subject areas (a) through (j) are applicable to personnel as appropriate to specific function and types
1.1.7 FOD prevention All Functions
Note 4
1.1.8 Personal protection
(a) Personal protective equipment All Functions
(b) Occupational health and safety All Functions
(c) Musculoskeletal injury prevention All Functions
(d) Weather exposure All Functions
Note 4: Subject areas (a) through (d) are applicable to personnel as appropriate to specific function and types


1.1.9 Accidents, Incidents, Near Misses Note 5
(a) Personnel injuries All Functions
(b) Damage to aircraft, GSE, facilities All Functions
(c) Reporting All Functions
(d) Investigation Functions 4, 5
(e) Prevention All Functions
(f) Cost of accidents, incidents All Functions
(g) Risk assessment All Functions
Note 5: Subject areas (a) through (g) are applicable to personnel as appropriate to specific function and types
1.1.10 Airside Safety Supervision
(a) Creating an open reporting culture Functions 4, 5
(b) Performance monitoring Functions 4, 5
(c) Coordination of airside activities Functions 4, 5
(d) Workload management Functions 4, 5
(e) Decision making Functions 4, 5
(f) Planning Functions 4, 5
Table 1.3–Airside Driver Training Specifications

Airside driver training for ground handling personnel shall address, as a minimum:
1.2.1 General
(a) Role and responsibilities of vehicle Operators
(b) Vehicle equipment standards
(c) Hazards of airside driving
(d) Reduced visibility procedures
(e) Accident and incident reporting procedures
1.2.2 Ramps (aprons), stands and airside roads
(a) Familiarisation with ramp layout, operational stands, vehicle corridors, airside roads,
aircraft taxi lanes
(b) Airport rules, regulations and/or procedures pertaining to airside vehicle operations
(c) Procedures for crossing aircraft movement areas
(d) Pedestrian crosswalk rules
1.2.3 Manoeuvering area Note 1
(a) Identification of obstacle free areas, limited access areas
(b) Airport regulations and requirements
(c) Air Traffic Control
(d) Airport layout
(e) Maneuvering area driving


(f) Radio communication requirements and procedures
(g) Aircraft familiarisation
Note 1: Applicable to vehicle Operators that require operational access to manoeuvering areas.
1.2.4 Evaluation
Table 1.4–Load Control Functional Training Specifications

Training for personnel with duties and/or responsibilities in operational load control functions shall address the
following operational subject areas, as applicable to assigned function(s):
(i) General weight and balance proficiency and awareness:
(a) terminology, definitions of terms, operational codes, abbreviations;
(b) aircraft balance principles, consequences of improper aircraft loading.
(ii) Aircraft structural load limitations:
(a) linear (running load) limitation, area limitation (spreader floors);
(b) limitation per compartment/section/ULD position;
(c) monocoque (combined) limitation, cumulative limitation;
(d) missing restraints limitation.
(iii) Unit load devices (ULD):
(a) IATA identification codes;
(b) gross weight limitations, hold restraint requirements;
(c) container/pallets build-up and tie-down limitations/rules;
(d) tagging.
(iv) Bulk hold loading:
(a) load spreading rules;
(b) load restraint rules: nets, tie-down, volume restraint.
(v) Load Sheet:
(a) computation, issuance, checking (electronic and manual modes);
(b) last minute change procedures.
(vi) Balance tables/charts:
(a) computation, issuance, checking (all conventional methods).
(vii) Loading Instruction/Report (LIR):
(a) designation and numbering of aircraft holds;
(b) issuance and checking (electronic and manual modes).
(viii) Loading messages:
(a) reading and sending standard loading messages.

Table 1.5–Load Control Dangerous Goods Training Specifications

Training for personnel with duties and/or responsibilities in operational load control functions shall address
dangerous goods subjects, to include, as a minimum:
(i) General philosophy
(ii) Limitations (loading restrictions, compatibility rules)
(iii) List of dangerous goods
(iv) Labelling and marking (ULDs and parcels)
(v) Recognition of undeclared dangerous goods
(vi) Storage and loading procedures
(vii) Pilot-in-command notification (NOTOC)
(viii) Provisions for passengers and crew
(ix) Emergency procedures
Table 1.6–Passenger Handling Functional Training Specifications

Training for personnel with duties and/or responsibilities in operational passenger handling functions shall
address the following subject areas, as applicable operational function(s):
(i) Passenger check-in policies and procedures
(ii) Baggage check-in policies and procedures
(iii) Manual check-in procedures
(iv) Cabin seating considerations, to include exit row, special passengers
(v) Passenger boarding policies and procedures
(vi) Cabin access door operation, if applicable, in accordance with provisions in HDL 1.2
(vii) Boarding bridge operation, if applicable, in accordance with provisions in HDL 1.4
(viii) Dangerous goods regulations, considerations and procedures
(ix) Security regulations, considerations and procedures
(x) Load control consequences, coordination and procedures
(xi) Handling and boarding of weapons and authorised persons carrying weapons
(xii) Passengers requiring special handling
(xiii) Communication procedures (customer airlines, load control, authorities, others)
(xiv) Data protection and security
(xv) Document protection and security
(xvi) Abnormal and emergency procedures (fire, dangerous goods, security, other)
(xvii) Health and safety
(xviii) Emergency response procedures

Table 1.7–Passenger Handling Dangerous Goods Training Specifications

Training for personnel with duties and/or responsibilities in passenger handling functions shall address
(ii) Limitations and procedures
(iii) Labelling and marking
(iv) Recognition of undeclared dangerous goods
(v) Provisions for passengers and crew
(vi) Emergency procedures
Table 1.8–Baggage Handling Functional Training Specifications

Training for personnel with duties and/or responsibilities in operational baggage handling functions shall
(i) Baggage handling procedures (identification, sorting, loading in ULDs)
(ii) Manual baggage handling procedures
(iii) ULDs (designation codes, inspecting, loading, tagging, removal from service)
(iv) Dangerous goods (regulations, considerations, procedures)
(v) Security (regulations, considerations, procedures)
(vi) Load control (consequences, coordination, procedures)
(vii) Communication procedures (customer airlines, load control, authorities, others)
(viii) Data protection and security
(ix) Document protection and security
(x) Abnormal and emergency procedures (fire, dangerous goods, security, other)
(xi) Health and Safety
(xii) Emergency response procedures

Table 1.9–Baggage Handling Dangerous Goods Training Specifications

Training for personnel with duties and/or responsibilities in baggage handling functions shall address
(ii) Limitations
(v) Storage and loading procedures
(vi) Pilot-in-command notification
(vii) Provisions for passengers and crew
(viii) Emergency procedures
Table 1.10–Aircraft Handling and Loading Functional Training Specifications

Training for personnel with aircraft handling duties and/or responsibilities shall address the following subject
areas, as appropriate to assigned operational function(s):
(i) Irregularity/incident/accident reporting procedures
(ii) Manual handling of load
(iii) Safety during aircraft fuelling
(iv) Principles of aircraft loading
(v) Handling of loads that require special attention
(vi) Loading incompatibilities
(vii) Handling of ULDs
(viii) Operation of aircraft loading systems/securing of ULDs
(ix) Identification/consequences of malfunctions of in-plane loading systems
(x) Consequences of load damage and spillage
(xi) Positioning and operation of loading and servicing equipment
(xii) Load notification to pilot-in-command
(xiii) Passenger embarkation/disembarkation procedures
(xiv) Standards of aircraft cleaning, lavatory and potable water servicing
(xv) Aircraft movement operations

Table 1.11–Aircraft Handling and Loading Dangerous Goods Training Specifications

Training for personnel with duties and/or responsibilities in operational aircraft loading functions shall address
(ii) Limitations
Table 1.12–Passenger Boarding Bridge Training Specifications

Passenger boarding bridge training for ground handling personnel shall address, as a minimum:
(i) Standard operating procedures
(ii) Bridge control system, including emergency switches, cut-offs and buttons
(iii) Out-of-limits procedures (for returning bridge to normal working limits)
(iv) Back-off procedures and application
(v) Manual wind-off procedures
(vi) Accident and incident response procedures
(vii) Accident and incident reporting procedures (airport, provider)
(viii) Fire procedures (bridge or aircraft)
Table 1.13–Aircraft Loading Supervisor Training Specifications

Training for personnel assigned to supervise aircraft loading operations for The Provider should address the
following subject areas:
(a) terminology, operational codes, abbreviations;
(a) basic knowledge of containerised holds resistance (relationship between missing or damaged
restraints and ULD gross weight limitations);
(b) area limitation (spreader floors);
(c) limitation per compartment/section/ULD position;
(d) monocoque (combined) limitation;
(e) cumulative limitation;
(f) missing restraints limitation.


(iii) Unit load devices (ULDs):
(a) tie-down limitations and rules;
(b) rejection criteria for damaged ULD and tie-down accessories;
(c) tagging.
(a) physical loading rules concerning baggage, cargo and mail;
(b) tie-down and spreader floor procedures;
(c) utilisation of nets.
(v) Loading Instructions/Report (LIR):
(b) utilisation of the LIR document.
(vi) Loading messages:
(a) reading standard loading messages for off-loading of holds.
(vii) Dangerous goods:
(a) cargo IMP codes;
(b) ULD and parcels labelling and marking;
(c) loading compatibilities;
(d) onboard accessibility;
(e) rejection criteria;
(f) emergency procedures.
(viii) Other special loads (e.g., perishables, EAT AVI WET OBX, LHO):
(b) marking and labelling;
(c) loading compatibilities.
(ix) Positioning and operations of loading equipment:
(a) areas of aircraft susceptible to damage by ground support equipment;
(b) recording and reporting of damage to aircraft caused by ground support equipment.
(x) Operation of aircraft loading systems:
(a) opening and closing of aircraft hold doors;
(b) In-plane loading systems;
(c) ULD automated and hand-operated restraints;
(d) Operator's hold configurations and layouts.

Table 1.14–Aircraft Ground Movement Functional Training Specifications

Training for personnel with assigned duties and/or responsibilities in aircraft ground movement operations
shall address the following subject areas, as applicable to assigned operational function(s):
(i) Aircraft ground movement operations:
(a) scope of operations;
(b) principles, responsibilities;
(c) practices, procedures;
(d) hazards, risk assessment;
(e) safety precautions.
(ii) Operation of equipment:
(a) nose gear towbar tractor(s);
(b) nose gear Towbarless tractor(s);
(c) main gear tractor(s), if applicable;
(d) towbars.
(iii) Equipment-aircraft connect and disconnect procedures.
(iv) Aircraft ground movement standard verbal communications (ground-flight deck):
(a) nose gear controlled pushback and towing operations;
(b) main gear controlled pushback operations, if applicable;
(c) powerback operations, if applicable.
(v) Aircraft ground movement standard hand signals (ground-flight deck, ground-ground):
(a) nose gear controlled pushback, towing operations;
(c) powerback operations, if applicable;
(d) power-in and power-out operations, as applicable.
(vi) Aircraft marshalling:
(a) scope of operations, principles, responsibilities;
(b) practices, procedures;
(c) standard hand signals;
(d) use of aircraft parking guidance system(s).
(vii) Aircraft ground movement assistance:
(a) scope of activities, principles, responsibilities;
(c) standard hand signals.

Table 1.15–Cargo and Mail Handling Dangerous Goods Training Specifications

Functional Groups
Subject areas to be addressed in dangerous goods training for cargo handling personnel is determined on the
basis of operational functions as defined below. Note 1
Function 6: Personnel assigned responsibilities for dangerous goods acceptance
Function 7: Personnel assigned responsibilities for cargo and/or mail acceptance
Function 8: Personnel assigned responsibilities for cargo or mail handling, ULD build-up and/or storage
Note 1: Function numbers correspond to those used in the IATA DGR, Subsection 1.5, Table 1.5.A.
Dangerous goods training subject areas are applicable to personnel in functional groups as shown below.
(i) General philosophy Functions 6, 7, 8
(ii) Limitations Functions 6, 7
(iii) General requirements for shippers Function 6
(iv) Classification Function 6
(v) List of dangerous goods Function 6
(vi) General packing requirements Function 6
(vii) Packing instructions Function 6
(viii) Labelling and marking Functions 6, 7, 8
(ix) Shippers declaration and other relevant documentation Functions 6, 7
(x) Acceptance procedures Function 6
(xi) Recognition of undeclared dangerous goods Functions 6, 7, 8
(xii) Storage and loading procedures Functions 6, 8
(xiii) Pilots' notification Functions 6, 8
(xiv) Provisions for passengers and crew Functions 6, 7, 8
(xv) Emergency procedures Functions 6, 7, 8


Section 1 — Organization and Management (ORM-HS)
Applicability
necessary to ensure control of ground operations at all stations.
This section (ORM-HS) is utilized when a headquarters and station are audited together as a combined
entity.
at any station.
Sub-section 8 Unit Load Device (ULD) Management shall be assessed when the provider handles ULDs at
any station.
General Guidance
ORM-HS 1.1.1 The Provider shall have a management system that ensures:
(ii) Ground operations are supervised and controlled;
(iii) Operations are conducted in accordance with applicable regulations and requirements of
GOSM Ed 4, July 2015 ORM-HS 57

Guidance
A management system is documented in controlled company media at both the corporate and operational
levels. Manuals or controlled electronic media are acceptable means of documenting the management system.
ORM-HS 1.1.2 The Provider should identify one senior management official as the Accountable Executive
who is accountable for performance of the management system as specified in ORM-H 1.1.1
and:
(i) Irrespective of other functions, has ultimate responsibility and accountability on behalf of
the Provider for the implementation and maintenance of the safety management system
(SMS) throughout the organization;
(ii) Has the authority to ensure the allocation of resources necessary to manage safety risks
to ground operations;
(iii) Has overall responsibility and is accountable for ensuring operations are conducted in
accordance with applicable regulations and standards of the Provider. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Accountability, Accountable Executive (AE), Authority, Aircraft Operations,
Responsibility, Safety Risk Management and Senior Management.
The requirement for an AE is an element of the Safety Policy and Objectives component of the SMS framework.
The designation of an AE means the accountability for operational quality, safety and many times as well the
security performance is placed at a level in the organization having the authority to take action to ensure the
management system is effective. Therefore, the AE is typically the chief executive officer (CEO), although,
ORM-HS 58 GOSM Ed 4, July 2015

Organization and Management (ORM-HS)
depending on the type and structure of the organization, it could be a different senior official (e.g.
chairperson/member of the board of directors, company owner).
The AE has the authority, which includes financial control, to make policy decisions, provide adequate
resources, resolve operational quality, safety and security issues and, in general, ensure necessary system
components are in place and functioning properly.
In an SMS, the AE would typically have:
• Ultimate responsibility and accountability for the safety of the entire operation together with the
implementation and maintenance of the SMS;
• Responsibility for ensuring the SMS is properly implemented in all areas of the organization and performing
in accordance with specified requirements.
The AE also is responsible for ensuring the organization is in compliance with requirements of applicable
authorities (i.e. regulations), as well as its own policies and procedures, which may exceed existing regulations
or address areas that are not regulated (e.g. ground handling operations).
To ensure that the provider continues to meet applicable requirements, the AE might designate a manager with
the responsibility for monitoring compliance. The role of such manager would be to ensure that the activities of
the provider are monitored for compliance with the applicable regulatory requirements, as well as any additional
requirements as established by the provider, and that these activities are being carried out properly under the
supervision of the relevant head of functional area.
ORM-HS 1.1.3 The Provider shall ensure the management system:
(i) Defines lines of accountability for operational safety and security throughout the
organization, including direct accountability on the part of senior management;
(ii) Assigns responsibilities for ensuring ground operations are provided with the necessary
resources and conducted in accordance with standards of the Provider, applicable
Guidance
There is no universal model for the designation of management accountability. Some organizations, perhaps
based on regional or other business considerations, may have a management system whereby overall
accountability for operational safety and security is shared among multiple corporate management officials.
Ideally, a provider would designate only one corporate management official to be accountable for system-wide
operational safety and security. However, assignment of overall operational accountability to one corporate
official is a recommended model, not a requirement.
When a provider designates more than one senior corporate official to share operational accountability, defined
processes are in place to ensure operations are standardized and conducted within a functioning system, and
not among separate stand-alone organizations (i.e., “silo effect”).

With the designation of accountability, there is also a clear identification of authority and financial control within
the management system for making policy decisions, providing adequate resources, resolving safety and
security issues and ensuring necessary system components are in place and functioning properly.
Acceptable means of documenting accountability include, but are not limited to, organization charts
(organograms), job descriptions, corporate by-laws and any other descriptive written material that defines and
clearly indicates the lines of operational accountability from the corporate level(s) of management to the station
level.
ORM-HS 1.1.4 The Provider shall designate an individual with the authority and the responsibility for:
(i) Implementation of a station management system;
(ii) Ensuring safety and security in station operations. (GM)
Guidance
Such individual is typically referred to as the station manager.
ORM-HS 1.2.1 The Provider shall have a policy that commits the organization to:
safety and security. (GM)
Guidance
possible update a minimum of every two years.
security.

1.4 Communication
ORM-HS 1.4.1 The Provider shall have a communication system that:
operations;

(GM)
Guidance
include:
ORM-HS 1.5.1 The Provider shall have a process to review the management system at intervals not

Guidance
Input to the management review process would include, but not be limited to:
stations.
requirements.

ORM-HS 1.6.1 (Intentionally open)
ORM-HS 1.6.2 The Provider shall have a policy that ensures:
(i) Positions within the organization that affect operational safety and security are filled by
personnel that possess the knowledge, skills, training, and experience appropriate for the
position; and
competence on the basis of continued education and training. (GM)
Guidance
requirement.
ORM-HS 1.6.3–1.6.4 (Intentionally open)

ORM-HS 1.6.5 The Provider shall have a policy that addresses the use of psychoactive substances by
Guidance
ORM-HS 2.1.1 The Provider shall have a system for the management and control of the internal and external
documentation and/or data used directly in the conduct or support of operations. Such system
shall comprise the elements specified in Table 1.1 and shall include documentation provided
to external entities, if applicable. (GM)
Guidance
Refer to the IRM for the definition of Documentation and Electronic Documentation.


ORM-HS 2.1.2 If the Provider utilizes an electronic system for the management and control of any
documentation and/or data used directly in the conduct of operations, and/or for the
Guidance
ORM-HS 2.2.1 The Provider shall have a Policies and Procedures Manual (PPM) that contains the
to all operational personnel in a usable format at all stations. (GM)
Guidance
ORM-HS 2.2.2 The Provider should utilize as a minimum processes and procedures as outlined in the IATA
Ground Operations Manual (IGOM) as applicable to the Provider's scope of operations. (GM)

Guidance
ORM-HS 2.2.3 The Provider shall have processes to ensure the required operational documentation is
Guidance
Table 1.5.A.

ORM-HS 2.2.4 If the Provider outsources ground operations and/or associated functions to an external
Guidance
2.3 Records System
ORM-HS 2.3.1 The Provider shall have a system for the management and control of operational records to
ensure the content and retention of such records is in accordance with applicable regulations
and requirements of the customer airline(s), and to ensure operational records are subjected
to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;
Guidance
3.1 Safety Management System
ORM-HS 3.1.1 The Provider should have an SMS that is implemented and integrated throughout the
organization to ensure management of the safety risks associated with ground operations.
[SMS] (GM)
Guidance
Refer to the IRM for the definitions of Safety Management System (SMS) and State Safety Program (SSP).

ISAGO specifications for an Operator's SMS are derived from the SMS Framework, which is published in Annex
19 to the Convention on International Civil Aviation (ICAO Annex 19). The SMS Framework specifies the four
major components and 12 elements that make up the basic structure of an SMS.
Where applicable, an SMS is designed and implemented in accordance with the State Safety Program (SSP).
The manner in which the elements of SMS are implemented typically reflects the size and complexity of the
provider's organization.
In general, an SMS is designed and implemented to:
• Identify safety hazards in operations;
• Ensure remedial action is implemented to control safety risks;
• Provide for ongoing monitoring and assessment of safety performance;
• Make continual improvement to the level of safety in operations.
Expanded guidance may be found in the ICAO Safety Management Manual (ICAO SMM), Document 9859.
ORM-HS 3.1.2 The Provider should have a corporate safety policy that:
(i) Reflects the organizational commitment regarding safety;
(ii) Includes a statement about the provision of the necessary resources for the
implementation of the safety policy;
(iii) Is communicated throughout the organization, including all stations. [SMS] (GM)
Guidance
The requirement for a provider to have a defined safety policy is an element of the Safety Policy and Objectives
The safety policy typically also reflects the commitment of senior management to:
• Compliance with applicable regulations and standards of the Provider;
• Ensuring the management of safety risks to aircraft operations;
• The promotion of safety awareness;
• Continual improvement of operational performance.
The safety policy is typically reviewed periodically to ensure continued relevance to the organization.
Such policy might be documented in the operations manual or other controlled document, and, to enhance
effectiveness, is communicated and made visible throughout the organization through dissemination of
understood. To ensure continuing relevance, the corporate policy is normally reviewed for possible update a
minimum of every two years.

Consistent with the structure and complexity of the provider's organization, the corporate safety policy may be
ORM-HS 3.1.3 The Provider should have a corporate safety reporting policy that encourages personnel to
report hazards to ground operations and, in addition, defines the Provider's policy regarding
disciplinary action, to include:
(i) Types of operational behaviors that are unacceptable;
(ii) Conditions under which disciplinary action would not apply. [SMS] (GM)
Guidance
The requirement for a provider to have a safety reporting policy is an element of the Safety Policy and
Objectives component of the SMS framework.
Safety reporting is a key aspect of SMS hazard identification and risk management.
Such a policy is typically documented in operations manuals or other controlled documents.
Consistent with the structure and complexity of the provider's organization, the safety reporting policy may be
A safety reporting policy encourages and perhaps even provides incentive for individuals to report hazards and
operational deficiencies to management. It also assures personnel that their candid input is highly desired and
vital to safe and secure operations.
The safety reporting policy is typically reviewed periodically to ensure continuing relevance to the organization.
ORM-HS 3.1.4 The Provider should designate a manager who is responsible for the implementation,
maintenance and day-to-day administration of the SMS throughout the organization, including
all stations, on behalf of the Accountable Executive and senior management. [SMS] (GM)
Guidance
The requirement for a manager that focuses on the administration and oversight of the SMS on behalf of the AE
is an element of the Safety Policy and Objectives component of the SMS framework.
The individual assigned responsibility for organizational implementation of an SMS is ideally a management
official that reports to the AE. Also, depending on the size, structure and scope of a provider's organization, such
individual may be assigned functions in addition to those associated with the SMS manager position.

The title assigned to the designated manager will vary for each organization. Regardless of title, the manager is
the designated organizational focal point for the day-to-day development, administration and maintenance of the
SMS (i.e. functions as the SMS champion). It is important that such manager has the necessary degree of
authority when coordinating and addressing safety matters throughout the organization.
Whereas the designated manager has responsibility for day-to-day oversight of the SMS, overall accountability
for organizational safety rests with the AE. Likewise, the operational managers always retain the responsibility
(and thus are accountable) for ensuring safety in their respective areas of operations.
ORM-HS 3.1.5 The Provider should ensure that the management system defines the safety accountabilities,
authorities and responsibilities of management and non-management personnel throughout
the organization, including all stations, and specifies:
(i) The levels of management with the authority to make decisions that affect the safety
operations;
(ii) Responsibilities for ensuring operations are conducted in accordance with applicable
regulations and standards of the Provider;
(iii) Accountabilities of members of management, irrespective of other functions, as well as

non-management personnel, with respect to the safety performance of the organization.
[SMS] (GM)
Guidance
The definition of authorities and responsibilities of management and non-management personnel is an element
of the Safety Policy and Objectives component of the SMS framework.
In the context of an SMS, accountability means being responsible for taking corrective actions, either to address
hazards and/or errors identified through reporting or from other sources, or in response to events, such as
accidents and incidents.
An effective management system has lines of authority and responsibility that flow from corporate senior
management into all operational areas of the organization.
Delegation of authority and assignment of responsibility is described and communicated such that it is
understood throughout the organization. As a minimum, organization charts, or organograms, are acceptable
means for documenting the structure of a management system.
Management positions critical to operational safety may require enhanced job descriptions or terms of reference
that reflect specialized requirements inherent in certain key positions. Such specialized requirements would
include any delegation of authority exercised by personnel on behalf of an authority (e.g., designated or
authorized flight examiner).

Compliance with regulatory requirements, as well as internal policies and procedures, is an essential element of
a safe and secure operational environment. The responsibility for ensuring compliance with both regulatory and
internal requirements is specified and assigned within the management system. Job descriptions, terms of
reference and operating manuals are examples of appropriate locations for documenting management system
responsibilities.
ORM-HS 3.1.6 The Provider should have processes for the communication of safety information throughout
the organization, including all stations, to ensure personnel maintain an awareness of the
SMS and current operational safety issues. [SMS] (GM)
Guidance
Safety communication is an element of the Safety Promotion component of the SMS framework.
The general intent of safety communication is to foster a positive safety culture in which all employees receive
ongoing information on safety issues, safety metrics, specific hazards existing in the workplace, and initiatives to
address known safety issues. Such communication typically conveys safety-critical information, and explains
why particular safety actions are taken and why safety procedures are introduced or changed.
ORM-HS 3.1.7 The Provider should have processes to review and ensure continual improvement of the SMS
(i) Identification of the cause(s) of substandard performance of the SMS;
(ii) Determination of the implications of substandard performance of the SMS in operations;
(iii) Elimination or mitigation of such cause(s) of substandard performance. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Safety Assurance, Safety Action Group (SAG), Safety Review Board
(SRB) and Substandard Performance.
Continual improvement of the SMS is an element of the Safety Assurance component of the SMS framework.
Continual improvement would normally be overseen by a strategic committee of senior management officials
that are familiar with the workings and objectives of the SMS. Such committee is typically referred to as a Safety
Review Board (SRB), which is a very high level, strategic committee chaired by the AE and composed of senior
managers, including senior line managers responsible for functional areas in operations.

To ensure front line input as part of the SMS review process, a provider would form multiple units of specially
selected operational personnel (e.g. managers, supervisors, front line personnel) that function to oversee safety
in areas where operations are conducted. Such units are typically referred to as Safety Action Groups (SAGs),
which are tactical committees that function to address implementation issues in front line operations to satisfy
the strategic directives of the SRB.
In a situation where an Operator has SMS only partially implemented, the provider would demonstrate that the
processes specified in this provision are being applied to ensure continual improvement of those SMS elements
that have been implemented and, as feasible, elements that are in the process of being implemented.
ORM-HS 3.1.8 The Provider should have SMS documentation that includes a description of:
(i) The safety policy and objectives, SMS requirements, SMS processes and procedures,
the accountabilities, authorities and responsibilities for processes and procedures, and
the SMS outputs;
(ii) Its approach to the management of safety, which is contained in a manual as a means of
communication throughout the organization, including all stations. [SMS] (GM)
Guidance
SMS documentation is an element of the Safety Policy and Objectives component of the SMS framework.
SMS documentation is typically scaled to the size and complexity of the organization, and describes both the
corporate and operational areas of safety management to show continuity of the SMS throughout the
organization. Typical documentation would include a description of management positions and associated
accountabilities, authorities, and responsibilities within the SMS.
SMS documentation typically addresses:
• Scope of the SMS;
• Safety policy and objectives;
• Safety accountabilities;
• Key safety personnel;
• Documentation control procedures;
• Coordination of emergency response planning;
• Hazard identification and risk management schemes;
• Safety assurance;
• Safety performance monitoring;
• Safety auditing (safety and quality auditing may be combined);

• Management of change;
• Safety promotion;
• Outsourced services.
To ensure personnel throughout the organization are informed, SMS documentation includes a description of
the provider's approach to safety management. Such descriptive information would be contained in a manual
and presented in a manner that ensures the SMS information is clearly identifiable. The exact title and structure
of such manual will vary with each provider.
SMS documentation supports the management of operations and would be subject to management and control
as specified in ORM-HS 2.1.
For a provider that is in the process of working toward full SMS implementation, documentation would typically
include an SMS implementation plan that details the way the provider will structure its organization, resources
and processes to effectively manage safety in operations. It contains a realistic strategy for implementation of
SMS with a realistic timeline of activities. In addition, documentation would describe those SMS elements that
have been implemented and, as feasible, elements that are in the process of being implemented.
The SMS implementation plan may be a stand-alone document or it can be a distinct SMS section or chapter
within an existing organizational document that is approved by the Authority. Where details of the organization's
SMS processes are already addressed in existing documents, appropriate cross referencing to such documents
is sufficient.
The SMS implementation plan is kept up to date by the provider. When significant amendments are made,
acceptance by the Authority might be required.
ORM-HS 3.1.9 The Provider should have a process to identify changes within or external to the organization
that have the potential to affect the level of safety risks associated with ground operations, and
to manage risks that may arise from or are affected by such changes. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Change Management.
Change management is an element of the Safety Assurance component of the SMS framework.
Change management is considered a proactive hazard identification activity in an SMS.
Change may affect the appropriateness or effectiveness of existing safety risk mitigation strategies. In addition,
new hazards and related safety risks may be inadvertently introduced into an operation whenever change
occurs.

A change management process is designed to ensure risk management is applied to any internal or external
changes that have the potential to affect established operational processes, procedures, products and services.
Internal changes typically include organizational expansion, contraction or consolidation, new initiatives,
business decisions, as well as the introduction of new or the modification of existing systems, equipment,
programs, products or services.
External changes could include new regulatory requirements or changes to the operating environment (e.g. new
security regulations, amendments to the dangerous goods regulations).
ORM-HS 3.1.10 The Provider should have a program that ensures personnel throughout the organization,
including all stations, are trained and competent to perform SMS duties. The scope of such
training should be appropriate to each individual's involvement in the SMS. [SMS] (GM)
Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.
An SMS specifies initial and recurrent safety training standards for operational personnel within the
organization, to include managers and supervisors, senior managers and the AE. The content of such training is
appropriate to the individual's responsibilities and involvement in the SMS.
The training program curricula typically address or include the following:
• Organizational safety policies, goals and objectives;
• Organizational safety roles and responsibilities related to safety;
• Basic safety risk management principles;
• Safety reporting systems;
• Safety management support (including evaluation and audit programs);
• Lines of communication for dissemination of safety information;
• A validation process that measures the effectiveness of training;
• Initial indoctrination and recurrent training requirements.

3.2 Safety Risk Management
ORM-HS 3.2.1 The Provider should have a safety risk assessment and mitigation program that includes
processes implemented and integrated throughout the organization, including all stations, to
ensure:
(i) Hazards are analyzed to determine corresponding safety risks to ground operations;
(ii) Safety risks are assessed to determine the requirement for risk mitigation action(s);
(iii) When required, risk mitigation actions are developed and implemented in operations.
[SMS] (GM)
Guidance
Operator.
Risk assessment and mitigation is an element of the Safety Risk Management component of the SMS
framework.
To be completely effective, a risk assessment and mitigation program would typically be implemented in a
manner that:
• Is active in all areas of the organization where there is a potential for hazards that could affect operations;
• Has some form of central coordination to ensure all existing or potential hazards that have been identified
are subjected to risk assessment and, if applicable, mitigation.
The safety risks associated with an identified existing or potential hazard are assessed in the context of the
potentially damaging consequences related to the hazard. Safety risks are generally expressed in two
components:
• Likelihood of an occurrence;
• Severity of the consequence of an occurrence.
Typically, matrices that quantify safety risk acceptance levels are developed to ensure standardization and
consistency in the risk assessment process. Separate matrices with different risk acceptance criteria are
sometimes utilized to address long-term versus short-term operations.
risk mitigation (control) actions.
ORM-HS 3.2.2 The Provider should have an operational safety reporting system that is implemented
throughout the organization, including all stations, in a manner that:
(i) Encourages and facilitates personnel to submit reports that identify safety hazards,
expose safety deficiencies and raise safety concerns;

(ii) Ensures mandatory reporting in accordance with applicable regulations;
(iii) Includes analysis and management action as necessary to address safety issues
identified through the reporting system. [SMS] (GM)
Guidance
Operator.
Operational reporting is considered a proactive hazard identification activity in an SMS.
Frontline personnel, such as flight or cabin crew members and maintenance technicians, are exposed to
hazards and face challenging situations as part of their everyday activities. An operational reporting system
provides such personnel with a means to report these hazards or any other safety concerns so they may be
brought to the attention of relevant managers.
To build confidence in the reporting process and encourage more reporting, an acknowledgement of receipt is
typically provided to each person that submits a report.
An effective system provides for a review and analysis of each report to determine whether a real safety issue
exists, and if so, ensure development and implementation of appropriate action by responsible management to
correct the situation.
ORM-HS 3.2.3 The Provider should have a hazard identification program that is implemented and integrated
(i) A combination of reactive and proactive methods for safety data collection;
(ii) Processes for safety data analysis that identify existing hazards and predict future
hazards to aircraft operations. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations) and Safety Risk.
Hazard identification is an element of the Safety Risk Management component of the SMS framework.
The methods used to identify hazards will typically depend on the resources and constraints of each particular
organization. Some organizations might deploy comprehensive, technology-intensive hazard identification
processes, while organizations with smaller, less complex operations might implement more modest hazard
identification processes. Regardless of organizational size or complexity, to ensure all hazards are identified to
the extent possible, hazard identification processes are necessarily formalized, coordinated and consistently
applied on an on-going basis in all areas of the organization where there is a potential for hazards that could
affect operations.

To be effective, reactive and proactive processes are used to acquire information and data, which are then
analyzed to identify existing or predict future (i.e. potential) hazards to operations. Examples of processes that
typically yield information or data for hazard identification include:
• Confidential or other reporting by personnel;
• Investigation of accidents, incidents, irregularities and other non-normal events;
• Flight data analysis;
• Observation of flight crew performance in line operations and training;
• Quality assurance and/or safety auditing;
• Safety information gathering or exchange (external sources).
Processes would be designed to identify hazards that might be associated with organizational business
changes, the introduction of significant outsourcing of operational functions etc.
Typically hazards are assigned a tracking number and recorded in a log or database. Each log or database
entry would normally include a description of the hazard, as well as other information necessary to track
associated risk assessment and mitigation activities.
ORM-HS 3.2.4 The Provider should have a process for the investigation of aircraft incidents, to include
reporting of events in accordance with requirements of the costumer airline(s), the Airport
Authority, and/or State, as applicable. [SMS] (GM)
Guidance
Guidance may be found in AHM 652 and AHM 653. Similar requirement is in IOSA ORG 3.3.10, applicable to
the Operator.
Incident investigation is considered a reactive hazard identification activity in an SMS.
A primary purpose of incident investigation is hazard identification, which is an element of the Safety Risk
Management component of the SMS framework.
Investigations typically result in a report that describes the factors that contributed to the event, which is then
made available to responsible senior operational managers to permit them to evaluate and implement
appropriate corrective or preventive action.
An effective investigation process typically includes:
• Qualified personnel to conduct investigations (commensurate with operation size);
• Procedures for the conduct of investigations;
• A process for reporting investigative results;
• A system for implementing any corrective or preventive action;

• An interface with relevant external investigative authorities (when applicable);
• A process for the dissemination of information derived from investigations.
To ensure awareness among operational personnel, information derived from investigations is disseminated to
relevant areas throughout the organization.
ORM-HS 3.2.5 The Provider should have a process for identifying and investigating irregularities and other
non-routine operational occurrences that might be precursors to an accident or incident.
[SMS] (GM)
Guidance
Investigation of operational irregularities is considered a reactive hazard identification activity in an SMS.
A primary purpose of investigating non-routine operational occurrences is hazard identification, which is an

element of the Safety Risk Management component of the SMS framework.
The investigation of irregularities or non-routine occurrences is a hazard identification activity. Minor events,
irregularities and occurrences occur often during normal operations, many times without noticeable
consequences. Identifying and investigating certain irregular operational occurrences can reveal system
weaknesses or deficiencies that, if left un-checked could eventually lead to an accident or serious incident.
These types of events are referred to as accident precursors.
A process to monitor operations on a regular basis permits the identification and capture of information
associated with internal activities and events that could be considered precursors. Such events are then
investigated to identify undesirable trends and determine contributory factors.
The monitoring process is typically not limited to occurrences, but also includes a regular review of operational
threats and errors that have manifested during normal operations. Monitoring of normal operations can produce
data that further serve to identify operational weaknesses and, in turn, assist the organization in developing
system solutions.
As with the investigation of accidents and serious incidents, the investigation of minor internal occurrences
results in a report that is communicated to relevant operational managers for analysis and the possible
development of corrective or preventive action.

ORM-HS 3.2.7 The Provider should have a process to ensure significant issues arising from the risk
management and hazard identification program(s) are subject to management review.
[SMS] (GM)
Guidance
Management review of risk management and hazard identification issues supports the continual improvement of
safety performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider issues that have the potential to affect the safety of
operations, and ensure appropriate corrective or preventive actions have been implemented and are being
monitored for effectiveness in preventing accidents and incidents.
ORM-HS 3.2.8 The Provider should shall have a means for disseminating information and data from the risk
management and hazard identification program(s) to appropriate operations personnel.
[SMS] (GM)
Guidance
As a means of safety promotion, an effective risk management and hazard identification program(s) include a
means for the promulgation and dissemination of safety information and data for the continuing education and
interest of operational and other associated personnel. Such dissemination of information might include an up-
to-date status of operational performance against stated performance measures.
The process ensures a method of safety information dissemination commensurate with the size of the
operation. Typical means of dissemination include a magazine, newsletter or bulletin issued periodically.
Electronic media in various forms are also effective in the timely dissemination of information.
ORM-HS 3.2.9 The Provider should have processes for setting performance measures as a means to monitor
the operational safety performance of the organization and to validate the effectiveness of
safety risk controls. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Performance Measures.
Setting measurable safety objectives is an element of the Safety Assurance component of the SMS framework.

By setting performance measures, a provider is able to track and compare its operational performance against a
target (i.e. the performance objective, typically expressed as a rate or number reduction) over a period of time
(e.g. one year). Achievement of the target (or objective) would represent an improvement in the operational
performance. The use of performance measures is an effective method to determine if desired safety outcomes
are being achieved, and to focus attention on the performance of the organization in managing operational risks
and maintaining compliance with relevant regulatory requirements.
In addressing operational performance, meaningful measures typically focus on lower level (i.e. lower
consequence) occurrences or conditions that are considered by the Operator to be precursors to serious
events. Performance measures may be specific to a certain area of operations or may be broad and apply to the
entire system.
In addressing compliance, meaningful measures, as a minimum, would focus on compliance with significant
regulatory requirements in all operational areas.
Ideally, performance measures are designed to be challenging, which, in turn, enhances the effectiveness of the
risk management system.
ORM-HS 3.2.10 The Provider should have a process to ensure aircraft ground damages are reported to IATA
for inclusion in the Ground Damage Database (GDDB). Such reports should be submitted in
accordance with the formal IATA ground damage reporting structure. (GM)
Guidance
Ground Operations.

3.4 Quality Assurance Program
ORM-HS 3.4.1 The Provider shall have a quality assurance program, including a detailed audit planning
process and sufficient resources that provides for the auditing and evaluation of the
management system and ground operations at all stations to ensure the Provider is:
(i) Complying with applicable regulations and requirements of the customer airline(s);
(ii) Satisfying stated operational needs;
(iii) Identifying undesirable conditions and areas requiring improvement;
(iv) Identifying hazards to operations;
(v) Monitoring effectiveness of safety risk controls. [SMS] (GM)
Guidance
Refer to the IRM for the definitions of Audit and Quality Assurance.
The quality assurance program comprises two complementary functions:
To monitor a provider's compliance with relevant regulations and standards, as well as to evaluate and
continually improve operational safety performance. Such functions are elements of the Safety Assurance
In some organizations the quality assurance program may have a different name (e.g. internal audit program,
internal evaluation program).

To ensure auditors gather sufficient evidence to produce realistic assessments during an audit, the program
typically includes guidance that defines the various sampling techniques that are expected to be used by
auditors in the evidence collection phase of the audit.
ORM-HS 3.4.3 The Provider shall have a process for addressing findings that result from audits conducted
under the quality assurance program as specified in ORM-HS 3.4.1, which ensures:
(iv) Monitoring and evaluation of corrective action to determine effectiveness.
ORM-HS 3.4.4 The Provider shall have a process to ensure significant issues arising from the quality
assurance program are subject to management review in accordance with ORM-HS 3.1.7
and, as applicable, ORM-HS 1.5.1. [SMS] (GM)
Guidance
Management review of significant quality assurance issues supports the continual improvement of safety
performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider significant issues of non-compliance in areas of the
organization that impact operational safety and security, and to:
• Continually monitor and assess operational safety and security outcomes;
• Ensure appropriate corrective or preventive actions that address the relevant compliance issues have been
implemented and are being monitored for effectiveness;
• Ensure continual improvement of operational safety performance.
ORM-HS 3.4.5 The Provider shall have a means for disseminating information from the quality assurance
program as specified in ORM-HS 3.4.1 to management and non-management operational
personnel as appropriate to ensure an organizational awareness of compliance with
applicable regulatory and other requirements. [SMS] (GM)
Guidance
An effective quality assurance program includes a process for disseminating information for the purpose of
maintaining an ongoing awareness of compliance issues that might impact operational safety or security. As an

example, such information might include an up-to-date status of operational performance against stated
performance measures. The process ensures a method of dissemination commensurate with the size of the
organization. Acceptable means include a magazine, newsletter or bulletin issued periodically. Electronic media
in various forms are also effective in the timely dissemination of information.
ORM-HS 3.4.6 The Provider shall ensure the quality assurance program utilizes auditors that:
(i) Have been trained and qualified;
(ii) Are impartial and functionally independent from operational areas to be audited. (GM)
Guidance
A quality assurance program is typically independent in a manner that permits the scheduling and conduct of
audits, as deemed appropriate for the size and scope of operations. Operational independence ensures auditors
are not put in a position where their objectivity may be subject to bias due to conflicting responsibilities. Quality
audit principles forbid auditors from auditing their own work area. In small organizations, to ensure objectivity, it
may be appropriate for the auditing function to be outsourced to external auditors.
To be effective, auditors receive an appropriate level of formal training that develops competency in quality
auditing skills and techniques.
A code of conduct may be used to enhance the impartiality and independence of auditors. An effective auditor
code of ethics would require auditors:
• To act in a strictly trustworthy and unbiased manner in relation to both the organization to which they are
employed, contracted or otherwise formally engaged and any other organization involved in an audit
performed by them or by personnel under their direct control;
• To disclose to their employer any relationship they may have with the organization to be audited before
undertaking any audit function in respect of that organization;
• Not to accept any gift, commission, discount or any other profit from the organization audited, from their
representatives, or from any other interested person nor knowingly allow personnel for whom they are
responsible to do so;
• Not to disclose the findings, or any part of them, nor to disclose any other information gained in the course
of the audit to any third party, unless authorized in writing by both the auditee and the audit organization, if
applicable;
• Not to act in any way prejudicial to the reputation or interest of the audit organization; and
• In the event of any alleged breach of this code, to cooperate fully in any formal enquiry procedure.

ORM-HS 3.6.1 If the Provider outsources ground operations and/or associated functions to external ground
Guidance
(SLA).
in AHM Chapter 6.
provider.
ORM-HS 3.6.2 If the Provider outsources ground operations and/or associated functions to external ground
Guidance
airline(s).
ORM-HS 3.6.3–3.6.4 (Intentionally open)

ORM-HS 3.6.5 If the Provider outsources dangerous goods handling functions to external ground service
providers at any station, the Provider shall have a process to ensure such external providers
4. Emergency Response
ORM-HS 4.1.1 The Provider should have a corporate emergency response plan (ERP) for the central
management and coordination of all activities should it be necessary to respond to a major
aircraft accident or other type of adverse event that results in fatalities, serious injuries,
considerable damage and/or a significant disruption of operations. [SMS] (GM)
Guidance
Refer to the IRM for the definition of Emergency Response Plan (ERP).
Emergency response planning is an element of the Safety Policy and Objectives component of the SMS
framework.
An emergency (or crisis) response plan is based upon an assessment of risk appropriate to the size and type of
operations, and includes consideration of a major aircraft accident and other potential aircraft and/or non-aircraft
events that would require a full corporate emergency response.
In some states, emergency or crisis response is assumed by a governmental authority rather than by the
Operator. In such case, an emergency response plan focuses on and addresses interaction with and/or
participation in the governmental response to an emergency or crisis.
An effective ERP includes industry best practices and ensure community expectations are addressed.
Additionally, an ERP:
• Specifies general conditions for implementation;
• Provides a framework for an orderly implementation;
• Ensures proper coordination with external entities at all potential locations;
• Addresses all potential aspects of an event, including casualties;
• Ensures regulatory requirements associated with specific events are satisfied;
• Provides a scenario for the transition back to normal operations;
• Ensures regular practice exercises as a means to achieve continual improvement.

ORM-HS 4.1.2 The Provider should ensure the ERP includes provisions for the appropriate coordination with
the emergency response plans of other applicable organizations relevant to the particular
event or crisis. [SMS] (GM)
Guidance
Operator.
ERP transition and reporting is an element of the Safety Policy and Objectives component of the SMS
framework.
An ERP typically defines:
Coordination procedures for action by key personnel;
External entities that will interact with the organization during emergency situations;
ERPs of external entities that will require coordination;
Method(s) of establishing coordination with external ERPs.
ORM-HS 5.1.1 If the Provider delivers load control services at any station, the Provider shall have a program
in Table 1.4;

training;

(GM)
Guidance
ORM-HS 5.2.1 If the Provider delivers passenger handling services at any station, the Provider shall have a
which addresses:


training;

(GM)
Guidance

ORM-HS 5.3.1 If the Provider delivers baggage handling services at any station, the Provider shall have a
which addresses:


training;
(GM)
Guidance

ORM-HS 5.4.1 If the Provider delivers aircraft handling and loading services at any station, the Provider shall

training;
(GM)
Guidance

ORM-HS 5.5.1 If the Provider delivers aircraft ground movement services at any station, the Provider shall
have a program that ensures all personnel with duties and/or responsibilities in aircraft ground

Table 1.14;
(GM)

Guidance
ORM-HS 5.6.1 If the Provider delivers cargo and mail handling services at any station, the Provider shall have
a program that ensures all personnel with duties and/or responsibilities in cargo and mail
duties;

(GM)

Guidance
ORM-HS 5.7.1 The Provider shall have a security training program that is in accordance with the Security
Program of the customer airline(s), requirements of the civil aviation security authority of
states where ground operations are conducted, and requirements of the airport authority at
ensure:
(ii) Appropriate operational personnel, through security awareness training, are acquainted
with preventative measures and techniques in relation to passengers, baggage, cargo,
mail, equipment, stores and supplies intended for transport on aircraft, as applicable, so
they may contribute to the prevention of acts of sabotage and other forms of unauthorized
interference. (GM)
Guidance
Personnel Training
aviation security.

ORM-HS 5.8.1 The Provider shall ensure the instructors who deliver dangerous goods training have:
or
Guidance
ORM-HS 5.8.2 The Provider shall ensure that the dangerous goods training is conducted by either:
are conducted.
ORM-HS 5.9.1 The Provider shall ensure each training program as specified in ORM-HS 5.1–5.6 includes
processes that require instructors (trainers) and evaluators who conduct training and
processes for the completion of all required training and evaluation by operational ground
handling personnel, instructors (trainers) and evaluators to be documented in records, and
such records retained in accordance with ORM-HS 2.3.1 for a period as specified by
applicable regulations and/or the customer airline(s).

processes for all aspects of the training program to be periodically reviewed and updated to
remain operationally relevant and in accordance with requirements of the customer airline(s).
ORM-HS 6.1.1 The Provider shall have procedures in accordance with requirements of customer airline(s)
and the civil aviation security program of states, where operations are conducted, that in case
of security related incidents:
Guidance
• Threats;
• Unlawful interference.
7.1 GSE Maintenance
ORM-HS 7.1.1 The Provider shall have a program that ensures that GSE, at all applicable stations:
manufacturer;
condition;

Guidance

ORM-HS 8.1.1 The Provider shall have procedures in accordance with requirements of the customer
and serviceability:
Guidance
Specification 40/3 and 40/4).

8.2 ULD Loading
Guidance
Guidance
Guidance
• Identification;

or baggage.
ORM-HS 8.4.1 The Provider shall ensure the availability of adequate and sufficient infrastructure for proper
Guidance
Guidance may be found in ULDR Section 9.
The Ground Support Equipment (GSE) for ULD handling should meet the requirements stipulated in AHM 911
(ULDR Appendix ‘C’) and maintained correctly.
9. Station Airside Supervision and Safety
9.1 Supervision
ORM-HS 9.1.1 The Provider shall have a process to ensure all station operational activities, including, if
applicable, those outsourced to external ground service providers, are conducted under the
direct oversight of supervisory personnel. (GM)
Guidance
Guidance may be found in numerous chapters of the AHM.
ORM-HS 9.1.2 The Provider shall have processes to ensure station personnel that provide oversight of
operational activities as specified in ORM-HS 9.1.1, including, if applicable, personnel of
external ground service providers that conduct outsourced ground operations for the Provider,
complete training and are qualified to supervise ground operations.

9.3 Airside Fire Safety
ORM-HS 9.3.1 The Provider shall have procedures for fire protection and prevention in ground operations
conducted in station airside areas, which address:
(i) Identification and elimination of conditions that could lead to a fire;
(ii) Availability, access and use of fire fighting equipment;
(iii) Emergency procedures, including alerting personnel on board the aircraft;
(iv) Procedures for controlling and reporting fires. (GM)
Guidance
9.4 Airside Cleanliness
ORM-HS 9.4.1 The Provider shall have procedures to address the spillage of fluids and other materials in
station airside areas of operations. (GM)
Guidance
Procedures would typically focus on the avoidance of and response to fluid spillage in station airside operations,
to include containment, reporting and cleanup, in accordance with the requirements of relevant authorities.
Other procedures might address spillage of:
• Toilet waste;
• Water (particularly in freezing conditions) and ice cubes;
• Oil and hydraulic fluid;
• Hazardous materials and other chemicals.
ORM-HS 9.4.2 The Provider shall have a FOD prevention program for implementation in station airside areas
where the Provider conducts aircraft handling or aircraft ground movement operations for
customer airlines. (GM)

Guidance
Refer to the IRM for the definition of FOD (Foreign Object Damage).
The objective of a FOD prevention program is the elimination of conditions that could cause damage to an
aircraft.
9.5 Airside Severe Weather Plan
ORM-HS 9.5.1 The Provider shall have a station severe weather operations plan that provides for the
protection for aircraft, passengers, operational personnel, baggage, cargo and equipment
when severe weather conditions are a threat to operations. (GM)
Guidance
Refer to the IRM for the definition of Severe Weather Operations Plan.
A typical plan includes practices for preparation and encountering severe weather conditions in operations, and
would address, as appropriate to the climatic conditions of a station:
• High winds;
• Lightning;
• Low visibility;
• Ground icing.
9.6 Passenger Safety
ORM-HS 9.6.1 If the Provider conducts ground operations at the station that utilize the ramp surface for
passenger embarkation and disembarkation, the Provider shall have procedures or other
measures that provide for the protection of passengers moving between the aircraft and a
terminal building or ground transportation vehicle. (GM)
Guidance
To preclude injuries, passenger movement on the ramp between the aircraft and the terminal building or ground
transport vehicle is always closely supervised.

The route used for such passenger movement is typically clearly designated and visible, equipment and
vehicles are clear, and the surface is free of any contamination. Such route is designed so passengers are
protected or clear from:
• Aircraft protrusions;
• GSE;
• Fuelling zones;
• Jet blast or prop wash.
9.7 Personnel Safety
ORM-HS 9.7.1 The Provider shall have a requirement and procedures that ensure station ground handling
personnel wear appropriate protective clothing or personal protective equipment (PPE) when
performing functions in airside operations. (GM)
Guidance
Refer to the IRM for the definition of Personal Protective Equipment (PPE).
Protective clothing and PPE provides a defense against operational hazards that could threaten the personal
safety or health of ground handling personnel. Applicable clothing or PPE is typically defined through risk
assessment and/or required by regulation. Some examples of such protection would include high visibility vests,
hearing protection, gloves, safety shoes, safety glasses and respirators.

ORM-HS 2.1.1 The Provider shall have a system for the management and control of the internal and external
and/or data.


effective date:
functions.
and/or obsolete.
data.
the Provider.
being backed up.
Note: Required for conformity with ORM-HS 2.1.1


Functional Groups
movement units, container/pallet loaders, de-icing vehicles, catering vehicles),
(2) exercise of control during aircraft movement operations, or (3) performance of lead
responsibility over other personnel.
Function 5: Personnel in station management having responsibility for resource issues, health and
safety, incident management and budgetary control.
Note 1: Functional definitions may be varied as determined by local requirements or considerations.
Note 2
1.1.3 Hazards


1.1.4 Human Factors
Note 3
Note 4



1.2.1 General
aircraft taxi lanes
(d) Airport layout
1.2.4 Evaluation


(d) tagging.
(v) Load Sheet:







(ii) Limitations



(ii) Limitations



Training for personnel assigned to supervise aircraft loading operations for the Operator shall address the
(c) tagging.




(b) nose gear Towbarless tractor(s);
(d) towbars.


Functional Groups

Section 1 — Organization and Management (ORM-S)
Applicability
necessary to ensure control of ground operations at a station.
This section (ORM-S) is utilized when only a station is audited.
at a station.
Sub-section 8 Unit Load Device (ULD) Management shall be assessed when the provider handles ULDs at a
station.
General Guidance
ORM-S 1.1.1 The Provider shall have a station management system that ensures:
(ii) Assignment of the responsibilities for ensuring ground operations are provided with the
necessary resources and conducted in accordance with standards of the Provider,
applicable regulations and requirements of the customer airline(s);
(iii) Ground operations are supervised and controlled. (GM)
GOSM Ed 4, July 2015 ORM-S 115

Guidance
A station management system is documented in controlled company media at both the corporate and
operational levels. Manuals or controlled electronic media are acceptable means of documenting the
management system.
ORM-S 1.1.2 (Intentionally open)
ORM-S 1.1.3 The Provider shall designate an individual with the authority and the responsibility for:
(i) Implementation of a station management system;
(ii) Ensuring safety and security in station operations. (GM)
Guidance
Such individual is typically referred to as the station manager.
ORM-S 1.2.1 The Provider shall have a policy that commits the organization to:
safety and security. (GM)
ORM-S 116 GOSM Ed 4, July 2015

Organization and Management (ORM-S)
Guidance
possible update a minimum of every two years.
security.
1.4 Communication
ORM-S 1.4.1 The Provider shall have a communication system that:
operations;

(GM)
Guidance
include:

ORM-S 1.5.1 The Provider shall have a process to review the station management system at intervals not
Guidance
A review of the station management system would typically focus on ensuring station performance is consistent
with the provider's goals and objectives, and also include an assessment of opportunities for improvement and
the need for changes at the station level.
Input to the management review process would include, but not be limited to:

stations.
requirements.
ORM-S 1.6.2 The Provider shall have a policy that ensures:
(i) Station positions within the organization that affect operational safety and security are
filled by personnel that possess the knowledge, skills, training, and experience
appropriate for the position; and
competence on the basis of continued education and training. (GM)
Guidance

requirement.
ORM-S 1.6.3–1.6.4 (Intentionally open)
ORM-S 1.6.5 The Provider shall have a policy that addresses the use of psychoactive substances by
Guidance
1.7 Risk Management
ORM-S 1.7.1 The Provider should have a station risk management program that specifies processes that
are implemented within the management system and in locations where ground operations
are conducted to ensure:
(i) Hazards with the potential to affect operational safety or security are identified through an
operational risk assessment;
(ii) Threats with the potential to affect security are identified;
(iii) Hazards are analyzed to determine risks;
(iv) Risks are assessed to determine the need for control;
(v) Risk control actions are developed and implemented in operations, and are subsequently
monitored and measured to ensure validation of their effectiveness and to ensure risks
are controlled. (GM)

Guidance
Refer to the IRM for the definition of Risk.
In general, risk management typically includes the basic elements of:
• Safety hazard identification;
• Security threat identification;
• Risk assessment;
• Risk control;
• Risk monitoring.
Risk management processes are typically implemented at all stations for the purpose of addressing conditions,
activities or areas of noncompliance that have been identified with the potential to pose risk to operational safety
or security.
Such processes are also applied to new initiatives, which could include business decisions that pose potential
new risk(s) to operations. It is impossible to list all instances of such initiatives, but examples might include
significant changes to operations, such as the acquisition of an existing ground handling service provider or the
introduction of significant outsourcing of operational functions at a station.
risk control actions.
ORM-S 2.1.1 The Provider shall have a system for the management and control of the internal and external
documentation and/or data used directly in the conduct or support of station operations. Such
system shall comprise the elements specified in Table 1.1 and shall include documentation
provided to external entities, if applicable. (GM)
Guidance


ORM-S 2.1.2 If the Provider utilizes an electronic system for the management and control of any
documentation and/or data used directly in the conduct of station operations, and/or for the
Guidance
ORM-S 2.2.1 The Provider shall have a Policies and Procedures Manual (PPM) that contains the
to all station operational personnel in a usable format. (GM)
Guidance

ORM-S 2.2.2 The Provider should utilize as a minimum processes and procedures as outlined in the IATA
Ground Operations Manual (IGOM) as applicable to the Provider's scope of operations at the
station. (GM)
Guidance
ORM-S 2.2.3 The Provider shall have processes to ensure the required operational documentation is
Guidance

Table 1.5.A.
ORM-S 2.2.4 If the Provider outsources ground operations and/or associated functions to an external
Guidance
2.3 Records System
ORM-S 2.3.1 The Provider shall have a system for the management and control of station operational
records to ensure the content and retention of such records is in accordance with applicable
regulations and requirements of the customer airline(s), and to ensure operational records are
subjected to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;

Guidance
3.3 Safety Program
ORM-S 3.3.1 The Provider shall have a station safety program for the purpose of preventing accidents and
incidents, which includes processes for:
(i) Personnel to report operational hazards, deficiencies and areas of concern;
(ii) The investigation of accidents and incidents;
(iii) The reporting of accidents and incidents;
(iv) The investigation of irregularities or other non-routine operational occurrences that may
be precursors of accidents or incidents;
(v) The identification and analysis of operational hazards and potentially hazardous
conditions;
(vi) The production of analytical information, which may include recommendations, for use by
operations managers in the prevention of operational accidents and incidents;
(vii) Ensuring significant issues arising from the station safety program are subject to regular
review by senior management;
(viii) The dissemination of safety information to appropriate management and operational

personnel;
(ix) Compliance with applicable regulations and requirements of the customer airline(s). (GM)
Guidance
The safety program is a critical element of risk management. Documentation of the program would include a
description of the structure, individual responsibilities, available resources and core processes associated with
the program.

A station safety program would also be in accordance with applicable regulations and requirements of the
customer airline(s).
ORM-S 3.3.2 The Provider should have a process to ensure station aircraft ground damages are reported to
IATA for inclusion in the Ground Damage Database (GDDB). Such reports should be
submitted in accordance with the formal IATA ground damage reporting structure. (GM)
Guidance
Ground Operations.
3.4 Quality Control Program
ORM-S 3.4.1 The Provider shall have a station quality control program that provides for scheduled and
unscheduled inspections and/or evaluations of ground operations at the station for the
purpose of:
(i) Ensuring compliance with standards of the Provider, quality assurance program as
specified in ORM-H/HS 3.4.1, applicable regulations, and requirements of the customer
airline(s);
(ii) Identifying operational hazards for the application of risk assessment and control. (GM)
Guidance
Guidance may be found in AHM 610, 612 and 621.

ORM-S 3.4.3 The Provider shall have a process for addressing findings that result from audits, inspections
and/or evaluations conducted under the station quality control program as specified in ORM-S
3.4.1, which ensures:
(iv) Monitoring and evaluation of corrective action to determine effectiveness;
(v) Significant issues arising from the station quality control program are subject to regular
review by management;
(vi) Disseminating information from the station quality control program as specified in ORM-S
3.4.1, as appropriate, to ensure personnel are aware of compliance issues at the station.
ORM-S 3.6.1 If the Provider outsources ground operations and/or associated functions to external ground

Guidance
(SLA).
in AHM Chapter 6.
provider.
Guidance
airline(s).
service providers at a station, the Provider shall have a process to ensure such external
providers have a security training program, to include:
(i) If personnel of the external ground service providers employed by the Provider implement
security controls, such personnel have the competence to perform their duties;
(ii) Ground handling personnel of the external ground service provider are familiar and know
how to comply with all relevant security requirements;
(iii) Ground handling personnel of the external ground service provider are able to prevent to
the extent possible acts of unlawful interference and to act in the most appropriate
manner to minimize the consequences of acts of unlawful interference, unauthorized
interference, and/or disruptive passenger behavior;

(iv) Appropriate operational personnel of the external ground service provider, through
security awareness training, are acquainted with preventative measures and techniques
in relation to passengers, baggage, cargo, mail, equipment, stores and supplies intended
for transport on aircraft, as applicable, so they may contribute to the prevention of acts of
sabotage and other forms of unauthorized interference.
ORM-S 3.6.5 If the Provider outsources dangerous goods handling functions to external ground service
providers at a station, the Provider shall have a process to ensure such external providers
4. (Intentionally Open)
ORM-S 5.1.1 If the Provider delivers load control services at a station, the Provider shall have a program
in Table 1.4;

training;
(GM)

Guidance
ORM-S 5.2.1 If the Provider delivers passenger handling services at a station, the Provider shall have a
which addresses:


training;

operational duties, according to the applicable regulations, but not less than once during every 36-month
period. (GM)
Guidance
ORM-S 5.3.1 If the Provider delivers baggage handling services at a station, the Provider shall have a
which addresses:


training;

(GM)
Guidance
ORM-S 5.4.1 If the Provider delivers aircraft handling and loading services at a station, the Provider shall

training;

(GM)
Guidance

ORM-S 5.5.1 If the Provider delivers aircraft ground movement services at a station, the Provider shall have
a program that ensures all personnel with duties and/or responsibilities in aircraft ground

Table 1.14;
(GM)
Guidance

ORM-S 5.6.1 If the Provider delivers cargo and mail handling services at a station, the Provider shall have a
program that ensures all personnel with duties and/or responsibilities in cargo and mail
duties;

(GM)
Guidance
ORM-S 5.7.1 The Provider shall have a station security training program that is in accordance with the
Security Program of the customer airline(s), requirements of the civil aviation security authority
of states where ground operations are conducted, and requirements of the airport authority at

ensure:
(ii) Appropriate station operational personnel, through security awareness training, are
acquainted with preventative measures and techniques in relation to passengers,
baggage, cargo, mail, equipment, stores and supplies intended for transport on aircraft,
as applicable, so they may contribute to the prevention of acts of sabotage and other
forms of unauthorized interference. (GM)
Guidance
Personnel Training
aviation security.
ORM-S 5.8.1 The Provider shall ensure the instructors who deliver dangerous goods training at a station
have:

or
Guidance
ORM-S 5.8.2 The Provider shall ensure that the station dangerous goods training is conducted by either:
are conducted.
ORM-S 5.9.1 The Provider shall ensure each station training program as specified in ORM-S 5.1–5.6
includes processes that require instructors (trainers) and evaluators who conduct training and
includes processes for the completion of all required training and evaluation by operational
ground handling personnel, instructors (trainers) and evaluators to be documented in records,
and such records retained in accordance with ORM-S 2.3.1 for a period as specified by
applicable regulations and/or the customer airline(s).
includes processes for all aspects of the training program to be periodically reviewed and
updated to remain operationally relevant and in accordance with requirements of the customer
airline(s).

ORM-S 6.1.1 The Provider shall have procedures in accordance with requirements of customer airline(s)
and the civil aviation security program of states, where station operations are conducted, that
in case of security related incidents:
Guidance
• Threats
• Unlawful interference
7.1 GSE Maintenance
ORM-S 7.1.1 The Provider shall have a program that ensures that GSE, at all applicable stations:
manufacturer;
condition;
Guidance


ORM-S 8.1.1 The Provider shall have procedures in accordance with requirements of the customer
and serviceability:
Guidance
Specification 40/3 and 40/4)
8.2 ULD Loading

Guidance
Guidance
Guidance
• Identification;

or baggage.
ORM-S 8.4.1 The Provider shall ensure the availability of adequate and sufficient infrastructure for proper
Guidance
Guidance may be found in ULDR Section 9. The Ground Support Equipment (GSE) for ULD handling should
meet the requirements stipulated in AHM 911 (ULDR Appendix ‘C’) and maintained correctly.
9. Station Airside Supervision and Safety
9.1 Supervision
ORM-S 9.1.1 The Provider shall have a process to ensure all station operational activities, including, if
applicable, those outsourced to external ground service providers, are conducted under the
direct oversight of supervisory personnel. (GM)
Guidance
Guidance may be found in numerous chapters of the AHM.
ORM-S 9.1.2 The Provider shall have processes to ensure station personnel that provide oversight of
operational activities as specified in ORM-S 9.1.1, including, if applicable, personnel of
external ground service providers that conduct outsourced ground operations for the Provider,
complete training and are qualified to supervise ground operations.
9.3 Airside Fire Safety
ORM-S 9.3.1 The Provider shall have procedures for fire protection and prevention in ground operations
conducted in station airside areas, which address:
(i) Identification and elimination of conditions that could lead to a fire;
(ii) Availability, access and use of fire fighting equipment;

(iii) Emergency procedures, including alerting personnel on board the aircraft;
(iv) Procedures for controlling and reporting fires. (GM)
Guidance
Guidance may be found in AHM 630 and ACI 2.16.0
9.4 Airside Cleanliness
ORM-S 9.4.1 The Provider shall have procedures to address the spillage of fluids and other materials in
station airside areas of operations. (GM)
Guidance
Procedures would typically focus on the avoidance of and response to fluid spillage in station airside operations,
to include containment, reporting and cleanup, in accordance with the requirements of relevant authorities.
Other procedures might address spillage of:
• Toilet waste;
• Water (particularly in freezing conditions) and ice cubes;
• Oil and hydraulic fluid;
• Hazardous materials and other chemicals.
ORM-S 9.4.2 The Provider shall have a FOD prevention program for implementation in station airside areas
where the Provider conducts aircraft handling or aircraft ground movement operations for
customer airlines. (GM)
Guidance
Refer to the IRM for the definition of FOD (Foreign Object Damage).
The objective of a FOD prevention program is the elimination of conditions that could cause damage to an
aircraft.
9.5 Airside Severe Weather Plan
ORM-S 9.5.1 The Provider shall have a station severe weather operations plan that provides for the
protection for aircraft, passengers, operational personnel, baggage, cargo and equipment
when severe weather conditions are a threat to operations. (GM)

Guidance
Refer to the IRM for the definition of Severe Weather Operations Plan.
A typical plan includes practices for preparation and encountering severe weather conditions in operations, and
would address, as appropriate to the climatic conditions of a station:
• High winds;
• Lightning;
• Low visibility;
• Ground icing.
9.6 Passenger Safety
ORM-S 9.6.1 If the Provider conducts ground operations at the station that utilize the ramp surface for
passenger embarkation and disembarkation, the Provider shall have procedures or other
measures that provide for the protection of passengers moving between the aircraft and a
terminal building or ground transportation vehicle. (GM)
Guidance
To preclude injuries, passenger movement on the ramp between the aircraft and the terminal building or ground
transport vehicle is always closely supervised.
The route used for such passenger movement is typically clearly designated and visible, equipment and
vehicles are clear, and the surface is free of any contamination. Such route is designed so passengers are
protected or clear from:
• Aircraft protrusions;
• GSE;
• Fuelling zones;
• Jet blast or prop wash.
9.7 Personnel Safety
ORM-S 9.7.1 The Provider shall have a requirement and procedures that ensure station ground handling
personnel wear appropriate protective clothing or personal protective equipment (PPE) when
performing functions in airside operations. (GM)

Guidance
Refer to the IRM for the definition of Personal Protective Equipment (PPE).
Protective clothing and PPE provides a defense against operational hazards that could threaten the personal
safety or health of ground handling personnel. Applicable clothing or PPE is typically defined through risk
assessment and/or required by regulation. Some examples of such protection would include high visibility vests,
hearing protection, gloves, safety shoes, safety glasses and respirators.

ORM-S 2.1.1 The Provider shall have a system for the management and control of the internal and external
and/or data.
effective date:
functions.
and/or obsolete.
data.


the Provider.
being backed up.
Note: Required for conformity with ORM-S 2.1.1

Functional Groups
movement units, container/pallet loaders, de-icing vehicles, catering vehicles), (2) exercise of
control during aircraft movement operations, or (3) performance of lead responsibility over
other personnel.
Function 5: Personnel in station management having responsibility for resource issues, health and safety,
incident management and budgetary control.
Note 1: Functional definitions may be varied as determined by local requirements or considerations


Note 2
1.1.3 Hazards
1.1.4 Human Factors
Note 3


Note 4


1.2.1 General
aircraft taxi lanes
(d) Airport layout
1.2.4 Evaluation


(d) tagging.
(v) Load Sheet:







(ii) Limitations



(ii) Limitations



Training for personnel assigned to supervise aircraft loading operations for the Operator shall address the
(c) tagging.




(b) nose gear towbarless tractor(s);
(d) towbars.


Functional Groups


Section 2 — Load Control (LOD)
Changes to GOSM Section 2 (LOD)
Area Changed Description of GOSARP change Description of GM Change
LOD 1.1.3–1.1.4 Removed
LOD 1.1.5 Changed numbering to LOD 1.1.3
Changed numbering to LOD 1.1.4

LOD 1.1.9 and wording adjusted for technical
clarity
LOD 1.2.2 New GOSARP New GM
LOD 1.3.2 Removed
Changed numbering to LOD 1.3.2,

LOD 1.3.3 merged sub-items (ii) and (iii) and
revised wording
Changed numbering to LOD 1.3.4

LOD 1.3.5 and revised wording for technical
clarity
Wording revised for technical

LOD 1.3.7 GM revised for technical clarity
clarity.
Wording of sub-item (i) revised for

LOD 1.5.2
technical clarity

LOD 1.6.1
clarity
LOD 1.6.2 Removed
GOSM Ed 4, July 2015 LOD 159

Changes to GOSM Section 2 (LOD)
Area Changed Description of GOSARP change Description of GM Change
LOD 1.8.3–1.8.6 Merged into LOD 1.8.1 New GM
LOD 160 GOSM Ed 4, July 2015

Load Control (LOD)
Applicability
Section 2 addresses the load control process, which includes:

• Load planning;
• Weight and balance calculation;
• Aircraft loading supervision;
• Checking and finalization of the Loadsheet and other loading documents.
This section (LOD) is utilized for the audit of a station where load control operations are conducted. The LOD
section shall be also utilized for the audits of Centralized Load Control (CLC) functions.
The Auditor will determine individual provisions that may not be applicable to a specific Provider.
General Guidance
1. Load Control Process
1.1 General
LOD 1.1.1 The Provider shall have procedures in accordance with the customer airline(s) to ensure any
verbal exchange of load information or data that could affect aircraft weight and balance
calculations is:
(i) Manually or electronically documented;
(ii) Communicated to the person responsible for final calculation of weight and balance prior
to flight departure. (GM)
Guidance
Guidance may be found in the IGOM 5.5 and AHM 590.
Documenting such information or data is necessary in order to provide a subsequent audit trail, and may be
accomplished in writing or by electronic means.

LOD 1.1.2 The Provider shall have procedures in accordance with the customer airline(s) to ensure, in
the event of a potential discrepancy associated with the accuracy of weight and balance
figures for a flight:
(i) Relevant or requested information is provided to the pilot-in-command (PIC) without

delay, including preventing the aircraft from taking off once pushback has been
completed;
(ii) The discrepancy is reported to the customer airline(s). (GM)
Guidance
Guidance may be found in IGOM 5.5.
LOD 1.1.3 The Provider shall have a process to ensure load files & weight and balance records are:
(i) Filed for each flight in accordance with requirements of the customer airline;
(ii) Retained for a period in accordance with applicable regulations and the requirements of
the customer airline(s), but no less than a period of three months. (GM)
Guidance
LOD 1.1.4 The Provider shall have procedures to utilize coding schemes in accordance with
requirements of customer airline(s) for presenting load information in documents, records and
messages. (GM)
Guidance
Guidance may be found in IGOM 5.2 and AHM 510.
Load information codes are included in various documents, reports and messages. For every flight, those codes
identify load categories and provide information in connection with load handling.
LOD 1.1.5 The Provider shall have procedures in accordance with the customer airline(s) to identify,
address and communicate loads that exceed standard aircraft load limitations. (GM)
Guidance
Guidance may be found in IGOM 5.6, 5.7 and AHM 513, 514 and 515.

Load Control (LOD)
1.2 Load Planning
LOD 1.2.1 The Provider shall have a procedure, in accordance with the customer airline(s), for load
planning that produces instructions to ensure aircraft are loaded in accordance with all
applicable requirements. (GM)
Guidance
Guidance may be found in IGOM 5.6 and AHM 536 and 590.
The load planning procedure typically takes into consideration, as applicable for each flight;
• Aircraft preparation for service;
• Fuel load and distribution;
• Aircraft equipment, crew, catering;
• Equipment in compartment (EIC) shipments;
• Planned deadload;
• Expected passenger load;
• Aircraft limitations;
• Specific requirements of the customer airline(s) (e.g. productivity, fuel efficiency);
• Special load requirements.
LOD 1.2.2 The Provider shall ensure the load control process includes incorporating flight information in
accordance with requirements of customer airline(s) that could have a direct impact on the
aircraft loading. (GM)
Guidance
Typical Information that could affect aircraft loading are A/C Deferred Defects such as:
• Hold Inoperative
• Heat system Inoperative
• Ventilation System Inoperative
There are also other types of information that can have a direct impact on the aircraft loading as “Flight
Information” related to operational limitation such as runway conditions/limitation at a destination and/or
departure. Those are usually communicated by the costumer airline(s) through Flight Dispatch to the GSP.

1.3 Weight and Balance Calculation
LOD 1.3.1 The Provider shall have procedures for calculating the aircraft weight and balance in
accordance with requirements of the customer airline(s) to ensure, for each flight, production
of:
(i) When applicable, a weight and balance pre-calculation;
(ii) A weight calculation that does not exceed the structural limits of the aircraft type;
(iii) An accurate balance calculation that results in a centre of gravity within fore and aft
balance limits for the aircraft type. (GM)
Guidance
Guidance may be found in IGOM 5.10 AHM 513 and 590.
A weight and balance pre-calculation is normally produced when a manual loadsheet is issued or when the
aircraft weight and/or balance condition is expected to be close the operational limits.
Exceeding maximum structural limits, which includes the structural limits associated with sections, total
compartments and a combination of different compartments for each aircraft type, could result in permanent
damage to the aircraft.
Aircraft trim is determined from the balance calculation, which may be accomplished manually or electronically.
If applicable to aircraft operated at the station, procedures would also address the use of an aircraft centre-of-
gravity (CG) targeting system.
The weight and balance calculation procedures typically result in the Loadsheet and other loading documents
(e.g. NOTOC, LIR) that are presented to the PIC prior to flight departure.
LOD 1.3.2 The Provider shall have a process to ensure weight and balance calculations are:
(i) Based on current aircraft weight and balance data supplied by the customer airline(s);
(ii) Take into account actual load on the aircraft, in accordance with requirements of
Guidance
The actual load of the aircraft shall include but not be limited to passenger and fuel, payload, non-revenue load,
EIC etc. Aircraft weight and balance data is typically supplied by the customer airline(s) or aircraft manufacturer.
Because such data could be subject to change, a process is necessary to periodically verify that data used for
calculations is current and correct.
LOD 1.3.3 The Provider shall have procedures to ensure the load control process utilizes passenger and
baggage weights for weight and balance calculations that are in accordance with
requirements of the customer airline(s). (GM)

Load Control (LOD)
Guidance
Weight and balance calculations are typically based on:
• Standard passenger weights, unless otherwise authorized by the customer airline(s);
• Actual or standard baggage weights as specified by the customer airline.
LOD 1.3.4 The Provider shall have procedures in accordance with requirements of the customer
airline(s) to ensure aircraft weight and balance calculations for each flight account for persons
traveling on crew seats that are supernumeraries. (GM)
Guidance
Procedures would apply to weight and balance calculations performed for passenger and all-cargo aircraft.
LOD 1.3.5 The Provider shall have control procedures in accordance with requirements of the customer
airline(s) to ensure aircraft weight and balance calculations for each flight are based on an
accurate weight of the load, to include:
(i) All local loaded and transit payload as bulk load;
(ii) All payload in local loaded and transit ULDs;
(iii) All gate checked cabin items. (GM)
Guidance
LOD 1.3.6 The Provider shall have procedures in accordance with the requirements of the customer
airline(s) to ensure all weight and balance calculations account for the individual or cumulative
weights of:
(i) Hold baggage that exceeds normal allowances;
(ii) Gate delivery items that exceed normal allowances;
(iii) Other non-normal load items. (GM)
Guidance
The identification and communication to load of such information is usually performed by passenger services,
however, it must be included in the weight and balance calculations for each flight.

airline(s) for the application and use of ballast when necessary to bring the aircraft centre of
gravity within operational limits. (GM)
Guidance
1.4 Loading Instruction/Report
LOD 1.4.1 The Provider shall have a procedure in accordance with requirements of the customer
airline(s) to produce and issue a Loading Instruction/Report (LIR), which includes:
(i) Loading instructions;
(ii) Transit load, off-load, re-load and onload instructions;
(iii) Loading report, with space to record deviations from instructions;
(iv) Loading certification;
(v) Signed by the person responsible for loading;
(vi) Loading positions for specific holds. (GM)
Guidance
Guidance may be found in IGOM 5.6, 5.7 and AHM 514 and 515.
The instruction/report may be produced in electronic or manual form.
The loading report and certification would typically be completed by the loading supervisor (see HDL 2.1.5 and
HDL 2.1.6).
LOD 1.4.2 The Provider shall have a procedure in accordance with requirements of the customer
airline(s) to produce and issue an Off-loading Instruction/Report when required for transit
flights, which includes:
(i) Instructions for transit load and off-load;
(ii) Off-loading report, to include space to record items in transit or for off-load;
(iii) Off-loading certification;
(iv) A representation of all loading positions for that specific hold version. (GM)

Load Control (LOD)
Guidance
Guidance may be found in IGOM 5.6, 5.6.1 and AHM 514 and 515.
The instruction/report may be produced in electronic or manual form.
The off-loading report and certification would typically be completed by the off-loading supervisor. Certification
would normally consist of the supervisor's signature.
1.5 Notification to the Captain (NOTOC)
LOD 1.5.1 The Provider shall have a process to provide the PIC, as soon as practicable prior to
departure of the aircraft, with a notification that contains accurate and legible written or printed
information concerning dangerous goods carried as cargo onboard the aircraft. Such
notification shall include dangerous goods that have been loaded on the aircraft at a previous
departure point and that are to be carried on a subsequent flight. (GM)
Guidance
Refer to the IRM for the definition of NOTOC.
The requirements for the content of the NOTOC may be found in DGR Section 9.5.1.1.
Guidance may be found in IGOM 5.9, AHM 381 and DGR 9.5.
Such notification is normally referred to as the NOTOC (notification to the captain), and includes information
about all dangerous goods in cargo loaded on the aircraft. The NOTOC also contains information:
• For use in emergency response to an accident or incident involving dangerous goods onboard;
• To provide to air traffic services in the event of an in-flight emergency.
In the event the NOTOC is of such a size as to make in-flight radiotelephony transmission impracticable in an
emergency situation, a summary of the information is typically provided to the PIC (NOTOC Summary), which
contains at least the quantities, and class or division of dangerous goods in each cargo compartment.
LOD 1.5.2 The Provider shall have a process to ensure the dangerous goods information provided to the
PIC, in accordance with the requirement of the customer airline(s) that:
(i) Is readily accessible to the airports of last departure (if applicable) and is transmitted to
the next scheduled port of arrival, before the flight has arrived at the destination airport;
(ii) Is communicated to the customer airline(s) flight dispatch/operations control center.

1.6 Loadsheet
LOD 1.6.1 If the Provider produces and issues a manually or electronically generated Loadsheet, then
the Provider shall have procedures in accordance with requirements of the customer airline(s),
to ensure that the Loadsheet generated and issued to the PIC:
(i) Presents accurate weight and balance data and distribution of the load within the aircraft
which does not exceed the operational limitations for the appropriate aircraft registration;
(ii) Presents accurate number of passengers on board which does not exceed maximum
allowed number for the appropriate aircraft seating version;
(iii) Shows the identification of person responsible for the accuracy of the data on the
Loadsheet and of the Captain;
(iv) Has been crosschecked against the LIR and other information relative to the actual
aircraft load. (GM)
Guidance
Refer to the IRM for the definition of Loadsheet.
Guidance may be found in IGOM 5.7, 5.8 and AHM 514, 515, 516, 517, 518 and 590.
The Loadsheet would typically be produced in a preliminary version, and then in a final version that would
contain all corrections and represent the actual load on the aircraft.
LOD 1.6.2 The Provider shall have a procedure to adjust the Loadsheet to account for last minute
changes (LMC) to the weight or distribution of the load on the aircraft, in accordance with
Guidance
Guidance may be found in IGOM 5.8.3 and AHM 551.
Last minute changes (LMC) could be presented to the pilot-in-command in the form of a final Loadsheet, or
communicated in the form of corrections to a preliminary Loadsheet.
The LMC procedure and weight tolerances of the customer airline(s) must be taken into account.
LOD 1.6.3 If the Provider conducts final weight & balance calculations remotely and electronically
transmits to the PIC via ACARS or other methods, the provider shall have documented and
implemented processes & procedures that account for a loss of, or failure of the primary
communication method, these procedures shall ensure the delivery of data to the PIC.

Load Control (LOD)
1.7 Departure Control System (DCS)
LOD 1.7.1 If the Provider utilized for the weight & balance calculation process an automated Departure
Control System (DCS) other than the customer airline(s) own DCS, the Provider shall have a
process to ensure such a DCS is approved by the customer airline(s). (GM)
Guidance
Refer to the IRM for the definition of Departure Control System (DCS).
LOD 1.7.2 If an automated DCS is utilized for weight & balance calculations according to LOD 1.7.1, the
Provider shall have a process to coordinate and exchange information with customer airline(s)
to ensure the DCS is current, maintained and updated as per the requirements of the
customer airline. (GM)
Guidance
1.8 Reports and Messages
airline(s) for the production and transmission of the following messages in a standard format:
(i) Aircraft Load Message (LDM);
(ii) Container/pallet distribution message (CPM);
(iii) ULD control Message (UCM);
(iv) Aircraft Movement Message (MVT), if applicable;
(v) Aircraft Diversion Message (DIV), if applicable. (GM)
Guidance
Guidance may be found in IGOM 5.12.3 and AHM 422, 423, 424, 583, 587, 780, 781.
An LDM would normally be produced for departing flights with a transit stop to provide the transit station with
advance information about the part of a load that will continue beyond that station on the same aircraft.
However, customer airline(s) might also require production of an LDM for flights without transit stops.
A load message would not be required for a departing point-to-point flight or the last segment of a multi-segment
flight, except for a wide-body all-cargo aircraft flight.
Movement Message and Diversion Message are applicable as per requirements of customers Airlines.


Section 3 — Passenger and Baggage Handling (PAB)
Changes to GOSM Section 3 (PAB)
Clarification on the Sub-section 7

Applicability Statement
and 8 was added.
PAB 1.1.2 New standard New GM
PAB 1.2.1 Wording adjusted
PAB 1.2.2 Removed reference to AHM051
Wording adjusted to clarify

PAB 1.2.3
standard
PAB 1.4.2 Removed reference to AHM051
Removed reference to IGOM 6.4

PAB 1.4.3
as it was removed from IGOM
Removed reference to IGOM 6.4

PAB 1.4.4
as it was removed from IGOM
Removed reference to AHM 230

PAB 1.4.5
and adjusted to IGOM 2.5
Removed reference to IRM, AHM

051 and AHM 120. Added
PAB 1.6.2
reference to IGOM 1.4.10 and
1.4.11
GOSM Ed 4, July 2015 PAB 171

Applicability
Section 3 addresses passenger and baggage handling operations, which includes:
• Passenger and baggage check-in;
• Aircraft boarding of passengers, baggage and other associated items;
• Baggage handling operations, including originating and expedited baggage;
• Application of dangerous goods regulations;
• Application of security regulations;
• Baggage identification.
Note: The following operational processes are addressed in Section 5 (HDL):
Aircraft hold baggage transportation, loading/off-loading, including ULD handling and loading;
Operation of passenger boarding equipment, if applicable to passenger handling operations; and
Aircraft door operation, if applicable to passenger handling operations.
This section (PAB) is utilized for the audit of a station where the Provider conducts passenger and baggage
handling operations.
General Guidance
1. Passenger and Baggage Handling Operations
1.1 General
PAB 1.1.1 The Provider shall have procedures for the transfer of information and data to the load control
office to ensure passengers and all baggage loaded onto the aircraft are accounted for in the
load control process. (GM)
PAB 172 GOSM Ed 4, July 2015

Passenger and Baggage Handling (PAB)
Guidance
Procedures would typically address the types and methods of communication necessary to ensure effective
coordination between passenger/baggage handling personnel and the load control office in the transfer of
information associated with:
• Checked in passengers and cabin baggage;
• Transfer passengers and cabin baggage, as applicable;
• Baggage loaded in the aircraft hold;
• Boarded passengers and cabin baggage;
• Hold-loaded duty-free items;
PAB 1.1.2 The Provider shall have procedures in accordance with the requirements of the customer
airline(s) to identify & communicate to load control, information and data of the individual or
cumulative weights of:
(i) Hold baggage that exceeds normal allowances;
(ii) Gate delivery items that exceed normal allowances;
(iii) Other non-normal load items. (GM)
Guidance
Procedures would typically address the types and methods of communication necessary to ensure effective
coordination between passenger/baggage handling personnel and the load control office in the transfer of
information.
1.2 Check-in Procedures
PAB 1.2.1 The Provider shall have procedures in accordance with requirements of the customer
airline(s) to ensure a boarding pass containing the passengers name is issued to each seated
passenger during the check-in process. (GM)
Guidance

PAB 1.2.2 The Provider shall have procedures to ensure, when receiving baggage during passenger
check-in operations, including any items being accepted as checked baggage:
(i) All baggage has a passenger identity tag or label;
(ii) Baggage is tagged to the final destination as indicated on the ticket;
(iii) Old baggage tags and/or labels are removed or obliterated, as applicable;
(iv) Baggage not suitable for secure carriage is refused. (GM)
Guidance
Guidance may be found in IGOM 2.
Bag identification tags are typically made available at the point of passenger check-in.
Removal of old checked baggage tags or obliterating old labels would eliminate a potential factor that could lead
to confusion as to the destination of the bag.
airline(s) for the check-in of heavy or overweight baggage and to ensure such baggage is
communicated to load control. (GM)
Guidance
Guidance may be found in IGOM 2.2 and 2.3, 5.4 and 5.10.
Heavy or overweight baggage would have to be defined in accordance with requirements of the customer
airline(s). Typically, baggage weighing more than 23 kg might be considered heavy, while baggage weighing
more than 32 kg is considered as exceeding the maximum weight limit (i.e., overweight). However, weight
restrictions may vary with each customer airline.
PAB 1.2.4 The Provider shall have procedures to ensure cabin baggage is in compliance with size,
weight and quantity limits as specified in applicable regulations and/or by the customer
airline(s). (GM)
Guidance
Size and weight limits will vary with each customer airline and/or local regulation.
Oversized or overweight baggage is typically identified through the use of sizing or weighing devices at each
passenger check-in point, with a secondary verification at the boarding gate.

PAB 1.2.5 If the Provider utilizes scales to determine the weight of baggage during the handling process,
the Provider shall have a process to ensure such scales are periodically checked and
calibrated, and such action is recorded and records retained in accordance with applicable
regulations and/or requirements of the customer airline(s). (GM)
Guidance
The accuracy of baggage weight is a critical safety factor and is monitored by many states. The results of the
checking and calibration of baggage scales are typically recorded and retained, and where required, are made
available for review by relevant authorities.
A provider's process ensures scales are checked and calibrated periodically. The actual checking and
calibration activity might be accomplished by an entity other than the provider (e.g. customer airline, airport
authority).
PAB 1.2.6 The Provider shall have procedures in accordance with applicable regulations and
requirements of the customer airline(s) for the handling of special baggage items, to include,
as applicable:
(i) Items that have been removed from the possession of a passenger by security personnel
that are conditionally acceptable for carriage in the aircraft hold;
(ii) Duty-free goods that require loading into the aircraft hold;
(iii) Other items removed from a passenger after the check-in process that require loading
into the aircraft hold;
(iv) Other non normal load items.
The procedure shall ensure that all special baggage items have a baggage tag and/or label that indicates the
final destination and that they are accounted for in the load control process as checked baggage. (GM)
Guidance
Guidance may be found in the IGOM 2.3, AHM 140 and 141.
Bulky or heavy items (i.e. bags or packages that are too large or too heavy to be stowed in the overhead cabin
bin or under the passenger seat) are typically taken from a passenger and loaded into the aircraft hold. Smaller
items carried as cabin baggage (e.g. liquor, tobacco or perfume in small amounts), would be addressed in the
load control process as part of the normal passenger weight.
requirements of the customer airline(s) for the handling and reporting of undeclared weapons
discovered in checked baggage.
PAB 1.2.8 (Intentionally open)

PAB 1.2.9 The Provider shall have a procedure in accordance with requirements of the customer
airline(s) to address, prior to flight departure, passengers that are suspected of having a
communicable disease. (GM)
Guidance
In most circumstances it may not be obvious that a passenger might have a communicable disease. However,
procedures are typically in place to permit passenger handling personnel to address situations when one or
more passengers do exhibit symptoms of a particular disease, especially when a known outbreak is in progress.
1.3 Dangerous Goods
PAB 1.3.2 The Provider shall have procedures in accordance with applicable regulations, and
requirements of the customer airline(s) to:
(i) Detect and identify dangerous goods that are not permitted to be carried on board the
aircraft by passengers or in passenger baggage; and
(ii) Ensure a report is made to the appropriate authority, including the state of occurrence
and the customer airline when such dangerous goods are discovered. (GM)
Guidance
Guidance may be found in the IGOM 2.1, 2.2, 2.5.7, DGR 2.3, 9.5, 9.6 and AHM 170.
airline(s) for the acceptance and handling of battery-operated mobility aids for transport as
checked baggage to ensure such devices are:
(i) Subjected to applicable dangerous goods handling and loading requirements;
(ii) Accounted for in the load control process. (GM)
Guidance
Guidance may be found in the IGOM 2.3.6 and AHM 345.
Wheelchairs and electric scooters are considered to be mobility aids. Certain batteries used in such devices
could pose a hazard to flight safety and/or cause damage to the aircraft.

1.4 Security
PAB 1.4.1 The Provider shall have a process in accordance with applicable regulations and/or
requirements of the customer airline(s) to ensure all passengers and their cabin baggage have
been subjected to appropriate security screening prior to being permitted to board the aircraft.
(GM)
Guidance
The requirement for security screening would apply to:
• Originating and transit passengers;
• Physically impaired passengers that require a wheelchair;
• Passengers that have an orthopedic or implanted electronic device.
A provider's process ensures passengers and their cabin baggage have been subjected to screening at some
point prior to the passenger being permitted to board the aircraft (the exact point of such screening may vary
with each airport). The actual screening activity is typically accomplished by an entity different than the provider
(e.g. government or airport authority).
airline(s) to ensure the security of boarding passes, transit cards and baggage tags. (GM)
Guidance
Guidance may be found in IGOM 1.2.1.
requirements of the customer airline(s) and/or regulatory/airport authorities for the handling of
passengers and their cabin baggage in the event of:
(i) A bomb threat condition;
(ii) An increased security threat condition. (GM)
Guidance
requirements of the customer airline(s) to address security threats, to include, as appropriate
to the threat received:
(i) The handling of passengers and their baggage;
(ii) Required notifications. (GM)

Guidance
PAB 1.4.5 The Provider shall have procedures to ensure baggage is protected from unauthorized
interference from the point at which it is accepted or screened, whichever is earlier, until
either:
(i) The departure of the aircraft on which the baggage has been loaded; or
(ii) The point at which the baggage is transferred to and accepted by another entity for
further handling. (GM)
Guidance
Procedures would address the security of all secure baggage that is transported to the aircraft, to another
provider, or over any part of the airport.
Where possible, baggage would be loaded into containers at the makeup area and then transported to the
aircraft for immediate loading. When this cannot be achieved, the baggage would be retained in the makeup
area and not moved to planeside any earlier than necessary.
In areas where baggage is handled, measures to prevent unauthorized interference typically include, among
others:
• Supervision;
• Controlled access;
• Adequate illumination;
• Video monitoring.
Adequate lighting in baggage handling areas would be at a brightness level that would permit effective visual or
video surveillance.
PAB 1.4.6 The Provider shall have a process in accordance with applicable regulations and/or
requirements of the customer airline(s) to ensure originating hold baggage, prior to release for
loading into the aircraft, has been:
(i) Individually identified using a baggage tag and/or label as accompanied or

unaccompanied baggage;
(ii) Subjected to appropriate security controls. (GM)
Guidance

PAB 1.4.7 If required by applicable regulations or requirements of the customer airline(s), the Provider
shall have a procedure in accordance with requirements of the customer airline(s) to provide a
record of hold baggage that has been subjected to and satisfied the specifications contained
in PAB 1.4.6. (GM)
Guidance
Provision of records in accordance with this provision would only be required if specified by a customer airline or
regulatory authority.
1.5 Carriage of Weapons
PAB 1.5.1 If the Provider, in accordance with requirements of the customer airline(s), handles
passengers that are law enforcement officers or other persons authorized to carry weapons
onboard the aircraft in the performance of their duties, the Provider shall have procedures in
accordance with applicable laws and/or requirements of the customer airline(s) for the check-
in, handling and boarding of such passengers carrying weapons.
PAB 1.5.2 If the Provider handles passengers carrying weapons as specified in PAB 1.5.1, the Provider
shall have procedures in accordance with applicable laws and requirements of the customer
airline(s) to ensure the pilot-in-command is notified as soon as feasible prior to flight
departure, and, if permitted by applicable laws involved, such notification shall include the
number and seat locations of the authorized armed persons onboard the aircraft.
PAB 1.5.3 If the Provider, in accordance with requirements of the customer airline(s), handles weapons
that are transported on the aircraft with, but are not in the possession of, passengers that are
law enforcement officers or other authorized persons in the performance of their duties, the
Provider shall have procedures in accordance with applicable laws and requirements of the
customer airline(s) for the check-in, handling and boarding of such weapons, to ensure, as a
minimum:
(i) An authorized and duly qualified person has determined any weapon to be boarded is not
loaded;
(ii) The weapon is stowed in a place that is inaccessible to any unauthorized person during
flight. (GM)
Guidance
Ammunition is typically treated as a weapon.

1.6 Special Category Passengers
airline(s) for the notification to the pilot-in-command, prior to flight departure, of passengers
onboard that are persons required to travel because they have been the subject of judicial or
administrative proceedings. (GM)
Guidance
This is an ICAO requirement found in Annex 17.
airline(s) for the handling of potentially disruptive passengers, and for ensuring such
passengers:
(i) Pose no danger or security risk to the flight;
(ii) Are reported to the customer airline. (GM)
Guidance
Guidance may be found in IGOM 1.4.10 and 1.4.11.
Potentially disruptive passengers could pose a safety hazard to other passengers, crew members or the overall
safety of a flight. Such passengers typically include:
• Persons that display indications of being intoxicated or demonstrate abnormally abusive or aggressive
behavior (physical or verbal);
• Persons required to travel because they have been the subject of judicial or administrative proceedings (e.g.
deportees, illegal immigrants), as well as inadmissible passengers.
airline(s) for the handling of unaccompanied minors (children). (GM)
Guidance
requirements of the customer airline(s) for accepting and handling incapacitated passengers
and persons with reduced mobility (PRM). (GM)

Guidance
Refer to the IRM for the definition of Incapacitated Passenger.
Guidance may be found in IGOM 1.4.4 and AHM 176 and 176A.
Incapacitated passengers require special care or services that would not normally be extended to other
passengers.
Persons with reduced mobility (PRMs) require special care, may require physical assistance and, in order to
meet the person's needs, adaptation of the services normally made available to other passengers.
Procedures for handling such passengers would typically include the transmission of handling information to
downline stations.
requirements of the customer airline(s) to deny boarding to persons that appear to be
intoxicated, or demonstrate by manner or physical indications that they are under the influence
of drugs or alcohol. (GM)
Guidance
Such procedures would not apply to medical patients under proper care.
1.7 Hold Baggage Handling and Unit Load Devices (ULDs)*
* Refer to Section 1 of this manual (ORM-HS or ORM-S), Subsection 8, for provisions that are applicable
to the management of ULDs in station baggage handling operations. Aircraft hold baggage
transportation; loading/off-loading including ULD handling is part of the HDL section. If the provider is
involved in the hold baggage loading, transportation and ULD handling, applicable standards from HDL
shall be assessed.
1.8 Aircraft Access*
* If passenger handling personnel operate aircraft access doors, refer to Section 5 of this manual (HDL)
for provisions that are applicable to the operation of such doors.

1.9 Passenger Boarding Bridge and Stairs*
* If passenger handling personnel operate the passenger boarding bridge and/or passenger stairs refer
to Section 5 of this manual (HDL), Subsection 1.4, for provisions that are applicable to the operation of
such equipment.

Section 4 — (Intentionally Open)
GOSM Ed 4, July 2015 183

184 GOSM Ed 4, July 2015

Section 5 — Aircraft Handling and Loading (HDL)
Changes to GOSM Section 5 (HDL)
“Intentionally left open” items were

HDL All removed, GOSARPs were re-
numbered

HDL 1.2
clarity
Merged with HDL 1.4.2 and re- GM merged with GM of HDL 1.4.2
HDL 1.2.2 worded to cover both Access
doors and GSE.

HDL 1.2.4
clarity

HDL 1.2.5
clarity
Wording revised for technical GM revised for technical clarity

HDL 1.2.7 clarity and aligned with IOSA GRH and aligned with IOSA GRH 3.2.6
3.2.6
Wording revised for technical GM added. Reference to AHM

HDL 1.3.9
clarity removed

HDL 1.4
clarity
Merged with HDL 1.2.2 and GM Merged with GM of HDL 1.2.2

HDL 1.4.2
removed and removed
HDL 1.4.3 Changed numbering to HDL 1.4.2
Changed numbering to HDL 1.4.4

HDL 1.4.5 Sub-requirement (ii) reworded for
technical clarity.
GOSM Ed 4, July 2015 HDL 185

Changes to GOSM Section 5 (HDL)
HDL 2.1.1 Sub-requirement (ii) removed Reference to IGOM 5.7 removed
HDL 2.5.4 GM added
HDL 186 GOSM Ed 4, July 2015

Aircraft Handling and Loading (HDL)
Applicability
Section 5 addresses aircraft servicing and loading operations (hereinafter “aircraft handling operations”),
which includes the following functions:
• Operation of aircraft access doors and other access points;
• Operation of ground support equipment associated with aircraft handling and loading;
• Operation of passenger boarding equipment;
• Baggage sorting, transfer baggage and consignments shipped as baggage by courier;
• Loading and unloading of baggage, cargo, mail, stores and other items;
• Transportation of cargo and baggage to/from the warehouse or terminal;
• Coordination of aircraft loading documentation;
• Exterior servicing of an aircraft, to include catering, cleaning, lavatory and water.
This section (HDL) is utilized for the audit of a station where aircraft handling and loading operations are
conducted.
General Guidance
1. Aircraft Handling and Servicing Operations
1.2 Aircraft Access*
* The following provisions under Subsection 1.2 are typically applicable to a Provider that operates
aircraft access doors during aircraft handling operations. Nevertheless, some of the sub-requirements
might still be applicable when the Provider is engaged in certain aspects of ramp operations and shall
therefore be assessed accordingly. Individual applicability shall be determined and verified by the
Auditor.

General
HDL 1.2.1 The Provider shall have a process that ensures the operation of aircraft access doors,
applicable to each type of aircraft, is in accordance to the procedures and training
requirements of the customer airline(s) at the station. (GM)
Guidance
Refer to the IRM for the definition of Aircraft Access Door.
Guidance may be found in IGOM 4.10.1, 4.10.2 and AHM 430.
Procedures typically address the operation of cabin access doors, cargo doors and lower compartment doors,
and ensure such doors are operated in accordance with applicable instructions.
Cabin Access Doors
HDL 1.2.2 The Provider shall ensure all GSE is positioned to the cabin access door in a manner that:
(i) Minimizes or eliminates gaps in the walking surfaces between the aircraft and equipment;
(ii) If equipped with side railings, they extend to the fuselage
(iii) Prevents any gaps ensuring the safety of staff and passengers from accidental falls. (GM)
Guidance
Guidance may be found in IGOM 4.1.3.4, 4.10.1.3 and AHM 630.
Positioning of the equipment normally takes into account the fore and aft contour of the aircraft fuselage. With
certain types of platforms or stairs, a perfect match will not be possible; however, gaps would typically be
minimized to a safe level.
Side railings deployment that interface with cabin door is typically applicable only to specific GSE such as
passenger stairs, catering truck or other elevating equipment.
HDL 1.2.3 The Provider shall have procedures for opening aircraft cabin access doors, applicable to
each type of door operated, to ensure:
(i) Cabin doors are operated in accordance with the procedures as outlined by the customer
airline(s);
(ii) When a door is opened from inside the aircraft by airline crew, ground personnel must
confirm to them by communicating via non-verbal signals that GSE is in position and that
it is clear to open the door;
(iii) Ground personnel must retreat to a safe position before the door is opened. (GM)

Guidance
Refer to the IRM for the definitions of Ground Service Equipment (GSE), Integral Airstairs.
Guidance may be found in IGOM 4.10.1.2.1.
Communication from ground handling personnel to indicate equipment is in position and it is safe to open the
door normally consists of non-verbal signals, such as:
• Knocking on the door;
• A thumb or thumbs up.
GSE positioned outside a cabin access door might include, as applicable, passenger boarding bridges,
passenger boarding steps (stairs), plane mate vehicles or galley servicing vehicles.
If the cabin doors are operated from inside the aircraft, then once a signal has been communicated to personnel
onboard the aircraft, ground handling personnel would then retreat to a safe distance from the aircraft door to
prevent injury in the event of an inadvertent deployment of the emergency escape slide.
In the case of passenger boarding steps, personnel typically position themselves clear of the cabin door on the
stairs platform to ensure no injury if an escape slide were to inadvertently deploy.
If it has been communicated to personnel onboard the aircraft that it is safe to open the door (e.g., using two
knocks on the outside of the door), and there has been no response, ground handling personnel would normally
wait for a short period of time (e.g., slowly count to ten) before repeating the signal. If, after two attempts,
personnel onboard the aircraft have not responded appropriately, then ground handling personnel would
typically attempt to establish contact with the flight crew using the aircraft intercommunication system or other
means. If communication with personnel onboard the aircraft still has not been established, trained and qualified
ground handling personnel would typically be permitted to open the door from the exterior in accordance with
standard procedures. Prior to attempting to open the cabin door the ground personnel shall ensure the escape
slide is disarmed.
HDL 1.2.4 The Provider shall have procedures for closing an aircraft cabin access door, applicable to
each type of door operated, to ensure ground handling personnel:
(i) Operate cabin doors in accordance with the procedures as outlined by the customer
airline(s);
(ii) Conduct an exterior inspection for obstructions that could hinder door closure before the
door is closed;
(iii) Assist the cabin crew member, as necessary, in initiating the door closing movement;
(iv) Observe the door after closure to confirm it is fully closed. (GM)

Guidance
Guidance may be found in IGOM 4.10.1.4 and AHM 430 and 630.
Ground handling personnel would provide a timely communication of the existence of any obstructions to
personnel onboard the aircraft to prevent damage to the door.
Assisting to initiate the door closing movement could prevent possible injuries to the cabin crew member.
To determine a door is fully enclosed, ground handling personnel would observe the door seated in the fuselage
recess and the exterior door handle in the stowed position.
HDL 1.2.5 The Provider shall have procedures for re-opening an aircraft cabin access door after it has
been closed. The procedures shall be applicable to each type of door operated and they must
ensure ground handling personnel do not commence the process to re-open a door unless
specifically authorized by the pilot-in-command (PIC) of the aircraft. (GM)
Guidance
Refer to the IRM for the definition of Pilot-in-Command (PIC).
Guidance may be found in IGOM 4.10.1.5 and AHM 430 and 630.
Either the flight crew or ground handling personnel may find it necessary to re-open a cabin access door. Under
such circumstances, effective coordination between onboard and exterior personnel would be necessary, and
procedures would be implemented to prevent injury to personnel and damage to the aircraft and/or ground
support equipment.
Should the cabin crew require a door to be re-opened, typically the flight crew would contact the appropriate
ground handling personnel to coordinate and authorize such action. In the event the ground handling personnel
require a door to be re-opened, appropriate communication with the flight crew would be necessary to gain
authorization.
HDL 1.2.6 The Provider shall have procedures in accordance with requirements of the customer airline to
ensure, prior to the operation of any cabin access door, GSE or a passenger boarding bridge:
(i) Is positioned at a cabin access door prior to door opening;
(ii) Remains positioned at a cabin access door at all times when such door is open unless an
appropriate fall prevention device is placed across the open door;
(iii) Is removed from a cabin access door immediately after such door is closed. (GM)
Note: This specifications of this provision do not apply to cabin access doors that have integral airstairs when
such doors are open and the integral airstairs are deployed.

Guidance
Guidance may be found in IGOM 4.10.1.1 and AHM 430.
No cabin door shall be opened, closed, or left open without ground equipment in place. To ensure safe
operations, avoid damage and prevent falls, only trained personnel may operate cabin doors. A single strap is
unsafe and does not meet these criteria.
There is a risk of falling while operating cabin doors.
Slide deployments can be fatal. If an armed door begins to open, do not attempt to hold the door, as you risk
being seriously injured or killed.
If a cabin access door is found open without a boarding device positioned at the door you must immediately
notify a supervisor or the airline representative.
Do not attempt to close the cabin access door unless trained and qualified.
Guard the cabin access door until a qualified person is present to close it.
Some aircraft types with certain galley configurations require the cabin door to be opened in order to service the
trash bins. For these aircraft, it is allowable to “crack” the cabin door open (i.e. partially open the door) in order to
provide sufficient space to allow the servicing of the trash bin. However, the cabin door is not fully swung open.
Once the trash bin service is completed, the cabin door should then be immediately closed and secured.
GSE or a passenger boarding bridge should not to be removed from a position at an aircraft cabin access door
until either:
• The door has been closed and secured by an authorized person, or
• An appropriate fall prevention device has been placed across an open door.
If an aircraft cabin access door is fitted with integral airstairs, and such airstairs are deployed and in use, then
this provision is not applicable. However, if a cabin access door is equipped with retractable integral airstairs
(e.g. B737), and such airstairs remain retracted when the door is open, then this provision is applicable.
An appropriate fall prevention device consists of equipment or material, or a combination of both, that is
designed to arrest or prevent the fall of a person from an open door. Examples include an industrial safety net,
catch platform or safety harness system (other than a travel restraint system). The door strap installed in most
aircraft cabin doors is not considered an appropriate fall prevention device.
Should it be discovered that ground equipment has been incorrectly removed from the aircraft with the cabin
access door still open, procedures would ensure personnel are designated to guard the area to prevent persons
from falling. No attempt would be made to close the door until appropriate GSE has been moved into position at
the door. Such incident would be reported in accordance with procedures of the customer airline.

For all-cargo aircraft, where the GSE must be removed to allow the aircraft access door to be opened or closed,
procedures would be in place to permit door operation in a manner that ensures the safety of personnel
involved.
HDL 1.2.7 The Provider shall have procedures to ensure GSE is not removed from a cabin access door
unless the cabin access door has been closed by an authorized person. (GM)
Guidance
Guidance may be found in IGOM 4.10.1 and AHM 430 and 630.
Any procedure used by a provider for removing GSE with a cabin access door open is normally approved by the
customer airline that operates the aircraft.
1.3 Ground Support Equipment (GSE)*
* The following provisions under Subsection 1.3 are applicable to a Provider that operates GSE during
aircraft handling operations. Nevertheless, some of the sub-requirements might still be applicable when
the Provider is engaged in certain aspects of ramp operations and shall therefore be assessed
accordingly. Individual applicability shall be determined and verified by the Auditor.
GSE Movement
HDL 1.3.1 The Provider shall have procedures that ensure that GSE is subjected to a pre-movement
inspection prior to being utilized in operations. (GM)
Guidance
HDL 1.3.2 The Provider shall have procedures that ensure GSE:
(i) Is parked only in designated airside equipment parking areas when not in use;
(ii) Is parked in a manner that does not obstruct access to firefighting equipment;
(iii) Is parked in a manner that does not obstruct access to the fuel hydrant emergency stop
switch. (GM)
Guidance
Guidance may be found in IGOM 4.1 and IGOM 4.4.
HDL 1.3.3 The Provider shall have a procedure that ensure the GSE including the passenger boarding
bridge, is not moved toward an aircraft unless:
(i) The aircraft has come to a complete stop;
(ii) Chocks are positioned;

(iii) Engines are shut down;
(iv) Anti-collision beacons are off;
(v) Ground-to-flight deck communication is established, if applicable.
(vi) Cones are positioned. (GM)
Guidance
Guidance may be found in IGOM 4.9.2.2.
Under certain circumstances, engines might not be shut down and ant anti-collision beacons might not be off
after the aircraft is parked (e.g. APU and GPU inoperative, there's an existing approved customer airlines'
requirement for exclusion of (iii) and (iv)). Procedures typically address such exceptions to ensure safety.
HDL 1.3.4 The Provider shall have a procedure that prohibits GSE from being moved or driven across
the path of:
(i) Taxiing aircraft;
(ii) Embarking or disembarking passengers on the ramp.
HDL 1.3.5 The Provider shall have a procedure that prohibits GSE from being driven with elevating
equipment in the elevated position, except during final positioning of the equipment to the
aircraft.
HDL 1.3.6 The Provider shall have procedures that ensure all loaded dollies or transporters secure the
load from movement by the use of locks, stops, rails, or straps at all times, except when the
load is being transferred onto or off the equipment.
HDL 1.3.7 The Provider shall have procedures in accordance with requirements of customer airlines for
the positioning of marker cones around specific parts of an aircraft for the purpose of
preventing damage from the movement of vehicles or GSE. (GM)
Guidance
Properly placed marker cones create a safety buffer for preventing aircraft ground damage.
HDL 1.3.8 The Provider shall have procedures to ensure the movement of GSE operated in close
proximity to the aircraft, when the vision of the GSE Operator is or might be restricted, is
directed by one or more guide persons and:
(i) Hand signals are utilized by the guide person(s);
(ii) The guide person(s) is(are) positioned so that clearance from the aircraft, other
equipment, vehicles or facilities can be accurately judged, and signals can be visually
communicated to the GSE Operator;

(iii) If visual contact with the guide person(s) is lost, the GSE Operator stops movement of the
GSE immediately. (GM)
Guidance
Procedures would be applicable to all GSE movement operations in close proximity to the aircraft, including
movement up to and away from the aircraft fuselage.
GSE includes tractors utilized for aircraft ground movement, the operation of which is addressed in Section 7
(AGM) of this manual.
Guide persons, who would have to be clearly visible and, to the extent possible, distinguishable from other
ground personnel, are responsible for directing the equipment Operator to ensure clearance from the aircraft,
other equipment, vehicles and facilities.
The equipment is stopped when visual contact with the guide person is lost; operation would resume when
visual contact has been re-established.
HDL 1.3.9 The Provider shall have procedures to ensure the Operator of motorized GSE:
(i) Drives no faster than walking speed inside the ERA (equipment restraint area);
(ii) Makes a minimum of one complete stop prior to entering the ERA; Makes a full stop as
brake check while approaching the aircraft at a distance no less than 5 m/15 ft from the
aircraft. (GM)
Guidance
Refer to the IRM for the definition of ERA.
The brake check outside the ERA needs to be performed each time an Operator operates any motorized GSE
for the first time and for each subsequent use of the same GSE.
Procedures would also address the direction of GSE movement around an aircraft.
HDL 1.3.10 The Provider shall have procedures to ensure GSE that is being towed to a position at or near
the aircraft, where possible:
(i) Is driven along a path that does not require sharp turns;
(ii) Approaches the aircraft on a path parallel to the side of the aircraft fuselage;
(iii) Is parked in a parallel position to the aircraft. (GM)

Guidance
Trains of carts or dollies tend to “drift in” or reduce the turn radius during cornering. Therefore, to prevent
damage to the aircraft, vehicles, other equipment, or injury to personnel, procedures would ensure the driver
does not make a sharp turn around an obstacle immediately after passing it.
GSE Positioning
HDL 1.3.11 The Provider shall have procedures to ensure unattended vehicles or motorized GSE, when
positioned at or near the aircraft, except as specified in HDL 1.3.12, have the parking brake
applied with the gear selector in park or neutral, and, if equipped, wheel chocks installed. (GM)
Guidance
A vehicle is considered unattended when the driver is not in the driving position.
HDL 1.3.12 The Provider shall have procedures to ensure the Operator of electrical or motorized GSE that
is positioned at the aircraft, and is being utilized in the operating mode:
(i) Remains in a position within easy reach of the emergency controls;
(ii) If the equipment is not fitted with external emergency controls, remains in the operating
position and in control of the equipment;
(iii) Are not left unattended with engine running. (GM)
Guidance
HDL 1.3.13 The Provider shall have procedures to ensure GSE, when positioned at the aircraft:
(i) If fitted with stabilizers, has the stabilizers deployed;
(ii) If fitted with an auto-leveling system, has auto-leveling engaged;
(iii) Has handrails deployed in the raised position or fall protection is utilized in accordance
with local requirements;
(iv) GSE attachment fittings, transfer bridges or platforms are correctly deployed when the
equipment is in position at the aircraft access door;
(v) Is not positioned at the aircraft with the protective rubber bumpers compressed against
the fuselage. (GM)

Guidance
Guidance may be found in IGOM 4.1.3.2, 4.1.3.4, 4.1.3.5, 4.1.3.6 and AHM 630.
If stairs are positioned at the aircraft for the purpose of passenger boarding or deplaning, cabin access doors
would not be opened until the stairway stabilizers are deployed.
Stabilizers would remain deployed until the aircraft access door is closed.
In situations where handrails are not deployed in the raised position in accordance with sub-specification HDL
1.3.13 (iii), the use of fall protection in accordance with local requirements would be acceptable as an alternate
means of conformity.
Handrails would be retracted during GSE movement and positioning, and then extended once the GSE is in
position at the aircraft.
HDL 1.3.14 The Provider shall have procedures to ensure GSE, when positioned at the aircraft, does not:
(i) Obstruct the evacuation of persons from the aircraft in an emergency;
(ii) Prevent or obstruct the movement of a fuelling vehicle away from the aircraft;
(iii) Unnecessarily impede the accomplishment of other aircraft handling operations in

progress. (GM)
Guidance
HDL 1.3.15 The Provider shall have procedures in accordance with applicable regulations and
requirements of the customer airline(s) to ensure, when passengers are onboard, or
embarking or disembarking from an aircraft being fuelled, the area beneath such exits is kept
clear of GSE and/or other obstructions. (GM)
Guidance
Guidance may be found in IGOM 4.4.3 and AHM 175 and 630.
1.4 Passenger Boarding Bridge and Stairs*
* The following provisions under Subsection 1.4 are applicable to a Provider that operates passenger
boarding bridge and/or stairs during aircraft handling operations. Nevertheless, some of the sub-
requirements might still be applicable when the Provider is engaged in certain aspects of ramp
operations and shall therefore be assessed accordingly. Individual applicability shall be determined and
verified by the Auditor.

HDL 1.4.1 The Provider shall have procedures to ensure the walking surfaces of passenger boarding
bridges and/or stairs are inspected and free from conditions that could cause injury to
passengers or ground handling personnel. (GM)
Guidance
Ensuring passenger-walking surfaces are clean of undesired substances will prevent conditions that could lead
to slipping, tripping or falling, and the resulting injuries. Substances that could typically contribute to unsafe
walking conditions would include snow, ice, standing water, catering trash, oil, hydraulic fluid or de-icing fluid.
Passenger Boarding Bridge
HDL 1.4.2 The Provider shall have procedures to ensure the passenger boarding bridge is parked in the
fully retracted position:
(i) Prior to aircraft arrival;
(ii) Prior to aircraft departure movement. (GM)
Guidance
Guidance may be found in IGOM 4.1.3.4, AHM 634 and in the ACI 2.4.0.
HDL 1.4.3 The Provider shall have procedures to ensure personnel, equipment and vehicles are clear of
the bridge movement path prior to movement of the bridge. (GM)
Guidance
HDL 1.4.4 The Provider shall have procedures to ensure, during the positioning of the passenger
boarding bridge:
(i) Only the bridge Operator is in the bridgehead;
(ii) A guide person is used when vision is restricted and is in a position to accurately judge
clearances and communicate signals to the driver/Operator, or a video monitoring system
is in place. (GM)
Guidance

HDL 1.4.5 The Provider shall have procedures to ensure the passenger boarding bridge is moved slowly
to the aircraft cabin access doorsill:
(i) Until the bridge safety bar just touches the aircraft;
(ii) In a manner that prevents damage to aircraft components protruding from the fuselage.
(GM)
Guidance
Guidance may be found in IGOM 4.1.3.4, AHM 634 and ACI 2.4.0.
Protrusions would include various antennae, sensors and probes located near the access door.
HDL 1.4.6 The Provider shall have procedures to ensure, once the passenger boarding bridge is in
position at the cabin access door, the bridge auto leveling safety system is engaged. (GM)
Guidance
HDL 1.4.7 The Provider shall have procedures to ensure the passenger boarding bridge, when an
Operator is not at the controls, is configured to prevent operation by unauthorized persons.
(GM)
Guidance
Where the boarding bridge requires keys for operation, removing the keys prevents operation of the boarding
bridge by unauthorized personnel.
HDL 1.4.8 The Provider shall have procedures to ensure a safety device is placed across the forward
opening of the passenger boarding bridge platform when the bridge is removed from the cabin
access door (where equipped). (GM)
Guidance
An effective safety device prevents personnel from inadvertently falling from the boarding bridge opening (e.g.
roll-down door).
HDL 1.4.9 The Provider shall have procedures to ensure passenger boarding bridge malfunctions are
reported to the appropriate authority. (GM)

Guidance
Guidance may be found in IGOM 4.1.3.4, AHM 634 and ACI 2.4.0
1.5 Aircraft Servicing*
* The following provisions under Subsection 1.5 are applicable to a Provider that conducts Aircraft
Servicing functions. Nevertheless, some of the sub-requirements might still be applicable when the
Provider is engaged in certain aspects of ramp operations and shall therefore be assessed accordingly.
Individual applicability shall be determined and verified by the Auditor.
Fuelling
HDL 1.5.1 The Provider shall ensure procedures are in place and followed by ground handling personnel
during aircraft fuelling operations, which address:
(i) Aircraft protection;
(ii) Fuel safety zone;
(iii) Fuel hose safety;
(iv) Fuel spillage;
(v) Ground support equipment;
(vi) Notification of persons onboard the aircraft;
(vii) Aircraft evacuation. (GM)
Guidance
Guidance may be found in IGOM 4.4.1-3
Practices and procedures implemented when aircraft fuelling is in progress would be designed to provide for the
safety of the aircraft, persons onboard the aircraft and ground handling personnel working on the ramp.
Toilet Servicing
HDL 1.5.2 If the Provider conducts aircraft toilet servicing operations, the Provider shall have procedures
for such operations that address:
(i) Operation of aircraft access panels or doors;
(ii) Operation of aircraft servicing controls;
(iii) Equipment-to-aircraft interface;
(iv) Clean-up and leakage check. (GM)

Guidance
Potable Water Servicing
HDL 1.5.3 If the Provider conducts aircraft potable water servicing operations, the Provider shall have
procedures for such operations that address:
(i) Operation of aircraft access panels or doors;
(ii) Operation of aircraft servicing controls;
(iii) Equipment-to-aircraft interface;
(iv) Clean-up and leakage check. (GM)
Guidance
Water service shall always be performed before toilet service. Typically the following is checked prior servicing
begins:
Vehicle grade plates and water servicing ports designation are checked as necessary, to ensure drinking water
will be delivered. Unrolled hoses are checked during servicing for leaks, abrasion, cuts, blisters and kinks.
Hoses shall be kept under observation during the servicing operation. Should a weakness, leak or defect be
observed, delivery through the defective hose must be stopped and the hose replaced.
procedures for the application of water quality standards in the preparation, handling and
inspection of aircraft potable water to ensure no contamination when loaded into the aircraft in
accordance to local health authorities and those of the customer airlines at the station. (GM)
Guidance
Potable water systems are susceptible to contamination by bacteria and other micro-organisms that have the
potential to cause illness to crew members and passengers.
procedures for the operation of aircraft potable water servicing equipment to ensure such
equipment is operated and positioned in a manner that will prevent contamination of potable
water to be loaded into the aircraft. (GM)
Guidance

1.6 Unit Load Devices (ULDs)*
* Refer to Section 1 of this manual (ORM-HS or ORM-S), Subsection 8, for provisions that are applicable
to the management of ULDs in station aircraft handling and loading operations.
2. Aircraft Loading Operations*

* The following provisions under Section 2 are applicable to a Provider that conducts Aircraft Loading
Operations. Nevertheless, some of the sub-requirements might still be applicable when the Provider is
engaged in certain aspects of ramp operations and shall therefore be assessed accordingly. Individual
applicability shall be determined and verified by the Auditor.
2.1 Loading Management
HDL 2.1.1 The Provider shall have procedures to ensure aircraft are loaded:
(i) In accordance with written loading instructions;
(ii) In a manner that prevents movement or spillage during flight. (GM)
Guidance
Refer to the IRM for the definition of Loading Instruction/Report (LIR).
Guidance may be found in IGOM 4.11.1.1, AHM 590, 630, and DGR 9.3.
Effective procedures ensure precautions are taken during the loading process to prevent aircraft damage and
injuries to personnel that could result from, among other things:
• Failure to employ safe operating practices;
• Failure to wear personal protection;
• Exceeding aircraft floor load limitations;
• Inadequate tie-down and failure to fasten separation nets and door nets;
• Loading cargo on seats in the passenger cabin;
• Incorrect opening or closing of aircraft cargo doors;
• Operation of cargo doors during strong or gusty winds;
• Failure to use a tail strut or nose wheel weight, if provided;
• Mishandling of equipment.

HDL 2.1.2 The Provider shall have procedures to ensure a qualified person is designated as loading
supervisor for all aircraft loading and off-loading operations with the responsibility for ensuring
the aircraft is loaded or off-loaded in accordance with applicable loading procedures and
instructions. (GM)
Guidance
A loading supervisor is required for all aircraft loading operations. However, whereas a provider would typically
provide a qualified supervisor, in certain circumstances the loading supervisor could be provided by the
customer airline operating the aircraft (e.g. flying loadmaster).
Aircraft loading supervision is an element of the load control process. To qualify as a loading supervisor,
personnel of a provider that would act in such capacity typically complete part or all of the load control training
curriculum.
HDL 2.1.3 The Provider shall have procedures to ensure, prior to being loaded into an aircraft, ULDs and
other items are inspected for damage, and if found damaged, are not loaded into the aircraft.
(GM)
Guidance
HDL 2.1.4 The Provider shall have procedures to ensure ULDs to be loaded into an aircraft are
crosschecked by unit number, commodity, weight (if applicable), number of pieces (if
applicable) and destination with the Loading Instructions in accordance with requirements of
Guidance
Guidance may be found in IGOM 5.8.1, AHM 420 and 630.
HDL 2.1.5 The Provider shall have a process that ensures the aircraft loading information and data is
accurate, documented and such data is transferred to the individual responsible for the
calculation of the final weight & balance in accordance with requirements of the customer
airline(s). (GM)
Guidance
Guidance may be found in IGOM 5.5, 5.6, 5.7, 5.8, 5.9.
Effective procedures for the transfer of information and data are critical to ensuring an effective load control
process. Procedures typically address all types and methods of communication necessary to ensure effective
coordination between aircraft loading personnel, particularly the loading supervisor, and the load control office.

HDL 2.1.6 The Provider shall have procedures for ensuring, once an aircraft has been loaded, a Load
Instruction Report is:
(i) Completed and certified by the supervisor responsible for aircraft loading;
(ii) Communicated to Load Control;
(iii) Retained as per customer airline requirements. (GM)
Guidance
Guidance may be found in IGOM 5.5, 5.6, 5.7, 5.8 and AHM 514 and 590.
The LIR and certification is completed and signed by the person responsible for loading.
HDL 2.1.7 If the Provider conducts aircraft handling operations for a passenger airline that does not
accept cargo, mail or stores for consumption for transport, the Provider shall have a process to
ensure such items are prevented from being loaded into any aircraft operated by that
customer airline. (GM)
Guidance
Refer to the IRM for the definitions of COMAT and Stores (Supplies), which includes a definition of Stores for
Consumption.
Stores for consumption include company material (COMAT).
HDL 2.1.8 The Provider shall have procedures to ensure hold baggage, ULD's and/or equipment, prior to
release for loading into the aircraft, are inspected for signs of substance leakage, and, if
leakage of dangerous goods is found, such baggage and/or equipment is prevented from
release for loading into the aircraft in accordance with requirements of the customer airline(s)
and:
(i) An evaluation is conducted to identify and prevent from transport any other baggage or
equipment that has become contaminated by such leakage;
(ii) A notification is made to the applicable authority and customer airline. (GM)
Guidance
Guidance may be found in IGOM 2.5.7, 4.11.4 and DGR 9.3 and 9.6.
Equipment would include ULDs, among other items.

2.2 Load Positioning
HDL 2.2.1 The Provider shall have procedures to ensure the ground stability of an aircraft (where
applicable) during loading and unloading operations. (GM)
Guidance
Aircraft ground stability during loading and unloading requires the center of gravity to remain in a range that
does not permit the aircraft from tilting aft and resting on the underside of the aft fuselage (known as “tail
tipping”).
2.3 Dangerous Goods
HDL 2.3.1 The Provider shall have procedures for aircraft loading in accordance with requirements of the
customer airline(s), to ensure dangerous goods are handled and secured or stowed in a
manner that:
(i) Prevents damage to packages and containers during aircraft loading and unloading;
(ii) Provides for separation and segregation of packages on the aircraft to prevent interaction
in the event of leakage;
(iii) Prevents movement that could change the orientation of packages on the aircraft;
(iv) Is in accordance with the information provided on the NOTOC. (GM)
Guidance
Guidance may be found in IGOM 4.11 and DGR 9.3 and 9.5.
HDL 2.3.2 The Provider shall have procedures that address a dangerous goods package or shipment
that appears to be damaged or leaking in accordance with requirements of the customer
airline(s), which ensure:
(i) Such package or shipment is prevented from being loaded into an aircraft;
(ii) If already loaded, the package or shipment is removed from an aircraft;
(iii) In the case of leakage, the conduct of an evaluation to identify and prevent from transport
any other cargo, baggage or transport devices that have become contaminated by the
leakage of dangerous goods;
(iv) Immediate notification of the customer airline and relevant authority. (GM)
Guidance
Guidance may be found in DGR 9.2, 9.3, 9.4 and AHM 630.
When a poorly packaged shipment is observed, ground handling personnel would use caution in handling the
shipment to prevent the contents from spilling.

HDL 2.3.3 The Provider shall have procedures to address the contamination of an aircraft caused by a
shipment of damaged or leaking dangerous goods, in accordance with requirements of the
customer airline(s) which ensure:
(i) The removal of hazardous contamination from the aircraft without delay;
(ii) Immediate notification of the customer airline and relevant authority. (GM)
Guidance
HDL 2.3.4 The Provider shall have procedures to ensure shipments labeled Cargo Aircraft Only are not
loaded into a passenger aircraft. (GM)
Guidance
Guidance may be found in DGR 7.2 and 9.3.
A shipment that is restricted from being transported on a passenger aircraft will normally bear a Cargo Aircraft
Only label. Procedures (e.g. checking labels prior to loading) would be in place to ensure such shipments are
not inadvertently loaded onto a passenger aircraft.
HDL 2.3.5 The Provider shall have procedures that require the person responsible for loading the aircraft
to sign a NOTOC to confirm, or otherwise, that there was no evidence of leakage from the
package(s) or any leakage from the ULDs loaded on the aircraft. The NOTOC is retained and
the information on the NOTOC is distributed in accordance with requirements of the customer
airline(s).
HDL 2.3.6 The Provider shall have procedures in accordance with requirements of the customer
airline(s), to ensure dangerous goods are not loaded onto an aircraft for transport on the flight
deck or in the cabin occupied by passengers, except in accordance with limited restrictions
specified by the Authority or in the IATA DGR. (GM)
Guidance
Guidance may be found in DGR 2.3, 2.5 and 9.3.
2.4 Loading Equipment
HDL 2.4.1 The Provider shall have procedures to ensure ground loading equipment is positioned at the
aircraft with adequate clearance between the aircraft and the equipment to allow for vertical
movement of the aircraft during loading or unloading operations. (GM)
Guidance

HDL 2.4.2 The Provider shall have procedures to ensure, once aircraft loading operations have been
completed, ground loading equipment is removed & parked outside the ERA. (GM)
Guidance
HDL 2.4.3 The Provider shall have procedures to ensure the guides and safety rails on ground loading
equipment are properly deployed for loading and unloading operations. (GM)
Guidance
2.5 In-plane Loading
HDL 2.5.1 The Provider shall have procedures in accordance with requirements of the customer
airline(s) for operation of the in-plane loading system(s) that any personnel assigned to the
operation of such systems are trained in accordance with requirements of the customer
airline(s). (GM)
Guidance
Guidance may be found in IGOM Chapter 4, ORM-H/HS/S 5.4.1 and respective Tables.
Operation of the in-plane loading system is typically addressed in the agreement between a provider and the
customer airline.
HDL 2.5.2 The Provider shall have procedures to ensure ULDs, when loaded into an aircraft:
(i) Are guided into position by side rails and/or stops, locks or guides;
(ii) Have an unobstructed path into the desired position;
(iii) Are prevented from high-speed impact with locks or stops;
(iv) Are of a type approved for the specific aircraft type and there are no protrusions or
overhangs that will damage the aircraft cargo door opening or the interior of the aircraft
cargo hold;
(v) Are secured by aircraft floor locks. (GM)
Guidance
Guidance may be found in IGOM Chapter 4.
When large or heavy items are maneuvered inside an aircraft that has no mechanized loading system, a
moveable roller track system is typically used in order to minimize the potential for aircraft damage. A crowbar or
similar type of implement would not be used.

Guidance for ULD contours may be found in ULDR Section 2–2.3 and standard ULD contours in ULDR Section
5 SS 50/0 Attachments ‘D’ and ‘E’.
High-speed impact with mechanical locks or stops will cause damage to the aircraft.
HDL 2.5.3 The Provider shall have a procedure to ensure any components of the in-plane loading system
found to be missing or unserviceable (e.g. container/pallet locks, nets) are immediately
reported to the customer airline prior to loading/unloading and are taken into consideration in
the aircraft loading & weight & balance process if ULD's are to be loaded with any missing
locks or latches. (GM)
Guidance
3.1 Security*
* The following provisions under Subsection 3 are applicable to a Provider that conducts baggage
operations requiring security oversight. Nevertheless, some of the sub-requirements might still be
applicable when the Provider is engaged in certain aspects of ramp operations and shall therefore be
assessed accordingly. Individual applicability shall be determined and verified by the Auditor.
HDL 3.1.1 The Provider shall have a process in accordance with applicable regulations and/or
requirements of the customer airline(s) to ensure transfer hold baggage, prior to release for
loading into the aircraft, has been subjected to appropriate security controls. (GM)
Guidance
In situations where baggage has been subjected to security controls (e.g. screened) at the point of origin, and
such controls are in accordance with requirements of the State of the Operator, typically there would be no need
to apply additional security controls (e.g. re-screening) at the point of transfer if the baggage has remained free
from unauthorized access (usually meaning it has remained airside).
HDL 3.1.2 The Provider shall have a process in accordance with applicable regulations and/or
requirements of the customer airline(s) to ensure, prior to release for loading into the aircraft,
consignments checked in as baggage by courier services for air transport have been
subjected to appropriate security screening.
HDL 3.1.3 The Provider shall have a process in accordance with applicable regulations and requirements
of the customer airline(s) to ensure the reconciliation of hold baggage. (GM)

Guidance
Refer to the IRM for the definition of Baggage Reconciliation.
Requirements for baggage reconciliation could differ according to regulations of the relevant state(s) and/or
requirements of each customer airline.
HDL 3.1.4 The Provider shall have procedures in accordance with applicable regulations and
requirements of the customer airline(s) for the handling of hold baggage in the event of an
increased security threat condition. (GM)
Guidance

Section 6 — Aircraft Ground Movement (AGM)
Changes to GOSM Section 6 (AGM)
All “Intentionally Left Opened” Removed
AGM 1.1.2 Removed
AGM 1.1.4–1.1.5 Removed
AGM 1.2.1 Removed
AGM 1.3.1 Removed
AGM 1.5.1 Removed
AGM 1.6.6 Removed
AGM 1.1.1 New standard New GM
AGM 2.1.1 Changed numbering from AGM 1.4.1 New GM
AGM 2.1.2 Changed numbering from AGM 1.4.2 New GM
Changed numbering from AGM 1.6.3 and

AGM 3.1.2 New GM
reworded
Changed numbering from AGM 1.5.2 and

AGM 3.1.4 GM updated
reworded
GOSM Ed 4, July 2015 AGM 209

AGM 3.1.5 Changed numbering from AGM 2.1.14 GM updated
Changed numbering from AGM 1.1.3,

reworded and modified
Changed numbering from AGM 2.1.22

and modified sub-item (i)
AGM 210 GOSM Ed 4, July 2015

Aircraft Ground Movement (AGM)
Changed numbering from AGM 2.1.33

and reworded
AGM 4.2.1 Changed numbering from AGM 4.1.1

Applicability
Section 6 addresses aircraft ground movement operations, which includes:
• Aircraft taxi-in arrival and taxi-out departure: forward movement of an aircraft to or from the parking
position by use of the aircraft engines;
• Aircraft pushback: movement of an aircraft from a parking position to a taxi position by use of specialized
ground support equipment;
• Aircraft towing: movement of an aircraft with or without a load onboard, other than pushback operations,
by use of specialized ground support equipment;
• Aircraft powerback: rearward movement of an aircraft from a parking position to a taxi position by use of
the aircraft engines;
• Marshalling conducted for the above operations;
• Provision of assistance during the above operations.
Note: General standards for driving and using GSE are part of the HDL section. If the Provider operates GSE
refer to Section 5 of this manual (HDL), Subsection 1.3 Ground Support Equipment (GSE) for provisions that
are applicable to the operation of such equipment.
This section (AGM) is utilized for the audit of a station where aircraft ground movement operations and
associated functions are conducted.
General Guidance
1. Aircraft Arrival and Parking Taxi-in*
* The following provisions in Subsection 1.1 are applicable to a Provider that performs aircraft arrival
operations.
AGM 1.1.1 The Provider shall have procedures to ensure that, prior to aircraft arrival; an inspection of the
assigned parking stand is performed and addresses, as a minimum, the following:
(i) Ramp surface is clear of items that might cause aircraft foreign object damage (FOD);
(ii) Ramp surface condition is suitable for movement operations;
(iii) Passenger loading bridge (if applicable) is fully retracted into the designated area;
(iv) The ERA is clear of ground support equipment. (GM)

Guidance
The Equipment Restraint Area (ERA) is defined as the area of the apron bordered by a red line known as the
Equipment.
Restraint Line–or otherwise indicated–in which an aircraft is parked during ground operations.
AGM 1.1.2 The Provider shall have procedures to ensure that, prior to aircraft arrival; the following
equipment is serviceable and available at the arrival stand:
(i) Chocks and Safety cones (as required by aircraft type);
(ii) Ground power;
(iii) Preconditioned air (if applicable);
(iv) Headset (if headset communication is required by customer airline);
(v) Parking guidance system (if applicable) or marshalling personnel is present. (GM)
Guidance
AGM 1.1.3 The Provider shall have procedures to ensure that, for each aircraft arrival the following
conditions are met:
Upon aircraft stopping:
(i) Wheel chocks are placed at nose landing gear wheels;
(ii) Ground power unit is connected;
As engines are spooling down and after anti-collision lights have been switched off:
(iii) Chocks are positioned to main landing gear and confirmation is given to flight deck crew;
(iv) Cones are positioned as per aircraft type;
(v) Cabin door area is inspected for existing damage before positioning boarding devices;
(vi) Walk around inspection is performed prior to giving clearance for GSE to position at
aircraft. (GM)
Guidance
At some airports local regulations do not allow for the standard arrival procedure tasks (i) and (ii) to be
performed until engines are spooling down and anti-collision lights have been switched off.

In this situation, for standard arrival procedure it is accepted that the provider perform tasks (i) and (ii) only after
engines are spooling down and anti-collision lights have been switched off.
AGM 1.1.4 The Provider shall have procedures for aircraft chocking to ensure flight deck is notified when
chocks have been installed. (GM)
Guidance
Guidance may be found in IGOM 4.7.1 and 4.9.2.2.
AGM 1.1.5 The Provider shall have procedures, for each aircraft arrival, to ensure an inspection of the
aircraft is performed, prior to giving clearance for GSE to position at aircraft. This inspection
shall cover the following areas:
(i) Cabin and cargo doors;
(ii) All access panels and servicing access points;
(iii) Fuselage;
(iv) Engine cowlings. (GM)
Guidance
2. Aircraft Marshalling
2.1 General
AGM 2.1.1 The Provider shall have procedures for the conduct of aircraft marshalling operations, in
accordance with requirements of the customer airline(s), to include (as applicable) marshalling
operations during:
(i) Nose gear-controlled pushback and towing;
(ii) Main gear-controlled pushback;
(iii) Powerback;
(iv) Taxi-in;
(v) Taxi-out. (GM)

Guidance
Refer to the IRM for the definitions of Aircraft Marshalling and each type of the aircraft ground movement
operation.
Marshalling is typically conducted for all aircraft ground movement operations.
AGM 2.1.2 The Provider shall ensure personnel that perform the marshalling or wing walking function
during aircraft ground movement operations:
(i) Provide standard marshalling signals in a clear and precise manner;
(ii) If applicable, are approved to perform marshalling functions by the relevant authority;
(iii) Wear a fluorescent identification vest or jacket to permit positive identification by the flight
crew;
(iv) Utilize high visibility wands, paddles or gloves during daytime conditions;
(v) Illuminated wands during low visibility or night conditions. (GM)
Guidance
Guidance may be found in IGOM 4.8.4 and AHM 631 sub.9.
Internationally recognized aircraft marshalling signals may be found in ICAO Annex 2.
Marshalling is typically conducted for all aircraft ground movement operations, including pushback, towing,
powerback, taxi-in, and taxi-out.
Standard marshalling signals are used for aircraft ground movement to ensure a common understanding by all
personnel involved in the operation.
3. Aircraft Pushback and Towing
3.1 General*
* The following provisions in Subsection 3.1 are applicable to a Provider that performs aircraft
pushback and towing operations.
AGM 3.1.1 The Provider shall have procedures to ensure that, prior to aircraft departure, A pre-movement
walk-around inspection of the aircraft is performed which address as a minimum:
(i) Power cables and passenger boarding devices are detached;

(ii) All aircraft servicing panels and/or hatches are closed and latched (except - external
power and headset panels);
(iii) Cabin/cargo doors handles are flush with the fuselage;
(iv) Landing gear safety pins are removed;
(v) No obvious signs of unmarked dents or other skin panel damage are noticed. (GM)
Guidance
Assistance is typically required prior to, during or after aircraft pushback, towing, powerback and power-out
operations.
AGM 3.1.2 The Provider shall have procedures to ensure that, prior removing chocks from aircraft
wheels:
(i) The flight deck is notified;
(ii) Confirmation from the flight deck is acknowledged. (GM)
Guidance
AGM 3.1.3 The Provider shall have procedures to ensure that, prior to aircraft departure the following
condition are met:
(i) The ramp surface is clear of items that might cause aircraft foreign object damage (FOD);
(ii) The ramp surface condition is adequate for movement operations;
(iii) Aircraft is clear of all obstacles along the intended movement path;
(iv) all persons not involved in the aircraft departure operation are clear of the departing
aircraft, behind the ERA;
(v) additional ground staff such as Wing Walkers are present (if applicable/required);
(vi) chocks are removed from all wheels and positioned in a dedicated storage area;
(vii) GSE is positioned outside the ERA. (GM)
Guidance
Prior to any aircraft movement to or from parking, an inspection of the surface of the ramp would be made to
determine if such operations can be conducted safely (e.g., snow, ice, slush, etc.).
In addition, a visual inspection would be made to ensure the adjacent apron surface is clear of items that might
cause FOD.

The aircraft is inspected prior to departure from parking to ensure service doors and panels are closed and
secured. Chocks are removed and GSE moved away behind the ERA and safely away from the path of the
aircraft.
AGM 3.1.4 The Provider shall ensure personnel that perform assistance functions during aircraft ground
movement operations:
(i) Utilize standard hand signals in a clear and precise manner;
(ii) Wear a fluorescent identification vest or jacket to permit positive identification by the flight
crew. (GM)
Guidance
Hand signals used for aircraft ground movement are normally standardized to ensure a common understanding
by all personnel involved in the operation.
AGM 3.1.5 The Provider shall have procedures for aircraft pushback or towing to ensure, prior to the
commencement of movement, the tractor Operator has confirmation that the aircraft parking
brake is released. (GM)
Guidance
Refer to the IRM for the definitions of Aircraft Pushback and Aircraft Towing.
Guidance may be found in IGOM 4.12.9.3 and 4.12.9.5.
Confirmation of brake release would be communicated from the flight deck.
AGM 3.1.6 The Provider shall ensure, for each departure aircraft ground movement operation, a person is
assigned responsibility for the safe performance of the operation, and such responsibility
includes ensuring:
(i) Personnel involved in the operation are briefed of their individual responsibilities;
(ii) Only persons required to perform operating functions are in the operating area;
(iii) Personnel involved in the operation are positioned well clear from hazard zones;
(iv) Personnel involved in the operation understand and are in agreement with how
communication will be performed & how the aircraft will be maneuvered. (GM)
Guidance
Guidance may be found in IGOM 4.12.3–4.12.4–4.12.8.1–4.12.9.3.

The person assigned responsibility for performance of an aircraft ground movement operation would be
considered to be “in charge,” and in that role would be expected to provide supervisory oversight of the
operation and the personnel involved.
The operational function of the person assigned as responsible (e.g. headset communicator, tug Operator, ramp
supervisor or other) will typically vary according to the circumstances and location associated with the specific
movement operation. What is most important is that such responsibility is assigned to one person, and all other
personnel involved know and recognize the person in charge.
A distinctive vest or jacket is typically worn by supervisory personnel.
Hand signals used for aircraft ground movement are normally standardized to ensure a common understanding
by all personnel involved in the operation.
Hand signals used for communication with the flight deck are normally in accordance with requirements of the
customer airline that operates the aircraft.
AGM 3.1.7 The Provider shall have procedures to ensure the equipment utilized for aircraft ground
movement is suitable for the specific operation to be conducted, and takes into account:
(i) Type and weight of the aircraft;
(ii) Weather conditions;
(iii) Surface conditions. (GM)
Guidance
Guidance may be found in IGOM 4.12.4, 4.12.9.
AGM 3.1.8 The Provider shall have procedures for aircraft pushback or towing to ensure a tractor
connected to the aircraft is not left unattended with the engine running, only exception is in
Cold Weather Operations with the pushback vehicle chocked. (GM)
Guidance
AGM 3.1.9 The Provider shall have procedures for aircraft pushback or towing to ensure, for aircraft fitted
with a nose gear steering by-pass system, the by-pass pin:
(i) Is correctly installed prior to connecting the towbar or Towbarless tractor to the aircraft
nose gear;
(ii) Is removed after the towbar or Towbarless tractor has been disconnected from the nose
gear. (GM)
Guidance

AGM 3.1.10 The Provider shall have procedures for aircraft pushback or towing to ensure, for aircraft not
fitted with a nose gear steering by-pass system, the steering hydraulic system is
depressurized or the nose gear steering torque links are disconnected, as applicable. (GM)
Guidance
Coordination with personnel on the flight deck would be required to ensure a safe depressurization and re-
pressurization of the aircraft hydraulic system.
AGM 3.1.11 The Provider shall have procedures to ensure, when aircraft pushback operations are
conducted in poor surface or weather conditions, aircraft movement is limited to a slower
speed than in normal conditions. (GM)
Guidance
Guidance may be found in IGOM 4.12.9.3, 4.12.11.
AGM 3.1.12 The Provider shall have procedures for aircraft pushback or towing to ensure the tractor
Operator, when stopping or slowing aircraft movement during the operation, makes a gentle
brake application. (GM)
Guidance
AGM 3.1.13 The Provider shall have procedures for aircraft pushback or towing that are in accordance with
requirements of the customer airline(s) for each type of aircraft, and such procedures shall
ensure maximum nose gear turn limits are not exceeded. (GM)
Guidance
AGM 3.1.14 The Provider shall have procedures to ensure, during aircraft pushback or towing operations,
verbal communication between ground handling personnel and the flight deck is conducted in
accordance with requirements of the customer airline(s) and has been reviewed in advance.
(GM)
Guidance
Typically such verbal communication takes place between a member of the ground handling crew (e.g. tug
driver) and the flight crew using a wired or wireless connection to the aircraft intercommunication system. The

use of common phraseology, which would be in accordance with requirements of the customer airline that
operates the aircraft, is important to ensure a common understanding by both parties.
AGM 3.1.15 The Provider shall have procedures to ensure, during aircraft pushback operations:
(i) The communication system is tested for functionality before starting operations;
(ii) Communication with the flight deck is conducted via interphone;
(iii) A backup method of communication between ground handling personnel and the flight
deck is in place for implementation should the primary method fail;
(iv) The flight deck is notified immediately in the event any connection between the tractor
and the aircraft is lost during the operation. (GM)
Guidance
Guidance may be found in IGOM 4.12.8–4.12.9.3.
Typically, procedures would ensure verbal communication from the tractor Operator to the flight deck is
achieved using a flexible cord from the aircraft to the tractor Operator, or use of a cordless system.
If communication with the flight deck must be relayed by a third person, a flexible cord between aircraft and the
headset would typically be used to permit the relay person to maintain a safe distance from both the aircraft and
tractor.
If the primary verbal communication link becomes inoperative the use of standard hand signals is the typical
back-up method of communication.
In the event of a disconnect between the tractor and the aircraft, the flight crew or other personnel on the flight
deck would ensure a gentle brake application in stopping the rearward movement of the aircraft to prevent the
fuselage from tipping aft due to braking forces.
AGM 3.1.16 The Provider shall have procedures for aircraft pushback to ensure, when movement has
been stopped and prior to disconnecting the towbar or Towbarless tractor from the aircraft
nose gear, the flight deck is instructed to set the aircraft parking brake and to hold the existing
position until receipt of visual signals for final clearance to taxi. Procedures shall ensure
confirmation is received by ground handling personnel that the parking brake is set. (GM)
Guidance
Guidance may be found in IGOM 4.12.7.1–4.12.9.3.
AGM 3.1.17 The Provider shall have procedures for aircraft pushback to ensure, prior to the aircraft
commencing taxi under its own power, ground handling personnel:
(i) Provide a final clearance signal to the flight deck;
(ii) If applicable, display the by-pass pin to the flight deck;
(iii) Receive acknowledgement from the flight deck. (GM)

Guidance
3.2 Conventional Tractor and Towbar*
* The following Subsection 3.2 is applicable to a provider that conducts aircraft pushback and towing
operations using conventional tractor and towbar.
AGM 3.2.1 The Provider shall have procedures for aircraft pushback or towing to ensure chocks are not
removed from the aircraft main gear until the:
(i) Tractor and towbar are connected to the aircraft nose gear;
(ii) Parking brake of the tractor is engaged. (GM)
Guidance
Guidance may be found in IGOM 4.12.2–4.12.8.
AGM 3.2.2 The Provider shall have procedures in accordance with requirements of the customer
airline(s) that provide instructions for connecting and disconnecting the towbar to the aircraft
nose gear and tractor. (GM)
Guidance
Procedures are designed to minimize the possibility of injury to personnel or damage to the aircraft when
connecting the towbar to the aircraft or tractor. Procedures typically specify that:
• When disconnecting a towbar from the aircraft nose gear assembly, the towbar is detached from the tractor
first;
• When connecting a towbar to the tractor, personnel face the tractor and, if feasible, have both legs on the
same side of the towbar (i.e. not straddling the towbar).
AGM 3.2.3 The Provider shall have procedures for aircraft pushback or towing to ensure, prior to the
commencement of movement and prior to the end of pushback or tow, the tractor Operator
verifies:
(i) The tractor is in line with the centerline of the aircraft, if feasible;
(ii) The wheels on the towbar are fully retracted. (GM)
Guidance

Under certain circumstances, it may be necessary to commence a pushback with initial aircraft movement not
straight back. Procedures would normally address such exceptions in a manner that ensures no injury to
personnel, or damage to aircraft or equipment.
AGM 3.2.4 The Provider shall have procedures for aircraft pushback operations to ensure, when the
pushback movement has been stopped and prior to disconnecting the towbar from the aircraft
nose gear, tension is released from the towbar. (GM)
Guidance
3.3 Towbarless Tractor*
* The following Subsection 3.3 is applicable to a provider that conducts aircraft pushback and towing
operations using Towbarless tractor.
AGM 3.3.1 The Provider shall have procedures for aircraft pushback or towing operations to ensure,
when a Towbarless tractor is connected to the aircraft nose gear, there is verification that the
aircraft nose wheels are safely locked in with the tractor locking mechanism. (GM)
Guidance
Some Towbarless tractors have lights to indicate the nose wheels are locked in the tractor. Such indicator lights
would be an acceptable means of verification.
AGM 3.3.2 The Provider shall have procedures for aircraft pushback operations to ensure, prior to lifting
the aircraft nose wheels with a Towbarless tractor:
(i) Ground support equipment, including the passenger boarding bridge, is removed from
the aircraft;
(ii) The flight deck is notified. (GM)
Guidance
Guidance may be found in IGOM 4.12.9.2, 4.12.7.1.

3.4 Main Gear Tractor (Power Push Unit)*
* The following Subsection 3.4 is applicable to a provider that conducts aircraft pushback operations
using main gear tractors (power push unit).
AGM 3.4.1 The Provider shall have procedures for aircraft pushback to ensure, prior to connection of a
tractor to the aircraft main gear, a check of the remote control system is made, at a normal
operating distance, to verify the system is functional. (GM)
Guidance
AGM 3.4.2 The Provider shall have procedures for aircraft pushback to ensure, while positioning a main
gear tractor for connection to the aircraft, ground handling personnel verify the tractor unit is
appropriately configured for the aircraft type. (GM)
Guidance
AGM 3.4.3 The Provider shall have procedures for aircraft pushback to ensure the main gear tractor
Operator uses standard terminology to communicate instructions to the flight deck for steering
the aircraft along the desired rearward pushback path. (GM)
Guidance
The tractor Operator, who controls the main gear tractor remotely, provides steering instructions to the flight
deck. The steering function is accomplished by the flight crew or other personnel on the flight deck using the
aircraft nose wheel steering system. A mutual understanding of the meaning of all steering instructions by the
tractor Operator and flight deck personnel would be necessary to ensure the aircraft remains on the desired
rearward movement path.
Following are examples of standard terms and phrases that could be used as steering instructions to the flight
deck:
• “Left, left”–Apply left steering;
• “Right, right”–Apply right steering;
• “Steady”–hold steering in current position;
• “Reduce turn”–reduce steering angle;
• “Neutral”–place steering in neutral position;
• “Rollers are open–standby for hand signals”.

AGM 3.4.4 The Provider shall have procedures for aircraft pushback to ensure the main gear tractor
Operator observes the unit indicator lights to verify the tractor rollers are fully open before
giving an all clear signal to the flight deck. (GM)
Guidance
AGM 3.4.5 The Provider shall have procedures for aircraft pushback to ensure, in the event an
emergency passenger evacuation is required during the pushback operation, ground handling
personnel remove the main gear tractor if it is in a position that interferes with the evacuation
process. (GM)
Guidance
3.5 Specific Requirements for Towing Operation*
* The following provisions in Section 3.5 are applicable to a Provider that performs aircraft towing
operations.
AGM 3.5.1 The Provider shall have procedures for aircraft towing to ensure, prior to commencement of a
towing operation:
(i) Communication is established between the tractor Operator and the flight deck;
(ii) Aircraft hydraulic brake system pressure and/or the brake accumulator is within the
required pressure range;
(iii) All gear safety pins/sleeves are installed;
(iv) Pre departure checks are completed. (GM)
Guidance
Guidance may be found in IGOM 4.13.1–4.13.2.1.
Communication would normally utilize the aircraft inter-communication system. Back-up signals are established
in the event the inter-communication system link becomes inoperative.
The “brake rider” is the person that would be required to stop the aircraft using the aircraft brake system in the
event control of towing movement by the tractor was lost.
AGM 3.5.2 The Provider shall have procedures for aircraft towing to ensure during maneuvering, the
following conditions are met:
(i) the authorization of the flight crew or brake Operator is given before moving the aircraft;

(ii) the towing speed limit is kept within the margins regulated by the towing equipment,
aircraft and/or airport;
(iii) Relevant apron lines are followed as guidance during maneuvering to ensure safe
obstacle clearance. (GM)
Guidance
AGM 3.5.3 The Provider shall have procedures for aircraft towing to ensure, if the aircraft is about to
overtake the tractor, the tractor Operator notifies the flight deck immediately to stop movement
using gentle brake application. (GM)
Guidance
Notification normally would be made using the aircraft inter-communication system, but could include other
signals (e.g., horn signal).
AGM 3.5.4 The Provider shall have procedures for aircraft towing to ensure, when towing on ice or snow,
the tractor Operator:
(i) Maintains a reduced towing speed, particularly before entering a turn;
(ii) Avoids stopping movement in a turn, to the extent possible. (GM)
Guidance
4.1 Taxi-out Departure*
* The following Subsection 4.1 is applicable to a Provider that conducts aircraft departure taxi-out
operations.
AGM 4.1.1 The Provider shall have procedures in accordance with requirements of the customer
airline(s) for aircraft taxi-out from parking that address, as a minimum:
(i) The required Pre-Departure Servicing Checks are completed;
(ii) The GSE is outside the ERA;
(iii) Ground to flight deck communication is performed via interphone (if applicable) or
marshalling and/or standard hand signals are used. (GM)

Guidance
Guidance may be found in IGOM 4.12.7.1–4.12.10.
4.2 Aircraft Powerback Operations*
* The following provisions in Subsection 4.2 are applicable to a Provider whose customer airline(s)
require/allow a powerback procedure and those are permitted by the local authorities. In case
powerback operations are not allowed by the local authorities, the regulation(s) from the authorities
is/are required and the Provider shall document the same in the operational manual.
AGM 4.2.1 The Provider shall ensure aircraft powerback operations are conducted in accordance with the
approval and limitations of relevant authorities and customer airline(s). (GM)
Guidance
Factors typically considered in the risk assessment for approval of aircraft powerback operations include:
• Jet or propeller blast;
• Surface conditions;
• Noise levels;
• Communication with other users (to prevent conflicting operations);
• Maneuvering space.
AGM 4.2.2 The Provider shall ensure aircraft powerback operations are conducted with a ground
handling crew that comprises, as a minimum, one marshaller and two wing walkers; the
marshaller is assigned responsibility for the safe performance of the operation. (GM)
Guidance
The marshaller would be considered to be “in charge” of the operation, and in that role would be expected to
provide supervisory oversight.
AGM 4.2.3 The Provider should ensure for aircraft powerback the use of wireless headset as the primary
method of communication between the marshaller and the flight deck. (GM)
Guidance
The use of hand signals may serve as a secondary method of communication.

AGM 4.2.4 If customer airlines of the Provider approve powerback operations, the provider shall ensure
aircraft powerback operations are not conducted when:
(i) The departure gate is not approved for such operations;
(ii) The entire area of the operation is not adequately lit;
(iii) Visibility is restricted due to weather conditions;
(iv) An accumulation of ice, snow or slush is on the movement surface;
(v) Verbal agreement is not reached between the marshaller and the flight deck;
(vi) Any member of the ground handling crew is not properly protected. (GM)
Guidance
AGM 4.2.5 If customer airlines of the Provider approve powerback operations, the provider shall follow
the customer airline procedures for aircraft powerback and as a minimum ensure the
marshaller:
(i) Terminates the rearward movement of the aircraft with a “come straight ahead” signal;
(ii) Provides a stop signal only after the aircraft has achieved forward movement. (GM)
Guidance
Final forward movement of the aircraft prevents the possibility of the fuselage tipping aft due to braking forces.


Section 7 — Cargo and Mail Handling (CGM)
Changes to GOSM Section 7 (CGM)
All “Intentionally Open” Removed
CGM 1.1.4 Changed numbering to CGM 1.1.2 GM updated
Changed numbering from CGM 1.1.5

CGM 1.1.3 GM updated
Wording adjusted for technical clarity

Wording adjusted for technical clarity.
CGM 1.1.4 “If the Provider utilizes scales to GM updated
determine the weight of Cargo”
removed
CGM 1.1.5 Changed numbering from CGM 1.1.7 GM updated
CGM 1.2 Wording adjusted
CGM 1.2.2 Changed numbering from CGM 1.2.9
CGM 1.3 Wording adjusted.
CGM 1.3.3–1.3.10 New standards New GM
CGM 1.4 Sub-section removed
CGM 1.5 Sub-section removed
GOSM Ed 4, July 2015 CGM 229

Changes to GOSM Section 7 (CGM)
CGM 2.1.1 Wording adjusted for technical clarity

CGM 2.2.4 Reference to SM removed

CGM 2.2.5 GM introduced
New GM introduced and reference

to SM removed
CGM 230 GOSM Ed 4, July 2015

Cargo and Mail Handling (CGM)
Applicability
Section 7 addresses cargo and mail handling functions conducted in cargo terminals or other designated
cargo handling facilities (hereinafter “cargo handling operations”). Cargo and mail handling functions
conducted in other airside areas of operations are addressed in Section 5, Aircraft Handling and Loading
(HDL).
Functions within the scope of cargo handling operations include:
• Cargo and mail acceptance;
• Cargo and mail handling;
• Unit load device (ULD) loading/build-up/storage transport;
• Application of required security measures.
Unit Load Devices (ULDs) refer to Section 1 of this manual (ORM-HS or ORM-S), Subsection 8, for
provisions that are applicable to the management of ULDs in station cargo and mail handling operations.
This section (CGM) is utilized for the audit of a station where cargo and mail handling operations are
conducted.
General Guidance
1. Cargo/Mail Acceptance and Handling
1.1 General
CGM 1.1.1 The Provider shall have communication procedures for the transfer of information and data to
the load control office to ensure all cargo, mail and stores (supplies) loaded onto the aircraft is
accounted for in the load control process in accordance with requirements of the customer
airline(s). (GM)
Guidance
Refer to the IRM for the definition of Cargo.

Procedures typically address the types and methods of communication necessary to ensure effective
coordination between cargo handling personnel and the load control office.
CGM 1.1.2 The Provider shall have procedures to ensure cargo and/or mail for air transport is accepted
and handled in accordance with applicable regulations and requirements of the customer
airline(s). (GM)
Guidance
Guidance may be found in IGOM 3.1 and 3.3.
CGM 1.1.3 The Provider shall have procedures to address cargo and mail that is found to be damaged,
as defined by the requirements of the customer airline(s), to ensure:
(i) An assessment of the damage is conducted to determine whether such cargo is fit to be
transported on an aircraft;
(ii) If determined not fit for transport, such cargo is prevented from being transported, as
applicable;
(iii) The customer airline is notified. (GM)
Guidance
Guidance may be found in IGOM 3.6 and IGOM 3.3.2.
CGM 1.1.4 The Provider shall have a process to ensure scales utilized to determine the weight of cargo
intended for air transport are periodically checked and calibrated. The scale inspections shall
be recorded and copies retained in a local file in accordance with applicable regulations and/or
requirements of the customer airline(s), however the retention period shall not be less than
6 months. (GM)
Guidance
Guidance may be found in AHM 534 and AHM 941.
Such scales might be referred to as weigh bridges.
A provider's process ensures scales are checked and calibrated periodically. The actual checking and
calibration activity might be accomplished by an entity other than the provider (e.g. customer airline, airport
authority).
CGM 1.1.5 The Provider should ensure cargo handling facilities have specifically configured areas
appropriate for the storage of special cargo. (GM)
Guidance

Special cargo includes human remains, live animals, perishables, valuable cargo, fragile goods, diplomatic
cargo and mail.
Such items could have separation requirements as specified in the appropriate IATA manual(s) and,
additionally, might be governed by local rules or regulations. Information relative to storage of cargo is typically
found in the OM of the customer airline(s).
1.2 Special Cargo Dangerous Goods
CGM 1.2.1 Where dangerous goods are accepted for air transport, the Provider shall have procedures in
accordance with requirements of the customer airline(s), to:
(i) Include the use of a dangerous goods acceptance checklist, to verity dangerous goods
shipments are accepted in accordance with all applicable requirements for transportation
on an aircraft. The check shall ensure, as applicable to specific dangerous goods
shipments, that:
(a) The quantity of dangerous goods per package is within applicable limits;
(b) The marking of packages, overpacks, freight containers or unit load devices (ULDs)
is visible and in agreement with the accompanying Shipper's Declaration of
Dangerous Goods;
(c) The packaging specification marking indicates a packing group that is appropriate for
the dangerous goods contained within the package;
(d) Proper shipping names, UN numbers, ID numbers, hazard and handling labels on
interior packages of an overpack are visible or reproduced on the outside of the
overpack;
(e) Labeling and marking of packages, overpacks, freight containers and ULDs is in
accordance with requirements for radioactive and non-radioactive material;
(f) The outer packaging of a package is of the type stated on the accompanying
Shipper's Declaration of Dangerous Goods and is permitted by the applicable
packing instruction;
(g) Packages or overpacks do not contain different dangerous goods that require
segregation;
(h) Packages, overpacks, freight containers and/or ULDs are not leaking and there is no
indication the integrity has been compromised;
(i) Overpacks do not contain packages bearing a “Cargo Aircraft Only” label unless in
accordance with specified exceptions.
(ii) Ensure documentation associated with the acceptance and handling of dangerous goods
is retained for a minimum period of 3 months after the flight on which the dangerous
goods were transported;
(iii) Ensure English, in addition to the language required by the State of Origin, is used for
markings and transport documents related to the shipment of dangerous goods;

(iv) Ensure ULDs containing dangerous goods have a dangerous goods ULD tag that is
marked with the class or division number(s) of the dangerous goods contained therein,
and, if the ULD contains packages bearing a “Cargo Aircraft Only” label, the tag indicates
the ULD can only be loaded onto a cargo aircraft. (GM)
Guidance
Refer to the IRM for the definitions of Freight Container (Radioactive Materials Only) and Shipper's Declaration
of Dangerous Goods.
Refer to the IRM for the definition of State of Origin.
Refer to the IRM for the definition of Unit Load Device (ULD).
Guidance may be found in DGR Sections 2, 7, 8 and 9.
CGM 1.2.2 The Provider shall have procedures to ensure dangerous goods are separated from other
cargo or incompatible materials in accordance with published category restrictions and in
accordance with the requirements of the customer airline(s). (GM)
Guidance
Loading requirements contained in DGR Section 9 primarily address dangerous goods compatibility restrictions
on an aircraft. Similar separation requirements shall be implemented for stowage of these materials in a cargo
facility, build up in a ULD and for transportation to the aircraft.
CGM 1.2.3 The Provider shall ensure notices providing information about the transportation of dangerous
goods are prominently displayed at cargo acceptance locations. (GM)
Guidance
Guidance may be found in DGR Section 9.
Such requirement would apply even at locations where only general cargo is accepted.
CGM 1.2.4 The Provider shall have procedures to ensure packages or overpacks containing dangerous
goods and labeled “Cargo Aircraft Only” are loaded, in accordance to requirements of
customer airline(s), only onto a cargo aircraft, and are loaded either:
(i) In a class C aircraft cargo compartment; or
(ii) In a ULD equipped with a fire detection/suppression system equivalent to that required by
the certification requirements of a Class C aircraft cargo compartment as determined by
the applicable authority; or
(iii) In such a manner that in the event of an emergency involving such packages or
overpacks, a crew member or other authorized person can access those packages or
overpacks, and can handle and, where size and weight permit, separate such packages
from other cargo. (GM)

Guidance
Refer to the IRM for the definition of Cargo Compartment Classifications.
Guidance may be found in DGR Section 9.
1.3 Other Special Cargo
CGM 1.3.1 Where live animals are accepted, the Provider shall have a process to ensure such shipments
are accepted and handled in accordance with the IATA Live Animal Regulations (LAR) and
Guidance
Guidance may be found in the IATA LAR 2.2 and IGOM 3.2.2.
Live animal handling procedures and specific responsibilities of a provider with regard to required
documentation, acceptance, containers, animal welfare, compliance with all regulations, storage and liability are
addressed in the IATA LAR. Additional requirements may be mandated by the State of origin, the State of
destination and/or the Convention on International Trade in Endangered Species of Wild Fauna and Flora
(CITES).
Documentation required for live animal shipments includes the shipper's certification, air waybill and, in some
situations, CITES. Some States may have additional requirements, which could include health certificates,
export and/or import permits.
The IATA Live Animals Acceptance Checklist is recommended as an effective reference in assisting shippers,
agents and Operators in preparing live animal shipments for air transportation.
CGM 1.3.2 Where perishable shipments, to include time- and temperature-sensitive goods, are accepted,
the Provider shall have a process to ensure the acceptance and handling of such shipments is
in accordance with the IATA Perishable Cargo Regulations (PCR), as well as applicable
Guidance
Time- and temperature-sensitive goods typically include goods from the health care sector.
The procedures for handling perishable goods and specific responsibilities of a provider with regard to
acceptance, documentation, packaging, storage and classification are addressed in the IATA Perishable Cargo
Regulations (PCR). Time and temperature management of healthcare products is addressed specifically in
Chapter 17 of the PCR.
Local authorities may mandate additional requirements.

CGM 1.3.3 Where Human Remains are accepted, the Provider shall have a process to ensure such
shipments are accepted and handled in accordance with the requirements of the customer
airline(s). (GM)
Guidance
Guidance may be found in the IGOM 3.2.5.
CGM 1.3.4 Where Valuable Cargo is accepted, the Provider shall have a process to ensure such
shipments are accepted and handled in accordance with the requirements of the customer
airline(s). (GM)
Guidance
CGM 1.3.5 Where Overhang and Heavy Cargo is accepted, the Provider shall have a process to ensure
such shipments are accepted and handled in accordance with the requirements of the
Guidance
Guidance for outsized cargo may be found in the IGOM 3.2.7 and in the ULDR Section 6 OS 6/13. Some
outsized and heavy cargo may be larger or heavier than can be accommodated in or on a ULD.
Standards for handling these items would typically be found in the OM of the customer airline(s), as well as in
the Weight and Balance Manual for each aircraft type.
CGM 1.3.6 Where Fragile Cargo is accepted, the Provider shall have a process to ensure such shipments
are accepted and handled in accordance with the requirements of the customer airline(s).
(GM)
Guidance
CGM 1.3.7 Where Company Material (COMAT) is accepted, the Provider shall have a process to ensure
such shipments are accepted and handled in accordance with the requirements of the
Guidance

CGM 1.3.8 The Provider shall have process to ensure any type of special cargo shipment is correctly
prepared for the flight and build up in accordance with the requirements of the customer
airline(s). (GM)
Guidance
Guidance may be found in the IGOM 3.4.2 and IGOM 3.4.3.
CGM 1.3.9 The Provider shall have a process to ensure that cargo is transported between ground
facilities and aircraft or between two aircraft in accordance with requirements of customer
airline(s). (GM)
Guidance
Guidance may be found in the IGOM 3.7.
CGM 1.3.10 The Provider shall have a process to ensure any type of special cargo shipment is broken
down, delivered or transferred to the consignee in accordance with the requirements of the
Guidance
Guidance may be found in the IGOM 3.8.
Prior arrangements and specific handling requirements generally apply to all types of special cargo and would
be incorporated into the OM of the customer airline(s), including those items identified in this provision, but also
emergency medical supplies, live human organs and diplomatic shipments.
2. Cargo Security
2.1 Facilities
CGM 2.1.1 The Provider shall have a process in accordance with the Provider's security program to
ensure security controls are in place to prevent personnel and vehicles from unauthorized
access into the Provider's facilities and any other areas where the Provider conducts cargo
handling operations for customer airlines to ensure:
(i) Cargo and mail is protected from unauthorized interference from the point security
controls are applied until it is transferred to the operation for loading;
(ii) Cargo and mail intended for transport on a commercial aircraft, and which is moved about
or stored at the airport prior to being loaded into an aircraft, remains inaccessible from
unauthorized interference and is retained in secure storage areas until the Provider has
transferred it to the operation for loading. (GM)

Guidance
A provider would normally conduct cargo handling operations for customer airlines only in facilities or areas
where adequate security controls are in place, although in most cases the actual implementation of such
controls is not accomplished by the provider. Security controls are typically implemented by an authority (e.g.
government or airport authority), but under certain conditions it might be necessary for implementation to be
accomplished by the provider or other entity deemed competent by the provider and/or customer airline.
A secure storage area is structured or configured to preclude any occurrence of unauthorized interference, and
could be under surveillance utilizing various methods (e.g. guards, CCTV).
2.2 Operations
CGM 2.2.1 The Provider shall ensure security controls are applied to cargo and mail consignments
accepted for transport on a commercial flight, and such controls are in accordance with the
applicable State civil aviation security program and requirements of the customer airline(s).
(GM)
Guidance
Refer to the IRM for the definitions of Regulated Agent and Known Shipper.
Guidance may be found in IGOM Chapter 3.1.2.
To maintain the secure status of cargo, it is critical for a provider to ensure cargo is not accessed and/or
interfered with by any unauthorized personnel from the moment it has been declared secure until it is loaded into
an aircraft and the hold door is closed prior to departure.
CGM 2.2.2 The Provider shall ensure cargo and mail consignments accepted for transport on an all-cargo
flight are subjected to the security requirements of the applicable State(s) and/or controls
commensurate with the security threat as determined by risk assessment. (GM)
Guidance
Refer to the IRM in this manual for the definition of Security Threat, which defines threat levels.
CGM 2.2.3 The Provider shall ensure cargo and mail intended for transport on a commercial aircraft, and
which is moved about or stored at the airport prior to being transferred to the operation for
loading onto an aircraft, remains inaccessible from unauthorized interference.
CGM 2.2.4 If the Provider accepts and handles stores and supplies, to include catering supplies, intended
for transport on commercial aircraft of customer airlines, the Provider shall have a process to
ensure such stores and supplies are subjected to security controls in accordance with the
applicable civil aviation security program, and thereafter protected until transferred to the
operation for loading onto an aircraft. (GM)

Guidance
If stores and supplies are delivered to a provider by other entities (e.g., catering providers) for acceptance and
handling on behalf of the customer airline(s), such items are protected from the point at which the appropriate
security controls have been applied until loaded onto the aircraft.
CGM 2.2.5 The Provider shall have a process to ensure known cargo consignments presented for
transport on a commercial aircraft are:
(i) Delivered for transport by an employee or nominated person of a regulated agent, known
shipper/consignor, or customer airline;
(ii) Free from any signs of unauthorized tampering;
(iii) Presented with documents corresponding to the cargo being delivered;
(iv) Protected from unauthorized access;
(v) Subjected to additional security controls, as required by risk assessment. (GM)
Guidance
Regulated Agent and Known Shipper Programs
CGM 2.2.6 The Provider shall ensure, where a regulated agent or known shipper program exists, cargo or
mail shipments are not accepted as known cargo for transport on a commercial flight unless
either:
(i) The application of security controls has been accounted for by a Regulated Agent; or
(ii) Such shipments have been subjected to appropriate security controls through a known
shipper program. (GM)
Guidance
Refer to the IRM in this manual for the definitions of Known Shipper and Unknown Cargo.
States determine what constitutes “appropriate” security controls. Some may not permit acceptance of cargo or
mail from other than Regulated Agents and/or known shippers.
Known cargo is no longer considered secure once transferred to an unknown or unregulated entity. Therefore,
the provider would have to be, or utilize the services of, a Regulated Agent to ensure the security of cargo
shipments accepted for customer airlines is in accordance with requirements of the applicable State(s).
Customer airlines may apply additional controls.

As part of its security program, a Provider may consider a cargo consignment accepted from a Regulated Agent
and/or known shipper as meeting required security provisions unless such consignment is identified as unknown
cargo.
CGM 2.2.7 The Provider shall ensure, where a regulated agent or known shipper program exists, cargo
and mail shipments accepted from other than regulated agents or known shippers (unknown
cargo) for transport on a commercial flight are subjected to appropriate security controls, and
are in compliance with requirements of the State(s) applicable to such cargo shipments, to
include:
(i) Documentation as to the identity and details of the shipment;
(ii) Physical search or screening either electronically or by other means. (GM)
Guidance
Cargo security controls applied by the provider shall be in compliance with local State requirements as well as
the requirements of the State of the carrier transporting the cargo.

www.iata.org
ISBN 978-92-9252-707-5

ISAGO Standards Manual PDF

Uploaded by

Copyright:

Available Formats

ISAGO Standards Manual PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ISAGO Standards Manual PDF

Uploaded by

Copyright:

Available Formats

ISAGO Standards Manual

Effective July 2015

© International Air Transport Association. All

Senior Vice President

ISAGO Standards Manual

Step Name Date

Changes prepared by: Ground Operations–IGOM April 2015

ISAGO Program Office Monika Mejstrikova, April 2015

Approved by: Catalin Cotrut April 2015

GOSM Ed 4, July 2015 i

INTENTIONALLY LEFT BLANK

ii GOSM Ed 4, July 2015

Introduction ................................................................................................................................................. xxi

ISAGO Standards and Recommended Practices .......................................................................xxvii

Section 1 — Organization and Management (ORM-H) ..................................................................1

GOSM Ed 4, July 2015 TOC iii

2.2 Operational Manuals ........................................................................................................................ 10

TOC iv GOSM Ed 4, July 2015

Table 1.9–Baggage Handling Dangerous Goods Training Specifications.....................................................51

Section 1 — Organization and Management (ORM-HS) .............................................................57

GOSM Ed 4, July 2015 TOC v

6. Security Management ...................................................................................................................... 96

Section 1 — Organization and Management (ORM-S) ..............................................................115

TOC vi GOSM Ed 4, July 2015

1.4 Communication .............................................................................................................................. 117

GOSM Ed 4, July 2015 TOC vii

9.2 (Intentionally Open)........................................................................................................................ 142

Section 2 — Load Control (LOD) ......................................................................................................... 159

Section 3 — Passenger and Baggage Handling (PAB) ..............................................................171

TOC viii GOSM Ed 4, July 2015

1.7 Hold Baggage Handling and Unit Load Devices (ULDs)*...............................................................181

Section 4 — (Intentionally Open) ........................................................................................................ 183

Section 5 — Aircraft Handling and Loading (HDL) ......................................................................185

Section 6 — Aircraft Ground Movement (AGM) ............................................................................209

Section 7 — Cargo and Mail Handling (CGM) ................................................................................229

GOSM Ed 4, July 2015 TOC ix

INTENTIONALLY LEFT BLANK

TOC x GOSM Ed 4, July 2015

ISAGO Standards and Recommended Practices

GOSM Ed 4, July 2015 LEP xi

INTENTIONALLY LEFT BLANK

LEP xii GOSM Ed 4, July 2015

GOSM Ed 4, July 2015 ROR xiii

INTENTIONALLY LEFT BLANK

ROR xiv GOSM Ed 4, July 2015

GOSM Change Highlights

GOSM Ed 4, July 2015 DOC xv

Changes to GOSM Section 1 (ORM-H/HS/S)

DOC xvi GOSM Ed 4, July 2015

Your comments are welcome…

GOSM Ed 4, July 2015 FWD xvii

INTENTIONALLY LEFT BLANK

FWD xviii GOSM Ed 4, July 2015

GOSM Ed 4, July 2015 APP xix

INTENTIONALLY LEFT BLANK

APP xx GOSM Ed 4, July 2015

Section 1—Organization and Management (ORM-H, ORM-HS, ORM-S);

Section 2—Load Control (LOD);

Section 3—Passenger and Baggage Handling (PAB);