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GROUND OPERATIONS
MANUAL

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TABLE OF CONTENTS

0 ADMINISTRATION AND CONTROL OF GROUND OPERATIONS

MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–1
0.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–1
0.2 EXPLANATIONS AND DEFINITIONS OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . 0–2
0.3 SYSTEM OF AMENDMENT, REVISIONS AND RECORD CONTROL . . . . . . . . . . 0–3
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0.3.1 Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–4

0.3.2 List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–5
0.3.3 Approval of Ground Operations Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–5
0.3.4 Distribution List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–6
0.3.5 Highlights of Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–6
0.4 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–7
0.5 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0–13

1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.1 REFERENCE PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.2 ORGANISATION AND RESPONSIBILITIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.3 MINIMUM QUALIFICATIONS FOR GROUND AND CARGO OPERATIONS
MANAGEMENT PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.4 MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–2
1.5 COMPLIANCE MONITORING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–2
1.6 DOCUMENTATION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–2
1.7 SUBCONTRACTING OF GROUND HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1.7.2 Ground handling supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1.7.3 Selection of Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1.7.4 Ground Handling Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1.7.5 Service Level Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1.7.6 Station Information Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1.7.7 Ground Handling Memorandum of Understanding . . . . . . . . . . . . . . . . . . . . 1–4
1.7.8 Ground Handling Agreements for flights on behalf of other Air
Carriers (Lessee) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1.7.9 Ground Handling Agent Subcontracting of Services. . . . . . . . . . . . . . . . . . . 1–5
1.7.10 Internal Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1.7.11 Training of Ground Handling Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1.7.11.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1.7.11.2 Training requirements for SmartLynx Ground Operations
Personnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
1.7.12 Evaluation Criteria for Ground Handlers in Case of Carriage of
Cargo and/or Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9

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1.7.13 Supplier evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–10

1.8 HANDLING OF COMPANY MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–11
1.8.1 Company materials (COMAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–11
1.8.2 Company Mail (COMAIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–11
1.8.3 COMAIL and COMAT shipping procedure . . . . . . . . . . . . . . . . . . . . . . . . .1–11
1.8.4 Control of company materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–12
1.9 REPORTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–12
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1.9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–12

1.9.2 Occurrence and Accident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–14
1.9.3 List of Reportable Occurrences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–15
1.10 APPENDIX 1 - SAMPLE OF DANGEROUS GOODS OCCURRENCE REPORT. .1–18
1.11 APPENDIX 2 - SAMPLE OF GROUND INCIDENT/ ACCIDENT/ DAMAGE
REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–20
1.12 APPENDIX 3 – SAMPLE OF STATION INFORMATION REQUEST . . . . . . . . . . .1–22
1.13 APPENDIX 4 - SAMPLE OF FLIGHT/AD HOC BRIEF . . . . . . . . . . . . . . . . . . . . . .1–31
1.14 APPENDIX 5 - SAMPLE OF GROUND AND CARGO SAFETY/SECURITY
REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1–34

2 ARRIVAL ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1

2.1 RECEPTION OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2.1.2 General operating practices and procedures for Ground support
equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–1
2.1.3 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–2
2.1.4 Parking stand check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–2
2.1.5 Aircraft reception procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–3
2.1.6 Opening and /or handling entrance / service doors . . . . . . . . . . . . . . . . . . .2–4
2.2 MARSHALLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
2.2.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
2.2.3 Responsibility of Marshaller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
2.3 PARKING OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–6
2.3.1 Manoeuvring to Parking Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–6
2.3.2 Wing/tip cones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–7
2.3.3 Engine and pitot covers requirement in adverse weather conditions . . . . . .2–7
2.3.4 Freezing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4 DISEMBARKATION OF PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4.1 Permission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4.2 Before disembarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4.3 Signals for opening of cabin doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4.4 Opening of cabin doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8
2.4.5 Passenger Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–8

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2.4.6 Passenger disembarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–9

2.4.7 Refuelling / de-fuelling with passengers embarking, on board or
disembarking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2.4.8 Passenger disembarkation/embarkation with engine running . . . . . . . . . . . 2–9
2.4.9 Passenger safety on a ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2.4.10 Passenger stairs/bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2.5 UNLOADING THE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–11
2.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–11
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2.5.2 Positioning of ground support equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 2–11

2.5.3 Opening and closing of compartment doors . . . . . . . . . . . . . . . . . . . . . . . . 2–12
2.5.4 Error in incoming load distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–12
2.5.5 Aircraft on ground (AOG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–12
2.5.6 Before unloading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–13
2.5.7 Unloading process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–13
2.5.8 Reporting of damage to aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–13
2.5.9 Inspection for damage or leakage of Dangerous Goods . . . . . . . . . . . . . . 2–14
2.5.10 Reporting of leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–14
2.5.11 Local Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–14
2.6 SERVICING OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2.6.1 Potable Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2.6.2 Removal and Disposal of Waste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2.6.3 Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2.6.4 Cleaning of Cabin (Interior cleaning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–15
2.6.5 Catering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–16
2.6.6 Fuelling procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–17
2.6.7 Mixing of fuel – fuel contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–19
2.6.7.1 Mixing of fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–19
2.6.7.2 Fuel standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–19
2.6.8 Documents and forms for aircraft handling . . . . . . . . . . . . . . . . . . . . . . . . . 2–19
2.7 MASS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–20
2.7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–20
2.7.2 Content of mass check report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–20
2.7.3 Report mass check findings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–20
2.7.4 Local procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–20
2.8 SAFETY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–21
2.8.1 Fire safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–21
2.8.2 Staff Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–21
2.8.3 Fire protection and prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–21
2.8.4 Main Components of Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–21
2.8.5 Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–22
2.8.6 Fire on the Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–22
2.8.7 Equipment Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–22
2.8.8 Spillage of Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–23

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2.8.9 Severe weather operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–23

3 LOAD PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1

3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3.1.1 Load Planning Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3.1.2 Preload planning stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–1
3.1.3 Load Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–2
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3.2 MASS AND CENTRE OF GRAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–3

3.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–3
3.2.2 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–3
3.2.3 Methods, procedures, responsibilities for preparation and acceptance
of Load and Trim Sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–4
3.2.4 Standard mass values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–4
3.2.5 Mass and Balance Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–7
3.2.6 Load Planner & Loading Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–8
3.2.7 Load & Trim sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–9
3.2.8 EDP Load sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–10
3.2.9 Last Minute Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–11
3.3 DANGEROUS GOODS AND SPECIAL LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–13
3.3.1 Introduction to Dangerous Goods (DG) and Special Load . . . . . . . . . . . . .3–13
3.3.2 Categories of Dangerous Goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–13
3.3.3 Dangerous Goods Labelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–13
3.3.4 Shipper’s Declaration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–14
3.3.5 Handling of dangerous goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–14
3.3.6 Emergency Response. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–14
3.3.7 Reporting of occurrences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–15
3.3.8 Information to Load Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–15
3.3.9 Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–15
3.3.10 Dangerous goods in excepted quantities . . . . . . . . . . . . . . . . . . . . . . . . . .3–15
3.3.11 Incompatibility Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–16
3.4 SPECIAL REQUIREMENTS AND RESTRICTIONS FOR DANGEROUS
GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–18
3.4.1 Non-spillable batteries installed in wheelchairs or other battery powered
mobility devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–18
3.4.2 Spillable batteries installed in wheelchairs or other battery powered
mobility devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–18
3.4.3 Radioactive Materials (RRY and RRW) . . . . . . . . . . . . . . . . . . . . . . . . . . .3–18
3.4.4 Provisions for Dangerous Goods Carried by Passengers or Crew . . . . . . .3–18
3.4.4.1 Restricted Articles in Passenger or Crew Baggage . . . . . . . . . . .3–19
3.4.4.2 Exemptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–20
3.4.4.3 Medical equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–20
3.4.4.4 Veterinary equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3–20
3.4.5 Allowed Articles in Passengers or Crew Baggage . . . . . . . . . . . . . . . . . . .3–20

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3.4.6 Special Requirements and Restrictions for Special Load . . . . . . . . . . . . . . 3–26

3.4.7 Company mail (COMAIL) and Company materials (COMAT). . . . . . . . . . . 3–27
3.4.8 Diplomatic cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–27
3.4.9 Diplomatic mail (DIP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–27
3.4.10 Human remains (HUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–27
3.4.11 Live Animals (AVI, AVC, AVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–28
3.4.12 Perishables / foodstuffs and hatching eggs (EAT and HEG) . . . . . . . . . . . 3–33
3.4.13 Undeveloped film (FIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–33
UNCONTROLLED COPY

3.4.14 Valuable Cargo (VAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–34

3.4.15 Firearms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–34
3.4.16 Munitions of War . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–36
3.4.17 Sporting Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–36
3.4.18 Load Priority List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–37
3.5 LOADING INSTRUCTIONS / REPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–38
3.5.1 Manual Loading Instruction/Report – Bulk loaded aircraft . . . . . . . . . . . . . 3–38
3.5.2 Description of the Manual Loading Instruction . . . . . . . . . . . . . . . . . . . . . . 3–39
3.5.3 Description of the EDP Loading Instruction/Report . . . . . . . . . . . . . . . . . . 3–40
3.5.4 Special Cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–40
3.5.5 Recording of support planks to be used . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–40
3.6 CLASSIFICATION OF CARGO COMPARTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 3–41
3.6.1 Cargo compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–41
3.6.1.1 A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–41
3.6.1.2 A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–43
3.7 PREVENTION OF DAMAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–48
3.7.1 During Loading / Unloading: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–48
3.8 UNIT LOAD DEVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–49

4 AIRCRAFT LOADING AND UNLOADING . . . . . . . . . . . . . . . . . . . . . . . . . 4–1

4.1 GENERAL LOADING PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1
4.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1
4.1.2 Securing of the Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–2
4.1.3 Responsibilities of Aircraft Handling Personnel . . . . . . . . . . . . . . . . . . . . . . 4–2
4.1.4 Unit Load Device Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–3
4.1.5 Bulk Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–3
4.1.6 Unloading Sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–4
4.1.7 Loading Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–4
4.1.8 Simplified procedures for Unloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–4
4.1.9 Simplified procedures for Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–5
4.1.10 Loading Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–6
4.1.11 Storage of equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–6
4.1.12 List of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–6
4.1.13 Equipment after use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–6

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4.1.14 Supporting on Level Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–6

4.1.15 When supporting is needed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–7
4.1.16 Maximum support mass table for planks. . . . . . . . . . . . . . . . . . . . . . . . . . . .4–7
4.1.17 Plank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–8
4.1.18 Supporting by use of Euro-pallet (EUR) . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–8
4.1.19 Securing of Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–9
4.1.20 Lashing rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–10
4.1.21 Lashing of Bulk Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–11
UNCONTROLLED COPY

4.1.22 Lashing of Pallets and in Containers, when lashing is required . . . . . . . . .4–11

4.1.23 Lashing on pallets, containers and in ULD . . . . . . . . . . . . . . . . . . . . . . . . .4–11
4.1.24 Lashing on Pallets and in Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–11
4.1.25 Examples of Lashing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–12
4.2 LOADING IN COMPARTMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–14
4.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–14
4.2.2 Reporting of damage to aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–14
4.2.3 General rules and standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–14
4.2.4 Stowing rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
4.2.5 Exceptions to stowing rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
4.2.6 Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
4.2.7 Counting of baggage pieces and mass . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
4.2.8 Fragile load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–15
4.3 LOADING OF UNIT LOAD DEVICE (ULD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–16
4.4 DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–16
4.5 LOADING OF SPECIAL LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4–16

5 DOCUMENTATION OF LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–1

5.1 RULES FOR MASS AND BALANCE CALCULATION. . . . . . . . . . . . . . . . . . . . . . . .5–1
5.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–1
5.1.2 Mass calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–1
5.1.3 Balance Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–1
5.1.4 Mass and balance calculation conditions . . . . . . . . . . . . . . . . . . . . . . . . . . .5–1
5.2 EXPLANATION OF LOAD CONTROL TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–3
5.2.1 Mass terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–3
5.2.2 Fuel terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–4
5.2.3 Load terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–4
5.2.4 Balance terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5
5.2.5 Equipment Included in DOM and DOI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5
5.2.6 Standard equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5
5.2.7 Route equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–5
5.3 STANDARD MASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–6
5.3.1 Types of mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–6
5.3.2 Examples of actual mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–6

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5.3.3 Examples of standard mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6

5.3.4 Crew Members and Crew Baggage Masses . . . . . . . . . . . . . . . . . . . . . . . . 5–6
5.3.5 Fuel and Oil Masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6
5.3.6 Passenger Masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6
5.3.7 Baggage Masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–6
5.3.8 Exceptionally heavy baggage versus standard baggage masses . . . . . . . . 5–6
5.4 OTHER TYPES OF LOAD AND THEIR MASSES . . . . . . . . . . . . . . . . . . . . . . . . . . 5–7
5.4.1 Hand baggage mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–7
UNCONTROLLED COPY

5.4.2 Cargo masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–7

5.4.3 Mail masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–7
5.5 INTRODUCTION TO THE LOADING INSTRUCTION/REPORT . . . . . . . . . . . . . . . 5–8
5.5.1 Types of Loading Instruction/Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–8
5.5.2 Completion of Loading Instruction/Report. . . . . . . . . . . . . . . . . . . . . . . . . . . 5–8
5.5.3 Signature on Loading Instruction/Report . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–8
5.5.4 Distribution of Loading Instruction/Report after completion . . . . . . . . . . . . . 5–8
5.6 INTRODUCTION TO THE LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . 5–9
5.6.1 Types of Load and Trim Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–9
5.6.2 Completion of Load and Trim Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–9
5.6.3 Signature on Load and Trim Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–9
5.6.4 Distribution of Load and Trim Sheet after completion . . . . . . . . . . . . . . . . . 5–10
5.6.5 Samples of A320 and A321 manual Load and Trim Sheet. . . . . . . . . . . . . 5–11
5.7 LOAD CONTROL SUPERVISION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.2 Scope of Supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.3 Responsible for supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.4 Checking the Load and Trim Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.5 Responsible for checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–14
5.7.6 Checking the Tolerance between Load and Trim Sheet and Loading
Instruction Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–15
5.7.7 Responsible for checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–15
5.7.8 Differences in baggage masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–15
5.8 TOLERANCE BETWEEN LOAD AND TRIM SHEET AND LOADING
INSTRUCTIONS/REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–16
5.8.1 Tolerance between Load and Trim Sheet and Flight/Journey Log Slip . . . 5–16
5.8.2 Checking the Passenger Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–17
5.8.3 Responsible for checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–17
5.9 LAST MINUTE CHANGES (LMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–18
5.9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–18
5.9.2 Post Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–18
5.9.3 Standard LMC Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–18
5.9.4 Balance recalculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–18
5.10 DESCRIPTION OF OTHER DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–20

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5.10.1 Trip file content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–20

5.11 INTRODUCTION TO NOTIFICATION TO CAPTAIN (NOTOC) . . . . . . . . . . . . . . .5–21
5.11.1 Types of NOTOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–21
5.11.2 Signature on NOTOC:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–22
5.11.3 Distribution of NOTOC after completion . . . . . . . . . . . . . . . . . . . . . . . . . . .5–22
5.11.4 Sample of manual Notification to Captain (NOTOC). . . . . . . . . . . . . . . . . .5–23
5.11.5 Sample of EDP Notification to Captain (NOTOC) . . . . . . . . . . . . . . . . . . . .5–24
5.12 INTRODUCTION TO AIR WAYBILL (AWB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–25
UNCONTROLLED COPY

5.12.1 Distribution of AWB after completion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–25

5.12.2 Sample of AWB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–27
5.13 INTRODUCTION TO CARGO MANIFEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5–28
5.14 INTRODUCTION TO SHIPPER’S DECLARATION. . . . . . . . . . . . . . . . . . . . . . . . .5–28

6 MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–1
6.1 LOAD AND PASSENGER CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–1
6.1.1 Load information codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–1
6.1.2 Additional Cargo Load Information Codes . . . . . . . . . . . . . . . . . . . . . . . . . .6–1
6.1.3 Additional baggage load information codes: . . . . . . . . . . . . . . . . . . . . . . . . .6–1
6.1.4 Additional Cargo Load Information Codes . . . . . . . . . . . . . . . . . . . . . . . . . .6–2
6.1.5 ULD Load volume codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–2
6.2 CODES FOR LOADS REQUIRING SPECIAL ATTENTION . . . . . . . . . . . . . . . . . . .6–3
6.2.1 Identification codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–3
6.2.2 Pallet Contour Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–8
6.3 DELAY CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6–9

7 PASSENGER AND BAGGAGE HANDLING . . . . . . . . . . . . . . . . . . . . . . . .7–1

7.1 PASSENGER DOCUMENTS AND FORBIDDEN ITEMS PLACARDS . . . . . . . . . . .7–1
7.1.1 Forbidden Items Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–1
7.1.2 Passenger documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–1
7.2 DOCUMENT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–2
7.2.1 Document Control Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–2
7.2.2 Document Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–2
7.2.3 Refusal of Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–2
7.2.4 Ticket Documentation and types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–2
7.2.5 Ticket Issue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–3
7.2.6 Ticket Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–3
7.2.6.1 Sample of Economy Class (Y) ID Stand by ticket issued by
SmartLynx Airlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–4
7.2.6.2 Sample of Master ticket issued by SmartLynx Airlines . . . . . . . . .7–5
7.2.6.3 Sample of Economy Class Ticket (Y) without meal issued
by Authorized Agent (NOVATOURS) . . . . . . . . . . . . . . . . . . . . . .7–6
7.2.6.4 Sample of Economy Class Ticket (Y) with meal issued by

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Authorized Agent (NOVATOURS) . . . . . . . . . . . . . . . . . . . . . . . . . 7–7

7.2.6.5 Sample of Superior Class Ticket (C) issued by Authorized
Agent (NOVATOURS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–8
7.2.6.6 Sample of Economy Class Ticket (Y) without meal issued by
Authorized Agent (ALIDA TURS). . . . . . . . . . . . . . . . . . . . . . . . . . 7–9
7.2.6.7 Sample of Economy Class Ticket (Y) with meal issued by
Authorized Agent (ALIDA TURS). . . . . . . . . . . . . . . . . . . . . . . . . 7–10
7.2.6.8 Sample of Superior Class Ticket (C) issued by Authorized
UNCONTROLLED COPY

Agent (ALIDA TURS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–11

7.3 TICKET FRAUD PREVENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12
7.3.1 Background. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12
7.3.2 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12
7.3.3 Boarding passes/baggage tags and stickers . . . . . . . . . . . . . . . . . . . . . . . 7–12
7.3.4 Confronted with stolen or counterfeit ticket. . . . . . . . . . . . . . . . . . . . . . . . . 7–12
7.4 PASSENGER CHECK-IN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.4.1 Staff requirements for check-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.4.2 Check-in Counter Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.4.3 Separate Check-in Counters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.4.4 Deadlines of Check-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.4.5 Problems at the Check-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13
7.5 PASSENGER SEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–14
7.5.1 Seating allocation rules for Superior Class . . . . . . . . . . . . . . . . . . . . . . . . . 7–14
7.5.2 Seating allocation rules for Economy Class . . . . . . . . . . . . . . . . . . . . . . . . 7–14
7.5.3 Cancellation of seat assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.5.4 Non-reclinable seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.5.5 Cabin crew seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.5.6 Emergency exit area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.5.7 Over-wing area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.5.8 Flight deck seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–15
7.6 PREPARATION OF SEAT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–16
7.7 CHECK IN COUNTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–16
7.7.1 Check-in Counter - Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–16
7.7.2 Ground Operations Process of Document Control and Seat Assignment . 7–17
7.7.3 Process of Baggage Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–18
7.7.4 Check-in Counter Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–18
7.8 PASSENGER BOARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–19
7.8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–19
7.8.2 Boarding preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–19
7.8.3 Air Bridge boarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–19
7.8.4 Remote parking boarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–20
7.8.5 Change of seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–20
7.8.6 Boarding of special passenger categories . . . . . . . . . . . . . . . . . . . . . . . . . 7–20
7.8.7 Boarding of standby passengers (PAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–20

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7.9 GATE COUNTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–21

7.9.1 Staff requirements for gate counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–21
7.9.2 Gate counter – Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–21
7.9.3 Gate counter – Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–21
7.9.4 Security Arrangements at Boarding Areas . . . . . . . . . . . . . . . . . . . . . . . . .7–21
7.9.5 Gate Announcements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–22
7.9.6 Sending a Passenger Service Message (PSM) . . . . . . . . . . . . . . . . . . . . .7–22
7.9.7 Sending a Passenger Transfer Message (PTM) . . . . . . . . . . . . . . . . . . . . .7–22
UNCONTROLLED COPY

7.10 PASSENGER CATEGORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–23

7.10.1 Children. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–23
7.10.2 Child . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–23
7.10.3 Unaccompanied minor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–23
7.10.4 Infants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–24
7.10.5 Persons with reduced mobility (PRMs) . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–25
7.10.6 Assistance and arrangements for PRM’s . . . . . . . . . . . . . . . . . . . . . . . . . .7–27
7.10.7 Stretchers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–28
7.10.8 Seat assignment for PRM’s and accompanying persons . . . . . . . . . . . . . .7–28
7.10.9 Seat assignment of for visually impaired passenger and guide dog. . . . . .7–28
7.10.10 Sick Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.1Asthmatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.2Diabetics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.3Booked Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.4Personal Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.5Oxygen concentrator/generator . . . . . . . . . . . . . . . . . . . . . . . . . .7–29
7.10.10.6Artificial limbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–30
7.10.11 Corpulent Passengers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–30
7.10.12 Expectant Mothers and New-Born Babies . . . . . . . . . . . . . . . . . . . . . . . . .7–30
7.10.13 Transportation of inadmissible passengers, deportees or persons in
custody . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–30
7.10.14 Potentially disruptive passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–31
7.10.15 VIP, CIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–31
7.10.16 Standby Passengers (PAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–32
7.10.17 Travelling Staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–32
7.11 PASSENGER IRREGULARITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–32
7.11.1 Common rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–32
7.11.2 Service level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–32
7.11.3 Eligibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–33
7.11.4 Claims due to delayed & cancelled flight . . . . . . . . . . . . . . . . . . . . . . . . . .7–33
7.11.5 Special attention to passenger categories . . . . . . . . . . . . . . . . . . . . . . . . .7–33
7.12 DELAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–34
7.12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–34
7.12.2 Information to tour operators/travel agencies . . . . . . . . . . . . . . . . . . . . . . .7–34
7.12.3 Information to passengers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7–34

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7.12.4 Written information to passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–35

7.12.5 Passenger care procedure in case of delay . . . . . . . . . . . . . . . . . . . . . . . . 7–35
7.13 DENIED BOARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–36
7.13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–36
7.13.2 Written information to passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–36
7.13.3 Eligibility for denied boarding compensation. . . . . . . . . . . . . . . . . . . . . . . . 7–36
7.13.4 Not eligible for denied boarding compensation . . . . . . . . . . . . . . . . . . . . . . 7–36
7.13.5 Categories not to be denied boarding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–37
UNCONTROLLED COPY

7.13.6 Categories not to be involuntary denied boarding . . . . . . . . . . . . . . . . . . . 7–37

7.13.7 Order for offloading/denied boarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–37
7.13.8 Denied boarding compensation procedure . . . . . . . . . . . . . . . . . . . . . . . . . 7–37
7.14 REROUTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–38
7.14.1 Rerouting procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–38
7.15 CANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–39
7.15.1 Passenger care procedure in case of cancelled flight . . . . . . . . . . . . . . . . 7–39
7.16 PASSENGERS BEING DOWNGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–40
7.16.1 Passenger downgrading procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–40
7.16.2 Passenger upgrading procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–40
7.17 MEAL COUPON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–41
7.17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–41
7.17.2 Issuing a meal coupon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–41
7.17.3 Amounts and validity of meal coupon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–41
7.18 REFUSAL OF CARRIAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–42
7.18.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–42
7.18.2 Passenger without required travel documentation . . . . . . . . . . . . . . . . . . . 7–42

8 DEPARTURE ACTIVITES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1

8.1 DEPARTURE ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
8.1.1 Embarkation of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
8.1.2 Passenger Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
8.1.3 Passenger Stairway/Jet Bridge before Embarkation . . . . . . . . . . . . . . . . . . 8–1
8.1.4 Passenger Stairway/Jet Bridge after Embarkation . . . . . . . . . . . . . . . . . . . . 8–2
8.1.5 Fire Prevention and Firefighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2
8.1.6 Fueling with passengers on board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2
8.1.7 Fueling with passengers disembarking / embarking . . . . . . . . . . . . . . . . . . . 8–2
8.1.8 Fueling with one engine running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2
8.1.9 Operation of handrails. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2
8.1.10 Closing of cabin doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–2
8.1.11 Removal of Stairway/Jet Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–3
8.1.12 Emergencies that require the evacuation of an aircraft during the
conduct of ground handling operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–3
8.1.13 Emergency Evacuation of Ground Personnel during Handling

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Operations (No Crew Present) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–4

8.2 RAMP HANDLING AT DEPARTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–5
8.2.1 Last-minute load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–6
8.2.2 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–6
8.2.3 Closing of compartment doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–6
8.3 AIRCRAFT FUELING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–7
8.3.1 Fuel for ordinary use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–7
UNCONTROLLED COPY

8.3.2 Fuel for exceptional cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–7

8.3.3 Definition of Fuel Safety Zones: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–7
8.3.4 Fuel Safety Zone Restrictions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–8
8.3.5 Emergency procedures in the event of Fuel spillage . . . . . . . . . . . . . . . . . .8–9
8.3.6 Safe Fuelling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–9
8.3.6.1 Fuelling with one engine running . . . . . . . . . . . . . . . . . . . . . . . . .8–10
8.3.6.2 Refuelling / de-fuelling with passengers embarking, on
board or disembarking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–11
8.3.6.3 Overwing fuelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–13
8.3.6.4 Fuelling procedures during Lightning. . . . . . . . . . . . . . . . . . . . . .8–13
8.4 DEFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–14
8.4.1 Defueling at extra precautions stations . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–14
8.4.2 Defueling with passengers onboard:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–14
8.5 PUSHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.1 Departures without pushback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.2 Ground personnel required for pushback . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.3 Wing/tail walker guide(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.4 Towbarless tractor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.5 Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.6 Towbarless tractor, ground power connection . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.7 Bypass pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–15
8.5.8 Restrictions for engine use during pushback . . . . . . . . . . . . . . . . . . . . . . .8–16
8.5.9 Maximum push-back speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–16
8.5.10 Soft surfaces, snow, slope etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–16
8.5.11 Turning angle and nose gear load limitations . . . . . . . . . . . . . . . . . . . . . . .8–16
8.5.12 Exceeding the turning angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–16
8.5.13 Tractor driver prior to the preparation work . . . . . . . . . . . . . . . . . . . . . . . . .8–17
8.5.14 Startup person duties prior to the pushback . . . . . . . . . . . . . . . . . . . . . . . .8–18
8.5.15 Tractor drivers duties during and after the pushback . . . . . . . . . . . . . . . . .8–18
8.5.16 Startup person's duties during and after the pushback . . . . . . . . . . . . . . . .8–19
8.5.17 Startup with power pushback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–19
8.6 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–21
8.6.1 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–21
8.6.2 Wing/tail walker guide(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–21
8.6.3 Flight deck operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8–21

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8.6.4 Towing tractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–21

8.6.5 Towbarless tractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–21
8.6.6 Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–21
8.6.7 Towing turning angle and nose gear load limitations . . . . . . . . . . . . . . . . . 8–21
8.6.8 Towing turning angle and nose gear load limitations . . . . . . . . . . . . . . . . . 8–22
8.6.9 Exceeding the maximum turning angles . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–22
8.6.10 Towing rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–22
8.6.11 Braking rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–23
UNCONTROLLED COPY

8.6.12 Tractor driver preparation to work/duties prior towing. . . . . . . . . . . . . . . . . 8–24

8.6.13 Towing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–25
8.6.14 De-icing/Anti-icing of the Aircraft on the Ground. . . . . . . . . . . . . . . . . . . . . 8–25

9 BAGGAGE AND CARGO HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1

9.1 BAGGAGE HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.1 Checked Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.2 Unchecked Baggage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.3 Free Baggage Allowance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.4 Excess Baggage Charges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.5 Personal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–1
9.1.6 Cabin Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–2
9.2 BAGGAGE ACCEPTANCE FOR CARRIAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.1 Fragile Articles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.2 Tagging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.3 Baggage Labels for Checked Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.4 Cabin Baggage Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.5 Unaccompanied Baggage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–3
9.2.6 Limited Release Baggage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–4
9.3 BAGGAGE IRREGULARITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–5
9.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–5
9.3.2 Property Irregularity Report (P.I.R.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–5
9.3.3 Information to Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–5
9.3.4 Found Unchecked Baggage or Property. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–5
9.4 SPECIAL TRANSPORTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–6
9.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–6
9.4.2 Excess Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–6
9.5 SPORT EQUIPMENT AND LIVE ANIMALS CONDITIONS OF TRANSPORT . . . . . 9–7
9.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–7
9.5.2 Bicycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–7
9.5.3 Water Ski Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–7
9.5.4 Diving Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–7
9.5.5 Golf Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–7
9.5.6 Surfing Equipment and Windsurfing Board. . . . . . . . . . . . . . . . . . . . . . . . . . 9–7

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9.6 LIVE ANIMALS LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–8

9.7 MAIL HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–9
9.8 TRAINING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–16
9.8.1 Training Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–19
9.9 CARGO ACCEPTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–20
9.9.1 Acceptance from known Shipper or Forwarder . . . . . . . . . . . . . . . . . . . . . .9–21
9.9.2 Acceptance from unknown Shipper or Forwarder . . . . . . . . . . . . . . . . . . . .9–21
UNCONTROLLED COPY

9.9.3 Shipper’s Declaration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–21

9.9.4 AIR Waybill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–21
9.9.5 Packaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–21
9.9.6 Labelling And Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–22
9.9.7 Cargo Manifest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–22
9.10 UNITISED LOAD AND ULD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–23
9.11 CARRIEGE OF WEAPONS, MUNITIONS OF WAR . . . . . . . . . . . . . . . . . . . . . . . .9–23
9.12 DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–23
9.12.1 Definition: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–23
9.12.2 Hidden Dangerous Goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–23
9.13 STORAGE OF CARGO AFTER ACCEPTANCE AND PREPARATION FOR
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–26
9.14 INFORMATION ON DANGEROUS GOODS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–27
9.15 SPECIAL CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.1 Live Animals (AVI, AVC, AVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.2 Marking and Labelling of AVI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.3 Company mail (COMAIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.4 Heavy item (HEA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.5 Human remains (HUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–28
9.15.6 Perishables/ foodstuffs and hatching eggs (EAT and HEG) . . . . . . . . . . . .9–29
9.15.7 Firearms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–30
9.15.8 Wet Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–30
9.15.9 Valuable Cargo (VAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–31
9.15.10 Dry ice (ICE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–31
9.15.11 Loading in a Passenger Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–32
9.15.12 Loading on the floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–32
9.16 DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–33
9.16.1 Training Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–33
9.16.2 Acceptance of Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–34
9.16.3 Handling of Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39
9.16.4 Packing of Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39
9.16.5 Emergency Response. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39
9.16.6 Reporting of occurrences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39
9.16.7 Loading supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39
9.16.8 Checks prior to loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9–39

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9.16.9 Damage on dangerous goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–40

9.16.10 Inspection for Damage or Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–41
9.16.11 Damage to or leakage from radioactive materials . . . . . . . . . . . . . . . . . . . 9–41
9.16.12 Loading requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–41
9.16.13 Securing requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–42
9.16.14 Notification to Captain (NOTOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–42
9.16.15 Air/oxygen bottles (for sick passengers) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–42
9.16.16 Dry ice (ICE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–42
UNCONTROLLED COPY

9.16.17 Transport of Magnetized Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–42

9.16.18 Non-spillable batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–43
9.16.19 Spillable batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–43

10 SECURITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–1
10.1.1 About SmartLynx Station Security Procedures . . . . . . . . . . . . . . . . . . . . . . 10–1
10.1.2 SmartLynx Security Organisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–2
10.2 CONTRACTING SECURITY FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–3
10.2.1 Security requirements in Ground Handling Contracts. . . . . . . . . . . . . . . . . 10–3
10.2.2 Ground Handling Agent Subcontracting . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–3
10.2.3 Direct Contract between SmartLynx and Security Company . . . . . . . . . . . 10–3
10.3 AIRCRAFT SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–4
10.3.1 Aircraft Security Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–4
10.3.2 Aircraft Security Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–4
10.3.3 Discovery of Suspicious Object on Ground . . . . . . . . . . . . . . . . . . . . . . . . 10–5
10.3.4 Lost/left items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–5
10.3.5 Transit security search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–6
10.3.6 Transit security check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–6
10.3.7 Aircraft security search during a transit stop at a high security
threat airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–7
10.3.8 Protection of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–7
10.4 PASSENGERS AND CABIN BAGGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–10
10.4.1 Screening of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–10
10.4.1.1 Acceptable Procedures for Screening Originating
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–10
10.4.1.2 Acceptable Procedures for Screening Persons with Reduced
Mobility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–10
10.4.1.3 Security Procedures for Potentially Disruptive Passengers. . . . 10–10
10.4.1.3.1 Notification to SmartLynx by the competent authority . . . . . 10–10
10.4.1.3.2 Disruptive Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–11
10.4.2 Screening of Cabin Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–12
10.4.3 Screening of Diplomats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–13
10.5 HOLD BAGGAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–14
10.5.1 Reconciliation of Hold Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–14

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10.5.2 Screening of Hold Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–15

10.5.2.1 Accompanied Hold Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . .10–15
10.5.2.2 Unaccompanied Hold Baggage . . . . . . . . . . . . . . . . . . . . . . . . .10–15
10.5.2.3 Protection of Hold Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–15
10.6 SmartLynx MAIL AND MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–16
10.6.1 Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–16
10.6.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–16
10.6.3 Security Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–16
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10.7 SmartLynx IN-FLIGHT SUPPLIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–17

10.8 CONTINGENCY PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–17
10.8.1 Description of Plans to Deal with Contingencies. . . . . . . . . . . . . . . . . . . .10–17
10.8.1.1 Aircraft Hijack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–17
10.8.1.1.1 Aircraft Hijack - General . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–17
10.8.1.1.2 Aircraft Hijack - Notification. . . . . . . . . . . . . . . . . . . . . . . . . .10–17
10.8.1.1.3 Aircraft Hijack In-flight - Station Procedures . . . . . . . . . . . . .10–18
10.8.1.1.4 Aircraft Hijack On Ground - Station Procedures . . . . . . . . . .10–18
10.8.1.2 Bomb Threat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–18
10.8.1.2.1 Bomb Threat – General . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–18
10.8.1.2.2 Bomb Threat - By Phone . . . . . . . . . . . . . . . . . . . . . . . . . . .10–19
10.8.1.2.3 Bomb Threat - By Other Means of Communication . . . . . . .10–19
10.8.1.2.4 Bomb Threat - Initial Notification. . . . . . . . . . . . . . . . . . . . . .10–19
10.8.1.2.5 Bomb Threat – Station Procedures . . . . . . . . . . . . . . . . . . .10–19
10.8.1.2.6 Specific Bomb Threat - Response to threats received
prior to departure preparations . . . . . . . . . . . . . . . . . . . . . . .10–20
10.8.1.2.7 Specific Bomb Threat - Response with Aircraft on Ground .10–20
10.8.1.2.8 Specific Bomb Threat - Response with Aircraft In-Flight . . .10–20
10.8.1.2.9 Non-Specific Bomb Threat - Response - Ground Handling
Agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–21
10.8.1.2.10 Bomb Threat - Aircraft Bomb Search . . . . . . . . . . . . . . . . . .10–21
10.8.1.2.11 Bomb Threat - Aircraft Bomb Search Checklist . . . . . . . . . .10–21
10.8.1.2.12 Discovery of Suspicious Object on Ground . . . . . . . . . . . . .10–21
10.8.1.3 Enhanced Measures for an Increase in the Level of Threat . . .10–21
10.8.1.3.1 Evaluation of Increased Level of Threat . . . . . . . . . . . . . . . .10–21
10.8.1.3.2 Notification of Increased Level of Threat . . . . . . . . . . . . . . .10–21
10.8.1.3.3 Increased Level of Threat - Station Procedures . . . . . . . . . .10–22
10.8.1.4 High-Risk Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–22
10.9 CARGO AND MAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–22
10.9.1 Security controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–22
10.9.2 Prohibited Articles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–22
10.9.3 Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–22
10.9.4 Cargo Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–23
10.9.5 Security of Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–23
10.9.6 Acceptance of Cargo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–23
10.9.7 Protection of cargo and mail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10–24

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10.9.8 High Risk Cargo and Mail (HRCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–24

10.9.9 ACC3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–24
10.9.10 Ad-hoc Cargo Carriage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–25
10.10 INCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–25
10.10.1 Description of SmartLynx Security Incident Reporting Procedures . . . . . 10–25
10.11 SUPERVISION AND PERFORMANCE MONITORING . . . . . . . . . . . . . . . . . . . . 10–25
10.11.1 Duties and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–25
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10.11.2 Promulgation of Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–27

10.11.3 Compliance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–27
10.11.3.1Scheduled Destination Security Audit . . . . . . . . . . . . . . . . . . . . 10–27
10.11.3.2 Company ACMI Project Destination Security Audit . . . . . . . . . 10–27
10.12 NATIONAL MORE STRINGENT, RESTRICTIVE OR ADDITIONAL MEASURES10–27
10.13 EMERGENCY RESPONSE INFORMATION FOR HANDLING AGENTS . . . . . . 10–28
1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.2 AVI/PETC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1.3 GUIDE DOGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1.4 INFANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1.5 UNACCOMANIED MINOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1.6 EXPECTANT MOTHERS AND NEW-BORN BABIES. . . . . . . . . . . . . . . . . . . . . . . . 1–5
1.7 WHEELCHAIRS AND PRM’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1.8 CHECKED BAGGAGE ALLOWANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
1.9 CABIN BAGGAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
1.10 BULKY BAGGAGE IN CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
1.11 OXYGEN CONCENTRATORS IN CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
1.12 SPORTS EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
1.13 DANGEROUS GOODS SPECIALS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
1.14 CONES AND WHEEL CHOCKS POSITIONING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9
1.15 FUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
1.15.1 Standard fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
1.15.2 Fueling with pax on board procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13
1.15.3 Walk-around before departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–14
1.16 CARGO DOORS OPENING/CLOSING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . 1–15

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CHAPTER 0 ADMINISTRATION AND CONTROL OF GROUND

OPERATIONS MANUAL

0.1 GENERAL
SmartLynx Airlines Ltd. (SmartLynx Airlines), founded in Riga, Latvia, is owned by
Company’s Management.
SmartLynx Estonia Airlines OU (SmartLynx Estonia), founded in Tallinn, Estonia, is owned by
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SmartLynx Airlines Ltd.

Ground Operations Manual (GOM) is property of SmartLynx and shall be used within the area
of Aircraft Handling, including Load Control, Ramp and Passenger Handling. It shall also be
used together with and as a complement to the respective Aircraft Handling Manual (AHM).
This manual is used for both companies and explanations described in manual are as follows:
– Civil Aviation Authority (CAA):
– SmartLynx Latvia - CAA of Latvia;
– SmartLynx Estonia - CAA of Estonia;
– Flight numbers:
– SmartLynx Latvia - ART;
– SmartLynx Estonia- MYX;
– Form numbers:
– SmartLynx Latvia - ART;
– SmartLynx Estonia - ART-EE;
NOTE: Where mentioned only ART, that means form used for both operators.
– References to manual mentioned in GOM refers to applicable manuals of related
airline (e.g. “OM-A” means SmartLynx Airlines OM-A and SmartLynx Estonia OM-A)
– Designation “SmartLynx” mentioned in GOM applicable for both operators. If one
specific operator shall be mentioned, then following operator names are used:
– SmartLynx Latvia - SmartLynx Airlines;
– SmartLynx Estonia - SmartLynx Estonia;

Based on Operations Support Agreement agreement between SmartLynx Airlines and

SmartLynx Airlines Estonia, all ground operations and cargo processes are contracted to
SmartLynx Airlines.

The users of GOM have the following responsibilities:

– Know the contents and follow the guidelines
– Adhere to the procedures in the manner outlined, but nothing herein should be
considered as limiting personnel from acting on their best judgment to safeguard life
and property
– Not to transmit or reveal any of its contents in any manner to persons not associated
with SmartLynx Airlines
– Keep the manual up to date by immediately inserting all revisions
– Guard it from damage or loss

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– If holder is transferred or his service terminates, the manual must be delivered to his
supervisor for return to SmartLynx

0.2 EXPLANATIONS AND DEFINITIONS OF TERMS

Specific terms and definitions are explained at the beginning of each part of manual or section
to which they are applicable.
When used in the Ground Operations Manual the following terms shall have the meaning
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outlined below:
“Shall” or an action verb in the imperative sense means that the application of a rule or
procedure or provision is mandatory (“must” is used as an alternative to “shall”).
“Should” means that the application of a procedure or provision is recommended.
“May” means that the application of a procedure or a provision is optional.
“SmartLynx” means “SmartLynx Airlines Ltd” and “SmartLynx Airlines Estonia OU”
“SmartLynx Airlines” means “SmartLynx Airlines Ltd”.
“SmartLynx Estonia” means “SmartLynx Airlines Estonia OU”.
For simplification and brevity the pronoun “he” is used throughout this manual although
references in the text apply to both male and female crew members and other operations
personnel. Where appropriate, the pronoun “she” should be inferred or assumed.

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0.3 SYSTEM OF AMENDMENT, REVISIONS AND RECORD CONTROL

SmartLynx ensures that documentation used in the conduct or support of ground handling
and cargo operations:
– contains legible and accurate information IOSA GRH 1.5.3 (i); IOSA CGO 1.5.3 (i)
– is presented in a format that is appropriate for use by ground handling and cargo
operations personnel IOSA GRH 1.5.3 (ii); IOSA CGO 1.5.3 (ii)
– if applicable, is accepted or approved by CAA IOSA GRH 1.5.3 (iii); IOSA CGO 1.5.3 (iii)
Ground Operations Director is responsible for the contents of the Ground Operations Manual,
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as well as authorizing all amendments and revisions as required by SmartLynx and CAA.
All holders of this manual are personally responsible for the revision status of this copy. If a
manual is under a department’s responsibility, the chief for that department is responsible for
assuring correct revision status of this copy.
Handwritten amendments and revisions are permitted only in situations requiring immediate
amendment or revision in the interest of safety. Amendments with operational character are
named as Temporary Revisions and are confirmed by Ground Operations Director. All
temporary revisions are on yellow paper and are inserted in front of the revised page, if
location is not decided, in front of the section or manual.
Each page of the current revision contains page number and number of revision (lower left
corner) and vertical marginal line to outline the change in the revised text.
SmartLynx ensures that a copy of manual is available to all holders listed in the distribution
list and disseminated in electronic version by email to each SmartLynx Ground Handling
Agent. IOSA GRH 1.6.2
Amendments and revisions are issued to each copy holder that is responsible to insert the
revision. Upon receipt of new GOM, old copy must be destroyed.
The Ground Operations Manual has a Revision Number and a List of effective pages which
enable copy holders to check whether his copy of the manual is up to date.
The task of distribution to all stations is assigned to the Ground Operations and Cargo
Manager. Distribution to all stations is done by the means of HUB portal. Upon the receipt of
e-mail with enclosed Ground Operation manual (GOM) electronic copy in Adobe Acrobat
(.pdf) file format, the handling agent must acknowledge and confirm receipt via e-mail to
[email protected]. Ground Handler or Lessee (if during ACMI) must distribute GOM to:

1) All concerned departments within Ground Handler or Lessee (if during ACMI)
organization.
2) All subcontractors who are involved in SmartLynx Aircraft servicing.
In order to preclude loss of documentation/data kept electronically (for the management and
control of any documentation/data used directly in the conduct of ground handling and cargo
operations) due to software or hardware failures, scheduled backup of documentation/data is
performed periodically according to IT Policy.
SmartLynx has a system for the management and control of ground handling and cargo
operational records to ensure the content and retention of such records is in accordance with
requirements of CAA, as applicable, and to ensure operational records are subjected to
standardized processes for:
– Identification IOSA CGO 1.7.1 (i)
– Legibility IOSA CGO 1.7.1 (ii)
– Maintenance IOSA CGO 1.7.1 (iii)

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– Retention and retrieval IOSA CGO 1.7.1 (iv)

– Protection and security IOSA CGO 1.7.1 (v)
– Disposal and deletion (electronic records) IOSA CGO 1.7.1 (vi)
Feedback regarding the contents of this manual should be forwarded via e-mail
[email protected] or by SITA to RIXPS6Y.

0.3.1 Record of Revisions

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Number of
Date of Revision Date of insertion Signature, Surname
revision
0 05.03.2009. - -
1 15.04.2011. - -
2 20.05.2013. - -
3 09.08.2013. - -
4 05.09.2013. - -
5 16.06.2014. - -
6 31.07.2014. - -
7 30.03.2015. - -
8 20.05.2015. - -
9 02.05.2016. - -
10 25.05.2016. - -
11 10.08.2016. - -
12 30.09.2016. - -
13 17.03.2017. - -
14 24.05.2017. - -
15 15.09.2017. - -

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0.3.2 List of Effective Pages

Chapter Pages Effective Date Revision Number

TOC from TOC-1 to TOC-18 15-September-2017 Rev. 15
0 from 0-1 to 0-16 15-September-2017 Rev. 15
1 from 1-1 to 1-36 15-September-2017 Rev. 15
2 from 2-1 to 2-24 15-September-2017 Rev. 15
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3 from 3-1 to 3-50 15-September-2017 Rev. 15

4 from 4-1 to 4-16 15-September-2017 Rev. 15
5 from 5-1 to 5-28 15-September-2017 Rev. 15
6 from 6-1 to 6-12 15-September-2017 Rev. 15
7 from 7-1 to 7-42 15-September-2017 Rev. 15
8 from 8-1 to 8-26 15-September-2017 Rev. 15
9 from 9-1 to 9-44 15-September-2017 Rev. 15
10 from 10-1 to 10-28 15-September-2017 Rev. 15
Appendix from 1-1 to 1-20 15-September-2017 Rev. 15

0.3.3 Approval of Ground Operations Manual

Approved by
SmartLynx Airlines:
Date: 15-September-2017

Sergejs Gorbunovs
Ground Operations Director

Approved by
SmartLynx Airlines Estonia:
Date: 15-September-2017

Dmitri Hiznjak
Nominated Person Ground Operations

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0.3.4 Distribution List

Number of printed/
Manual Holder
controlled copy
Electronic copy Stored in HUB

0.3.5 Highlights of Revision

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Operations Manual Part A has been revised according to the List of Effective pages, refer to
0.3.2 on page 0–5.
Below are listed highlights of the introduced changes for current revision:

Chapter Remarks

0 Updated due to new revision

1.7.2 text added
1 1.10 sample of the form updated
1.13 form updated
2.1.2 sentence added
2
2.5.2 note added
3.2.9 table added, text updated.
3.4.5 table updated, notes removed as repeating
3
3.4.15 text added
3.4.17 text added
5.5.4 wording improved
5.5.5 deleted as repeating in chapter 3.5.1
5
5.6.3 wording improved, text added
5.9.3 formatting improved
7.10.1 Procedure of Children updated
7.10.7 Procedure of Stretchers updated
7.10.10.5 Oxygen generator changes to Oxygen concentrator/
7
generator
7.10.11 Corpulent passenger procedure updated
7.10.12 procedure updated
8.2 sentence added
8
8.3.6.2 procedure updated
10.1.2 e-mail corrected
10
10.13 form updated
1.6 updated as per Chapter 7.10.12
Appendix 1.15 reference added
1.15.1 updated

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0.4 DEFINITIONS

Term Explanation

Ad Hoc Flight Flight performed for one specific purpose

SmartLynx Airlines or Handling Agent’s employee carrying out duties on
Agent
behalf of SmartLynx Airlines
A document used to assist in carrying out check on the external appearance
Acceptance check list of packages of Dangerous Goods and their associated documents to
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determine that all appropriate requirements have been met.

Aircraft Handling consists of:
• Load Control
Aircraft Handling
• Ramp Handling
• Handling of Special Load and Dangerous Goods.
A book, which is kept on the flight deck of each aircraft. It shows all
Aircraft log
movements of the aircraft during the last two weeks.
Activities and measures to avoid injuries to personnel and passengers, and/
Airside Safety
or minimize damage to equipment and property.
Cargo barrier net Aircraft designed for carriage of goods or property but not passengers.
Area load Maximum amount of load that can be loaded on a specific area.
An item loaded on two or more pallets or which, due to size or weight,
BIG (or OHG)
requires special handling/equipment for loading and off-loading
Bulk Loading piece by piece.
Bulkhead A rigid partition.
Cargo aircraft A crash net installed between flight deck and cabin on cargo aircraft.
Catering supplier Means the entity supplying in-flight meals to SmartLynx Airlines
CAUTION Indicates actions to be taken to avoid equipment and/or property damage
Space designated within a hold. One or several compartments make up a
Compartment
hold. Reference: Hold.
Crushable load Buffer load with low-density cargo.
An occurrence associated with and related to the transport of dangerous
Dangerous Goods
goods by air which results in fatal or serious injury to a person or major
accident
property or environmental damage.
Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous
Dangerous Goods
goods in the Technical Instructions or which are classified according to those
Instructions.
Very small quantities of Dangerous Goods transported in such a manner that
they may be excepted from the marking, labelling and documentation
Dangerous Goods in
requirements of the IATA Dangerous Goods Regulations (DGR). Such
Excepted Quantities
Dangerous Goods are marked with a special label and included in the
general cargo figure.

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Term Explanation

An occurrence, other than a dangerous goods accident associated with and

related to the transport of dangerous goods by air, not necessarily occurring
on board an aeroplane, which results in injury to a person, property or
Dangerous Goods environmental damage, fire, breakage, spillage, leakage of fluid or radiation
incident or other evidence that the integrity of the packaging has not been maintained.
Any occurrence relating to the transport of dangerous goods which seriously
jeopardizes an aeroplane or its occupants is also deemed to be a dangerous
goods incident.
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Dangerous Goods
transport document Document(s) prepared by a consignor or shipper to certify that the dangerous
(Shipper's goods being transported have been packaged, labelled, and declared in
Declaration for accordance with the standard international shipping regulations
Dangerous Goods)
Crew members who are travel to or from their duty station as passengers, to
Dead Head Crew take up or terminate their flight duty, and are listed on the General
(DHC) Declaration for immigration/ governmental reasons. Reference: Passive
Crew (PCR)
Procedure for the removal/build-up of snow, ice, frost or other contamination
De-/anti-icing
from the aircraft.
Departure Control Computerized systems used for automated processing of Load Control
System (DCS) documentation.
A small platform type vehicle equipped with rollers used to convey or move
Dolly
aircraft Unit Load Devices on the ground.
Fifth pod Spare engine transported under the wing of an aircraft.
Certain radioactive materials (certain types of Uranium and Plutonium) in
which (in addition to emitting certain types of radiation) the atoms are capable
of being split by neutron radiation, thereby producing fission products and
releasing energy in the form of heat, gamma radiation and further neutron
Fissile materials
radiation. If a sufficient quantity of fissile material is assembled in one place
and under certain conditions, this further neutron radiation can split more
atoms of the fissile material and a nuclear chain reaction may develop
(Reference: Radioactive materials, below).
A Unit Load Device, including its load, which is positioned over at least two
pallet positions and is not secured by the pallet locking devices of the ULD
Floating pallet
restraint system, but is restrained to the aircraft structure by means of tie-
down fittings and lashings.
Unit used to start the engines of an aircraft when no ground power unit is
Fly away kit
available. Carried in a compartment to certain destinations.
A freight container is an article of transport equipment for radioactive
Freight container materials, designed to facilitate the transport of such materials, either
packaged or unpackaged, by one or more modes of transport.
G-force Force acting on the "load" with a certain intensity.
An agency, which performs some or all of the latter's functions including
Handling agent receiving, loading, unloading, transferring or other processing of passengers
or cargo on behalf of the operator.
The space confined by ceiling, floor, walls, bulkhead and door, used for
Hold carrying load. A hold can consist of one or several compartments. Reference:
Compartment

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Term Explanation

IATA Dangerous The IATA Dangerous Goods Regulations are published by the IATA
Goods Regulations Dangerous Goods Board and constitute a manual of industry carrier
(DGR) regulations to be followed by all IATA member airlines.
The IATA Live Animals Regulations contains the latest changes that have
IATA Live Animals
been approved by the IATA Live Animals & Perishables board as the law for
Regulations (LAR)
transport of live animals.
The ICAO Technical Instructions for the safe transport of Dangerous Goods
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ICAO-TI
by air.
A mathematical expression for the moment of the aircraft relative to a
selected point on the longitudinal axis. It is used for determining the centre of
gravity of the loaded aircraft:
Index • Basic Index (BI) refers to Basic Mass (BM).
• Dry Operating Index (DOI) refers to Dry Operating Mass (DOM).
• Loaded Index refers to the actual mass of the aircraft when loaded, e.g. at
takeoff, landing or zero fuel mass.
Large Capacity Also known as High Capacity or Wide-Body, e.g. 747, 767, DC 10, A330/340,
Aircraft MD11 and L-1011 (Tristar).
Activities within Mass and Balance Control System, that ensure optimum
Load Control
utilization of the aircraft based on operational safety requirements.
Load Control A series of documents and actions to show the actual loaded state of the
documentation aircraft.
The person of Operations Office who prepares and signs the Mass & Balance
Load Master
documentation and the Loading Instructions.
The person responsible for the aircraft loading in conformity with the loading
Loading Supervisor
instructions, by means of his signature on the Loading Instructions form.
The term "local" refers to a local station in contrast to “central” that refers to
Local
the division/unit.
Longitudinal Parallel with aircraft nose-tail direction.
First priority service cargo, which may never be refused or offloaded in favor
Maintmat
of other load.
Marshaling To guide an aircraft to a parking stand by hand signals.
Equivalent to the term Mass and Balance used in the GOM and AHM
Mass and Balance
manuals.
Nominated Post The person(s) responsible for Flight Operations, Maintenance, Crew Training
Holder(s) and Ground Operations.
NOTAM Temporary revisions to Route Manual.
Departure time, i.e. the moment the aircraft starts moving from its parking
Off-block
stand by its own power or by help of push-back tractor or equivalent.
Arrival time, i.e. the moment the aircraft comes to a standstill at its parking
On-block
stand after landing.
Airport function in charge of providing and coordinating all services to the
aircraft and passengers, including marshalling, positioning of chocks,
Operations Office passengers steps, fuel and cleaning provision, passenger registration and
transportation to aircraft, baggage loading/unloading and delivery to airport
terminal conveying belts

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Term Explanation

SmartLynx Airlines own centre that provides meteorological information,

Operations Control
prepares flight plan, briefing information the crew and monitors progress of
Centre
the flight.
Outsized items (BIG,
Items, which exceed pallet positions in a Cargo aircraft.
OHG)
An enclosure (for example a larger package or wooden pallets) used by a
Overpack single shipper to contain one or more packages and to form one handling unit
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for convenience of handling and stowage.

The complete product of the packing operation consisting of the packaging
Package
and its contents prepared for transport.
Receptacles and any other components or materials necessary for the
Packaging receptacle to perform its containment function and to ensure compliance with
the packing requirements.
Crew members who are travelling to or from their duty station as passengers,
Passive Crew (PCR)
to take up or terminate their flight duty. Reference: Dead Head Crew (DHC)
Ground Handling Agent providing to SmartLynx Airlines services related to passengers. He
Agent also acts as Lost and Found Agent.
Piggy back Pallets or containers transported on top of pallet installed in loading system.
Procedures Instructions and rules how to proceed to achieve set requirements.
Proper shipping The name to be used to describe a particular article or substance in all
name shipping documents and notifications and, where appropriate, on packaging.
Articles or substances, which spontaneously and continuously emit certain
types of radiation (alpha, beta, gamma, X-ray and neutron) which can be
Radioactive materials
harmful to health or other materials but which cannot be detected by any of
the human senses (sight, hearing, smell, touch)
Agent who provides ramp related services to SmartLynx Airlines. He also
acts as Loading Supervisor i.e. the person responsible for the aircraft having
Ramp Agent
been loaded in conformity with the loading instructions, by means of his
signature on the Loading Instructions form.
All aircraft handling activities performed on the ramp in connection with arrival
Ramp Handling and departure. Some aircraft handling activities are referred to as aircraft
servicing.
Ramp safety General safety precautions for different services during a turn-around.
A level of performance, that consists of authority requirements and company
Requirements
policies.
An injury which is sustained by a person in an accident and which:
• requires hospitalization for more than 48 hours, commencing within seven
days from the date the injury was received; or
• results in a fracture of any bone (except simple fractures of fingers, toes ore
nose); or
Serious injury • involves lacerations which can cause severe haemorrhage, nerve, muscle
or tendon damage; or
• involves injury to any internal organ; or
• involves second or third degree burns, or any burns affecting more than 5%
of the body surface; or
• involves verified exposure to infectious substances or injurious radiation.

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Term Explanation

Signalling To make visual guidance/information to flight crew when required.

• Special Load is load, which, due to its nature or value, requires special
attention and treatment during the process of acceptance, storage,
transportation, loading and unloading.
Special Load and
• Dangerous goods (DG) are articles or substances which are capable of
Dangerous Goods
posing a risk to health, safety, property or the environment and which are
shown in the list of dangerous goods in IATA DG Regulations or which are
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classified in IATA Dangerous Goods Regulations (IATA-DGR).

Standard operating General (system wide) instructions for how to perform operative tasks/
procedures processes.
The Authority in whose territory Dangerous Goods were first loaded on an
State of origin
aircraft.
The term “station” usually refers to an “airport”. An airport, may, however,
Station
occasionally be divided into several stations.
Means the person who provides and arranges all activities and services
Station Manager required by SmartLynx Airlines on an airport, and who assures that they are
compliant with SmartLynx Airlines specifications, as contained in the manual.
Means a person who, in force of a Supervision Agreement with SmartLynx
Supervisory Agent Airlines, is responsible for supervising and co-coordinating services
contracted by SmartLynx Airlines with third parties
Swimming pallet See "Floating pallet" above.
Technical crew Flight deck crew and Flight/Station Engineer travelling on duty.
The latest effective edition of the Technical Instructions for the Safe transport
of Dangerous Goods by Air (Doc 9284-AN/905), including the Supplement
Technical Instruction
and any Addendum, approved and published by decision of the Council of
the International Civil Aviation Organization (ICAO).
Top up Additional load may be added because capacity is still available.
Passengers or dead load, which travel from point of origin A to destination C
Transfer load
with change of flight at point B.
Transit flight A flight, which makes intermediate, stops along the route.
A number assigned to a package, overpack or freight container used to
provide control over radiation exposure. It is also used to establish categories
Transport Index (TI) for labelling, to determine whether transport under exclusive use is required;
to establish spacing requirements during storage in transit, and to define the
number of packages allowed in a freight container or aboard an aircraft.
Transversal 90 degrees to aircraft nose-tail direction.
The four-digit number assigned by the United Nations Committee of Experts
UN number on the Transport of Dangerous Goods to identify a substance or a particular
group of substances.
Any type of aircraft container, aircraft pallet with a net or aircraft pallet with a
Unit Load Device
net over an igloo.
Indicates that the packaging, which bears the marking, corresponds to a
UN specification
successfully tested design type and that it complies with the requirements of
markings
the IATA DGR.

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Term Explanation

Indicates actions to be taken to avoid serious or fatal injuries to personnel

WARNING
and/or passengers.
Used in the GOM and AHM manuals. Equivalent to the term Mass and
Mass and Balance
Balance used in AIR OPS and GOM 4.1.
A person who visually controls that there is wing/tail clearance of obstacles or
Wingman
equipment in connection with aircraft movement.
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0.5 ABBREVIATIONS
This list contains abbreviations used in the airline industry or frequently referred to in the
GOM and AHM, some of which may not be specifically explained elsewhere in these
manuals:

Abbreviation Explanation

ACMI Aircraft, Crew, Maintenance & Insurance (Wet Lease)

AHC Airport Handling Committee of IATA
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Airport Handling Manual of IATA, or ART Aircraft Handling Manual, issued per
AHM
aircraft type
ALT Alternate airport (also ALTN)
AOG Aircraft On Ground
APU Auxiliary Power Unit
AVI Live Animals
AWB Air Waybill
BW or BEW Basic Mass or Basic Empty Mass
CAA Civil Aviation Authority
CCM Cabin Crew Member
CDC Central Departure Control
CG Center of Gravity
CLC Central Load Control
CPM Container Pallet Message
CPT Compartment
DCS Departure Control System
DG Dangerous Goods
DGR Dangerous Goods Regulations
DIP Diplomatic Mail
DLI Dead Load Index
DOI Dry Operating Index
DOM Dry Operating Mass
DOMS Dry Operating Mass Statement
EAT Foodstuffs / eatable materials for human or animal consumption
EDP Electronic Data Processing
END Endurance
ETA Estimated Time of Arrival
EET Estimated Elapsed Time
EPP Emergency Plans and Procedures
FOB Fuel Onboard

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Abbreviation Explanation

FIDO Flight Information Data Object

FL Flight Level
OM-A Operations Manual Part A
GOM Ground Operations Manual
GPO General Post Office
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HEA Heavy cargo items of 150 kg or more in a bulk-compartment

HUM Human remains in coffins
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICAO-TI ICAO Technical Instructions
ICE Dry ice
IMP Interline Message Procedures
JAA Joint Aviation Authorities
LAM Landing Mass
LD Lower Deck
LIR Loading Instruction/Report
LMC Last Minute Change
LPM Load Planning Message
LSA Loadsheet Agent
MAC Mean Aerodynamic Chord
MAG Magnetized Materials
NA Not Applicable/Available/Acceptable
NOTOC Notification to Captain
NIL No items listed
OCC SmartLynx Airlines Operations Control Center
PAX Passenger seats occupied (by class)
PAD Passenger seats occupied (by class) by passengers not entitled to firm reservation
PCR Passive Crew
PER Perishable Cargo
RAF Ramp fuel
RAM Ramp Mass
RCL Cryogenic liquid
RCM Corrosive
RFG Flammable Compressed Gas
RFL Flammable Liquid

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Abbreviation Explanation

RFS Flammable Solid

RFW Dangerous when wet
RIS Infectious substance
RNG Non Flammable Compressed Gas
ROP Organic Peroxide
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ROX Oxidizer
RPB Toxic
RPG Toxic Gas
RSC Spontaneously Combustible
RXS Explosive
RSB Polystyrene Beads
SCCM Senior Cabin Crew Member
SFS Special Flight Specification message
SGHA Standard Ground Handling Agreement
SLA Service Level Agreement
SPCL Special
SPM Station Passenger Manual
STA Reference point on an aircraft, or Scheduled Time of Arrival
STD Scheduled Time of Departure
TF Trip Fuel
TFR Transfer
THRU Through
TOF Take Off Fuel
TOM Take Off Mass
TRT Transit
UCM ULD Control Message
ULD Unit Load Device
UTC Universal Time Coordinated
VOL Volume
ZFM Zero Fuel Mass

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CHAPTER 1 INTRODUCTION

1.1 REFERENCE PUBLICATIONS

In the absence of specific ground handling instructions in SmartLynx Ground Operations
Manual, the publications listed below shall be used for reference. Only current editions of the
publications may be used in each location. IOSA GRH 1.6.3; IOSA CGO 1.6.2
– IATA Airport Handling Manual
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– IATA Dangerous Goods Regulations

– IATA Live Animals Regulations
– IATA Perishable Cargo Regulations
– ICAO Technical Instructions for Safe Transport of Dangerous Goods by Air, Doc
9284-AN/905.
– ICAO Emergency Response Guidance for Aircraft Incidents Involving Dangerous
Goods, Doc 9481-AN928
– Own Ground Handling Agent manuals, provided they comply with the applicable IATA
and/or ICAO and/or governing rules, regulations and procedures and are accepted by
SmartLynx.
SmartLynx Compliance Monitoring department make sure that current editions of above
mentioned documents are used on each location during quality audit.

1.2 ORGANISATION AND RESPONSIBILITIES

For organisation structure and responsibilities of SmartLynx and SmartLynx Estonia refer to
OM-A Chapter 1. IOSA CGO 1.2.1 (i), (ii), (iii)

1.3 MINIMUM QUALIFICATIONS FOR GROUND AND CARGO OPERATIONS

MANAGEMENT PERSONNEL
As a minimum, the positions of Ground Operations and Cargo Operations must be filled with
persons, having the following experience as applicable:
– Two years of working for an airline in ground operations and cargo or other field
closely related to ground operations and cargo.
– Managerial experience or university degree or equivalent training. They also must
have the necessary knowledge, skills and training required to perform their duties,
this shall be ensured by the manager they report to.

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1.4 MANAGEMENT SYSTEM

SmartLynx has management system that ensures control of ground handling and cargo
operations and the management of safety and security outcomes. IOSA CGO 1.1.1

1.5 COMPLIANCE MONITORING

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SmartLynx Compliance Monitoring of Ground Operations is described in Management Manual.

1.6 DOCUMENTATION CONTROL

For documentation control procedure refer to Management Manual paragraph 2.8.

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1.7 SUBCONTRACTING OF GROUND HANDLING

1.7.1 General
On SmartLynx operated flights SmartLynx subcontracts ground handling of own aircraft. For
lease-in aircraft operating SmartLynx flights, SmartLynx may also subcontract ground
handling. For ground handling of SmartLynx aircraft operating lease-out, ground handling may
be subcontracted by that operator.
Subcontracting of ground handling should be documented in a ground handling agreement,
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however for adhoc flight, ground handling agreement may be substituted by memorandum of
understanding, if required.

1.7.2 Ground handling supervision

SmartLynx contracts supervision and ground handling services on stations. Authorities and
responsibilities are defined by the IATA SGHA.
Monitoring of contracted ground handling agents of apron activities are done by the flight crews
and irregularities are reported to SmartLynx ([email protected]).
To satisfy ground handling and cargo operations safety and security requirements, the ground
handling activities are monitored by regular station checks by ground operations department
and audits by SmartLynx compliance monitoring department. These items include: necessary
facilities, workspace, equipment and supporting services, as well as work environment and
sufficient properly trained staff availability.
The station checks include monitoring of the below mentioned functions of supervision and
ground handling of outsourced GHA:
– Passenger handling
– Baggage handling
– Cargo and mail handling
– Aircraft handling and loading
– Catering uplift/exchange and cabin supplies, where applicable
– Load control
– Briefing of flight crew if requested and for a crew change becomes necessary
– Airside safety and security Fuelling and de-/anti-icing procedures / inspections

1.7.3 Selection of Ground Handling

Ground Operations Director is responsible for selection of ground handling agent, however he
may delegate the selection to Ground Handling and Cargo Operations Manager. Selection of
ground handling agent will be based on the following:
– Commitment of ground handling agent to safe execution of ground handling
operations
– Ability of ground handling agent to provide handling according to SmartLynx GOM
– Ability of ground handling agent to provide handling according to IATA Standard
Ground Handling Agreement

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– Efficiency and service level of ground handling agent

– Costs of handling

1.7.4 Ground Handling Agreement

IOSA CGO 1.10.1

The ground handling agreement shall be based on the IATA Standard Ground Handling
Agreement (SGHA), found in the IATA Airport Handling Manual (referred to as AHM 810).
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Any deviations from the IATA SGHA must be documented and accepted by Director Ground
Operations or his deputy.
Signed SGHA shall be kept on file in SmartLynx Ground Operations Department and copies
available in HUB. All ground handling agreements should be reviewed annually, on basis of
safety, service and economics. Some locations may have variations of the IATA SGHA or
different types of handling agreements or contracts and such agreements, although
objectionable in principle, may be accepted instead of the IATA SGHA with the approval of the
SmartLynx Director Ground Operations / SmartLynx Estonia Nominated Person Ground
Operations.
The ground handling agreement must allow SmartLynx, at its own cost, to audit the contracted
services. The ground handling agent shall cooperate with SmartLynx and undertake any
corrective action(s) required.

1.7.5 Service Level Agreement

IOSA CGO 1.10.1

Service Level Agreement (SLA) should be made in conjunction with SGHA only for scheduled
flights. SmartLynx Ground Operations Director or his deputy / SmartLynx Estonia Nominated
Person Ground Operations may exempt or extend the requirements and the standard SLA, in
part or whole, if infrastructural, manpower or other credible reasons make it impractical or
impossible to reach targets or goals.
The aim of the SLA is to ensure that quality standards are set and can be measured
accordingly. Signed SLA shall be kept together with SGHA.

1.7.6 Station Information Request

Station Information Request (SIR) should be filled in by the ground handling agent before
SGHA is signed. Station assessment is performed by SmartLynx Ground Operations Director
or his deputy / SmartLynx Estonia Nominated Person Ground Operations.

1.7.7 Ground Handling Memorandum of Understanding

If necessary due to ad hoc flights or unforeseen circumstances, ground handling may be
contracted by simple memorandum of understanding. This memorandum of understanding
may be entered into force by either: SmartLynx Ground Operations Director, Ground Handling
and Cargo Operations Manager, OCC Supervisor, and OCC Officer / SmartLynx Estonia
Nominated Person Ground Operations.

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Ground handling memorandum of understanding does not have a standard form, it may be in
the form of a simple handling request and acknowledgement of that request.
Ground handling agents´ ability to provide the services requested shall be established using
one or more of the following methods: Existing providers of ground handling at other airports
may offer reference, ground handling agent may be listed in IATA Ground Handling Council
Directory, other ground handling agent customers may provide reference, local airport
authority may provide reference, performance of requested services may be observed.
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Information gathered should include ground handling agents´ experience with the airplane type
and current activities of ground handling agent. A copy of the ground handling memorandum
of understanding should be sent to Ground Operations Department.
Ground handling memorandum of understanding is only intended for a single flight or series of
fewer than ten flights. For ten flights or more, a ground handling agreement is required.

1.7.8 Ground Handling Agreements for flights on behalf of other Air Carriers (Lessee)
The following applies to ground handling agreements made by other air carrier for handling of
SmartLynx aircraft:
– The ground handling agreement must fulfil the following requirements as ground
handling agreements made by SmartLynx. Lessee’s handling contracts must be in
force in involved stations and handling services must meet the minimum
requirements.
– The Lessee shall provide his Ground Operations Manual to SmartLynx for review.
Ground Operations Director is responsible for evaluation. If after the review
deviations (except Passenger Handling) from SmartLynx standards are found – it has
to be agreed between Lessee and SmartLynx, how to cover these deviations.
– The Lessee is responsible:
• for communicating SmartLynx requirements to ground handling agent;
• for sending of ground handling agreement with all related stations (without
commercial information) for review to SmartLynx
– The Lessees ground handling agent is subject to the same quality controls by
SmartLynx as ground handling agent directly subcontracted by SmartLynx
– In case fleet of the Lessee differs from SmartLynx fleet, there is no need for
evaluation of standards, SmartLynx GOM must be used.
– In case fleet of the Lessee is the same as SmartLynx fleet, it is necessary to evaluate
standards, comparing Lessee GOM and SmartLynx GOM except Chapter 7-
Passenger and Baggage Handling.
– SmartLynx may use Lessee’s evaluation of ground handling agent standard, provided
that SmartLynx has verified that Lessee’s quality system is equivalent to SmartLynx
quality system.

1.7.9 Ground Handling Agent Subcontracting of Services

Ground handling agent may delegate services to be provided to SmartLynx according to the
ground handling agreement to third party suppliers. In this case the following conditions must
be met: SmartLynx approves the subcontracting of the particular services to the subcontractor,

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ground handling agent provides subcontractor with all required SmartLynx instructions,
subcontractor is subject to SmartLynx quality system.

1.7.10 Internal Communication

SmartLynx communication system ensures effective exchange of information relevant to
conduct of ground handling and cargo operations throughout the management system for
ground handling and cargo operations and among operational personnel. IOSA CGO 1.3.1, IOSA GRH
1.3.1
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To ensure effective communication, SmartLynx uses following methods such as but not limited
to:
– E-mail
– Telephone
– Q-Pulse (software application that supports quality management system, audits,
corrective actions, etc.)
– HUB including documentation control (as incident reporting and investigation)
– Memorandums (for ground handling and cargo operations Ground Ops
Memorandums ART 443)
– Etc.

1.7.11 Training of Ground Handling Personnel

IOSA CGO 2.1.1; IOSA CGO 2.1.1 (ii)

1.7.11.1 General
All SmartLynx personnel and/or individual employees of ground handling agents who are
responsible for ground handling, fuelling operations and cargo of SmartLynx aircraft, including
the loading and offloading of both passengers and cargo, and supervision of ground handling,
shall have sufficient knowledge to complete their duties in respect of each aeroplane type for
which they may be responsible. Training programs must be reviewed and updated to remain
relevant to the current procedures and regulations. Training shall include initial training, to be
provided to personnel prior to being assigned to unsupervised duties and recurrent training
which must be completed according to regulatory requirements, at least once during every 36-
month period. IOSA CGO 2.1.1 (ii)
Training
Ground Handling Agent personnel, including personnel who perform aircraft fuelling and De/
Anti-icing should, as appropriate to their job function; have received training on the applicable
subjects in the following list:

1) Airside safety;
2) SMS Training;
3) Security regulations;
4) Irregularity/incident/accident reporting procedures;
5) Manual handling of load;
6) Safety during aircraft fuelling;

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7) Principles of aircraft loading;

8) Handling of loads requiring special attention;
9) Loading incompatibilities;
10) Handling of aircraft Unit Load Devices (ULDs) if applicable;
11) Operation of aircraft loading systems/securing of ULDs if applicable;
12) Identification/consequences of malfunctions of in-plane loading systems;
13) Consequences of load damage and spillage;
14) Positioning and operation of loading and servicing equipment;
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15) Notification to Captain of load being carried;

16) Passenger embarkation/disembarkation procedures;
17) Standards of aircraft cleaning, lavatory and fresh water servicing;
18) Aircraft movement operations.
19) Cargo Loading and offloading (if applicable)
Training shall fulfil IATA Airport Handling Manual standards, specifically
– AHM 590 Load Control
– AHM 591 Weight and balance load control and loading Supervision training and
Qualification
– AHM 611 Airside Personnel: Responsibilities, Training and Qualifications
– AHM 630 Safe Operating Practices In Aircraft Handling
– AHM 640 Human Factors Program as Part of an Airside Safety Program.
For dangerous goods:
IATA Dangerous Goods Regulations training standards (IATA DGR 1.5)
SmartLynx may review training material for ground handling personnel, through
correspondence, during station visits and/or quality inspections, to evaluate the currency and
applicability of the information. Ground Handling Agents shall provide training materials and
records available to SmartLynx on request.
Qualifications:
Knowledge verification shall be required, in the form of oral questioning and written tests
throughout the training programs. Practical competency will be determined through instructor
evaluation. After successful completion of classroom training, personnel will be subject to a
period of practical training in the field under supervision of a qualified person.
Upon completion of the above, and subject to final assessment, personnel may be considered
as qualified to fulfil their assigned duties.
Personnel shall be continuously updated and reassessed at regular intervals. Such refresher/
recurrent training shall take place not less than once in any three-year period or at more
frequent intervals as determined by regulatory authorities or company policies.
Records:
On request, training records of ground handling agent personnel shall be made available for
review by SmartLynx or appropriate authority. Record should include as a minimum, trainee’s
name, test mark achieved, date of training and course reference.

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1.7.11.2 Training requirements for SmartLynx Ground Operations Personnel

1) Management System Briefing (including AIR OPS, IOSA, EASA FCL)

2) Safety Management System
3) Fatigue Risk Management System
4) Basic Ground Operations (Ground Handling and Cargo)
5) Security Training
6) Dangerous Goods Training
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7) DGR 6 CAT (for Ground Operations Director and Ground Handling and Cargo
Operations Manager only)
NOTE: For training syllabus refer to Management Manual Chapter 4 and OM-D.

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1.7.12 Evaluation Criteria for Ground Handlers in Case of Carriage of Cargo and/or
Dangerous Goods

Dangerous goods Cargo

SmartLynx Ground SmartLynx Ground

Before the start of new project where it is clearly
Handling and Cargo Handling and Cargo
known that cargo/dangerous goods will be
Operations Manager / Operations Manager /
carried – Questionnaire (Station Information
SmartLynx Estonia SmartLynx Estonia
Request - ART 272) has to be sent to Ground
Nominated Person Nominated Person
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Handling Agent
Ground Operations Ground Operations
SmartLynx Ground SmartLynx Ground
Handling and Cargo Handling and Cargo
Decision on carriage of cargo/dangerous goods
Operations Manager / Operations Manager /
will be granted after the evaluation of
SmartLynx Estonia SmartLynx Estonia
questionnaire
Nominated Person Nominated Person
Ground Operations Ground Operations
SmartLynx Ground SmartLynx Ground
Handling and Cargo Handling and Cargo
Audit and/or inspection is recommended once
Operations Manager / Operations Manager /
(1) per 4 years in EU airports or once (1) per 2
SmartLynx Estonia SmartLynx Estonia
years in NON – EU airports.
Nominated Person Nominated Person
Ground Operations Ground Operations
SmartLynx Ground SmartLynx Ground
Handling and Cargo Handling and Cargo
All involved parties have to be informed about Operations Manager / Operations Manager /
results of evaluation SmartLynx Estonia SmartLynx Estonia
Nominated Person Nominated Person
Ground Operations Ground Operations
When deficiencies are critical for safe operation
the following immediate actions are required:
Embargo for operation, SmartLynx Ground SmartLynx Ground
Embargo for carriage (cargo/dangerous goods) Handling and Cargo Handling and Cargo
will be implemented, or Operations Manager / Operations Manager /
Another service provider or chosen supplier will SmartLynx Estonia SmartLynx Estonia
be able to fix deficiencies at a specified time for Nominated Person Nominated Person
SmartLynx Airlines safe operations. (For Ground Operations Ground Operations
example - lack of staff training, inappropriate
load control procedures, etc)
SmartLynx Ground SmartLynx Ground
The flight crew shall be informed whether the Handling and Cargo Handling and Cargo
cargo and/or dangerous goods will be carried on Operations Manager / Operations Manager /
particular flight by Flight/Ad Hoc Brief form ART SmartLynx Estonia SmartLynx Estonia
66 Nominated Person Nominated Person
Ground Operations Ground Operations

Responsible person in company for selection, evaluation and acceptance of Ground handler
(Dangerous goods and Cargo) is SmartLynx Ground Handling and Cargo Operations
Manager.

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1.7.13 Supplier evaluation

SmartLynx Airlines has a process to ensure products purchased or otherwise acquired from
an external vendor or supplier, which directly affect operational safety or security in ground
handling, meet the product technical requirements specified by SmartLynx Airlines prior to
being used in the conduct of ground handling operations. Responsibility for this process lays
on SmartLynx Airlines logistics and purchasing department. For more details refer to Smart-
Lynx Airlines logistics manual or SmartLynx Airlines Estonia Management Manual as
applicable.
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For more details refer to SmartLynx Airlines logistics manual Chapter 1.4.

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1.8 HANDLING OF COMPANY MATERIALS

1.8.1 Company materials (COMAT)

COMAT is non-revenue cargo.
Company Material are items that are not manifested as freight.
Company Materials are necessary for daily operations. Such materials include - REPORTING
FORMS, LOADING FORMS, INFORMATIVE BOOKLETS, PASSENGERS TAGS and etc.
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1.8.2 Company Mail (COMAIL)

COMAIL is non-revenue cargo.
Internal Company mail may be carried on SmartLynx aircraft, provided that the following
criteria are met:
– Only internal SmartLynx Mail may be carried.
– Letters, envelopes and small packages can be carried up to 5kg (larger items must be
sent as SmartLynx freight).
– All items must be clearly marked on the envelope or package. The destination must
be clearly marked on each envelope or package.
– All mail sacks must be security screened, prior to being delivered on a SmartLynx
aircraft.
– Every effort should be made by ground handling staff to ensure the prompt and safe
delivery of SmartLynx mail to its final destination.

1.8.3 COMAIL and COMAT shipping procedure

Ground operations department is responsible for this procedure. The Co-Mail shipping can be
done via crew assigned for particular flight or by post.
Co-Mail shall have following information attached to the package:
– Content
– Recipient
– Sender
Before sending Co-Mail SmartLynx ground operations department inform recipient by e-mail
about the shipping.
If shipping is done by crew, assigned Cabin Crew member shall pick up the package from the
briefing room before the flight and deliver it to the recipient (GH agent).
This is ground handling department’s responsibility to prepare package and leave in briefing
room with information for crew.
The confirmation of the Co-Mail receipt shall be done by recipient (GH agent) to SmartLynx
ground operations department by e-mail ([email protected]).

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1.8.4 Control of company materials

All necessary company materials required for ground handling daily operations are prepared
by SmartLynx ground operations department and sent as CO-Mail to the stations where
season flight program is planned. Normally shipment shall be done during first flight to the
station.
Control of the necessary stock is performed by SmartLynx ground operations department by
sending e-mail to the station on regular basis to ensure, if COMATS are in sufficient amount.
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Additional COMATS are provided upon accordingly.

1.9 REPORTING SYSTEM

1.9.1 General
Confidential Reporting
IOSA ORG 3.1.4; IOSA CGO 1.11.4; IOSA FLT 1.12.4

SmartLynx has confidential safety reporting system that is implemented throughout the
organisation to encourage and facilitate the reporting of events, hazards and/or concerns
resulting from or associated with human performance in operations.
If any staff member wishes to report an issue of a sensitive nature, they can mark their reports
as confidential and send them to [email protected]. There they are only read by the
Safety and security department. When the data is inserted into HUB, all names and identifying
data are left out, thus ensuring confidentiality.
Confidential safety reports will be used only for safety purposes and will never be compromised
or used against reporter.
After resolution of the report through HUB, feedback is then given to the reporter in response
to the report, via email from the safety and security department.
Communication process for ensuring flight and cabin crew members, as well as other relevant
personnel, are informed of potential operating hazards through dissemination of de-identified
report information.
Hazard Identification
IOSA FLT 1.12.1; IOSA DSP 1.12.1

Hazard identification and safety risk management are the core process involved in the
management of safety.
The differentiation between hazards and safety risks is often times a source of difficulty and
confusion. A clear understanding of the difference between these two components is also
paramount for the practice of safety management.
Hazard is a condition, object or activity with the potential of causing injuries to personnel,
damage to equipment or structures, loss of material, or reduction of ability to perform a
prescribed function.

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Consequence - potential outcome (or outcomes) of a hazard. The damaging potential of a

hazard materializes through one or many consequences.
Hazard is therefore a condition that might lead to a safety incident if left unchecked.
Vital part of the SMS is the identification of hazards and taking actions to prevent them from
becoming full blown incidents.
SmartLynx has a hazard identification program that is implemented and integrated throughout
SmartLynx to include a combination of reactive, proactive and predictive methods for safety
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data collection and processes for safety data analysis that identify existing hazards and predict
future hazards to aircraft operations. IOSA ORG 3.1.1; IOSA FLT 1.12.1; IOSA DSP 1.12.1; IOSA MNT 1.12.1; IOSA CAB
1.11.1; IOSA GRH 1.11.1; IOSA CGO 1.11.1

– Reactive: From past experience or from incidents that have occurred. We can learn
from our mistakes and take actions to prevent these incidents from reoccurring;
– Proactive: From current experience. This information comes from our ongoing
operations, mostly from crew reports, maintenance reports, audits, safety surveys
and flight data monitoring (FDM), compliance monitoring program;
– Predictive: Future analysis. This information is the result of safety meetings where all
previous data is considered and effort is made to consider where the next hazards
might arise. Such predictive hazard identification is the most efficient one but also
demands a lot of information and expertise.
Hazards are identified and evaluated in Risk Assessment Meetings then published in a
resulting Risk Assessment Report. Identified hazards are assigned a tracking number and
recorded in a database (Q-Pulse), which contains description of the hazard and other
necessary information to track associated risk assessment and mitigation activities.
To be effective, reactive and proactive processes are used to acquire information and data,
which are when analysed to identify any existing potential hazards to aircraft operations.
Reporting System Gradation
The next paragraph explains the degrees of severity of the occasions that must be reported.
“Accident” is an occurrence associated with the operation of an aircraft which takes place
between the time any person boards the aircraft with the intention of flight until the time when
all such persons have disembarked, in which:

1) A person is fatally or seriously injured as a result of:

a) being in the aircraft, or
b) direct contact with any part of the aircraft, including parts which have become
detached from the aircraft, or
c) direct exposure to jet blast, except when injuries are from natural causes, self-
inflicted, or inflicted by other persons or when the injuries are to stowaway outside
the areas normally available to the passengers and crew; or
2) The aircraft sustains damage or structural failure which:
a) adversely affects the structural strength, performance or flight characteristics of
the aircraft, and

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b) would normally require major repair or replacement of the affected component,

except for engine failure or damage, when the danger is limited to the engine, its
cowlings or accessories; or for damage limited to propellers, wing tips, antennas,
tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or
3) The aircraft is missing or is completely inaccessible.
NOTE 1: An injury resulting in death within 30 days of the date of the incident is classified as
a fatal injury by ICAO.
NOTE 2: The a/c is considered missing when the official search has been terminated and the
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wreckage has not been located.

NOTE 3: ”Serious injury” means such injury that requires hospitalization of more than 48
hours commencing within seven days from the date the injury was received.
“Incident” is an occurrence, other than an accident, associated with the operation of an
aircraft, which affects the safety of operations.
“Serious incident” is incident involving circumstances indicating that an accident nearly
occurred.
NOTE: The difference between an accident and a serious incident lies only in the result.
“Occurrence” is event occurring during operations affecting or potentially jeopardizing the
safety of a flight, the safety of persons, the airworthiness of the aircraft or causing damage to
property or equipment.

1.9.2 Occurrence and Accident Reporting

IOSA GRH 3.6.5

SmartLynx has operational safety reporting system that is implemented in ground handling and
cargo operations in a manner that:
– Requires, encourages and facilitates ground and cargo operations personnel to
submit reports that identify safety hazards/incidents, expose safety deficiencies and
raise safety or security concerns IOSA GRH 1.11.3 (i); IOSA CGO 1.11.3 (i)
– Requires reporting of events that result in aircraft ground damage; IOSA GRH 1.11.3 (ii)
– Ensures mandatory reporting in accordance with applicable regulations;
– Includes analysis and cargo and ground operations management action to address
operational deficiencies, hazards, incidents and concerns identified through the
reporting system IOSA GRH 1.11.3 (iii); IOSA CGO 1.11.3 (ii)
The purpose of the Occurrence and Accident Reporting is to ensure that mandatory reporting
to the Authorities is accomplished in a timely manner and that reports evaluated and can be
used to identify undesirable trends and track the status of reports that require actions of any
kind. The recording of ground incident/accident occurrences in a standard format will enable
an organization to develop preventive action as well as provide the basis for an accident
database.
Following forms are used by Handling Agents’ ground personnel for reporting:
– Dangerous Goods Occurrence Report (ART 97) to be used in case of accident/
incident related to dangerous goods

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– Ground Incident/Accident/Damage Report (ART 150) to be used for all types of

damage events, (aircraft, equipment, facility) occurring during ground operations
– Ground/Cargo safety and security Report (ART383) to be used to report all safety
and security incidents and hazards, even when no damage occurred. Such safety
and security incidents and hazards are typically but not limited to unsafe behaviour of
crews or ground staff, failure to adhere to procedures, unnecessary persons on the
apron/ramp etc.
Procedure for Handling Agent in case of occurrence and accident reporting:
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1) Reports shall be send by Handling Agent at the earliest possible opportunity to

[email protected]
2) If no internet connection is available, the Handling Agent shall fax the report to +371
67207750
3) If no internet or fax connection is available, the Handling Agent shall report their safety
concerns to SmartLynx Airlines OCC via phone +371 67207911. OCC will then submit
a report on Handling Agent’s behalf.
4) If OCC receives report (faxed etc.) to their office, they shall forward it, by scanning the
report and email to [email protected]
Further internal occurrence and accident reporting process is as per procedure in
Management Chapter 3.

1.9.3 List of Reportable Occurrences

IOSA GRH 3.6.5

This chapter lists the majority of reportable occurrences, but it cannot be completely
comprehensive. Any other occurrences, which are judged by those involved to meet the
criteria, should also be reported. This chapter does not include accidents. In addition to other
requirements covering the notification of accidents, they should also be reported.
This chapter contains examples of reporting requirements covering ground operations.
Occurrences to be reported are those where the safety of operation was or could have been
endangered or which could have led to an unsafe condition. If in the view of the reporter an
occurrence did not endanger the safety of the operation, but if repeated in different but likely
circumstances would create a hazard, then a report should be made.
What is judged to be reportable on one occurrence may not be so, on another and the absence
or presence of a single factor, human or technical, can transform an occurrence into an
accident or serious incident.
Security and Passengers

1) Unlawful interference with the aircraft including a bomb threat or hijack.

2) Difficulty in controlling intoxicated, violent or unruly passengers.
3) Discovery of a stowaway, ticket fraud cases.
4) Check in / gate malfunctions
5) Passenger name list errors
6) Ordered catering quantity errors

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7) Fuel
8) Leakage of fuel which resulted in major loss, fire hazard, significant contamination
9) Malfunction or defects of the fuel jettisoning system which resulted in inadvertent loss
of significant quantity, fire hazard, hazardous contamination of aircraft equipment or
inability to jettison fuel.
Dangerous goods
Dangerous goods incidents and accidents shall be reported to SmartLynx, CAA and
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appropriate authorities of the state in which the event occurred. This includes undeclared or
mis-declared dangerous goods discovered in cargo or passengers baggage.
Reports also have to be provided:
– When dangerous goods are discovered to have been carried when not loaded,
segregated, separated and/or secured in accordance with provisions of the DGR;
– When dangerous goods are discovered to have been carried as cargo without
information as specified in having been provided to the PIC.
Reports to the appropriate authorities shall be made in accordance with the reporting
requirements of the appropriate authorities.
Other occurrences
– Repetitive instances of a specific type of occurrence which in isolation would not be
considered “reportable” but which due to the frequency with which they arise, form a
potential hazard.
– Jet Blast Damage to an aircraft on the apron caused by jet blast interference from
another aircraft.
– Inappropriate motor vehicle usage if unmodified “over-the-road” vehicle used to carry
passengers, personnel or goods on the apron.
– Personal injury in event resulting in a fatality or serious injury of a person.
– Damage (FOD) caused to any part of an aircraft on the apron by a mobile object that
is not a piece of ground support equipment (except jet blast damage).
– Aircraft Ground Damage in which the aircraft sustains damage during ground
operations.
– Human factors where any feature or inadequacy of the aircraft design could have led
to an error of use that could contribute to a hazardous or catastrophic effect.
– A fire, explosion, smoke or toxic or noxious fumes during aircraft servicing on ground.
– Third party errors/mistakes that led to delay of the aircraft departure on time.
Safety Assurance
SmartLynx has implemented process for ground handling and cargo operations for setting
performance measures as a means to monitor the safety performance of organisation and to
validate the effectiveness of risk controls.
Safety Risk Management
SmartLynx has Safety risk management process implemented in ground handling and cargo
operations of flights that ensures:

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– Hazards are analysed to determine the existing and potential safety risks to aircraft
operations IOSA GRH1.11.2 (i)
– Safety risks are assessed to determine the requirement for risk control actions
IOSA GRH1.11.2 (ii)

– When required, risk mitigation actions are developed and implemented in ground
handling and cargo operations IOSA GRH1.11.2 (iii)
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1.10 APPENDIX 1 - SAMPLE OF DANGEROUS GOODS OCCURRENCE

REPORT
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1.11 APPENDIX 2 - SAMPLE OF GROUND INCIDENT/ ACCIDENT/ DAMAGE

REPORT
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1.12 APPENDIX 3 – SAMPLE OF STATION INFORMATION REQUEST

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1.13 APPENDIX 4 - SAMPLE OF FLIGHT/AD HOC BRIEF

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1.14 APPENDIX 5 - SAMPLE OF GROUND AND CARGO SAFETY/SECURITY

REPORT
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CHAPTER 2 ARRIVAL ACTIVITIES

2.1 RECEPTION OF AIRCRAFT

2.1.1 General
At stations, where SmartLynx operates with planned traffic, all incoming SmartLynx aircraft
shall be received by personnel who are properly trained for these tasks, i.e. aircraft receiving
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routines, marshalling signals, jet-bridge operation and safety hazards.

2.1.2 General operating practices and procedures for Ground support equipment
– Standard operating procedures, applicable to specific location, are followed by drivers
(or operators) of each type of ground support equipment;
– Personnel does not operate vehicles or equipment while using hand-held portable
electronic devices unless a suitable ”hands free” capability exists and is utilized;
– Equipment is used only for its intended purpose;
– Ground handling provider must keep Ground Support equipment serviceable and in
good mechanical condition. Records on completed maintenance must be retained
and provided to the Operator during the Audit.
– Unserviceable equipment is clearly identified and removed from operations;
– Equipment is never moved across the path of taxiing aircraft or passengers walking
between an aircraft and the terminal;
– Safety cones are placed on the apron to mark hazard areas;
– An equipment restraint line is marked or displayed on the apron;
– Equipment is positioned behind the equipment restraint line with parking brakes
applied prior to any aircraft movement (departure and arrival on the apron);
– The parking brake is always applied, with gear selector in park or neutral, when
equipment is parked away from or positioned at the aircraft;
– The parking brake is always applied, with gear selector in park or neutral, and engine
is switched off when equipment is parked at the aircraft parking stand and driver is
leaving ground support equipment unattended. Equipment shall not be left
unattended with nosing towards aircraft and/or running engine;
– The passenger loading bridge is in the fully retracted position prior to aircraft arrival
and departure;
– Equipment (including the loading bridge) is not moved toward an arriving aircraft until
it has come to a complete stop, chocks are positioned, engines are shut down, anti-
collision beacons are switched off and, if applicable, ground-to-flight deck
communication has been established (exception: external power may be connected
to the aircraft, if necessary);
– Prior to equipment movement, a guide person, visible to the driver (or operator), is in
position to accurately judge clearances and communicate guidance using hand
signals;
– Equipment movement does not commence or is halted, if the driver (or operator)
does not have or loses visual contact with a guide person;

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– Equipment or vehicles are not moved into hazard areas associated with the aircraft
type;
– A brake check is accomplished prior to entering an equipment restraint area;
– Motorized equipment make a full stop as a brake check before entering the
equipment restraint area and again before reaching the aircraft side;
– Equipment, when approaching or leaving an aircraft, is not driven faster than walking
speed;
– Stabilizers, when fitted on equipment, are deployed when equipment is positioned at
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the aircraft;
– Equipment with elevating devices is not driven in the elevated position, except for
final positioning at the aircraft;
– Equipment is not removed from an aircraft cabin access door unless the driver (or
operator) has advised appropriate persons on the aircraft and on the ramp;
– Equipment is not removed from a position at an aircraft cabin access door until the
door has been closed and secured by an authorized person or a highly visible safety
device has been placed across an open door.
NOTE: Only adequately trained, qualified / authorized personnel should be permitted to
operate Ground support equipment.
Ground handling provider must keep and provide on request the records on completed ground
support equipment maintenance to SmartLynx. Compliance monitoring department will check
these records during the audit.

2.1.3 Responsibility
The person receiving the aircraft, docking system operator, marshaller or other delegated
person is responsible for checking the parking stand prior to aircraft arrival and that equipment
required for the applicable aircraft type is available.

2.1.4 Parking stand check

The purpose of the parking stand check is to prevent injuries to personnel and/or damage to
the aircraft, and includes the following checks:
– the parking stand area is free from foreign objects that may cause foreign object
damage (FOD) if ingested into the engines or cause tire damage. Remove all objects
found from the parking stand area
– If the parking stand area cleanliness is unacceptable, this shall be reported to the
Handling Agent and parking of aircraft shall not be allowed at the stand.
– no equipment e.g. ladders, stairs, trucks or baggage-carts, etc., or personnel are
parked/standing inside the aircraft in-taxiing hazard zone.
– personnel and equipment required for receiving of the specific aircraft type are
available and prepared at the parking stand.
WARNING: If an aircraft returns to gate/parking stand after a rejected takeoff, all
personnel, equipment and vehicles, in particular fuel trucks, must be kept at a safe

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distance from the aircraft and the main wheel hazard area until it is ensured that
approaching the aircraft is safe.
Baggage carts may be placed outside the wheels as protection shields. Use only dry
chemical extinguisher on a brake fire. Never use water, neither hot nor cold, to cool
down a hot brake/wheel. If approaching the wheels is considered absolutely
necessary, e.g. to put out a break fire, the approach shall be made from behind or from
the front of the wheels.
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Failure to obey these precautions can cause fatal injuries.

2.1.5 Aircraft reception procedures

Perform the below steps when the aircraft has come to a complete stop at the final parking
position.
WARNING: Do not enter, or allow anyone else to enter the engine hazard zones before
the anti-collision lights have been switched off and all engines have come to a
complete stop. Failure to obey this can cause fatal injuries.
NOTE: Due to a local circumstances, e.g. that the ground power cable is mounted to the
passenger bridge, the passenger bridge may be placed to the aircraft before the
anti-collision lights have been switched off. This can be made on a clear signal from
the Commander that the left hand engine(s) has been switched off. This procedure
must comply with local airport regulations.
Please note that even if the anti-collision lights are out, this must not be taken as the sole
indication that the engines are stopped.
On reception of aircraft a ground mechanic (or a person responsible) should establish contact
with the commander by hand signals or via interphone (if possible), when arriving at the
position to verify that the aircraft is properly parked. Communication shall be maintained
between ground staff and commander until aircraft has been released.

Step Action

Place wheel chocks at the landing gears as required for the applicable aircraft type (refer to
1
2.3 on page 2–6)
2 Connect ground power.
Notify the Commander with hand signals or via interphone when wheel chocks and ground
3
power are installed.
4 Place wing cones as required for the applicable aircraft type (refer to 2.3 on page 2–6)
Install engine and pitot covers when either of the following conditions are present or expected
during the ground stop:
– Adverse weather conditions, e.g. strong wind, sandstorm, hail, snowfall or freezing
5 rain/drizzle.
– Whenever there is a risk that engine blast from other aircraft may blow foreign
objects into the engines.
All ground stops with duration of 3 hours or longer.
6 Inspect the Aircraft for external damage.

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Step Action

7 Position passenger bridge or passenger steps to the aircraft

Give standard signal to flight attendants responsible for the door operation. The standard
8
signal for opening of cabin doors is - Knocking at the door window.

2.1.6 Opening and /or handling entrance / service doors

Special attention must be paid to safety while opening and/or handling entrance/service doors:
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– Passenger boarding bridge shall be positioned at a cabin door prior to door opening
and removed from cabin access door immediately after such door is closed.
– Normally, cabin and compartment doors upon arrival, shall not be opened until all
engines have been switched off, anti-collision lights have been switched off and the
aircraft parking brakes have been set or the chocks are in position. Conversely, all
doors shall be closed and locked before start of engines.
– All cabin, i.e., passenger and service, doors shall normally be opened and closed by
members of the operating crew only, i.e. from inside, or, in exceptional cases, by
trained handling staff from in - or outside.
– When opening entrance/service door from outside, the respective staff member shall
ascertain by knocking at the doors window, that nobody is standing in the danger area
on the inside and that the escape slide is disarmed.
– Passenger boarding bridge shall remain 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.
WARNING: If the slide is armed, or you suspect it to be armed, or cannot determine
whether the slide is armed or not, then contact technician or crew. An armed slide
could inflate/deploy with great force when opening and/or handling entrance/service
doors, which may cause serious injuries to personnel outside the aircraft.
NOTE 1: Station staff may under no circumstances handle or operate the emergency
evacuation slide.
NOTE 2: Only in exceptional cases cabin doors may be opened from the outside. In such
cases special attention must be paid to the disarmament of the evacuation slides
and cabin pressure.
NOTE 3: All A320/A321 aircraft are equipped with emergency evacuation slides.
– Whenever passenger bridge/steps or catering vehicle are used the design of which
does not permit opening or closing the doors when the equipment is in position, the
respective doors shall only be opened immediately prior to the positioning of the
equipment and closed immediately after the equipment has been removed.
– Main deck cargo doors shall normally be operated by the handling staff (refer to 2.4
on page 2–8 and refer to 7.8 on page 7–19)

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2.2 MARSHALLING

2.2.1 Introduction
(IATA AHM 631)
On arrival, the assistance of marshaller or VGDS system is required. The purpose of
marshalling is to guide an aircraft with visual signs to/from a parking stand or when the aircraft
is passing close to obstacles and when manoeuvring the aircraft on the tarmac. Marshaller
must use Standard IATA Hand Signals; paddles or gloves during day, light wands at night and
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low visibility.
No person shall guide an aircraft unless trained, qualified and approved by the appropriate
Authority to carry out the functions of a marshaller.
Marshaller must stand clear of other staff, shall wear distinctive fluorescent identification vest
and maintain visual contact with the Commander at all times during taxi approach.

2.2.2 Definitions
Marshaller: A person who assists the Commander when the aircraft arrives or departs the
parking area, and when the aircraft is passing close to obstacles.
Visual Docking Guidance System (VDGS): A system that provides information to the pilot
about the aircraft position, allowing him to dock the aircraft safely and accurately.
Wingman: A person who assists the Marshaller in judging the safe distance between the
aircraft and obstacles or other aircraft.

2.2.3 Responsibility of Marshaller

The Marshaller is responsible for giving clear and correct signals to the Commander in a clear
and precise manner, to arriving and departing aircraft. However, the Commander has the
ultimate responsibility for the safe manoeuvring of the aircraft.

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2.3 PARKING OF AIRCRAFT

2.3.1 Manoeuvring to Parking Position

On arrival, the assistance of marshaller is required. Minimum Clearance for taxi is 7.5 meter or
25ft between aircraft wing tips. Otherwise, STOP the A/C and Tow it to Parking position.
The main hazards to be guarded against while moving aircraft on ramps are: engine ingestion,
collision and jet blast. If aircraft is taxing or being towed, its wing tip, tail, and nose positions
should be closely watched so that warning can be given against impending collision with other
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aircraft, fixed installations, or ground equipment.

Once the aircraft has been parked, ground support vehicles should be stationed clear of its
extremities and facing away from the aircraft. Ground equipment should also be positioned so
that inadvertent movement will not endanger the aircraft structure. In all cases, free access to
the aircraft main exit must be preserved.
NOTE 1: For protection from noise it is recommended that ear protection is worn when on
ramp, for example, earmuffs or ear plugs.
NOTE 2: Decision to place the wheel chocks on the right or left gear/side depends on local
conditions and instructions.
WARNING: Placing of chocks on an arriving aircraft must only be performed after
engine spool down, anti-collision lights switched off and clearance to approach the
aircraft is given by the responsible person.

Wheel chocks requirement at normal parking conditions

The below table shows the correct position of wheel chocks for aircraft types operated by
SmartLynx for the parking less than 3 hours. Place wheel chocks accordingly: in front of and
behind nose wheel and main landing gear. Totally four (4) chocks.

Wheel chocks requirement at unfavourable parking conditions and parking more than
3 hours
The following positioning of wheels chocks according to the table below is mandatory when:
– aircraft is parked for more than 3 hours
– to prevent the aircraft from moving unintentionally, when the parking area is slippery
and/or in strong and gusty wind.
Place wheel chocks accordingly: In front and behind of both main landing gears and at the
nose gear. Totally six (6) chocks.
Chocks, when positioned, should be parallel to the wheel axle and only lightly touching the
tires.
As most of the ramp areas have a degree of incline, care must be taken to ensure that aircraft
is adequately chocked on the down slope side.

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WARNING: Chocks should not be removed from an aircraft until clearance is given by
the responsible person.
After use, chocks should be removed to a designated storage area, so that they are not
the cause of FOD.

2.3.2 Wing/tip cones

A table below shows correct positioning of wing-tip cones for SmartLynx aircraft. Number of
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cones: 6.

Cones should be positioned:

– At each wing tip
– In front of all wing–mounted engines
– In front of other areas on an aircraft that are in conflict with the normal flow of
equipment during handling operations
– At areas where the proximity of the aircraft could impact on the flow of ramp traffic,
e.g. tail/roadway
– At wing tips immediately after the aircraft is at its parking position
– At other areas around the aircraft only when clearance is at its parking position
– At other areas around the aircraft only when clearance to approach the aircraft has
been given
– At a distance from the “protected” area such that the intended purpose of the cone is
not diminished
Cones should be removed
– Just prior to the aircraft departure to ensure maximum protection of the aircraft
– After use, to a designated storage area

2.3.3 Engine and pitot covers requirement in adverse weather conditions

In case adverse weather conditions are present or forecasted during the ground stop, e.g.
strong wind, sandstorm, hail, snowfall or freezing rain/drizzle, or there is a risk that engine blast
from other aircraft may blow foreign objects into the engines, install engine blanking covers and
pitot head covers. Prior to install engine covers, make sure the covers are clean on the
backside, and that engine inlets, fan blades and guide vanes are free of ice, snow and foreign
objects. De-ice as necessary.

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CAUTION: The aircraft’s own pitot covers must be used.

2.3.4 Freezing conditions

Always when the outside air temperature is below zero degrees Celsius, regardless of the
ground stop duration, the cargo compartment, entry and service doors must be kept closed
whenever possible to prevent freezing of the potable water system and chilling of the cabin.
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2.4 DISEMBARKATION OF PASSENGERS

2.4.1 Permission
If applicable, necessary permission must be obtained from the local authorities for the
disembarkation of passengers and crew.

2.4.2 Before disembarkation

Passenger stairs/bridge must be moved into close position before the passenger door is
entirely opened.

2.4.3 Signals for opening of cabin doors

Signals are used in order to prevent injury to personnel and damage to aircraft and equipment.
The signals indicate that ground equipment is correctly positioned.
Only standard signals must be shown to flight attendants responsible for the door operation.
The standard signal for opening of cabin doors is - knocking at the door window.

2.4.4 Opening of cabin doors

Cabin doors, i.e. passenger and service doors shall normally be opened from the inside or, in
exceptional cases, by trained handling staff from in - or outside (refer to 2.1 on page 2–1).
NOTE: Only in exceptional cases cabin doors may be opened from the outside. In such
cases special attention must be paid to the disarmament of the evacuation slides
and cabin pressure.
Cabin doors must be duly fastened in open position.
Doors and fuselage must be protected against damage due to strong winds.

2.4.5 Passenger Safety

Before disembarking passengers, ground staff / flight crew must brief them on all relevant
safety aspects (e.g. “No Smoking”) to be observed whilst leaving the airplane. When jet ways
are in use, ground staff must be positioned at appropriate locations to provide supervision and
assistance. Fencing on tarmacs with poor lighting facilities, should be equipped with flashing
lights during the hours of darkness.
When passengers are required to walk on the ramp they shall be escorted by ground staff from
the airplane or their approved transport. Passenger routes shall be clear of oil, ice, snow and

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other hazards and shall be selected in a way to prevent damage/injuries and accidents (e.g.
no passing below wings or engines). Disembarkation shall not commence until the crew has
received confirmation from the ground staff that the passenger steps/jet ways are safely in
position and that ground equipment will not be a hazard.

2.4.6 Passenger disembarkation

Disembarkation shall not commence until the crew has received confirmation from the ground
staff that passenger steps/bridge are safely in position and that ground equipment will not be
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a hazard.

2.4.7 Refuelling / de-fuelling with passengers embarking, on board or disembarking

refer to 8.3 on page 8–7

2.4.8 Passenger disembarkation/embarkation with engine running

Only in exceptional cases, and with the consent of Commander, is embarkation/
disembarkation permissible with one engine of the aircraft running. In such a case, passengers
shall, under appropriate supervision by crew and ground staff, leave/enter the aircraft on the
side opposite to the running engine.

2.4.9 Passenger safety on a ramp

Passenger movements on the ramp should be controlled closely:
– When the aircraft is parked at a remote stand, from which transportation shall be
made, the person/s who transports the passengers shall give the cabin crew a “clear”
signal that the bus is ready for embarkation, before the passengers may disembark
the aircraft.
– The staff in charge of passenger disembarkation must ensure that the passengers do
not enter the ramp area with lighted cigarettes, cigars and switched on portable
electronic devices etc.
– The passengers’ route from the aircraft should be selected in such a way that the risk
of accidents is kept to a minimum.
– If there is a risk of any passage in the restricted areas and under the wings, the
engine area and/or the wing area must be fenced or otherwise roped off. On tarmacs
with poor lighting facilities, such fencing should be equipped with flashing lights
during the hours of darkness. If this is not possible due to local conditions, then
manual guidance must be provided.
– In order to guide the passengers from the aircraft, clear guidance must be provided,
either by use of signage or escorting by delegated Ground Staff.
– A regular check of the ramp surface must be performed in order to avoid risk of
accidents caused by oil, ice or other hazards.

2.4.10 Passenger stairs/bridge

The staff must make certain, before disembarkation that the passenger stairs/ passenger
bridge is:

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– Properly and safely placed at the aircraft entrances in a locked position,

– Placed in such a way that the platform is one step lower than the cabin floor and with
the front edge vertically under the cabin door sill,
– Placed so that the distance between platform/ side panels and the aircraft fuselage
does not allow a person to accidentally fall down (maximum distance 15 cm), and that
the surface is free from snow, ice, oil, etc.
– Placed in such a way that the left side of the passenger stairs/bridge aligns left of the
left edge of the door opening, if not otherwise stated in the local instructions, in order
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to clear the door in case of settling of the aircraft.

– If the passenger stairs/bridge does not fulfil the above requirements, a Ground Staff
must be especially delegated to supervise the disembarkation.
– Ground Staff, handling the passenger stairs/bridge must give a clear signal to the
cabin attendants before disembarkation may commence.

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2.5 UNLOADING THE AIRCRAFT

2.5.1 General
All loading/unloading operations must be done properly and carefully in spite of the time
pressure to avoid damage to the aircraft, load and equipment.
Damage to the aircraft or the load may endanger the safety of the aircraft and involve financial
loss.
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2.5.2 Positioning of ground support equipment

Sufficient distance between ground equipment and the aircraft shall be maintained in order to
avoid damage caused by vertical movement of wings/fuselage during unloading/loading/
refuelling/de-fuelling. Equipment when parked away from, or positioned at, the aircraft shall
have parking brakes set. Equipment approaching, manoeuvring at or leaving the aircraft shall
not be driven faster than at walking speed.
Aircraft and pedestrians have the right-of-way. Equipment should never move across the path
of taxiing aircraft or of embarking/disembarking passengers. Personnel shall not ride on
elevating platforms of moving ground equipment.
Utmost care shall be taken in shifting ground support equipment in the aircraft vicinity and must
be placed so that the fuselage and doors always are kept clear in case of settling of the aircraft.
The following ground support equipment shall be positioned after the aircraft has to come to a
complete stop at the parking position:
– Wheel Chocks
– Wing & Engine cones
– Ground power unit(s).
– Passenger steps/ Passenger boarding bridge
– Conveyer belt loader/ Container/pallet loader
– Baggage/Cargo cart
– Potable water truck
– Lavatory Service truck
– Cabin cleaning truck/van
– Catering truck (if request or arrangement has been done prior)
NOTE 1: With the exception of fuel trucks, ground support equipment shall not be positioned
within the venting areas during fuelling/de-fuelling (refer to OM-A Chapter 8).
NOTE 2: Unattended equipment must never be left with engine running or nosing aircraft.
(Exception: Baggage loading belt).
WARNING: Keep engine Hazard Area clear from personnel and equipment, while the
engine is running. There is sufficient suction at the engine inlet to ingest a person or
equipment into the engine with fatal injuries as a result.

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Definitions:
Engine Hazard area – Area forbidden to enter, while engine is running. Personnel or
equipment shall not for any reason enter the area while the engine is running. This is normally
indicated by flashing Anti-collision Light. The Engine Hazard area in accordance with the
Engine manufactures specifications can be found in the AHM for each aircraft type.
Safety Zone – zone in which no equipment should be placed to ensure sufficient clearance in
order to avoid aircraft damage during ground manoeuvring. These zones are normally marked
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at the parking stand surface.

Exception: Ground power equipment.

2.5.3 Opening and closing of compartment doors

Compartment doors may only be opened after the anti-collision light has been switched off.
Opening and closing of doors must be demonstrated to the personnel concerned before they
are permitted to operate the doors themselves.
NOTE: For the operation of aircraft doors in strong winds refer to the AFM which specifies
maximum permissible wind speeds and other particulars to be observed. If
difficulties occur when attempting to close doors in strong winds, the aircraft shall
be moved in order to position the doors concerned on the downwind side.

2.5.4 Error in incoming load distribution

Discovered errors / mismatches of actual load distribution on an incoming flight must be
reported to the Load Master, Load Controller and Commander for evaluation and subsequent
action.

2.5.5 Aircraft on ground (AOG)

Aircraft on ground (AOG) packages contain urgent spare parts. Do not offload packages that
are marked with the AOG label, in favor of other load.

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2.5.6 Before unloading

The table below describes considerations to be taken before unloading:

Stage Description

Planning of all unloading activities must be made. Prepare whatever can be done prior to the
1 start of the unloading, which may save time, and be useful later in order to maintain
scheduled operations.
Sufficient loading staff and loading equipment must be available for immediate action. The
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2 load on the carts must be protected with suitable covers against rain, snow, heat, cold, noise
etc.
Immediately after the arrival of the aircraft, unloading of inbound load must begin, based on
the allocation and restrictions according to the incoming LDM (and CPM, if applicable).
NOTE 1: The loading staff or loadmaster must bring the incoming LDM (and CPM, if
applicable) to the aircraft side to ensure proper handling.
3
NOTE 2: Special attention shall be given to the locations and amounts of:
– Incoming Transfer Baggage
– Dangerous Goods, and
– Special Load

2.5.7 Unloading process

The table below describes the unloading process:

Stage Description

Passenger baggage shall, be unloaded first to ensure the fastest possible transfer or delivery
to the passengers.
1 • Bags tagged with “Delivery at Aircraft” shall be offloaded immediately in order to return
bags to the passengers at the aircraft side.
• Transfer baggage shall preferably be offloaded before local baggage
Load in the cabin must be unloaded after all passengers have disembarked in order to speed
2
up the interior cleaning of the aircraft.
The amount of inbound cargo and mail must be compared to offload information as per LDM
3 at the aircraft side, in order to permit search for missing load as early as possible. Mail shall
be unloaded before cargo.
On transit flights, a visual check of the actual through-load shall be made to secure that the
load corresponds with the through-load figures on the Loading Instruction. This check is not
4
required for load inside on flights with technical landings only. Any suspected differences
shall be reported to the Load Control.
When unloading is finished the responsible loader in charge of the unloading team or load
5 master must check the compartment floor / wall linings/ for possible damage or
contaminations and report to the Handling Agent and Commander.
Discovered errors or mismatch of actual load distribution on an incoming Flight must be
6
reported according GOM (refer to 2.7 on page 2–20)

2.5.8 Reporting of damage to aircraft

Damage to aircraft must always be reported to the Handling Agent and Commander for
evaluation and subsequent action before the next departure (refer to 1.9 on page 1–12).

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2.5.9 Inspection for damage or leakage of Dangerous Goods

Packages or overpacks containing Dangerous Goods must be inspected for signs of leakage
upon unloading from an aircraft. If evidence of damage or leakage is found, the position where
the Dangerous Goods was stowed on the aircraft must always and immediately be inspected
for damage or contamination and any hazardous contamination removed.

2.5.10 Reporting of leakage

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Any leakage onboard an aircraft must always and immediately be reported to the Handling
Agent and the Commander for evaluation and subsequent action. Leakage from dangerous
goods must always be reported no matter where it occurs while the goods are in the care of
SmartLynx/Handling Agent or are covered by a SmartLynx Air Waybill (refer to 1.9 on page 1–
12)

2.5.11 Local Emergency Procedures

Local Emergency Response Procedures for handling of Dangerous Goods accidents/incidents
are to be known by the handling staff.

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2.6 SERVICING OF AIRCRAFT

2.6.1 Potable Water

(IATA AHM 440)
Potable water systems are susceptible to contamination by bacteria and other micro-
organisms. It is therefore essential that such water is free from chemical substances/ micro-
organisms which might cause illness, and that it is chlorinated.
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Potable water servicers shall not be filled up from the same tap as toilet servicers.
Potable water servicers and toilet servicers shall not be parked in the same area. Personnel
engaged in toilet servicing shall not perform water service at the same time.
Potable water quality control monitored by SmartLynx at each main destination. Therefore
nominated Handling Agent shall update SmartLynx with potable water analysis once in a 3
(three) month period.

2.6.2 Removal and Disposal of Waste

According to Article 140 of the WHO's International Health Regulations, “every port and airport
shall be provided with an effective system for the removal and safe disposal of excrement,
refuse, waste, water, condemned food and other matters dangerous to health.

2.6.3 Oxygen
Special safety provisions shall be observed when oxygen bottles of the aircraft are being filled
or exchanged (i.e., connection/disconnection to/from system):
– No passenger shall be on board.
– No ground power unit shall be connected or disconnected.
– The AFM specifies which electrical systems shall be "off' or, alternatively, shall not be
operating.
– No fuelling/defueling is permitted.
– Filling/exchanging is not permitted during a thunderstorm.

2.6.4 Cleaning of Cabin (Interior cleaning)

Cabin cleaning shall be done in accordance with SGHA or/and SLA signed between
SmartLynx and Agent and may include cabin & toilet items (Dry Store).
In case of ad hoc flights, interior cleaning shall be performed with the following minimum
requirements:
– Wipe tables
– Dispose of litter
– Clean and tidy seats, seat belts, seat back pockets and passenger service units
– Clean floors (carpets and surroundings)
– Clean surfaces in pantries, galleys and toilets
– Change headrest covers

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When cleaning is finished, cleaning personnel should leave the aircraft before passenger
embarkation started.
If passengers stay on board during transit, cabin cleaning should be performed in such a way
as not to disturb the passengers.
The flight deck may only be cleaned under supervision of an authorized employee of
SmartLynx.
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2.6.5 Catering
Catering and/or Buy on Board (BoB) orders performed by Ground Operations directly or via
Agent to Catering Supplier. Agent shall liaise with Catering Supplier about times of service and
shall address any special requests if requested by SmartLynx.
SmartLynx cater aircraft with double Catering/Buy On Board (outbound and inbound) by
loading return catering in galleys or part of it into airplane hold. Catering change from the cargo
holds to galleys and vice versa for backward/continues flights will be requested in advance if
necessary.
General loading procedure
During any catering service, vehicles should not approach or drive away from an aircraft when
it is arriving on stand or pushing back. Vehicles must never drive to an aircraft unless it is
chocked and wing/tip cones placed. Vehicles must not be left unattended on the airside area
with their engines running. Drivers should ensure that before making any manoeuvre on or
around the aircraft they are at no time likely to collide with anything. Vehicles must not be
driven in reverse on the manoeuvring area or apron unless directly engaged in aircraft
manoeuvring or servicing. When reverse movement is essential, guidance should be provided
to the driver by a person outside the vehicle.
NOTE: Under no circumstances should the aircraft service doors be opened whilst the
body of the catering vehicle is being raised.
Delivery and Receipt of Catering/Buy On Board
When an aircraft has been catered and all items stowed correctly, a representative from the
Catering Supplier must present a Delivery Note for the flight. The responsible Cabin Crew will
sign the note when he/she is satisfied with catering, stores and bars supplied. Any undelivered
items should be requested from the catering supplier and if subsequently not supplied should
be noted on the Delivery Note and reported after the flight.
The following information should be shown on the Delivery Note:
– Originating airport
– Date
– Flight Number and Destination
– Aircraft Registration and Type
– Passenger meal codes and quantity including special meals
– Crew meal codes and quantity
– Dry Stores uplifts (if appropriate)

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– Number of equipment (trolleys & boxes) (if part of equipment stored in a hold – it
should be mentioned in a note
– Change money for BoB service
– Security seals numbers
– Signature of responsible Crew Member
– Signature of Catering Supplier representative signing off the flight
Decatering
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Please ensure all aircraft are completely decatered when flights arrive to homebase or airports
where catering service is available. If additional items are stored in cargo holds they also have
to be removed. A Delivery Note shall be provided showing all elements loaded/unloaded
including bars and presented to the responsible Cabin Crew for checking and signature.
NOTE: It is not allowed to remove items marked with sticker „DO NOT REMOVE FROM
AIRCRAFT”.
Catering order for Ad-Hoc flights from Agent or Ground Operations
When a Catering Supplier is notified of a requirement for a new uplift the caterer must:

1) Obtain and record the name and department of the SmartLynx Airlines staff member
issuing the instruction.
2) Ensure that clear details of the aircraft and requirements are obtained including:
– Flight Number
– Aircraft type
– Catering equipment availability (ATLAS type boxes and trolleys), if necessary
SmartLynx can provide it on request.
– STA / STD
– Number of meals and soft drinks required
– Special Meal Requests
– Outbound and Inbound Passenger Catering Requirements
– Crew meals
– Dry Stores
– Bar
NOTE: Caterer must advise if the required or similar can be provided and how long
preparation will take.
When catering order is confirmed, the following information must be provided to Ground
Operations and Agent as soon as possible:
– Catering equipment availability (YES/NO)
– Catering weight with or without catering equipment
– Discrepancies or problems, if any

2.6.6 Fuelling procedures

Commander will decide final fuel figure and advice handling agent or maintenance
representative the total fuel-in-tanks requirement. By deducting the fuel remaining from the
previous flight, as recorded in the technical log and indicated on the aircraft gauges, the

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refuelling supervisor will calculate the actual fuel uplift and distribute it in tanks according to the
AFM. The uplift is then entered in the aircraft technical log.
At base crew checks:

1) The correct type, grade and quantity of fuel has been loaded;
2) The fuel drains are operated to check for water content, and left properly closed;
3) All fuel tank caps are properly secured;
4) The aircraft fuel gauges indicate that the tanks have been filled to the required levels;
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5) Details of the fuel uplift have been correctly entered in the technical log and a gross
error check is carried out.
En route crew checks:

1) When operating away from base, PNF is nominated by Commander to be present

during the refuelling, and in addition to confirming that the requirements “At base”,
above, are met, he is to ensure that:
2) Particular care is taken in advising the refuelling agency of the type, grade and fuel
quantity required, with special reference to the units of measurement quoted
(kilograms, tons, liters, US gallons, pounds etc.);
3) The bowser or other fuel installation is earthed to the aircraft structure before the hose
is extended, and remains so earthed until refuelling is complete;
4) Fuel hoses are laid by the shortest route from the fuel installation to the refuelling inlets
avoiding wheel brakes (by at least one meter) and APU air intakes;
5) Smoking shall NOT be permitted on any apron areas or in any vehicles on the apron;
6) Except for the fuel truck, no vehicle Is positioned within the venting areas;
7) cargo/baggage loading equipment complies with safety regulations for anti-sparking
otherwise it must not be operated until fuelling is complete and hoses removed;
8) Spilled fuel is removed or dried up immediately with the fire service in attendance;
9) If thunderstorms are in the vicinity, fuelling/defueled operations are stopped.
10) The correct quantity of anti-freeze additive is dispensed into the fuel as specified by
the aircraft manufacturer;
11) The fuel bowser/installation readings at the start and finish of refuelling reflect
accurately the fuel uplift as indicated on the aircraft fuel quantity gauges, and a gross
error check is carried out.
NOTE: When an aircraft is fuelled/de-fuelled via an overwing filler (i.e. unpressurised
system) which is located closer than 10 meters from the nearest exit door, the
operation must not be carried out whilst passengers are on board.
During pressure refuelling electrical/electronic systems, except weather radar and
HF transmitter, may be operated to the extent required for pre-flight preparation.
In the event of an emergency (e.g. APU fire during fuelling/de-fuelling, the
operation must be stopped and an immediate disembarkation initiated. The flight
crew will decide whether this should be an expeditious “normal” disembarkation or
an “emergency evacuation”.

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2.6.7 Mixing of fuel – fuel contamination

2.6.7.1 Mixing of fuel

Mixing of fuel is only permitted as specified in the “Limitations” section (see AFM / FCOM).
Flight and ground crews should be aware of possible fuel contamination, particularly at smaller
airports, and fuel samples must be taken to check for contaminants. The fuel drain procedure
must be followed to check for water in the fuel tanks and/or lines 15 minutes after refuelling.
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2.6.7.2 Fuel standard

Fuel shall be stored, handled and serviced in accordance with accepted standards. Fuel must
me free of contamination.

2.6.8 Documents and forms for aircraft handling

All documentation shall be provided by handling agent. Commander must check “Handling
request” form and mark what kind of service is booked if it was not done by handling agent or
correct if it is incorrect.
After handling completed handling agent may give to Commander handling invoice for
payment and “Quality of handling received” form. Commander shall sign “Quality of handling
received” form and make marks in it to show his point of view for punctuality and quality of
handling.
WARNING: The handling agent shall provide warning information if any of the above
mentioned services at a specific aerodrome is not ensured. Such information shall be
send to SmartLynx Ground Operations 24 hours before STA.

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2.7 MASS CHECK

2.7.1 Introduction
A mass check must be performed by the station staff at the arrival station in case of suspected
or discovered loading errors on an incoming flight.
NOTE 1: Both the station staff and the Commander can order a Mass Check.
NOTE 2: If the Commander orders the Mass Check the investigation shall be performed in
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cooperation with, and the result communicated to, the Flight Crew.

2.7.2 Content of mass check report

When a Mass Check has been ordered the station staff must check and note:
– The actual position of the load in each compartment.
– Whether the compartment load was properly separated.
– Position of separation nets.
– Mass of each load type, i.e. baggage, mail, cargo and equipment, from each
compartment separately.

2.7.3 Report mass check findings

The following procedure shall be followed when a finding and discrepancy has been found:
– Notify Commander on results of mass check
– Issue a written report and send to [email protected] within 24 hours
NOTE: The fact that the Mass Check has been ordered by the Commander does not
relieve the station staff from the duty of reporting.

2.7.4 Local procedure

Each station must have a local procedure in order to facilitate a safe handling of mass checks.

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2.8 SAFETY PROCEDURES

2.8.1 Fire safety

Fire safety is an important part of departure/arrival activities and knowing how to prevent and
extinguish fire.
Fire prevention is more important than fire fighting. The following rules are good to remember
to prevent possible fire hazard:
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– No Smoking
– Good Housekeeping
– Garbage should not be allowed to accumulate, but should instead be disposed of into
approved containers

2.8.2 Staff Training

Staff must be trained in the basic principles of Fire Safety. Such training shall include the
following:
– Knowledge of process and hazards involved in fire.
– Basic knowledge of how to operate fire extinguishers.
– How to tackle a fire.
– Structural Fire protection.

2.8.3 Fire protection and prevention

– Any suspected or known fire must be reported immediately
– Faults in electrical wiring must be reported immediately.
– Smoking shall not be permitted on any apron areas or in any vehicles on the apron
– The wearing of boots with steel tips showing, steel heels or nails in soles should be
prohibited
– Personnel should know the types of firefighting equipment available and should be
trained in their use.
– The location of firefighting equipment fire alarms emergency shut offs and etc.,
should not be obstructed
– If fire is discovered in a parked aircraft any persons on board should be immediately
advised and evacuated.
– Equipment should not be operated in the vicinity of a fuel spill

2.8.4 Main Components of Fire

For any fire to take place there must be three vital factors present:
– Fuel – This may be in the form of solids, liquids or gases.
– Oxygen – This being present in the air.
– Heat – This can be provide in many ways, i.e. naked flame, sun-light, electrical parts
becoming hot, etc.
If any part is removed the fire will be extinguished.

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2.8.5 Fire Extinguishing

Fire can be extinguished in one of the following three ways:
– Starvation – Removing source of fuel, by turning off supply at source, removal of
uninvolved fuel or blanking of fractured feed pipe.
– Smothering – This means cutting off the supply of oxygen to the fire by means of
application of a blanket of foam or using an inert gas which is heavier than air.
– Cooling – By using water that will absorb the heat, thus in turn lowering the
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temperature.

2.8.6 Fire on the Ramp

In the event of a fire the following procedure must be performed:
– Stop all activity around the aircraft at once
– If fire is discovered in a parked aircraft any persons onboard should be immediately
advised and evacuated
– All concerned personnel, crew and airport authorities must be informed.
– If possible doors and hatches etc. on aircraft should be closed
– If fire occurs on a piece of ground support equipment, it should be controlled utilizing
either the apron extinguishers or extinguishers on the equipment. As soon as is
possible, the equipment should be removed from the vicinity of the aircraft
– In the event of a fire (without putting oneself at risk), attempt to safeguard the lives of
both passengers and colleagues, as well as the aircraft or equipment involved.
– If an aircraft arrives with a wheel fire, always approach the wheel in the fore/aft
direction never from the side. Solid streams of water or CO2 should not be used.
Rapid cooling could cause the wheel to explode.
– When an aircraft lands with a suspected fire or a smoke warning in a cargo hold, a full
passenger evacuation of the aircraft should be carried out before any hold door is
opened. Hold doors must not be opened, except by a fire-fighting crew with the
necessary equipment. Failure to observe this directive would result in an inrush of air
into the hold, which could cause the fire to erupt with explosive force. The results
could be disastrous if passengers are still inside the cabin above the hold.

2.8.7 Equipment Fire

If a fire is identified or suspected in a piece of ground equipment that is connected to or within
3m of the aircraft, it is to be treated as an aircraft fire.
– Ground equipment not connected or close to the aircraft, the crew must be
immediately informed.
– Stop all activity around the aircraft at once.
– Go on board and warn the flight crew and any other persons present that they should
leave the aircraft via the normal exits. If verbal communications cannot be made the
agent must attract the crews attention and give the standard fire signal pointing
towards the location of the fire.
– Warn the Airport Fire Department, via the flight crew or directly.

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– Position fire extinguishers.

– Remove all ground support equipment which could interfere with an evacuation route.
– Switch off the Ground Power Unit and other ground support equipment after all
persons have left the aircraft and all measures have been taken.
– Once everyone is evacuated, ground personnel must leave the area.
– Inform station management.
– If possible, tow the aircraft to a safer place if considered necessary.
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2.8.8 Spillage of Liquids

Any spillage on the ramp, e.g. fuel oil or hydraulic liquids must be reported immediately to the
airport authority (if applicable) and the area cleaned in accordance with local regulations.

2.8.9 Severe weather operations

(IATA AHM 630)
Severe weather is a constant danger to all industries that have activities outdoors. Airside
operations are particularly affected because of the open areas of airports that are part of the
work area. A Severe Weather Operations Plan should be established by GH.

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CHAPTER 3 LOAD PLANNING

3.1 GENERAL

3.1.1 Load Planning Rules

– Observes all loading limits of the aircraft and the compartments as set forth on the
Loading Instruction Report (LIR).
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– Observes all incompatibilities of special loads.

– Ensures that the loaded index for Zero Fuel and Take Off are within set limits.
– Ensures that on multi-sectored flights the aircraft is loaded in a way that does not
require re- loading for centre of gravity restrictions at transit station.
– Distributes load in sequence - cargo first, mail second and baggage last. Baggage
can thus be offloaded first.
– Ensures baggage is easily accessible and not blocked by other load.
– Loads only load that can be offloaded at the destination.
Catering Equipment: Ensures that catering equipment needed for onward or return flight is
loaded in a way that it can be offloaded at the next transit or turnaround station as soon as
possible.
Mail: Ensures quick access at destination ensure that mail is loaded in such a manner that
quick loading and unloading of baggage is not affected.
Stand-by Cargo: Loads stand-by cargo next to the compartment door to ensure easy
offloading, if necessary
Load Estimates: For estimating loads, observes the expected figures of the following load:
– Number of passengers
– Number and mass of baggage
– Booked cargo
– Mail
– Service cargo
NOTE 1: Ensures special attention is given to special loads e.g. cargo, passenger baggage,
wheelchairs and so on.
NOTE 2: Low Loads. Loading procedure if low load is planned for the flight and until no
request from SmartLynx Airlines Ground Operations or PIC is received:
1. Start passenger allocation from the middle of the cabin (row 14) to back and forward.
2. Bags, cargo, mail and other loads shall be loaded first in cargo compartment #3. (If 3 is full
- rest to cargo compartment #4).

3.1.2 Preload planning stage

– Checks on status for special loads (PER, AVI, BIG).
– Does spot checks in the warehouse and on the ramp for cargo that is on the pallets, if
required.

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– Supervises and advises handling agent for AVI, HEA and BIG for correct palletizing
and spreading, if required.
– Checks aircraft schedule for availability and maintenance release out of checks.
– Checks inbound CPM for AVI, HEA and/or BIG cargo and informs handling agent and
dispatch about longer offloading times, necessary equipment needed and aircraft
cleaning and disinfection, if required.
– Gives estimate ZFM to flight dispatch minimum 2 hours before flight departure;
– Checks for crew, deadhead staff and other persons on-board.
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– Coordinates with the handling agent the pallet build-up of special contour or Mass if
required.
– BIG loads should already be strapped onto the pallet prior to loading when possible.

3.1.3 Load Planning

– If the handling agent is required to load the compartments long before departure,
plans the pallets accordingly and anticipates to use Cargo Last Minute; does not plan
the compartments too tail heavy.
– Plans the destinations in such a way that when the main deck is offloaded at the first
destination the aircraft centre of gravity is not altered too much and will remain within
in safe limits.
– For ULD’s with the same destination plans them together into the forward or aft lower
deck to avoid opening of all lower deck doors during offloading.
– Avoids unnecessary transit offload at destination as much as possible.
– Uses correct segregation; DGR-AVI-PER etc. for enough temperature segregation
during flight.
– Plans same kind of cargo together (PER, AVI) for better temperature control.
– If for any reason the load is not ready and the aircraft needs to depart on time, plans
the load with estimated mass and start loading in advance.
– Advises final ZFM to flight dispatch upon receiving the final pallet manifest and
estimated loading time.
– Issues the loading instructions to the handling agent with the correct sequence as
soon as the trim is finished.
– Coordinates with the handling agent the necessary loading equipment (heavy forklift,
type of high loader for long off size and etc.) if required.
– Before sending CPM checks thoroughly correct destinations, pallet numbers, mass
and remarks (AVI, DGR, PER) cross checks CPM data with the manifest.
– Sends CPM as soon as possible for short leg destinations (flight time 3 hours or less).
– Advises offload station about correct offload equipment (high loader, crane, workers
for pushing, special care for offloading) when necessary.
– Avoids offloading transit cargo, whenever possible and informs the handling agent
about transit pallets remaining on board.
– Foresees longer loading time for adverse weather conditions (rain, snow).

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3.2 MASS AND CENTRE OF GRAVITY

3.2.1 General
The mass and the centre of gravity of any aeroplane are established by actual weighing to prior
initial entry into service and in the future, weighting operations is to be done at intervals of 4
years if individual aeroplane masses are used and 9 years if fleet masses are used. The
accumulated effects of modifications and repairs on the mass and balance are accounted for
and properly documented. Furthermore, aeroplanes will be re-weighed if the effect of
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modifications on the mass and balance is not accurately known.

3.2.2 Terminology
Dry operating mass (DOM) - the total mass of the aeroplane ready for a specific type of
operation excluding all usable fuel and traffic load. This mass includes items such as:
– crew and crew baggage;
– catering and removable passenger service equipment; and
– Potable water and lavatory chemicals.
NOTE: Different DOMs may be published for different crew, catering or emergency
equipment versions.
Dry operating index (DOI) – the applicable index on the aeroplane index system
corresponding to the specific DOM.
Maximum zero fuel mass (MZFM) - the maximum permissible mass of an aeroplane with no
usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel
mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations.
Maximum structural landing mass (MSLM) - the maximum permissible total aeroplane mass
upon landing under normal circumstances.
NOTE: This is the maximum structural limit and must not be mistaken with the “MAXIMUM
ALLOWED MASS FOR LANDING” which also considers any additional performance
limitations.
Maximum structural take off mass (MSTM) - the maximum permissible total aeroplane mass
at the start of the take-off run.
NOTE: This is the maximum structural limit and must not be mistaken with the “MAXIMUM
ALLOWED MASS FOR TAKE-OFF” which also considers any additional performance
limitations for a particular route.
Maximum approved passenger seating configuration (MAPSC) - the maximum passenger
seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats and cabin
crew seats as applicable, approved by the Authority and specified in the AFM.
Last minute change (LMC) - a late change/amendment to the mass and balance sheet which
does not require the preparation of a new mass and balance sheet if the changes/amendments
to the existing mass and balance sheet do not exceed the limits specified in the AOM.
Payload (PL) - The total mass of the revenue load (passengers, cargo or mail).

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Passenger classification:
– Adult: A person of an age 12 years or older
– Child: A person of an age between 2 and 12 years
– Infant: A person of an age of less than 2 years
Traffic load (TL) - The total mass of passengers, baggage and cargo, including any non-
revenue load.
Certified centre of gravity limits (CG) - these are the CG limits the aeroplane was certified
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with. Making full use of the certified limits would assume that the centre of gravity was correctly
computed without any errors!
Operational centre of gravity envelope - this is the operational centre of gravity envelope
which further restricts the certified centre of gravity envelope to compensate for errors such as
the differences between assumed passenger masses and actual masses, use of one common
moment-arm for several seat rows, deviations in the distribution of baggage/cargo/mail in the
various compartments, inaccuracies in the actual mass of baggage, deviation caused by gear
and/or flap positions, in flight movements of passengers, cabin crew and pantry equipment
(trolleys), deviation in fuel distribution etc. The operational centre of gravity envelope must
never be exceeded.

3.2.3 Methods, procedures, responsibilities for preparation and acceptance of Load

and Trim Sheet
A mass and balance document must be prepared in duplicate for each commercial air transport
flight. One copy is to be carried on the aeroplane and the other, as accepted by Commander,
must remain available at the departure station for at least 3 days.
The document may be in any format (manual or computerised) approved by the Authority to
establish aeroplane's mass and centre of gravity. It must contain details of the mass and
location of all loaded items, including fuel, and must indicate whether standard or actual mass
values have been used. Where the use of a standard load plan has been allowed by the
Authority, details must be included together with additional limitations on the permissible range
of C of G travel on which the standard plan is based.
The document, made by Ground Operations staff, must contain the name of person who
prepared it and the loading supervisor must confirm by signature that the load and its
distribution are as stated.
The mass and balance document must be acceptable to and countersigned by the aeroplane
commander. He must be informed of any late changes and the details must be entered in the
“last minute changes” spaces of both the original and duplicate documents.

3.2.4 Standard mass values

Hand baggage weight is included in passenger weight. Infants occupying separate passenger
seats must be considered as children. On flights, where no hand baggage is carried in the
cabin or where hand baggage is accounted for separately, 5 kg may be deducted from the
below mentioned male and female masses. Articles, such as an overcoat, an umbrella, a small

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handbag or purse, reading material or a small camera are not considered as hand baggage for
the purpose of this sub-paragraph.
The following standard mass values shall be used for SmartLynx operations:
Table 3—1 Mass Values for Passengers

Type of Flight
Passengers
Holiday All except Holiday Military or sport
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Charter Charters teams Charters

All Adult 76kg 84kg 100kg

Children (2 to 12 years) 35kg 35kg 45kg
Infant (up to 2 years) 0kg 0kg 0kg

For the purpose of Table 3-1: holiday charter means a charter flight solely intended as an
element of a holiday travel package.
Table 3—2 Mass Values for Crew

Crew Position Standard Mass Including Hand Baggage

Flight Crew 85kg

Cabin Crew 75kg

For the purpose of Table 3-2:

– Mass Values for Crew is included in DOM and DOI.
– Crew hand baggage included in DOM and DOI.
– Crew checked baggage is not included in DOM and DOI.
Table 3—3 Alternative Passenger and Baggage Mass Values

Type of Flight Male Female Child Infant Baggage

Scheduled Flight 88kg 70kg 35kg 0kg Actual or according to

Charter Flight 83kg 69kg 35kg 0kg Table 3-4 below

Alternatively, where payload issues are limiting (and Handling Agent can provide passenger
figures divided by gender), the use of weights based on actual adult breakdown of male /
female is permitted.
Table 3—4 Baggage Standard Mass

Type of Flight Baggage Standard Mass

Domestic 11kg
Within the European region 13kg

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Table 3—4 Baggage Standard Mass

Type of Flight Baggage Standard Mass

Intercontinental 15kg
All other 13kg

For the purpose of Table 3-4:

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– Domestic flight means a flight with origin and destination within the borders of one
State;
– Flights within the European region means flights, other than Domestic flights, whose
origin and destination are within the area specified in picture below:

– Intercontinental flight, other than flights within the European region, means a flight
with origin and destination in different continents.
Mass value for checked baggage is actual mass of checked baggage.
Gate delivery items (e.g Baby strollers, musical instruments, medical equipment, sports
equipment and service animals) must be weighted at check-in and overall weight added to
actual weight of luggage.
If weighing is not available flight crew shall use 11 – 15 kg for each adult passenger (refer to
Table 3—4 on page 3–5).
NOTE: Any additional baggage must be taken into account.
On any flight that can be identified as carrying a significant number of passengers whose
baggage masses, including hand baggage, are expected to exceed the standard mass, the
actual mass or by adding an additional increment to the total baggage load must be made.
Certain flights can be identified in advance of an expected higher mass than standard (e.g.
Military, sports teams), in such cases actual baggage weights must be used, unless notified of
a different standard mass of these flights or sufficient weight change to the final loadsheet to
account for such special load situations to ensure accuracy in the aircraft calculations/
loadsheet. The Pilot in Command must be advised when non-standard masses are used.

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Flights will be evaluated by Ground Operations department after receiving passenger type
information from commercial department.
When Containers or Pallets are not individually weighed or responsible person is not presented
with a mass slip, they must use standard Mass based on baggage volume as listed below:
– One cubic meter of baggage is considered to weigh around 180 kilograms.
– For the purpose of average Mass, containers are considered to use 85% of volume
available when full.
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Load density used for load estimates:

– Baggage – from 132kg/m3 (approx. 12pc per m3) to 180kg/m3
– Mixed Mail –170kg/m3
– Letter Mail – 230kg/m3
– Parcel Mail – 130kg/m3
– Cargo – 170kg/m3 (If actual or booked figures are not available)
Based on the density of baggage the following types of Unit Load Devices are considered to
weigh as listed in the following table.

Size
IATA Code Base (L x W) Volume Mass
Code

LD1 AKC / AVC / AVD/ AVK / AVJ 61.5 X 60.4 4.7 m3 900 kg

LD2 DPN / APA / DPA 47.0 X 60.4 3.4 m3 650 kg

LD3 AKA / AVA / AVE 61.5 X 60.4 4.3 m3 850 kg

LD4 ALF / DLF 96 X 60.4 3 1250 kg

5.7 m
LD5 FLA / ALF / AW4 125 X 60.4 47.2 m3 1650 kg

LD6 PMC / P6P 125 X 96 11.6 m3 2700 kg

LD7 PAG / P1P 125 X 88 3 2500 kg

10.6 m
LD8 DQF / DLE / DLF 96 X 60.4 3 1350 kg
47.2 m

FAK (Flyaway kit): The Fly Away Kit is not incorporated into the Dry Operating Mass of the
aircraft. If the fly away kit is to be used, incorporate the mass and balance effect onto the
Loadsheet.
The Mass and Balance Report contain information on adjustments to the Dry Operating Mass
if the Fly Away kit needs to be included.
The standard Mass & locations used for Fly Away Kits is as follows: 600kgs to be added to the
Bulk Cargo Compartment.

3.2.5 Mass and Balance Report

SmartLynx issues a Mass and Balance Report for all aircraft. The purpose of the Mass and
Balance Report is to maintain a single source of information.

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3.2.6 Load Planner & Loading Instructions

The Load planning is aircraft type specific. Confirm that the correct form is used.
Cumulative load. The total Mass of zones forward of the centre section added forward to aft
and total Mass of zones aft of the centre section are added aft to forward. Maximum cumulative
Mass limit is denoted below.
Index table for total zone Mass: Fill in the index corresponding to the total zone Mass. Indices
are read for the total zone Mass ranging from 0 kg to maximum zone Mass. The indices are
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presented for each zone.

The sum of indices from all zones is written in the box for Total Cargo Index.
Dangerous Goods or Special Loads
The special remarks box must be ticked when dangerous goods or special loads are carried.
This is an advisory to the Pilot in Command that he should receive a NOTOC before departure.
The Load Planner is also uses a Loading Instruction form that shows the written instructions
to the loading personnel for unloading or loading the aircraft.
NOTE: A loading instruction form must be prepared for every outgoing flight.
If deviations from the loading instructions are necessary, during loading, they must be
indicated on the Loading Instruction form and reported to the Load Controller or Loadmaster
as soon as possible for correct loads documentation.
Special Instructions: Remarks about special loads and additional instructions to the loading
personnel must be clearly marked on the Loading Instruction form. Examples of this are
overhangs, use of loading material such as straps, supporting planks, absorption sheets and
etc.
Signature of loading supervisor:
The designated person responsible for the loading SmartLynx aircraft confirms by their
signature that:

1) Each pallet that is to be loaded has been inspected for state of repair and load ability.
2) Each pallet loaded has been checked to verify ULD Identification, Destination, Mass
and Remarks by comparing the information on the ULD Card to that on the Loading
Instructions.
NOTE: All deviations are to be noted by crossing out the existing information and entering
the correct information from the ULD card. If the actual Mass of the loaded pallet is
heavier or lighter, Load Controller or Loadmaster must be notified as soon as
possible.
3) All pallets Loaded with Dangerous Goods have a properly labelled ULD tag attached
to it. Main Deck Pallets shall have the tag located on the aisle side.
4) Pallets are loaded in the position specified on the Loading Instructions.
5) All pallet restraint devices are properly positioned and locked.
6) All deviations from the Load Plan must be noted clearly on the Loading Instructions
and the Load Controller or Loadmaster has been advised.
NOTE: The above checks pertain to both the Main Deck and the Lower Deck.

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7) The person responsible for check writes their name with block letters, and signs the
Loading Instruction form in the appropriate blocks, certifying that all deviations have
been noted and that the load has been secured in accordance with SmartLynx
procedures.
8) The designated person returns a signed copy of the Loading Instructions to the Load
Controller or SmartLynx Representative.

3.2.7 Load & Trim sheet

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The following information is required for the completion of the Load & Trim Sheet. The form is
Aircraft type specific; the person responsible must make sure that the correct form is used.
Rules for completion of the Load & Trim sheet: For every flight, the mass and the position
of the centre of gravity are to be calculated:
– Use writing instrument that is not erasable.
– For correction cross out with a single line are write in the correction lines or columns.
– Do not erase or overwrite any entry.
– If the load sheet is not clearly and distinctly readable because of corrections the
Commander may demand a new load sheet.
Aircraft basic data: The Mass and balance report for the aircraft will provide the basic data
such as the DOM (Dry Operating Mass), DOI (Dry Operating Index) as well as the maximum
mass.
The Mass & Balance Report provides the basic data for index changes such as Fuel loaded,
Passengers, baggage, cargo and mail loaded into the holds.
Significant Deviations: If there is a significant number of passengers’ carrying large quantity
of hand baggage, e.g. passengers carrying holy water, adequate mass corrections are to be
made on the load sheet. Actual masses are to be used if possible.
Signature: The person completing the Load & Trim sheet confirms with their signature that:
– the Load & Trim sheet has been completed according to these guidelines;
– that all entries are correct;
– that the maximum aircraft masses have not been exceeded;
– that the individual compartment and position limits have not been exceeded.
The Commander confirms by his signature the acceptance of the Load & Trim sheet
Distribution of the Load & Trim sheet: The form is issued in triplicate, after signing by the
person completing the load sheet and the Commander it is to be distributed as follows.
– Original - Remains on board.
– 1st Copy - Remains on board to be handed over at the arrival station
– 2nd Copy - Kept with handling agent for duration of flight.
Centre of Gravity Envelope: The Centre of Gravity location of the zero fuel mass and take-
off mass of the aircraft shall be marked in the CG envelope diagram. All Limits in the diagram
are absolute and must not be exceeded. Centre of Gravity Limitation for landing may also need
be considered.

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Make one vertical line representing the Take Off index and another for the Zero Fuel index
connecting the index units on the edges of the envelope. Make a line horizontally abeam from
the Take Off Mass intersecting with the vertical line for the take-off index. Repeat the process
for the Zero Fuel Mass. Ensure that both crosses fall within the limits of the envelope.
Read the Centre of Gravity value for both the Take Off Mass and Zero Fuel Mass as well as
the Stabilizer trim Units (where incorporated) and note accordingly on the Load sheet.
Regulated Masses: In some instances, where factors other than the maximum structural
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Mass of the aircraft are the limiting factors in determining the Maximum Take Off Mass it is
permissible to use Regulated Masses. The Regulated Masses only act as a check against
gross errors. When correctly calculated the difference between the regulated Mass and the
final actual Mass is always the same number, i.e. Regulated ZFM (- minus) Actual ZFM will be
the same as Regulated TOM (- minus) Actual TOM.
The Regulated Masses are determined by extracting the information from the allowed traffic
load calculations, the lowest of A, B or 3 will be the Maximum Regulated Take Off Mass, To
obtain the Maximum Regulated Zero Fuel Mass subtract the Take Off Fuel from the Max. Reg.
Take Off Mass and to obtain the Maximum Regulated Landing Mass subtract the Trip Fuel
from the Max. Reg. Take Off Mass.

3.2.8 EDP Load sheet

SmartLynx produces EDP Data (AHM560) for all passenger aircraft and if requested, some
Cargo Aircraft. A DCS (Departure Control System) is authorized to produce Computerized
Load sheets, provided samples have been submitted to SmartLynx for approval.
If mass and balance documentation is generated by a computerized mass and balance
system, it means that SmartLynx ground operations department has verified the integrity of the
output data and that the system has operated correctly on a continuous basis by verifying the
output data at intervals not exceeding 6 months.
NOTE: Approved EDP systems can be used on all SmartLynx flights.
Key to Computerized Load sheet

1) “Header” line indicating a “Load sheet”

2) Mass unit for Load sheet is in Kilos
3) EDNO - Edition number of Load sheet, if corrected sheet issued, would change to 2,
3 etc.
4) From/To - Flight Number - Date
5) Version - indicates planning parameters
6) Crew - the number before the / is the flight crew, the number between / is the
Observers and the number behind the / is cabin crew
7) Load in compartments section
8) TOTAL payload on the aircraft
9) TOTAL Mass in each Zone
10) Passenger information
11) TOTAL payload (Traffic Load)
12) Dry Operating Mass (DOM)

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13) Actual and MAX Zero Fuel Mass

14) Take Off Fuel (TOF)
15) Actual and MAX Take-off Gross Mass
16) Trip fuel - En-route fuel burn
17) Planned and MAX Landing Gross Mass
18) Dry Operating INDEX and Dry Loading INDEX
19) Loading INDEX at Zero Fuel Mass, and Loading INDEX at Take Off Mass
20) Zero Fuel Mass %MAC and Take Off %MAC Note: Verify Stabilizer Trim as with some
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system it needs to be computed manually

21) Space for Last Minute Changes
22) Available Payload before Last Minute Changes
23) Forward and Aft Limit loading index for ZFM, to confirm actual LIZFM is within limits
24) Taxi Fuel - Planned and MAX Taxi Mass
25) Load message body. Breakdown by destination, zone and compartment
26) Indication that a NOTOC is to be included in paperwork
27) Crew names and all names of ACMs - souls on board
28) Cargo/Mail detail by destination
29) Date, Time and initials of preparer
Insert Computer Load sheet and number accordingly.
Completion of “No Change” Load & Trim sheet
Technical Stops, without a Change of Load: whenever a technical stop is made for fuel uplift,
the crew must complete a new Load & Trim sheet.
In order to speed up the process it is permissible to use the Zero Fuel Mass data from the
previous leg.
If a manual Load sheet was used: simply transfer the pertinent data from the previous to a new
one.
If a computer generated Load sheet was used on the prior leg the following procedures are
recommended for completion of the new Load & Trim sheet:

1) Use the actual Zero Fuel Mass and the Zero Fuel centre of gravity (% MAC) from the
computer generated Load sheet.
2) On a SmartLynx Load sheet, draw the Zero Fuel line on the CG grid and a line to
intercept at the point of the Zero Fuel centre of gravity (% MAC).
3) Read the index for this line.
4) Transfer this mass and index to complete the form.

3.2.9 Last Minute Changes

A change to the Load sheet, which is made after completing it, is called Last Minute Change.
A special column in the Mass and balance table is dedicated for this kind of changes and must
be used to ensure that the changed load will not lead to total mass or CG locations exceeding
the permitted limits.

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The reasons for performing an LMC, apart from changes to the cargo load, can also be due to
changes in the number of passengers or the amount of total fuel carried, or it may be necessary
for solving a load or balance problem, etc. Whenever Last Minute Changes are made after the
original documents have been handed over to the captain, the person responsible for the
changes must inform the captain of the changes and present him with a new copy of the Load
& Trim sheet that includes all the new figures written in the LMC column.
Last minute changes should only be made on the Load & Trim sheet when there is no sufficient
time to make a new form without delaying the flight.
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The Maximum Last Minute Changes Permitted:

Aircraft type LMC PAX LMC PAYLOAD

A320 ± 6 pax ± 600 kg
A321 ± 8 pax ± 750 kg

A complete new Loadsheet is Required when limits are exceed.

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3.3 DANGEROUS GOODS AND SPECIAL LOAD

3.3.1 Introduction to Dangerous Goods (DG) and Special Load

Dangerous goods must never be carried as checked or unchecked baggage by passenger or
crew.
Dangerous goods may be divided into four categories:
– Acceptable for transport by air provided all the provisions of the Regulations are
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complied with.
– Forbidden for transport by air under any circumstances.
– Forbidden for transport by air unless exempted by states concerned.
– Excepted from the provisions of the regulations.
Dangerous goods can only be carried according to the IATA Dangerous Goods Regulations
(DGR) which is based on ICAO / Doc 9284-AN/905, irrespective of whether the flight is wholly
or partly within or wholly outside the territory of State.

3.3.2 Categories of Dangerous Goods

Dangerous goods are divided into 9 classes reflecting the type of risk involved:

Class IMP-code (Interline Message Procedure) Name

1 RXS Explosives
RNG Non-flammable gas
RFG Flammable gas
2
RCL Cryogenic liquid
RPG Toxic gas
3 RFL Flammable liquid
RFS Flammable solids
4 RSC Spontaneously combustible
RFW Dangerous when wet
ROX Oxidizer
5
ROP Organic peroxide
RPB Toxic
6
RIS Infectious substance
RRW Radioactive - white
7
RRY Radioactive - yellow
8 RCM Corrosive
RMD Miscellaneous dangerous goods
RSB Polystyrene beads
9
ICE Dry ice
MAG Magnetized material

3.3.3 Dangerous Goods Labelling

The shipper is responsible for labeling a package or overpack that contains dangerous goods.

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Any irrelevant labeling already on packages or over packs must be removed or obliterated.
Only labels as specified in the IATA DGR may be used. All labels must be securely attached/
affixed in the correct location(s). When applicable, subsidiary labels must be attached.
There are two types of labels: Hazard labels and Handling labels.
In the event that labels are found to be lost, detached or illegible after acceptance, they must
be replaced immediately in accordance with the information on the Shipper’s Declaration.
Packages with missing labels must be considered as damaged until the labels are replaced.
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Labelling and marking must be in the English language in addition to any other language
requirements.
To ensure that any missing, damaged or illegible dangerous goods labels are replaced,
stations must either hold sufficient stock for replacement of hazard and handling labels or have
a ready access to the labels from a third party source, e.g. other local dangerous goods
shippers.
Hazard labels:
Always diamond shaped (a square set at 45° angle) label. They indicate the type of Dangerous
Goods and the risk.
Each Dangerous Goods package must at least have a primary hazard label attached to it,
identifying the primary risk of the article or substance in the package. Secondary hazard labels
are attached to packages containing articles or substances having subsidiary risks, in addition
to the primary risk.
NOTE: There is no visible difference between primary and secondary hazard labels.
Handling labels:
Various rectangular shapes. Either alone or in addition to hazard labels. They provide
information on the proper handling and stowage.

3.3.4 Shipper’s Declaration

refer to 5.14 on page 5–28

3.3.5 Handling of dangerous goods

IATA DGR section 9

Dangerous goods can be transported safely, provided they are handled and stowed in
accordance with the instructions in this section and “Information on Dangerous Goods” (refer
to 9.14 on page 9–27).

3.3.6 Emergency Response

General emergency procedures concerning damage on Dangerous Goods, actions to be taken
etc. are described in GOM 4.4 “Dangerous Goods”.
NOTE: Local regulations for emergency response regarding occurrences involving
dangerous goods shall be adhered to.

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3.3.7 Reporting of occurrences

Non-adherence to Dangerous Goods Regulations shall be reported in accordance with
procedures concerning occurrence reporting (refer to 1.9.3 on page 1–15).

3.3.8 Information to Load Control

It is the duty of the Ground Operations department to inform the total net mass, of each
dangerous goods category, to the Load Control function.
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3.3.9 Restrictions
– Dangerous Goods registered as “CARGO AIRCRAFT ONLY” (“CAO”), must not be
planned onto a passenger aircraft.
– Dangerous Goods must not be planned in an aircraft cabin occupied by passengers
or on the flight deck of an aircraft (for exceptions refer to 3.4.4 on page 3–18)
– The incompatibility table in GOM 3.3.11 must be checked for all hazards and
restrictions that need to be followed, irrespective of whether the hazard is the primary
or subsidiary risk.
– Aircraft type limitations, as described in the respective AHM, must be checked and
followed.
– Dangerous Goods must, as a matter of principle, always be secured by lashing, but
may, in exceptional cases, be secured by other means.

3.3.10 Dangerous goods in excepted quantities

Very small quantities of Dangerous Goods may be transported in such a manner that they may
be excepted from the normal marking, labeling and documentation requirements of the IATA
Dangerous Goods Regulations. Such goods are called Dangerous Goods in Excepted
Quantities and are marked with a special label.
NOTE: Dangerous Goods in Excepted Quantities:
– Shall not be shown separately on the Loading Instruction, Loading Report,
Loadsheet, NOTOC and LDM.
– Are included in the general cargo figure.

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Minimum dimensions: 100 × 100 mm

The hatching and the symbol must be of the same colour: black or red, on white or suitable
contrasting background.
*— The primary class or, when assigned, the division number(s) must be shown in this
location.
**— The name of the shipper or of the consignee must be shown in this location if not shown
elsewhere on the package.
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3.3.11 Incompatibility Table

Packages containing Dangerous Goods, which, if damaged or handled improperly, might react
dangerously with each other or harm other Special Load, must not be stowed on an aircraft:
– next to each other,
or
– in a position that would allow interaction between them.
To maintain acceptable separation between packages containing Dangerous Goods having
different hazards and Special Load the requirements shown in the Incompatibility table must
be observed.
The scheme applies irrespective of whether the hazard is the primary or subsidiary risk.
NOTE: Packages containing Dangerous Goods with multiple hazards in the class or
divisions, which normally require separation in accordance with the table below,
need not be separated from packages bearing the same UN number.
The Incompatibility table must be checked for all hazards and restrictions followed,
irrespective of whether the hazard is the primary or subsidiary risk.

NOTE 1: Only explosives in Division 1.4, compatibility group S, are permitted to be

transported on passenger aircraft. Only the following explosives may be
transported on cargo aircraft:

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• Division 1.3 Compatibility groups C, G

• Division 1.4 Compatibility groups B, C, D, E, G, S.
NOTE 2: Explosives in Compatibility Group S may be stowed with explosives in all
compatibility groups.
NOTE 3: An “x” at the intersection of a row and column indicates that the packages
containing these classes/ divisions of dangerous goods must be segregated.
NOTE 4: A “—” at the intersection of a row and a column indicates that packages containing
these classes/divisions of dangerous goods do not require Segregation.
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NOTE 5: Division 4.1 and classes 6, 7 and 9 are not included in table above, as they do not
require segregation from other classes of dangerous goods.
Packages containing dangerous goods, which might react dangerously with each other, must
not be stowed on an aircraft next to each other or in a position that would allow interaction
between them in the event of leakage. To maintain acceptable segregation between packages
containing dangerous goods having different hazards, as a minimum the segregation
requirements shown in table above must be observed. The segregation requirements apply
based on all hazard labels applied on the package, irrespective of whether the hazard is
primary or subsidiary risk.

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3.4 SPECIAL REQUIREMENTS AND RESTRICTIONS FOR DANGEROUS

GOODS

3.4.1 Non-spillable batteries installed in wheelchairs or other battery powered mobility

devices
The batteries must be disconnected and securely attached to the wheelchair or battery
powered mobility device. The terminals must be insulated to prevent accidental short circuits.
If the battery cannot be securely attached to the wheelchair or mobility device, it must be
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handled as a spillable battery.

NOTE: Wheelchairs/mobility devices with gel type batteries do not require the battery to be
disconnected provided the battery terminals are insulated to prevent accidental
short circuits.

1) So-called “high-tech” wheelchairs with integrated non-spillable batteries, “hidden”

battery terminals and removable control units do not require the battery to be
disconnected, if the wheelchair is equipped with either:
– a main power switch (with attached label from the manufacturer clearly
stating that the battery is fully disconnected by use of it), which must be
switched off,
or
–
a removable control unit, which must be removed completely. (Simply
removing the control unit key only is not sufficient).
2) NOTOC is not required for non-spillable batteries.

3.4.2 Spillable batteries installed in wheelchairs or other battery powered mobility

devices
IATA DGR 9.3.15

Spillable batteries must be removed from the wheelchair or other battery powered mobility
devices and forwarded as cargo. They must be packed, marked and labeled in accordance
with IATA Dangerous Goods Regulations.

3.4.3 Radioactive Materials (RRY and RRW)

Radioactive materials are not carried on SmartLynx Airlines aircraft.

3.4.4 Provisions for Dangerous Goods Carried by Passengers or Crew

IATA DGR 2.3

The Technical Instructions exclude some dangerous goods from the requirements normally
applicable to them when they are carried by passengers or crew members, subject to certain
conditions.
Dangerous Goods must not be carried by passengers or crew:
– as or in checked baggage,
– as or in cabin baggage,
– on their person, except as otherwise provided in the table below. The provisions
reflect the: ICAO/IATA Dangerous Goods Regulations.

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In the cases listed below, the wording “When carriage is allowed by the operator” will mean
that a prior written consent is required from SmartLynx Airlines or the consent of the
Commander, with whom the final approval always rests.

3.4.4.1 Restricted Articles in Passenger or Crew Baggage

1) The following articles will not be carried as carry-on or checked baggage for reasons
of safety.
– compressed gases (flammable non-flammable or poisonous), e.g. butane, propane,
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gas lighter refills, charged aqualung cylinders and soda-water makers;

– corrosives such as acids, alkalis and wet cell batteries;
– explosives, munitions (see 9.1.3(2)), fireworks and flares;
– flammable liquids or flammable solids, e.g. lighter or heater fuels, matches (non-
safety), flammable paint, paint thinners, liquid polishes, white spirit and pocket
lighters with liquid fuel reservoirs;
– oxidizing materials such as bleaches and peroxides;
– poisonous liquids and poisonous solids, e.g. arsenic, cyanides, insecticides and
weed-killers;
– radioactive materials, e.g. medical radio-isotopes;
– miscellaneous restricted articles, e.g. mercury, instruments containing magnetized
material and offensive or irritating materials;
– Brief-cases and attached cases with installed alarm devices;
– Poisons and infectious substances;
– Disabling devices such as mace, pepper spray, etc. containing an irritant or
incapacitating substance;
– Personal medical oxygen devices that utilize liquid oxygen;
– Electro shock weapons (e.g. Tasers) containing dangerous goods such as
explosives, compressed gases, lithium batteries, etc.;
2) Notices regarding Restricted Articles must be prominently displayed at all aerodromes
and terminal areas where passengers are processed (e.g. check-in, security
screening, baggage claim areas), and other aerodrome points of service such as those
where tickets for air travel may be purchased. DGR or equivalent documentation must
be available at applicable locations.
3) In case an Restricted Article is either presented for check-in or subsequently
discovered in checked baggage or hand baggage these articles must be removed from
cabin baggage when cabin baggage cannot be accommodated in the passenger
cabin.
4) The ICAO Technical Instructions are presently updated and reissued every two years;
the lATA Dangerous Goods Regulations are updated and re-issued annually. Only
current issues of these publications should be used for reference when accepting
dangerous goods for carriage.

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3.4.4.2 Exemptions
An approval is not required for dangerous goods which are required to be aboard the
aeroplane as:
– Items for airworthiness or operating reasons or for the health of passengers or crew,
such as batteries, fire extinguishers, first aid kits, insecticides, air fresheners, life
saving appliances and portable oxygen supplies; and
– Catering or cabin service supplies.
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3.4.4.3 Medical equipment

In accordance with 3.4.4.3 above, approval for dangerous goods to be aboard the aeroplane
for the health of passengers is not required. An approval for dangerous goods which are
carried in flight for medical aid for a patient, such as gas cylinders, drugs, medicines, other
medical material (e.g. sterilizing wipes) and equipment containing wet cell or lithium batteries,
is not required, provided:
– The gas cylinders have been manufactured specifically for the purpose of containing
and transporting that particular gas;
– The drugs and medicines and other medical matter are under the control of trained
personnel during the time when they are in use in the aeroplane;
– Proper provision is made to stow and secure all the equipment during take-off and
landing and at all other times when deemed necessary by the Commander in the
interest of safety.
These dangerous goods may also be carried on a flight made by the same aeroplane to collect
a patient or after that patient has been delivered when it is impracticable to load or unload the
goods at the time of the flight on which the patient is carried.
NOTE: The dangerous goods identified above are not those which are a part of the normal
equipment of the aeroplane and, depending upon the needs of the patient, may
differ from those prescribed above.

3.4.4.4 Veterinary equipment

An approval is not required for dangerous goods which are carried for use in flight as a
veterinary aid or as a humane killer for animal.

3.4.5 Allowed Articles in Passengers or Crew Baggage

The Company shall ensure that information is promulgated in such a manner that passengers
are warned as to the types of goods which they are prohibited from transporting aboard an
aeroplane. As a minimum, this information shall consist of:
– (i) Information with the passenger ticket; and
– (ii) Notices sufficient in number and prominently displayed at each of the places at an
aerodrome where tickets are issued, passengers checked in and boarding areas
maintained, and at any other location where passengers are checked in or claim their
luggage.
– (iii) Notices provided at acceptance points for cargo giving information about the
transport of dangerous goods.

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NOTE: Above information on dangerous goods must be based on the current edition of
IATA Dangerous Goods Regulations (DGR) which is based on ICAO Technical
Instructions for Safe Transport of Dangerous Goods by Air.
The dangerous goods which each passenger or crew member can carry are:

1) Portable electronic devices (watches, calculating machines, cameras, cellular phones,

lap-top computers, camcorders, etc.) containing batteries when carried by passengers
or crew for personal use, which should be carried in carry-on baggage. Spare batteries
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must be individually protected to prevent short circuits by placement in the original

retail packaging or by otherwise insulating terminals, e.g. by taping over exposed
terminals or placing each battery in a separate plastic bag or protective pouch, and
carried in carry-on baggage only. In addition, for lithium batteries, each installed or
spare battery must not exceed the following:
– for lithium metal or lithium alloy batteries, a lithium content of not more than
2g; or
– for lithium ion batteries, a watt-hour rating of not more than 100 Wh.;
NOTE: Lithium ion batteries exceeding a watt-hour rating of 100 Wh but not exceeding 160
Wh may be carried as spare batteries in carryon baggage, or in equipment in either
checked or carry-on baggage. No more than two individually protected spare
batteries per person may be carried.
2) Alcoholic beverages, when in retail packagings, containing more than 24% but not
more than 70% alcohol by volume, in receptacles not exceeding 5L, with a total net
quantity per person of 5L for such beverages;
NOTE: Alcoholic beverages containing 24% or less alcohol by volume are not subject to
any restrictions.
3) Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes,
medicines containing alcohol); and, in checked baggage only, aerosols which are non-
flammable, non-toxic and without subsidiary risk, when for sporting or home use.
Release valves on aerosols must be protected by a cap or other suitable means to
prevent inadvertent release. The net quantity of each single article should not exceed
0.5 litre or 0.5 kg and the total net quantity of all articles should not exceed 2 litres or
2 kg;
4) Safety matches or a lighter for the person's own use and when carried on the person.
'Strike anywhere' matches, “Blue Flame” or “Cigar” lighters are not permitted on one's
person, carry-on or checked baggage, Cigarette lighters should have two independent
actions by the user to activate ignition. Lighter fuel and lighter refills are not permitted;
5) (5) A hydrocarbon gas-powered hair curler, providing the safety cover is securely fitted
over the heating element. Gas refills are not permitted;
6) Small cylinders of a gas of division 2.2 worn for the operation of mechanical limbs and
spare cylinders of a similar size if required to ensure an adequate supply for the
duration of the journey;
7) Radio isotopic cardiac pacemakers or other devices (including those powered by
lithium batteries) implanted in a person, or radiopharmaceuticals contained within the
body of a person as a result of medical treatment;
8) A small medical or clinical thermometer containing mercury, for the person's own use,
when in its protective case;

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9) Dry ice, when used to preserve perishable items, providing the quantity of dry ice does
not exceed 2,5 kg and the package permits the release of the gas. Carriage may be in
carry-on (cabin) or checked baggage, but when in checked baggage the operator's
agreement is required, each item of checked baggage containing dry ice must be
marked:
– “Carbon dioxide, solid” or “Dry ice”; and
– with the net weight of dry ice or an indication that the net weight is 2.5 kg or
less;
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In the cases listed below (10-17), the wording “When carriage is allowed by the operator” will
mean that a prior written consent is required from SmartLynx.
10) When carriage is allowed by the operator, small gaseous oxygen or air cylinders for
medical use;
11) When carriage is allowed by the operator, not more than two small cylinders of carbon
dioxide or another suitable gas of division 2.2 fitted into a self-inflating life-jacket and
not more than two spare cylinders;
12) When carriage is allowed by the operator, wheelchairs or other battery-powered
mobility aids with non-spillable batteries, providing the equipment is carried as
checked baggage. The battery should be securely attached to the equipment, be
disconnected and the terminals insulated to prevent accidental short circuits; if the
battery cannot be securely attached to the wheelchair or mobility device, it must be
handled as a spillable battery;
NOTE 1: Wheelchairs/mobility devices with gel type batteries do not require the battery to be
disconnected provided the battery terminals are insulated to prevent accidental
short circuits.
NOTE 2: So-called “high-tech” wheelchairs with integrated non-spillable batteries, “hidden”
battery terminals and removable control units do not require the battery to be
disconnected, if the wheelchair is equipped with either a main power switch (with
attached label from the manufacturer clearly stating that the battery is fully
disconnected by use of it), which must be switched off, or a removable control unit,
which must be removed completely. (Simply removing the control unit key only is
not sufficient).
NOTE 3: NOTOC is not required for non-spillable batteries.
13) When carriage is allowed by the operator, wheelchairs or other battery-powered
mobility aids with spillable batteries, providing the equipment is carried as checked
baggage. When the equipment can be loaded, stowed, secured and unloaded always
in an upright position, the battery should be securely attached to the equipment, be
disconnected and the terminals insulated to prevent accidental short circuits. When
the equipment cannot be kept upright, the battery should be removed and carried in a
strong, rigid packaging, which should be leak-tight and impervious to battery fluid. The
battery in the packaging should be protected against accidental short circuits, be held
upright and be surrounded by absorbent material in sufficient quantity to absorb the
total liquid contents. The package containing the battery should have on it
'Battery wet, with wheelchair' or 'Battery wet, with mobility aid', bear a 'Corrosives' label
and be marked to indicate its correct orientation. The package should be protected
from upset by securement in the cargo compartment of the aeroplane. The

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commander should be informed of the location of a wheelchair or mobility aid with an

installed or a packed spillable battery;
NOTE: NOTOC is required for spillable batteries.
14) When carriage is allowed by the operator, cartridges for weapons, (UN0012 and
UN0014 only) in division 1.4S, providing they are for that person's own use, they are
securely boxed and in quantities not exceeding 5 kg gross mass and they are in
checked baggage. Cartridges with explosive or incendiary projectiles are not
permitted. Allowances for more than one person must not be combined into one or
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more packages;
NOTE: Division 1.4S is a classification assigned to an explosive. It refers to cartridges
which are packed or designed so that any dangerous effects from the accidental
functioning of one or more cartridges in a package are confined within the package
unless it has been degraded by fire, when the dangerous effects are limited to the
extent that they do not hinder fire fighting or other emergency response efforts in
the immediate vicinity of the package. Cartridges for sporting use are likely to be
within Division 1.4S.
15) When carriage is allowed by the operator, a mercurial barometer or mercurial
thermometer in carry-on (cabin) baggage when in the possession of a representative
of a government weather bureau or similar official agency. The barometer or
thermometer should be packed in a strong packaging having inside a sealed inner liner
or bag of strong leak-proof and puncture resistant material impervious to mercury
closed in such a way as to prevent the escape of mercury from the package
irrespective of its position. The commander should be informed when such a
barometer or thermometer is to be carried;
16) When carriage is allowed by the operator, heat producing articles (i.e. battery operated
equipment, such as under-water torches and soldering equipment, which if
accidentally activated will generate extreme heat which can cause a fire), providing the
articles are in carry-on (cabin) baggage. The heat producing component ((lamp) or
energy source (batteries) should be removed to prevent accidental functioning;
17) With the approval of the operator(s), one avalanche rescue backpack per person
equipped with a pyrotechnic trigger mechanism containing not more than 200 mg net
of division 1.4S and not more than 250 mg of compressed gas in division 2.2. The
backpack must be packed in such a manner that it cannot be accidentally activated.
The airbags within the backpack must be fitted with pressure relief valves;

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Provision for dangerous goods carried by passengers or crew.IATA DGR 2.3A

The pilot-in-command must be informed of the location

Permitted or as carry-on baggage

Permitted in or as checked baggage

The approval of the operator required

Alcoholic beverages, when in retail packagings, containing more than 24% but NO YES YES NO
not more than 70% alcohol by volume, in receptacles not exceeding 5 L, with a
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total net quantity per person of 5 L.

Ammunition (cartridges for weapons), securely packaged (in Div. 1.4S, UN YES YES NO NO
0012 or UN 0014 only), in quantities not exceeding 5 kg gross weight per person
for that person's own use. Allowances for more than one person must not be
combined into one or more packages.

Avalanche rescue backpack, one (1) per person, containing a cartridge of YES YES YES NO
compressed gas in Div. 2.2. May also be equipped with a pyrotechnic trigger
mechanism containing no more than 200 mg net of Div. 1.4S. The backpack must
be packed in such a manner that it cannot be accidentally activated. The airbags
within the backpacks must be fitted with pressure relief valves.

Batteries, spare/loose, including lithium metal or lithium ion cells or NO NO YES NO

batteries, for portable electronic devices must be carried in carry-on baggage
only. Articles which have the primary purpose as a power source, e.g. power
banks are considered as spare batteries. These batteries must be individually
protected to prevent short circuits.

Camping stoves and fuel containers that have contained a flammable liquid YES YES NO NO
fuel, with empty fuel tank and/or fuel container (see IATA DGR 2.3.2.5 for details).

Chemical Agent Monitoring Equipment, when carried by staff members of the YES YES YES NO
Organization for the Prohibition of Chemical Weapons on official travel (see IATA
DGR 2.3.4.4).

Disabling devices such as mace, pepper spray, etc. containing an irritant or

incapacitating substance are forbidden on the person, in checked and carry-on FORBIDDEN
baggage.

Dry ice (carbon dioxide, solid), in quantities not exceeding 2.5 kg per person YES YES YES NO
when used to packperishables not subject to these Regulations in checked or
carry-on baggage, provided the baggage (package) permits the release of carbon
dioxide gas. Checked baggage must be marked “dry ice” or “carbon dioxide,
solid” and with the net weight of dry ice or an indication that there is 2.5 kg or less
dry ice.

e-cigarettes (including e-cigars, e-pipes, other personal vaporizers) containing NO NO YES NO

batteries must be individually protected to prevent accidental activation.

Electro shock weapons (e.g. Tasers) containing dangerous goods such as

explosives, compressed gases, lithium batteries, etc. are forbidden in carry-on
FORBIDDEN
baggage or checked baggage or
on the person.

Fuel cells containing fuel, powering portable electronic devices (e.g. cameras, NO NO YES NO
cellular phones, laptop computers and camcorders), see IATA DGR 2.3.5.10 for
details.

Fuel cell cartridges, spare for portable electronic devices, see 2.3.5.10 for YES YES YES NO
details.

Gas cartridges, small, non-flammable containing carbon dioxide or other YES YES YES NO
suitable gas in Division 2.2. Up to two (2) small cartridges fitted into a self-inflating
safety device such as a life jacket or vest. Not more than one (1) device per
passenger and up to two (2) spare small cartridges per person, not more than
four (4) cartridges up to 50 mL water capacity for other devices (see IATA DGR
2.3.4.2).

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The pilot-in-command must be informed of the location

Permitted or as carry-on baggage

Permitted in or as checked baggage

The approval of the operator required

Gas cylinders, non-flammable, non-toxic worn for the operation of NO YES YES NO
mechanical limbs. Also, spare cylinders of a similar size if required to ensure an
adequate supply for the duration of the journey.

Hair curlers containing hydrocarbon gas, up to one (1) per passenger or crew- NO YES YES NO
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member, provided that the safety cover is securely fitted over the heating
element. These hair curlers must not be used on board the aircraft at any time.
Gas refills for such curlers are not permitted in checked or carry-on baggage.

Heat producing articles such as underwater torches (diving lamps) and YES YES YES NO
soldering irons (See IATA DGR 2.3.4.6 for details)

Insulated packagings containing refrigerated liquid nitrogen (dry shipper), NO YES YES NO
fully absorbed in a porous material containing only non-dangerous goods.

Internal combustion or fuel cell engines, must meet A70 (see IATA DGR NO YES NO NO
2.3.5.15 for details).

Lamps, energy efficient when in retail packaging intended for personal or home NO YES YES NO
use.

Lithium Batteries: Security-type equipment containing lithium batteries (see YES YES NO NO
IATA DGR 2.3.2.6 for details).

Lithium Batteries: Portable electronic devices containing lithium metal or NO YES YES NO
lithium ion cells or batteries, including medical devices such as portable
oxygen concentrators (POC) and consumer electronics such as cameras, mobile
phones, laptops and tablets, when carried by passengers or crew for personal
use (see 2.3.5.9). For lithium metal batteries the lithium metal content must not
exceed 2 g and for lithium ion batteries the Watt-hour rating must not exceed 100
Wh.

Lithium batteries, spare/loose with a Watt-hour rating exceeding 100 Wh but YES NO YES NO
not exceeding 160 Wh for consumer electronic devices and PMED or with a
lithium metal content exceeding 2 g but not exceeding 8 g for PMED only.
Maximum of two spare batteries in carry-on baggage only. These batteries must
be individually protected to prevent short circuits.

Lithium battery-powered electronic devices. Lithium ion batteries for portable YES YES YES NO
(including medical) electronic devices, a Wh rating exceeding 100 Wh but not
exceeding 160 Wh. For portable medical electronic devices only, lithium metal
batteries with a lithium metal content exceeding 2 g but not exceeding 8 g.

Matches, safety (one small packet) or a small cigarette lighter that does not NO NO
contain unabsorbed liquid fuel, other than liquefied gas, intended for use by an
ON ONE’S
individual when carried on the person. Lighter fuel and lighter refills are not
PERSON
permitted on one's person or in checked or carry-on baggage.
Note: “Strike anywhere” matches, “Blue flame” or “Cigar” lighters are forbidden.

Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with YES YES NO NO
non-spillable wet batteries or with batteries which comply with Special
Provision A123 or A199, (see IATA DGR 2.3.2.2).

Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with YES YES NO YES
spillable batteries or with lithium batteries (see IATA DGR 2.3.2.3 and 2.3.2.4
for details).
Mobility Aids: Battery-powered mobility aids with lithium ion batteries YES NO YES YES
(collapsible), lithium-ion battery must be removed and carried in the cabin (see
IATA DGR 2.3.2.4(d) for details).

Non-radioactive medicinal or toiletry articles (including aerosols) such as hair NO YES YES NO
sprays, perfumes, colognes and medicines containing alcohol; and

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The pilot-in-command must be informed of the location

Permitted or as carry-on baggage

Permitted in or as checked baggage

The approval of the operator required

Non-flammable, non-toxic aerosols in Division 2.2, with no subsidiary risk, for NO YES NO NO
sporting or home use.
The total net quantity of non-radioactive medicinal or toiletry articles and non-
flammable, non-toxic aerosols in Division 2.2 must not exceed 2 kg or 2 L and the
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net quantity of each single article must not exceed 0.5 kg or 0.5 L. Release valves
on aerosols must be protected by a cap or other suitable means to prevent
inadvertent release of the contents.

Oxygen or air, gaseous, cylinders required for medical use. The cylinder must YES YES YES YES
not exceed 5 kg gross weight.
Note: Liquid oxygen systems are forbidden for transport.

Permeation devices, must meet A41 (see IATA DGR 2.3.5.16 for details). NO YES NO NO

Portable electronic devices containing non-spillable batteries, batteries must NO YES YES NO
meet A67 and must be 12 V or less and 100 Wh or less. A maximum of 2 spare
batteries may be carried (see 2.3.5.13 for details).

Radioisotopic cardiac pacemakers or other devices, including those powered NO NO

by lithium batteries, implanted into a person or fitted externally, or ON ONE’S
radiopharmaceuticals contained within the body of a person as the result of PERSON
medical treatment.

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

dangerous goods, such as lithium batteries and/or pyrotechnic material, except
FORBIDDEN
as provided in 2.3.2.6 are totally forbidden. See entry in IATA DGR 4.2–List of
Dangerous Goods.

Specimens, non-infectious packed with small quantities of flammable liquid, NO YES YES NO
must meet A180 (see IATA DGR 2.3.5.14 for details).

Thermometer, medical or clinical, which contains mercury, one (1) per person NO YES NO NO
for personal use, when in its protective case.

Thermometer or barometer, mercury filled carried by a representative of a YES NO YES YES

government weather bureau or similar official agency (see 2.3.3.1 for details).

NOTE: When Ground Operations department receives request for transportation of

dangerous goods for the articles of substances requiring approval of SmartLynx (as
per table above “yes” in column “The approval of SmartLynx is required”), Ground
Operations department reviews request and accepts transportation if all applicable
requirements are met. Then Ground Operations department informs contracted
ground handling agent, OCC, TOC etc. as applicable about transportation of
dangerous goods.

3.4.6 Special Requirements and Restrictions for Special Load

The following rules must be followed:
– Incompatibility list in GOM 3.3.11 must be checked and restrictions followed.
– Aircraft type limitations, as described in the respective AHM, must be checked and
followed.

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3.4.7 Company mail (COMAIL) and Company materials (COMAT)

(IATA DGR section 2)
Company mail (COMAIL) and Company materials (COMAT) are non-revenue cargo, and must
be handled as General Cargo.
Items shipped as company mail or materials must always be odorless and leak free. The
following articles are forbidden in company mail and materials:
– Dangerous Goods (as defined in IATA Dangerous Goods Regulations).
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– Other dangerous articles.

– Liquids.
– Restricted articles (restricted by laws or other external regulations).

3.4.8 Diplomatic cargo

Diplomatic cargo is included in, and shall be handled as, general cargo.

3.4.9 Diplomatic mail (DIP)

Diplomatic mail (DIP) in custody of the airline shall:
– when loaded in the security locker in the cabin:
• not be included in the Loading Instruction, Loading Report or Loadsheet, neither
with load category nor by mass, but is included in the LDM.
– when loaded in compartments
• be included in the general cargo figure on the Loading Instruction, Loading
Report and Loadsheet,
• be noted in the remarks field of the Loading Instruction as DIP, and is included in
the LDM.

3.4.10 Human remains (HUM)

Where there is a request to carry human remains on SmartLynx Airlines aircraft the following
information must be sent, as soon as possible, to the SmartLynx Ground Handling.

1) Deceased's full name.

2) Passport number and date of issue.
3) Outbound flight details.
4) Cause of death.
5) Name, address and telephone contact of undertakers meeting the deceased.
6) Inbound flight details.
Transportation of coffins or funeral urns on a passenger flight shall be as following:
– Human remains, (except cremated), (HUM) must be contained in a hermetically
sealed inner coffin of lead or zinc inside a wooden coffin.
– The wooden coffin must be protected from damage by an outer packing and covered
by canvas or tarpaulin so that the nature of its contents is not apparent.
– Cremated remains must be shipped in funeral urns which are efficiently cushioned by
suitable packaging against breakage.

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– It is not allowed to put non-cremated human remains (HUM) in the same

compartment as live animals (AVI), perishables/foodstuffs (EAT) and live human
organs (LHO).
– If a coffin containing HUM weighs 150 kg or more, it shall also be regarded as a
heavy item (HEA) for loading purposes.
NOTE: HUM shall always be used as remark code on Loading Instruction, Loadsheet and
LDM, irrespective of mass.
Mourning ceremonies on the apron should be avoided.
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3.4.11 Live Animals (AVI, AVC, AVP)

Abbreviations:
AVI - Live animals
AVIH - AVI in cargo compartment (cargo hold)
AVC - Cold blooded animals (e.g. reptiles, shellfish, amphibians, arthropods etc.)
AVP - Aquatics and Live Fish
PETC - Pet in cabin
Acceptance for Carriage
Attention! The carrier reserves the right to refuse acceptance of an animal for such reasons
as illness, poor kennelling of the animal or long transit times.
Animals must only be accepted for carriage as cargo or checked-in luggage (kennel/crate):
– The kennel must have a leak proof bottom and absorbent material as bottom cover;
– Bookings for all AVI must be made through operating airline.
The airports' cargo agent or ground handling agent is to ensure that:
– The animal is in an IATA approved container of the appropriate size for the animal;
– The animal is in a fit condition to travel.
Live Animals allowed only on A320 in suitable A/C (A/C compartment must be with smoke
detectors, heating and ventilation). Loading only to AFT compartment with prior permission
from PIC.
NOTE: Live Animals not allowed for carriage on A321.
Transportation of AVI is allowed only on following aircraft:
– ES-SAO;
– ES-SAQ;
– YL-LCT;
– ES-SAK.
NOTE: Flight Crew, please refer to fleet difference table ART 426.

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Documentation
It is passenger/cargo agent responsibility to be sure that necessary paperwork is completed:
– Airwaybill - If applicable;
– Cargo Manifest - If applicable;
– Import/Export License (if required);
– Pets Passport - If applicable;
– NOTOC - Special Load specification (notification to captain);
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– Shippers Certificate for Live Animals - If applicable.

Limitation
Only a limited number of PETC and AVIH can be accepted per flight; for details please refer to
the refer to 9.6 on page 9–8.
The passenger to whom belongs the animal must be travelling on the same flight.
Unaccompanied animals can only be accepted as cargo (if applicable).
In case of doubt whether a passenger is really the owner of the animal or might transport the
pet by order of a third party, he must be informed about all associated responsibilities.
Restrictions
– AVI transported for the purpose of laboratory testing are not accepted;
– No dogs & cats under 12 weeks old;
– No pregnant animals without an official veterinary certificate;
– No animal to be carried having given birth in the previous 48 hrs.;
– Dogs/cats in wicker baskets are not accepted;
– Snub nose dogs must not be muzzled.
Loading
– Cargo or ground handling agents supply adequate spreaders and lashing and
present them with the animal to the loaders;
– Check of the Incompatibility Table for restrictions with other load (refer to 3.3.11 on
page 3–16) shall be performed before loading;
– The animal should be loaded onto the spreaders as near the doorway as possible;
– The box must then be lashed securely to the hold;
– Adequate space must be left around the box for ventilation;
– Hold baggage should be prevented from becoming in contact with the box during
flight;
– Hold lights should be turned on;
– The door should be left open for as long as possible during ground operation;
– On arrival animals should be removed/cleared from the aircraft as quickly as possible;
– Animals should not be left in direct sunlight, high temperatures or inclement weather
prior to or post flight;
– Animals that are natural enemies, for example cats and dogs, can be loaded together
within the same compartment;

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– Live animals MUST NEVER be loaded in the same hold as:

• Dry Ice; (Exception: Live tropical fish and other fish for aquarium use may be
loaded together with ICE, as they are packed in closed containers and are not
dependent on the oxygen in the compartment.)
• Human Remains;
• Catering/Foodstuffs;
• Natural Enemies;
– A Notification to Captain (NOTOC) shall be issued when live animals (AVI, AVC, AVP)
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are loaded on board an aircraft;

NOTE: A change in load and/or loading position at a transit station must be reported to the
Commander.
Special Load Notification to Captain (NOTOC)
NOTOC shall be completed in duplicate and presented to the Captain. It will advise the
Captain:
– What type of animals are carried;
– In what quantity;
– Where located on the aircraft.
On Departure
A load signal (LDM) must be sent and include the destination and location of the animal/s:
e.g. RIX - AVI/4
On Arrival
Loaders should open hold as soon as possible and remove animal to the warehouse or to the
passenger in arrivals. The hold should be checked for fouling etc., and if required be thoroughly
cleaned.
If the animal is in a distressed state this must be reported to crew immediately. SmartLynx
Ground Operations must also be informed on RIXPS6Y, RIXOF6Y, RIXOC6Y and via e-mail:
[email protected]
Any queries on the carriage of Live Animals should be directed to the SmartLynx Ground
Operations: [email protected].
Procedure for acceptance of AVIH:
– Note pieces and weight of all checked baggage including the AVIH (pet plus kennel);
– Affix passenger name and address label to the kennel. Use special "Live Animal"-
sticker which also contains a checklist for check-in staff ("Live Animal" stickers should
be provided by operating airlines);
– Additionally label the kennel with a checked baggage tag.
– IATA Live animals acceptance checklist shall be used during acceptance of AVIH: IOSA
CGO 3.3.2

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Carriage of Small Pets (Cats and Dogs in Cabin Only, shortened - PETC)
It is not SmartLynx Airlines policy to carry small animals in the aircraft cabin. The exception
being subcharters where animals may be carried providing the following guidelines are
followed:
– Maximum weight 8 kg each;
– Pets must be carried in a closed, leak proof and sufficiently ventilated “Pet carrier” or
travel bag. This must remain closed during flight;
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– Pets transported in the cabin must stay in the bag/kennel (including its head) when
boarding and during the entire flight. The kennel will be placed in front of the seat. It is
not possible to put the kennel on the seat even if an extra seat was bought;
– Maximum size of the container will be 55 cm × 45 cm × 25 cm;
– The container must be stowed on the floor for the duration of the flight;
– Passengers travelling with pets must not be allocated emergency exit rows or ABP
seats. Cabin crew must ensure compliance and re-seat passengers if required;
– There shall be sufficient space in-between animals in case of incompatibility;
– The passengers under whose care the pet travels must be in possession of all the
documents required by the authorities at the destination.
Procedure for acceptance of PETC:
– Make sure that the weight of the pet including the bag/kennel does not exceed 8kg;
– The bag/kennel must be bite and leak proof and must not be larger than 55x45x25
cm;
– Explain to the passenger that the pet must stay in the bag/kennel when boarding and
during the entire flight to avoid problems or misunderstandings on board;
– Do not seat passengers with PETC in the first row of the cabin compartment as the
bag/kennel cannot be stowed under a front seat. To secure safe stowage of the pet
on board, it must be assured that the bag/kennel is placed under the seat in front of
the passenger;
– Do not seat passengers with PETC in emergency exit rows;
– Accept only one PETC per passenger;
– If more than one PETC is accepted per flight assure that the animals are seated as
far away as possible from each other;
– Ensure that passengers with PETC are shown on the PIL (passenger information list).
Exception
Escort dogs (seeing eye dogs, hearing aid dogs or comparable service dogs) that a passenger
depends on may be transported in cabin even if the weight is more than 8 kg.
The passenger can be seated in the first row of the cabin compartment. Transportation is
always free of charge. During the flight a muzzle must be available and has to be attached to
the dog when deemed necessary by the crew.

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Procedure for acceptance of Guide Dogs:

Guide dogs – are allowed on board by SmartLynx Ground Ops, request shall be made at least
72 hours before departure via e-mail [email protected] providing scanned copy of dog’s
passport and official documentation confirming that the dog is a fully trained as Guide or
Assistance dog for the passenger it accompanies/assists.
The owner shall have an extra seat for the dog and make sure that it is seating on the floor at
all times. (Extra seat could be bought (pre-booked) by passenger or assigned by SmartLynx
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Ground Operations)
Seats near the window shall be assigned for the guide dogs, but never on emergency rows.
The guide dogs must wear identifying jacket/harness, which shall be provided by the owner.
Guide dogs will only be permitted to travel if the passenger has in possession an official
documentation confirming that the dog is a fully trained as Guide or Assistance dog. Passenger
shall have medical clearance that the dog is needed during the flight or dog’s document that
states its need to support/guide this passenger.
Guide dog shall be strapped during take-off and landing or whenever the seatbelt sign is on.
Dog shall never be placed on the passenger seat. During the cruise it is acceptable for the dog
to be subject to less constraint to achieve a more comfortable position.
Acceptance for carriage of the above animals is subject to the condition that the passenger
assumes full responsibility for the animal.

3.4.12 Perishables / foodstuffs and hatching eggs (EAT and HEG)

Due consideration must be given to the temperature conditions when handled at departure,
transit, destination and loaded in the compartments, as perishables/ foodstuffs and hatching
eggs must be handled in a way that offers the most suitable conditions.
Information about the required temperature conditions shall be given to the Load Control
function by the Cargo department, and forwarded to the loading personnel on the Loading
Instruction.
A Notification to Captain (NOTOC) shall be issued when perishables/foodstuffs and hatching
eggs (EAT, HEG) are loaded on board an aircraft.
NOTE: Check incompatibility list for restrictions with other load (refer to 3.3.11 on page 3–
16)

3.4.13 Undeveloped film (FIL)

Do not load undeveloped film (FIL) in the same compartment as radioactive materials (RRY).
Exception: It is sufficient to maintain a minimum distance between FIL and RRY.
NOTE: A Notification to Captain (NOTOC) shall be issued when undeveloped films (FIL)
are loaded on board an aircraft.

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3.4.14 Valuable Cargo (VAL)

Valuable cargo (VAL) needs special handling procedures for security reasons. Examples of
VAL cargo are banknotes, jewellery and valuable metals like gold, platinum, etc.
Communication should preferably be done via e-mail, and an aircraft carrying a VAL shipment
should preferably be parked so that access to the aircraft and its load is controlled.
The following rules apply when handling VAL shipments:
– Information about VAL shall be kept confidential and be available only to personnel
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directly involved. This includes the Handling Agent’s Station Manager, load planning/
load control function, loading supervisor, cargo handling representative and the
Commander of the flight.
– The information in messages shall not be possible to interpret by unauthorized
persons.
– The cargo-handling department shall inform the load planning function about the
number of boxes and mass of the VAL shipment.
– Loading/unloading, “Pick-up”, escort and other physical handling on the ramp is
under the responsibility of the cargo handling department. The loading supervisor
shall ensure that the Commander of the flight is verbally notified about the VAL
shipment and its loading position.
– The mass of the VAL shipment shall only be registered as general cargo in the
Loading Instruction/Report.
– VAL shall not be noted on the Loadsheet or the Load message.
– If a VAL box is damaged, or is suspected to be damaged, or has a broken or missing
seal, or seems to have been tampered with the local cargo-handling department
needs to be immediately notified. Do not give any information to the shipper,
consignees or third parties.
NOTE: A Notification to Captain (NOTOC) shall be issued when valuable cargo (VAL) is
loaded on board an aircraft.

3.4.15 Firearms
Firearms are accepted for transportation only as checked baggage at check-in. Unauthorised
acceptance and transportation of firearms in the cabin is prohibited. Handling staff is
responsible to ensure compliance with the SmartLynx requirements listed below:
The firearm can be checked-in only after:

1) Customs officer has checked and confirmed that the person has firearm in legal
possession and holds the required State approvals for transportation of firearm from
to the State concerned;
2) Police or customs Officer has checked the firearm and confirmed that it contains no
ammunition and is suitably packed for carriage.
3) The bolt is separated and transported in hand baggage; Airport Security Duty Manager
has to be informed about this fact.
4) Weapon Declaration form (ART 514) shall be filled in by passenger and added to trip
file by Ground Handling company agent.

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Acceptance of ammunition of firearms:

1) (1) The ammunition can be accepted for carriage as checked baggage if it is prepared
for transportation in accordance with DG Regulations. (Not more than 5kg in same
box). Preferably, packed ammunition shall be placed in a regular bag.
NOTE: For exceptional cases, when firearms are accepted for transportation in passenger
cabin – see below “Exceptional Authorization”
2) (2) When all above requirements are met the baggage tag can be issued and firearm
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sent to the baggage sorting area.

3) (3) It is prohibited to transport ammunition loose packed in the baggage or sporting/
hunting arms bags.
4) (4) Commander shall be informed that the person transporting the firearm has boarded
the aircraft and that the firearm has been loaded in the appropriate compartment.
NOTE: A Notification to Captain (NOTOC) shall be issued when firearms or munitions is
loaded on board an aircraft.
It is the shipper’s responsibility to obtain all authorizations required by the state(s) of origin,
transit and destination.
Transportation of firearms to and from aircraft
The firearm shall be transported from the aircraft to airport terminal building to the aircraft and
vice versa by airport staff accompanied by security service or police staff.
Exceptional authorization
Only the Director Flight Operations may grant the exceptional authorization to transport
firearms in the cabin to the police officers, acting as bodyguards.
Application for firearms transport in cabin shall be made in written form to SmartLynx Security
Officer and consent from Director Flight Operations received.
OCC will inform the Commander and Handling Agent of particular flight and about VIP with
armed bodyguards on board. Information about VIP, armed bodyguards and their seats
location will be included in pre-flight briefing.
If more than one armed police officer is on board of a flight, then each of them must be notified
of the seat location of other(s).
Prior to boarding, the armed police officer shall be briefed by Security Officer about the rules
of conduct on board the aircraft. This briefing shall be carried out when the armed individual
initially checks-in for the flight and prior to the passenger screening process.
The briefing for the armed personnel will contain the following information:
– Ammunition shall be kept separately from the firearm;
– Armed personnel shall not intervene in any incident occurring during flight not related
to their duties unless requested to do so by the Commander;
– Armed personnel shall comply with Commanders instructions;
– Alcoholic beverages will not be served to the armed passengers;

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Acceptance of Firearm by the Commander

Whenever OCC has notified the Commander of expected firearm transportation the
Commander shall verify that the person transporting the firearm has boarded the aircraft and
that the firearm has been loaded in the appropriate compartment. Consult ramp coordinator or
ground handling staff.

3.4.16 Munitions of War

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Shipments containing munitions of war shall be handled in the same way as shipments
containing valuable cargo regarding confidentiality and information to the Commander.
SmartLynx accepts weapons of war and munitions of war for transportation on board Company
aeroplanes only on specially chartered flights.
The Company shall obtain or verify the issuance of the necessary authorisations from the
States involved in the transportation, before approving the conduct of chartered flight.
Flight and Cabin Crew shall receive, prior to flight, briefing on the exact conditions and safety/
security precautions instituted for each such flight.
As a general precaution, the Commander of aircraft shall require that all the baggage and
belongings of military personnel shall be subjected to security screening at the airport of
departure, immediately before loading on aircraft, by a method appropriate to identify presence
of hazardous articles prohibited on board aircraft.
NOTE: OCC Duty Officer will notify the Commander before each flight whenever
transportation of weapons of war and munitions of war is approved.

3.4.17 Sporting Weapons

Sporting weapons are any weapons which are not weapons of war or munitions of war and
include hunting knives, bows and other similar articles. An antique weapon, which at one time
may have been a weapon of war or munitions of war, such as a musket, is regarded as a
sporting weapon.
The following firearms are regarded as sporting weapons:
– (i) Those designed for shooting game, birds and other animals;
– (ii) Those used for target shooting, Clay-pigeon shooting and competition shooting,
providing the weapons are not those of standard issue to military forces;
– (iii) Air guns, dart guns, starting pistols, etc.
SmartLynx will take all reasonable measures to ensure that any sporting weapons intended to
be carried by air are reported to the checking personnel before departure.
Sporting weapons must be dismantled, if possible, and packed unloaded in checked baggage
which shall be stowed in a cargo compartment.
The transport of ammunition for sporting weapons is only allowed if:
– they are for the personal use of the accompanying person,
– they are securely boxed and in quantities not exceeding 5 kg.

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– Weapon Declaration form (ART 514) shall be filled in by passenger and added to trip
file by Ground Handling company agent.
NOTE: Before the flight the Commander must be notified of details of weapons or
ammunition intended to be carried on board, including its location.

3.4.18 Load Priority List

The Load Priority List consists of different load types ranked in priority order decided by the
company.
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The load priority list can be used whenever there is a question of:
– Refusal of passengers, and/or
– Offloading of deadload.

Priority group Type of load Comment

1 Deadhead Crew/CIP/VIP Never Offload

2 AOG/LHO/Human transplant organs/Life-and-death shipments Never Offload
3 Air Mail / VAL / FAK / Diplomatic Bags
4 Revenue Passengers
5 Rush Baggage / Press photos and TV newsreels
6 AVI / PER / HUM / PEF
7 Revenue Cargo
8 Air Mail above booking
9 Service Cargo / COMAIL
10 Non-revenue/Stand by Passengers
11 Reduced Rate Cargo
12 Other Airlines Cargo and Mail

Un-booked load – Un-booked cargo may be offloaded for the benefit of other categories of
un-booked load. Priority shall be given to such load which gives to Company the highest
revenue.
Empty Air Mail Bags – An empty Air Mail Bags being returned to the originating Post Office.
Priority Baggage – Non ULD Aircraft - Priority baggage is to be separated from other luggage
and loaded last or in a separate hold.
ULD Aircraft - In case of small quantities, load priority baggage into the Cargo Compartment.
Otherwise, load into separate ULD's. Mark position of priority baggage on the LDM or CPM by
using the SI field.
Crew Baggage: To be treated in the same manner as priority baggage.
Transfer Baggage: To be treated in the same manner as priority baggage.
NOTE: The planning forms should be used for the actual Load planning. These forms are
aircraft specific.

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3.5 LOADING INSTRUCTIONS / REPORT

3.5.1 Manual Loading Instruction/Report – Bulk loaded aircraft

Sample of the Loading Instruction/Report A320 (ART 270)
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Sample of the Loading Instruction/Report A321 (ART 474)

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When Loading Instruction is ready, it should be:

– Signed by load planner
– Signed by loadmaster
– Signed by Commander
Distribution:
– White copy – flight envelope
– Yellow copy – ground handling at destination
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– Red copy – departure station

NOTE: Contracted Ground handling agent may use their own loading Instruction form and
should contain the same information as required by SmartLynx.

3.5.2 Description of the Manual Loading Instruction

Fields and descriptions:
– Flight number.
– Date of flight.
– Aircraft registration.
– Departure station.
– Signature of person having prepared the Loading Instruction.
– Maximum allowable mass as per applicable AHM.
Planned estimated unload in respective compartment(s) per destination for:
– Baggage (mandatory)
– Cargo (mandatory)
– Mail (mandatory)
– Ballast (if applicable)
NOTE 1: Destination must be indicated together with applicable load category information
codes (refer to 7.1.2 on page 7–1)
NOTE 2: If a Load Type is split into two or more compartments, this must be indicated with
a remaining sign, R.
NOTE 3: Baggage may be split in transfer (BT) and local (B).
NOTE 4: If a lower compartment is planned empty, this must be indicated as NIL. If all the
lower compartments are planned empty, then write NIL once across the
compartments.
NOTE 5: Ground Handling providers can use their loading instruction forms (the same
information should be available on this form).

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3.5.3 Description of the EDP Loading Instruction/Report

Sample of EDP Loading Instruction/Report
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3.5.4 Special Cases

The special cases are completed on the Loading Instruction/Report form:
– Recording of support planks to be used, and
– Transfer of thru load.
Rule:
Deviations to the Loading Instruction may only be decided by the Load Controller.

3.5.5 Recording of support planks to be used

Indicate in the “Special Instructions” field of respective compartment, the amount and
dimensions of the planks to be used.
Example:
SPECIAL INSTRUCTIONS
Use 5 x 100 cm planks

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3.6 CLASSIFICATION OF CARGO COMPARTMENTS

For the designation of airplane holds, compartments, bays and cabin the following definitions
shall be used:
– BAY – A subdivision of a containerized / palletized compartment, i.e., ULD position.
– CABIN – The compartment of an airplane where passenger seats are installed.
– CABIN SECTION – Resulting from division of the cabin into zones for the purpose of
balance.
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– COMPARTMENT – A space designated within a hold.

– DECK – A structural floor level. For airplanes having one structural level only, this
floor level shall be referred to as the main deck.
– HOLD – The space confined by ceiling, floor, walls and Cargo head, used for carrying
load.
– LEFT/RIGHT – To be understood as left and right in the direction of flight.
– SECTION – A subdivision of a non-containerized /palletized compartment, i.e., net
section.

3.6.1 Cargo compartments

3.6.1.1 A320
Airbus A320 aircraft lower decks are divided into 3 cargo holds:
– forward (FWD) - Compartment Nr. 1
– AFT hold is divided in to 2 compartments (3rd and 4th).
– BULK - Compartment Nr.5
These holds are equipped with adequate cargo and lining components.
Floor & ULD Loading System.
When standing or walking in cargo compartments;
– Ensure there is a safe place to step.
– Never step on Power Drive Units (PDU’s), rollers, raised locks or other restraints.
– Do not unnecessarily step on ballmats. When doing so, use caution and step carefully
between the rollers balls of the ballmat.
Some aircraft types do not have solid floor panels between the ULD Loading system tracks.
WARNING:
Step carefully on:
– fixed parts of the ULD loading system track or,
– Vertical stanchions of the aircraft structure, on which the ULD loading system tracks,
are fixed.
– Never step into the holes between the vertical stanchions and the ULD loading
system tracks.
ULD Restraints:

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Many ULD restraints, for example, pallet locks or doorsill restraints are operated manually.
– Take care of fingers to avoid injuries.
– Do not use feet to raise or lower the restraints.
– Never stand or walk between the ULD’s
If it is unavoidable for loading reasons to stand or walk between the ULD’s - coordinate with
the operator of the Loading system.
A320 Cargo Compartment Door Dimensions
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The general arrangement of the A320 cargo holds is shown in the illustration below.
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3.6.1.2 A321
Airbus A321 aircraft lower decks are divided into 3 cargo holds:
– FWD hold is divided in to 2 compartments (1st and 2nd)
– AFT hold is divided in to 2 compartments (3rd and 4th).
– BULK - Compartment Nr.5
These holds are equipped with adequate cargo and lining components.
Floor & ULD Loading System.
When standing or walking in cargo compartments;
– Ensure there is a safe place to step.
– Never step on Power Drive Units (PDU’s), rollers, raised locks or other restraints.
– Do not unnecessarily step on ballmats. When doing so, use caution and step carefully
between the rollers balls of the ballmat.
Some aircraft types do not have solid floor panels between the ULD Loading system tracks.
WARNING:
Step carefully on:
– fixed parts of the ULD loading system track or,
– Vertical stanchions of the aircraft structure, on which the ULD loading system tracks,
are fixed.
– Never step into the holes between the vertical stanchions and the ULD loading
system tracks.
ULD Restraints:
Many ULD restraints, for example, pallet locks or doorsill restraints are operated manually.

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– Take care of fingers to avoid injuries.

– Do not use feet to raise or lower the restraints.
– Never stand or walk between the ULD’s
If it is unavoidable for loading reasons to stand or walk between the ULD’s - coordinate with
the operator of the Loading system.
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A321 Cargo Compartment Door Dimensions

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The general arrangement of the A321 cargo holds is shown in the illustration below
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3.7 PREVENTION OF DAMAGE

The utmost caution is required to avoid any situation, which might result in damage to an
aircraft whilst on ground:
– As long as the aircraft is taxiing, ground equipment shall be parked at a safe distance
within designated areas.
– Ground equipment and jet-ways shall only be directed to the aircraft after it has come
to a complete stop, chocks in position, engines shut down and, if applicable, ground/
flight deck intercom contact established.
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– Ground equipment placed at a distance from the aircraft shall have brakes on to avoid
rolling of equipment caused by the blast of the engines.
– The ground equipment shall be in good technical condition.
– Ground equipment should be manoeuvred in the aircraft vicinity at low speed with
accuracy and care. Brakes shall be applied to prevent slipping or other uncontrolled
movements

3.7.1 During Loading / Unloading:

Damage to the aircraft may also result from:
– Exceeding aircraft floor load limitations;
– Inadequate tie-down and failure to fasten separation nets and door nets;
– Incorrect opening or closing of doors and operation of cargo doors during strong or
gusty wind conditions;
– Mishandling of catering equipment.
During loading or unloading operations, the height of an aircraft may vary up or down and full
allowance must be made for this movement when equipment is positioned/operated at the
aircraft.
Care must be exercised during loading and unloading operations to avoid damage to the doors
or their openings.
Precautions must be taken when manoeuvring large or heavy items within the cargo
compartments (and within the cabin in case of cargo aircraft) to prevent damage to the floor.
Crowbars, crash axes and similar implements should never be used directly upon the aircraft
floor.
When loading pallets or containers, make sure that the edges are either guided by the side rails
or fit under the locks and the height of the pallet allows for sufficient clearance in the door
opening. Also check that the passage of the ULD into their position is not obstructed by locks.
When containers and pallets are handled manually, full control of them should be maintained
as their impact against locks and stops at high speed might cause damage.
The surface of the apron should be kept clear of loose equipment or other objects that might
cause damage to aircraft or engines.
NOTE: When loading has been completed, remove all ground equipment to a safe
distance.
Any damage to aircraft shall be reported immediately by Handling Agent.

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3.8 UNIT LOAD DEVICES

SmartLynx uses only BULK loading on its own flights (ART/MYX).
SmartLynx does not utilize Unit Load Device in own operations.
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CHAPTER 4 AIRCRAFT LOADING AND UNLOADING

4.1 GENERAL LOADING PRECAUTIONS

4.1.1 Introduction
Special precautions must be taken to prevent damage that may result from:
– exceeding aircraft floor load limitations;
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– inadequate tie-down and failure to fasten separation nets and door nets;
– incorrect opening or closing of door and operation of cargo doors during strong or
gusty wind conditions;
– mishandling of catering equipment.
– the loading of any items, bulk or ULDs, onto an aircraft must be undertaken according
to written load instructions to ensure correct weight and balance requirements.
– ULDs when being loaded should be cross-checked by unit number with the load
– instructions.
– The condition of the load, including ULDs shall be checked prior to loading in order to
detect leaking or otherwise damaged items. Items or ULDs with any evidence of
leaking contents MUST NOT BE LOADED. Dangerous goods which are damaged
MUST NOT BE LOADED.
– The handling of Dangerous Goods must be undertaken with particular care to ensure
that the integrity of the packaging is not adversely affected. Loading and stowage of
Dangerous Goods must conform to all prescribed national and international
regulations/standards, e.g. IATA DGR.
– When a poorly packaged shipment is observed, proceed with caution. All contents
should be prevented from spilling out and causing injuries.
– Securing compartment nets during loading operations. Compartment nets shall be
placed inside aircraft compartments and not left hanging outside, to avoid clips and
attachment points from striking fuselage (especially during adverse weather
conditions).
– The load should be stowed away from the ceiling according to aircraft manufacturers
instructions (indicative lines in cargo compartments)
During loading or unloading operations, there may be vertical movement of an aircraft up or
down and full allowance must be made for this movement when ground support equipment is
positioned/operated at the aircraft.
Caution must be exercised during loading and unloading operations to avoid damage to the
doors or their openings. Doorsill protection must be installed, when provided.
When manoeuvring large or heavy items within the holds and within the cabin, in case of cargo
aircraft that are not equipped with a mechanized in-plane loading system, a moveable roller
track system should be utilized. Crowbars and similar implements should never be used
directly upon the aircraft floor.

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When loading pallets or containers, make sure that the edges are either guided by the side rails
or fit under the stops/locks/guides and that the height of the pallet allows for sufficient
clearance in the door opening. Also check that the passage of the ULD’s into their position is
not obstructed by stops/locks/guides.
When containers and pallets are handled manually, full control of them should be maintained
as their impact against locks and stops at high speed can cause damage.
The following occurrences in loading or unloading must be reported immediately to the
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Supervisor:
– Spillage of acids or other dangerous liquids in the holds.
– Packages containing dangerous goods found damaged or leaking.
– Spillage from wet cargo shipments or live animal wastes discovered in the aircraft.
– Any spillage on the apron, e.g. fuel, oil, hydraulic liquids, etc.
Attention to poorly packaged, damaged or suspected stolen shipment should be paid.

4.1.2 Securing of the Load

The load must be stowed so that:
– it is secure and cannot shift or break loose;
– it cannot damage the aircraft or otherwise endanger its operation
– it does not obstruct aisles, doors or emergency exits.

4.1.3 Responsibilities of Aircraft Handling Personnel

It is the responsibility of Aircraft Handling Personnel to ensure that:
Loading / Unloading:
– crew baggage, Cabin Load, Special Loads and etc. are loaded / unloaded in the
correct manner including load incompatibilities.
– they use the available volume of the compartments to the maximum possible extent.
– heavy or solidly packaged pieces are loaded on or near the floor.
– if offloading shipments is required due to mass or volume restrictions, they observe
the load priorities.
Place of Loading:
– they only use the allowed compartments for loading.
– the distribution of load is in accordance to the Loading Instructions.
– cabin load is not loaded into toilets and/or crew compartments.
– ULD Compartments are not directly floor loaded.
– specially marked positions which must always be accessible for safety reasons are
free at all times.
Examples: vision lenses, gear extension indicators, emergency exits and etc.

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Careful Loading:
– the aircraft is loaded and unloaded carefully to avoid accidents and damages to both
aircraft and load.
– the minimum safety distances are adhered to:
• Between Compartment walls and containers 2.5cm or 1”
• Between Compartment walls and pallets 5 cm or 2”
– the proper handling of all loading equipment and material is adhered to.
– if heavy loading tools are used then;
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• Protect the floor with supporting planks.

• Do not use tools and rollers directly against the aircraft floor.
Sensitive Shipments:
– pieces with special handling instructions (Labels or Imprints) are to be handled
accordingly, e.g. “This Side Up”, “Fragile” and etc.
– sensitive shipments must be loaded with special care, e.g. measuring instruments,
fragile pieces, flowers and etc.
– sensitive shipments are loaded in such a way they cannot be damaged by other load.
Load to be excluded from transport:
Do not load any load:
– that is not properly packed.
– that may cause damage to the aircraft or other load.
– that has not been properly accounted for mass
– that may contaminate the compartment or other load.
– that is not packed in accordance to valid packing requirements, e.g. dangerous
goods, human remains, animals and etc.
– if special handling instructions cannot be followed.
– if necessary loading accessories are not available.
Securing of Load:
When Transporting load on-board any aircraft it must be secured so that;
it cannot move during the flight, which could dangerously shift centre of gravity of the aircraft.
it cannot cause damage to the aircraft structure or other important parts of the aircraft.
in the case of an emergency landing neither passengers nor crew are injured by the load.

4.1.4 Unit Load Device Compartments

RESERVED.

4.1.5 Bulk Compartments

Load in bulk compartments is generally secured by door nets and net sector divider nets,
however;
– heavy pieces exceeding 150kg need to be tied down.

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– cages with Live Animals need to be tied down.

The following loads need to be restrained against movement and need to be tied down, if there
is no other load in the compartment:
– load that is sensitive against shock or tilting.
– barrels or drums.
– small pieces with high individual mass (high density cargo)
– pipes, tubes, bars, beams, planks, poles and etc.
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Report Damaged or missing nets to SmartLynx Airlines maintenance for rectification.

NOTE: Bulk compartment has an indicative line that should not be exceeded during cargo
or baggage loading.

4.1.6 Unloading Sequence

SmartLynx Airlines recommends the following Unloading sequences:

1) unload Aft Lower Deck Compartment

2) unload Bulk Compartment
3) unload Forward Lower Deck Compartment
4) unload Cabin Load

4.1.7 Loading Sequence

SmartLynx Airlines recommends the following Loading sequences:

1) load Cabin Load

2) load Forward Lower Deck Compartment
3) load Aft Lower Deck Compartment
4) load Bulk Compartment

4.1.8 Simplified procedures for Unloading

PREPARATIONS
– Check CPM for special loads (AVI, BIG, OHG, HEA, PER);
– Inform handling agent to have adequate equipment ready and right parking spot
available;
– on days with severe weather conditions, it is recommended the handling agent
offloads the bulk compartment into an igloo container or trolley with canvas;
– inform the handling agent about transit pallets remaining on the flight/or which
connect another flight;
– check if CG remains in safe limits after offloading at first destination (in case of
multiple destinations);
– check pallets and take action for re-balancing the aircraft.
UNLOADING
– Check if electrical power is on in the aircraft (GPU or APU running);

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– have an air conditioning running, if there is transit perishable, AVI cargo remaining on
board;
– before opening cargo doors, check carefully, if no obstacles outside, or if no cargo/
ULD container is blocking the actuators inside;
– do not offload bulk last;
– start offloading from the back;
– to open locks, start with the inside lock and finish with outside lock for safety reasons;
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– watch the moving pallets carefully;

– report any cleaning requirements and damages to maintenance staff;
– offload forward holds last.

4.1.9 Simplified procedures for Loading

Prior to Loading:
– When the aircraft is still empty, check for any damage on the frame, its structure and
loading system, fire wall, doors and report any found to Maintenance;
– check if power is available on aircraft. (GPU or APU running);
– have cargo holds cooled/heated when AVI, PER need to be loaded and request
maintenance personnel to switch on APU;
– before opening doors, check for obstacles and wind velocity;
– the doors must be fully open;
– reposition locks back into correct positions;
Loading:
– Load time start (1st pallet coming to aircraft);
– check correct pallet build-up, leakage, correct Dangerous Goods segregation, correct
pallet number and correct position for respective pallet number;
– check correct destination;
– request immediate tie down for off-size, centreboard and etc.;
During loading to Maintenance and crew:
– Keep flight crew and operations informed about unforeseen loading delays;
– take necessary action if a pallet is badly damaged, leave it and/or ask for substitute;
– remove snow/water from pallets prior to loading into the aircraft;
– Load Time end;
After Loading:
– Close the doors properly;
– have all not required vehicles removed;
– collect a signed copy of the loading instruction form;
– input loading times and write a report for various delay reasons;
– file flight documentation;
– if the aircraft is AOG wait for decisions and actions taken.

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Start and Finish Times:

in order to save time, SmartLynx Airlines considers that
– the loading of the aircraft starts, when the first pallet is loaded into the aircraft and end
when the following tasks have been finished;
– all Load is secured on-board of the aircraft;
– all safety nets, compartment separation nets and etc. have been reinstalled;
– all cargo doors are properly closed and locked.
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4.1.10 Loading Equipment

Loading equipment may be placed onboard of individual flights on stations in addition to the
standard version and route equipment.
Loading equipment is not included in the DOM. It must be shown on the loadsheet.

4.1.11 Storage of equipment

Equipment stored at stations must be protected against damage by weather, moisture, dirt, etc.

4.1.12 List of equipment

This table shows the mass of loading equipment and conditions when it can be used:

Equipment type Mass (kg) Aircraft

Ballast bag, empty 0.3 On request only

Net sack, yellow/green 0.1 On request only
Stretcher kit, standard 35.0 On request only
Tie-down ring, standard 0.1 On request only
Tie-down strap, 3 m 0.6 On request only
Tie-down strap, 5 m 1.0 On request only

4.1.13 Equipment after use

The equipment shall be collected from compartments and cabins, bundled, marked and
returned to main storage without delay, after use on board.

4.1.14 Supporting on Level Floor

Supporting planks are used to ensure that the maximum area load is not exceeded, whenever
heavy and/or odd-shaped cargo items are loaded in compartments with level floor.
As a guideline, the planks used for supporting shall, preferably, be as short as possible,
provided that the supporting requirements are met.

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4.1.15 When supporting is needed

If an item cannot be loaded without exceeding the maximum area load, then planks should be
used in order to distribute the mass of an item over a larger area.
Use this table to determine if supporting is needed:

Step Action

Access table 1 below with the actual length and width of applicable contact area and read the
1
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allowed maximum mass at the intersecting point.

Is the contact area sufficient?
2 If yes, supporting is not required.
If no, supporting is required. Go to step 3.
Determine the number of planks in table 2, which is required to support the item.
3 NOTE: The item must cover minimum 50% of the plank width, in order to utilize the capacity
of the plank.

4.1.16 Maximum support mass table for planks

Use the table below to determine the allowed maximum mass

Length Width (cm)

(cm) 10 20 30 40 50 60 70 80 90 100
20 14 28 43 58 73 87 102 117 130 145
40 29 58 87 117 145 175 200 230 260 290
60 43 87 130 175 215 260 305 350 395 435
80 58 117 175 230 290 350 405 465 525 585
100 73 145 215 290 365 435 510 585 655 730
120 87 175 260 350 435 525 610 700 790 875
140 102 200 305 405 510 610 715 815 920 1020
160 117 230 350 465 585 700 815 935 1050
180 130 260 395 525 655 790 920 1050
200 145 290 435 585 730 875 1020 1170
220 160 320 480 640 805 965 1125
240 175 350 525 700 875 1050 1225
260 190 380 570 760 950 1140
280 200 405 610 815 1020 1225
300 215 435 655 875 1095

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4.1.17 Plank capacity

This table shows different planks and their supporting capacity:

Thickness
Length Width Average mass of Supporting
(cm) (cm) planks (kg) capacity (kg)
(cm) (inch)

100 15 2.5 1 3 100

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150 15 5.1 2 7 150

200 15 5.1 2 10 200
250 15 5.1 2 12 250

Example of supporting on level floor

4.1.18 Supporting by use of Euro-pallet (EUR)

It is possible to use Euro-pallets as support on level floor. The pallet is a loading platform made
of wood. It is used for transporting goods by a forklift in warehouses.
The following rules must be adhered to when using the Euro-pallets as supporting material:
– The Euro-pallet must be clearly marked with the EUR symbol (refer to illustration of
the Euro-pallet below)
– The maximum mass of the load on the Euro-pallet is 280 kg. For supporting of
masses exceeding 280 kg, use normal procedure (Determining if supporting is
needed, above)
– In order to distribute the mass over several floor beams in the aircraft structure, the
Euro-pallet must be loaded in the longitudinal (flight) direction of the bulk
compartment.

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Sample of Euro-pallet
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4.1.19 Securing of Load

When transporting load in an aircraft it must be secured so that:
– It cannot move during the flight, which could dangerously shift the center of gravity of
the aircraft.
– It cannot cause damage to the aircraft structure or any other important parts of the
aircraft.
– In case of an emergency landing neither passengers nor crew are injured by the load.
– Dangerous Goods cannot cause damage or injury to persons and/or property.
Securing of the load in bulk compartments is generally secured by door nets and section
divider nets.
If the compartment or net section is not volumetrically filled with load, an additional lashing is
necessary for:
– Small pieces with a high individual mass (high density cargo).
– Pipes, tubes, metal bars or other items of a penetrating nature.
– Load, which is sensitive against shock or tilting (for example dangerous goods).
Heavy pieces weighing 150 kg or more (HEA) shall always be lashed individually.
NOTE: Compartments, net sections and ULDs, which are filled up to three-quarters of their
heights, are considered to be volumetrically full.
The table below describes the securing requirements of various items:

Item Type of securing

Live animals Lashing

• Dangerous goods.
• Items of a piercing and penetrating nature, e.g. metal
bars, pipes, tubes, etc.
• Items weighing up to, and including, 149 kg, which Either by volumetrically filling the
may compartment, net section or ULD, or lashing.
- shift the center of gravity,
- damage the aircraft, or
- injure passengers or crew.

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Item Type of securing

Items weighing 150 kg or more (HEA), when bulk

Lashing
loaded in compartments or net sections.
Items weighing 150 kg or more (HEA), when loaded in Either by volumetrically filling the
ULDs. compartment, net section or ULD, or lashing.

In order to prevent the load from moving at takeoff, in flight and at landing, the following basic
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forces must be compensated for:

– Forward
– Backward
– Sideward
– Upward

4.1.20 Lashing rules

The rules mentioned below must be observed:
– As the forces will not act simultaneously it is permitted to use the same lashings for
more than one of the force directions.
– Straps (and nets) shall be tightened strongly, but not so tight that the load or rings are
damaged. The lashing must be easy to remove at the station of unloading. The same
tension must be applied to all lashings.
– Lashings should be located near the centerline of the load. Initial positioning of the
load is of great importance to get the center of gravity of the load as low as possible
and thus avoids overturning forces. Whenever possible, the longest dimension of the
load should be placed lengthwise on the floor.
– Lashings may be made either from one ring around the item to another ring, or from
one ring directly to an attachment point on the item.
– The lashing shall be applied in all force directions, i.e. the compartment wall/net may
not be used for securing/lashing of the item.
– Ropes are prohibited unless the personnel using them are trained properly and the
ropes used match the specifications according to IATA AHM 311.
Tie-down straps
There are two types of tie-down straps:
– Standard tie-down straps: The standard tie-down straps are made of fire resistant
nylon webbing, and are provided with a patent buckle, a hook and a tie-down ring at
each end. The straps are available in lengths of 3 and 5 meters, both with an ultimate
strength of 550 kg.
– Heavy mass tie-down straps: The heavy mass tie-down straps are made of 1 3/4"
inch wide fire-resistant nylon webbing, provided with steel quick-release hooks and
steel-ending snap hooks. They are produced in length of 5 meters with an ultimate
strength of 2270 kg.

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Tie-down rings
The following types of tie-down rings are used:
– Standard tie-down rings, and
– Heavy mass tie-down rings.

4.1.21 Lashing of Bulk Load

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The table below indicates the minimum number of straps and rings required for lashing of each
load factor (force direction). The table is based on the following conditions:
– The restraint is limited by the capacity of the straps.
– When providing restraint for the same force the rings must be mounted with a
minimum spacing of 20" (50 cm or 20 holes in floor tracks).

Mass of item (kg) No. of straps No. of rings

0-149 1 2
150-480 2 4
481-720 3 6
721-960 4 8
961-1200 5 10

Forces acting on the Items for which lashing is required shall be tied down to withstand the
following G- load forces (times the mass of load):
– Bulk compartments: All forces 1.5 G.

4.1.22 Lashing of Pallets and in Containers, when lashing is required

– Containers: Items weighing 150 kg or more, when not loaded in certified ULDs, shall
be individually tied down, except when the unit is volumetrically full.
– Pallets: A pallet net shall be used for securing of the load on the pallet. If load so
requires, straps can be used for additional securing.

4.1.23 Lashing on pallets, containers and in ULD

RESERVED.

4.1.24 Lashing on Pallets and in Containers

Heavy mass straps
Use this table to get number of required heavy mass straps to 125" pallet net rings:

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NOTE: Maximum 1 strap to each ring for the same force.

Mass of item (kg) Upward force All other forces

Strap Ring Strap Ring

0-1000 1 2 1 2
1001-2000 2 4 1 2
2001-3000 3 6 2 4
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3001-4000 4 8 2 4
4001-5000 5 10 3 6
5001-6000 6 12 3 6
6001-7000 7 14 4 8
7001-8000 8 16 4 8
8001-9000 9 18 5 10
9001-10000 10 20 5 10
10001-11000 11 22 6 12

4.1.25 Examples of Lashing

This diagram shows a strap arrangement where one strap compensates for three different
forces:

This diagram shows a strap arrangement where one strap compensates for three different
forces:

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This diagram shows a strap arrangement where one strap compensates for three different
forces:
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This diagram shows a strap arrangement where one strap compensates for three different
forces:

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4.2 LOADING IN COMPARTMENTS

4.2.1 Introduction
In spite of the time pressure under which loading operations normally take place, great care
must be exercised to avoid damage to the aircraft, load and equipment.
All efforts must be made to avoid damage to the aircraft and the load, as it may jeopardize the
safety of the aircraft and involve financial loss.
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4.2.2 Reporting of damage to aircraft

Damage to the aircraft must always be reported to the Commander for evaluation and
subsequent action before the next departure.

4.2.3 General rules and standards

The following general rules and standards apply for loading in compartments:
– a written Loading Instruction must always be issued and adhered to when loading;
– all baggage must be tagged before loading in compartments;
– the Load Controller must immediately be contacted if unreasonable deviations are
noticed between estimated mass shown on the Loading Instruction and:
• actual offload,
• actual transit load, and/or
• actual on load.
– deviations to the Loading Instruction shall be decided by the Load Controller;
– cabin baggage, which is removed from passengers and loaded in compartments,
shall be regarded as checked baggage and therefore recorded on the Loading
Report;
– in addition to rules and procedures in this manual and the AHMs, the loading must be
performed in accordance with local airport regulations;
– due to the risk of exterior aircraft damage, items that are difficult to handle due to
mass, size or shape must not be loaded through compartment doors in close vicinity
to trailing edges of wings, engine nacelles etc;
– loading is permitted only in the regular compartments, and under certain
circumstances in the cabin. Stowage is absolutely prohibited in toilets, galleys, flight
deck etc.;
– only non-odorous load may be loaded in the upper compartments (if applicable),
adjacent to the passenger cabin;
– from an economic point of view it is essential that the embarking load is stowed
tightly, so that the maximum volume and mass of revenue load can be
accommodated at stations ahead;
– the loading is not considered finished until compartment door covers and nets have
been duly installed (not applicable when compartments are empty) and all
compartment doors have been properly closed;
– if last minute load is loaded after the Departure Check has been performed, the
person responsible for the check must be notified.

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4.2.4 Stowing rules

The following stowing rules must always be observed:
– If nothing to the contrary is stated in the Loading Instruction, the different categories
of load shall be stowed in the following sequence:
• cargo,
• mail, and
• baggage
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This way, the baggage will be located the nearest to the compartment door in front of cargo
and mail.
– Heavy items (HEA) must not be stowed on top of other load.
– Heavy items (HEA) must not block baggage and mail.
– Load for the next station must not be blocked by load for other stations en route.

4.2.5 Exceptions to stowing rules

The exceptions to the stowing rules shown below must be observed:
– On multi-leg flights, deviation from the sequence is permitted when the sequence
cannot be adhered to without removal and re-stowage of blocking load categories.
– In critical volume situations, mail may be mixed with cargo and/or baggage.
– Last minute stand-by cargo may be loaded in front of mail and baggage for the same
point of unloading, unless it consists of heavy items (HEA).
– The load shall be separated in the compartments, per station of unloading or per load
category as apparent from the Loading Instruction/Report, by means of separation
nets.

4.2.6 Baggage
In order to speed up delivery and transfer, baggage must always be stowed so that it can be
unloaded first on arrival.
– Transfer baggage shall be separated from local baggage according to Loading
Instruction.
– Stand-by baggage shall not be loaded until ordered by the Load Controller.

4.2.7 Counting of baggage pieces and mass

The pieces of baggage must be counted when they are loaded into a compartment or
a container. The total number of pieces and their accumulated mass shall be recorded on the
Loading Report.

4.2.8 Fragile load

To avoid damage, fragile load must not be loaded under other load. Examples of fragile load
are: baby trolleys and musical instruments

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This Side Up- labeled packages

All packages marked with This Side Up-labels must be secured in an upright position, i.e. with
arrows pointing up.
Barrels and drums
The below restrictions apply when handling barrels and drums:
– Barrels and drums must not be dragged or dropped
– Barrels and drums may not be lifted directly on the base by mechanical means, e.g.
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with a forklift

4.3 LOADING OF UNIT LOAD DEVICE (ULD)

RESERVED.

4.4 DANGEROUS GOODS

refer to 9.14 on page 9–27

4.5 LOADING OF SPECIAL LOAD

refer to 9.15 on page 9–28

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CHAPTER 5 DOCUMENTATION OF LOAD

5.1 RULES FOR MASS AND BALANCE CALCULATION

5.1.1 Introduction
Mass and Balance Control System comprise several types of operation with various
procedures applied:
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– Ad Hoc Charters
– Serial Charters
– Scheduled line flights
– Test flights
– Training flights
NOTE 1: The term Ad Hoc Charters includes such special flights as Demo, Delivery, Military
and Royalty flights.
NOTE 2: Serial Charters are defined as a series of charter flights intended as an element of
a holiday travel to contracted destinations.
For training flights, test flights and Ad Hoc Charter flights the responsibility for correct loading
and load control rests with the Commander.

5.1.2 Mass calculation

For every flight a mass calculation (Load and Trim Sheet) is required to ensure that the:
– mass of the aircraft is within specified limits.
– number of passengers on board, and
– load in the compartments are within limits.
NOTE: Only qualified personnel are authorized to issue Load and Trim Sheets for actual
flights. Load and Trim Sheets produced by EDP systems must be checked by
qualified personnel

5.1.3 Balance Calculation

For every flight a balance calculation must be made to ensure that the aircraft is loaded and
the passengers are seated in such a way that balance conditions are within allowed limits.
NOTE: Manual balance calculations may only be made by qualified personnel, using the
balance table valid for the respective aircraft type and version.

5.1.4 Mass and balance calculation conditions

The commander shall ensure that during any phase of operation, the loading, mass and centre
of gravity of the aeroplane complies with the limitations specified in the approved Aeroplane
Flight Manual, or the Operations Manual, if more restrictive.
NOTE: Current Aircraft weight and Balance data with the limitations are published in the
respective aircraft AHM560 taking in to account limitations of the Aircraft
manufacturer (Airbus Weight and Balance Manual) and SmartLynx.

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The weight and centre of gravity (CG) of each SmartLynx airplane must be established by
actual weighing before it is used for the purpose of commercial air transport. All aircraft are to
be reweighed thereafter at intervals of four years.
A basic aircraft weight and CG position will normally be noted on the weighing report, or weight
and centre of gravity schedule, as produced by the manufacturer or approved by the
maintenance organization. These will be used by the SmartLynx to calculate an airplane DOM
and CG for each airplane, as appropriate. The accumulated effects of modifications and
repairs on weight and balance must be taken into account.
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SmartLynx maintenance department is responsible for provision of weighing results to

SmartLynx ground operations department. Based on this data AHM560 for the corresponding
aircraft is prepared.

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5.2 EXPLANATION OF LOAD CONTROL TERMS

In connection with issuance of Load and Trim Sheet some specific load control terms are used.
The following types of terms are explained:
– Mass,
– Fuel,
– Load, and
– Balance
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5.2.1 Mass terms

This table shows, in alphabetical order, the explanation of mass terms:

Term Explanation
Actual landing mass (LM) Calculated mass of landing, i.e. actual take-off mass minus trip fuel.
Gross mass of aircraft at brake release for take-off, i.e. actual zero
Actual take-off mass (TOM)
fuel mass plus take-off fuel.
Actual take-off mass plus taxi fuel, i.e. mass of loaded aircraft before
Actual taxi mass (ramp mass)
starting the engines.
Actual zero fuel mass (ZFM) Dry operating mass plus total traffic load.
Basic empty mass or fleet mass, including:
• aircraft structure
• systems
Basic mass (BM) • engines
• irremovable equipment
• unusable liquids (fuel, oil and others)
• standard loose equipment.
Operational empty mass. Basic mass plus operational items such as
Dry operating mass (DOM)
crew and pantry (equipment, food, beverages).
Maximum landing mass Mass limitation for landing, governed by structural and/or operational
(MLM) requirements.
Maximum take-off mass Mass limitation for take-off (brake release), governed by structural
(MTOM) and/or operational requirements.
Maximum taxi mass (ramp
Maximum gross mass for ground manoeuvres.
mass)
Maximum zero fuel mass
Structural mass limitation.
(MZFM)
Operating mass (OM) Dry operating mass plus take-off fuel.

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5.2.2 Fuel terms

This table shows, in alphabetical order, the explanation of fuel terms:

Term Explanation
Non-usable fuel used for balancing purpose (only possible on some aircraft).
Ballast fuel The ballast fuel is separated from take-off fuel (usable fuel) and loaded in a
separate tank. The fuel must not be consumed or jettisoned during flight.
Ramp fuel (RAF) Mass of total amount of fuel on board before starting engines.
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Fuel Onboard Mass of total amount of fuel on board before starting engines. It must be stated
(FOB) on the Log Slip in the FOB box.
Burn-off fuel Taxi fuel plus trip fuel.
Difference between take-off fuel and trip fuel, consisting of:
• Route reserve,
Reserve fuel • diversion,
• holding, and
• additional fuel.
Take-off fuel (TOF) Mass of total usable fuel on board at the moment of take-off (brake release).
Mass of fuel to cover APU consumption, engine start and ground manoeuvres
until start of take-off. Standard masses are used which are, with a few
Taxi fuel exceptions, applicable at every airport.
The standard amount used depends on the aircraft type. The Commander may
increase the amount if local conditions require that.
Mass of the pre-calculated fuel consumption from take-off to touch-down at the
Trip fuel (TF)
next point of landing.

5.2.3 Load terms

This table shows, in alphabetical order, the explanation of load terms:

Term Explanation
The mass remaining after the subtraction of the operating mass from the allowed
Allowed traffic
mass for takeoff, which can be based either on the zero fuel, takeoff or landing
load
mass.
Total mass of:
•baggage
Dead load •cargo
•mail
• unmanifested items (e.g. EIC).
Total mass of:
•passengers
Total traffic load •baggage
(total payload) •cargo
•mail
•unmanifested items (e.g. EIC).
Underload Difference between allowed traffic load and load actually carried.

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5.2.4 Balance terms

This table shows, in alphabetical order, the explanation of balance terms:

Term Explanation
Basic Index (BI) Centre of gravity at basic empty mass expressed as an index value.
Center of gravity (CG) Point about which an aircraft would be balanced if suspended.
Dry operating index corrected for the balance influence of the load in
Dead load index (DLI)
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compartments.
Centre of gravity at dry operating mass expressed as an index value.
Dry Operating Index
Basic index corrected for the balance influence of the loads included in
(DOI)
dry operating mass.
During all phases of ground handling and maintenance, the airplane
Centre of Gravity (CG) shall be well forward of the main landing gear to
avoid airplane instability and tipping. Some of the major factors affecting
the airplane will include, but are not limited to: Airplane empty mass and
attitude, fuel, passenger and dead load loading, ramp slope and snow and
Ground stability wind loads.
Instability: When above-mentioned factors contribute to move the CG aft
toward the main landing gear and make the airplane instable, without
going as far as the nose- wheel actually losing contact with the ground.
Tipping: All the above, but with the addition that the nose-wheel actually
loses contact with the ground and the airplane starts tilting backward.
Loaded index at take-off
Loaded index at zero fuel mass corrected for the balance influence of fuel.
mass (LITOM)
Loaded index at zero fuel Dead load index corrected for the balance influence of passengers in
mass (LIZFM) cabin (fuel not included).
Imaginary reference line (chord) dividing the wing in two areas producing
Mean Aerodynamic
the same amount of lift. Location of CG of loaded aircraft is given as a
Chord (MAC)
percentage of the MAC.

5.2.5 Equipment Included in DOM and DOI

Included in DOM and DOI is:
– Standard equipment
– Route equipment

5.2.6 Standard equipment

Standard equipment is carried on board irrespective of route and version. Standard equipment
includes, for example:
– Aircraft document briefcase.
– Compartment nets.
– Pantry and toilet water.

5.2.7 Route equipment

Route equipment includes, for example:
– Catering and sales goods (including trolleys)

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5.3 STANDARD MASSES

The following topics describe which masses can be used for the different load control
purposes.

5.3.1 Types of mass

Masses used for load control purposes can be of two different types:
– Actual mass
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– Standard mass.

5.3.2 Examples of actual mass

Typical load types where actual mass is applied:
– Fuel and oil
– Cargo
– Mail.

5.3.3 Examples of standard mass

Typical load types where standard mass is applied:
– Passengers
– Crew
– Baggage.

5.3.4 Crew Members and Crew Baggage Masses

refer to 3.2.4 on page 3–4

5.3.5 Fuel and Oil Masses

Actual mass is applied to fuel and oil. All references to tankage shall be made in kilograms.

5.3.6 Passenger Masses

refer to 3.2.4 on page 3–4

5.3.7 Baggage Masses

There are two types of baggage masses used for load control purposes (refer to 3.2.4 on
page 3–4):
– Actual baggage mass per piece
– Standard baggage mass per piece (if weighting is not available)

5.3.8 Exceptionally heavy baggage versus standard baggage masses

The following applies to flights operating with standard baggage masses to compensate for
exceptionally heavy baggage:
– When a flight is expected to carry, or identified as carrying, a significant number of
passengers with exceptionally heavy baggage, the actual number of pieces and mass

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of that baggage shall be reported to the Load Controller and Loading Supervisor for
insertion on the Loading Report and Load and Trim Sheet.
– Typical passengers to be checked for exceptionally heavy baggage are:
• groups of seamen and military personnel.
• ice hockey teams or other sport teams.
• symphony/philharmonic orchestras.
– Any transfer station included in such passengers' itinerary must be noted in free text
format under “SI” in the Load message. The text to include:
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• number of pieces
• mass
• onward flight number
• destination(s).

5.4 OTHER TYPES OF LOAD AND THEIR MASSES

5.4.1 Hand baggage mass

The mass of the passengers' hand baggage (including pets and service animals in the cabin
(PET) is included in the passenger standard masses, and shall therefore be disregarded.

5.4.2 Cargo masses

For mass calculations on the Load and Trim Sheet and registration on the Loading Instruction/
Report the actual mass of the cargo, according to the mass slips, apply.

5.4.3 Mail masses

Actual mass of mail shall be used on the Loading instruction/ Report and Load and Trim Sheet.
NOTE 1: Decimals in the total mass of all mail per station of unloading shall be rounded off
to the nearest kilo.
NOTE 2: Diplomatic mail (DIP), when loaded:
– in the security locker in the cabin, shall not be recorded by mass on the
Loading Instruction/ Report and Load and Trim Sheet.
– in the compartments, shall be specified by mass as Cargo (DIP) on the
Loading Instruction/ Report, and included by mass in the general cargo figure
on the Load and Trim Sheet.

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5.5 INTRODUCTION TO THE LOADING INSTRUCTION/REPORT

Loading Instructions/Report is an informative document of load for Commander.

5.5.1 Types of Loading Instruction/Report

There are two types of Loading Instructions/Report forms that can be used for mass & balance
information:
– Manual Loading Instruction/Report in full A4-size based on IATA format AHM515 can
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be prepared and issued by a qualified Agent, Load Controller/Supervisor.

– EDP Loading Instruction/Report based on IATA format AHM514 can be prepared and
issued by a qualified Agent, Load Controller/Supervisor. The producing system may
be either an EDP system of a handling agent approved by SmartLynx or SmartLynx
Weight & Balance system.

5.5.2 Completion of Loading Instruction/Report

By signing the Loading Instruction/Report, the Load Planner and Loading Controller/
Supervisor confirms that the data listed below has been entered correctly:
– Aircraft type, and, if applicable ULD configuration.
– Aircraft registration.
– Departure and destination stations
– Flight number according to flight schedule, advice from SmartLynx Airlines OCC or
LDM.
– Transit load data according to incoming LDM or Load and Trim Sheet/Loading
Instruction/Report given to Agent on arrival.
– Actual baggage, cargo and mail data received from Load Control
– Aircraft has been loaded in accordance with instructions, including the deviations
shown on the report all containers/pallets and bulk load have been secured in
accordance with SmartLynx regulations.

5.5.3 Signature on Loading Instruction/Report

The following rules apply when issuing a Loading Instruction/Report:
– the Loading Instruction/Report shall be completed and signed by the Load Planner
and the Loading Controller/Supervisor.
– shall be signed by the Commander

5.5.4 Distribution of Loading Instruction/Report after completion

After completion of the final Loading Instruction / Report it shall be distributed:

1) Two copies shall be delivered to the Commander

2) One copy shall be kept in the station file for 3 months.
NOTE 1: For empty flights LIR also is required
NOTE 2: For samples of A320/A321 manual loading instructions / report refer to 3.5.1 on
page 3–38

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5.6 INTRODUCTION TO THE LOAD AND TRIM SHEET

5.6.1 Types of Load and Trim Sheet

There are two types of Load and Trim Sheet forms that can be used for mass & balance
calculations:
– Manual Load and Trim Sheets in full A4-size based on IATA format AHM516 can be
prepared and issued by a qualified Agent, Load Controller/Supervisor or Pilot.
– EDP Load and Trim Sheets based on IATA format AHM517 can be prepared and
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issued by a qualified Agent, Load Controller/Supervisor or Pilot. The producing

system may be either an EDP system of a handling agent approved by SmartLynx or
SmartLynx Weight & Balance system.

5.6.2 Completion of Load and Trim Sheet

NOTE: The Commander must be notified in advance when a manual Load and Trim Sheet
is being issued / used.
By signing the Load and Trim Sheet, the Agent or the Loading Controller/Supervisor confirms
that the data listed below has been entered correctly:
– Flight number according to flight schedule, advised by SmartLynx Airlines OCC
operations control or LDM.
– Aircraft registration.
– Aircraft type, cabin configuration and, if applicable ULD configuration.
– DOM/DOI according to crew composition
– DOM/DOI correction to applicable pantry code as published in Weight and Balance
Sheet for respective aircraft, if applicable.
– Maximum Gross Masses for aircraft type in question as published in the aircraft type
related AHM560.
– Take-off and Trip Fuel figures according to published data or information given by the
flight crew or flight dispatcher.
– Transit load data according to incoming LDM or Load and Trim Sheet/Loading
Instruction/Report given to Agent on arrival.
– Actual passenger data, as reported by the check-in staff at the gate counter.
– Actual baggage, cargo and mail data and distribution according to the Loading
Instruction/Report.
– Balance calculation and centre of gravity of loaded aircraft are within prescribed
limits. Total traffic load does not exceeding allowed traffic load.
– If applicable, the Loading Controller/Supervisor shall check and correct the Load and
Trim Sheet for necessary Last Minute Changes before it is presented to the
Commander.

5.6.3 Signature on Load and Trim Sheet

The following rules apply when issuing EDP Load and Trim Sheet:

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– The Load and Trim Sheet shall be completed and signed by the Agent, Loading
Controller/Supervisor or Cockpit crew.
– The PIC shall sign after cross check with Loading Instruction/Report.
The following rule apply when issuing e-load and trim sheet prepared by means of EFB:
– The Load and Trim Sheet shall be prepared by Cockpit crew, cross checked and
electronically signed by PIC using his three letter code.
The following rule apply when issuing Manual Load and Trim Sheet:
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– The Load and Trim Sheet shall be prepared, cross checked and signed by Cockpit
crew.

5.6.4 Distribution of Load and Trim Sheet after completion

After completion of the final Load and Trim Sheet it shall be distributed:
– Two copies delivered to the Commander.
– One copy shall be kept in the station file for 3 month.
NOTE 1: 1: If the Flight/Journey Log slip has been used as basic data for issuance of Load
and Trim Sheet, the Flight/Journey Log slip copy shall always be kept in the station
file.
NOTE 2: 2: If the final Load and Trim Sheet has been manually corrected a copy must always
be filed in the station file.

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5.6.5 Samples of A320 and A321 manual Load and Trim Sheet
A320
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A321
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SAMPLE OF ELECTRONIC LOAD SHEET

L O A D S H E E T PREPARED BY : JDL
ALL WEIGHTS IN KG APPROVED BY : JDL

FLIGHT PIC527 DATE 13FEB17 TIME 1425

FROM/TO A/C REG CREW

VVVH/VVTS YL-LCK (3/4)

TOTAL TRAFFIC LOAD 15635 UNDERLOAD 1222

DRY OPERATING WEIGHT 43481 BASIC WEIGHT 42516
ZERO FUEL WEIGHT ACT 59116 MAX 61000
TAKE OFF FUEL 8600
TAKE OFF WEIGHT ACT 67716 MAX 77000
TRIP FUEL 4438
LANDING WEIGHT ACT 63278 MAX 64500

BALANCE
BI 51.05 (%MAC 25.6)
DOI 50.45 (%MAC 25.2)
LITOM 65.6 (%MAC 30.5)
LILAM 69.1 (%MAC 32.2)
LIZFM 68.5 (%MAC 32.5)

FLAPS ALL : STAB -0.4 DOWN (%MAC: 30.5)

CABIN AREA TRIM

AVERAGE SEATED PAX WEIGHT IN CABIN (81 KG)
60/60/60 IN CABIN

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CABIN (A168 C12 I4)

NAME KG INDEX
OA 4844 -32.3 60
OB 4844 4.7 60
OC 4844 39.6 60
JUMP 0 -0.0 0
------------------------------
TOTALS: 14532 12.0 180 PAX + 4 INFANT + 0 STAFF

CARGO
NAME KG INDEX MAX KG
1 0 0.0 3402
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3 600 2.4 2426

4 503 3.7 2110
5 0 0.0 1497
------------------------------
TOTALS: 1103 6.1

BAG 1103 CARGO 0 MAIL 0 OTHER 0

OPS INFO
PANTRY : SL3 (410 KG 2.6I)
PAX CONSTANTS (KG): A84 C35 I0

LDM
PIC527/13.YLLCK.320/180.3/4
-.168/12/4.0.T1103.3/600.4/503
.PAX/0/0/180.COM/0/0
SI
B/1103.C/0.M/0
PAX WEIGHTS USED A 84 C 35 I 0
C 0M 0 B 0/ 1103 O 0 T 0

NOTES

PREFLIGHT INSPECTION
ORIGIN OF THE PREVIOUS FLIGHT: VVTS
DATE: 13FEB17
FLIGHT NUMBER: PIC527
ROUTE: VVVH-VVTS
SECURITY SEARCH COMPLETED AT: 1358
COCKPIT: YES
CABIN: YES
EXTERNAL SECURITY SEARCH: YES

BY SIGNING THIS AIRCRAFT SECURITY SEARCH/CHECK, THE COMMANDER CERTIFIES THAT THE APPROPRIATE SECURITY SEARCH/
CHECK HAS BEEN PERFORMED WITHOUT FINDINGS

LOADSHEET VERSION 5.2.9

CALCULATION TIME 13FEB17 14:18
END OF LOADSHEET

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5.7 LOAD CONTROL SUPERVISION

5.7.1 General
Within the area of aircraft loading and mass and balance calculations, Load Control
Supervision is the overall activity to secure flight safety. The supervision activity contains
several checks to be performed. They are further described in this section.

5.7.2 Scope of Supervision

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The checks performed shall secure that:

– The Load has been correctly distributed and secured.
– None of the aircraft's limitations have been exceeded.
– All relevant instructions have been followed.
– The load control documents correctly reflect the amount of load and its distribution, as
well as the correct number of persons on board.

5.7.3 Responsible for supervision

A qualified Load Controller or the Commander can perform supervision. It is possible to split
the responsibility between the Load Controller and the Loading Supervisor, provided the
Loading Supervisor is properly trained.

5.7.4 Checking the Load and Trim Sheet

In order to secure that a correct Load and Trim Sheet is presented to the Commander certain
checks are to be performed in situations given below

5.7.5 Responsible for checking

A person qualified to act as Load Controller shall perform the checking of the Load and Trim
Sheet.
When to check
The Load and Trim Sheet shall be checked when:
– A manual Load and Trim Sheet is issued
– An EDP Load and Trim Sheet is issued by a handling agent system
NOTE: Checks only needed according to steps 4, 5, 6 (and 13) below.
How to check
Follow the instruction below when checking the Load and Trim Sheet:

Step Action
1 Ascertain that correct version-bound documents are used.
Check the actual aircraft registration, version and crew with corresponding notations on the
2
Load and Trim Sheet.
Check that correct DOM, DOI and maximum gross masses according to the AHM have been
3
inserted on the Load and Trim Sheet. Tick off boxes checked.

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Step Action
Compare the total load per compartment according to the signed Loading Instructions/Report
4
with the corresponding figures on the Load and Trim Sheet.
Check and tick off the take-off fuel on the Load and Trim Sheet against the ramp fuel less taxi
5
fuel on the fuel slip.
Compare the actual number of passengers as reported from the gate with the corresponding
6
figures on the Load and Trim Sheet.
UNCONTROLLED COPY

Check that the actual passenger figures on the Load and Trim Sheet do not exceed the
7
maximum amount permitted on the applicable aircraft version.
Check that the actual masses in the compartments do not exceed the maximum compartment
8
capacities.
Check that actual gross masses on the Load and Trim Sheet do not exceed the maximum
9
gross masses.
Compare actual ZFW on the Load and Trim Sheet with pre-calculated ZFM on the Loading
10 Instruction. The Load Controller shall satisfy herself/ himself that differences are not due to
miscalculations in the actual mass calculation.
Check that the balance calculation is correct and that the centre of gravity is within allowed
11
limits.
Compare actual DLI/LIZFM on the Load and Trim Sheet with pre-calculated DLI/ LIZFM on the
12 Loading Instruction/Report. The Load Controller shall satisfy herself/himself that differences
are not due to miscalculations in the actual balance calculation.
13 Sign and/or countersign the Load and Trim Sheet.

5.7.6 Checking the Tolerance between Load and Trim Sheet and Loading Instruction
Report
This load control check is a manual check that reported load figures correspond with figures
as stated on the Load and Trim Sheet.

5.7.7 Responsible for checking

The check shall be performed by a person qualified to act as Load Controller
The following rules must be adhered to when performing the check: The check must always
be performed.
Additional load after the check must not be accepted as a tolerance. Such load must be
handled as LMC on the Load and Trim Sheet.

5.7.8 Differences in baggage masses

The baggage masses on the Loading Instructions Report and the Load and Trim Sheet may
only differ when:
– actual baggage mass is used on the Load and Trim Sheet, and
– standard baggage mass is used on the Loading Instructions/Report.
The masses may then differ up to the amount given as Tolerance per aircraft type.

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5.8 TOLERANCE BETWEEN LOAD AND TRIM SHEET AND LOADING

INSTRUCTIONS/REPORT
The following instruction shall be used for the checking of tolerance between Load and Trim
Sheet and Loading Instructions/Report:

Step Action
Calculate the difference between total mass per compartment on the Loading Report and the
1
Load and Trim Sheet.
UNCONTROLLED COPY

Add the differences for all compartments.

2
NOTE: The differences shall be added irrespective of plus or minus.
3 Compare the sum of all differences with the tolerance for the applicable aircraft.
Is the tolerance exceeded?
If... Then...
YES 1. Then check totals for miscalculations, and
4 2. Check cargo and mail figures for non-allowed differences

If still yes: Then the Load Controller/Supervisor shall decide what type of action shall
be taken, in order to satisfy herself/ himself that the Load and Trim Sheet is correct.
NO No further actions needed. Procedure completed.

5.8.1 Tolerance between Load and Trim Sheet and Flight/Journey Log Slip
The load control checks that reported fuel figures stated in the box FOB (fuel onboard) on the
Flight/Journey Log Slip correspond with figures as stated on the Load and Trim Sheet.
It is of out-most importance that if the allowed tolerance is exceeded and there is a difference
in fuel figures to make sure to immediately contact responsible person for corrective action.
The following rules must be adhered to when performing the check:
– The check must always be performed.
– Take-off fuel on the Load and Trim Sheet shall be equal to required ramp fuel minus
taxi fuel.
– If the actual ramp fuel (RAF) exceeds the required ramp fuel with more than the
tolerance given (see table below), then:
• Correct Load and Trim Sheet to show actual ramp fuel on the Log Slip minus taxi
fuel, or
• Perform defueling.
These are the tolerances between:
– take off fuel on the Load and Trim Sheet, and
– actual ramp fuel on the Log Slip minus taxi fuel.
Tolerance for A320/A321 is +100kg.

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Follow the instruction below when checking the Load and Trim Sheet against the Log
Slip:

Step Action
Compare the takeoff fuel on the Load and Trim Sheet with actual ramp fuel on the Log Slip
1
minus taxi fuel.
Do the figures correspond (within the tolerance)?
If... Then...
UNCONTROLLED COPY

2
YES go to step 4 below.
NO continue with step 3 below.
Does the difference create overload?
If... Then...
3 YES take necessary decisions in co-operation with the Commander in order to act as
needed, for example defueling and/or off-loading. Then continue with step 4 below
NO continue with step 4 below.
Amend the Load and Trim Sheet to reflect the actual ramp fuel on the Log Slip minus taxi fuel.
4
NOTE: Manual fuel correction on EDP Load and Trim Sheet is not allowed. New Load and
Trim Sheet has to be issued.

5.8.2 Checking the Passenger Figures

This load control check is a manual check that actual number of embarked passengers
corresponds with the number of passengers as stated on the Load and Trim Sheet.

5.8.3 Responsible for checking

A person qualified to act as Load Controller/Supervisor shall perform the check.
The following rules must be adhered to when performing the check:
– The check shall always be performed.
– The passenger figures on the Load and Trim Sheet must be equal to the number of
passengers as reported from the gate.
– No tolerance applies.
Follow the instruction below when checking Passenger Figures on the Load and Trim Sheet:

Step Action
Compare the following passenger figures on the Load and Trim Sheet with passenger figures
as reported from the gate:
1 • Total number,
• Number per class (if applicable), and
• Section (if applicable).
Is there any difference?
2
If yes: Inform the Commander and amend the Load and Trim Sheet if necessary.

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5.9 LAST MINUTE CHANGES (LMC)

5.9.1 General
In certain cases it is necessary to adjust the Load and Trim Sheet after it has been completed.
Such adjustments are called Last Minute Changes (LMCs). The reason for such changes can
be:
– Change of dead load.
– Adjustment of the passenger figures at the gate.
UNCONTROLLED COPY

– Exceeded tolerance figure as a result from the load control check between the
Loading Instructions/Report and the Load and Trim Sheet.
– Adjustment of crew figures.
– Reseating of passengers.
NOTE: Changes to fuel and DOM (except crew) must never be written as LMC on the Load
and Trim Sheet. Corrections to DOM/DOI on manual Load and Trim Sheet can be
made according to procedures.

5.9.2 Post Departure

All Last Minute Changes must be included in the Load Message (LDM).

5.9.3 Standard LMC Procedure

The Commander or a fully qualified Load Controller/Supervisor can always use the Standard
LMC procedures.
The rules below must be followed when performing LMC:
– The LMC shall be restricted to changes in traffic load and crew. Standard masses per
respective load type shall be used.
– Total mass of LMC must not exceed the available underload.
– Changes to DOM (other than crew) and fuel must not be entered as LMC. It shall be
corrected under appropriate headings.
– Corrections to actual MZFM, MTOM and MLM shall not be made.
– Balance values must be re-calculated for LMC. Correction to figures on the Load and
Trim Sheet shall be made even if figures are unchanged. This is done in order to
show that the balance and seating conditions have been checked.
– Deadload LMC shall be registered on the Loading Instruction/Report.
– All LMC shall be included in the Load message

5.9.4 Balance recalculation

Normally when LMC occurs the balance shall be re-calculated according to instructions in the
respective aircraft type AHM. It is however, on seating flights, allowed to act according to the
matrix below:

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NOTE: LITOM is not mentioned in this matrix but shall be changed whenever the LIZFM is
changed

Situation Action
• Re-calculate the DLI, as a result of index influence for applicable compartment(s).
• Correct the LIZFM, as a result of the changed DLI.
Deadload LMC NOTE 1: Re-calculation of compartment balance is only needed for the
only compartment in which the dead-load figure has been changed.
NOTE 2: Re-calculation of the cabin balance is not needed when the LMC
UNCONTROLLED COPY

concerns deadload only.

Correct the LIZFM, as a result of index influence for applicable cabin section(s).
NOTE 1: Re-calculation of the compartment balance is not needed when the
Passenger LMC
LMC concerns passengers only.
only
NOTE 2: Re-calculation of cabin balance is only needed for the cabin section in
which the passenger figure has been changed.
Combination of
deadload and Combine above actions.
passenger LMC

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5.10 DESCRIPTION OF OTHER DOCUMENTS

5.10.1 Trip file content

Legal provisions prescribe the carriage of the following documents listed below on each flight.
These documents shall be provided by SmartLynx Airlines:
– Operational Flight Plan
– Aircraft technical log
UNCONTROLLED COPY

– Details of the filed ATS Flight Plan

– Appropriate NOTAMS/AIS Briefing Documentation
– Appropriate Meteorological Information
– Current maps and charts and associated documents
– Forms to comply with the reporting requirements of the
– DG acceptance checklist and transport document (to be stored in cargo agents
operational records for at least 3 months after flight departure)
These documents shall be provided by Handling Agent to Commander in required quantities:

Number
Document
of Copies
Mass and balance documentation (LIR, LS) 2 pcs
Passenger Name List (PNL) 3 pcs
Notification of special categories of passenger such as security personnel, if not
considered as crew, handicapped persons, inadmissible passengers, deportees and 3 pcs
persons in custody (PSM)
If applicable, catering order 2 pcs
If applicable, Notifications on Special loads including dangerous goods including written
2 pcs
information to Commander (NOTOC)
Shipper’s declaration 2 pcs
Any other documentation which may be required by the states concerned with this flight,
2 pcs
such as Cargo Manifest, Air Waybill

NOTE 1: Copy of each document provided to Commander shall be kept in the station file for
3 months.
NOTE 2: All documents shall be stored in Flight envelope or electronically.

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5.11 INTRODUCTION TO NOTIFICATION TO CAPTAIN (NOTOC)

Commander must be informed of any load of a potentially hazardous nature. The purpose of
the Notification to Captain (NOTOC) form is to notify the Commander when dangerous goods
and/or other special load are included in the load information. Passengers needing special
attention shall also be included. The NOTOC must be readily available to Commander during
the flight.
The information to the Commander must also include confirmation that there is no evidence of
any damaged or leaking packages have been loaded on the aeroplane.
UNCONTROLLED COPY

By signing the Notification to Captain, the Loading Controller/Supervisor confirms that the data
listed below has been entered correctly:
– Air Waybill number, If applicable.
– Proper shipping name and/or UN/ID number, and where required, technical name(s).
– Classification, and for Class 1, division and compatibility group.
– Packing group.
– Identified subsidiary risks.
– For non-radioactive material, number of packages, exact loading location and, as
applicable, net quantity or gross weight of each package, except:
• For UN 1845: carbon dioxide, solid (dry ice), UN number, proper shipping name,
• For UN 3480, (Lithium ion batteries) and UN 3090 (lithium metal batteries): At the
option of the SmartLynx, only the UN number, proper shipping name, class, total
quantity at each loading location, and whether the package must be carried on a
cargo-only aircraft are required which can’t be transported by SmartLynx. UN
3480 (Lithium ion batteries) and UN 3090 (lithium metal batteries) should be
carried under a State exemption have to meet all requirements specified in such
paragraph.
– Classification, total quantity in each aircraft hold and offload airport.
– Any restriction for transport on cargo aircraft only.
– Offload airport.
– Dangerous goods transported under a state exemption. If applicable,
– ULD identification number(s), If applicable.

5.11.1 Types of NOTOC

There are two types of Load and Trim Sheet forms that can be used for mass & balance
calculations:
– Manual NOTOC full A4-size based on IATA format AHM381 can be prepared and
issued by a qualified Agent, Load Controller/Supervisor.
– EDP NOTOC based on IATA format AHM382 can be prepared and issued by a
qualified Agent, Load Controller/Supervisor. The producing system may be either an
EDP system of a handling agent approved by SmartLynx Airlines or SmartLynx
Airlines Weight & Balance system.

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5.11.2 Signature on NOTOC:

The following rules apply when issuing a NOTOC:
– The NOTOC shall be completed and signed by the Load Planner or the Loading
Controller/Supervisor.
– The Commander shall sign after cross check with Cargo Manifest / Air Waybill.

5.11.3 Distribution of NOTOC after completion

UNCONTROLLED COPY

(IATA AHM384)
Distribution of NOTOC after completion
After completion of the NOTOC it shall be distributed:
– Two copies delivered to the Commander.
– One copy shall be kept in the station file for 3 month.
NOTE 1: When NOTOC is not prepared by the load controller, the person preparing the
NOTOC must ensure that the Load Controller/Supervisor will receive a copy of the
NOTOC in order to ensure that load plan will take segregation requirements into
account.
NOTE 2: In case of transport Dangerous goods as cargo Ground Handling agent have to
send NOTOC (with information about transported Dangerous goods) until aircraft
landing in destination airport to SmartLynx Operation Control Centre.
SmartLynx requirement is that 1 legible copy of the information to the pilot-in-command must
be retained on the ground. This copy must have an indication on it or with it that the pilot-in-
command has received the information (pilot signature). The copy, or the information
contained in it must be readily accessible at the airport of last departure and next scheduled
arrival, until after the flight to which the information refers.

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5.11.4 Sample of manual Notification to Captain (NOTOC)

UNCONTROLLED COPY

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5.11.5 Sample of EDP Notification to Captain (NOTOC)

UNCONTROLLED COPY

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5.12 INTRODUCTION TO AIR WAYBILL (AWB)

The IATA DGR requires that the AWB accompanying any shipment of dangerous goods is
completed with specific information by the shipper.
AWB means the document made by or on behalf of the shipper, which evidences the contract
concluded between the shipper and the air carrier. The AWB is issued by the shipper’s agent
(forwarding agent) or a responsible carrier’s staff, based on the Shipper’s Instructions.
The AWB must be issued as a printed document (typed print using cargo system or without it)
UNCONTROLLED COPY

and must accompany the shipment of D.G. until its delivery to the consignee.
An AWB containing both dangerous and non-dangerous goods must show the dangerous
goods separately by listing them first. The only exception to this is for dry ice when used as a
refrigerant.
AWB(s) accompanying dangerous goods consignments must include the following statements
in the “Handling Information” box:
“Dangerous goods as per attached Shipper’s Declaration”, or
“Dangerous Goods as per attached DGD”.
Total Number of Hazardous certificates attached
“Cargo Aircraft Only” or “CAO”, if applicable.
For mixed consignments the number of pieces of dangerous goods in the consignment must
be shown either before or after the above statement.
NOTE: For infectious substances the shipper must confirm that advance arrangements
have been made with the consignee.
For dangerous goods NOT requiring the Shipper’s Declaration, a full description of goods in
‘Nature and Quantity of Goods’ box of the AWB, which must show in sequence, the proper
shipping name, class or division number, packing group, number of packages, net quantity per
package, packing instruction.
On carrier flights, the AWB format under the IATA 600a and 600b resolution must be used at
least with the following numbers and sequence of AWB originals and copies:

5.12.1 Distribution of AWB after completion

– Original 1 – Issuing carrier
– Original 2 – Consignee
– Original 3 – Shipper
– Copy 4 – Delivery receipt
– Copies 5 / 6 / 7 – Extra copies
– Copy 8 – Agent
The colours of AWB copies and originals are optional, not mandatory. The AWB must be
completed in accordance with the above resolution, unless specified otherwise by the carrier.

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The AWB evidences the transfer of liability for the shipment from the shipper (agent) to the
carrier, from the moment of the goods acceptance for carriage at the departure airport until
their delivery to the consignee at the destination airport.
The shipper shall enter shipper’s and consignee’s names and their full addresses, shipment
routing, type of payment and all specific requirements regarding transport and handling.
Should the AWB show the final destination in other country than consignee´s address, such
case is allowed and the destination is applicable for the shipment delivery by Carrier.
UNCONTROLLED COPY

The shipper is fully responsible for the accuracy and completeness of information in the AWB
provided by him/her or his/her agent. The shipper is liable for damages the carrier incurs due
to incorrect or incomplete data.
By signing the AWB, the shipper acknowledges the conditions of the contract as specified on
the reverse side of the AWB and accordance with the SmartLynx rules of carriage for cargo.
The carrier confirms the conclusion of the contract of carriage by counter-signing the AWB by
its representative (or its agent) and returning the validated original.

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5.12.2 Sample of AWB

UNCONTROLLED COPY

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5.13 INTRODUCTION TO CARGO MANIFEST

The cargo manifest is a document prepared by the carrier or his appointed handling agent to
inform airports authority, customs, and agent involved of origin, transit and destination airport.
The cargo manifest must contain:
– Carrier
– Aircraft registration
– Flight number
UNCONTROLLED COPY

– Date
– Point of loading
– Point of unloading
– Air waybill reference and for each AWB
– Nr of pieces of goods
– Nature of goods
– Gross weight
– Origin
– Destination
– Total pieces of shipment
– Total weight
The cargo manifest must be accurately completed. Failure to do so (i.e. including all items)
may lead to punitive action by customs. Misdeclaration of weights can cause serious problems
with aircraft safety and loading requirements.

5.14 INTRODUCTION TO SHIPPER’S DECLARATION

(IATA Dangerous Goods Regulations 8.1)
The shipper is responsible for the completion of a prescribed declaration form, “Shipper's
Declaration for Dangerous Goods”, for each shipment containing Dangerous Goods as defined
or classified in IATA Dangerous Goods Regulations.
Two copies of the declaration must be completed and signed by the shipper. It may not be
signed by a freight forwarder or cargo agent on behalf of the shipper. It may, however, be
signed by a party undertaking the dangerous goods packing and preparation on behalf of the
shipper.
The shipper may amend or alter the entries made on the declaration provided any
amendments or alterations are signed by the shipper. Entries in different handwriting or
handwriting and typing are not amendments or alterations.
The Declaration must be in English and may, if required, be supplemented by an accurate
printed translation in another language.
For samples of checklists refer to 9.16.2 on page 9–34.

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CHAPTER 6 MESSAGES

6.1 LOAD AND PASSENGER CODES

6.1.1 Load information codes

B — baggage not otherwise specified.
C — general cargo or mixed units.
UNCONTROLLED COPY

D — crew baggage (when not included within “E” or “S”).

E — equipment, e.g. unmanifested flight spares, in compartment.
F — first class baggage and/or priority handled baggage.
H — ULD and/or its load to be transshipped to a connecting flight (onward destination and/or
flight to be shown in SI element on CPM).
M — mail.
N — no ULD at position.
Q — courier baggage.
S —sort on arrival (describes a rummage container, i.e. contents of different categories and
on-line destinations).
T — load for transfer to various connecting flights.
U — unserviceable ULD.
W — cargo in security controlled ULD.
X — empty ULD.
Z — load deliberately mixed by destination when these destinations are known to be beyond
a planned reloading station.

6.1.2 Additional Cargo Load Information Codes

The codes listed below shall be used to distinguish different baggage categories and to give
information in connection with the handling of baggage, e.g. BT for transfer baggage.

6.1.3 Additional baggage load information codes:

BF — First Class and all other Priority
BT — Transfer
BH — Hot Connection
BS — Short Connection
BG — Tail to Tail Transfer/Through Units
BD — Domestic Transfer

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6.1.4 Additional Cargo Load Information Codes

The codes listed below shall be used to distinguish different cargo ULD load categories and to
give information in connection with ULD handling of cargo, e.g. CI for international transfer
cargo, CA for domestic transfer cargo and CL for local cargo.
CA — Domestic Transfer
CG — Through Units
UNCONTROLLED COPY

CI — International Transfer
CL — Local
CP — Priority

6.1.5 ULD Load volume codes

RESERVED.

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6.2 CODES FOR LOADS REQUIRING SPECIAL ATTENTION

6.2.1 Identification codes

The codes shown below shall be used to identify those types of load which require special
handling and/or special treatment.
When used on Loadsheet/Load message the codes (and the details) are entered as follows:
– for passenger or passenger/cargo aircraft in the “Remarks” box of the respective
UNCONTROLLED COPY

destination;
– for all cargo aircraft in the “SI” box preceded by the destination code in case of multi-
sector flights. The destination code must be preceded by a full stop;
– each code must be preceded by a full stop. The code is followed by an oblique (/) if
further loading details are to be shown; loading positions to be shown must be in
accordance with IATA AHM510
– for dangerous goods, if restrictions based on total quantity apply, quantity may be
shown in the “SI” box together with the Cargo-IMP code, when necessary.
On other documents only the code need be used, other details are optional.

Notes to Loadsheet
Code Description NOTOC
and LDM (examples)

Spare parts required for Aircraft on Ground; followed

AOG by the loading position.
(.AOG/1) (.AOG/36R) No

Cold blooded animals; followed by the loading .AVC/4

AVC position .AVC/13P
Yes

.AVI/4
AVI Live animals; followed by the loading position.
.AVI/13P
Yes

Aquatics and Live Fish; followed by the loading .AVP/4

AVP position .AVP/13P
Yes

Ballast (not manifested); followed by the loading .BAL/1/250

BAL No
position and mass. .BAL/11P/1200
Stretcher installed; followed by the total number of
.BED/6/0M
seats blocked by the stretcher arrangement and
.BED/6/1 M
number of passengers travelling on these seats
BED .BED/12/2M No
(invalid and accompanying) and class.
.BED/6/1Y
Note: The passengers, if any, are included in the PAX
.BED/12/2 Y
FCM/Y distribution.
Packages of dangerous goods labelled Cargo
Aircraft Only (CAO label) which only may be loaded
CAO on cargo aircraft in compartments accessible during .CAO/B/58 Yes
flight, or in accessible pallet positions on the main
deck; followed by the loading position and mass.
Cargo Attendant on Cargo Aircraft; followed by the
CAT (.CAT/2) (No)
number of cargo attendants.
Company Mail (unmanifested); followed by the
COM (.COM/4/25) (No)
loading position and mass.

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Notes to Loadsheet
Code Description NOTOC
and LDM (examples)

Courier baggage and musical instruments in

passenger seats; followed by the number of seats
occupied per class.
COU .COU/0/2 No
Notes:
•COU is included in the PAX FCM/Y distribution
•This code is not IATA standard.
UNCONTROLLED COPY

Dead Heading Crew; Crew positioning to/from duty

not directly involved in the operation of the flight,
occupying passenger seats. The code must be
DHC .DHC/1/2 No
followed by the number of seats occupied per class.
Note: DHC are included in the PAX FCM/Y
distribution.
Diplomatic Mail in custody of the airline; followed by
.DIP/2
loading position and number of bags.
DIP .DIP/1/2 No
Note: Loading position shall be excluded if loaded in
.DIP/36L/2
cabin.
Not hermetically packed foodstuff intended for
.EAT/2
EAT consumption by humans or animals; followed by No
.EAT/12P
loading position.
Equipment in Compartment; (unmanifested items not
included in the Dry Operating Mass/Index such as
additional flight kits, loading and lashing equipment)
.EIC/2/500
EIC followed by the loading position and mass. No
.EIC/34L/250
Note: Containers, pallets, igloos, nets as well as
loading equipment and lashing materials used on/in
ULDs will not be considered as EIC.
Stretcher kit hold loaded; followed by the loading
BEH .BEH/4/35 No
position and mass.
An item loaded on two or more pallets or which, due
to its size or mass, requires special handling/
equipment for loading and offloading. The code is
followed by the foremost and rearmost loading
BIG positions over which the piece is loaded, and the .BIG/11P12P/ 1567 No
mass of the piece. The code BIG:
is applicable only to pallet loaded items,
can also be used in conjunction with the code OHG
e.g. BIG/AB/7500.OHG/AB/C45.
Extra volume passenger; followed by the number of
extra occupied seats per class.
Notes: .EVP/0/1
EVP No
•The passenger her-/himself is included in the PAX .EVP/1
FCM/Y distribution.
•This code is not IATA standard.
.FIL/3.
FIL Undeveloped film; followed by the loading position. No
.FIL/33R

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Notes to Loadsheet
Code Description NOTOC
and LDM (examples)

Heavy items weighing 150 kg or more per piece;

followed by the loading position and mass.
Notes: .HEA/1/196
HEA •Two or more heavy pieces in the same compartment .HEA/1/188 No
must be shown individually. .HEA/1/205
•No HEA remark is required for heavy pieces loaded
on/in ULDs.
UNCONTROLLED COPY

.HEG/2
HEG Hatching eggs; followed by the loading position. No
.HEG/22P
Human Remains in coffins; followed by the loading
position and mass.
Notes: .HUM/1/258
HUM No
•The code HUM is not required for funeral urns. .HUM/22P/165
•An additional HEA remark for HUM weighing more
than 150 kg is not required.
Dry ice (Carbon-Dioxide); followed by the loading .ICE/4
ICE Yes
position. .ICE/11R
Live human organs or blood; followed by the loading .LHO/1
LHO No
position. .LHO/37R
Magnetized Materials (labelled); followed by the (.MAG/4) (.MAG/22P/
MAG (No)
loading position. 675)
Items loaded on one or more pallets that overhang
positions other than those on which they are loaded.
The code is followed by the foremost and rearmost
.OHG/22P/ 21P100
loading positions on which the piece is loaded and
OHG .OHG/12P/ No
followed by the loading position overhung by the load
11P90721P80
and the length of the overhang in centimetres.
Note: The overhang information is to be repeated, if
required.
Passengers not entitled to firm booking; followed by
.PAD/0/1/12
the number of seats occupied per class.
PAD .PAD/0/5 No
Note: PAD are included in the PAX FCM/Y
.PAD/3
distribution.
.PER/2
PER Perishable Cargo; followed by the loading position. No
.PER/31L
Cryogenic liquids (deeply refrigerated gases); .RCL/2
RCL Yes
followed by the loading position. .RCL/12L
.RCM/1
RCM Corrosive (labelled); followed by the loading position. Yes
.RCM/21R
Explosive 1.3C (labelled); followed by the loading .RCX/2
RCX Yes
position. .RCX/22P
Flammable compressed gas (labelled); followed by .RFG/2
RFG Yes
the loading position. .RFG/22R
Flammable liquid (labelled); followed by the loading .RFL/1
RFL Yes
position. .RFL/33L

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Notes to Loadsheet
Code Description NOTOC
and LDM (examples)

Flammable Solid (labelled); followed by the loading .RFS/2

RFS Yes
position. .RFS/33R
Dangerous when wet (labelled); followed by the .RFW/1
RFW Yes
loading position. .RFW/22P
Infectious substance (labelled); followed by the .RIS/1
RIS Yes
loading position. .RIS/31R
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Miscellaneous Dangerous Goods; followed by the .RMD/1

RMD Yes
loading position. .RMD/11P
Non-flammable gas (labelled); followed by the .RNG/1
RNG Yes
loading position. .RNG/34L
Organic peroxide (labelled); followed by the loading .ROP/1
ROP Yes
position. .ROP/32R
.ROX/1
ROX Oxidizer (labelled); followed by the loading position. Yes
.ROX/11P
.RPB/2
RPB Toxic (labelled); followed by the loading position. Yes
.RPB/34L
.RPG/1
RPG Toxic gas (labelled); followed by the loading position. Yes
.RPG/34L
Radioactive category I - white (labelled); followed by .RRW/1
RRW Yes
the loading position. .RRW/11P
Radioactive categories II and III - Yellow (labelled);
followed by the loading position and the sum of
.RRY/1/3
Transport Indexes per shipment.
RRY .RRY/34R/4 Yes
Note: If decimals are shown this must be separated
.RRY/32L/4PT5
by the abbreviation "PT" (point), to indicate the
decimal point.
Polystyrene beads (no label); followed by the loading .RSB/1/12
RSB Yes
position and mass. .RSB/11P/95
Spontaneously combustible (labelled); followed by .RSC/2
RSC Yes
the loading position. .RSC/21R
Explosive 1.4B (labelled); followed by the loading .RXB/2
RXB Yes
position. .RXB/37R
Explosive 1.4C (labelled); followed by the loading .RXC/1
RXC Yes
position. .RXC/22P
Explosive 1.4D (labelled); followed by the loading .RXD/2
RXD Yes
position. .RXD/21P
Explosive 1.4E (labelled); followed by the loading .RXE/1
RXE Yes
position. .RXE/11P
Explosive 1.4S (labelled); followed by the loading .RXS/1
RXS Yes
position. .RXS/33L

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Notes to Loadsheet
Code Description NOTOC
and LDM (examples)

Seats occupied/blocked by cargo, mail or baggage

(except courier baggage); followed by the number of
.SOC/0/9
SOC seats occupied/blocked per class. No
.SOC/2/45
Note: SOC is not included in the PAX FCM/Y
distribution.
Operating Crew occupying passengers seat(s) when
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no crew seat(s) available; followed by number of .XCR/0/2

XCR No
seats occupied per class. .XCR/2/2
Note: XCR is included in the PAX FCM/Y distribution.
VAL Valuable cargo. (No) (No)
Unaccompanied minor(s), aged 5-12 years.
Note: This code is not IATA/AHC standard and can
be excluded if the information is written on the
UM No Yes
Loadsheet.
Reference: GOM “Description of the Manual Load-
sheet”, field 53.
Wheelchair - R for Ramp.
Passenger can ascend/descend steps and make
own way to/from cabin seat, but requires wheelchair
for distance to/ from the aircraft.
WCHR Note: This code is not IATA/AHC standard and can No Yes
be excluded if the information is written on the
Loadsheet.
Reference: GOM “Description of the Manual Load-
sheet”, field 53.
Wheelchair - S for Steps.
Passenger cannot ascend/descend steps, but is able
to make his/her own way to/from cabin seat, requires
wheelchair or mobile lounge and must be carried up/
WCHS No Yes
down steps.
Note: This code is not IATA/AHC standard and can
be excluded if the information is written on the
Loadsheet.
Wheelchair - C for Cabin Seat.
Passenger completely immobile. Requires
wheelchair to/ from aircraft/mobile lounge and must
be carried up/down steps and to/from cabin seat.
WCHC Note: This code is not IATA/AHC standard and can No Yes
be excluded if the information is written on the
Loadsheet.
Reference: GOM “Description of the Manual Load-
sheet”, field 53.

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6.2.2 Pallet Contour Codes

Notes to Loadsheet
Code Description
and LDM (examples)

Pallet Lower Deck. Indicates a pallet which can be loaded on the

lower deck of a particular aircraft type. Two alpha-numeric
preceded by an oblique to indicate the pallet contour, if required.
PLD Example: .PLD(/mm)
.PLD
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Note: Without any further specification the code PLD indicates a

pallet with a height of not more than 162 cm (62 in).
Pallet Main Deck. Indicates a pallet which can only be
accommodated on the main deck of a particular aircraft type.
Two alpha-numeric preceded by an oblique to indicate the pallet
PMD contour. .PMD/mm
Example:
.PMD/Q6 (up to 8 ft high)
.PMD/Q7 (8-10 ft high)
Pallets that utilise extensions (wings) to increase the capacity of
the pallet.
PWG Note: Whenever a winged pallet is loaded in such a way that the .PWG
overhang affects adjacent positions, the code OHG shall be
used in addition.

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6.3 DELAY CODES

Use the following codes to express the reason for delay, diversion or other irregularities in
aircraft MVT/DIV and other messages. The standardisation of codes used for this purpose is
essential for commonality in EDP systems, uniform agency handling, exchange of information,
statistical comparison and management analysis.
Two-digit codes (numeric) are primary, as shown below.
Handling Agents using alpha codes shall provide for the transmission of numeric codes, either
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manually or automatically. A description of a code may cover several possible statements.

Where there is still some doubt of interpretation, use the SI to amplify.
It is essential that these codes be applied impartially and not be considered as reasons for
blame but rather to identify corrective action.

Others

6 OA NO GATE/STAND AVAILABLE Due to own airline activity

Planned turnaround time less than declared
9 SG SCHEDULED GROUND TIME
minimum

Passenger and baggage

11 PD LATE CHECK-IN Check-in reopened for late passengers

12 PL LATE CHECK-IN Check-in not completed by flight closure time
13 PE CHECK-IN ERROR Error with passenger or baggage details
14 PO OVERSALES Booking errors – not resolved at check-in
Discrepancies and paging, missing checked in
15 PH BOARDING
passengers
Local decision to delay for VIP or press; delay due
COMMERCIAL PUBLICITY /
16 PS to offload of passengers following family
PASSENGER CONVENIENCE
bereavement
17 PC CATERING ORDER Late or incorrect order given to supplier
18 PD BAGGAGE PROCESSING Late or incorrectly sorted baggage

Cargo and Mail

21 CD DOCUMENTATION Late or incorrect documentation for booked cargo

22 CP LATE POSITIONING Late delivery of booked cargo to airport/aircraft
23 CC LATE ACCEPTANCE Acceptance of cargo after deadline
24 CI INADEQUATE PACKING Repackaging and / or re-labelling of booked cargo
Booked load in excess of saleable load capacity
25 CO OVERSALES
(mass or volume), resulting in reloading or off-load

Mail only

27 CE DOCUMENTATION, PACKING Incomplete and / or inaccurate documentation

28 CL LATE POSITIONING Late delivery of mail to airport / aircraft

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29 CA LATE ACCEPTANCE Acceptance of mail after deadline

Aircraft and Ramp Handling

Late or inaccurate mass and balance

LATE / INACCURATE
31 GD documentation, general declaration, passenger
AIRCRAFT DOCUMENTATION
manifest
32 GL LOADING / UNLOADING Bulky items, special load, lack loading staff
33 GE LOADING EQUIPMENT Lack of and / or breakdown; lack of operating staff
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34 GS SERVICING EQUIPMENT Lack of and / or breakdown; lack of operating staff

35 GC AIRCRAFT CLEANING Late completion of aircraft cleaning
36 GF FUELLING / DEFUELLING Late delivery of fuel; excludes late request
37 GB CATERING Late and / or incomplete delivery; late loading
38 GU ULD Lack of and / or unserviceable ULD's or pallets
Lack and / or breakdown; lack of operating staff;
39 GT TECHNICAL EQUIPMENT
includes GPU, air start, pushback tug, de-icing

Technical and Aircraft Equipment

41 TD TECHNICAL DEFECTS Aircraft defects including items covered by MEL

42 TM SCHEDULED MAINTENANCE Late release from maintenance
NON-SCHEDULED Special checks and / or additional works beyond
43 TN
MAINTENANCE normal maintenance schedule
Lack of spares, lack of and / or breakdown of
44 TS SPARES AND MAINTENANCE specialist equipment required for defect
rectification
Awaiting AOG spare(s) to be carried to another
45 TA AOG SPARES
station
For technical reasons, e.g. a prolonged technical
46 TC AIRCRAFT CHANGE
delay
47 TL STANDBY AIRCRAFT Standby aircraft unavailable for technical reasons

Damage to Aircraft

DAMAGE DURING FLIGHT Bird or lightning strike, turbulence, heavy or

51 DF
OPERATIONS overmass landing, collisions during taxiing
Collisions (other than taxiing), loading / offloading
DAMAGE DURING GROUND
52 DG damage, towing, contamination, extreme weather
OPERATIONS
conditions

EDP / Automated Equipment Failure

Failure of automated systems, including check-in;

55 ED DEPARTURE CONTROL
load control systems producing mass and balance
CARGO PREPARATION Failure of documentation and / or load control
56 EC
DOCUMENTATION systems covering cargo
57 EF FLIGHT PLANS Failure of automated flight plan systems

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Flight Operations and Crewing

61 FP FLIGHT PLAN Late completion of or change to flight plan

OPERATIONAL Late alteration to fuel or payload
62 FF
REQUIREMENT
LATE CREW BOARDING OR Late flight deck, or entire crew, other than standby;
63 FT
DEPARTURE PROCEDURES late completion of flight deck crew checks
FLIGHT DECK CREW Sickness, awaiting standby, flight time limitations,
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64 FS
SHORTAGE valid visa, health documents, etc.
FLIGHT DECK CREW
65 FR Requests not within operational requirements
SPECIAL REQUEST
LATE CABIN CREW
Late cabin crew other than standby; late
66 FL BOARDING OR DEPARTURE
completion of cabin crew checks
PROCEDURES
Sickness, awaiting standby, flight time limitations,
67 FC CABIN CREW SHORTAGE
valid visa, health documents
CABIN CREW ERROR OR
68 FA Requests not within operational requirements
SPECIAL REQUEST
CAPTAIN REQUEST FOR Extraordinary requests outside mandatory
69 FB
SECURITY CHECK requirements

Weather

71 WO DEPARTURE STATION Below operating limits

72 WT DESTINATION STATION Below operating limits
73 WR EN-ROUTE OR ALTERNATE Below operating limits
Removal of ice and / or snow; excludes equipment
75 WI DE-ICING OF AIRCRAFT
– lack of or breakdown
REMOVAL OF SNOW, ICE,
76 WS WATER, AND SAND FROM Runway, taxiway conditions
AIRPORT
GROUND HANDLING
77 WG IMPAIRED BY ADVERSE High winds, heavy rain, blizzards, monsoons etc.
WEATHER CONDITIONS

Air Traffic Flow Management Restrictions

ATFM DUE TO ATC EN-

81 AT Standard demand / capacity problems
ROUTE DEMAND / CAPACITY
Reduced capacity caused by industrial action or
ATFM DUE TO ATC STAFF / staff shortage, equipment failure, military exercise
82 AX
EQUIPMENT ENROUTE or extraordinary demand due to capacity reduction
in neighboring area
Airport and / or runway closed due to obstruction,
ATFM DUE TO RESTRICTION
83 AE industrial action, staff shortage, political unrest,
AT DESTINATION AIRPORT
noise abatement, night curfew, special flights
84 AW ATFM DUE TO WEATHER AT DESTINATION

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Airport and Government Authorities

85 AS MANDATORY SECURITY Passengers, baggage, crew, etc.

IMMIGRATION, CUSTOMS,
86 AG Passengers, crew
HEALTH
Parking stands, ramp congestion, lighting,
87 AF AIRPORT FACILITIES
buildings, gate limitations etc.
Airport and / or runway closed due to obstruction
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RESTRICTIONS AT
88 AD industrial action, staff shortage, political unrest,
DESTINATION AIRPORT
noise abatement, night curfew, special flights
Including air traffic services, start-up and pushback,
airport and / or runway closed due to obstruction or
RESTRICTIONS AT AIRPORT weather (restriction due to weather in case of
89 AM
OF DEPARTURE ATFM only) industrial action, staff shortage, political
unrest, noise abatement, night curfew, special
flights

Reactionary

91 RL LOAD CONNECTION Awaiting load from another flight

Passenger or baggage check-in error at originating
92 RT THROUGH CHECK-IN ERROR
station
Late arrival of aircraft from another flight or
93 RA AIRCRAFT ROTATION
previous sector
94 RS CABIN CREW ROTATION Awaiting cabin crew from another flight
Awaiting flight deck, or entire crew, from another
95 RC CREW ROTATION
flight
Re-routing, diversion, consolidation, aircraft
96 RO OPERATIONS CONTROL
change for reasons other than technical

Miscellaneous

97 MI INDUSTRIAL ACTION WITHIN OWN AIRLINE

INDUSTRIAL ACTION Industrial action (except Air Traffic Control
98 MO
OUTSIDE OWN AIRLINE Services)
99 MX MISCELLANEOUS No suitable code; explain reason(s) in plain text

NOTE: Code 99 (MX) should not be used as do not provide information about delay
reason.

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CHAPTER 7 PASSENGER AND BAGGAGE HANDLING

This chapter contains the information on passenger handling procedures (check-in, seating,
passenger categories, irregularities, delays, etc.)

7.1 PASSENGER DOCUMENTS AND FORBIDDEN ITEMS PLACARDS

For passenger convenience and to ease the passenger handling procedure the following
documentation shall be used:
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– Forbidden items list

– Passenger documents

7.1.1 Forbidden Items Placards

These are the placards that contain the list of prohibited items as per current IATA DGR edition
Requirements for forbidden items placards:
– As a minimum requirement, warning notices must be displayed at ticket desks, check-
in desks, departure gates and baggage claim areas.
– Information on dangerous goods should be displayed in such a manner that
passengers are warned about the types of dangerous goods that must not be carried
on-board of an aeroplane.
– Check-in agents must make reference to the dangerous goods poster and ask the
customer if they could be carrying any hidden dangerous goods within the baggage.
– Customer tickets and e-tickets must also contain information on the carriage of
dangerous goods onboard an aircraft.
NOTE: Only current editions of the IATA Dangerous Goods Regulations (DGR), ICAO
Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical
Instructions), or equivalent documentation must be used. This documentation must
be readily available at check-in and boarding operations.

7.1.2 Passenger documents

These are the documents a passenger needs for travel, such as:
– Travel documentation
– Ticket documentation
Travel documentation for example is a passenger’s:
– Passport or National ID
– Visas
– Certificate of Vaccination
– Other documents required by laws, regulations of the countries concerned
Ticket documentation for example is a passenger’s airline ticket.

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7.2 DOCUMENT CONTROL

7.2.1 Document Control Policy

Document control shall be based on travel document requirements published in Travel
Information Manual (TIM) and in the TIMATIC Information System.
It must be noted that every time SmartLynx transports passengers who, for some reason,
cannot present valid travel documents, SmartLynx risks to be subjected to fines, detention
costs, return costs and in some cases escort costs.
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The purpose of document control is to:

– avoid fines, detention, return and escort costs for deported passengers;
– maintain good relations with immigration authorities in all countries;
– minimize the risk for the passenger to be refused transportation en route.

7.2.2 Document Control

Document control MUST be performed when a SmartLynx passenger is checking in for a flight
between two or more countries or boarding an aircraft.
Document control for SmartLynx passengers shall be performed by SmartLynx personnel or
other personnel contracted on behalf of SmartLynx.

7.2.3 Refusal of Transportation

Passengers shall be refused transportation when:
– they cannot present valid travel documents for departure from the country where the
journey commences;
– they cannot present valid travel documents for entrance into the country of
destination (visa, permit of residence);
– they cannot present valid travel documents for transfer/transit in countries en route;
– the passenger has failed to observe the instruction of SmartLynx Airlines;
– the passenger has refused to submit to a security check;
– the ticket has been purchased from entity other than the issuing carrier or its
authorized agent;
– the person presenting the ticket cannot prove that he/she is the person named in
SmartLynx ticket and Company reserves the right to retain ticket.
NOTE: In case of issues mentioned above, SmartLynx ground operations department shall
be contacted, before check-in for the flight is closed and before passenger
embarkation starts.

7.2.4 Ticket Documentation and types

Every passenger, regardless if adult, child or infant must be in possession of a valid ticket/
confirmed reservation drawn for respective SmartLynx flight. SmartLynx has one type of ticket
- electronic ticket.

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7.2.5 Ticket Issue

SmartLynx tickets issued by
– SmartLynx (refer to 7.2.6.1 on page 7–4 and refer to 7.2.6.2 on page 7–5)
– Authorized agent (refer to 7.2.6.3 till 7.2.6.8)
NOTE: Authorized agents can use their specific tickets forms approved by SmartLynx.

7.2.6 Ticket Check

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When handling a passenger ticket, always check the following:

– any restrictions entered in the ticket;
– name of passenger not changed;
– destination, flight number and class filled in;
– free baggage allowance.

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7.2.6.1 Sample of Economy Class (Y) ID Stand by ticket issued by SmartLynx Airlines
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7.2.6.2 Sample of Master ticket issued by SmartLynx Airlines

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7.2.6.3 Sample of Economy Class Ticket (Y) without meal issued by Authorized Agent
(NOVATOURS)
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7.2.6.4 Sample of Economy Class Ticket (Y) with meal issued by Authorized Agent
(NOVATOURS)
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7.2.6.5 Sample of Superior Class Ticket (C) issued by Authorized Agent (NOVATOURS)
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7.2.6.6 Sample of Economy Class Ticket (Y) without meal issued by Authorized Agent
(ALIDA TURS)
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7.2.6.7 Sample of Economy Class Ticket (Y) with meal issued by Authorized Agent
(ALIDA TURS)
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7.2.6.8 Sample of Superior Class Ticket (C) issued by Authorized Agent (ALIDA TURS)
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7.3 TICKET FRAUD PREVENTION

7.3.1 Background
Systematic attempts are made to defraud the airlines e.g. by means of:
– Counterfeit tickets
– Stolen tickets

7.3.2 Guidelines
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Observe the following guidelines to detect and prevent frauds:

– Treat flight and excess baggage coupons as valuables
– Do not write over or alter original information in tickets
– Be suspicious of irregular ticketing in documents presented at check-in.

7.3.3 Boarding passes/baggage tags and stickers

Forms such as boarding passes, baggage tags and revalidation stickers must not be left
unattended and shall be safely stored and kept out of reach of the public.

7.3.4 Confronted with stolen or counterfeit ticket

Use the following guidelines if confronted with obviously, or suspected stolen or counterfeit
tickets:
– memorize appearance and special identification characteristics of the passenger;
– keep the ticket and passport of the passenger;
– try to delay the check-in process, mentioning the trouble in check-in system;
– discreetly alert a supervisor e.g. through a colleague or phone in order to help solve
the trouble in system;
– explain to supervisor existing problem and ask to take care of passenger and
documents.
NOTE: Supervisor shall contact SmartLynx Ground Operations immediately in order to
clarify the problem with possibility of stolen or counterfeit ticket.

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7.4 PASSENGER CHECK-IN

7.4.1 Staff requirements for check-in

Check-in shall be carried out efficiently by qualified staff in uniform and a trainee has to have
“Trainee” badge. It will make passengers understanding and less stressful if check-in is slow
or problem appeared at check-in counter. SmartLynx allows having only one trainee for check-
in counters which shall be accompanied by supervisor.
NOTE 1: The responsibility for the check-in phase rests with the check-in staff.
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NOTE 2: Passengers of SmartLynx Airlines flights are checked-in only at the airport check-
in counters. No other methods of check-in (ex. electronic/remote or manual check-
in) are available on SmartLynx flights.

7.4.2 Check-in Counter Requirements

Check-in counters must always be in clean and in good order, equipped with all necessary
signs, labels, equipment, spare baggage and boarding passes and dangerous goods placards:

7.4.3 Separate Check-in Counters

In order to provide good service to our passengers separate counters may be requested and
must be available for:
– Business Class passengers
– Superior Class passengers
– Economy Class passengers
Separate check-in counters may be provided on request for certain categories of passenger,
if possible and required:
– Groups & Groups with ASR (advance seat reservation)
– Passengers with hand baggage only
– Standby passengers (PAD)
– Families with kids
– PRMs

7.4.4 Deadlines of Check-in

The latest check-in time is 40 minutes prior to departure. Passengers who arrive at check-in
after deadline may be accepted, if this causes no delay to flight departure time and/or not
cause discomfort to other passengers.

7.4.5 Problems at the Check-in

Problems arising at the check-in shall, whenever necessary, be handled away from ordinary
check-in counters.
In order not to delay and maintain the check-in process, it is recommended to call for
supervisor to handle arisen problems and kindly explain to passenger to wait for supervisor.

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NOTE: For the following passenger categories seat reservation is necessary while their
problem is being solved:
– PRMs
– Families with kids
– Superior class passengers
– VIP/CIP
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7.5 PASSENGER SEATING

7.5.1 Seating allocation rules for Superior Class

At the check-in, passengers who have booked Superior Class seats via SmartLynx Ground
Operations /Travel Agency are seated in the forward part of the cabin. If Superior Class
passenger belongs to the category of passengers, who cannot be seated on emergency exits
due to safety reasons, check-in agent must reassign them to the seats as close as possible to
the front part of the cabin.

7.5.2 Seating allocation rules for Economy Class

At the check-in desk economy class passengers’ seats are assigned on a “First Come - First
Served” principle. The seat assignment is normally performed automatically by the check-in
system.
The following rules apply when seating passengers:
– During check-in it is necessary to allocate ABPs (able bodied passengers) on
emergency rows.
– Please check PRM/INF/CHD/UM/VIP/CIP and other passenger categories seating
restrictions (refer to 7.10 on page 7–23).
– If no special request from SmartLynx Ground Operations or Commander, seats must
be distributed evenly in the cabin in order to avoid extreme balance conditions.
– Passengers shall be seated where they may best assist and not hinder an emergency
evacuation from the aircraft.
– If conditions permit, it is recommended to follow passenger’s wish to have an aisle or
window seat.
– Passengers with PETC shall be seated on a most rearward seat of the class/cabin.
NOTE: Low Loads. Loading procedure if low load is planned for the flight and until no
request from SmartLynx Airlines Ground Operations or PIC is received:
1. Start passenger allocation from the middle of the cabin (row 14) to back and forward.
2. Bags, cargo, mail and other loads shall be loaded first in cargo compartment #3. (If 3 is full
- rest to cargo compartment #4).

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7.5.3 Cancellation of seat assignment

Seat assignment may be omitted if it will cause a delay, e.g. due to change of aircraft/version
or system breakdown. The decision to cancel seat assignment is to be taken by check-in
supervisory staff with the Senior Cabin Crew confirmation.

7.5.4 Non-reclinable seats

There are seats that have no or reduced recline. For comfort reasons, they shall not be
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allocated until all other seats are occupied. If used, the passenger must be informed about the
limited comfort. Non-reclinable seats are located on emergency exits, overwing emergency
exits, last row seats with bulkhead at the back.

7.5.5 Cabin crew seats

Cabin crew seats may not be used by any category of passengers.

7.5.6 Emergency exit area

The emergency exit area is defined as the emergency exit seat row(s) and the row in front of
the actual emergency exit seat row.

7.5.7 Over-wing area

The over wing area is defined as the seat rows from the forward edge of a wing to the aft edge
of a wing.

7.5.8 Flight deck seats

Persons other than active crew may only be allowed to enter or to travel on the flight deck with
the prior permission of the Flight Department Director. The Flight Department Director has the
sole authority to decide who may travel on flight deck with or without cabin seat(s) available
and if such arrangement is convenient and not detrimental to flight safety.
The following persons may use jump seat (Flight deck seat):
– Technical/operational personnel from the company.
– Certified airline personnel from other companies.
– Technical/operational personnel from the authorities.
– Extra crew members or passive crew on transfer for flight duty have priority to travel
on the flight deck jump seat.
NOTE: Passengers from categories PRM/INF/CHD/UM shall not be allowed to travel on
flight deck.

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7.6 PREPARATION OF SEAT PLAN

There are cases when it is necessary to prepare a flight by blocking and pre-seating certain
seats for specific passenger categories. The table below shows the instructions how to ensure
an efficient and smooth seating phase:

Step Action

Check aircraft version and/ or configuration and secure that the applicable seat plan is
1
inserted.
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Check, if seats or sections shall be blocked for:

2 • Booked passengers e.g. Superior Class, PRM, WCHS/R/C, UM etc.
• Balance conditions
3 Check PNL, if applicable, and mark out seats according to seat indications.
4 Open the flight for check-in.

7.7 CHECK IN COUNTER

7.7.1 Check-in Counter - Opening

Check-in counters for shall be manned for passengers: 2 hours before STD (Scheduled time
of departure).
The check-in personnel must verify if special check-in request/instructions have been sent
from SmartLynx Ground Operations for current flight.
SmartLynx logo, destination, flight number and STD or ETD shall be displayed on check-in
counter screens.
Dangerous goods warning signs shall be visible at the check-in and gate counters.
Passenger queues shall be managed by stanchions to allocate passengers in sequence.
Hand baggage frame positioned nearby check-in (optional and on request)

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7.7.2 Ground Operations Process of Document Control and Seat Assignment

Personal attention shall be paid to each passenger appearing on a check-in counter.

Step Action

1 Ask the passenger to submit passport or ID card and ticket.

Check passenger’s name in a DCS or passenger name list
If passenger’s name is in a system: go to step 3
2
If passenger’s name is not in a system: Address passenger to tour operator’s agent who
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has issued ticket or contact check-in supervisor contact with SmartLynx Ground Operations.
Ask passenger about seating preferences.
a) For Superior Class passengers assign seat booked by SmartLynx Ground Operations
b) For Economy Class passengers start passenger allocation from
the middle of the cabin to back and forward.

When assigning seats, do not assign seats on emergency exits to the following passenger
3 groups:
a) PRM
b) UM
c) Passengers with INF or CHD
d) Blind/Deaf/Mentally sick.
e) Elderly people.
f) Deportees and Inadmissible
4 Issue baggage tag and affix it on the back side of the ticket/ boarding pass.
5 Issue boarding pass
6 Return ticket and travel documents to the passenger
7 Inform about operating carrier, flight number, terminal No, gate No., boarding time, delay etc.
8 Issue to passenger invitation to the Business Lounge (Business class passengers)

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7.7.3 Process of Baggage Acceptance

Step Action

Ask passenger about number of checked and hand baggage.

1
Ask the passenger to submit baggage for weighing.
Is the single piece of checked baggage weighing 32 kg or more?
2 If no: go to step 3
If yes: refuse to accept baggage and address the passenger to closest cargo agent office.
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Is the single piece of hand baggage weighing more than 8 kg or dimension more than
55x45x25cm?
3
If no: go to step 4
If yes: inform the passenger about hand baggage restrictions and advice to check it in.
Does the checked/hand baggage consist of any unusual or dangerous goods items from the
list/diagram of DG attached to check-in desk?
4 If no: go to step 5
If yes: ask the passenger about the contents to ensure that the baggage does not contain
any dangerous goods. Advice the passenger to remove DG items.
Does the baggage have any loose items, such as walking sticks, umbrellas or straps/belts
fastened to the outside of the baggage?
5
If no: go to step 5
If yes: ask passenger to remove loose items.
Gate items such as baby strollers etc. must be weighed, checked-in, tagged at all times and
loaded in cargo compartment. If passengers request to use it in airport terminal until boarding
6
to the aircraft, gate items should be taken away from A/C entrance and loaded in cargo
compartment.
7 Remove old baggage tags and inspect the baggage for damage.
If the baggage is damaged, fragile or inadequately packed, inform passenger, put a note in a
system that baggage is damaged and mark damaged area on a Limited Release Tag
8
diagram.
Request for passenger’s signature on a Limited Release Tag.
Affix baggage tag to the checked baggage and passenger tag on the back side of the
9 passport/ID card or ticket.
Affix hand baggage tag to the hand baggage.

NOTE: SmartLynx may refuse to accept baggage containing dangerous goods and
baggage that is not properly packed. Such baggage may cause damage to aircraft
and/or other load. SmartLynx has the right to verify the contents of the baggage,
preferably in the presence of the passenger.
SmartLynx may refuse to compensate baggage damage which is not properly packed or may
affect on other items stowed in a baggage.
Passenger may carry special baggage, e.g. weapons for which additional identification tags
shall be used (refer to 3.4.16 on page 3–36 and refer to 3.4.17 on page 3–36).

7.7.4 Check-in Counter Closing

Check-in counter shall be closed 40 minutes before STD.

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All unused baggage tags, information stands, tickets and materials with SmartLynx logo used
for passenger boarding shall be removed from check-in counter.
Check-in counter area shall be left clean after counter has been closed.

7.8 PASSENGER BOARDING

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7.8.1 Introduction
The boarding activities shall always be well prepared and planned for.
The Commander of a flight has the highest authority as to the execution of this flight with regard
to aircraft operation, safety and security. The Commander shall be immediately and
continuously informed about any irregularity, potentially affecting the safety and security of the
flight.
The boarding phase is very important for service as well as for operational reasons. It is
therefore important to establish contact between gate staff and cabin crew before starting to
board a flight.
NOTE: The responsibility for the boarding phase rests with the gate staff.

7.8.2 Boarding preparation

It is important to plan the process of boarding before starting the actual boarding. The gate staff
should prepare the co-operation with all involved parties such as Flight Crew, Cabin Crew,
Ramp Handling staff and others, if applicable.
Before boarding the following tasks must be carried out:
– Check if boarding priority requests have been sent from SmartLynx Ground
Operations for current flight.
– Check aircraft position before boarding, it might be positioned at Air Bridge or remote
parking.
– Permission for boarding commencement received from Commander and agreed with
SCCM (Senior Cabin Crew Member).
– Ensure that aircraft seat plan and position of cabin divider is correct.
– Pay attention to hand luggage.
NOTE: In order to avoid discussions about cabin baggage close to departure, large cabin
baggage shall be indicated already before boarding. Hand baggage that exceeds
the limits shall be tagged and loaded in the aircraft cargo compartment.

7.8.3 Air Bridge boarding

Passenger boarding, using air bridge, shall be controlled by gate staff. Before gate counter
opening ensure that Air Bridge positioned to the aircraft in a proper way and aircraft entrance
door is opened.
NOTE: Do not remove Air Bridge until the number of passengers on board has been
checked and the approval from Commander has been obtained.

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7.8.4 Remote parking boarding

Passenger boarding using remote parking shall be controlled by gate staff. Sufficient number
of buses according to passenger number must be ready at the gate counter. Passengers shall
be conducted to the aircraft in groups.
Staff accompanying the bus with the passengers shall observe that all of the passengers have
disembarked from the bus, embarked on the aircraft, and no other staff/persons joined the
embarked passenger group.
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When passengers are directed to the aircraft without transport, staff shall direct them to the
aircraft and make sure that all safety measures have been taken to avoid all possible situations
which might result in an accident (ice, ground transport, propellers, jet blast etc.)
NOTE: Do not remove passenger steps until the number of passengers on board has been
checked and the approval from Commander has been obtained.

7.8.5 Change of seats

Whenever it is reasonable and does not overrule safety or balance limitations, gate staff shall
comply with wishes from passengers about seat changes, etc.

7.8.6 Boarding of special passenger categories

For the following passenger categories boarding priority can be requested by SmartLynx
Ground Operations:
– PRMs
– Superior Class
– Families with Children’s
– Groups & Groups with ASR (advance seat reservation)
– VIP/CIP

7.8.7 Boarding of standby passengers (PAD)

PAD shall board the aircraft as last passengers from the queue; however, if possible to
accommodate seats for standby passengers; they may embark together with the other
passengers in the same class.

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7.9 GATE COUNTER

7.9.1 Staff requirements for gate counter

Passenger boarding shall be carried out efficiently by qualified staff in uniform and trainee has
to have “Trainee” badge. It will make passengers understanding and less stressful if boarding
is slow or problem appeared at gate counter. SmartLynx allows having only one trainee for
gate counter which shall be accompanied by supervisor.
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7.9.2 Gate counter – Opening

Gate Counters shall be manned for passengers 40 minutes before STD.
SmartLynx logo, destination, flight number and STD or ETD shall be at gate counter screens.

Step Action

Announcement about gate opening and position number shall be given via airport’s
1
Passenger Address system.
2 Passenger queues shall be managed by gate personnel to allocate passengers in sequence.
Check at the gate counter:
a) Boarding pass.
b) Name/Surname/Photo in a passport or ID card.
c) Hand baggage tag shall be observed.
3 d) During boarding process, all gate items must be monitored by gate agent if they were
checked-in or not (by looking for baggage tag). If such items are not checked-in, 20kg should
be added to the total load figures for each gate item.
Gate items loaded to the cargo compartment from A/C entrance should be reported in LIR to
Commander.
After all passengers embarked the airplane, print the following information to flight crew:
1) Local checked-in Passenger Name List - 3 copies.
4 2) Seat Distribution List including Transit Seating – 3 copies
3) Passenger and Baggage Load final figures – 3 copies
4) No-show Passenger List – 3 copies

7.9.3 Gate counter – Closing

Gate counter shall be closed after aircraft door has been closed.
All unused documents, prints and materials left after passenger boarding shall be removed
from gate counter.

7.9.4 Security Arrangements at Boarding Areas

Security measures shall be taken during passenger boarding at gate counter. Passengers
shall be manned in queue.
Gate counter staff shall consist of minimum 2 persons and they shall have communication
devices (portable radio communications, gate counter phone, mobile phone) in case if issues
at the gate counter appear.
Passenger without boarding pass or passport shall not be allowed to enter the gate.

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No other staff is allowed to enter the gate unless, it is not SmartLynx, nominated Handling
Agent, or Airport staff. Before entering the gate they shall present respective ID card and name
reason of needed access. Cabin crew shall be informed about such staff appearance.
After the boarding has been completed gate doors shall be closed and unused documents,
prints and materials left after passenger boarding shall be removed from gate counter.

7.9.5 Gate Announcements

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Announcement about gate counter opening and position numbers shall be given via airport’s
Passenger Address system.
Gate announcement language shall be:
– Latvian, English, Russian (for flights from Riga)
– Estonian, English, Russian (for flights from Tallinn)
– English and local language (for the rest of flights)
– It is recommended to continue gate announcements during boarding process.
Announcement with passenger’s name in case of no-show passengers at the gate shall be
given.

7.9.6 Sending a Passenger Service Message (PSM)

Handling Agent shall, as soon as possible after completion of passenger boarding, send a
Passengers Service Message, (PSM), to inform the disembarkation (and optionally transit)
station(s) of any passengers carried on a flight who require assistance or special handling.

7.9.7 Sending a Passenger Transfer Message (PTM)

Handling Agent shall, as soon as possible after completion of passenger boarding, inform en
route stations of transfer passengers and their checked baggage with Passenger Transfer
Message (PTM).

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7.10 PASSENGER CATEGORIES

7.10.1 Children
When practicable, board adults with children first, and give assistance where necessary. There
is no objection to ground staff carrying babies if requested to do so, however, it is considered
preferable for the parents to carry their own children and for ground staff to assist with cabin
baggage, etc.
An adult person must be seated near the children as they are, in general, unable to follow
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emergency indications transmitted in verbal form or signals.

NOTE 1: Children may not be seated on emergency exits or jump seats. For seating
procedures see respective aircraft seating plan.
NOTE 2: When many children are to be carried (more than 15 in 1 group of passengers, for
example sports team) it will be considered a special flight and 1adult person must
take care of each group of 15 children.
Children category is defined as follows:

7.10.2 Child
CHD – Child – A child that has reached 2 but not 12 years of age. A 12 year passenger will be
considered as an adult passenger.

7.10.3 Unaccompanied minor

UM – Unaccompanied minor – A child who has reached 5 but not 12 years of age and is
traveling alone.
Children under 5 years of age shall not be accepted if travelling unaccompanied.
Unaccompanied minor will be accepted if the following requirements are met:
a) The parents (father, mother or guardian) must take care of the unaccompanied
minor at the airports of departure and destination
b) The parents must fill in the UM form at the destination airport.
c) UM form 1st copy stays with unaccompanied minor and attached to the ticket.
d) UM form 2nd copy stays with parents at destination airport
e) UM form 3rd copy stays with SmartLynx Airlines agent on departure station
f) UM form 4th copy handed over to SCCM with unaccompanied minor
g) UM form 5th copy stays with SmartLynx Airlines agent on destination station
At the airport of destination, the unaccompanied minor shall be accompanied by agent until he/
she is delivered to the person whose name appears in the travel documents. This person must
identify themselves and present passport for identification check, as well as sign in agent’s UM
form 5th copy that UM was received.
UM service shall be requested from SmartLynx Ground Operations in advance in order to
make arrangements.
Maximum 10 unaccompanied minors per flight can be accepted due to special attention
needed.

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NOTE: Commander and cabin crew shall be informed about the UM passenger number on
board. Unaccompanied minor shall be seated in the front or rear parts of the cabin
in such way that he/she may be watched over by cabin crew.

7.10.4 Infants
IOSA CAB 3.4.1 (iv); IOSA 3.4.5; AMC1 CAT.IDE.A.205

Infant (INF) - a person under the age of two years. AIR OPS Annex 1
Infants should be seated on the lap of an adult passenger properly secured by a
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supplementary loop belt unless the applicable seat fare has been paid and the infant sits in a
car type seat. CAT.OP.MPA.225 (b)(2)
During take-off and landing and under turbulent weather conditions, the seat belt should go
trough the loop of the infant belt and shall be fastened around the adult person, who will hold
the infant firmly and the infant loop belt is fastened on infant or the infant will be secured in a
car-type seat.
The number of INF accepted on board of SmartLynx flights are up to 18 in Airbus A320 and
22 in Airbus A321 (10% of maximum seating capacity) depending on equipment (infant loop
belts and Life jackets) quantity and availability on board.
Infant Loop belts and infant life jackets shall be distributed after boarding is completed.
NOTE 1: The number of oxygen masks in PSU in different aircraft versions may vary. The
exact number of masks is shown on respective aircraft seating plan.Infants could
be seated on a half rows where 4 masks per particular half of the row presented.
NOTE 2: Carriage of car type seat shall be requested from SmartLynx Ground Handling and
Cargo operations in advance.
SmartLynx does not provide car type seats (Child Restraint Device), but passenger may use
their own forward facing car type seats approved for use in aircraft. Car type seat can be
approved if any of following labels are indicated on it:

The seat’s maximum horizontal measure shall not exceed 65 cm and height - 45 cm.
Car type seats shall not be installed in exit rows and in seat row in front of the over wing exit.
Car type seat shall be placed in window or in middle seat, where it doesn’t obstruct exit.
Passenger sitting in the aisle and holding infant should be advised to take middle or window
seat due to safety reasons. If not possible to change the seat, infant shall be held with its legs
to aisle and head to window.

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An adult may travel only with 2 infants if additional seat is booked for travel. The requirements
shall be complied if one infant is able to sit on a seat or in a car type baby seat and the other
infant sits on the lap of an adult.

7.10.5 Persons with reduced mobility (PRMs)

The acceptance for transportation of sick, disabled and handicapped passengers is restricted
in the interest of their own safety and that of other passengers. A person with reduced mobility
(PRM) is understood to mean a person whose mobility is reduced due to physical incapacity
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(sensory or locomotor), an intellectual deficiency, age, illness or any other cause of disability
when using transport, and whose situation requires special attention and the adaptation, to his
needs, of the service made available to all passengers. SmartLynx is entitled to insist upon the
production of a written report on fitness for travel, issued by a medical doctor or the medical
official at the airport. No transportation, under any circumstances, will be provided to a person
who:
– has a contagious/infectious disease, e.g. open tuberculosis, infectious hepatitis;
scarlet fever, diphtheria, chickenpox etc.;
– has suffered a heart attack or stroke within the last eight weeks;
– requires medical treatment by pneumatically or electrically operated apparatus which,
for specific reasons, is not allowed to be operated on board;
is pregnant with a period of pregnancy of 36 weeks or more (taking into account the date of
return flight planed in the passenger’s voyage schedule).
The following definitions and assistance shall be used for categorizing PRM’s:

PRM
Characteristics Assistance Assisting persons
category
Passenger travelling in their
Passenger can walk
own wheelchair: that only Individuals: Maximum (2)
short distances and
requires a wheelchair or allowed for travelling
walk up or down stairs.
other means for movements without assisting person.
Can walk in the cabin
WCHR between the aircraft and the Group: One assisting
and is able to climb
terminal, in the terminal and person required for each
aircraft stairs alone.
between arrival and group of five (5) WCHR
Assistance from/to
departure points on the city passengers
aircraft is necessary.
side of the terminal.
Passenger travelling in their
own wheelchair: that only
requires a wheelchair to Individuals: Maximum (2)
move between the aircraft allowed for travelling
Passenger cannot walk
and the terminal, in the without assisting person.
up or down aircraft
WCHS terminal and between arrival Group: One assisting
stairs but can walk in
and departure points on the person required for each
the cabin alone.
city side of the terminal and group of five (5) WCHS
require lift on/ lift off passengers
assistance onto and off the
aircraft.

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PRM
Characteristics Assistance Assisting persons
category
Passenger travelling in their
own wheelchair: that requires NOTE: Passenger shall be
assistance at all times from accompanied Individuals:
arrival at the airport to Passenger shall be
Passenger cannot walk
seating in the aircraft accompanied with one (1)
or stand and will be
WCHC (requires lift on/ lift off assisting person for every
accompanied to and
assistance onto and off the WCHC passenger
from their cabin seat.
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aircraft) or, if necessary, in a Group: One (1) assisting

special seat fitted to his/her person for two (2) WCHC
specific needs, the process passengers
being inverted at arrival.
NOTE: Passenger shall be
Passenger travelling in their
accompanied Individuals:
Passenger with a own wheelchair: that only
Passenger shall be
disability of the lower requires assistance to
accompanied with one (1)
limbs, who has embark or disembark and
WCHP assisting person for every
sufficient personal who can move about in an
WCHP passenger
autonomy to take care aircraft cabin only with the
Group: One (1) assisting
of himself. help of an on-board
person for two (2) WCHP
wheelchair.
passengers
NOTE: Passenger shall be
Passenger whose
accompanied Individuals:
mobility is impaired, due
One (1) assisting person
to clinical cases with
required for every MEDA
MEDA medical pathology in Assistance may be required.
passenger. Group: One (1)
progress, being
assisting person required
authorized by medical
for each group of five (5)
authorities.
MEDA passengers.
Individuals: Maximum (2)
Individual needs will be allowed for travelling
Blind passenger. (only if
respected. NOTE: Requires without assisting person.
assistance is expressly
BLND walker to and from the Group: One (1) assisting
requested and prior
terminal to the aircraft if travel person required for each
notification is given)
alone. group of five (5) BLIND
passengers
Individuals: Maximum (2)
Deaf passenger or deaf Individual needs will be allowed for travelling
without speech. (only if respected. Requires a without assisting person.
DEAF assistance is expressly separate briefing from the Group: One (1) assisting
requested and prior cabin crew regarding safety person required for each
notification is given) procedures. group of (5) DEAF
passengers

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PRM
Characteristics Assistance Assisting persons
category
NOTE: Passenger shall be
Blind and deaf accompanied Individuals:
DEAF/ passenger, who can One (1) assisting person for
Individual needs will be
BLIND move about only with every DEAF passenger
respected.
the help of an Group: One (1) assisting
accompanying person. person for every DEAF/
BLIND passengers
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Assistance will be required

on arrival, departure or
during stay in airport or
All other passengers in waiting for connecting flight.
MAAS Assisting person required
need of special help Assisting person meets the
passenger right at the door of
the aircraft or the entrance to
the terminal

7.10.6 Assistance and arrangements for PRM’s

Assistance and arrangements necessary to allow disabled persons and persons with reduced
mobility:
– arrange assistance upon arrival at an airport and assist them upon their request at the
designated points inside and outside terminal buildings;
– move from a designated point to the check-in counter;
– check-in and register baggage;
– proceed from the check-in counter to the aircraft, with completion of emigration,
customs and security procedures;
– board the aircraft, with the provision of lifts, wheelchairs or other assistance needed,
as appropriate;
– proceed from the aircraft door to their seats;
– store and retrieve baggage on the aircraft;
– proceed from their seats to the aircraft door;
– disembark from the aircraft, with the provision of lifts, wheelchairs or other assistance
needed, as appropriate;
– proceed from the aircraft to the baggage hall and retrieve baggage, with completion
of immigration and customs procedures;
– proceed from the baggage hall to a designated point;
– reach connecting flights when in transit, with assistance on air and land sides and
within and between terminals as needed;
– move to the toilet facilities if required.
When a disabled person or person with reduces mobility is assisted by an accompanying
person; this person must, if requested, be allowed to provide the necessary assistance in the
airport and during embarking and disembarking.
Ground handling of all necessary mobility equipment (ex. such as electric wheelchairs): shall
be provided and is subject to advance warning of 48 hours, to possible limitations of space on

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board of the aircraft, and to the application of relevant legislation concerning dangerous
goods,.
Temporary replacement of damaged or lost mobility equipment, albeit not necessarily on a like-
for-like basis shall be provided.

7.10.7 Stretchers
Stretcher service is not provided by SmartLynx Airlines
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7.10.8 Seat assignment for PRM’s and accompanying persons

Disabled passenger, as well as, its accompanying person shall, when allocated in ordinary
cabin seats, be seated as close as possible to the exits without blocking an emergency exit to
any passenger.
For disabled person courtesy it is recommended to assign seats in a reasonable distance from
toilet facilities.
Passengers with stiff legs, fractured legs in plaster, paraplegics, etc., should be
accommodated in the seats allowing the maximum space for their comfort, or space for leg
support devices, with the least possible disturbance to the passengers in the adjacent seats.
Limbs and plaster casts should not obstruct the aisle or emergency exits.
Persons with a disability, affecting only one side of their body (hemiplegics, artificial limb, arm
or leg in cast, splint or brace, etc.), should be seated in an aisle seat with the unaffected side
of their body towards the aisle; this will facilitate their mobility in cases of emergency
If crutches, canes and similar walking aids are stored in a special location in the cabin, the
users of such aids should be assigned seats nearby, so as to permit quick access to the aids
when needed.

7.10.9 Seat assignment of for visually impaired passenger and guide dog.
Guide dogs for visually, hearing impaired passengers, or disabled individuals, travel in a
passenger cabin free of charge and arrangement shall be done in advance, in order to check
availability of seat and cabin space for particular flight.
When travelling with a guide dog owners should bring with them a suitable car safety harness
for securing the dog at take-off, landing and turbulence and at any other required time during
flight (a collar and lead will not be acceptable for this).
Passengers with a guide dog cannot be denied any seat, unless the animal obstructs an aisle
or other area that must remain clear in case of an emergency evacuation. Smaller dogs can
usually fit under airline seats, which may provide them with a more secure ride, while for larger
dogs, bulkhead seats may be a better option.
NOTE 1: Commander shall be informed about the disabled passenger number on board.
NOTE 2: Disabled persons may not be seated on emergency exits or jump seats.
NOTE 3: For seating procedures see respective aircraft seating plan.

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7.10.10 Sick Passengers

Sick passenger needs Medical Clearance for Air Travel from his doctor allowing a sick
passenger to travel by air. It shall be presented at the check-in.
NOTE: Commander and cabin crew shall be informed about the sick passenger number on
board

7.10.10.1 Asthmatics
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Asthmatic passengers can be accepted without prior permission. Cabin crew must be advised
in case if Portable Oxygen maybe required during the flight.

7.10.10.2 Diabetics
Passengers suffering from diabetes may find their condition affected by travel sickness and
they may have complications. They may also require special diets and either insulin injections
or tablets to cabin baggage.

7.10.10.3 Booked Oxygen

Not allowed.

7.10.10.4 Personal Oxygen

Oxygen concentrator transportation must be approved by operator.
Request must be made at least 72 hours before departure via e-mail: [email protected]
Information about type of device, model of device and battery WH must be included in request.
SmartLynx Ground Operations consider request and approve transportation and usage on
board of aircraft.
Maximum
Allowed Not allowed Restrictions
allowed
Oxygen concentrator in
X Not defined FAA approved
cabin
FAA approved
Oxygen concentrator in
X No Personal medical oxygen
hold
devices that utilize liquid oxygen;
Passenger own oxygen in
X Not allowed
cabin

Personal medical oxygen devices that utilize liquid oxygen forbidden for transportation.

7.10.10.5 Oxygen concentrator/generator

Oxygen concentrator/generator - passenger may carry their own oxygen concentrator/
generator. The crew shall be informed about this during briefing, this is a conformation that
SmarLynx Ground Handling and Cargo Operations agents has been advised and made
arrangements to the service. Concentrator/Generator shall be safety stowed away during take-
off and landing. Passenger is allowed to use it during the cruise.

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7.10.10.6 Artificial limbs

Passengers with artificial limbs may be carrying cylinders of CO2 for the operation of their
limbs.

7.10.11 Corpulent Passengers

It is possible to buy an extra seat. Extra seat request shall be addressed to SmartLynx Ground
Operations in advance (48 hours).
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NOTE 1: Cabin crew shall be informed about corpulent passengers’ number on board and
their seating arrangements with reclaimable armrests.
NOTE 2: Corpulent passenger should be seated on window seats. Seating of corpulent
passengers on aircraft emergency rows are prohibited.

7.10.12 Expectant Mothers and New-Born Babies

If expectant mother is in normal health and with no pregnancy complications, she shall
normally be accepted without any medical documentation. Expectant mother takes full
responsibility for the health of herself and fetus /baby in any case in accordance with the
conditions of carriage, especially when:
– There is uncertainty of progress of pregnancy or time of birth;
– Complications in delivery may be expected.
Healthy new born babies, provided not prematurely born, within the first 3 days after birth and
shall have clearance to travel by letter from their Dr./Obstetrician/Paediatrician stating fit to fly.
Air travel is prohibited for expectant mothers and new born babies if:
– Passenger within the last 7 days prior childbirth or in term more than 36 weeks.
– Passenger within the first 7 days after delivery
– After 32nd week travel is not allowed in case of multiple pregnancy.
NOTE 1: Commander shall be informed about expectant mother or new-born baby on board.
NOTE 2: Expectant mothers and new-born babies may not be seated on emergency exits or
jump seats. For seating procedures see respective aircraft seating plan.

7.10.13 Transportation of inadmissible passengers, deportees or persons in custody

“Inadmissible Passengers” (INADs) are passengers who are refused admission to a country
by authorities of such country, e.g., due to lack of a visa, expired passport, lack of funds or
suspected intent to illegally take up employment. Unless explicitly ordered otherwise by the
authority refusing entry, an INAD shall be carried outbound again on a flight (flights) of the
inbound carriers) to a country of their choice where there is no risk of them being refused entry
again, but no further than his home country or country of permanent residence.
“Deportees” are foreign persons who had legally been admitted to a country or who had
entered a country illegally, and who at some later time are formally ordered by the authorities
to be removed from that country. Apart from illegal entry, reasons for removal comprise expiry
of residence permit, offences or criminal acts committed in the deporting country, extradition
at the request of another country. SmartLynx and Commander (who shall be notified by

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“Special Categories of Passenger Notification” form prior to departure of the intended carriage
of inadmissible passengers, deportees or persons in custody and of the reason for carriage)
have not only the right, but the duty to refuse transportation of such passengers if their carriage
poses any risk to the safety of the airplane or its occupants.
SmartLynx and Commander are entitled to be informed of the reason for the deportation and,
if necessary, to insist on the passenger being escorted during the flight by a representative of
the deporting country, with a ticket at the applicable fare being provided for such representative
by the deporting authority. In particular deportees who:
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– will physically resist carriage, or

– have already been denied transportation by another company, or
– might endanger the safety of the airplane or of its load, of other passengers or of the
crew, or
– Are deported after execution/suspension of a sentence for a crime of violence, shall
be carried only under escort of a government official, or of a properly trained staff, or
of a similarly trained guard provided by a commercial agency.
The relevant Authority will determine in coordination with the Director Flight Operations, if a
deportee requires an escorting officials or guards, and they will also determine how many
escorting officials or guards are required to guarantee the safety of the flight.
Whenever it has been determined that the passenger requires an escort, such escorting
person shall be present and on duty when the passenger is checked in; and shall remain so
until the company relinquishes responsibility for the passenger after transportation.
Commander upon notification by “Special Categories of Passenger Notification”, shall, prior to
departure, brief his entire crew accordingly. Whenever feasible, such passengers shall be
boarded prior to other passengers in order to provide utmost discretion; if, at this stage, a
deportee physically resists boarding the airplane he shall be refused embarkation and
transportation.
Information on the carriage and reason for such carriage must be forwarded by telex, telefax
or phone to the ground staff or handling agent at the respective down line station(s) who, in
turn, shall confirm receipt of this information and shall inform the local authorities.

7.10.14 Potentially disruptive passengers

SmartLynx policy is that no disruptive behaviour is acceptable and that appropriate measures
shall be taken depending on the level of aggression. In case of violence and abuse from
disruptive passenger company has the right to refuse admission on board of the aircraft and
Blacklist these passengers.
It is also the policy of SmartLynx to support its employees in their actions and efforts to enforce
order on board its aircraft and to prosecute offenders.

7.10.15 VIP, CIP

VIP and CIP seating conditions will be pre-advised by SmartLynx Ground Operations.
Whenever possible, VIP or CIP status passengers shall be seated in the first rows or higher
class seats.

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NOTE: Cabin crew shall be informed about number of VIP/CIP passengers and their sitting
arrangements.

7.10.16 Standby Passengers (PAD)

Passenger having a SmartLynx ID ticket has PAD (Passenger Available for Disembarkation)
status. This passenger is available for disembarkation if operational conditions require this.
PAD’s shall be checked-in as the last passenger from the PNL (passenger name list).
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PAD may be entitled to flight deck jump seat if permitted by Flight Operations Director.
PAD shall board the aircraft as last passengers from the queue; however, if possible to
accommodate seats for standby passengers; they may embark together with the other
passengers in the same class (refer to 7.8.7 on page 7–20)

7.10.17 Travelling Staff

Travelling staff shall be checked-in as other passengers.

7.11 PASSENGER IRREGULARITIES

7.11.1 Common rules

The European Parliament and the Council of the European Union have established common
rules on compensation and assistance to passengers facing an irregularity situation. These
common rules are set to both: strengthen the rights of the passengers and to ensure that
airlines operate under harmonized conditions in a liberalized market. These rules apply to all
SmartLynx flights.
Each station shall prepare a local irregularity procedure based upon local conditions,
SmartLynx policy and standards.
Facilitation of the procedures at each Station shall be agreed with SmartLynx ground
operations department.

7.11.2 Service level

The level of SmartLynx efficiency and service in irregularity situations may be decisive in
keeping the passenger as future customer. Irregularities usually cause the passenger great
inconvenience and all efforts should therefore be made to:
– Eliminate, avoid or reduce the effect of irregularities to the greatest possible extent.
– Handle irregularity situations with a high degree of efficiency and service.
– In order to ensure quality requirements the passengers must be carried to final
destination in time period as close to the original schedule and with maximum
consideration to their needs and comfort.
The basis for the policy is that passenger compartment tickets that constitute one contract for
travel services.

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7.11.3 Eligibility
To be eligible for compensation the passengers must fulfil the following criteria:
– The passengers must have a confirmed ticket for the flight concerned.
– The passengers must present themselves for check-in as stipulated and the time
indicated in advance in writing. If no time is indicated in writing, not later than 45
minutes before departure.

7.11.4 Claims due to delayed & cancelled flight

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Passenger claims for direct monetary losses, inconvenience, lost working time, missed
meetings, etc., due to delayed / cancelled flight, should be in principle rejected.

7.11.5 Special attention to passenger categories

In connection with irregularities the following passenger categories may for various reasons
need special attention:
– VIP / CIP
– Superior Class
– UM
– PRM
– Passengers traveling with infants, kids
– Seamen
– Tour groups

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7.12 DELAYS

7.12.1 General
Passengers, whose flights are delayed for a specified time, should be adequately cared for and
should be able to cancel their flight with reimbursement of their tickets or to continue the flight
under satisfactory conditions.
Care for passengers, awaiting an alternative or a delayed flight, may be limited or declined, if
the provision of the care would itself cause further delay.
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Special attention shall be paid to the needs of persons with reduced mobility (PRM) and any
persons accompanying them as well to the unaccompanied children (UM), passengers with
kids and elderly people.
If the delay is due to late arrival of incoming aircraft, all efforts must be made to speed up
ground time, so that departure would be as close to the scheduled as possible.
The Handling Agent shall coordinate, wherever possible, and co-operate/liaise with parties
involved so that all those affected by the delay may take appropriate action.
The Commander must be advised in any complications/problems caused by delay.

7.12.2 Information to tour operators/travel agencies

Tour operator/travelling agency will be informed of the irregularity as soon as possible in order
to enable them to take appropriate measures and arrange passenger transportation from hotel
to airport accordingly, thus avoiding the unnecessary waste of time for passengers at the
airport.
Information to tour operators/travel agencies and any special arrangements (transport, hotel
prolongation) shall be confirmed by SmartLynx ground operations department.

7.12.3 Information to passengers

Information to passengers about delay shall be announced via Passenger Address system.
The message about delay shall specify the reason of delay (Example: weather conditions,
technical delay or operational delay).
Reason of delay shall be checked with/requested from SmartLynx ground operations
department in order to avoid uncertain/faulty information to passengers.
When the duration of delay is known, announcement to passengers shall specify the new
boarding time. When establishing new ETD, being too optimistic is to be avoided. Additionally,
passengers shall be updated with information on check-in/gate screens about the ETD.
When the duration of delay is unknown, announcement to passengers shall specify next
period of time when information might be available. It is necessary to update passengers every
30 minutes.
NOTE: Handling Agent and Airport staff are requested not to use, in any case phrases such
as – “Indefinite delay information” or “Trouble” …etc. which can cause further
problem to crew or SmartLynx.

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7.12.4 Written information to passengers

All passengers who are personally affected by Long Delays must be offered written information
about their rights in this specific situation.
The delay is considered long if the delay of the departure is expected at least:
– 2 hours for the flights up to and including 1500 km
– 3 hours for the flights between 1500 km and 3500 km.
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7.12.5 Passenger care procedure in case of delay

Care shall be offered to all passengers regardless of the reason of delay if the Long Delay
happens. (See the table below).
Care shall not be refused to all passengers if requested if the Short Delay happens. (See the
table below).
Passenger shall be informed about organized care via Passenger Address system.

Flight Care
All flights with 0-2 hours delay No care is offered
All flights with 2-3 hours hour - Communications – a free phone call, fax or e-mail.
delay - Soft drinks, snacks
- Meals and refreshments in a reasonable relation to the waiting time
All flights with 3-5 hours delay - Communication – 2 telephone calls free of charge, fax messages or
e-mails.
- Meals and refreshments in a reasonable relation to the waiting time
- Communication – 2 telephone calls free of charge, fax messages or
e-mails
- Reimbursement of the full cost of the ticket at the price it was
bought for the part (-s) of the journey not made (no further re-
routings)
OR
All flights with over 5 hours - For transit passengers: if the flight is no longer serving any purpose
delay in relation to the passenger’s original travel plan - reimbursement of
the full value of the ticket including the part (-s) of the journey already
made is provided and a return flight to the first point of departure, at
the earliest opportunity is arranged.
OR
- Rebooking to a later date if seats are available.
OR
- Re-routing.
If the duration of the delay is such as to require overnight stay,
All flights with over 5 hours Handling Agent shall contact SmartLynx Ground Operations and
delay receive an authorization to proceed with hotel and transport
arrangement

SmartLynx cooperates with local Ground Handling agents to try and secure a hotel that fulfils
the following requirements:

1) Minimum 3 star International hotel in Europe / Minimum 4 star International hotel in

Asia, Africa, and South America.

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2) Short distance from airport

3) Provides a secure transport to and from the airport.

7.13 DENIED BOARDING

7.13.1 General
A passenger that has valid flight ticket to the respective flight with confirmed space reservation
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(ticket has indication of the flight number, departure date and time and states “OK” or other
valid sign proving that the carrier has confirmed space in the aircraft) and, who at the appointed
time before the flight is in the boarding area.
The airline is free to make distinction between compensation given to those passengers who
volunteer for Denied Boarding and the compensation given to those passengers who are
involuntarily Denied Boarding.
SmartLynx has decided to differentiate the compensation to those two passenger groups.
NOTE: In an aircraft version/type change situation due to technical reasons, no Denied
Boarding compensation shall be paid. (Care can be offered).
In case of denied boarding, all possible attempts should be made by SmartLynx staff to ensure
satisfaction of the passenger, despite the inconveniences encountered. Handling Agent staff
shall call for volunteers for Denied Boarding. It has to be done at the check-in or at the gate
before boarding.
Passengers may be Denied Boarding involuntarily if there are not enough volunteers. PAD
passengers shall be denied boarding before revenue passengers.

7.13.2 Written information to passengers

All passengers who are personally affected by Denied Boarding situation must be offered
written information about their rights in this specific situation.

7.13.3 Eligibility for denied boarding compensation

A passenger who cannot be accommodated on a flight is eligible for Denied Boarding
compensation (DBC):
– if the passenger is in possession of a ticket with confirmed reservation for specified
flight;
– if the passenger has presented himself for check-in for the flight at the place and time
specified by SmartLynx;
– children (infants excluded) shall be given the same compensation as adult
passengers.

7.13.4 Not eligible for denied boarding compensation

A passenger is not eligible for Denied Boarding Compensation (DBC) if;
– he is traveling with any kind of Industry / Agent discount ticket;
– accommodation is not possible due to flight cancellations;

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– he / she has refused to undergo a security check or to obey the lawful travel
regulations by countries with regard to health, entry permission, etc.;
– the behaviour, health or condition of the passenger is such that it entitles the carrier to
refuse carriage;
– a selling office has contacted a passenger in advance and he/she has agreed to a re-
routing or rebooking and the new arrival time to destination is not later than the
original.
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7.13.5 Categories not to be denied boarding

The following categories of passengers may under no circumstances be denied boarding:
– Unaccompanied minors (UM)
– Elderly and/or passengers with reduced mobility (PRM)
– Ship joining seamen
– Passengers affected by previous flight irregularities
– Transit / transfer passenger

7.13.6 Categories not to be involuntary denied boarding

The following categories of passengers may not be involuntary denied boarding:
– Business Class passengers
– VIP/CIP

7.13.7 Order for offloading/denied boarding

In case of denied boarding the following order for off-loading shall apply:

1) Non-booked PAD passengers;

2) Booked PAD passengers (except Passive Crew);
3) Non-booked revenue passengers - Economy Class passengers before Business
Class passengers;
4) Booked revenue passengers:- Economy class passengers before Business class
passengers;
5) Booked revenue passengers with no onward connection;
6) Booked revenue passengers with connection to another airline with the final
destination in Europe;
7) Booked revenue passengers with connection to another airline with the final
destination outside Europe

7.13.8 Denied boarding compensation procedure

Passenger shall be asked to fill in Denied Boarding Form:

1) Original stays with Passenger

2) Copy to Handling Agent
3) Copy for SmartLynx

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Passenger shall contact directly SmartLynx ground operations department ground@smart-

lynx.com about the compensation. Compensation shall be paid out by electronic bank transfer
(by SmartLynx Head Office in Riga only).
Children (excluding infants) are entitled to the same compensation as adult passengers.
Additionally, SmartLynx shall take up all passenger expenses related to the delay:
– Meals
– Reasonable usage of telephone calls/faxes
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– Hotel in case of overnight stay including transportation to/from airport

– Re-booking, re-routing or travel at a later date if seats available only.

Flights Compensation
For flights of 1,500 km or less EUR 250,00
For longer flights within EU and other flights between 1,500 and 3,500 km EUR 400,00
For flights over 3,500 km outside EU EUR 600,00

7.14 REROUTING

7.14.1 Rerouting procedure

For rerouting arrangement SmartLynx Ground Operations shall be contacted. The following
information for rerouting planned passenger shall be sent:

1) Passenger’s name/surname
2) Reason of rerouting
3) Available soonest rerouting and airline at the departure airport
4) Ticket price for rerouting.
SmartLynx Ground Operations has option to organize rerouting for passenger via SmartLynx
Travel Office.
If the passenger has been offered to be re-routed to his/her final destination on an alternative
flight where he/she will arrive later than the scheduled arrival time original flight, the
compensation for rerouting will be:

Flights Compensation
For flights of 1,500 km or less and delayed by 2 hours EUR 125,00
For longer flights within EU and other flights between 1,500 and all other flights
EUR 200,00
between 1,500 and 3,500 km and delayed by 3 hours
For flights over 3,500km outside EU and delayed by 4 hours EUR 300,00

The amounts of compensation need not exceed the price of passenger ticket in respect of his/
her final destination.

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7.15 CANCELLATION

7.15.1 Passenger care procedure in case of cancelled flight

In case of cancellation of a flight the passengers shall be offered assistance:

Flights Compensation
- Full cost Reimbursement of the ticket at the price at which it was bought, for the part or
parts of the journey not made, and for the part or parts already made, if the flight is no
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longer serving any purpose in relation to passenger’s original travel plan, together with,
when relevant, a return flight to the first point of departure at the earliest opportunity;
OR
- Re-routing, under comparable transport conditions, to passenger’s final destination at
the earliest opportunity;
OR
- Re-routing, under comparable transport conditions, to passenger’s final destination at a
later date at their convenience, subject to availability of seats.
In addition, passenger shall be offered:
- Meal/refreshments in a reasonable relation to the waiting time;
- Hotel accommodation in cases where a stay of one or more nights becomes necessary;
Flight - Transport between the airport and place of accommodation;
cancelled - 2 telephone calls, telex or fax messages, or e-mails.
Passengers have no right to compensation when:
- They are informed of the cancellation at least two weeks before the scheduled time of
departure;
OR
- They are informed of the cancellation between two weeks and seven days before the
scheduled time of departure and are offered re-routing, allowing them to depart no more
than two hours before the scheduled time of departure and to reach their final destination
less than four hours after the scheduled time of arrival;
OR
- They are informed of the cancellation
OR
- Chartered flight was cancelled by tour operator/travel agency

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7.16 PASSENGERS BEING DOWNGRADED

7.16.1 Passenger downgrading procedure

If, on an overbooked flight, passenger agrees to be placed in a lower class than on his/her
original booking, he/she entitled to reimbursement of a percentage of the difference in price.

Downgrading Compensation
For all flights of 1,500 km or less 30% of the ticket price
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For intra-EU flights more than 1,500 km and for all other flights between
50% of the ticket price
1,500 and 3,500 km
For all flights greater than 3,500 km 75% of the ticket price

7.16.2 Passenger upgrading procedure

If on an overbooked flight, passenger can be offered a seat in a higher class than his/her
original booking, SmartLynx will not charge passenger an additional payment for this seat.

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7.17 MEAL COUPON

7.17.1 General
To assist passengers facing delays, it is possible to offer the passengers compensation in the
form of refreshments or meals, or a Meal Coupon for the passengers to use as payment in
various cafés or restaurants, locally agreed on each station with Handling Agent.
Below are the minimum requirements for SmartLynx flights, when arranging meal service for
passengers. Each situation should be viewed individually and value of meal coupon shall be
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agreed with SmartLynx Ground Operations prior issuance to passengers.

When meal service is arranged, considering the time of the day, the meal plan for the delayed
flight and its availability, coordinated with the SmartLynx Ground Operations shall be provided.

Type of Meal Offer

A drink/tea or coffee and snacks After 2 hours
Meal After 3 hours
In special cases approval from SmartLynx Ground Operations
Other
shall be received

7.17.2 Issuing a meal coupon

There is one type of compensation voucher. That is a meal coupon which shall be used when
passengers are offered meals or refreshments on SmartLynx account, but local deviations
may exist.
When arranging meals for a large number of passengers/groups, arrangements may be made
directly with the cafe/restaurant, without issuance of meal coupon.
Issuing meal coupon to passenger follows these steps:

Step Action
1 Mark the type of refreshment/meal in the appropriate box with an “X”
2 State the total value and write the amount in words
Complete the Card with the flight number, date, reason, passenger name and name of the
3
agent

NOTE: The meal coupon consists of 2 pages - 1 original and 1 copy. The original is for the
passenger and the yellow copy is to be kept in a local station file for accounting
purposes.

7.17.3 Amounts and validity of meal coupon

Following rules apply to issuance of SmartLynx meal coupon:
– The value is filled on the coupon at issuance.
– A meal coupon is valid on date shown.
– Cash return shall not be given.

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– Cash refund is not possible.

– A meal coupon shall not be reissued

7.18 REFUSAL OF CARRIAGE

7.18.1 General
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Refusal of carriage is a serious decision that may result in legal action, and shall be treated
with great courtesy.
SmartLynx shall refuse to carry a passenger when the passenger:
– fails to submit himself / herself or his / her baggage to security control;
– fails to observe, or refuses to obey, safety rules or instructions of the company;
– is obviously under the influence of alcohol or drugs;
– appears or behaves offensively to other passengers;
– requires nursing due to medical condition;
– suffers from a contagious disease;
– has a degree of physical infirmity that travel is likely to result in complications;
– is handcuffed;
– presents a ticket issued to another person, or a stolen or counterfeit tickets;
– is unacceptable for carriage for any reason as decided by the Commander;
– does not possess the required documents, e.g. visas.
Check-in Supervisory staff only, Handling Agent’s Station Manager and Duty Managers, can
make the decision of refusal of carriage.
If passenger was refused for carriage, required information shall be sent to SmartLynx Ground
Handling:

1) Passenger name/surname
2) Date of refusal for carriage
3) Flight number
4) Destination where passenger was refused
5) Reason of refusal

7.18.2 Passenger without required travel documentation

When in doubt, always refer to TIMATIC for official information regarding health, immigration
and customs requirements for countries involved in the routing of passenger.
Handling Agent’s check-in staff is responsible for the required flight travel documentation
check.

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CHAPTER 8 DEPARTURE ACTIVITES

8.1 DEPARTURE ACTIVITIES

8.1.1 Embarkation of Passengers

Passenger stairways, crew ladder, etc. must be moved into close position before the
passenger door is entirely opened. If required, permission must be obtained from the local
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authorities for the embarkation of passengers and crew.

8.1.2 Passenger Safety

Before embarking passengers, ground staff/flight crew must brief them on all relevant safety
aspects (e.g. "No Smoking") that need to be observed whilst boarding the airplane. When jet
ways are in use, ground staff must be positioned at appropriate locations to provide
supervision and assistance.
When passengers are required to walk on the ramp they shall be escorted by ground staff to
the airplane or their approved transport; passenger routes shall be clear of oil, ice, snow and
other hazards and shall be selected in such a way as to prevent damages and accidents (e.g.
no passing below wings or engines). Boarding shall not commence until clearance has been
given by the Commander or his representative

8.1.3 Passenger Stairway/Jet Bridge before Embarkation

Personnel must make certain that the passenger stairway or bridge is:
– properly and safely placed at the aircraft entrances prior to door opening and in a
locked position,
– 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.
– placed in such a way that the platform is one step lower than the cabin floor and with
the front edge vertically under the cabin door sill,
– placed so that the distance between platform/side panels and the aircraft fuselage
does not allow a person to accidentally fall down (maximum distance 15 cm), and that
the surface is free from snow, ice, oil, etc.,
– placed in such a way that the left side of the stairway/apron drive bridge/jet bridge
aligns left of the left edge of the door opening, if not otherwise stated in local airport
regulations, in order to clear the door in case of settling of the aircraft.
– is not removed from an aircraft cabin access door unless the driver (or operator) has
advised appropriate persons on the aircraft and on the ramp;
– is not removed from a position at an aircraft cabin access door until the door has been
closed and secured by an authorized person or a highly visible safety device has
been placed across an open door.
NOTE: Only adequately trained, qualified / authorized personnel should be permitted to
operate Ground support equipment.
– removed from a cabin access door immediately after such door is closed.

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– If the stairway/apron drive bridge/jet bridge does not fulfil the above requirements,
ground personnel shall supervise the embarkation.

8.1.4 Passenger Stairway/Jet Bridge after Embarkation

When ground personnel is out of the aircraft and the aircraft document briefcase is delivered
on board, the cabin attendants must give a clear signal to the ground personnel before the
passenger stairway/apron drive bridge/jet bridge may be unlocked and removed
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8.1.5 Fire Prevention and Firefighting

For information concerning Fire Prevention and Firefighting refer to 2.8.1 on page 2–21.

8.1.6 Fueling with passengers on board

For information concerning fueling with passengers on board refer to 8.3 on page 8–7.

8.1.7 Fueling with passengers disembarking / embarking

For information concerning fueling with passengers on board refer to 2.4.7 on page 2–9.

8.1.8 Fueling with one engine running

For information concerning fueling with one engine running refer to 8.3 on page 8–7.

8.1.9 Operation of handrails

Personnel responsible for operation of handrails, when applicable, can be related to any of
these categories:

1) Ramp
2) Load control
3) Passenger handling

8.1.10 Closing of cabin doors

Cabin doors, i.e. passenger entrance and service doors:
– Shall normally be closed from the inside if crew is on board.
– May only be closed from the outside in exceptional cases.
If the cabin/flight deck is empty, cabin doors should be closed and locked. Evacuation slides
must not be armed.
After completion of galley loading/unloading operations, galley-loading personnel shall close
and lock service doors.

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8.1.11 Removal of Stairway/Jet Bridge

Follow the procedure below to execute safe removal of passenger stairway/ jet ridge when
crew is on board the aircraft:

Step Action
1 Wait for a clear signal from the crew.
Inform the crew that the manually operated mobile passenger stairway, and/or
2
motorized mobile passenger stairway, or jet bridge
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3 Wait until the cabin door has been properly closed

Remove the:
manually operated mobile passenger stairway, and/or
motorized mobile passenger stairway, and/or
jet bridge, and /or apron drive bridge, as applicable.
Notes:
Authorized personnel shall man parking position served by jet bridge until the aircraft has
4
started the pushback in order to connect the jet bridge to the aircraft, if required. A jet bridge
in retracted position can restrict proper inflation of the slides, and thereby hinder an
emergency evacuation of the aircraft.
Authorized personnel are not required to man apron drive bridges while waiting for de-/anti-
icing or pushback, provided that the drive bridge is positioned so as not to hinder an
emergency evacuation using the slides

8.1.12 Emergencies that require the evacuation of an aircraft during the conduct of
ground handling operation
In the event of an emergency situation occurring during ground handling operations,
evacuation of an aircraft may be necessary. The safety of passengers and staff in such
circumstances is of utmost importance. The decision and method of evacuation will be
dependent on the circumstances and at the discretion of the aircraft commander or designated
authority.
It is the responsibility of Ground Handling Company to ensure that personnel are made aware
of their specific responsibilities in the event of an emergency situation.
Ground handler shall instruct and train own staff in the procedures that must be enacted in
emergency situations.
The procedures must clearly define responsibility for directing passengers and staff to a safe
assembly area as appropriate to the type of emergency and the conditions at the time.
Types of Emergencies
– Fuel Spill

1) Activate Emergency fuel shut-off.

2) Notify the Aircraft Commander or designated authority, Emergency services and
Airport Authority.
3) Evacuate all persons, if required.
4) Contain spill by use of initial spill response kit.Secure the area.
– Aircraft Fire

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1) Notify the Aircraft Commander or designated authority, Emergency services and

Airport Authority.
2) If directed, evacuate passengers and staff.
3) Attempt to extinguish the fire.
4) Secure the area.
– Dangerous Goods Incident

1) Notify the Aircraft Commander or designated authority, Emergency services and

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Airport Authority.
2) Evacuate all persons, if required.
3) Secure the area,
4) Isolate the consignment and identify the source.
– Security Incident

1) Assess threat and follow the appropriate procedures.

2) Evacuate all persons, if required.
3) Aircraft/equipment to be positioned as directed.
– General items to consider:

1) Electrical devices, portable electronic devices (PEDs), camera's including flashes

must not be used.
2) Restrict all vehicle movement.
3) Secure the area and comply with the emergency services directions.
4) Control potential ignition sources.

8.1.13 Emergency Evacuation of Ground Personnel during Handling Operations (No

Crew Present)
Emergency evacuation of aircraft by ground personnel may be required when there is no
aircrew on board.
The following guidelines are provided:
– Procedures should be established and implemented for aircraft emergency
evacuation situations. The procedures should be written in conjunction with and
complement existing building evacuation procedures as appropriate.
– These procedures would apply only when aircrew are not on board the aircraft and
apply to ground personnel such as engineering, cleaning, catering, ramp etc.
– Refinement and integration of these procedures will require close and continued co-
operation between stakeholders (airport authorities, airlines and contractors).
– A designated person “in charge” (supervisor etc.) on board the aircraft would take
charge of the emergency, co-ordinate the evacuation and direct personnel to the
assembly point.
– Different methods of evacuation from the aircraft should be included in the
procedures, e.g. mobile stairs, loading bridge etc.
– Means of communicating the evacuation should also be considered (radios, audible
warnings).

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– Effective communication is vital to a safe evacuation.

– Staff should be trained in the evacuation procedures including periodic evacuation
drills/practices.

8.2 RAMP HANDLING AT DEPARTURE

Close supervision of the following functions must be maintained:
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– All personnel and equipment not required for the departure procedure must be
cleared from the restricted areas.
– Stairways, ladders, loading platforms, catering lifts, power cables and etc. must be
removed so that the fuselage and doors are always not blocked in case of settling of
the aircraft.
– Equipment and vehicles are positioned clear of the aircraft movement path.
– Wheel chocks and wing cones shall be removed upon the Commanders request.
– The wing cones shall always be removed from the aircraft-parking stand when all
ground-handling activities have been finished.
– Prior to departure the entire aircraft shall be inspected for detection of possible
damage or the presence of any irrelevant object, which may jeopardize the safe
operation of the aircraft. Damage to the aircraft must always be reported to the
Commander or qualified maintenance personal for evaluation and subsequent action
before departure.
– Note that on icy or slippery tarmacs the aircraft may skid and loose equipment might
be brought into motion by propeller or jet blast.
– A visual inspection be made of the aircraft to ensure all service doors/panels are
closed and locked
– The “all clear” signal shall be transmitted to the Commander when all ramp
procedures are completed and tarmac situation permits taxiing.
– Adequate clearance exists between the aircraft and facilities or fixed obstacles along
the aircraft movement path.
– The parking brake is always applied, with gear selector in park or neutral, and engine
is switched off when equipment is parked at the aircraft parking stand and driver is
leaving ground support equipment unattended. Equipment shall not be left
unattended with nosing towards aircraft and/or running engine.
– Unattended equipment must never be left with engine running or nosing aircraft, even
if parked outside the parking stand.

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8.2.1 Last-minute load

Notify the Commander or dispatcher if last-minute load is to be loaded after the Departure
Check.

8.2.2 Communication
In order to ensure clear communication between the Commander and the responsible
personnel, the interphone system shall be used. If proper contact cannot be established via
interphone, the Commander and ground personnel shall agree on the respective signals
before commencing pushback.

8.2.3 Closing of compartment doors

The compartment doors must be closed as soon as loading operations are completed, the
person concerned must check that the:
– Door protection net is properly installed.
– Compartment lights are switched off.
– ULDs, which are loaded in the door section, are properly secured.
– Briefcase, containing the cargo and mail documents, is placed in its proper place.
– Door and the doorframe show no visible damage.
– Removing main gear wheel chocks before departure

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– For departures without pushback:

– The main gear wheel chocks cannot be removed safely after engine start,
– Chock the nose gear, and then remove the main gear wheel chocks before engine
start up.
– Remove the nose gear wheel chocks according to flight deck crew orders.

8.3 AIRCRAFT FUELING PROCEDURES

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The purpose of the aircraft fueling procedures is to make sure that the fueling is done correctly
and that the fuel is of the correct type and correctly recorded.
When required, water contamination check (Shell water detector test) shall be carried out
before the fueling is started.

8.3.1 Fuel for ordinary use

For SmartLynx aircraft, the following kerosene fuel grades according to specifications in the
IATA Guidance Material for Aviation Turbine Fuels, latest issue, must be used:
– JET A-1 (freezing point-47°C).
– JP8 (freezing point -47°C).
– JET A (freezing point -40°C).
NOTE: When uplifting JET A, follow the precautions in the instructions for the respective
aircraft type.

8.3.2 Fuel for exceptional cases

In exceptional cases, wide-cut JET В fuel can be used if:
– JET A-l, JP8 or JET A fuel cannot be made available.
– Precautions are taken according to the respective GOM 8.3.3.
NOTE: The quantity of the JET В fuel uplifted must be noted in the Aircraft Technical Log.
WARNING: It is not permitted to fuel with passengers onboard the aircraft, if wide-cut
JET В is to be used.

8.3.3 Definition of Fuel Safety Zones:

– The refueling safety zone shall be regarded as an area extending 3m radially from
fuelling receptacles, tank vents and aircraft fuelling connection points.
– Equipment performing aircraft servicing functions shall not be positioned within a 3m
of aircraft fuel system vent openings.
– Due to the fire hazard associated with fuel vapours all personnel must be cautioned to
ensure that items and processes such as; matches, open flames, welding, use of
photographic flashbulbs etc. are kept out of the fuelling safety zone.
– Portable electronic devices, such as Mobile (Cell) Telephones, Portable Radios and
Pagers, should not be used within the fuel safety zone.

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8.3.4 Fuel Safety Zone Restrictions:

– The connection or disconnection of any aircraft electrical equipment, including GPUs,
batteries and battery chargers is not permitted.
– The APU may be started during refuelling if the start is an initial start or a restart after
normal shut-down.
– Do not start the APU during refuelling if the APU had an automatic shut-down or a
failed start attempt.
– The APU may be shut down during refuelling.
– GSE must not be parked under the aircraft wingtip fuel vents.

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– Equipment must be positioned so that the fuelling vehicle has a clear exit route and
can be moved away from the aircraft in a forward direction.
– A distance of 1m should be maintained, whenever possible, between GSE and any
fuelling equipment.
– GPU must not be operated unless they are positioned 6m from the aircraft fuelling
vents and venting points.
– Equipment with metal wheels or metal studded tyres capable of producing sparks
shall not be moved in the safety zones.
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– During fuelling general attention should be given to the following points

– In order not to damage the aircraft during fuelling, ensure that:
– The landing gear doors are closed.
– The wheel chocks do not get caught under the wheels.
NOTE: Make sure that the parking brakes are set if the wheel chocks are temporarily
moved.

8.3.5 Emergency procedures in the event of Fuel spillage

– The fuelling must be stopped immediately.
– Flight crew or other qualified persons onboard the aircraft shall be notified
– Appropriate ground response personnel or airport fire service shall be notified
– As directed by the Commander or appropriate Authority evacuate all persons from the
immediate area.
– Mobilise all available fire fighting equipment as standby protection until the arrival of
the airport emergency services.
– Control the movement of unauthorised personnel and equipment into the area.
– As far as possible, restrict all activities inside and outside the spill area to reduce the
risk of ignition.
– All electrical equipment in use during the fuelling operation must be switched off
immediately.
– Unload the APU and shut it down. DO NOT start the APU until the spilled fuel is
removed and there is no further risk of spilled fuel or vapours.
– Normal operations must not be resumed on the aircraft or any engines started before
the person in charge of the emergency determines that it is safe to continue.
– If fuel is spilled on any load, then such items are NOT TO BE LOADED into the
aircraft.

8.3.6 Safe Fuelling Procedures

– Refuelling vehicles should, if possible, always move forward into the fuelling position.
If a fuelling vehicle has to be reversed, a guidance person must be used.
– Vehicles should approach the aircraft at walking speed.
– Fuel trucks and their hoses must not block the access to the cabin and hold doors.
– Each trailer tank or towed service must remain coupled to their tractors.

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– The aircraft and the fuelling vehicles must be electrically bonded together throughout
the fuelling operation to ensure that no difference in electrical potential exists.
– If the bonding cable connecting the fuelling vehicle to the aircraft becomes
disconnected during ground operations the fuel operator must be immediately
advised.
– Access to the hydrant emergency stop button must be visible and clear of obstruction
and all ramp staff trained in its location and use.
– A lanyard must be attached to the hydrant pit valve and should be extended on the
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apron such that it is free of obstruction and readily accessible to the fuelling operator
and ground staff.
– The hydrant pit valve shall be identified by a four winged flag or equivalent and clearly
visible to other ground equipment handlers.
– Minimize length of hydrant inlet hose to limit the exposure of the hose to damage
– The fuel operator must maintain control of fuelling operations using the hand held
deadman device throughout the operation, remaining outside the vehicle cab at all
times.
– Fuelling vehicles and equipment must have hoses of sufficient length to allow the
fuelling platform to be fully lowered whilst the hoses/couplings are connected to the
aircraft fuelling manifold.
– Extreme care must be taken to position refuelling vehicle and equipment correctly,
ensuring that strain is not applied to the fuelling hoses, coupling and manifolds on the
aircraft when the platform is lowered.
– Vehicles must be designed to ensure that the fuelling hoses cannot become
entangled on equipment during movement of the fuelling vehicle's platform.
– Platforms must not be raised or lowered while fuelling operations are taking place.
– When raising the lift platform of fuelling vehicle, care must be taken to ensure that it
does not touch any part of the aircraft.
– The fuel operator should conduct a final walk around the vehicle before leaving the
aircraft to ensure all hoses have been disconnected and stowed correctly.
– During fuelling, the fire extinguishers must be present on the stand and readily
available.
– If fire occurs, it should be controlled utilising either the apron extinguishers or
extinguishers on the equipment. As soon as is practical, the equipment should be
removed from the vicinity of the aircraft.
– Fuelling trucks must always be equipped with a fire extinguisher(-s).
NOTE: For Fire Safety refer to the GOM 2.8 Safety Procedures.

8.3.6.1 Fuelling with one engine running

Fuelling with one engine running (on idle) is only permitted if there are no other means for
starting the engines available - when the:
– Aircraft has landed at an airport without suitable ground starting equipment.
– APU is inoperative.

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NOTE: It must be permitted by the local Airport Authority and approved for the concerned
aircraft type.
– Shall be supervised by a qualified airline representative
– Because of its non-routine nature, the operation shall be reviewed beforehand by the
airline and fuelling company representatives
– The aircraft shall be positioned at a distance of at least 50 metres away from the
passenger loading area of the terminal and any other building or other aircraft
– The aircraft should be headed into the wind
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– Where one-man fuelling would normally be carried out, an additional supervisor

should also be present
– Not to be started until all passengers have disembarked the aircraft and are kept at a
distance of at least 50 metres
– All personnel involved in the fuelling operation shall be clear of the running engine,
and all other personnel not directly needed for the fuelling operation shall maintain a
safe distance of at least 50 metres from the aircraft:
Mobile fire-fighting equipment, with engine running and properly manned, shall stand by the
aircraft.
– Fuel shall be loaded on the side opposite to that of the running engine. The fuelling
equipment should be positioned a maximum distance from the running engine

1) Remove fuelling equipment from the side where the fuelling has just been completed.
Position fuelling equipment at least 50m from engine to be started
2) Airline personnel start engine on the side which has just been fuelled
3) Airline personnel shut down the engine of the side to be fuelled
4) Position fuelling equipment adjacent to the wing to be fuelled at a maximum distance
from the running engine
5) Load fuel
WARNING: No passengers are permitted onboard of the aircraft, and no other
servicing activities shall be undertaken until fuelling has been completed.

8.3.6.2 Refuelling / de-fuelling with passengers embarking, on board or disembarking

For all types of fuel, necessary precautions shall be taken and the aircraft shall be properly
manned by qualified personnel ready to initiate and direct an evacuation of the aircraft by the
most practical and expeditious means available. CAT.OP.MPA 195 (B).
General rules to be followed during refuelling / de-fuelling with passengers on board:

1) The aerodrome fire services must be advised by flight crew that refuelling/de-fuelling
will be taking place with passengers on board;
2) No individual items of electrical equipment may be switched on or off while fuelling/de-
fuelling is in progress;
3) Use of toilets by passengers has to be limited, so there is no queuing in the aisles;
4) Passengers has to be embarking, on board, seated and disembarked in accordance
with normal procedures;

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5) The position of the fuel bowser/installation relative to the aeroplane is to be such that
it will not impede the rapid exit of passengers if an emergency evacuation becomes
necessary;
6) Ground servicing activities and work inside the aircraft, such as catering and cleaning
should be conducted in such a manner that they do not create a hazard and allow
emergency evacuation to take place through those aisles and exits intended for
emergency evacuation. AMC1 CAT.OP.MPA.195 (A)
During normal operations it might be necessary to make refuelling / de-fuelling with
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passengers on board. With Commander's authority, passengers may embark, disembark in a

turn or remain on board during fuelling/de-fuelling provided that the following precautions are
observed:

1) Commander informs SCCM that refuelling / de-fuelling:

– Will take place with passengers on board;
– Is in progress and when a passenger evacuation is required;
– Is discontinued for any reason, including refuelling completed.
2) SCCM informs crew, personnel and passengers via PA that re/de-fuelling will take
place; AMC1 CAT.OP.MPA.195 (C)(3)
3) SCCM instructs passengers via PA to unfasten their seat belts and refrain from
smoking; AMC1 CAT.OP.MPA.195 (C)(6)
4) Two-way communication should be established and should remain available by the
aeroplane’s inter-communication system or other suitable means between (see point
5 below) the ground crew supervising the refuelling and the qualified personnel on
board the aeroplane; the involved personnel should remain within easy reach of the
system of communication; OR AMC1 CAT.OP.MPA 195 (C)(2)
5) PM confirms with the ground crew that:
– this person remains on the ground within visual (eye) contact from flight deck;
IOSA FLT 3.9.2 (iv)
– in case of fuel related emergency, ground crew will make three times loud
bang on the aircraft side to bring attention of the flight crew and assure two-
way visual communication, and;
– use standard emergency hand signals (refer to 12.8.4 on page 12–40);
Commander must remain on the flight deck for the duration of fuelling.
Commander is responsible for initiation of emergency evacuation. AMC1
CAT.OP.MPA.195 (C)(1)

NOTE 1: For the purpose of this procedure, maintenance engineer, ground handling agent
or fueller are considered as ground crew.
NOTE 2: If it is not possible to follow procedure above due to obstruction of visual contact
(e.g., ambulance or catering truck at R1 door), co-pilot takes over the duty of
ground crew or fuelling shall be suspended.
6) ‘FASTEN SEAT BELTS’ signs must be off; AMC1 CAT.OP.MPA.195 (C)(4)
7) ‘NO SMOKING’ signs should be on, together with interior lighting to enable emergency
exits to be identified; AMC1 CAT.OP.MPA.195 (C)(5)
8) Minimum required number of cabin crew members for relevant type must be on board
at assigned stations (according to Cabin Crew Manual Chapter 5) with one cabin crew
member positioned by the boarding door and be prepared for an immediate

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emergency evacuation. All cabin crew members should be positioned at their assigned
doors if passengers are already on board. AMC1 CAT.OP.MPA.195 (C)(7)
9) Cabin exits and aisles are unobstructed: baggage and trolleys securely stowed, no
passengers standing in the aisle or by doors IOSA FLT 3.9.2 (i)
10) If the presence of fuel vapour is detected inside the aeroplane, or any other hazard
arises during re/de-fuelling, fuelling must be stopped immediately; AMC1 CAT.OP.MPA.195 (C)(8)
11) The ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear at doors where stairs are not in position for use
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in the event of evacuation; AMC1 CAT.OP.MPA.195 (C)(9)

and
12) Provision is made for a safe and rapid evacuation as bellow: AMC1 CAT.OP.MPA.195 (C)(10)
– passenger stairs or passenger loading bridge with interior access path must be at the
airplane with main exit doors open and point 11 of procedure followed, for that:
• if fuelling receptacle is on LH, main passenger exit doors on RH (R1 and R2) are
armed, or;
• if fuelling receptacle is on RH, L2 door must be armed (if no stairs at the L2 door);
– SCCM announces via PA: “cabin crew, arm (name the door) slides and report
please”. Cabin crew arm respective doors and reports back via interphone: “(name
the door) slide armed”.
When re-fuelling/de-fuelling is finished, seat belt signs are switched on by Commander, Cabin
Crew disarm doors and reports via interphone: “(name the door) slide disarmed”.
Armed doors shall never be left unattended.
NOTE: When refuelling/de-fuelling and boarding is taking place simultaneously and Cabin
Crew must be at their boarding positions, Boarding position of Over-wing exits are
covered by Cabin Crew member, who does not have to arm slide of respective door.
IOSA CAB 3.2.2 (iii)

8.3.6.3 Overwing fuelling

During overwing fuelling electrical equipment must not be used, connected or removed.
Make sure that the leading edge slats and spoilers are made inoperative.

8.3.6.4 Fuelling procedures during Lightning

For Lightning activity the notification process may be broken down into 3 phases:
– ALERT - Lightning activity is detected at a distance in excess of 8 km from your
operation.
– STOP/SUSPEND ACTIVITIES - Lightning activity is detected at a distance in excess
of 5 km from your operation.
– ALL CLEAR - Lightning activity has moved beyond 5 km and is heading away from
your operation.
In case of a lightning threat:
On receipt of an Alert
– Make preparations for the STOP phase.

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– Suspend non-essential activities in open areas.

– Reduce fuelling pressures to prevent accumulation of static charges.
– Avoid using highly conductive equipment.
On receipt of an Stop
– Stop fuelling.
– Discontinue aircraft communication by headset
– Stop all ramp activity and clear ramp.
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8.4 DEFUELING
When an aircraft is defueled, fuel vapour will flow from the fuel truck, generating a hazard zone,
extending from the fuel truck tank vent.
WARNING: If the hydraulic system heat exchanger is installed in a tank:
Do not operate the hydraulic system if the fuel level is too low.
– This may lead to fire or explosion.
– If the fuel level is too low, a warning tag must be placed
– on the left pilot's steering column or side stick, stating that the hydraulic system is
inoperable due to low fuel level.

8.4.1 Defueling at extra precautions stations

Defueling must be performed according to instructions for the respective aircraft type.

8.4.2 Defueling with passengers onboard:

– On other aircraft types, partial defueling of fuel tanks to lower the fuel quantity (when
there is more fuel than required or to correct fuel unbalance) is permitted with
personnel and passengers on board the aircraft, as long as the safety regulations for
fuelling are followed. Including these applicable to the "extra precaution stations".
– On no aircraft types defueling to empty tank(s) is permitted with personnel or
passengers on board the aircraft.
The following general regulations apply to all aircraft types:
– If the APU is operated during the defueling, make sure that the fuel level in the tank
supplying the APU is not below the minimum fuel level for APU operation. This is to
prevent the APU stopping due to fuel starvation.
– Drain "unusable" fuel through sump drain tanks when required.
NOTE: It is permitted to defuel in a hangar if it is approved by the local regulations.

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8.5 PUSHBACK
This section describes the pushback procedure which shall be followed whenever an aircraft
is pushed from a parking stand, using:
– tractor with towbar
– towbarless tractor, or
– any other approved pushback device.
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8.5.1 Departures without pushback

If departure takes place from a parking stand where pushback is not needed,
remember to check that parking stand is free from foreign objects (FOD) and wheel chocks,
and tip cones are removed before giving the “All Clear” signal to the commander.

8.5.2 Ground personnel required for pushback

The following ground personnel are required for a pushback from a parking stand:
– tractor driver
– start-up communication person
– wing/tail walker guide(s), if needed.
NOTE: If one-man operated pushback is used, the responsible person shall fulfil the
responsibilities of the tractor driver and the start-up communication person prior to,
during and after the pushback.

8.5.3 Wing/tail walker guide(s)

Whenever an aircraft is moved into, or out of or within a congested area (e.g. a hangar) there
shall be wing/ tail walker guide(s) appointed to ensure the safety of the aircraft during the
movement. The wing/ tail walker guide(s) shall establish and maintain communication with the
tractor driver during the entire movement.

8.5.4 Towbarless tractor

To prevent overturning the towbarless tractor shall be equipped with an overturning protection
and/or warning device.

8.5.5 Towbar
The towbar must be equipped with shear-bolts.

8.5.6 Towbarless tractor, ground power connection

If a towbarless pushback truck shall be connected to the aircraft before the ground power cable
is disconnected; a guide man must always assist.

8.5.7 Bypass pin

The bypass pin shall be equipped with a clearly visible tag

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8.5.8 Restrictions for engine use during pushback

The following restrictions regarding aircraft engines apply in connection with pushback of
SmartLynx aircraft:
– Pushback during engine start or when the engines are miming idle is approved if:
• it has been agreed between the flight deck crew and the pushback personnel,
• permitted by local regulations,
• there is no restriction aiming at saving fuel, and
• the weather and tarmac surface conditions allow that.
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– The pushback driver shall inform the startup person if it is safe to start the aircraft
engine(s) during push back, considering traction and steering angles.
– SmartLynx narrow-body aircraft with a maximum wing span of 36 m may be pushed
and line-up towed with the engines at idle power, provided this is permitted according
to local regulations and restrictions and in agreement with SmartLynx procedures.
NOTE: To prevent jack-knifing when the apron is slippery, the engines must not be started
before or during the pushback. Sharp turns must be avoided to prevent skidding
and scrubbing of the nose wheels, and damage to the nose gear steering
mechanism, if the aircraft is pushed on uneven surfaces.

8.5.9 Maximum push-back speeds

The maximum allowed pushback speed during the entire pushback procedure is 5 km/h, which
must not be exceeded at any time. However, the pushback speed shall always be adapted to
the present apron condition.

8.5.10 Soft surfaces, snow, slope etc.

Contact maintenance, if the aircraft is pushed into soft sand, soil, mud or a snow bank, or must
be pushed on a steep-up slope. Never use a heavier or more powerful tractor for pushback,
than specified for the aircraft type.

8.5.11 Turning angle and nose gear load limitations

During pushback of SmartLynx aircraft the maximum nose gear turning angle or nose gear
load, as specified below must never be exceeded,
If maximum turning angle or maximum nose gear load is exceeded, or the aircraft brakes have
been applied for an emergency stop during pushback, damage to the nose gear and steering
mechanism may occur. If confirmed to have occurred, or is suspected, maintenance must be
contacted prior to flight. Undetected nose gear damage may fail at a later date with possible
serious impact on flight safety.
NOTE: The recommended mass of the pushback truck lies within the range of
approximately 10% to 15% of the Maximum Ramp Mass of the aircraft

8.5.12 Exceeding the turning angles

On certain aircraft types the nose gear torsion links may be disconnected if the
turning angles as specified in the table above need to be exceeded. Contact maintenance if
exceeding of the turning angles is required.

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WARNING: Entering the pushback hazard zones while the aircraft is moving may cause
serious or fatal injuries to personnel and is strictly forbidden.
To prevent this, make sure the headset cord length provides a minimum distance of 3
m to the gears, towbar and tractor, and that nobody enters the pushback hazard zone
during the entire pushback.

8.5.13 Tractor driver prior to the preparation work

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The following preparation work/checks shall be performed by the tractor driver prior to starting
the pushback:

Step Action
In co-operation with the start-up person decides:
• If guidance of wing/tail walkers are needed.
Reference: See “Wing/tail walker guide(s)” above.
1
• If engines shall be started before, during or after pushback.
• In which direction the aircraft shall be mined.
• If deviations from standard pushback procedures are required.
Install the correct type of bypass/lockout pin correctly.
WARNING:
2 The steering bypass/lockout pin must be installed prior to connecting the towbar/towbaress
tractor to the nose gear. Omission to obey this may cause serious injuries to personnel and/
or severe damage to the aircraft.
3 Checks that the towbar/towbarless tractor is in operational condition.
Connects the towbar/towbarless tractor to the nose gear tow fitting. When using a towbar,
4 check for correct installation on the tractor. Before connecting a towbarless tractor to the
nose wheel, ensure that the tractor is adjusted to the correct aircraft type.
5 Removes wheel chocks and wing cones.
Checks that no equipment, vehicle (e.g. de-icing truck) or aircraft is parked, entering or
6
driven/taxied behind the aircraft.

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8.5.14 Startup person duties prior to the pushback

The following preparation work/checks shall be performed and verified by the start-up person
prior to starting the pushback:

Step Action
In co-operation with the tractor driver decides:
• if guidance of wing/tail walkers are needed.
Reference: See "Wing/tail walker guide(s)" above.
1
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• if engines shall be started before, during or after pushback.

• in which direction the aircraft shall be turned.
• if deviations from standard pushback procedures are required.
2 That correct type of steering bypass/lockout pin is installed correctly.
Checks that the parking stand, particularly in the vicinity of the cargo compartments and
3
behind the wheels, is free from foreign objects.
(If interphone communication is used) that the headset cord length meets the requirement of
4
a safety distance of at least 3m to the nose wheels, tow bar and tractor.
5 That the communication with the flight deck is working.

8.5.15 Tractor drivers duties during and after the pushback

The tractor driver has the responsibility to ensure that the pushback and line-up towing to the
“after pushback parking position” is performed safely and according to company and local
airport regulations. If the tractor driver observes any problem related to safety, the pushback
shall be stopped immediately.
CAUTIONS:
If the maximum turning angle is exceeded or the nose gear shock STMT extends into flight
mode during a turn or is extended into flight mode when rum is initiated, or this is suspected,
maintenance must be contacted prior to flight
Do not perform pushback with the nose gear fully compressed or extended, as this will damage
the nose gear internally and cause the aircraft to tip-over on its tail.
The following work, duties and precautions shall be performed by the tractor driver during and
after the pushback:

Step Action
1 Make sure the tip cones and wheel chocks have been removed.
2 Make sure the clear signal is received before starting the pushback.
Make sure the turning limit markings on the nose gear doors are in full view during the entire
3
pushback and line-up towing.
Always start the pushback smoothly for the convenience of the passengers and to prevent
4
overload on the nose gear.
Avoid pushback through snow banks. Any accumulation of snow in the wheels and brakes
5
must be removed before flight.
At the completion of the pushback/line-up towing, decrease the speed smoothly and make
6
sure the nose wheels are centered.

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Step Action
Set the parking brakes on the tractor and give the appropriate hand-signal to the startup
7
person (fist clenched).
8 Wait for the startup person's signal showing that the aircraft brakes are set.
In co-operation with the startup person, disconnect and remove the tractor and towbar/
9
towbarless tractor from the nose gear tow fitting.
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8.5.16 Startup person's duties during and after the pushback

The following duties shall be performed by the start-up person during and after the Pushback:
NOTE: All signals shall be confirmed by the receiver.

Step Action
Immediately prior to starting the pushback, make sure that nothing is parked behind the
1
wings by visually checking under both wings.
2 Give the "brakes off” and "start to push" signal to the tractor driver.
Monitor that the maximum pushback angle is not exceeded and that the nose gear shock
3
STMT does not extend into flight mode.
When the nose wheels are straightened and the aircraft has come to a complete stop and the
4 "parking brakes set" signal from the tractor driver is received, order the Commander to set
the aircraft brakes.
5 Wait for the "brakes set" signal from the Commander.
6 Give the "brakes set" signal to the tractor driver.
In co-operation with the tractor driver, lower the towbar wheels and disconnect the towbar
7 from the tractor to relieve towbar tension, and disconnect the towbar/towbarless tractor from
the nose gear.
When the towbar and tractor or towbarless tractor is removed - clear of the nose gear hazard
area, remove the steering bypass/lockout pin

8 WARNING:
Do not remove the steering bypass/lockout pin before the towbar/towbar less tractor is
disconnected from the nose gear and is moved clear of the nose gear. Failure to obey this
may cause serious injuries to personnel and/or severe damage to the aircraft.
Make sure that the steering bypass/lockout lever returns to normal position for flight (i.e.
9
ensures that the nose gear steering is engaged).
Make sure the tractor and towbar are moved clear of the aircraft out-taxiing hazard area,
10 before “all clear” signal is given. In connection with the “all clear” signal, also hold up the
steering/bypass pin to confirm to the Commander that it has been removed from the aircraft.

8.5.17 Startup with power pushback

Power pushback of the aircraft is performed at a few of the international line stations. The nose
gear steering is active as the aircraft is pushed via one main landing gear.
The rules for power-push are:
a) There must be a two-way verbal communication.
b) If APU is unserviceable, one engine must be started before starting power-push.

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The procedure for power-push is as follows:

Step By To What to say

Are you ready for power-push from:
• left or
1 Startup personnel Commander
• right
landing gear?
2 Commander Startup personnel Ready for power-push
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Confirm:
3 Startup personnel Commander •brakes released
•hydraulic pumps on
•Brakes are off
4 Commander Startup personnel
•Hydraulic pumps on
You:
•can or
•can not
start the engines during push-back?
•Commencing pushback
•Turn nose wheel to the:
5 Startup personnel Commander
•right or
•left or
•turn more or
•straight
•Pushback completed
Note: The Commander can order STOP
6 Startup personnel Commander Confirm parking brakes
7 Commander Startup personnel Brakes are set
8 Commander Startup personnel You can disconnect
•Rollers are open
•Stand-by for visual signal on your:
9 Startup personnel Commander
-left or
-right side.

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8.6 TOWING
This section describes towing with a towbarless tractor or a towbar and a tractor.
The procedure is applicable whenever an aircraft is moved without its own power.

8.6.1 Responsibility
The tractor driver is in charge of the towing operation. He/she shall co-ordinate all related
activities with the flight deck operator and other parties.
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8.6.2 Wing/tail walker guide(s)

Whenever an aircraft is moved into, or out of or within a congested area (e.g. a hangar) there
shall be wing/ tail walker guide(s) appointed to ensure the safety of the aircraft during the
movement. The wing/tail walker guide(s) shall establish and maintain communication with the
tractor driver during the entire movement

8.6.3 Flight deck operator

During aircraft towing a qualified and approved flight deck operator must always be seated in
the left seat in flight deck (in absence of flight crew).
NOTE: Whenever towbarless towing is performed, no flight deck operator is required.

8.6.4 Towing tractor

To minimize acceleration and deceleration loads on the nose gear, the towing tractor shall be
equipped with a torque converter.
Only use equipment certified for handling of the specific aircraft type.

8.6.5 Towbarless tractor

To prevent overturning the towbarless tractor shall be equipped with an overturning protection
and/or warning device

8.6.6 Towbar
The towbar must be equipped with shear-bolts.

8.6.7 Towing turning angle and nose gear load limitations

During towing, maximum nose gear turning angle or nose gear load must never be exceeded.
CAUTION:
If maximum turning angle or maximum nose gear load is exceeded, or the aircraft brakes have
been applied for an emergency stop during towing, damage to the nose gear and steering
mechanism may occur. If confirmed to have occurred, or are suspected, maintenance must be
contacted prior to flight. Undetected nose gear damage may fail at a later date with possible
serious impact on flight safety.

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8.6.8 Towing turning angle and nose gear load limitations

The table below shows maximum towing turning angles and maximum allowed towing load for
aircraft types and models operated by SmartLynx.
The maximum allowed turning angle during towing is indicated by red painted vertical stripes
on the nose-gear doors.
The recommended mass of the towing truck lies within the range of 10% to 15% of the
Maximum Ramp Mass of the aircraft.
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8.6.9 Exceeding the maximum turning angles

On certain aircraft types the nose gear torsion links may be disconnected if the turning angles
as specified in the table above need to be exceeded.
Contact maintenance if exceeding of the turning angles is required.

8.6.10 Towing rules

Below you will find rules related to the towing operation:
CAUTION:
Engines must not be running during towing. Failure to obey this may cause severe structural
damage in case of jack-knifing. Before towing is started, the tractor driver and/or the dispatcher
must receive a positive confirmation from Commander/flight-deck operator that no engine is
miming. This is not applicable for line-up towing.
WARNING: Entering the towing hazard zones while moving the aircraft is forbidden.
Failure to obey this can cause fatal injuries
– When towing a narrow-body or small-body aircraft, maintain a safe distance between
the wing/stabilizer tips and nearest obstacle.
– When towing a wide-body aircraft maintain a minimum distance of one third of the
wings between the wing/stabilizer tips and nearest obstacle.
– Keep a distance of at least 10 meters between the wing tip fuel vents of the towed
aircraft and the APU exhaust of parked aircraft, to equipment with combustion
engines/heaters, and between the APU exhaust of the towed aircraft and the wing tip
fuel vents of parked aircraft.
– Always adjust the towing speed to the present conditions. However, do not exceed 25
km/h.
– Make a smooth start and stop to prevent overload of the nose gear, and slow down
the speed considerable before milling. Make sure the aircraft is moving before
initiating a turn.
– As a general rule taxi guidelines shall be followed when towing an aircraft. If local
regulations permit or requires deviations, special precaution must be taken to avoid
obstacles.
– The aircraft shall be towed in a straight line the last meters at the completion of the
towing with the nose wheels centred. This is to prevent tire-twisting stress and

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leakage from the landing gear shock due to side loads, and to avoid lockup of the
nose gear steering system.
– If it's necessary to push back the aircraft before towing, take great care and make the
pushback operation as short as possible.
– If one or more tires are flat or the aircraft is towed into soft sand, earth or mud, or gets
stuck in a snow bank, or must be towed on a steep up-slope, contact maintenance.
Never use a heavier or more powerful towing tractor for nose gear towing than
specified for the aircraft type.
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– Certain aircraft types require ballast when towed empty to ensure sufficient contact
between the nose wheels and the ground.
When temporary ballasting the aircraft for towing, this must be notified to Commander to
ensure offloading of the ballast prior to flight. Failure to obey this can cause serious aircraft
control problems during flight, which may endanger the safe operation of the aircraft.

8.6.11 Braking rules

– When it is necessary to reduce the stopping distance, or when there is risk for jack-
knifing (i.e. the tractor is pushed by the aircraft into an un-controlled turn), the tractor
driver shall order the flight deck operator to brake the aircraft as required.
– The flight deck operator shall only take the initiative to brake the aircraft when there is
an immediate or impending dangerous situation, which seems to be overseen by the
tractor driver.
– In case of inter-phone or radio communication failure, the tractor driver shall order the
flight deck operator to brake the aircraft by sounding the tractor horn repeatedly with
short signals. The flight deck operator shall order the tractor driver to brake by
flashing the nose gear taxi light.
– Prior to turning, the tractor driver shall slow down the speed. While turning on a down-
slope or on a slippery surface and reducing of the towing speed is needed, the tractor
driver shall order the flight deck operator to brake the aircraft to prevent jack-knifing.

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8.6.12 Tractor driver preparation to work/duties prior towing

The tractor driver shall performed and is responsible for the following preparation work/duties
prior to the towing

Step Action
Perform briefing with the flight deck operator, and make sure that procedures are established
for:
1
• Braking.
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• Two-way communication during the entire towing operation.

Decide if wing- and tail-walkers are needed and their position.
2
Reference: See Wing/tail walker guide(s) above.
3 Install the aircraft's own landing gear down lock pins.
Install the correct type of steering bypass/lockout pin correctly. (If already installed, verify
4
correct installation and pin).
5 Check that the chrome is visible on all landing gear stmts.
Check that the nose gear shock stmt extension does not exceed the flight mode position
6
(where applicable), or is fully extended.
7 Check that no tire is flat or penetrated by foreign objects.
Inspect the towbar and tractor or the towbarless tractor tow fittings before the towbar/
8
towbarless tractor is connected to the nose gear.
Connect the towbar or the towbarless tractor correctly to the nose gear tow fitting and the
9
towbar to the tractor. Check that the connections are properly locked.
Perform a final inspection around the aircraft and make sure that:
• No equipment, vehicles or other obstacles will interfere with the aircraft during towing and
10 the initial pushback (when applicable).
• The parking stand, particularly in the vicinity of cargo compartments and the wheels are free
from foreign objects.
11 Remove wheel chocks and tip cones, if applicable.
Activate the beacon-light on the towing tractor and maintain it on during the entire towing
12
operation.
If towing is done during limited visibility or in darkness, with the aircraft not electrically
13 powered, either install portable lights or the aircraft shall be followed by a car equipped with a
beacon-light.

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8.6.13 Towing procedure

Follow these steps when you are towing:

Step Action
1 When applicable, obtain permission from АТС prior to towing.
2 Inform the flight deck operator that towing is about to start.
3 When “BRAKES OFF” is confirmed, start towing smoothly.
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Adjust the towing speed according to local regulations, braking conditions and other external
4
conditions. Do not exceed 25 km/h.
When approaching the parking stand, gate or hangar/confined area:
• decrease speed.
5
• Position and inspect wing walkers (if needed).
• Tow the aircraft straight to relieve side loads on the gears.
Park the aircraft and perform following for applicable aircraft type:
Install wheel chocks at the main landing gears.
Install wing tip cones.
Close all entry, service, cargo and access doors (as applicable).
Check that the aircraft has not been damaged during the towing.
Check that no foreign object has penetrated the tires.
When required, perform the applicable aircraft parking procedures according to the
6 respective AHM.
Note:
When parking the aircraft outdoors at non-guidance areas, make sure the distance to other
parked aircraft is not less than 7.5 meters and the distance between the wing tip fuel vents
and the APU exhaust of other parked aircraft is not less than 15 meters.
If the aircraft is parked for flight, remove the towbar and stow the:
Steering bypass (lockout) pin on the towbar.
Landing gear down-lock pins on flight deck.

CAUTION
– If the nose gear shock stmt extends into flight mode during rum is extended into flight
mode when a turn is initiated, maintenance must be contacted prior to flight.
– Have in mind that in a turn the outer wing tip speed will be much higher than the
towing speed, and that on certain aircraft types, if the outer wing tip goes free of
obstacles in a 90° turn, the tail may not
– Do not tow the aircraft with the nose gear compressed or fully extended, as this will
damage the nose gear internally and/or cause the aircraft to tip-over on its tail.

8.6.14 De-icing/Anti-icing of the Aircraft on the Ground

Refer to SmartLynx “De-icing / Anti-icing of the Aircraft on Ground Manual (DIM)”

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CHAPTER 9 BAGGAGE AND CARGO HANDLING

9.1 BAGGAGE HANDLING

a) Baggage comprises such articles, effects and other personal property of a
passenger that are necessary or appropriate for wear, use, comfort or
convenience in connection with their trip; unless otherwise specified.
b) It shall include both checked and unchecked baggage of the passenger. The
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checked and unchecked baggage accompanies the passenger on the flight

specified;
c) *Note*: Unaccompanied baggage on behalf of the passenger is excluded and not
acceptable for carriage by SmartLynx;

9.1.1 Checked Baggage

Is a baggage of which SmartLynx takes sole custody of and for which SmartLynx has issued
a baggage tag.
Baggage identification tags which are issued by SmartLynx Airlines in addition to the baggage
check are for identification purposes only.

9.1.2 Unchecked Baggage

Is a baggage remaining in the care of the passenger and for which they are responsible.

9.1.3 Free Baggage Allowance

The free baggage allowance per passenger is normally fixed at 20 kg per passenger and
indicated in the passenger's tickets. Infants under 2 years are not entitled to a free baggage
allowance.
Personal effects may be carried in excess of the baggage allowance on condition that these
articles are not packed in the suitcases.
A guide dog, when accompanying passenger, shall be considered as “personal effects”.

9.1.4 Excess Baggage Charges

When the excess baggage weighs not more than 2 kg the passenger shall not pay anything;
however, if the excess baggage mass is greater than 2 Kg. the passenger shall pay charges
for the difference between the actual baggage mass and the free baggage mass allowance.
To perform an effective control and in order to avoid fraud on the part of the passenger, the
cabin baggage will be labelled with a “Cabin Baggage” tag.

9.1.5 Personal Effects

Personal effects comprise all articles which the passenger can transport in the cabin without
being tagged and weighed. These articles will not be registered on the ticket and the
passenger himself is responsible for them. Only the items mentioned herein (see list below)
will be considered as personal effects. All other kind of articles shall be handled as baggage.

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1) Lady's handbag or pocket book.

2) Reading material for the flight.
3) Overcoat, blanket, or wrap.
4) Umbrella or walking stick.
5) Small camera and/or binoculars.
6) Infant's carrying basket.
7) Infant's food required for the flight.
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9.1.6 Cabin Baggage

Cabin baggage comprises all articles not listed as personal effects but needed in the cabin by
the passenger during the flight.
Cabin baggage must be restricted to one piece per passenger occupying one seat (infants are
not allowed to carry cabin baggage and children sharing one seat are only allowed one per
both) and he/she is responsible for such baggage.
The conditions under which they are accepted in the cabin are:
– Maximum mass: 8kg.
– Maximum dimension: 55 x 45 x 25 cm.
If these requirements are not met, the baggage will be transported in the cargo compartments.
In very exceptional cases, upon special request from the passenger and only with the explicit
permission from SmartLynx, bulky and fragile articles, exceeding the above mentioned
limitations, will be accepted e.g. musical instruments, works of art, etc.
Such articles will remain under the passenger's supervision. If the article is of such a size or
volume that it is obviously unsuitable for carriage in the passenger's cabin, it shall be loaded
in the cargo compartment. The mentioned article must be adequately packed in order to
preserve it from damage.
NOTE: Cabin Baggage must be labelled with “APPROVED CABIN BAGGAGE” tag.

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9.2 BAGGAGE ACCEPTANCE FOR CARRIAGE

SmartLynx assumes no responsibility for loss, damage to, or delay in the delivery of liquids,
fragile or perishable articles, money, jewellery, negotiable papers or whatever type of valuable
items carried in the passenger's checked baggage.
If a suitcase appears to be damaged, the passenger will be informed that the baggage is
refused due to its condition.
If the passenger insists on his baggage being accepted, it may be accepted whenever there is
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no risk of loss of the contents and provided that information is documented on a Checked
Baggage tag – Limited Release section: ”DAMAGED BAGGAGE BEFORE CHECK-IN” (refer
to 7.7.3 on page 7–18)

9.2.1 Fragile Articles

SmartLynx Airlines bears no responsibility for fragile articles.

9.2.2 Tagging
Each passenger must receive the identification tag/s corresponding to his checked baggage.
The identification tag/s shall be affixed to the outside cover of the passenger's ticket/ boarding
pass.

9.2.3 Baggage Labels for Checked Baggage

Safeguard stocks of baggage tags at all times, and prevent them of becoming available to
unauthorized persons.
Ensure that the destination shown on the baggage tag corresponds with the destination to
which the baggage has been checked.

9.2.4 Cabin Baggage Labels

At check-in all cabin baggage may be provided with “APPROVED CABIN BAGGAGE” tag
certifying that the cabin baggage has been weighed and is accepted to be within, dimensions
and mass limits wise.
NOTE: At stations where such a system is in force, cabin baggage presented at the gate
without „APPROVED CABIN BAGGAGE” label will be considered as excess
baggage.

9.2.5 Unaccompanied Baggage

Unaccompanied baggage is baggage carried on a flight and not accompanied by the
passenger.
NOTE: Unaccompanied baggage is prohibited on SmartLynx flights.

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9.2.6 Limited Release Baggage

When a baggage is presented at check-in and falls into one or more of the categories listed
below a “Limited Release” section must be filled and damage must be indicated on the diagram
on the reverse side of the Checked Baggage tag:
– Fragile
– Unsuitably packed
– Damaged
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– Late Check-in
– Not permitted as Cabin Baggage

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9.3 BAGGAGE IRREGULARITIES

9.3.1 Introduction
The information included in this chapter is a guide to baggage irregularities and their solutions.

9.3.2 Property Irregularity Report (P.I.R.)

Whenever a passenger wishes to complain about any irregularity of his baggage, such as
missing, damaged or stolen; a Property Irregularity Report (P.I.R.) shall be issued in triplicate
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in the presence of the passenger provided that:

1) Passenger received his P.I.R. personal copy

2) P.I.R. has to be inserted in a World Tracer system
3) SmartLynx Ground Handling received copy of P.I.R. via SITA, email or fax
Baggage irregularity complaints must be submitted immediately upon arrival at the airport of
destination. Claims presented later should be made in writing within (7) seven days calendar
from the date of travel for damaged bags and (21) twenty-one calendar days in the case of
delayed or missing baggage.

9.3.3 Information to Passengers

If required, the passenger should be advised that a P.I.R. is a written notice of claim without
implying acknowledgement of liability on the part of SmartLynx.
The passenger will be requested to fill in a claim form with full particulars, such as a list of
contents and its approximate value, and attach:

1) Copy of the passenger ticket

2) Copy of the P.I.R.
3) Checked Baggage tag
4) Passport copy
However, if applicable, passenger shall be advised to turn to his/her insurance company.
NOTE: No liability for lost or damaged baggage shall be acknowledged on behalf of
SmartLynx Airlines before a proper investigation has been carried out.

9.3.4 Found Unchecked Baggage or Property

If during the post-flight check any passenger items left are found by cabin crew, the record is
made in Senior Cabin Crew Member Flight Report and Lost/Left Items form.
The item left should be handed over to Ground handling agent. Any lost or forgotten object or
baggage found on board must be handed over to the Lost & Found Office at the arrival station.
If there is any kind of information on the identity of the owner, attempts should be made to
restore the property as soon as possible, at the owners expense.

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9.4 SPECIAL TRANSPORTATION

9.4.1 Introduction
The procedures as set forth in this introduction provide Handling Agents with clear and specific
guidelines and rates for the transportation on SmartLynx flights, the baggage that exceeds
passenger's normal baggage allowance, as well as sport equipment and any other items
requiring special transport.
SmartLynx Handling Agents and subcontractors should be fully aware of these procedures and
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rates.
Prior to accepting on board of SmartLynx flight any specific item, which due to its nature, mass
or dimensions cannot be considered as normal baggage and/or exceeds the usual baggage
allowance, SmartLynx Ground Handling shall be contacted 72 hours in advance in order to
obtain authorization, if the item is not mentioned in the current tariffs.
Rates as stated herein will be updated yearly in accordance with the annual inflation rate and
will reflect the effective date of implementation and period of validity.

9.4.2 Excess Baggage

The general policy is that passengers carrying excess baggage must pay excess baggage
charges. Excess baggage service is not used in every day operations and will be requested by
SmartLynx Ground Handling in advance before the flight.
Excess baggage:
EUR – from 7 to 10 per kg
Live Animal:
PET - EUR 20 (per crate)
AVI - EUR 30 (per crate)
Sport equipment (per piece):
Windsurfing Equipment – EUR 50.
Surf Board and Kite Surf - EUR 30.
Golf Set - EUR 30
Ski Equipment - EUR 30.
Water-Ski Equipment - EUR 30.
Bike - EUR - 30.
Diving Equipment EUR - 30.

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9.5 SPORT EQUIPMENT AND LIVE ANIMALS CONDITIONS OF TRANSPORT

9.5.1 Introduction
Passengers carrying any sporting equipment mentioned below must be in possession of a
confirmed reservation issued by SmartLynx.
Mass of skis and ski sticks, golf-bag, bicycle, diving and windsurfing equipment, etc. is not
included in the free baggage allowance, and shall be charged at the excess baggage rates.
Such equipment will normally be transported with the same aircraft as the passenger (refer to
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9.1.4 on page 9–1).

NOTE: Transportation of sporting equipment is, however subject to mass and space
availability after loading of all passengers' baggage.

9.5.2 Bicycles
Bicycles must be dismantled: front wheel must be put in frame, pedals must also be
dismantled, handle bars must be placed in the same direction as the frame, and packed, either
in a cardboard box or in a plastic bag in order to protect the remaining baggage of the other
passengers from being damaged.

9.5.3 Water Ski Equipment

Must be suitably packed to avoid damage to other passengers' baggage.

9.5.4 Diving Equipment

Suitably packed and bottles emptied before acceptance at check-in. Check-in Staff will verify
that bottles are empty by opening the regulator.

9.5.5 Golf Sets

The weight of the golf set (containing clubs and pair of golf shoes) can be up to a maximum
mass of 15 kilos.

9.5.6 Surfing Equipment and Windsurfing Board

Must be suitably packed in a special case for transportation to avoid damage to the other
passengers' baggage and its dimensions should not exceed 400cm x 65cm x15cm.

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9.6 LIVE ANIMALS LIMITATIONS

Passengers carrying animals must be in possession of a confirmed reservation for
transportation animals issued by SmartLynx. Confirmation must be shown in PNL. If not,
SmartLynx Airlines OCC must authorize transportation.
SmartLynx permits the transport of animals in the framework of the excess baggage
regulations.
The crate must have an impermeable bottom, must be placed under the passenger's seat and
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the animal must not leave it during the flight. In other events, the animals shall be carried as
checked baggage in the baggage compartment only, if allowed by technical parameters of the
aircraft.
The passenger, who transports the pet, must be in possession of all documents required by
the authorities at destination.
Carriage of rodents is only permitted by prior permission.
Commander and handling staff shall ensure that no animal is carried in the cabin which might
impede an emergency evacuation.
Maximum number of live animals (PET) in a passenger cabin: 10
Maximum Dimensions for crate is: 55x45x25 cm.
Maximum Mass per PETC with the crate: 8 Kg.
NOTE: Maximum approved quantity of live animals (AVIH) is 3 per aircraft.
NOTE: Natural enemies of animals (i.e. Cats & Dogs) should be separated unless
belonging to the same family.

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9.7 MAIL HANDLING

The exchange of mail between countries is governed by international treaty administered by
the Universal Postal Union (“UPU”), a specialized agency of the United Nations.
Mail can either be high priority traffic or space available traffic depending on the nature of the
goods being mailed and on the transport agreement between the SmartLynx and the
contracting Postal Operator. SmartLynx may establish a maximum amount of mail for a
particular flight if uplift is available. Capacity can be reserved or allocated to a Postal Operator
and should the volume of mail offered for carriage by that Postal Operator exceed its allocated
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capacity, SmartLynx is not required to but would try to transport the mail exceeding the
allocation when possible and always in accordance with any existing bilateral contract
agreement between SmartLynx and the Postal Operator.
When handling airmail, SmartLynx and handling agents shall apply the following procedures
for handling of airmail.

STOWAGE
Documents handed to SmartLynx by Postal Operators or handed over at a point of transfer
should be stowed in the flight portfolio or other special pouch in which flight documents are kept
and extracted immediately on arrival of the aircraft at its destination.
Additional Documents for Through-Going Mail
Arrangements for additional documents should be made with the administration of origin. On
occasion airlines may need to raise extra copies of documents for use at transfer stations.
Point-to-Point Operation
For point-to-point operation, the five copies of the CN 38, CN 47 and CN 41 or CN 46 delivery
bills shall be distributed in the following way:
– one copy, signed as a receipt for the mails by the airline or the authority responsible
for the ground services, shall be retained by the dispatching office;
– two copies shall be retained at the airport of loading by the airline carrying the mails:
– the first shall be kept at point of origin;
– the second shall be for documentation/statistics;
– two copies shall be inserted in an envelope made of light-blue paper or any other
special pouch easily to be identified holding mail-documents, in the form of the
annexed specimen CN 45, for conveyance in the aircraft's flight portfolio or other
special pouch in which the flight documents are kept. Upon arrival at the airport of off-
loading of the mails, these two copies shall be used as follows:
– the first, duly signed as a receipt for the mails, shall be kept by the airline which has
carried the mails;
– the second shall accompany the mails to the post office to which the CN 38, CN 41,
CN 47 or CN 46 delivery bill is addressed.

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OUTBOUND MAIL
Before the mail is accepted for transportation a check shall be made by the SmartLynx
handling personnel in order to verify that:
– the mail bags, containers, etc. (“receptacles”) are in proper condition showing no
signs of prior damage or deterioration;
– a routing label is securely and durably affixed to each receptacle;
– the labels affixed to the receptacle are legibly completed with routing instructions
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written in clear print indicating the intended routing and correctly identified airline and
IATA airport codes;
– all labels and the accompanying documents conform with the mail to be transported
(unless a paperless agreement has been initiated between the carrier and the posts);
Should there be irregularities with specific mail receptacles, those receptacles shall be rejected
from transport and returned to the Postal Operator with an explanation of the reason for
rejection.
Mail tendered to the SmartLynx Airlines for carriage may fall into three general categories:

1) priority mail shipments (letters, parcels and EMS or express mail) which are intended
to move on the most expeditious means possible and on specific flight/route
assignments;
2) economy mail shipments (space available/S.A.L. mail) which are intended to move on
a deferred basis not necessarily on specific flight/route assignments, but usually within
a given number of days specified by contract;
3) empty mail receptacles which are intended to move at the most deferred basis as they
are being returned without contents to the Postal Operator who owns the receptacles.
The mail should be prepared by the Postal Operator for transportation by SmartLynx as
follows:
– Priority mail shall have CN 35 or CP 84 labels affixed to each receptacle by the Postal
Operator and shall be presented along with and accompanied by CN 38 Delivery
Bills. (see below or in AHM351)
– Economy (SAL) mail shall have CN 36 or CP 85 labels affixed to each receptacle by
the Postal Operator and shall be presented along with and accompanied by CN 41
Delivery Bills. (see below)
– Empty receptacles should have CN 36 labels affixed to each bundle by the Postal
Operator and shall be presented along with and accompanied by CN 47 Delivery Bills
(see below)
Upon acceptance of the mail at the first origin of its transport, the bar coded mail labels of any
mail receptacles not rejected by handling personnel should be scanned or recorded using
other electronic means. The Mail Registration Device (MRD) can be used as an alternative to
individual scanning by handlers at the acceptance stage. The MRD allows to capture the date/
time when a handling unit containing mail (e.g. ULD, airline cart, postal cart) changes custody,
with a single scan. The post produces a bar coded label affixed to that handling unit which the
airline scans with the MRD, registering an acceptance of custody, for all receptacles within the
handling unit.

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The receptacle information shall be transmitted by the handling agent to SmartLynx or

transmitted on behalf of SmartLynx to the origin Postal Operator confirming the receipt of the
receptacles by the SmartLynx.
In case receptacles were rejected by the handling personnel, there may be a contractual
requirement to also scan and separately transmit the handling event to the contracting Postal
Operator.
Instead of scanning or if the mail is tendered with receptacle labels that are not bar coded for
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scanning, the handling personnel should make a correction to any Delivery Bill documents to
reflect the rejection of improperly prepared, damaged or missing receptacles as well as
corrections to note the addition of any receptacles tendered by the Postal Operator that are not
listed on the documents.
The CN 38, CN 41 or CN 47 Delivery Bill documents accompanying the mail shipment will be
signed as a receipt for the Postal Operator of origin who will retain one copy of the document.

OUTBOUND MAIL (document copy distribution):

Two copies of the Delivery Bill shall be retained by the SmartLynx at origin (one for station file
and one for accounting and invoicing) and the remaining copies shall be forwarded with the
mail as it is being transported. Two copies of the Delivery Bill shall be inserted in a CN 45
envelope. These shall be conveyed in the aircraft's flight portfolio or other special pouch in
which the flight documents are kept, or the CN 45 may be affixed to one of the receptacles in
transport.

INBOUND MAIL
The inbound mail will be unloaded from the aircraft and brought expeditiously to the designated
area where it can be delivered to the receiving Postal Operator.
The delivery to the receiving area should take place within the time ordinarily needed at the
delivery airport within 60 minutes (which is normally within 90 minutes of actual flight arrival)
although bilateral arrangements between the contracting Postal Operator and the SmartLynx
can occur which could make this time frame shorter or longer on a case by case basis.
NOTE: at airports where a Critical Tag Time procedure has been implemented, all
reasonable efforts must be made to deliver the priority mails before such time.
Unless a paperless agreement has been initiated between the carrier and the posts, two copies
of the Delivery Bill shall be tendered to the Postal Operator at destination.
The inbound mail shall be checked against the respective documents or (alternatively) shall
have the bar coded mail labels scanned by handling personnel to record the delivery time of
each receptacle handed over to the Postal Operator at destination.
One copy of the Delivery Bill duly signed by the Postal Operator at destination as a receipt for
the mails shall be kept by the airline which has carried the mails.
Should there be any difference between the mail listed on the Delivery Bill and the mail actually
delivered by the SmartLynx, those differences should be noted by either deleting or adding

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receptacle information to the Delivery Bill supplied to the carrier at origin by the contracting
Postal Operator.
In case the Delivery Bill is missing, SmartLynx will complete a CN 46 Substitute Delivery Bill.
SmartLynx /Handling agent shall obtain on the CN 38, CN 41, CN 47 or CN 46 forms a stamp
or the signature of the receiving Post Office representative who should note the date and time
the mail was delivered.
In the event the destination Postal Operator is unable or unwilling to sign or stamp the Delivery
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Bills, SmartLynx personnel shall write the date and time of delivery on the Delivery Bills,
indicating “signature unavailable” on the form, and signing the form with the annotation “by
SmartLynx on behalf of XXXXXX Post.”
Many Postal Operators have developed an electronic receipting system for mail consignments
delivered to them by transport carriers. That receipting system may be used instead of the
Delivery Bill process described above. Instead of the signed copy of the CN 38 or CN 41 forms,
the receiving Postal Operator can provide the SmartLynx with a printed copy of the electronic
receipting record for that consignment. In instances where the receiving Postal Operator and
SmartLynx are able to exchange electronic messages between them, the receipt message
requirement is satisfied if transmitted electronically. Reconciliation against the origin data is to
be made and discrepancy report transmitted and analysed.
SmartLynx may also choose to provide mail receptacle delivery information to various Postal
Operators by scanning bar coded labels or other techniques capable of capturing and
transmitting delivery events. This electronic capture and reporting shall be performed at all
airports where the practice is possible.
Some airports are equipped with the IPC developed Mail Registration Device (MRD). At these
airports, the SmartLynx handler will register the inbound flight details and then only needs to
scan a single receptacle from each handling unit they are handing over to the destination post.
A “handover” label with the accurate date/time of delivery is issued by the MRD and will be
attached to each respective handling unit which records surrender of custody.
Procedures for delivery may have slight differences when comparing the practices at one
airport against those of another, local practices shall prevail provided the timely delivery, data
capture and reporting principles are respected.

TRANSFER MAIL
When a Postal Operator wishes for direct transshipment of its mails using an intermediate
transfer airport between the origin and destination, they shall ensure the full and complete
routing legibly appears on all CN 35, CN 36, CP 84 or CP 85 receptacle labels and the
accompanying CN 38, CN 41 and CN 47 Delivery Bills.
The origin Postal Operator shall make prior arrangements related to the 2nd leg with the all
involved carriers.
The receptacle information shall be transmitted by the handling agent to SmartLynx or
transmitted by the handler on behalf of SmartLynx Airlines to the origin Postal Operator.
OPERATIONAL IRREGULARITIES

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Mail in most instances is high priority traffic and should always reach its destination as soon
as possible.
Origin City
In case of a delayed departure or a cancelled flight, the origin Postal Operator shall be
informed of the expected length of the delay or rerouting possibilities. If the mail is to be re-
routed on the services of another air carrier, the affected mail receptacles shall be delivered to
the local Postal Operator against receipt on the Delivery Bills CN 38, CN 41, CN 47 or CN 46
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substitute if these forms are available at the time. Such delivery may alternatively be
documented by scanning of the bar coded receptacle labels.
Unplanned Intermediate City
When an aircraft interrupts its flight at an intermediate point for any length of time likely to delay
the mails or when, for any reason whatsoever, the mails are unloaded at an airport other than
that given on the Delivery Bills, SmartLynx shall apply the specific arrangements or procedures
previously agreed with the origin Postal Operator
Failed Planned Transfer at an Intermediate City
If mails which have been documented for direct aircraft-to-aircraft transfer fail to connect with
the scheduled flight at the transfer airport, the airline responsible for handing over the mails
can itself arrange for the mail to be re-forwarded within 24 hours, or on a later flight when this
has been agreed with the Postal Operator of origin.
Unlabeled Mail Receptacles
If mail is found without a routing label affixed, unless specific local airport procedures or the
bilateral contract between the SmartLynx and the origin Postal Operator provide different
instructions, the mail should be delivered to the local Postal Operator for identification and
issuance of a replacement label.
Damaged Mail
If mail is found damaged, and the destination can still be identified, the receptacle should be
strengthened and taken to destination. If the destination cannot be identified, instructions from
origin postal operator should be sought. Only on very rare occasions should the mail be
transferred to the local postal operator in the transit country along with an incident report. In
such cases, unless specific local airport procedures or the bilateral contract between
SmartLynx and the origin Postal Operator provide different instructions, the mail should be
delivered to the local Postal Operator together with an incident report providing as much details
as possible. The origin and destination post should be notified by receiving a copy of the
incident report.
Mail items prohibited from transportation by air
If mail is discovered to contain items prohibited from transportation by air, the mail should be
delivered as appropriate together with an incident report providing as much details as possible
as follows:
– at origin to the tendering Postal Operator;
– destination to the receiving Postal Operator;

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– transit stations to the local Postal Operator.

Arrival at an Incorrect Destination
Unless contract arrangements between the origin Postal Operator stipulate differently, if mail
arrives on an SmartLynx at the incorrect destination it shall be re-forwarded on SmartLynx next
available flight or series of flights in the most expeditious routing possible to the correct
destination.
Irregularity Reports by a Postal Operator at an Intermediate City
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When the mails are transited through an intermediary airport of SmartLynx, the Delivery Bill
mentioning any irregularities established by the intermediate Postal Operator on taking over
the mails shall where possible should be countersigned by the SmartLynx or its representative.
The copies of the Delivery Bill must indicate the reservations made with respect to the carrier
service.
Irregularities may also be documented by the intermediate Postal Operator who will complete
an irregularity form to record the noted irregularity.
When the mails are transported in airline containers, these reservations shall relate solely to
the condition of the container and of its fastening and seals. Based on the intermediate Postal
Operator's information provided in the irregularity report, SmartLynx handling personnel at the
airport where the irregularity is noted should send a Mail Irregularity Message to SmartLynx
ground operations department who will in turn notify respective Postal Operator and give full
details of the irregularity.

EMPTY MAIL BAGS

According to an agreement between IATA and the UPU, empty airmail bags shall be returned
to the Postal Operator of origin accompanied by CN 47 under the following conditions:
– carriage on space available basis only;
– in principle by the same airline which brought in the mail;
– the bundles of bags are labelled with a CN 36 label;
– as agreed between SmartLynx Airlines and the Postal Operator which owns the bags.
If capacity is not available, SmartLynx and the origin Postal Operator should work together to
find a mutually agreeable solution.
MISSING AIRMAIL AT DESTINATION
Tracing action shall be initiated by the station of irregularity and shall start immediately when
the irregularity is discovered. The following needs to be done:
– check if an off-loaded/short-shipped message has been received from any on-line
station;
– search the aircraft;
– check if the mail has been misplaced locally;
– inform the origin and destination Postal Operators;

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– if the missing mail does not arrive on another flight within 24 hours, initiate a trace
request to the station of departure and all on-line stations.

MISSING DOCUMENTS
Unless a paperless agreement has been initiated between SmartLynx and the posts; when no
documents are received, SmartLynx /handler can issue a substitute document (CN 46) based
on the details on the bags/containers received.
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Destination Postal Operator needs to be notified that a substitute CN 38 has been raised and
a duplicate copy of the missing documents needs to be sent from the origin station. Postal
Operator needs to check the substitute document on receipt to be sure that no mail is missing.
AIRMAIL DOCUMENTS
The following airmail documents specified by the Universal Postal Union (UPU) Convention
are used for transportation. They are necessary for accounting of airmail.
CN 28—Envelopes for the makeup of airmail
CN 35—Airmail bag labels for priority mail Letters (LC, AO)
CN 36—Airmail bag labels for S.A.L. mail letters (LC, AO)
CN 38—Delivery Bill for Priority airmail shipments (LC, AO, CP)
CN 41—Delivery Bill for S.A.L. airmail shipments (LC, AO, CP) non Priority mail
CN 42—Direct transfer label
CN 45—Transmission Envelope to contain CN 38, CN 41 or CN 47 Delivery Bill
CN 46—Substitute Delivery Bill issued by the carrier
CN 47—Delivery Bill for return of empty airmail bags
CP 84—Airmail bag labels for priority mail Parcels (CP)
CP 85—Airmail bag labels for S.A.L. airmail Parcels (CP)

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9.8 TRAINING REQUIREMENTS

SmartLynx requires that all personnel engaged in all areas of cargo operations receive initial
and recurrent training according to the requirements of their role. The list of trainings is listed
below:
– Operator and Regulatory approval as applicable.
– Cargo familiarization.
– Safety training surrounding the hazards with cargo operations.
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– Initial training prior to being assigned to perform such operational duties IOSA CGO 2.1.1 (i)
– Recurrent training on a frequency in accordance with requirements of the regulatory
authority but not less than once during every 36-month period, except for recurrent
training in dangerous goods as specified on a frequency in accordance with
requirements of the regulatory authority, but not less than once within 24 months of
previous training in dangerous goods. IOSA CGO 2.1.1 (ii)
– Familiarization training on applicable regulations; IOSA CGO 2.1.2 (i)
– In-depth training on requirements, including policies, procedures and operating
practices; IOSA CGO 2.1.2 (ii)
– Training in human factors principles; IOSA CGO 2.1.2 (iii)
– Safety training on associated operational hazards. IOSA CGO 2.1.2 (iv)
– Dangerous Goods and Security training in accordance with applicable local
requirements and to the training level requirements set within the IATA Dangerous
Goods Regulations and/or ICAO Technical Instructions for the Safe Transportation of
Dangerous Goods by Air as defined for specific functions within cargo operations.
– SMS Training IOSA CGO 2.3.1
The Training of Dangerous Goods handling must only be performed by a Trainer qualified in
conducting of such training.
Training for ground handling personnel will vary depending on specific responsibilities and duty
function(s), but will, usually concentrate on:
a) For personnel responsible for accepting dangerous goods:
– General philosophy IOSA CGO 2.2.1 (i)
– Limitations IOSA CGO 2.2.1 (ii)
– General requirements for shippers IOSA CGO 2.2.1 (iii)
– Classification IOSA CGO 2.2.1 (iv)
– List of Dangerous Goods IOSA CGO 2.2.1 (v)
– General packing requirements IOSA CGO 2.2.1 (vi)
– Packing instructions IOSA CGO 2.2.1 (vii)
– Labelling and marking IOSA CGO 2.2.1 (viii)
– Shipper’s declaration and other relevant documentation IOSA CGO 2.2.1 (ix)
– Acceptance procedures IOSA CGO 2.2.1 (x)
– Recognition of undeclared dangerous goods IOSA CGO 2.2.1 (xi)
– Storage and loading procedures IOSA CGO 2.2.1 (xii)
– Flight Crew (Pilot) Notification (NOTOC) IOSA CGO 2.2.1 (xiii)
– Provisions for passengers and crew IOSA CGO 2.2.1 (xiv)
– Emergency procedures IOSA CGO 2.2.1 (xv)

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b) For personnel responsible for handling, storing or loading:

– General philosophy IOSA CGO 2.2.3 (i)
– Limitations IOSA CGO 2.2.3 (ii)
– Labelling and marking IOSA CGO 2.2.3 (iii)
– Recognition of undeclared dangerous goods IOSA CGO 2.2.3 (iv)
– Storage and loading procedures IOSA CGO 2.2.3 (v)
– Flight crew notification IOSA CGO 2.2.3 (vi)
– Provisions for passengers and/or crew IOSA CGO 2.2.3 (vii)
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– Emergency procedures IOSA CGO 2.2.3 (viii)

Smartlynx airlines require that only qualified individual is designated to be responsible for the
correct loading and securing of dangerous goods on board the aircraft.
Reference: Please refer to DGR 1.5 (Table 1.5.A, Minimum Requirements for Training
Curricula), for detailed guidance that focuses on dangerous goods training and subjects
specific to cargo handling functions.
It is considered that all training qualifications are gained through classroom training written,
oral, computer based training (CBT) and practical evaluation, to comply with the requirements
for operational personnel to demonstrate adequate knowledge, competency or proficiency to
perform duties, execute procedures or operate equipment. Evaluation of training can be by
written, oral or by practical means, whichever is appropriate. Equipment cannot be operated
until the training for the respective requirement has been completed. IOSA CGO 2.2.4
All recurrent training must be performed at intervals of not more than 36 months, and in the
case of Dangerous Goods - not more than 24 months, to provide continuous improvement and
effectiveness. Training should include the latest regulatory and operational changes. The
structure and contents of the training programme should be regularly reviewed to ensure the
training remains relevant and current.
Responsibility:
It is the responsibility of Cargo Agents Management to ensure that:
– training requirements for their location are identified
– training requirements of all new staff are identified to ensure that they are
appropriately trained for their role.
– the required numbers of staff on station hold the required training qualifications. This
includes ensuring that staff who require re-validation, do so before their training
qualifications expire.
– the copies of the local records of all training qualifications held by their staff are kept.
It is the responsibility of all staff to ensure that they do not perform any job function, unless they
are fully trained to do so, as well as that their qualifications are valid.
In places where there are insufficient numbers of trained staff for specific tasks or to handle
specific commodities (e.g. DG, AVI), either for certain periods of the day or through absence
(temporary or permanent), the managers must ensure that:
– These tasks are not carried out, or;
– The commodity is embargoed until sufficient qualified staff is available, or;

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– Special procedures are in place to mitigate the shortfall or absence of trained staff
e.g. DGs are not fully accepted until a trained staff member is available to carry out
the correct acceptance checks.
– Succession plans are present to replace trained/qualified staff that leaves the Cargo
Agents.
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9.8.1 Training Records

IOSA CGO 2.1.2

SmartLynx expects that Cargo Agents will keep a system of training records which includes
preservation, identification, storage, protection, retrieval and disposal. SmartLynx Airlines will
audit the above process as part of the cargo handling audit.
Training records and certificates for all those who successfully complete training courses
covered in this Operations Manual will be held on station.
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When Cargo Agents carry out local training, they must keep the training records of their own
employees. SmartLynx will not keep training records copies of the Cargo Agents personnel.
However, Cargo agents’ records must be available for monitoring purposes. Records on all
current employees and for ex-employees shall be held for a minimum of 3 years after they
leave.
Records may be kept in electronic or hard copy format. SmartLynx may request the training
records copies during the audit.
NOTE: Stations should also take into account local legislation. SmartLynx will only keep
training records of their own staff.

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9.9 CARGO ACCEPTANCE

SmartLynx accepts shipments directly from shippers and consignors freight forwarder, freight
forwarders and through IATA cargo agents as interlines cargo. It is important that correct
acceptance procedures are followed so that a shipment reaches its destination safely.
Attention must be paid to the accurate documentation, correct packaging and labelling, and
compliance with local and government regulations.
When accepting a shipment a visual assessment regarding its contents is necessary to
determine if the shipment corresponds to the information described in the documents.
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Dispatch and transportation of mail, cargo and luggage has to be done According to the IATA
cargo regulations and SmartLynx Ground Operations Manual regulations. Additional valid
national documentations as well as company procedures and regulations of SmartLynx have
to be observed. IOSA CGO 3.1.1 (i); IOSA CGO 3.1.1 (ii)
On behalf of SmartLynx the cargo handling company has the full responsibility for cargo
acceptance, package, marking, labelling and documentation. The cargo handling company is
also responsible that the prescribed handling procedure is observed.
It is mandatory that sufficient notices with information about the transport of dangerous goods
are displayed at all points where cargo and baggage is accepted by/on behalf of SmartLynx.
This requirement applies to all stations, where cargo may be offered and/or accepted. It is
SmartLynx requirement that all Ground/Cargo handling agents comply with this requirement
and ensure that suitable notices are permanently displayed in accordance with the IATA DGR.
Third party handlers are required to produce appropriate warning notices themselves from
IATA or other suitable alternative source.
Whenever SmartLynx transports revenue or non-revenue or interline cargo, it shall ensure that
the following points are considered:
– Only accept cargo types for which the facilities are suited, the staff is trained and
which the SmartLynx Airlines accept for carriage.
– When doing or supervising the function of accepting cargo for air transport, always
perform the following general steps:
• Go through the Air Waybill (AWB) and where applicable other relevant
documents, checking for accuracy and completeness. Do not record the AWB
and accept the cargo until all missing and/or incorrect information has been
provided and corrected.
• Inspect the cargo for signs of tampering and damage before recording the AWB
and accepting the cargo.
• Check that the shipment description and number of items stated on the
documentation matches the cargo presented at the time of acceptance.
• If you find undeclared and/or mis-declared Dangerous Goods in cargo, do not
accept the cargo. If you are not authorized to do so, call the Supervisor to handle
the situation and complete the incident report.
• Inspect any cargo and/or ULD delivered for transportation for damage.
• Inspect the packaging of the cargo to make sure it is of a standard suited to the
contents and able to protect the cargo from any accidental damage that could be
caused during the normal handling and transporting of the cargo.
– Make sure the packaging is constructed to:

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• avoid any chance of damage to other cargo, the aircraft, the ULD, the handling
equipment;
• avoid any risk to any people involved in handling the cargo;
• allow special labels to remain visible;
• avoid the use of plant/organic cushioning/absorbing materials such as straw and
untreated wood products as they may be prohibited by quarantine restrictions.
– Give reasons for refusing to accept the cargo to the person delivering the cargo.
– Make sure that all documentation is sent on, captured correctly in a computer system,
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or handed over to the correct people, so that all the information is available to be able
to load the flight correctly.
– BUPs (Build Up Pallets) must be accepted only if properly palletized, contoured and
netted.

9.9.1 Acceptance from known Shipper or Forwarder

When accepting cargo and/or mail shipment(s) the following information must be known:
– The Shipper/Consignor,
– Surface transportation has been performed by a known party,
– No deviation from agreed security procedures has been made ("secured" noted on air
waybill).
– *Important*: If a shipment does not meet the above requirements it must be screened
before being loaded.

9.9.2 Acceptance from unknown Shipper or Forwarder

If a shipment is delivered from an unknown shipper/consignor or forwarder, or if the word
“unsecured” is present in the air waybill, the shipment must be screened before it is loaded.
Shipment meeting criteria from above must:
– have an organization number,
– be a known air cargo service user,
– have an established relation with SmartLynx and/or a Security Approved Freight
Forwarder,
– have/give consent to the shipments screening,
– in writing assure that the shipment has been protected against unauthorized access.

9.9.3 Shipper’s Declaration

refer to 5.14 on page 5–28

9.9.4 AIR Waybill

refer to 5.12 on page 5–25

9.9.5 Packaging
Packaging must correspond to the contents and be capable of protecting the goods from any
accidental damage that could be caused during the normal process of handling and

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transportation. Both, contents and packaging must be reliable, so that no damage would be
caused to other cargo, aircraft, and equipment or cause injury to personnel.
Special packaging requirements may apply to some shipments as indicated below (refer to
9.15 on page 9–28).

9.9.6 Labelling And Identification

The shipper is responsible for clearly marking and labelling all packages with the consignee’s
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full name and address. An air cargo identification label or tag must be affixed to each package.
Special labels shall be used for:
– Perishables (refer to IATA Perishable Cargo Handling Guide)
– Dangerous goods (refer to IATA DGR and refer to 3.3.3 on page 3–13)
– Live animals (refer to IATA Live Animals Regulations)
– Fragile articles (refer to IATA Principles of Cargo Handling)
– Other handling labels such as “This Way Up” should be used as appropriate.

9.9.7 Cargo Manifest

refer to 5.13 on page 5–28

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9.10 UNITISED LOAD AND ULD

RESERVED.

9.11 CARRIEGE OF WEAPONS, MUNITIONS OF WAR

refer to 3.4.16 on page 3–36 and refer to 3.4.17 on page 3–36
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9.12 DANGEROUS GOODS AND WEAPONS

9.12.1 Definition:
Dangerous goods are articles and substances which may pose a risk to health, safety and
property when transported by air (refer to 3.3 on page 3–13).

9.12.2 Hidden Dangerous Goods

Hidden Dangerous Goods Many articles may contain hazardous articles that are not easily
apparent. Such items presented for transport should be investigated for possible hidden
dangerous goods before transport is permitted.
List of items that may contain dangerous goods

Items What kind of dangerous goods may contain

Aircraft Spare Parts/Aircraft Equipment May contain explosives,
chemical oxygen generators, unserviceable tyre assemblies, cylinders
Aircraft on Ground (AOG of compressed gas (oxygen, carbon dioxide, nitrogen or fire
spares) extinguishers), paint, adhesives, aerosols, lifesaving appliances, first
aid kits, fuel in equipment including fuel residue, wet or lithium
batteries, matches etc.
May contain ferro-magnetic material, which may not meet the definition
for magnetized material but which may be subject to special stowage
requirements, due to the possibility of affecting aircraft instruments.
Automobiles/Cars,
May also contain engines, carburetors or fuel tanks which contain or
Automobile/Car Parts
have contained fuel, wet cell batteries, compressed gases in tyre
inflation devices, fire extinguishers, shocks/struts with nitrogen, air bag
inflators/air bag modules etc.
May indicate cylinders of compressed air or oxygen, chemical oxygen
Breathing Apparatus
generators refrigerated liquefied oxygen.
May contain flammable gases, flammable liquids, flammable solids,
Camping Equipment
matches and other dangerous goods.
Chemicals May contain items meeting any of the criteria for dangerous goods.
Comat May contain aircraft parts.
Consolidated Consignments May contain any of the defined classes of dangerous goods
Indicates refrigerated liquefied gases such as argon, helium, neon and
Cryogenic Liquid
nitrogen.

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Items What kind of dangerous goods may contain

Cylinders May indicate a compressed or liquefied gas.
May contain flammable resins or solvents, compressed or liquefied
Dental Apparatus
gas, mercury and radioactive material.
Diagnostic Specimens May contain infectious substances.
May contain cylinders (such as scuba tanks, vest bottles, etc.) of
Diving Equipment compressed gas (air, oxygen etc.) high intensity lamps, which can
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generate extremely high heat when operated in air.

Drilling and Mining
May contain explosives and/or other dangerous goods.
Equipment
Dry Shipper (Vapour
May contain free liquid nitrogen.
Shipper)
May contain magnetized materials or mercury in switch gear and
Electrical Equipment
electron tubes or batteries.
Electrical Powered
Apparatus Wheelchairs,
May contain batteries.
lawn mowers, golf carts,
children’s scooters, etc.
May contain explosives (flares), flammable liquids (gasoline),
Expeditionary Equipment
flammable gas (propane, camping gas) and other dangerous goods.
May contain explosive pyrotechnic devices, generators incorporating
Film Crew and Media
internal combustion engines, wet batteries, fuel, heat producing items,
Equipment
dry ice etc
Frozen Embryos, Human May be packed in refrigerated liquefied gas or carbon dioxide solid (dry
Organs etc. ice).
Frozen Fruit, Vegetables
May be packed in carbon dioxide solid (dry ice).
etc.
Fuels May contain flammable liquids, flammable solids or flammable gases.
Fuel Control Units May contain flammable liquids or flammable liquid residue.
May contain cylinders with flammable gas, fire extinguishers, engines,
Hot Air Balloon
batteries, flares, etc.
Parachutes May contain flares, explosives (for emergency canopy deployment).
May contain items that fall within the criteria of dangerous goods.
Household Goods Examples include paints, adhesives, polishes, aerosols, bleach,
corrosives, oven or drain cleaners, matches etc.
Smoke detectors May contain small quantities of radioactive material.
May conceal barometers, manometers, mercury switches, rectifier
Instruments
tubes thermometers, etc.
Laboratory/Testing May contain flammable solids, liquids, oxidizers, organic peroxides,
Equipment toxic and corrosive substances.
May contain adhesives, paints, sealants, solvents, batteries, mercury,
Machinery Parts
cylinders of compressed or liquefied gas, fuels etc.

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Items What kind of dangerous goods may contain

May individually or cumulatively meet the definition of magnetized
Magnetic and Other Items
material. Stowage restrictions may apply as to not affect aircraft
of Similar Material
instrumentation.
May contain items meeting any of the criteria of dangerous goods,
Medical Supplies particularly flammable liquids, flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances.
Metal Construction Material, May contain ferro-magnetic material which may affect the aircraft
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Metal Fencing, Metal Piping instrumentation.

May contain items meeting any of the criteria for dangerous goods.
Examples include fireworks, flammable household liquids, corrosive
Passenger Baggage oven cleaners, flammable gas or lighter refills, or camping stoves,
cylinders, matches, Party Poppers, disposable BBQs, self-heating
food stuffs, bleach, aerosols, etc.
May contain items meeting any of the criteria of dangerous goods,
Pharmaceuticals particularly radioactive material, flammable liquids, flammable solids,
oxidizers, organic peroxides, toxic or corrosive substances.
May contain items meeting any of the criteria for dangerous goods
Photographic Supplies particularly heat producing devices, flammable liquids, flammable
solids, oxidizers, organic peroxides, toxic or corrosive substances.
Promotional Material See Passenger Baggage.
May contain engines, carburetors or fuel tanks which contain fuel or
Racing Car or Motorcycle
residual fuel, flammable aerosols, cylinders of compressed gasses,
Team Equipment
nitromethane or other fuel additives, wet batteries, etc.
Refrigerators May contain liquefied gases or an ammonia solution.
May contain organic peroxides and flammable adhesives, solvent
Repair Kits
based paints, resins, etc.
May contain items meeting any of the criteria for dangerous goods,
Samples for Testing particularly infectious substances, flammable liquids, flammable solids,
oxidizers, organic peroxides, toxic or corrosive substances.
Semen May be packed in carbon dioxide (dry ice) or refrigerated liquefied gas.
May contain explosives (flares), cylinders of compressed gas (life
Ship Spares
rafts), paint, lithium batteries
Show Motion Picture, Stage
and Special Effects See: Film Crew and Media Equipment.
Equipment
Swimming Pool Chemicals May contain oxidizing or corrosive substances.
Switches or Electrical May contain flammable substances, explosive or other dangerous
Equipment or Instruments goods.
May contain explosives (power rivets), compressed gases or aerosols,
Tool Boxes flammable gases (butane cylinders or torches), flammable adhesives
or paints, corrosive liquids, batteries, etc.
May contain flammable gas and be equipped with an electrical starter.
Torches, Micro Torches and
Larger torches may consist of a torch head (often with a self-igniting
Utility Lighters
switch) attached to a container or cylinder of flammable gas.

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Items What kind of dangerous goods may contain

Unaccompanied May contain items meeting any of the criteria of dangerous goods, see
Passengers Baggage/ Passenger Baggage.
Personal Effects
Vaccines May be packed in carbon dioxide solid (dry ice)

Articles and substances, which do not fall within the definitions of dangerous goods with the
ICAO Regulations, and which in the event of leakage may cause a serious clean-up problem
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or corrosion to aluminium on a long term basis, must be checked by the shipper, to at least
ensure that the packaging is adequate, to prevent leakage during transportation. These may
include brine, powdered or liquid dyes, pickled foodstuffs, etc.

9.13 STORAGE OF CARGO AFTER ACCEPTANCE AND PREPARATION FOR

AIRCRAFT
Procedures for the storage of cargo after acceptance and preparation for aircraft loading must
provide for:
– security in all aspects – not only security of valuable cargo, but also to minimize the
possibilities of damage, theft and mishandling of cargo;
– segregation of, and suitable storage facilities for, special types of cargo, such as
dangerous goods, live animals, perishables, vulnerable and valuable cargo;
– methodical and speedy pre-loading operation, when the entire load may be pre-
assembled in accordance with local requirements.
Procedures for preparing bulk cargo for loading must ensure that:
– cargo dimension or weight, that exceed the aircraft`s or carrier`s loading limitations
are not offered for loading;
– segregation is according to the local loading instructions;
– incompatible items of cargo are segregated according to AHM 645;
– weight is determined according to AHM 534.
The loading of dangerous goods must be performed according to IATA Dangerous Goods
regulations, appropriate Government regulations and the carrier`s regulations.
For the handling of live animals in preparation for aircraft loading, ensure strict adherence to
the procedures found in the IATA Live Animals regulations (LAR).
The carrier or handling company shall ensure that the required procedures are carried out by
qualified personnel. The signature of a loadmaster is required on the loading instruction.
Comail will be transported free of charge and checked in as standard luggage. The security
regulations in force for comail handling must be observed.
The kind of comail, the weight and the number of pieces must be listed in the loading instruction
report (LIR) and at the load sheet.
Transport of comail without notification of or permission from the carrier is strictly prohibited.

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NOTE: The accuracy of all scales (weighbridges), used for weight determination of load,
shall be checked with a known weight, at least, every three months. A quality
control check should be made, at least, once per year, as well as after every repair,
or according to local regulations. The results of all checks should be filed and
retained in accordance with applicable regulations or as a minimum 2 years
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9.14 INFORMATION ON DANGEROUS GOODS

Information on dangerous goods to be loaded on a flight is communicated to the appropriate
person(s) in the load control system. Information to be communicated shall include the
following:
– Air Waybill number, If applicable.
– Proper shipping name and/or UN/ID number, and where required, technical name(s).
– Classification, and for Class 1, division and compatibility group.
– Packing group.
– Identified subsidiary risks.
– For non-radioactive material, number of packages, exact loading location and, as
applicable, net quantity or gross weight of each package, except:
– For UN 1845: carbon dioxide, solid (dry ice), UN number, proper shipping name,
– For UN 3480, (Lithium ion batteries) and UN 3090 (lithium metal batteries): At the
option of the SmartLynx, only the UN number, proper shipping name, class, total
quantity at each loading location, and whether the package must be carried on a
cargo-only aircraft are required which can’t be transported by SmartLynx. UN 3480
(Lithium ion batteries) and UN 3090 (lithium metal batteries) should be carried under
a State exemption have to meet all requirements specified in such paragraph.
– Classification, total quantity in each aircraft hold and offload airport.
– Any restriction for transport on cargo aircraft only.
– Offload airport.
– Dangerous goods transported under a state exemption. If applicable,
– ULD identification number(s), If applicable.
Above mentioned information must also be readily available (via e-mail) to SmartLynx Airlines
OCC until the aircraft transporting the dangerous goods has arrived at the destination airport.

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9.15 SPECIAL CARGO

9.15.1 Live Animals (AVI, AVC, AVP)

Transport of Live Animals (AVI, AVC, AVP) as cargo on A320 fleet allowed after PIC approval
prior to loading.
Transport of Live Animals (AVI, AVC, AVP) as cargo on A321 fleet is not allowed.

9.15.2 Marking and Labelling of AVI

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RESERVED.

9.15.3 Company mail (COMAIL)

(IATA DGR section 2)
Comail is non-revenue cargo.
Items shipped as company mail must always be odorless and leak free. The following articles
are forbidden in company mail:
– Dangerous Goods (as defined in IATA Dangerous Goods Regulations)
– Other dangerous articles
– Liquids
– Restricted articles (restricted by laws or other external regulations)

9.15.4 Heavy item (HEA)

Heavy items (weighing 150 kg or more) must not be accepted if there are any doubts of the
safe performance of the loading and unloading operations.
Before accepting heavy items, due consideration shall be given to the length of the ground
stops, available facilities and other factors at the station of loading and unloading that may
affect load handling and on-time performance.
Aircraft type limitations, as described in the respective AHM, must be checked and followed.

9.15.5 Human remains (HUM)

Do not put non-cremated human remains (HUM) in the same compartment as live animals
(AVI), perishables/foodstuffs (EAT) or live human organs (LHO).
If a coffin containing human remains (HUM) weighs 150 kg or more, it shall also be regarded
as a heavy item (HEA) for loading proposes.
SmartLynx will accept cremated human remains provided they are properly packed. Cremated
remains must be shipped in funeral urns which are efficiently cushioned by suitable packaging,
against breakage.
NOTE: HUM shall always be used as remark code on the Loading Report.
A copy of the death certificate (and cremation certificate if applicable) must
accompany the remains.

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9.15.6 Perishables/ foodstuffs and hatching eggs (EAT and HEG)

Due consideration must be given to the temperature conditions when handled at departure,
transit, destination and loaded in the compartments, as perishables/ foodstuffs and hatching
eggs must be handled in a way that offers the most suitable conditions.
Information about the required temperature conditions shall be given to the loading personnel
on the Loading Instruction, by the Load Control function.
The shipper shall provide written instructions as to the maximum acceptable duration of
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transportation and of any special handling required. These instructions shall be shown on the
air waybill and the packages.
A Notification to Captain (NOTOC) shall be issued when perishables/foodstuffs and hatching
eggs (EAT, HEG) are loaded on board an aircraft.
NOTE: Check incompatibility list for restrictions with other load (refer to 3.3.11 on page 3–
16)
Perishable items shall be loaded so that they are suitably accessible in case any handling is
required at an en-route and/or destination station.
Wet ice and perishable cargo containing fluid or moisture which could leak onto the
compartment floor shall be treated as “wet cargo”.
Articles refrigerated with dry ice shall be handled in accordance IATA DGR.
Foodstuffs (EAT) shall not be loaded together with poisons (RPB, RHF) or infectious
substances (RIS) in the same compartment, unless they are loaded in separate ULDs not
adjacent to each other. Foodstuffs (EAT) shall not be loaded in close proximity of live animals
(AVI) and non-cremated human remains (HUM).
Perishable cargo that requires special stowage, special care at transit stops, in-flight attention
or special handling in the case of delays or diversions shall be included on the form “Special
Load Notification to Captain”.
Care should be taken when stacking perishable items so that the lower layers of the stack are
not damaged by the weight of the upper layers.
– Fish
Special heavy plastic bags must be used whenever fish is loaded. Use canvas cover or other
material to protect the compartment floor.
Leaking, otherwise damaged or evidently weak packing equipment must be refused.
– Meat
Meat shall be enclosed in waterproof material and handled as wet cargo. The strictest hygiene
conditions shall be maintained during all stages of handling meat.
– Hatching Eggs
Hatching eggs shall not be stowed in close proximity of dry ice (ICE) and cryogenic liquids
(RCL).

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– Fresh Fruit and Vegetables

When fresh fruit and vegetables are loaded in quantities which require stacking in ULDs, care
should be taken to ensure that an airspace is possible between the packages.
The IATA “Perishable” label shall be attached to each package and where applicable the “This
Way Up” label.
NOTE: Current issue of the IATA Perishable Cargo Regulations (PCR) publications should
be available at all stations where PER is carried and should be used when
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accepting Perishables/foodstuffs and/or hatching eggs for carriage.

9.15.7 Firearms
The firearm shall be loaded after the baggage and/or cargo is loaded in front of other baggage
so that no obstacles can be encountered during unloading. The cargo compartment door shall
be closed immediately after the firearm is loaded.
NOTE: Sometimes the owner of firearm wants to monitor the loading or have another
request. In such cases Company Security Officer has to be contacted to apply
additional procedures
Station staff shall inform arrival airport Ground handling and Airport Security Duty Manager/
Officer about the firearm on board to ensure unloading the firearm before of other baggage/
cargo. The firearm shall be delivered to Customs Authorities in the presence of the owner.

9.15.8 Wet Cargo

“Wet Cargo” designates shipments containing liquids or which, by their nature, may produce
liquids and which are not subject to the Dangerous Goods Regulations. The following are
classified as wet cargo:
– Shipments of liquids in watertight containers;
– Shipments of wet materials not packed in watertight containers, e.g. fish packed in
wet ice, fresh meat and wet hides; and
– Goods which may produce liquids.
Watertight containers shall meet the specifications of the ICAO Technical Instructions. They
shall be able to withstand the variations in atmospheric pressure and temperature encountered
during flight without rupture or leakage. Other containers shall be of high quality waterproof
material. Containers with cargo which may produce liquids shall be leak proof or contain
sufficient absorbent material. Packing shall allow for the maximum angles of roll and bank the
aeroplane may encounter during flight without release of the liquid contents.
Plastic tarpaulins shall be spread out on the floor and walls of the aeroplane or ULDs so as to
catch liquid spillage. Containers shall be secured in an upright position.
For wet cargo in containers which are not watertight or waterproof, secondary measures shall
be taken to ensure that any spillage is contained by placing the shipment in a basin of sufficient
volume to contain any spillage and by turning up the edges of tarpaulin against the walls of the
aeroplane or ULDs or against other cargo so as to create a second waterproof basin around
the shipment.

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9.15.9 Valuable Cargo (VAL)

Valuable cargo (VAL) needs special handling procedures for security reasons.
Examples of VAL cargo are banknotes, jewellery and valuable metals like gold, platinum, etc.
A special type of VAL box is designed to accommodate VAL shipments. When a shipment is
loaded in a VAL box, the box is sealed with a seal and marked with an AWB number.
Communication should preferably be done via e-mail, and an aircraft carrying a VAL shipment
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should preferably be parked so that access to the aircraft and its load is controlled.
The following rules apply when handling VAL shipments:
– Information about VAL shall be kept confidential and be available only to personnel
directly involved. This includes the Station Manager, load planning/ load control
function, loading supervisor, cargo handling representative and the Commander of
the flight.
– The information in messages shall not be possible to interpret by unauthorized
persons.
– Loading/unloading, “Pick-up”, escort and other physical handling on the ramp is
under the responsibility of the cargo-handling department. The loading supervisor
shall ensure that the Commander of the flight is verbally notified about the VAL
shipment and its loading position.
– The mass of the VAL shipment shall only be registered as general cargo in the
Loading Instruction/Report.
If a VAL box/container:
– Is damaged, or is suspected to be damaged, or has a broken or missing seal, or
seems to have been tampered with, then immediately report to the local cargo-
handling department.
– Do not give any information to the shipper, consignees or third parties.
Loading position: Compartment 5, as close as possible to the compartment door
NOTE: Whenever two or more VAL shipments or VAL boxes are planned, only one
compartment should be used if possible

9.15.10 Dry ice (ICE)

Dry ice (ICE) normally may not be loaded in the same compartment as AVI.
Exception: Live tropical fish and other fish for aquarium use, may be loaded together with ICE,
as they are packed in closed containers and are not dependent on the oxygen in the
compartment.
Limitations on Transport of Dry Ice
Narrow-body aircraft (A320/A321) – 30kg per compartment
Greater amounts of dry ice may be carried, provided:
– Acceptance received from Operator
– Flight crew is notified

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– Sublimation rate has been established

– Carriage is within limits of aircraft service specifications.
– Ground personnel is notified and warned of possible CO2 build up in cargo
NOTE: If dry-ice has been transported in a cargo hold, loading personnel shall wait 2
minutes before entering the hold from the time the cargo hold doors were opened.

9.15.11 Loading in a Passenger Cabin

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Load in the passenger cabin can only be accommodated on the floor or in the overhead bins.
NOTE: Cargo and/or mail loading in the Passenger seats of the aircraft cabin are not
allowed.

9.15.12 Loading on the floor

The following load types may be loaded on the floor:
– Passengers' unchecked baggage, including pets,
– Cellos, as the only musical instrument, if placed on the cabin floor leaning against,
and strapped to the reserved seat.
·

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9.16 DANGEROUS GOODS

9.16.1 Training Requirements

The successful application of regulations concerning the transport of dangerous goods is
greatly dependent on the appreciation of the risks involved and, as appropriate, detailed
understanding of the ICAO Technical Instructions and/or the IATA Dangerous Goods
Regulations by all individuals concerned.
This can only be achieved by properly planned and maintained initial and recurrent training for
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all persons involved in the transport of dangerous goods. Such training must include:
1. General Familiarization Training aimed at providing familiarity with the general provisions;
2. Function Specific Training, to provide detailed training in the requirements applicable to the
function for which that person is responsible; and
3. Safety Training, to cover the hazards presented by dangerous goods, safe handling and
emergency response procedures.
Training shall be provided or verified by the Company upon the employment of a person in a
position involving the transport of dangerous goods. Recurrent training must take place within
24 months of previous training to ensure knowledge is current.
All staff who receives training shall undertake a test to verify understanding of their
responsibilities.
Dangerous goods training programs must be approved by the Local Civil Aviation Authority.
The Company shall ensure that the handling agent’s staff is trained in accordance with the
provisions as below.
Personnel Training
The Company shall ensure that:

1) Staff who is engaged in the acceptance of dangerous goods have received training
and are qualified to carry out their duties. As a minimum, this training must cover the
areas identified in column 6 of the table below and to be sufficient enough to ensure
that the staff can take decisions on the acceptance or refusal of dangerous goods
offered for carriage by air;
2) Staff who are engaged in ground handling, storage and loading of dangerous goods
have received training to enable them to carry out their duties in respect to dangerous
goods. As a minimum, this training must cover the areas identified in column 8 of the
Table below, and be to a sufficient depth to ensure that an awareness of the hazards
associated with dangerous goods is gained (how to identify such goods and how to
handle and load them);
3) Staff who is engaged in general cargo and baggage handling have received training to
enable them to carry out their duties in respect of dangerous goods. As a minimum,
this training must cover the areas identified in Column 5 of the Table below and to
be sufficient enough to ensure that an awareness is gained of the hazards associated
with dangerous goods, how to identify such goods and how to handle and load them;
and what requirements apply to the carriage of such goods by passengers;

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4) Flight crew members have received training which, as a minimum, must cover the
areas identified in Column 10 of the table below. Training must be sufficient enough
to ensure that awareness is gained of the hazards associated with dangerous goods
and how they should be carried on an aeroplane;
5) Passenger handling staff must cover the areas identified in Column 9. Training must
be sufficient enough to ensure that awareness is gained of the hazards associated
with dangerous goods and what requirements apply to the carriage of such goods by
passengers or, more generally, their carriage on an aeroplane.
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6) Security staff employed by the Company who deals with the screening of the
passengers and their baggage must cover the areas identified in Column 12. Training
must be sufficient enough to ensure that awareness is gained of the hazards
associated with dangerous goods and what requirements apply to the carriage of such
goods by passengers or, more generally, their carriage on an aeroplane.
7) Crew members, other than flight crew members, must have training that as a
minimum, covers the areas identified in Column 11 of the Table below. Training must
be sufficient enough to ensure that awareness is gained of the hazards associated with
dangerous goods and what requirements apply to the carriage of such goods by
passengers or, more generally, their carriage on an aeroplane.
8) The following table indicates areas of training and staff training requirements in
accordance with numerals for the sub-paragraphs, (1-7), above

9.16.2 Acceptance of Dangerous Goods

– Only qualified and trained staff will conduct the acceptance and checking of all
Dangerous Goods shipments.
– The documentation and the package(s) will be checked together, preferably by the
same person.
– Packages that have not yet been accepted must be kept separate from those
packages that may have already been accepted for carriage.

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– The Shipper may provide additional mandatory instructions on handling

requirements, especially in regard to substances in Divisions 4.1 and 5.2. This
information must be communicated to the appropriate staff for provision of
appropriate storage conditions.
– When accepting dangerous goods shipments for carriage, it is a mandatory
requirement that the appropriate IATA Dangerous Goods Acceptance Checklist is
fully completed at the time of acceptance. SmartLynx requires that only the IATA
checklist is used.
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– All markings and transport documents must be in English in addition to the language
required by the state of origin.
– When a dangerous goods consignment does not pass the acceptance check due to
errors or omissions by the shipper, this shipment documentation should be retained
for a minimum period of three months after the completion of the acceptance
checklist. SmartLynx may request such documentation.

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Sample of “Dangerous Goods Checklist for Non-Radioactive Shipments”

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Sample of “Acceptance Checklist for Dry Ice” (Carbon Dioxide Solid)’ when used as refrigerant
for non-dangerous goods
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– The person who completes the acceptance checklist will sign it.
– A consignment will not be rejected until every item has been checked, unless it is
immediately obvious on presentation that the consignment is damaged or leaking, in
which case, it will be refused outright.
– Rejected consignments that are subsequently re-presented for carriage, require a
complete new acceptance check and checklist to be completed.
– For shipments of Dangerous Goods, which do not require a Shipper’s Declaration,
the questions pertaining to the Shippers Declaration on the checklist may be
answered as “Not Applicable”.
– Distribution of completed Checklists:

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a) Original file is retained on Station with a copy of the AWB.

b) Copies 1 and 2 need to be attached to the documents accompanying the
consignment.

9.16.3 Handling of Dangerous Goods

(IATA DGR section 9)
Dangerous Goods can be carried safely, provided they are handled and stowed in accordance
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with the instructions in this topic and Ground Operations Manual.

After Dangerous Goods have been accepted, they should be stored in compliance with local
procedures and in strict accordance with any additional handling requirement (e.g. keep cool,
upright or away from heat). Appropriate segregation between incompatible categories of D.G.
should be applied where applicable.

9.16.4 Packing of Dangerous Goods

(IATA DGR section 5 and 6)
– All Dangerous Goods will be packed in accordance with the IATA DGR
– All consignments will be checked to ensure that the correct packing and packaging
has been used.
– Any package showing any sign of damage will not be accepted.

9.16.5 Emergency Response

General emergency procedures concerning damage on Dangerous Goods, actions to be taken
etc. are described further down in this topic.
NOTE: Local regulations for emergency response regarding occurrences involving
dangerous goods shall be observed.

9.16.6 Reporting of occurrences

In case the Dangerous Goods Regulations are not observed it shall be reported in accordance
with procedures concerning occurrence reporting.

9.16.7 Loading supervision

Handling and loading of Dangerous Goods shall only be performed by or under the direct
supervision of personnel that has received appropriate training in the application of the
handling regulations

9.16.8 Checks prior to loading

The outer packaging of packages or overpack containing Dangerous Goods must be inspected
before loading on an aircraft or into a Unit Load Device (ULD). The following must be observed:
– It must be found free from visible leaks or damage. If evidence of damage or leakage
is found, the Dangerous Goods or ULD must not be loaded on the aircraft. Package
should be returned to cargo warehouse and any hazardous contamination must be
removed.

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– Aircraft type limitations must be checked and followed.

– Special handling labels (e.g. CAO-label) must be followed.
– UN specification markings must be stamped or printed on the outer package.
– Package should be marked and labeled properly.
– Package integrity has not been compromised.
NOTE: Packaging shall not be accepted in those cases, where the UN specification
markings have been applied by hand or affixed by means of a sheet of paper
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bearing these markings.

Single packaging containing liquid shall not be accepted unless over packed by the shipper by
use of, for example, a suitably sized wooden pallet to protect the base of the packaging.
Packages where the above is not in order should be returned to the cargo warehouse.

9.16.9 Damage on dangerous goods

In case of damage to Dangerous Goods, extreme care must be exercised particularly if
radioactive materials or infectious substances are involved:
– Do not in any case taste, sniff or touch leaking or spilled substances.
– Block off an area around the substance until it has been ascertained how it can be
safely handled.
– Establish Dangerous Goods class/division and article number or, if radioactive
material (radionuclide), form and transport index.
– Proceed with necessary action according to the Local Emergency Response
Procedures.
– Report occurrences.
When a package of dangerous goods on the aeroplane or in the ULD (or other transport
device) is found to be damaged or leaking it shall be removed from the aeroplane or from ULD
(or other transport device) and should be returned to the shipper or other relevant authority for
safe disposal.
Disposal of Dangerous Goods should be conducted by an approved handler in Dangerous
Goods disposal.
Contamination found as a result of the leakage or damage of dangerous goods shall be
removed immediately.
If it was noticed that baggage or cargo that is not identified as containing dangerous goods has
been contaminated and it is suspected that dangerous goods may be the cause of the
contamination, the handling agent or responsible person must identify the nature and source
of contamination before proceeding with the loading of the contaminated baggage or cargo. If
the contaminating substance is or suspected to be a substance classified as dangerous goods
by DGR then the handling agent must:
– isolate this baggage or cargo
– notify the captain and SmartLynx AirLines OCC
– take steps to nullify any identified hazard before such baggage or cargo could be
transported further by air.

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9.16.10 Inspection for Damage or Leakage

Before dangerous goods are loaded on an aeroplane and after unloading from an aeroplane,
packages, overpacks and freight containers must be inspected for evidence of damage or
leakage, as required by the IATA DGR. Leaking or damaged packages, overpacks or freight
containers must not be loaded onto an aeroplane. If there is evidence of damage or leakage
or contamination, the procedures set down in the IATA DGR must be followed.
In case of leakage, the handling staff must ensure the remainder of the consignment is
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undamaged and that no other package, baggage or cargo has been contaminated.

9.16.11 Damage to or leakage from radioactive materials

(IATA DGR Table 9.4.A)
An aircraft, in which radioactive material has leaked, or any aircraft or aircraft equipment which
has been contaminated in such a way that the non-fixed contamination is more than the limits
specified in IATA DGR Table 9.4.A, must be taken out of service immediately. The aircraft or
equipment must not be returned to service until the contamination level is equal or less to the
limits in IATA DGR Table 9.4.A.
NOTE: Non-fixed contamination is a contamination that can be removed from a surface
during normal handling.

9.16.12 Loading requirements

The requirements below must be followed when loading Dangerous Goods:
– Dangerous Goods marked “CARGO AIRCRAFT ONLY” (“CAO”) must not be loaded
onto a passenger aircraft.
– Dangerous Goods must not be loaded in an aircraft cabin occupied by passengers or
on the flight deck of an aircraft.
– Special handling instructions (e.g. “THIS WAY UP” and This Side Up/arrow-labels)
must be followed.
– Dangerous Goods may never be loaded in the compartment door section.
– Incompatibility table must be checked for all hazards (as there is no visible difference
between primary and secondary hazard labels) and restrictions followed.
– Minimum separation distances and segregation of DG must be checked and
restrictions followed.
Packages containing dangerous goods must be protected from damage (including by the
movement of baggage, mail, stores or other cargo).
Particular attention must be paid to the handling of such packages during their preparation for
transport, the type of aircraft on which they are to be carried and the method required to load
that aircraft, so that accidental damage is not caused by dragging or mishandling of the
packages.
For Provisions for Dangerous Goods Carried by Passengers or Crew, Restricted Articles in
Passenger or Crew Baggage, Exemptions and Medical Equipment refer to 3.4.4 on page 3–
18.

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9.16.13 Securing requirements

Dangerous Goods must always be secured to prevent any movement in the aircraft. This is
achieved by:
– In Bulk Compartments or Containers, the package(-es) are either individually lashed
or fill the compartment/container volumetrically.
– On pallets, the package(-es) are either individually lashed or secured the pallet net
(refer to 4.1.2 on page 4–2)
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9.16.14 Notification to Captain (NOTOC)

The Commander shall be notified in writing via NOTOC, prior to departure, that Dangerous
Goods are loaded on board. A change in load and/or loading position at a transit station shall
be reported to the Commander (refer to 5.10 on page 5–20).

9.16.15 Air/oxygen bottles (for sick passengers)

Not allowed.

9.16.16 Dry ice (ICE)

Dry ice (ICE) normally may not be loaded in the same compartment as AVI.
Exception: Live tropical fish and other fish for aquarium use, may be loaded together with ICE,
as they are packed in closed containers and are not dependent on the oxygen in the
compartment.
Limitations on Transport of Dry Ice
Narrow-body aircraft (A320/A321) – 30kg per compartment
Greater amounts of dry ice may be carried, provided:
– Acceptance received from Operator
– Flight crew is notified
– Sublimation rate has been established
– Carriage is within limits of aircraft service specifications.
– Ground personnel is notified and warned of possible CO2 build up in cargo
NOTE: If dry-ice has been transported in a cargo hold, loading personnel shall wait 2
minutes before entering the hold from the time the cargo hold doors were opened.

9.16.17 Transport of Magnetized Materials

Magnetized material may be loaded in any cargo hold of SmartLynx aircraft, aft of flight deck.
Maximum magnetic field strength is 0.002 gauss at 2.1 meter distance from package. If there
is a concern that the magnetic field is to strong, this can be checked by reading the standby
magnetic compass before and after magnetic material is loaded. Changes in compass
readings of more than +/- 3 degrees are considered too excessive.

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9.16.18 Non-spillable batteries

The following is valid for non-spillable batteries installed in wheelchairs or other battery
powered mobility devices:
– The batteries must be disconnected and securely attached to the wheelchair or
battery powered mobility device.
– The terminals must be insulated to prevent accidental short circuits.
If the battery cannot be securely attached to the wheelchair or mobility device, it must be
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handled as a spillable battery.

NOTE: Wheelchairs/mobility devices with gel type batteries do not require the battery to be
disconnected provided the battery terminals are insulated to protect from accidental
short circuits.
– So-called 'high-tech' wheelchairs with integrated non-spillable batteries and "hidden"
battery terminals do not require the battery to be disconnected, if the wheelchair is
equipped with either:
• a main power switch (with attached label from the manufacturer clearly stating
that the battery is fully disconnected by use of it), which must be switched off, or
• a removable control unit, which must be removed completely (removing the
control unit key only is not sufficient).
– NOTOC is not required for non-spillable batteries.

9.16.19 Spillable batteries

(IATA DGR 9.3.15)
The following is valid for spillable batteries installed in wheelchairs or other battery powered
mobility devices:
– Spillable batteries must be removed from the wheelchair or other battery powered
mobility devices and forwarded as cargo. They must be packed, marked and labeled
in accordance with IATA Dangerous Goods Regulations.
– Lithium batteries installed in wheelchairs or other battery powered mobility devices
may never be accepted

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CHAPTER 10 SECURITY

10.1 INTRODUCTION

10.1.1 About SmartLynx Station Security Procedures

SmartLynx Station Security Procedures are intended for SmartLynx Ground Handling Agents,
to ensure that all security related ground handling activities are performed according to
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Security Program. Contents of the Security Program are published in the following documents:
– Security Program – for approval and headquarters use only
– SmartLynx Operations Manual – for crew and operations personnel
– Ground Operations Manual - for ground handling personnel
Ground handling agent may also receive special security instructions applicable to a specific
station, either directly from local or national authorities or through SmartLynx. Because of
general confidentiality of information related to security, ground handling agent must ensure
that security information is only accessible to persons whose duties relate to Security Program.
International Organisations and Obligations
SmartLynx Security program is approved by CAA, in accordance with Commission Regulation
(EU) 300/2008 and Commission Regulation (EU) 185/2010. SmartLynx will follow more
restrictive local requirements where required by local authorities.

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10.1.2 SmartLynx Security Organisation

Name Information
Corporation name SmartLynx Airlines
Address Riga International Airport
City Riga
Country Latvia
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Key Corporate Officials

SmartLynx Airlines Operations Control Centre (OCC)
24-hours Security Contact
Office telephone: +371 67207911
(including but not limited to
Fax: +371 67207912
emergency use)
e-mail: [email protected]

Mr. Sergejs Gorbunovs

Airlines Ground Operations Director Office telephone: +371 67207392
Cell phone:+371 28332415
e-mail: [email protected]
Mr. Sigurdur Gislason
Office telephone: +371 67207392
Safety and Security Director Fax: +371 67207398
Cell phone: +371 20073725
E-mail: [email protected]
VP Operations Mr. Hordur Hermannsson

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10.2 CONTRACTING SECURITY FUNCTIONS

10.2.1 Security requirements in Ground Handling Contracts

Ground Handling agents normally are familiar with local security requirements but are not
familiar with SmartLynx security procedures. Therefore, security requirements of both: the
airport and SmartLynx can be discussed during ground handling contract negotiations, to
ensure that the contract provides framework for fulfilment of all applicable requirements. The
following items have been identified as necessary discussion points, to ensure common
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understanding between ground handling agent and SmartLynx on duties relating to security:
– Responsibility of passenger screening
– Responsibility of cabin and hold baggage screening
– Responsibility of catering security
– Access control to aircraft
– Aircraft security check
– Aircraft security search
– Emergency contacts
– Contingency procedures
– Matching of passengers against established profiles.

10.2.2 Ground Handling Agent Subcontracting

Ground handling agent may subcontract specific security functions, provided subcontractor is
acceptable to airport authorities and SmartLynx.

10.2.3 Direct Contract between SmartLynx and Security Company

SmartLynx may choose to contract some security functions directly to specialized security
companies or other organizations.

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10.3 AIRCRAFT SECURITY

SmartLynx Ground Handling Agent must ensure the security of SmartLynx aircraft, while
aircraft is on the ground at the station. This is achieved by controlling access to the aircraft
while on the ground and conducting checks and searches of aircraft before departure.
SmartLynx procedures are in place for the conduct of an aircraft security check or an aircraft
search at the originating location of an international flight to ensure no prohibited items are
introduced in the aircraft prior to the departure of an international flight.
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10.3.1 Aircraft Security Check

Aircraft security check- an inspection of the interior of an aircraft to which passengers have had
access and an inspection of the hold for the purposes of discovering suspicious objects,
weapons, explosives or other dangerous devices, articles and substances.
Aircraft security check of the Interior Areas, except flight deck, is performed by cabin crew
members. Flight crew (Pilot not flying) is responsible for an inspection of the flight deck and
exterior of the aircraft. Aircraft hold and items contained within the hold is inspected by Ground
handling agent and verbally confirmed to PNF (Pilot not flying).
Unless otherwise agreed, SmartLynx Ground Handling Agent is responsible for the following
regarding aircraft security check:
– the seat pockets do not contain foreign objects (usually performed by cleaning
personnel);
– aircraft cargo holds do not contain foreign objects (usually performed by loading
personnel);
– all ground handling personnel must be alert for foreign objects elsewhere in and
around the aircraft, and report foreign objects to airport security personnel or crew.
– Ground handling agent must keep a record of persons who performed ground
handling activities relating to aircraft security for at least 24 hours.
Unless otherwise agreed, other activities relating to aircraft security check are the
responsibility of the crew.
Aircraft security check is documented on ART153.

10.3.2 Aircraft Security Search

Aircraft security search must be performed by task trained personnel. Aircraft security search
may be conducted at any time, when the aircraft is not in service, at any part of an airport,
providing that the integrity of the security search is maintained until departure by controlling
access to the aircraft. Aircraft security search must be documented, either by using Security
Check/Search list (ART-153/ART-EE-153) or other similar document acceptable to
SmartLynx, supplied by the ground handling agent. Written documentation of aircraft security
search must be kept at station for at least 24 hours.
Security search shall be performed when:
– There is a reason to believe that any unauthorized person has had access to the
aircraft while it has been left unattended.

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– If originating airport of departure is within EU community (including EEC countries)

and previous flight originated outside EU community.
If any passengers disembark, it is necessary to ensure that they are reconciled with their hold
luggage and carry-on luggage and that they do not leave any items behind in the overhead
bins.
Aircraft security search consists of an examination of the following accessible areas, when they
are accessible without usage of tools, keys, stair or other aids, and without breaking seals:
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– Areas under seats

– Between 5-10% of life-jacket pouches
– Seat pockets
– Gap between seats
– Between the seat and fuselage wall
– Overhead bins
– All cupboards and storage compartments, including crew storage areas
– Galleys area
– Lavatories
– Flight deck
– Aircraft service panels and hatches
– Wheel wells
– Aircraft hold
– Items contained within the hold
Aircraft hold and items contained within the hold is inspected by Ground handling agent and
verbally confirmed to PNF (Pilot not flying)

10.3.3 Discovery of Suspicious Object on Ground

If a suspicious object, either suspected to be an explosive device, or otherwise dangerous to
humans is discovered, the following action should be taken:
– objects should not be touched or moved;
– all persons in the vicinity should be warned of possible danger and asked to move to
a safe distance; and
– airport security should be called.

10.3.4 Lost/left items

Disembarking passengers must take their cabin baggage and accessible property with them
off the aircraft. Any item left by a disembarking passenger shall be offloaded, the record is
made in Senior Cabin Crew Member Flight Report (ART58/ART-EE-58) and Lost/ Left item
form (ART345/ART-EE-345).
The item left should be handed over to Ground handling agent together with a copy of ART345/
ART-EE-345.
Any lost or left object or baggage found onboard must be handed over to Lost and found office.

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10.3.5 Transit security search

Where an aircraft is in transit, the aircraft security search may be performed whilst passengers
remain onboard provided that:
– the passengers are in possession of their cabin baggage when the examination is
performed; and
– the passengers are under supervision in order to prevent movement through the
aircraft when the aircraft security search is being performed.
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The following stipulation apply for transit-stops:

At a transit stop where no passengers disembark:
– No passenger shall be allowed to leave the aircraft during the ground stop;
– All cabin baggage shall be left on the aircraft;
– Service providers entering the aircraft shall be supervised while on board;
– No aircraft security search is necessary.
At a transit stop where all passengers disembark:
– Passengers must take their cabin baggage with them off the aircraft;
– No cabin baggage or accessible property may remain onboard. Any item left by a
disembarking passenger shall be offloaded;
– Service providers entering the aircraft shall be under supervision while on board;
– Transit passengers should disembark before other passengers;
– Standard security search necessary if applicable.
At a transit stop where some passengers disembark:
– Disembarking passengers must take their cabin baggage and accessible property
with them off the aircraft. Any item left by a disembarking passenger shall be
offloaded;
– Service providers entering the aircraft shall be under supervision while onboard;
– Remaining passengers must remove their cabin baggage from overhead bins and
have it easy to positive identify it to cabin crew during examination;
– Remaining passengers must be supervised and instructed to remain seated on board
to ensure that only transit passengers stay on board and none are missing;
– Staff must inform gate agent of the number of passengers remaining on board;
– Where any transit passenger is missing, his/her checked baggage must be off-loaded
and the passengers cabin baggage removed.

10.3.6 Transit security check

Transit stop where all transit passengers have to disembark, passengers must take their cabin
baggage with them off the aircraft.
At a transit stop where some passengers disembark, disembarking passengers must take their
hand luggage with them off the aircraft. Remaining passengers must be reconciled
with their hand luggage during aircraft security check.

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10.3.7 Aircraft security search during a transit stop at a high security threat airport
SmartLynx or the CAA through a threat assessment, will determine which airports are
considered at a higher security threat and require the removal of cabin articles, including carry-
on baggage, at transit stops.
The CAA will communicate this information to SmartLynx via verbal or written information.
At airports assessed to be under increased threat, the cabin must be searched during the
aircraft transit period to prevent disembarking passengers from leaving any article on board.
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Passengers shall disembark during the transit period and the cabin searched.
If it is not possible for transit passengers to disembark, they may remain on board the aircraft
during the transit stop, such passengers remaining on board should be asked to positively
identify their belongings, by placing them on their laps, while the security search is performed.
Any articles found are as suspect and appropriate measures are taken to remove them from
the aircraft. If the airport is considered to be under increased level of threat SmartLynx staff
must never:
– Touch or manipulate the item
– Try to cover it
– Stay in close vicinity of it if the item is declared suspicious
– Do not use radio or any other vibration, sound or light generation device near it.

10.3.8 Protection of Aircraft

EC 185/2010; IOSA 3.1.2

Regardless where the aircraft is parked in the airport, it shall be protected against the
unauthorized access by:
– ensuring that persons seeking to gain unauthorised access are challenged promptly;
or
– having its external doors closed. Where the aircraft is in a critical part, external doors
that are not accessible from the ground shall be considered closed if access aids
have been removed and placed sufficiently far from the aircraft as to reasonably
prevent access.
The above measures shall not apply to an aircraft parked in a hangar that is locked or
otherwise protected from unauthorized access.
Aircraft sealing is a protective security measure in order to determine if unauthorised access
to the aircraft has taken place.
Aircraft sealing is required when the aircraft is parked in a part other than critical part of the
airport.
SmartLynx shall, upon request, be notified by the airport operator whether or not its aircraft is
in a critical part. When it is not clear, it shall be assumed that the aircraft is in a part other than
a critical part.

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When aircraft is left unattended in the critical part at airport, aircraft external doors are to be
closed and stairs removed and placed sufficiently far from the aircraft as to reasonably prevent
access.
Where external doors are closed and it is parked in a part other than a critical part, each
external door should also be sealed and have access aids removed.
Responsibility of aircraft security sealing
Contracted maintenance staff or Commander is responsible for aircraft sealing procedure
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when leaving aircraft unattended in a part other than critical part of the security-restricted areas
at airport.
Where aircraft security seals are used: Commission Decision 774/2010

– the seals should be tamper-evident, individually numbered and controlled;

– prior to accessing the aircraft, the seals and seal numbers should be inspected for
signs of tampering. If tampering is detected or suspected, the relevant parts of the
aircraft should be subjected to an aircraft security search before boarding or loading.
Where external doors are sealed and the aircraft is then moved into a critical part, these
requirements should also apply in the critical part.
Aircraft sealing procedure IOSA SEC 3.1.3
– Prior to sealing the aircraft the seal numbers are recorded on the Aircraft sealing log
(ART-141/ART-EE-141), as this will stay in flight deck compartment ready for
inspection and across referencing by the next company staff member onboard the
aircraft;
– Seal the external doors using SmartLynx security seals. Place seals opposite of door
hinges, with centre of a seal over gap;
– Prior to opening the entry door a company staff member first entering the aircraft shall
inspect if all seals are intact, if there is evidence of tampering and if the serial
numbers correspond with the Aircraft sealing log (ART-141/ART-EE-141).
If there is any evidence of tampering, indicating unlawful access to the aircraft it must be
reported to the airport security and OCC and aircraft security search shall be carried out.
When aircraft has been sealed and a company staff member requires access to the aircraft,
that company staff member shall then reseal the aircraft with a new seal and record the seal
number and sign the Aircraft sealing log.
Information on the aircraft sealing procedure
Aircraft sealing log form book is located in the aircraft document binder together with Aircraft
security seals onboard the respective aircraft.
ART-141/ART-EE-141 forms are distributed as follows:
– white copy shall be inserted into Flight Envelope;
– yellow copy for flight crew or contracted maintenance who sealed aircraft;
– pink copy shall remain in the form book.
The workflow of the ART-141/ART-EE-141 form book:

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– Two ART-141/ART-EE-141 form books are always onboard each aircraft in flight deck
document binder.
– When all ART-141/ART-EE-141 forms in the first book were used, it should be
inserted in Flight Envelope.
– Safety and Security Director stores full ART-141/ART-EE-141 for a period of 1 year.
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10.4 PASSENGERS AND CABIN BAGGAGE

All originating, transfer and transit passengers and their cabin baggage should be screened in
order to prevent prohibited articles from being introduced into security restricted areas and on
board an aircraft in accordance with ICAO Annex 17, EC 300/2008, EU 8005/2015, EU 1998/
2015 and EU 774/2010.

10.4.1 Screening of Passengers

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10.4.1.1 Acceptable Procedures for Screening Originating Passengers

All originating passengers must be screened for weapons and other dangerous to aviation
security items. The screening shall be carried out with the greatest possible consideration.
Screening may be accomplished by using walk-through-metal detection equipment, hand
search or hand search with support of hand held metal detector. Screening must be performed
according to relevant international standards and local regulations and be carried out by
trained personnel.

10.4.1.2 Acceptable Procedures for Screening Persons with Reduced Mobility

Persons with reduced mobility and their mobility aids shall be screened according to Security
Program 4.1.1. to the extent their disability permits. Screening shall be conducted in
accordance with applicable regulations and procedures.

10.4.1.3 Security Procedures for Potentially Disruptive Passengers

Deportees
Deportees are persons who have entered a state legally but are now being formally ordered
by authorities to leave that state.
Reasons for deportation can be violation of visa regulations, criminal act or other reasons.
Inadmissible Passengers
Inadmissible passengers are persons who have been refused by lawful authorities’ entry to the
state, where the persons disembark. Usually persons are refused entry because of visa
regulations or insufficient funds, therefore, unless otherwise ordered by the state refusing
entry, SmartLynx will take inadmissible passengers back to their home state or the closest
state that will admit them.
Persons in Lawful Custody
Persons in lawful custody must always be escorted.

10.4.1.3.1 Notification to SmartLynx by the competent authority

The notification should contain the following information:

1) ART-427/ART-EE-427 (Potentially disruptive passenger notification form);

2) Identity and gender of the person; and

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3) reason for transportation; and

4) name and job title of escorts, if provided; and
5) risk assessment by the competent authority, including reasons to escort or not; and
6) prior seating arrangements, if required; and
7) the nature of available travel documents.
Information distribution of Potentially disruptive passengers
This information must be sent to:
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1) SmartLynx Operations Control Centre (OCC).

2) SmartLynx Ground Operations and Ground Handling Agent.
3) Flight Operations Director and Safety and Security Director should also be advised.
Responsibilities:
– OCC is responsible for including potentially disruptive passenger information in pre-
flight briefing material.
– Ground Operations are responsible for reserving most rearward seats in the aircraft
for deportee and escorts keeping the nearest seats empty if possible, and informing
Commander where they are seated.
– Commander is responsible for informing SCCM where potentially disruptive
passenger and if applicable, escorts, are seated among passengers.
SmartLynx Safety and Security Director, Flight Operations Director and Commander have the
authority to refuse transport of Potentially disruptive passengers, if they do not consider the
level of escort adequate for the person being transported. The risk assessment must take into
account reason, willingness to travel and effects of the transport, the safety of the flight, and
comfort of passengers. there should be sufficient number of escorts, if required by the risk
assessment. Neither escorts, nor deportee may be served alcohol.
On special flights where only deportees are transported, the authorities involved and
SmartLynx Safety and Security Director shall agree on which measures need to be taken.

10.4.1.3.2 Disruptive Passengers

SmartLynx has the policy that no disruptive behaviour is acceptable and that appropriate
measures will be taken depending on the level of aggression. It is also the policy of SmartLynx
to fully support its employees in their actions and efforts to enforce order on board its airplanes
and to prosecute offenders. Rules and procedures concerning handling of disruptive
passengers in flight are published in SmartLynx Flight Operations Manual and Cabin Crew
Operations Manual.
It is recognized that disruptive behaviour often starts at the airport. Ground handling agent
personnel must therefore ensure the following:
– Refuse boarding to persons showing signs of psychotic behaviour and advise the
authorities.
– Refuse boarding to severely intoxicated persons who are unable to travel due to their
condition.

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– Refuse boarding to persons who physically assault airport personnel or customers

and advise the authorities.
– Refuse boarding to person who continually verbally assaults the airport personnel or
customers and advise the authorities.
– Advise the crew about persons who have displayed behaviour that might lead to
refusal of boarding, but have responded to communication and are now considered fit
to travel by the ground handling personnel.
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10.4.2 Screening of Cabin Baggage

Screening of Cabin baggage must be in accordance with EU EU 8005/2015, EU 1998/2015
and EU 774/2010.
Acceptable Procedures for Screening Originating Cabin Baggage
Search utilized to screen cabin baggage must meet all relevant international and local
standards. Material that cannot be accepted as cabin baggage must be checked in as hold
baggage if applicable.
List of prohibited articles in Cabin Baggage
Passengers are not permitted to carry the following articles into security restricted areas and
onboard an aircraft:
a) guns, firearms and other devices that discharge projectiles- device capable, or
appearing capable, of being used to cause serious injury by discharging a
projectile, including:
– firearms of all types, such as pistols, revolvers, rifles,
– shotguns
– toy guns, replicas and imitation firearms capable of being mistaken for real
weapons
– component parts of firearms, excluding telescopic sights
– compressed air and CO2 guns, such as pistols, pellet
– guns, rifles and ball bearing guns
– signal flare pistols and starter pistols
– bows, cross bows and spear guns
– slingshots and catapults
b) stunning devices- devices designed specially to stun or immobilise, including:
– devices for shocking, such as stun guns, teasers and stun batons
– animal stunners and animal killers
– disabling and incapacitating
Exemptions
Criteria for exemption
An exemption may be granted on condition that:
– a) the appropriate authority has given consent that the article may be carried; and
– b) the air carrier has been informed about the passenger and the article that he is
carrying prior to passengers boarding the aircraft; and

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– c) the applicable safety rules are complied with.

Cabin Baggage Security at Transit Stops
At a transit stop where no passengers disembark: All cabin baggage is left on the aircraft.
At a transit stop where all passengers disembark: Passengers must take their cabin baggage
with them off the aircraft.
At a transit stop where some passengers disembark: Disembarking passengers must take
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their baggage with them off the aircraft. Remaining passengers must point out their cabin
baggage to cabin crew during aircraft security check.

10.4.3 Screening of Diplomats

Persons designated by authorities as exempt from screening normally need not be screened
before boarding SmartLynx flights. However, Commander of the aircraft shall be informed and
the persons exempted from screening will be escorted to the aircraft by aerodrome authorities.
Diplomats shall normally be subjected to the same security screening as other passengers.
However sealed diplomatic bags shall not be screened, provided it can be positively
established that the bag is a diplomatic bag of recognized origin.

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10.5 HOLD BAGGAGE

The purpose is to reasonably ensure that no checked baggage is taken on board an aircraft,
without it having been subjected to security controls and reconciled with a passenger actually
boarding the flight.The aim is to ensure that no prohibited items are introduced into cargo hold
of an aircraft.
Unaccompanied baggage is permitted for carriage however certain regulations and
procedures do apply. The following procedures in this chapter shall apply for both domestic
and international flights.
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List of prohibited articles in accordance with EU 1998/2015 Attachment 4-C

Passengers are not permitted to carry the following articles in their hold baggage:
Explosives and incendiary substances and devices- explosives and incendiary substances
and devices capable of being used to cause serious injury or to pose threat to the safety of the
aircraft, including:
• ammunition
• blasting caps
• detonators and fuses
• mines, grenades and other explosive military stores
• fireworks and other pyrotechnics
• smoke-generating canisters and smoke-generating cartridges
• dynamite, gunpowder and plastic explosives
Exemptions
An exemption may be granted on condition that:
– a) appropriate authority has national rules permitting carriage of article; and
– b) the applicable safety rules are complied with.

10.5.1 Reconciliation of Hold Baggage

Each item of hold baggage should be identified as accompanied or unaccompanied.
SmartLynx should during the boarding process, ensure that passenger presents a valid
boarding card or equivalent corresponding to the hold baggage that was checked in.
Unless otherwise agreed, SmartLynx Ground Handling Agent is responsible for passenger-
baggage reconciliation.
if the passenger is not on board the aircraft, the hold baggage corresponding to his boarding
card or equivalent should be considered as unaccompanied. This provision applies for both
check-in and baggage gate ceded (Delivery at Aircraft) which is transported in the cargo hold
of the aircraft.
Identification of hold baggage
Ground handling agent personnel ensure the following requirements for baggage identification
check:
Passengers shall be asked to identify their baggage, before it is loaded or reloaded.

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Passengers shall not be allowed to open their checked baggage during such baggage
identification.
Any baggage left over after baggage identification must be handed over to the local security
authority control, unless it can be established that presence of this baggage is due to
mishandling beyond passenger’s control.

Factors beyond passenger’s control

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The reason that the baggage became unaccompanied should be recorded before it is loaded
onto aircraft, unless the security controls applied.
For the purposes of transportation of unaccompanied hold baggage, the following may be
considered as factors beyond the passenger’s control:
– a) the passenger was denied boarding and he did not volunteer to give up his seat; or
– b) the passenger was re-routed onto another flight and it was not at his request; or
– c) the baggage failed to transfer between two flights due to unforeseen reasons,
causing it to miss the departing flight; or
– d) there was a malfunction of the baggage system, causing the baggage to miss the
departing flight; or
– e) the baggage was loaded onto an aircraft other than that which it was checked in.
In the cases c)-e), SmartLynx has established that passenger did travel on the flight on which
he was checked. if the passenger did not travel on the flight on which he was checked in, then
the baggage should be subjected to security controls in accordance with Commission
regulation (EC) 300/2008, 774/2010, EU 8005/2015 and EU1998/2015 as described in
SmartLynx Security program.

10.5.2 Screening of Hold Baggage

10.5.2.1 Accompanied Hold Baggage

Accompanied hold baggage refers to any hold baggage which is placed in the custody of the
aircraft operators by, or on behalf of, a person carried on the same flight as that baggage.
Accompanied hold baggage must be screened according to EU 185/2010 and SmartLynx
Security program.

10.5.2.2 Unaccompanied Hold Baggage

Unaccompanied hold baggage means baggage accepted for carriage in the hold of an aircraft,
on witch the passenger who checked it in is not on board.
Unaccompanied hold baggage must be screened according to applicable international and
local standards.

10.5.2.3 Protection of Hold Baggage

Baggage tag supplies shall be protected from unauthorized access to ensure that no baggage
not belonging to a passenger can be tagged. Crew baggage and baggage tags shall be

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subjected to the same security measures. Checked baggage shall always be kept in a
restricted area, both inside and outside the terminal building, so that unauthorized access is
prevented. Surveillance shall be sufficient to prevent unauthorized access, including situations
where baggage is located on the ramp. In case it is suspected that unauthorized access to
baggage has occurred, the baggage involved must be re-screened.

10.6 SmartLynx MAIL AND MATERIALS

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10.6.1 Application
SmartLynx company mail and materials carried on its own aircraft shall be subjected to security
controls before being placed on board an aircraft.

10.6.2 Definitions
Mail and materials shall mean internal dispatches of correspondence and materials, such as
but not limited to, documentation, supplies, maintenance spares, catering and cleaning
supplies and other articles, intended for delivery to its own or contracted organization for use
within SmartLynx Airlines operations.

10.6.3 Security Controls

Any SmartLynx shipment of company mail ('co-mail') or company materials ('co-mat') shall be
subject to the following measures:
• Before being loaded into any part of aircraft, SmartLynx mail and materials should
either be screened and protected in accordance with hold baggage screening
and protection security measures or be subjected to security controls and
protected in accordance with cargo screening and protection security measures.
• Before being loaded into any part of an aircraft other than the hold, SmartLynx
mail and materials should be screened and protected as cabin baggage.
SmartLynx mail and material shall be subjected to security controls and protection in
accordance with Commission regulation EU 8005/2015, EU1998/2015, EC 300/2008 and
Commission Decision 774/2010 as described in SmartLynx Security Program.

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10.7 SmartLynx IN-FLIGHT SUPPLIES

Supplies should be considered as in-flight supplies form the time that they are identifiable as
supplies from the time that they are identifiable as supplies to be taken on board the aircraft
for use, consumption or purchase by passengers or crew during the flight.
Application
Pre-flight check of catering must be performed before every flight where catering is brought
onboard the aircraft.
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Security Controls
SmartLynx in-flight supplies shall be subjected to security controls and protection in
accordance with Commission regulation EU 8005/2015, EU1998/2015, EC 300/2008 and
Commission Decision 774/2010 as described in SmartLynx Airlines Security Program.

10.8 CONTINGENCY PLANNING

10.8.1 Description of Plans to Deal with Contingencies

10.8.1.1 Aircraft Hijack

10.8.1.1.1 Aircraft Hijack - General

During hijacking of SmartLynx flight or aircraft, SmartLynx will do its utmost to ensure the
safety of passengers, crew and airplane. Hijacking is unlawful interference with civil aviation
and it is therefore responsibility of government authorities to end the unlawful command of the
aircraft. Once they become involved, government authorities will normally make all decisions
on how the hijack is handled. In case of conflict with SmartLynx procedures, government
procedures will be used. Therefore, SmartLynx Ground Handling Agent should be familiar with
local procedures on how hijack situation is handled. All media enquiries shall be referred to
local authorities or SmartLynx.

10.8.1.1.2 Aircraft Hijack - Notification

If SmartLynx aircraft or SmartLynx flight is hijacked outside Latvia/Estonia as applicable,
SmartLynx Ground Handling Agent should notify the following (in order of priority) as soon as
he has information available:

1) Local government authorities at point of departure or intended point of departure.

2) OCC who will notify:
• Government authorities, CAA
• Local government authorities at destination or intended destination.
• Following SmartLynx personnel as required:
• Safety and Security Director
• Flight Operations Director

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• Accountable Manager
• SmartLynx Ground Handling Agent at intended destination
Notification should include the following information if known:

1) The word “Hijack”

2) Aircraft Registration and type and flight number
3) Departure, scheduled destination, currently intended destination or location
4) Last contact with aircraft
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5) Total number of people onboard the aircraft

6) Further details on the incident
7) Origin of the above information
Use form ART362.
SmartLynx will respond to the hijacking situation as it develops by following its Emergency
Response plan.

10.8.1.1.3 Aircraft Hijack In-flight - Station Procedures

SmartLynx Ground Handling Agents at both departing aerodrome and intended destination
should make themselves available to local authorities to offer any assistance requested as
further dictated by local procedures.

10.8.1.1.4 Aircraft Hijack On Ground - Station Procedures

In the event a passenger pulls a weapon and attempts to force his way onto the aircraft, the
following action consistent with safety, should be taken by ground personnel:

1) Notify SmartLynx Airlines OCC and local law enforcement of the hijackers’ intentions.
2) Notify the Commander.
3) Stop all passengers boarding.
4) Attempt to stall the hijacker long enough to deplane passengers already on board, and
to allow law enforcement personnel to arrive.
5) Attempt to isolate the hijacker from other passengers.
6) Do not attempt physical restraint of the hijacker. This should be done only by law
enforcement personnel, and then only when the safety of other passengers and
employees will not be jeopardized.
7) Once the hijacker is on board the aircraft, hijack procedures outlined above should be
implemented.

10.8.1.2 Bomb Threat

10.8.1.2.1 Bomb Threat – General

Following procedures cover how bomb threats against SmartLynx aircraft and SmartLynx
flights shall be handled. Most bomb threats are made by phone and majority of them prove to
be false. However, world or local political situation might require that a bomb threat, normally
not considered as serious, will be taken seriously. Bomb threat is considered to be unlawful

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interference with civil aviation and therefore, local government shall be notified and shall
evaluate the bomb threat.

10.8.1.2.2 Bomb Threat - By Phone

Bomb threats are usually received by phone. It is important to gain as much information about
the threat during the phone call so qualified personnel can properly assess the threat. This is
best done by adhering to the following guidelines:
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1) Note the exact time of the call

2) Do not hang up the phone
3) Try to prolong the call as much as possible and discreetly alert your co-workers that a
bomb threat is being made. Try to obtain as much information about the threat as
possible, by asking the following questions:
– WHERE is the bomb?
– WHEN will it go off?
– WHAT does it look like?
– WHO are you?
– WHY are you doing this?
4) Be alert to any speech impediments or other voice characteristics of the caller
5) Check if number is displayed on caller ID and write down number if displayed
6) Be alert to any background noises that might reveal location of the caller
7) Write down precise words of the caller and all other details as soon as possible, ideally,
using bomb threat report form.

10.8.1.2.3 Bomb Threat - By Other Means of Communication

Written threats should be subjected to as little handling as possible and given to local police
as soon as possible. Threats given in person are uncommon. Note as much about persons
appearance as possible, alert security so person can be followed.

10.8.1.2.4 Bomb Threat - Initial Notification

– Notify local authorities.
– Notify SmartLynx Airlines OCC who will notify other SmartLynx personnel as
appropriate and initiate bomb threat assessment.
– Ground handling use form ART362 “Emergency response information for handling
agents”.

10.8.1.2.5 Bomb Threat – Station Procedures

Outside Latvia/Estonia
Bomb threat against SmartLynx aircraft, facilities and personnel shall be evaluated as specific
or non-specific. Local government authorities shall make final threat evaluation, taking into
consideration local circumstances.
It is possible that SmartLynx Ground Handling Agent will be asked to participate in the
evaluation. If SmartLynx Ground Handling Agent considers the evaluation made locally
insufficient, this should be communicated both to local authorities and OCC. In addition, OCC

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shall be notified and details of the threat communicated to OCC. SmartLynx Safety and
Security Director will then do independent evaluation of the threat with government authorities.
Within Latvia / Estonia
Bomb threat shall be evaluated as specific or non-specific by SmartLynx Safety and Security
Director and police.

10.8.1.2.6 Specific Bomb Threat - Response to threats received prior to departure

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preparations
OCC shall coordinate and facilitate that the following actions are performed by crew, ground
handling agent and authorities as applicable:

1) Action should be taken to ensure the location specified in the threat is free from any
foreign objects.
2) Airport authorities should be asked to exercise extra vigilance during passenger, cabin
and hold baggage screening
3) In cooperation with authorities, passenger list of the flight targeted should be checked
for persons of political importance or other passengers that could be the target of the
threat.
4) Commander of flight shall be informed of the threat and precautions taken.
5) Aircraft security search shall be conducted prior to boarding passengers.

10.8.1.2.7 Specific Bomb Threat - Response with Aircraft on Ground

OCC shall coordinate and facilitate that the following actions are performed by crew, ground
handling agent and authorities as applicable.

1) Disembark passengers and crew, with all cabin baggage, by steps or jetways. Escape
slides should only be used in extreme emergency situations.
2) Remove the aircraft to a remote location.
3) Unload all baggage.
4) Proceed with aircraft search procedures.
5) Require passengers to identify their baggage, which will then be screened or searched
before it is reloaded.
6) Check the integrity of catering supplies and accessory kits.
7) Reload baggage only when it has been screened, searched or have come from an
approved source.

10.8.1.2.8 Specific Bomb Threat - Response with Aircraft In-Flight

Normally, aircraft will land as soon as possible. After landing, passengers and crew should be
disembarked expeditiously. Commander will decide if hand baggage should be taken off by
passengers or left on the airplane. Note that if hand baggage is left on board, the subsequent
search will take up to 24 hours longer/more.

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10.8.1.2.9 Non-Specific Bomb Threat - Response - Ground Handling Agent

1) Advise Commanders departing the aerodrome in the next 24 hours during preflight
briefing
2) Ask Commander to advise cabin crew to exercise extra caution.
3) Advise station personnel to exercise extra vigilance during the next 24 hours.
4) If practical, certain security measures may be augmented in response to the threat.
This should be done in cooperation with airport authorities and/or Safety and Security
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Director or Flight Operations Director.

10.8.1.2.10 Bomb Threat - Aircraft Bomb Search

Bomb Search should be conducted by specially trained personnel using Bomb Search
Checklist for the aircraft type.

10.8.1.2.11 Bomb Threat - Aircraft Bomb Search Checklist

Refer to checklist in Quick Reference Handbook (QRH) carried on board.

10.8.1.2.12 Discovery of Suspicious Object on Ground

If a suspicious object, either suspected to be an explosive device or otherwise dangerous to
humans, is discovered the following action should be taken:

1) object should not be touched or moved;

2) all persons in the vicinity should be warned of possible danger and asked to move to
a safe distance; and
3) local security should be called.

10.8.1.3 Enhanced Measures for an Increase in the Level of Threat

10.8.1.3.1 Evaluation of Increased Level of Threat

Increased level of threat can be either confined to a local area affecting only some stations, a
particular flight, or be in effect on all SmartLynx flights. Director Flight Operations and Safety
and Security Director shall evaluate the level of threat and based on that evaluation initiate one
of the following:
a) Continue operations as normal
b) Issue notification of increased level of threat to all concerned
c) Issue special preventive measures to all concerned
d) Discontinue operations / part of operations until level of threat is acceptable

10.8.1.3.2 Notification of Increased Level of Threat

Generally, Safety and Security Director will issue notification of increased level of threat to
Ground Operations Director, who will alert stations affected. SmartLynx Ground Handling
Agent receiving notification of increased level of threat from local aerodrome authorities shall
inform OCC who will alert Safety and Security Director. Crew and Flight Operations Personnel
are notified by means of special briefing.

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10.8.1.3.3 Increased Level of Threat - Station Procedures

Upon notification of increased level of threat, all existing security procedures shall be enforced
diligently. If the notification does not originate locally, local aerodrome authorities should be
advised. SmartLynx Ground Handling Agent shall advise cleaning and catering providers to
exercise extra vigilance. Special attention shall be given to guarding of the aircraft.

10.8.1.4 High-Risk Flights

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Not applicable

10.9 CARGO AND MAIL

10.9.1 Security controls

All cargo and mail (including transfer cargo and mail) consignments should be subjected to
security controls prior to being loaded on an aircraft. SmartLynx should not accept cargo or
mail for carriage on an aircraft unless such controls application has been confirmed and
accounted for by a regulated agent, a known consignor or an account consignor EC 300/2008,
EU 8005/2015 and EU 1998/2015.
SmartLynx Airlines insures that Cargo facilities security measures are implemented in
accordance with Aviation Security program bases on National Aviation Security program. For
more details refer to Smartlynx Security program chapter 6.
All person and vehicles with access to security restricted areas in or around any cargo facilities
are subjected to security controls.
All cargo and mail shipments on which the application of screening or security controls
has been confirmed and accounted for by a regulated agent or approved entity are
required to be accompanied by documentation that states the security status (e.g.
consignment security declaration), either in electronic or paper form.
The application of security controls on cargo and mail shipments is to be accounted for
by a regulated agent or an approved entity. Where this does not occur, SmartLynx
ensures all cargo shipments are subjected to screening before being loaded onto an
aircraft.

10.9.2 Prohibited Articles

Should any consignment shipped by the Known Consignor contain any prohibited articles, the
Known Consignor shall at all times certify in writing to the Regulated Agent or air carrier that
the consignment contains such articles.

10.9.3 Screening
Cargo, courier and express parcels shall only be carried by air where the security controls have
been applied in accordance with EU 8005/2015 and EU1998/2015.

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If accepts cargo shipments where the application of screening or other security controls has
been confirmed or accounted for by a regulated agent or an entity approved by the relevant
authority SmartLynx Airlines ensure such cargo shipments are:
– Delivered by a regulated agent, a nominated representative of an entity approved by
the relevant authority, or a known representative of the operator;
– Free from any signs of tampering;
– Accompanied by all required information (paper or electronic) that corresponds to the
cargo being delivered, including documentation that details the security status (e.g.
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consignment security declaration);

– Subjected to additional security controls as required by risk assessment.
All cargo shipments which are not accounted for by regulated agent or entity approved by
relevant authority are subjected to screening prior to transport on any flight.

10.9.4 Cargo Documentation

The documentation should be available for inspection by Civil Aviation Administration at any
time before consignment is loaded on to an aircraft and afterwards for duration of the flight or
for 24 hours, whichever is longer and should provide the information in accordance with
Commission Regulation (EU) 173/2012, EU 8005/2015 and EU1998/2015.

10.9.5 Security of Information

The Regulated Agent or SmartLynx shall not disclose to any person (other than staff members)
which of the security measures will be applied in respect of cargo received by him unless he
is satisfied on reasonable grounds that it is necessary to disclose that information.
Where the Regulated Agent or SmartLynx discloses such information he shall ensure that a
record of that disclosure, (which shall include the name of the person to whom the information
was disclosed, the reason for disclosure, and the date and time of disclosure) is made and that
record is made available for inspection by the Company and interested authorities if required.
Known cargo, when presented to SmartLynx for transport on an aircraft, has by
definition been subjected to screening or appropriate security controls by a regulated
agent, an approved entity or the operator. When cargo accepted for shipment, it is
protected to ensure the “known” status of the shipment from the time the shipment is
accepted until it is finally loaded into an aircraft.

10.9.6 Acceptance of Cargo

Before any cargo is accepted for carriage on an SmartLynx aircraft is shall be ensured that:
– The cargo is visually inspected from the exterior for signs of tampering, exposed
wires, leaks, contents inconsistencies, or other suspicious conditions that may
indicate the cargo is unsafe to transport.
– Other signs of tampering may include fresh scratch marks, inordinate weight or
balance, unusual smells, an odd piece that does not match the rest of the cargo
carried, size, weight, shape of the item is inconsistent with the item described on the
cargo manifest/airway bill.

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– Accompanied by all required information (paper or electronic) that corresponds to the

cargo being delivered, including documentation that details the security status
(e.g.consignment security declaration); Subjected to additional security controls as
required by risk assessment.
If for some reason a shipment is not properly maintained or protected in its known status, the
shipment then reverts to unknown cargo. In such case, in order to return the shipment to known
cargo status, the shipment is again subjected to the application of screening or other security
controls.
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10.9.7 Protection of cargo and mail

SmartLynx Airlines ensures that cargo for transport on all flights is protected from unauthorised
interference from the point security screening or other security controls are applied, or from the
point of acceptance after screening or security controls already have been applied, until
departure of the aircraft.
Cargo Procedures FlowChart

10.9.8 High Risk Cargo and Mail (HRCM)

SmartLynx does not accept high risk air cargo nor mail.

10.9.9 ACC3
In accordance to regulations EU 8005/2015, EU1998/2015 and 859/2011 SmartLynx will
require ACC3 certificate from the CAA in order to be able to transport cargo from third country.
Specific requirements are listed in SmartLynx Security Program.

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10.9.10 Ad-hoc Cargo Carriage

In case of ad-hoc flights, where cargo carriage is necessary, SmartLynx will require the letter
of approval from the respective operator, stating that all necessary procedures were taken to
ensure cargo security in accordance with EU 8005/2015 and EU1998/2015.

10.10 INCIDENT REPORTING

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10.10.1 Description of SmartLynx Security Incident Reporting Procedures

SmartLynx Airlines have an operational reporting system that encourages and facilitates
personnel to report security incidents and threats, identify security deficiencies, and
raise security concerns. Any security related incident or hazard, involving SmartLynx Airlines
aircraft, assets or staff, shall be reported no later than 24 hours after the actual time of incident.
Use Ground and Cargo Safety/Security Report
If for some reason a form is not available, the information on security/safety hazards can be
submitted by other means of communication, e.g. e-mail, fax or free format text to Safety and
Security Director.

Incident Reporting – SmartLynx Ground Handling Agent

Any security related incidents shall be reported to local aerodrome authorities and to OCC.
Incident Reporting - Other Personnel
Security incident observed by other personnel shall be reported to OCC which will coordinate
activities and forward information within SmartLynx Airlines.

10.11 SUPERVISION AND PERFORMANCE MONITORING

Description of SmartLynx Arrangements for Monitoring Implementation of Security
Measures and Quality Control

10.11.1 Duties and Responsibilities

Ground Handling Agent
Ground Handling Agent shall ensure that handling of SmartLynx aircraft is in accordance with
SmartLynx security programme as instructed by SmartLynx and local security regulations as
directed by local authorities.
Operations Control Centre (OCC)
Flight Operations Officer on duty in OCC is responsible for the following related to aviation
security:

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– Gathering and communicating information during disruption of SmartLynx operations

due to unlawful interference.
– Serve as first point of contact for information regarding disruption of SmartLynx
operations due to unlawful interference.
– Establishing contact with police during disruption of SmartLynx operations due to
unlawful interference.
– Evaluation of threats
– Serve as 24hr information centre for questions regarding SmartLynx Aviation Security
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Program.
– TELEPHONE NUMBER OF OCC IS 00 371 67207911
Safety and Security Director
Reports to: Accountable Manager; Substitute: Flight Operations Director
Purpose: To manage Company aviation security program.
Duties and Responsibilities
– Is responsible for the establishment, implementation and supervision of a company
aviation security program which fulfils national and international security
requirements.
– Is responsible to the Flight Operations Director for the technical contents of Chapter
10 of Part A of the Company's Operations Manual (OM).
– Duties include service as the instructor for courses listed in Part D of the Company's
Operations Manual (Training Manual/TM) dealing with security related matters, as
appointed by Nominated Person Crew Training.
– He/she shall monitor compliance with aviation security requirements throughout the
Company, and at other companies which are required to meet the Company security
requirements, such as handling companies.
Special Conditions - He shall receive special training in aviation security. He shall have direct
access to Accountable Manager to discuss matters relating to the SmartLynx aviation security
program.
Director Ground Operations
Director Ground Operations is responsible for the following related to aviation security:
– Ensure that all scheduled and ad hoc destinations meet SmartLynx Airlines security
requirements.
– When the Company engages in contractual arrangements without side parties which
are required to meet the Company security requirements, such as handling
companies and cargo agents, he is responsible for assuring that the applicable
contracts reflect such obligations of outside parties.
– Forwarding all information regarding aviation security at stations to Security Manager.
– Maintain a list of the stations from which SmartLynx provides service and per station
the sub-contractors and the security tasks those sub-contractors undertake.

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Flight Operations Director

Flight Operations Director is responsible for the following related to aviation security:
– Issuing OM Chapter 10
– Facilitation of preventive measures against unlawful interference with SmartLynx
operations.

10.11.2 Promulgation of Information

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SmartLynx Station Security Procedures are available to ground handling agents in GOM.

10.11.3 Compliance Monitoring System

10.11.3.1 Scheduled Destination Security Audit

Each scheduled destination airport shall be subjected to security audit at least once in four
years (EU) and once in two years (Non-EU) (If no serious violations have taken place in
particular airport, preferably before the start of seasonal charter program).

10.11.3.2 Company ACMI Project Destination Security Audit

If a project period is planned longer than three months, then the security audit in project base
should be made with regards to quality assurance of security procedures, to ensure that the
lessee conducts appropriate audits of its suppliers.
Furthermore Safety and Security Director can initiate the risk assessment before the project If
the results of a future project risk assessment indicate elevated or unacceptable risks, then a
security audit should be scheduled prior to start of operation.
Inspections
Inspection is an independent documented conformity evaluation by observation and judgment
accompanied as appropriate by measurement, testing or gouging, in order to verify compliance
with applicable requirements. The report and non-conformities raised after inspections are
processed the same way as audit reports and audit nonconformities (refer to Management
Manual).

10.12 NATIONAL MORE STRINGENT, RESTRICTIVE OR ADDITIONAL

MEASURES
In case of more stringent, restrictive or additional national measures apply, SmartLynx will
document such differences in SmartLynx Security Program.

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10.13 EMERGENCY RESPONSE INFORMATION FOR HANDLING AGENTS

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APPENDIX - GOM SHORT EXTRACT

1.1 GENERAL
Appendix “GOM Short Extract” contains quick reference information to Ground operations
procedures referred in Ground Operations Manual. Each related procedure in GOM has cross
reference to “GOM Short Extract” procedure. “GOM Short Extract” can be distributed to
Ground handlers or any other interested parties as separate part or as the whole GOM.
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“GOM Short Extract” contains the same revision number and effective date as GOM and is
indirectly approved by Ground Operations director if distributed separately from GOM.

1.2 AVI/PETC
GOM reference 3.4.11
PETC:
Maximum allowed Restrictions
Max 10 Crate/bag 55x45x25 cm.
Max 1 per passenger 1 PETC with the crate: 8 kg.
Max 1 animal per container
Carriage of Small Pets (Cats and Dogs in Cabin Only, shortened - PETC) It is not SmartLynx
Airlines policy to carry small animals in the aircraft cabin. The exception being subcharters
where animals may be carried providing the following guidelines are followed:
– Maximum weight 8 kg each;
– Pets must be carried in a closed, leak proof and sufficiently ventilated “Pet carrier” or
travel bag. This must remain closed during flight;
– Pets transported in the cabin must stay in the bag/kennel (including its head) when
boarding and during the entire flight. The kennel will be placed in front of the seat. It is
not possible to put the kennel on the seat even if an extra seat was bought;
– Maximum size of the container will be 55 cm × 45 cm × 25 cm;
– The container must be stowed on the floor for the duration of the flight;
– Passengers travelling with pets must not be allocated emergency exit rows or ABP
seats. Cabin crew must ensure compliance and re-seat passengers if required;
– There shall be sufficient space in-between animals in case of incompatibility;
– The passengers under whose care the pet travels must be in possession of all the
documents required by the authorities at the destination.
– Procedure for acceptance of PETC:
– Make sure that the weight of the pet including the bag/kennel does not exceed 8kg;
– The bag/kennel must be bite and leak proof and must not be larger than 55x45x25
cm;
– Explain to the passenger that the pet must stay in the bag/kennel when boarding and
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– Do not seat passengers with PETC in the first row of the cabin compartment as the
bag/kennel cannot be stowed under a front seat. To secure safe stowage of the pet
on board, it must be assured that the bag/kennel is placed under the seat in front of
the passenger;
– Do not seat passengers with PETC in emergency exit rows;
– Accept only one PETC per passenger;
– If more than one PETC is accepted per flight assure that the animals are seated as
far away as possible from each other;
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– Ensure that passengers with PETC are shown on the PIL (passenger information list).
AVI:

Table 1—1

Maximum allowed Restrictions

Max 4 AVIH Allowed only in following aircrafts AFT

compartments:
Max dimensions: 120x81x84 cm(L/W/H)
Max weight: No weight limit on AVIH YL-LCT
Max number of animals per container: 2
YL-LCK
ES-SAK
ES-SAQ

Acceptance for Carriage

Attention! The carrier reserves the right to refuse acceptance of an animal for such reasons as
illness, poor kennelling of the animal or long transit times. Animals must only be accepted for
carriage as cargo or checked-in luggage (kennel/crate):
– The kennel must have a leak proof bottom and absorbent material as bottom cover;
– Bookings for all AVI must be made through operating airline.
The airports' cargo agent or ground handling agent is to ensure that:
– The animal is in an IATA approved container of the appropriate size for the animal;
– The animal is in a fit condition to travel.
Live Animals allowed only on A320 in suitable A/C (A/C compartment must be with smoke
detectors, heating and ventilation). Loading only to AFT compartment with prior permission
from PIC.
NOTE: Live Animals not allowed for carriage on A321
Restrictions
– AVI transported for the purpose of laboratory testing are not accepted;
– No dogs & cats under 12 weeks old;
– No pregnant animals without an official veterinary certificate;
– No animal to be carried having given birth in the previous 48 hrs.;

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– Dogs/cats in wicker baskets are not accepted;

– Snub nose dogs must not be muzzled.
– Live animals MUST NEVER be loaded in the same hold as:
– Dry Ice; (Exception: Live tropical fish and other fish for aquarium use may be
loaded together with ICE, as they are packed in closed containers and are not
dependent on the oxygen in the compartment.)
– Human Remains;
– Catering/Foodstuffs;
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– Natural Enemies;
Special Load Notification to Captain (NOTOC)
NOTOC shall be completed in duplicate and presented to the Captain. It will advise the
Captain:
– What type of animals are carried;
– In what quantity;
– Where located on the aircraft.
A load signal (LDM) must be sent and include the destination and location of the animal/s:
e.g. RIX - AVI/4.

1.3 GUIDE DOGS

GOM reference 3.4.11
Procedure for acceptance of Guide Dogs:
Guide dogs (seeing eye dogs, hearing aid dogs or comparable service dogs) that a passenger
depends on may be transported in cabin even if the weight is more than 8 kg. The passenger
can be seated in the first row of the cabin compartment. Transportation is always free of
charge. During the flight a muzzle must be available and has to be attached to the dog when
deemed necessary by the crew.
Guide dogs – are allowed on board by SmartLynx Ground Operations, request shall be made
at least 72 hours before departure via e-mail [email protected] providing scanned copy
of dog’s passport and official documentation confirming that the dog is a fully trained as Guide
or Assistance dog for the passenger it accompanies/assists.
The owner shall have an extra seat for the dog and make sure that it is seating on the floor at
all times. (Extra seat could be bought (pre-booked) by passenger or assigned by SmartLynx
Ground Operations)
Seats near the window shall be assigned for the guide dogs, but never on emergency rows.
The guide dogs must wear identifying jacket/harness, which shall be provided by the owner.
Guide dogs will only be permitted to travel if the passenger has in possession an official
documentation confirming that the dog is a fully trained as Guide or Assistance dog. Passenger
shall have medical clearance that the dog is needed during the flight or dog’s document that
states its need to support/guide this passenger.

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Guide dog shall be strapped during take-off and landing or whenever the seatbelt sign is on.
Dog shall never be placed on the pax seat. During the cruise it is acceptable for the dog to be
subject to less constraint to achieve a more comfortable position.
Acceptance for carriage of the above animals is subject to the condition that the passenger
assumes full responsibility for the animal.
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1.4 INFANTS
GOM reference 7.10.4
Infant (INF) - a person under the age of two years.
INF could not be seated on emergency exit rows under any circumstances.
Minimum age on adult who can travel with infant/child: 18 years
AIR OPS Annex 1 Infants should be seated on the lap of an adult passenger properly secured
by a supplementary loop belt unless the applicable seat fare has been paid and the infant sits
in a car type seat.
During take-off and landing and under turbulent weather conditions, the seat belt should go
trough the loop of the infant belt and shall be fastened around the adult person, who will hold
the infant firmly and the infant loop belt is fastened on infant or the infant will be secured in a
car-type seat.
The number of INF accepted on board of SmartLynx flights are up to 18 in Airbus A320 and
22 in Airbus A321 (10% of maximum seating capacity) depending on equipment (infant loop
belts and Life jackets) quantity and availability on board. Infant Loop belts and infant life jackets
shall be distributed after boarding is completed.
NOTE: The number of oxygen masks in PSU in different aircraft versions may vary. The
exact number of masks is shown on respective aircraft seating plan. Infants could
be seated on a half rows where 4 masks per particular half of the row presented.
SmartLynx does not provide car type seats (Child Restraint Device), but passenger may use
their own forward facing car type seats approved for use in aircraft.
Car type seat can be approved if any of following labels are indicated on it:

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The seat’s maximum horizontal measure shall not exceed 65 cm and height - 45 cm.
Car type seats shall not be installed in exit rows and in seat row in front of the over wing exit.
Car type seat shall be placed in window or in middle seat, where it doesn’t obstruct exit.
Passenger sitting in the aisle and holding infant should be advised to take middle or window
seat due to safety reasons. If not possible to change the seat, infant shall be held with its legs
to aisle and head to window. An adult may travel only with 2 infants if additional seat is booked
for travel. The requirements shall be complied if one infant is able to sit on a seat or in a car
type baby seat and the other infant sits on the lap of an adult.
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1.5 UNACCOMANIED MINOR

GOM reference 7.10.3
UM – Unaccompanied minor – A child who has reached 5 but not 12 years of age and is
traveling alone. Children under 5 years of age shall not be accepted if travelling
unaccompanied.
Unaccompanied minor will be accepted if the following requirements are met:
– The parents (father, mother or guardian) must take care of the unaccompanied minor
at the airports of departure and destination
– The parents must fill in the UM form at the destination airport.
– UM form 1st copy stays with unaccompanied minor and attached to the ticket.
– UM form 2nd copy stays with parents at destination airport
– UM form 3rd copy stays with SmartLynx Airlines agent on departure station
– UM form 4th copy handed over to SCCM with unaccompanied minor
– UM form 5th copy stays with SmartLynx Airlines agent on destination station
At the airport of destination, the unaccompanied minor shall be accompanied by agent until he/
she is delivered to the person whose name appears in the travel documents. This person must
identify themselves and present passport for identification check, as well as sign in agent’s UM
form 5th copy that UM was received.
Maximum 10 unaccompanied minors per flight can be accepted due to special
attention needed.
NOTE: Commander and cabin crew shall be informed about the UM passenger number on
board. Unaccompanied minor shall be seated in the front or rear parts of the cabin
in such way that he/she may be watched over by cabin crew.

1.6 EXPECTANT MOTHERS AND NEW-BORN BABIES

GOM reference 7.10.12
If expectant mother is in normal health and with no pregnancy complications, she shall
normally be accepted without any medical documentation. Expectant mother takes full
responsibility for the health of herself and fetus /baby in any case in accordance with the
conditions of carriage, especially when:
– There is uncertainty of progress of pregnancy or time of birth;

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– Complications in delivery may be expected.

Healthy new born babies, provided not prematurely born, within the first 3 days after birth and
shall have clearance to travel by letter from their Dr./Obstetrician/Paediatrician stating fit to fly.
Air travel is prohibited for expectant mothers and new born babies if:
– Passenger within the last 7 days prior childbirth or in term more than 36 weeks.
– Passenger within the first 7 days after delivery
– After 32nd week travel is not allowed in case of multiple pregnancy.
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NOTE 1: Commander shall be informed about expectant mother or new-born baby on board.
NOTE 2: Expectant mothers and new-born babies may not be seated on emergency exits or
jump seats. For seating procedures see respective aircraft seating plan.

1.7 WHEELCHAIRS AND PRM’s

GOM reference 7.10.5, 7.10.6 for PRM
GOM reference 3.4.1, 3.4.2, 3.4.5, 9.16.18, 9.16.19 for Wheelchairs with batteries
PRMs limitations:
Maximum two (2) PRM allowed for travelling without assisting person.
Group: One assisting person required for each group of five (5) WCHR passengers on a
special flight.
PRM could not be seated on emergency exit rows under any circumstances.
Wheelchairs:
Max quota: 5
Max dimensions: 140X114X85cm(L/W/H)
Max weight: 200kg
Only non-spillable batteries accepted.
Non-spill-able batteries installed in wheelchairs or other battery powered mobility
devices
The batteries must be disconnected and securely attached to the wheelchair or battery
powered mobility device. The terminals must be insulated to prevent accidental short circuits.
If the battery cannot be securely attached to the wheelchair or mobility device, it must be
handled as a spill-able battery.
NOTE: Wheelchairs/mobility devices with gel type batteries do not require the battery to be
disconnected provided the battery terminals are insulated to prevent accidental
short circuits.
So-called “high-tech” wheelchairs with integrated non-spill-able batteries, “hidden” battery
terminals and removable control units do not require the battery to be disconnected, if the
wheelchair is equipped with either:

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– a main power switch (with attached label from the manufacturer clearly stating that
the battery is fully disconnected by use of it), which must be switched off,
or
– a removable control unit, which must be removed completely. (Simply removing the
control unit key only is not sufficient).
NOTOC is not required for non-spill-able batteries.
Spill-able batteries installed in wheelchairs or other battery powered mobility devices
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Spill-able batteries must be removed from the wheelchair or other battery powered mobility
devices and forwarded as cargo. They must be packed, marked and labelled in accordance
with IATA Dangerous Goods Regulations.

1.8 CHECKED BAGGAGE ALLOWANCE

GOM reference 9.1.3
Max checked baggage allowance: 20kg
Max weight per piece: 32 (GOM 7.7.3)
Min weight per piece: no limit
Max dimensions: 250x90x120cm (L/W/D)

1.9 CABIN BAGGAGE

GOM reference 9.1.5, 9.1.6
Max permitted carry-on: 1+1 personal item
Max dimensions on carry-on: 55x45x25
Max weight carry-on: 8kg

1.10 BULKY BAGGAGE IN CABIN

GOM reference 9.1.5, 9.1.6, 9.15.12
Bulky baggage in cabin are music instruments that exceed maximum dimensions for cabin
baggage – i.e. cello and guitar.
Additional seat shall be blocked:
The following load types may be loaded on the floor:
– Cellos, as the only musical instrument, if placed on the cabin floor leaning against,
and strapped to the reserved seat.
Max dimensions: 140x46x30cm(L/W/D)
Max weight: 20kg

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1.11 OXYGEN CONCENTRATORS IN CABIN

GOM reference 7.10.10.4
Oxygen concentrator transportation must be approved by operator.
Request must be made at least 72 hours before departure via e-mail: [email protected]
Information about type of device, model of device and battery WH must be included in request.
SmartLynx Ground Operations consider request and approve transportation and usage on
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board of aircraft.
Maximum
Allowed Not allowed Restrictions
allowed

Oxygen concentrator in cabin X Not defined FAA approved

FAA approved
No Personal
Oxygen concentrator in hold X medical oxygen
devices that utilize
liquid oxygen;
Passenger own oxygen in cabin X Not allowed

Personal medical oxygen devices that utilize liquid oxygen forbidden for transportation.
Passenger may carry their own oxygen bottles in case the Passenger has a present SmartLynx
approval. However it must be stressed that its use during the flight is prohibited.

1.12 SPORTS EQUIPMENT

GOM reference 9.1.5, 9.1.6
Allowed. Restrictions the same as for checked baggage.
Must be properly packed.
Is advisable to be insured.

1.13 DANGEROUS GOODS SPECIALS

GOM reference 3.3, 3.4
Transportation of dangerous goods according to IATA Dangerous Goods Regulations.
Transportation of radioactive materials (Class 7 of DGR) is prohibited.

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1.14 CONES AND WHEEL CHOCKS POSITIONING

GOM reference 2.3.2
Cones:
Wing/tip cones A table below shows correct positioning of wing-tip cones for SmartLynx
aircraft. Number of cones: 6.
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Cones should be positioned:

– At each wing tip
– In front of all wing
– Mounted engines
– In front of other areas on an aircraft that are in conflict with the normal flow of
equipment during handling operations
– At areas where the proximity of the aircraft could impact on the flow of ramp traffic,
e.g. tail/roadway
– At wing tips immediately after the aircraft is at its parking position
– At other areas around the aircraft only when clearance is at its parking position
– At other areas around the aircraft only when clearance to approach the aircraft has
been given
– At a distance from the “protected” area such that the intended purpose of the cone is
not diminished
Cones should be removed:
– Just prior to the aircraft departure to ensure maximum protection of the aircraft
– After use, to a designated storage area
Wheel chocks:
GOM reference 2.3.1

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Wheel chocks requirement at normal parking conditions

The below shows the correct position of wheel chocks for aircraft types operated by SmartLynx
for the parking less than 3 hours.
Place wheel chocks accordingly: in front of and behind nose wheel and main landing gear.
Totally four (4) chocks.
Wheel chocks requirement at unfavourable parking conditions and parking more than 3 hours
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The following positioning of wheels chocks according to the table below is mandatory when:
– aircraft is parked for more than 3 hours
– to prevent the aircraft from moving unintentionally, when the parking area is slippery
and/or in strong and gusty wind.
Place wheel chocks accordingly: In front and behind of both main landing gears and at the
nose gear. Totally six (6) chocks.
Chocks, when positioned, should be parallel to the wheel axle and only lightly touching the
tires.
As most of the ramp areas have a degree of incline, care must be taken to ensure that aircraft
is adequately chocked on the down slope side.
Chocks should not be removed from an aircraft until clearance is given by the responsible
person. After use, chocks should be removed to a designated storage area, so that they are
not the cause of FOD.

1.15 FUELING
GOM reference 8.3.3, 8.3.4

1.15.1 Standard fueling

– The refueling safety zone shall be regarded as an area extending 3m radially from
fuelling receptacles, tank vents and aircraft fuelling connection points.
– Equipment performing aircraft servicing functions shall not be positioned within a 3m
of aircraft fuel system vent openings.
– Due to the fire hazard associated with fuel vapours all personnel must be cautioned to
ensure that items and processes such as; matches, open flames, welding, use of
photographic flashbulbs etc. are kept out of the fuelling safety zone.
– Portable electronic devices, such as Mobile (Cell) Telephones, Portable Radios and
Pagers, should not be used within the fuel safety zone.

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Fuel Safety Zone Restrictions

– The connection or disconnection of any aircraft electrical equipment, including GPUs,
batteries and battery chargers is not permitted.
– The APU may be started during refuelling if the start is an initial start or a restart after
normal shut-down.
– Do not start the APU during refuelling if the APU had an automatic shut-down or a
failed start attempt.
– The APU may be shut down during refuelling.
– GSE must not be parked under the aircraft wingtip fuel vents.
– Equipment must be positioned so that the fuelling vehicle has a clear exit route and
can be moved away from the aircraft in a forward direction.

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– A distance of 1m should be maintained, whenever possible, between GSE and any

fuelling equipment.
– GPU must not be operated unless they are positioned 6m from the aircraft fuelling
vents and venting points.
– Equipment with metal wheels or metal studded tyres capable of producing sparks
shall not be moved in the safety zones.
– During fuelling general attention should be given to the following points
– In order not to damage the aircraft during fuelling, ensure that:
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– The landing gear doors are closed.

– The wheel chocks do not get caught under the wheels.
NOTE: Make sure that the parking brakes are set if the wheel chocks are temporarily
moved.Fueling with pax on board procedures

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1.15.2 Fueling with pax on board procedures

GOM reference 8.3.6.2
Refuelling / de-fuelling with passengers embarking, on board or disembarking For all types of
fuel, necessary precautions shall be taken and the aircraft shall be properly manned by
qualified personnel ready to initiate and direct an evacuation of the aircraft by the most
practical and expeditious means available.
General rules to be followed during refuelling / de-fuelling with passengers on board:
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– The aerodrome fire services must be advised by flight crew that refuelling/de-fuelling
will be taking place with passengers on board;
– No individual items of electrical equipment may be switched on or off while fuelling/
defuelling is in progress;
– Use of toilets by passengers has to be limited, so there is no queuing in the aisles;
– Passengers has to be embarking, on board, seated and disembarked in accordance
with normal procedures;
– The position of the fuel bowser/installation relative to the aeroplane is to be such that
it will not impede the rapid exit of passengers if an emergency evacuation becomes
necessary;
– Ground servicing activities and work inside the aircraft, such as catering and cleaning
should be conducted in such a manner that they do not create a hazard and allow
emergency evacuation to take place through those aisles and exits intended for
emergency evacuation.
During normal operations it might be necessary to make refuelling / de-fuelling with
passengers on board.
Two-way communication should be established and should remain available by the
aeroplane’s inter-communication system or other suitable means between the ground
crew supervising the refuelling and the qualified personnel on board the aeroplane; the
involved personnel should remain within easy reach of the system of communication;
The ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear at doors where stairs are not in position for use
in the event of evacuation;
Provision is made for a safe and rapid evacuation.

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1.15.3 Walk-around before departure

GOM reference 8.2
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1.16 CARGO DOORS OPENING/CLOSING PROCEDURE

Reference: Airbus Manual 52-30-00-860-001-A
WARNING: MAKE SURE THAT THE TRAVEL RANGE OF THE CARGO DOOR IS CLEAR
BEFORE YOU UNLOCK IT. STAY AFT OF (LEFT OF) THE DOOR WHEN YOU UNLOCK IT
BECAUSE IT CAN OPEN SUDDENLY AND CAUSE INJURY.

1) Open the FWD or AFT Cargo-Compartment Door

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Push the handle flap in and pull the locking handle away from the cargo door.
Turn the locking handle down to the UNLOCKED position.
NOTE: The unlocked cargo door opens to the vertical position because of the force of
gravity.
Operation on the control panel:
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL
SURFACES ARE CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC
SYSTEM.
Move the selector of the control panel to the OPEN position and hold it until the green indicator
light comes on.
2) Close the FWD and AFT Cargo-Compartment Door
Move the selector of the control panel to the CLOSE position and hold it until door closes.
Push the handle into the LOCKED position and lock the door.
Please find pictures below.

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INTENTIONALLY LEFT BLANK

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