Professional Documents
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Cargo Operation - Manual
Cargo Operation - Manual
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TABLE OF CONTENTS
Chapter 1. Acceptance and handling of general cargo
Section 1.1 Preliminary necessary conditions (requirements) and deadlines
1.1.1 General provisions.
1.1.2 Cargo acceptance period ....
1.1.3 Preliminary requirements ...............
1.1.4 Unacceptable shipments .....
1.1.5 Customs export control and rules ...........................
1.1.6 Customs rules for import, transit and re-export .
1.1.7 Cargo delivery to the consignee .
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1.2 Aviation security of cargoes, mail, managers mail and service cargoes of the
airline
see Annex 1 to this Manual
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Chapter 6. Irregularities
Section 6.1 Irregularities in cargo handling .
6.1.1 Procedures for aviation occurrences
6.1.2 Responsibility
6.1.3 Messages.
6.1.4 Cargo irregularities
() Actions upon detection of leaking packages in transportation
(b) Irregularities in transportation of valuable VAL and diplomatic cargoes ...
(c) Irregularities in transportation of dangerous goods.......
(d) Responsibility
(e) Guidelines for actions in incidents involving dangerous cargoes.
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territory of which transportation of cargo is made, pertaining to such air transportation, meet the
requirements of aviation security and administrative formalities.
It is understood under the administrative formalities customs, sanitary-quarantine, veterinary,
phytosanitary and other controls established by the laws of the countries.
The shipper shall be liable for the compliance with the government import and export
formalities. They include obtaining necessary licenses, expert reports, certificates, permits,
certifications and other documents required according to national laws.
Cargo agents shall warranty that the shipper knows about relevant government requirements.
Transit cargoes, including under Interline agreements and Cargo code share, shall be carried in
accordance with this Manual, IATA requirements and Interline agreements and Cargo code share.
Cargo booking of shipments going the international customs transit on route legs after Saint
Petersburg shall be confirmed by Firav at the first opportunity as the dispatch time depends on
the execution of documents by specialists of the customs clearing group of the cargo terminal at the
customs authorities whose performance is beyond the influence of the air company.
The order by a cargo is carried out the shipper through the supervisor of airline or through the
cargo agent who has issued transportation. Re-export (return of a cargo to the shipper) the
international cargo are carried out in all cases of written refusal the consignee from reception of a
cargo. Charges on return (re-export) are compensated in full by the cargo agent, issued direct
transportation.
1.1.7
The consignee shall be notified regarding the arrival of cargo as promptly as possible. In
notifying the consignee attention should be paid to additional details about arrival stated in the air
waybill by the wording Also to notify. How to notify the consignee shall be determined on an
individual basis at each station (airport).
Cargo delivery shall be performed to an individual or entity stated in the air waybill as such
consignee. The cargo is allowed to be given to other persons provided that written instructions have
been received from the shipper. Document check of persons who receive the cargo shall always be
done. Delivery shall be certified by signature of the consignee or authorized person of the consignee
on the fourth copy of the air waybill.
Section 1.2 Aviation security of cargoes, mail, managers mail and service cargoes of the
airline
See Annex 1 to this Manual.
Section 1.3 Bans
1.3.1 General provisions
The ban is defined as a refusal of the air company, for a limited or permanent period, to take to
transport some or all of cargoes on certain flights or routes.
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1.3.2 Procedures
The Cargo Transportation Department (CTD) sets and cancels bans.
Any station (airport) which desires to set or cancel a ban shall forward a request with a detailed
validation of the reason for such request.
Such bans are sent as SITA-messages or E-mail messages. These messages will be distributed
among supervisors of the air company. Supervisors at the stations shall communicate such ban to all
parties involved in cargo carriage (shippers, cargo agents, cargo service companies, etc.). Bans to
cargo agents working at the Pulkovo base airport shall be distributed by cargo and mail cargo
transportations department.
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Live animals
Drugs, medications
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General provisions
Transfer cargo accepted for carriage after confirmation of bookings at all legs. In carriage of
transfer cargo the cargo agents shall issue the air waybill showing transfer airports, flight number and
date in it. Further transportation of transfer cargoes with a broken packing is allowed after removal of
failures in packing to be removed by the carrier who transfer this cargo, and execution of report.
(b)
Cargo manifest for transfer and transit cargoes
Cargo manifests for transfer cargoes are executed to the point of transfer. The cargo is placed at
the cargo terminal of transfer and after the required customs formalities it goes further under the
newly issued cargo manifest. Transfer cargoes on domestic flights are shipped under the newly issued
manifests.
The cargo manifest for transit cargo is handed over to the crew at least in 4 copies to each
station (airport):
- 1 copy, signed by the employee of airline responsible for loading AC and the acceptance of
cargo remains at the cargo terminal of departure;
- 2nd copy is given to the cargo terminal of the airport of transit for record of the work
performed, if the cargo is transshipped due to the replacement aircraft;
- 3rd copy with the signature of the cargo terminal loader of the destination airport of cargo
unloading is attached to the records of the flight (flight task) and shall be surrendered to the economic
department of the airline;
- 4th copy shall be submitted together with documents to cargo terminal loader of the airport of
destination.
A cargo manifest for transit cargo can be transferred to the cabin crew with a more number of
copies.
The air company does not have its cargo manifests, each cargo services company issues cargo
manifests under its logo.
1.8.6 Storage of cargoes
Cargoes are stored at the cargo warehouse (terminal) under supervision. Cargo terminals must
be equipped with necessary facilities and premises intended for storage:
- Dangerous Goods;
- Radioactive materials;
- Other special cargoes, such as human remains, live animals, perishables, valuable and
vulnerable, oversizes, heavy and fragile.
Special precautions for storage of valuable cargo (see section 2.2 COM) and vulnerable cargo
(for example, clocks, radios, photographic equipment, mobile phones, etc.) are installed according to
local conditions. The entire special cargo shall be treated in accordance with the applicable
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procedures of Chapter 2 COM and the requirements of existing IATA manuals for their handling.
Warehouse inventory-taking shall be performed on a regular basis, at least once a week to have
on hand a precise idea of placing cargoes in the warehouse in accordance with the data of air
waybills. In case of irregularity detection further steps set forth in Chapter 6 COM shall be taken.
Quarterly inventory reports shall be forwarded by specialists of the Pulkovo Cargo Terminal to
cargo transportation department of the airline, if the reports contain information about cargoes with
stock 195 - ...
The cargo shall be protected from adverse weather conditions: rain, cold, high temperature, etc.
Special cargoes often require special storage measures. In addition, storage instructions contained in
the air waybills and/or attached to the packages must be fulfilled to the extent possible in actual
warehouse.
1.8.7 Communication of information (FFM/FWB messages)
Messages for cargoes shall be sent in accordance with the manual for the exchange of cargo
messages (Cargo Interchange Message Procedures Manual). This manual shall be used in operations
all members of the IATA involved in cargo carriages. The purpose of these messages is to ensure
uniformity and mutual understanding, accuracy and streamlining of data exchange between airlines,
service companies and other participants in the cargo industry, including agents, brokers and
customs. Messages meet the IATA Cargo Resolutions because they relate to cargo procedures.
Messages can be sent either manually or by using various computer programs. Message is the lowest
unit of information, which is performed between the sender and receiver of information for a
predetermined goal. The message shall consist of a message ID code and text of such message.
In operations for shipping cargoes from St. Petersburg the airline uses the following messages of
FWB formats. If necessary, message of FHL format which includes information on the consolidated
cargo can be sent, but the airline does not accept for carriage consolidated cargo.
For operation on sending cargoes at performance of flights from the base airport serving cargo
company " Cargo terminal of the Pulkovo " sends messages of format FFM to cargo warehouses of
airport of destination to the addresses coordinated with airline.
The cargo serving companies from the not base airports are obliged to send messages of format FFM
to address of " the Cargo terminal of the Pulkovo " on SITA to LEDFFXH address.
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and holidays and times when special security measures cannot be met;
- Transportation must be booked and confirmed;
- Special attention should be paid to the cargo to be packed according to packing standards and
sealed.
Valuable cargo should not be taken in the combined load in the unit load device, unless the
total shipment includes the valuable cargo only.
2.2.5 Documentation
The air waybill shall include a true description of the contents, and special handling
information encoded by letters "VAL" or "VUN" in the AWB "The name and quantity of cargo."
Accurate data are needed to specify the weight and size of the package.
The need for special handling is encoded by words "VAL", or "VUN" which is included in the
cargo manifest.
2.2.6 Packing and marking
All packages should be carefully examined during acceptance for a lack of defects. Each
packing shall be subject to control weighing for the compliance of the weight with shipping
documents.
All packages should be securely closed and sealed, the contents carefully packed.
Packaging should not have labels or markings, drawing attention to the nature of the content.
Sacks and bags made of canvas or other soft material should be marked by tie-on labels.
Sticking by adhesive labels is prohibited because they may conceal holes or loose stitch of the fabric.
If the sack or bag has sticker labels affixed by the shipper, then they should be removed in the
presence and upon authorization by the shipper before accepting a bag for transport.
2.2.7 Message transfer
(a) Preliminary telex
To ensure the safety of VAL on arrival all the involved stations (airports) must be pre-notified
transportation on all VAL carriages.
All stations (airports) involved in carriage must acknowledge the receipt of the preliminary
telex, shipping cannot be done, if no confirmations are received for the originally scheduled flight.
Such preliminary telex shall contain the following information:
- VAL note;
- flight number and date;
- air waybill number;
- number of packages and weight in kilograms;
- other relevant information.
(b) Loading telex
To ensure safety of VAL on arrival, VAL telex must be sent after departure of the flight to all
involved stations (airports).
Telex on loading should contain the following information:
- VAL note
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2.2.10 Notification to the captain crew (see 1.8.3 COM and 3.9 GHM)
At the Pulkovo base airport a notification to the AC captain about VAL is made through the
briefing and balance dispatchers.
At then off-base airport notification about VAL to the captain is made by a supervisors of the
airline or the scheduler of loading.
The employee of airline responsible for loading the AC and flight attendant in charge of
receiving the cargo is notified about carriage of valuable and vulnerable cargo at delivery of the
cargo manifest to him and air waybills to the cargo.
2.2.11 Deviations from the planned route
If for some reason the flight deviates from the planned route and returns to the airport of
departure, the AC captain notifies the commercial channel of the airport of intended landing on the
availability of VAL cargoes on board requesting to inform the supervisor of the airline. If there is a
supervisor of the airline at the airport of the unplanned landing, such supervisors shall be responsible
for ensuing safety of VAL cargoes. If the flights deviates to the airport where the airline supervisor is
not available, the captain is responsible for ensuring the safety of VAL cargoes. One cabin crew
member must always be present in the baggage compartment with VAL cargoes until local security
measures are taken in accordance with existing standards. If it is not possible to delegate the
responsibility to a cabin crew member, the AC captain should inform the local ground handling on
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the availability of VAL cargoes, seal the door, hand over for custody of the Aviation Safety and
notice that the sealed door could be opened in no case.
For a valuable cargo to be loaded without barriers, the attending security (escort) should place
the goods in an armored type of vehicle corresponding to local regulations and to drive the shortest
permissible route to the aircraft. Escort controls the loading of valuable cargo until the last package is
loaded to the baggage hold.
Escort must first obtain permission to travel around the airport, in writing, indicating all the
members of the team of loaders and supervisors.
Escort must have under continuous observation the baggage hold door until it closes after
loading. Escort must be near the plane, until they begin to tow it or it starts moving on its own
propulsion.
(b)
Escort shall arrive to a parking before the aircraft is parked. If the flight arrives ahead of
schedule, the hatches of baggage holds cannot be opened until arrival of escort or local airline
supervisor.
Escort should always have in sight a hatch of the baggage hold, control unloading of primarily
valuable cargo. For smooth unloading of valuable cargo the consignee shall notify the Airport
Authority and the cargo terminal on the expected valuable cargo, man the unloading brigade known
to it, receive a written permission to enter the territory of the airport to all members of the escort and
unloading brigade. After unloading, escort will visually inspect the external condition of the cargo.
Travelling around the airport is ensured by an official of the aviation security service, which
must also verify the identity of all members of the escort, checking the appropriate identification.
Escort must place the goods in an armored type of vehicle agreed upon and move by the
shortest permissible route to the cargo terminal or to move away from the airport.
The cargo is placed in a strictly protected area under the supervision of an escort.
2.2.13 Registration
Registration procedures should be performed for all valuable cargoes. The following must be
registered:
- Date and time of placing the cargo in a safe area, the identity of the person authorized in this
zone;
- Date and time of removing the cargo from the safe zone, the identity of the person authorized
in this zone;
- Any other data required by local laws.
Registration must be signed by an authorized person.
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examined passengers' baggage and not deviate in the direction of the wrong customs clearance and
delivery methods (receipt).
Section 2.4 Live animals
2.4.1 General provisions
Transportation by air of live animals is determined by international rules:
- IATA Regulations for Live Animals establish basic order for air transport of live animals. They
define the type of a special container to use and procedure for loading and unloading of specific types
of animals. Particular attention is given to the animals feeling comfortable, as well as service
personnel safety and preventing damage and contamination of the aircraft;
- SITES convention.
In the carriage of live animals by air transport it be should taken into account several factors,
most important among which are:
- The kind of animals to be carried, their characteristics, breed, sex, age and weight of each
exemplar;
- Their condition, such as the nature of hairstyles, pregnancy, winter or summer fur, weaning or
suckling cubes, etc.;
- Type of packaging;
- Type of aircraft;
- Environmental conditions in the baggage compartments: the speed and direction of ventilation
airflow, providing heating or cooling;
- Environmental conditions during the intermediate landings and climatic impact of terrestrial
conditions during loading, unloading and transportation;
- Best location in the cargo compartments;
- Availability of other goods that may affect animals;
- The need for care during the flight;
- Availability of land space for maintenance of the animals;
- necessary documents such as certificate of the shipper for live animals, a certificate of health
condition, veterinary passport, cheep of animals and etc.
Live animals must be transported in accordance with the SITES Convention, IATA Live Animals
Regulations and this Manual.
Live animals shall only be loaded into the appropriate compartments of an aircraft designated by
the carrier, taking into account the needs of animals.
The airline transports live animals on maintained AC in following luggage holds:
- AC -319, 320 - in a back baggage hold;
- AC -148 - in all baggage holds;
- AC Boeing-767 - in a back compartment for loading a bulk cargo.
In the carriage of any type of live animals basic requirements for the environment and conditions
must be clarified at the shipper or passenger and/or taken from the IATA Live Animals Regulations,
given the conditions during the flight (range of temperatures and oxygen demand) and possible
climatic impacts on the ground during transit stops. As for loading, securing, animal orientation
relative to the longitudinal and transverse axes of the aircraft should be checked with the
shipper/passenger. At the same time the shipper/passenger must present the requirements for feeding,
ventilation and temperature. These requirements should be on the container. The company
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requirements should also be checked to ensure that the conditions at the proposed cargo compartment
can be adjusted to meet these requirements.
The flight crew must be notified in the form of "special cargo - the notification to the aircraft
captain" NOTOC (see 1.8.3 Section 1 part 2 COM) of any shipments of live animals, and necessary
actions for the control of heating/ventilation. The number of animals to be transported is measured in
accordance with the schedules "Livestock Transportation Manual" by types of the AC.
The shipment of live animals should be treated as wet cargo, and should be marked as AVI in all
documents.
Where necessary, the floor of the container (cage) must be covered with absorbent material such
as wood chips, peat or sawdust. Use of hay or straw should be avoided because of the ability to
burning and, according to the requirements of quarantine in some countries.
Laboratory animals that carry infectious diseases transmitted to humans shall only be transported
by special arrangement with the carriers and the government.
When the aircraft is fully loaded with live animals air conditioners should be used when loading
and transit, and immediately be connected on arrival at the destination point.
Loading and unloading of animals to and from the container (cage) must be performed by the
shipper / passenger, consignee or when there is an agreement, by qualified service personnel. Land
transportation and loading/unloading must be done carefully so as not to disturb the animals.
The shipments of animals should not be left without need either outdoors or in the aircraft if the
flight is delayed.
2.4.2 Packing requirements
Animals can only be accepted in the relevant special clean containers (cages), which must be
protected from pouring or leakage of contents (to have high sides), and also exclude the possibility of
escape of animals.
Containers (cages) must be constructed in accordance with the IATA Live Animals Regulations
and to allow service personnel to treat the cages of animals without risk to themselves.
If it is intended to stack, the containers must be strong enough to prevent the destruction of the
lower layers.
Minimum requirements for packaging are determined by the IATA Live Animals Regulations
which set specific requirements for container (cages) for each type of animal.
Labels that tell about the contents of the container shall be affixed to each container with live
animals, unless other requirements are provided for such container.
Arrows showing the correct upright position of the container, the marking should be as far as
possible on all four sides of the container.
2.4.3 Loading to the aircraft
Live animals must be loaded in cargo compartments of the aircraft.
Containers (cages) of live animals shipments prior to loading should be checked.
Animals should be loaded immediately before the departure of the aircraft, unloaded as soon as
possible after its arrival.
Containers (cages) with live animals should stand even and straight.
Containers (cages) with live animals should not be placed directly on the floor of the aircraft
but on the planks to prevent the transfer of cold from the AC fuselage to containers.
Live animals shall not be loaded inside a closed unit load device, except for some types, such as
tropical fish.
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In the loading of containers on pallets "needle", the cages should be placed next to the hole of
such "needle", with the main ventilated wall turned to the open side of the needle. The needle
shell "needle" should remain closed.
Containers (cages) must always be tied or secured to prevent hits, or falling a container with the
animals during takeoff, landing and during flight. Means for tying or fixing the cages must be
provided by the shipper or agent who executes transportation.
Containers (cages) must be stowed so that there is enough space between the cages and other
cargo, which guarantees adequate air circulation. Cages should not be under other cargoes.
Depending on the number of containers (cages) with animals attention should be paid to storage
to prevent the destruction of the lower levels:
- containers should be available without the need to produce their unloading when it is needed
care for animals at transit stops;
- In case of unforeseen delays it is required special care in accordance with the instructions of
shippers / passengers, such as opening of compartment doors, supplementary feeding/water,
unloading, etc., if necessary;
- Containers should not be loaded directly in front of or under the vent openings or come into
contact with the floor, walls, or interior lighting.
Live animals should not be loaded next to the other cargoes that may have a negative impact on
their health and condition.
Animals that are natural enemies should not be loaded next to each other.
If males and females are loaded into the same compartment or hold, they must be kept as far
away from each other as possible.
Animals cannot be loaded next to the cryogenic liquids (RCL), carbon dioxide (dry ice) (ICE)
and food (EAT).
Animals cannot be loaded into one compartment with poisonous (RPB) and infectious (RIS)
substances.
Live animals can be loaded with radioactive material, provided that dividing distances specified
in the IATA DGR are met.
When transporting birds on long-haul flights, the lighting in the cargo compartment must be
enabled to give the birds an opportunity to eat during the flight.
The shipments of laboratory animals (SPF) should be loaded separately from other animals to
reduce the risk of infection or spread of infection.
The presence on board a cargo of live animals and all necessary actions to manage heating and
ventilation must be reported to the crew by filling the forms for notification of the aircraft captain NOTOC on the presence on board a cargo of special categories.
If there are a shipment of live animals on board, it should also be specified the code of the cargo
of live animals (AVI), for example, AVI/M, in the appropriate boxes of consolidated load sheet and
message about loading the aircraft, which specifies the place of loading and weight.
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The accompaniers (if any) should have experience of dealing with and transportation of
animals. Use of sleeping pills during the flight to calm nervous animals is performed by trained
animal accompanier.
2.4.5 Sanitation and hygiene (General provisions)
After the delivery of live animals to the destination airport, the container (cage) of the carrier (if
available from the carrier) should be thoroughly cleaned and washed and disinfected before returning
to reuse in accordance with the requirements of the countries of export, import and transit. Airline
has not the container (cage) for transportation of live animals.
It is recommended that any equipment that is in direct contact with animals are not taken to the
aircraft prior to disinfection and washing with clean water to remove any traces of disinfectant, which
could cause structural damage to the aircraft.
If possible, it is necessary to organize a veterinary examination for injured animals or those who
became ill during carriage.
If possible, arrange removal of sick or dead animals from containers (cages). Such actions should
only be undertaken in consultation with an expert the state sanitary-veterinary authorities and be
executed as a short note. When, for whatever reason, such actions cannot be done, airports along the
route and destination points should be informed thereabout
After unloading of containers (cages) the relevant compartments of the aircraft must be inspected
and cleaned in the case of leaks or wet.
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Poultry is very sensitive to climatic changes, such as changes in temperature and humidity. The
optimum temperature range is between 15 C to 20 C.
As poultry is usually transported in large quantities, it should be taken care of ensuring adequate
air circulation and proper, excluding their damage, stacking of boxes:
- Boxes with poultry cannot be loaded into the closed unit load devices;
- For land and air transport as well as during storage, boxes of poultry must not be covered with a
plastic film or tarpaulin, unless it is required by ground weather conditions such as rain;
- at least 40 cm must remain between the top boxes and the ceiling of the aircraft in stacking
boxes with poultry;
- dividing intervals to ensure adequate should be left for air circulation between boxes in stacking
boxes of poultry.
2.4.8 Transportation of decorative fish
Decorative fish (both tropical and living in cold water) must be transported in polyethylene
bags, 1/3 filled with water. The remaining 2/3 of the bag must be filled with pure oxygen. The
shipper is responsible for usage of ice cubes or different chemical matters (such as methylene blue),
volume of water in the container and number of fish there.
Polyethylene bag must be packed with flexible band and also it must be put into another bag,
packed in the same way.
Both bags with fish are put into outward hard enough container of cardboard, wood or
woodworking industry waste, any plastic, or polystyrene. In order sharp edges or locks of the outer
container do not break the inner package, it is recommended to use an outer container from
polystyrene or stack the sheets of polystyrene plates on all sides of the container, including top and
bottom sides.
When transporting tropical fish, every container must be provided with necessary heat
insulation for keeping water 20 C at least for 48 hours.
Tropical fish should be placed in locations where the ambient temperature reduces the heat to a
minimum.
Detailed information regarding the acceptance, handling and loading of live animals is described
in the IATA Live animal Regulations, and if transportation of live animals takes place through the
territory of the Russian Federation - in the RGP-85. The cargo service company must ensure that the
current edition of the LAR is available to cargo personnel to guide when booking, accepting and
handling.
The term live animals includes live animals, birds, mammals, reptiles, fish, amphibians and
crustaceans.
Information about the loaded live animals should be transferred to the AC captain in the form of
NOTOC (Information to the crew about special cargo).
2.4.9 Acceptance
Live animals may be accepted for transportation when full documentation is in place (1.3.1,
2.2, 7 LAR):
- Air waybill;
- Certificate of the shipper;
- The reference to convention SITES (if applicable)
- Permission to import/export (if applicable);
- Veterinary certificate (for animal health);
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- veterinary passport.
and fulfilled all the requirements on the chip inside and for packaging.
Before the acceptance of live animals confirmation should be obtained from the airport
(station) of destination that permission for such imports is provided by the veterinary and sanitary
authorities. The airline transports mainly domestic animals (dogs, cats, chinchillas, parrots, etc.), dayold chicks as a rule in the presence of an accompanying person.
Checklist on acceptance of live animals must be completed in acceptance of live animals
(Annex 2 COM).
Comment: the shipment of live animals from RF to Finland is prohibited.
(a) Exclusions for domestic transportation
Live animals are transported on domestic Russian flights in compliance with the RGP-84 on the
transport and production of documents.
2.4.10 Messages
(a) Preliminary telex
To arrange necessary handling and obtaining a permit a preliminary telex must be sent to
stations (airports) involved.
Such preliminary telex shall contain the following information:
- Note - AVI
- Type and number of animal
- Flight number and date
- number of air waybill
- Number of packages and weight of shipment in kilograms
- Name, family and telephone number of consignee
- Other additional information
Confirmation of booking is made after obtaining consent to the importation of live animals
from the airport of destination.
Telex about live animals loaded must also be filled on the sample of a preliminary telex and
sent.
Section 2.5 Human remains (cargo-200)
2.5.1 General provisions
Due to the sanitary and quarantine requirements import of human remains is strictly
controlled by most countries. In many cases, prior permission must be obtained to import, and must
be respected diplomatic formalities. Therefore, necessary measures should be taken for execution of
transportation of human remains, other than for transportation of cremated remains.
About handling human remains see information TACT Rules and Airport Handling Manual
by country.
Information about the loaded human remains should be transferred to the AC captain in the
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2.5.6 Restrictions
There are restrictions by dimensions (sizes) of coffins accepted for carriage depending on AC
type.
2.5.7 Preliminary telex
A preliminary telex should be sent for confirmation to accept (import) to station (airport) of
destination.
Such preliminary telex shall contain the following information:
Note - HUM
- flight number and date
- number of air waybill
- number of packages and weight in kilograms
- other additional information
Telex about shipment must also be filled in.
Section 2.6 Diplomatic cargo
2.6.1 General provisions
Diplomatic materials may be transported as diplomatic cargo.
Regular procedures for execution of documents and cargo handling are applied.
2.6.2 Acceptance and documentation
The contents should be described in the air waybill as "Diplomatic cargo" or "Diplomatic
mail".
2.6.3 Packing and marking
Diplomatic cargo and mail are usually shipped in locked bags or pouches. Particular attention
should be paid so that bags are properly labeled, and the old markings are removed.
2.6.4 Handling and loading
When a diplomatic cargo arrives to the cargo terminal for accepting, delivery, or transfer, the
cargo must be immediately checked for compliance with the air waybill and placed in the area
protected from unauthorized access.
For a diplomatic cargo that, because of its size or some other reason cannot be placed in the
safe zone, special security measures should be taken for its safety.
Section 2.7 Dangerous goods
2.7.1 General provisions and the airline policy
The airline policy in the transport of dangerous goods is based on the requirements of the
Russia FAR "Transportation of Dangerous Goods Regulations by Aircrafts of Civil Aviation",
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"Technical Instructions for the Safe Transport of Dangerous Goods by Air" UN publication (TI),
Dangerous Goods Regulations - the IATA edition ( DGR).
The distribution of responsibility between the commanding and management staff
1. Head of the Cargo transportation department for transport is responsible for:
- Organization of transportation of dangerous goods in accordance with the current edition of
TI and DGR;
- The contents of Chapter 9-A OM "Carriage of Dangerous Goods and Weapons", Cargo
Operation Manual regarding the organization of transportation of dangerous goods;
- Timely order and purchase the latest editions of TI and DGR;
- introducing amendments that have occurred in recent editions of TI and DGR, in the relevant
procedures, regulations, manuals, training programs.
2. Director of the Department for Aviation Security Management and Regime of airline is
responsible for ensuring the aviation security in transportation of dangerous goods in accordance with
the aviation security regulations, aviation security program, TI in part regarding aviation security.
3. Director of the Department for Safety Flight Operations Management exercises general
control over all matters relating to the carriage of dangerous goods.
The Director of the Department for Safety Flight Operations Management is responsible for:
- Informing the management of entities related to the carriage of dangerous goods, on all
aviation accidents and incidents involving dangerous goods
- keeping of documents related to aviation accidents and dangerous cargoes for two years;
- Evaluation of DG incidents to initiate pre-emptive and corrective actions if necessary;
- Their actions in the contacts between the airline and the management of entities associated
with the transport of DG;
- His actions as the chief representative of the airline in investigations related to the DG
incidents.
The Commanding and management staff of the airline is responsible for:
- Training of aviation personnel for transportation of dangerous goods in compliance with the
TI and DGR requirements.
All personnel associated with the transport of dangerous goods must be trained in accordance
with the requirements of "Technical Instructions for Safe Transportation of Dangerous Goods by Air"
(TI), Dangerous Goods Regulations (DGR) programs approved by an authorized body of RF CA.
The airline has given out by Federal agency of air transport () constantly operating
certificate of operator, resolving realization of a commercial airline traffic as it is certain in applied
operational specifications AC. In approved operational specifications of all AC the special
sanction transportation of dangerous cargoes, except for sharing nuclear materials is authorized to
airline.
2.7.2 Compliance with Technical Instructions (TI) and Dangerous Goods Regulations
(DGR)
(a)
General provisions
Dangerous goods are substances which are in transportation, loading and storage can cause
explosion, fire, injury or damage to the aircraft and its equipment, buildings, cargo, baggage and mail
at airports or on board the aircraft, and also injury, poisoning, burns, or exposure to radiation of
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humans or animals and which are named in the list of TI Dangerous Goods and DGR and which are
classified according to these documents.
The managers of service cargo company responsible for handling cargo at each station (airport)
bears the responsibility to use only the current edition of the TI and the DGR. Earlier editions should
be destroyed.
Annually, after the release of new editions of the TI and the DGR, amendments are made to the
existing documents on the arrangements of DG transportation.
References to this subsection indicated in brackets (DGR xxx) refer to the latest current edition
of DGR.
(b) Responsibility of the staff
Dangerous goods can be transported safely by air, when all the terms of the existing editions of
TI and DGR are fulfilled. Safe transport is achieved when the staff, including cargo handling agents
complies with DGR and TI at the acceptance, handling and transportation of these goods.
- The shipper is responsible for the correct classification, identification, packaging, labeling and
prepay Shipper Declaration for Dangerous Goods and other documentation for the carriage
of dangerous goods (DGR 1.3).
- Cargo managers (heads of service companies) at the stations (airports) are responsible for
ensuring that there are properly educated and trained teams to perform acceptance and
handling operations of dangerous goods.
- Cargo terminals (service companies) are responsible for appropriate warnings are posted at
the areas where the cargoes are accepted, making information available on the transport of
dangerous goods.
- Members of the warehouse acceptance teams (delivery/acceptance persons, warehouse
managers) are responsible for acceptance not damaged and leaking packages of dangerous
goods to the warehouse and correct placement for storage.
- Members of the load teams are responsible for acceptance of DG not damaged and leaking
packages from the warehouse, their transportation to the aircraft, loading in AC baggage
holds according the instruction of the balance dispatcher or the scheduler of loading and
their fastening in baggages holds.
- At the Pulkovo base airport the chief engineer for DG is responsible for accepting dangerous
goods with the use of acceptance checklists, issuance of the NOTOC in hand-written form
and fill electronic form inserting of Dangerous and special cargo AC OpenSky/Ops. In
off-base the airports the responsibility for reception of dangerous cargoes with use of
verifying sheets of reception is assigned to the prepared personnel of the cargo serving
companies, and for preparation and transfer NOTOC to AC captain - on the scheduler of
loading of concrete flight of airline.
- At the base airport the flight dispatcher has responsibility for print and transfer to AC captain
of filled form NOTOC about a dangerous cargo from the inserting Dangerous and special
cargoes AC OpenSky/Ops during passage flight crew of preflight preparation before
concrete flight;
- At the base airport of the Pulkovo the balance dispatcher of airline bears the responsibility for
print and transfer prior to the beginning of loading to the employee of the airline
responsible for loading , filled form NOTOC about a dangerous cargo with the inserting
Dangerous and special cargoes AC OpenSky/Ops;
- In not base the airports the scheduler of loading bears the responsibility for the exact and
correct instruction about accommodation of a dangerous cargo by the plane, entering of the
information on a dangerous cargo onboard AC in the summary loading sheet (Load sheet
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All personnel bears the responsibility for informing and reports if not declared or it is wrong
declared dangerous cargoes are found in a cargo or mail.
2.7.3 Restrictions
Some dangerous goods are so dangerous that they are forbidden for transportation by air under
any circumstances (DGR 2.1), other substances can be transported under the government exemption,
some may be carried only by cargo aircraft, while others are acceptable for transportation by both
cargo and passenger aircraft. There are also other restrictions on transportation of dangerous goods
permitted for transport by air which are set out in the The list of dangerous goods of TI and DGR.
Both the governments and the operators may impose other restrictions called discrepancies
(DGR 2.9).
To transport dangerous goods in the aircraft cabin occupied by passengers, in the cockpit of the
crew or flight deck are prohibited, except for DG, listed in OM-A 9.4.4., Table 2.3 A DGR.
All reasonable precautions must be taken to ensure that dangerous goods prohibited under any
circumstances, were not loaded to the aircraft and transported. For the transport of certain types of
prohibited shipments of dangerous goods, if DG cannot be delivered by other modes of transport or
in case of emergencies to save human lives, it may be issued government exemptions, but the
approval of the airline is required.
There are certain categories of dangerous goods (substances) transported by plane, for which
there are own restrictions:
- Dangerous goods carried by passengers or crew (DGR 2.3, Table 2.3 A DGR)
- Dangerous goods of the operator (DGR 2.5)
- Dangerous goods in airmail (DGR 2.4)
- Dangerous goods in excepted quantities (DGR 2.7), radioactive material in excepted packages
(DGR 10.5.9) and biological substances, category B (DGR 3.6.2.2).
(a) Prohibitions on dangerous goods
The cargo transportations department sets and removes restrictions (prohibitions) on
transportation of dangerous goods.
Any station (airport) willing to install or remove the bans should send a request with a detailed
justification of the reasons.
Bans are transmitted by SITA-messages or email. This notification is sent to all supervisors of
the airline and cargo agents.
Airline supervisors and agents advise of the bans to all appropriate parties.
NOTE: ROSSIYA AIRLINES OJSC DO NOT TRANSPORT RADIOACTIVE MATERIALS,
INCLUDING EXCEPTED PACKAGES.
2.7.4 Acceptance of dangerous goods
The staff designated for acceptance of general cargo must be trained according to the category
7 (DGR 1.5). If the training program includes requirements related to the acceptance of dangerous
goods which do not require a shipper's declaration, they can, using the appropriate checklist of
acceptance, take shipments of dry ice.
The staff of the operator and the cargo service company designated for the acceptance of
dangerous goods using the acceptance checklist must be trained in accordance with Category 6 (DGR
1.5). The staff designated for acceptance, handling and loading of dangerous goods must be trained
according to category 8 (DGR 1.5).
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In international carriages the English and Russian language (the language of the destination
country, if applicable) shall be used for marking and execution of documentation, and in domestic
transportation shall be used the Russian language.
(a) Transport of dangerous goods under government exemption and approval of the operator
Dangerous goods described in DGR 2.1.2 cannot be transported by plane unless the
government exemption is received according to DGR 2.6.1. It also requires the approval of the
airline.
The cargo transportations department (GTD) may apply to the Director-General for permission
to transport dangerous goods, following a government exemption in the compliance of special
provisions (such as A1, A2).
The shipper should receive clearing according to positions of the transport of the Rules
approved by the Ministry, before reception of a similar cargo should contact GTD airlines and send
copies DGD, the state clearing and all applied documents personally, a fax or other means. If the
airline will agree on this transportation, shipment should be checked up according to normal
procedure of check, but also on conformity to conditions and requirements of clearing and the
consent of airline.
(b) Transportation of dangerous goods in the unit load devices of the shipper or cargo agent.
Unit load device, containing other dangerous goods then described below, should not be
accepted for carriage in containers from the shipper and/or cargo agent:
- A freight container for radioactive material. Restrictions during loading, depending on the
type of aircraft, must be met (COM 3.7.6.5);
- Container, pallet or tray containing consumer products ID 8000 packed according to packing
instruction Y963;
- Container, pallet or tray containing dry ice, UN 1845 used as refrigerant for non-dangerous
goods. Restrictions on the number depending on the type of aircraft and baggage compartment must
be met (COM 2.7.6.7);
- Container, pallet or tray containing magnetized material UN 2807. Approval of the airline
should be obtained.
(c) Use of the acceptance checklist for dangerous goods
Before accepting dangerous goods for transportation, the shipment must be tested using the
acceptance checklist of dangerous goods to ensure to the maximum extent possible that dangerous
goods are properly classified, packed, marked and that the packaging, the outer packaging and
containers are not damaged or have leaks, the containers (pallets) of dangerous goods are properly
marked and labeled, the shipper's declaration and other documents for the carriage of dangerous
goods are filled in correctly, as required by IATA DGR.
The heads of the CTD is responsible for introducing the relevant changes in the acceptance
checklists of DG.
The airline maintains:
- acceptance checklist of non-radioactive dangerous goods (Annex 2 COM);
- acceptance checklist of radioactive dangerous goods (Annex 2 COM);
- acceptance checklist of live animals (Annex 2 COM);
- acceptance checklist of dry ice (Annex 2 COM).
The cargo service companies must use the acceptance checklists of the airline (Part C Annex
COM) or the acceptance checklists placed in last operating editions DGR.
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Packing, marking and documentation should be carefully examined and a decision to refuse or
to accept is taken until the examination procedure is not finished, and the applicable acceptance
checklist is completed not in full. Conditions of safety are the main requirement and if there is any
doubt, the shipment should not be accepted.
(d) Acceptance of biological substances, Category B (RDS) and dangerous goods in excepted
quantities (REQ).
Acceptance of biological substances, Category B (RDS) and dangerous goods in excepted
quantities (REQ) does not require, according to the provisions of DGR, using the acceptance
checklist.
(e) Dangerous goods acceptable for transportation
If the shipment is acceptable for transportation and there is no reason for refusal, a copy of the
acceptance checklist shall be attached to air waybill together with the shipper's declaration for
dangerous goods DGD and other documents. The shipper's declaration for dangerous goods (DGD),
air waybill (AWB), acceptance checklist must be filled in accordance with the requirements of the
state where the shipment is accepted and the requirements of the current DGR. A special form of
"Information of the crew about special cargo (NOTOC) must be filled in accordance with COM
3.7.7.2.
(f) Rejected shipments of dangerous goods
If the shipment of dangerous cargo is not accepted for carriage for any reason, this should be
shown in the acceptance checklist, the cargo and documentation is returned to the shipper or cargo
agent. Packages with the cargo and documents not accepted should not be found together with the
goods and documents accepted.
In cases where unacceptable packages grossly violate aviation security (damaged packaging,
with signs of leaks, with restrictions clearly failed) a relevant procedure of the report should be
performed (COM Part B 2.7.9).
(q) Re-check
If the rejected cargo is again requested for transportation, all aspects must be checked again,
but not immediately after the goods have been rejected from transportation.
(h) Placement of dangerous goods after acceptance
Rejected packages should not be in the same area with accepted. Accepted packages should be
moved to the applicable warehouse areas intended for storage, handling and loading of dangerous
goods.
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should be examined for presence of appropriate marks and signs on danger, integrity of packages,
overpacks, freight containers and absence of damages and traces of leaking.
Leaking or damaged the packages, overpacks and freight containers (including packages,
overpacks and containers with radioactive materials) should not be loaded into the aircraft, on/in the
ULD, should not be delivered to the aircraft or carried by other modes of transport, unless they are
repackaged by qualified personnel trained in the duties of the shipper. When damages, leaks or
contamination appear, COM 2.7.8. should be performed.
Before loading in the plane and unloading from the plane of ULD, containing dangerous goods,
they should be examined for presence of the filled labels warning of loaded dangerous goods,
absence of damages, pollution or traces of leaking. ULD with traces of damages, pollution or leaking,
should not be loaded into the plane at all. At revealing damages, leaking or pollution unloaded ULD
procedures COM 2.7.8 should be executed.
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Packages, the overpacks of dangerous goods having a sign of processing Cargo aircraft only , at
all should be are loaded on passenger .
At the cargo AC the cargo must be loaded:
1) The cargo compartment of class C or
2) In the ULD equipped with the detection/fire suppression system in accordance with the
requirements of the certificate of class "C" or
3) so that the crew member or other designated person could see and has access to handles, and
if the size and weight of the package allow, to separate such packages or outer packaging from other
cargo during flight. Warning label, "Cargo Aircraft Only (CAO) and danger signs should be visible.
These conditions do not apply to:
- Substances of Class 3, Packing Group III, with no additional risk;
- Poisonous and infectious substances Class 6;
- Class 7 radioactive material;
- Miscellaneous dangerous goods of Class 9.
Note: The airline does not operate cargo .
(e) Identification of the unit load device (ULD) containing dangerous goods
On the outer surface of the unit load device (ULD) containing dangerous goods it must be
clearly indicated that the dangerous goods are contained in the ULD. This designation is made by
attaching an identification tag (label) to the container, with red shading on both sides and minimum
sizes of 148 x 210 mm (format A5). Classes and categories of dangerous goods contained shall be
indicated on this tag (label). It is also recommended to use the IMP as codes, for example 3/RFL and
6.1/RPB.
If the ULD contains packages with the sign "Cargo Aircraft Only", tag (label) should also
indicate that the unit load device - ULD must be loaded to the cargo aircraft only, marking it by the
abbreviation "CAO" on the tag (label).
The tag (label) should be immediately removed from the ULD, after the dangerous goods will
be unloaded.
(f) Unclaimed dangerous goods
If the consignee refuses to get dangerous cargo or shipment cannot be delivered to the
destination airport, the shipper should be consulted with to receive further instructions. Transport
law-enforcement agencies and aviation security service may be involved in investigation of the
reasons for not receiving or rejection of dangerous goods. If hazardous substances should be
destroyed or thrown out, the local cargo terminal is responsible that it is done in accordance with
local environmental ecological laws. It is cannot get rid of dangerous goods as if the usual garbage.
If the packaging contains radioactive material or infectious substances, the relevant competent
authorities must be informed as soon as possible.
2.7.6 Specific requirements for handling of dangerous goods
Dangerous goods must be handled with caution, it is necessary to pay attention to specific
handling instructions, if any. Loading should be done taking into account the differences between
states and airlines (DGR 2.9).
(a) Packages containing liquid dangerous goods
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Packages which bear handling marks "Cargo placement (arrows and inscription), must always
be loaded, stored and handled in accordance with the sign. Individual packages of liquid dangerous
goods that have lids must always be loaded, stored and handled the cover up, especially Dewar
vessels with a cryogenic liquid and pressure relief valves.
(b)Loading and placement of incompatible dangerous goods
Packages containing dangerous goods that may enter into a dangerous interaction with each
another, must be stored and transported separately. Some of DG may not be compatible with some
non-dangerous goods.
Prohibition on joint loading specified in the table below by an "X" sign at the intersection of
row and column indicates that packages with such DG must be separated during storage and transport
(see table below).
Caution 1: Category 4.1 and classes 6, 7 and 9 are not included in the table because they do
not require separation from other classes of DG.
Caution 2: This table applies only to passenger aircrafts provided that Class 1 (explosives)
with only the group compatibility 1.4S may be carried by passenger aircrafts
SEPARATE LOCATION OF PACKAGES
Danger
Signs
1.4S
4.2
4.3
5.1
5.2
1.4S
4.2
4.3
5.1
5.2
All packages incompatible with DG must be physically separated (best in different baggage and
cargo compartments of the aircraft) or on distance at least 2 meters from the each anther. When DG
loaded on ULD they must be placed so that the pallets (containers) with not dangerous goods are
placed between pallets (containers) with incompatible DG.
(c) Storage and placement of toxic and infectious substances
Substances Class 6 (RIS, RPB) and substances with additional danger "Toxic substance" shall
not be stowed (placed) in the baggage compartment with animals (AVI), food, utensils and other
substances intended for consumption by humans or animals. This rule does not apply when they are
loaded into the aircraft in separate ULD, not adjacent to each other.
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of aircraft, aircraft, level of aircraft ventilation, methods of packaging and stowage, whether live
animals are transported by the same flight and depending on other factors. Ground personnel of the
airline and service company must be provided with information that dry ice is loaded on board the
plane. AC captain should be notice by NOTOC about a loaded dry ice with the instruction of quantity
of a dry ice
CAUTION:
No live animals (AVI) can be loaded in one cargo compartment with dry ice.
Table of maximum quantity of dry ice to be loaded
Not wide-body passenger AC A-319,
320, An-148
Wide-body passenger AC Boeing767
Maximum 200 kg
200 kg/package, 400 kg/baggage hold,
maximum 800 kg
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- To allocate people (passengers, crew, technical and other attendants) in the party not less, than
on 25 meters.
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At the Pulkovo base airport writhed information is kept with the lead engineer for DG in a
special folder, at the off-base airports - with the cargo or passenger service companies and
representatives of the enterprise (supervisors).
Note 1: Aircraft Emergency with dangerous cargo is an occurrence that is associated with the
carriage of dangerous goods or relevant to the transport of dangerous goods, which results in human
injury fatal or serious injury or substantial property damage. In this regard, a serious injury is
defined as injuries caused to a person in an accident that: a) makes it necessary to hospitalize for
more than 48 hours, undertaken within 7 days from the date of such injury, or (b) results in a fracture
of any bones (except simple fractures of fingers or legs, and nose), or (c) leads to lacerated wounds,
accompanied by profuse bleeding, damage to nerves, muscles or tendons or (d) leads to damage to
any internal organs, or ( d) leads to burns of the second and third degree, or to any burns covering
more than 5% of body surface, or (e) leads to the confirmed effects of infectious substances or
harmful radiation. The aviation accident with dangerous goods may also be a crash of the aircraft;
in this case, usual procedures for reporting of aircraft accidents shall be followed.
Note 2: The incident with dangerous goods is an occurrence that is not an aviation accident
with dangerous goods but related to carriage of dangerous goods or relevant to the transport of
dangerous goods (the site of such incident is not necessarily a board AC), which results in human
injury or material damage to property, fire, breakage, spillage, leakage, or arising radiation, or
other manifestations of violations of the packing integrity. Any occurrence which is relevant to the
carriage of dangerous goods, which poses a serious threat to the aircraft or for people on it, should
also be considered as an incident with dangerous goods.
Section 2.8 Heavy, oversize and fragile goods
2.8.1 General provisions
Because of the weight or size of shipment the transportation of heavy and oversized cargo
requires special handling equipment. Therefore, as the requests for such shipments are received,
preliminary inquiries must be made to the cargo terminal of departure, destination on the ability to
handle heavy and oversized cargo. Without their confirming the goods are not booked and will not be
accepted for carriage. The maximum dimensions allowed for transport of goods are specified in the
tables for aircraft types (Chapter 2 Part D COM), the maximum weight load of 200 kg for the aircraft
without the unit load device. Heavy and oversized cargoes must be packed in a strong, secure tare
and provided with reliable strong handles for their displacement and load, if the dimensions of the
package sizes are given, they are indicated with the handles. Heavy loads without packaging - electric
motors, engines, etc. should be offered for carriage mounted on special wooden pallets so that the
floor load does not exceed the established limits. At sending heavy, oversizes shipment the shippers
or cargo agents must apply special means of loading and mooring equipment (load dividers, belts,
ropes, fittings, etc.).
Note: The requirements of the aviation authorities of Ben Gurion Airport when planning to ship
cargo to Tel Aviv it should be considered the following restrictions:
- The weight of each shipping package must not exceed 50 kg;
- In case of excess weight of a piece of load 50 kg but not exceeding 100 kg, it is necessary 4 to
6 hours before flight arrival to inform the aviation authorities through the cargo agent Unitag LTD
to SITA address: TLVFFB2@sita.gmsmail.com or E- mail: sales@unitag.co.il;
- it is allowed the carriage of cargo with a weight of one load piece more than 100 kg only if
the cargo is a spare part of the aircraft and or human remains. In this case it is also required to send
messages to the above addresses.
Because of the potential damage, fragile goods require careful handling in acceptance, storage,
handling, and transportation by cars to the plane. In acceptance the fragile cargo attention should be
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paid to the presence of signs or label Fragile" and no damage to cargo (the sound of broken glass,
crumpled, broken boxes, leakage, etc.). Goods with signs of internal damages and damage to the
packages should not be taken for shipment.
2.8.2 Documentation
The air waybill and cargo manifest shall include a special cargo handling code HEA or
BIG (Heavy" or "Oversized), Fragile.
2.8.3 Preliminary telex
Before the cargo booking a preliminary telex should be sent to the station (airport) of
destination.
A preliminary telex shall contain the following information:
- note HEA/BIG (Heavy" or "Oversized);
- Flight number and date;
- Air waybill number;
- Number of pieces, weight in kilograms, sizes of each heavy or oversized cargo;
- Other additional information.
Without confirmation from the station (airport) of destination the cargo will not be accepted.
In telex FFM, sending by the cargo service company, also it is necessary to specify, that it is
sent heavy or a cargo within loading range.
No telexes are sent about shipment of fragile goods.
Section 2.9 Perishable cargo
2.9.1 General provisions
Because of its property to lose quickly the consumer qualities perishable goods often need
special packing and handling. Perishable goods are any goods which, if not keep them under certain
conditions, lose their properties or significant qualitative components, and as a consequence, can no
longer be used for the original purpose. They may include:
- Food;
- Certain types of pharmaceuticals (vaccines and drugs);
- The bodies, tissue; culture media, biological products;
- Living organisms, and micro-organisms;
- Electronic components, exhibits;
- Semen;
- Seeds, roots and bulbs;
- Fruits, vegetables;
- Meat, fish and seafood;
- Dairy products;
- Frozen Food;
- fresh cut flowers;
- Pastries;
and any other products that are easily subject to damage and therefore require special
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conditions for storage and transportation. The optimum temperature and humidity play an important
role in this process.
Perishable goods are served in accordance with the requirements of this Manual, IATA
Perishable Cargo Manual PCM and other set (published) documents, based on the requirements of
the states importing-exporting goods and cargo service company.
Perishable goods are accepted at the cargo terminals to the carriage with mandatory booking of
cargo to the appropriate airline flight.
Perishable goods accepted for transportation upon production by the shipper of quality permits
or certificates in the prescribed form.
Perishable goods of animal origin are accepted for carriage in the presence of veterinary
certificates or permits.
Perishable cargoes of a photo genesis are accepted to transportation at presence of fitosanitary
certificates.
Quality certificates should be written on the day of delivery to the warehouse for shipment and
produced by the shipper separately for each shipment.
In the certificate of quality and certificates it must be indicated the delivery time of cargo.
Develops and declares requirements on official registration of documents for transportation of
perishable cargoes and the control over transportation of perishable cargoes carries out Russian
agricultural control (Rosselhoznadzor) the Russian Federation, as proxy state authorities, and
corresponding proxy authorities of other states.
The acceptance for transportation and terminal handling of perishable goods, as a rule, shall be
effected on the basis of agreements concluded between the shipper, cargo service company and the
airline.
These agreements determine the obligations of the parties and provide a clear procedure and
time of cargo delivery to the cargo terminal, temperature conditions of storage, the need for
accompanying, quality control procedures imposed on transportation of cargoes and tare, and other
issues related to quality assurance and safety of cargoes at the terminal handling and transportation.
To ensure temperature conditions of storage the cargo terminals should have refrigerators.
Perishable goods must be packed in standard tare, to meet the technical requirements, as
evidenced by a certificate of quality.
In the Handling information of the air waybill and cargo manifest it must be given special
handling codes. For example, the PER (perishable goods), PES (seafood), PEF (flowers).Required
certificates shall be attached to the shipments.
The cargo terminal is required to notify the consignee on the arrival of perishable goods to the
aircraft within 1 hour by telegram or by telephone.
2.9.2 Acceptance for carriage
Perishable goods shall be accepted for carriage only if it is known for sure that the cargo arrives
at its destination in good condition.
The shipper must provide written instructions concerning the maximum acceptable time of
transportation and any special process required for processing. These instructions must be stated in
the air waybill and cargo pieces.
Before acceptance of goods the warehouse worker must make sure that the appropriate permits
or certificates of quality are in place in the prescribed form.
The sign (sticker) IATA "Perishable goods" shall be affixed to each piece of cargo, as well as,
where applicable, it should be labeled "This side up" (arrows).
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55
565656
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56
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57
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:
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58
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- In the tie-in slots in the floor of baggage and cargo hold tie-down rings shall be installed;
- In the baggage-cargo hold plastic film must be laid. Protective material should be large
enough to completely surround the shipment of meat planned for loading;
- Edges of the film must be lifted up and attached by tape to the walls of baggage-cargo hold;
- a mat of microporous rubber or durable corrugated paper, packaging layer of cotton or other
absorbent material and a layer of insulating material should be put on the film, after which the
baggage and cargo hold is ready to be loaded;
- After the end of loading the edges of the plastic film should be pulled over the meat and
secured with adhesive tape;
- for cargo not to move, it should be fixed;
-- If cooling is necessary, boxes with dry ice should be laid above the shipment. In this case,
such shipment should be handled the same way as with dry ice;
(e) Fresh fish
Fresh fish should all be in watertight containers and treated as a "wet cargo". The temperature
must not exceed 5 C.
There are several methods of packaging fresh fish
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The temperature in the boxes should not exceed -12 C. If necessary, the cooling of such
shipments should be carried out using dry ice.
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:
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- Phytosanitary certificates
- Quarantine certificates for phytoproducts (from Russian regions and to regions)
and other documents provided by Russian Agricultural Authority [Rosselkhoznadzor] and the
RF Aviation authorities.
For phytosanitary products imported from abroad, upon arrival the consignee must obtain an
import quarantine permission from RF Rosselkhoznadzor.
2.9.10 Preliminary telex
Preliminary telex should be sent to the station (airport) of destination.
Preliminary telex shall contain the following information:
- PER note;
- Flight number and date;
- number of air waybill;
- Number of pieces and weight in kilograms of the shipment;
- Other relevant information.
2.9.11 Restrictions
The airline shall not accept for carriage strongly scented fruit, vegetables, etc.
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11
compartment
1045
3.88
732
41
compartment
1326
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636363
Volume (m cub.)
Floor load kg/m sq.
5.23
732
6.60
732
:
06
: 00
11.83
732
Forward
Aft
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124 x 182
124 x 182
63
646464
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64
656565
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06
: 00
65
666666
:
06
: 00
Height (cm)
Width
(cm)
59
69
79
89
99
109
119
129
139
149
159
165
79
106
320
320
320
320
320
320
320
320
319
298
275
251
320
320
320
320
320
320
307
286
266
245
224
202
Length (cm)
119
320
315
295
274
254
234
214
194
173
-
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74
Height (cm)
101
436
436
436
436
436
436
436
436
436
436
436
436
436
418
436
398
434
378
414
354
393
337
373
317
352
297
331
276
310
256
288
235
265
214
241
193
Length (cm)
119
436
424
404
384
364
344
324
303
283
263
243
223
202
182
-
66
676767
:
06
: 00
Compartment
11
Bulk load weight, kg
1045
Gross weight ULD, kg
1134
Volume, cub. m
4.09
Admissible floor load
732
kg/sq.
Compartment
31
Bulk load weight, kg
1301
Volume, cub. m
5.23
Admissible floor load kg/ sq.
732
hold 2 / section 4
Compartment Compartment
41
42
928
1182
1134
1134
3.75
4.75
732
732
Compartment
51
374
1.46
732
Total
3402
3402
12.28
732
Total
2426
9.76
732
Total
2110
2268
8.5
732
hold 2 / section 5
Compartment Compartment
52
53
353
770
1.38
3.04
732
732
Total
1497
5.88
732
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The forward hold consists of one section and is intended for transportation of the packaged
cargoes in containers, or the cargoes bulk loaded. The airline does not use of ULD, cargoes
are loaded in bulk.
If cargoes are transported loaded bulk in forward hold, then the following maximum size of
one piece of load is allowed:
Width/Height
cm
25
25
50
75
500
50
75
493
489
Length, cm
Maximum dimensions of separate pieces of shipments intended for load to the forward hold
may be determined by the following table:
Height (cm)
Width
(cm)
59
69
79
89
99
109
119
129
139
149
159
165
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79
106
119
320
320
320
320
320
320
320
320
320
320
320
320
320
307
320
286
319
266
298
245
275
224
251
202
Length (cm)
320
315
295
274
254
234
214
194
173
-
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:
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Sections 3 and 4 of the aft hold are intended for packaged cargoes in containers or cargoes
loaded in bulk. The airline does not use ULD, cargoes are loaded in bulk.
Maximum dimensions of separate pieces of long cargoes intended for load in bulk to the aft
hold may be determined by the following table:
Width/Height
cm
25
25
50
75
530
50
75
514
491
Length, cm
Maximum dimensions of separate pieces of shipments intended for load in the aft hold may
be determined by the following table:
Width
(cm)
74
9
19
29
39
49
59
69
79
89
99
109
119
129
139
149
159
169
179
436
436
436
436
436
436
436
436
434
414
393
373
352
331
310
288
265
241
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Height (cm)
101
436
436
436
436
436
436
418
398
378
354
337
317
297
276
256
235
214
193
Length (cm)
119
436
424
404
384
364
344
324
303
283
263
243
223
202
182
-
69
707070
:
06
: 00
10
20
30
40
50
60
70
80
85
10
282
267
244
225
205
186
165
148
141
20
282
262
243
225
205
186
165
148
141
30
282
261
243
225
205
186
165
148
141
40
282
261
243
225
205
186
165
148
141
50
279
261
243
225
205
186
165
148
141
60
279
261
243
225
205
186
165
148
141
65
279
261
243
225
205
165
165
148
141
Length, cm
At loading a forward and back holds it is necessary to limit height of a loaded cargo
(irrespective of, whether it it is loaded one high place, or some parties of a cargo) so that
there was a backlash between a ceiling and a cargo not less 51 (restrictive lines above
which cargoes are forbidden for loading are put on walls of holds).
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727272
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737373
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10 ft pallet
PMC
244318 cm
Packaged cargo not
more than 162 cm
Volume
Standard weight
115 kg
Maximum gross weight 6804 kg
LD2 Container
LD3 Container
DPE
119153 cm
162 cm
AKE
153156 cm
163 cm
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Procedure for load of one piece of cargo with maximum sizes is shown by the next illustration.
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10
25
50
90
100
110
10
300
300
300
300
300
300
25
300
300
300
300
300
300
50
300
300
300
300
300
300
75 90
300 300
300 300
300 300
300
300
Length, cm
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3.1.4 An-148
The aircraft has two subfloor holds: forward and aft (each is divided into three compartments) that
is class and the aft hold at the end of the cabin that is class .
Weight and volume data of holds
Aft hold (at the end of the hull)
Baggage (cargo) weight
620 kg
280 kg
340 kg
1360 kg Volume 8.55 cub. m
470 kg
360 kg
530 kg
250 kg
730 kg
390 kg
235 kg
105 kg
195 kg
Width
Height
0.61 m 1.22 m
1.784 m
1.727 m
1.55 m 1.00 m
0.904 m
0.834 m
1.00 m 1.00 m
0.966 m
0.854 m
0.75 m 0.95 m
0.60 m 1.69 m
The subfloor holds have systems of smoke and fire alarms and fire extinguishing, fire-fighting
panels.
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The holds are fit for loading shipments consisting of light, small pieces.
Loading-unloading of cargo and mail to the subfloor holds is made manually from transport
trolleys, to the aft hold cargo and mail is delivered to the hatch or baggage door by belt loader.
Cargo and mail are loaded mainly to the aft holds.
Maximum dimensions of separate pieces:
- forward subfloor hold 1.0 1.45 0.7 ;
- aft subfloor hold 1.0 0.95 0.65
Human remains are loaded mainly into a forward underground hold.
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Aft hold
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The baggage is equipped with racks for equal distribution of baggage within the hold
volume.
To prevent moving the baggage on the racks and getting the cargo to the baggage door area
the baggage net is provided.
One of the racks of the aft hold can be flapped that ensures convenience in loading.
Basic geometric data of the aft hold
Upper rack
Length for the forward part 115 cm;
Length for the aft part 105 cm;
Width 1.5 m;
Height 93 cm
Maximum size of the piece of load 80 65 65 cm
The area under the racks
Length 115 cm
Width in the forward part 100 cm
Width in the aft part 98 cm
Height 86 cm
Maximum size of the piece of load 90 50 cm 84 cm
Section 3.2 Sizes and volumes of containers and pallets (ULD), maximum weight
ULD Type
Max gross
weight kg
Standard tare
weight, kg
Internal volume,
cub.m
Base sizes
(cm)
IATA
Codes for
ULD
AC
types
LD3 Container
1300
100
3,75
153156
-767
LD2 Container
1500
150
4,4
119156
DPE
-767
6804
115
244x318
PMC
-767
10ft pallet
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:
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In the forward hold there is no heating system, there is no possibility to influence the
temperature. In the aft hold there is a heating and ventilation system, temperature can be maintained
in the range +5 to +26 degrees Celsius, temperature readings are measured in-flight by a sensor
located in the cockpit. The greatest effect on changing and maintaining the temperature is reached
in compartment 5, intended for bulk load.
Boeing 767-300ER
The AC holds satisfy the requirements of classification C.
The temperature in holds in flight is maintained within + 7 - + 14 degrees Celsius in
compartment 5 (intended for loading cargo in bulk) the temperature can be adjusted from +10 to
+20 degrees Celsius.
AN-148
It is provided ventilation of the subfloor holds with air coming from the passenger cabin. In the
"automatic" mode it is provided the maintenance of temperature in areas of warm air supply to the
subfloor space in the range 8 - 15 C. Hot air mixing valve turn on if the temperature in the heating
zones is in the range 5 - 12 C. The temperature near the hatches of the subfloor hatches is
somewhat lower.
The aft hold is ventilated and heated by air, providing ventilation and heating the passenger
cabin, positive temperature is ensured in the hold.
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:
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It is necessary to transport a place of a cargo in weight of 240 kg the area of 0,4 m 0,6 m =
0,24 2.
We define loading on a floor of 240 kg/0,24 2 =1000 kg/m2> 732 kg/m2 (admissible for AC
-319, 320), therefore it is necessary to use allocators of loading.
The weight of loading has increased due to weight of boards and to become 240 kg + 10 kg =
250 kg
The area with use of allocators to become 0,7 0,5 = 0,35 2
Actual loading will make 250 kg/0,35m2 = 715 kg/m2 <732 kg/m2
If for loading a concrete cargo it is necessary to use allocators, it means, that the maximal value of
loading on a floor is reached also any other cargo cannot be placed on packing any more or boards
of the allocator of the distributed place of a cargo.
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To determine the strength of holding devices, refer to Table of Part B COM 4.2.6
Individual ropes or belts that are attached to two lower nodes of fixing mounted on the
opposite sides of the cargo package, and keep from moving in one or more directions are considered
as one fixing.
4.2.3 Securing (lashing) of cargoes
Methods
All cargo packages, which by their nature, shape, or density may pose a danger, must be
secured. This is achieved by:
- Filling in the baggage hold or its section to the full volumetric capacity, thus protecting the
load from movement in all directions by floor, walls and ceiling;
Note: the hold or compartment, filled with of height is determined fully loaded.
- lashing individual pieces of cargo to fixed mount fitting on the floor by attaching fittings,
ropes or belts.
Cargo packages requiring securing:
- item weighing 150 kg or more, regardless of whether hold or section is filled or not;
- Items weighing between 50 kg and 150 kg, if the hold is not full;
- Items weighing less than 50 kg, but a density greater than 240 kg/cub. m, such as machine
parts, metal bars, electro motors etc. Fasteners are not required if the hold or section is loaded in full
and will remain full to the point of discharge of these items;
- Dangerous goods.
The sample of standard fixture:
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Holding capacity
300 kg
900 kg
2250 kg
2250 kg
650 kg
Upward
Fittings
Ropes
1
2
3
4
5
Other directions
Fittings
Ropes
2
2
2
4
4
1
1
2
2
3
2
2
2
2
2
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898989
:
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909090
:
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- Warm-blooded animals, and some cold-blooded animals need good air flow for breathing
and cooling. Therefore, the majority of containers approved design is not suitable for the transport
of live animals. For this reason, the airline prohibits the transportation of live animals in containers
LD3 with iron doors;
- birdlings (chicks) of the poultry may be packed and transported on a pallet with a net, but
the packaging has to be done in such a way as to provide easy access around the ventilated air and
to boxes with chicks. Particular attention should be paid to stowage of boxes so that such stack is
not so high for boxes to be damaged;
- Some cold-blooded animals, such as tropical fish and many crustaceans are packaged so that
no extra oxygen they need in transportation. If proper packing is made, the shipment can be loaded
in or on the ULD.
NOTE: 1. Complete information on the transportation of all types of live animals is contained
in the current edition of the IATA LAR Live Animals Regulations; 2. By transportation a plenty of
alive animals it is necessary to address to Live stock transportation Manual on types of planes.
5.2.3 Perishable goods
Special conditions apply to the carriage of a wide range of perishable products in the unit load
devices. Complete information regarding the use of ULD for perishable goods can be found in the
IATA Perishable Cargo Manual.
NOTE: Perishable cargo should keep good quality during storage and transportation for at
least 36 hours, or such longer period as determined by the conditions of carriage, without special
measures of the carrier.
5.2.4 Valuable cargo
There are various high-value commodities, because of their nature, excluded from the ULD of
tariff rules. When commodities such as gold bullions, bank notes and precious stones are carried in
the ULD, appropriate security measures should be taken.
Section 5.3 Identification and ULD technical data
ULD Type
Max gross
weight kg
Standard tare
weight, kg
Inner volume,
cub.m
Base
parameters
(cm)
IATA
codes for
ULD
AC
types
LD3 container
1300
100
3,75
153156
B-767
LD2 container
1500
150
4,4
119156
DPE
B-767
6804
115
244x318
PMC
B-767
10ft pallet
90
919191
:
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Description
Black letters in the white background with red bar
lines on both lateral sides size A 5 (148210 mm)
Black letters in the orange background size A 5
(148210 mm)
Black letters in the white background size A 5
(148210 mm)
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92
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because of deficiencies in care. Such faults may cause damage to the ULD.
The first and perhaps the most important requirement in handling ULD:
BEFORE USING CHECK THAT ALL THE GROUND EQUIPMENT OF SUPPORT IS
IN GOOD WORKING CONDITION
The ULD, of course, must also be fully serviceable condition. Damaged ULD can cause
problems in handling, cause damage to the ground and aircraft handling and holding equipment.
The second requirement in ULD handling, and not less important, is:
BEFORE USING MAKE SURE THAT ULD IS IN SERVICEABLE CONDITION
Damaged ULD should be removed from circulation, and sent for repair.
5.4.3 Storage of unit load devices
ULD must be kept in a closed against bad weather conditions site whenever possible and
always on a suitable support system, such as racks, trollies, etc.
The relevant measures for storage should be provided for the ULD, which are not stored
under a roof. Containers can be overturned by a gust of wind of 50 km/h (15 m/sec). The use of
ballast to ensure stability of the container is not recommended, but if it was used, it should be
removed before using the ULD.
Containers must be stored with securely closed doors of containers to prevent damage to
doors and latches.
Do not store the ULD on the ground (asphalt) without pallets to support and protect from
damage.
Do not put one ULD on another ULD. ULD operated by the airline are not intended for such
arrangement (stacking).
5.4.4 Preparation of unit load devices (U LD) for use
Remove ice, snow, water, scraps of packaging, cellophane, which may have accumulated in
and on the ULD during storage and previous transportation. Particular attention should be paid to
doors, container roofs.
Remove all the labels (tags) and marking that was applied when sending the container to the
destination airport by the previous flight. It can be any special labels, such as live animals,
radioactive materials, etc.
Unit load devices must be fully cleaned, if before it was used for the transport of live animals,
meat, agricultural and horticultural products. In this context, it may be necessary to comply with
certain requirements of the Ministry of Health of the particular state.
Attach correct labels (tags), intended for further delivery of the ULD to the destination
airport.
Always remove the unused dry ice from the ULD, and make sure that such ULD were wellventilated prior to use.
5.4.5 Moving unit load devices (ULD)
Before transporting the ULD in trolleys or other vehicles, it should be ensured that all holding
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facilities, locks or other devices to ensure safety in transport are properly applied.
Before raising or lowering the ULD at warehouse lift elevators, make sure that all the
stopping facilities, locks or other security devices are in good order and properly applied.
Before transfer of the ULD from one system of transport or other handling, such as from
container truck to the aircraft it must be ensured that the height levels of platforms are the same.
This will prevent damage to the ULD - especially the edges - at the time of moving. Maximum
horizontal distance between the rollers of the two devices should not exceed 250 mm.
Although the load-lifter (forklift) is an extremely versatile and useful vehicle, it should not be
used on an ongoing basis in order to handle the ULD, when the ULD is definitely not designed for
lifting by forklift. If the ULD is not designed for lifting by forks of the loader in the right position, it
should be used ancillary handling equipment for loading ULD on a wooden pallet, before being
handled by a forklift.
It is forbidden to throw (drop) ULD from trolleys, forklifts, vehicles, etc. Such mishandling
ends with damage to the side edges and/or corners, and by pierced bottoms (bases). Also, goods on
or in ULD may get damages, if ULD is loaded.
It is forbidden to push the ULD to the ground and drag the ULD by the ground.
Do not use crowbars or similar devices to move the ULD.
Do not drop the ULD from cranes. No ULD used by the enterprise are designed for throwing.
Any attempt to do this is very dangerous.
Do not handle containers with sloping sides dimensions (such as AKE, AKH) on the
equipment on which the stoppers exceed 50 mm in height. The stops above this height will damage
the sloping side of such containers.
5.4.6 Preventing damages
Do not place the load in the roof of the ULD.
Do not let containers overturn on their sides or ends.
Do not keep pallets (trays) on their edges if they are not stored in a special rack designed for
that purpose.
Do not load the containers to the plane, if container doors were not closed and securely
locked.
5.4.7 Damaged unit load devices ULD
Damaged ULD should always be stored separately from serviceable.
The extent of damage must be clearly determined in order to decide whether the ULD with
the existing damages is serviceable or not.
Station (airport), cargo service company which causes or detect any kind of damage to the
ULD, is responsible for taking the following measures.
Damaged ULD are divided into two categories as follows:
a) unserviceable equipment
Equipment must be considered unfit for use when:
- unit load device which cannot be loaded due to a kind of damage or fixed in the plane;
- ULD with missing parts, such as a pallet without a net.
The ULD is determined unsuitable for use by checking the compliance with the criteria of
damages (COM 5.8).
b) damaged, but still serviceable equipment.
Equipment with any damage, smaller than those described in COM 5.8 or IATA ID Code
unreadable, is generally considered suitable for exploitation, that is can be used for transportation
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with restrictions. Specially designated persons of service companies, stations (airports) receiving
unit load devices for use bear responsibility for checking and determining the suitability of ULD.
At the Pulkovo base airport specialists of the weight and balance department make a final
check of the suitability of unit load devices of Boeing 767 AC and schedule repairs as required.
Any unserviceable unit load devices are taken out of service immediately.
5.4.8 Doors
Close and securely lock the container doors and provide a placement of net on a pallet before
moving ULD regardless whether it is loaded or not.
5.4.9 Nets
Make sure the fittings are properly secured to the pallet before its moving or transporting.
Make sure that the net, tightening device and belts do not dangle over the edge of ULD. Tide
on the pallet any loose ends.
When storing nets, separate different types of nets by sizes to avoid confusion when selecting
the right nets for outgoing goods. One of the ways is to place the nets in a cloth or plastic bag
identified respectively. This will help keep the nets clean, and prevent them from tangling.
Always keep the nets in the areas protected from adverse weather conditions (rain, snow,
frost, etc.).
Never cut cells of nets or belts to disconnect nets from the pallets (trays). Always pull out the
fittings of the slots in pallets.
Do not remove preset net from unstructured containers, unless the ULD is sent for repair.
Section 5.5 General rules for loading of unit load devices (ULD)
- Try to visualize the order of filling the container with cargo before loading. Be aware that
heavy, oversized, clumsy, fragile items require special handling;
- Place oversized or heavy items on the bottom (base), small and lightweight items on top;
- Place long items on the bottom, if necessary, these items should be placed in division bars
(load dividers);
- Position goods without leaving large gaps and empty spaces as far as possible;
- Apparently weak or very light packs, position on the top;
- If the container is filled partially, then packages must be separately lashed, preferably with
belts and fittings, which use relevant ULD slots;
- packages on pallets should be stacked so that the cargo keeps stable configuration, do not
fail on one side and hanging over from the pallet.
Precautions for safety
- All the goods which by their nature, shape, or density can be dangerous must be secured.
Securing can be achieved by filling the ULD to complete volume or lashing;
- the ULD which are filled by of their height are deemed completely filled by volume;
- Spare parts weighing 150 kg or more, placed in a certified ULD, should be lashed regardless
of the fact that the container is filled by volume;
- Not certified ULD must not contain any items weighing over 150 kg or items which by their
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The forklift can be very useful in order to move heavy items placed on the storage pallets and
also to load the ULD. But the forklift can also cause severe damage if it is used carelessly. The
following principles should be guiding:
- Reduce speed to an absolute minimum in approaching directly to the ULD;
- Only the ULD, which are specially provided with slots for forks of forklifts can be hoisted
by them.
The general rule: a forklift should never lift the loaded ULD, if the container or pallet has no
special fixtures for the forklift. The ULD may be raised by forklifts in exceptional cases, empty by
both forks simultaneously.
The ULD bottoms have a wearing away bottom surface and can withstand only limited lateral
load, so they must be moved through a roller system. The forks of the forklift scratching and
wearing out, and in the event of unsuccessful approach, damage the lower surface in picking up the
ULD. Therefore, the following rules must always be observed:
Put the forks of the forklift only in designated slots.
The forks must be of sufficient length, i.e. they must achieve at least two-thirds of the
transverse size of the ULD.
Do not put the forks directly under the ULD bottom - use a wooden or metal pallet.
It is necessary to take into account the location of the center of gravity of the loaded ULD so
that the ULD does not fall to the side.
Note: Extended forks or forks with shoes improve handling but do not increase the lifting
capacity of the load-lifter. Check the capacity on the plate of the manufacturer information.
When forks with the load are going down on the pallet or container, do not throw the load,
drop it slowly, trying to move a load horizontally. If necessary, prepare the platforms so that the
forks can be easily collected.
Avoid pushing the load packages or ULD with the ends of forks to move them. If this is the
only affordable way to move the cargo, use protective equipment to protect the cargo and the ULD
against sharp edges of the forks.
5.5.7 Securing of cargo inside containers
If the container is not fully loaded, cargo packages can be moved inside the container during
transport, damage themselves, damage the container and cause losses. It should always be ensured
safe securing of cargo in a partially filled container.
There are several ways to mount the packages loaded. Where the container is provided with
nets or belts, they should always be used. It is allowed using several rope ends securing the cargo
by the relevant crossing of the load accordingly.
If the pieces of cargo are very heavy or have sharp edge lines, they must be individually
lashed, regardless of whether or not the other cargo can prevent such cargo movement. It should be
used belts and ropes attached to the fixing points of the container.
(a) Mounting equipment
For securing the cargo it is used a variety of equipment. The most commonly used products fittings, belts, ropes and tensioners.
There are significant differences in the strength of fastening devices located on the floors and
walls of the aircraft holds, as well as the materials making up the fastening materials.
The enterprise provides instructions on how much mounting hardware to be used for each
ULD to make the force of securing adequate to the cargo load in each direction.
(b) Tie method
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The fasteners a rope or belt attached to the two mounting fittings and encircle the load, or
when a rope or belt are laid directly from the cargo (or net thrown upon the cargo) to the slot of the
ULD floor.
Both of these securing methods have the same holding force and are the one fixture.
The rules that apply for standard fasteners:
- Standard fasteners require four mounting rings, four mounting ropes (belt) and a safety rope
(belt);
- Two ropes or belts should be used against the up movement up, one rope or belt against
movement back and forth;
- a safety rope holds the securing ropes/belts from movement on the package;
- As the lateral forces are already included in the standard mount, no additional fasteners are
required against these forces.
However, if high and narrow item is loaded and the height of which twice exceeds its width, it
will be required additional tie against lateral forces in addition to the standard fixings. This
additional tie must be placed between a half of two thirds of the height of the item and must be
protected by two safety ropes to prevent movement of fasteners.
- Depending on the weight of the item and the material of fasteners used it may be required an
additional mounting hardware.
Section 5.6 Closing of unit load devices (ULD)
5.6.1 Pallets with nets
Closing a pallet involves the installation of the new with the proper tension. There are
practical difficulties in carrying out this operation, but the following tips may help:
(a) before closing a load consolidated on a pallet, make sure that the form of goods within the
contour that is permissible for a type of an aircraft B-767;
(b) loaded packages may be covered with a plastic cover for protection against weather;
(c) lay out nets on the ground, determine the correct sides and untangle them if necessary;
(d) spread evenly the net around the pallet, so that all packages are covered by such net;
(e) insert fittings before straining the net. Fittings should be evenly distributed in the slots.
(f) strain the net with enough force to make it tightly and evenly strained from all four sides.
There is no need to strain the net and belts with full force. Excessive strain will bend a pallet and
will prevent the closure of locks of the aircraft floor and side fastening. Nets shall be adequately
strained but not tensioned beyond measure;
(g) pick up the loose ends of ropes, belts and nets so that they are not hanging from the pallet.
Tie them so that they do not pollute or damage the ground equipment.
5.6.2 Containers with mesh (soft) doors
Containers with mesh (soft) doors must be closed in the manner of closing the pallet. It is
necessary to make sure that the loading of the container coincides with the contour of the door and
does not protrude forward.
5.6.3 Containers with solid metal doors
The enterprise containers have solid doors, which move down from the top to the base
(bottom) and are designed to be closed with locks. The loading must be ensured so that the inner
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arrangement of the load leaves enough space for the door panels to be installed in the relevant slots.
If the ULD is on a flat surface and the load inside is arranged evenly, there should be no need to
apply force to close the door. If difficulties occur with the closing, check the internal packing and
stowage of cargo. Make sure you understand the mechanism for closing the locks and their closing
does not require excessive effort. Lock the door with the lock.
5.6.4 Unloading procedures
The following procedures should be performed when unpacking the ULD.
- Check by the tag (label) the destination airport of the ULD before opening the doors and
unpacking.
- Unlock the metal doors in the reverse order of the ULD closing.
- Loosen the tensioners of the mesh and soft doors.
- Do not cut the nets or belts.
- when the goods are unloaded from the ULD, remove all the ancillary equipment such as
spreaders (boards), props, securing equipment and lumps after the cargo.
- Leave the net and the door in such position that the ULD is ready for inspection and
immediate re-use.
- Inspect the empty ULD to detect obvious signs of damage, including inspection of the base
(bottom). Listen to the ULD moves on rollers. This will indicate the status of the bottom.
- after making sure that the ULD is in good condition, close the ULD door with the lock,
moved down the net or soft doors and place the ULD to the storage area.
Section 5.7 Transfer and interline of the unit load devices
The airline has no agreements on transfers and interline of unit load devices with other
airlines.
However, procedures for transfer of the unit load devices to the cargo terminals, airports for
handling and loading-unloading of the baggage, cargoes and mail always take place.
5.7.1 The use of the IATA identification codes
All unit load devices ULD should be marked with a nine-identification code of the IATA
(AKE0001FV, PMC0002FV). In all procedures and documentation related to the processes for
informing about the ULD, it should be used the assigned code to describe the unit load devices. The
code provides an accurate description of the type, owner, and serial number of a container. The
ULD control system of the airline is based on these identification codes.
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The entity (service) received the ULD under the report, is liable for any loss or damage to the ULD.
The entity (service) last received the ULD, is liable for loss, unless it proves the ULD transfer under
the relevant report.
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rollers less than 100 cm from each other (except for positions on the floor lock of the plane).
Base (bottom)
- the sheet is warped more than 2.5 cm vertically;
- There is a constant recess of greater than 0.5 cm;
- There is a hole or crack (except drilled drainage holes).
Slots (to lash the net)
- There are more than 3 points of damage at a distance of less than 66 cm
Corner
- a part of the corner is missing;
- A crack in the weld exceeds 2.5 cm
Rivets
- 5 or more missing rivets at a distance of less than 5 cm from each other.
The slots for forklift (if any)
- There are no damaged or missing slots.
Net for cargo pallet
When the damage occurred, the net can be used with the reduced gross weights as follows:
Damaged part
Pallet fittings
Extent of damage
1 damaged/
Missing on the side
2 damaged/
Missing on the side
3 damaged/
Missing on the side
Edging strip
50 %of maximum
Edging strip
30 % of maximum
Edging strip
Unfit
50 % of maximum
30 % of maximum
Unfit
Pallet fittings
Pallet fittings
30 % of maximum
Unfit
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Chapter 6. Irregularities
Section 6.1 Irregularities in cargo handling
An irregularity is any deviation from the normal routine handling. When any irregularity
occurs, the airline or cargo service company should take certain actions.
Irregularity
Irregularity is an occurrence which occurred despite the normal rules of procedures caused by
a deviation from the intended flight route (alternate airport landing), flight delays, inconsistencies in
the carriage of goods, damage to cargo, tampering of the package, loss or misdirection of goods,
refusal of the flight attendant to accept the cargo, inadequate cargo vacancy for total booked cargo,
arrival of cargo without documents or documents without cargo, etc.
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Incident
An incident is a case which has occurred despite the normal rules of procedures, causing
damage to equipment, aircraft, slows or stops the process of transportation, getting injury or
mutilation ground personnel, etc.
Actions
If the incident occurs at the Pulkovo airport with the aircraft, cargo of the enterprise, the
Pulkovo cargo terminal should take immediate action and inform in night time - the head of the
operation stuff of the airline (phone 633 - 3866, fax 633-3867, operation@rossiya-airlines.com) and
in day time - the cargo transportation department (CTD phone 633-3964, cargogroup@rossiyaairlines.com, cargobooking@rossiya-airlines.com).
If the incident occurs at the station (airport), where there is no local representative of the
airline, an officer in charge (supervisors) who first receives the information must immediately take
action under the procedures for an incident.
If the incident occurs at the station (airport), where there is an airline representative, an officer
in charge (supervisors) who first receives information must immediately take action under the
procedures for an incident and forward information to the representative (supervisors). In any case
representatives of airline (supervisors) should inform in operative change of airline (see item 1.5.5
COM)
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Messages on incidents send on the same communication facility listed above (see item 1.5.5
COM).
6.1.2 Responsibility
The station (airport), the service cargo company, which first has detected the irregularity shall
be responsible for the irregularity message in accordance with the applicable local regulations.
6.1.3 Messages
Irregularities must be reported to the cargo transportation department and the cargo service
company of the airport of departure. A notice to the shipper - at the discretion of the airline.
6.1.4 Cargo irregularities
(a) Actions upon detection of leaking packages in transportation
Damaged packages should be stopped at the cargo service company, if the leak is found in
outgoing or arriving shipments or unit load devices ULD. The reason for leakage should be
checked. The airline must be informed immediately (COM 1.5.5).
If the leakage or rupture is noticed at the terminal buildings (cargo warehouses), the shipment
with leakage should be separated from other cargoes. Location (s) of the cargo with leakage should
be re-repackaged before being loaded into the aircraft for further delivery. The irregularity report
during transportation must be completed and attached to the air waybill.
(b) Irregularities in transportation of valuable VAL and diplomatic cargoes
The cargo transportation department of airline must be informed immediately (COM 1.5.5).
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Required actions
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RXS
Category 1.4S
RFG
Category 2.1
RFL
Class 3
RFS
Category 4.1
RFW
Category 4.3
RIS
Category 6.2
RMD
Class 9
RNG
Category 2.3
ROP
Category 5.2
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Category 5.1
RPB
Category 6.1
RRW
RRY
Class 7
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Note
Only qualified organizations and specialists can remove any contamination found as a result
of leaking or damaged packages in an airplane or in a container of known or suspected that they
transport dangerous goods.
The aircraft contaminated by dangerous goods must be taken out of service and should not
return to until contamination from dangerous goods are not removed to such an extent so as not to
cause damage to human health and the environment. The process of removing contaminated aircraft
out of service is described in 2.2.1.19 of the Maintenance Organization Manual (OJSC "Rossiya
airlines" Technical Maintenance Manual - ROTO).
The aircraft contaminated with radioactive substances cannot be allowed to use until the
radiation level are higher than the values specified in table 9.4.A of IATA DGR.
If breakage or damage to the packaging to DG occurred at a warehouse or ramp, the table can
be used as an aid to minimize the risk of contamination and remove contamination in cooperation
with local authorized emergency services.
Destruction of damaged packages containing dangerous goods must be made in accordance
with local rules approved by the relevant government authorities.
Section 6.2 Substitute air waybill
The airline has no set form replacing the air waybill, but it will not object to their issue by the
cargo terminals (service companies) in appropriate cases (e.g., a loss of documents to perishable
goods).
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If the air waybill is lost or missing, or misdirection of cargoes occurred, transportation and
cargo delivery can be completed with the help of substitute air waybill. This procedure is explained
in the IATA Recommended Practice 1600s, the basic requirements of which are outlined below:
- Substitute air waybill shall be completed in six copies, one of which must be kept by the
service company that has issued such substitute;
- sizes and sections in the substitute air waybill must be the same as in a regular air waybill;
- Electronic transmission of information relating to a substitute air waybill shall be made by
FWR and FSB messages described in the Cargo-IMP manual.
6.2.1 Completion
The sections on the front of a substitute air waybill must be completed with the available
information from packages, cargo manifests as follows:
- Air waybill number;
- Code number of the airline and serial number of the air waybill;
- Name and address of the service company that has issued the substitute AWB;
- Name and address of a service company that issued replacement AWB;
- Name and address of the shipper;
- Name (last name, first name), address, country (or country code with two letters) and one or
more methods of contact (phone, fax) of the shipper;
- Name and address of the consignee;
- Name (last name, first name), address, country (or country code), and one or more methods
of contact (phone, fax) with the consignee;
- The airport of departure;
- The route to the destination airport;
- Codes of the destination airport, departure, carrier, route to the destination airport.
- The name of airport or city of destination;
- cargo handling information.
Section 6.3 Damages, loss and cargo tracing
Prompt actions must be taken to correct any irregularity as soon as it is found. A failure to
achieve the result leads to a loss of efficiency of operations and good customer relations. This
subsection describes the appropriate action to be taken in different types of irregularities and bad
cargo handling.
To achieve a clear understanding of the corrective actions for troubles
hooting,
the
following terms should be used:
"Cargo Tracer Message" (CTM) is the message of the loss or discovery of the cargo and/or
documents.
"Found Cargo" is an undeclared cargo and a cargo without the documents found during
warehouse inventory checks or cargo that cannot be identified. The found cargo, after investigation,
may be discharged by mistake or not sent.
"Mislabeled Cargo" is a cargo that has identifying marks of the shipment to which it does
not belong (wrongly labeled).
"Missing Cargo" is a cargo that is not received from the flight on which it was included in
the cargo manifest for the shipment.
"Offloaded Cargo" is a cargo that is mistakenly or intentionally offloaded from the aircraft
at the departure airport or at an intermediate airport.
"Over carried Cargo" is a cargo that is not offloaded at the airport of destination according
to the cargo manifest and flew over it.
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"Point of Loading" is the airport where the cargo is loaded according to the cargo manifest.
"Point of Unloading" is the airport where the cargo is unloaded in accordance with the
cargo manifest.
"Short shipped Cargo" is a cargo which was specified in the cargo manifest, but it was not
loaded.
"Warehouse Check" is an inventory (check, list) of the cargo warehouse to find a
discrepancy between the current availability of cargo and the available air waybills.
6.3.1 Missing cargo
(a) General provisions
When the all cargo or its part specified in the cargo manifest is not received at the destination
airport, or when a notice is received from the destination airport, that the cargo specified in the
cargo manifest is missing, the following actions should be taken:
Check whether the message was received pertaining to the missing cargo and whether it
indicates that the packages were intentionally offloaded or are specified in the cargo manifest, but
not loaded in aircraft;
If such a message is not received, check all the possible places of storage, where such cargo
may be.
(b) Cargo tracer message
If the above check at the cargo terminal, where the cargo is missing, was negative, CTM
message should be sent to the airport of loading and all the airports along the route.
Actions at the cargo terminal where an "CTM" message is received,
The cargo terminal of the airport of loading should perform a check and then confirm that the
missing cargo is definitely not loaded or not loaded for certain reasons.
If a cargo handling terminal of the airport believes that a missing cargo could have been
loaded on the wrong flight, then the cargo terminal must send messages to those cargo terminals,
which might have received the cargo (where such cargo is misdirected).
If the cargo found is erroneously sent by the flight of other airlines, the cargo terminal,
which received the goods, must request a copy of the original air waybill and instructions for
sending the cargo found, and act according to the instructions received.
(c) Final cargo tracer message
Actions at the cargo terminal where the cargo is missing
If the cargo is not found within fourteen days after the expected date of arrival, a closing
cargo CTM message should be sent to all cargo terminals along the route of the flight relating to the
acceptance of the said cargo, which must include the following:
- The number of AWB;
- Airports of departure and destination;
- Route;
- Flight number and date specified in the cargo manifest;
- The last airport of loading;
- The number of missing packages;
- The total number of packages under the air waybill;
- The weight of the missing packages;
- Description of contents;
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The airport cargo warehouse where the cargo was found, shall send the "CTM" cargo message
to all the airports on the route to request for instructions.
The cargo shall be sent only when the air waybill is received, its copy or shipping
instructions.
A negative result
If within four weeks (30 days) no response to the load message "STM" is received, the airport
cargo warehouse where the cargo is found, must return the cargo to the station (airport) of origin
(departure), if known. If the station (airport) of origin (departure) is not known, the cargo must
remain in place.
6.3.3 Mislabeled cargo
Mislabeling of cargo must be corrected immediately. Before placing the mislabeled cargo to a
warehouse, the airport of departure should be contacted.
If the labeling error was made by the shipper and cargo agent, and if it is necessary reexecution, it must be issued a new air waybill and all costs are added to payment (invoice) for the
transportation.
6.3.4 Cargo without transportation documents
Actions at the airport, where an irregularity is detected:
When the cargo indicated in the cargo manifest is received without documents (AWB), a note
about the lack of documents should be made on the cargo manifest, the relevant CMT message must
be sent to trace the air waybill to the point of loading, airports along the route, requesting missing
documents or copies thereof.
When the original or a copy of the air waybill is received, it is necessary to deliver the cargo
to the consignee or load it for further delivery to the destination point, using a copy or a substitute
air waybill.
6.3.5 A Message on non-delivery of cargo
If the consignee does not receive the cargo within 7, 14. 21.28 days after its arrival at the
destination airport, then it is sent a message of non-delivery (FRP), which must be filled in
accordance with IATA Resolution 603 if:
-it is impossible to deliver cargo within fourteen (14) days after arrival of the cargo to the
destination airport and notice to the consignee;
- Refusal of the consignee to receive the cargo;
- If there is a need to revise or update the information contained in the previous IRP,
especially when the cargo is delivered after the release of the previous FRP, or after disposal
(destruction) of the cargo;
- In other incidents affecting traffic or cargo delivery.
The FRP messages are sent by telex messages and addressed to the carrier, station (airport) of
departure or cargo handling agent at the departure airport (indicated on the front of the air waybill).
Any amendments to the charges applied, as follows from such irregularities must be made in
accordance with the procedures specified in IATA Resolution 612a.
The procedure for filling FRP applies to carriage performed on interline. However, it is often
used for transport online accomplished by the carriers who do not have their own specific
procedures.
Prior to the issuance of the cargo to the consignee, a check must be carried out ensuring that
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all other charges payable at the destination airport, are done and the payment is made.
Procedures for delivery should be strictly controlled to ensure that the cargoes are not released
without delivery receipts, without proper customs clearance, without performing other procedures
for release established by governmental authorities.
Section 6.4 Cargo irregularity reports and commercial reports
6.4.1 General provisions
When it is found partially or completely damaged shipment, or when the contents of the
shipment or a part thereof is lost, when the packaging came into disrepair, damp, no shipping
documents, there is an access to the content, there is a discrepancy in the weight given in the AWB
by the personnel of the cargo service company it is completed the cargo irregularity report.
The purpose of the irregularity report is to provide the airline with detailed information on the
occurrence. This additional information for an engineer handling claims that he is able to handle
incoming complaints. The form of the irregularity report is not established by theairline, the cargo
terminals fill their current forms.
The irregularity report is not made in cases where the consignee finds damage or shortage
after the shipment left the space of the cargo terminal (service company).
When issuing the cargo to the consignee for certifying:
- Mismatch of the name, weight and number of pieces of cargo to those specified in the AWB;
- damage or spoiling the cargoes;
The airline or cargo service company draws up a commercial report.
6.4.2 Completion
In the irregularity report and commercial reports it is necessary to reflect as much information
as possible to ensure a validated handling of the cargo claims (actions).
The nature of damages to the outer packaging must be mentioned in the report. If the inner
packaging is used, then the material must be specified in the report. The nature of damage to the
contents must be described, preferably with as much details as possible. Alternatively, there are
possible the marks as crosses in the appropriate sections of the report of all additional details that
are available, but all additional details should be described in the section for comments (remarks). If
the shipment consists of more than one package, the number of damaged packages should be
mentioned.
To determine the time and place where the damage occurred, it is important in completing the
report to indicate in the performance of what kind of handling (loading/ unloading, transportation to
(from) the aircraft, handling at the warehouse, in the issuance of the goods) the damage was
discovered. When it is possible to determine the exact cause and place of damage, for example,
when the damage occurred during the handling by the staff of the cargo terminal - it should be
mentioned in the report.
If the staff of the cargo agent, cargo terminal or airline undertook any steps to recover
packaging to prevent further damage, the description of such measures taken must be reflected in
the report.
In all cases where it is suspected or found a shortage of content, the full weight of the
shipment should be checked and recorded in the report.
A specialist of the cargo terminal (cargo agent) who fills in an irregularity report must sign
and date the completion of the report. It should also be included an e-mail address to contact for
questions.
If the irregularity report is executed in the Russian territory, the report must be signed by a
representative, supervisors and airline employers, who is responsible for accepting the cargo,
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whether or not an international or domestic flight is made. Without the signature of representative
or supervisors the report is recognized as valid. The irregularity report in the near and far abroad is
signed by the representative or a supervisor of the airline.
6.4.3 Distribution
Upon request, a copy of a completed irregularity report must be submitted to the cargo
transportation department in St. Petersburg.
A copy of the commercial report made in St. Petersburg is delivered to the Pulkovo Cargo
Terminal.
The consignee or its agent is issued a copy of the irregularity report, a commercial report.
Section 6.5 Irregularity information storage
The irregularity reports and irregularity messages (correspondence, telexes) must be stored at
the cargo warehouse, which made (got) them, within two years.
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The arrived mail must match those data specified in CN38/CN41. On transit flights the
unloaded should be checked before the flight departure. Incoming mail should be delivered to the
post office as soon as possible under delivery notes CN38/CN41. CN38/CN41 forms must be
registered and retained by a mail handling agent within 2 years.
Section 7.9 Handling
Transfer mail for international flights should not be either handled or registered by the post
office at the transfer station. Responsibility for the correct handling is vested in the cargo and mail
handling agent of the enterprise.
Transfer mail for domestic flights is transmitted to the post office at the transfer station.
Section 7.10 Documentation
When it is received not adequate copies of the transit CN38/CN41, it can be made
photocopies of the originals of proper documentation at the transfer point.
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Annex 1
Aviation Security
Of cargo, mail, managers mail and service cargoes of the airline
1. Purpose and intentions
1.1 Purpose
The purpose of this chapter is to state the requirements of "Rossiya Airline OJSC in order to
ensure that no prohibited goods have been taken on board the aircraft either in the cargo or the
courier or express packages, or in the service cargo and mail .
1.2 Intentions
The intention is to ensure that cargo, courier and express packages, taken on board the plane,
do not contain any banned substances.
It is necessary to meet these instructions, unless local law provides otherwise.
2 Air cargo
2.1 Definition
The term "air cargo" includes shipped by air cargo other than baggage, mail or goods for sale
and use on board aircraft. Courier and express cargoes are included in this definition.
2.2 Acceptance of cargo
The enterprise accepts for carriage only such goods, which have successfully passed the
aviation security procedures.
2.3 Cargo aviation security procedures
Aviation security procedures consists of the following security measures:
1. Cargo for carriage by air is taken from known or unknown shippers (cargo agents and
freight forwarders).
The enterprise believes that the known and unknown shippers (cargo agents and freight
forwarders) must verify the contents of shipment. Information must be kept for one month from the
time of acceptance of cargo.
2. When examining and accepting the cargo from known and unknown shippers it must be
confirmed that handling and transportation is made in accordance with security instructions for air
transport.
3. 100% scanning to ensure the security of air cargoes is used for acceptance of cargo from
known and unknown shippers (cargo agents, freight forwarders).
4. Handling, storage and transportation of air cargo must be carried out only by personnel
with an appropriate permit and having access to this type of jobs.
2.4 Regulated Agents
The enterprise does not maintain the status of the regulated agents.
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In transferring a valuable cargo, a receipt (signature of receipt) from the consignee should
always be required as well as identification of the consignee must always be performed.
2.15 Responsibility
Persons who are responsible for each stage of air cargo handling shall be appointed. The
stages of air cargo handling include the following: acceptance/delivery - storage and handling scanning for security - transportation to/from the aircraft - loading/unloading.
2.16 Requirements for cargo agents and service companies
In their performance all cargo agents and service companies of the enterprise should be
guided by the requirements set forth in the "Aviation Security Program of "STC "Rossiya" OJSC,
this manual.
Requirements for aviation security, as set out in the above documents must be communicated
to the cargo agents and service companies on a mandatory basis at the conclusion of contracts with
them.
At the conclusion of contracts, cargo agents and service companies are required to specify to
the cargo transportation department the officer responsible for aviation security. The cargo
transportation department informs the aviation security and regime department about availability of
a designated officer with the cargo agent and service company and contacts phones thereof.
2.17 Compliance with the aviation security measures and control
The compliance with the aviation security measures for cargoes to be carried shall be
implemented by each cargo agent and service company. The director of the aviation security and
regime department (ASRD) and the head of the cargo transportation department (CTD) exercise
control over the compliance with the aviation security measures, as part of the overall security
measures of the enterprise.
2.18 Messages
A message on discrepancies with the aviation security measures must be made first of all to
the officer of the ASRD which, depending on the issue, should report to the ASR Director of the
enterprise.
3. Mail security
3.1 Application
Mail carried on board an aircraft of the enterprise must be subjected to aviation security
controls before being loaded on board the plane.
3.2 Requirements for the postal administration
Each postal administration delivering mail for transport to the enterprise must meet the
following minimum criteria:
- Post Office should be appointed for this purpose by the relevant authorities;
- shall perform the required control of aviation security;
- shall hire a properly formalized and trained staff;
- shall protect mail from unauthorized interference during storage.
3.3 Security control
Regardless of the speed factors of delivery, the mail can be transported by aircrafts of the
company only after passing the following aviation security controls:
a) acceptance, handling of mail must be performed by properly recruited and trained
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workforce;
b) mail should be:
- Inspected by hand or physical check;
- Scanned through the x-ray - TV set;
- Subjected to inspection by other means of technical or bio-sensory control (such as sensors
to identify drugs, explosives, detection dog, etc.);
to reasonably ensure that the mail does not contain any substances and items prohibited for
carriage.
Aviation security of mail security should be provided as long as it is not be placed on board
the aircraft and maintained until the departure of the aircraft.
3.4 Criteria for the known shipper
The enterprise accepts for carriage of mail from authorized post offices stations (airports) only
and in matters of aviation security it does not make any difference.
3.5 Transshipment mail
The transshipment mail (transit, transfer) which arrived by air does not require passing the
security, provided that the mail is protected against unauthorized interference at the transit (transfer)
point. Mail, delivered not by air passes the security check in the usual prescribed manner.
4. Captain mail and service cargo of the enterprise
4.1 Purpose
The purpose of this paragraph is to state requirements in order to ensure that no prohibited
substances or items are taken on board the aircraft either in the captain mail or service cargoes of
the enterprise.
4.2 Intentions
The intentions of this paragraph are to ensure that no any prohibited substances or items are
contained in the captain mail or service cargo of enterprise carried onboard the plane.
4.3 Application
The captain mail and service cargo of the enterprise carried by airplane must be subjected to
aviation security controls prior to placing on board the aircraft.
4.4 Definitions
The term captain mail and service cargo of the company includes the internal shipments of
correspondence and materials, such as documentation, consumables, spare parts, catering for the
supply of an enterprise's own or contracted entities to be used in order to ensure the enterprise
operations. Transport of dangerous goods in the captain mail and service cargo of the enterprise is
prohibited. Transport of dangerous goods companies such as batteries and spare parts is described
in more detail in Chapter 9 of RPP-A "Dangerous Goods and Weapons," the ICAO Technical
Instructions, and the IATA Dangerous Goods Regulations.
4.5 Security control
Any shipment of the captain mail and service cargo of the enterprise shall be subject to the
following measures:
- Shipment should be controlled and scanned for security, to ensure that no substance or item
prohibited for shipment by air is included in the shipment of the enterprise;
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- Shipment will not be left unattended prior to loading on board the aircraft.
Any other shipments of captain mail and service cargo of the enterprise, such as catering
equipment), aircraft parts and other materials to provide a specified service, etc., made on behalf of
an enterprise by the entity maintaining a contract with the enterprise, should be scanned to ensure
that aviation security before being loaded into the plane.
Inspected equipment after passing the scanning should not be unattended prior to loading to
the aircraft and its departure.
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Annex 2
Samples of Documents
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, , 24-
A failure to comply with all applicable the IATA Live Animal Regulations requirements by the
shipper and any other international and/or national government regulations on the transport of live
animals the shipper will be liable in accordance with applicable law.
Name and address of the shipper, a 24-hour contact phone
Signature of the shipper
Air waybill number
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Date
Flight
number
Date
Airport of departure
Airport of
destination
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Annex 3
Initial Training Program on the Airlines Facilities Prior to Admission to the independent
Work of the Cargo Transportation Department (CTD) Employees
Full name of employee:
Employee office:
Classroom training
#
Areas of Study
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
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Testing
Knowledge
Evaluation
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Practical training
#
2
3
4
5
7
8
9
10
11
Level of
Acquisition
Practical Actions
Final testing.
Testing is conducted by the CTD head on a separate sheet: an employee to be tested writes questions
of the testing officer and gives answers in writing.
Sheets with questions, answers, the date of testing, position, full name, signature of the CTD head are
attached to this form and stored in one file (folder) of the person being tested.
If the employee tested is successfully trained, then the CTD head makes an entry on the readiness of
the employee to work independently. If an employee, in the opinion of the CTD head, is not ready to
work independently, he schedules additional training for such an employee, including the aspects of
required training and timing.
The CTD head resolution on admission to work independently:
CTD Head
N.I. Rodionov
Date:
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REVIEW WORKSHEET
For the Mail and Cargo Transportation Handling Manual
Amend
ment #
Full Name
Title
Signature
Date
Comment
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