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Approved by the Order


Rossiya Airline OJSC
140 dated 30.04.2013

CARGO OPERATION MANUAL

OPEN JOINT STOCK COMPANY


ROSSIYA AIRLINES

Saint Petersburg
2013

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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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Section 1.3. Bans.


1.3.1 General provisions.....
1.3.2 Procedures.
Section 1.4 Cargo booking
1.4.1 General provisions.....
1.4.2 Cargo booking procedure....
Section 1.5 Requirements for cargo packing.....
1.5.1 General provisions.....
Section 1.6 Marking .....
1.6.1 General provisions.....
Section 1.7 Air waybill ....
1.7.1 General provisions....
1.7.2 General conditions of carriage...
1.7.3 Distribution of air waybill copies ..............................
1.7.4 Air waybill substitute ...
() General provisions.....
Section 1.8 Preparation of cargo for carriage....
1.8.1 Examination of cargo ...
() Basic principles of control ..
1.8.2 Declaration of cargo......
() General provisions.....
(b) Location of areas for storage of documents to cargo and mail .
1.8.3 Notification to the crew (captain) (NOTOC)...
() General provisions..
(b) The edition and distribution NOTOC form.
(c) Flights with multiple landings....
1.8.4 Weighing and determining the compliance of cargo volume with the declared data ...
1.8.5 Handling of transfer and transit cargo
() General provisions.........
(b) Cargo manifest for transfer and transit cargoes ...

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1.8.6 Storage of cargoes...


1.8.7 Communication of information (FFM/FWB messages)
Section 1.9. Service cargoes and airline managers mail
1.9.1 General provisions.
() Instructions regarding airline managers mail and service cargoes .
Chapter 2. Acceptance and handling of special cargoes
Section 2.1 General provisions.

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Section 2.2 Valuable and vulnerable cargo


2.2.1 General provisions
() Definitions .
2.2.2 Responsibility ....
2.2.3 Information distribution
2.2.4 Acceptance ..
2.2.5 Documentation .
2.2.6 Packing and marking
2.2.7 Message transfer ..
() Preliminary telex...................
(b) Loading telex ....
2.2.8 Actions upon receipt of VAL preliminary telex
2.2.9 Handling and loading
2.2.10 Notification to the crew...
2.2.11 Deviations from the planned route ..
2.2.12 VAL Attendance within the airport area
() Procedures for export shipments ..
(b) Procedures for import shipments .
2.2.13 Registration
2.2.14 Physical inventory ..
2.2.15 Irregularities
Section 2.3 Unaccompanied baggage .
2.3.1 General provisions..
2.3.2 Acceptance .....
2.3.3 Documentation ....
2.3.4 Packing and marking...
2.3.5 Handling.....
Section 2.4 Live animals...
2.4.1 General provisions.
2.4.2 Packing requirements .
2.4.3 Loading to the aicraft.....
2.4.4 In Flight Services ..
2.4.5 Sanitation and hygiene (General provisions) ..
2.4.6 Transportation of live animals on/in unit load devices .
2.4.7 Transportation of poultry ...
2.4.8 Transportation of decorative fish ..
2.4.9 Acceptance .
(a) Exclusions for domestic transportation .
2.4.10 Messages......
(a) Preliminary telex.
Section 2.5 Human remains (cargo-200).

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2.5.1 General provisions.....


2.5.2 Acceptance.
2.5.3 Human remains in consolidated cargo ..
2.5.4 Documentation
2.5.5 Packing and marking...
2.5.6 Restrictions.
2.5.7 Preliminary telex.....
Section 2.6 Diplomatic cargo
2.6.1 General provisions.
2.6.2 Acceptance and documentation .
2.6.3 Packing and marking....
2.6.4 Handling and loading ...
Section 2.7 Dangerous goods
2.7.1 General provisions and airline policy
2.7.2 Compliance with ICAO Technical Instructions and IATA Dangerous Goods
Regulations ..
() General provisions..
(b) Responsibility of the staff ...
2.7.3 Restrictions.
() Prohibitions on dangerous goods.
2.7.4 Acceptance of dangerous goods......
() Transport of dangerous goods under government exemption and approval of
operator ....................................
(b) Transportation of dangerous goods in the unit load devices (ULD) of the shipper
or cargo agent ..
() Use of the acceptance checklist for dangerous cargoes (checklist)
(d) Acceptance of biological substances, category (RDS) and dangerous cargoes in
excepted quantities (REQ) .
(e) Dangerous goods acceptable for transportation.
(f) Rejected shipments of dangerous goods
(q) Re-check .
(h) Placement of dangerous goods after acceptance...

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2.7.5 Handling and loading of dangerous goods..


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() Checking....
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(b) General loading restrictions .
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() Danger marks and marks of cargo handling ..
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(d) Shipments transported by cargo AC only .
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(e) Identification of unit load devices (ULD) containing dangerous goods ........................
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(f) Unclaimed dangerous goods .
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2.7.6 Specific requirements for handling of dangerous goods ...
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() Packages containing liquid dangerous goods..
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(b) Loading and placement of incompatible dangerous goods (DGR9.3.2)...
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(c) Storage and placement of toxic and infectious substances (DGR9.3.14.3)
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(d) Storage and placement of radioactive materials (DGR9.3.10)...
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(f) Loading of magnetized materials (DGR9.3.14).....
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(q) Loading of carbon dioxide, solid (dry ice) (DGR9.3.12)
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(h Loading of live animals (AVI) with dangerous goods (DGR9.3.14)
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(i) Loading of polymer beads (DGR9.3.13)..................................
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(j) Loading of organic peroxides and self-reactive substances (DGR9.3.16)


(k) Other loading restrictions ....
2.7.7 Provision of information and its storage ..
() Information for employees and customers
(b) NOTOC Information to the crew about special cargo (DGR 9.5.1) ....
() Storage of documents
2.7.8 Actions in emergencies involving dangerous goods
2.7.9 Reports on incidents and aviation occurrences with dangerous goods..
Section 2.8 Heavy, oversize and fragile goods .....................................
2.8.1General provisions..
2.8.2 Documentation .
2.8.2 Preliminary telex..
Section 2.9 Perishable cargo ...
2.9.1 General provisions
2.9.2 Acceptance for carriage .
2.9.3 General requirements for packaging and marking...
2.9.4 Vegetables and fruit..
() General information .
(b) Loading to the aircraft..
2.9.5 Eggs
() General information ..
(b) Loading to the aircraft ....
() Temperature requirements .
2.9.6 Flowers .
() General information .....
(b) Loading to the aircraft .
2.9.7 "Wet cargo"..
() General information ...
(b) General requirements for packaging ..
() General safety precautions when loading to the aircraft .
(d) Meat...
() Fresh fish ...
(f) Frozen fish ...
2.9.8 Procedures for flight delays ...
2.9.9 Documentation
2.9.10 Preliminary telex..
2.9.11 Restrictions
Chapter 3. Dimensions and volumes of baggage holds, hatches, allowable loads by
aircraft types
Section 3.1 Information by aircraft types..
3.1.1 Airbus A-319...
3.1.1 Airbus -320...
3.1.3 Boeing 767
3.1.4 AN-148
Section 3.2 Sizes and volumes of containers and pallets, maximum weight ...

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Section 3.3 Temperature in the baggage-cargo holds of AC .

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Chapter 4 Aircraft load


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Section 4.1 Load spread .


4 1.1 General provisions....
4.1.2 Calculation floor actual loading and spread
Section 4.2 Securing cargoes loaded in bulk .
4.2.1 General provisions
4.2.2 Explanation
4.2.3 Securing (lashing) of cargoes
4.2.4 Loading factors ............
4.2.5 Holding capacities of fixing equipment ..
4.2.6 Maximum possible holding capacity of fasteners
4.2.7 Minimum required number of ropes and fittings .....................
4.2.8 Securing rules..
4.2.9 Operation cargo-and-passengers AC..

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Chapter 5 Unit load devices (ULD)


Section 5.1 General provisions.

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Section 5.2 Transportation of special cargo in ULD


5.2.1 Dangerous goods..
5.2.2 Live animals
5.2.3 Perishable goods ....
5.2.4 Valuable cargo...
Section 5.3 Identification and technical data ..
5.3.1 Tags (labels) for containers and pallet ..
() Table of tags (labels) specification..
(b) Filling in (content) of tags (labels)..
(c) Facilities for storage (inserting) labels (tags)
(d) Mixed content (baggage and cargo) in the same container .
(e) The use of tags (labels) for containers/pallets...

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Section 5.4 Handling of unit load devices ULD..


5.4.1 Introduction.
5.4.2 Basic requirements for unit load devices ULD handling ..
5.4.3 Storage of unit load devices ..
5.4.4 Preparation of unit load devices ULD for use ..
5.4.5 Moving unit load devices ULD..
5.4.6 Preventing damage .
5.4.7 Damaged unit load devices ULD
5.4.8 Doors..
5.4.9 Nets...
Section 5.5 General rules for loading of unit load devices ULD..
5.5.1 Stowing restrictions
5.5.2 Maximum gross weight..
5.5.3 Using of a load balancer (spreaders).
5.5.4 Metal (aluminum) pallets..
5.5.5 Formation of load on the pallet ..
5.5.6 Use of handling equipment
5.5.7 Securing of cargoes inside containers
() Mounting equipment ...

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(b) Tie method...


Section 5.6 Closing of unit load devices ULD.
5.6.1 Pallets with nets .....
5.6.2 Containers with mesh (soft) doors.
5.6.3 Containers with solid metal doors .
5.6.4 Unloading procedures ..
Section 5.7 Transfer and interline of the unit load devices ULD.
5.7.1 The Use of the IATA identification codes ....................
5.7.2 Reports, control receipts for unit load devices ..
5.7.3 Logistic control .....................
5.7.4 Orders for the unit load devices ULD.
5.7.5. ULD unit load devices return
5.7.6 Procedure for controlling ULD messages...
Section 5.8 Operational reliability and damage control ..
5.8.1 Introduction.
5.8.2 Pallets.
5.8.3 Nets..
5.8.4 Containers not provided by the structure ..
5.8.5 Aircraft containers .
() Unsuitable containers ..
(b) Unsuitable pallets and nets thereof ...
5.8.6 Checking the ground support equipment, weights calibration

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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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Section 6.2 Substitute air waybill ................................


6.2.1 Completion.
Section 6.3 Damages, loss and cargo tracing ..
6.3.1 Missing cargo ..
() General provisions...
(b) Cargo tracer messages .
(c) Final cargo tracer message ...................................
(d) A negative tracing result .......
6.3.2 Cargo found ....
() General provisions..
(b) Procedures for misdirected cargo (arrived without air waybill at the wrong
airport of destination).......
6.3.3 Mislabeled cargo ....
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6.3.4 Cargo without transportation documents ..


6.3.5 A message on non-delivery of cargo .....
Section 6.4 Cargo irregularity report and commercial reports
6.4.1 General provisions..
6.4.2 Completion ......
6.4.3 Distribution .
Section 6.5 Irregularity information storage .

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Chapter 7. Air mail


Section 7.1 General provisions

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Section 7.2 Mail monopoly ..

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Section 7.3 Liability of the airline. .


7.3.1 Storage of documents ...........
Section 7.4 Responsibility of the post office ..
7.4.1 Packaging ..
7.4.2 Marking .
Section 7.5 Priority of the air mail /SAL mail

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Section 7.6 Documentation

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Section 7.7 Acceptance..

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Section 7.8 Delivery..

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Section 7.9 Handling.

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Section 7.10 Documentation .

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Section 7.11 Irregularities. .

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Section 7.12 Complaints..

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Section 7.13 Claims (actions).....

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Section 7.15 Mail irregularity message.....

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Annex 1 Aviation Security .


Annex 2 Samples of Documents
Annex 3 Initial training program .

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Chapter 1. Acceptance and handling of general cargo


Section 1.1 Preliminary necessary conditions (requirements) and deadlines
1.1.1 General provisions
References in this chapter given in brackets (Rules x.x.x.) refer to the latest effective version of
the IATA Air Cargo Tariff Rules (TACT Rules), references to ( ...) refer to this Manual.
The air company accepts cargo shipments from cargo agents where relevant agreements are
entered into.
Cargoes shall be prepared for shipment in accordance with this Manual, Tact Rules and other
IATA requirements, including carriages within Interline agreements.
The air company accepts cargoes from shippers via cargo agent, with which corresponding
contracts are concluded. The air company does not accept cargo direct from shippers.
A cargo shall be deemed accepted for carriage after the air waybill is executed that is an air
carriage agreement.
The provisions of Chapter 1 shall also be applicable to special cargo unless otherwise is stated
in Chapter COM Acceptance and Handling of Special Cargo.
Sendings cargo must be packed properly for safe transportation and exception of destruction
of packing, and to be handling so that to avoid their damage, damage of other cargo and luggage,
damage AC, auxiliaries and causing of harm to health to the workers borrowed in processing of
cargoes
Cargo damages shall be reported to designated air company responsible persons immediately as
they are discovered during handling.
Cargo shall be stored in the areas where it is not exposed to unfavorable weather conditions or
be damaged or stolen throughout its storage period.
From the acceptance period of cargo and prior to the commencement of consolidation to the
flight cargo and mail shall be in the restricted area to prevent unauthorized interference in it. Cargo
handling staff of cargo terminals shall always wear a visible badge (pass) issued by security service.
Consolidation of cargo to a flight and its loading in the unit load devices shall be performed in
accordance with this Manual so that to avoid damage to the cargo, auxiliary, transport equipment and
aircraft.
1.1.2 Cargo acceptance period
There are limitations with respect to minimum periods for acceptance of cargo for shipment at
stations (airports). The Pulkovo base airport has the following time limits for delivery of cargoes and
cargo air waybills completely executed by cargo terminal controller:
- for flights performed by AC using unit load devices 6 hours before flight departure;
- for flights with two and more landings and the amount of booked cargo 2 tons and more 4.5
hours before flight departure;
- for other flights 3.5 hours before flight departure.
If the time limits are failed, cargoes may not be shipped by booked flight, the cargo agent shall
be obliged to get cargo back provided that such cargo cant be taken by the next flight through
dimensions, heavy weight, full cargo booking or through other reasons. A failure to meet the time
limits to deliver cargoes does not mean its automatic transfer to the status of the cargoes left. The
cargo agent shall book again the cargo failed to be delivered in time for another flight. All expense
for additional storage and receiving the cargo shall be borne by the cargo agent.
Time limits at the stations (airports) used by the air company shall be fixed by representatives
of the air company on sites upon approval with the cargo service companies.
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1.1.3 Preliminary requirements


Cargo accepted for carriage shall be served in accordance with the procedures of this Manual
and requirements of the state aviation authority.
Prior to acceptance of shipment and/or completion of air waybill AWB, cargo agents shall
check the following aspects:
- correct filling air waybill AWB (shippers note) (see Section 6 of the TACT Rules);
- volume of holds, size of hatches, allowed floor load by types of aircrafts (See 3 Sizes of
baggage holds, hatches and floor load restrictions);
- weight and dimensions of cargo (admissibility for carriages by dimensions, weight, floor load
depending on the type of an aircraft, requirements of cargo terminal and states, load per unit - See
3 Sizes of baggage holds, hatches and floor load restrictions, Section 7 and 8 TACT Rules);
- whether cargo booking is made (see 1.4);
- applied tariff (see 3 Rules);
- whether other shipping documents are attached (see 2.2 Rules, part 2 1.1.5 and 1.1.6);
- whether the requirements of the government authorities and the air company are met (see
Sections 7 and 8 Rules and COM);
- whether packing and marking requirements are met (see part 2 1.5, 1.6 and 2.3.4 of the
Rules);
- whether cargo is weighted;
- whether requirements for dangerous goods are met (see part 2 2.7, IATA DGR, ICAO
TI);
- whether requirements for other special cargoes are met (see part 2 section 2 );
- compliance of temperature in the baggage holds with the nature of cargo to be carried (See
CTM 8.2.4, part 2 section 2 3 ).
1.1.4 Unacceptable shipments
Some shipments are unacceptable for carriage by air. They include:
- shipment the content of which may injure the staff, damage aircraft or other cargo;
- shipment which is not properly marked, packed so that to prevent injury to people, damage to
property or not strong enough for transfer transshipments;
- goods the weight of which is not known or confirmed not in a competent way.
Unacceptable shipment is subject to return to the shipper.
Some shipments shall be accepted provided that certain special conditions are complied with.
These conditions are detailed in chapter 2 Section 2 of this Manual.
1.1.5 Customs export control and rules
The shipper shall be liable for the compliance with laws of the territory, from or through the
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 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.
1.1.6 Customs rules for import, transit and re-export
The shipper shall be liable for the compliance with laws of the territory, from or through the
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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

Cargo delivery to the consignee

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.

Section 1.4 Cargo booking


1.4.1 General provisions
For efficient use of shippers and cargo agents the air company maintains cargo booking.
Cargo booking is performed by a supervisor of the airline, cargo agent at the station (airport) of
departure, at the Pulkovo base airport by cargo transportation department.
Cargo booking may be done in FFR format using:
- CARRIER AERO software
- SITATEX message;
- E-mail messages;
- at least fax.
Booked cargo cannot be unloaded without valid cause. If the booked cargo is not loaded to the
flight through the reasons beyond the cargo agent, the cargo agent shall be notified on delay and the
shipment shall be made to the next available flight. Information about any irregularity during carriage
shall be communicated to airports of departure, transfer and arrival.
Cargo booking is not a legal (law-based) warranty that the volume will be available and the
cargo will be necessarily shipped.
1.4.2 Cargo booking procedure
Cargo booking shall be made by cargo transportations department on cargo agent request and
confirmed before the cargo is accepted for carriage.
Restrictions
Various consumer items and goods may require special condition of carriage and they may be
subject to various restrictions. In filing a request for booking and confirmation of cargo booking
special attention should be paid to the following cargoes:
Arms and uniforms
Dangerous goods
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- national government requirements


- IATA DGR
- IATA DGR, FAP-141
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Human remains (cargo-200)


Diplomatic cargo
Heavy, fragile and oversize cargo

Valuable and vulnerable cargo


Perishables

Live animals

Drugs, medications

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- CM 2.7; Section 9 OM-A


- national government requirements
- 2.5
- 2.6
- 2.8
- type of AC used
- requirements of service companies, stations and
governments
- 2.2
- national government requirements
- 2.9
- IATA PER
- national government requirements
- IATA LAR
- 2.4
- national government requirements
- requirements of service companies

Section 1.5 Requirements for cargo packing


1.5.1 General provisions
Cargoes shall be packed in accordance with their specific properties and features in such a way
as to ensure their safety during carriage, transshipment, reshipment, transportation and storage, as
well as to prevent access to content, and the possibility of injury to passengers, crew members, third
parties, other cargo, baggage or property of the carrier and the cargo agent.
Special packing requirements shall be applicable to the following cargoes:
- Dangerous goods;
- Live animals;
- Valuable and vulnerable cargo;
- Human remains;
- Perishables.
See Chapter 2 .
If the package or its contents are or will be in a damaged condition, it is necessary to notify the
shipper or cargo agent of the need to repackage the goods. If this is not possible, detailed information
about damages should be included in the AWB Section Cargo Handling Information" and
Irregularity Report in transportation shall be completed and attached to the air waybill.
In the event of damage to the packages containing dangerous goods via accepting, it shall be
refused acceptance this shipment for carriage. It should also be refused further carriage of damaged
packages containing dangerous goods if they are in transit or transfer. The accident report with
dangerous goods shall be prepared and distributed in any case of damages to the packages containing
dangerous goods. Dangerous goods shall be repackaged by qualified personnel only into special
packaging Salvage.

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Section 1.6 Marking


1.6.1 General provisions
Efficient cargo handling requires a clear and proper labeling. Packing of each cargo package
should bear sender and transport marking, and the cargo which requires special conditions of
handling and transport - special marking as well.
The shipper is responsible for making sender marking that contains details about the company
name or name of the shipper and consignee, address of the shipper and consignee, cargo weight,
ordinal number of packages in the shipment, as well as handling marks, pointing to ways of dealing
with the cargo.
The cargo agent shall be responsible for making transport marking which should contain details
of the airport (station) of departure, airport (station) of destination, number of packages, weight, air
waybill number. Reusable packaging should not have the old marking, it should be removed.
Special marking should be used for perishable goods, dangerous goods, live animals and fragile
items.
Section 1.7 Air waybill
2.7.1 General provisions
Air waybill is a document certifying the conclusion of contract of carriage between carrier and
shipper, transport conditions and the acceptance of cargo by carrier or cargo agent. Air waybill
company consists of 8 copies, three of them are originals, the first original is marked "for the carrier,
the second original -" for the consignee" and should accompany the cargo, the third original -"for the
shipper" should be issued to the shipper in accepting cargo for shipment.
1.7.2 General conditions of carriage
All cargo carriages shall be performed in accordance with the general conditions of carriage
printed on the reverse side of the air waybill original. These conditions include certain provisions
included in the Warsaw Convention further developed in IATA and adopted for air company.
1.7.3 Distribution of air waybill copies
The air way bill of air company consists of 3 originals and 5 copies.
Distribution
Color
Nr. 3 original for the shipper
Blue
Nr. 8 copy for the cargo agent
White
Nr. 1 original for the carrier
Green
Nr. 2 original for the consignee
Pink
Nr. 4 confirmation copy of cargo Yellow
receipt
Nr. 5 copy for destination airport
White
Nr. 6 copy for the second carrier
White
Nr. 7 copy for the first carrier
white
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1.7.4 Air waybill substitute


(a) General provisions
The air company does not issue air waybill substitutes as the accompanying documents. In all
cases, the absence of originals or copies of air waybills their photocopies or fax copies are used. It is
possible to ship misdirected cargo on the basis of written orders (faxes, telexes, etc.) by copies of
AWB.
The air company will not oppose the issue of air waybill replacements by service companies, if
it is done in compliance with all requirements of IATA recommended practices 1600s, and only
where necessary (e.g., loss of documents to perishables or live loads, misdirected cargo).

Section 1.8 Preparation of cargo for carriage


1.8.1 Examination of Cargo
(a) Basic principles of control
In acceptance of cargo for carriage the following control shall always be performed:
- number of packages, dimensions and total volume of shipment shall comply with the details
given in air waybill;
- dimensions and weight of packing cannot exceed limits set for each type of aircraft and
baggage hold;
- cargo shall be booked. Confirmation of cargo booking shall be attached to air waybill as a
booking message or signature in the shippers note (domestic air waybill);
- all packing shall have the relevant marking;
- packing shall comply with the content subject to its specific properties and features and in
good condition for carriage.
COMMENTS:
1 Packages of cargoes with leakage of the contents shall not be transported as long as cargoes
are repackaged and prepared for shipment in such a way as to ensure complete safety during
carriage.
2 Shippers, for some reason, may request that the carriage should be made performed at a
certain temperature. In such cases, the shipper shall be tactfully informed that the enterprise is
unable to provide similar conditions due to changing conditions prevailing in the continuation of
various transport cycles. At the same time, every effort shall be exerted to keep the goods at the
desired temperature when possible. Air waybills with notices such as "always be kept at a
temperature of +5 C" can not be accepted. If cargoes can be transported at all, the AWB should
include a notice such as "When possible cargoes should be stored at temperature +5C". The
appropriate measures should be taken, as is usually done to ensure that the cargoes are as much as
possible kept at or near the desired temperature on a warehouse cargo service company.

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1.8.2 Declaration of cargoes


(a)
General provisions
A detailed list of all cargoes intended for shipment by the stated flight shall be included in the
cargo manifest.
The cargo manifest shall be issued and completed for all flights by cargo service companies
(cargo terminals).
(b) Location of areas for storage of documents to cargo and mail
Cargo and mail documents shall be handed over from hands to hands from service cargo
companies to supervisors of the air company or the employees of airline responsible for loading of
the aircraft, cabin attendants regardless of AC type. Supervisors or the employees of airline
responsible for reception of a cargo and mail after reception of a cargo and mail undersign for cargo
manifests or put a personal stamp, confirming the fact of loading and quantity of pieces, and transfer
documents to the cabin crew.
There are no special areas for storage of documents at AC, cabin attendant who receives traffic
documents shall be responsible for safety of such documents.
1.8.3 Notifications to the crew (captain) (NOTOC)
See 3.9 of the airline Ground Handling Manual.
(a)
General provisions
For security reasons NOTOC - Notification to Captain form about special cargoes should be
used to report the presence dangerous goods as soon as earlier.
To notify the crew (captain) of the transport of:
- dangerous goods;
- live animals;
- perishables cargo;
- the cargoes cooled by a dry ice (with the instruction of quantity of a dry ice);
- human remains;
- valuable cargo
shall be made NOTOC with necessary details indicating the temperature required for the
transport of live animals (if applicable).
Notes: In usual conditions of transportation the cargoes demanding observance of a
temperature mode with which it is impossible to provide onboard AC during transportation, to
transportation are not accepted. On it are informed all shippers and cargo agents at reception of a
cargo to transportation.
(b) The edition and distribution NOTOC
At the base airport of the Pulkovo:
The flight and balance dispatcher preliminary (3-4 hours prior to a start of concrete flight)
receive the information on transportation of dangerous and special cargoes in the form NOTOC of
filled by employees of a department of freight traffic of airline on inserting Dangerous and special
cargoes AC Open Sky/Ops.
The flight dispatcher print form NOTOC from inserting Dangerous and special cargoes AC
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Open Sky/Ops and transfers AC captains on preflight preparation.


The balance dispatcher print form NOTOC from inserting Dangerous and special cargoes
AC Open Sky/Ops and transfers the employee of airline responsible for loading AC (to the engineer
on the organization of production management, supervisions) together with the scheme of loading
before the beginning of loading .
Balance dispatcher the information on special cargoes (except for dangerous) from NOTOC of
inserting Dangerous and special cargoes AC Open Sky/Ops is enters in screen DCS LNTS, is print
and transferred the form of electronic form NOTOC to the employee of the airline responsible for
loading AC (to the engineer on the organization of production management, supervisors) together
with Load sheet before start AC.
Filled form NOTOC about dangerous cargoes is delivered under board AC by a brigade of
loaders of the cargo terminal of the Pulkovo and transferred with all transportation and
accompanying documents to the employee of the airline responsible for loading AC (to the engineer
on the organization of production management, supervisors). The employee of airline responsible for
loading (the engineer on the organization of production management, supervisors) transfer of
accompanying documents and NOTOCs to AC captain. Signed by AC captain forms NOTOC on the
dangerous and other special cargoes the employee of airline responsible for loading AC (the engineer
on the organization of production management, supervisors) are delivered together with the
accompanying documentation to the dispatcher of group of the account of services of a department of
planning and production management department of ground handling.
In the not base airports:
The scheduler of loading bears the responsibility for drawing up and transfer NOTOC under a
list to the AC captains or airlines supervisors. At reception NOTOC from the scheduler of loading the
representative of airline (supervisors) transfers NOTOC to AC captains, leaving itself one copy
signed by AC captain NOTOC and keeping it in the established place up to the end of flight, and then
for the term of not less than 3 months.
Filled form NOTOC in a legible kind, or print from filled screen DCS, is issued at least in
duplicate, should concerns to a concrete cargo party of dangerous or special cargoes.

(c) Flights with Multiple Landings


On transit flights with several landings NOTOC is issued on all depth of the route, the replaced
crew should transfer NOTOC to the following on relay race to crew. The crew should inform
commercial channels of the airports on presence of dangerous and special cargoes onboard AC for
entering the information into messages LDM and the summary loading sheet (Load sheet).
1.8.4 Weighing and determining the compliance of cargo volume with the declared data
In acceptance of the cargo for shipment the cargo service companies must weigh the cargo and
determine its compliance with the actual volume in the presence of the shipper and indicate its actual
weight and volume in the shippers note. In acceptance of oversize cargo, long or heavy cargoes it
must be checked the option to load them to a specific aircraft type and confirm the booking of
oversize cargoes, long and heavy cargoes, even if only one package in the shipment is heavy. The
shipment consisting of a few packages can be weighed in whole or in part.
It is allowed accepting cargoes for carriage by actual weight, with deviation of + / -10% of the
booked one.
Unit load devices, or any other device or material transported with cargo are included in the
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total weight of cargo.


All requirements and instructions set forth in Chapter 4 of COM (AC load) and in Chapter 5
COM (Unit load devices), should be met.
Weighing device checking see 5.8.6.
1.8.5 Handling of transfer and transit cargo
(a)

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.

FFM format message


The FFM message includes information on the cargo manifest of airline, it is the notification of
the details of cargo loaded to a specific flight, as well as cargo, going as transfer. A message is
communicated from one computer to another by the cargo terminal, immediately after departure of
the flight, to the destination of the flight to the service company. The message is also sent to the
supervisor of the airline and at the customs destination.
Message for flight with no cargo
FFM/5
1/FV229/12FEB/LED
HEL/NIL
LAST

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Message for flight with cargo


FFM/5
1/FV229/17FEB/LED
HEL
195-06018725LEDHEL/T10K153/UPS CONSOL
SCI//T1
LAST

FWB message format


The FWB message is a communication of the data indicated in the air waybill.
Communication of full information from AWB in accordance with Cargo Services Conference
Resolutions Manual 26th edition of 01 October 2005. It is transmitted from one computer to another.
It is sent to resolve cases of recurrence of these air waybill data for onward carriage, as well as to
address the needs of a certain number of paper copies of the air waybill accompanying the cargo in
accordance with ICAO Annex 9, Section B, Chapter 4 (ICAO Annex 9, Section B, Chapter 4). It
is completed and sent before shipping the cargo 4 or 3 hours before scheduled departure time, to the
customs authorities or cargo service companies.

FWB message format


FWB/16
195-06018725LEDHEL/T10K153.00MC0.100
FLT/FV229/17
RTG/HELFV
SHP
/UPS
/VOROSHILOVA STR.6
/LED
/RU
CNE
/UPS FINLAND C/O FINNAIR CARGO
/RAHTILIE 1C.01530 VANTAA
/HEM
/FI
AGT//92-47094
/VNESHTRANSAVIA CO LTD. N 1071
/ST.PETERSBURG
CVD/EUR//PP/NVD/NCV/XXX
RTD/1/P10/K153.00/W153.00/R0.4800000/T73.4400000000
/NG/DOCUMENTATION
/2/ND//NDA0-0-0
/3/NV/MC0.100CER/VNESHTRANSAVIA CO LT
ISU/01FEB11/LED
REF///AGT/92-47094/LED
COR/DE
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Section 1.9 Service cargoes and airline managers mail


1.9.1 General provisions
It is understood under the airline managers mail service packages and small packages with
cargo which the services of the airline ship for the conduct of official correspondence and shipment
of small cargo of the airline for official necessity (forms of tickets, and other required forms, reports,
etc.).
It is understood under the service cargo shipments of the airline (spare parts, supplies,
equipment, catering, equipment and tools for cleaning aircraft, cargoes of companies serving the AC
bound by contractual relationship with the airline).
(a) Instructions regarding airline managers mail and service cargoes
The airline managers mail should have a small size and a moderate amount, be sure to pass
the inspection of aviation security. For international shipments it must be obtained an authorizing
stamp of the customs authorities. The airline managers mail is registered in the log for airline
managers mail, delivered to a cabin crew member against receipt.
Service cargoes can be sent in any amounts required by the needs of the airline, shall be subject
to inspection by aviation security, recorded by weight and location in the holds in the flight shipping
documents. Service cargoes must be handling accordance with requirements of this COM.
It is prohibited to send as airline managers mail and service cargo:
- commercial cargoes;
- special cargoes;
- cargoes requiring special handling.

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Chapter 2. Acceptance and handling of special cargoes


Section 2.1 General provisions
This Chapter contains instructions for receiving and handling of special cargoes. All the general
principles of receiving and handling referred to in Chapter 1 COM of the general cargo, shall also
apply to special cargo. This Chapter explains the restrictions and special instructions that must be
applied in addition to these general principles.
Section 2.2 Valuable and vulnerable cargo
2.2.1 General provisions
(a) Definitions
Valuable cargo means cargo, which includes gold, platinum and other precious metals, precious
and semiprecious stones, including industrial diamonds, currency banknotes or coins, stocks, bonds
and other securities, credit and bank cards, jewelry, or the cargo, one kilogram of the actual value of
thirty thousand rubles (U.S. $ 1,000).
Vulnerable cargo means cargo for which value has not been declared, but which require
compliance with heightened security measures against theft:
- unused airline documents, such as different forms of fees MCO, blank ticket forms, etc.;
- other cargoes subject to theft or stealage, such as telecommunications equipment, computers,
mobile phones, etc.
2.2.2 Responsibility
The cargo service companies are responsible for establishing local procedures for safe handling
and storage of valuable and vulnerable cargo and control over their implementation.
Security measures that are used at warehouses, during loading and unloading of the aircraft,
during the customs clearance procedures, for carriage across the airfield, depend entirely on local
rules and conditions and shall always be performed.
2.2.3 Information distribution
Details about the value, content, route and storage of valuable and vulnerable cargo must
remain confidential, and only those details that are absolutely necessary in order to handle the cargo
must be available to staff directly involved in handling such cargo.
Notice of the movement of a valuable and vulnerable cargo shall only include the term
"valuable cargo" (VAL) or Vulnerable cargo "(VUN). Using the actual description of goods, value,
etc. should be avoided.
2.2.4 Acceptance
Various cargo service company adopt a variety of security measures in the acceptance of
valuable and vulnerable cargo. In general, they are based on the following guiding principles:
- measures must be taken in consultation with the shipper and the consignee for acceptance and
delivery of cargo, with a view to minimize storage time in warehouse the airports of departure and
destination. Acceptance and delivery of cargo must be planned at the usual time, avoiding weekends
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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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- Flight number and date


- Air waybill number
- Number of packages and weight in kilograms
- number of baggage hold and compartment
- The number of containers or pallets
- Other additional information.
2.2.8 Actions upon receipt of VAL preliminary telex
Upon receipt of the preliminary telex cargo service company and supervisions airline on
stations (airports) of destination must confirm the receipt of the telex and make sure that no one has
any questions on local procedures for VAL unloading from an aircraft, its delivery to the cargo
terminal at the estimated time of arrival VAL.
2.2.9 Handling and loading
When the VAL cargo arrived to the cargo terminal for acceptance, issuance or transfer, the
shipment must be immediately checked for compliance with AWB and placed in a safe area,
precluding unauthorized access.
If it is anticipated a long delay of the flight where VAL is loaded, the cargo can be removed
and placed in space under strict control, or measures shall be taken to protect the baggage
compartment with VAL cargo for the duration of such delay.
After the reception, or the arrival of vulnerable cargo it shall be placed to the appropriate
storage location, precluding unauthorized access.

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.

2.2.12 VAL Attendance within the airport area


Since the transportation of valuable cargo between the cargo warehouse and the aircraft is on a
strictly protected area of the airport, the additional attendance is provided by the shipper and the
consignee (or a special agent - Special Communication).
(a)

Procedures for export shipments

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)

Procedures for import shipments

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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2.2.14 Physical inventory


Physical inventory should be taken adequately frequently to ensure maximum safety of all
valuable cargo contained in a protected area against unauthorized entry.
Escort to ensure safety is always required when there is transport between the cargo terminal
and the plane or to other areas of the airport.
2.2.15 Irregularities
A loss or obvious lack of any valuable cargo is a serious issue and must be reported
immediately to the authorized person.
If valuable or vulnerable cargo is lost or there are signs of interference, steps should be
immediately taken to locate and determine the location of cargo. It is necessary to immediately report
the incident to local authorities (for example, police), the airline supervisor and all stations (airports)
involved.
Section 2.3 Unaccompanied baggage
2.3.1
General provisions
Unaccompanied baggage is also known as "baggage sent as cargo" and contains personal
belongings. To not accompanied luggage also carries the luggage sent or lost the passenger service
companies, and returned in airport of destination of the concrete passenger. To passengers shipping
baggage as cargo it must be reminded that they will not receive it without customs formalities and
without customs brokerage services, and related costs.
2.3.2 Acceptance
In acceptance of baggage as cargo, one must be sure that it does not contain any dangerous
goods.
2.3.3 Documentation
The air waybill must indicate the full company name (full individual name), address and
telephone number of the consignee for notice of arrival. Surname, name, permanent address and
phone of the shipper must be indicated, even though it may not be located in a city or country where
baggage has been sent. Wherever possible, information about the flight number and date of arrival at
the destination airport must be entered in the "Cargo Handling Information" of the air waybill. When
the carriage is performed at reduced fees, tariff rules also require that the passenger's ticket number is
entered in the same field.
2.3.4 Packing and Marking
Each piece of baggage, apart from the usual transport markings shall be marked on the inside
with the surname, name, home address and telephone number of the owner and have a label attached
to the outside with the surname, name, address and telephone number of the destination airport.
2.3.5 Handling
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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.

2.4.4 In Flight Services


A required nature and extent of attention in relation to some animals during the flight, is
determined by the carrier and/or shipper.
Containers (cages) with live animals in need of attention during the flight should be available
during the flight. This provision does not apply to live animals accepted for carriage as cargo, and
loaded into the holds not available in flight.

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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.

2.4.6 Transportation of live animals on/in unit load devices


When transporting large quantities of domestic animals such as cows, sheep and pigs two main
ways are used.
For the aircraft can be completely loaded with animals, it must be specially equipped. In this
case, information on caring for animals and their loading can be found in the instructions of the
airline.
As an alternative, live animals can be transported in a stall, fixed on a conventional airplane
pallet.
The stall should be absolutely leakproof. A solid plastic film should be laid under the stall and
fixed on the sides.
Water-absorbing material must be in sufficient quantity.
Straw should be tried not to be used as water-absorbing material because it is a combustible
material and prohibited by the quarantine regulations of some countries.
Adequate ventilation should be ensured by accepted Livestock transportation manual on type
of AC.
It is possible that it may be required accompanying persons.
The loading of animals into a container or stall and unloading should be done by the shipper or
the consignee.
After the delivery of animals to the airport of destination, the containers or stalls should be
thoroughly cleaned before their re-use
2.4.7 Transportation of poultry
The airline usually views as poultry day-old chicks, turkey poults, ducklings or goslings.
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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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NOTOC form (Information to the crew about special cargo).


2.5.2 Acceptance
Human remains are accepted for transportation provided that you have all the necessary
documentation and met all the requirements for packaging. Before acceptance it must be obtained
confirmation from the destination airport that an import permit is granted by the authorities.
2.5.3 Human remains in consolidated cargo
Human remains should not be taken in the consolidated cargo loaded in ULD, unless the total
load includes human remains only.
2.5.4 Documentation
The shipment of human remains is accompanied by an official death certificate, certificate of
sanitary authorities that there are no obstacles on their part for transportation, a certificate of sealing
the coffin, for the cremains - a certificate of cremation. The instructions to import of the destination
country may require that these documents have been legalized by the local diplomatic representative.
These documents must be attached to the air waybill, and not the packaging.
Note: the package of documents required for human remains to be sent to Israel it is necessary
a consular permit for import human remains issued directly by the consulates of the State of Israel.
The entry of human remains without the permission of the consular is unacceptable and is a gross
violation of government laws of Israel.
In some cases, government agencies require certain details of the cause of death before
permission to import human remains will be provided.
Organizations engaged in the ritual service and organizing sent the human remains are
responsible for obtaining the necessary documents for the shipment of human remains.
The NOTOC form should be given to the AC captain. The air waybill and cargo manifest must
contain the remark HUM for handling as a special cargo.
2.5.5 Packing and marking
Cremated remains
The cremated remains are sent in the urns, effectively protected against breakage and packed in
a solid reliable outer container.
Non-cremated human remains
Non-cremated human remains are accepted for transportation by air in metal or sheet metal
sheathed wooden coffins, carefully sealed, enclosed in wooden boxes; free space between the metal
coffin and a wooden box should be filled with sawdust, coal, peat or lime.
A wooden box can be re-packaged to be protected from damage or may be covered with canvas
or tarpaulin so that the nature of the content was not obvious. Firm handles must be attached to the
outer packaging
For further details see TACT Rules.

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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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and Load message), the message about loading LDM;


- The employees of airline responsible for loading (the representative of airline, supervisors,
the engineer on the organization of production management, the steward) bear the responsibility
for survey and acceptance of not damaged and leaking packages with DG from loaders of the
serving cargo companies;
- Members of flight crew bear the responsibility for acceptance under a list Information to crew
about a special cargo (Notification to Captain - NOTOC) and performance of the
emergency procedures described in ICAO doc. 9481-AN928 Instructions on the order of
actions in emergency conditions in case of the incidents connected with dangerous cargoes, on
air courts ;
- Members cabin crew (stewards) bear the responsibility for performance of the emergency
procedures described in ICAO doc. 9481-AN928 Instructions on the order of actions in
emergency conditions in case of the incidents connected with dangerous cargoes, on air courts .
- Employees of airline (the representative of airline, supervisors, the engineer on the organization
of production management, the steward) bear the responsibility for survey and acceptance of not
damaged and not proceeding packages with DG from loaders of the serving cargo companies;
- Members flight crew bear the responsibility for acceptance under a list Information to crew
about a special cargo (Notification to Captain - NOTOC) and performance of the
emergency procedures described in ICAO doc. 9481-AN928 Instructions on the order of
actions in emergency conditions in case of the incidents connected with dangerous cargoes, on
air courts;
- Members cabin crew (stewards) bear the responsibility for performance of the emergency
procedures described in ICAO doc. 9481-AN928 Instructions on the order of actions in
emergency conditions in case of the incidents connected with dangerous cargoes, on air courts.
All personnel borrowed in service of airline, bears the responsibility for informing of
responsible persons of the serving companies and airlines in an oral and written kind if not
declared or it is wrong declared DG is found in a cargo or mail, or the dangerous cargo
transported by passengers or crew, but not resolved to transportation of item 2.3 DGR is found.
Performance by all personnel of the duties should guarantee the following:
- DG are correctly identified, classified, packed, marked, signs on danger are put on them and all
documents (including shipper DGD) are prepared;
- The procedures, concerning transportations by passengers and crew of dangerous cargoes, are
executed;
- All necessary sanctions are available;
- Procedures of reception DG are executed according to requirements DGR 9.1;
- Checking procedures before transportation DG requirements DGR 9.4 are executed;
- If during transportation the damaged or proceeding packages with DG are found, the actions
demanded by positions DGR 9.3.6 are executed,
- Packages with DG are loaded, placed, divided and fixed in AC baggage holds according to
requirements DGR 9.3;
- The filled form Information to crew about a dangerous cargo (NOTOC), loaded aboard
AC, is transferred to AC captain in print form;
- If an emergency case or a situation with DG has occurred during flight, the information is
transferred to OVD;
- If onboard AC has occurred incident with DG, the information is transferred to corresponding
authorities, as that demands DGR 9.6.3;
- If has occurred incident with DG, the report to government is made (if it is required).
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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.

2.7.5 Handling and loading of dangerous goods


(a) Checking
Before loading packages, overpack and freight container of dangerous goods in the plane, on/in ULD
and after a unloading from the plane, from ULD packages, overpack and freight containers with
dangerous goods (including packages, overpacks and freight containers with radioactive materials)
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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.

(b) General loading restrictions


Dangerous goods should not be transported in the passenger cabins, cockpits and flight deck,
other than those listed in the DGR 2.3; 2.5.
Dangerous goods accepted for carriage only by the cargo plane and having the sign "Only the
cargo plane, shall not be carried by planes carrying passengers. It is excluded from the context of
passenger members of the crew, employees of the carrier, equipment attendants, authorized
representatives of the administration and officers associated with a particular shipment of dangerous
goods or other cargo on board the AC.
Dangerous goods must be loaded, placed (stacked) and fixed on the plane, as required by DGR
9.3. This includes:
- separation of packages containing incompatible dangerous goods, from each other,
The most safe loading of incompatible dangerous cargoes is their loading in different luggage
holds AC;
- securing of packages so that their orientation and position will not change to the point where
they can be damaged and affect the passengers and crew. This can be achieved by binding packages
together, binding them to the floor using belts, cords, fittings and the appropriate attachment points
on the floor of the baggage holds, or such location of other cargo to prevent any displacement of DG;
- The main principle of loading is that the various dangerous goods with different UN numbers
were separated from each other in loading. Heavy loads and items with sharp edges should not be
loaded next to the dangerous goods so that it is not led to their injuries and cuts the pickings with DG.
(c) Danger signs and signs of cargo handling
DG packages should be stored and loaded as much as possible so that the marking and handling
signs are visible. If the dangerous goods hazard and handling labels came off, or deteriorated, it
should be replaced with adequate according to the information contained in the Shipper Declaration
of Dangerous Goods or AWB (where information is available).
This rule does not apply if the dangerous goods hazard and handling labels comes off or
deteriorates while accepting the goods. Cargo service companies should have a full set of danger
signs and signs of handling complying by the content, form, size with the current edition of the DGR.

(d) Shipments transported by cargo AC only


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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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(d) Storage and placement of radioactive materials


The cargo service company must ensure that radioactive material is separated sufficiently from
workers so that people regularly employed in this area work do not receive a dose exceeding 5 mSv
per year. All delivery/acceptance staff, drivers and loaders should receive instructions regarding the
dangers and precautions that they must comply with.
Radioactive material must be loaded into the aircraft in accordance with DGR 9.3.10.
Radioactive material Category I - White (RRW), II-yellow (RRY), III-yellow (RRY) should
never be loaded into the cabin of aircraft with passengers or crew.
The transport index (TI) indicates the radiation level of the package containing radioactive
material. It is used to control the number of packages that can be loaded to an aircraft.
The transport index is assigned to radioactive packages Category II-yellow and III-yellow (TI
for Category I - White = 0).
Packages I-white (RRW) and cleared packages of radioactive material (RRE) can be loaded in
unlimited amounts without keeping the distances to the partitions in the passenger cabin or cockpit.
The transport index shown on the danger sign identifies:
- Minimum distances from the top or side surface of the package to the nearest inner surfaces of
partitions in the passenger cabin or cockpit, to avoid exposing passengers and crew to dangerous
levels of radiation.
This means that the maximum height of packages containing radioactive material is limited by
the transport index. It is not necessarily required that packages are loaded only on the floor of the
baggage compartment if the minimum distance between the packing surface and partition of the floor
is not applied.
If packages are grouped together, the maximum height of a single package in the group is
limited to the sum of the transport indexes of all packages in the group. For separation of packages or
groups of packages with different transport indexes it is used minimum distance of separation at least
three times greater than required for the package or a group of packages with a larger transport index
(TI Table 7.5, 9.3.D DGR)
Radioactive packages must also be separated from the photographic negatives, plates (tables
7.7 TI and DGR 9.3.F) Minimum distance of separation between packages and the nearest internal
surfaces of the interior walls should also be applied between radioactive packages and live human
organs/blood (LHO).

(e) Loading of magnetized materials


Magnetized material must be loaded in such a position so that to avoid the most significant
impact on the magnetic compasses of direct action or inductive sensors of gyromagnetic compasses.
Restrictions of DGR 9.3.11 must be met. A large number of packages produce cumulative effects.
The following articles of iron or steel must always be treated as a magnetized material {this
does not mean that they must be declared as shipment of Dangerous Goods):
- Metal parts weighing more than 300 kg;
- assembled separate spare metal parts weighing over 150 kg and length of more than 200 cm.
(q) Loading of carbon dioxide, solid (dry ice)
Carbon dioxide, solid (dry ice) to be shipped separately or used as refrigerant for other
commodities may be transported provided that necessary measures are taken depending on the type
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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

(i) Loading of live animals (AVI) with dangerous goods


Live animals should not be loaded at the same baggage hold with cryogenic liquids (RCL), or
dry ice.
Packaging of dangerous goods Class 6 Toxic and infectious substances (RIS, RPB) should not
be placed in a baggage holds with live animals.
Radioactive packages categories II-yellow and III-yellow, the outer packaging and cargo
containers (RRY) must be separated from live animals in the same way as passengers (see DGR 9.3
D).
(h)) Loading of polymer beads
The total number of tensile polymer beads UN 2211 (RSB) or plastic pieces should not exceed
100 kg net and be transported in the hold out of reach in any plane
(k) Loading of organic peroxides and self-reactive substances
Packages or unit load device (ULD) containing a self-reactive substance category 4.1 and/or
organic peroxides categories 5.2 must be protected from direct sunlight and be stored away from
heat sources in a well ventilated area during all time of loading. These packages must be labeled
"Keep away from heat.
(l) Other loading restrictions
Different countries have differences in restrictions when loading dangerous goods, such as on
flights to, from or to Japan, radioactive materials (RRW and RRY), other than excepted packages of
radioactive material (RRE), should not be loaded with packages containing classes 1, 2, 3 or 8
Dangerous Goods (DGR 2.9. JPG-11).

2.7.7 Provision of information and its storage


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(a) Information for employees and customers


Cargo service companies must ensure that their staff is provided with instructions on handling
dangerous goods. As a minimum, these instructions should consist of: operators cargo manuals or
other relevant guidelines and regulations, information to employees engaged in handling dangerous
goods which would allow responsible performance of their duties relating to dangerous goods. If the
acceptance of dangerous goods is performed, current DGR edition should be available to people
involved in the acceptance of dangerous goods. Where applicable, information should be available to
ground handling agents. This information should include:
- Actions to be taken in case of emergencies and incidents with dangerous goods;
- Details of the location and identification of cargo (baggage) holds and compartments of the
aircraft;
- Instructions for loading dangerous goods, including the maximum total sum of the transport
indexes of radioactive materials permitted for loading in each cargo hold of the aircraft;
- The maximum amount of dry ice allowed to be transported in each cargo hold.
Cargo service companies must ensure that adequately visible information stands prominently
displayed with information about the rules of carriage of dangerous goods are placed in locations of
cargo acceptance.
Information about dangerous goods (NOTOC) to be loaded and transported must always be
transferred to the airline employers or supervisors responsible for loading of the flight.
(b) NOTOC Information to the crew about special cargo (see 1.8.3 COM, 3.9 GHM)
The employee of airline responsible for loading AC, supervisors and the captain of the aircraft,
which will carry dangerous goods, must be informed before the flight of these dangerous goods. This
information should be issued as a special form Notification to Captain (NOTOC) Information to
the crew about special cargo.
The order of actions of responsible employers of airline and the serving companies on finishing
NOTOC about a transported dangerous cargo are stated 1.8.3, 2.7.2 (b) COM, item 3.9 GHM.
The information contained in the NOTOC should include:
- Air waybill number;
- Proper shipping name, UN number or ID number. If the chemical oxygen generator, which is
a part of the protective breathing apparatus, is carried by special provision 144, then the words
"Protective Breathing Apparatus of the Flight Crew (Smoke Hood) PBE in accordance with special
provision 144" should be in the NOTOC. All the requirements of special provision 144 shall be
fulfilled;
- Class or category of DG, a class or category of additional risk, for explosives - a
compatibility group;
- Packing Group (if applicable);
- For non-radioactive substances: number of pieces, a net or gross mass per package (where
applicable);
- For radioactive materials: number of pieces, transport index and size (if applicable), category
and exact accommodation by the hold compartment of the plane;
- For a dry ice number of the United Nations 1845, a class of 9 dangers, total in each luggage hold
and the airport of unloading;
- Restriction for transportation Cargo aircraft only ;
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- Accommodation of packages containing dangerous goods in the cargo compartment or ULD


location on the aircraft;
- The instruction, that a dangerous goods is transported under the state clearing;
- Airport of loading;
- Airport of unloading;
- Flight number;
- Flight date;
- Signature and name of the person who prepared the document;
- When the NOTOC form has a field for the IMP-code, the code must be entered;
- Confirm that there is no data about loading in the inappropriate packaging (damaged or
leaking).
The handwritten NOTOC form indicates the telephone number and fax number where the
NOTOC is retained until the completion of the flight, and where you can get its copy.
(c) storage of documents
The responsibility for storage of documents is vested in the commanding and management staff
in accordance with the allocation of liability 2.7 COM.
The Head of the cargo transportation department (CTD) is responsible for ensuring that one
copy of each applied documents used for DG transportation by air is stored for at least three months
after the flight, which transported dangerous goods. At the Pulkovo base airport information is kept
with the lead engineer of dangerous goods, at other airports (stations) with the service cargo
company.
Documents to be kept in CTD after transportation of DG:
- Shipper's declaration for dangerous goods;
- the second copy of the acceptance checklist;
The signed by the crew captain sheet "Information to the crew about special cargo NOTOC is
kept until the end of the flight, where dangerous goods were loaded (and then for a period of not less
than 3 months) by the airline services accounting group Department of ground handling (at the
Pulkovo base airport), or load controller of the airport (station), where dangerous goods were loaded
on board AC.
2.7.8 Actions in emergencies involving dangerous goods
All persons who have learned about the opening, damage or leaks in packages containing DG
or detection of other disorders that may present a danger for safe transport of DG, must immediately
inform those persons responsible for the loading of baggage and cargo and the airline representative
(supervisors).
If the airline becomes aware that the baggage or cargo contain hazardous substances or suspect
that such substances may be in the baggage or cargo, actions must be taken to ascertain the origin of
the baggage or cargo before loading them into the AC holds.
If it turns out to be or is suspected that substances contained in the baggage or cargo fall within
the definition of hazardous substances under the provisions of the TI and the DGR, the airline should
take measures to isolate the baggage or cargo, and determination of risk for further transportation.
The general emergency procedures at incidents with DG include the following:
- The immediate notice of salvage and rescue services of the airport and the representative
(supervisors) airlines;
- Isolation of packages with DG with moving other packages with the goods and property, and
removing it out/from the ULD and the aircraft;
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- Prevention of contact with the contents of the package with DG;


- If the contents get on parts of the body or clothing, you should:
wash those parts of the body with plenty of water, remove contaminated clothing, not eating
and not smoking, not touch your eyes, mouth and nose, seek medical help;
- Cabin crew, flight crew members, loader teams related to incidents occurred to DG should be
taken under medical control.
The damaged and liking packages, outer packages and ULD loaded the damaged and liking
packages, outer packages should be safely removed from the plane, also any dangerous pollution also
should be removed. The initial checking of areas contaminated with the dangerous goods is carried
out by specialists of engineering and technical personnel at the request of an airline employee or a
member of the load team. Removal of damaged packages, outer packages or containers (ULD) from
the AC is carried out by cargo service company (warehouses). It is implied the availability, at each
station (airport), the emergency ground teams, which should perform actions provided by local
government regulations with damaged or leaking packages of dangerous goods. In case of a leak the
assessment is made to ensure that the remainder of the shipment (consignment) is in the right
conditions for further transportation by air and that no other packaging, cargo, ULD, other
transportation devices have not been contaminated or damaged.
It must be ensured that the aircraft was withdrawn from service and not return until it is
determined that there is no threat to human health.
In the event of incident with dangerous goods the shipper/consignee of dangerous goods must
immediately be notified and he should immediately get damaged or leaking packages upon receipt of
information at any time of the day.
Procedures for emergency situations with dangerous cargoes should be implemented (ERP
annex Nr. 23, 24)
A specialist responsible for transportation or opening of packages with infectious substances
who discovers damage or leakage of such a package should:
- do not either handle or contact with the packaging or to reduce the contact to a minimum;
- examine related packages for contamination and put aside all that might have been
contaminated;
- inform the relevant local health, sanitary and veterinary control. Report the incident to the
appropriate authorities of the State of transit, where people may have been exposed to the risk of
infection;
- notify the shipper and consignee.
If it is found that the package or outer packing with radioactive material or a cargo container
for radioactive material is damaged or leak, or if it is suspected that the package, outer packaging or
cargo container may have been damaged or leaked, access to the package, the outer packaging and
cargo containers should be limited and qualified personnel should, as soon as possible assess the
extent of contamination and radiation emission of package, outer package or cargo container. In the
area of investigation it should also be included the aircraft, equipment of the aircraft, loading and
unloading zones and the adjacent territories, and, if necessary, all other cargo and baggage carried by
the aircraft. When necessary, it should be taken additional steps to protect human health in
accordance with the conditions set by local authorities to get rid of and minimize the consequences of
such a leak or damage.
Employees of airline or the members of the loading brigades which have found out damage or a
leaking of packages with infectious and radioactive substances should:
- To inform corresponding local authorities of public health services, the sanitary and
veterinary control;
- To not process and to not contact to packages;
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- To allocate people (passengers, crew, technical and other attendants) in the party not less, than
on 25 meters.

2.7.9 Reports on incidents and aviation occurrences with dangerous goods


In case of incidents with dangerous cargoes the Dangerous Goods Occurrence Report (DGR
Figure 9.6. A, the the Annex 2 COM) should be immediately filled by the representative
(supervisors) of airline, employees of the cargo or passenger serving company and is sent in airline
operative stuff (AOS), a cargo transportation department of airline (CTD), on a following
communication facility:
Fax: (812) 633-3867 - AOS, (812) 633-3963 CTD;
LEDFPFV, LEDCGFV, LEDCBFV;
E-mail: operation@rossiya-airlines.com;
cargogroup@rossiya-airlines.com;
a.stepanov @ rossiya-airlines.com
In the absence of such dangerous goods occurrence report (DGR Figure 9.6.A), it is allowed to
use any of the irregularity report with the goods, introducing all the acceptable information.
In case of detection of undeclared or improperly declared dangerous goods discovered in cargo
or mail, "Report of detection and removal from the shipment of the aircraft in inspection of
dangerous goods, objects or substances prohibited for transport" (Order of the Ministry of Transport
of the Russian Federation dated 25 July 2007, 104 "On approval of the Rules for pre-and post-flight
inspections") or similar foreign document must be filled and sent to the airline at the following
addresses:
LEDCGFV, LEDCBFV
E-mail: cargogroup@russiya-airlines.com;
a.stepanov@rossiya-airlines.com;
Fax: (812) 633-3963
The airline must report all instances of undeclared or improperly declared dangerous goods to
the appropriate authorities of the state of the operator and the State in which such an incident has
taken place
The cargo service companies are responsible for ensuring that reports of events or incidents
involving dangerous goods are made known to the airline, the relevant government authorities of the
country of the operator and the country where the accident has occurred, in accordance with the
requirements of the relevant authorities.
The initial message should be sent within 72 hours after the occurrence to the government
authorities of the country of the operator and the country where the occurrence occurred unless
exceptional circumstances prevent this. A message form of the occurrence with dangerous goods
(DGR Figure 9.6 A) duly completed should be sent as soon as possible, even in the absence of full
information. Copies of all relevant documents, such as AWB, DGD, NOTOC and etc., and any
photographs should be attached to the message.
If this is possible under the terms of the security it should be done so that all dangerous goods,
packages, documents relating to the occurrence should be retained until the initial message is sent to
the above authorities and an instruction is received from them whether or not to continue to keep all
this .
All documentation and information messages about the AC and incidents involving dangerous
goods shall be kept at least two years.
The airline must report accidents and incidents involving dangerous goods, to the appropriate
authorities of the State of the operator and the State in which the occurrence occurred, according to
the requirements of these authorities.
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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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2.9.3 General requirements for packaging and marking


For the transport of perishable goods it is necessary that the packaging is of high quality and is
consistent with nature of the goods and conditions of carriage (for example, temperature conditions
during transport of such goods as serum, vaccine, etc.).
Each piece of perishable goods shall be marked:
- Specifying the name and address of the sender's address and the consignee;
- And on all 4 sides of the package in the upper half of the sticker PERISHABLE and stickers
with the number of AWB. In the event of shipments with a large number of pieces it is not required
special label marking on all four sides of the packaging of each piece.
Ice cooling goods and perishable goods containing liquids which might fall on the floor of the
warehouse and aircraft hold, should be treated as wet cargoes.
Dry ice cooling shipments must be marked with label
UN1845, class 9, Dry Ice, net weight of dry ice in a package";
And risk label class 9.
In the section of the air waybill in the field Nature and Quantity of Goods after the name of
the goods the note should be made:
UN1845, class 9, the Dry ice, net weight of a dry ice in each packing, and quantity of packages
with a dry ice in a sent party.
Net weight of dry ice should not exceed the amount of dry ice allowed to be transported in the
hold of a specific aircraft. Captain AC should be advised NOTOC of loading as a cooler of a dry ice
and its weight.
Foods that are not in sealed vessels cannot be placed and transported in the hold or container
with toxic substances (RPB) category 6.1, with live animals (AVI), human remains (HUM), or
infectious substances (RIS) category 6.2.
Perishable goods are to be placed at the warehouse and the holds of aircraft as low stacks to
reduce the likelihood of damage to packages and product. Packages must withstand a load, used
packing material should be strong enough so that the goods can be stacked.
2.9.4 Vegetables and fruit
() General information
Vegetables and fruits should be properly packaged.
It is allowed various types of packaging, such as wooden crates, pallets, cardboard boxes,
wicker woven baskets, etc.
To save the most fruits and vegetables in good condition, adequate ventilation is required. For
this purpose, the package should generally have vents.
Packaging material must be strong enough so that packing can be stacked one on another in a
stack.
All packages must be attached label "This side up" (arrow) and "PERISHABLE".
If dry ice is used as cooling, then dry ice cooled shipment must be labeled:
- Inscription UN1845, class 9, Dry ice, net weight of dry ice in the package ";
- Risk label class 9.
In the section of the air waybill in the field Nature and Quantity of goods after the name of
shipment it should be made the note:
UN1845, 9, the Dry ice, net weight of a dry ice in each packing, and quantity of packages with
a dry ice in a sent party.
Net weight of dry ice should not exceed the amount of dry ice allowed to be transported in the
hold of a specific aircraft. Captain AC should be advised NOTOC of loading as a cooler of a dry ice
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and its weight.

b) Loading to the aircraft


Vegetables and fruits should be stacked in the unit load devices, or baggage-cargo holds so
that the stacks could not fall apart and damage another load or holds of the aircraft.
No any other heavy packages which could cause damage packages containing fruit and
vegetables can be put on the top of them.
Vegetables and fruit cannot be loaded in close proximity to not cremated human remains and
live animals. Vegetables and fruit cannot be placed and transported in the hold or container with
toxic substances (RPB) category 6.1 and infectious substances (RIS) category 6.2.
When transporting food products location, weight and food code (EAT) shall be stated in the
appropriate columns of total Load sheet and Loading message LDM.
2.9.5 Eggs
The shipper must specify for what this shipment of eggs is meant for incubation or
consumption.
Incubation eggs are fertilized egg containing a live, dormant embryo.
Fertilized egg is incubated, as soon as the incubation process starts in it.
(a) General information
The eggs must be properly packaged. The eggs is usually laid on dividing cells resembling
honeycombs and packed in cardboard or wooden boxes. Packaging material must be strong enough
to allow stacking boxes at each other.
All packages must be attached label "This side up" (arrow) and PERISHABLE.
To guarantee delivery of the eggs in good condition, it is important to reduce the
transportation time to a minimum
(b) Loading to the aircraft
In order to avoid damages to the lower packages in loading unit loads devices , the maximum
allowable height of the stacking boxes of eggs is set 160 centimeters to load on pallets of Boeing767/300ER AC.
The eggs must be loaded into holds designed to carry cargo in bulk, so that stacked packages
could not come apart and damage another load or compartments of the aircraft.
No any other cargo may be put on the top of the cargo of eggs.
Eggs cannot be loaded in a close proximity to not cremated human remains and live animals.
Eggs cannot be placed and transported in the hold or a container with toxic substances (RPB)
category 6.1 and infectious substances (RIS) category 6.2.
Hatching eggs should not be stowed near the dry ice (ICE) and cryogenic liquids (RCL).
Hatching eggs must be separated from radioactive materials of categories II and III in accordance
with the AHM 340.
If hatching egg is loaded near the shipment of radioactive material, a minimum required
separating distance mentioned in the latest edition of the IATA Live Animals Regulations and the
IATA Dangerous Goods Regulations must be left between them.
Hatching eggs cannot be loaded in a close proximity of dry ice and cryogenic liquids.
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(c) Temperature requirements


As for the carriage of such cargo in baggage holds it is required low temperature, in order to inform
the aircraft captain, who must ensure adequate ventilation and temperature, it is used the NOTOC
form - notification of the aircraft captain on the availability of special categories cargo on board. The
order of registration NOTOC is stated in item 1.8.3, 2.7.2 (b) to a part B COM and 3.9 GHM.
Hatching eggs require temperatures of +10 C to +15 C. Eggs in any case should not be
exposed to extreme temperatures.
2.9.6 Flowers
3.9.6 (a) General information
Flowers should be properly packed. Flowers are usually wrapped in protective paper and
placed in cardboard boxes or wicker woven baskets.
Packaging material must be strong enough to allow stacking boxes at each other.
All packages must be attached label "This side up" (arrows, if necessary) and
"PERISHABLE".
Flowers cannot be placed in one hold or unit load device with fresh fruit and vegetables
because vegetables produce ethylene gas which can damage the flowers.
(b) Loading to the aircraft
In order to avoid damages to the lower packages in loading unit loads devices , the maximum
allowable height of the stacking of flowers is set in 5 big boxes located vertically.
Flowers must be loaded in unit load devices or holds designed to carry cargo in bulk, so that
stacked packages could not come apart.
No any other heavy packages that can cause damage may be put on the top of the flower
packages.
2.9.7 "WET CARGO"
(a) General information
Shipments containing liquids or capable by their nature produce a liquid, but not specified in
the IATA Dangerous Goods Regulations, must be considered "wet cargo".
"Wet cargo" includes the following types of cargo:
- The liquid in a waterproof container;
- Wet materials that are not packed in watertight containers, such as fish or shellfish packed
with wet ice, fresh or frozen meat, fish, wet leather or skin, etc.;
- Goods which may emit liquids, such as live animals.
In the course of air transportation many factors influence all types of cargo such as
temperature change, changes in humidity, pressure changes and vibration. Also, when climbing and
descending the aircraft under normal flight conditions has an angle of inclination, i.e. the angle
between the floor of the aircraft and the horizon, which can be up to 30 .
Under such circumstances, "wet cargo" may spill or leak, and this can lead to corrosion or
some other damage to the aircraft structure or to damage of the rest of the cargo.
To prevent leaks or leakage special requirements for transport of "wet cargo" should be met.
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(b) General requirements for packaging


Packages should be securely sealed and have a design that prevents leakage of contents. Bags
or sacks should be water resistant and tightly knotted, so that their contents are not spilled during
transport.
Watertight containers shall meet the requirements of the IATA Dangerous Goods
Regulations. Such containers are typically used to transport wine, essential oils, dyes, etc.
Watertight containers must be made from high quality waterproof materials and, moreover,
are so designed as to withstand the stacking up to the height specified by the carrier.
(c) General safety precautions when loading to the aircraft
The aircraft, unit load devices and other cargoes must be protected from potential spills of
"wet cargo.'' It is therefore necessary to observe the following precautions:
- Floor and walls of the aircraft and/or unit load devices should be protected by plastic
sheeting or tarpaulins to retain spilled or leaked liquid. The edges of the plastic sheet or tarpaulin
shall be folded up at the wall of the hold of an aircraft or unit load devices and other goods to form a
kind of trough around the "wet cargo". Waterproof material must be provided by the shipper or
agent;
- Containers for "wet cargo" shall be placed in an upright position, i.e. so that the closure
device was at the top. It is necessary to strictly observe the rules for handling these goods listed in the
labels and stamps attached to a container, such as the label "Top" (arrows).
- If the shipment of "wet cargo" is loaded into containers that are not watertight, then to
ensure the collection of spilled liquid further measures should be taken.
It is necessary to pay special attention to "wet cargo stacked in several levels to prevent the
destruction of the lower containers, especially if wet and damp affects the strength of the container.
Damaged packaging or packages that can be considered damaged, that is packages with holes,
tears, signs of leaks, faulty caps or locking devices, cannot be loaded to the unit load device or the
aircraft.
(d) Meat
At all stages strict hygiene rules must be complied with handling meat.
Meat should be closed, packed in waterproof material and handled as "wet cargo".
Required temperature limits are as follows: for fresh meat from 0 C to 5 C ; for frozen
meat below -12 C.
Meat loading in unit load devices should be made in the following sequence:
- plastic film should be laid in unit load device. The protective material should be large
enough to completely surround the scheduled meat shipment;
- Edges of the film must be lifted up and a ribbon attached to the walls of unit load devices
then unit load device may be loaded into the aircraft;
- After loading the edges of the film must be pulled over the meat and secured with adhesive
tape;
- 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;
- The use of frameless unit load device, for example, a pallet, goods must be secured by the
tarpaulin or net.
Loading meat into holds for unpackaged cargoes must be made in the following sequence:
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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

Packing with ice packs


The outer container must be a wooden, plastic or cardboard box that has to be laid inside with
a waterproof plastic film.
If ice cubes are used for cooling, they must be packed in waterproof plastic bags, tied by
elastic tape.
Fresh fish should be surrounded by ice packs and placed into another plastic bag, tightly
closed, and tied with an elastic tape. It is important that before bending the neck of the bag air should
be released from such bag as air at lower pressure in the cargo hold would be expanded and could
break a package.
Then the whole shipment must be packed into the outer container and closed by the remaining
part of the plastic film.
The cover of the outer container must be closed and glued with an adhesive tape. On the
external side of the container stickers "Top" (arrow) should be placed.
Packing with separate ice cubes
The outer container must be a wooden, plastic or cardboard box that should be laid inside
with a waterproof plastic film.
Ice cubes used to cool and fresh fish should be packaged together in a watertight plastic bag
and tied by an elastic band. Before tying the bag air should be released from it. This bag must be put
in the second plastic bag, the upper part of which should be tied in the same way as the first bag.
Fresh fish and ice cubes in two bags should be packed in a box and closed by the rest of the
plastic film.
The cover of the outer container must be closed and sealed with an adhesive tape. On the
outer sides of the container stickers "TOP" should be placed.
(f) Frozen fish
Frozen fish should be packed in cardboard boxes coated internally with paraffin.
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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.

2.9.8 Procedures for flight delays


When transporting perishable cargo flight delays should be reduced to a minimum.
In case of flight delays, carrying such goods one of the following actions should be
considered, the choice depends on such factors as the length of the delay and the availability of
facilities, equipment or alternative flights:
- Provision of air conditioning on the aircraft, if such action is useful for perishable goods;
- Transfer of perishable cargo to the cargo warehouse with the appropriate facilities with
refrigeration compartment;
- Removal of the goods and rebook to another flight;
- Monitoring the temperature control and adding carbon dioxide (dry ice) in case of using
containers with cooling, temperature controlled.
In all cases, the responsibility for the decision rests with the shipper and the agent, which
issued the carriage.
At the destination airport of perishable goods the shipper and consigner should be notified on
arrival of the cargo. In addition, in case of change of flight/route all subsequent carriers reserving
space for such cargo, should also be informed.
If the shipper or agent who executed such transportation has not claimed special conditions
for storage and transportation, then cargo will be served as special.
Detailed information about the transport of perishable goods is available in the current IATA
Perishable Cargo Manual PCM IATA and the Cargo Transportation on Domestic Flight of the
Union of SSR Manual (RGP-85).
It should also be guided by the FAP "General Rules for Air Transport of Passengers,
Baggage, Cargo and Requirements for Service of Passengers, Shippers, Consignees, Other
Applicable Rules and Requirements of Aviation Authorities and Russian agricultural control
(Rosselkhoznadzor).
Transportation of perishable goods is usually made by direct flights only.
Information about the loaded perishable goods should be transferred to the AC captain in the
NOTOC form (Information to the crew about special cargo) See 1.8.3, 2.7.2(b)
COM, 3.9 GHM.
2.9.9 Documentation
At the Pulkovo base airport information on the transport of perishable goods is entered into
the computerized OpenSky system and DCS LNTS screen. At the off-base airport information to the
crew is provided by a designated cargo agent or enterprise representative as NOTOC (Annex 2
COM).
The air waybill, cargo manifest, NOTOC should specify the applicable special handling code.
For example, the PER (perishable goods), PES (seafood), PEF (flowers). Depending on the type of
perishable goods, required documentation shall be attached to the outgoing shipments:
- Veterinary certificate (certificate)
- A certificate of quality,
- Certificate of Compliance (if applicable)
- Certificate of Origin (if applicable)
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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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Chapter 3. Dimensions and volumes of baggage holds, hatches, allowable loads by


aircraft types
Section 3.1 Information by aircraft types
This Chapter contains the holds data for loading and restrictions shipment sizes for all aircraft
types used by the airline, more detailed information on these aircrafts can be found in the Manuals
for flight and technical operation of aircrafts.
To determine the maximum allowable size of cargo, select from the table a column with a
given width of the product, move up or down to the intersection with the line of a given height of the
product. At the point of intersection you read a maximum length of product that is acceptable to carry
by this type of an aircraft (maximum weight may be given near).
Usually, the height and width are interchangeable, but if the product has the sign placement of
cargo (arrows), or there is information on how to load this particular product, the interchangeability is
not possible.
It must be taken into account that the pieces of cargo with maximum dimensions take the whole
volume of the baggage holds of the aircraft much faster than the normal load, so to determine the
amount of cargoes received for shipment one cannot estimate by the hold volumes, the permissible
amount is necessary to estimate by location of pieces of oversized cargo in the hold.
3.1.1 A-319 Airbus
Cargo and mail are loaded in two sealed baggage - cargo hold beneath the floor of the
passenger cabin.
The Forward baggage-cargo hold consists of a single compartment (compartment 1 which is
divided into sections 11 and 12) and is designed to transport cargo in containers and in bulk. The
airline does not use containers, cargoes are loaded in bulk. The aft baggage-cargo hold consists of
two compartments (sections 4 and 5). Compartment 4 (which is divided into sections 41 and 42) is
designed to transport goods in containers and in bulk. The airline does not use containers, cargoes are
loaded in bulk. Compartment 5 (Section 51) is designed to load cargoes in bulk.
At loading a forward and aft holds 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 the cargo is forbidden for
loading are put on walls of holds).
Each baggage cargo hold has restrictive and dividing nets.
Restrictions on the weight and volume

Load in bulk (kg)


Volume (m3)
Floor load kg/m2

11
compartment
1045
3.88
732

FORWARD HOLD / SECTION 1


12
Total forward hold
compartment
1223
2268
4.42
8.3
732
732

Load in bulk (kg)

41
compartment
1326

AFT HOLD / SECTION 4


42
Common section 4
compartment
1695
3021

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Volume (m cub.)
Floor load kg/m sq.

5.23
732

Load in bulk (kg)


Volume (m cub.)
Floor load kg/m sq.

6.60
732

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11.83
732

AFT BAGGAGE-CARGO HOLD /


SECTION 5
51
Common section 5
compartment
1497
1497
7.22
7.22
732
732

Sizes of hatches in the holds


HEIGHT WIDTH (cm)

Forward
Aft

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124 x 182

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Table of maximum cargo dimensions of the forward hold

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
-

Table of maximum cargo dimensions of the aft hold


Width (cm)
9
19
29
39
49
59
69
79
89
99
109
119
129
139
149
159
169
179

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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
-

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3.1.2 Airbus -320

Compartment
11
Bulk load weight, kg
1045
Gross weight ULD, kg
1134
Volume, cub. m
4.09
Admissible floor load
732
kg/sq.

Forward hold / section 1


Compartment 12
Compartment
13
1225
1132
1134
1134
4.77
4.42
732
732

Compartment
31
Bulk load weight, kg
1301
Volume, cub. m
5.23
Admissible floor load kg/ sq.
732

Bulk load weight, kg


Gross weight ULD, kg
Volume, cub. m
Admissible floor load
kg/sq. m

Bulk load weight, kg


Volume, cub. m
Admissible floor load
kg/sq.m

Bulk load weight, kg


Gross weight ULD, kg
Volume, cub. m
Admissible floor load
kg/sq. m
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Aft hold / section 3


Compartment
32
1125
4.53
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

Total load /sections 3+4


4536
4536
18.26
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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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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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
-

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Section 5 of the aft hold is intended for cargo in bulk loads.


Maximum dimensions of separate pieces of cargoes intended for load in section 5 of the aft
hold may be determined by the following table:
Width/Height, cm

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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71

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3.1.3 Boeing 767-300ER


The aircraft has two holds in the lower deck divided into 5 compartments:
- forward hold is intended for transportation of cargoes in unit load devices (ULD) and is divided
into two compartments: compartment 1 and compartment 2;
- aft hold is divided into three compartments: compartment 3 and compartment 4 are intended for
carriage of cargoes in unit load devices (ULD), compartment 5 for loading cargo in bulk only.
There are three baggage hatches for cargo load.

The airline has the following ULD for cargo carriage:


- 10 feet pallets intended for load to the forward hold only;
- LD2, LD3 containers intended for load to the forward and aft holds.
Data/ ULD Type

IATA code ULD


Base sizes
Height

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

3.3 cub. meters


71 kg
1225 kg

4,0 cub. meters


80-150 kg
1500 kg

The forward hold may include:


- 4 10-ft pallets (), or
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- 16 LD2 containers (DPE), or


- 8 LD3 containers ();
- The safe load on a floor of 976 kg/m2;
- Admissible running loading of 2386 kg/m.
The aft hold (compartments 3 and 4) may include:
- 14 LD2 containers (DPE), or
- 7 LD3 containers ();
- The safe load on a floor of 976 kg/m2;
- Admissible running loading of 2386 kg/m.
Data of compartment 5 of the aft hold for bulk load:
- volume 5 cub. meters;
- Admissible cargo load 1950 kg;
- Admissible floor load 732 kg/2

Procedure for load of one piece of cargo with maximum sizes is shown by the next illustration.

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Table of maximum dimensions of pieces of cargo loaded to compartment 5


Height/Width, cm

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

Volume 3.65 cub. m

Baggage (cargo) distribution by compartments:


- under racks
- on racks
Forward under floor hold
Baggage (cargo) weight
Baggage (cargo) distribution by compartments
- forward
- middle
- aft

- baggage (cargo) weight on tray


Aft subfloor hold
Baggage (cargo) weight
Baggage (cargo) distribution by compartments
- forward
- middle
- aft

- baggage (cargo) weight on tray

280 kg
340 kg
1360 kg Volume 8.55 cub. m
470 kg
360 kg
530 kg
250 kg
730 kg

Volume 4.35 cub. m

390 kg
235 kg
105 kg
195 kg

Sizes of doors and hatches


Doors and hatches

Width

Height

Height from ground to door, hatch threshold


For empty plane
For loaded plane

Service rear door


(right side)
Forward hold hatch
(right side)
Aft subfloor hatch
hold (right side)
Aft hold hatch
Door to the aft hold from cabin

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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Arrangement of subfloor holds

The subfloor holds have mechanical aids consisting of:


- trays, in the forward hold 2 trays (left and right from the hatch) length 110 cm flight direction,
repeat the lower contour of the hold, the aft hold 1 tray (right from the hatch, lesser size than in
the forward hold) length 85 cm flight direction, repeats the lower contour of the hold;
- guides ensuring tray movements;
- trays securing means in the extreme positions.
Pallets of front subfloor hold

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Basic geometric data of subfloor holds:


forward:
- length 6.2 m;
- maximum width 2.1 m;
- height 0.74 m;
aft:
- length 3.3 m;
- maximum width 2.1;
- maximum height 0.70 cm in the forward part of the hold, reduces to the aft part.
- tray thickness 3 cm
Cross-section of subfloor holds

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

The hold has:


- Smoke detectors to give an alarm signal about fire,
- Design of the hold prevents smoke penetration into the passenger cabin in the event of
fire,
- Warm air supply system that ensures support of positive temperature in the 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

Section 3.3 Temperature in the baggage-cargo holds of AC


Airbus A-319
The baggage-cargo holds (BCH) of A-319 AC satisfy the requirements of classification C:
- Not available during the flight;
- smoke fire alarm system is installed;
- fire extinguishing system is installed;
- There is a coating, hindering the spread of smoke and fire, as well as fire extinguishing
panels;
- Equipped with a containment system.
In the forward hold there is no heating system, there is no possibility to influence the
temperature. In the aft hold there is heating and ventilation system, temperature can be maintained
in the range +5 to +26 degrees Celsius, the temperature readings are measured in-flight by sensor,
located in the cockpit. The greatest effect on changing and maintaining the temperature is reached
in compartment 5.
Airbus A-320:
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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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Chapter 4. Aircraft Load


Section 4.1 Load balancing
4.1.1 General provisions
The aircraft is designed to be effective and carry the load at minimum weight of the structure
of the aircraft. As a result, the aircraft structure is light and not strong enough to allow the aircraft to
be loaded without any restrictions.
Therefore, there are restrictions on load which can be transported by aircraft and on ways to
transfer the load through the floor of baggage compartments floor to the aircraft structure.
There are the following restrictions:
- Maximum floor load is the maximum cargo weight per unit area (kg/m2), which allows
loading within the indicated baggage hold (compartment). For Applicable maximum load on the
floor refer to the Manual for flight and technical operation of the aircraft;
- Maximum load per unit is the maximum cargo weight per unit length (kg/m), measured in
length in the direction from the nose of the plane to the tail, which is allowed to load in the baggage
hold or hold compartment. For Applicable maximum load per compartments refer to the Manual for
flight and technical operation of the aircraft;
To load items that exceed the maximum floor load or maximum load per unit, load balancers
(the board or platform) that distribute weight over a larger area.
4.1.2 Calculation of actual loading and its distribution
Whenever a heavy item is loaded, it is always to be first determined the actual area of contact
with the floor and actual loading on the floor.
The floor load and load per unit must always be defined together. Sometimes a part of the weight
load is necessary to distribute so that the actual floor load and load per unit do not exceed the
maximum allowed. Running loading is limited to the maximal admissible loading of compartments
of a holds. This procedure should also be performed in the loading of heavy items in/on unit load
devices (ULD).
In practice for check of conformity of actual loading on a floor it is necessary for value of the
maximal loading to divide weight of loading into the area limited by points of an external contour
of a cargo.
Example:

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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.

Section 4.2 Securing cargoes loaded in bulk


4.2.1 General provisions
All cargoes must be secured in such a way that during the flight they do not move freely and
do not shift in a dangerous way the center of gravity of the aircraft, or injured passengers or crew
members, damage the internal partitions of the plane both in a normal flight, as well as in the case
of forced landings, or damaged neighboring cargoes and baggage.
4.2.2 Explanation
- Power factors
To prevent the movement of cargo during takeoff, landing and in flight, the cargo must be
held from the impact of forces directed upward, forward, backward, and lateral forces.
- Overload Factor
Any cargo carried on board an aircraft is exposed to the forces of inertia caused by the
acceleration or deceleration of the aircraft. These forces may cause a shifting of cargo, if not
properly held (secured).
The inertial force, expressed in units of "G", is taken into account to calculate the fastenings.
For example, the fastener against overload equal to 3 G must be able to restrict the movement of
cargo, without damage, against the force equal to three times of the weight.
Caution:
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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:

The sample of the used unit for fastening to a ring of fittings:

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4.2.4 Loading factors


The loaded cargo should be secured so that to resist the overloads specified in the table:
Overload action (force)
direction
Forward
Behind
Lateral load
Upward

Overload force (G)


1.5
1.5
1.5
3.0

4.2.5 Holding capacities of fixing equipment


To ensure the retention of the cargo ropes, straps and fittings should be available to resist
different loads. The weakest component in a system of rope belt and fitting determines the holding
capacity of fasteners. In addition, the angle between the actual direction of the force and the belt
must also be taken into account. The maximum holding capacity of a rope or belt is used, if the
angle between the actual direction of the force and the belt - 0 . The greater the angle is the more
reduced ability of the belt to hold. Lashing the cargo package should be carried out at an angle of 45
between the actual direction of the force and the belt.
4.2.6 Maximum possible holding capacity of fasteners
Holding devices
Multilayered rope
Fittings for light weight cargo (with rings)
Fittings with heavy weight cargo (close-set)
(wide-body, pallets, containers)
Wide belts (wide-body, pallets, containers)
Narrow belts (pallets, containers)

Holding capacity
300 kg
900 kg
2250 kg
2250 kg
650 kg

4.2.7 Minimum required number of ropes and fittings


Cargo weight
kg
Until 199 kg
200-399
400-599
600-799
800-999

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

This table refers to fittings for light-weight loads.


Caution: The table is valid for strapping cargo around from one device to another.
- Ropes and fittings shall be type approved by the airline;
- Fittings must be installed with a minimum interval of 50 cm;
- Ropes should be attached and/or lashed around the item or net;
Maximum 3 ropes are attached to one fitting or fastening device of one and the directions
areas.
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4.2.8 Securing rules


The minimum number of 900-kilogram fittings required for securing the cargo should be
determined in accordance with the weight of the load (Part B COM 5.2.7).
ATTENTION:
Wet mounting material should not be used as the tension decreases after drying.
4.2.9 Operation in a passenger-and-freight variant
The airline does not operate AC in a passenger-and-freight variant (with partial accommodation of a
cargo in passenger interior of AC).

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Chapter 5. Unit load devices (ULD)


Section 5.1 General provisions
In all cases of transportation of cargoes in ULD the unit load devices (ULD) and the cargo
itself must be checked to ensure the aviation security, operational reliability and suitability for
transport.
The aviation security requirements dictate that ULD loaded cargoes should be properly
restricted in moving in accordance with the airworthiness of the aircraft. This is especially
important for the transport of heavy-weight and high-density items (machinery, electric motors,
metal bars, etc.) that must be properly secured to prevent movement forward, backward, upward,
regardless of the aircraft type.
Restrictions on maximum gross weight and dimensions of the cargo shall be applied
respectively to the types of ULD. Pallet nets and lashing cords and belts must be properly tensioned
to secure cargo and prevent sloping and dropping of cargo from the pallet or container. Cargo
loaded on/or in ULD, should be placed (arranged), so as not to damage the structure or distort the
ULD contour.
Operational reliability requirements dictate that the ULD should be in a fit and proper
condition for transportation of cargo. This means that they should not have serious damage so that
the consolidated pallet or container can freely connect with loading - fixing equipment of baggagecargo holds of the aircraft, and systems for ground handling equipment. Criteria for operational
reliability are applicable not only to pallets and containers, but also for auxiliary equipment such as
nets, doors, fittings, covers, etc.
Requirements for the carriage of goods dictate that the cargo is transported by the indicated
flights, designated airplane and delivered in satisfactory condition at the destination airport.
Section 5.2 Transportation of special cargo in ULD
Certain types of goods transported by air are special cargo, as they require individual handling
methods, in particular, different types of perishable goods, dangerous goods, etc. fall under this
definition.
5.2.1 Dangerous goods
Dangerous goods can be transported safely by air provided that they have been prepared in
accordance with the detailed requirements of effective publications and IATA DGR and ICAO TI.
Acceptance, storage, control, handling and loading of dangerous goods shall be performed by
qualified and trained personnel (DGR 1.5).
5.2.2 Live animals
Some species of live animals can be transported on or in the unit load devices ULD, but it
requires the compliance with other regulations.
Transportation of live animals have special, very different from the transportation of general
cargo, transportation requirements. The IATA LAR Live animals regulations - describe the
acceptance, handling standards and instructions for the transport of live animals by air. These
Regulations are compulsory requirements for all airlines and cargo agents - members of IATA. The
following widespread guidelines for the transport of animals in or on the ULD should be
considered:
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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

5.3.1 Tags (labels) for containers / pallets


All containers and other unit load devices should have proper tags (labels). There are
standards the details of which are determined by the IATA Airport Handling Manual.
The following table summarizes the requirements of such standards.
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(a) Table of tags (labels) specification


Tag (label) name
For dangerous goods
For unused (empty) unit load
devices
For other cargoes

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)

(b) Filling in (content) of tags (labels)


A label (tag) must be completed for each individual container/ pallet (tray), including empty
ULD as follows:
Container/pallet
Remove (cross out) the inappropriate word "container" or "pallet" and enter the serial number
of the owner.
Destination airport
Enter the three-letter IATA code airport.
Enter the net weight of cargo loaded (kg), the tare ULD weight (kg) and total ULD gross
weight (kg).
A record of each weight must be made separately.
Note: ULD loaded must be weighed before loading into the plane, carefully subtracted from
the weight of packaging or any other ground handling equipment from the weighing readings.
On loaded empty ULD only the ULD tare weight must be entered in the label (tag).
Airport of departure and transfer
Enter the three-letter IATA code airport of departure and flight number.
Enter the three-letter IATA code airport of transfer and flight number
Location on the aircraft
Specify the location on the AC.
Content
Enter the code load, number of AWB cargo loaded, number of pieces loaded under this AWB
(if not the entire shipment is loaded in the ULD).
Comment
Enter the three-letter code of a special, dangerous goods, its (their) class or category.
Note: Empty ULD must be marked by a large symbol "X".
(c) Facilities for storage (inserting) labels (tags)
The container label (tag) must be inserted into the holder mounted.
In pallet with a net a label (tag) must be attached to the net. Label (tag) must be in a readable
position, preferably at eye level.
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(d) Mixed content (baggage and cargo) in the same container


The load of mixed content (baggage and cargo) per ULD is allowed only in exceptional cases,
with the use of container or pallet with checked baggage or mixed baggage and cargo, label (tag)
with a red mark must be used. In this context, a checked/ unaccompanied baggage should be treated
as cargo.
(e) The use of labels (tags) for containers and pallets
It is important to remember that:
- On pallets a label (tag) must be connected to the net at eye level;
- On the containers a label (tag) is inserted into the holder.
Net weight shown on the labels (tags) - the actual weight of cargo, including its packaging.
Weights entered in the labels (tags) must be accurate according to the approved warehouse
weighing scales. A transfer of weight from unreliable sources of information such as invoices,
shipping notices or declarations is strictly prohibited.
When cargo requires special handling, loaded in/ on the ULD, the corresponding three-letter
handling code should be entered in the section "note" of label (tag). For dangerous goods it is stated
applicable class or category and IMP code of DG. For dangerous goods it is used the relevant label
with red bar lines on the sides. If the ULD contains packages of dangerous goods with the symbol
"CAO (Cargo aircraft only), such ULD must be loaded only into cargo aircrafts.
Section 5.4 Handling of Unit load devices ULD
5.4.1 Introduction
This Section describes how the ULD should and should not be treated so that it can be
operated as long as possible without repairs and to reduce maintenance costs to a minimum. It also
helps to keep them in good condition to protect the cargo transported.
It should be noted that the ULD are classified into certified and not certified. Certified ULD those for which a certificate of suitability for use on the aircraft is provided by manufacturers
authorized by the relevant government authorities, determining the fitness of the aircraft to fly. Not
certified ULD - those for which a certificate of suitability for use on the aircraft in accordance with
airworthiness standards is not available. The airline do not use not certified ULDs.
5.4.2 Basic requirements for unit load devices ULD handling
ULD should not be placed on the ground, they should always be on special supporting devices
(racks, roller tracks, trolleys, etc.) for unit load devices, at least ULD should be placed on wooden
or metal pallets This prevents excessive wear and damage to its base. If damage or excessive wear
and tear does happen, a unit load device can contaminate and damage the ground and/or airplane
cargo handling and holding equipment.
The main support system, such as conveyors, racks, roller tracks and trolleys must meet the
applicable technical requirements.
The main support systems that meet the recommendations of IATA (AHM 911), must meet
the required standards of handling, because the contents of the equipment requires it.
However, such equipment will perform its task properly, when it is in good working
condition. There is no point in having a rack, if rollers are broken or there are not available at all
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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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nature, shape, or density can be dangerous;


- Goods in containers with sloping sides must be loaded so as to provide such center of
gravity to avoid the danger of upturning the container, heavy items should be placed in the center of
the bottom (base) as far as possible from the sloping end.
5.5.1 Stowing restrictions
In addition to the above rules for stacking packages with goods, there are some special rules
and strict restrictions with respect to loading of types of unit load devices and the planes. See IATA
Cargo Technical Manual.

5.5.2 Maximum gross weight


Each ULD has maximum limit gross weight. This restriction includes tare weight of ULD,
with all its equipment attached, such as fittings, belts and nets. The ULD tare weight are shown on
the ULD directly. The weight of cargo packed on/in the ULD should be added to the tare weight.
Maximum allowable net weight is also indicated on the ULD. Gross weight ULD is usually
determined by weighing on the scales of loading - unloading warehouse unit.
UNDER NO CIRCUMSTANCES MAXIMUM GROSS WEIGHT MAY BE EXCEEDED
In some circumstances, the maximum Gross weight should not be reachable for all ULD
because of their positions on a particular plane. The structure of the fuselage of an aircraft may
require some applicable weight restrictions. Total capacity of the payload of the aircraft can also
impose some weight restrictions to certain ULD.
The general rule of cargo loading is that the load should be evenly distributed over the entire
available surface of the base (bottom) of the ULD. This can avoid problems arising from the
concentration of weight in small areas or locations.
Each ULD has a maximum floor load expressed in kg/sq.m. Individual heavy cargo items that
have no flat surfaces may exceed the limit load on the floor. If an item exceeds the limit, the
spreaders must be used (the boards of sufficient thickness, stiffness and strength, etc.) to distribute
the weight over a larger area (COM Part B 3).
5.5.3 Using a load balancer (spreaders)
When spreaders (boards) are required
If it was found that the piece of cargo exceeds the load limits on the ULD floor, then it is
required spreaders (boards) depending on:
- The weight of package;
- Dimensions of package,
- load limits on the floor of cargo cabin of the airplane and in the ULD.
First, the area of contact between the bottom surface of the cargo and the bottom (base) of the
ULD should be determined. For example, if a wooden box to be loaded, weighs 1000 kg and has the
following dimensions:
length = 2m, width = 1m, height = 1m; the contact area depends on what side the box is in the
ULD. If the package is arranged by length, the floor load of 1,000 kg/m 2 = 500 kg /m2. If the
package is located "apeak", the load will be 1,000 kg/m2
To minimize the use of spreaders (boards), the package of goods should, if possible, be placed
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on its longest side on the base (bottom) of the ULD.


Cargo taken as an example must be placed at the base (bottom), which has a maximum load
limit of cargo 500 kg / m2, if it is arranged lengthwise on the bottom of the ULD.
How to distribute the load
If load limits on the floor are exceeded, it is necessary to calculate the size of the spreaders
(boards or platforms) that are required to distribute the goods to get the maximum allowed. No
matter what the distributing device is used, it must possess sufficient rigidity to achieve load
balancing. The degree of stiffness, which is determined by the reciprocal measurements (thickness
and width) of the board depend on two main factors:
- Weight of the load placed on the spreader;
- Length of the spreaders beyond each side of the package.
Conclusion - if the floor has a limited load of ULD - 900 kg/m2, then the item taken as an
example placed in a position lengthwise, does not require spreaders, and placed "apeak", requires
an increase of the area of contact with the floor and the relevant spreaders.
Divide the actual weight of cargo into the permitted maximum of 1000 kg/900 kg/m2 = 1.12.
Thus, the area of support under these conditions should be increased in 1.12 times.
In addition to the trend to damage to the ULD and roller systems of the floor plane,
concentrated cargoes press on the floor under the ULD and distort its profile, and may cause
difficulties during loading - unloading operations.
5.5.4 Aluminum metal pallets
The PAN-3 pallets can be used on Boeing 767 AC; they are more flexible than other types of
pallets. Therefore, it is more important to distribute the load more evenly across the surface of the
pallet. For heavy or concentrated (large weight with a small bearing surface area) cargoes it must
always be made sure whether it is necessary to use spreaders. This will allow avoiding damages to
the aircraft floor roller system. The PMC pallets used in Boeing 767 AC are more durable, but also
may require the use of load dividers.
5.5.5 Formation of load on the pallet
Solid containers are designed so that they are freely placed in the aircraft for which they are
intended. The pallets with a net have some advantages in handling but must be so put together to
match the contour of the aircraft in which they are loaded.
The IATA CTM, AHM has identified a set of standard contours for pallets, each of which is
designed for loading into one or more types of aircrafts.
On pallets any forms of cardboard, shelves or wedges cannot be used in order to maintain the
hanging load. There is one condition - the resulting contour of loading should not eiter change its
shape during the entire flight or overhanging from the pallet.
5.5.6 Use of handling equipment
Equipment and tools used by ground personnel, if not properly used, can cause serious
damage to the ULD. The crow-bar used as a lever can cause serious damage to the ULD in the form
of a puncture of the bottom or sides when loading a very heavy cargo placed on a very small area of
support. The way to avoid it is obvious: place the floor protect device at the point of support of the
"lever" before handling the cargo, e.g. a piece of strong plywood.
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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.

5.7.2 Reports, control receipts for unit load devices


ULD are transferred by the ground attendants to stewards and from stewards to the ground
attendants with drawing up of special certificates with the instruction of quantity, kinds, numbers of
means of packing of cargoes ULD.
Information about the available unit load devices should be sent through receipts (telex) SCM
of control (enumerating all available ULD in receipts).
LIABILITY FOR LOSS OR DAMAGE TO THE ULD
The use of the ULD received must be made for the purposes specified in the directive telex.
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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.

5.7.3 Logistic Control


All receipts (telexes) SCM for control of acceptance (delivery), availability of the unit load
devices are sent to the SITA - LEDAPFV weight and balance department of the airline. This
department keeps logistical control over the movement of unit load devices.
5.7.4 Orders for the unit load devices (ULD)
The airline representatives and supervisors at the stations (airports) and entities (services) at
the Pulkovo base airport if it necessary to get the ULD, send a request to SITA at the following
addresses:
LEDAPFV - WBD
At the base airport the WBD publishes and distributes directive telexes for disposal of unit
load devices of the airline and send them to direct officer in charge of the SITA at the following
address:
LEDFFXH - Cargo Terminal Pulkovo.
and controls their execution.
The cargo transportation department on the basis of the booked load for the flight, informs the
WBD on the required number of the ULD for the performance of a particular flight.

5.7.5 ULD Return


The airline representatives and supervisors at the stations (airports) or service companies must
constantly monitor and keep records of incoming and outgoing unit load devices, after each flight is
performed, to send receipts (telexes) SCM for control of acceptance (delivery) to the above address,
the availability of unit load devices ULD. At the end of the season of the flights performed by the
aircrafts that use the unit load devices, take measures to return all ULD to the base airport.

5.7.6 Procedure for controlling ULD messages


It is recommended that all entities (services) should adopt a standard message format for
transmission of ULD traffic information. This message should include the arrival, departure, the
availability of all the ULD at each station (airport) of the route. Using the procedure of these
messages described in the IATA Airport Handling Manual will provide an adequate database to
maintain effective control over the movement of the ULD.

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Section 5.8 Operational reliability and damage control


The operational reliability criteria applicable to the ULD are applicable to a large range of
specifications produced by the aircraft manufacturers and manufacturers of the unit load devices.
Although there is no general standard, there is a directive that is used for acceptance of the ULD
transferred. These acceptable standards should be considered as minimum standards set by
individual airlines within the airworthiness standards.
The IATA has adopted the following procedures to manage (control) the condition of the
ULD transferred.
5.8.1 Introduction
The acceptance standards are the guidelines for the party accepting a unit load device. These
guidelines establish the general limits of the operational suitability for different ULD and are
subject to additional requirements for the aircraft airworthiness of each airline.
The ULD owner is responsible for the maintenance of the unit load devices in the airworthy
condition.
Note: This procedure is based on the requirements of the IATA ULD Technical Manual,
Technical Standard Specification 50/0.
The standards are intended to provide the party accepting the ULD with a reason to reject the
unit load device:
(a) to avoid paying for damage to the ULD, which existed before the acceptance of the unit
load device;
(b) to ensure that the ULD is able to be used repeatedly until it returns to the base without
becoming unsuitable for use under normal use.
The aircraft ULD are connected directly with the systems of the ULD transport (fasteners,
stopping devices, rollers) of the aircraft and are subject to certification requirements established by
the airworthiness standards of the aircraft, which are established by the government regulations of
the country of the carrier.
5.8.2 Pallets
Restrictions applicable to all pallets
A pallet should be examined for the presence of holes, grooves, depressions, concave,
layering of panels, breaks of edges for movement on rollers, a lack of corners and rivets, breaks of
slots for fittings of net fixing.
The edges for movement on rollers should not have any cracks, missing corners, slots for net
fixing should not be missing or broken.
The edges of pallets intended for movement of a pallet on rollers (unloaded pallet) based on a
flat surface, should not be higher than 50 mm of the main surface (bottom) of the pallet. These data
are obtained by calculating the average value of two points located directly opposite each other, as
indicated below:
A + B / 2 = 50 mm maximum
The edges of the loaded pallet designed for movement on rollers should not be higher than 32
mm of the base (bottom) of a pallet.
5.8.3 Nets
The nets should be examined for the following:
- for thin places or damage to the nets and the absence of or damage to the fittings to a pallet;
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- there should be no failures, cuts of belts or ropes, or parts thereof;


- there should not be missing belts, fastening means, buckles, rings of pallets, and any other
accessories should not be broken, misshaped to the point where they do not work.
5.8.4 Containers not provided by the structure
Not certified (non-structural) containers are not subject to the requirements of airworthiness
standards of the aircraft, can be used in conjunction with the airplane pallet and net, and do not use
the airline.
5.8.5 Aircraft containers
The container should be examined for holes, distortions or layering of panels, damage or lack
of mechanisms for locking doors and operating mechanisms. Where the inner racks are used, they
should be examined for damage or absence of a clamping device.
The ULD should be checked for visible damages prior to each loading.
(a) Unsuitable containers:
The panels (side, top, door) have:
- A crack or hole of more than 10 cm diameter or the distance (maximum of one crack or hole
in the panel);
- More than 10% of the rivets in the panel are missing (2 adjacent rivets missing is not
permitted);
Door
- Bent and does not allow the door panel insert into the slots of the container;
- the door lock cannot be closed;
- Clamping mechanism is damaged.
The base (bottom)
- The edge moving the roller is bent more than 1 cm or it has a hole or crack;
- a part of the corner is damaged or missing, or there is a crack more than 1 cm;
- More than four rivets in the main sheet is damaged or missing at a distance of less than 30
cm from each other;
- Attachable brackets are damaged;
- There is a hole or a permanent hole in the bottom of greater than 1 cm (drilled holes for
drainage are not considered).
Frame (structure)
- The structural part (the arm of a stiffener), is bent more than 2 cm
- A crack in the weld exceeds 2.5 cm
Marking
- ID code (AKExxxxFV) must be legible on both sides;
(b) Unsuitable pallets and nets thereof:
The edge to move on the roller:
- Bent more than 2 cm;
- Piece (part of) exceeding 2.5 cm is missing near the edge of the pallet, moving along the
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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

Permissible gross weight


50 % of maximum

Edging strip

1 damage per edge

50 %of maximum

Edging strip

2damages per edge

30 % of maximum

Edging strip

3 damages per edge

Unfit

Eye below hook fixing

1 damage per edge

50 % of maximum

Eye below hook fixing

2 damages per edge

30 % of maximum

Eye below hook fixing

3 damages per edge

Unfit

Pallet fittings
Pallet fittings

30 % of maximum
Unfit

5.8.6 Checking the ground support equipment, weights calibration


The ground support equipment should be checked before use.
A specialist using the ground support equipment is responsible for inspecting of operational
readiness of equipment for use.
The following functional capabilities on motor vehicles should at least be checked:
- brakes, adjustment, operating systems and general condition of the vehicle to use.
The following functional capabilities on non-motor vehicles should at least be checked:
- Wheels, axles, brakes and towing device, mechanisms for fixing and holding of the ULD.
If any defects are found, the vehicle is removed from service and should be repaired for
operational use.
Operational reliability of the ground support equipment
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A warehouse operator (cargo terminal) must have a program of preventive maintenance of


the ground support equipment. The warehouse operator (cargo terminal) must maintain records on
completed repairs and maintenance of the ground support equipment.
Check and calibration of weights
The cargo serving company (the warehouse operator) should have procedure which provides
check of reliability of the weight equipment intended for weighing of cargoes and conducting of the
account of lead checks. Check of weights should be made by the reliable supplier or other local
certificated operator. The minimal periods of check of weights - once a year, calibrations - as
required.
The cargo serving companies can calibrate weights by means of the calibrate weights and
conduct special magazines of calibrations of weights. The order and the periods of warehouse
calibrations are established by the cargo serving company.

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)

6.1.1 Procedures for aviation occurrences


If any aviation occurrence occurs, it should be classified. Events are divided into accidents
(AA) and incidents
The AA causes serious damage and is characterized by:
- accident;
- Strong wound or mutilation;
- damage to the AC
AA occurred at the Pulkovo base airport and related to cargo must be immediately reported
by telephone, telex or e-mail to:
- the cargo transportation department (COM 1.5.5);
- shift head of the flight operations stuff of airline (COM 1.5.5);
- Other officials of the airport (through local communication channels) who are responsible
for distributing information around the airport and taking actions.
AA occurred at the station (airport) and related to cargo must be immediately reported by
telephone, telex or e-mail to:
- Local cargo service company;
- Local and regional representative of the airline (supervisors) at the station (airport);
- shift head of the flights operation stuff (COM 1.5.5);
- Other officials of the airport (through local communication channels) who are responsible
for distributing information around the airport (station) and taking actions.
The incident causes moderate damage and is characterized by the following:
- No accident has happened;
- Minor injuries;
- Minor damages to cargo equipment;
- Damage or loss of valuable shipments VAL cargo;
- Theft of valuable VAL cargo.
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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).

(c) Irregularities in transportation of dangerous goods


Dangerous substances the shipment of which is made not in accordance with applicable
regulations and the IATA DGR and ICAO TI, can cause serious damage to aviation safety in the
ground handling and safety during the flight. Depending on the content and the degree of risk,
incorrect handling of damaged packages with dangerous goods can cause serious environmental
pollution and may endanger the personnel involved in cargo handling.
Therefore, the correct emergency treatment by ground personnel and immediate alarm
message to the relevant emergency services are the most important activities in the irregularities
with the dangerous goods.
For all incidents involving dangerous goods the dangerous goods occurrence report must be
completed (Figure 9.6.A DGR) with the attachment of all relevant documents and send to the cargo
transportation department.
(d) Responsibility
The cargo service company, acting on behalf of the airline shall be responsible for the
performance of local emergency measures in case of incidents involving dangerous goods at the
station (airport).

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(e) Guidelines for action in incidents involving dangerous goods


For timely response to potential incidents with DG the crew members and staff of the cargo
terminals (service companies) should be prepared for incidents with dangerous and other goods that
could be dangerous. In respect of such incidents on the ground it is provided for the existence of the
emergency services in stations.
When loading and unloading and transportation of packaging with dangerous and other goods
that could be dangerous, could fall, which can cause damage to the packaging, spillage, leakage of
dangerous and other cargoes that may pose a risk, of the package.
General emergency procedures for DG include the following:
- Removal of the DG damage, spillage and leakage package from the aircraft, from the truck;
- Immediate notification of the responsible person of the airport (station), airline (COM
1.5.5), the cargo service company;
- Isolation of the damage and leaking package by moving other cargo packages and property;
- Prevention of contact with the contents of the DG package;
- when DG gets in contact with body or clothing: wash those parts of the body with plenty of
water, remove contaminated clothing, do not eat or smoke, or touch your eyes, mouth and nose by
hands, seek medical help;
- Cabin crews, flight crew members, loader teams related to incidents occurred with DG
should be taken under health control.
The loaders of the cargo service company report about the occurrence to the operational
manager of the cargo service company. The duty managers of the cargo service company shall
notify about occurrence:
- the ground emergency services;
- responsible representatives of the airport (stations):
- the airline (COM 1.5.5);
- the shipper (consignee) (addresses and phone numbers can be obtained from AWB, shipper's
declaration for dangerous goods) about damage to dangerous goods and the urgent need for the
arrival to get such damaged dangerous goods.
The duty stuff of cargo service companies and the airline should have the phone numbers of
the city and airport emergency services at the base stations which should be called in case of AA
and DG incidents.
The table below is intended only as a guideline for actions in the occurrences with dangerous
goods, but does not replace any local regulations approved by the competent authorities or laws.
Qualified personnel of the emergency teams in place decide what actions are necessary.
Access into the danger zone must be restricted, and every man must be as far away as possible
from the place of such occurrence prior to the arrival of the competent authorities.
DG
International
codes
RSM
Class 8

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Description of unsafe features

Required actions

Corrosive materials have a strong


deleterious effect on the skin. Fumes of
substances irritate and damage the
conjunctiva, nose and throat. They may
cause corrosion damage to the aircraft
parts and other cargoes. In contact with
organic peroxides, oxidizing agents or

Call the fire brigade. Do not


give the fire to spread. Isolate the
contaminated area. Do not touching
anything. Remove other goods from
the contaminated area. If
contamination is found in the
baggage compartments of the aircraft
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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
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other chemicals there is a fire hazard.
Mercury spill leads to rapid and dangerous
corrosion of all the aircraft parts.
Explosives can explode in case of
fire. The passenger aircraft of the
enterprise carries explosives category 1.4S
only
Flammable compressed gas. Bottles
and aerosol containers can explode in case
of fire.

or arriving cargo, report to the


technical staff.
Call the fire brigade. Do not
give the fire to spread.

Call the fire brigade. Do not


give the fire to spread.
Pull out the damaged packages
to the open area. Ventilate the
baggage compartment to remove
residual gas.

Flammable liquids. Flame or spark


could cause a fire of vapors emanating
from damaged packages with flammable
liquids.
Flammable solids (not explosive).
Friction, moisture in these materials cause
a chemical reaction that can cause fires.

Call the fire brigade. Do not


give the fire to spread. Extinguish
flame with sand or foam.

Reactive substances in contact with


water. Water or rain poured on these
substances leads to release of flammable
gas and a sudden fire.
Infectious substances containing
micro-organisms or toxins that can cause
disease.

Call the fire brigade. Do not


give the fire to spread. Do not use
water to extinguish under any
circumstances.
Isolate (fence) the
contaminated area. Do not touch
packaging by the parts of the body or
clothing. If possible, do not breathe
fumes of infectious substances. Be
located on the windward side of the
damaged packaging. Ask for urgent
help of the fire brigades and health
authorities.

Other dangerous goods are not


included in this table, but can be
dangerous for transport.

RNG
Category 2.3

Toxic non-flammable compressed


gas causes asphyxiation at high
concentrations. Gases are heavier than air,
and concentrate near the ground (floor).

ROP
Category 5.2

Organic peroxides can be liquid and


solid. These substances, as well as the

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Call the fire brigade. Do not


give the fire to spread.
Do not use water to extinguish
under any circumstances.

Use Doc 9481 so that to


determine the origin of substances
and seek advice of the engineering
and technical staff.
Ventilate the airplane
compartments and storage space for
DG. Consult with the fire brigade.

Call the fire brigade. Do not


give the fire to spread. Do not use
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aircraft oxygen, are highly flammable.
Friction, moisture, absorption, and
chemical reactions can cause fire.

ROX
Category 5.1
RPB
Category 6.1

RRW
RRY
Class 7

Oxidants are able to quickly produce


oxygen, which increases fire
Toxic substances are dangerous if
inhaled, absorbed, and contact.

Radioactive substances emit


dangerous radiation, which are not felt, or
seen and it has no smell. Their presence
can only be determined by dosimetry
equipment. Radiation is dangerous, but its
impact can be reduced by using metal
shields. Maintain a safe distance from a
radioactive source. Do not stand close to
the source of radiation. Be Always on the
windward side of the radiation source.

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water to extinguish under any


circumstances.

Call the fire brigade. Do not


give the fire to spread.
Isolate the contaminated area.
Do not touch packaging by parts of
the body or clothing. If possible, do
not inhale. Always be on the
windward side of the damaged
packaging. Seek medical assistance.
Isolate the contaminated area,
take people to a minimum distance of
25 meters. Ask for help of the fire
brigade and emergency special
radiochemical teams. Measure
radiation levels. If there has been
contamination, use the aviation
security service and emergency
response team to measure radiation.
Determine whether there is surface
contamination. If contamination is
confirmed, to control all goods and
cargoes removed from the aircraft
that have been in this compartment.

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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- Special handling code, if applicable;


- A description of the outer packaging, including labeling and the number in the shipment;
- Dimensions of missing packages;
- shippers note number, if applicable;
- Name and address of the consignee;
- Name and address of the shipper;
- cargo disposal instructions.
Actions at the cargo terminals where the final CTM message is received
The final cargo CTM messages should be answered as soon as possible. Once again, efforts
must be made to locate the missing cargo.
If the missing cargo is found, it must be shipped by the first available flight to the airport
tracing the cargo, unless other instructions on the disposal of such cargo are contained in the final
cargo CTM message. In any case, the message originator should be informed by the relevant telex.
(d) A negative tracing result
If the cargo is not received within four weeks (30 days) after the expected date of arrival, the
airport, cargo terminal, which sent the CTM message for tracing, must:
Inform about a negative tracing result to the airport of departure, the last cargo terminal of
loading, cargo transportation department of the airline (COM 1.5.5), sending the last tracing telex.
This message covers the tracing file and should include a text stating that the tracing file will be
available in the office that created the original message, within two years.
6.3.2 Cargo found
(a) General provisions
When the original air waybill is not available and if the shipment is of an urgent nature, such
as live animals or perishable goods, it must be taken immediate actions to fast shipment, using a
copy of the air waybill. A substitute air waybill may be issued. The cargo terminals are allowed to
send such cargo by the airlines administrative telex by copies of AWB.
(b) Procedures for misdirected cargo (arrived without air waybill at the wrong airport of
destination)
Send the CTM cargo message to the airport of loading. When cargo is found in the
intermediate airport, speed up its shipment to the right destination airport by the first available flight
informing the airport of loading and destination by the relevant CTM message.
If the flight by which the cargo arrived and the airport of unloading are known, then the
airport which has found the cargo, shall send the CTM cargo message to the right airport of
unloading, informing about the details of shipment.
The cargo terminal of the airport where the cargo was found must send it to the correct
destination airport cargo warehouse under a substitutes air waybill (AWB copies). On the air
waybill copies it must be put a cross of the flight on which the cargo was carried, and mark whether
it was "erroneously discharged - off loaded" or " over carried" or misdirected.
The airport cargo warehouse which holds the original air waybill must send copies to the
point where the cargo was detected, further points of transportation and the destination airport.
Only the flight is known by which the cargo arrived, the point of unloading is unknown
The cargo must be stored until shipping instructions are received, or until the AWB or its
copy.
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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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Chapter 7. Air mail


Section 7.1 General provisions
The International carriage of mail is carried by the rules and regulations of the Universal
Postal Union (UPU). The rules and regulations are set forth in the Universal Postal Convention. The
agreement, among other items, sets fees that will be paid by the airlines and the rules of
documentation. The enterprise agreed to transport by air, ordinary mail (AO) and the so-called
surface airlifted mails "SAL".
Section 7.2 Mail Monopoly
Postal authorities have a monopoly on the carriage of letters in all territories, and only the
post offices are authorized to deliver mail for carriage.
Stations, cargo managers, company representatives and supervisors are responsible for strict
adherence to the post office monopoly at their station.
EXCEPTION: The airline may carry managers mail of the airline.
Section 7.3 Liability of the airline
According to the agreements with the agents for the sale of mail transportation the enterprise
assumes a full responsibility for the air mail from the receipt of mail and documents (CN38/CN41)
from the post office to send (sales agent) prior to the delivery of the same documents (receipts
CN38/CN41) to the post Office to get (sales agent).
7.3.1 Storage of documents
The delivery note for air dispatches CN38 and delivery note for SAL dispatch transported by
air CN41 shall be available at each station (airport) in a period of at least 3 months.
Section 7.4 Responsibility of the post office
Mail to be transported is issued for carriage by the post office and must be properly packaged,
labeled and executed CN38, or in the case of mail SAL executed CN41.
7.4.1 Packaging
Mail should be sent in a closed packing (envelopes, pouches), duly listed, except for those
packets that can be sent open.
7.4.2 Marking
Each pouch of mail must be provided with a label (tag) indicating the number of shipment,
post office of origin and destination, destination airport and total weight of the pouch.
The following labels (tags) are used:
- Red for registered mail LC,
- White for ordinary mail LC,
- Yellow for the CP-mail,
- Blue for AO-mail,
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- Green for empty mail bags


- Various (red, white, blue) for SAL-mail.
Section 7.5 Priority of the Air Mail / SAL mail
On the priorities of loading, see CTM 7.5.1.
Section 7.6 Documentation
CN38 or CN41 forms are used for the issuance of the shipping of aviation-mail or SAL
mail. They define (identify) mail that is transported to the destination point, and is used as a receipt
for the acceptance and delivery between post offices and carriers.
CN38 and CN41 are used to prepare the post flight notes, cargo manifests, load sheets and
load messages and serve as the basis for invoicing and accounting by both parties.
These forms are available by the post office managers in five copies. The upper and lower
sections give explanations for the delivery, the differences in the middle section are listed below:
Middle section: CN38 - CN41
1) The number of shipment (dispatch). It is important that this number is specified for all
correspondence;
2) sending post office of a mail bag;
3) destination post office for mail bags.
CN38
4/7 the number of bags or envelopes with written correspondence LC
(Letters/cards) / Gross weight;
5/8 the number of ordinary parcels or parcels in bags (CP) / Gross weight;
6/9 the number of mail bags EMS / Gross weight;
10) notes.
CN41
4) red label (registered mail)
5) ordinary mail
6) ordinary parcel with a declared value
7) ordinary parcel
8) empty mail containers (bags)
9) Gross weight (kg)
10) number of containers and seals
Section 7.7 Acceptance
Before signing the flight note (with a list of CN38/CN41) as a receipt for the acceptance of
mail, make sure that:
- bags of mail, packages, envelopes, etc. are in good condition, properly labeled and sealed;
- Mail delivered in accordance with the accompanying documents;
Damaged mail is not accepted, and returned to the post office.

Section 7.8 Delivery


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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.

Section 7.11 Irregularities


Irregularties and requests shall be handled in accordance with the general principles and
specific instructions in this Manual, an enterprise representative, supervisors or cargo agent for mail
handling should report all irregularities in the mail transportation.
Section 7.12 Complaints
The representative offices of the enterprise abroad investigate and respond to complaints
submitted to them by foreign postal authorities. In the case where there is a fault of the enterprise
associated with the financial consequences or other difficulties, the full package of documents must
be submitted to the cargo and mail transportation department (COM 1.5.5).
Section 7.13 Claims (actions)
If the foreign post office files a statement of claim against the enterprise, all such requests in
writing should be sent to the cargo and mail transportation department (COM 1.5.5).
Section 7.14 Restrictions
The airline has introduced a standing ban on carriage of dangerous goods by airmail.
Section 7.15 Mail irregularity message
The airline and its cargo handling agents can use the following message format when sending
a Mail Irregularity Message (MIM):
Send a message to station (airport) of departure and all the (airports) stations along the route
according to the information contained in the delivery notes CN38/CN41/CN47.
Line 1 - Address.
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Line 2 - the date/time of creation GMT.


Line 3 - standard MIM (mail irregularity message) with the flight number/date, number of
dispatch, an acronym IRREGULARITY, and adding the following information:
- Missing/found/short-shipped/over-carried/definitely loaded, etc.
- Number of pieces and weight in kg, according to details in the CN38;
- The station of origin and destination of the mail;
- Loading details - flight number and date, if applicable.

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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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2.5 Known Shippers


Known shippers can be considered a company or entities who are a cargo agent of the
enterprise. The enterprise has a list of registered cargo agents, which have signed the relevant
agreements.
Dangerous goods which require appropriate licenses (radioactive, chemical, etc.) in their
packaging, handling, storage, are accepted for carriage through cargo agents, but only from known
shippers maintaining appropriate licenses and certificates.
The cargo transportation department (CTP) is responsible for overseeing that known shippers
comply with security requirements. When it is noticed any negligence or shortcomings, a known
shipper (cargo agent) should be informed. If the neglect of the duties or shortcomings is not
remedied, the enterprise may terminate the agency contract.
2.6 Unknown shipper
As the company does not have its own cargo warehouses, or directly accepts the cargo for
transportation, then the term unknown shipper applies to all shippers, with the exception of shippers
that send specific dangerous goods.
Notwithstanding whether the shipper is known or unknown, the following statement shall be
printed on the senders note:
This is to certify that the information specified in this document is correct and accurate. The
contents of this shipment are properly packaged, marked and labeled with the appropriate signs
and are in all respects in proper condition for safe air transport in accordance with the effective
rules for cargo carriage by air.
On the senders note for dangerous goods (with the red stripe) the following statement shall
be printed:
This is to certify that the information specified in this document is correct and accurate. The
contents of this shipment are properly packaged, marked and labeled with danger signs and is in all
respects in proper condition for carriage by air in accordance with the effective rules for
transportation of dangerous goods by air.
The senders note must be signed.
A copy of the senders note should be stored at the cargo terminals within one month.

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2.7 Security control at the cargo terminals


Cargo, courier and express packages can be transported by air from points where security
controls are applied:
- acceptance, handling and servicing of cargoes are performed by duly admitted and trained
personnel;
- the cargo must be:
a) inspected by hand or physical way, or
b) inspected using X-ray - TV set, or
c) subject to inspection by other technical or bio - sensor means (for example, detectors for
the presence of drugs, explosives, or with the help of a dog, etc.) to reasonably ensure that the
shipment does not contain any prohibited substances or objects for air transportation if they are
failed to be properly declared or appropriate security measures have not been applied to them.
Prohibited substances for transport and items include:
- Explosive, corrosive, flammable materials and liquids, ammunition and any explosive or
incendiary components, which are directly or in conjunction with other substances may be the result
of an explosion or fire, corrosive or toxic substances, including gases under pressure;
- Means of getting people out of order: all tear gases, chemicals and gases in the gun, cans or
other container, and other disabling devices such as electric shock, devices to attack (batons, brass
knuckles, knives, etc.).
Cargoes accepted as safe for transport are stuck with the tags "security screened (checked)
(safe for shipping), after which they can be accepted for transportation. The mark of passing control
of aviation security service must be made in the air waybill.
If the security of the cargo transportation can not be proven by indications on the screen or a
detailed inspection of the physical characteristics, the company does not accept such cargoes for
carriage.
There are cargoes that do not have to be monitored through X-ray television installation (fish
eggs for fish farming, human organs for transplant, etc.). These goods, however, should pass control
over the X-ray television installation, if it is found damage of their packaging.
The procedure for aviation security with the help of X-ray television installation is performed
by outside contractors. The enterprises contract for aviation security enterprise provides for the
right to manage the relevance and reliability of aviation security procedures.
The procedure for aviation security screening with X-ray television installation should be
accepted by the head of the aviation security and regime department of the enterprise.
Control of aviation security should be implemented as long as the cargo is placed on board the
aircraft and is maintained until the aircraft departure.
A detailed description of the security control system at cargo terminals is contained in the
Aviation Security Manual (Chapter 2, Procedure 8, Section 4.6 description of security measures
at terminals, warehouses serving cargoes, and mail).
2.8 Clearance Personnel
Only persons who have been hired and trained in accordance with local laws, have the right to
carry out the procedure for scanning to ensure aviation security. Other persons (police, customs
officers, etc.) have the right to scan the cargo for security provided that they have been trained
under the appropriate program.
2.9 Scanning Procedure
The scanning procedure is performed at least by one specialist of the aviation security service.
The log with details on the aviation security specialists, performing official duties, number of
screened cargoes by the air waybill numbers, including their weight, must always be maintained,
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the data must be kept.


10.2 Refusal of carriage
The enterprise may require a re-scan, delay, or refuse to carry the cargo, if it deems necessary
for aviation security.
Cargoes failed to pass scanning or suspicious cargo must be separated from accepted cargoes
and moved aside. It is necessary to contact the shipper or cargo agent for details of such shipment.
2.11 Goods that are hazardous
If during the acceptance, scanning it is found that the air cargo poses a risk to aviation
security, storage or transport, the shipment should be stopped immediately, this should be reported
to the shift head of the aviation security and regime department (ASRD), and, if deemed necessary,
to the local authorities.
2.12 Transhipment cargo
The cargo arrived by air designated for further transshipping (shipping), does not take
aviation security control if it is placed in the area protected against unauthorized interference at the
point of transit.
2.13 Secure cargo handling
Each cargo terminal (service company) is responsible for aviation security at the acceptance,
handling, storage and control of air cargo security at the above points of their handling.
Access to the above-mentioned points should be restricted and be accessible to the authorized
personnel only. Cargo shipments accepted for transportation must be included in the cargo manifest
of the appropriate flight. Cargoes entered in the cargo manifest, must be loaded in containers, on
pallets (pallet), or be transported by trucks to the airplane that performs a specific flight. Containers,
pallets (pallets) must be closed and sealed. Trucks with cargo transported within the internal area of
airports need to be monitored.
Before transporting the load to the aircraft it must be kept in a controlled area. This area
should be monitored by people or cameras so that to prevent interference in a timely manner with
air cargo by unauthorized persons. The air cargo should be monitored in the areas of the airport
until it is loaded on board the plane.
Specialists of the service company (loader team) must ensure that no outside interference was
in the air cargo to be loaded aboard the plane. The loading of the flight must be made in accordance
with the cargo manifest.
The air cargo, which is not kept under surveillance or if it is suspected outside interference
must be scanned for security before being loaded on board.
2.14 Valuable cargo (VAL)
The enterprise transports cargo that is classified as a valuable cargo to be taken through a a
specially designated agent "Special Communication".
Transportation of valuable goods should be organized in cooperation with the shipper so that
the storage of goods be reduced to a minimum. Valuable cargo should always be supervised when it
moves to the loading/unloading, during loading or unloading of the aircraft. The appropriate
security guards should be used to protect transport when the need arises.
Valuable cargoes should be stored in a locked space with a high degree of reliability (safety).
Each visit of such space must be registered. There must be a list of people with access to storage.
The number of people, who has access to storage, should be reduced to a minimum.
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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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SHIPPERS CERTIFICATE FOR TRANSPORT OF LIVE ANIMALS


(To be filled in duplicate)
This is to certify that:
In addition to the fact that all the preparatory work were carried out, the cargo is packed and
accurately described, meets the conditions of carriage by air according to the current edition of the
Live Animal Regulations and all applicable (issued) regulations by carriers and government
authorities. Live animals are healthy and in good condition.
Live animals taken from wildlife passed proper acclimatization.
Shipment includes a variety of animals, described in the Convention on International Trade in
Endangered Species of Wild Fauna and Flora (CITES) CITES. The appropriate
permissions/certificates are attached to the air waybill.
Cargo consists of animal species listed in other applicable national laws.
Transported reptiles and amphibians are healthy and tested prior to departure, have no visible
injuries and illnesses that are easily identifiable. They are not contaminated with various parasites,
including mites and larva, which can be seen under normal day-lighting conditions.
In the Section "Handling Information" of the AWB it is given last name, first name, ticket number
of the person accompanying live animals.
The shipper agrees that the carrier will not be liable for any damages, injuries or expenses incurred in
the event of death due to natural causes in the event of damage to an animal arising from the actions
and behavior of the animals in bites, fights, horning or strangulation, as well as arising out of various
natural propensities of animals. The Carrier shall in no case be liable for death or injury of animals
accompanying persons as a result of state, behavior or actions of animals.
Number of
Packages

Number of specific container


(cage)
(see LAR)

Species (description and names - scientific and common)


and the number of animals

, , 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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RESPONSIBILITY OF THE SHIPPER:


Instructions for the shippers are given in Chapters 1, 7, 8, 9, 10 and 11 of the IATA Live Animal
Regulations. Before shipment of live animals, the shipper must make sure that:
- Transportation of live animals planned for shipment is not prohibited by law;
- All necessary export, import, transit certificates, licenses or permits, etc. are attached to the
shipment;
- Shipment of live animals is accurately classified, described, packed, marked and supplied with
signs;
- Certificate of the shipper for the carriage of live animals is carefully filled in duplicate;
- pregnant animals should not be scheduled for transportation without veterinary certificate attesting
that the animals are ready for transportation and there is no risk that the birth process begins in the
time spent in transit
Note pregnant monkeys, lactating females, as well as baby animals who are breastfed are not
accepted for air transportation.
- Animals born less than 48 hours prior to shipment should not be scheduled for transportation;
- the animals carefully prepared for transport (be governed by LAR special requirements for
packaging);
- Animals are not euthanized without special veterinary inspection;
- the consignee is notified of the date of arrival, flight details in order to receive animal in a timely
manner;
- the air waybill includes a 24-hour telephone number to enable the carrier to contact the shipper or
its agent, if necessary;
- The air waybill includes last name, first name, air ticket number of the person accompanying the
animal (if available).

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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

The Air Code of the Russian Federation


The Articles of Association of OJSC "Rossiya Airlines", the
structure of the enterprise
Regulations on the CTD, structure
Job description, duties, rights, responsibility
Work methods on specific positions
Cargo transportation booking technique
Table of inside information and CTP responsibilities to
amend information
OpenSky program, the use and the information entered
DCS program, the use and the information entered
AMADEUS program, the use for CTD needs
General notions of C Rules, Sections, addresses
Guide to freight transportation on domestic flights (GFTDF)
Guide to freight transportation by OJSC Rossiya Airlines
General Rules for Air Carriage of Passengers, Baggage and
Cargo and Requirements for Service of Passengers, Shippers
and Consignees
The Aeronautical Fixed Telecommunication Network
Program, the use, sending and receiving messages
General concepts about transport of dangerous goods,
documents, ICAO TI and IATA DGR
General requirements for transportation of special cargoes,
documentation, information
Freight forwarding documents
Cargo tracing, irregularity reports, commercial reports
Types of wires according to CIMP, order of sending and
receiving, actions upon receipt
Flight delays and actions if delay occurred related to
shipment of cargo and mail
Procedure for using the service radio station
Confidential information
Action Plan in the event of emergency with AC of OJSC
"Rossiya Airlines, particularly related with the cargoes,
including dangerous
Order of interaction with the subdivisions and airport
services, cargo terminal and OJSC Rossiya Airlines

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

Date, Last Name and Signature


of Designated Responsible
Officer

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Practical training
#

2
3
4
5

7
8
9
10

11

Level of
Acquisition

Practical Actions

Date, Last Name and


Signature of Designated
Responsible Officer

Sending and receiving messages by the Aeronautical Fixed


Telecommunication Network, SITA messages, receiving and
processing of FFR request message and sending FFA
answering message, entering data into a sheet of cargo
booking
Checking domestic note and AWB completion
Control of cargo acceptance to the cargo terminal
warehouses, checking the volume, weight, availability of
documents for special cargoes
Entering data loaded into the program OpenSky
Filling the screens DCS: LNTC and LNTS
Control of loading the cargo to the vehicles of the cargo
terminal in view of the priority of shipment, monitoring the
timely approach of vehicles with a cargo to the aircraft,
control the timely arrival of flight attendants who are
responsible for loading the cargo. Timely initiation of load in
the absence of flight attendants. Removing part of the load
due to a failure to pass the volume or limit commercial load.
Practical use of radio station on different channels,
maintaining radio communication
Filling in the commercial report
Actions in obtaining information about a flight delay related
to unloading the cargo and mail
Actions in obtaining information from the CTD controller
about insufficient cargo vacancy by estimations of the weight
and balance controller
Actions in obtaining information about incorrect
in terms of loads of the total cargo by areas of aircraft
balance

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:

Made and approved on 01.2009, check and approved 04.2013

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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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