Professional Documents
Culture Documents
Self-Study
NOV 2011
Austrian Airlines, Ground Handling Training | in cooperation with OGS
Table of Contents
1. Introduction 2. The Austrian Airlines Group 2.1 Corporate Prole 2.2 Fleet 2.2.1 Aircraft Overview 2.2.2 The long haul eet 2.2.3 The short- and middle haul eet 2.3 Destinations 2.4 Delay Codes 2.5 Hub Vienna 2.5.1 Hub Control Center 3. Guidelines and Manuals for OS Ramp Handling and Loadcontrol Staff 3.1 Manuals published by IATA 3.2 Manuals published by OS 3.2.1 Ground Handling Library VIA INTERNET 3.2.2 Overview AHM 4. Summary of normative Organisations 5. Basic Information 5.1 Airplane Parts Denitions and Function 5.2 Coordinated Universal Time (UTC) 5.2.1 Time Zones 5.3 Danger Areas in the Vicinity of the Aircraft 5.3.1 Venting Area 5.3.2 Air Intake Area 5.3.3 Exhaust / Blast Area 5.3.4 Propeller Area 5.4 Four Forces of an Airplane 5.5 Phonetic Alphabet 5.6 Runway Designator 6. IATA/ICAO Terms and Denitions 7. Personal Notes 3 4 4 5 6 6 7 10 11 13 14 15 15 15 16 20 23 25 25 27 27 28 28 29 30 30 31 33 33 35 43
1. Introduction
Dear colleagues,
welcome to the Self-study for the Aircraft and Ramp Handling Supervision Course! This booklet is a short introduction for personnel engaged in aircraft handling. It covers topics like > > > > Austrian Airlines Group Corporate prole, AAG eet, Destinations, Hub Vienna Guidelines and Manuals Normative organizations: IATA, ICAO, JAA-T, FAA, SITA, EUROCONTROL Basic information Phonetic Alphabet, Runway Designator, Coordinated Universal Time, Airplane Parts, Denition, Four Forces on an Airplane, Danger Areas IATA/ICAO terms and denitions
>
Please make sure, that you have enough time to deal with the subject. A good knowledge of the basics laid down in the self study is mandatory for the following Aircraft and Ramp Handling Supervision Course. On the rst day of the ARS you will have to pass an entry test (multiple choice). The pass mark is 75%. If you do not pass the entry test you will not be able to participate in the course. Not all specic information concerning your airport can be provided in the selfstudy. Thus it is your own responsibility to make yourself familiar with the situation at your home base. We wish you a lot of pleasure and success in your job! Aircraft Handling Team Ground Handling Training VIEKST OS
2.2 Fleet
The Austrian Airlines Group operates a total of 81 aircraft. The AAG - Austrian, together with its partners Lauda Air and Austrian arrows - serves 130 destinations worldwide. In the year 2010, the Group carried 10,9 million passengers. Aircraft of various types and sizes allow an efcient operation on given segments. Departure and arrival times are coordinated following well-structured banks so as to offer ideal national and international connections at the Vienna hub. The aircraft types Airbus 321 / 320 / 319, Boeing 777 / 767 / 737, Fokker 100 / 70, Dash 8-400Q will bring you to the destination of your choice. The average age of the Austrian Airlines Group eet is in the mid-range compared to other international airlines. For more information about the Austrian Airlines AG please refer to the ofcial home page www.austrian.com or the internal home page www.one-intra.net (password protected).
Detailed information about the eet is published in the Austrian Ground Handling Library https://www.austrian-ogp.com/content/site/opssupport/eetdeclarations/ index.html and on the AAG http://www.austrian.com/Info/Flightinformation/OurFleet.aspx?sc_ lang=de&cc=AT
B777-200IGW (772)
OE-LPA OE-LPB OE-LPC OE-LPD
Boeing B777
B767-300ER (763)
OE-LAW OE-LAX OE-LAY OE-LAZ OE-LAE OE-LAT
Boeing B767
A319-112 (319)
OE-LDA OE-LDB OE-LDC OE-LDD OE-LDE OE-LDF OE-LDG
Airbus A319
A320-214 (320)
OE-LBN OE-LBO OE-LBQ OE-LBR OE-LBP OE-LBS OE-LBT OE-LBU OE-LBV
Airbus A320
Osttirol Pyhrn-Eisenwurzen Wienerwald Bregenzer Wald Neusiedlersee Waldviertel Wrthersee Mhlviertel Weinviertel
A321-111 (321)
OE-LBA OE-LBB OE-LBC OE-LBD OE-LBE OE-LBF
Airbus A321
B737-800 (738)
OE-LNJ OE-LNK OE-LNP OE-LNQ OE-LNR OE-LNS OE-LNT Wildspitze Freddie Mercury Groglockner Grovenediger Piz Buin Geschriebenstein Gerlitzen 184M 184M 184M 184M 184M 184M 184M
B737-700 (73G)
OE-LNN OE-LNO Dachstein Hochschwab 138CM 138CM
B737-600 (736)
OE-LNM Schneeberg OE-LNL Kahlenberg
Boeing B736, B738
121CM 121CM
F100 (100)
OE-LVA OE-LVB OE-LVC OE-LVD OE-LVE OE-LVF OE-LVG OE-LVH OE-LVI OE-LVJ OE-LVK OE-LVL OE-LVM OE-LVN OE-LVO
Fokker 100
Riga Vilnius Tirana Skropje Zagreb Yerevan Krakow Minsk Prague Bratslava Timisoara Odessa Krasnodar Dnepropetrovsk Chisinau
100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM 100CM
F70
OE-LFG OE-LFH OE-LFI OE-LFJ OE-LFK OE-LFL OE-LFP OE-LFQ OE-LFR
Fokker 70
Innsbruck Stadt Salzburg Klagenfurt Graz Krems Linz Wels Dornbirn Steyr
DH8-400Q (DH4)
OE-LGA OE-LGB OE-LGC OE-LGD OE-LGE OE-LGF OE-LGG OE-LGH OE-LGI OE-LGJ OE-LGK OE-LGL OE-LGM OE-LGN
Dash 8-400Q
Krnten Tirol Land Salzburg Steiermark Obersterreich Niedersterreich Budapest Vorarlberg Eisenstadt St.Plten Burgenland Altenrhein Villach Gmunden
76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM 76CM
2.3 Destinations
Short/Medium range:
Oslo
Stockholm
St. Petersburg
Gothenburg Moscow Copenhagen Vilnius Hamburg London Amsterdam Brussels Dusseldorf Cologne Frankfurt Stuttgart Altenrhein Basel Geneva Lyon Nice Barcelona Zurich Milan Berlin Leipzig Prague Krakow Lviv Dnepropetrovsk Chisinau Iasi Donetsk Rostov Krasnodar Sochi Warsaw Kiev Kharkov Minsk
Munich
Paris
Sibiu Timisoara Bucharest Belgrade Split Dubrovnik Sarajevo Bologna Varna Sofia Pristina Florence Podgorica Skopje Rome Istanbul Tirana Thessaloniki Athens
Vienna
Kosice Budapest
Yerevan
Baku
Tehran
Long range:
Vienna
Toronto Washington New York
Mal
webpage: http://www.austrian.com
(http://austrian.innosked.com/default.aspx?pos=AT&l=de®ion=EUR)
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Please see AHM VOL.1 / 6.2 for more details about delay codes.
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upstairs
Gates D21-D29
(Non-Schengen)
Business Lounge
Senator Lounge
No
h -Sc
en
S en
hu
ttl
eb
us
Gates C71-C75
Senator Lounge
Premium check-in
Vienna International Airport (VIE) is Austrias biggest and busiest airport and additionally the hub of Austrian Airlines. VIE is in operation 24 hours a day and on its 2 runways it can handle a capacity of 60 movements per hour. In 2010 the passenger volume was 19.7 million. Austrian Airlines share reached over 10.0 million passengers. The main markets are Central and East European services and connections to the Middle East. Long-haul services to North America and the Far East complete the product range. The connection time of only 25 minutes requires a well prepared ow of passengers and their baggage. It is the load controllers duty to separate the customers baggage into different priority categories like Hot baggage (transfer bag with connection time of 25 to 60 minutes), Transfer baggage (over 60 minutes transfer time), Priority baggage (local baggage of business class passengers) and Local baggage (non priority local baggage). In addition VIE needs a separation of transfer baggage and local baggage, as they are handled in different baggage sorting areas. In order to enable a smooth transfer of passengers and dead load to connecting ights, all ground operation activities are to be performed during a minimum ground/turn-around time from 25 to 100 minutes, depending on the aircraft type (Dash4 to B777). In addition night curfews at destination airports, slots and crew rest times have to be taken into consideration. Nevertheless the main goal remains: safety rst! Beside the convenience of our passengers, safety and quality, also commercial criteria like fuel saving and environmental protection must be fullled by aircraft handling staff. E.g. Bulk load utilization in wide body aircrafts helps in many ways to save fuel and increase the revenue. These and many more rules and regulations will be instructed during the ARS course.
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ISS Cleaning
Teams of Station Control with close HCC-cooperation: DQCR / Ramp Service Unit is responsible for > > Direct Ramp Transfers for Short Connection Passengers Incoming assistance on remote positions
DQCS / Ramp Supervision Unit is responsible for > > > Quality Assurance (checking services of the supplier) Supporting the Turnaround-process to save time Station Relief for KK/KO
Contact Phone: +43 - (0)5 - 1766 - 62000 Fax: +43 - (0)5 - 1766 - 69256 SITA: VIEKOOS E-mail: hubcontrol@austrian.com Please see AHM Introduction for all important contacts and phone numbers.
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Standard access to all ground handling related manuals published by OS is provided via internet (world wide web) www.austrian-ogp.com (Austrian Ground Handling Library), where you can also nd a lot of other essential information. Detailed information will be given in the next chapter. CD-ROMs (ground handling manuals, forms and supplies) are issued on a seasonal basis and shall serve as a backup only.
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Responsible editor, responsible for distribution: Austrian Airlines AG Ground Operations Ground Handling Policies & Services / OGS Ofce Park 2, P.O. Box 100 A-1300 Vienna Airport - Austria E-Mail: ogs.team@austrian.com
Fill in USERNAME and PASSWORD for access to the Austrian Ground Handling Library Username and Password are distributed individually. In case of any questions please contact: ogs.team@austrian.com
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Main Topics
Select the desired MAIN TOPIC: GOP, Manuals, Forms & Supplies, OPS Support The ground handling library contains following main topics: GOP GOP current GOP archive Manuals Aircraft Handling Ground Handling Procedure Updates All GOPs published during the last 3 months All GOPs dating back 1 year Ground Handling Procedure Manuals Aircraft Handling Manuals
> AHM Introduction > AHM Vol.1, General Part > AHM Vol.2, Aircraft Guides NON-ULD > AHM Vol.2, Aircraft Guides ULD
CHM Cargo handling Manual STM Station Management Manual Checklists and sheets
> Station Surveillance Check Sheet A > Station Surveillance Check Sheet B > Push Back Assistance & Walkaround Checklist
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Other Documentation
> Corporate Security > Local Airport Procedure - LAP > De-/Anti Icing Procedures > Quality Assurance Manual > Station Emergency Response Plans > STAR Lost & Found Policy
CONFIRM VIA WEB the receipt and the implementation of all updates as per actual revision of the respective manual(s). Forms & Supplies General Information about material ordering Aircraft Handling forms Aircraft Safety Passenger and Baggage handling supplies Cargo Forms Miscellaneous OPS Support DOW/DOI data Fleet Declaration Pantry Codes Payload Restrictions Potable Water A319 Hold Versions X-Bag Embargo CRO-Forum Baggage Station Performance Delay Statistics Forms and Supplies for Aircraft, Passenger and Baggage Handling How to order forms and supplies Templates of aircraft handling forms Template of a Ground Incident/Accident/Damage Report Samples of all passenger and baggage handling supplies, templates of passenger handling forms NOTOC, DG occurence report Condential reporting form Operations Support, Special Aircraft Information DOW/DOI tables for the Austrian Airbus, Boeing and Tyrolean eet Fleet declaration for the current utilized eet and its operating congurations. Pantry codes for all Austrian Airlines Group operated scheduled ights Seasonal payload restrictions, aircraft and destination dependant General information about potable water and water uplift data for all Austrian stations Information about the different hold congurations Current X-bag embargos for legs and time periods CRO reports, Infobox and FAQ Monthly and annual baggage performance reports
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News
The NEWSTICKER shows special highlighted subjects derived from the OGS news channel or topics requiring your immediate action and attention
Press the NEWS button and nd all procedure news sorted by publication date, latest on top By clicking more, detailed information can be displayed Icons in the detailed view offer following possibilities: Back back to news overview Recommend forward this page to other e-mail address
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3.
4.
5.
6.
7.
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AHM Volume II, Aircraft Guides AHM Volume II Non-ULD 12. 19. 20. 27. 28. 29. DH4 F70 F100 B736 B73G B738 AHM Volume II ULD Aircraft 31. 32. 33. 39. 41. A319 A320 A321 B767 B777
The numbering of the subchapters remains the same with all aircraft types. Subchapters will not be shown if not relevant. xx.1 Aircraft Weights and Indices xx.1.1 xx.1.2 xx.1.3 xx.1.4 xx.1.5 xx.2.1 xx.2.2 xx.2.4 xx.2.5 xx.2.7 xx.2.9 xx.2.10 Max Gross Weights Maximum Fuel Tank Capacity Standard Taxi Fuel Dry Operating Weights and Indices Tables for Correction of DOW/DOI
Trim Sheet - Instructions for Use Center of Gravity Limits Uncontrolled Seating Empty Flight Procedure Entries on the Loadsheet Last Minute Changes List of Balance Tables (Load & Trim Sheets) xx.2.11 Stretcher xx.2.12 Life Rafts xx.3.1 xx.3.2 xx.3.3 xx.3.4 Summary of Cabin Versions Cabin Layout Cabin Cross Section and Dimensions Maximum Number of Passengers and Crew
xx.3 Cabin
xx.4 Compartments
xx.4.1 General xx.4.2 Weight Limits and Volumes xx.4.3 Security Locker/ULD: Locations of xx.4.3 ULD restraint Fittings xx.4.4 Provisions for Securing Load xx.4.5 Compartment Dimensions xx.4.6 Container and Pallet Congurations/ Loading Versions
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xx.5 Loading
xx.5.2 Baggage xx.5.3 Compartment Heating and xx.5.3 Ventilation xx.5.4 Container xx.5.5 Dangerous Goods xx.5.6 Ground Stability xx.5.7 Live Animals xx.5.9 Load Planning xx.5.10 Loading Restrictions xx.5.11 Maximum Dimension Tables xx.5.13 Miscellaneous Special Load xx.5.14 Miscellaneous Stowing Regulations xx.5.17 Technical Equipment xx.6.1 Description xx.6.2 Operation xx.7.1 xx.7.1 xx.7.2 xx.7.3 xx.7.4 xx.7.5 xx.7.6 xx.7.7 xx.7.9 xx.7.11 xx.7.13 xx.7.14 xx.7.15 xx.7.17 xx.7.18 xx.8.1 xx.8.2 xx.8.3 xx.8.5 xx.8.6 Arrangement of Ground Handling Equipment De-Icing/Anti-Icing Disinfection of Aircraft Catering Service Engine Starting Fuelling Operations of Cabin Doors/Stairways Operation of Compartment Doors Potable Water Servicing Servicing Panels Servicing Points Toilet Servicing Wheel Chocks External Passenger Stairway Aircraft Dimensions Danger Areas Door Dimensions Door Sill Heights above Ground Level Minimum Turning Radii
xx.9 Miscellaneous
xx.9.1 Aircraft Handling Forms/Propeller Danger Area/Load & Balance Forms xx.9.2 Ground Heating xx.9.6 Prevention of Damage to the xx.9.6 Engine, the Fuselage and the wing xx.9.7 Prevention of Damage to the xx.9.7 aircraft RH engine xx.9.9 Positioning of Safety Cones xx.9.10 Mobile Crew Rest Compartment
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Set global safety standards that have to be observed by all members and checked in form of IATA Operational Safety Audit (IOSA); Simplify processes in air trafc, thus reducing costs and enhancing passenger convenience Dene restrictions and privileges of all Contracting States; Develop international Standards and Recommended Practices for the safe operation of aircraft; guidelines for personnel licensing, registration marks, environmental protection, airworthiness of aircraft
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Organisation
Members
Main Objective Develop and implement common safety regulatory standards and procedures for European region; provide training for the aviation community
JAA-T 43 member countries Joint Aviation Authorities - Training Organisation Founded: 1990 Head Quarter: JAA TO Hoofddorp (Netherlands) Webpage: www.jaa.nl FAA Federal Aviation Administration of the United States of America Founded: 1958 Head Quarter: Washington DC (US) Webpage: www.faa.gov Airlines, airports, air transSITA port related organizations, Socit Internationale de Tlcommunication arienne manufacturers, tour operators, computer reservations Founded: 1949 systems Head Quarter: Geneva (Switzerland) Webpage: www.sita.aero Eurocontrol Founded: 1963 Head Quarter: Brussels (Belgium) Webpage: www.eurocontrol.int 39 member countries mainly in Europe Not applicable
Set safety standards for aircraft manufacturers, operators and maintenance; manage ATC facilities and air navigation aids; research work; promote aviation safety outside US
Provide extensive communication network; develop new technologies for air-toground communications; facilitate and speed up communication processes between all involved in travel industry
Strategic and tactical ow management; controller training; development of safety-proofed technologies and procedures; controller training
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5. Basic Information
5.1 Airplane Parts Denitions and Function
Horizontal Stabilizer Control Pitch Vertical Stabilizer Control Yaw
Rudder Change Yaw (side to side) Elevator Change Pitch (up and down)
Wing Generate Lift Turbine Engine Generate Thrust Cockpit Command and Control Fuselage (Body) Hold Things Together & Carry Payload Slats Change Lift
Airplanes are transportation devices which are designed to move people and cargo from one place to another. Airplanes come in many different shapes and sizes depending on the mission of the aircraft. The airplane shown on this page is a turbinepowered airliner which has been chosen as a representative aircraft. For any airplane to y, one must lift the weight of the airplane itself, the fuel, the passengers, and the cargo. The wings generate most of the lift to hold the plane in the air. To generate lift, the airplane must be pushed through the air. The air resists the motion in the form of aerodynamic drag. Modern airliners use winglets on the tips of the wings to reduce drag. The turbine engines, which are located beneath the wings, provide the thrust to overcome drag and push the airplane forward through the air. Smaller, low-speed airplanes use propellers for the propulsion system instead of turbine engines.
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To control and maneuver the aircraft, smaller wings are located at the tail of the plane. The tail usually has a xed horizontal piece, called the horizontal stabilizer, and a xed vertical piece, called the vertical stabilizer. The stabilizers job is to provide stability for the aircraft, to keep it ying straight. The vertical stabilizer keeps the nose of the plane from swinging from side to side, which is called yaw. The horizontal stabilizer prevents an up-and-down motion of the nose, which is called pitch. (On the Wright brothers rst aircraft, the horizontal stabilizer was placed in front of the wings. Such a conguration is called a canard after the French word for duck). At the rear of the wings and stabilizers are small moving sections that are attached to the xed sections by hinges. In the gure, these moving sections are colored black. Changing the rear portion of a wing will change the amount of force that the wing produces. The ability to change forces gives us a means of controlling and maneuvering the airplane. The hinged part of the vertical stabilizer is called the rudder; it is used to deect the tail to the left and right as viewed from the front of the fuselage. The hinged part of the horizontal stabilizer is called the elevator; it is used to deect the tail up and down. The outboard hinged part of the wing is called the aileron; it is used to roll the wings from side to side. Most airliners can also be rolled from side to side by using the spoilers. Spoilers are small plates that are used to disrupt the ow over the wing and to change the amount of force by decreasing the lift when the spoiler is deployed. The wings have additional hinged, rear sections near the body that are called aps. Flaps are deployed downward on takeoff and landing to increase the amount of force produced by the wing. On some aircraft, the front part of the wing will also deect. Slats are used at takeoff and landing to produce additional force. The spoilers are also used during landing to slow the plane down and to counteract the aps when the aircraft is on the ground. The next time you y on an airplane, notice how the wing shape changes during takeoff and landing. The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings. As mentioned above, the aircraft conguration in the gure was chosen only as an example. Individual aircraft may be congured quite differently from this airliner. The Wright Brothers 1903 Flyer had pusher propellers and the elevators at the front of the aircraft. Fighter aircraft often have the jet engines buried inside the fuselage instead of in pods hung beneath the wings. Many ghter aircraft also combine the horizontal stabilizer and elevator into a single stabilator surface. There are many possible aircraft congurations, but any conguration must provide for the four forces needed for ight.
Based on: Airplane Parts Denitions and Function. 19 MAY 2010. <http://www.grc.nasa.gov/WWW/K-12/airplane/airplane.html> by NASA Glenn Research Center. National Aeronautics and Space Administration.
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Time zones around the world are expressed as positive or negative offsets from UTC. Local time is UTC plus the time zone offset for that location, plus an offset (typically +1) for daylight saving time, if in effect. As the zero-point reference, UTC is also referred to as Zulu time (Z). Following examples give the local time at various locations at 12:00 UTC when daylight saving time is not in effect:
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Never go behind the aircrafts nose while engines are running which are positioned at the wings (Airbus, Boeing etc).
Never go behind the wings while engines are running which are positioned at the back of the fuselage (F70, CRJ etc)
Please see AHM VOL.2 / XX.8.2 for details about the extend of the intake area.
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The propeller area has to be guarded by one of the following methods: > > > reective safety cones/posts with barrier cords hand luggage trolley propeller tie: normal turnaround DH3; DH4 only night stop; The propeller tie is either attached to the main gear or the stair handrail.
Hand luggage trolley and safety cones are to be placed at a distance of at least one metre from the propeller turning area before passengers are disembarking. If none of the above listed securing methods can be accomplished, the propeller danger area must be secured by other suitable means of security (e. g. by the ground personnel, until the hand luggage trolley is in position). Whenever the rear passenger door is used on the DH4, the propeller danger area has to be additionally guarded by reective safety cones.
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Drag Lift
Thrust Weight
A force may be thought of as a push or pull in a specic direction. A force is a vector quantity so a force has both a magnitude and a direction. When describing forces, we have to specify both the magnitude and the direction. This slide shows the forces that act on an airplane in ight. Weight is a force that is always directed toward the center of the earth. The magnitude of the weight depends on the mass of all the airplane parts, plus the amount of fuel, plus any payload on board (people, baggage, freight, etc.). The weight is distributed throughout the airplane. But we can often think of it as collected and acting through a single point called the center of gravity. In ight, the airplane rotates about the center of gravity. Flying encompasses two major problems; overcoming the weight of an object by some opposing force, and controlling the object in ight. Both of these problems are related to the objects weight and the location of the center of gravity. During a ight, an airplanes weight constantly changes as the aircraft consumes fuel. The distribution of the weight and the center of gravity also changes. So the pilot must constantly adjust the controls to keep the airplane balanced, or trimmed. To overcome the weight force, airplanes generate an opposing force called lift. Lift is generated by the motion of the airplane through the air and is an aerodynamic force. Aero stands for the air, and dynamic denotes motion. Lift is directed perpendicular to the ight direction. The magnitude of the lift depends on several factors including the shape, size, and velocity of the aircraft.
Based on: Four Forces on an Airplane. 28 AUG. 2007. <http://www.grc.nasa.gov/WWW/K-12/airplane/airplane.html> by NASA Glenn Research Center. National Aeronautics and Space Administration. 14 MAR. 2006.
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As with weight, each part of the aircraft contributes to the aircraft lift force. Most of the lift is generated by the wings. Aircraft lift acts through a single point called the center of pressure. The center of pressure is dened just like the center of gravity, but using the pressure distribution around the body instead of the weight distribution. The distribution of lift around the aircraft is important for solving the control problem. Aerodynamic surfaces are used to control the aircraft in roll, pitch, and yaw. As the airplane moves through the air, there is another aerodynamic force present. The air resists the motion of the aircraft and the resistance force is called drag. Drag is directed along and opposed to the ight direction. Like lift, there are many factors that affect the magnitude of the drag force including the shape of the aircraft, the stickiness of the air, and the velocity of the aircraft. Like lift, we collect all of the individual components drags and combine them into a single aircraft drag magnitude. And like lift, drag acts through the aircraft centre of pressure. To overcome drag, airplanes use a propulsion system to generate a force called thrust. The direction of the thrust force depends on how the engines are attached to the aircraft. In the gure shown above, two turbine engines are located under the wings, parallel to the body, with thrust acting along the body centreline. On some aircraft, such as the Harrier, the thrust direction can be varied to help the airplane take off in a very short distance. The magnitude of the thrust depends on many factors associated with the propulsion system including the type of engine, the number of engines, and the throttle setting. For jet engines, it is often confusing to remember that aircraft thrust is a reaction to the hot gas rushing out of the nozzle. The hot gas goes out the back, but the thrust pushes towards the front. Action <--> reaction is explained by Newtons Third Law of Motion. The motion of the airplane through the air depends on the relative strength and direction of the forces shown above. If the forces are balanced, the aircraft cruises at constant velocity. If the forces are unbalanced, the aircraft accelerates in the direction of the largest force. Note that the job of the engine is just to overcome the drag of the airplane, not to lift the airplane. A 1 million pound airliner has 4 engines that produce a grand total of 200,000 of thrust. The wings are doing the lifting, not the engines. In fact, there are some aircraft, called gliders that have no engines at all, but y just ne. Some external source of power has to be applied to initiate the motion necessary for the wings to produce lift. But during ight, the weight is opposed by both lift and drag. Paper airplanes are the most obvious example, but there are many kinds of gliders. Some gliders are piloted and are towed aloft by a powered aircraft, then cut free to glide for long distances before landing. During re-entry and landing, the Space Shuttle is a glider; the rocket engines are used only to loft the Shuttle into space.
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Center Line
Runaway Designator
The numbers of runways are chosen based on their magnetic heading. The last number is omitted, i.e. if the runways heading is 283 it is named 28.
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270
90
180
A runway always has two numbers, depending on the direction of travel. This means that runway 28 (westbound use!) is actually the same strip of land as runway 10 (eastbound use!). Two parallel runways have the additional letter L for left and R for right, depending on the pilots view.
10L
28R
10R
28L
As a result of magnetic variation it might become necessary to change the runway designator.
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Aircraft registration A unique alpha/numeric designation for an aircraft. Airway A control area or portion thereof established in the form of a corridor equipped with radio navigation aids.
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The code word used to designate an alert phase. The load which can be carried on the aircraft on any one sector and is the difference between the allowed weight for take-off and the operating weight. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing (take-off alternate, en-route alternate and destination alternate). Planned alternative en route and destination airport(s) for a ight. The vertical distance of a level measured from mean sea level. A dened area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. A unit established to provide air trafc control service to controlled ights in control areas under its jurisdiction. A numeric expression of the position of the centre of gravity. The end points forward and aft of the range within which the centre of gravity must lie for safe ight. Deadload weight carried to achieve a particular balance condition. Loading piece by piece. A compartment where passenger seats are installed. Persons performing duties on the ight other than in the cockpit. A division of the cabin into zones for the purpose of balance. Any goods carried on an aircraft which are covered by an air waybill. A trafc document listing the details of the cargo to be carried on a ight. The nature of the load. The height above the ground or water of the base of the lowest layer of cloud below 6,000 m (20,000 ft) covering more than half the sky. (C of G) The C of G of an aircraft, is the point at which its total weight may be considered to act as a concentrated force. Segregation of passengers according to the facilities and services offered.
Alternate Airport Altitude Apron (= Tarmac, Ramp, Parking Area) Area control centre (ACC) Balance condition Balance limits Ballast Bulk Cabin Cabin Crew Cabin section Cargo Cargo manifest Category Ceiling
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The point to which an aircraft is granted an air trafc control clearance. That part of an aircraft from which the crew control the aircraft. Persons operating the ight in the cockpit. A space designated within a hold. An aircraft of which the cargo compartments are equipped with a unit load devices conveyance and restraint system, in order to accommodate aircraft containers or pallets. This may be either a wide-body or a narrow-body aircraft. An airspace of dened dimensions within which air trafc control service is provided to IFR ight and to VFR ights in accordance with the airspace classication. A level maintained during a signicant portion of a ight. The ight plan, including changes, if any, brought about by subsequent clearances. Articles or substances which are capable of posing a signicant risk to health, safety or property when transported by air and which are classied as such in the IATA Dangerous Goods Regulations. Baggage, cargo, mail, ballast and equipment in compartments not included in dry operating weight of the aircraft. A structural oor level. For aircraft having one structural level only, this oor level shall be referred to as the main deck. For aircraft having more than one structural oor level, the different oor levels shall be referred to as lower deck, main deck and upper deck, starting from bottom to top. The airport from which the aircraft last departed, using the same ight number.
Deadload Deck
Departure Airport
Destination Airport Ultimate intended terminating airport of a ight. DETRESFA Diplomatic mail Elevation The code word used to designate a distress phase. Governments property carried under special agreements. The vertical distance of a point or a level, on or afxed to the surface of the earth, measured from mean sea level.
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En route Endurance (END) Equipment in compartment Estimated elapsed time (EET) Filed ight plan
Equivalent to Through. Movement or point between point of departure and point of destination. The length of time an aircraft can continue ying under given conditions without refuelling. (EIC) Equipment which is carried on the aircraft but which is not manifested and which is not elsewhere included in the weight composition, such as additional ight kit. The estimated time required to proceed from one signicant point to another. The ight plan as led with an ATS unit by the pilot or his designated representative, without any subsequent changes. The operation of an aircraft between two or more points. A unit established to provide ight information service and alerting service. A surface of constant atmospheric pressure which is related to a specic pressure datum, 1013 hectopascal (hPa), and is separated from other such surfaces by specic pressure intervals. The alpha-numerical designator of a ight, prexed by a twoletter or three-character designator. Specied information provided to air trafc services units, relative to an intended ight or portion of a ight of an aircraft. A unit load device (ULD), including its load, which is positioned over at least two pallet positions, and is not secured by the pallet locking devices of the ULD restraint system, but is restrained to the aircraft structure by means of tie-down ttings and lashings. Fuelling and de-fuelling, aircraft fuel tank calibration, aircraft fuel ow tests and the draining of aircraft tanks. The integral part of the aircraft where pantry/catering material is stored.
Fuelling Galley
General declaration A standard document giving certain details about a ight required for aircraft clearance by government authorities in certain countries. Glide path Heading Hold A descent prole determinate for vertical guidance during a nal approach. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North. A space conned by ceiling, oor, walls and bulkhead, used for carrying load.
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Holding point
A specied location, identied by visual or other means, in the vicinity of which the position of an aircraft in ight is maintained in accordance with air trafc control clearance. The symbol used to designate the instrument ight rules. The code word used to designate an uncertainty phase. An expression of moment, i.e. weight x lever arm caused by weight added to the aircraft, in order to establish the C of G. Any item carried in an aircraft other than is included in the basic operation weight. A function to ensure the optimum utilization of the aircraft capacity and distribution of load as dictated by safety and operational requirements. A part of load control. An expression of the C of G of an aircraft after it has been fuelled and/or loaded. Stowing load or ULDs on board the aircraft in accordance with loading instructions. Instructions given by Load Control to the person responsible for the aircraft loading. Signed loading instruction, with any deviations recorded, passed back to Load Control for action as required. A completed loadsheet contains all weight data pertaining to a particular ight, i.e. the weight of the aircraft, crew, pantry, fuel, passengers, baggage, cargo and mail. It also contains where necessary details of the distribution of this load in the aircraft. Where quoted it is assumed that the fastest possible means of sending a message will be used. This refers to SITA, telex or data link. Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorological conditions. The procedure to be followed if the approach cannot be continued. The arrival or departure of an aircraft. The difference between total weight and the tare weight. A network of webbing afxed to an aircraft within its holds or to an aircraft ULD for the purpose of restraining a load within the hold or in the ULD.
Load planning Loaded index Loading Loading instruction Loading report Loadsheet
Message
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NOTAM
A notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard. The place from where the ight commences. A trafc document listing the names of passengers to be carried on a ight. The weight of passengers, baggage, cargo and mail and includes both revenue and non-revenue items. The pilot responsible for the operation and safety of the aircraft during ight time. An approach, executed by an aircraft, under the direction of a radar controller.
Origin Airport Passenger manifest Payload Pilot-in-command (PIC) (=commander) Radar approach
Radar identication The situation which exists when the radar position of a particular aircraft is seen on a radar display and positively identied by the air trafc controller. Ramp agent Repetitive ight plan (RPL) A person who supervises and co-ordinates on the ramp the tasks of ground handling for an aircraft departure or arrival. A ight plan related to a series of frequently recurring, regularly operated individual ights with identical basic features, submitted by an operator for retention and repetitive use by ATS units. A dened rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. A subdivision of a non-containerised/palletised compartment, i.e. net section. A load which, owing to its nature or value, requires special attention and treatment during the process of acceptance, storage, transportation, loading and unloading. The act of leaving a supporting surface, including the take-off run and the acts immediately preceding and following the leaving of the surface. The amount of fuel on board less the fuel consumed before the take-off run.
Take-off
Take-off fuel
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Tare weight
The weight of an empty ULD. It includes all liners and/or ttings, etc. when these are required by the specication or as registered with IATA. Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing. A dened path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including * aircraft stand taxi lane * apron taxiway * rapid exit taxiway Equivalent to Restrain/Secure/Lash, means the term used to describe the securing of the bulk-load or part thereof to xed restraint points within an aircraft or in a ULD, to conform to restraint and safety requirements. Attachment points for the tie-down equipment to secure load on aircraft and/or ULDs. The point where the nominal glide path intercepts the runway. The activity of the transportation of passengers, baggage, cargo and mail. Trafc which arrives on a ight and continues on another ight of the same airline or other airline within a dened time limit. Trafc which arrives on a ight and continues on the same ight. The amount of fuel planned to be consumed from take-off to the station of rst intended landing. The difference between the allowed trafc load and the payload (total trafc load). ULD. A unit in which deadload is bulk loaded and subsequently loaded as a unit into the aircraft Removing load from an aircraft. The designator used to indicate the aircraft conguration together with the details of the equipment carried. The symbol used to designate the visual ight rules. The term weight is used herein in lieu of the correct technical term mass, in order to conform to standard industry
Tie-down
Transit Trip fuel Underload Unit load device Unloading Version VFR Weight
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Impressum Austrian Airlines AG Ground Handling Training aircrafthandling.training@austrian.com in cooperation with OGS Editorial Head Ofce Austrian Airlines AG Ofce Park 2, P.O. Box 100 A-1300 Vienna Airport Copyright Copyright 2011, all rights reserved. No part of this publication may be reproduced, recast, reformatted or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or any other information storage and retrieval system, without prior written permission from the responsible editor. The training manual is an internal publication and shall only be used for the special Aircraft Handling and Ramp Supervision course of AAG-Group.
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7. Personal Notes
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