Airport Services

GROUND OPRATIONS MANUAL

COVER PAGE
ISSUE :04 01.AUG.2017 REVISION :0.0

GROUND OPERATION6 MANUAL

(GOM)

AIRPORT SERVICES DEPARTMENT

DOCUMENT REFERENCE MDM05/31-02/03 (AUG.2017)

ISSUE NO. 04
ISSUE DATE 01. AUG.2017
MANUAL STATUS CONTROLLED DOCUMENT

NOTE: The soft copies of the controlled GOM documents can be accessed through Airport Services Document
Center System at EDMS.MAHAN.AERO by authorized users that have easy access to GOM via
“EDMS.MAHAN.AERO” using their personal user names and passwords. The electronic version of GOM in the
system contains whole up to date manual in Adobe’s PDF file format and may be used as a master document
All copies of the documents without Airport Services Department permission are uncontrolled documents.
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Table of ContentV

0. Introduction

PART A
1. Passenger Handling

2. Passenger Baggage

3. Cargo and Mail

4. Aircraft Handling Procedure

5. Load Control and Load

6. Airside Supervision , Safety , Emergency And Security

7. Aircraft Cleaning

PART B
1. Organization

2. Training

3. Special load( DGR )

4. Administration

5. Fleet information

6. DE/Anti Icing

7. Fuelling

APPENDIX
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Revisions

Record of Revisions
Issue Issue date Revision Effective Date
1 10.July.2007 - July.2007
1 July.2007 01 July.2009
2 July.2012 0 July.2012
3 Aug.2015 0 Aug.2015
3 1.Sep.2016 01 Sep.2016
4 01.Aug.2017 0 0.1Aug.2017

Issue 03 - Revision 01
GOM Number Title Original Issue Latest
5.2.9 Inserted - new bullet point Aug.2015 Dec.2016
5.2.9.1 Inserted - new bullet point Aug.2015 Dec.2016
2.1.1 Changed - previous chart changed Aug.2015 June.2016
2.1.2 Changed - previous chart changed Aug.2015 June.2016

Temporary revision Issue 04

GOM Number Title Original Issue Latest
Part A 5.3.15 Changed- previous chart changed 01.AUG.2017 18.MAR.2018
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Contents

CHAPTER 0: INTRODUCTION ................................................................................................. 3 

0.1 PURPOSE AND SCOPE ............................................................................................................................. 3 

0.2 DOCUMENTATION CONTROL AND RETENTION ........................................................................................ 4 

0.3 MANUAL REVISIONS ............................................................................................................................... 4 
0.3.1 Temporary Revisions: ........................................................................................................................... 5 
0.3.2 Manual Revision Symbols ..................................................................................................................... 5 

0.4 WORDING CONVENTIONS ....................................................................................................................... 5 
0.4.1Quotations ............................................................................................................................................ 5 
0.4.2 Italics .................................................................................................................................................... 6 

0.5 STANDARD FORMAT ............................................................................................................................... 6 

0.6 REFERENCES ........................................................................................................................................... 6 

0.7 SYSTEM OF NUMBERING ........................................................................................................................ 7 

0.8 SUPPORT ................................................................................................................................................ 7 

0.9 DISTRIBUTION ........................................................................................................................................ 7 
0.9.1 TRANSMITTAL LETTER FOR HARD AND SOFT COPY ............................................................................... 8 
0.9.2 AIRPORT SERVICES DEPARTMENT DISTRIBUTION LIST: ......................................................................... 9 

0.10 ABBREVIATION ................................................................................................................................... 13 
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CHAPTER 0: INTRODUCTION
0.1 PURPOSE AND SCOPE
Mahan Air Ground Operations Manual (GOM) is the basic document governing Mahan Air
ground operations and define ground handling standards for ground service providers to
ensure operation activities are safely, efficiency and consistently accomplished.
The objective of the this Manual is to outline policies, process ,procedures and other relevant
Information necessary for ground handling personnel to perform their duties and be in
compliance with applicable regulations ,laws ,rules and standards of Mahan Air in order to
achieve the overall goal of the safety and security. All operation programs and procedures, set
herein, are the tools to implement those policies.
Mahan Air GOM:
 Has been prepared and controlled by Airport Services Department, reviewed by DMD
QA, approved by DMD Commercial and Company MD in Mahan Air, in accordance With
the relevant provisions of the Mahan Air Ground Handling Operation.
 is used in the conduct or support of ground handling operations contains legible ,clear
and accurate information and presented in a A4 format in accordance with
Documentation Manual that is appropriate for use by ground handling personnel.
 Is written in International English language in accordance with IATA policy.
 Is Airport Services Department property both in hard and soft copies in 2 part A and B.
Part A is in accordance with IGOM.
 Provides all safety and security of operation programmed.
 All policies are in accordance with the conditions contained in the Civil Aviation
Organization and applicable national rules and regulations as well as relevant ICAO,
IATA regulations and Mahan Air procedures for Ground Handling Services, Operation
Manual, IR Civil Aviation and IGOM.
 It contain the valid company policies, regulations, procedures, process and required
information for ground handling to perform their responsibilities in accordance with
applicable laws , rules and standard regulation .
 Information taken from approved documents, and any amendment of such approved
documentation should be correctly reflected.
 The contents of this manual shall not be deleted, added or altered in any way without
the approval of Director Airport service.
 The master copy of manuals is to be controlled, labeled and registered by Director
Airport Services.
 The current edition of this manual is presented in a format that is appropriate for use by
station staff and ground handling personnel available at each location as per distribution
list in secure area. Official staffs in station are responsible to retain relevant manuals,
records and revisions.
 Electronic copies are available to all company’s staff as permitted through
website.(EDMS)
 Airport Services Department is responsible for updating, reviewing and distribution of
the copies of this manual.
 Station managers are responsible for implementation and ensuring that GOM is fully
accessible to all personnel engaged in the ground operation activities at all times.
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 Mahan Airlines Training Department is responsible for ground handling staff training.
 Quality Department is responsible for Auditing of procedure throughout the network.
Mahan air main function are safety and security so we are committed to implementing and
maintaining strategies and processes to ensure that all aviation activities take place under a
balanced allocation of organizational resources, aimed at achieving the highest level of these
policies performance, while delivering our services.

0.2 DOCUMENTATION CONTROL AND RETENTION

Airport Services Department has a system for the management and control of documentation
and/or data used directly in the contact or support of ground handling operations.
Process retain by means of identifying the version of operational documents and accessibility
of document as below:
 The master copy and/or electronic copy and hard copy (paper) of Ground Operation
Manuals (GOM), are retained at Airport Services Department also a hard and soft copy
maintain in Mahan Air Documentation Center.
 All required manual including IATA manuals as AHM, IGOM and DGR, as hard copy
(paper) and/or soft copy and Ground Operation Manuals (GOM) are kept in Airport
Services Department in secure area.
 Manuals are distributed accordance to distributed list in this chapter.
 Airport Services Department review and issue revisions as necessary if required to
maintain the currently of information contained in documents.
 Updated version of IATA AHM and IATA DGR, Mahan Air GOM, Mahan Air COM,
MASM, ERP AND SMS are retained at stations with accessibility for ground handling
and staffs.
 Station Manager is responsible to ensure updated manual is available in station.
 Reproduced and obsolete documents are identified and controlled according to
transmittal letters in this chapter for hard /soft copy.
 Reception of document and/or data from external sources to ensure information is
received in time to satisfy operational requirements.
 Retention and dissemination of documentation received from external sources.
 The hard copy and PDF copy of obsolete document are archived in Airport Service
Department as used and back up files( as soft copy or external hard)
 Mahan Air EDMS (Electronic Data Management System) is applicable from AUG.2015
and provide easier accessibility for the authorized users.(WWW.EDMS.MAHAN.AERO)
 A distribution process is available with EDMS that ensures availability of current version
of operations manuals and other notices.
 Airport Services Document Center is responsible to ensure the current version of GOM
is applicable for station and ground service provider, retention the transmittal letter for
hard copy.

0.3 MANUAL REVISIONS

Airport Services document center is responsible that the Ground Operations Manual is kept up
to date, prepared and distributed according to the distribution list in this chapter .
Mahan Air Electronic Data Management System (EDMS) web site is applicable from
AUG.2015 for accurate Data distribution in all Mahan Air Station and is accessible for all
ground operations personnel including the personnel of the service provider.
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The holder of this Manual is also responsible for keeping it up to date. So each holder can
check the amendment state of the documents by EDMS.

Revision to GOM content is prepared and made approved through Airport Service department
The edition is depicted on the cover page of the manual and at the bottom of each individual
page to ensure the content remains current. The issue date and effective date of each edition
is indicated in the record of revisions section.

0.3.1 Temporary Revisions:

A Temporary Revision (TR) may be issued in order to meet urgent needs. A TR is not
included in the body of the GOM, and is accompanied by specific instructions as circulars
and notices that prepare by Airport Services Document Center and certify by Airport Services
Director for applicability.
Any changes of procedures or instruction at short notice or with limited validity are sent by
means of Ground Operations Instruction email with availability on EDMS.
Revision can be:
A. Permanent revisions
B. Temporary revisions : ( Seasonal climate changes and Construction)
All temporary variations will be automatically marked temporary chart as “not used” in the
next revision, after the expiry date is reached. The “not used” entry will remain in the GOM
only for one year, after which it will be automatically deleted temporary chart.

0.3.2 Manual Revision Symbols

 Each change will be marked by  at the left side of such change.
 Addition of new item will be marked by  at left side of such change.
 Cancellation of an item will be marked by  ate the left side of such change.

Font Bold: when the writer emphasis on certain words, the titles of manuals or documents
and notes.
CAPITAL word: for more attention on main word

0.4 WORDING CONVENTIONS

 May/need not/not necessary/not required: indicates that compliance is optional.
 Note: indicates an important point about which the manual user needs to be made
aware.
 Should/if possible/whenever possible: indicates that compliance is considered
optional, but desirable.
 Shall/must/necessary/need/required: indicates that compliance is considered
mandatory.
 Shall not/must not/may not: indicates that something is not allowed/permitted, or is
forbidden.

0.4.1Quotations
Quotations are used within this manual to designate the following:
 the exact verbiage to be spoken during oral communication;
 the exact verbiage to be written into forms;
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0.4.2 Italics
Italics are used within this manual to designate the following:
 the titles of manuals or documents;
 foreign words that have not been assimilated into International English;
 the writer's emphasis on certain words;

0.5 STANDARD FORMAT

If the order of various items presented is irrelevant, bullet points are used:
 Item
 Item
 Sub item
 Sub item
If the order in which the items are presented is relevant (in step-by-step procedures),
numbers are used:
1. Step 1
2. Step 2
3. Step 3
For more clarifying items are presented as:
a)
b)
c)

0.6 REFERENCES
Within the GOM, reference may be made to any of the following updated manuals published
by IATA and last edition approved Mahan Air Manual by QA and IR.CAO.
 The IATA Airport Handling Manual (AHM)
 The IATA Dangerous Goods Regulations (DGR)
 The IATA Live Animals Regulations (LAR)
 The IATA Passenger Service Conference Resolution Manual (PSCRM)
 The IATA Reference Manual for Audit Programs (IRM)
 The IATA Security Manual (SECM)
 The IATA Travel Information Manual (TIM)
 The IATA Travel Information Manual database (TIMATIC)
 The IATA ULD Technical Manual (UTM)
 Mahan Air Operation Manual (OM)
 Mahan Air Safety Manual(SMS)
 Mahan Air Security Manual(MASM)
 Mahan Air Quality Assurance Manual(QAM)
 Mahan Air Emergency Response Manual(ERP)
 Mahan Air Cargo Manual(COM)
 Mahan Air Passenger and Baggage Manual(PSM)
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0.7 SYSTEM OF NUMBERING

Mahan Air GOM is organized as follows chapters:
PART A
 Chapter 0: Introduction
 Chapter 1: Passenger Handling Procedures
 Chapter 2: Passenger Baggage Handling Procedures
 Chapter 3: Cargo/Mail Handling Procedures
 Chapter 4: Aircraft Handling Procedures
 Chapter 5: Load Procedure
 Chapter 6: Airside Supervision , Safety , Security , Emergency
PART B
 Chapter 1: Organization
 Chapter 2: Training
 Chapter 3: Special Load
 Chapter 4: Administration
 Chapter 5: Feet Information
 Chapter 6: De/Anti Icing
 Chapter 7: Fueling

0.8 SUPPORT
Contact the Airport Service Procedure Analyst for:
 Correction of department codes
 Ideas for a better presentation of information
 Question about the contents
 For questions about distribution of manuals , updates and changes
 For exceptional or special permissions mentioned in the text
NOTE: Any changes in station EDMS users shall informed by Station Manager.

0.9 DISTRIBUTION
Airport Services GOM distributed in hard/ soft copy and electronic as distribution list.
All station has access to EDMS system for easy access to required manuals, circulars,
bulletins.
The soft copies of the controlled GOM documents can be accessed through Airport Services
Document Center System at EDMS.MAHAN.AERO by authorized users that have easy
access to GOM via “EDMS.MAHAN.AERO” using their personal user names and passwords.
The electronic version of GOM and other Data in the EDMS system contains whole up to date
GOM in Adobe’s PDF file format and may be used as a master document
All copies of the documents without Airport Services Department permission are uncontrolled
documents
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0.9.1 Transmittal Letter for Hard and Soft Copy

GOM AIRPORT SERVICES

TRANSMITTAL LETTER NO. Date:

To: All holders of Ground Operation Manual (Title /Name / Station )

From: Managing Director, Airport Services , Documentation
Subject: Ground Operation Manual /Revision/Additional data
 soft copy  hard copy  EDMS
Enclosed please find:
 A copy of Ground Operation Manual
 No……….Issue…….. Revision(s)…….. as per list of effective pages
 Additional / complementary data (Description /Remarks)
As approved by  MD other authorities (specified)
Regarding your responsibilities for safe keeping and up-dating this manual please:
 Ensure the contents are complete according to the list of effective pages
 Keep revisions as shown in list of effective pages and discard obsolete copies
 Date and sign the list of revisions
 Keep additional (Special) information in a separate file as instructed
 All up-dated information are available on http://docs.mahan.aero
 Effective dates will be mentioned if not the same as date of issue
For any clarification please email to [email protected] or contact airport services Dept.
(Phone No. 48382640)
Major revisions normally will be issued in March and September each year. In case of
Changes in organization structures, job specifications and circulars, revisions will be distributed
within 3 days after approval.

******************************************************************************
To: Director Airport Service (Documentation Dept.)
From: ……….... (Holder of Ground Operation Manual. Copy No……..…)

Subject: Receipt of documents

This is to confirm the receipt of Organizational documents as per Transmittal Letter for
 Soft copy  hard copy  EDMS Dated…
The following steps are taken:
1 Receipt of Ground Operation Manual (Effective pages checked)
2Documents inserted in manual as per instruction
3 List of effective pages completed
4 List of revisions completed
5 Obsolete pages removed and destroyed
6 Additional data field
7 Contents checked with up dated data on ORG site

Name Position Signature

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0.9.2 AIRPORT SERVICES DEPARTMENT DISTRIBUTION LIST:

GOM NO. TITLE Hard copy Soft copy EDMS

G1 Managing Director
G2 DMD Commercial
G3 DMD Passenger Services 
G4 DMD Quality Assurance  
G5 Director Airport Services 
G6 DMD Operation 
G7 Documentation  
G8 Cargo Manager 
G9-A THR Station Manager   
G9-B Ground Service Provider- THR Station  
G10-A IKA Station Manager   
G10-B Ground Service Provider- IKA Station  
G11-A MHD Station Manager   
G11-B Ground Service Provider- MHD Station  
G12-A KER Station Manager   
G12-B Ground Service Provider- KER Station  
G13-A ACZ Station Manager  
G13-B Ground Service Provider- ACZ Station  
G14-A AFZ Station Manager  
G14-B Ground Service Provider- AFZ Station  
G15-A AWZ Station Manager  
G15-B Ground Service Provider- AWZ Station  
G16-A BJB Station Manager  
G16-B Ground Service Provider- BJB Station  
G17-A BND Station Manager  
G17-B Ground Service Provider- BND Station  
G18-A BXR Station Manager  
G18-B Ground Service Provider- BXR Station  
G19-A CQD Station Manager  
G19-B Ground Service Provider- CQD Station  
G20-A GCH Station Manager  
G20-B Ground Service Provider- GCH Station  
G21-A GSM Station Manager -- --  --
G21-B Ground Service Provider- GSM Station -- --  --
G22-A IFN Station Manager
G22-B Ground Service Provider- IFN Station
G23-A IHR Station Manager
G23-B Ground Service Provider- IHR Station
G24-A ILL Station Manager
G24-B Ground Service Provider- ILL Station
G25-A JIR Station Manager
G25-B Ground Service Provider- JIR Station
G26-A KHD Station Manager
G26-B Ground Service Provider- KHD Station
G27-A KHK Station Manager
G27-B Ground Service Provider- KHK Station
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GOM NO. TITLE Hard copy Soft copy EDMS

G28-A KIH Station Manager

G28-B Ground Service Provider- KIH Station
G29-A KSH Station Manager
G29-B Ground Service Provider- KSH Station
G30-A LRR Station Manager
G30-B Ground Service Provider- LRR Station
G31-A PGU Station Manager
G31-B Ground Service Provider- PGU Station
G32-A RJN Station Manager
G12-B Ground Service Provider- RJN Station
G33-A RUD Station Manager
G33-B Ground Service Provider- RUD Station
G34-A SDG Station Manager
G34-B Ground Service Provider- SDG Station
G35-A SRY Station Manager
G35-B Ground Service Provider- SRY Station
G36-A SYJ Station Manager
G36-B Ground Service Provider- SYJ Station
G37-A TBZ Station Manager
G37-B Ground Service Provider- TBZ Station
G38-A TCX Station Manager
G38-B Ground Service Provider- TCX Station
G39-A XBJ Station Manager
G39-B Ground Service Provider- XBJ Station
G40-A ZAH Station Manager
G40-B Ground Service Provider- ZAH Station
G41-A INTENTIONALLY LEFT BLANK
G41-B INTENTIONALLY LEFT BLANK
G42-A INTENTIONALLY LEFT BLANK
G42-B INTENTIONALLY LEFT BLANK
G43-A INTENTIONALLY LEFT BLANK
G43-B INTENTIONALLY LEFT BLANK
G44-A INTENTIONALLY LEFT BLANK
G44-B INTENTIONALLY LEFT BLANK
G45-A ALA Station Manager
G45-B Ground Service Provider- ALA Station
G46-A BCN Station Manager
G46-B Ground Service Provider- BCN Station
G47-A BGW Station Manager
G47-B Ground Service Provider- BGW Station
G48-A BEY Station Manager
G48-B Ground Service Provider- BEY Station
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GOM NO. TITLE Hard copy Soft copy EDMS

G49-A CAN Station Manager

G49-B Ground Service Provider- CAN Station
G50-A CDG Station Manager
G50-B Ground Service Provider- CDG Station
G51-A DEL Station Manager
G51-B Ground Service Provider- DEL Station
G52-A DMM Station Manager
G52-B Ground Service Provider- DMM Station
G53-A DUS Station Manager
G53-B Ground Service Provider- DUS Station
G54-A DXB Station Manager
G54-B Ground Service Provider- DXB Station
G55-A EBL Station Manager
G55-B Ground Service Provider- EBL Station
G56-A EVN Station Manager
G56-B Ground Service Provider- EVN Station
G57-A IST Station Manager
G57-B Ground Service Provider- IST Station
G58-A KBL Station Manager
G58-B Ground Service Provider- KBL Station
G59-A KUL Station Manager
G59-B Ground Service Provider- KUL Station
G60-A KWI Station Manager
G60-B Ground Service Provider- KWI Station
G61-A LED Station Manager
G61-B Ground Service Provider- LED Station
G62-A MCO Station Manager
G62-B Ground Service Provider- MCO Station
G63-A MXP Station Manager
G63-B Ground Service Provider- MXP Station
G64-A MUC Station Manager
G64-B Ground Service Provider- MUC Station
G65-A NJF Station Manager
G65-B Ground Service Provider- NJF Station
G66-A PEK Station Manager
G66-B Ground Service Provider- PEK Station
G67-A PVG Station Manager
G67-B Ground Service Provider- PVG Station
G68-A GYD Station Manager
G68-B Ground Service Provider- GYD Station
G69-A VKO Station Manager
G69-B Ground Service Provider- VKO Station
G70-A
G70-B
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GOM NO. TITLE Hard copy Soft copy EDMS

G71-A
G71-B
G72-A
G72-B
G73-A
G73-B
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0.10 ABBREVIATION

Code Description Code Description

AOC Air Operate Certificate ASTM Aeronautical Services Training Manual
AHM Airport Handling Manual
AIP Aeronautical Information Publication
AOC Air Operator Certificate
APU Aircraft Power Unit
ACU Air Condition Unit
ASU Air Starter Unit
ATC Air Traffic Control
APU Auxiliary Power Unit
APS Airport Services
AWB Air Way Bill
CAO Civil Aviation Organization
DCS Departure Control System
DMD Deputy Manager Director
DGR Dangerous Goods
DOW Dry Operating Weight
DOI Dry Operating Index
FOD Foreign Object Debris
ERP Emergency Response Plan
FSZ Fuelling Safety Zone
GOM Ground Operation Manual
GHA Ground Handling Agent
GSE Ground Support Equipment
LMC Last Minute Change
OFP Operational Flight Plan
TOF Take Off Fuel
TOW Take Off Weight
ZFW Zero Fuel Weight
IATA International Air Transport Association
ICAO International Civil Aviation Organization
INAD Inadmissible
IOSA IATA Operational Safety Audit
OJTI On Job Training Instructor
SGHA Standard Ground Handing Agreement
LMC Last Minute Changes
QA Quality Assurance
PAX Passenger(s)
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Contents

CHAPTER 1: PASSENGER HANDLING PROCEDURES ........................................... 2 

1.1 PASSENGER DEPARTURE ............................................................................................................... 2 

1.1.1Passenger Pre-Flight Preparation .................................................................................................... 2 
1.1.2 Check-In Counter Requirements ..................................................................................................... 2 
1.1.3 Passenger Check-In ......................................................................................................................... 3 
1.1.4 Passenger Acceptance .................................................................................................................... 5 
1.1.5 Passenger Boarding ......................................................................................................................... 5 
1.1.6 Flight Documents .............................................................................................................................. 6 
1.1.7 Post Flight Departure Activities ....................................................................................................... 7 
1.1.8 Passenger Security........................................................................................................................... 7 

1.2 Passenger Arrival, Transfer and Transit ................................................................................................... 8 
1.2.1 Pre-Arrival .......................................................................................................................................... 8 
1.2.2 Arrival ................................................................................................................................................. 8 
1.2.3 Transfer .............................................................................................................................................. 8 
1.2.4 Transit ................................................................................................................................................ 9 

1.3 Passenger Irregularities .................................................................................................................... 9 

1.3.1 Information and Communication to Passengers ............................................................................ 9 
1.3.2 Delay Handling Procedures ........................................................................................................... 10 
1.3.3 Misconnections/Cancellations/Diversions .................................................................................... 10 
1.3.4 Involuntary Change of Class .......................................................................................................... 10 
1.3.5 Denied Boarding due to Unavailability of Seats .......................................................................... 10 

1.4 INCAPACITATED PASSENGERS ............................................................................................................... 11 
1.4.1 Approvals for Travel ....................................................................................................................... 11 
1.4.2 Passengers Requiring Assistance ................................................................................................ 11 
1.4.3 Request for Assistance without Advanced Notice ...................................................................... 13 
1.4.4 Passengers not requiring Medical Clearance .............................................................................. 13 
1.4.5 Refusal MEDA Cases ..................................................................................................................... 13 

1.5 SPECIAL CATEGORIES OF PASSENGERS .................................................................................................. 14 
1.5.1 Unaccompanied Minors (UM) ........................................................................................................ 14 
1.5.2 Infants .............................................................................................................................................. 15 
1.5.3 Children ............................................................................................................................................ 16 
1.5.4 Groups ............................................................................................................................................. 16 
1.5.5 Wheel chair ...................................................................................................................................... 17 
1.5.6 Blind ................................................................................................................................................. 19 
1.5.7 Expectant Mothers and New Born Babies ................................................................................... 19 
1.5.8 Stretcher Transport ......................................................................................................................... 20 
1.5.9 Oxygen for Medical Use ................................................................................................................. 21 
1.5.10 Inadmissible Passengers (INAD) ................................................................................................ 21 
1.5.11 Unruly Passengers ....................................................................................................................... 22 
1.5.12 Guidance ....................................................................................................................................... 22 
1.5.13 Non Standard Groups .................................................................................................................. 23 
1.5.14 service animal (Seeing Eye Dogs) .............................................................................................. 23 
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CHAPTER 1: PASSENGER HANDLING PROCEDURES

1.1 PASSENGER DEPARTURE

1.1.1Passenger Pre-Flight Preparation
Prepare check-in for flights in accordance with Mahan Air policy prior to the opening of web or
airport check-in, and to verify all necessary data has been transferred into the check-in system
correctly.
 Review the booking status.
 For code share flights with an active blocked space agreement, check the allotment to
ensure the block of seats, as agreed, is guaranteed to the partner.
 Review the curtain version (if applicable).
 Confirm the Passenger Name List (PNL) and Additions and Deletions List (ADL) were
properly transmitted and match the booking status.
 Block seats for security officers, crew, weight and balance, and if seats are
unserviceable.
 Confirm the seating plan is set according to the actual aircraft type and version.
 Review the flight remarks, if applicable.
 Record passenger status on PNR, if applicable.
 Review the boarding time, departure time, and gate. Brief staff about the reason for any
delays.
 Apply payload restrictions, if any.
 Check the passenger list for special passengers (e.g. WCH, UM, etc.) and pre-assign
as Mahan Air policy according to the aircraft type.
 If not pre-reserved, prepare seating for families traveling with infants or children, as
Mahan Air policy.
 Where free/open seating is applied, inform the crew and passengers and ensure
special category passengers have appropriate seats.
 Ensure flight status is open for web check-in if applicable.
 Check-in is opened once the pre-flight preparation is complete.
NOTE: Mahan Air signage and Dangerous Goods notifications display at checking counter
and Ticket sales office at the airport either electronic or manually.

1.1.2 Check-In Counter Requirements

Prior to opening the check-in counters:
 Start and test equipment.
 Ensure scales are functioning.
 Stock boarding card and bag tag printers.
 Ensure adequate stock of any other operating airline required tags.
 Display Mahan Air required signage, both electronic and manual versions.
 Ensure Dangerous Goods notifications are prominently displayed at the check-in area
as well as ticket offices, baggage drop-off areas, self-serve check-in areas, and
transfer counters.
 Prepare check-in queues, divider, carpets, cabin baggage sizes, business class
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counter, etc.
 Check that boarding facilities and counter monitors are displaying flight information.

1.1.3 Passenger Check-In

1.1.3.1 Check-In Deadlines
Due to Mahan Air policy, respecting applicable passenger rights and on-time departure
requirements check-in counters deadlines define as below:
 International flights 01 hour before Departure,
 Domestic Flights 30 minutes before Departure.
1.1.3.2 Operating Carrier, Marketing Carrier, sale offices
Advice the Mahan Air passenger on the ticket no later than the time of check-in refer for
check- in.
1.1.3.2 Check-In Types
Check-in may be provided at check-in counters, via self- service methods such as web
check-in, o n l i n e c h e c k i n , kiosk or SMS, and may be performed using a departure
control system (DCS) or manually.
1.1.3.3 Manual Check-In
Where no DCS is available or in case of DCS failure, apply established manual check-in
procedures.
Local back-up procedures must be established in every station and tested regularly, and
include provisions for the collection and transmission of API data as required.
1.1.3.4 through Check-In
Perform through check-in whenever possible and as per the interline agreement. Travel
documents must be checked for all through-checked parts of the journey first in origin station
then in transit station for last destination.
If an airport change is involved, through check-in is permitted; however, through baggage
tagging is not permitted.
1.1.3.5 Return Check-In (if available)
 For return check-in to be permitted:
 the return journey must be within 24 hours after departure;
 no checked baggage is permitted;
 no change of cities is involved;
 Mahan Air approval is required.
1.1.3.6 Self-Service Check-In
Online/web check-in may be offered if the following conditions are met:
 The passenger is holding an electronic ticket.
 The passenger is departing from an airport where the Mahan Air or ground handler's
DCS is in use.
 The passenger meets any other qualifying criteria set by the Mahan Air.
Refer to Airport Services Department for active station with online check in.
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1.1.3.7 Mobile Check-In

Mobile check-in may be offered if the following conditions are met:
 The passenger holds an electronic ticket.
 The passenger is departing from an airport where the Mahan Air or ground handler's
DCS is in use.
 The passenger meets any other qualifying criteria set by Mahan Air.
1.1.3.8 SMS Check-In
SMS check-in is applicable provided the following conditions are met:
 The passenger has registered for SMS check-in.
 The passenger holds an electronic ticket.
 The passenger is departing from an airport where issuance of a mobile boarding card
is applicable.
1.1.3.9 Check-In Opening
Conduct a staff briefing for check-in agents before the check-in counters are opened and
receive and review any summarized flight information.
NOTE:
 Mahan Air check in counter open 03 hours prior departure time in international flight and
02 hours prior departure time in international flight.
 Mahan Air counter close in Domestic flight is 30 minutes prior departure.
 Mahan Air counter close in International flight is 30 minutes prior departure.
1.1.3.10 Baggage Drop-Off
Passengers who have used a self-service check-in facility may drop their checked baggage at
a baggage drop-off.
 Review the boarding pass and pull up the passenger data in the check-in system.
 Verify identity and travel document, assess carry-on baggage, and accept checked
baggage.
 Add baggage information and any SSR's to the DCS if required and apply any related
fees as per Mahan Air policy.
 Review Visa or entry conditions or limitations if required.
 Collect Advanced Passenger Information (API) if required.
 When you identify an issue with a document, notify your supervisor who will contact the
appropriate authority for assistance.
1.1.3.10 Advance Passenger Information
Many governments require airlines to submit advanced passenger electronic data (API) at
specified times for disembarking passengers.
Information is generally collected at the time of check-in, or provided from data collected
during booking, and verified during presentation of the travel document.
As per Mahan Air instructions, collect API data at the time of check-in, or review data already
provided.
Transmit API data at pre-arranged times to recipients specified by the airline. Always protect
passenger's personal information and securely dispose of any related paperwork not kept on
file.
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1.1.4 Passenger Acceptance

1.1.4.1 Requirements for Passenger Acceptance
Certain categories of passengers may be refused travel according to this chapter by
Mahan Air discretion.
1.1.4.2 Seating
Each passenger (except infants not occupying a separate seat) is assigned an individual seat
number per flight.
 Allocate seating in prior for special categories of passengers as below:
 Group and Family
 VIP
 UM
 Pregnant Mother
 MEDA
 INAD
 The acceptance of passengers on the waitlist is based on booking status, Mahan Air
MD order and Station Manager.
1.1.4.3 Exit Row Seating
Passengers occupying emergency exit row seating must be able-bodied, and therefore
excludes INF, UM, MEDA, Pregnant Mother, etc. Occupancy of emergency exit rows is
restricted in accordance with Mahan Air policy due to safety procedure and host state
requirements.

1.1.5 Passenger Boarding

 Check that boarding facilities and gate monitors are displaying flight information.
 Ensure Dangerous Goods and Prohibited Articles notices are displayed at the boarding
gate.
 If walking on apron, ensure the route to the aircraft is safe and clearly marked for both
passengers and staff.
 For jet bridge boarding, secure and mark off the route to the aircraft.
 Obtain clearance for boarding from the flight crew and according to local procedures
and Mahan Air policy.
 Follow safety requirements for fuelling in progress as per Mahan Air GOM.
 Make boarding announcements for business class and FFP member first, then for
economy class.
 Follow policies for passengers requiring assistance or pre-boarding.
 Verify each passenger's identity as Mahan Air and Local requirements.
 Check the name on the passenger identity document with the one on the ticket,
and visually match passenger with photograph.
 Confirm each passenger's boarding acceptance in the DCS before allowing them to
board.
 For manual or non-automated boarding, check the flight number and date on the
boarding card.
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 Apply cabin baggage policies of Mahan Air, and account for any gate tagged items in
loading process.
 Secure the flight by matching the checked-in passengers to the boarded passengers.
 Provide final passenger numbers to cabin crew.
 Provide required flight documents to cabin crew (refer to 1.1.6.2)
 Send required post flight messages upon flight close out.
 Ensure of communication with load control about accurate passenger and baggage
information.
NOTE:
 Mahan Air gate close for Domestic and international flight is 20 minutes prior
Departure time.

1.1.5.1Passenger Boarding Discrepancies

If there are passenger discrepancies (minus or plus), they must be resolved prior to closing
the aircraft door.
 Make every attempt to locate missing passengers and obtain visual proof of boarding
and documents if they are located on the aircraft.
 Apply Mahan Air procedures and government regulations with respect to the
removal of checked baggage of passengers who check-in but fail to board.
 Notify crew and load controller of any last minute changes (LMC) to passenger and/or
baggage load due to Mahan Air GOM.
1.1.5.2 Boarding in Case of DCS Breakdown
Where no DCS is available or in case of DCS failure, apply manual boarding procedures.
Ensure the final checked-in count matches the boarded passenger count prior to door
closure and prepare and board a final manifest.

1.1.6 Flight Documents

Provide the flight crew with the required documents according to the Mahan Air specifications.
1.1.6.1 Passenger Information List (PIL)
The Passenger Information List (PIL) provides information to the cabin crew about
passengers on board (name, seat number, and special service requirements).
 Provide a PIL to the senior cabin crew member before departure.
1.1.6.2 Other Flight Documents
Other required documents may include:
 final passenger manifest;
 bag tag list for double destination flights;
 General Declarations (GD) if required;
 Other special information (i.e. INAD documents, etc.).
 Cargo manifest;
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1.1.7 Post Flight Departure Activities

1.1.7.1 Messages
Ensure all relevant messages are dispatched to the appropriate addresses, as per the Mahan
Air specifications and circulars. Messages may include:
 Teletype Passenger Manifest (TPM)
 Passenger Transfer Message (PTM)
 Passenger Service Message (PSM)
 Passenger Protection Message (PPM)
 Seat Occupied Message (SOM)
 Industry Discount Message (IDM)
 Advance Passenger Information (API)
 Electronic Ticket List (ETL)
1.1.7.2 Flight Document Retention
Retain (electronically or paper files) flight documents as per Mahan Air procedures and for 6
month.

1.1.8 Passenger Security

1.1.8.1Boarding Passes, Transit Cards and Baggage Tags
All materials used for passenger and hold baggage processing (e.g. boarding cards,
baggage tags, FIMs, vouchers, stamps) must be protected or be under surveillance at all
times in order to prevent unauthorized access and use.
1.1.8.2 Disposal of Printed Documents
Printed material such as boarding passes, passenger lists, and handling forms may have to
be reprinted and are therefore left behind as waste. Dispose of these documents according
to data protection rules, as they contain passenger data.
1.1.8.3 Information Security
Departure control systems (check-in systems) must be controlled to prevent unauthorized
access.
 Follow airport procedures intended to prevent unauthorized use and access to un-
issued (blank) boarding passes.
 Before leaving the counter, remove boarding cards and baggage tags from the
respective printers or lock them.
 Before leaving the counter, sign-out, log-off and lock the system.
 Observe regulations concerning the usage of sign-ins and passwords.
1.1.8.4 Restricted Areas
Secure all gate and departure areas by keeping doors closed, use appropriate barricades
when directing passengers.
 Ensure all access doors are closed when not in use.
 Position staff as required to direct passengers.
 If passengers have to walk on the apron to aircraft, ensure passengers proceed directly
to the aircraft.
 If transportation has to be provided to passengers to move them from the terminal
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building to the aircraft, make sure only authorized personnel and screened passengers
are allowed to board the vehicle.
1.1.8.5 Passenger Suitability for Travel
Assess each passenger in terms of security risk by looking for anomalies and observing
certain emotional characteristics and/or body language. Be on the lookout for overall fitness
to fly, including potentially contagious diseases, medical conditions, intoxication, etc.
Further questioning may be required to assist with passenger assessment.
 When you identify a potential problem passenger, notify your supervisor.
 The supervisor will contact the security, OCC and appropriate local authority for
assistance.

1.2 Passenger Arrival, Transfer and Transit

1.2.1 Pre-Arrival
Review the pre-arrival information from DCS, MGT, FLR and/or messages.
 Prepare for short connections if applicable.
 Arrange facilitation for passengers requiring assistance, e.g. WCH, UM, PRMs.
 Check requirements for any gate delivery mobility aids.
 In case of delay of arrival, check onward connections and make new reservations if
required and as per Mahan Air policy via OCC.

1.2.2 Arrival
 Prepare Jet Bridge, ensuring it is free of debris and position as per the standard height
for the aircraft type.
 Secure the disembarkation route for passengers.
 Disembark passengers in accordance with Mahan Air Policy :
 Business class
 FFP member
 Economy class
 MEDA and WCH
 INAD
 Provide assistance to passengers requiring it. Communicate any delays in providing
assistance services.

1.2.3 Transfer
1.2.3.1 Passenger Handling at Connecting Airport (If applicable):
 Check the inbound/outbound connections and the number of passengers affected.
 Check time-critical connections, and inform gate staff of onward transfer.
 Prepare for handling of passengers requiring assistance.
 Meet the transferring passengers upon arrival of the incoming aircraft.
 Direct passengers:
 through-checked passengers to the appropriate departure gate(s);
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 Non-through checked passengers to the transfer desk or gate for check-in,

whichever is applicable.

1.2.4 Transit
Transit passengers may be allowed to disembark when scheduled ground time and local
circumstances and facilities permit, in accordance with Mahan Air and local Airport policy.
Certain categories of passenger should be escorted during the transit time.
Local government requirements must be applied regarding security of transit passengers
up to and including screening requirements.
1.2.4.1 Disembarkation of Transit Passengers
Disembarkation Procedure
 Provide each passenger with a transit boarding pass or instruct passengers to retain
their original boarding pass.
 Inform passengers about boarding time and gate and available facilities.
 Transit passengers must be re-secured when re-boarding the flight. (i.e. travel
document checked, boarding status verified, transit card collected)
NOTE: Some Transit Passengers Remain on Board as per Mahan Air and local airport
authorities’ policy, there may be categories of passengers that stay on board if locally
permitted.
1.2.4.2 Boarding Transit Passengers
 Board transit passengers before local passengers.
 Re-secure the flight by checking travel documents and validating boarding status by
collection of the transit card or review of the original boarding card. Validation may also
be done using the flight manifest or DCS.
1.2.4.3 Missing Transit Passengers
The flight must be re-secured before door closure. If passengers are missing, apply the
procedure for missing passengers.
1.2.4.4 Programmed Aircraft Change En-Route
 Advice cabin crew that all transit passengers must disembark with their carryon
baggage.
 Distribute transit boarding passes (or instruct passengers to retain their original
boarding pass) and inform passengers about boarding time and gate and available
facilities.
 Provide passenger assistance as required.
 In case of a change of configuration, assign passengers new seat numbers if applicable,
or apply free/open seating.

1.3 Passenger Irregularities

1.3.1 Information and Communication to Passengers
In general, provide immediate and accurate information at regular intervals.
 Ensure staff are briefed for consistent delivery of information.
 Provide passengers written information about their rights according to applicable
regulations, upon requested or as required.
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 Provide information in alternate formats to passengers with impairments.

1.3.2 Delay Handling Procedures

 Passengers must be advised and notified of delays, and kept informed at regular
intervals.
 Where applicable, provide delay notice or passenger rights information and in
alternate formats for passengers with impairments.
 Brief staff on the estimated time of departure, estimated time of arrival, and any
provisions being offered.
1.3.2.1 Delay Known before Check-In
 Update revised times in the DCS.
 If applicable and as Mahan Air policy, rebook any connecting flights by communication
with OCC
 Check the passenger and baggage through on the rebooked flight.
1.3.2.2 Delay Known before Boarding
 Reconfirm the departure gate and time, and update the revised times in the DCS.
 Advise passengers accordingly and at regular intervals.
 Apply airline specific procedures for certain categories of passengers.

1.3.3 Misconnections/Cancellations/Diversions
Handle misconnections in accordance with the Mahan Air General Conditions of Carriage.

1.3.4 Involuntary Change of Class

Involuntary changes of class must be handled as per Mahan Air policy.

1.3.5 Denied Boarding due to Unavailability of Seats

Passengers holding a confirmed reservation may be denied boarding due to irregularity
reasons, for example:
 overbooking of the flight;
 Reduced aircraft seating capacity due to unserviceable equipment (cabin doors, slides,
etc.);
 reduced weight/seat capacity due to a payload restriction;
 Change of aircraft or version.
Apply Mahan Air policy for denied boarding.
 If applicable, solicit volunteers and offer compensation and/or re-protection as per
Mahan Air policy.
 Provide written notice as per government regulations.
 Apply Mahan Air involuntary denied boarding policy if no volunteers are solicited.
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1.4 INCAPACITATED PASSENGERS

The term 'incapacitated' means those passengers who because of their medical, physical or mental
state require individual attention which is not normally provided to other passengers.
Incapacitated passengers include those who have:
 permanent but stable disabilities
E.g. paralysis of all or part of the body, arthritis, deafness, blindness
 temporary disabilities
E.g. recent surgery or medical treatment including broken limb, Recent (or still fix sting)
mental or physical illness

1.4.1 Approvals for Travel

The Mahan Air Head of Medical Services in Tehran or his deputy is the only person who can
provide the approval for travel.
The "Application for the carriage of Medical Passenger" form is obtained from the local Mahan
Air Sales Office or Mahan Air site. The form should be completed in English or Persian.
The Sales Office Supervisor supplying the form will endorse it with the passenger's details and
flight requested. The passenger will be required to sign the declaration indemnifying. Mahan
Air. Medical Details are to be completed and signed by the passengers own Doctor, or
supervising doctor if already hospitalized.

The recommendation that the passenger be allowed to travel must be completed by the local
Mahan Air Appointed Doctor at least 4 days before passenger flight, and final confirmation is
required due to Mahan Air Medical Center procedure.

The Airport Station Manager is responsible for:

 Providing all handling and other special requirements
 Advising the details of incapacitated passengers to the Captain and Senior Cabin Crew
members giving medical details when they are available.
 Ensuring that the details on the Special Passenger in entered in Load Information form
and attaching the MEDA Advice details.
 Seating these passengers as laid down
 Ensuring that hold stowed wheelchairs are correctly labeled to the passenger
destination and are loaded so that they are readily accessible on arrival.
 Ensuring that details of incapacitated passengers forward to transit and disembarkation
stations by PSM message.
Passengers not properly authorized by the Mahan Air Head of Medical center must not travel
under any circumstances.

1.4.2 Passengers Requiring Assistance

For passengers with disabilities and those requiring or requesting assistance;
 Ask the passenger what assistance they require and how you can help them.
 Discuss the most appropriate seating based on their individual needs and the
aircraft specifications, even if seats have already been pre-assigned.
 Advise passengers what services and assistance are available based on their needs.
 Advise the passenger Mahan Air equipment and limitation such as on board
wheelchairs, Braille or tactile markings, accessible lavatories.
 Provide information to passengers in alternate formats upon request.
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 Ensure accurate SSR codes and any other relevant information are recorded in the
DCS.
1.4.2.1 Passengers with Reduced Mobility
 Identifying Passengers with Reduced Mobility,
Appropriately code specific wheelchair requirements based on the passengers specific
needs, WCHC, WCHR, WCHS.
 Passengers with Visual or Hearing Impairments
Provide passengers who identify themselves as persons having a visual or
hearing impairment with access to the same information provided to other
passengers.
Ensure accurate SSR codes and any other relevant information are recorded in the
DCS.
 Passenger Requiring Medical Clearance
Medical clearance may be required by passengers who appear to have a
communicable disease or condition that could pose a direct threat to the health and
safety of others on the flight.
 Persons whose medical condition gives reasonable doubt that the individual can
complete the flight safely without requiring extraordinary assistance during flight, e.g.
persons with acute medical conditions as recent heart attack, stroke, embolism,
persons with recent surgery.
 Persons requesting medical treatment during flight, e.g. needing extra oxygen or other
medical treatment like infusions.
1.4.2.2 IATA Medical Information Form (MEDIF)
The MEDIF is a standard form used to assess passengers requiring assistance. Mahan Air
MEDIF Form is as below for passengers requiring special assistance and medical clearance
and approved by Head of Mahan Air Medical Center:
Find MEDIF form in Appendix.
1.4.2.3 Seating
MEDA passengers are entitled to the most appropriate seating according to their needs,
including the stowage of on board medical devices or equipment.
Appropriate seating, should be assigned to:
 passengers needing extra oxygen on board;
 passengers traveling on a stretcher;
 completely immobile passengers;
 a passenger with a fused or immobilized leg. Provide adjacent seating as applicable for:
 a personal care attendant;

 a safety assistant;

 a reader/interpreter in case of a vision or hearing impairment. PRM/MEDA and

PRM/Non-MEDA may not be seated in emergency exits.

NOTE: Whenever blind passengers are traveling, their seating priority is greater than that for other
passengers , Mean While unaccompanied minors would be seated forward of Blind Passengers
and Blind Passengers must be boarded before any other passengers along with other
incapacitated passengers.
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1.4.3 Request for Assistance without Advanced Notice

If a passenger's special needs were not communicated at the time of booking, or a passenger
is identified as a PRM or potential MEDA case upon departure, take all reasonable efforts to
accommodate the passenger. Ask appropriate questions and record required codes in the
DCS if possible due to updated Medical Procedure and circular.

1.4.4 Passengers not requiring Medical Clearance

As per the Mahan Air policy, some passengers may not be required to provide medical
clearance. For example:
 expectant mothers up to a date specified before expected delivery;
 persons with simple fractures or injuries;
 persons who are reduced in mobility due to age;
 SSR codes WCHR, WCHS or WCHC provided the condition has remained unchanged
for at least the past six months;
 persons who are visually or hearing impaired;
 Persons with mental health issues.
Refer to Medical Procedure for more information.
1.4.4.1 Handling
Check that additional needs have been communicated via the respective SSR codes,
entered into the DCS, and verify information as its base of handling service via PSM message.

1.4.5 Refusal MEDA Cases

Do not refuse the passenger unless there is a legitimate reason for refusal, as per the Mahan
Air policy due to Medical procedure.
1.4.5.1 Right of Refusal
MEDA cases may be refused on the basis of the General Conditions of Carriage (Right
to Refuse Carriage).
1.4.5.2 Reasons for Refusal
Do not refuse a passenger unless one of the following reasons is applicable, and in accordance
with Mahan Air policy due to Medical procedure:
 The person has such a degree of physical infirmity that the trip would likely result in
complications (e.g. diversion) or death.
 The person requires individual nursing or care during the flight, if not accompanied by
a suitable escort.
 The person who, because of his physical or medical condition, pose a direct threat
to the health or safety of other passengers, their property, the aircraft or crew that
cannot be eliminated by providing additional aid or services or by other means (e.g.
face masks, separate seating).
 The person fails or refuses to submit themselves to the specific conditions of carriage
required by the operating airline regulations.
 Information is required about the passenger's medical condition (diagnosis) where the
passenger's own physician refuses to disclose such information to the Authorized
Medical Service.
 The person has a contagious disease.
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1.4.5.3 Handling of refusal MEDA passenger

In case of refusal of a PRM and/or MEDA case, inform the passenger and explain the reason
for refusal with reference to the General Conditions of Carriage.
Apply the Mahan Air commercial policy with respect to rebooking to a later date, and/or
making all efforts to accommodate the passenger on the next possible Mahan Air flight, if
applicable, or refund of the ticket.
 Enter all relevant information about the reason for refusal into the PNR or in the daily
station report e.g. pax refused [flight/date] d/t lack of safety assistant [sita
address/agent name]
 Forward the PNR or report to the OCC center and airport services department.
Document all details of the incident and submit in daily station report
NOTE: in case of refusing MEDA passenger that travel as family or in group only 01 passenger
could voluntary refuse to travel and included rebooking and efforts to accommodate on the
next possible Mahan Air flight.

1.5 SPECIAL CATEGORIES OF PASSENGERS

1.5.1 Unaccompanied Minors (UM)
Unaccompanied children are young persons who are between 5-12 years of age and are
traveling without a parent or other escort. Special regulations and procedures apply to ensure
their safe travel and handover to parent or guardian at their destination. Sales Offices, when
accepting a booking obtain the complete name of the child, age, address and telephone
contact at the stations of embarkation and disembarkation. This information is then relayed to
the Reservations Office. The AIRIMP SSR code UM will be used for all children using this
service. Where other carriers are used, details will be sent to that Airline Reservation Office.
Parents or guardians are required to complete the "Young Passenger Form" when the
reservation is being made. Unaccompanied Minors must hold a firm booked ticket.

NOTE: Children of 12 years or more may travel holding "subject to space" tickets, and if
accepted for travel no UM handling services will be offered.
1.5.1.1 UM seating
Do not assign seats in emergency exit rows. Use seat to be in flight attendant sight if applicable
in front.
1.5.1.2 Procedures for Handling Unaccompanied Minors
 Complete the handling advice/declaration form ensuring the responsible adult has
signed authorization and provided proof of identity.
 Distribute and keep copies as required.
 Ensure the correct remarks and SSR codes are in the check-in record.
 Apply handling fee as adult on way ticket fare on same rout.
 Inform the responsible adult to remain at the airport until the aircraft is airborne, in case
of delay or flight cancelation.
 UM must not be unsupervised until handed over to the cabin Crew.
 Advise/release responsible adult once flight is airborne.
 One Passenger Service Agent should be allocated for every 10 children.
The Passenger Information List (PIL) is to be completed showing the details and number of
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Unaccompanied Minors, this is to be handed to the Flight Senior along with passports and UM
wallets. Escort children through departure control to the aircraft and board them last.
NOTE:
 When free seating is performed The Flight Senior will have been advised in advance of
the expected number so that cabin crew can block off sufficient seats.
 Mahan Air policy fee for accepting UM, is one way adult ticket fee from origin to
destination UM.
1.5.1.3 Transfer Station Procedure
 Meet, assist UM and collect any travel documents from the cabin crew.
 Hand over the UM to the cabin crew of the connecting flight.
 In case of interline transfer, hand over UM to the onward connecting airline agent.
 In case of connecting flights with other Airline, Unaccompanied Minors shall be included in
the PTM. Children must be handed over to the receiving carrier by Airport Passenger
Service Agents. Applicable handling fee by other airline shall be paid and pre arrange
by UM parent or guardian before.
 At transit airports or whenever a delay occurs Ground Services staff are responsible for
the children, unless they remain on board and in the care of the cabin crew.
 Unaccompanied Minors are not to be offloaded at en-route for any reason whatsoever,
with the exception of illness. If a child is offloaded due to illness, both the origin and
destination stations must be advised immediately. The message sent must state the
nature of the illness and new travel details.
1.5.1.4 Arrival Station Procedure
 Passenger Service Agents will meet, assist UM and collect any travel documents from
the cabin crew and escort the Unaccompanied Minors through the airport formalities.
Unaccompanied Minors will be disembarked last.
 Complete the handling advice/declaration Form.
 Ensure baggage of UM is collected.
 Hand over the UM only to the designated adult noted on the handling advice or UM
form after verifying the identity of this person and having received his signature for
receipt of the UM. A passport, driving license or similar document should be checked
for identification
 The receiving copy of the UM Information Form with signature for receipt should kept
on the station file.

1.5.2 Infants
An infant is a minor that has not yet reached his/her 2nd birthday (07 days up to 02 year).
It’s not ground staff responsibility to carrying babies and if requested to do so they should not
hesitate if possible. However, it is considered preferable whenever possible for the mother to
carry her own child (who is then less likely to cry) and for ground staff to help leading any
toddlers and by carrying hand baggage.
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1.5.2.1 Seating
Adult with infant may not be seated in emergency exit rows.
The maximum number of infants allowed per aircraft is limited by the number of supplemental
oxygen masks available on the aircraft.
Infants are considered children and must be assigned a seat during the journey when they
reach the age of 2.
Restrictions may exist regarding the number of infants permitted per adult passenger, or
the minimum age required to be responsible for an infant.
NOTE:
 When practicable, adults with children should be embarked first and assistance given.
 The Flight Senior should be informed before passengers with infant board.
1.5.2.2 Aircraft Baby Bassinets
If the aircraft is equipped with baby bassinets, t h i s s e r v i c e i s a p p l i c a b l e w h e n t h e
passenger declare at booking reservation time with SSR code in ticket.
1.5.2.3 Baby Strollers
It’s not applicable due to Mahan Air procedure.

1.5.3 Children
A child is a minor between 2 and 12 years of age, having reached his/her 2nd birthday but
not his/her 12th birthday.
1.5.1.3 Seating
Children must occupy an individual passenger seat and may not be seated in emergency
exit rows.
1.5.3.2 Child Restraint Device
It’s not applicable due to Mahan Air procedure.

1.5.4 Groups
A group is defined as a party of at least 10 passengers (not including infants), travelling
together at same day, same flight.
Mahan Air considers "groups" an important source of revenue. Yet, there is a limit to the
number of "groups" that can be confirmed on a single flight. Each group may have a "group
name" assigned by the booking airline/agent.
Note: sale Agents tours are the most important groups on board the aircraft. They are guests
invited to observe services, they are the ones who can influence the market. It is essential that
every activity and service goes well during their flight.
1.5.4.1 Check-In
 Check-in and accept all passengers individually.
 Assign seats together, if requested, respecting any special seating requirements.
 Issue baggage tags individually.
 Each piece of baggage must bear the respective passenger's identification.
Exception:
 Bag tags for family members travelling together may be issued on one family name.
 When the group leader is to be told to request baggage pooling at each check-in on
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the itinerary.
1.5.4.2 HAJ Passengers
HAJ Passengers procedures shall be documented and distributed on a seasonal basis prior to
start by Airport Services.
1.5.4.3 Ships Crew
Ship’s crew members may travel alone or in small or large groups. It is important that they
reach their destination on time or that, if they are delayed, the quickest alternative transport is
provided and their agents immediately advised. Late arrival of even a single seaman may
cause unbearable delay to the sailing of a large ship at great expense to owners and loss of
confidence to the carrier.
NOTE:
 Must hold a valid seaman card
 Transit without Visa is permitted, check TIM (or TIMATIC) if in doubt.
In case of delay:
 The shipping company or its agent or representative must be informed without delay.
 If possible, reroute the passengers on the first available flight or other carrier and ensure
transfer of their baggage to that carrier
 Ensure they keep in close contact with their shipping company or its agents
 Advise the origin, destination and en-route station Manager of any alterations to avoid
unnecessary additional delay.
In case of baggage delay or lost:
 Every effort must be made to locate and return any lost baggage as soon as possible.
When located
 it should be sent direct to ship concerned and the shipping company advised
accordingly
 if the ship has sailed get instructions from the shipping company on how and where to
re-forward it

1.5.5 Wheel chair

The particular wheelchair requirement of a passenger is identified by the use of the following
AIRIMP codes:
 WCHR
The passenger can ascend/descend steps and make his/her own way to/from cabin
seats but cannot manage long distances.
 WCHS
The passenger cannot ascend/descend steps but is able to n way slowly to/from cabin
seat.
 WCHC
The passenger is completely immobile and requires a chair to/from the aircraft and
bearers/attendants or lifting apparatus to get into the aircraft and to reach their seat.

Passengers who do not require medical clearance but do require a wheelchair shall declare
from booking reservations. Departure airports will notify destination and transit points by a
separate message (PSM).
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regarding to Mahan Air Regulation and Aircraft capacity, we can provide the wheelchair
services for passengers who inform us their request by booking and have SSR in their Ticket
when make reservation.

NOTE: BAe/RJ aircraft is excluded from providing, WCHC service for passengers due to
Mahan Air OM Manual.

HUB stations may have wheelchairs that can be used to transport passengers along the aisle
of the aircraft during flight. These are particularly useful for passengers completely immobile
(WCHC), pre arrangement is required in booking time by passenger declaration, at least One
week prior to flight.

Passengers who arrive at the Airport in their own wheelchair and wish to take it with them to
their destination should be allowed to retain the use of their wheelchair until boarding gate to
the aircraft.
1.5.5.1 Handling procedure
 At check-in counters attach a baggage tag and count the wheelchair as one piece of
checked baggage, packing is required.
 Arrangements should be made for the wheelchair to be taken from the passenger and
Passenger service agent should assist from checking till boarding in to aircraft.
 Arrangements should be made for the wheelchair to be taken from the passenger in
boarding gate after embarkation. Attach limited release Tag is required before loading.
 Load passenger wheel chair into the hold of the aircraft
 When loading a wheelchair in the aircraft hold or in a ULD, a polythene bag or cardboard
carton must be used to prevent loss of detachable parts or damage to the wheelchair or
other baggage loaded with it.
NOTE: Wheelchair weight allowed as free of excess baggage charges in accordance with
Mahan Air policy.
Wheelchair are to be deliver in arrival hall in destination station. If local conditions permit at the
arrival station the wheelchair should be offloaded and made available for the passenger upon
disembarkation.

Power driven wheelchairs can be classified as Dangerous Goods with certain battery types,
See Chapter Dangerous Goods in GOM Manual.
Special equipment required by incapacitated passenger in connection with their trip, if not
carried in the passenger cabin, shall be loaded in the baggage holds where it is easily
accessible for timely return to the passenger.
Incapacitated passengers' equipment, must always travel with the passenger, and shall be
loaded in such a way as to be readily and immediately available at transfer and destination
points.

NOTE:
 A Wheelchair for use on the aircraft is not applicable in accordance with Mahan air policy.
 Each chair is marked "Mahan Air - Do Not Remove from Aircraft". They are added to the
aircraft equipment check-list. They may be used for carrying passengers on and off the
aircraft but are not for use in the passenger terminals.
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1.5.6 Blind
Permanently blind persons do not need medical clearance unless they are traveling in large
groups, then group clearance is required in the normal manner.
Temporary blind persons should be treated as incapacitated passengers and a MEDA
Application is required Notice 05 days before departure, when a group of blind passengers wish
to travel from/to Tehran IKIA Airport, require notice 07 days before departure. Requests for the
authorization to travel must be copied to Airport Services Department.

The maximum number of blind passengers on any Mahan Air flight is thirty.
Up to five persons may travel on any flight without an escort.
Escorts are required for numbers greater than this:
5 Passengers require 1 escort.
6-10 Passengers require 2 escorts.
11-30 Passengers require 3 escorts.

Escorts for blind passengers must be fully sighted, speak the same language as the passengers
and must be experienced in the handling of blind persons.
There is no charge for Mahan Air staff supplied to escort blind passengers.
Individual blind passengers are treated as all other incapacitated passengers. However, specific
seating arrangements is applicable when groups of blind passengers are carried.
Station Managers are to arrange their own local handling with the organizers and Handling
Agents to ensure all departures and arrival formalities are dealt with as smoothly and as
expeditiously as possible.
Groups should arrive at the Airport not less than 03 hours before departure in International
flight and 02 hours before departure in Domestic flight.
When large groups are involved, the origin stations is to co-ordinate with the sponsors of the
blind passengers at least one day ahead to complete landing cards and other forms required
by Airport authorities and to arrange special handling of baggage.

Labels should be supplied so that baggage can be handled in bulk. Use special labels for
identification purposes if possible.
Embarkation and disembarkation cards will have been supplied to the sponsors prior to travel,
for the complete journey. Passengers should be in possession of their passports and completed
cards. Passports and disembarkation cards are collected from them as they pass through
Immigration upon departure. They are to be handed over to the Flight Senior for eventual
handover at destination.
When arrivals are processed through the terminal, blind passengers should be disembarked
last and should be assisted through the Immigration and Customs procedures and escorted to
their transport.
It is preferable if their transport can be allowed onto the ramp for departure as well as arrival. If
local authorities will allow this and Immigration and Customs are able to clear the passengers
at the aircraft, this can improve the overall handling.
Blind persons are to remain on board at transit stops.

1.5.7 Expectant Mothers and New Born Babies

Expectant mothers are not normally regarded as incapacitated. Information regarding
pregnancy should be obtained discreetly from the passenger. Details of the length of pregnancy,
expected date of confinement, any expected complications and history of previous
complications or multiple births should be obtained in writing from her own doctor and presented
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at the check in desk. If from enquiries it appears that the expectant mother is in normal health
and none of the previous problems exist, she may be allowed to travel subject to the factors
presented in the guidelines set out below.
Whenever any variation or complication exists full Medical Clearance from the Mahan Air
Medical Center is needed. Such passengers will be regarded as medical cases and will be
required to present their approved application for the carriage of Medical Passenger Form at
the time of Check-in.
1.5.7.1 Single pregnancy
Air travel is permitted without Medical Clearance for women by the end of 36th week of
pregnancy, Aviation Medical certificate (MEDIF) is NOT required.
Qualified Doctor Certificate is required including: pregnancy stage, Details of the length of
pregnancy, estimated date of expected date of confinement and Doctor Stamp.
1.5.7.2 Twin and Multiple pregnancy
Air travel is permitted without Medical Clearance for women by the end of 32th week of
pregnancy, Aviation Medical certificate (MEDIF) is NOT required.
Qualified Doctor Certificate is required including: pregnancy stage, Details of the length of
pregnancy, estimated date of expected date of confinement and Doctor Stamp.
1.5.7.3 High Risk Pregnancy
In such cases Mahan Air Aviation Medical certificate (MEDIF) is required in all stage.

For new born babies air travel is permitted without Medical Clearance, however;
 Air travel is not normally permitted for new born babies 7 days old or less.
 Healthy new born babies, not prematurely born and more than 7 days old, do not require
a medical or doctor's certificate.
 For carriage of babies less than 7 days old or babies that are unwell, Medical Clearance
is required.

1.5.8 Stretcher Transport

If accepted by the Mahan Air, transport on a stretcher can be arranged provided
advance notification is given for passenger(s) to be transported in a lying-down position.
 If stretcher transport has been confirmed by Medical Center, booking and accept the
passenger only by OCC confirmation.
 Status details are to be updated in the check-in record. The acceptance of stretcher
cases is linked to:
 The acceptance conditions of PRM/MEDA cases.

 The provisions for stretcher installation onboard the aircraft.

 the installation and removal is performed by Line Maintenance.
When a Stretcher, Oxygen/Cylinder is required for fitment at Line Stations or Main Base,
Mahan Air Central Reservations Control will notify Airport Services Department and station
with the following information:
 The required quantity.
 The flight number and date required.
 The Passenger's Name.
 Medical Authority. ( Medical Head Office Approval is required )
 The Kits' return flight details.
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 Any other special requirements.

It is essential that the Load Control Supervisor has been informed so that the weight of the
item can be recorded on the load sheet.
Whenever possible always pre-board Stretcher passengers, as loading is difficult and time
consuming.
The patient must only be transferred to/from the installed Mahan Air stretcher by paramedics
supplied by the patient.
The patient may be transferred from a medical stretcher to the aircraft stretcher or vice versa
inside the aircraft, but only a Mahan Air approved stretcher can be used for In-flight Carriage.
Station Managers (or delegate) are to ensure appropriate local arrangements are made to
ensure medical services provided by the patient (or local authority) are cleared to the aircraft
side to facilitate the loading/off-loading of the patient.

1.5.9 Oxygen for Medical Use

Once the Mahan Air medical confirmed and accepted:
 Pre – arrangement with technical maintenance for loading extra oxygen
 arrange pre-boarding for the passenger;
 add appropriate SSR codes for assistance;
 Seat the passenger in order to allowing for stowage of equipment.

1.5.10 Inadmissible Passengers (INAD)

An INAD is an inadmissible passenger who is or will be refused admission to a State by its
authorities.
1.5.10.1 Unaccompanied or Accompanied Travel
In general, INADs travel without being accompanied. INADs need to be accompanied if:
 the INAD physically resists carriage;
 he has already been denied transportation by another airline;
 There is any sign he might endanger the safety of the flight or passengers. For the
above reasons, unaccompanied INADs may also be refused at any stage.
1.5.10.2 Refusal
If an INAD resists transportation or gives rise to the assumption that he/she will be the source
of annoyance to other passengers or crew members, then only accept him/her according to
the procedure for DEPA.
Refuse the carriage of deportees or inadmissible passengers if they are likely to:
 involve any risk to the safety of the flight;
 involve any hazard or risk to himself, other passengers or crew members;
 cause discomfort or make himself objectionable to other passengers;
 Require special assistance from ground or in-flight staff.
1.5.10.3 Deportees
DEPO is used to designate a deportee:
 that was formally ordered by the authorities to leave that State;
 who is under arrest who has to be transported to another State for legal reasons;
 who has applied for asylum and is transferred to the state responsible for the application;
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 Described by the term “Dublin Convention” as reasons for transportation.

DEPA–deportee accompanied
 A deportee who is escorted by security escorts during flight
DEPU–deportee unaccompanied
 A deportee who is not escorted by security escorts during flight, the responsibility for
deportees lies fully with the state(s) concerned.
Deportees will be accepted for carriage only on request of an Authority and upon operating
airline approval.
1.5.10.4 Seating
Assign inadmissible passengers, deportees and their escorts seats in the rear of the
cabin, but not directly adjacent to exits.
1.5.10.5 Travel Documents
Hand the travel documents to the crew if required by the local authorities, local regulations
or security procedure.
1.5.10.6 Handling
Advise the crew and Pilot-in-Command of INAD, DEPA and DEPU carriage.

1.5.11 Unruly Passengers

Carriers may refuse carriage or onward carriage of any passenger for reasons of safety in
order to prevent violation of any applicable law, regulations or order of any state or country
to be flown from, into or over.

1.5.11.1 Handling Unruly Passengers during Check-In or Boarding

Report to the supervisor any unruly passenger behavior you observe at check-in, in the
lounge, or at the boarding gate, and put baggage of such passengers on standby.
1.5.11.2 If Passenger is Denied Carriage
 Offload the passenger in the DCS and offload his/her baggage.
 Document the case in the station or airline report, with details of the passenger's
condition (e.g. intoxicated, general abuse, etc.), send report to OCC and Airport
Services Department.
1.5.11.3 If Passenger is Accepted for Travel
 Inform Pilot-in-Command and the senior cabin crew member.
 Document the case in the station or airline report with details of the passenger's
condition.
 Report the incident to the OCC and Airport Services departments and the onward
airport.

1.5.12 Guidance
Stretcher case must be accompanied by an escort. The Head of Mahan Air Medical Services
will advise who may act as an escort when authorizing the MEDA Application. This will vary
dependent upon the passengers' incapacity. Advice will be given as to the status of the escort
this will vary from a qualified doctor or nurse to a non-medical person. Escorts can be provided
by Mahan Air and a charge is made as the normal return fare.
NOTE: Permanently deaf, dumb and blind persons do not need medical clearance or an escort
unless they are traveling in large groups. Up to four persons may travel on any flight without
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an escort.
Guidance are required for numbers greater than this:
5 passengers require 1 Guidance
6-10 passengers require 2 Guidance
10-30 passengers require 3 Guidance
Requirements for extra cabin crew members will be decided by the Head of Medical Services
when excessive numbers of incapacitated passengers are booked to travel. Cabin crew will be
briefed so that they remind attendants to remove all medical equipment brought aboard.

NOTE: in case of excessive numbers of incapacitated passenger booking, OCC and Airport
Services Department should be informed at least 10 days before flights by booking center
responsible for coordination.

1.5.13 Non Standard Groups

Refer to chapter 5 part A this manual.

1.5.14 service animal (Seeing Eye Dogs)

The carriage of live animals in the cabin in not permitted in all Mahan Air flight.
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Contents

CHAPTER 2: BAGGAGE HANDLING PROCEDURES ..................................................... 3 

2.1 CABIN BAGGAGE ................................................................................................................................... 3 
2.1.1 Types of Cabin Baggage .......................................................................................................................... 3 
2.1.2 Cabin Baggage Allowance ....................................................................................................................... 3 

2.2 CHECKED BAGGAGE ............................................................................................................................... 5 
2.2.1 Checked Baggage Allowance ................................................................................................................... 6 
2.2.2 Excess Baggage ........................................................................................................................................ 6 
2.2.3 Standard Baggage Check‐In..................................................................................................................... 6 
2.2.4 Baggage Tags ........................................................................................................................................... 7 
2.2.5 Baggage Destination ............................................................................................................................... 7 

2.3 SPECIAL BAGGAGE................................................................................................................................. 8 
2.3.1 Oversized or Out Of Gauge (OOG) baggage ............................................................................................ 8 
2.3.2 Maximum Single Item Weight ................................................................................................................. 8 
2.3.3 Cabin Extra Seat ...................................................................................................................................... 8 
2.3.4 Loading and Lashing Cabin Seat Baggage ............................................................................................... 9 
2.3.5 Crew Baggage .......................................................................................................................................... 9 
2.3.6 Delivery at Aircraft (DAA) ........................................................................................................................ 9 
2.3.7 Procedure at Boarding Gate .................................................................................................................... 9 
2.3.8 Fragile Item ........................................................................................................................................... 10 
2.3.9 Honey .................................................................................................................................................... 10 
2.3.10 Holy Water .......................................................................................................................................... 10 
2.3.11 Cremated Remain/Ashes .................................................................................................................... 10 

2.4 SPORTING EQUIPMENT ........................................................................................................................ 11 
2.4.1 Bicycles .................................................................................................................................................. 11 
2.4.2 Golf Clubs .............................................................................................................................................. 11 
2.4.3 Ski Equipment ....................................................................................................................................... 11 
2.4.5 Surfboards and Windsurfers ................................................................................................................. 11 
2.4.6 SCUBA Diving Equipment. ..................................................................................................................... 12 

2.5 WHEELCHAIRS ...................................................................................................................................... 12 
2.5.1 Handling Wheel Chairs/Mobility Aids ................................................................................................... 12 
2.5.2 Wheelchairs with Battery...................................................................................................................... 12 
2.5.3 Accepting Wheelchairs with Non‐Spillable Batteries ............................................................................ 12 
2.5.4 Accepting Wheel Chairs with Spillable Batteries (only if accepted by the Mahan Air) ..................... 13 

2.6 HANDLING OF PETS .............................................................................................................................. 13 
2.6.1 Animals in Hold (AVIH) .......................................................................................................................... 13 
2.6.2 AVIH Handling ....................................................................................................................................... 14 

2.7 BAGGAGE HANDLING ........................................................................................................................... 14 
2.7.1 Baggage Room Preparation .................................................................................................................. 15 
2.7.2 ULD Preparation .................................................................................................................................... 15 
2.7.3 Baggage Tags ......................................................................................................................................... 15 
2.7.4 Load Verification Process ...................................................................................................................... 15 

 
 
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2.7.5 Removal of Checked Baggage ............................................................................................................... 16 
2.7.6 Transfer Baggage .................................................................................................................................. 16 
2.7.7 Special Cases ......................................................................................................................................... 16 
2.7.8 Quick Transfer Baggage ........................................................................................................................ 16 

2.8 BAGGAGE SECURITY ............................................................................................................................. 16 
2.8.1 Handling of Hold Baggage ..................................................................................................................... 16 
2.8.2 Carriage of Weapons in Hold Baggage .................................................................................................. 17 
2.8.3 Security Removed Items ....................................................................................................................... 17 

2.9 DANGEROUS GOODS IN BAGGAGE ....................................................................................................... 17 

2.10 MISHANDLED BAGGAGE ..................................................................................................................... 17 
2.10.1 Storage and Handling Mishandled/Unidentified/Unclaimed Baggage ................................................ 18 
2.10.11  Lost and found ............................................................................................................................... 18 
2.10.13  Baggage liability ............................................................................................................................. 19 

2.11 LEGAL TIME LIMITS FOR REPORTING ................................................................................................... 20 
 

 
 
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CHAPTER 2: BAGGAGE HANDLING PROCEDURES
2.1 CABIN BAGGAGE
Cabin baggage is baggage that is carried and stowed in the cabin under the passengers
control and custody. It is commonly referred to as carry-on baggage or unchecked baggage.
Business Class Cabin, Will be for the use of Business Class passengers.
Economy Class Cabin, to be used for storage of Economy passenger baggage.
Cabin baggage is restricted to a size which will permit it to be stowed either under the seat or
in the enclosed over-head compartment.

2.1.1 Types of Cabin Baggage

Cabin baggage includes:
 cabin baggage carried within the Mahan Air free carry-on baggage allowance;
 free carry-on items permitted by Mahan Air in addition to the standard (e.g. purse, laptop,
duty free item up to 03 kg );
 pets carriage in cabin is forbidden in all Mahan Air;
 Some items of dangerous goods permitted in passenger baggage that require prior
approval by the operator, see IATA DGR;

2.1.2 Cabin Baggage Allowance

Due to Mahan Air policy each passenger allow to carry cabin baggage as below:

 Business Class: 02 Bags size. 55cm x40cm x23cm with total weight 07 Kilogram.
 Economy Class: 01 Bag size. 55cm x40cm x23cm with total weight 05 Kilogram.

NOTE: Mahan Air cabin baggage stand gauge is available in all stations to use for,
ascertaining the suitability of hand-baggage for carriage in the cabin.
 
Cabin baggage cannot be accepted if it:
 is unsuitable for air carriage due to its weight, size or nature;
 cannot fit under the seat or be stowed in the overhead compartment;
 is unsuitably packed; Restrictions
 certain items, because of their weight, size or nature are only accepted with the
consent of Mahan Air procedure in accordance safety and security;
 for security reasons, many countries restrict the carriage of liquids, aerosols and gels
in hand baggage;
 Items refused by security screening must be hold-checked as Mahan Air policy, if
possible accept only by using Limited Release Tag that reduce Mahan Air carriage
responsibility.

NOTE: According to IATA DGR, certain items are prohibited in checked baggage, e.g.
cigarette lighters, matches, spare lithium batteries.

 
 
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In addition to the free baggage allowance, each passenger may carry without additional
charge, the articles listed below and shown on the IATA Hand Baggage Regulations Notice.
Cabin Baggage allowance must be placed at check-in points positions clearly visible to the
public.
 A handbag, pocket book or purse which is appropriate to normal traveling dress and is
not being used as a container for the transportation of articles which could otherwise
be regarded as baggage.
 An overcoat, wrap or blanket
 An umbrella or walking stick
 A small camera and/or binoculars
 A reasonable amount of reading matter for the flight
 Infant's food for the consumption in flight
 A pair of crutches and/or braces or other prosthetic device, such as an artificial limb
provided the passenger is dependent upon them.

NOTE: all the additional personal articles must be retained in the passenger's custody.

In order to prevent interference to aircraft electronic navigation and communication

equipment, the operation aboard the aircraft of portable radio receivers, transmitters and
television receivers by passengers is prohibited. The use of portable recorders, hearing aids
and heart pacemakers is permitted.
When an item purports to be one specified above, but does not visibly accord with the relevant
description, it must be weighted and such weight will be included in the total baggage weight.
To ensure safety requirements are fulfilled, all items of unchecked baggage must be
restrained against any inadvertent movement in flight and must not in any way impede the
passenger flow in the event of an emergency evacuation.
2.1.2.1 Procedure at Check-In
Assess the size, weight and intended number of pieces of carry-on baggage to meet the
Mahan Air standard regarding safety.
 Weigh carry-on bags if they appear to exceed the specified weight/size limit, weighing
of all carry-on baggage may not be systematically required.
 Refer the passenger to the cabin baggage stand gauge, if available.
 Attached a “carry-on” tag if applicable.
 If the carry-on baggage exceeds the free allowance size and/or weight, it must be hold-
checked, and charged if applicable.
 Be aware of commonly carried dangerous goods items and ask the passenger
when there is suspicion of these being carried.
2.1.2.2 Procedure at Boarding
Check for items which are unacceptable, oversized, and overweight or exceed the number of
pieces as free carry-on baggage, using the cabin baggage stand gauge if applicable.
 Check with the passenger that the baggage contents are in compliance with the IATA
DGR. Have the passenger remove any items specifically prohibited in hold baggage.
 Advise the passenger to remove any personal documents or medications.

 
 
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 Collect any other cabin baggage that cannot be accommodated on board due to limited
storage space.
 Tag bag to the final destination.
 Account for the baggage tag number(s) and weight into the DCS check-in record or
manually.
 Inform the passenger of pick up at the baggage claim area or aircraft door (DAA) if
applicable.
 Advice ramp staff and/or Load Control of the gate baggage to be loaded.

NOTE: Sufficient number of Dangerous Goods Notice that warn passengers the type of
forbidden dangerous goods for transport aboard aircraft would be prominently displayed at an
airport where passengers are processed, in check-in areas, boarding areas.
2.1.2.3 Labeling
The following cabin baggage labels shall be attached to cabin baggage that a passenger will
carry onto the aircraft apart from "Personal Allowance" items.

Business Class Cabin Bag Label

Economy Class Cabin Bag Label

 
2.2 CHECKED BAGGAGE
Baggage means such articles and other personal property of a passenger as are necessary or
appropriate for wear, use, comfort or convenience in connection with this trip.
Checked baggage is baggage for which the carrier takes custody and issues a baggage check.
 Checked baggage is carried in the hold of the aircraft on which the passenger is
travelling.
 Mahan Air may refuse to carry checked baggage which is inadequately packed or
unsuitable for air carriage due to its weight, size or nature due to IGOM procedure.
 Every piece of baggage must display the passenger's name.
 In case of code share flights, apply Mahan Air rules.
NOTE:
 Certain items, because of their weight, size or nature, are only accepted with consent
of Mahan Air due to IGOM.
 Valuable items such as: money, bank notes, jewel, any keys, laptop, camera, credit
karts, any kind of documents, should not be placed in checked baggage. By the
conditions of carriage no liability is accepted for such items when carried in checked

 
 
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baggage.
 Items that exceeded the mentioned size and the ones are declared as Fragile by a
passenger or deemed to be fragile by Mahan air Agent, should be labeled and accepted
only as Limited Release Baggage with passenger responsibility.
 Forbidden Goods :Security-type equipment such as attaché cases, cash boxes, etc.
incorporating dangerous goods, such a lithium batteries and/or pyrotechnic material,
electro shock weapon, fuel containers, safety matches etc. are totally forbidden.
Disabling devices such as mace, pepper spray etc. containing an irritant or
incapacitating substance are prohibited on the person, in checked and carry-on
baggage.
2.2.1 Checked Baggage Allowance
Passengers are entitled to a pre-determined checked baggage allowance as below:
 Total dimension 158 cm, in Length+ Height+ Width.
 Business class passenger allowance is 25 kg and economy class 20 kg in Domestic
flights.
 Business class passenger allowance is 40 kg and economy class 30 kg in international
flights.
 The maximum weight of any single item of baggage should not be greater than 30 kg.
NOTE: The free baggage allowance in special situation may be vary or dependent upon the
fare paid by the passenger that shown on the Ticket.
There are two standard checked baggage allowance concepts. Mahan Air apply Weight
Concept that measured by the total weight of checked baggage (shown as weight amount on
ticket e.g. 20 kg (45lb).
And Piece Concept, that measured by the number of pieces of checked baggage (shown as
PC on ticket).

2.2.2 Excess Baggage

Excess baggage fees per kilogram or piece or special and out of standard items, are generally
applied at the time of checked baggage acceptance.
 Passenger may only carried excess baggage up to their allowance checked baggage.
 Business class passenger may only carried up to 40 kg in international flights and 25
kg in domestic flights as excess baggage per passenger.
 Economy class passenger may only carried up to 20 kg in domestic flights and 30 kg in
international flights as excess baggage per passenger.

2.2.3 Standard Baggage Check-In

Accept checked baggage that is appropriately packaged and labeled with passenger
identification.
 Ensure dangerous goods Notice is on display.
 Review weight and pieces information for recording in the DCS and for applying
appropriate fees.

 
 
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If applicable, ask the passenger any required security related questions such as :
 Did you pack all of the contents of this bag yourself?
 Are you sure you are not carrying something for any other person?
 Do you carry any dangerous goods ?
NOTE:
 Passengers who are members of groups must be asked the questions individually.
 Agent should be aware of items due to their nature or items that might contain
dangerous goods or declared by Mahan Air as notice or circular regarding safety and
security issues.

2.2.4 Baggage Tags

 All old tags must be removed.
 Apply appropriate destination tag and handling tags.
 Place tags in an easily readable location, and where they will not easily be torn off.
 Follow tag instructions, and do not stick glue directly to passenger baggage.
 Use Limited Release Tags where applicable due to Mahan Air policy.
 Follow Mahan Air procedure with respect to supplementary tags on baggage items,
such as:
 Priority tags: to identify Priority baggage to be offloaded first, and segregated as per
carrier.
 Limited Release Tags: used on fragile or unsuitably packaged items.
 Fragile Sticker: it’s not applicable in Mahan Air flights.
 Heavy Tag: placed on items over 30 kg .
 Connection tags: may require segregation on loading and offloading.
 Quick Transfer: may require segregation on loading and offloading in priority.

2.2.5 Baggage Destination

Through-label baggage to one of the following points, whichever occurs first,
 The first stopover point of the passenger.
 The point to which transportation has been confirmed (OK in ticket), requested (RQ in
ticket).
 The point where a change of airport is involved.
 The final destination specified in the ticket, including:
 any tickets issued in conjunction with this ticket,
 any separately issued tickets with an interline agreement.
 Make sure that the Minimum Connecting Time (MCT) is respected.
NOTE:
 Mahan Air circular is applicable in case of limitation and situation of other airports for
passenger with connection flights.
 Through check-in baggage on separate ticket between Mahan Air and other Airline is
 
 
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prohibited unless subject to specific agreement.

2.3 SPECIAL BAGGAGE

2.3.1 Oversized or Out Of Gauge (OOG) baggage
Any item of passenger baggage with a measurement greater than 158 cm to 203 cm may need
to be handled as Out Of Gauge (OOG) baggage and will require more time to pass through
airport baggage processes.
No guarantees should be given to passengers with OOG baggage that their baggage will travel
on their flights if they are transferring close to the recommended Minimum Connection Time
(MCT) or checking in close check-in time.
 Such item charge as 05 kg excess baggage fees in passenger rout and All OOG
baggage must carry a Limited Release Tag.
 Loading from check-in counter in to aircraft is required to done manually by Mahan Air
duty supervisor decision if possible.
Refer to chapter 5 part B this manual for nonstandard group.
Mahan Air recommends to declare nonstandard situation in time of booking for arrangement
with the departure airport.
Passenger should inform departure airport for carriage of any large item which exceeds 158
cm in total dimension. This is to ensure that we will be able to make suitable arrangements for
carriage of the item.

2.3.2 Maximum Single Item Weight

Maximum weight for each checked item shall be up to 30 kg , No single piece of checked
baggage can be accepted over 32 kg (70 lbs.).
If presented, the passenger must:
 Repack it into more pieces, each weighing less than 30 kg (70 lbs.), or
 Send it as cargo.
Exception: Special equipment like AVIH, WCH, musical instruments and large sports
equipment may be excluded from this rule with prior consent to Mahan Air.

2.3.3 Cabin Extra Seat

Cabin extra Seat is used for baggage not usually suitable for loading in the aircraft hold. Such
baggage may include:
 musical instruments;
 works of art;
 electronic equipment;
 diplomatic baggage;
 Valuable baggage.
 
 
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Such items should be maximum 75 kg, with dimension 70*45*35 in Height Length + Width with
specified Mahan Air fare.
Cabin extra seat may use for overweight passenger.
If not accepted, it can travel as hold checked baggage providing packaging is appropriate.
Inform supervisor prior check in CBBG (cabin seat baggage).

2.3.4 Loading and Lashing Cabin Seat Baggage

If applicable, staff approved by Mahan Air responsible for securing, loading and lashing
of bulky, oversize, fragile or valuable baggage in the cabin.

2.3.5 Crew Baggage

Crew baggage may be presented at check-in, or airside and should be clearly identified with
a crew label as well as all flight details.
Regarding to Mahan Air Policy and Regulation, since 07.FEB.2015 the Crew Flight Bag should
be checked in Business Class checking Counter with Crew Tag in defined route, loaded in
Business AKE and delivered in Baggage area at destination Airport only for Crew in long haul
Flights who leave the Aircraft at Destination Airport.
If baggage presented is considered to be damaged (lock, zip. wheels…) Limited Release Tag
should use same as Passenger Baggage in checking counter
Any additional piece tendered for carriage must be declared at check in and wilt only be
accepted upon payment of excess baggage or as cargo.
The total number of pieces of checked crew baggage accepted will be calculated on the basis
of one piece per actual operating crew on board. Crew baggage will not be weighed until and
unless the number of bags exceeds the number of operating crew or any bags exceed the
dimensions of a standard suitcase. In these circumstances excess charges will apply for any
additional pieces.

2.3.6 Delivery at Aircraft (DAA)

Apply the “delivery at aircraft” procedure for:
 Fully collapsible baby strollers and pushchairs; (larger baby carriages/prams must be
checked-in).
 Wheel chairs and mobility aids which are not needed during the flight and cannot be
stored in the cabin.
 Regular carry-on baggage on small aircraft with limited stowage space in the cabin.
Do not use the “delivery at aircraft” procedure for expensive items (e.g. laptop computers,
large video cameras, business sample etc.), valuable or important documents, etc.
Use limited release Tag for such items and inform passenger from check- in about no liability
by Mahan Air in case of any damage.

2.3.7 Procedure at Boarding Gate

Ensure DAA pieces and WCH and their loading position are noted on the Load Message under

 
 
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SI–Remark. If applicable, inform the flight deck crew of the number of DAA bags.
 At Arrival Upon arrival, as per the LDM and/or crew request, unload the DAA
items/baggage and if applicable due to airport circumstance deliver items to the aircraft
door.
 For Security Procedure for Ad-Hoc Disembarking Passengers, if a passenger
disembarks, check if any DAA baggage has been loaded for the passenger. When in
doubt, perform a full DAA baggage identification.

2.3.8 Fragile Item

In order to avoid unnecessary damage to the passenger baggage Carriage of Fragile item as
checked baggage is forbidden due to Mahan Air Policy. Acceptance only may be operated by
passenger liability by using Limited Release Tag.
Do not use fragile tag for these items
Passenger signature in required on the Limited Release Tag.

2.3.9 Honey
In order to avoid unnecessary damage to the passenger baggage due leakage of packages
containing honey being loaded in the aircraft hold, and also to safeguard the baggage
containers and aircraft holds floor, the following shall to be implemented:
• Honey will not be accepted as part of the passengers checked baggage.
 Honey may only be accepted as carryon baggage with maximum 2 kgs per passenger.
 Packages, containing honey must be well packed and leak-proof and must not be
placed in over-head bins of the cabin.

2.3.10 Holy Water

In order to avoid unnecessary damage to passenger baggage due to the leakage and safe
guard of the baggage containers and aircraft holds floor, the following shall to implement only
in pilgrimage flight:
 Holy water will not be accepted as a part of the passengers checked baggage.
 Holy water may only be accepted as carryon baggage with a maximum of 2 liters per
passenger.
 Passengers with Holy Water must not be seated in emergency exit seats and the water
container must not be stowed in overhead bins.

2.3.11 Cremated Remain/Ashes

Cremated ashes/human remains may be accepted as carry on or as cabin check baggage,
however the following requirement must be met:
 Approval from the first accepting carrier and the other on carriage carrier(s) down line
must be obtained.
 Remains must be packed in a standard recommended package.

 
 
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 A declaration letter/form completed and signed by the cremator must be sighted and
a copy made for records.
 Cremated Remains must be packed in standard approved funeral urns with cushioning
and the container shall be sealed and secured.
 Cremated remain containers that are packed in as carry-on luggage or checked
baggage in the cargo hold must be able to be scanned. So stone, metal, ceramic
container and any other material that is not easily x-rayed may not be permitted.
 Certified forms from a funeral and any requirement by destination country are required
 Carriage may be acceptable in accordance with security discretion.
Refer to COM for Human Remain handling in chapter 3.

2.4 SPORTING EQUIPMENT

Generally, sporting equipment will be presented as separate pieces of checked baggage.

2.4.1 Bicycles
One Bicycle is included as a part of a passenger's free baggage allowance if the packed
weight is up to 30 kg and Total dimension of bicycle pack is up to 158 cm, if it’s moreover
charge is applicable at the appropriate rout excess baggage rate, by weight, if weight is more
than 30 kg and by size if total dimension is more than 158 cm up to 203 cm.

NOTE: Before accepting a bicycle, the handle-bars must be turned in line with the frame, the
pedals reversed and the front wheel removed and attached to the frame.

2.4.2 Golf Clubs

One Golf Bag containing clubs and 1 pair of golf shoes may be accepted from a single
passenger. The carriage of one set as defined above, up to 15 kg is charged at the rate of six
kilograms of rout excess baggage.
When one set weight is greater than 15 kg, charge six kg kilograms of rout excess baggage
plus per kilo additional weight.
When one passenger tend to carriage more than one set, notify the supervisor if possible first
set charge as above and other set charge of rout excess per kilo by accurate weight .

2.4.3 Ski Equipment

One snow skiing equipment set consisting of one pair of skis, poles and/or one pair of ski-
boots, may be accepted from a single passenger. The carriage of one set as defined above
up to 15 kg is charged as three kilograms of route excess baggage.
When one set weight is greater than 15 kg, charge three kg kilograms of rout excess baggage
plus per kilo additional weight.
When one passenger tend to carriage more than one set, notify the supervisor if possible first
set charge as above and other set charge of rout excess per kilo by accurate weight .

2.4.5 Surfboards and Windsurfers

One Surfboards (excluding boards which have provision for a sail) may be accepted from a single

 
 
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passenger and are to be charged at the rate of three kilograms of route excess baggage.
When one weight of one item is greater than 15 kg, charge three kg kilograms of rout excess baggage
plus per kilo additional weight.
When one passenger tend to carriage more than one set, notify the supervisor if possible first set
charge as above and other set charge of rout excess per kilo by accurate weight .

2.4.6 SCUBA Diving Equipment.

One Diving equipment set normally consists of: Suits, vests, socks, masks, shoes, torches,
webs, knives, oxygen cylinders and regulators, may be accepted from a single passenger and
are to be charged at the rate of six kilograms of route excess baggage.
When weight of one set is greater than 15 kg, charge six kg kilograms of rout excess baggage
plus per kilo additional weight.
When one passenger tend to carriage more than one set, notify the supervisor if possible first
set charge as above and other set charge of rout excess per kilo by accurate weight .
NOTE:
 Diving cylinders must be empty for carriage by air and the regulators removed, with the
valves in the open position.
 All items must be securely packed.
 Do not load onto the baggage belt at check-in, use out-of-gauge procedures.

2.5 WHEELCHAIRS
2.5.1 Handling Wheel Chairs/Mobility Aids
Apply the “delivery at aircraft” procedure when personal collapsible wheel chairs/mobility aid
devices are taken to the gate. Verify with and advise the passenger accordingly. Ensure the
wheel chair/mobility aid has a name label, Limited Release Tag and destination tag on it is
required.
 If applicable, issue a NOTOC and advise the pilot in command of the location of the
wheel chair or mobility aid device.
 Stow and secure the wheel chair/mobility aid device to prevent unintentional
operation and ensure it is protected from being damaged by the movement of
baggage, mail or cargo.
2.5.2 Wheelchairs with Battery
There are two main types of batteries used with wheel chairs or mobility aid devices:
Type of battery Description
Non-spillable battery • Dry battery (including integrated battery)
• Gel type battery
• Wet (sealed) battery
• Lithium-ion battery
Spillable battery • *Wet battery (*check operator policy)

NOTE: All such batteries must be hold-checked.

2.5.3 Accepting Wheelchairs with Non-Spillable Batteries

Pre-notification may be required by passenger.
 Battery terminals must be insulated to prevent accidental short circuits,
 
 
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E.g. by being enclosed within a battery container.
 Battery must be securely attached to the wheel chair.

2.5.4 Accepting Wheel Chairs with Spillable Batteries (only if accepted by the Mahan Air)
Pre-notification is required by passenger.
 Packing rules: Wheel chair must be loaded, stowed, secured and unloaded while
maintaining an upright position. Battery terminals must be insulated to prevent
accidental short circuits, e.g. By being enclosed within a battery container. Battery
must be securely attached to the wheel chair.
 If the wheelchair cannot remain upright while being loaded, stowed, secured and
unloaded, then apply the following packing rules:
 Battery must be carried in strong, rigid packaging as follows:
The outside packaging must be leak-tight, impervious to battery fluid and protected
against spilling by securing to pallets or by securing them in cargo compartments
using appropriate means of such as restraining straps, brackets or holders.
 The battery terminals must be protected against short circuits.
 The battery must be secured upright in the packaging and be surrounded by
compatible absorbent material sufficient to absorb its total liquids.
 The outside packaging must be marked “battery–wet–with wheel chair”.
 The outside packaging must be labeled with the “corrosive” label.
 Battery must not be loaded if not packaged appropriately.

2.6 HANDLING OF PETS

Handling of pets is only applicable in cargo compartment as checked baggage only
accompanied with passenger.
Acceptance by cargo depend on Mahan Air policy.

2.6.1 Animals in Hold (AVIH)

Animals in Hold are transported as checked baggage in the aircraft hold.
 Domestic animals such as dogs, cats, birds, etc.
 Other small warm-blooded animals, such as hamsters, rabbits, etc.
 Passenger shall declare AVIH carriage in booking time to add SSR code
 Passenger shall refer to check in counter 02 hour prior departure time.
 Pet ID card, birthday certificate, vaccination certificate, Rabi test (if required by
destination), Veterinary Quarantine confirmation are required.
 Payment will charge by passenger rout excess baggage as below:
Bird = (bird weight + bird container weight) × 4
Pet = (pet weight +pet container weight) × 2
NOTE:
 When passenger do not have any free checked baggage, the payment shall be done.
 Domestic animals of unusual size must be pre-confirmed one week prior to departure
 
 
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by OCC.
 Wild animals, reptiles and rodents is forbidden for acceptance due to Mahan Air policy.
 AVIH carriage is prohibited in BAe aircraft.

2.6.2 AVIH Handling

 Only rigid containers with a secure door are acceptable.
 A small water container must be provided in each container.
 Only one animal per container, unless they are used to cohabiting.
 The container must be large enough to permit the animal to stand in a natural position,
turn around and lie down.
 Animals should be loaded last and unloaded first.
 Minimize time on the ramp to protect animals from wind, rain, noise and extreme
temperatures.
 Keep other luggage at least 150mm (6 inches) away from the container sides to
maximize ventilation.
 Natural predators should not be positioned next to each other.
 Do not load animals in the same compartment with dry ice or radioactive materials.
 Exercise caution with containers that have wheels, ensuring the container cannot roll
during loading.
 Containers must be securely attached to the compartment to prevent shifting, using tie
down straps.
 Take the deplaning animals immediately to the terminal for claim by their owners.
 Never use the baggage chute to deliver an animal. If the animal cannot be immediately
claimed, take the animal to a climate controlled waiting area.
 The pilot and station should be informed of AVIH loading to ensure sufficient heat and
airflow are maintained.( NOTOC)
 Loading from check-in counter to aircraft and unloading from aircraft to arrival hall is
required to done manually.
 Carriage of AVIH must be operated by aircraft that equipped with ventilation and heating
system.
 Load AVIH cage in BULK and secured against movement
 In case of carrying remain body and AVIH in one flight, load each one separately. AVIH
in BULK and remain body in front compartment.
NOTE:
 According to IR CUSTOMS and IR CAO, carriage of pets (dogs and cats) is forbidden
from International Station except European countries for business purpose till further
announcement.
 Contact to Airport Services Department for updated information.
 In special situation, contact Mahan Air OCC for loading coordination.

2.7 BAGGAGE HANDLING

 
 
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2.7.1 Baggage Room Preparation
The baggage room must prepare a sufficient and pre-determined number of baggage carts
and containers in accordance with the expected passenger load for a flight.

2.7.2 ULD Preparation

 Check that the ULD is in a serviceable condition before using. Use the ULD damage
limitation label attached to the ULD as a guide.
 Each ULD should have a “Container Card” inside the pouch near the door and a “Bingo
Sheet” attached to the outside of the ULD next to the pouch (for non-automated
loading).
 All curtains and doors on the ULDs must be properly closed and latched prior to
dispatching the ULDs to the ramp for loading.
 Every item loaded into the container must be recorded on the Bingo Sheet or scanned
for automated loading.
 As each bag is loaded into a ULD, the security sticker must be peeled off of its bag
tag and placed on the bingo sheet and retained after departure with the flight
documentation.
 Use defined label and tag by Airport Services Department.

2.7.3 Baggage Tags

Apply sorting and loading procedures into containers and cards based on Mahan Air policy
with respect to checked items tagged as:
 Priority baggage
 Heavy baggage
 Connection baggage
 Animals in hold
 Crew baggage
 Limited Release Tag
 Items containing dangerous goods (i.e. Dry Ice)

2.7.4 Load Verification Process

Once a flight has been closed for check-in, the Baggage room lead or the Baggage supervisor
will:
 review total pieces for each ULD;
 pass on all baggage ULD figures including baggage counts for each container number
and ULD numbers so that the total load summary can be prepared;
 Conduct a baggage room sweep to ensure there are no left behind bags.
If baggage is left behind, report to Baggage Services. Appropriate messages must be
sent to the down line station and arrangements made to expedite the return of the bag to
the passenger.

 
 
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2.7.5 Removal of Checked Baggage
If instructed to remove hold checked baggage, obtain the name and security number and
number of pieces of baggage requiring removal. Refer to electronic records or the bingo sheets
to identify the ULD where the baggage is located in order to offload.
The baggage is removed and must be re-screened prior to returning it to passenger services
for further handling, subject to local security procedures.
In certain countries, higher baggage screening standards may apply and must therefore be
followed.
Always communicate with gate or handling staff with respect to the addition or removal of any
Checked baggage.

2.7.6 Transfer Baggage

Through-label transfer baggage provided the connection is scheduled:
 the same day or
 the next day within 24 hours
 No change of airport
 Subject to local requirements
Do not through-label baggage–even at the passenger's request–in case of obvious
undercutting of the Minimum Connecting Time (MCT).
An interline agreement must be in place with the connecting carrier.

2.7.7 Special Cases

Case Through-labeling Remark
Customs clearance required at the Yes Advise passenger to pick up baggage at the transfer point.
transfer point Refer to TIM/TIMATIC for country rules.
The passenger specifically wants his No Inform the passenger about the risk of missing the connecting
baggage at a transfer point flight.
Animals in hold Yes Only permitted if the continuing only by Mahan Air.
Within permissible MCT.
2.7.8 Quick Transfer Baggage
Quick Transfer baggage is baggage of passengers having an onward connection out of
a hub with a short scheduled connecting time.
NOTE: Quick Transfer baggage is identified by Quick Transfer Tag.

2.8 BAGGAGE SECURITY

Refer to the IATA Security Manual and MASM Manuals for guidance.

2.8.1 Handling of Hold Baggage

If passengers and crew members are required to personally identify their hold baggage before
loading, do not load any baggage not identified.
Ensure there is no opportunity for the exchange of cabin baggage for hold baggage which
may contain items to be used in a planned act of unlawful interference.
When screening of hold baggage gives rise to suspicion regarding the contents, the local
 
 
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screening authority will proceed as per local regulations.
NOTE: All hold baggage must be screened before being loaded.

2.8.2 Carriage of Weapons in Hold Baggage

Weapons are to be kept secured at all times either by approved personnel or locked away in
a secure location.
In the event a weapon or any item suspected to be weapon is discovered, follow Mahan Air
Security Manual and Operation Manual.

2.8.3 Security Removed Items

Items not permitted in hand baggage that are removed by security screening personnel
may only be accepted in checked baggage, by attaching Limited Release Tag.
NOTE:
 In case of high-risk flights, interline passengers may be required to identify the
baggage before it is transported.
 Offload the cabin and hold baggage of any passenger who disembarks earlier than the
station of arrival.
2.8.3.1 Manual Baggage Reconciliation at Originating Station
 After acceptance, ensure checked baggage is kept in a secure area.
 Crew baggage should be individually identified and marked as crew.
 Secure the flight by matching the checked-in passengers to the boarded passengers.
 Confirm total boarded passenger count with crew. Confirm by head count if this is
Mahan Air policy.
 If there are passenger discrepancies (minus or plus), they must be resolved prior to
closing the aircraft door.
 Make every attempt to locate missing passengers and obtain visual proof of boarding
and documents if they are located on the aircraft.
 As Mahan Air Security procedures and government regulations, remove the checked
baggage of passengers who check-in but fail to board.
 Notify crew of any Last Minute Changes (LMC) to passenger and/or baggage load.
2.8.3.2 On-Line Transfer Checked Baggage Reconciliation
 Load transfer between two flights of Mahan Air (on-line) if the inbound passenger
transfer message contains the passenger names and baggage details for control.
 If the passenger fails to transfer for any reason, the passenger's checked baggage must
be removed.

2.9 DANGEROUS GOODS IN BAGGAGE

Refer to Chapter 3 Part B this Manual.

2.10 MISHANDLED BAGGAGE

 
 
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2.10.1 Storage and Handling Mishandled/Unidentified/Unclaimed Baggage
Enter found baggage details into tracing system. Refer to Mahan Security Manual.
Hold such baggage in a safe and secure area where access is controlled.
Make sure such baggage is subject to additional security controls before being loaded into
an aircraft. These controls could include a combination of:
 Manual search;
 X-ray;
 Simulation chamber;
 Vapor or trace analysis;
 Delayed onward dispatch for 24 hours or more;
 “RUSH” tag to be used;
 Follow the security requirements of the forwarding carrier;
 It is preferable to load unaccompanied baggage in the Aft Bulk hold of the aircraft;
 The number of unaccompanied bags with a “RUSH” tag must be included in the total
load summary.

NOTE: Damaged, delayed or missing mobility aids should be handled as priority:

 Provide a suitable equivalent loaned item or replacement as needed and as per
operator policy.
 Arrange for the repair or replacement of the item immediately.
 Delay of or damage/injury to AVIH should be handled as priority

2.10.11 Lost and found

According to Mahan Air policy to provide customer satisfaction, this procedure is applicable
since 01.AUG.2017 in all station and all Station Managers shall ensure that below process
implement by Ground Handling as service provider and observe in this matter:

 In case of any damage baggage, passenger should refer to Lost& Found Office just
upon Arrival at Destination arrival Hall.
 For Small damage such as scratch or little broken surface, ground handling should
receive all documents and pay 20 to 30 $, consider amount of damage and luggage
brand.
 For minor damage such as broken or lose all the wheels or broken handle, ground
handling should receive all documents and pay 30 to 50 $, consider amount of damage
and luggage Brand.
 In case of major damage only Station Manager could order to pay maximum 100 $.
 Any payment for damage baggage should be done in Lost& Found Office or Mahan Air
station Office.

Passengers should refer to repair their luggage by Mahan Air staff for arrangement.
 Consider to receive passenger signature when the payment done.
 Please attached the picture and invoice of damage luggage and send to our finance
 
 
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department and station for clearance.
Small Damage( Scratch) Minor Damage(handle or wheel Fully Damage
damage)
20 Up To 30 USD 30 Up To 50 USD **MAX 100 USD
 
2.10.12Required documents in Lost And Found for Damage Baggage settlement:

 PIR Form (full details as: address, phone number…)

 Baggage tag
 Ticket
 Passport copy
 Passenger recipient (settlement )
Please consider to receive passenger signature when the payment is done and send all
mentioned document of damage baggage to Airport Services Department as FORM (A) petty
cash, or consider this subject in respective contract as SGHA with Ground Handling, and send
them as INVOICE.
2.10.13Baggage liability
While every effort is made to handle passenger baggage with utmost care since receiving
passenger baggage as checked baggage till delivering it in arrival hall at destination airport,
Mahan Air is not responsible or liable for the condition of passenger baggage that results
from the following:
 Damage to over- packed and overweight baggage.
 Fragile and perishable items including those that are not adequately packed.
 Sport equipment and instruments that are not placed in proper hard casing such as golf
clubs and musical instruments, also Wheelchairs and baby carriage.
 valuable items including money, jewelry, precious metal, silverware antiques, laptops
and other electronic devices , business documents, passports and other identification
documents, product samples or medicines, car keys.
 Baggage accepted under the conditions of the “limited release” tag.

NOTE: NO payment will be done in aforementioned cases.

Arrangement with Ground Handling Supervisor with new procedure is Station Manager
Responsibility. Due to new procedure if any changes is needed in contract, Station Manager
should consider this matter and declare to Airport Services Department.

Passenger baggage Handling operated with utmost care, but Mahan air is not responsible or
liable for the condition of passenger baggage that results from the following:
 Damage to over- packed and overweight baggage.
 Fragile and perishable items including those that are not adequately packed.

 
 
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 Sport equipment and instruments that are not placed in proper hard casing such as golf
clubs and musical instruments.
 valuable items including money, jewelry, precious metal, silverware antiques,
heirlooms, laptops and other electronic devices , business documents, passports and
other identification documents, product samples or medicines.
 Baggage accepted under the conditions of the “limited release” tag.
Arrangement with Mahan Air ground handling to consider new regulations.

2.11 LEGAL TIME LIMITS FOR REPORTING

Any Loss, delay or damage to passenger baggage must be reported by passenger who
has the tag number immediately upon arrival in arrival hall to lost and found center.

 
 
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CHAPTER 3. CARGO AND MAIL

Refer to Mahan Air COM (Cargo Operation Manual)

Table of content in COM:

Section 00. Introduction
Section 01. Organization
Section 02. General handling procedure
Section 03 Special handling
Section 04. Safety management system
Section 05. Documentation
Section 06. Unit load devices
Section 07. Local and general information
Section 08. Training
Section 09. Security of cargo, courier material & mail
Section 10. Crew resource management/ human factor cargo personal
Section 11. Dangerous goods
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Contents

CHATER 4. AIRCRAFT HANDLING PROCEDURE ....................................................... 3 

4.1 GENERAL ............................................................................................................................................ 3 
4.1.1 General Safety Rules during Aircraft Handling .................................................................................... 3 
4.1.2 Aircraft Turnaround Coordinator/Loading Supervisor .......................................................................... 5 

4.2 DANGER AREAS .................................................................................................................................. 6 

4.3 ENGINE INTAKE AREA ......................................................................................................................... 6 
4.3.1Equipment Restraint Area & Equipment Restraint Line ..................................................................... 7 
4.3.2 FOD–Foreign Object Debris .............................................................................................................. 7 
4.3.3 FOD Checks ...................................................................................................................................... 7 
4.3.4 General Safety Instructions for Ground Support Equipment (GSE) ................................................... 8 
4.3.5 Aircraft Loading Equipment ............................................................................................................ 10 
4.3.6 Potable Water Servicing ................................................................................................................. 12 
4.3.7 Toilet Servicing ............................................................................................................................... 13 

4.4 SAFETY CONES PLACEMENT AND REMOVAL ..................................................................................... 15 

4.5 AIRCRAFT CHOCKING ........................................................................................................................ 17 
4.5.1 Reginal Aircraft Chocking ............................................................................................................... 22 

4.6 HAND SIGNALS ................................................................................................................................. 22 
4.6.1 Conditions for Using Hand Signals .................................................................................................. 22 
4.6.2 Guide Person Hand Signal .............................................................................................................. 23 
4.6.3 Marshalling Hand Signals (For Aircraft) .......................................................................................... 24 
4.6.4 Technical/Servicing Hand Signals–Ground Staff to Flight Crew ....................................................... 27 
4.6.5 Technical/Servicing Hand Signals–Flight Crew to Ground Staff ....................................................... 29 
4.6.7 Pushback Hand Signals–Headset Operator to Tug Driver ............................................................... 29 
4.6.8 Pushback Hand Signals–Wing walker to Headset Operator/Tug Driver .......................................... 30 

4.7 AIRCRAFT ARRIVAL ........................................................................................................................... 31 
4.7.1 Aircraft Arrival at a Stand or Open Ramp ....................................................................................... 31 
4.7.2 Actions after Arrival ....................................................................................................................... 32 

4.8 GROUND SUPPORT EQUIPMENT ON ARRIVING AIRCRAFT ................................................................. 33 
4.8.1 Ground Power Unit (GPU) .............................................................................................................. 33 
4.8.2 Cooling/Heating Units/Pre‐Conditioned Air (PCA) .......................................................................... 33 

4.9 AIRCRAFT DOORS ............................................................................................................................. 34 
4.9.1Cabin Access Doors ......................................................................................................................... 34 
4.9.2 Opening Cabin Access Doors from inside by trained crew .............................................................. 34 
4.9.3 Opening of Cabin Access Doors from Inside by Authorized and Trained Ground Staff .................... 35 
4.9.4 Opening Cabin Access Doors from Outside with Crew/Ground Staff on Board ............................... 35 
4.9.5 Opening Cabin Access Doors from Outside with no Crew/Ground Staff on Board .......................... 35 
4.9.5 Embarkation or Disembarkation through Cabin Access Doors ........................................................ 36 
4.9.6 Closing Cabin Access Doors ............................................................................................................ 36 
4.9.7 Re‐Opening Cabin Access Doors ..................................................................................................... 36 

4.10 AIRCRAFT DEPARTURE .................................................................................................................... 37 
4.10.1 Wheel Chock Removal .................................................................................................................. 37 
4.10.2 Action Prior to Departure ............................................................................................................. 38 
4.10.3 Pre‐Departure Table ..................................................................................................................... 39 
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4.10.4 Pre‐Departure Walk around Check ............................................................................................... 39 
4.10.5 Communication Requirements ..................................................................................................... 40 
4.10.6 Departure Communication ........................................................................................................... 40 
4.10.7   Preparation for Pushback ........................................................................................................... 43 
4.10.8 Aircraft Pushback ......................................................................................................................... 43 
4.10.9 Wing walker ................................................................................................................................. 45 
4.10.10 Tractor Driver ............................................................................................................................. 46 
4.10.11 Open Ramp Departure ............................................................................................................... 47 
4.10.12 Maneuvering During Adverse Weather Conditions ..................................................................... 47 
4.10.13  Nose Gear Steering .................................................................................................................... 47 
4.10.14 Anti‐Collision Lights .................................................................................................................... 48 
4.10.15 Engine Cross Bleed Start............................................................................................................. 48 
4.10.16 Re‐Establishing Communication after Departure ........................................................................ 48 
4.10.17   Interphone Communication Failure .......................................................................................... 49 

4.11 AIRCRAFT TOWING ......................................................................................................................... 49 
4.11.1 Aircraft Towing Requirements ...................................................................................................... 49 
4.11.2 Towing Maneuvering .................................................................................................................... 50 
4.11.3 Incidents during Towing ............................................................................................................... 52 
4.11.4 Towing Limits ............................................................................................................................... 52 

4.12 ADVERSE WEATHER CONDITIONS ................................................................................................... 52 
4.12.1 Winter or Slippery Apron Conditions ............................................................................................ 53 
4.12.2 Thunderstorms ............................................................................................................................. 53 
4.12.3 High Wind Conditions ................................................................................................................... 53 
4.12.4 High Winds Activity Table ............................................................................................................. 54 
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CHATER 4. AIRCRAFT HANDLING PROCEDURE

4.1 GENERAL
Ramp safety rules and procedures promote safe ground handling. Therefore, the minimum
safety rules and procedures defined in this section shall always be applied and understood by
all personnel working on the ramp, who had qualification and authorization to operate GSE.
Aircraft damage can endanger passengers, employees and aircraft. Disruptions may
also negatively impact safe airline operations.
Even a slight scratch or dent on an aircraft may result in a serious accident.
If you see or cause any aircraft damage, you MUST report it. Refer to Mahan Air Safety
Manual for more information.

4.1.1 General Safety Rules during Aircraft Handling

In addition to any local airport safety regulations, the following rules must be strictly adhered
to for aircraft handling:
 No unauthorized person must enter the ramp.
 Smoking and the use of open fire on the ramp is strictly forbidden.
 Only authorized and qualified personnel are permitted to operate ground handling.
 While on duty on the ramp, personnel must wear ear protections, proper footwear
and high visibility tabard permanently, staff must refrain from smoking.
 On ramp staff must walk and not run.
 Staff must avoid walking under the fuselage or stepping across the tow bar.
 Mobile equipment must only be operated by well-trained / licensed personnel.
 Prior to arrival of the aircraft the ramp position has to be checked and cleared of
any foreign objects debris (FOD inspection).
 Vehicles must be free from any debris which could interfere with the safe operation
of the vehicle or cause FOD. They must also be free from any evidence of smoke.
 Ramp must be free of items which could cause FOD, it must be swept regularly, must
be free of any fluid spillage, area must be free of unnecessary congestion, sufficient
number of trash cans must be provided and emptied regularly.
 Loading and servicing equipment must not approach the aircraft until the engines
have come to a complete stop, anti-collision light switched off and the parking
brake of the aircraft is set or the chocks positioned respectively.
 It is essential that, as soon as service equipment is positioned at an aircraft, the
stabilizers are selected to the fully down position and firmly grounded, so as to raise
the weight of the equipment off the wheels or castors.
 Apron must clearly be marked with safety border line for limiting Ground Support
equipment activity beyond this line, for nose wheel stop bar, for fuel hydrant system
and passenger loading bridge.
 Maintain a reasonable distance between the aircraft and loading/servicing
equipment in order to avoid damage caused by vertical movements of the fuselage
during loading, unloading and fuelling.
 Ramp speed limits must be well displayed and maintained at all times.
 The maneuvering of equipment in the vicinity of aircraft must take place with utmost
care and accuracy, guide person must be available when positioning equipment in
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confined areas or when baking equipment to the aircraft and for high reach trucks.
 Host lines and connecting cables must neither be crossed by servicing equipment nor
by any other kind of vehicle.
 Loading and servicing equipment must not be positioned or maneuvered under the
aircraft wings.
 Mobile equipment excluding fuel trucks must not be positioned within the venting
areas during fuelling and de fuelling.
 Passenger routes to and from the aircraft must be selected in such a way that the
risk of accidents is kept to a minimum; passengers must be safeguarded at all times.
 Passenger protection is required when moving between the airport terminal and aircraft,
in embarkation and disembarkation where the apron is utilized (if applicable).
 Inside the cockpit walky-talkies shall not be used when the cockpit crew is present.
 The aircraft must be inspected for damage on arrival and before departure. In case
of any damage to the aircraft occurs or is noticed at any location it must be
reported immediately to the ground engineer, this also applies to any holds
contamination, missing jammed or damaged locks or restraints, door or divider nets,
blowout panels.
 The responsible station engineer or ramp agent must ensure that the engine blast and
intake areas are clear of personnel and equipment before start-up clearance is given.
 During start-up and after removing stairs/jet ways no vehicles/loading and servicing
equipment must be positioned in the range of the emergency exit doors to ensure
that the emergency exit chutes can be operated immediately.
 When starting the engines by means of air start units (ASU), in individual cases
allowance may be made for a momentary blocking of a maximum of one emergency
exit by the ASU. In this case a reduction of the maximum permissible number of
passengers is not required. The captain must be informed about the blocked exit.
 Conveyor belt when parked or approaching aircraft must be in full down position
with handrail stowed, the front bumper positioned below and away from the cargo
door sell, the handrail raised only for positioning on wide body aircraft, employees
must not walk, stand or sit on a moving conveyor belt.
 Safety rails on wide body loaders down upon approach to aircraft.
 The container loader must be properly positioned to the aircraft with stabilizer
deployed.
 Loader guard-rails installed for off-on load.
 Employees to use the ladder rather than riding up or down the loader platform.
 When ULD/dollies are dropped off, the tractor must come to a complete stop.
 Complete complement of Locks on all dollies, locks must be properly set prior to
approach to container loader.
 Brake systems must be set on all carts/dollies, brakes must be inspected for service-
ability.
 The operator's arms and legs must be within the profile of vehicle at all times
when moving.
 Employees must use correct body mechanics when loading/unloading or lifting.
 Baggage must be handled with care.
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 Container /cart doors or curtains must be securely closed and fastened, sides on carts
in the up position, curtains doors must be closed during transport.
 Equipment and vehicles must not be driven under the aircraft wing and fuselage.
This also applies to steps used by the ground engineers that can only be towed
physically and not driven by any type of vehicles.
 Vehicle doors must be closed when not in use.
 Staff responsible for lavatories servicing must wear protective gloves.
 When servicing is complete the plug (donut) must properly be installed and all
access panels are secured. And keep record(servicing complete for each equipment
 Ground equipment when not in use must be parked in proper areas which can
avoid jet blast/prop wash/engine ingestion.
 All GSE equipment must be subjected to a brake check before driven.
 All ground servicing equipment shall be well maintained and in good conditions, a
regular inspection is mandatory to ensure the availability and serviceability of
parking rake, windshield mirrors, windows, windshield wipers, wheels/tires, lights
reflectors, horn, back-up alarms, no evidence of leakage, cleanliness - interior and
exterior, functional operating controls (levers, switches etc.), functional operating
features (belts, casters, hoses) and recording maintenance completed on GSE.
 All ground servicing equipment’s must have a maintenance recording completed
(inspection, repair, etc.)
NOTE: daily / before / after use equipment inspection shall be done.
 When fire extinguishers requirement is specified on vehicles, a check must be done to
ensure availability; inspection tag must also be available and current.
 Rear doors of trucks must be closed at all times when elevated and during movement on
the ramp.
 Ramp cleanliness must be treated with high importance; appropriate authority
responsible for the task must be identified and active.
 Ramp must be clear of equipment which may block aircraft movement.
 Ramp markings (taxi lines, etc.) clearly identified.
 Motorized vehicles must be backed into parking spaces.
 When not in use, all equipment must be shut off with parking brake on and
transmission in park or neutral.
 Aircraft chocks must be properly placed or stored when not in use.
 The tow bar must be disconnected from the tug when not in use.
 ULD must be stored off the ground and secured.

4.1.2 Aircraft Turnaround Coordinator/Loading Supervisor

Aircraft Turnaround Coordinator/Loading Supervisor is responsible for the supervision of all
airside operational activities and shall insure Safety and security procedures are implemented
during ground handling operation in conduct of airside operation activities.
Equipment is used only for its intended purpose.
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4.2 DANGER AREAS

There is a particular risk of blast damage or injury from an aircraft engine's exhaust or intake.
The risk is further increased if for any reason an aircraft stops and then applies the additional
thrust required to “break away” and continue the manoeuvre.
Vehicles and personnel must remain clear of aircraft danger areas when aircraft engines
are running and/or the anti- collision lights are on.
In order to prevent incidents and accidents caused by aircraft engines, you must never
position yourself or equipment in the following critical areas before or during aircraft departure
and arrival:
 Engine Intake Area
 Engine Blast Area
 Propeller Rotation Area (where applicable)
NOTE:
 The length of these areas vary for each aircraft type based on whether the engines
are at IDLE or BREAKAWAY thrust. Refer to each aircraft type specific manual for
applicable distances.
 Ground personnel and/or loose equipment must stay clear of intake and blast areas.

4.3 ENGINE INTAKE AREA

Make sure the engine intake area is clear at all times while engines are running OR engine
start is imminent:
 at arrival, until the engines have been switched off and are spooling down;
 at departure or just before pushback;
It is forbidden to pass through the blast area while the engines are running.
Refer to the safety procedure for distances applicable to the specific aircraft type involved in
the operation.

Sample of engine danger area

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4.3.1Equipment Restraint Area & Equipment Restraint Line

The Equipment Restraint Area (ERA) is defined as
the area of the apron bordered by a red line known
as the Equipment Restraint Line–or otherwise
indicated–in which an aircraft is parked during
Ground operations.
The ERA must be free of obstructions and Foreign
Object Debris (FOD) before and during aircraft
Arrival and departure

4.3.2 FOD–Foreign Object Debris

Foreign Object Debris (FOD) is a general term which applies to all loose objects which are a
danger to the safety and integrity of an aircraft and which, therefore, must not be left in any
area where they would constitute a hazard.
Every individual has a responsibility to ensure that the risk of damage to aircraft from FOD
is minimized. All FOD must be removed and properly disposed of as soon as it is discovered.
Often the presence of FOD is due to the carelessness of personnel working airside and
their lack of understanding of its consequences, or the movement of FOD into airside
locations during high winds.

Examples of FOD:
Plastic and paper, bags/sheets, rags
Metal: nuts and bolts, empty oil and
Hydraulic fluid cans, tools and
equipment
Natural objects: rocks, pebbles and
wood
Other debris: burst ballast bags, luggage
handles and luggage wheels, etc.

NOTE:
Results of FOD: Foreign object debris may be ingested into aircraft engines causing damage
leading to engine failure. This is especially critical if it occurs in flight, particularly during the
take-off phase.
In addition, damage caused by FOD can occur to tires, the undercarriage, control systems and
other parts of the airframe. All such damage could lead to inflight failures

4.3.3 FOD Checks

The following checks must be conducted prior to any aircraft movement or servicing operation:
 Check ground equipment staging and parking areas in proximity to area of operation.
 Check any garbage bin areas for cleanliness and ensure covers are securely fitted.
 Ensure routine checks are made of ground equipment (including floors of enclosed
cabins).
 In ramp areas ensures that anything carried in or on a vehicle is secured.
 Before aircraft arrival, Conduct a FOD walk of the aircraft parking stand removing all
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FOD found.
 Pick-up and dispose all FOD in designated garbage bins , where provided
 
4.3.4 General Safety Instructions for Ground Support Equipment (GSE)
Apply these procedures whenever operating GSE on the ramp to prevent any damage to the
personnel and aircraft. Only drive or operate GSE if you are trained and authorized for that
specific equipment type. GSE must not be moved or driven across the path of:
 Taxing aircraft
 Embarking and disembarking passengers on the ramp

NOTE: When operating equipment, check the equipment contact zone for possible aircraft
Damage and immediately report any damage found.
Use all safety devices fitted on GSE (e.g. bumpers, handrails, stabilizers, etc.) during aircraft
handling and servicing.
Ensure protective rubber bumpers ARE NOT compressed against aircraft fuselage.

4.3.4.1 Basic Operating Requirements for GSE

 Handling Operator shall Check all GSE involved in aircraft handling at the start of a
shift (at least once per day), in particular the “parking” brakes, rubber protective
bumpers, safety systems and all other proximity sensors.
 Perform a vehicle/equipment walk around check prior to its use.
 Perform a full brake check during the initial use of the GSE.
 Do not carry extra personnel during GSE movement without an approved seat–apply
the “no seat–no ride” principle.
 Do not operate vehicles or equipment while using hand-held portable electronic
devices.
 Do not drive GSE with lifting devices in the raised position, except for final positioning
on to the aircraft and do not operate the platform while in motion.
 Do not allow any GSE such as tractor, pallet transported, baggage/cargo carts and
dollies to move or be positioned under the aircraft fuselage.
 When positioned at or near the aircraft the parking brake shall be applied with the gear
selector in park or neutral and if equipped, wheel chocks installed.
 If equipped with stabilizers, ensure they are deployed before operation. Deploy other
safety devices if fitted
 A No touch policy shall be employed for all GSE types with the exception of passenger
loading devices. When positioning GSE, ensure that adequate clearance is maintained
between all GSE and the aircraft to allow vertical movement of the fuselage during the
entire ground handling process.
 After positioning equipment on the aircraft, raise all safety rails on conveyor
belts, loaders and other elevated devices–except where restricted by aircraft type.
 Turn off engine once positioned unless required for equipment operation.
 GPUs and PCA/cabin heater units may be left running unattended when connected to
the aircraft.
 Do not leave any vehicle unattended with its engine running. In extreme cold weather
condition, Mahan Air local procedures may apply.
 For electrical or motorized GSE positioned at or near the aircraft, being utilized in the
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operating mode, the operator must keep within easy reach of the emergency controls.
If the equipment is not fitted with external emergency controls, the operator must remain
in the operating position and in control of the equipment.
 GSE must be parked in designated airside equipment parking areas when not in use.
Do not obstruct access to firefighting equipment or to the fuel hydrant emergency stop
switch.
4.3.4.2 Non-Motorized GSE
 When parked, all non-motorized GSE must have brakes set or chocks in place when
not connected to motorized vehicles.
 ULDs must be secured on dollies (or trailers/trucks) using the appropriate restraints.
 Pallet and container dollies may only be towed with the turntables in the locked position
(“straight ahead”), and rotated only when at the loader platform
4.3.4.3 Passenger boarding bridge
 The operator of the passenger boarding bridge must be trained and authorized to
operate the boarding bridge.
 Check the boarding bridge is serviceable before use.
 Report any malfunction of the boarding bridge to the appropriate person/authority.
 Only personnel required for the boarding bridge operation shall be in the bridge while it
is moving
 The boarding bridge must be fully retracted or parked in its safe designated parking
position during arrival and departure.
 The safety barrier must be in place whenever the boarding bridge is not at the aircraft.
 Make sure the movement path is clear before moving the boarding bridge.
 When positioning boarding bridge at doors and driver/operator vision is restricted, use
a guide person.
 Make sure the guide person is in a position to accurately judge clearances and
communicate signals to the driver/operator. Stop immediately if visual contact with the
guide person is lost.
NOTE: A guide person is not required if the equipment is fitted with systems (e.g. sensors)
that enable the operator to accurately judge clearances and properly position it to and
from the aircraft.
 Move the boarding bridge slowly towards the aircraft until the bridge touches the aircraft
– avoiding any aircraft sensors.
 Make sure the boarding bridge does not contact the wing roof leading edge fairing that
extends under certain cabin access doors and any other sensors or fairing.
 Make sure any sliding rails and canopies on the boarding bridge are fully retracted
during positioning, and fully extended only once the equipment is in position.
 Maintain adequate clearance between boarding bridge and the bottom of the door, or
as directed by the cabin door markings. This reduces the possibility that the aircraft door
will rest on the boarding device in the event that the aircraft settles during loading and
unloading.
 Engage and safety systems and auto-leveler features if applicable. If the boarding
bridge is not equipped with an auto-leveler the boarding bridge must be attended by an
operator whenever it is positioned at an aircraft.
 Do not leave gaps between the boarding bridge and the aircraft that would allow a
person or large piece of equipment to fall through.
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 Ensure that the cabin door is closed before removing the boarding bridge.
 Where integrated with the boarding bridge, ensure ground power cables and PCA hoses
are disconnected from the aircraft prior to moving the bridge unless required for
operational purposes.
 When positioning is complete, the bridge controls must be isolated as applicable.
4.3.4.4 Passenger Stairs
 Check that the passenger stairs are serviceable before use.
 Check that the walking surfaces are safe for use.
 Passenger stairs must be outside the ERA before aircraft arrival and departure.
 Make sure the movement path is clear before moving the passenger stairs.
 Move the passenger stairs slowly towards the aircraft, avoiding any aircraft sensors,
until either the protective bumpers just touch the aircraft or the equipment's proximity
sensors stop the movement.
 If the passenger stairs are towed, disconnect them from the tractor and manually
position them on the aircraft.
 Maintain adequate clearance between passenger stairs and the underside of the cabin
door, or as directed by cabin door markings to prevent damage.
 Engage any safety systems and auto-leveler features if applicable. If the passenger
stairs are not equipped with an auto leveler, the level of the passenger stairs must be
monitored and adjusted as required.
 Deploy stabilizers if fitted.
 Extend side rails after the cabin door has been opened.
 Make sure passenger stairs are positioned so that the cabin door can be used as an
unobstructed escape route in the event of an emergency/evacuation.
 Close the cabin door before removing the passenger stairs.
 After the cabin door has been closed, confirm there is no staff on the stairs prior to
retracting stabilizers.
 If the stairs are not positioned on the aircraft, they must be pulled back sufficiently to
allow the deployment of slides in case of emergency.
NOTE:
 Cabin doors shall only be in open position if there is any GSE or boarding device
positioned at the door.
 Cabin doors may never be opened without any equipment positioned at the aircraft.
 There is a risk of falling while operating cabin doors.
 Slide deployments can be fatal. If an armed door begins to open, do not attempt to hold
the door, as you risk being seriously injured or killed by doing so.

4.3.5 Aircraft Loading Equipment

4.3.5.1 Belt Loader
The following precautions must be taken when operating a belt loader:
 The boom of the belt loader must never be positioned inside the cargo hold of any
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aircraft.
 Position and remove a belt loader in a straight line with the cargo hold door at a 90
degree angle to the aircraft fuselage.
 Ensure the boom is clear of the aircraft or other obstacles before making a turn.
 The rubber bumpers on a conveyor belt loader must NEVER make contact with the
aircraft. Maintain clearance between the belt loader and the aircraft at all times.
 Always raise side handrails as soon as belt loader is positioned. Make sure they do not
touch the aircraft fuselage.
 Hand rails may be lowered to accommodate large items during loading and offloading.
 Do not stand or walk on the belt when a rail is lowered.
 Specially designed belt loaders (e.g. Ramp Snake or Powers tow) require the
equipment to be positioned inside the cargo hold.
 Do not sit or stand on a conveyor belt while it is in operation (up or down).
4.3.5.2 ULD Loader
 Check that the ULD loader is serviceable before use.
 Check that the walking and loading surfaces are safe for use.
 Lower both platforms during maneuvering of a ULD loader.
 The ULD loader must be outside the ERA before aircraft arrival and departure.
 Make sure the movement path is clear before moving the ULD loader.
 Never drive a ULD loader underneath the wing of an aircraft.
 Move the ULD loader slowly towards the aircraft, avoiding any aircraft sensors or wing
canoe fairings.
 If visibility is limited or the aircraft type requires the ULD loader to be in close proximity
to the fuselage or wing trailing edge, then a guidance marshaller must be used.
 ULD loaders must NEVER make contact with the aircraft. Position the ULD loader
no closer than 2 in/5 cm or until the proximity sensors stop the movement (if equipped).
 Do NOT open/close aircraft cargo compartment doors while standing on a ULD loader.
Use technical steps or a belt loader with a raised side safety rail, and deploy stabilizers
if equipped. (Not applicable to main deck cargo doors).
 Engage any safety systems and auto-leveler features if applicable. If the ULD loader
is not equipped with an auto leveler, the level of the ULD loader must be monitored
and adjusted as required.
 Deploy stabilizers if fitted and raise safety rails.
 Constantly monitor the parts of the aircraft that could come into contact with the loader
(e.g. edge of cargo hold opening, aircraft cargo door, control panel doors, fairings on
fuselage and wings).
 Adjust the loader's front platform during loading as required when the aircraft's level
varies as the load changes.
4.3.5.3 Ground Support Equipment Safety Driving and Parking inside ERA
In order to verify serviceable of GSE and to test the apron surfaces, apply the following
precautions when driving or parking GSE within the ERA:
 Make of one complete stop with all motorized vehicles/equipment prior to entering the
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ERA or at 5 m from the aircraft whichever is the furthest. This action must be carried
out even if there is no equipment restraint line marked on the apron.
 Do not drive GSE faster than walking speed.
 Maneuver GSE carefully in order to prevent personnel injury and/or aircraft damage.
 Avoid performing any sharp turns near the aircraft, particularly when towing equipment.
 When GSE is being moved in close proximity to the aircraft , and when the vision of the
GSE operator is or might be restricted, the GSE operator must be:
 Guided by a guide person using standard IATA signals , and/or
 Assisted by means of a suitable camera system or mirror ,
 If visual contact with the guide person is lost, the GSE operator must stop movement
of the GSE immediately.
 Any moving vehicle that is not positioning at the aircraft must stay outside the
operational safety buffer zone.
 Do not drive or park under the aircraft fuselage and/or wing.
Exceptions:
GSE and vehicles needed for aircraft servicing (e.g. aircraft refueling truck, water servicing
truck, toilet servicing truck).
On stations or with aircraft types where the aircraft/stand configuration makes it necessary to
tow dollies under the wing during (off)loading of the aft cargo hold of a wide body aircraft. In
such situations: Tow only empty dollies under the rearmost part of the right wing only.
When parking equipment within the ERA, do not:
 Obstruct the evacuation of persons from the aircraft in an emergency.
 Prevent or obstruct the movement of a fueling vehicle away from the aircraft
 Unnecessarily impede other aircraft handling operations.
4.3.6 Potable Water Servicing
Water service must not be performed by staff that has already performed toilet servicing during
the same shift. Only uplift water if authorized by Mahan Air procedure.
Replenish the aircraft tank according to the operating airline instructions–any deviation must
be reported to the supervisor or Mahan Air representative.
4.3.6.1 General Hygiene Precautions
To perform water servicing you must:
 wear clean clothing;
 thoroughly wash your hands using soap before starting water servicing:
 Do not fill the potable water service unit from the same water source as the toilet
service unit.
 Do not park the potable water service unit and the toilet service unit in the same area.
 Do not service the toilet and water on the aircraft at the same time. Certain aircraft
types are exempted from this rule.
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4.3.6.2 Filling Aircraft Water Tanks

 Fill the aircraft water system as close to the departure time of the aircraft as possible.
 Before connecting the aircraft filling hose to the aircraft, flush the hose.
 Each aircraft type has specific requirements for filling and draining.
NOTE: When the filling hoses are not in use, the nozzles or connectors must be protected
from contamination either by the use of appropriate covers or by immersing them in
receptacles containing chlorinated water.
4.3.6.3 Water Servicing During Freezing Conditions
The following actions must be followed to prevent freezing of the water in the aircraft water
tanks and lines during freezing conditions:
 Drain the aircraft water tanks as pert as Mahan Air procedures.
 Ensure the fill line is fully drained before closing the cap to prevent freezing of fluid
inside.
NOTE: Keep aircraft cargo doors closed to prevent water lines from freezing when the cargo
compartments are not being loaded or offloaded.
Do not attempt to remove the frozen substance in the fill lines or connections or on the service
panels. Contact maintenance immediately.

4.3.7 Toilet Servicing

The complete procedure for servicing the aircraft toilet waste tank consists of the following 3
steps:
 Draining of the waste tank(s);
 Flushing of the waste tank(s);
 Adding an amount of precharge and/or a concentrated deodorant precharge product as
applicable.
NOTE:
 Toilet fluids are corrosive.
 Prior to servicing, inspect the toilet servicing panel on the aircraft for signs of leakage.
If any horizontal blue streaks are observed, the blue streak must be cleaned prior to
servicing. After cleaning, look again for signs of leakage. Blue ice build-up in higher
altitudes may influence airworthiness. In case of a possible leak, immediately inform
Mahan Air representative, ground engineer, or advise the flight crew.
4.3.7.1 Hygiene Precautions
 Wear heavy rubber gloves, Full face protection and protective clothing against harmful
wastes when performing toilet servicing.
 Do not park the toilet service unit in the same area as the water service unit nor at the
water filling point.
 Once an agent has performed toilet servicing on an aircraft, the same agent CANNOT
perform water servicing during the same shift.
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4.3.7.2 Toilet Servicing Procedure

Each aircraft type has specific requirements for toilet servicing and the amount of pre
charge and/or concentrated deodorant pre charge product. Prior to opening a toilet service
panel, check for stains around the panel.
 While opening the service panel, stay clear and watch for signs of leakage.
 Stay clear of the drain fitting cap while opening, and watch for signs of leakage.
 Make sure the drain hose Y-fitting coupling is connected correctly, before a drain valve
handle is pulled.
 Empty the waste tank(s).
 Flush the waste tank(s) twice and empty them again.
 Pre charge the tank(s) with the correct quantity of water and disinfectant–as applicable.
 Fill the waste tank(s) with the correct amount of water and concentrated deodorant pre
charge packets or pre-mixed fluid as applicable. For aircraft equipped with a
conventional toilet system, fill the waste tank(s) with the correct amount of water
and pre charge, or concentrated deodorant pre charge.
 After servicing ensure that there are no leaks at the drain fitting cap and the end of the
drain hose Y-fitting coupling.
 Close the nozzle tightly in order to prevent the accumulation of ice during flight and wipe
off residual water and disinfectant.
 Check for possible leakage.
 After servicing close and latch the fitting caps and service panel door.
 Inform aircraft maintenance or flight crew, if:
 Fluid leakage is observed.
 The drain valve will not open or the waste tank cannot be drained.
 Report any spillage of waste to the supervisor.
4.3.7.3 Draining
 Drain the aircraft waste system into the waste tank of a Toilet Service Unit.
 Observe the waste drain hose during draining to confirm that the waste tank is
completely emptied. The hose will also vibrate for a few seconds as the contents of
the waste tank pass into the waste tank of a Toilet Service Unit.
 Drain the waste tanks one at a time for optimal results.
4.3.7.4 Servicing During Freezing Conditions
Take the following measures to prevent freezing of the fluid in the aircraft toilet tanks and
lines during freezing conditions:
 Drain the waste tanks if the aircraft is parked in the open for several hours without
electrical power supply and the temperature is, or is expected to be, below the freezing
point, as per the operating airline procedure.
 Fill the aircraft toilet system only after electrical power supply has been restored, and
as close to flight departure time as possible.
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 Ensure the fill line is fully drained before closing the cap to prevent freezing of fluid in
the fill line.
 Do not attempt to remove the frozen substance in the fill lines or connections or on the
service panels. Contact maintenance immediately.
4.3.7.5 Inoperative Toilet Systems
If defects of the toilet system prevent regular servicing, Ask qualified technical staff - if available
- for assistance (e.g. removal of panels, etc.)
If no technical staff is available, inform the Flight Crew or Mahan Air representative.

4.4 SAFETY CONES PLACEMENT AND REMOVAL

Safety cones are a caution sign for drivers to maintain required safety clearances. Cones
protect parts of the aircraft against collision by GSE.
 Prior to arrival of the aircraft, make sure there are sufficient serviceable safety cones
to protect the aircraft type to be handled.
 Do not approach the aircraft to position cones unless all of the following criteria are
met:
 Aircraft has come to a complete stop.
 Engines have been shut down and are spooling down.
 Anti-collision lights are switched off.
 Aircraft has been chocked.
 Place safety cones on the ground in accordance with the following diagrams–within a
maximum of 1 meter outward from the point of the aircraft being protected. Cones must
not be placed in high wind condition.
 Additional safety cones may be needed as per operational requirements or local
regulations.
 GSE must not approach the aircraft until all safety cones have been placed.( not
applicable for passenger boarding bridge)
 All required safety cones shall remain in place until GSE and vehicle activities around
the aircraft have ceased prior to departure of the aircraft.
 Ensure all GSE has been removed from the safety zone.
 Remove the safety cones from around the aircraft.
 When not in use, place the safety cones in the designated storage area.
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Cone Placement Cone Placement

for Wing-Mounted Twin Engine Jet Aircraft For Fuselage-Mounted Twin Engine Commuter Aircraft

Cone Placement Cone Placement

for Wing-mounted Twin Propeller Aircraft for Wing-Mounted Four Engine Jet Aircraft
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4.5 AIRCRAFT CHOCKING

Wheel Chock Placement:
 Make sure the required number of serviceable chocks are available taking
account of the aircraft type and/or weather condition.
 Chocks must be kept clear of the maneuvering area during aircraft
arrival.
 Do not approach the aircraft to position chocks until the aircraft has come to a complete
stop.
 Place chocks forward and aft of the aircraft nose gear. This is the first action to take
place around the aircraft, and shall be completed before any other activity may take
place.
 Before approaching the main gear , wait until :
1. Engines have been switched off and are spooling down.
2. Anti-collision lights are switched off
 Walk towards the main gear in a path parallel to the fuselage, avoiding engine intake
areas.
 Place chocks forward and aft of the main gear in accordance with the applicable normal
chock placement diagram.
 Notify the flight deck crew that the chocks are inserted.
 When inserting wheel chocks, position one chock in the center in front and one behind
the tire(s), parallel to the wheel axle and only lightly touching the tire. For double axle
gears, the chocks are positioned forward of the front tire and aft of the rear tire on the
gear.
 If the aircraft is parked on a slope, place the chocks firmly against the down side of the
tire.
 Eliminate space between a wheel chock and the tire to reduce the chances that the
aircraft will “jump” a wheel chock by getting a rolling start.
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Normal operation
Aircraft with single axle main-gear bogie option 1 Aircraft with double axel main-gear bogie option 2
Note: No nose gear chocks on aircraft with spray deflectors Note: No nose gear chocks on aircraft with spray deflectors
 

 
Note: inside or outside main gear chocks are acceptable Note: inside or outside main gear chocks are acceptable

Aircraft with double axel main-gear bogie Aircraft with double axel main-gear bogie
Also applies W/center option 1 Also applies W/center option 2

   
Note: inside or outside main gear chocks are acceptable. Note: inside or outside main gear chocks are acceptable. 
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Normal operation
Aircraft with single axle main-gear bogie option 1 Aircraft with double axel main-gear bogie option 2
Note: No nose gear chocks on aircraft with spray deflectors Note: No nose gear chocks on aircraft with spray deflectors
 

 
Note: inside or outside main gear chocks are acceptable Note: inside or outside main gear chocks are acceptable

Aircraft with double axel main-gear bogie Aircraft with double axel main-gear bogie
Also applies W/center option 1 Also applies W/center option 2

   
Note: inside or outside main gear chocks are acceptable. Note: inside or outside main gear chocks are acceptable. 
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Normal operation
Aircraft with single axle main-gear bogie option 1 Aircraft with double axel main-gear bogie option 2
Note: No nose gear chocks on aircraft with spray deflectors Note: No nose gear chocks on aircraft with spray deflectors

 
 

Note: inside or outside main gear chocks are acceptable Note: inside or outside main gear chocks are acceptable

Aircraft with double axel main-gear bogie Aircraft with triple axel main-gear bogie option 2
Also applies W/center option 1

 
  Note: inside or outside main gear chocks are acceptable. 
Note: inside or outside main gear chocks are acceptable.
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Parking aircraft out of service /night-stop / high win

Aircraft with single axle main-gear bogie Aircraft with double axel main-gear bogie
Note: No nose gear chocks on aircraft with spray deflectors

 
 
 
Note: inside or outside main gear chocks are acceptable.  Note: inside or outside main gear chocks are acceptable. 

Aircraft with triple axel center and body gear bogies Aircraft with triple axel main-gear bogie
 

 
 
 
   
Note: inside or outside main gear chocks are acceptable.  Note: inside or outside main gear chocks are acceptable. 
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4.5.1 Reginal Aircraft Chocking

Normal Turn Around
Regional aircraft Parking aircraft out of services/night-stop/high wind
Once the propellers have been safely secured using appropriate tie-down straps, chocks are placed forward and aft of nose gear

CRJ- only nose gear to be chocked ( do not chock main)

Note: inside or outside main gear chocks are acceptable. Note: inside or outside main gear chocks are acceptable.
4.6 HAND SIGNALS
In order to standardize “ground staff–ground staff” communication or “ground staff–flight
crew” communication, the following hand signals are defined:
 Guide Man Hand Signals–to be used by a specific guide man in direct liaison with
the equipment operator to facilitate movements of any type of GSE.
 Marshalling Hand Signals–to be used by ground staff, to assist the flight crew
during maneuvering of the aircraft and engine starting.
 Technical/Servicing Hand Signals–to be used by ground staff to communicate
technical/servicing information to flight crew, and by flight crew to communicate
technical/servicing information to ground staff.
 Pushback Hand Signals–to be used during the tractor/tow bar
connection/disconnection process, and at the start and end of the pushback operation.

4.6.1 Conditions for Using Hand Signals

The person giving the hand signals must:
 Use only approved hand signals.
 Wear a high visibility vest
 Maintain the same role throughout the procedure.
 Keep in constant, visual contact with the other ground staff and flight crew throughout
the maneuver. If visual contact is lost, the operation must stop and not re-commence
until visual contact is re-established.
 Remain clear of the intended pathway of the vehicle/aircraft where possible.
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4.6.2 Guide Person Hand Signal

To Attract Operator's Forward Movement Backward Movement
Attention and Take Command: (Toward man):

   
 
Arms held above head in vertical position Arms a little aside and repeatedly Arms by sides , palms facing forward , swept
with palms, facing forward. moving upwards and backwards, forward and upwards repeatedly
beckoning onwards.
Meaning: I am in charge of this maneuver.
You will take orders only from me.
Turn right Turn left lift
 

   
   
Left arm downward, hand extended, right Right arm downward, hand extended, Stretch both arms toward load or equipment,
arm repeatedly moved upwards towards left arm repeatedly moved upwards palm up, hand movement in upward
the guildsman’s left. Speed of arm towards the guildsman’s right. Speed of direction.
movement indicating rate of turn. arm movement indicating rate of turn.
lower Accompanied movement Indicate distance
   
 

 
 
Stretch both arms toward load or Come with Load or equipment. Maintain Distance shown between hands must
equipment, palm down, hand movement in eye to eye contact with operator or correspond exactly with existing margin.
downward direction. driver. Swing down opposite arm.

 
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OK.
Stop All is Clear or continue by Your Chocks Inserted; Stabilizers
Own or Drive Away: On:

   
Arms raised and crossed over head Lift stretched right arm, hand closed, thumb Arms down, hand closed facing inward,
Immediate stop: Hands cross over head with raised. thumbs extended, move arms inwards.
clenched fists.
To Interrupt Power Source
Chocks Removed; Stabilizers Off: Stop engine
(Electricity, Fuel, Air):

 
Arms down, hands closed facing outward, Right arm and hand level with shoulder, Right arm and hand level with
thumbs extended, move arms outward.  palm downward horizontally swinging shoulder, palm downward, hand on
from extended arm to throat.  throat making horizontal move to the
right, passing hand across throat.
To Connect or Disconnect: Brakes On/Off:

 
Raise left arm and hand, with fingers extended horizontally. Right arm and hand raised horizontally in front of body.
Connect: Right hand with clenched fist moving upward to contact left Release brakes: With fist clenched, then extend fingers, palm
palm. inward.
Disconnect: Right hand with clenched fist leaving left palm Engage brakes: With extended fingers, palm inward, then
downward. clench fist.

4.6.3 Marshalling Hand Signals (For Aircraft)

• Do not perform aircraft marshalling unless it is permitted by the local airport authority
and you have been trained and authorized.
• Give marshalling hand signals from a position forward of the aircraft while facing and
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within view of the pilot.

• Use illuminated torch lights/wands to improve the visibility of the hand signals in the
following situations:
 Insufficient apron lighting
 Poor visibility
 Night conditions
 When required by local Airport Authorities or regulations.

NOTE: To avoid any possible confusion by the Flight Crew, do not use guide man hand signals
for equipment until all aircraft marshalling has been completed.
• The hand signals printed on the following pages are illustrated with the use of wands.
The meaning of the signals remains the same when bats, gloves or illuminated torch
lights are used.
• It is not possible to give signals for engaging/releasing parking brakes with the use of
bats or illuminated torch lights
 
Identify Gate Continue to Taxi Straight Ahead

 
Raise fully extended arms straight above head with Bend extended arms at elbows and move wands up and down
wands pointing up, move hands fore and aft to keep from from waist to head.
blending into background.
Slow Down Turn Right (From the Pilots Point of View)

 
Move extended arms downwards in a “patting gesture”, moving With left arm and wand extended at a 90° angle to the body,
wands up and down from waist to knees. right hand makes the come ahead signal. The rate of signal
motion indicates to the pilot the rate of aircraft movement desired.
 
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Turn Left Stop/Emergency Stop Hold Position/Stand-by

(From the Pilots Point of View)

   
 
With right arm and wand extended at a 90° Fully extend arms and wands to cross Fully extend arms and wands
angle to the body, left hand makes the come above the head. downwards at a 45° angle to the sides.
ahead signal. The rate of signal motion Hold the position until the aircraft is
indicates to the pilot the rate of aircraft clear for the next maneuver.
movement desired.
Proceed to Next Marshaller or As End Marshalling Fire
Directed by Tower/Ground Control

     
Point both arms upward, move and extend Perform a standard military salute with right Fire–Move right hand in an exaggerated
arms outward to side of body and point with hand and/or wand to dispatch the aircraft. figure of eight (8), or a fanning type
wands to direction of next marshaller or taxi Maintain eye contact with the flight crew motion, from the shoulder to the knee,
area. until the aircraft has begun to taxi. while at the same time pointing with the
left-hand wand to the area of the fire.
Set Brakes Release Brakes Chocks Inserted

   
Raise hand just above shoulder height with Raise hand just above shoulder height with With arms and wands fully extended
open palm. Ensuring eye contact with the hand closed in a fist. Ensuring eye contact above head, move wands inward in a
flight crew, close hand into a fist. with the flight crew, open palm. “jabbing” motion until the wands touch.
DO NOT move until receipt of thumbs up DO NOT move until receipt of thumbs up
acknowledgment from the flight crew. acknowledgment from the flight crew.
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Chocks Removed Emergency Engine Shut Down Start Engines

 
With arms and wands fully extended Extend arm with wand forward of body at Raise right arm to head level with
above head, move wands outward in a shoulder level, move hand and wand to top of wand pointing up and start a circular
“jabbing” motion. left shoulder and draw wand to top of right motion with hand, at the same time
DO NOT remove chocks until authorized shoulder in a slicing motion across throat. with the left arm raised above head
by the flight crew. level point to aircraft.

4.6.4 Technical/Servicing Hand Signals–Ground Staff to Flight Crew

• Only use manual signals when verbal communication is not possible.
• Make sure acknowledgement is received from the flight crew on all occasions.

Connect Tow bar Air Up Affirmative/All Clear

Supply Pressurized Air for Engine
Start

   
Bring arms above the head and grasp Wave arms up & down Raise right arm to head level with wand
forearm with opposite hand. From thigh to waist with palms up. pointing up or display hand with thumbs
up, left arm remains at side by knee.

 
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Connect/Disconnect To disconnect power

Ground Power to connect ground power

 
Hold arms fully extended above head, open left hand horizontally Hold arms fully extended above head with finger tips of
and move finger tips of right hand into and touch the open palm of right hand touching the open horizontal palm of the left hand
left hand (forming a “T”). At night, illuminated wands can also be (Forming a “T”), then move right hand away from the left.
used to form the “T” above the head DO NOT disconnect power until authorized by the flight crew.
At night, illuminated wands can also be used to open the “T”
above the head.
Negative Do not Touch Controls
 

 
Hold right arm straight out at 90° from shoulder and point wand Raise right hand above head level and close fist or hold wand in
down to ground or display hand with thumbs down, left hand horizontal position, left arm remains at side by knee.
remains at side by knee.
Open/Close Stairs Forward/Aft Interphones

 
With right arm at side and left arm raised above head at a Extend both arms at 90° from body and move hands to cup both
45° angle, move right arm in sweeping motion towards top of ears.
left shoulder.
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4.6.5 Technical/Servicing Hand Signals–Flight Crew to Ground Staff

Brakes Engaged: Brakes Released

Raised arm and hand, with fingers extended, horizontally in front of Raised arm, with fist clenched, horizontally in front of face.
Face. Hand is then closed to a fist. Hand is then opened to an open palm
Insert Wheel Chocks: Remove Wheel Chocks:

Arms extended, palms outwards Hands crossed in front of face, palms inwards, and arms
moving outwards.
Ready to Start Engine(s): All Clear:

One hand raised with the appropriate number of fingers Acknowledgement of all ground actions.
Stretched indicating

4.6.7 Pushback Hand Signals–Headset Operator to Tug Driver

Vehicle Brakes Off Clear to push Negative/hold

   
 
Raise hand just above shoulder height with Hold arm straight out at a 90° angle from the Hold arm straight out at 90° angle from
closed fist and ensuring eye contact with shoulder and display hand with thumb up. the shoulder and display hand with thumb
tug driver open palm. This indicates to the tug driver that all down. This indicates to the tug driver that
equipment is clear of the aircraft, the chocks the aircraft is not ready for pushback and
have been removed, the aircraft brakes are to hold position.
off and the flight crew has given clearance to
commence pushback.
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Vehicle brakes on/stop Slow down Change of Pushback Direction

   
Raise hand just above shoulder height with With hand at a 45° angle downward to the Touch nose with finger and with arm at
open palm and ensuring eye contact with tug side make a “patting” motion. a 90° angle to the shoulder, point in the
driver close into a fist. At the end of the direction that the aircraft needs to be
pushback also indicates to tug driver that turned to.
aircraft brakes have been set. Tug driver
should return the signal to the Headset
operator to confirm vehicle brakes set.

4.6.8 Pushback Hand Signals–Wing walker to Headset Operator/Tug Driver

Clear to move aircraft Stop movement to air Hold movement of aircraft
 
 

 
 

Raise one fully extended arm with wand Fully extend arms and wands to cross Fully extend arms and wands
straight above head and with the other above the head. downwards at a 45° angle to the
arm and wand at a 45° angle downward sides. Hold this position until it is clear
to the side. for the aircraft to move.
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4.7 AIRCRAFT ARRIVAL

• Conduct FOD check on entire stand removing all debris just prior to arrival.
• Make sure the stand surface condition is sufficiently free of ice, snow, etc., to ensure
safe aircraft movement.
• Make sure all Ground Support Equipment (GSE) is available, serviceable and
positioned well clear of the aircraft path, outside the Equipment Restraint Area (ERA).
• Make sure the aircraft path and ramp area is free of objects and obstacles which the
aircraft may strike or endanger others due to jet blast effects.
• Make sure aircraft docking guidance system is operating, or marshalling staff is present.
• Make sure additional ground personnel (such as wing walkers) are present (if required).
• All persons not involved in the aircraft arrival operation must stay well clear of the
arriving aircraft and must not approach the aircraft until:
 The engines have been switched off and are spooling down. The anti-collision lights
have been switched off, and
 The main gear wheel chocks are positioned.
 Clearance to approach the aircraft has been given by the agent responsible for the
arrival operation, if applicable.
Prior to the arrival of the aircraft, the following equipment must be serviceable and available
on the stand:
• Chocks (as required by aircraft type)
• Safety Cones (as required by aircraft type)
• Ground power (as required)
• Preconditioned air (as required)
• Headset interphone (if applicable)
• Day or night wands (whichever is applicable)

4.7.1 Aircraft Arrival at a Stand or Open Ramp

4.7.1.1 Arrival without an automated guide-in system
For a standard arrival procedure at a stand without an automated guide-in system or at an
open ramp:
• As aircraft approaches the stand area, the marshaller points to the guide-in line on the
ramp to be followed by the aircraft by standing at the top of the guide-in line and giving
the “IDENTIFY STAND” signal. Wing walkers, if required, will be positioned
approximately 1 meter (3 feet) outside the path of the wingtips. Wing walkers shall
maintain visual contact with the marshaller until the aircraft has come to a complete
stop.
• While the aircraft taxies along the guide-in line, the marshaller gives the “Continue to
Taxi ahead” signal with marshalling wands.
• The nose wheel should follow the lead-in line all the way to the appropriate stop point.
Use the “Turn Left” or “Turn Right” signals to correct the track of the aircraft as required.
• If at any time during aircraft movement the marshaller is unsure or identifies an
imminent danger, STOP the aircraft
• If at any time during aircraft movement , the wing walkers are unsure or identify an
imminent danger, signal the Marshaller with the “STOP” signal
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• As the aircraft approaches the stop position, use the “Slow Down” signal if required.
As the nose wheel reaches the stop point slowly cross the wands in the “Stop” signal.
4.7.1.2 Arrival without an automated guide-in system
For a standard arrival procedure at a stand with an automated guide-in system or at an open
ramp:
 The agent responsible for the arrival “Marshaller” shall verify that the correct aircraft has
been selected for the arrival and the equipment is operational.
 The agent responsible for manning the emergency stop button shall be positioned with
an unobstructed view of the arriving aircraft and within reach of the system to stop the
aircraft in the event it is needed. It is essential to maintain a continuous unobstructed
view between agent responsible for manning the emergency stop button and the ground
personnel ensuring clearance(e.g. wing walker)
 In the event that the emergency stop is activated , and only after a check by the ground
staff operating the guidance system that the risk is no longer there, the aircraft docking
guidance system can be reactivated. If not standard aircraft arrival procedure shall be
used.
 Wing walkers, if required, will be positioned approximately 1 mete (3feet) outside the
path of the wingtips. Wing walkers shall maintain visual contact with the Marshaller until
the aircraft has come to a complete stop.

4.7.2 Actions after Arrival

Upon aircraft stopping:
• Position wheel chocks at nose landing gear wheels.
• Position and connect the Ground Power Unit, if required, before engine shut down.

After engines have been switched off, are spooling down and anti-collision lights
have been switched off:
• Position wheel chocks at the main landing gear wheels and confirm to flight crew.
• Confirm there is no damage on the cabin door area prior to positioning the passenger
boarding devices.
• Position the safety cones.
• Conduct an arrival walk around to inspect for damage on the following parts of the
aircraft:
 All cargo doors
 All access panels and servicing access points
 Aircraft fuselage
 Aircraft engine cowlings
 Aircraft passenger doors.
• Give clearance for GSE to approach aircraft.
• Remove nose gear chocks (if required).
NOTE:
 If any damage is found, report it immediately to supervisor and do not approach the
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aircraft with any GSE in the area where the damage has been found.
 “Spooling down “of engine can be identified as follows: reduced engine noise, visible
fan or propeller speed reduction, lack of exhaust heat/thrust plume.
 If an aircraft arrives with an unserviceable anti-collision light, do not approach the
aircraft until headset communication has been established with the flight crew.
 
4.8 GROUND SUPPORT EQUIPMENT ON ARRIVING AIRCRAFT
4.8.1 Ground Power Unit (GPU)
• It is permitted to pre-position a GPU inside the ERA provided there is a marked GPU
parking position.
• Position the GPU on the appropriate side of the nose parallel to the aircraft center line
with the tow bar facing away from the aircraft as shown below.
• Set parking brake/chock the GPU.
• Example of GPU positioning

4.8.2 Cooling/Heating Units/Pre-Conditioned Air (PCA)

 Before supplying air by external source make sure that at least one cabin door is open
and remains open during air unit operation as per Mahan Air procedure.
 Make sure that a motorized ground air supply unit is not near the aircraft. The engine
exhaust pipe of the unit MUST point away from the aircraft. Heat from the unit's exhaust
can cause damage to the aircraft structure.
 Make sure there is no blockage of the hose.
As part of the fuel conservation programs of most airlines, pre-conditioned air is required at
all airports that provide on-stand pre- conditioned air.
To connect PCA:
• Open access panel.
• Connect ground pre-conditioned air unit to aircraft.
• Start up ground pre-conditioned air unit.
• On the ground pre-conditioned air unit, select the desired cooling or heating air
temperature or position the selector in the appropriate position.
To disconnect PCA
• Shut down ground pre-conditioned air unit.
• Disconnect ground pre-conditioned air unit from aircraft.
• Close the access panel.
• Retract the PCA hose to the fully stowed and secured position.
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4.9 AIRCRAFT DOORS

This section provides generic precaution and does not constitute training on opening/closing
of aircraft doors. Do not operate ANY aircraft doors unless you have been trained and
authorized to do so.
Seek assistance from maintenance personnel if any difficulty is experienced during normal
door operation.
Do not operate or leave doors open in winds exceeding those indicated in the manufacturer's
limitations.

4.9.1Cabin Access Doors

All passenger and service doors may only be opened by the crew members or the
station engineer when requested to do so by the crew.
Passenger jet ways/steps or servicing equipment (e.g. catering trucks) shall be positioned at
the aircraft prior to opening the respective doors. If passenger jet ways/steps or servicing
equipment are used, do not permit opening of the doors after positioning.
the respective doors may only be opened immediately prior to the Positioning of the
equipment at the aircraft;
The door safety strap must be attached in this case. Before passengers are allowed to
disembark, a clearance must be given for the respective passenger jet ways or steps.
Passenger jet ways /steps or servicing equipment (e.g. Catering trucks) shall be removed from
the aircraft only after the responsible ground handling staff has given respective information to
the crew member responsible for the cabin door concerned and the door has been closed. If
passenger jet ways/steps or servicing equipment are used, do not permit closing of doors prior
to the removal of the equipment. The respective doors must be secured with door safety strap
and must be closed immediately after the equipment has been removed from the aircraft.

Cabin access doors shall only be in open position if there is an appropriate boarding device
positioned at the door. Cabin access doors may not be opened without appropriate equipment
positioned at the door.
There is a risk of falling while operating cabin doors.
Slide deployments can be fatal. If an armed door begins to open, do not attempt to hold the
door, as you risk being seriously injured or killed.

If a cabin access door is found open without a boarding device positioned at the door you
must immediately notify a supervisor or the airline representative.
• Do not attempt to close the cabin access door unless trained and qualified.
• Guard the cabin access door until a qualified person is present to close it.

4.9.2 Opening Cabin Access Doors from inside by trained crew

Ground staff should:
• Knock twice on the door from outside to indicate that a boarding device is properly
positioned outside a door to be opened and that the door swing area is free of
obstructions.
• Stand clear of the door and wait for the cabin crew to open.
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• (As applicable) Assist cabin crew with moving the door to the fully opened position and
engaging the gust lock as necessary.

4.9.3 Opening of Cabin Access Doors from Inside by Authorized and Trained Ground
Staff
• Check that the door is disarmed.
• Check that all indicators show that it is safe to open the door.
• Check visually that a boarding device is positioned at the door.
• Open the door slowly and carefully in accordance with the instructions and markings
labeled on the door, and the respective aircraft type specific instructions, and/or your
training.
• There should be a need to partially open a door solely for the purpose of galley trash
bin servicing an external boarding device need not be in position. Do not move the door
more that required for the removal and refit of the bin.

4.9.4 Opening Cabin Access Doors from Outside with Crew/Ground Staff on Board
• Look for indications that the door is disarmed.
• Check that all indicators show that it is safe to open the door.
• If there is no indication from the cabin crew that the door is disarmed, knock twice on
the door and repeat the previous step.
• If there is still no indication from the cabin crew that the door is disarmed, contact the
Pilot-in-Command via an open cockpit window or the aircraft interphone system.
• If there is no cabin crew on board and the red/orange streamer is visible across the
interior of the door window, then do not open the door. Instead, seek assistance from
airline personnel.
• If you cannot confirm that the door is disarmed, DO NOT OPEN THE DOOR.
• Once you confirm that the door is disarmed, open the door slowly and carefully in
accordance with the instructions and markings labeled on the door, and the respective
aircraft type specific instructions.
• If integral air stairs (other than those permanently affixed to a boarding door) are to be
used, slightly open the door until the air stairs are fully extended.
• Move the door to the fully opened position and engage the gust lock.

4.9.5 Opening Cabin Access Doors from Outside with no Crew/Ground Staff on Board
• Look for indications that the door is disarmed.
• Check that all indicators show that it is safe to open the door.
• If you cannot confirm that the door is disarmed, DO NOT OPEN THE DOOR.
• Once you confirm that the door is disarmed, then open the door slowly and carefully in
accordance with the instructions and markings labeled on the door, and the respective
aircraft type specific instructions.
• If integral air stairs (other than those permanently affixed to a boarding door) are to be
used, then slightly open the door (ajar) until the air stairs are fully extended.
• Move the door to the fully opened position and engage the gust lock.
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4.9.5 Embarkation or Disembarkation through Cabin Access Doors

Before allowing passengers or crew embarkation or disembarkation via a cabin access door,
ensure that the boarding device is properly positioned at the door, and if stairs or integral air
stairs are to be used, that both guard rails (if applicable) are extended.

4.9.6 Closing Cabin Access Doors

• Make sure service doors are closed immediately after servicing is completed.
• Receive confirmation from the crew that the cabin access door(s) may be closed for
departure.
• Before removing the last boarding device from an aircraft, inform any ground staff
onboard the aircraft that the last cabin access door is being closed and the last
boarding device is being removed from the aircraft.
• Look for any possible obstructions around the door area and remove them.
• Make sure the door gust lock is released and assist the person closing the door by
moving it to the ajar position.
• If the cabin access door cannot be closed with the boarding device connected, then the
operation must be performed from inside the aircraft with extra vigilance and without
assistance of ground staff outside the aircraft.
• Do not remove the boarding device from the aircraft until the door is fully closed and
locked.
• If stairs were used at a cabin access door, then retract the stair handrails if necessary
to close the door.
• Remain at the top of the stair platform until the door is fully closed, and then descend
the stairs before they are moved.
• Close the door slowly and carefully in accordance with the instructions and markings
labeled on the door, and the respective aircraft type specific instructions.
• Before leaving the vicinity of the door, confirm that the door is properly seated flush
with the surrounding airframe and that the exterior door handle is flush with the surface
of the door.
• Seek assistance from aircraft maintenance personnel any time a door malfunction
occurs.
• Do not retract equipment stabilizers in advance of the cabin door being fully closed.
• Before retracting equipment from the door, check to ensure the maneuvering area is
clear of all obstructions and personnel.
• If a passenger boarding stairs unit is used, then retract the passenger stairs canopy.
Move the equipment to its approved parking position and engage any applicable
restraints (such as closing the door on the passenger boarding stairs opening).
• Visually inspect the cabin access door and the surrounding fuselage for signs of
damage, particularly in any area where the boarding device was in contact with the
aircraft. If damage is discovered then immediately report it to aircraft maintenance
personnel, and if available the pilot in command.

4.9.7 Re-Opening Cabin Access Doors

If a cabin access door is not closed properly then it must be re-opened and re-closed. Other
situations when cabin access doors may need to be re-opened include the following:
• Subsequent delivery of catering and/or supplies, after the passenger boarding devices
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have been removed, OR

• Re-connecting of passenger boarding devices after the initial removal.
If there is no crew on board the aircraft, follow the applicable OPENING CABIN
ACCESS DOORS procedures.
• Once the cabin access door has been closed in preparation for departure, do not
attempt to re-open any aircraft door without the authorization of the flight crew.
• If you believe a door must be re-opened, you must notify the flight crew through an
open cockpit window or use the flight interphone system.
• If the crew requires a door to be re-opened, they will notify ground staff.
• Regardless of which party requested that the door be re-opened, once the flight crew
gives clearance for the door to be re- opened, follow the actions/steps in: Opening
Cabin Access Doors.
• If authorization to re-open the door is not granted, do not attempt to re-open the door
unless clearance given by the flight crew.

4.10 AIRCRAFT DEPARTURE 

A departure is normally conducted with a dialogue between flight crew and ground staff in
charge of the departure via an interphone. This procedure ensures the highest level of
safety during departures based on a precise exchange of information. The ground agent in
charge of the departure operation remains in continuous contact with the flight crew and is
responsible for the ground maneuver.
The scope of this departure procedure is limited to conventional tow bar and towbar less
pushback operation.
NOTE: The term “headset” also applies where an interphone system is used.

4.10.1 Wheel Chock Removal

Headset Operator:
 Via the interphone, request chock removal approval from the flight crew, and confirm
the aircraft parking brakes are set.
 Check all GSE have been disconnected from the aircraft.
 The passenger boarding stairs have been retracted from the aircraft, if applicable.
 for towbarless tractor operation , check that equipment is fully secured to the applicable
landing gear and parking brakes are set on the tractor , if applicable :
 remove chocks at applicable gear only and leave remaining chocks in place until
departure
 Nose gear wheel chocks may be removed without notification for the purpose of
tractor connection provided the main gear wheel chocks are still positioned ( except
for main gear towbarless tractor)
 Give clearance to ground staff to remove chocks.
 Relay ‘Chocks Removed’ hand signal to the flight crew, and ensure the flight crew
repeats the ‘Chocks Removed’ hand signal as an acknowledgement.
NOTE: if a chocks is stuck, the responsible personnel remove it by tapping it with a spare
chock or moving the aircraft after the aircraft brakes have been released.
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Responsible personnel stow chocks in their designated stowage place:

Nose gear wheel chocks may be removed without notification provided the main gear wheel
chocks are still positioned. Once high wind or icy conditions have passed, any additional
chocks that were added to the aircraft may be removed so that chock placement reverts to
that for normal conditions.
If hand signals are used the person performing the hand signal must:
 Be in continues visual communication with the flight crew throughout the pushback
 display the ‘Set Brakes’ hand signal;
 receive confirmation from the flight crew when they display the ‘Brakes’ hand signal
in response;
 display the ‘Chocks Removed’ hand signal;
 Receive confirmation from the flight crew .do not remove chocks until confirmation of
the flight crew is received.

4.10.2 Action Prior to Departure

Prior to departure of the aircraft, make sure that:
• the ramp area is clear of all FOD and any loose articles;
• the apron surface condition is sufficiently free of ice, snow, etc., to ensure safe aircraft
movement;
• the ramp area is free of objects/obstacles which may be impacted by the aircraft or
may endanger others due to jet blast effects;
• all persons not involved in the aircraft departure operation must remain clear of the
departing aircraft, behind the ERA;
• additional ground staff such as Wing Walkers are present (if applicable/required);
• Verbal communication with flight crew is established by means of an interphone
system, Departures using marshalling hand signals without any headset
communication are only conducted in exceptional cases.
 In the event an ASU is required for engine start, communicate with the flight deck crew
ASU positioning and engine start sequence.
NOTE: prior to connecting the tractor to the aircraft, the tractor may be parked in front of the
aircraft or outside of the ERA, but never behind the wings.
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4.10.3 Pre-Departure Table

Prior to aircraft movement, the responsible ground staff (Head set operator) must ascertain
that the following requirements are met:
Legend: TT–towbar tractor TBL–towbarless tractor PPU–powered push unit
APPLICABLE TO

ACTION PUSHBACK TOWING TAXI OUT

  TT TBL PPU TT TBL
The required Pre-Departure Servicing Checks are complete. X X X X X X
Fire protection devices are available and correctly positioned (as per local X X X X X X
rules).
Communication with flight crew is established via the interphone X X X X X X
system.
The path and area that the aircraft is moving towards is clear of X X X X X X
objects (FOD) ensuring safe aircraft movement.
The stand surface condition is sufficiently free of ice, snow, etc., to X X X X X X
ensure safe aircraft movement.
The GSE is outside the ERA, and Loading bridge is fully retracted (if X X X X X X
applicable).
If an Air Start Unit is required, check the equipment is ready and X X X     X
suitable for the operation.
Wing Walkers are present (if applicable). X X X X X
The air intake and blast areas of the aircraft engines are clear of X X X     X
persons and obstacles, such as ground support equipment.
The bypass pin is installed correctly (if applicable). X X X X
Nose gear steering torque links are disconnected. (if applicable) X X X X
All persons involved in the aircraft movement stay well clear of the X X X X X  
danger areas around the tractor, landing gear and aircraft engines.
A qualified brake operator is in the cockpit. X X
Wheel chocks are not removed from MLG until Flight Deck has confirmed X X   X X  
that Aircraft parking brake is set, the tractor is fully secured to NLG and the
parking brake of the tractor is set.
Wheel chocks are not removed from the NLG until the powered push unit     X      
(PPU) is fully secured to the MLG and its parking brake is set.
The tractor and shear pin combination (if applicable) are suitable for the X X  
operation, considering the aircraft type and weight, the weather and
surface conditions.
The completion of these requirements is indicated to the Flight Deck by X X X X X
means of the announcement “GROUND READY FOR PUSHBACK” via
interphone.

4.10.4 Pre-Departure Walk around Check

The pre-departure walk around check includes, but is not limited to, ensuring the following:
• The apron is clear of all FOD items that may cause aircraft damage or pose a risk.
• All GSE and passenger boarding devices are detached.
• The stand area is clear of obstructions. GSE and vehicles are positioned clear of the
aircraft path.
• Adequate clearance exists between the aircraft and facilities or fixed obstacles along
the aircraft movement path.
• All aircraft servicing panels and/or hatches are closed and secured (except - external
power and headset panels).
• Cabin/cargo doors
 handles are flush with the fuselage;
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 There is no visible damage on the aircraft, particularly around cabin and cargo doors.
• Any abnormalities on the aircraft observed (e.g. obvious damage, fluid leakage)are
immediately brought to the attention of the pilot in command and maintenance.
• Landing gear safety pins are removed.
• There are no obvious signs of unmarked dents or other skin panel damage.
 If any of the above conditions or actions are not met, inform your supervisor,
maintenance and the pilot in command. This may affect the safety of the intended
flight.
NOTE:
 In the event of aircraft returning to stand, the pre departure walk around check must be
repeated.
 It is essential to have adequate lighting when doing the walk around check. If the lighting
is insufficient, use a torch.

4.10.5 Communication Requirements

4.10.5.1 Communication during Engine Start
Coordinate the engine starting sequence with the flight crew by conducting a pre-departure
briefing and refer to Mahan Air procedure for specific engine start procedures.
• During the engine start communicate with the flight crew only if you observe
circumstances that require immediate notification and action by the flight crew.
• In case of starting up with an ASU, supply the pressure at the request of the flight
crew, immediately before the startup of the engine.
NOTE: from the captain‘s seat facing forward, engine on his/her left is referenced as engine
number one.

4.10.5.2 Communication during Engine Fire

Engine Fire
The Flight Crew normally detects an engine or APU fire and will take action using the engine
fire extinguishing system. However, alert the flight crew immediately via the headset if flames
are noticed from the engine or engine pylon.
In the event that a headset is not available, the appropriate “Fire” hand signal must be used.
(Refer to the Marshalling Hand Signals section in this chapter)

Tailpipe/Exhaust Fire
If you notice flames from the engine tailpipe during engine starting, alert the flight crew
immediately, as such a fire might not be detectable via temperature sensors and/or fire
warning systems in the aircraft.
Do not fight engine fires with fire extinguishers on the ground when the flight crew is in the
flight deck. The flight crew will take all necessary action.

4.10.6 Departure Communication

Departure communication outlined in this section is a basic standard for both pushback and
open ramp (taxi out) departures.
This specific dialogue does not forbid the exchange of additional important information
between flight crew and ground staff using non-standard phraseology (e.g. request for
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authorization to disconnect ground support units etc.)

NOTE:
 If the pushback must be stopped, the following call will be made: STOP PUSH BACK.
 Where applicable, use “pull out” instead of “pushback”.
 Only engage the towbarless tractor and lift the aircraft once the passenger boarding
devices has been removed from the aircraft and the flight crew has requested for
pushback.

4.10.6.1 Departure Communication Dialogue

The following dialogue is a sample communication to be used for a departure:
Dialogue between Ground Staff and Flight Crew

Phase Ground Staff Flight Crew

 
Call: CONFIRM PARKING BRAKES ARE SET. Reply: PARKING BRAKES SET.
   
  Call: CONFIRM BYPASS PIN INSTALLED.
 
  (except main gear pushback)
   
Preparation Reply: BYPASS PIN INSTALLED & CLEARED TO  
PRESSURIZE (IF APPLICABLE)  
Reply: ROGER BYPASS PIN INSTALLED,
PRESSURIZING (IF APPLICABLE)
After completion of Call: PRE-DEPARTURE CHECKS Reply: ROGER.
the predeparture COMPLETED, GROUND READY  
servicing checks (TOWBARLESS) STANDBY or
   
CLEAR TO START ENGINE(S) (FOR YOU MAY LIFT THE AIRCRAFT.
OPEN RAMP DEPARTURE ONLY)
(TOWBARLESS) or

[STARTING ENGINE(S)...]
    Request pushback [and engine start]
    clearance from ground control.
    After clearance received:
   
Call: READY FOR PUSHBACK
     
  Call: RELEASE PARKING BRAKES or  
Pushback [and LIFTING COMPLETED, RELEASE  
engine start] PARKING BRAKES  
(TOWBARLESS) When brakes are released:
 
  Reply: PARKING BRAKES RELEASED
Call: COMMENCING PUSHBACK [AND  
CLEAR TO START ENGINE(S)...] [Reply: STARTING ENGINE(S)...]
  When parking brakes are set:
Call: PUSHBACK COMPLETED, SET
 
PARKING BRAKES.  
   
Pushback Reply: PARKING BRAKES SET
   
completed
   
Tractor is disconnected and positioned in Call: YOU MAY DISCONNECT.
view of the flight deck.
 
  Reply: DISCONNECTING, HOLD POSITION AND Reply: HOLDING POSITION AND STANDING BY FOR
  WAIT FOR VISUAL SIGNAL ON YOUR VISUAL SIGNAL TO MY LEFT/RIGHT.
LEFT/RIGHT.  
Clearance to Taxi
Disconnect headset and give the ‘All Clear’ hand Acknowledges “All Clear” signal.
signal. (‘All Clear’ signal includes showing the steering (Taxi clearance may only be requested after the ‘All Clear’
bypass pin) signal is received)

NOTE: in case of taxi- out the phases “pushback” and “pushback completed “ in the above
table will not be performed.
 
 
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4.10.6.2 Items to be communicated between Ground Staff and Flight Crew

communication between Ground Staff and Flight Crew
Phase Task Ground Staff Action
Departure Preparation GPU removal When instructed by flight crew, remove GPU.
Towbar/Towbarless 1. Get confirmation that the aircraft's parking brake is set.
Tractor connection 2. Get confirmation that the nose wheel steering is depressurized– if
applicable.
3. Advise flight crew that the lockout pin is inserted–if applicable.
4. With p e r m i s s i o n f r o m t h e f l i g h t c r e w , c o n n e c t t h e
t o w b a r / tractor.
5. With permission from flight crew, raise the nose (towbarless
only).
Chock removal 1. Get confirmation from flight crew that aircraft parking brakes are
set.
2. Remove chocks with permission from flight crew.
Pre-departure check Advise the flight crew that the pre-departure check has been
completed or if something is not as expected.
Engine Start Starting engines When requested by the flight crew, advise when the engines may be
started.
ASU When requested by the flight crew, signal to the ASU operator to
supply the required pressure.
Pushback Brakes Get confirmation that aircraft's parking brakes have been released.
[and engine start] Movement of the aircraft Get permission from flight crew, then commence the pushback.
(pushback/pull out)
Direction of push/nose If applicable, ask in which direction the aircraft has to pushed/in
which direction the nose should point after pushback.
  Engine start When requested by the flight crew, advise when the engines may be
started.
Pushback completed & Towbar/Towbarless 1. Get confirmation that the aircraft's parking brake is set.
Engine start completed Tractor disconnect 2. Get p e r m i s s i o n f r o m f l i g h t c r e w t o l o w e r t h e n o s e a n d /or
disconnect the towbar.
3. Remove the steering bypass pin–where applicable.
4. Get permission from the flight crew to remove any remaining
chocks.
  Headset removal 1. Get permission from flight crew to disconnect the headset.
2. Advise flight crew to hold position and wait for visual signal at
left/right of the aircraft.
Departure “All Clear” signal 1. Display the steering bypass pin–where applicable.
2. Give the “All Clear” signal when the path of the aircraft is clear of
all obstacles.
3. Get acknowledgement of “All Clear” signal.

4.10.6.3 Departure Communication without Interphone

An aircraft departure must always be conducted using interphone communications.
In the event that the interphone becomes unserviceable or under extreme circumstances
where the interphone is not available, you must use conventional hand signals.
Prior to departure a briefing must be held between the Captain and the ground agent
responsible for the departure, including:
 Review of departure specifics, e.g. direction of movement, final positioning, and taxi out
direction;
 The hand signals to be used, including emergency signals.
Read back all given instructions or acknowledge them in a manner clearly indicating that they
have been understood and will be complied with.
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4.10.7 Preparation for Pushback

This section is also applicable to pull-out using applicable equipment.

4.10.7.1 Pre Departure Communication

An aircraft departure must always be conducted using interphone communication. In the event
that the interphone becomes unserviceable, you must use conventional hand signal. Prior to
departure a briefing must be held between the captain and ground agent responsible for the
departure, including:
 Review of departure specifics, e.g. direction of movement, final positioning, and taxi out
direction.
 The hand signals to be used, including emergency signals.
 Repeat all given instructions or acknowledge them in a manner clearly indicating that
they have been understood and will be complied with.

4.10.7.2 Connecting to pushback

The pushback vehicle is connected as follows:
 Aircraft main gear chocks installed, nose gear chocks removed–if applicable;
 Approach nose gear parallel to fuselage;
 Use a spotter to assist in the final approach to nose gear:
 Tractor & Towbar:
– Connect towbar to nose gear first.
– Raise towbar so that its head is at same height as the tractor connection.
– Approach slowly until connection aligns and secure connection to tractor
– Raise towbar wheels
– Select “Neutral” or “Park” and set parking brake.
 Towbarless tractor:
– On final approach to aircraft, the tractor must be properly aligned ad correctly
positioned.
– Position Towbarless tractor to standby for lifting and wait for clearance from flight
deck to lift, if applicable.
– Select “Neutral” or “Park” and set parking brake.
NOTE: Do not remove the main landing gear chocks until:
All GSE–with the exception of the boarding passenger stairs(s), GPU, PCA, and ASU is
removed from the aircraft, the pushback vehicle is connected to the aircraft and the parking
brakes of both the pushback vehicle and the aircraft are set.

4.10.8 Aircraft Pushback

This section is also applicable to pull-out using applicable equipment

4.10.8.1 Pushback Requirements

All staff walking on ramp must remain clear of:
 aircraft nose gear throughout the pushback operation;
 the tractor's path;
 Engine danger areas.
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4.10.8.2 Pushback & Pull Forward

If an aircraft is to be pulled forward after pushback and engines started, care and special
precautions must be taken to reduce the risk of the aircraft's engine thrust causing damage
to the nose gear and towbar when stopping the aircraft at completion of maneuver.
Special precautions include gentle application of brake, engine at idle thrust, towing operation
at lowest gear available.

NOTE: When using a towbarless tractor:

Do not lift the aircraft when loading equipment and/or a passenger boarding device is still
connected to the aircraft.

4.10.8.3 Ground Crew in Charge of Pushback

The responsible ground crew is defined as the person performing the communications with
the flight crew.
A responsible ground crew must be in charge of each aircraft pushback. This function can
be performed by different agents in different roles and positions.
Responsible ground crew for the departure will:
 be in charge of the entire pushback, once clearance to begin pushback has been given
by the flight crew;
 ensure that the towbar/shear pin/towbarless tractor is suitable for the specific aircraft
type;
 conduct briefings with all persons involved in the aircraft movement to review
and confirm how the aircraft will be maneuvered;
 be in continuous communication with flight crew by interphone;
 have ultimate responsibility to review pushback procedures based on conditions he/she
observes and must inform the flight crew
 if ramp conditions are below standard for a normal pushback (e.g. hazards, obstacles,
slippery or icy) then:
 He/she will inform the flight crew that engine start clearances will not be given until
either:
– the aircraft is moving over an area of the ramp where the conditions are considered
to be safe for an engine start; OR
– the pushback has been completed, the aircraft has come to a complete stop and
the parking brake has been set;
 ensure that the nose gear steering bypass pin is installed prior to towbar connection to
aircraft;
 connect the interphone and conduct a communication check to:
 verify the communication system is functional;
 update flight crew on progress of the ramp operation;
 Request permission & disconnect ground power after verbal approval is received
from flight crew.
 conduct a Pre-Departure walk around;
 signal “All Clear” to pushback tractor driver and wing walkers (if applicable) once
advised by flight crew that the aircraft brakes have been released and approval for
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pushback given by flight crew

 be positioned either inside tractor or walking on apron adjacent to nose gear;
 monitor the interphone during the pushback and communicate with the flight crew as
required;
 Advice the flight crew if for any reason it is not safe to start an engine and stop the
engine start (the flight crew may advise as each engine is being started);
 Advice the flight crew to set aircraft brakes at end of pushback. Once confirmation
from the flight crew has been received, give the brakes set signal to the tractor driver
and wingwalkers (if applicable).
 Give visual signal to the tractor driver and wingwalkers (if applicable) that it is clear
to disconnect towbar after flight crew advises that engines were started normally and
the ramp is clear to disconnect the towbar.
 Disconnect the headset and close the access panel on the aircraft once the clearance
has been given by flight crew and the towbar has been disconnected.
 Remove the nose gear steering bypass pin (if applicable) and ensure the swing lever is
returned to the proper position.
 After headset, towbar and steering bypass pin are removed, close and latch all access
panels and then move to designated position to conduct final departure marshalling.
 Ensure verification of pin removal has been completed- if applicable -show the “All
Clear Taxi” signal.
 Give the “All Clear to Taxi” signal once eye contact has been made with
the flight crew and they are expecting the signal. In low-light conditions
the flight crew will turn on the interior lights of the flight deck.
 Remain in position until an acknowledgement from the flight crew is received and the
aircraft begins to taxi.
 The flight crew (or brake operator) must be notified immediately:
 in the event any connection between the tractor and the aircraft is lost during aircraft
movement;
 To stop the aircraft movement using gentle brake application if the aircraft is about
to overtake the tractor while towing.
 If the nose wheels are not in the centered position, they can turn quickly to their centered
position when the bypass pin is removed. Personnel injury could result. Do not
disconnect the interphone communication cable until after the towbar (or towbarless
tractor) has been disconnected from the nose gear.

4.10.9 Wing walker

Wing walkers or other assist personnel during a pushback are not a universal requirement.
The presence of such personnel may also be controlled or restricted by civil aviation
authorities or local airport authorities.
If wing walkers are not being utilized in the operation for any of the above reasons, all
references in this section shall be ignored.
Wing walker or other assist personnel must:
 be under the direction of the responsible ground crew at all times;
 use 2 marshalling wands, either day-wands or illuminated wands for low visibility
operations;
 be positioned for departure as follows:
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 Approximately 1 meter outboard of the wingtip.

 In line with the rearmost main gear wheel.
 Must maintain visual contact with person responsible for pushback/towing.
 Ensure the aircraft movement path is clear of any obstructions, other aircraft, vehicles
etc.
 Provide “Safe to Proceed” clearance signals at all times to the tractor driver by using
a distinct “Pendulum” motion of the arm.
 continue to monitor the aircraft path until the aircraft is stopped at the departure point;
 Position themselves in clear visibility of the flight crew on the terminal side, at a safe
distance away from the aircraft (either at the 11 o'clock or 1 o'clock position).
 Give the “AIRCRAFT HOLD” signal to the flight crew when the visual “Brakes Set”
signal has been received from the responsible person for pushback.
 remain in position until the responsible ground crew walks over to take over the
marshalling clearance of the aircraft;
 Return to terminal once marshalling duty has been transferred.

4.10.10 Tractor Driver

The pushback tractor driver will:
 align the tractor or tractor and towbar combination with the center line of the aircraft
before the aircraft movement;
 completely raise the towbar wheels before the start of the aircraft movement (if used);
 standby for clearance to push communication from flight crew or responsible ground
crew;
 select appropriate gear on tractor and slowly begin movement;
 prior to the aircraft movement, make sure that the parking brakes are released and
the anti-collision lights are switched on (depending on the local airport regulations);
 start the pushback operation on a straight line;
 keep the maneuvering speed to a minimum, and apply the vehicle brakes gently;
 Scan the apron during pushback, monitor clearances and wing walkers (if applicable)
to ensure that aircraft is moving clear of all obstructions. Be prepared to stop;
 Ensure during pushback the steering turn limits are not exceeded and advise flight
crew if any are exceeded, Damage to nose gear will occur.
 If responsible ground crew on interphone is walking on ramp, maintain visual
contact and ensure a safe distance is maintained from the nose gear during entire
pushback;
 If the responsible ground crew is too close to the nose gear, the pushback must be
stopped and a review of the required safety clearance conducted.
 set brakes on the tractor once pushback is completed;
 Maintain the brakes on the pushback until the release signal is received from the flight
crew or responsible ground crew on interphone;
 wait for flight crew or responsible ground crew on interphone to give the “Aircraft Brakes
Set” signal;
 release the tractor brakes and put the gear selector in “Neutral” after aircraft brakes
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have been set, to release any pressure on the towbar;

 position the tractor in the aircraft's path and be visible to the flight crew (if possible)
after the towbar has been disconnected from the tractor;
 remain in position visible to the flight crew until the headset operator has disconnected
and is in view of the flight crew;
 Drive tractor back to terminal or appropriate parking position.
 If the nose wheels are not in the centered position, they can turn quickly to their centered
position when the bypass pin is removed. Personnel injury could result.
4.10.11 Open Ramp Departure
An open ramp is a taxi-in and taxi-out operation area.in some locations, the aircraft may be
towed from an open ramp to a taxiway, prior to engine start.
 Complete all pre-departure checks.
 Refer to departure communication section and follow required phases of dialogue.
 Ensure all staff and equipment is clear of the aircraft behind the ERA.
 Position for marshalling in an area behind the ERA while being in clear view of the
flight crew on either side of the aircraft (depending on facility).

4.10.12 Maneuvering During Adverse Weather Conditions

During adverse weather conditions (fog, rain, etc.) visibility and traction will be affected.
The Tractor Driver must reduce and adapt vehicle speed as required by the present conditions.

4.10.12.1 Icy Conditions

When maneuvering the aircraft on slippery apron surfaces, extreme caution is required to avoid
losing control of the tractor due to skidding. Many elements can contribute to the hazards
involved such as strong winds, slippery road surfaces, pavement slopes etc.
Observe the following minimum precautions:
 Avoid sudden turns, deceleration or acceleration.
 Except when using an Air Start Unit, do not start aircraft engines unless:
 The condition of the pavement is such that reasonable traction is ensured;
 The aircraft parking brakes are set and the aircraft is disconnected from tow
tractor/towbarless tow tractor.

4.10.13 Nose Gear Steering

Each aircraft type has specific requirements for the bypass of the nose gear steering
mechanism.
NOTE: The bypass pin must be:
 labeled with the specific aircraft type(s) for which it can be used;
 identified with a “Remove Before Flight” streamer;
 Checked regularly for proper technical condition, or as per manufacturer instructions.

4.10.13.1 Nose Gear Protection and Steering Angles

In order to protect the nose gear from damage, visual turning limit markings indicate the
aircraft's maximum nose gear steering angles. .
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NOTE:
 In the event of exceeding the maximum nose gear steering angle, inform the
maintenance department and flight crew, if applicable, and request a technical
inspection. The aircraft must return to the parking stand in order to check whether the
gear is damaged.
 When using a towbarless tow tractor equipped with either an over steer warning or over
steer protection device, verify the visual turning limit markings at all times to prevent
exceeding the maximum nose gear steering angle.
 When using a towbarless tractor on an aircraft, the “over steering” or “over torque”
system of the tractor must be operative.

4.10.14 Anti-Collision Lights

On a standard departure, once all aircraft doors are closed, the flight crew requests
pushback clearance from ATC. Once clearance is obtained the flight crew will switch on the
aircraft's anti-collision lights.
Anti-collision lights that are switched on are a visual indication to ground staff of imminent
engine start-up or aircraft movement. Vehicle traffic must stop until the aircraft has departed
from the area.

4.10.15 Engine Cross Bleed Start

Engine start using cross bleed can only be performed once the pushback has been
completed, the aircraft brakes have been engaged, and the area around the aircraft is clear.
NOTE: With engine(s) above idle thrust, blast and suction effects are greater.

4.10.16 Re-Establishing Communication after Departure

This procedure is to be used in case the ground staff or flight crew wishes to re-establish
interphone communication after it has been disconnected.

4.10.16.1 Initiated from the Cockpit

The flight crew sets the parking brake and re-establishes communication with ground staff via
company channel or ATC. If visual communication with responsible ground agent is still
established then visual signals may be used.

4.10.16.2 Initiated from the Ground

If ground staff needs to re-establish communication with the aircraft after dispatch,
do NOT approach the aircraft. If communication cannot be established using hand signals,
make contact via company channel or through ATC.
When preparing to re-establish communication with aircraft, take the following precautions:
 Make sure you have been seen by the flight crew and the intention to approach the
aircraft to re-establish interphone communication is understood.
 Approach the aircraft from the direction where visual contact with the flight crew is
maintained as long as possible.
 Only the person establishing the interphone communication shall approach the aircraft.
 Stay outside the aircraft's engine danger area when approaching the aircraft.
 If possible, position pushback tractor in front of aircraft in clear view of flight crew to
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act as a safety barrier and prevent premature movement of the aircraft.

 For safety reasons, the interphone communication system cannot be used when there
is thunderstorm activity over the airport as there is a risk of electrical discharges
between the aircraft and the interphone system. Under these conditions communication
headsets cannot be worn.
4.10.17 Interphone Communication Failure
Aircraft pushback requires a communication interphone. In the event the interphone becomes
unserviceable or communications is lost, the following procedure must be followed:
 In case of a single person operation and if no other means of communication are
available, stop the movement (depending on local situations and regulations) and
immediately request assistance to continue the movement.
 In case of multiple person operation then communication with the flight crew will be
established using hand signals as described in this chapter. The tractor driver must
be able to receive the visual signals as relayed from the flight crew. Once hand signal
communication has been established the pushback can resume.
 Notify ATC (if radio available) and continue the movement in co-operation with ATC,
depending on local regulations.

4.10.17.1 during Towing

If during the tow the interphone fails, the tow must immediately be stopped and an alternate
means of communication established before continuing. If this is not possible, assistance must
be requested.

4.11 AIRCRAFT TOWING

4.11.1 Aircraft Towing Requirements
The following requirements must be met to perform an aircraft tow:
 Ensure hydraulic system pressure for aircraft braking and/or the brake accumulator is
within required pressure range. Refer to the operating airline's GOM for each aircraft
type for more detail.
 Ensure any required electrical systems for towing are energized.
 Ensure all gear safety pins/sleeves are installed, and after tow, ensure all pins are
removed and stowed. Refer to each airline's GOM for procedures regarding gear lock
pin responsibilities and requirements.
 Make sure a qualified brake operator is in the cockpit.
 Establish communication with the brake operator by means of the interphone system.
 Make sure wheel chocks are positioned at the end of the maneuver, prior to
disconnecting the towbarless tow tractor or towbar.
 Inform the brake operator/flight crew and/or contact the maintenance department for
technical inspection if you: observe any type of excessive fluid leakage;
 notice any signs of unmarked aircraft damage;
 Observe any fault, failure, malfunction or defect which you believe may affect the safe
operation of the aircraft for the intended flight.
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4.11.2 Towing Maneuvering

The towing maneuvering procedure is similar for all aircraft types. The following minimum
safety precautions and procedures must be followed prior to and during aircraft towing
operations:
 Align the tractor or tractor and towbar combination with the center line of the aircraft
before the aircraft movement.
 Completely raise the towbar wheels before the start of the aircraft movement (if used).
 Prior to the aircraft movement, make sure that the parking brakes are released and
the anti-collision lights are switched on (depending on local airport regulations).
 Wait for the authorization of the flight crew or brake operator before moving the aircraft.
 Start the pushback operation on a straight line.
 Keep the maneuvering speed to a minimum, and apply the vehicle brakes gently.
 Do not exceed the towing speed limit as regulated by the towing equipment, aircraft
and/or airport.
 Use relevant apron lines as guidance during maneuvering to ensure safe obstacle
clearance.
 Keep a minimum safety distance between vehicles sufficient in which to stop.
 Stop 50 m/55 yd. before a taxiway intersection, if a stop is required.
 Avoid sharp turns, which results in excessive tire scrubbing.
 Make all stops smoothly.
 When arriving at the allocated position, move the aircraft in a straight line for a few
meters to ensure that the nose wheels are in the straight ahead position. This relieves
any torsional stress applied to landing gear components and tires.
 Apply the tractor parking brake after a complete stop.
NOTE: Some of these precautions may not be applicable to towbarless vehicles.

4.11.2.1 Towing Preparation

The following checklist is to be used in preparation for an aircraft tow.
  Performed by
ACTION
Brake Tractor
Operator Driver
Apply the cockpit checklist for towing. 
Connect and test the interphone link. 
Insert the bypass pin.  
Give permission to connect the towbar and tractor or towbarless tractor after applying the aircraft parking brake.   
Connect the towbar; first to the aircraft, then to the tractor. 
Before connecting the towbarless tractor, ensure the aircraft main landing gears are symmetrically chocked. 
Connect the tractor or towbarless tractor and set the parking brake. 
Once all GSE has been cleared away from the aircraft, remove or check removal of aircraft chocks. 
Switch on the external and anti-collision lights of the aircraft. 
Contact the Control Tower for clearance to start moving the aircraft (depending on local regulations).  
After receiving the clearance, release the aircraft parking brake. 
Give clearance to the Tractor Driver to start moving the aircraft. 
Request confirmation from the Brake Operator that the aircraft parking brake has been released. 
Conduct tow. 
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4.11.2.2 Towing Completion

The following checklist is to be used at the end of an aircraft tow.
Performed by
ACTION
Brake Tractor
Operator Driver
Set tractor parking brake. 
Request Brake Operator to set the aircraft parking brake. 
Inform the Control Tower that towing is completed and the frequency will be left(depending on local regulations).  
Set the aircraft parking brake and check the pressure. Inform the Tractor Driver: PARKING BRAKE SET, 
PRESSURE CHECKED.
Chock the aircraft main landing gear. 
Switch off the external and anti-collision lights of the aircraft. 
Inform Brake Operator: AIRCRAFT CHOCKED. 
Request permission from Brake Operator to disconnect the towbar or towbarless tractor. 
Give permission to disconnect the towbar or towbarless tractor. 
Disconnect the towbar or towbarless tractor and remove the bypass pin. 
Chock the aircraft. 
Inform: TOWBAR/TRACTOR DISCONNECTED. 
Release the aircraft parking brake and inform: PARKING BRAKE OFF. 
Check and inform: AIRCRAFT STABILIZED. 
After permission from the Brake Operator, shut down and disconnect the tractor GPU. 
Install and connect a GPU. 
Remove and stow gear safety pins in the dedicated location. 

 
 
 
 
 
 
 
 
 
 

 
 
 
 
 
 
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4.11.3 Incidents during Towing

Brake Tractor Driver
VHF Communication Failure
  • Stop aircraft/tractor set immediately.
• Apply tractor parking brake.
• Advice Towing Regulation and wait for assistance (Follow me before
completing the towing).
Tractor Failure
• Inform ATC. • Stop aircraft/tractor set.
• Apply parking brake. • Inform ATC (towbarless towing with one man operation).
• Listen to VHF and wait for assistance. • Apply tractor parking brake.
• Chock the aircraft.
• Listen to VHF (towbarless towing with one man operation).
Coupling Break Off
• Brake the assembly by stepping on both brake pedals • Do not apply tractor brakes.
progressively. • Follow the aircraft path attentively and stop the tractor according to
• As soon as the aircraft is at a standstill, apply the parking brake the aircraft position.
before releasing the pedal. • Chock the aircraft.
Tractor Fire
• Inform ATC. • Inform the Brake Operator.
• Apply parking brake. • Stop aircraft/tractor set immediately.
• Move tractor away as rapidly as possible.
• Fight the fire, using the fire extinguisher.
• Chock the aircraft.

Aircraft Fire
• Inform ATC. • Stop aircraft/tractor set immediately.
• Apply the parking brake. • Move tractor away as rapidly as possible.
• Fight fire with the on board fire extinguisher. • Chock the aircraft.
• Evacuate the aircraft using on-board means, if required.
Accident with Other Aircraft or Vehicle
• Contact the Control Tower stating position and nature of • Stop aircraft/tractor set immediately.
trouble. • Apply tractor parking brake.
• Listen to VHF and wait for assistance. • Advise towing regulation.
• Do not unload or disconnect the aircraft.
• Chock the main landing gear.
The Tractor Driver and Brake Operator must continuously keep each other informed.

4.11.4 Towing Limits

 Fuel and other loads can affect an aircraft's balance. To avoid “tail tipping” during
towing, ensure that the actual center of gravity of the aircraft is forward of the critical
center of gravity. If you are unable to determine this, then you must request assistance
from a qualified weight and balance agent Mahan Air.
 Refer to respective aircraft type specific instructions for further details.

4.12 ADVERSE WEATHER CONDITIONS

Airside operation staff should follow these procedure during adverse or poor weather
conditions which may have a negative impact on aircraft handling activities and ground safety,
in the event that additional information is required, refer to supervisory staff.
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4.12.1 Winter or Slippery Apron Conditions

The following precautions to reduce accident risk must be taken:
• Take precautions to avoid water/fluid spillage.
• Avoid water and snow contamination of the aircraft by closing all entrance and cargo
hold doors as soon as possible.
• Adjust all activities and operations on the ramp to suit the conditions at the time.
• Take extra care when driving, especially approaching the aircraft. Remember that
vehicles require greater distance to stop safely.
• Operators of potable water tankers and toilet servicing vehicles must be vigilant that
there is no spillage or leakage that can lead to subsequent freezing. Care must be
taken to keep spillage and overflow to a minimum.
• Close all entrance and cargo hold doors as soon as possible and keep them closed to
avoid precipitation or snow entry into the aircraft.

4.12.2 Thunderstorms
Refer to local airport or operating airline policy. Thunderstorm communication may be
implemented in alert phases and the following represents a minimum standard.
NOTE:
 Do not wear a headset connected to the aircraft during a thunderstorm or if a warning
has been issued.
 Aircraft fueling must immediately be stopped and is prohibited during thunderstorm
activity.

When lightning is present:

• Do not communicate with the flight deck using a connected communication headset.
If necessary, communicate using standard hand signals as shown in this chapter.
• Do not stay in open areas, under the aircraft loading bridge or near any pole.
• Stop all ground handling operations.

4.12.3 High Wind Conditions

High winds pose a great risk of damage and the following minimum precautions should be
taken:
• Ensure the safety of the aircraft by installing additional chocks and removing all
equipment from around the aircraft.
• Take extreme care when opening or closing aircraft hold doors.
• Make sure parking brakes are set on all parked GSE.
• Set parking brakes and secure by additional means if necessary, all non-motorized
ramp equipment. (I.e. baggage carts and ULD dollies).
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4.12.4 High Winds Activity Table

The following actions must be taken when sustained winds and/or gusts of wind exceeding 25
KN are predicted;
Airside operational staff action RED AMBER GREEN

Secure rolling stock x x x

Secure ULD s x x x
Remove FOD x x x
Secure Pre-Conditioned Air Hoses x x x
Remove safety cones x x x
Chock aircraft landing gear x x x
Do not initiate the elevation of high lifts equipment /stairs x x
Close cargo hold /passenger doors and access panel x x
Request instructions from supervisor x x
Secure boarding bridge & position to minimize surface exposed to the direct force of the wind x x
React boarding bridge x
Park GSE closely together and adjust to building if possible x

RED: Stop All Airside Activities and Seek Shelter According To Plan.
AMBER: Confirm all rolling stock in your area is secured.
GREEN: No action required.
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Contents

CHAPTER 5. LOAD PROCEDURE ......................................................................................5 

5.1 LOAD CONTROL ..................................................................................................................................... 5 
5.1.1 Requirement ....................................................................................................................................... 5 
5.1.2 Load Control Process Flow .................................................................................................................. 6 

5.2 LOAD PLANNING ................................................................................................................................... 7 
5.2.1 Loading Instruction Report (LIR) .......................................................................................................... 7 
5.2.2 Off‐Load Instruction Report (OIR) ........................................................................................................ 8 
5.2.3 Notification to the Captain (NOTOC) .................................................................................................... 8 
5.2.4 Estimated Load .................................................................................................................................... 9 
5.2.5 Payload and Trip info ......................................................................................................................... 10 
5.2.6 Special Load Codes ............................................................................................................................ 10 
5.2.7 Load Categories ................................................................................................................................. 11 
5.2.8 Non Standard Group .......................................................................................................................... 11 

5.3 LOAD DOCUMENT ............................................................................................................................... 12 
5.3.1 Manual Load Sheet ............................................................................................................................ 12 
5.3.2 Specimen of manual load sheet and completed ................................................................................ 13 
5.3.3 Loading Instruction ............................................................................................................................ 13 
5.3.4 Specimen of a manual loading Instruction ......................................................................................... 14 
5.3.5 Specimen of a completed manual loading Instruction ....................................................................... 15 
5.3.7 Signatures ......................................................................................................................................... 16 
5.3.8 Deviations ......................................................................................................................................... 16 
5.3.9 Arrival ................................................................................................................................................ 16 
5.3.10 Specimen of Completed Computerized Info (DCS) ........................................................................... 16 
5.3.11 EDP Load Sheets .............................................................................................................................. 17 
5.3.12 Specimen of Completed EDP Load sheet ......................................................................................... 17 
5.3.13 Description of EDP Load sheet ......................................................................................................... 17 
5.3.14 Last Minute Changes (LMC) ............................................................................................................. 18 
5.3.15 LMC Limits ....................................................................................................................................... 19 
5.3.16 Standard Crew, Passenger and Baggage weights ............................................................................. 19 
5.3.17 LMC Check ....................................................................................................................................... 19 
5.3.18 Take – off fuel Adjustment .............................................................................................................. 19 
5.3.19 Departure Message ......................................................................................................................... 20 
5.3.20 Baggage ULD Requirement .............................................................................................................. 20 
5.3.21 Containerized Aircraft ...................................................................................................................... 20 
5.3.22 Bulk Loaded Aircraft ........................................................................................................................ 20 
5.3.23 Data for Weight & Balance .............................................................................................................. 20 
5.3.24 Weight and Balance Calculation ...................................................................................................... 21 
5.3.25 Bulk load ......................................................................................................................................... 21 

5.4 DCS FOR LOAD CONTROL ..................................................................................................................... 22 
5.4.1 Reports and Messages ...................................................................................................................... 22 

5.5 LOADING PRINCIPLE ............................................................................................................................ 22 
5.5.1 Exclusion from Transportation ........................................................................................................... 23 
5.5.2 Positioning Of Load at the Aircraft .................................................................................................... 23 
5.5.3 Responsibility .................................................................................................................................... 23 
5.5.4 Deadlines .......................................................................................................................................... 23 
5.5.5 Securing of Load in the Aircraft ......................................................................................................... 24 

5.6 COMPLETION OF LOADING .................................................................................................................. 24 
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5.7 FLOOR LOADING LIMITATIONS ............................................................................................................. 24 
5.7.1 Floor Contact Area ............................................................................................................................ 25 
5.7.2 Calculation, Maximum Floor Load per m2" ........................................................................................ 25 
5.7.3 Calculation of Maximum Running Load .............................................................................................. 26 

5.8 SECURING OF BULK LOAD .................................................................................................................... 26 
5.8.1 Tie‐down ........................................................................................................................................... 26 
5.8.2 Tie ‐ Down fitting ............................................................................................................................... 27 
5.8.3Tie‐Down Equipment ......................................................................................................................... 28 
5.8.4 Example of Tie‐Down Provisions in Bulk Compartment ..................................................................... 29 
5.8.5 Load Spreading .................................................................................................................................. 29 
5.8.6 Capacity of Mahan Air Tie‐Down Equipment ..................................................................................... 29 
5.8.7 Standard Tie‐Down ............................................................................................................................ 30 

5.9 UNIT LOAD DEVICES (ULD) ................................................................................................................... 30 
5.9.1 Load ability Mahan Air Unit Load Devices ......................................................................................... 32 

5.10 PALLET / CONTAINER LOADING .......................................................................................................... 32 
5.10.1 Loading Principles for Pallet Build‐Up .............................................................................................. 32 
5.10.2 Securing of Pallet Load .................................................................................................................... 33 
5.10.3 Loading Principles for Container Loading ......................................................................................... 33 
5.10.4 Securing of Container Load ............................................................................................................. 33 

5.11 SERVICEABILITY OF LOADING MATERIAL............................................................................................. 34 
5.11.1 Connecting Elements ....................................................................................................................... 34 
5.11.2 ULD from other airlines .................................................................................................................... 34 
5.11.3 Serviceability of LD 2 and LD3 Containers ........................................................................................ 34 
5.11.4 General items .................................................................................................................................. 34 
5.11.5 Roof panel, wall panel ..................................................................................................................... 34 
5.11.6 Frame profiles of wall and roof ....................................................................................................... 35 
5.11.7 Gussets ............................................................................................................................................ 35 
5.11.8 Base panel ....................................................................................................................................... 35 
5.11.9 Edge profile of base ......................................................................................................................... 35 
5.11.10 Door frames, panel stiffeners ........................................................................................................ 35 
5.11.11 Flexible door .................................................................................................................................. 36 
5.11.12 Serviceability of LD4, LD6, LD8 and LD11 containers (DQP, DQF, ALF, ALP) ..................................... 36 
5.11.13 Roof panel, wall panels .................................................................................................................. 36 
5.11.14 Frame profiles of walls and roof .................................................................................................... 36 
5.11.15 Gussets .......................................................................................................................................... 37 
5.11.16 Door frames, panel stiffeners ........................................................................................................ 37 
5.11.17 Base panel ..................................................................................................................................... 37 
5.11.18 Edge profile of base ....................................................................................................................... 37 

5.12 BUSINESS BAGGAGE LOADING ........................................................................................................... 37 
5.12.1 Loading of Business class Baggage on – Non ULD Aircraft ............................................................... 37 
5.12.2 Loading of Business Class Baggage on ‐ ULD Aircraft ....................................................................... 37 
5.12.3 business Class Transfer Baggage ..................................................................................................... 38 

5.13 QUICK TRANSFER BAGGAGE .............................................................................................................. 38 
5.13.1 Loading of Quick Transfer Baggage on ‐Non ULD Aircraft ................................................................ 38 
5.13.2 Loading of Quick Transfer Baggage on‐ ULD Aircraft ....................................................................... 38 
5.13.3 Standardization of Quick Transfer Baggage(QTB) Loading ............................................................... 39 

5.14 TRANSFER BAGGAGE ......................................................................................................................... 39 
5.14.1 Non‐ ULD aircraft ............................................................................................................................ 39 
5.14.2 ULD aircraft ..................................................................................................................................... 39 

5.15 CREW BAGGAGE ................................................................................................................................ 39 
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5.15.1 Loading of Crew Baggage on‐ Non ULD Aircraft ............................................................................... 39 
5.15.2 Loading of Crew Baggage on‐ ULD Aircraft ...................................................................................... 39 

5.16 CABIN LOADING OF BAGGAGE ........................................................................................................... 39 

5.17 CARGO AND MAIL IN THE PASSENGER SEAT OF A/C CABIN ................................................................. 40 

5.18 LOADING PRIORITIES ......................................................................................................................... 40 

5.19 DOCUMENTATION ............................................................................................................................. 40 
5.19.1 Aircraft Basic Data ........................................................................................................................... 40 
5.19.2 Definition of Load Sheet Terms and Balance Chart .......................................................................... 41 
Maximum Weights ..................................................................................................................................... 41 
Maximum Gross Weights ........................................................................................................................... 41 
Maximum Allowed Weights ....................................................................................................................... 41 
Allowed Traffic Load ................................................................................................................................... 41 
Allowed Weight for Take‐Off ...................................................................................................................... 41 
Dry Operating Index (DOI) .......................................................................................................................... 41 
Dry Operating Weight (DOW) ..................................................................................................................... 41 
Landing Weight (LAW) ................................................................................................................................ 41 
Last Minute Changes (LMC) ........................................................................................................................ 41 
Loaded Index at Take‐Off Weight (LITOW) .................................................................................................. 41 
Loaded Index at Zero Fuel Weight (LIZFW) ................................................................................................. 41 
Maximum Weight for Landing (MLAW) ...................................................................................................... 41 
Maximum Weight for Take‐ Off (MTOW) ................................................................................................... 42 
Maximum Weight for Zero Fuel (MZFW) .................................................................................................... 42 
Mean Aerodynamic Chord (MAC) ............................................................................................................... 42 
Operating Weight ....................................................................................................................................... 42 
Take‐Off Fuel (TOF) .................................................................................................................................... 42 
Take‐ Off Weight (TOW) ............................................................................................................................. 42 
Total Traffic Load ....................................................................................................................................... 42 
Trip Fuel (TF) .............................................................................................................................................. 42 
Under Load ................................................................................................................................................ 42 
Zero Fuel Weight (ZFW) ................................................................................................................................ 42 

5.20 AIRCRAFT LOADING ........................................................................................................................... 42 
5.20.1 Loading of General Baggage/Cargo ................................................................................................. 43 
5.20.2 Loading of Dangerous Goods (where Carried) ................................................................................. 43 
5.20.3 Safety Requirements Specific to Aircraft Loading Operations .......................................................... 43 
5.20.4 Special Precautions when using Carts .............................................................................................. 43 
5.20.5 Special Requirements when using Tractors ..................................................................................... 44 
5.20.6 Special Precautions when using Belt Loaders .................................................................................. 44 
5.20.7 Special Precautions when using ULD Loaders .................................................................................. 44 
5.20.8 Low‐Wing Aircraft............................................................................................................................ 44 
5.20.9Bulk Loading of Smaller Aircraft ....................................................................................................... 45 
5.20.10 General Loading Precautions ......................................................................................................... 45 
5.20.11 Spills in Cargo Holds ...................................................................................................................... 45 
5.20.12 Cargo Hold Inspection ................................................................................................................... 45 
5.20.13 Cargo Hold Damage ....................................................................................................................... 46 
5.20.14 Compartment Separator Nets ....................................................................................................... 46 
5.20.15 Cargo Door Barrier Nets ................................................................................................................ 46 
5.20.16 Container/Pallet Restraint System ................................................................................................. 46 
5.20.17 Loading Preparation ...................................................................................................................... 46 
5.20.18 Aircraft Ground Stability ................................................................................................................ 46 

5.21 OFFLOADING PROCEDURE ................................................................................................................. 47 
5.21.1Scaling Process ................................................................................................................................. 47 
5.21.2 Identifying Shipments Requiring Specific Handling........................................................................... 47 
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5.21.3 Safety Precautions for Offload ........................................................................................................ 47 

5.22 LOADING PROCEDURE ....................................................................................................................... 47 
5.22.1 Live Animals .................................................................................................................................... 48 
5.22.2 Wet Cargo ....................................................................................................................................... 48 
5.22.1 Human Remain ................................................................................................................................ 48 

5.23 FLIGHT CREW SEAT (S) / LOCATIONS: ................................................................................................. 48 
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CHAPTER 5. LOAD PROCEDURE
5.1 LOAD CONTROL
The safety of a flight requires accurate planning, recording and reporting of all actual load
boarded on an aircraft to ensure the production of all applicable documentation comply with
regulation. Documented communication is required to ensure correct weight & balance
calculations are conducted and confirmed prior to flight departure to the pilot without delay.
It may performed with a system or manually.
Confirmed Load limitation renewed every 3 years according to IR.CAO requirement and in case
of any changes by Mahan Air CAMO.

5.1.1 Requirement
 Operational load control records must be retained for a period of three month.
 Weight and balance records must be retained for a period of three months
 Load control shall be qualified and licensed for the job function.
 Training for load control function shall be performed by qualified instructor authorized
by Mahan Air.
 Load control licensing, training and documentation shall be in compliance with Mahan
Air regulation.
 Mahan Air is responsible to provide relevant documentation for load planning and weight
and balance calculation.
 Data content and terminology for documents report and messages shall be defined.
 Load controller is responsible for accurately data received on all documents, reports
and messages with regard of AHM 590.
 relevant document shall be manually or electronically signed
 All data pertaining to aircraft weight and balance calculation shall be communicated to
the person responsible for load sheet manually or electronically.
 Load control documentation for each flight in accordance with requirements of the
operating airline;
 The Load Control process must have an audit trail for each departure.
 The operating airline will identify specific loading positions within each aircraft
type for the purpose of planning and positioning the load in the aircraft.
 The Mahan Air will specify requirements for presenting load information in load
documents, reports and messages.
 Forms used in the Load Control process must be in compliance with the operating
airline's Operations manual.
 All scales used for weight determination of load and clearance measuring systems must
be calibrated and/or checked at intervals determined by the operating carrier or state.
The load control agent must collect all applicable weight & balance and commodity data
including:
 Passenger Load Information and distribution;
 Hold baggage and if applicable individual or cumulative weights;
 Gate delivery items, including individual or cumulative weights;
 Other non-normal items that must be considered in the load control process;
 Dangerous goods and other special load information;
 Cargo and mail;
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 Ballast;
 Empty ULD and/or pallet stacks;
 Aircraft technical kit in hold.
The responsibility for completion of the final load sheet must be by one of the following:
 A trained load control agent at the station or at a centralized Load Control office;
 The operating Flight Crew.
Ensure the final information provided to the flight crew on the final load sheet is in agreement
with the actual load on the aircraft.

5.1.2 Load Control Process Flow

Load Control Process Flow Legend: (Actions in Triangles Above are Defined Below)
TRIANGLE # ACTION
1. Cargo to aircraft.
2. Mail to aircraft.
3. Mail weight/destination/category/DG/Special Load information to Load Control Office.
4. Cargo weight/destination/category/DG/Special Load information to Load Control Office.
5. ZFW/Aircraft registration/Route to Flight Planning System.
6. Flight plan including Take-off/Trip-Fuel/Maximum Gross Weights to Flight Dispatch/Load Control Office.
7. Transfer passenger number/category/destination/class/status to Load Control Office.
8. Transfer baggage weight/number/category/destination/class and any special information to Load Control Office.
9. Local baggage weight/number/category/destination/class and any special information to Load Control Office.
10. Local Passengers number/category/destination/class/status to Load Control Office.
11. Baggage weight/number/category/destination/class and any special information to Load Control Office.
12. Baggage to aircraft.
13. Passengers to aircraft.
14. Cross-check documents and LIR information to Load Control Office for final load sheet.
15. Final Load sheet/LMC/NOTOC/Fuelling Order/Flight Plan to Flight Deck (Cockpit).
NOTE: Actions and items not in chronological order.
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5.2 LOAD PLANNING
When planning the load distribution it has to be guaranteed that the limitations of the aircraft
and the compartments are not exceeded and that special load s e p a r a t i o n a n d
segregation requirements are adhered to The Loaded Index at Zero Fuel Weight (LIZFW) as
well as the center of gravity at takes –off (MAX at take-off weight) must be within the legal limits,
according to restriction an maximum quantities.
For load planning of multi –sector flights the balance conditions at the following transit
stations shall be considered as well. A reloading of the aircraft shall be avoided whenever
possible.
Load planning procedure typically takes in to consideration for each flight as following:
 Aircraft empty weight and center of gravity and Aircraft limitation
 Operating equipment e.g. crew , catering , EIC
 Total traffic load and EZFW can be Calculated as AHM590
 Load distribution shall be planned by load controller
 LIR will be released to airport loading team.
 Confirmed final loading and load sheet shall be released and provided to PIC.
 Flight plan will state estimated fuel load which the load controller will use to ensure load
is optimized without limits being exceeded.
 Type of aircraft prepared for service;
 Fuel load and distribution;
 Planned dead load;
 Expected passenger load and distribution;
 Aircraft manufacturer's defined, and company imposed, limitations;
 Specific requirements of Mahan Air;
 Special load including Dangerous Goods Regulations etc.

5.2.1 Loading Instruction Report (LIR)

LIR shall be issued for each flight. Manual LIR shall conform AHM 515 and electronic LIR shall
conform AHM 514.
Aircraft loading shall be loaded in accordance with LIR.
LIR shall be signed by responsible person as describe in AHM514 AND 515, to confirm that
the container /pallets and bulk load have been loaded and secured in accordance with
instruction. 
A signed LIR (manual or electronic) is issued for each flight and includes the following:
 Load planner or controller and contact details;
 Hold content instructions;
 Planned baggage , cargo, mail and EIC;
 Mobility aids;
 Priority baggage;
 DAA baggage if applicable;
 Crew baggage (for placement and not weight recording);
 Transfer or connection baggage;
 For each flight Dissemination and Summary of Dangerous Goods/Special Loads;
 Flight details, which may include date, registration, issue number, etc.;
 Any other requirements of the Mahan Air.
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5.2.2 Off-Load Instruction Report (OIR)
OIR (manual or electronic) is issued prior to aircraft arrival. Refer AHM 514 AND 515.
Consideration shall be given to ensure aircraft stability during offloading process and
passenger disembarkation.
 Baggage details in accordance with Mahan Air procedure
 Cabin Load ,Containers and pallets;
 Cargo, mail and EIC;
 Mobility aids for gate delivery;
 Summary of DG/SL;
 Flight details include date, registration, issue number, etc.;
 Any other requirements of Mahan Air and Any relevant plain language text/instruction
if required;

5.2.3 Notification to the Captain (NOTOC)

The flight crew must be provided with a notification concerning dangerous goods and any
other special load as required by Mahan Air (i.e. DGR.PER, AVI, HEG, and HUM) onboard
the aircraft in the form of a NOTOC (Notification to Captain).
 The person responsible for the load sheet is liable to decide on the loading position.
 This will be reflected in the right hand side of the NOTOC. Any change must be agreed
and communication in advance with load controller.
 Finalized NOTOC shall be signed and delivered to PIC, for more info refer to AHM 381.
NOTOC will be presented with accurate and legible written data to the pilot in command at the
time of briefing at all stations or as soon as practicable prior to departure (fax, copy or the
original). The NOTOC must be kept readily available in flight for reference in the event of an
incident and should be drawn to the attention of and passed onto the joining pilots in command
in the event of the crew changes at transit stops. The NOTOC must contain the name and be
signed by the individual who prepared the NOTOC, the loading supervisor and the Captain.
The signed NOTOC must be retained in the flight file.
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Updated form is available in Appendix.

In case the crew taking over is delayed or not available due to a longer turn- around, the crew
leaving the aircraft should leave a message to refer to the ship‘s papers left onboard which will
contain the NOTOC.
NOTOC provide in 3 copies:
 Pilot in command
 Load master (DSP. FOO)
 Specified airport
This provision is to ensure operational control personnel have ready access to such information
so it can be reported without delay in the event an accident or serious incident involving Mahan
Air aircraft.
Refer to part B chapter 3.32 in this Manual.

5.2.4 Estimated Load

For calculation of the estimated load the following figures (incl.special) have to be observed:
 Aircraft prepared for service
 Aircraft equipment’s, catering, crew etc.
 Traffic load expected
 Aircraft manufactures defined and company imposed limitations
 Booked cargo
 Special load
 Fuel load , trip fuel and fuel distribution
 Mail expected
 Service cargo /free cargo/EIC/company mail/etc.
 Hand baggage individual or cumulative weight that not exceed normal allowance.
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Gate delivery items including individual or cumulative weight that not exceed normal
allowance.
 Other non-normal items that must be considered in the load control process.
The estimated ZFW (Zero Fuel Weight) must be sent by load control unit to the flight dispatch
at prior to STD.

5.2.5 Payload and Trip info

For the calculation of the Estimated Zero Fuel Weight the Payload and Fuel Docket Must
be prepared by the Load Controller in duplicate. Following information has to be entered
by the Load Controller:
 Station
 Flight Number and Date (UTC)
 Aircraft Registration
 Name of Commander
 Crew Figures
 Date (local time)
 Weight of Transit load according to LDM
 Joining Load
 Dry Operating Weight
 Estimated Zero Fuel Weight
The Commander completes the Fuel Figures as well as Maximum Zero Fuel Weight and the
Regulated Take – Off Weight.
The Payload and Fuel Docket must be signed by the Load Controller and the commander. The
copy must be filed in the Trip File.

5.2.6 Special Load Codes

Special load information codes to be used in load sheet, loading instruction and messages
concerning load. Listed below is example of commonly codes for loads requiring special
attention. A complete list of codes is to be found in IATA Cargo IMP Manual.
 AOG aircraft spare parts required for aircraft on ground;
 AV1 Live animals;
 BAL Ballast hold loaded (un manifested);
 BED Stretcher installed (un manifested);
 BEH Stretcher in hold loaded (un manifested);
 BIG an item loaded on two or more pallets or which , due to size or weight requires
special handling/equipment for loading and off loading
 COM Company mail;
 CSU Catering equipment and food supply not used on flight(un manifested);
 DIP Diplomatic mail;
 EAT Foodstuffs for human consumption other than meat and fish seafood as specific
handling codes are designated for ;
 EIC Equipment in compartment (un-manifested ) ;
 ELD extra load devices;
 FIL Undeveloped /unexposed film
 FKT flight kit (un manifested)
 HEA Heavy cargo items of 150 kg and over per piece.
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 HEG Hatching eggs;
 HUM Human remains in coffins;
 LHO Live human organ or fresh human blood;
 MOS miscellaneous operational staff other than crew , who perform functions relating
to the flight and occupy passenger seats;
 NIL No items loaded or manifested ;
 PEF flowers ;
 PEM meat and meat products;
 PEP fruits and vegetables
 PER Perishable cargo other than flowers, meat and fish/seafood as individual handling
codes are designated for such codes.
 PES seafood /fish for human consumption
 PIL pharmaceutical products to be protected from extreme temperature;
 SOC seats occupied by baggage , cargo and/or mail;
 VAL Valuable cargo; For some dangerous goods two or
 WEA WEAPON
 WET shipments of wet materials not packed in watertight containers;
 XCR operating crew require passenger seat(s);
 XPS priority small package ;

5.2.7 Load Categories

There are different ways to identify load categories in the load sheet /load message and in the
loading instruction / Container and Pallet Distribution Message (CPM)
Category in Load Load Category Code Load Categories for
sheet and load Message - Loading Instruction
- Container and Pallet Distribution Message(CPM)
baggage -B
BJ Priority Baggage
QB Quick Transfer Baggage
TB Transfer Baggage
HB To be used instead of TB, if the complete baggage container or all
bags in this container
must be transferred to one connecting flight
B All other baggage
Cargo -C E Equipment in Compartment
X Empty ULD
U Unserviceable ULD
C All other Cargo
Mail- M M Mail
N Empty loading position
D Crew Baggage
NOTE: Handling load supervisor is responsible to identify and communicate with load control.

5.2.8 Non Standard Group

In passenger flight , unusual groups, excessive item weights, or anything outside the standard
Weight are need to be communicate to the load control (Sport or music items Weight higher
than passenger weight).
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NOTE: in case of excessive numbers of Non- standard group booking, OCC and Airport
Services Department should be informed at least 07 days before first departure flight by booking
center responsible for coordination with station.
For special group handling like sport team such as Wrestlers, Basketball Team, Body Builder
and children, passenger weight might be out of Mahan Air standard. Passenger actual weight
will be considered individually based on team leader declaration (medical document) and heavy
pieces actual weight shall be used.
 For the items that carry as cabin baggage, scale in gate is required to add in Flight load.
 Consider nonstandard cabin baggage for special groups, CIP and VIP passenger.

5.3 LOAD DOCUMENT

Following criteria shall be met, in order to produce the load sheet:
 Passenger acceptance finalized
 All hold load confirmed
 Fuel figures finalized
 Crew configuration confirmed
 Mahan Air specific requirement are confirmed
Load control may release a preliminary load sheet with one or more of the above criteria not
yet finalized as per as requirement.
The load controller shall confirm that aircraft limitation are adhered to before any load sheet is
released.
 Applicable use of ballast shall be considered as per AHM 537 and Mahan Air procedure.
 Load sheet format and contents shall meet criteria in AHM 516.517.518 and Mahan Air
procedure.
 Load sheet shall be delivered and hand over to PIC, manually or electronic are
acceptable.
 Any discrepancies found after the Load Sheet release, shall be communicated to person
responsible for load sheet.
 Piolet in command shall be informed without delay.

5.3.1 Manual Load Sheet

Before a manual load sheet is presented to the pilot in command a check must be made to
ensure all operation limits are not exceeded, also all information which is essential for the safe
operation of a flight must be displayed.
Use black or blue ball pen shall be used for the completion of a manual load sheet. For
corrections the figures to be changed shall be crossed out and re-written in the correction
line or column.
Four copies of the load sheet shall be issued. After signing by the load controller and the
captain it shall be distributed as follows:
 1st copy aircraft captain
 2nd copy to Revenue Accounts
 3rd copy Flight Senior
 4th copy retain on station trip file
NOTE: updated form is applicable in accordance with airport services confirmation.
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5.3.2 Specimen of manual load sheet and completed

 
5.3.3 Loading Instruction
Regulations require that Aircraft be loaded according to written loading instructions,
That satisfies W&B requirements, verbal instructions are not acceptable, and it also requires
that Aircraft shall not be loaded except under the supervision of a trained person, whom he
is provided with written instructions and information as to the distribution and securing of
the load so as to ensure that:
 The load may be safely carried on the flight.
 Satisfies W&B requirement.
 The regulations relating to the loading of the aircraft, including any conditions set forth
in the Certificate of Air worthiness, are complied with.
 Inspect all cargo or shipment and prevent labeled “Cargo Aircraft only “to be loaded in
passenger aircraft.
 Ask passengers and prevent Dangerous goods from being transported in an aircraft cabin
occupied by passenger, except as permitted by IATA DGR in section 2 and 9.( use
updated IATA DGR Provision Table)
For every flight, the person responsible for the load planning must prepare a loading
instruction form and issue it to the person responsible for supervising the physical loading, all
weight and balance limits specified in this manual must be met.
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Loading Instruction forms have the same status as a load sheet.
Load sheet and loading activities is not complete and the Aircraft is not clear to leave until
the load sheet officer is absolutely sure that the load sheet and loading report show the same
loads.
The loading instruction become the loading report when the person responsible for
supervising the loading signs the certification on the loading instructions to say that "The
aircraft has been loaded in accordance with the written instructions of Mahan Air and any
adjustments have been notified." this can only be done when the loading is completed or has
reached a point where it is absolutely certain that no further changes will be made.
The load sheet must be altered to show what has actually been loaded in the holds.
It is gross negligence for a load sheet officer to sign and present to the Captain a load sheet
that has not been checked against the signed loading report.
All concerned departments (cargo, traffic, baggage, etc.) must notify the load controller of a
certain flight at least three hours before the said flights scheduled departure on their respective
load uplifts in preparation of the flight load manifest.
Entries of load (transit load staying on board unchanged does not need to be entered again)
with information about:
 Destination (for multi-sector flights)
 ULD codes (not mandatory for baggage containers)
 Load category codes
 Weights (weight entries for baggage ULD's are optional)
 Special load codes
 Remarks about special loads and additional instructions to the loading personnel can
be shown under Special Instructions.
Examples: use of loading material like supporting planks and polythene sheets; remarks about
load limitations in the case of missing or unserviceable restraints etc.

5.3.4 Specimen of a manual loading Instruction

For manual load planning there are loading instruction report forms for every aircraft type.
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5.3.5 Specimen of a completed manual loading Instruction

5.3.6 Specimen of manual Trim sheet and completed 

   
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5.3.7 Signatures
The Load Controller must sign the loading instruction under "Prepared by/Cert No" and enter
his load control certificate number with signature.
After loading, the load master must confirm with his signature under "Person Responsible
for loading" that:
 The aircraft has been loaded
 The load has been secured
According to the loading instruction (including all the deviations marked or described).

5.3.8 Deviations
If deviations from the loading instruction are necessary during the loading process, the load
controller must be informed as soon as possible to ensure correct load documentation. The
deviations must be shown exactly on the loading instruction. The headline contains the flight
data.

5.3.9 Arrival
Here the load status of the incoming flight is shown, according to LDM and/or CPM, with
information about:
 Destination (for transit flights)
 Load category codes
 Weights (optional)
 Special load codes
Unloading and reloading in transit must be clearly marked, for example by circles or with text
markers.
5.3.10 Specimen of Completed Computerized Info (DCS)
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5.3.11 EDP Load Sheets
Approval for Non- W5 Departure Control Systems
The Manager Systems Development supplies aircraft basic data to other airlines or
handling agents by means of IATA AHM560 Data Sheets and AHM 562 Data Exchange
Messages. After evaluation of AHM561 Data Printouts and sample load sheets, he approves
the respective Departure Control System.

5.3.12 Specimen of Completed EDP Load sheet

5.3.13 Description of EDP Load sheet

File Explanation File Explanation
1 Name of the load sheet agent, signature and certificate number 13 Weight calculation

2 Signature of Captain 14 Maximum aircraft weights

“L”: limiting weight “ADJ”: weight adjusted,
Edition number of load sheet (if more than one edition all editions Balance Conditions
3 must be presented to the Captain and filed in the trip file) 15 DOI: Dry Operating Index/ LITAOW: Loaded Index at Zero off
Weight /LIZFW: Loaded Index at Zero Fuel Weight
15 MACZFW:MAC (%) at Zero Fuel Weight
MACZFW: MAC (%) at Zero Off Weight
STAB TO: Stabilizer Setting for take off
4 Fight routing 16 Number of passengers per cabin section

5 Flight number and date (UTC) 17 Column for LMC hand amendments For LMC procedure see
Last Minute Change Procedure
6 Aircraft registration 18 Under load based on calculation

7 Aircraft version 19 Taxi Fuel

8 Crew: cockpit/cabin 20 Taxi Weight

9 Date of load sheet print 21 Maximum taxi weight

10 Time of load sheet print 22 Maximum Taxi Weight

11 Total weight of dead load and weight of load per compartment 23 Information about pantry code
Total number/ weight of passengers calculated in accordance with 24 Dead load information (cargo, mail, baggage, transit load)
Standard weights for male, female, children and infants. Number
12 of passengers per class, Seats occupied by cargo, Number of
seats blocked.
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5.3.14 Last Minute Changes (LMC)
If any Last Minute Changes (LMC) occurs after the completion of the final load sheet, this
must be brought to the attention of the flight crew and the LMC must be entered on the final
load sheet.
LMC includes:
 changes to the baggage counts and/or weights;
 changes to the cargo, fuel, mail and EIC weights;
 passengers that are added or offloaded from the flight;
 Movement of any dead load.
The maximum allowed change in the number of passengers or hold load acceptable as a
LMC is specified in the operating airline's Operations Manual. If this number is exceeded, a
new final load sheet must be prepared.
If the flight crew has already been provided with a final load sheet, the LMC can be
transmitted via headset or VHF. The flight crew adds LMC on the original final load sheet
copy and Load Control Agent adds LMC on his copy.
If ACARS is available, the adjusted final load sheet or LMC slip may be generated and
transmitted to the crew using ACARS.
The load sheet must reflect the actual loaded state of the aircraft prior to take off. In order to
comply with this requirement, it is often necessary to adjust the load sheet after completion.
Such adjustment are called Last Minute Change (LMC).Before the load sheet is released
the Ramp Agent must compare the actual load distribution with the Load Controller. The
Load Controller must include all deviations, reported by the Ramp Agent, in the load sheet.
The following changes may be recorded as LMC by responsible person; other changes
always require a new load sheet:
 Changes of weight or distribution of the Total Traffic Load (cargo, fuel, mail, EIC weight)
 Changes of the number / weight of crew members or crew baggage included in the DOW
 passengers that are added or offloaded from the flight;
 Take-off fuel changes
 Movement of any dead load.
LMC contain the following information:
 destination (for multi-sector flights)
 ULD codes
 Load category codes weights
 Weight entries for baggage ULD's are optional
 Special load codes
 For bulk compartments:
The actual number of baggage must be counted and entered in the loading report.
When a standard weight is used for hold baggage, baggage entries on the loading
instruction may be expressed in number of-pieces, or the equivalent standard weights
If these limits are exceeded then the actual zero fuel weight, actual takeoff weight and the
actual landing weight load sheet must be changed.
The maximum allowed change in the number of passengers or hold load acceptable as a
LMC i s f i v e t i m e , if this number is exceeded, a new final load sheet must be prepared.
If the flight crew has already been provided with a final load sheet, the LMC can be
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transmitted via headset or VHF. The flight crew adds LMC on the original final load sheet
copy and Load Control Agent adds LMC on his copy.

5.3.15 LMC Limits

In Mahan Air regulation maximum weight adjustment for the LMC should be referred to
following chart.
If these limits are exceeded the new load and trim sheet need to be provided.
Aircraft Type Number of

> BAE 400 kg or 5 PAX

> A300/306/310 600 kg or 7PAX
A340 1000 kg or 10 PAX
B747 1000 kg or 10 PAX
Copy of the manual trim sheet can be found in this chapter, which may be used for the purpose
of verification with the crew.

5.3.16 Standard Crew, Passenger and Baggage weights

The following standards weights (kg) shall be used for load sheet calculation for all flight with
Mahan Air aircraft:
Standard Weights In(KG)
Crew (Cockpit/Cabin) incl. Baggage. Cockpit 90/Cabin 80
Passengers (Male/Female) 84
Children (between 2 and 12 years) 35
Infants (up to 2 years) 10
Hand Baggage Included PAX weight
Checked Baggage Actual weight

NOTE:
 If in particular cases, one or number of heavy pieces of baggage is checked in, e.g.
courier bags, heavy camera or musical equipment etc., the actual weight of these pieces
shall be used.
 Maximum correction in LMC 5 items.
 Refer to Non – Standard group for more information.

5.3.17 LMC Check

Before recording the LMC, the ramp agent or the load controller must ensure that:
• The total weight of the LMC does not exceed the Under load
• The load limitations of the compartments and positions are not exceeded
• The center of gravity remains within the permissible limits

5.3.18 Take – off fuel Adjustment

As a standard the load controller or the Dispatcher enters the LMC on the load sheet. Whenever
any Last Minute Change is necessary after the load sheet has been handed over to the Cockpit
Crew, the load controller or the Dispatcher informs the commander about these changes in
the following manner:
Example LMC plus 2 passenger in first class
Total passenger on board 45
Cargo upload plus 130 kg in compartment 5"
The commander then records the LMC in his original load sheet.
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The load controller or the Dispatcher records the LMC on the load sheet copy.
In case of a take-off fuel change or a difference between the requested and the actual block
fuel according to the Fuel Order (TOF adjustment):
 The ramp or weight & balance- agent checks whether the UNDERLOAD will be
exceeded or the basic for the allowed weight for take-off (lowest of a, b, c) will be
changed, and informs the Commander if this will occur.

5.3.19 Departure Message

All relevant message pertaining to flight such as: LDM, CPM, SCM, UCM, MVT, DIV shall be
delivered in accordance with AHM 422.423.424.578.780.781.
 
5.3.20 Baggage ULD Requirement
Calculate the baggage ULDs required using the average number of bags and commodities
for the route/aircraft type. Use average bags per booked passenger and average number of
bags per ULD.
Obtain Cargo weight, volume and contents. Where possible, plan so as not to obstruct
passenger baggage offload at arrival station.
Block any unusable ULD positions based on any operating airline requirements (e.g. extra
fuel tanks, catering equipment or fly- away kits etc.).

5.3.21 Containerized Aircraft

All commodities must be reported/recorded per destination on the Load Instruction report (LIR)
including:
 the total number of bags (if utilized by operating carrier) and commodities in each ULD
and bulk hold (e.g. local, connection, priority);
 the position of each ULD and its identification number;
 cargo gross weight (in Kgs);
 DG/SL information;
 crew bag count;
 Any other specialized information required by the operating airline.

5.3.22 Bulk Loaded Aircraft

All commodities must be reported/recorded per destination on the Loading Instruction report
(LIR) including:
 the total numbers of bags and commodities in each compartment (e.g. local, connection,
priority);
 cargo net weight (in Kgs);
 DG/SL information;
 crew bag count;
 Any other specialized information required by Mahan Air.

5.3.23 Data for Weight & Balance

At check-in closure, the Load Control Agent records or receives, as per as Mahan Air operation
below requirements:
 the total number of passengers checked-in;
 the total number of males, females, children and infants or number of adults, children
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and infants (depending on the system used);
 the total weight of baggage;
 The breakdown of seating distribution of passengers within each trim zone.
 An accurate balance calculation that results in a center of gravity within for and aft
balance limits for the aircraft type, as determined by the Manufacturer/Mahan Air.
NOTE: weight and balance records are retained three month.

5.3.24 Weight and Balance Calculation

When applicable, a weight and balance pre-calculation shall be produced.
Calculations of the aircraft weight and balance must be conducted in accordance with the
requirements of Mahan Air that defined by manufacturer W&B which approved by CAO to
ensure:
 The weight calculation does not exceed the structural limits of the aircraft type as
determined by the Manufacturer.
 an accurate balance calculation that results in a center of gravity within fore and aft
balance limits for the aircraft type, as determined by the Manufacturer and Mahan Air
 Weight and balance calculations must:
 be based on current aircraft weight and balance data as Mahan Air procedure
 consider limitations imposed by Mahan Air;
 consider fuel carried by ballast , inoperative fuel pump , tank by tank (MEL)
 take into account limitation the expected load;
 Determine if the metric system or imperial units are used in weight and balance
calculations.
The load control process must utilize passenger and baggage weights for weight and balance
calculations that are in accordance with requirements of the Mahan Air, including:
 persons traveling in crew seats;
 Accurate weight of the load including bulk, ULD's, transfer load.
All weight and balance calculations for each passenger flight must account for the individual
or cumulative weights of:
 hold baggage;
 gate delivery items;
 Non-normal load items.
Use ballast if necessary to bring the aircraft center of gravity within operational limits in Mahan
Air flight.
 In case of seat inoperative, maintenance notified Reservation, OCC and Airport
Services Department about the inoperative seat number also when it fixed notification
is required.
 In case of inoperative cabbing door (one or more) that result passenger distribution
curtailment, passenger acceptance consider MEL. Refer to CAB manual for more
information.

5.3.25 Bulk load

If standard baggage weights are not used, calculate the actual weight of bulk baggage using
the available data.
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5.4 DCS FOR LOAD CONTROL
When DCS system is used in the Load Control Process, the aircraft data for Mahan Air and
updated load limit must be current and include all information as outlined in AHM 565 to be
consider in DCS system. The DCS system used by service provider shall be approved by
Mahan Air.

5.4.1 Reports and Messages

Produce and transmit messages in standard format, as required by Mahan Air, for example:
 CPM–Container/Pallet Distribution Message
 LDM–Load Distribution Message
 UCM–Unit Load Device Control Message
Messages must be sent by the originating station to addresses specified by Mahan Air.

5.5 LOADING PRINCIPLE

The aircraft handling staff shall ensure that:
 The aircraft loading/unloading shall be performed with utmost care in order to avoid
accidents as well as damages to the aircraft and to the load. Proper handling of all
loading equipment and material shall especially be ensured, e.g. heavy loading
tools and rollers shall not be applied directly to the floor of the cabin or compartment;
if such tools are required, the floor must be protected by spreaders
 Loaders to take extra precautions, not to step on cargo heating ducts located at the
base of cargo compartment (when damaged results in compartments heating
problems).
 Only the permitted compartments are used for loading; loading in toilets, in the
lounge or in the crew compartments is prohibited
 In compartments with pallet positions no load is stowed beside the pallets on the
compartment floor
 The load is distributed according to the loading instruction, deviation if any are
communicated by the ramp agent to the load controller as early as possible
 The regulations for crew baggage, cabin load and special loads including segregation
requirements are observed
 Pieces with special handling instructions (labels or imprints) i.e. 'This side up", etc.
are handled accordingly.
 The available volume of the compartments is utilized to the maximum possible extent
by intensive stowage
 Heavy and solidly packed pieces are always loaded at the bottom
 Aircraft related loading limitations are not exceeded;
 Aircraft-related regulations for loading unit load devices are adhered to
 The loading priority is observed in case of off-loading of shipments due to weight and/or
volume
 Loaded unit load devices are recorded for ULD circulation and stock control
 Full adherence to tail tipping procedure (unloading commence with aft compartments,
loading commence with forward compartments, same principle applies to galleys)
 For bulk loading the compartments are not filled up to 40cm below the roof to
prevent damage to ceiling lights and avoid blockage of ventilation in case of
carriage of live animals.
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
Mahan Air conduct passenger flights with carriage of revenue or non-revenue cargo.
Mahan AIR identify items of cargo that are not permitted for transport via Mahan Air
policy and prevent such items from being loaded onto aircraft for passenger flights
NOTE: For the different load categories the following average figures may be used:
Baggage 170 kg/m3 12 pcs/m3 mail and cargo 180 kg /m3

5.5.1 Exclusion from Transportation

Load must be excluded from transportation
 If it is not properly packed and/or if it may cause damage to the aircraft or other load.
 If its weight is not properly determined.
 If it may contaminate the compartment and/or other load.
 If it is not in accordance with applicable packing requirements. (E.g. dangerous
goods, animals, human remains, etc.)
 If special handling instructions cannot be adhered to.
 If necessary loading accessories are not supplied.

5.5.2 Positioning Of Load at the Aircraft

The preparations for loading of outbound cargo and mail necessitate a high degree of
cooperation and coordination between the station management and the Cargo Handling
Department.
All baggage, cargo and mail to be loaded at a station shall be positioned at the aircraft in
due time with regard to local conditions in order to ensure a scheduled departure. The
airport manager and the cargo manager shall, therefore, agree upon deadlines for the
acceptance and positioning of cargo and mail; if necessary, special deadlines shall be fixed
for the different aircraft types and/or flights. The deadlines shall meet sales and handling
requirements as far as possible. The staff of the cargo department and the load control
department shall be instructed about the agreed times.

5.5.3 Responsibility
The Cargo Handling Department is responsible:
 To observe all agreed deadlines within their responsibility
 To protect the load against weather and contamination
 That the load for multi-sector flights is positioned separately for each destination
 That cabin load, special loads and stand-by cargo are separated from other load
 To check early enough, if special loads need a special handling, for example
securing and supporting and to provide all necessary tie-down equipment and
loading accessories

5.5.4 Deadlines
Following deadlines shall be agreed between the airport manager and the cargo manager
(scheduled time of departure STD minus X minutes):
 Reporting of estimated load from the Cargo Handling Department to the load
controller.
 Positioning of general cargo and mail at the aircraft including possibly required load
accessories on the ramp.
 Reporting of final load figures to the load control department.
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 Positioning of special cargo. (for example Falcon Express)
 Delivery of cargo documents to the aircraft.

5.5.5 Securing of Load in the Aircraft

Load carried on board an aircraft shall be secured in such a way that:
 It cannot move during the flight, thus dangerously shifting the aircraft center of
gravity.
 The interior of the aircraft in the cabin as well as in the cargo compartments cannot be
damaged.
 In case of an emergency landing neither passengers nor crew can be injured. Securing
of load in bulk compartments will generally be performed by means of
compartment nets. In case the available volume of the compartment / net section
is not completely used an additional securing is necessary for
 Small pieces with a high individual weight
 Load which is sensitive against jolts and tilting
 Pipes and bars, planks, etc.
 Heavy items (HEA) with an individual weight of 150 kg and more as well as wet freight
shall be lashed in any case.
Load in the individual net sections is secured by compartment separation nets. After
completion of loading the nets shall be fastened to the corresponding attachment fittings
and tightened.
Securing of unit load devices against acting forces is effected either by a restraint system on
the compartment floor or by means of the reinforced overall compartment shell, dependent
on the structural design of the compartments.
Doors of containers shall be securely closed to prevent damage, they must never be put on
the top of the container, and this is applicable in case of forwarding loaded or empty
containers individually or on pallets.
Attention:
 The aircraft manufacturer requires for all Airbus aircraft with a ULD Loading system
that in case of empty loading positions the restraints of the empty position adjacent to a
ULD are raised as well. By this measure an inadvertent movement of the ULD due to a
possible restraint failure shall be restricted to one position only.

5.6 COMPLETION OF LOADING

Loading may only be considered as being completed after the load has been secured and the
compartment doors have been closed properly. Door safety nets/compartment separator
nets shall be installed properly; this is also applicable when there is no load in the compartment
or when no unit load devices are carried.

5.7 FLOOR LOADING LIMITATIONS

The bearing capacity of the floor structure of cargo compartments is limited and must not be
exceeded. If necessary, the floor contact area / length of the load shall be increased by means
of spreaders. Due regard must be given to:
 The maximum load capacity of the floor, i.e. the maximum permissible weight per m2
 The maximum floor load of the compartment in longitudinal direction, i.e. The
maximum permissible weight per running meter.
For limitations of cargo compartments see the chapters relating to the individual aircraft types.
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When loading ULD`s, it has to be ensured that no extreme floor loads occur. This has to be
observed particularly in case of single items with a high weight and a small floor contact area.
A maximum of 2000 kg/m2 is considered as a reference figure. If this value is exceeded,
Spreaders have to be used.

5.7.1 Floor Contact Area

The floor contact area of an item is the area of which is actually in contact with the floor.
The whole weight of the piece lies on the floor contact area only.
Example 1: The floor contact area is the
Complete bottom of the Piece: length L x width W

Example 2: The floor contact area is the

Sum of the outstanding beams of the piece:
Length L x width of beam A+ Length L x width of beam B
Additional cargo loaded on top of an item and / or on the free space of the spreaders or
platforms shall be considered in the calculation of the floor loading limitations. Generally
spreaders must never be broken for covering smaller areas since the contact area can not
exactly be determined.
A high pressure on spreaders on a comparatively small contact area of an item may bend the
spreaders. To avoid this, several layers of spreaders shall be used.

5.7.2 Calculation, Maximum Floor Load per m2"

Calculation of the actual floor load 
Calculate the actual floor load per m2 by dividing the weight of the package through the contact
area:
Weight of piece (kg)
Floor contact
area(m2)
Calculation of the needed floor contact area
Calculate the needed floor contact area by dividing the weight of the piece through the maximum
allowed floor load per m2.
Weight of piece (kg)
Maximum allowed floor load (kg/m2)
Example:
1 box shall be loaded in cargo compartment 1 of a A320 (maximum floor load 732kg/m2).
Weight: 195 kg Length: 72 cm Width: 36 cm Contact area: 2 beams of 36 x 5 cm each Calculation
of actual floor contact area: 0.36 m x 0.05 m x 2 = 0.036 m2

Calculation of actual floor load: 195 kg = 5417 kg/m2

0.036m2

Since the maximum floor load of 732 kg/m2 is exceeded, spreaders have to be used to increase
the actual floor contact area.

Calculation of required number of spreaders

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Following weights may be used as a reference for calculation of the required number of standard
spreaders (width 15 cm):
Table A
Length of spreader Contact area Weight supported
2
1m 0.15 m 100 kg
1.5m 0.225 m2 150 kg
2m 0.3 m2 200 kg
In order to obtain an even supporting area a minimum of two spreaders has to be used.

5.7.3 Calculation of Maximum Running Load

The actual floor load per running meter has to be calculated by dividing the weight of the item
through the length of the floor contact area in flight direction.

Calculation of required length of floor contact area

The required length of spreaders has to be calculated by dividing the weight of the item through
the maximum running load.
In the calculation of the required length of the contact area the weight of spreaders has not
been considered. To avoid difficult calculations, the calculated length of the contact area has to
be increased by 10%:

Example: A box shall be loaded in Net section 52 of A300 (maximum running load 576 kg/m).
Weight: 195 kg Contact area: 2 beams 30 x 10 cm Length of contact area in flight direction: 30
cm

Calculation of actual running load: =650 kg /m
.

Calculation of required length of floor contact area: =0.34 m

Spreaders with a length of at least 0.37 m are necessary. As spreaders shall not be broken,
two 1 m - spreaders shall be used.

5.8 SECURING OF BULK LOAD

5.8.1 Tie-down
In order to prevent shifting during take-off, landing or in flight, load must be restrained against the
forces shown in the following drawing.

Upward (3g)
Aft ward (1.5g)
Sideward (1.5g)
For tie –down of load following values are applicable:
Loose load is usually restrained by separation nets between sections or door protection nets.
Nevertheless, certain type of loads must always be tied-down.
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The following is an example of items which must always be tied-down:
• All high density packages (sharp angles, steel extrusions, metallic trunks, etc.).
• All high density packages (sharp angles, steel extrusions, metallic trunks, etc.).
• Power driven wheelchairs (bulk compartment).
• AVI.
• Human remains (HUM).
Refer to operating airline policy for further requirements.
The following must be considered when applying tie-down of cargo.
• The total tie-down must ensure restraint in at least the following directions
Upward: Forward and Aft: Rearward

Sideward Completed Tie-down

Used tie-down equipment Used Attachments Max Weight of a Piece

Tie-down strap with single stud fitting Single stud tie-down fittings, 900 kg
which are Fixed part of the strap
Tie-down strap with double stud fitting Double stud tie-down fittings, 2200 kg
which are fixed part of the strap

Table B
Forces Lower Deck Cargo Compartment Passenger Cabin
To front 1.5 g 9.0 g
To aft 1.5 g 1.5 g
Side ward’s 1.5 g 1.5 g
Upward 3.0 g 3.0 g

The respective g - factor indicates to which extent the weight of the load shall be secured (e.g.
1.5 g equals 1.5 x the weight).

5.8.2 Tie - Down fitting

A single tie-down fitting may receive up to 3 straps/ropes in three different restraint directions
(one up and two opposite horizontal directions). Forces generated by the load can never act
in more than one direction at the same time, and thus the fitting will never be pulled by more
than one strap/rope at the same time. Therefore a fitting may never receive more than one
strap/rope in the same direction.
For Mahan Air tie - down equipment, which can be obtained from the central store for loading
material THR, standard capacity figures are applicable for the different thrust forces.
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Tie - down straps shall only be attached to devices authorized as lashing points and must be
in perfect condition.
If possible Mahan Air equipment shall be used.
Any combination of single stud tie-down ring and double stud tie-down strap is prohibited for
safety reasons.
For tie-down only the W5 tie-down straps shall be used. Ropes, straps and tie-down rings of
foreign origin may only be used if their restraint capacity is known.
The use of steel ropes is not allowed.
The lashing shall be tightened strongly, but not so tight that the load or the tie - down rings
may be damaged. The tie - down rings shall be evenly distributed over the length of the
load to be secured and shall be installed prior to loading.
Within their capacity the same tie - down rings/ropes may be used for securing against
different directional forces, because contrary forces do not act simultaneously.

5.8.3Tie-Down Equipment
Track and Anchor Plate

1-stud and 2-stud Fittings

Outboard Side Lock and Side Guide

Tie-down Rope
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5.8.4 Example of Tie-Down Provisions in Bulk Compartment

NOTE: Tie-down on any other part of the aircraft structure, or on other restraints than those
above, even if equipped with rings or tie-down points, is forbidden.

5.8.5 Load Spreading

When the weight of item(s) to be loaded exceeds the maximum floor load per square meter
or the maximum floor load per running meter of a compartment, the weight has to be spread
to prevent damage to the compartment floor. This applies to HEAs, but may also apply to smaller
items weighing less than 150 kg.

NOTE: Overloading can cause damage to aircraft frames and ribs and consequently can have
serious implications for the safety of the aircraft.

The weight can be spread by making use of spreading wood, in which case:
• The surface to support the weight will be enlarged.
• The length will be enlarged.
The Load Agent or Cargo will advise the spreading requirements for each item. The information
will be notified on the LIR.

5.8.6 Capacity of Mahan Air Tie-Down Equipment

For all W5 tie-down material standard capacity figures are applicable to the different thrust
forces. These figures are the basis for the calculation of the material required for correct tie-
down. When various kinds of tie-down material with different capacities are used, the lowest
capacity will be applicable for calculation purposes.
Table C
Designation
Standard 3.0 g Capacity in kg at 1.5 g
Tie-down strap (single stud) 450 kg 900 kg

Tie-down strap (double stud) 1100 kg 2200 kg

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Attention:
For safety reasons a combination of the double stud tie-down strap and the single stud tie-
down ring is strictly forbidden!
The standard capacity figures of the tie-down straps and ropes are based on lashing from one
tie-down ring across or around the cargo piece, respectively, to a second tie-down ring (see
example 1).
If a strap is fastened directly to the cargo piece and one tie-down ring (e.g. securing aircraft
engines), the capacity figure of the strap must be halved (see example 2).
Capacity of tie-down strap Capacity of tie-down strap
(single stud):
(single stud):
At 3.0 g: 450 kg at
At 3.0 g: 225 kg
At 1.5 g: 900 kg
At 1.5 g: 450 kg

5.8.7 Standard Tie-Down

Standard tie-down requires 4 tie-down straps and one security rope. 2 tie-down straps will be
used against upward forces, one tie-down strap each against forward and backward forces.
The security rope is necessary to prevent a gliding down of the tie-down straps used against
forward and backward forces. (See example 1). As the sideward forces are already included
in the standard tie-down, normally no individual lashing against sideward forces is required.
The following figures illustrate the standard tie-down:
Example 1: (Standard tie-down)

If a piece is loaded that is more than twice as high as wide, an individual tie-down against
sideward forces is required in addition to the standard tie-down. This additional tie- down (to
withstand 1.5 g) shall be placed between half and two third of the piece's height and be
secured by two security ropes in order to prevent a gliding-down (see example 2).
Example 2: (Standard tie-down with additional lashing against sideward forces for high and narrow pieces)

5.9 UNIT LOAD DEVICES (ULD)

Aircraft Unit Load Device (ULD) is either any type of aircraft container, pallet net combination
or pallet. The purpose of ULD is to enable individual pieces of cargo, baggage or mail
to be assembled in to a standard – sized unit to facilitate rapid loading onto and
offloading from aircraft having compatible loading and restraint system, which directly
interface with the unit.
Because of this interface, they become during the flight a part of the aircraft’s structure
and are therefore regulated, as any other aircraft component, in order to ensure flight
safety under all foreseeable circumstances.
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NOTE: Airport services department use ULD system since May.2015.
ULDs loaded with baggage need not be weighed when standard baggage weights are used.
If not, determine the weight of ULDs by the use of a weighbridge, or tally of the individual
weights of each piece loaded.
If the validity of the indicated weights is in doubt, due to appearance or other circumstances,
the ULD must be weighed prior to acceptance. For weight and balance purposes, the recorded
weight of the transfer ULD will be used.
ULDs loaded with baggage need not be weighed when standard baggage weights are used.
If not, determine the weight of ULDs by the use of a weighbridge, or tally of the individual
weights of each piece loaded.
If the validity of the indicated weights is in doubt, due to appearance or other circumstances,
the ULD must be weighed prior to acceptance. For weight and balance purposes, the recorded
weight of the transfer ULD will be used.
ULDs can be divided into three groups:
• Containers
• Pallets
• Pallet Nets
Each ULD must meet minimum technical specifications to ensure safe restraint of the load.
These specifications are published in the IATA ULD Technical Manual.

Identification: Each ULD has an IATA identification code allowing proper ULD control.
The first three identify the type of ULD. The next four or five identify the inventory number
and the last two identify the airline or pool that owns the container. For example:
TYPE OF CONTAINER INVENTORY NUMBER AIRLINE/POOL
AKE 12345 1A

All ULDs must be identified with container/pallet tags when loaded.

The pre-printed letters (in boxes) indicate the specific application of the tag.
• Each tag must be fully completed.
• One tag must be placed in the tag holder of a container.
• A cross-check must be performed during the loading of the ULDs. The following
identification numbers must always be checked to ensure they correspond with each
other:
ULD number shown on the LIR
ULD number shown on the ULD identification tag
ULD identification number printed or stamped on the ULD
All unit load devices should be marked with the warning “DANGER, DO NOT WALK
BETWEEN ULDS OR TRAILERS”. A warning sign may be used. A suggested warning sign
is shown below.
Unit Load Device (ULD) Inspections
Unserviceable ULDs could:
• Cause injury to employees.
• Damage the aircraft structure.
• Impact On Time Performance.
• Damage ULD contents (Baggage and Cargo).
• Affect Weight and Balance load requirements
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5.9.1 Load ability Mahan Air Unit Load Devices
Table E
Designation of ULD Base Dimensions IATA Standard- Max Gross
(inch) ID-Code Weight (kg) Weight(kg)
LD2 - Container 60,4 x 47 DPA DPE 74 A1225 B 1224

LD3 - Container 60,4x61,5 AKE AVA AVE 82 1587

LD3 - Container (GOH) 60,4x61,5 AKE 82 1587

LD3 - Container 60,4x61,5 DVP 135 1587
LD4 - Container Canvas Door 96 X 60,4 DQP 106 A2041 B2449
LD8 - Container 96 x 60,4 DQF 115 A2041 B2449
LD9-Pallet with structural igloo 88 x 125 AAP 208 A4626 A5102
Pallet with net 88 x 125 PAA PAG 110 A4626 B5102
Pallet with net 96x 125 PMA PMC 110 A5103 B5102
1- A-Airbus 300-310 /2. B-Boeing 747

5.10 PALLET / CONTAINER LOADING

5.10.1 Loading Principles for Pallet Build-Up
Prior to loading the serviceability of the unit load devices has to be checked. Pallets shall only
be built up on dollies or other roller-equipped loading platforms. Heavy loading tools and rollers
shall not be applied directly to the pallet floor. If such tools are required, the pallet floor has to
be protected by use of spreaders. Heavy and strongly packed items shall be placed on the
bottom and as near to the center of the pallet as possible.

A maximum floor load of 2000 kg/m2 is applicable for pallets. If this value is exceeded,
supporting spreaders or platforms have to be used.
Lighter items shall be distributed over heavy cargo, fragile items on top. All parts shall be
stowed as evenly as possible on top of each other in order to prevent a slipping of the total
load. Any gaps between the loads shall be avoided.
Small sized items shall be properly secured to avoid a slide through the pallet - net meshes.
The net attachment fittings shall be kept free from load.
Aircraft - related limitations as well as limitations of the unit load devices have to be considered.
Pallet height including cargo must not exceed 64 inches.
A load built on a pallet that exceeds the envelope dimensions of the pallet or standard
contour for a specific pallet size (overlapping), must be restrained by additional approved
tie-down equipment, to prevent the load from shifting under normal taxi and flight load
conditions. Maximum permitted overlapping is 12 inches.
Cargo on pallets has to be completely wrapped in polythene sheet, so that they do not suffer
any loading damage regardless of weather conditions.
Exempt are pallets which contain live animals (other than fish and mollusks), flowers, fruit or
vegetables. For transportation to/from aircraft these shipments may be protected by means
of polythene sheet drawn over the net. This sheet has to be removed prior to loading into
the aircraft.
Accumulation of water or snow shall be removed from the pallet loads prior to loading
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into the aircraft. Pallet load shall be shaped conform to the compartment cross section.
Transportation of built up pallets by forklifts is not permitted.

5.10.2 Securing of Pallet Load

The load shall normally be secured by means of a pallet net. The net will be attached to the
pallet by net attachment fittings, which have to be fixed evenly on each side of the pallet.
For 88796" x 125u- pallets five fittings have to be attached to each long side and four fittings to
each short side.
Tension of tie - down equipment must be sufficient and is applied evenly on all four sides. Over
- tensioning should be avoided, since it might cause the pallet edge - rail to bend up. It has to
be ensured that no loose ends of webbing, net or rope are hanging down over the pallet. All
nets are designed to secure the maximum permissible load against at least 3g in all directions.

Cover with All net

Use template plastic sheet installation Pallet ready

5.10.3 Loading Principles for Container Loading

When filling containers, especially when loading heavy items, the handling shall be performed
with utmost care to avoid damages. Heavy items shall be placed at the bottom. For containers
with standard pallets a maximum floor load of 2000 kg/m2 is applicable. If this value is
exceeded, spreaders have to be used.
The outer limit for loading in the door area is indicated by the metal edge of the base. After
loading the container doors shall be closed and locked. Each strut shall be checked for correct
fitting in the locks.

5.10.4 Securing of Container Load

Inside lashing is required, if pieces with a weight of 150 kg and higher or cargo, which is
sensitive against jolts and tilting, is loaded as single items:
 The container is not filled up to 40 cm below the roof or mainly small pieces with
a comparatively high individual weight (high density cargo) are loaded. In this case
spreaders shall be spread across all items in order to ensure an efficient lashing of the
total load.
 For inside lashing the tie - down track segments positioned at the base and at the interior
side panels of the containers are used. For lashing the standard capacities of the tie
down equipment are applicable. Inside lashing of heavy pieces is not required for
completely filled containers; this applies even if heavy items are stowed among the load
 Containers which are at least loaded up to 40 cm below the roof. They are considered
completely filled
 Containers which are not completely filled, provided that the load mainly consists of
large pieces with a comparatively low individual weight (low density cargo).
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In case of doubt a decision shall always be made in favor of lashing.

5.11 SERVICEABILITY OF LOADING MATERIAL

Only Unit Load Devices (ULD) in serviceable condition shall be used for transportation of
on load on Mahan Air flights. An aircraft unit load device is a device, which interfaces
directly with aircraft loading and restraint systems and meets all restraint requirements
without the use of supplementary equipment. As such, it becomes a component part of the
aircraft.
Therefore any applicable certificate of airworthiness for the unit could be invalidated, if
careless and unprofessional handling causes damage to ULD's. Furthermore the use of
unserviceable ULD's may cause damage to ground handling equipment, aircraft components,
the aircraft loading and restraint systems and the load.
To ensure maximum protection from any damage ULD when not in use must be stored on
racks preferably in a designated area for ULD storage.

5.11.1 Connecting Elements

There are d i ff e ren t c on s tr u cti on s t o c onn e c t pa rts o f U L D . These p a r ts w i l l be
mentioned in the descriptions below:

5.11.2 ULD from other airlines

All regulations of this subsection are also valid for ULD from other airlines when transported
in Mahan Air aircraft.

5.11.3 Serviceability of LD 2 and LD3 Containers

Grey shaded area:
10 cm (4") at all edges (Frame profile not included in the 10 cm)
Flexible door Rear wall, front wall, side wall, roof

Frame profiles of Walls and roof

5.11.4 General items

The container is serviceable under following conditions:
 No connecting elements (huckbolts, rivets, screws) may be missing or loose, and
 Type label or type marking must be fixed and readable, and
 It must be possible to restrain the container correctly in the aircraft.
The container is NOT serviceable if one or more of the conditions listed above is not fulfilled.
 
5.11.5 Roof panel, wall panel
The container is serviceable under following conditions:
 No damage within the grey shaded area and
 No hole, tear or crack larger than 10 cm (4")
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
In the non-shaded area, and per panel: maximum 3 smaller holes, tears or cracks
within the non-shaded area,
 All distances between these holes, tears or cracks are more than 35 cm (14").
The container is NOT serviceable if one or more of the conditions listed above is not fulfilled.

5.11.6 Frame profiles of wall and roof

The container is serviceable under following conditions:
 No hole larger than 2 cm (3/4"), and
 per profile: maximum 1 smaller hole, and
no longitudinal/lateral tear or crack longer than 8 cm (31/8") or wider than 1.5 cm (5/8u) and per
profile, maximum 1 smaller longitudinal/ lateral tear or crack.
Depressions in the profiles are allowed, but if they are deeper than
0.5 cm (3/16") they must not go through the whole length of the profile.
The container is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.7 Gussets
The container is not serviceable, if
 Gussets are damaged or
 Any screws or rivets at gussets are missing

5.11.8 Base panel

The container is serviceable under following conditions.
 No hole larger than 2 cm (3/4") and
 no tear or crack larger than 10 cm (4"), and
 maximum 2 smaller holes, tears or cracks and
 the distance between holes, tears or cracks is more than 35 cm (14"),and
 the distance of any hole, tear or crack to the rivet rows is more than 10 cm (4")\ The
container is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.9 Edge profile of base

The container is serviceable under following conditions:
 No hole larger than 2 cm {3/4"), and
 No longitudinal/lateral tear or crack longer than 8 cm (31/8") wider than 5 cm (2"), and
 Maximum 1 smaller hole or tear or crack.
The container is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.10 Door frames, panel stiffeners

The container is serviceable under following conditions:
 No hole, tear or crack, and
 No deflection of the door frame of more than 1.5 cm (5/8'), and
 The door locking mechanism must function properly.
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 Deflections of the door frame up to 1.5 cm (5/8") are only allowed, if the door locking
mechanism functions properly.
 The container is not serviceable if one or more of the conditions listed above is not fulfilled

5.11.11 Flexible door

The container is serviceable under following conditions:
 No hole or tear larger than 20 cm (8"), and
 Maximum 5 smaller holes or tears, and
 All distances between these holes or tears are more than 5cm (14"), and
 The distance of any hole or tear to the edge of the tarpaulin is more than 5 cm (2"), and
 No tarpaulin hook is missing, and
 No steel cable is missing.
 Deflections of the tarpaulin hooks are only allowed, if the door can be locked correctly
with all hooks.
 Maximum 5 wires per steel cable may be broken.The container is NOT serviceable if one
or more of the conditions listed above is not fulfilled.

5.11.12 Serviceability of LD4, LD6, LD8 and LD11 containers (DQP, DQF, ALF, ALP)
The container is serviceable under following conditions:
 No huckbolts or screws may be missing or loose (see below where missing rivets are
allowed), and
 Type label or type marking must be fixed and readable, and
 It must be possible to restrain the ULD correctly in the aircraft.
The ULD is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.13 Roof panel, wall panels

The container is serviceable under following conditions:
 No damage within the grey shaded area, and
 Per panel: maximum 3 holes, tears or cracks larger than 10 cm (4") in the non- shaded
area, and
 Maximum 8 missing rivets, and
 The distances between all missing rivets must be 15 cm (6") or more.
The container is NOT serviceable if one or more of the conditions listed above is not fulfilled.

5.11.14 Frame profiles of walls and roof

The container is serviceable under following conditions:
 Per profile: maximum 1 hole larger than 2 cm (3/4"), or maximum one longitudinal/lateral
tear or crack longer than 8 cm (31/8") or wider than 1.5 cm (5/8").

Depressions in the profiles are allowed, but if they are deeper than 0.5 cm (3/-|6") they
must not go through the whole length of the profile.
The container is not serviceable if one or more of the conditions listed above is not fulfilled.
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5.11.15 Gussets
The container is not serviceable, if
 Gussets are damaged or
 Any screws or rivets at gussets are missing

5.11.16 Door frames, panel stiffeners

The container is serviceable under following conditions:
 No hole, tear or crack, and
 No deflection of the door frame of more than 1.5 cm (5/a"), and
 The door locking mechanism must function properly.
 Deflections of the door frame up to 1.5 cm (5/8") are only allowed, if the door locking
mechanism functions properly.
The container is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.17 Base panel

The pallet or container is serviceable under following conditions:
2
 Maximum 2 holes per m which are smaller than 3.5 cm and
2

Maximum 1 tear or crack longer than 10 cm (4") or wider than 1.2 cm (1/2a)

The ULD is not serviceable if one or more of the conditions listed above is not fulfilled.

5.11.18 Edge profile of base

The pallet or container is serviceable under following conditions:
 Maximum 10 missing rivets per side, and Maximum 2 missing rivets next to each other,
 No tear or crack larger than 2.5 cm (1 "),
 Maximum 2 smaller tears or cracks, and
 Minimum 6 undamaged pairs of tie-down
 Track lips around each pallet net attachment point.
 All corners must be serviceable
The ULD is not serviceable if one or more of the conditions listed above is not fulfilled.

5.12 BUSINESS BAGGAGE LOADING

The check – in personnel is responsible to mark the Business class baggage with the Tag
"Business Class" According to the regulations of Passenger Service Manual (PSM).

5.12.1 Loading of Business class Baggage on – Non ULD Aircraft

On flights with non- ULD aircraft the Business class baggage –if it is not transfer baggage-must
be separated from other baggage. In the load message the net sector must be shown under SI
with the load category code BC.

5.12.2 Loading of Business Class Baggage on - ULD Aircraft

 Small Quantities
Small quantities of B Class Baggage (up to 20 pieces)-if it is not transfer baggage-must be
loaded into bulk compartment 5. In the messages about load the net sector with the first
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class baggage must be shown with the load category code B.
 Larger Quantities
Larger quantities of business class baggage must be loaded into a separate container for
each destination. The container must be marked with the ULD tag Business Class Baggage.
The container must be loaded in the door area on the last sector before the station of
unloading.
If IKA is the station of unloading, quick transfer baggage has a higher priority for unloading
than business class baggage because of many time critical connection flights. In this case,
business class may be loaded on position which is not at the door.
The loading position of the business class baggage must be shown in the Container and
Pallet distribution message (CPM) with the load category code BC.
Priority baggage to be delivered at the unloading station of the business class container is
also allowed in this container, if necessary for capacity reasons.
NOTE: Non- priority baggage, transfer baggage cargo or mail must never be loaded into the
business class container.

5.12.3 business Class Transfer Baggage

For business class transfer baggage, the regulations shown above are valid only when the
baggage is being transferred onto the last Mahan Air sector. If a quick transfer baggage
container is loaded, the business class transfer baggage must always be loaded into this
container.

5.13 QUICK TRANSFER BAGGAGE

Quick Transfer baggage is baggage to be transferred at IKA, THR Airports and that is
connecting 90 minutes or less after the scheduled arrival of the flight. Therefore it must be
unloaded and transferred before other baggage on arrival to avoid misconnection or delay of
the connecting flight.
The check - in personnel is responsible to mark the Quick Transfer baggage according to the
regulations of the Passenger Service Manual (PSM).

5.13.1 Loading of Quick Transfer Baggage on -Non ULD Aircraft

On flights with non-ULD aircraft the Quick Transfer baggage must be loaded close to the door
so that it can be unloaded before any other load. In the load message the net sector must be
shown under SI with the load category code BQ.

5.13.2 Loading of Quick Transfer Baggage on- ULD Aircraft

Quick Transfer baggage must always be loaded in one or several containers in the door area.
If more than one container is needed the containers with the Quick Transfer baggage shall be
loaded in pairs, whenever possible.
On the container tag the field Quick Transfer must be marked. The loading position of the
Quick Transfer baggage must be shown in the Container and Pallet distribution message
(CPM) with the load category code BQ.
Containers with Quick Transfer baggage may be filled up with regular transfer baggage
if necessary for capacity reasons, but for quick handling at the transfer station it should be
tired to build up a pure Quick Transfer container whenever possible.
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5.13.3 Standardization of Quick Transfer Baggage(QTB) Loading
For flights with regular QTB it is suggested to standards the loading whenever possible, this
can be achieved through proper coordination between the stations, local procedure must
be established and agreed between the stations, any deviation from the agreed procedure
must be communicated immediately for prompt action at the other end.

5.14 TRANSFER BAGGAGE

5.14.1 Non- ULD aircraft
For all flights to IKA with non- ULD aircraft local and transfer baggage must be loaded
into separate net sectors. In the load message the net sectors must be shown under SI with
the load category code BT.

5.14.2 ULD aircraft

For all flights to IKA and THR transfer baggage must be loaded in separate containers. If
more than one container is needed, the containers with the transfer baggage shall be loaded
in pairs, whenever possible.
On the container tag the field "Transfer " must be marked .The loading position of the Transfer
baggage must be shown in the Container and Pallet distribution message (CPM) with the
load category code BT.

5.15 CREW BAGGAGE

Crew Baggage (operating or dead- head) is always labeled with the Crew Baggage Label

5.15.1 Loading of Crew Baggage on- Non ULD Aircraft

Crew baggage on non- ULD aircraft must always be loaded in the same net sector as the
priority baggage. Immediately after offl oading it must be checked whether it is local crew
baggage or it has to be transferred to another flight .Local crew baggage be delivered to
baggage claim area without delay.

5.15.2 Loading of Crew Baggage on- ULD Aircraft

Crew Baggage on ULD –aircraft shall always be loaded in the b u s i n e s s Class or Priority
baggage Container in the door area immediately after offloading. The J Class or Container
must be opened and the crew baggage must be checked whether it is local crew baggage or
it has to be transferred to another flight. Local crew baggage shall be delivered to the
baggage claim area without delay.

5.16 CABIN LOADING OF BAGGAGE

Diplomatic Mail accompanied by a Courier, delicate items that could be damaged or broken
if carried in the Aircraft holds. This includes musical instruments such as Cellos and double
bases and valuable items may be carried on the seat of Mahan Air aircraft provided that the
total weight does not exceed 75 KG per seat.
Cabin baggage must be loaded using window seats, baggage must be securely lashed to
the seat frame and /or rings inserted into the seat track, items must not exceed the seat height,
the exception being musical instruments, and must not protrude in to the aisle or hamper the
movement of the crew or passenger.
 Restricted article, liquid or any item that is likely to be noxious must not be loaded in the
cabin.
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
Seats adjacent to or immediately forward or after the emergency exits must not be used
for cabin loading.
 If more than one piece on one seat, each piece must be secured individually.
 Ensure seat load limitations are not exceeded.
Weight of the item must be included in the operational weight, for trim purposes the cabin
loaded item is considered as equal to one passenger occupying one seat, or multiples, if more
than one seat is used.
On the LDM a seat occupied is not included in the TOB but shown in the SI column and the
seat number indicated. The SOM will indicate the occupied seat.
For more details please refer to the PSM.

5.17 CARGO AND MAIL IN THE PASSENGER SEAT OF A/C CABIN

In accordance with Mahan Air policy loading Cargo and Mail in the passenger seat of A/C cabin
in forbidden in all flights.

5.18 LOADING PRIORITIES

If there are more passengers and load for a flight than weight or space for load is available on
this flight, passengers or load can be offloaded in the order as listed below.
Transit load has always priority over on-toad of the same category.
Order of
Offloading Crew, Passengers, Load Comment Reservation 1 Status
1 Non-urgent service consignments Service cargo, Non- urgent loading material
not needed for the operation of this flight Subject to load
2 Staff freight shipped at 90% Subject to load
3 Unaccompanied staff baggage Subject to load
4 Unaccompanied baggage Confirmed or not confirmed
5 General cargo not confirmed
6 Urgent company material Confirmed or not confirmed
7 Mail/Diplomatic Pouches Confirmed or not confirmed
8 General cargo confirmed
9 Live animals (AVI) Confirmed or not confirmed
10 Staff travel priority Free long service tax confirmed
11 Expedite baggage Baggage with rush tag Not applicable
12 Perishable cargo HEG,PEF,PEM,PEP,PES,PER Confirmed or not confirmed
13 Newspapers and press material Confirmed or not confirmed
14 Express cargo Confirmed or not confirmed
15 Commercial passengers including checked baggage confirmed
16 Commercial passengers including checked baggage confirmed
holding OK tickets but no record
17 Commercial passengers including checked baggage, Confirmed
18 Valuable cargo (VAL) ,Flight kit (FKT), stretchers , needed for operation of this or return flight Confirmed or not confirmed
catering service equipment (CSU)
19 Human remains (HUM) Confirmed or not confirmed
AOG shipments, "Life and Death" shipments Aircraft on ground spare parts, Confirmed or not confirmed
20 - Medicines or vaccines, LHO

5.19 DOCUMENTATION
5.19.1 Aircraft Basic Data
A method of calculating the aircraft W&B shall consider all manufactures defined and
company imposed, limitation to ensure the safety of flight taking into account the previously
planned load. This process will result in the production of a W&B document for
presentation to pilot in command.
If there are any changes, especially changes of DOW (Dry Operating Weight) or DOI (Dry
Operating Index) data, they will be announced by e-mail from airport service one or two days
before the effective date of changes. A copy of it must be filed in the respective aircraft
chapter. The DOW and DOI of the respective aircraft on the original page must be crossed out.
The Page will be replaced with the next regular amendment.
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In exceptional cases, it may be necessary to restrict one or more of the maximum weight (MZFW,
MLAW, MTOW) for an individual flight for operational reasons (e.g. runway limitations). This
is calculated by flight dispatch and published in the Operational Flight Plan (OFP). The load
Controller Must cross- checks the MZFW, MLAW and MTOW with the OFP.
In the event of weight discrepancy between DCS and the GOM the DCS will take
preference.

5.19.2 Definition of Load Sheet Terms and Balance Chart

Maximum Weights
There are two different categories of ‘Maximum Weights’, which shall never be exceeded
Maximum Gross Weights
Maximum gross weights are “The Maximum Weight for Zero Fuel”, “The Weight for Take Off”
and “The Weight for Landing”. These weights are fixed weights established by the
manufacturer on the basis of structural limitations.
Maximum Allowed Weights
Maximum Allowed Weights are “The Maximum Weight for take-off“ and “The Maximum Weight
for Landing” for the particular flight sector: Being based on the Maximum Gross Weights, they
can be lower due to: length and slope of the runway, air pressure, wind, temperature etc.
Such weight corrections are forwarded to load control personnel by means of the OFP or by
the flight crew.
Allowed Traffic Load
Weight capacity is available for a certain flight sector. It is the result of the subtraction of the
“Operating Weight” from “The Allowed Weight For Take-Off”, lowest of a,b,c.
Allowed Weight for Take-Off
Maximum permitted take-off weight for a particular flight sector; determined by
comparison of:
a. “Maximum Zero Fuel Weight” plus “Take-Off Fuel”,
b. “Maximum Weight for Take-Off”.
c. “Maximum Landing Weight” plus “Trip Fuel”.
The lowest figure of a,b,c is the maximum permitted take-off weight.
Dry Operating Index (DOI)
“DOI” is index for the position of the center of gravity at the “Dry Operating Weight”.
Dry Operating Weight (DOW)
“DOW” is weight of the equipped aircraft incl. crew and their baggage, food supply, pantry
and toilets as well as standard quantities of oil and water, but without load and fuel (in contrast
to that ballast fuel is recoded as a correction of the “DOW”).
Landing Weight (LAW)
“LAW” is weight of the aircraft at landing, calculated by the subtraction of the “Trip Fuel” from
the “Take-Off Weight”.
Last Minute Changes (LMC)
“LMC” is Changes of original entries shortly before departure.
Loaded Index at Take-Off Weight (LITOW)
“LITOW” is index showing the aircraft center of gravity at “Take-Off Weight”.
Loaded Index at Zero Fuel Weight (LIZFW)
“LIZFW” is index showing the aircraft center of gravity at “Zero Fuel Weight”.
Maximum Weight for Landing (MLAW)
“MLAW” is highest permitted weight for landing of a certain aircraft type.
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Maximum Weight for Take- Off (MTOW)
“MTOW” is highest permitted weight for take- off of a certain aircraft type.
Maximum Weight for Zero Fuel (MZFW)
“MZFW” is highest permitted weight of a certain aircraft type without “Take-Off Fuel”.
Mean Aerodynamic Chord (MAC)
“MAC” in% for the determination of the center of gravity at take-off, The “MAC” at “TOW”
is derived from the point of intersection of the Take-Off Weight figures and the respective
Loaded Index at Take-Off Weight (LOTOW).
Operating Weight
“Dry Operating Weight” plus “Take-Off Fuel”.
Take-Off Fuel (TOF)
“TOF” is weight of the fuel on board minus the quantity needed for taxing to the point of brake
release. Ballast fuel in not part of the “TOF”.
Take- Off Weight (TOW)
“TOW” is weight of the equipped, loaded and fuelled aircraft at take-off.
Total Traffic Load
“Total Traffic Load” is the Total weight of the load, consisting of passengers, baggage, cargo,
mail, incl. the weight of the unit load devices (ULDs).
Trip Fuel (TF)
“TF” is Pre calculated, estimated fuel consumption from take-off to landing on the next
scheduled destination airport.
Under Load
“Under load” is remaining weight capacity still available for loading; difference between the
“Allowed Traffic Load” and the “Total Traffic Load”.
Zero Fuel Weight (ZFW)
“ZFW” is weight of the equipped and loaded aircraft without fuel (but incl. ballast fuel); sum of
“DOW” plus the “Total Traffic Load”.

5.20 AIRCRAFT LOADING

Before loading, the hold shall be visually inspected for damage that can affect the load capacity.
A qualified individual must supervise the loading of the aircraft and provide a signed confirmation
to say:
 The aircraft has been loaded as instructed–including any special load instructions;
 The condition of locks, restraints or ULDs has not affected load capacity;
 The bulk load and ULDs are correctly secured and locks and nets are in use;
 Visible dangerous goods packages were inspected prior to loading;
 Special loads, including dangerous goods have been stowed and secured according
to regulations and Mahan Air procedures;
 The holds are free of any foreign objects;
 Ensure that any loaded items do not block the aircraft fire suppression systems. Adhere
to fleet specific loading guidance;
 Any deviations are approved by load supervisor and recorded;
 The completion of loading, qualified individual must pass the final loading information to
the load supervisor.
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5.20.1 Loading of General Baggage/Cargo
The person responsible for loading is in charge of, and responsible for, the safe and efficient
loading and offloading of the aircraft as well as the protection of the goods carried. He will
ensure the aircraft is loaded as specified by the load agent, in accordance with Mahan Air
procedures. The person responsible for loading shall be trained in accordance to the standards
outlined in AHM 611.

5.20.2 Loading of Dangerous Goods (where Carried)

The person responsible for loading is responsible for the loading of Dangerous Goods
shipments as described in the IATA DG Manual and must be qualified as per IATA Dangerous
Goods Regulations training requirements.

5.20.3 Safety Requirements Specific to Aircraft Loading Operations

• Get assistance when moving heavy articles.
• Do not use baggage carts to gain access to cargo compartments.
• The loader bridge height shall be monitored during the loading process and adjusted
as necessary to maintain a correct alignment with the cargo hold floor.
• Use ULD Loader platform guiderails as required to ensure alignment when loading.
• Stabilize irregular shaped items to prevent falling from the conveyor belt during loading
and unloading.
• Push DO NOT PULL containers on and off dollies and loaders.
• ULDs on dollies or transporters must be secured to prevent movement by the use of locks
, stops , rails or straps at all times , except when the load is being transferred onto or off
the equipment .
• Protect live shipments from inclement weather.
• Be alert for special/dangerous goods shipments. Know how they must be handled and
secured.
• Operators of equipment shall ensure that other personnel are not entrapped by
movement of load/pallets/containers either in the aircraft or on the loading equipment.
• Gates of loaded carts should be lowered carefully, in case loose cargo falls out and
causes injury.
• Holds and compartments shall only be entered or exited by using the appropriate
elevating device and which has been positioned and secured, e.g. belt conveyor and
cargo loader.
• Do not walk between ULDs or carts being towed, or when they are stationary on the ramp.
• When loading has been completed, move all loading equipment well clear of the aircraft.
• Block or secure cargo which will not lie flat on conveyor belts.

5.20.4 Special Precautions when using Carts

• Do not wedge light packages between heavier items.
• During transportation in carts and dollies ensure that the load is properly secured by using
appropriate locks, stops, rails, curtains and straps.
• Ensure the overall height of load permits safe lifting of each piece of load during loading
and offloading of carts by personnel standing on the ground.
• When using tarpaulins, ensure all straps are securely fastened to the baggage cart.
• When not in use the braking system shall be engaged on all strings of baggage carts.
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5.20.5 Special Requirements when using Tractors

• Drive tractors and carts within speed limits according to local airport regulations, and
take care to avoid sharp turns, jerks and sudden stops.
• Approach the aircraft at walking speed.
• Limit the number of carts and dollies in a train to the maximum specified by the local
airport regulations.
• Do not attempt sharp turns close to the aircraft. Keep at least 1m (3ft) away from the
fuselage.

5.20.6 Special Precautions when using Belt Loaders

• Ensure proper separation between articles on the conveyor belt to avoid jamming.
• Adjust the back of the conveyor belt correctly to avoid dropping goods from the belt.
• Handrails shall be deployed when a belt loader is used to gain access to aircraft cargo
holds; however caution shall be exercised where there is restricted clearance with the
aircraft fuselage or engines.

5.20.7 Special Precautions when using ULD Loaders

• DO NOT stand between loader and moving dollies.
• Align dollies correctly to loader. Use guide man if required.
• ULD loaders should not be used to transport ULDs across the ramp unless specifically
designed for this purpose.
• Do not move ULDs until personnel are clear of all hazards.
• The vehicle as dolly or other shall be positioned within 07.5cm/3” of the loader platform
periphery and shall be at the same height before transfer takes place.
• Whenever possible, reverse in a straight line at a walking pace, monitoring all sides for
clearance.
• Ensure path of loader is clear of all obstructions prior to initiating turns.
• Retract or lower handrails, platforms and operators sections to ensure adequate
clearance before positioning equipment.
• Extend all handrails before loading or unloading.
• All personnel must keep clear of the elevating platform when it is raised or lowered
• Do not rotate a ULD on a loader elevator platform while raised or in-transit.
• Before removal or repositioning of loader, ensure any load positioned in the doorway is
secured against roll out.
Warning Fall Hazard: Do not ride on the elevating platform to gain access to the loader bridge

5.20.8 Low-Wing Aircraft

• To prevent damage to aircraft with low wings, baggage tractors shall stop approximately
1 meter (3 ft) from the belt loader to unhook the carts. Move the tractor away and position
the carts by hand.
• Take care when pulling or pushing carts especially when ramp conditions are slippery.
When necessary obtain assistance.
• When removing baggage carts, the tractor shall be positioned pointing away from the
aircraft wing and the baggage cart pulled to the tractor.
• Extreme caution must be used when using covered baggage carts.
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5.20.9Bulk Loading of Smaller Aircraft

• Use belt loaders if the door sill height does not allow items to be passed into the
doorway without undue lifting always consider the use of belt loaders for heavy items
(over 23 kg/50 Ibs).
• Keep a gap of at least 1m (3 feet) between baggage carts/dollies and the cargo belt when
towing, to prevent collisions when approaching the belt loader.
• Carts or dollies must be disconnected from the tractor and maneuvered by hand if the
carts or dollies need to be closer than 1 m (3 feet).

5.20.10 General Loading Precautions

• Hold baggage must be inspected for signs of leakage before loading.
• Any item of load which is not properly packed and any item that may damage or
contaminate the aircraft must not be loaded.
• Container curtains must be closed and locked into place prior to loading the ULD into the
aircraft.
• Containers must not be contaminated when loaded (snow, wood, plastic etc.).
• Use tarpaulins or covered carts during inclement weather.
• Do not place goods directly on the apron.
• Always observe the specific instruction labels and marks such as FRAGILE, TOP, THIS
SIDE UP, etc.
• Report torn (or missing) baggage tags and cargo labels, and do not load unless corrected.
• Report immediately any damage to the load, whether it occurs during handling or is
noticed on arrival.
• Report immediately any spills, unusual fumes or smells, etc., to a Supervisor, Flight Crew
or local authorities as required.

5.20.11 Spills in Cargo Holds

• Spills can occur in cargo holds during loading and in flight due to: Improper packaging,
Damage due to mishandling prior to loading, Improper loading in the compartment.
• Spills can be liquid, gels, or material in a powdered or granulated form.
• Spills can be hazardous corrosive, flammable, explosive, toxic or poisonous, etc. Even
water can cause serious damage to electrical components and systems.
• Spills can be corrosive to the aircraft structure. Mercury spills are particularly corrosive
to the extent that the affected aircraft structure may have to be completely replaced if not
cleaned up quickly.
It is essential that any spill is reported immediately to Maintenance, so that corrective action
can be taken.
NOTE: Initiate to ERP Manual for spill events.

5.20.12 Cargo Hold Inspection

When an offload is completed, a final check of ALL cargo holds must be conducted to inspect
each cargo hold for:
• Damage to the compartment
• Damaged or malfunctioning floor locks
• Spills in the hold that may have occurred
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• Baggage or cargo that may have been left onboard the aircraft.
• Any other items that should not be present in the hold
A check must be conducted in a hold even if on arrival the hold was reported as not carrying
any cargo/baggage (empty).
If any damage is found to the compartment or locks, if a spill has occurred, or if any other
irregularity is found, it must be immediately reported to a supervisor, the flight crew, and/or a
company representative as required by Mahan Air.

5.20.13 Cargo Hold Damage

Any damage to the structure or linings of containerized or bulk holds may lead to specific
loading limitations. Therefore, any damage must be reported. The Load Controller shall be
informed accordingly.

5.20.14 Compartment Separator Nets

Compartment separator nets must be secured prior to all flight departures.
Between offload and on load, compartment nets must be secured inside aircraft compartments
and not left hanging outside, to avoid clips and attachment points from striking fuselage
(especially during adverse weather conditions) or inadvertently hooked on GSE and pulled out
of the aircraft.

5.20.15 Cargo Door Barrier Nets

Between on load and offload, compartment nets must be secured inside aircraft compartments
and not left hanging out side. Cargo door barrier nets must be installed prior to flight departure
to prevent cargo from shifting in flight and damaging or blocking the compartment door.

5.20.16 Container/Pallet Restraint System

All container stops and pallet locks required to secure containers and pallets must be extended
and locked prior to any flight. This includes cargo holds that are empty, unless specified by the
operating airline.
A tactile check must be performed by checking the security of each lock with your hands.

5.20.17 Loading Preparation

Before loading commences, the load shall be assembled and checked against loading
instructions.
• Ensure ULD placards are properly filled out with the correct information.
• Ensure ULDs and all cargo is inspected and is fit to be loaded on the aircraft.
• If possible, arrange ULDs on the ramp in order of on load.

5.20.18 Aircraft Ground Stability

Loading or offloading may cause the aircraft to become unstable or could cause the aircraft
to tip. Respect aircraft ground stability requirements during loading and offloading.
• In general, offload aft holds before forward holds when loading, load forward holds before
aft holds.
• For cargo aircraft, a tail support stanchion or nose tether may be required to be fitted
during loading and offloading.
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5.21 OFFLOADING PROCEDURE
5.21.1Scaling Process
If the Flight Crew experiences a handling irregularity on take-off, the Flight Crew may request
aircraft scaling (weighing of all baggage and cargo on board) at the arrival station. Aircraft
must not be offloaded when a scaling has been requested until the process has been initiated.
Contact the airline representative for details.

5.21.2 Identifying Shipments Requiring Specific Handling

Comply with any special handling requirements. All shipments requiring specific handling will
be identified on the LDM/CPM.
• Make sure that packages with directional handling labels are kept in the correct
orientation (this way up, etc.).
• Take care with fragile items.

5.21.3 Safety Precautions for Offload

• Take care when handling heavy items. Use proper lifting techniques and ask for
assistance if required.
• Take care when placing items on belt loaders. Make sure they are stable and will not
fall off.
• Check ULDs during offload for damage, leakage and load stability.
• Check for incorrectly loaded ULDs (locks not raised, locks or side rails overridden, etc).
• Take care if load has shifted during flight.
• Containers can tip during movement because the base is smaller than the top, causing
a high center of gravity.

5.22 LOADING PROCEDURE

Before loading commences, verify the aircraft registration with the registration on the loading
instruction report.
• Ensure on load has been checked against LIR. Weights and ULD numbers must be
cross checked.
• Ensure special equipment (tie down straps, etc.) is available, as required.
• Ensure LIR is received and understood by loading crew.
Before loading commences, carry out inspection of cargo compartments and restraint
system. Report any defects to supervisor, the flight crew, and/or a company representative as
defined by Mahan Air.
For cargo shipments, ensure the nets or tie down straps are tight and the load is secure.
Items with directional handling labels should be loaded so that the labels will be visible during
offload.
When loading pallets or containers make sure that the edges are either guided by
the side rails or fit under the stops/locks/guides and that the height of the pallet allows for
sufficient clearance in the door opening. Check that the passage of the ULDs into their position
is not obstructed by stops/locks/guides.
Ensure separator nets, fire barriers, door nets, pallet locks and container stops are installed
and locked as required as the hold is loaded. Keep count of bulk loaded baggage by
compartment and destination. Document all changes to the load and sign the Load Instruction
Report. Carry out load verification prior to finalizing the weight and balance.
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NOTE: Inspect ULDs for serviceability and do not load damaged ULDs.

5.22.1 Live Animals

Transportation must be in accordance with the IATA Live Animals Regulation (LAR) and
Mahan Air policy. Refer to chapter 02 part A this Manual.

5.22.2 Wet Cargo

The Loading Supervisor must check if:
• The wet cargo is properly packed and free of leakage.
• The aircraft floor is properly protected from risk of spillage.
Refer to COM.

5.22.1 Human Remain

Human Remain must load in bulk horizontally with head facing aircraft nose when there is no
special cargo in aircraft. Following regulations apply for human remains in coffins:
The floor of the compartment or ULD must be protected by polythene sheet.
Human remains must always be tied town.
Human remains must not be loaded in close proximity of food for human or animal
Consumption or live animals.
Loading of human remains in urns is permitted without special restrictions as cargo.
NOTE: in case of loading AVIH and Human Remain in on aircraft, load AVIH in bulk and remain
body in front compartment.
Contact OCC in case of loading several special item in one aircraft.

5.23 FLIGHT CREW SEAT (S) / LOCATIONS:

Mahan Air flight crew consists of:
- Flight Deck/ Cockpit Crew (FDC)
- Cabin Deck Crew (Flight Attendants) (CDC)
- Extra Crew (MEC, FSO, OBS, AFA,FOO, FOA ) (XCR)
- Dead Head Crew (DHC)

1) Cockpit Crew (FDC)

The below table shows the maximum number of crew seats in the cockpit, default crew,
operational / standard crew.
Total seats Standard/
A/C Type in cockpit Operating Remarks
(Default) Crew
BAe 300 & RJ100 3 2
BAe 200 & RJ85 3 2
A310-304 (EP-MMX) 4 2
A310-304 (MMP&JHI) 3 2 Default D.O.W & D.O.I must be adjusted by
A310-304 4 2 weight and total index effect *
A300-600 4 2 Standard Cockpit crew weight is 90 kg each.
A340-300 4 2
A340-600 4 2
B.747-300 5 3
B.747-400 4 2
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2) Cabin Crew (CDC)
The below table shows the maximum number of crew seats in the cabin, default crew,
operational / standard crew.
Total Seats in Standard /
A/C Type Remarks
Cabin (Default) Operating crew
BAe 300 & RJ100 3 4
BAe 300 (MOM,
4 4
MOC,MOD)
BAe 200 & RJ85 3 4
RJ85 (EP-MOS) 4 4
Default D.O.W/ D.O.I must be adjusted by
A310-304 (MHO) 7 8
weight & total index effect *
A310-304 8 8 Standard Cabin Crew weight is 80 kg each.
A300-600 11 11
A340-300 13 12
A340-600 17 15
B.747-300 18 15
B.747-400 19 16
* Default DOW & DOI distributed separately under A/C Load Limitation Table.
NOTE: Cockpit and Cabin Crew occupy their pre-assigned seats in cockpit/ cabin deck.
NOTE: There may be no deviation from default and or minus (-) only one crew. In this case,
the weight and index to be considered and calculated accordingly.

3) Extra Crew (XCR)

Extra crew occupying passengers’ seats
Additional operating/ observer flight crew other than table1&2, to be considered as XCR.
Such as:
- MEC (Flyaway mechanics),
- FSO (Flight Security Officers),
- OBS (Flight Observer),
- AFA (Additional Flight Attendant),
- FOO (Flight Operation Officer)
- FOA (Flight Operation Assistant)
- FAC (Flyaway Coordinator)
The addition and or number of XCRs is subject to Mahan air operation’s requirements/
standards.
The standard XCR weight is 80 kg each.
The XCR occupies the pre-allocated seats either in C.Class or in Y. class according to
specified and published table by Airport Services department
Summary:
Index Correction to default D.O.I* (per each crew person)
Crew (-) XCR ()
A/C Type Remarks
Cockpit Cabin C.Class Y.Class
1 B.747-400
+ 0.28 0 - 0.16 - 0.16 C.Class (U/Deck)
2 B.747-300
3 A340-600 + 0.60 - 0.40 - 0.35 - 0.10
4 A340-313 - 0.58 - 0.10
+ 0.96 - 0.66
5 A340-311 - 0.55 - 0.06
6 A300-605/622
+ 0.91 - 0.70 - 0.54 - 0.27
7 A300-603
8 + 0.76 - 0.53 - 0.42 - 0.20
A310-304
9 + 0.80 - 0.55 - 0.31 - 0.13 EP-MMX (VIP)
10 BAe146-300
+ 2.47 - 2.11 N/A - 1.10
11 BAe RJ-100
12 BAe146-200 - 0.88 + 0.04 EP-MMV (VIP)
13 BAe RJ85 + 2.18 - 1.78 N/A - 0.88
14 BAe RJ85 - 0.88 + 0.04 EP-MQQ (VIP)
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* Default DOW & DOI sheets are being distributed separately under A/C Load Limitation Table.

4) Dead Head Crew (DHC)

Crew positioning to/from duty not directly involved in the operation of the flight, who are
occupying passenger seat(s). (Crew who are active in one leg of flight and non-active in other
leg of flight.)
DHC are to be check as passengers, include in total number of PAX, as well the weight and
index effect in passengers.
The number of occupied seats in each class separated by an oblique. Example:
DHC/2/2 indicates that four of the total passengers are DHC that two of them seated in C/class
and two of them seated in Y/class.

5) Crew Occupying Passenger Seats

Following procedures are applicable to Crew other than standard/ operating (XCR or DHC).

A) Check-in Procedures:
Item Seat Allocation Baggage Weight Baggage Tag Check-in
As per assigned seats (IAW blocked seats table)
XCR Standard ** Crew As Crew
*
DHC As passengers As Passengers As Passengers As Passengers
** included in crew weight.

B) Load & Trimsheet Procedures:

SUBJECT XCR DHC
As per assigned seats
Seat Allocation As passengers
(according to blocked seats table) *
Baggage Weight Included Standard
Number of crew Included in crew ( Cabin ) Included in passengers
Weight Included in D.O.W Included in passengers
Index Included in D.O.I Included in passengers
Include in total PAX NO YES (and shown separately)
To be shown To be separated
Load info./ Remarks
(XCR followed by number-classwise) (DHC followed by number-classwise)
Note/ SI box NO To be writ down separately.

* Blocked seats tables distributed separately by Airport Service Department

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Contents

CHAPTER 6: AIRSIDE SUPERVISION ............................................................................... 2 

6.1 OPERATIONAL REQUIREMENTS ............................................................................................................... 2 
6.1.1 Supervision Scope................................................................................................................................. 2 
6.1.2 Turn around Coordination Requirement ............................................................................................... 3 
6.1.3 Event Response and Reporting Process ................................................................................................ 3 
6.1.4 Response .............................................................................................................................................. 3 
6.1.5 Airside Safety Investigation .................................................................................................................. 4 
6.1.6 Investigation Procedure ........................................................................................................................ 4 
6.1.7 Analysis ................................................................................................................................................ 4 
6.1.8 Conclusion and Causes ......................................................................................................................... 5 
6.1.9 Follow Up ............................................................................................................................................. 5 
6.1.10 Monitoring Procedure ........................................................................................................................ 5 

6.2 MAHAN AIR SAFETY POLICY AND OBJECTIVES STATEMENT ..................................................................... 5 
6.2.1 Safety Policy Statement ........................................................................................................................ 5 
6.2.2 Our commitment is to .......................................................................................................................... 5 
6.2.3 Non Punitive Reporting Statement ....................................................................................................... 6 

6.3 EMERGENCY ........................................................................................................................................... 7 
6.3.1 Emergency Response Procedure .......................................................................................................... 7 
6.3.2 Emergency That Requires Evacuation of an Aircraft during Ground Handling Operation ...................... 7 
6.3.3 Security Incident ................................................................................................................................... 8 
6.3.4 Fuel Spill ............................................................................................................................................ 8 
6.3.5 Aircraft Stand Fire ............................................................................................................................. 8 
6.3.6 Dangerous Goods ............................................................................................................................. 8 
6.3.7 Other items to be considered ........................................................................................................... 8 
6.3.8 Emergency Evacuation of Ground Personnel during Ground Handling Operations ............................... 8 
6.3.9 Evacuation Methods and Other Issues (Mobile Stairs, Aerobridge Etc.). .............................................. 9 

6.4 INCIDENT AND ACCIDENT REPORTING ................................................................................................... 10 
6.4.1Damage during Ground Handling ........................................................................................................ 10 
6.4.2 Mahan Air Ramp incident Report Form (RIRF) .................................................................................... 10 
6.4.3Ground Incident/Accident/Damage Report ......................................................................................... 11 
6.4.4 Dangerous Goods Incidents ................................................................................................................ 11 
6.4.5 Irregularities with Other Airline Departure Control System ................................................................ 11 
6.4.6 Safety Relevant Findings after Local Performance Checks .................................................................. 11 
6.4.7 Reportable Ground Incidents .............................................................................................................. 11 
6.4.8 Accident Report Completion ............................................................................................................... 12 

6.5 SECURITY .............................................................................................................................................. 12 
6.5.1 Securing Aircraft Prior To and During Overnight or Layover Parking ................................................... 12 
6.5.2 Aircraft Security Check ....................................................................................................................... 12 

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CHAPTER 6: AIRSIDE SUPERVISION
All station airside operational activities including, if applicable, those outsourced to an
external third-party ground service provider shall be conducted under the direct oversight of
supervision personnel.

6.1 OPERATIONAL REQUIREMENTS

• Supervision personnel must be trained and qualified to perform the assigned functions.
• Assigned individuals will provide oversight of personnel conducting, airside operations.
• An assigned individual will oversee the aircraft turnaround during ramp/apron activities
ensuring the aircraft is handled and serviced according to Mahan Air procedure, these
duties may be combined with another function/role.
• Checklists are provided, they shall be completed as required by the individual assigned
to provide oversight.
• Individuals assigned to oversee ground handling operations must have oversight on
airside operations, ground safety and all operations relating to comfort and schedule.
6.1.1 Supervision Scope
Oversight for an aircraft arrival/departure shall include, but is not limited to the following activities:
• Aircraft , vehicles and GSE operations and parking
• Arrival
• Baggage handling
• Cabin equipment
• Catering Ramp handling
• De-icing / anti –icing services and snow / ice removal
• Departure
• Exterior cleaning
• Interior cleaning
• Load control document accuracy (LIR. NOTOC. Load sheet. Other documents if applicable)
• Load control and flight operation
• Marshaling
• Moving of aircraft
• Passenger services
• PRM
• Ramp fuelling/ De-fuelling
• Ramp regulation
• Ramp services
• Ramp to flight- deck communication
• Staff conduct , behavior and operational practice .PPE
• Toilet services
• Towing cargo and baggage
• ULD and bulk loading and unloading of baggage and cargo
• Water services
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6.1.2 Turn around Coordination Requirement

The table below defines sample elements that require supervision by individuals assigned to
oversee ground handling operations. Primary task is to stop all unsafe acts.

ACTION REMARKS
1. Pre-flight brief conducted regarding flight requirement(s) and services as needed
2. Pre-arrival check parking position free of Foreign Object Damage (FOD), obstacles and/or spillage
3. personnel with PPE available and ready
4. All GSE and personnel positioned outside the aircraft clearance line
5. Ensure guidance system is activated and marshaller(s) correctly positioned as applicable
6. Personnel stay clear of the aircraft, until anti-collision lights have been switched off
7. Ensure aircraft chocked and coned appropriately
8. Ensure an arrival external check prior to approach of any ground support equipment
9. Ensure equipment properly positioned and operated (e.g. Guide rails)
10. Ensure cargo holds are offloaded and commodities correctly handled as required
11. Ensure all cargo holds fully offloaded and inspected for damage
12. Passenger Bridge and/or Steps set to correct height and all safety devices are installed before
opening cabin access doors
13. Aircraft cabin access door operation by authorized and qualified person
14. During passenger (dis)-embarkation, passenger movement protected and guided in walkways
between the aircraft and bus or terminal
15. Passenger walkways clean of obstacles and free of undesired contaminated substances
16. Fuel tank properly positioned and escape route not obstructed
17. Ensure FUEL SAFETY ZONES respected
18. Ensure safety precautions for Re-fuelling with passengers adhered to if applicable
19. Ensure on-load started and Load Master in possession of Loading Instruction
20. Ensure condition of load inspected prior to loading
21. Ensure baggage and cargo loaded and handled in accordance with the written Loading Instruction
22. Ensure DG correctly handled, segregated, secured and stowed
23. Ensure holds are checked to verify load and lock/nets configuration
24. Ensure Load information is exchanged with all deviations noted
25. Ensure final load information provided to Flight crew as required
26. Ensure GSE removal procedures followed
27. Ensure final ramp inspection and aircraft walk-around check performed
28. Ensure pre-departure preparations are conducted
29. Chocks and cones removal procedures followed
30. Ensure departure sequence conducted as required
31. Ensure post departure activities conducted as required with appropriate document retention
 
6.1.3 Event Response and Reporting Process
It is the responsibility of supervision to ensure that all safety related events are immediately
reported to the station manager or deputy, the flight crew and applicable authorities as per
local requirements.
All records of such accidents and incidents must be retained as required by local and Mahan
Air requirements.

6.1.4 Response
Individuals assigned to supervision shall coordinate an initial response for all accidents
and/or incidents, including dangerous goods incidents.
Immediate action to be taken when an incident occurs:
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• Do not put yourself or any others at further risk.

• Deal with any personal injuries and request appropriate assistance.
• Secure the scene to prevent movement of GSE and personnel if possible.
• Take suitable photographic evidence of the incident.
Individuals assigned to supervision shall have knowledge of their responsibilities within the
local safety plan and emergency response plan for responding to accidents and/or incidents
or other emergencies that may occur during aircraft ground handling operations in accordance
with local applicable regulations and requirements of Mahan Air.

6.1.5 Airside Safety Investigation

The investigation process will be conducted in a logical way by collecting and analyzing factual
information in order to identify root causes, contributing and human factors.
In general:
 Gather factual information including photographs, testimonials, reports, sketches, video
footage, maps and any other relevant information.
 Determine the level of investigation as basic and formal

6.1.6 Investigation Procedure

Gather all information available about the elements:
 Identify the circumstance leading up to the event
 Review all reports pertaining to the event
 Collect all available data
 Identify the people involved and any witnesses
 Gather all relevant factual information concerning people involved , technical issues ,
environment
Conduct interviews with all individuals involved and any witnesses
Conduct confirmation site visit if possible
Confirm whether SOP is published and available for the task being performed.
Identify human factors such as: communication, stress, timing, and fatigue, loss of situation
awareness, health condition, and use of available resources, staff feedback, teamwork,
knowledge retention and competence.
Technical factors such as: use of GSE, preventive and corrective maintenance records, current
technical condition, suitability for the task

6.1.7 Analysis
Analyze the event by:
 Describing the sequence of events as they occurred for each person / element involved.
 Identifying any failures in the tasks performed in relation to written instructions.
 Identifying any casual links between events
 Documenting a chronological sequence of events that led to the incident/accident
supported by factual information.
 Determining which failures contributed to the accident based on factual evidence in
relation to the sequence of events.
 Identifying pre- existing and/or new hazards that contributed to the event.
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6.1.8 Conclusion and Causes

Specify: root causes, human factors, contributing factors

6.1.9 Follow Up
Follow up the investigation by:
 Establish corrective action and preventive action
 Making safety recommendations that :
 Address the root causes, contributing and human factors identified as a part of the
investigation.
 ensure corrective and preventive action requests will be issued to OCC and QA
Department
 Provide corrective action plan and root causes, contributing and human factors for
approval.
 Ensure an action plan implementation is confirmed through a monitoring process.
 Ensure that human factors in airside safety investigation form is completed.

6.1.10 Monitoring Procedure

Safety performance monitoring is important in order to enable management to identify trends
that could have a negative effect on safety.
Refer to appendix for checklist.

6.2 MAHAN AIR SAFETY POLICY AND OBJECTIVES STATEMENT

6.2.1 Safety Policy Statement
Safety is one of our core business functions. We are committed to developing, implementing,
maintaining and constantly improving strategies and processes to ensure that all our aviation
activities take place under a balanced allocation of organizational resources, aimed at
achieving the highest level of safety performance and meeting national and international
standards, while delivering our services.
All levels of management and all employees are responsible for the delivery of this highest
level of safety performance.

6.2.2 Our commitment is to

• Support the management of safety through the provision of all appropriate resources,
that will result in an organizational culture that fosters safe practices, encourages
effective safety reporting and communication, and actively manages safety with the
same attention to results as the attention to the results of the other management
systems of the organization;
• Enforce the management of safety as a primary responsibility of all managers and
employees;
• Clearly define for all staff, managers and employees alike, their accountabilities and
responsibilities for the delivery of the organization safety performance and the
performance of our safety management system;
• Establish and operate hazard identification and risk management processes, including
a hazard reporting system, in order to eliminate or mitigate the safety risks of the
consequences of hazards resulting from our operations or activities to a point which is
as low as reasonably practicable.
• Ensure that no action will be taken against any employee who discloses a safety
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concern through the hazard reporting system, unless such disclosure indicates, beyond
any reasonable doubt, an illegal act, gross negligence, or a deliberate or willful disregard
of regulations or procedures;
• Comply with and, wherever possible, exceed, legislative and regulatory requirements
and standards;
• Ensure that sufficient skilled and trained human resources are available to implement
safety strategies and processes;
• Ensure that all staff are provided with adequate and appropriate aviation safety
information and training, are competent in safety matters, and are allocated only tasks
commensurate with their skills;
• Establish and measure our safety performance against realistic safety performance
indicators and safety performance targets;
• Continually improve our safety performance through management processes that
ensure that relevant safety action is taken and is effective; and
• Ensure externally supplied systems and services to support our operations are
delivered meeting our safety performance standards.

In this regard Safety Objectives for personnel training, number of receiving voluntary Safety
Reports and Mahan Airline events are approved by SRB as below:
• Personnel SMS training: by %80;
• Number of receiving voluntary safety reports: by %10; and
• Mahan Airline’ events reduction in all operational area: by %5.

For Role of DMD, Managers and Safety officer please refer to SMS manual section 2.
For reporting system refer to SMS manual section 4 appendix 1.
For more information please refer to last version of SMS manual that published under supervision
of safety department.
 

6.2.3 Non Punitive Reporting Statement

To be read in conjunction with Operations Manual Mahan Air committed to the safest flight
operating standards possible. It is therefore i m p e r a t i v e that we have uninhibited
reporting of all incidents and occurrences which compromise the safe conduct of our flights.
To this end, every employee responsible for the communication must be completely free of
reprisal.
Mahan Air will not take disciplinary action against any employee who discloses an incident
or occurrence involving flight safety. This policy shall not apply to intimation violations or
to information received by the Company from a source other than the employee. The primary
responsibility for flight safety rests with line managers. Remember, however, that flight safety
is everyone’s concern.
Our method of collecting, recording and disseminating information obtained from ground
safety reports, air safety reports and confidential safety reports been developed to protect
to the maximum extent permissible by law, the identity of any provides flight safety information
by analyzing Hazard and assessing safety risks to determine existing and potential safety risk
to aircraft and requirements.
Risk mitigation action implemented in ground operation when required.
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See SMS Manual for more information as below:

 Hazard Identification section 4 / 4.6
 Mitigation section 4 /4.5 / 4.5.6.2
 Safety reporting system section 4 appendix 1
 SPI (Safety Performance Monitoring And Management ) section 5 /5.4.4
 Reactive and proactive methods , section 4 /4.4.4

6.3 EMERGENCY
Emergency management is also known as contingency planning or crisis planning.
A contingency is a possible or unforeseen occurrence.
A crisis is an unstable or crucial time or state of affairs period.
An emergency is a foreseen combination of circumstance or the resulting state that calls for
immediate action.
Emergency management is a control mechanism to manage response procedures for
incidents arising from threat and is invoked prior to a crisis becoming a disaster.
Typical elements of an emergency management plan include ownership, crisis management
team, communication and a control center.
To ensure continuing effectiveness, testing of an emergency management plan is undertaken
periodically against various crisis scenarios.
The major objective of the plan is the protection of life and property and the resumption of
normal operation.
In case of any accident or other emergencies that may occur during aircraft handling operation
shall be refer to ERP manual Chapter 1and 6.

6.3.1 Emergency Response Procedure

The following action are to be carried out in the event of an emergency in accordance with
Mahan Air Procedure:
 Communication ( with carrier ,airport , other authorities, GSP)
 Requirement
 Passenger and crew
 Cargo , baggage ,mail
 Documentation
 Relatives
 Facilitate
Refer to ERP manual for more information.

6.3.2 Emergency That Requires Evacuation of an Aircraft during Ground Handling

Operation
Mahan Air station managers have a responsibility to be prepared for an emergency situation
and each agency (ground handling companies, etc.) involved in handling operations has a
responsibility to instruct their staff in emergency procedures evacuation of an aircraft during
ground operation.
In the event of an evacuation, the safety of passengers and staff is of utmost importance. The
decision and method of evacuation will be dependent on the circumstances and is always at
the discretion of the aircraft commander or his designated, or ramp supervisor. Persons
responsible should direct passengers and onboard staff to a safe evacuation assembly area /
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point that is suitable to the conditions at the time (i.e. wind direction).
The reasons of the evacuation of an aircraft on the parking stand / ramp as following:

6.3.3 Security Incident

 Assess the threat
 If a bomb threat - follow bomb threat procedures
 Evacuate ground operation staff to the safe assembly area and assist the passenger
evacuation if safe to do so
 Position the aircraft and the equipment as directed by superior staff.

6.3.4 Fuel Spill

 Activate emergency fuel shut-off system
 Notify the aircraft commander / airport authority / emergency services / fuel supplier
 Evacuate ground operation staff to the safe assembly area and assist the passenger.

Under any circumstances there is no operating crew or passenger onboard, ground operation
staff will evacuate the area as per the company standard.
 Contain the spill by use of initial spill response kit.
 Secure the area by surrounding the aircraft in order to prevent any unauthorized person
to enter the restricted area

6.3.5 Aircraft Stand Fire

 Activate emergency fuel shut-off system
 Notify the aircraft commander / airport authority / emergency services
 Evacuate ground operation staff to the safe assembly area and assist the passenger.
 Secure the area by surrounding the aircraft in order to prevent any unauthorized person
to enter the restricted area

6.3.6 Dangerous Goods

 Notify the aircraft commander / airport authority / emergency services
 Evacuate ground operation staff to the safe assembly area and assist the passenger.
 Secure the area by surrounding the aircraft in order to prevent any unauthorized person
to enter the restricted area

6.3.7 Other items to be considered

Electrical devices such as portable radios, mobile telephones, cameras, and flashes must not
be used inside the threat area.
Equipment and aircraft power supply must be switched off.
All vehicle movement in the immediate vicinity of the incident must be curtailed. The area in the
immediate vicinity should be cordoned off.

6.3.8 Emergency Evacuation of Ground Personnel during Ground Handling Operations

(No Crew Present)
The process for Emergency evacuation of aircraft by ground personnel may be required
when there is no aircrew on board an aircraft in the event of incident and apply to ground
personnel such as (engineering, cleaning. Catering, ramp staff etc.)
The process is.
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 Detection
 Decision
 Alarm
 Reaction
 Maneuver
 Transport
Ramp supervisor or designated person is responsible as soon as incident happens or hazard
detected during handling activities to establish communication (be considered Radio, mobile,
audible and warning) immediate decision to evacuate of the aircraft.
 Alarm emergency situation.
 Notify staff around or on board the aircraft for evacuation.
 Notify fire department
 Notify emergency service
 Designate person in charge on board aircraft for evacuation process regarding Safety of
staff is utmost importance.
 Direct evacuated staff to safe assembly area as fast as possible.
 Ensure all equipment and aircraft power supplies are switched off.
 All vehicles movement in immediate vicinity of incident must be curtailed.
 The area in the immediate vicinity should be cordoned off.
Designated persons in charge (supervisors) on board the aircraft would take charge of the
emergency of the aircraft until the emergency authorities arrive on the scene and direct
personnel to the assembly point.

6.3.9 Evacuation Methods and Other Issues (Mobile Stairs, Aerobridge Etc.).
If a jet way is used for boarding, it should also be used for evacuation/disembarkation. Jet way
provides a safe and efficient way to evacuate an aircraft, and enables staff to be rapidly being
far away from the fire, unlike the escape slides. In this case, the jet way handling agent is
responsible for the staff while they are in the tunnel
If the stairs are against the aircraft, it is better that staff use the stairs instead of escape
slides. This is because, before deploying escape slides, it is necessary to ensure that the area
outside the aircraft is clear of obstruction. However, there may often be obstacles
surrounding the aircraft (e.g. fuel truck, catering, baggage handlers, boarding passengers,
etc.), and any contact with these obstacles or with personnel during escape slide deployment
may make the situation worse.

It is possible to use the escape slides to rapidly evacuate the aircraft. However, if escape
slides are used, it is very important to verify that there are no obstacles in the area where the
escape slide will be deployed. In some cases, it may be necessary to wait for equipment,
personnel, or vehicles to move away from the deployment area, before arming the escape
slide and opening the aircraft doors.

NOTE: Staff should be trained in the evacuation procedures including periodic evacuation drills
/ practices due to TPM.
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6.4 INCIDENT AND ACCIDENT REPORTING

In the event of an incident and accident the work must stop and the event shall immediately
be reported to Mahan Air station manager to communicate with Safety and Airport Services
Department and local airport authority if required in general:
 Complete the ground incident damage report form to collect relevant information
regarding the event and submit report to OCC.

6.4.1Damage during Ground Handling

If damage or a contamination of an aircraft happens during ground handling performed by
station personnel or personnel of the handling agent, the Responsible Manager shall send
an initial damage report immediately via Email providing details to the following departments:
 Airport Services Responsible Analyst
 Manager ground operations.
 Manager Ramp Services
 Station Engineer.
 Maintenance Control Center and Line Maintenance.
 Safety Manager
 Quality Assurance
 Manager Insurance whenever third parties are involved in the incident. If the damage or
contamination was caused:
 By a criminal act.
 Under influence of alcohol.
 By terrorism.
 By sabotage.
 By fire.
 Other
The Responsible Manager must also inform the local police and head of Security if needed.
The initial damage report shall contain the following details:
 Flight number, date, routing
 Aircraft registration
 Station where the damage or contamination occurred
 Cause of damage or contamination
 Person and company who caused the damage or contamination
 Circumstances of incident

6.4.2 Mahan Air Ramp incident Report Form (RIRF)

The Ramp Incident Report Form h a s to be completed by the station manager o r his
assigned deputy and sent to safety and ramp manager in airport services Department within
72 hours from the time of occurrence. The RIRF and all relevant documents must be filed by
SMGO for a minimum of six month. The following minimum information shall be included for
headquarter office recording. Statistical analysis and corrective action:
 Flight number and date.
 Aircraft type and registration.
 Ramp equipment, designation and type, last 6 months maintenance record, nature
of foreign object debris in case of foreign object damage (FOD).
 Location and nature of damage to aircraft.
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 Known c i r c u m s t a n c e s of incident or “Previously Un re po r te d D a m a g e ”, i f

applicable.
 Action taken to avoid re-occurrence.
 Operator training record and certification for the type of equipment.

The RIRF shall be sent to following departments:

 Senior Manager Ground Operations. (SMGO)
 Manager Quality Assurance (MQA) and Head of Line Maintenance. (HLM)
 Manager Ramp Services. (MRS)
 Manager Insurance, whenever third parties are involved in the incident.

6.4.3Ground Incident/Accident/Damage Report

Refer to appendix for updated form.
 
6.4.4 Dangerous Goods Incidents
According to local agreement, the Station manager or the Cargo Manager is responsible to
report all dangerous goods accidents or incidents involving cargo, mail or passengers’
baggage immediately (regardless of its location). This also includes any occasion where
undeclared or miss-declared dangerous goods are discovered in cargo or when dangerous
goods not permitted under content of chapter 3 part B as Dangerous Goods Carried by
Passengers or Crew is discovered in passenger’s baggage.
Reports have to be sent immediately to the appropriate authority of the state in which the
incidents or accidents occurred, if required by that authority, ramp and safety manager and
safety department. Ramp And Safety Manager will inform the Flight Safety Office
accordingly who the reports the incident to the DGCA.
Specimen of Dangerous Goods Occurrence Report form can be found in the IATA
Dangerous Goods Regulations and Chapter 3 Part B this manual.

6.4.5 Irregularities with Other Airline Departure Control System

Any irregularities concerning the authorized formats and aircraft data shall be reported
immediately to the DCS staff.

6.4.6 Safety Relevant Findings after Local Performance Checks

If valid regulations as defined in Mahan Air manual are not fulfilled and the safety of station or
flight operation has been or might have been endangered report immediately to the:
 Responsible manager
 Senior Manager Ground Operations

6.4.7 Reportable Ground Incidents

Reportable incidents may include but are not limited to:
• An act of aggression (e.g. BOMB THREAT or HIJACKING).
• Injury to an employee, or employee of a contracted company conducting services for
the ground service provider.
• Security procedures are breached.
• Damage to the aircraft.
• Undeclared Dangerous Goods are discovered.
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• Emergency equipment is non-operational or not present.

• Unattended baggage is located within the secure airside perimeter.
• A terminal building is evacuated.
• There is a potential hazard which may cause injury to a passenger or ground personnel.
• Unsafe practices are noted.
• Airside ramp safety measures are not being followed by vehicular traffic.
• A flight is dispatched unsecure and does not meet applicable baggage security
regulations.
• A stowaway is discovered.
• Any event where safety standards may have been compromised.
• An environmental incident (e.g. fuel spill etc.).
• Any other incident considered reportable by regulations and/or Mahan Air.

6.4.8 Accident Report Completion

When an accident/incident occurs, once equipment and personnel are secure, an Accident
Report must be completed by Mahan Air station manager or deputy and forwarded to SMS
and Airport Services Department.

6.5 SECURITY
Security program is one of our core functions. We are committed to developing, implementing,
maintaining and improving processes to ensure that all our aviation activities take place under
the highest level of security with meeting national and international standards, while delivering
our services.
Mahan air security manual include ground handling security and ground handling staff are
provided with adequate and appropriate aviation security information.

6.5.1 Securing Aircraft Prior To and During Overnight or Layover Parking

Security aircraft procedure is prior to overnight or layover parking. If the aircraft will stay
overnight or layover parking, the following procedures must be carried out:
 Ensure aircraft is Searched prior to parking to ensure no person and crew are on board;
 Ensure aircraft is parked only in secure areas within an airport operating area;
 Ensure aircraft is parked under conditions that permit maximum security and protection;
 Ensure doors are closed and locked ;
 Ensure steps are removed while parked ;
Refer to Security Manual (MASM) Chapter 6 for more information.

6.5.2 Aircraft Security Check

Ensure no prohibited item is introduced in the aircraft prior to departure of an International and
Domestic flights.
Security search is more thorough than a security check and includes in depth inspection of the
interior and exterior of the aircraft that is typically based on security risk assessment by
operator or relevant national authorities for aircraft preflight check, searches under normal
circumstances, high threat situation and emergency situation that include:
 An Inspection of the exterior of the aircraft , with special attention to wheel bays and
technical areas;
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 An inspection of the interior of the aircraft , including :

 Passenger cabin area
 Seats
 Overhead luggage lockers
 Toilets
 Galleys
 Other technical area as flight deck

Aircraft security search checklists are normally made available for each type of aircraft.
Checklist is completed check list verified by the trained person responsible for conducting the
inspection and is retained on file where the inspection took place.
Good lighting conditions are effective, personnel performing such activities are provided with
lighting sufficient for the purpose.
Aircraft access control is imposed prior to commencing a search, and the search is normally
conducted with the minimum number of persons on board. Such measures would be taken to
ensure devices are not introduced into the aircraft once it has been cleared.
Control of access is typically maintained until the aircraft doors are closed prior to flight
departure.

NOTE:
 Ensure any items left behind by disembarking passengers from transit flights are
removed from the aircraft or otherwise addressed appropriately before the flight
departure. Cabin crew reported items that are obviously left in aircraft to security
personnel for removing.
 Determine which airports are considered at a higher security threat and require the
removal of cabin articles, including carry-on baggage, at transit stops. At airports
assessed to be under increased threat, search the cabin during the aircraft transit period
to prevent disembarking passengers from leaving any article on board.
 Transit passengers may remain on board the aircraft during the transit stop, such
passengers remaining on board are asked to positively identify their belongings,
perhaps by placing them on their laps, while the security check or search is performed.
 Any articles found are typically treated as suspect and appropriate measures are taken
to remove them from the aircraft.
See Mahan Air Security Manual (MASM) Chapter 5 for more information.
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Contents

CHAPTER 7. AIRCRAFT CLEANING ..................................................................................... 2 

7.1 SEATS ..................................................................................................................................................... 2 

7.2 CABIN ..................................................................................................................................................... 2 

7.3 TOILETS .................................................................................................................................................. 2 

7.4 GALLEYS ................................................................................................................................................. 2 

7.5 FLIGHT DECK ........................................................................................................................................... 3 

7.6 CLEANING EQUIPMENT ........................................................................................................................... 3 

7.7 HEALTH AND SAFETY GENERAL INSTRUCTION ......................................................................................... 3 

7.8 LOST, FOUND / DAMAGE / ANY SUSPICIOUS ITEMS ................................................................................ 3 

7.9 GARBAGE DISPOSAL ............................................................................................................................... 4 
 

























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CHAPTER 7. AIRCRAFT CLEANING

Clean and prepare these areas as per as Mahan Air cabin appearance standard .Five main areas
are:
 Seats
 Cabins
 Flight deck
 Galleys
 Toilets

7.1 SEATS
 Rough out all waste, including waste disposal (sick) bags, seat pockets.
 All seat pockets stowed in uniform pattern with safety on board cards visible at front.
 Headrest covers clean, uncrease & of correct style.
 Armrests covers clean and unmarked.
 Table completely clean including table lips, no cup rings, no finger marks on the table
back liquid runs or food particle.
 All pockets correctly stocked and neathly stowed in uniform pattern, no debris
remaining.
 Seat belts straightened and crossed.
 Remove and replace headrest covers, pillow covers and blankets. Ensue all seats are
dressed uniformly.
 Dress seats with headrests and blankets as appropriate to class or sector.

7.2 CABIN
 Floors vacuumed leaving no loose dirt or debris. Remove marks and chewing gum etc.
from the carpets. Spot clean carpet where necessary.
 Clean overhead lockers.
 Wipe video screens removing all marks and smears.
 Wardrobes cleared out and free of debris.
 Passenger door interior panels clean of any finger marks, smears or any obvious
isolated marks.
 No debris in magazine racks and no obvious marks on outside, magazine neat and tidy.
 Opened blanket packs removed and replaced with fresh ones.
 Armrests re-positioned as required.

7.3 TOILETS
 Do not reuse mops and napkins used for toilet cleaning when cleaning the galley.
 All waste removed, bins disinfected if requested.
 Mirrors, basin & fitting clean with no smears.
 Walls and ceiling clear of any obvious isolated marks.
 All amenities fully stocked with approved sizes/pattern.
 Floors washed and clean with no debris or ingrained dirt remaining.
 Toilet seats lid completely clean.
 Toilets surrounds clean, no fluid marks or stains.
 Check/renew deodorant if fitted.

7.4 GALLEYS
 All waste cleared, bin liners replenished, bins disinfected if requested.
 Work tops, framework, ovens clean with no food residues remaining.
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 Remove any rubbish rom sinks and work tops, clean and polish dry.
 Clean all stowage doors, panels and frameworks.
 Clean and vacuum stowage areas.

7.5 FLIGHT DECK

 Do not enter the flight deck unless the flight crew or technician is resent to avoid
operating any switches during cleaning.
 Empty waste bins and ashtrays.
 Floor clean and free of any loose debris.

7.6 CLEANING EQUIPMENT

All equipment and materials used to clean aircraft shall be in accordance with Mahan Air
requirement and approved standards.
 Vacuum Cleaner: operating on aircraft owner for carpets, air vent, seat arm stowage’s
and seat rails and behind stowage’s. Manual carpet cleaners are not an adequate
substitute but may be necessary when time is limited or large numbers of passengers
remain on board. Do not unplug by pulling the cord from the socket. 
 Hand brushes: for use on areas inaccessible to vacuum cleaners.
 Chewing gum remover : to remove chewing gum
 Mops and brushes: for floor and hard surface washing, must be clearly identified or
color coded for toilet cleaning and general cleaning.
 Towel/white cloth: for general purpose cleaning and polishing, must be clearly
identified or color coded for toilet cleaning and general cleaning.
 Absorbent wipes: for mopping up spillages.
 Hand sprayers: for dispensing detergent mix.
 Druggets: for floor protection
 Cloth-disposable: clothes must be disposed of after use in any of the three main areas
.i.e. galleys, cabin or toilets.
 Soft rolls /wipes: for wiping off spillages.
 
7.7 HEALTH AND SAFETY GENERAL INSTRUCTION
 Wear the required personal protective equipment.
 Exercise caution while checking the contents inside the seat covers to prevent cuts and
injuries by any sharp items placed there.
 Ensure suitable disposal containers are available and used for the removal of soiled
articles, waste and sharps.
 Disposal of waste must be done in accordance with local airport authority regulations.
 Use the correct and approved cleaning materials.
 Be familiar with the Material Safety Data Sheets (MSDS) to understand the hazards of
the chemicals used in cleaning.
 Take care while using aerobridge stairs/passenger mobile steps.

7.8 LOST, FOUND / DAMAGE / ANY SUSPICIOUS ITEMS

 Do not check/open any items found as the nature of the contents inside in unknown and
has the potential of being harmful/dangerous.
 Any lost property found must be handed in.
 Any seat or cabin interior/area found damaged must be reported as appropriates.
 Any suspicious item found must be immediately reported.
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7.9 GARBAGE DISPOSAL

 All aircraft garbage must be transported to the designated disposal area.
 Do not obstruct jetties or steps with garbage bags.
 Do not throw garbage bags onto the ramp from the aircraft or from steps.
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Contents

CHAPTER 1. ORGANIZATION ................................................................................................. 3 

1.1 AIRPORT SERVICES OPERATION ORGANIZATION ..................................................................................... 3 
1.1.1 Organization TOP Chart ........................................................................................................................ 3 
1.1.2 Airport Services Organization Chart ...................................................................................................... 4 

1.2 PROVISION OF RESOURCES ..................................................................................................................... 5 

1.3 MANAGEMENT REVIEW SYSTEM ............................................................................................................. 5 
1.3.1 Input to the management..................................................................................................................... 5 
1.3.2 Output from the management ............................................................................................................. 6 

1.4 COMMUNICATION SYSTEM ..................................................................................................................... 6 
1.4.1 External Communication ...................................................................................................................... 6 
1.4.2 Internal Communication ....................................................................................................................... 6 
1.4.3 Types of Correspondence ..................................................................................................................... 7 

1.5 RECORDS SYSTEM ................................................................................................................................... 7 
1.5.1 List of Records and Retention Period .................................................................................................... 8 

1.6 DIRECTOR AIRPORT SERVICES AUTHORITIES AND RESPONSIBILITIES ........................................................ 9 
1.6.1 Qualifications for Director Airport Services ........................................................................................ 10 
1.6.2 Delegations of Duties and Replacements ............................................................................................ 10 

1.7 RAMP AND SAFETY SYSTEM MANAGER ................................................................................................. 11 
1.7.1 Knowledge of Ramp and Safety System Manager ............................................................................... 12 
1.7.2 Qualifications of ramp and safety system manager ............................................................................ 12 

1.8 PASSENGER AND CARGO SERVICES AND SYSTEM MANAGER ................................................................. 12 
1.8.1 Knowledge of passenger and cargo services and system manager ..................................................... 13 
1.8.2 Qualifications of Passenger and Cargo services and System Manager ................................................ 13 

1.9 DUTIES ................................................................................................................................................. 13 

1.10 PROCEDURES ANALYST DUTIES ........................................................................................................... 13 

1.11 ULD ANALYST DUTIES ......................................................................................................................... 14 

1.12 DCS ANALYST DUTIES .......................................................................................................................... 14 

1.13 BMS ANALYST DUTIES ......................................................................................................................... 14 

1.14 LOAD CONTROL AND SAFETY ANALYST DUTIES ................................................................................... 14 

1.15 RAMP EQUIPMENT ANALYST DUTIES .................................................................................................. 15 

1.16 COST ANALYST DUTIES ........................................................................................................................ 15 

1.17 STATION MANAGERS DUTIES .............................................................................................................. 15 
1.17.1 Station (Ground operation) Duty supervisors ................................................................................... 15 

1.18 QUALITY ASSURANCE .......................................................................................................................... 16 
1.18.1 System Audit .................................................................................................................................... 17 
1.18.2 Ground Handling Assessment ........................................................................................................... 17 
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1.18.3 Feed‐back system ............................................................................................................................. 17 
1.18.4 Mahan Air Station Ground Operations Control System .................................................................... 17 
1.18.5 Outsource Product Quality Control ................................................................................................... 17 
1.18.6 Control and Monitoring, LPC (Local Performance Check) .................................................................. 18 
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CHAPTER 1. ORGANIZATION
1.1 AIRPORT SERVICES OPERATION ORGANIZATION
According to Mahan Air organization structure (Approved by MD as Managing Director), Airport
Services Department is under supervision of DMD( Deputy Manager Director) Commercial who
is in turn to reports to MD, to ensure of safe and secure operation.
The organization chart and the organization chart of Airport Services are shown below:

1.1.1 Organization TOP Chart

 
 
 
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1.1.2 Airport Services Organization Chart

         *Passenger And Cargo Services And System Manager is Deputy of Airport Services Director.
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1.2 PROVISION OF RESOURCES

Mahan Air Airport Services Organization comprises a Headquarter located at Tehran and
stations include Domestic and International.
Mahan Air provides facilities and office at each station that equipped with communication
system and other requirement and supporting services as well as work environment to satisfy
ground handling operational safety and security requirements also to manage and supervise
service provider activities.
Acceptable selection policy applied for personnel on the basis of Knowledge, skill, training and
experience for position and duty is Accordance to the DMD of Human Resources in Mahan Air.
Initial training is required for operational duties according to Training chapter in this Manual.
Also Airport Service Director Shall ensure that:
 Operational positions within the scope of ground handling operation are filled by qualified
personnel as the basis of skill, training and experience due to the job.
 an office with necessary facilities , equipment and supporting services for each station
with communication system and other requirement and supporting services , work
environment to satisfy ground handling operational safety and security requirements is
provided.

1.3 MANAGEMENT REVIEW SYSTEM

Management review is implemented at intervals in a year and in a periodic formal meeting of
senior executives, operational managers and deputies.
The agenda of the meeting includes a general assessment of the management system to
ensure all defined elements are functioning effectively through safety, security and customer
satisfaction.
Output of Management review received from stations input, includes action plans for changes
implementation and for ensuring its continuing suitability, adequacy and effectiveness in
Ground handling.

1.3.1 Input to the management

Review process would include, but not be limited to:
 Risk management issues;
 Safety and security issues;
 Quality assurance issues;
 Provision of resources;
 Operational feedback;
 Incident and near-miss reports;
 Changes in regulatory policy or civil aviation legislation;
 Changes in company and/or customer airline policies or requirements;
 Process performance and organizational conformity;
 Status of corrective and preventative actions;
 Follow-up actions from previous management reviews;
 Feedback and recommendations for management system improvement;
 Regulatory violations;
 To ensure the scope of a management review is systemic, the process would
normally include input from stations;
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1.3.2 Output from the management

Review process would include decisions and actions related to:
 Improvement of the effectiveness of processes throughout the management system;
 Improvement of the management of risks;
Ensure the provision of resources is necessary to satisfy operational safety, security and quality
requirements.
Management review is a formal process, which means documentation in the form of meeting
Schedules, agenda and minutes are produced and retained. Additionally, the output of the
management review process would include action plans for changes to be implemented within
the system where deemed appropriate.

1.4 COMMUNICATION SYSTEM

Efficient communication system exists in Airport Services Department , which ensures an
effective exchange of information relevant to ground handling operational in all areas of the
organization, including senior management, operational managers and other personnel is
enable.
The communication system also includes external organizations that conduct outsourced
operation functions.
In order to ensure the effectiveness of the system and facilitate the reporting of operational
deficiencies, hazards or concerns by operational personnel, all methods of communication are
Clear, uncomplicated and easy to use.
Specific means of communication between management and operational ground handling
personnel Include:
 Email, Internet
 Phone or Mobile and Fax
 Reports
 Circulars, Notices
 Publications(newsletters, magazine)
 Communiqués (letters, memos, bulletins)
 Radio communication as walky-talky only at the airport station
 EDMS System
NOTE: Mahan Air electronic Data Management System (EDMS) is applicable from AUG .2015
in order to ensure effective and easy communication is provided.

1.4.1 External Communication

Dissemination of the latest administrative information from CAO and customer airlines to all
related Departments.

1.4.2 Internal Communication

The most effective internal communication method is implemented through the relevant system
and Includes:
 Accountable Manager to DMDs
 DMDs to relevant Director Manager and deputies
 Director Manager to deputies , Managers and Station Managers
 Deputies to Managers and relevant offices
 Station managers to department directors, supervisor and staff.
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1.4.3 Types of Correspondence

 Administrative correspondence
 circularize instructions
 organization correspondence
 training correspondence
 security and safety correspondence
The communication system is highly specialized and technical in nature, it uses computerized
technologies and also helps to manage internal organization information, and it facilitates
performance efficiency of ground handling operations.
Formal and Informal methods are used in the communication system.
The content of communication system should anticipate future requirements and despite of
geographical distances a progressed communication system is used to reduce distances and
establish system integration.
The system of internal Communication process is upward, downward, and horizontal.

1.5 RECORDS SYSTEM

This paragraph defines the system of control for all operational records (hard or soft copy,
electronic) that kept at Airport Services Department. Records are defined as completed forms,
personnel files, audit files, meeting minutes, master lists, reports, on-going maintenance, etc.
While the medium of records can be hard (paper) or electronic the system of management and
control is subject to a standardization process for:
 Identification – all records are to be stored in files with a conventional file name;
 Legibility – all hard copy records shall be on paper to be safe at environment
temperature. Electronic files shall use a standard file naming convention;
 Maintenance – all records should be held centrally, if required to be held an office or
base, then copies should be made and the originals sent related areas. Department for
filing;
 Retrieval – all records shall be easily retrieved;
 Protection and security – all records shall be protected from damage, in the case of
paper records protected from water and fire damage. Records shall be kept in a locked
Storage;
 Disposal, deletion (electronic records) and archiving – disposal of paper records shall
be by complete destruction, i.e. burning or shredding. Electronic records shall be by file
deletion, care should be taken not to delete the incorrect file;

The management and control of all records associated with operations at all stations, including
personnel training records and operational applicable system, but also including any other
Records document to the fulfillment of operational requirements.
For the management and control of records electronic system is used, the system has a
process that ensures for a scheduled generation of back-up record files as external hard or
disk drive.
When necessary, the look and feel of electronic records is similar to that of a paper record, In
order to satisfy various needs of customer airlines. Therefore in agreement with the customer
airline(s), records may be retained for a defined period of time beyond the contract termination
date.
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The system has a process to ensure records retained in accordance with the requirements of
the customer airline(s) are furnished to individual airline(s) upon request, even when such
airline(s) may no longer be a customer.
The System may be required to provide records to both current and former customer airlines
to satisfy various operational needs (e.g., accident or incident investigation). Therefore, records
would have to be retained for an agreed period of time beyond the contract termination with a
customer airline.
NOTE :Airport Services Department provide Flight Report, Fleet watch, MGT (Minimum Ground
Time), ULD, EDMS ,MAC, Training and DCS system for management and control of ground
handling to monitor operation and ensure retention of such data record as data base.

1.5.1 List of Records and Retention Period

The following are the records of the departments and the retention period:
 

Administration
Department Files Indefinite

Staff Personal Files Indefinite

Retention of external correspondence 1 year

Retention of internal correspondence 1 year

Circulars / Directives /Notices 2 years _ if applicable more

Audit files 1 years

Staff Training files in training center Unlimited

Incident accident report 2 years

Operational
GSE Maintenance Life of equipment + 1 year

Scales Calibration Life of equipment + 1 year

Accident and Incident Reports and investigations Indefinite

Trip File 3 Months

Mass and Balance records 3 Months

Loading Instruction/Report 3 Months

Off-loading Instruction/Report 3 Months

Originating Hold Baggage security controls 3 Months

Dangerous Goods Incident Report Indefinite

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1.6 DIRECTOR AIRPORT SERVICES AUTHORITIES AND RESPONSIBILITIES

Director Airport Services has control and supervision on all activities within the scope of safety
and security on Ground Handling Operation of management and non- management personnel.
Director Airport Services has the following duties:
 Shall ensure ground handling operations are performed in such way to manage and
control safety and security regulation outcomes.
 Has authority and is responsible for the management and supervision of activities within
the scope of ground handling operations (passenger, baggage handling, aircraft
handling and loading, load control, aircraft fueling aircraft de-anti-icing) to be safe and
secure.
 Has authority to make decision on matters that affect the safety and security of Ground
Handling Operations and customer satisfaction regarding risk tolerance.
 Is accountable directly to DMD Commercial for ensuring the safety, security and
customer services of ground handling operations performed by Mahan staff or external
service provider.
 Ensure of direct accountability regarding safety, security and passenger service
performed with ground handling staff to responsible supervisor and Mahan Air Station
Manager or representative.
 Ensures that ground operations are in compliance with international and internal rules
and regulations, standards, safety, security and applicable regulations of Mahan Air.
 Ensure direct accountability of safety officer performed by station manager or Mahan Air
representative with Ramp and Safety Manager.
 Ensure implementation of line’s accountability Hierarchy as defined in Airport Services
Department Chart through management and non- management personnel.
 Is responsible to ensure all necessary facilities, workplace equipment and supporting
services, as well as work environment are provided to satisfy ground operational safety
and security requirements.
 Ensures ground handling operation staffs are assigned to positions on the basis of skills,
knowledge, training, experience and that they are kept up to date through specialized
training.
 Ensure that operation performed outside Iran, are in compliance with rules and
regulations of target jurisdiction.
 Enforce IATA laws, rules and regulations to all ground operation units in coordination
with airport authorities of all airports within the network.
 Check all stations and their respective ground handling agents and ensure that all
functions as per the ground handling manual directives are correctly and promptly
carried out.
 Urge all staff to strictly comply with all define manuals and refer to the manuals whenever
necessity arises;
 Ensure all manuals GOM, PSM, SMS, ERP, etc. implemented accordingly.
 Maintain thorough station coordination liaison with head office, airport area office, sales,
reservation, cargo, engineering, catering, etc. along with other airports;
 Monitor every station performance by continuously carrying out physical checks to
ensure a high standard of services maintained.
 Holds de-briefing sessions with all station managers along with their subordinates during
station checks to highlight discrepancies and deficient areas, obtain recommendation
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for corrective actions from all staff and advise outstation managers for implementation
Safeguards for all airport accountable documents.
 Fully brief all managers and their staff of all flight aspects pertaining to their respective
stations.
 Admonish all managers and their staff to apply company and local policy handling
special passenger needs especially during flight delays, mishandled baggage, etc.
 To achieve customer satisfaction, all concerned areas shall be regularly assessed and
apply appropriate measures or actions to rectify such errors or anomalies.
 Ensure all airport related managers, both for domestic and international stations are in
charge.
 has authority to all ground operations with utmost care and harmonized relations with
airport authorities, CAO IRI, other airlines and agencies;
 To ensure the safe , punctual and economic operations of all Mahan Air flights by
establishing or contracting out for professional ground handling of Mahan Air
airplanes, of their load of flight / cabin crew and passengers at all aerodromes the
company operates.
 To react and in close cooperation with OCC department.
 To publish and keep up to date appropriate directives for personnel training and for
ground operations are strictly observed.
 To ensure by regular checks and inspection, that ground personnel is being kept up to
date and properly instructed and that they are aware of their responsibilities and the
relationship of such duties to operations as a whole.
 To act as Mahan Air representative to all authorities, when ground operations are
concerned.
 To operate a management system for document or data used in the conduct or support
of ground handling operations.
 To ensure documents used in the conduct or support of ground handling operation
include legible and accurate information in appropriate format for personnel, and if
needed approved by the authority.

1.6.1 Qualifications for Director Airport Services

 Holding a Bachelor Degree.
 At least 10 years of working experience in AP Services Operational and Managerial.
 Perfect command on AP Services international systems and Regulations.
 Ability to communicate effectively with DMDs, Managers, Authorities, customers.
 Certificates:
 Station /Ground Handling Management.
 Safety and security Management. 
 
1.6.2 Delegations of Duties and Replacements
To provide managerial continuity process in Airport Services Department and stations, duties
are delegated within Management of Airport Services Department and in station.
Delegation of duties is delivered to experienced staff by oral commands, but such nomination
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of a temporary replacement are communicated throughout Director Airport Services by using

E-mail or written documentation.

1.6.3 Replacement of Duties

The process of delegation within the organization mentioned as below:
 In the absence or leave of Director Airport Services his duties are delegated to
passenger and cargo system & services Manager through Organization Manual (chart).
 In the absence or leave of passenger and cargo system& services Manager his duties
are delegated to ramp and safety Manager and vice versa.
 Duties of Analysts in Airport Services Department are delegated by Director Airport
Service’s discretion to qualified personnel.
 Duties of station Managers are delegated to his /her deputy through written
documentation to Director Airport Services.
 Duties of operational staff in station are delegated by Station Manager Discretion to
qualified personnel.

1.7 RAMP AND SAFETY SYSTEM MANAGER

Ramp and Safety Manager is responsible for the safe, secure and economical conduct
of all activities regarding the organization of ground handling activities for the Mahan Air.
In particular, ensure an assignment of responsibility for the supervision of all of the
airside operational activities, and also all the stations Managers and subcontracted
services, especially de / anti- icing services undertake all required measures for the safety and
security of the passengers and aircraft in accordance with applicable standards and rules.
Ramp And Safety System Manager has the following duties:
 To know and pursue international aviation rules , directives of civil aviation and
requirements of common Aviation, provides consultancy to departments under
responsibility ,regarding changes and new requirements.
 To ensure the execution of Quality Guarantee program.
 To report potential improprieties regarding safety and security at ground services to
the Ground Operations director.
 To control and analyze reports regarding the operation carried out at the end of the day
and request c o r r e c t i v e a n d p r e v e n t i v e a c t i v i t y i n c o o r d i n a t i o n
w i t h t h e Q u a l i t y Assurance and Safety Directorate regarding any impropriety,
reviewing the significant issues arising from audits in regular basis.
 To carry out communication activities such as providing report and enlightening
information about safety operation and security of the ground services , by direct
communication with safety Department .
 Participate in safety meeting, contributing to prevent any possible occurrence.
 To carry out direct communication with safety officer in all station for reporting and
ensure of delivering safety bulletin.
 To observe the services of the provider taking in to consideration the customer
satisfaction ,carryout planned and unplanned inspections , determine the improprieties
and have them corrected
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 To carryout observer and preventive activities regarding adaptation, c o o r d i n a t i o n

and sufficiency of the personnel under the Directorate for the quality policy.
 To organize meeting with the provider firms and participate in the meetings.
 To submit reports regarding improprieties.
 Control and Investigate domestic station cost
1.7.1 Knowledge of Ramp and Safety System Manager
 At least 5 year experience in aviation sector.
 Knowledge about dangerous goods, security- Pax handling, cargo handling and
ground operations, ULD load device, safety standards.
 Knowledge of computer
 Knowledge of Civil Aviation regulations and rules
 Knowledge of using SITA
 Should have driving license
 Knowledge of aircraft type

1.7.2 Qualifications of ramp and safety system manager

 To be attuned to team work
 Ability of problem solving
 Ability of observation and organization
 Ability of time using
1.8 PASSENGER AND CARGO SERVICES AND SYSTEM MANAGER
Passenger and Cargo  Manager is responsible for the safe, secure and economical conduct
of all activities regarding the organization of ground handling activities and passenger
satisfaction for the Mahan Air.
Passenger And Cargo System Manager has the following duties:
 To ensure perfect service flow in compliance with aim determined regarding the quality
policy.
 To realize on- time and sound flight operation
 To report potential improprieties regarding security at ground services to the ground
Operation Directorate
 To ensure the realization of loading and unloading procedures for passenger baggage
and cargo in the required way and quickness.
 To ensure the coordination and complete harmony of all these services with flight crew
 To record and keep faults , data , information regarding the realized operation on
regular basis
 To find out operation fault that is contrary to the quality policy or not appropriate for
the determined standards and inform the upper position about them ,to ensure their
Pursuance and improvement
 To report potential improprieties regarding security at ground services to the Director
Airport Services
 to evaluate and analyze safety and security reports and also other relevant information
 To carry out the processes of giving information to passengers and guiding them in a
complete and proper way in case of any fault
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 To help the passengers about problems they confront in the terminal

 To ensure harmonious and speedy working of service units that will ensure the
protection of properties of the passengers ,satisfactions of passengers and provision
of perfect service
 To find out operation faults that is contrary to the quality policy or not appropriate for
the determined standards and inform the upper position about them , to ensure their
pursuance and improvement
 To handle cockpit and cabin report regarding customer satisfaction ,company quality
requirements and report them to Station Manager
 To care Ground Operations department’s needs, ( meeting VIP ,special request
even company or customer advance )
 To ensure in cooperation with other company (passenger and cargo ) undertake all
required measures for safety and security
 To control and approve the sufficiency of cash registers, documents and materials
and costs of Station Directorate under the Directorate.
 To control international station cost

1.8.1 Knowledge of passenger and cargo services and system manager

 Knowledge of using computer
 Knowledge of foreign language (English)
 Knowledge of Civil Aviation regulations and rules
 Knowledge of using SITA and IATA references
 Should have passenger and cargo license

1.8.2 Qualifications of Passenger and Cargo services and System Manager

 To be attuned to team work
 Ability of problem solving
 Ability of observation and organization
 Ability of communication with passengers
 Ability of time using

1.9 DUTIES
Refer to Airport Services Job Description for staff duties and responsibilities.

1.10 PROCEDURES ANALYST DUTIES

 Ensure updated version of Airport Services Manuals , circular and notices is available in all
stations
 Admin of EDMS system, upload or remove required file in EDMS and provide
accessibility for define user.
 Applicate any change , revisions and update is available for all station
 Coordination with Airport Station Manager and assigned duty staff
 Admonish all stations to adhere to On Time Performance policy
 Conduct regular checking in all stations/areas necessary if needed
 Control documents in compliance to IATA ground operations laws, rules and regulations
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(such dangerous goods, load control, passenger and cargo handling, etc.)
 Check station audit report and QA report performance and monitoring the process of
closing finding and observation In station operations
 Check finding item from Quality Assurance and control action taken plan to correct and
fix them
 Circulate matters that is necessary to implement as circular, notices or announcement
by approval of Airport Service Director.
 Report the result of station audit from Quality assurance to director airport services and
vice versa
 Follow up INAD case
 Keep direct Communicate with QA, Safety, Training Department, ALO representative.

1.11 ULD ANALYST DUTIES

 Pre arranging the number of containers that Mahan Air flight required in accordance
with cargo and baggage load.
 Monitoring ULD system and control reports
 Control and trace Mahan Air containers.
 Monitoring load procedure at IKA airport to be safe and secure.
 Communicate with handling load and cargo supervisor.
 Report mishandling and missing containers.
 Ensure fixing damaging containers.

1.12 DCS ANALYST DUTIES

 Check DCS system working properly ensure of flights PNL availability prior flight.
 Responsible for APP, API, DCS, WCI system
 Flight document check in E.Ticket and sale accounting Department for any
irregularities.
 To set up above system in new station, and follow up any fault
 Training staff to work properly with above system

1.13 BMS ANALYST DUTIES

 To accompany the passengers in cases of baggage faults ,draw up reports about
baggage faults and help the passengers while preparing the required documents
 To pursue baggage faults through BMS system
 report improprieties regarding baggage services to Director Airport Service
 To ensure harmonious and speedy working of service units
 To ensure the working of Ground service institution with lost Property units in
coordination and removal of baggage faults as soon as possible and eliminate
passenger Dissatisfaction
 follow up with ground handling lost and found staff and solve passenger complaints
about lost or damaged baggage
 To follow up the report of lost luggage and provide transportation through the customers
 Responsible for BMS system.

1.14 LOAD CONTROL AND SAFETY ANALYST DUTIES

 Provide updated DOI & DOW and load limitations.
 Ensure Of delivering required data in Load.
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1.15 RAMP EQUIPMENT ANALYST DUTIES

 Ensure of equipment availability and suitable service of ground handling
 Check the provided service by ground handling in accordance with contract and SLA.

1.16 COST ANALYST DUTIES

 All costs in station including domestic and international control at first step by relevant
Cost Analyst at the airport services department for confirmation.

1.17 STATION MANAGERS DUTIES

Station manager’s responsibilities in Mahan Air:
 To supply and check of passenger baggage , cargo / mail loading and unloading , aircraft
handling services e.g. cabin cleaning ,toilet and fresh water service , check-in process
of passenger and baggage handling
 To define requirements for sub –contracts ground operations
 Proper evaluation and quality control of ground handling o p e r a t i o n and catering
 To assess, inspect , m o n i t o r and report activities and failures of the ground
operations to Airport Services Director
 Promote all staff for reporting regarding non-punitive report and Report any failure in
safety equipment
 Receive staff’s report , identify details and forward it to ram and safety manager
 Supervision of all ground handling operations of safety and security and customer services
in accordance with Mahan Procedure
 to keep main liaison with Ramp and Safety Manager for reporting as safety officer
 ensure safety bulletin and alert are accessible for all staff
 to publish instructions for an effective control of ground operations
 to monitor the implementation of corrective or preventive measures
 to ensure that feedback system is applicable due to Mahan Air requirements, standards
and procedures regarding flight safety standard and policies.
 To ensure that handling company personnel are property qualified, have demonstrated
their abilities in their particular duties and are aware of their responsibilities and assigned
according their qualification
 To establish a procedure for the handling and reporting of dangerous goods incidents as
per Dangerous Goods regulation.
 Assignment of tasks and supervision responsibilities within Station sections
 Decision regarding measures to be taken in the event of handling deficiencies.
 To establish local procedures and name responsible personnel who keep manuals and
backup folders for additional operational instructions up to date
 To participate in all relevant meeting
 Participate in internal and external audit
NOTE: It is the responsibility of the station manager to report directly t o the Director
Airport Services, including all services related to flight operation under Mahan Air AOC.
Refer to safety manual section 2.

1.17.1 Station (Ground operation) Duty supervisors

To take all required measures for safety, security and customer services of Mahan Air flights in
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passenger check-in, baggage and cargo in accordance with defined responsibilities. Station
Duty Supervisor responsibilities in Mahan Air:
 To give daily/ shift report to Station Manager ( safety , security, passenger document,
operation, customer satisfaction , …)
 To monitor all compliance and ground handling operations also report safety , security
issues, airside operational activities to Station manager and the ramp safety system
manager due to agreement and contract
 To ensure update traffic loads , records of movement according to passenger load
figure after every sector flights insert in applicable Airport Services system and forward to
OCC or other relevant point due to Mahan Air procedure
 To work in close cooperation with OCC and Station Manager and follow up whole
operation
 To supervise the ground handling activities of sub- contracted handling companies
where applicable , to comply with the procedures Mahan Air manuals and CAO regulation
 To keep the all necessity documents 1 year in the archives stores
 To solve problems during the operations with qualified manner
 Give directions to the supervisors about operation and have short briefing prior operation
 Select and assign dedicated qualified personnel for flight operation
 To keep main communication with airport authorities , managers and supervisors
 To have effective and respective communication with passenger also monitor and report
all ground handling behavior through Mahan Air operation

1.18 QUALITY ASSURANCE

The basic elements of the quality assurance for ground operations based on quality assurance
program by Quality Assurance Department.
System audits are performed by the Quality Assurance Manager in Ground Operations field or
his senior /seconded staff. For more detail refer to QA Manual chapter 5.
Mahan Air has a quality assurance program that provides for auditing of flight and ground
operations functions at planned intervals to ensure the organization:
 Complies with regulatory, internal requirements and standards
 Satisfies stated operational needs
 Identify desired operational safety, security and quality result
 continually identifies hazards, undesirable conditions and areas requiring improvement
 assess effectiveness of safety risk control

Ground Operation Department has an integral part in quality assurance of Operation and
performs:
 Supplier selection, evaluation for ground handling services
 Product audits related to operational activities
 Audits results and follow up
 Analysis of operational data and sharing result with management
 Communication with authorities ,suppliers and other related parties
 Keep informed about recent development in aviation standards and regulations
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1.18.1 System Audit

A system audit systematically and independently compare the way in which an operation is
actually being conducted against the way in which it should be conducted according to the
published procedures, for every station and external service provider by Quality Assurance,
that system audit shall be scheduled with intervals not greater than 24 month to meet regulatory
and management system requirement that completed within a specified time period with
standard audit plan process and specific resources.
Meanwhile Airport Service Department provide inspection system for station and ground
handling to monitor and evaluate the operation if required by relevant expert.

1.18.2 Ground Handling Assessment

The ground handling assessment are observed in particular events, actions and operation,
documents, etc. In order to verify whether established operational procedures and
requirements are observed and whether the required standard is achieved during that event,
action etc. to provide safety and security:
Every station shall be assessed at intervals not greater than 24 month.
Station Managers are responsible to monitor, assess and report operation details to
responsible manager.

1.18.3 Feed-back system

Any non-compliance with the standards identified either by a Station Ground Operations,
Assessment or by a system audit, is reported to procedure analyst in airport service which is
responsible to follow up initial corrective action. Significant issues arising from audit of ground
handling operation are subject to management review.
After finding result of QA audit within ground handling operation, following step will perform:
 First Identify the root cause
 corrective action plan as appropriates develop and implement corrective action
 evaluation of corrective action to determine effectiveness
 follow up to effectiveness result
Refer to QAM for more information.

1.18.4 Mahan Air Station Ground Operations Control System

Aircraft ground handling procedures, as published Manual GOM, regulate flight safety and
security relevant duties of a station for the handling of Mahan Air fleets.
This system forms an integral part of the approved Mahan Air Quality Assurance System. The
control and monitoring system ensure safe operation consists of two components:
 Central station operations control.
 Local station operations control.

1.18.5 Outsource Product Quality Control

Airport service department is not directly involved in purchasing outsourced services or
material. It is important that the quality requirements or purchased or acquired product,
materials, supplies and equipment from external sources meet the Mahan air standards and
ground handling requirements.
Different types of inspection and quality control applies to different materials used in ground
handling, therefore the Airport Services considerations are required for quality control of
different materials.
The logistic departments are responsible for purchasing such materials and supplies. It is the
main Responsibility of logistics shipping and receiving to inspect and control at the point of
receiving. However Airport Services Department is conversant with inspection and quality of
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such items, inform and advises related section of any non- conformities and malfunctions by
monitoring and testing them before use.
The quality of materials used is dependent on the quality of several other parameters and factors
such as:
 Safety and manufacturer standards
 Aviation and authority proposed requirements
 Customer satisfaction
 Strength and durability
 Reliability and maintainability
 Design and effective use

1.18.6 Control and Monitoring, LPC (Local Performance Check)

The Responsible Manager appoints Mahan Air staff for local performance checks if he does not
perform this duty by himself. If local performance checks are performed by more than one staff,
the responsible manager has to appoint one Mahan Air staff who is responsible for the
implementation of local performance checks.
The names of the staff conducting local performance checks have to be shown in the local
Station Ground Operations Control Procedure.
Mahan Air representative or Station Manager in International station are responsible for
performance check.
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Contents

CHAPTER 2. TRAINING ..................................................................................................................4 

2.1 TRAINING PROGRAM ............................................................................................................................... 4 

2.2 RESPONSIBILITIES .................................................................................................................................... 4 

2.3 TRAINING COURSES DEFINITIONS ............................................................................................................ 5 
2.3.1 Initial Training ........................................................................................................................................ 5 
2.3.2 Recurrent  training ................................................................................................................................. 5 
2.3.3 Re‐training ............................................................................................................................................. 5 
2.3.4 On‐the‐Job Training (OJT) ...................................................................................................................... 5 

2.4 TRAINING PROCESSES .............................................................................................................................. 6 

2.5 RECORDS ................................................................................................................................................. 6 

2.6 QUALIFICATION REQUIREMENTS .............................................................................................................. 6 

2.7 TRAINING REQUIREMENTS FOR MAHAN AIR STATION MANAGER ............................................................. 7 

2.8 TRAINING REQUIREMENTS FOR HANDLING AGENTS ................................................................................. 7 
2.8.1Ramp Handling Agent Supervision .......................................................................................................... 8 
2.8.2 Load Control .......................................................................................................................................... 8 
2.8.3 Dangerous Goods Training ..................................................................................................................... 9 
2.8.4 SMS Training ........................................................................................................................................ 11 

2.9 PASSENGER HANDLING TRAINING ......................................................................................................... 15 
2.9.1Duration ............................................................................................................................................... 15 
2.9.2Training Syllabus (Basic) ........................................................................................................................ 15 
2.9.3 Training Syllabus (Advanced) ............................................................................................................... 16 

2.10 DEPARTURES CONTROL SERVICES/SYSTEM (DCS) TRAINING ................................................................. 17 
2.10.1 Duration ............................................................................................................................................ 17 
2.10.2 Training Syllabus ................................................................................................................................ 17 

2.11 BAGGAGE HANDLING TRAINING .......................................................................................................... 18 
2.11.1 Duration ............................................................................................................................................ 18 
2.11.2 Training Syllabus ................................................................................................................................ 18 

2.12 LOAD CONTROL TRAINING ................................................................................................................... 19 
2.12.1Duration ............................................................................................................................................. 19 
2.12.2 Training Syllabus (Basic Load Control) ................................................................................................ 19 
2.12.3Training Syllabus (Advanced Load Control).......................................................................................... 19 

2.13 LOAD SHEET ......................................................................................................................................... 21 
2.13.1 Duration ............................................................................................................................................ 21 
2.13.2Training Syllabus ................................................................................................................................. 21 

2.14DANGEROUS GOODS TRAINING ............................................................................................................ 21 

2.15 AIRSIDE OPERATIONS TRAINING ........................................................................................................... 22 
2.15.1 Duration ............................................................................................................................................ 22 
2.15.2 Training Syllabus ................................................................................................................................ 22 
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2.16 AIRSIDE SAFETY TRAINING .................................................................................................................... 23 
2.16.1 Duration ............................................................................................................................................ 23 
2.16.2Training Syllabus ................................................................................................................................. 23 

2.17AIRCRAFT HANDLING AND LOADING TRAINING ..................................................................................... 31 
2.17.1Duration ............................................................................................................................................. 31 
2.17.2 Training Syllabus ................................................................................................................................ 31 

2.18 ULD OPERATIONS TRAINING ................................................................................................................ 31 
2.18.1 Duration ............................................................................................................................................ 31 
2.18.2 Training Syllabus ................................................................................................................................ 31 

2.19 SAFETY MANAGEMENT SYSTEM (SMS) TRAINING ................................................................................. 32 
2.19.1 Duration ............................................................................................................................................ 32 
2.19.2Training Syllabus ................................................................................................................................. 32 

2.20 EMERGENCY RESPONSE PLAN (ERP) TRAINING ..................................................................................... 32 
2.20.1 Duration ............................................................................................................................................ 32 
2.20.2Training Syllabus ................................................................................................................................. 32 

2.21 HUMAN FACTORS TRAINING ................................................................................................................ 33 
2.21.1 Duration ............................................................................................................................................ 33 
2.21.2Training Syllabus ................................................................................................................................. 33 

2.22SECURITY AWARENESS TRAINING ......................................................................................................... 33 
2.22.1 Duration ............................................................................................................................................ 33 
2.22.2 Training Syllabus ................................................................................................................................ 33 

2.23GOM FAMILIARIZATION ........................................................................................................................ 33 
2.23.1 Duration ............................................................................................................................................ 33 
2.23.2Training Syllabus ................................................................................................................................. 33 

2.24 STATION MANAGEMENT ...................................................................................................................... 34 
2.24.1 Duration ............................................................................................................................................ 34 
2.24.2Training Syllabus ................................................................................................................................. 34 

2.25 LOST AND FOUND TRAINING ................................................................................................................ 34 
2.25.1Duration ............................................................................................................................................. 34 
2.25.2 Training Syllabus ................................................................................................................................ 34 

2.26 AIRCRAFT TYPE FAMILIARIZATION ........................................................................................................ 35 
2.26.1 Duration ............................................................................................................................................ 35 
2.26.2 Training Syllabus ................................................................................................................................ 35 

2.27PASSENGER WITH REDUCED MOBILITY (PRM) TRAINING ....................................................................... 35 
2.27.1 Duration ............................................................................................................................................ 35 
2.27.2 Training Syllabus ................................................................................................................................ 35 

2.28 AIRCRAFT GSE OPERATIONS ................................................................................................................. 41 
2.28.1 Duration ............................................................................................................................................ 41 
2.28.2 Training Syllabus (Basic) ..................................................................................................................... 41 
2.28.3Training Syllabus (Advanced) ............................................................................................................... 41 

2. 29.GSE MARSHALLING .............................................................................................................................. 42 
2.29.1 Duration ............................................................................................................................................ 42 
2.29.2 Training Syllabus ................................................................................................................................ 42 

2.30 AIRCRAFT TURNAROUND COORDINATION ............................................................................................ 42 
 
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2.30.1Duration ............................................................................................................................................. 42 
2.30.2 Training Syllabus ................................................................................................................................ 42 

2.31 LIVE ANIMALS REGULATIONS ............................................................................................................... 43 
2.31.1 Duration ............................................................................................................................................ 43 
2.31.2Training Syllabus ................................................................................................................................. 43 

2.32 AIRCRAFT DE‐/ANTI‐ICING TRAINING .................................................................................................... 51 
2.32.1Duration ............................................................................................................................................. 51 
2.32.2 Training Syllabus ................................................................................................................................ 51 

2.33AIRCRAFT CABIN/CARGO DOORS OPERATIONS ..................................................................................... 51 
2.33.1 Duration ............................................................................................................................................ 51 
2.33.2 Training Syllabus ................................................................................................................................ 51 

2.34 AIRSIDE DRIVER TRAINING ................................................................................................................... 52 
2.34.1 Duration ............................................................................................................................................ 52 
2.34.2 Training Syllabus ................................................................................................................................ 52 

2.35 FUELING OPERATIONS TRAINING ......................................................................................................... 52 
2.35.1Duration ............................................................................................................................................. 52 
2.35.2Training Syllabus ................................................................................................................................. 52 

 
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CAPTER 2. TRAINING
2.1 TRAINING PROGRAM
Airport Services has a training program that ensures personnel who perform duties in
functions, within the scope of ground operations (ground handling personnel) include such
personnel of external ground service providers that conduct outsourced ground operations
for the Mahan Air, complete initial and recurrent training that includes:
 Initial training that provide required knowledge prior to being assigned to perform
operational duties within specific responsibilities;
 Recurrent training for all courses, in accordance with requirements of the regulatory
authority and Mahan Air training plan is once every 24 month, except De/Anti icing and
ERP course which is once every12 month.
 Periodic testing or assessment to ensure ongoing competency.
 The training process includes testing or evaluation by written, practical means or oral,
to satisfy the requirement for operational personnel to demonstrate adequate knowledge,
competency or proficiency to perform duties, execute procedures or operate equipment.

The training program and processes for the completion of all required training and evaluation
by operational ground handling personnel shall remain current, reviewed and updated.
It includes processes for all aspects of the training program to be periodically reviewed
and updated to remain operationally relevant and in accordance with Mahan air requirements.
The objective of the training program is to outline policies pertaining to all training and
checking activities in order to achieve the overall goal of the air safety by providing necessary
knowledge to perform duties. The training programs and procedures set herein are the tools to
implement those policies. All policies are in the relevant provisions of IRI Civil Aviation
Organization regulations.
Mahan Air shall ensure External ground service provider complete initial and recurrent training
due to contract as CAO or State approval.
It includes processes that required instructors (trainers) and evaluators who conduct training
and evaluation for ground handling personnel to demonstrate they are competent, qualified and
where required, certified to conduct such training activities.
Training program delivers continual education and training for operationally critical personnel.
In addition Aeronautical Services Manual contains the;
 Familiarization training on applicable rules and regulations.
 In-depth training on requirements including policies, procedures and operating practices.
 Training in human factors principles.
 Safety training on associated operational hazard.
 Dangerous Goods principle in accordance with responsibilities ;
For more information refer to ASTM.

2.2 RESPONSIBILITIES
All training courses for operational personnel are provided by the Training department.
This Department is under the responsibility of the Training Manager that is also in charge of
implementing new training courses corresponding to the implementation of new equipment,
proceeds and revisions that will be required.

 
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2.3 TRAINING COURSES DEFINITIONS
2.3.1 Initial Training
Instruction in a new task or skill for more detail Refer to Mahan Air training Manual

2.3.2 Recurrent training

Industry or legislative mandated training topics that have to be repeated within specific time
frames.

2.3.3 Re-training
Repeat of ‘Training’ to verify understanding. Initiated following procedural failure,
Accident/incident, near miss or prolonged absence from the working environment.

2.3.4 On-the-Job Training (OJT)

Which is the practical integration of previously acquired knowledge and skills, under
the supervision of a qualified on the Job Training Instructor (OJTI), in an operational
environment. On-the-job training and check out may take place on a station other than the
trainee’s home Station.

This training that takes place at the work site, usually supervised by a department director and
an experienced coworker.
It may be obtained through day-to-day experience or through instruction from a senior-
level employee. Operationally critical personnel require OJT.
A department director, safety manager and instructor sign On-the-Job-Training and
evaluation forms.
After successful completion of the Training Course and OJT, evaluation form is provided; it will
be sent to Training center and be retained as a record in employees’ training file.

NOTE: On-the-job training for LOAD CONTROL at the station is performed under the
supervision of W5 staff holding a valid Load Control Competency Certificate endorsed for the
aircraft types currently scheduled to operate to the station. It involves the load control
documentation of all Mahan Air aircraft types and categories operating at this station.
The trainee has to perform load control documentation; also check out must perform due to ASTM.

2.3.5 Assessment Program

Structured system to ensure the ongoing competence of the individual in relation is key items of
their job function.
The training programs distinguish between theoretical (off the job) and practical (on the job)
and include basic and recurrent courses.
The duration of the initial trainings is in compliance with the ASTM.

NOTE: The following intervals of recurrent training are not less than once within:
 12 months(De/Anti ice refreshment course and ERP)
 24 months (aircraft fuelling, dangerous goods, passenger handling, baggage handling
load control, Cargo ,airside safety)

 
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2.4 TRAINING PROCESSES
Airport Services training program has a combination of theoretical (suitable and sufficient
Information and instruction relating to the topic being trained) and practical skills training to
verify the learners understanding and ability to complete, the task being trained.
Knowledge verification will be required through a written test of topic trained which
requires a minimum pass mark of 80% (for aircraft De/Anti-icing course pass marker is 75%)
and there is a review process for addressing all.

Questions frail even if the pass mark has been achieved is applicable. Practical competency
verification is achieved though trainer evaluation.
Upon successful completion of the above, personnel can be considered as qualified to fulfill
their assigned duties.
Recurrent trainings as determined by regulatory authorities or Mahan Air policies are
delivered as per the prescribed time scales.
At Mahan Air stations where the load control documentation is produced by a Ground
Handing Agent it is recommended that at least one Mahan Air staff, holding a valid Load
Control Competency Certificate endorsed for the aircraft type currently scheduled to operate to
the station, is on duty when load control documentation is being prepared.
Standard and Training manager is responsible for the periodic review and updating of training
material, the training material shall be reviewed at least once in two years.
All stations manager must have the control system to retain of records for personnel at station.

NOTE: Mahan air shall ensure External ground service provider as a service provider complete
initial and recurrent training due to contract as CAO or State approval, also by request of service
provider, Mahan air training center provide courses as: load control, DCS and other applicable
courses.

2.5 RECORDS
Personnel’s records that perform operational duties in function within the scope of ground
handling operation for Mahan Air ,when complete required training and recurrent training is
recorded and retain in training Center due to ASTM .
 Copy of personnel training (initial and recurrent) records that work in Airport Services
Department retains in Director Airport Service office.
 Copy of personnel training (initial and recurrent) record that work in station retain in office
station.
Training records for personnel will retain unlimited in Training Center even for the personnel that
leave company.
Instructors (trainers) and evaluator’s certificate are documented in records, and such records
will be retained in accordance with Mahan Air Training Center policy.

2.6 QUALIFICATION REQUIREMENTS

All personnel involved in station as Mahan Air or who will be assigned as Mahan air agent
has to be trained according to following scheme:

 
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 Dangerous Goods Regulation - (DGR)
 Safety Management System-(SMS)
 Airside Safety
 Aviation Security-(AVSEC)
 Passenger Service (including special service )
 Baggage Service
 Special Service
 Human Factor-(HF) ( including customer service)
NOTE:
 All personnel must complete DGR initial training and recurrent due to job title.
 DGR, SMS, AVSEC, HF and Airside Safety course must complete by all Mahan Air Airport
Service personnel to perform duties.
 All staff members engaged in the training of airport services specialties shall receive initial
training before start working and recurrent training appropriate to their assigned tasks
responsibilities, staff must complete courses which is necessary due to their job title.
 Personnel who work in ramp due to their job title must complete load control 1, 2, ramp
operation (fuelling, pushback, towing, loading), de/anti icing, aircraft refueling.
For more information refer to ASTM.

2.7 TRAINING REQUIREMENTS FOR MAHAN AIR STATION MANAGER

Mahan Air Station Manager must successfully complete:
 (LD) Load Control training course –1 , 2
 (DGR) Dangerous Goods Regulation
 (SMS) Safety Management System
 Airside Safety Management
 Ramp Operation
 Cargo And Mail
 De/Anti icing
 Aircraft fueling and Refueling
 Passenger Service
 Baggage Service
 Special Service
 Customer Service
 (AVSEC) Aviation Security
 (DCS) Passenger Control
 Grooming
 (ERP) Emergency Response Planning
 (HF)Human Factor
NOTE: All personnel must complete courses which in necessary due to their job title.

2.8 TRAINING REQUIREMENTS FOR HANDLING AGENTS

The training requirements for handling agents are based on the IATA recommendations
regarding standards of competence for staff engaged in load control or ramp handling
 
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supervision. The required qualification can be obtained by training courses conducted by the
handling agent or training courses conducted by other airlines or Mahan Air training courses.
If a new handling agent shall be contracted, the respective Head of Airport Services must
inform Senior Manager Ground Operations in advance, evaluate the training program of the
handling agent and determine in co-operation with Ground Operations Training if additional
training by Mahan Air is required.
Ensure training program completed by ground services are updated, reviewed and current.

2.8.1Ramp Handling Agent Supervision

Staff of a handling agent who performs ramp handling supervision for a Mahan Air flight must
have successfully completed initial and recurrent training of following course:
 Dangerous Goods
 SMS
 ERP
 Airside Safety
 Safety During Aircraft Fuelling
 Fuelling
 De/anti icing
 Airside Driving
 Aircraft handling and Loading , Aircraft supervision
 Aircraft ground movement
 Cargo and Mail
 Passenger and baggage handling
 Load control for load staff
NOTE: If required courses as specified by Mahan Air Policy.

2.8.2 Load Control

Staff of a handling agent who performs load control for a Mahan Air flight must have
successfully completed a training that covers following areas:
 Dangerous Goods due to job title
 SMS
 Airside Safety
 General weight and balance proficiency and awareness
 Aircraft structural load limitations
 Unit load devices (ULD’s)
 Bulk hold loading
 Load sheet
 Balance tables/ charts
 Loading instruction report
 Loading messages
 Other special load (perishables, EAT, AVI, WET, OBX, LHO etc.)
 Load planning
 Aircraft specific instructions
Additionally, staff of a handling agent who produces load control documentation must hold a
valid Load Control Competency Certificate.
The Load Control Competency Certificate is issued after successful completion of a W5 basic
training. For Load Control or a W5 Load Control Revalidation course Refer to Ground Handling
 
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Training Manual.
NOTE: Captains can reject a Load sheet that does not bear the Certificate number, also they
may ask to see the certificate to ensure that it is valid and endorsed for the Aircraft type. Should
there be no person available who holds a valid Certificate the Captain will sign the Load sheet
in the “Prepared by” and “Approved by” sections after satisfying himself that all weight and
balance aspect are correct.

2.8.3 Dangerous Goods Training

Dangerous good training include initial and recurrent training on a frequency of once every 24
month, such training is completed within a validity period that expires 24 months from the
previous training to ensure staff knowledge is current .If the recurrent training is completed prior
the final 3 month of the validity period (24month), the new validity period would extend 24 month
from the month the recurrent training was completed.
Airport service training provides a systematic program for all Airport Services personnel that prior
course validity expiration, an alert mention on staff that need to complete recurrent 3 month
before the validity period expiration that is 24 month except de/anti icing and ERP.

DGR training for ground handling agents’ staff accepting DGR:

 General philosophy
 Limitations
 General requirements for shipper
 Classification
 List of dangerous goods
 General packing requirement
 Packing instruction
 Labeling and marking
 Shipper’s declaration and other relevant documentation
 Acceptance procedure
 Recognition of undeclared DGR
 Storage and loading procedures
 Pilot’s notification
 Provision for passenger and crew
 Emergency procedure

DGR training for ground handling agents’ staff accepting cargo and mail other than DGR:
 General philosophy
 Limitations
 Labeling and marking
 Recognition of undeclared DGR
 Provision for passenger and crew
 Emergency procedure

DGR training for ground handling agents’ staff in handling, loading of cargo and baggage:
 General philosophy
 Limitations
 
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 Labeling and marking
 Recognition of undeclared DGR
 Storage and loading procedures
 Pilot’s notification
 Provision for passenger and crew
 Emergency procedure

DGR training for passenger handling staff will consist of:

 General philosophy
 Limitations
 Labeling and marking
 Recognition of undeclared DGR
 Provisions for passengers and crew
 Emergency procedures
NOTE:
 Dangerous goods training (initial, recurrent) shall be completed by personnel is due to job
title as passenger handling, baggage handling, aircraft loading or load control.(For all staff
DGR CAT.9 and for load control staff CAT.10)
 When Mahan Air does not transport dangerous goods as cargo ,DG training is still
required for ground handling staff as Dangerous Goods Awareness to ensure recognition
of prohibited dangerous goods occur and such item are not loaded on to a aircraft even
inadvertently , also ensure emergency action in the event of spill or contamination apply.
General philosophy, limitation, labeling and marking, recognition of undeclared DG,
provisions for passenger and crew and emergency procedure are the curriculum for such
training.
 Personnel that has expired validity of DGR course are not permitted to continue working
until recurrent training is completed.

1) Shipper and persons undertaking the responsibilities of shipper, including operator staff acting as shipper, operator staff preparing
dangerous goods as company material (COMAT)
2) packer

 
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3) Staff or freight forwarder involve in processing DG.
4) Staff or freight forwarder involve in processing cargo or mail (other than DG)
5) Staff or freight forwarder involve in handling, storage and loading of cargo or mail.
6) Operator and ground handling agents staff accepting DG.
7) Operator and ground handling agent’s staff accepting cargo or mail (other than DG).
8) Operator and ground handling agent’s staff involved in handling, loading of cargo or mail and baggage.
9) Passenger handling staff
10) Flight crew member , load master, load planner
11) Crew member
12) Security staff who deal with screening of passenger, crew and their baggage, cargo and mail.

2.8.4 SMS Training

The personal that perform functions within the scope of ground handling operations are trained
and complete to perform SMS duties.
The scope of such trading shall be appropriate to each individual’s involvement in the SMS.
All personnel (management, non- management) that perform functions within the scope of
ground handling operations are trained and competent to perform SMS duties due to initial and
recurrent training. The scope of such training should be appropriate to each individual’s
involvement in the SMS.
Refer to SMS Manual chapter 6 for more information.

Training Categories of Airport Services Duties

Duties Duty Remark

Category
Airport Services Director
Station Manager S1
Supervisor
Coordinator S2
Ramp Supervisor
Load Master
S3
Loading Supervisor
Passenger Handling S4 Personnel who are involved in Check- in, Boarding, Lost &Found
Baggage Handling S5 Personnel who are involved in Baggage Sorting/Makeup Operations

Personnel who are involved in Cargo Operations & working

Cargo Handling S6
in cargo storage area

Personnel who are involved in Loading/ Offloading of

Aircraft Handling & Loading S7 Aircraft cargo holds, who operate cabin /cargo access doors and who
secure load in aircraft holds.

Load Control S8
ULD Operator S9
Cargo Acceptance S10
Personnel who are involved in Aircraft Movement
Ground Support Equipment (GSE) S11 Operations &Operators of GSE such as: GPU, ACU, ASU,LOM,Tow Car,
Catering Lift Truck, Passenger Step, Belt Loaders, Trucks, Water/Toilet
Service, Deicing Machine, ...

Special Services Staff S12

Airport Services Staff (Administrative) S13

Line Maintenance Staff S14

Aircraft Interior Cleaner S15
 
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Training Course Required for each Duty Category& Function
Airport Services Duty Categories
Training Course
S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 S14 S15
1 Passenger Handling  - -  - - - - - - -    - -
Departures Control
2  - -  - - - - - - - - - - -
System (DCS)
3 Baggage Handling - - - -    - - - - - - - -
4 Load Control  -   -     - - -  - -
Specific Aircraft Type
5 - - - - - - -  - - - - - - -
Load Sheet
6 Dangerous Goods cat cat cat cat cat cat cat cat cat cat cat cat cat - -
(D.G Carrier operators) 10 08 10 09 08 08 08 10 08 06 08 09 09
Airside Operations       - - - - - - -   - -  -
7
8 Airside Safety              -      - 
9 Aircraft Handling &Loading           
- - - - - - - -
10 ULD Operations -    -      - - - - - -
11 Safety Management                    
System(SMS)  
Emergency Response Plan                    
12
(ERP)
13 Human Factors                    -
14 Security Awareness                    
15 GOM Familiarization                    -
16 Station Management   - - - - - - - - - - - - - -
17 Lost & Found - -  - - - - - - - - - - -
18 Aircraft Type Familiarization               
-  - - 
19 Aircraft GSE Operation -  - -    -  -  - - - -
20 PRM (Passenger with
Reduced Mobility) Handling - - -  - - - - - - -  - - -
21 GSE Marshaling -  - - - - - - - -  - - - -
22 Turned around    
- - - - - - - - - -  - -
Coordination
Live Animals  
23 - - - - - - -  - - - - -
Regulations
B : Basic Level Training Required

Training Course Duty Functions

24 Aircraft De/Anti – Icing All handling staff whose duties are aircraft de/anti-icing handling
25 Airside Driver All handling staff who are driving in the airside
26 Aircraft Cargo/Cabin All handling staff whose duties are aircraft cabin/cargo doors handling
Access Doors Operation
27 Fueling Operations All handling staff whose duties are fueling operations handling
28 OJT Training In accordance with OJT table

 
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NOTE:
 The Staff who requires Basic Training only shall receive a Recurrent Course for that
Basic Training.
 Handling agents who provide ground handling services for DG carriers, training
according to row 7 of the above table. For service delivery to no DG carriers, the
training shall be conducted in accordance with row 6 of the above table.
 Training certificate for Airport Services Staff must be issued by Air Operator / Handling
Agent after the completion of training course according to the below format:
Operator / Agent : Training Course Level Date
Name & Surname: Duty:

Expiry Date:

 The staff must keep this certificate with them & submit when necessary.
 Training programs for handling staff must be prepared by the Air Operator / Handling
Agent based on the required job functions of each category.
 Maximum participants for each course shall not exceed twenty persons.
 Maximum training hours per one day shall not exceed six hours.
 The below mentioned courses do not need recurrent training for (S1) Staff:
DCS, Load Control, Airside Operations, Aircraft type Familiarization,
Turned around Coordination
 OJT shall be approved by Manager of relevant department.
OJT Table
OJT Type Duration Duty Category or Duty Function
1 DCS 10 Flights S4
2 Check in 5 Flights S4
3 GSE Operation 10 Flights S11
4 Push back 10 Flights Personnel involved in Pushback & Towing Operations
5 Aircraft De/Anti-Icing 5 Flights Personnel involved in Aircraft De/Anti-Icing Operations
6 Load sheet 5 Flights S8

 The Courses Mentioned in OJT Table is applicable to Ground Handling personnel who
receive the relevant training for the first time. Personnel shall receive such training
before using to the job.
 Ground Handling instructors’ qualification will be assessed in a committee consist
of Airport Services in-charge from Flight Operations Dept., Airport Services in-charge
from Aeronautical Operations Supervisory Dept. and a CAO.IRI. Designee Airport
Service Expert from Aviation Industry.
 If the committee approves an instructor, for the first time, an approval will be granted for
One year & after that may be Extended every Two Years.

 
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 Operators and handling companies shall send the course information (Course title,
Instructor’s Name, Date and Place of the course) to Flight Operations/ Aeronautical
Operations Supervisory Dept. to gain the approval before commencement of the
course.
 Records of course such as course approval, Name of participants, exam papers,
and approved exam result papers signed by the instructor, shall be kept in the
company not less than Five years.
 After the Completion of Training Course & Passing the Test Successfully a Certificate
must be issued Containing the below Information :
1- The Individual Name
2- Company Name
3‐ Date of Issuing the certificate
4‐ The Duration of Training Course
5‐ The Title of Training Course
6- The CAO.IRI Approval Letter No.

 
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2.9 PASSENGER HANDLING TRAINING
Personnel involved in Cat S1, S4 (Complete Training) & Cat S12, S13 (Basic Training) in
Classroom Training
2.9.1Duration
 Initial training Basic: 18hours , Advance: 40 hours
 Recurrent training : 6 hours
 Recurrent training intervals: every 24 months
2.9.2Training Syllabus (Basic)
 Familiarization with IATA– ICAO – WHO – IOSA-ISAGO
 Travel Information Manual (TIM)
 Freedoms of the Air
 Customer Service
 Ticketing Concepts and Principles
(Manually Issued Ticket, Familiarization with Automated Ticket and Boarding Card (ATB), Passenger Electronic Ticket)
 Familiarization with PNR/PNL/ADL
 Special Service Requirement (SSR)/Other Service Information(OSI)
 Passenger and Baggage Security Procedures
 Passenger Identification and Document Check ( Seat Allocation, Boarding Pass ,Special Passengers)
 Passengers with Reduced Mobility (PRM)
 Mentally Related Passengers
 Passenger with Infant (INF)
 Unaccompanied Minor (UM)
 Very Important Passenger (VIP)
 Inadmissible Passengers (INAD)
 Deportee Passengers (DEPO)
• Passenger with Pets (PET)
• Checked & Hand Baggage
• Cabin Baggage Limitations and Baggage Allowance
• Extra Seat
• Acceptance of Power-Driven Wheelchairs as Checked Baggage
• Notification to Captain for Special Load (NOTOC)
• Pooling of Baggage Allowances – Two or More Passengers
• Excess Baggage
• Communication Procedures (Load Control, Authorities, Others)
• Items which Shall be Identified and Communicated to Load Control
• Tag Identification
• Suspected Communicable Disease
• Communication of Check-in Data for Establishing the Load Sheet
• Hand Baggage-Gate Check and Gate Security Checks
• Denied Boarding Compensation D.B.C
 Security of Baggage in Arrival
 Fuel Safety Zones and Marker Cones
 Personnel Protection Equipment and Protection of Passengers Moving Airside
 Passenger Awareness of Dangerous Goods in Baggage
 Provisions of Information to Passengers about Dangerous Goods
 Hidden Dangerous Goods and Dangerous Goods
 Data/Document Protection and Security
 
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2.9.3 Training Syllabus (Advanced)
 Review of Basic Course
 Ticketing Concepts and Principles ( Passenger Electronic Ticket , Transition automated Ticket (TAT))
 PNR/PNL/ADL
 Passenger Types and Their Impact on Weight and Balance
 Passenger Awareness of Dangerous Goods in Baggage
 Provisions of Information to Passengers about Dangerous Goods
 Detection of Dangerous Goods
 Excess Baggage Calculation
 Multi Selection List Codes (ML)
 Miscellaneous Charges Order (MCO)
 Flight Interruption Manifest (FIM)
 Denied Check-in
 Delay Handling
 Messages(PIL/PSM/PTM/SOM/COM ,Passenger Manifest , Electronic Ticket List (ETL) ,Passenger Final Sales (PFS)
 Baggage Claim
 Baggage Taken in Error –Notice to Passengers
 On-hand Baggage
 Found Baggage
 Baggage Re-routing and Delivery
 Lost Baggage and Damage/Pilferage
 Notification of Pilferage
 Claims for Pilfered Baggage
 Pilferage Prevention
 Items Lost by Passengers
 Property Irregularity Report (PIR)
 Fueling with Crew or other Persons on Board
 Aircraft Fueling Interface
 Ground Incident /Accident/Damage Report
 Dangerous Goods Accident & Incident
 Agreements( IATA Standard Ground Handling Agreement (SGHA) , Code-Share, Interline Agreement)
 Abnormal and Emergency Procedures (Fire, Dangerous Goods, Security, Other)
 Health and Safety

 
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2.10 DEPARTURES CONTROL SERVICES/SYSTEM (DCS) TRAINING
Personnel involved in Cat S1 & S4 Computer Base Training
2.10.1 Duration
 Initial training: 60 hours
 Recurrent training: 32 hours
 Recurrent training intervals: every 24 months
2.10.2 Training Syllabus
 Check-in Flight List Display and Single Day Schedule Creation
 List of Configurations Table and Flight Data Display
 PNL/ADL Request from Reservation
 Passenger Manifest Display and Booked/Checked-in Display
 Seat Map Display
 Passenger Survey Display
 Releasing Reserved Seats , Block Seats and Reserve Group Seats
 Seat Map Characteristics Change
 Passenger Acceptance
 Individual Passenger Record Display
 Standby, URES, NOREC , PAD Check-in, Extra Crew and Dead Head Crew Check-in
 Re –Issue Boarding Pass for a Passenger
 Passenger Displays and Standby Display
 Passenger Notification
 Manual Selective Standby Acceptance
 Passenger Update and Change Seat Number
 Baggage Information Update
 ADD/Delete , Infant/WCHC/R/S and Baggage/Infant delete
 Change Name Before/After Check-in
 Passenger Withdrawal
 Excess Baggage Display and Excess Baggage Charge Acceptance
 Passenger Excess Baggage Waiver
 Agent Cash Drawer
 Unattached Baggage Check-in/Display
 Expedite Bag Tags
 Flight Check-in Agent List
 Go-show/PAD Limits
 Protective Cover
 Created Schedule Data
 Flight Data Modification & Update
 Passenger Boarding and Boarding Status Display
 Boarding Acceptance by Boarding Number/Seat Number
 Offload Boarded Passenger by Boarding Number/Seat Number
 Initial Flight Close , Flight Close & Release to LDP
 Flight Release & PAX Message Dispatch
 Manual Generation of Departure Messages
 Display Office Queues
 Automatic Equipment Change and Bulk Re-check Passengers to New Flight

 
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2.11 BAGGAGE HANDLING TRAINING
Personnel involved in Cat S5, S6, S7 in Classroom or Practical Training
2.11.1 Duration
 Initial training: 18 hours
 Recurrent training: 6 hours
 Recurrent training intervals: every 24 months
2.11.2 Training Syllabus
 Tag Identification
 Manual Baggage Handling Procedures
 Baggage Sorting
 Handling and Stowing
 Loading
 Interline and Online Baggage
 Special Baggage (Bulk Baggage, Diplomatic, Pets, Sport Equipment)
 Familiarization With NOTOC
 Security (Regulations, Considerations, Procedures)
 Abnormal and Emergency Procedures (Fire, Dangerous Goods, Security, Other)
 Health and Safety
 Handling of Battery Operated Wheelchairs as Checked Baggage
 Dangerous Goods
 Data/Document Protection and Security
 Review and Examination

 
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2.12 LOAD CONTROL TRAINING
Personnel involved in Cat S1, S3 (Complete Training) & Cat S4, S6, S7, S9, S13 (Basic Training)
as Classroom Training.

2.12.1 Duration
 Initial training : Basic :20 hours , Advance : 40 hours
 Recurrent training :20 hours
 Recurrent training intervals: every 24 months
2.12.2 Training Syllabus (Basic Load Control)
 Definition (Definition of Terms and Standard Weight and Balance Abbreviations)
 Aircraft Weight & Balance Principles
 Theory of Flight ( The 4 Forces and Flight Controls)
 Weights(Maximum Zero Fuel Weight , Maximum Taxi Weight ,Maximum Take-off Weight ,Maximum Landing Weight
,Maximum Weight Restrictions ,Basic Weight ,Dry Operating and Operating Weight ,Payload ,Allowable Payload )
 Fuel ( Ramp Fuel, Taxi Fuel, Take-off Fuel, Trip Fuel, Contingency Fuel, Alternate Fuel, Landing Fuel ,Fuel Loading
(Standard/Non-Standard ,Ballast Fuel)
 Principles of Balance (Principles of Balance, Principles of Centre of Gravity (CG), Movement of CG, Aircraft CG)
 Loading Instruction/Report (LIR Lay-out, Minimum Information Required per lATA.AHM. and/or EDP LIR, LIR
Preparation & Release, Loading Instructions, Communication of Loading Instructions, Loading and Offloading
Instructions, Responsibilities, Signatures)
 Finalization of LIR (input of deviation, processing of deviation, acknowledgement of deviation)
 Documentation and Filing ( Recommended and applicable Period)
 Operational Flight Plan
 NOTOC

2.12.3 Training Syllabus (Advanced Load Control)

 Principles of Balance(Mean Aerodynamic Chord (MAC)/Reference Chord (RC),Safe Range of MAC/RC by
Percent, Stab Trim Settings, Structural Strength Limits, The Structure, General Design Limits, Fuselage Limits,
Hold/Compartment/Loading Position Limits)
 Load Control and Distribution
 General Principles
 Consequences of Improper Loading on Flight and Personnel Safety
 Aircraft Locations(Standard Terminology ,Designation of Aircraft Holds, Compartments, Bays and Cabin)
 Aircraft Structural Loading Limitations
 Dimensions( Door Dimensions , Height Limitations ,Contour Limitations)
 Aircraft Structural Load Limitations( Area Load Limitations, Cumulative Load Limitations, Combined Load
Limitations ,Hold Limitations, Compartment Limitations)
 Floor Loading Limitations(Contact Load Limitations, Point Load Limitations, Running Load Limitations, Weight Spread)
 Loading Restraint Systems( Principles, Bulk Load, Missing or Inoperative Restraints, Tie-down Equipment, Tie-
down Rules and Principles, General Lashing, Standard Lashing, Cabin Loading and Lashing (Passenger Aircraft),Special
Cargo Loading and Lashing, Dangerous Goods and Special Loads, Special Cargo Load Planning & Loading)
 Load Planning( Aircraft Type Specific Instructions, Carrier Specific Instructions, Aircraft Loading Principles,
Preparation Before Loading an Aircraft, Cargo Hold Doors, Anti-tipping Procedures, Bulk Loading, Off-Load Operations,
On-Load Operations, Seat Loading, Load Categories, Loading and Off-Loading Priorities)
 Bulk Loaded Aircraft( Containerized Aircraft, Optimum Trim, Multi-Leg Flights)
 Messaging( Read and Send Standard Messages, Movement & Load Messaging, Statistical Load Summary

 
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2.13 LOAD SHEET
Personnel involved in Cat S8 in Classroom Training.
2.13.1 Duration
 Initial training : 8 hours
 Recurrent training : 4 hours
 Recurrent training intervals: every 24 months
2.13.2Training Syllabus
 Load & Trim Sheet (Load & Trim Sheet Lay-out , Manual Load & Trim Sheet , EDP Load & Trim Sheet)
 Load Sheet Preparation
 LMC Procedures
 Signatures
 Load Sheet /LIR Cross-check Load Sheet Completion/Finalization

2.14DANGEROUS GOODS TRAINING

According to Dangerous goods Regulations in Classroom Training

Category 9 (CAT 9)
For all airport services personnel
 Initial training: 8 hours
 Recurrent training: 6 hours
 Recurrent training intervals: every 24 months

Category 10 (CAT 10)

For load control personnel
 Initial training: 8 hours
 Recurrent training: 6 hours
 Recurrent training intervals: every 24 months

 
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2.15 AIRSIDE OPERATIONS TRAINING

Personnel involved in Cat S1, S2, S3, S11, S14 in Classroom Training.
2.15.1 Duration
 Initial Training :40 hours
 Recurrent Training: 18 hours
 Recurrent training intervals: every 24 months

2.15.2 Training Syllabus

 Push Back Operations
 Towing Operations
 Power Back Operations
 Movement In/Out of Hangar
 Ground/Flight Deck Communication (Hand Signals)
 Aircraft Marshalling
 FOD (Detection/Prevention/Removal )
 Accident and Incident Reporting Procedures
 Safety Regulations
 Hazards
 Human Factors
 Airside Marking and Signage
 Emergency Situations
 Personal Protection
 Accidents Incidents and Near Misses
 Familiarization With the Apron Layout
 Airside Safety Supervision
 Dangerous Goods
 Usage of Fire Fighting Equipment
 GSE( General Airside Safety ,Emergency Response ,GSE Operation)
 Cargo Support Equipment (For CGO Personnel)
 General Airside Safety , Emergency Response and CSE Operation
 Review and Examination

 
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2.16 AIRSIDE SAFETY TRAINING
Personnel involved in Cat S1, S2, S3, S4, S5, S6, S7, S8, S9, S11, S12, S13, S14, S15 in
Classroom Training
2.16.1 Duration
 Initial Training: 24 Hours
 Recurrent Training: 15 Hours
 Recurrent Training Intervals: every 24 Months

2.16.2 Training Syllabus

 Safety Awareness (Safety Culture ,Company Safety Policy and Program, Ground Handler Agency Safety Policy
and Program, Employee Responsibilities, Airport Airside Safety Regulations)
 Human Factors ( Motivation, Attitude, and Team Work, Human Behavior, Communication Skills, Stress at Work,
Ergonomics, The Effects of Drugs and Alcohol Abuse, Fatigue Management and Fitness for Duty, Injury Prevention ,
Human Error)
 Procedures and Regulations( CAO Regulations, Requirements and Procedures of the Operators; e.g. De/Anti-
icing Procedure, Safe Operating Practice, Emergency Procedures, Dangerous Goods Regulations, Introduction to Aviation
Law, IATA Standard Ground Handling Agreement)

 Accidents and Incidents( Causal Factors, Personnel Injuries, Damage to Aircraft, Ground Equipment & Facilities ,
Accident and Incident Reporting, The Real Cost of Accidents(Direct/Indirect Costs),Accident Prevention, Risk
Assessment and Management)
 Personal Protection( Working Clothes Including Hi-Visibility Clothing, Personal Protective Equipment For:
Feet, Hands, Eyes, Knees And Hearing, Back Injury Prevention: Lifting And Moving Load)
 Hazards(Vehicular Traffic, Aircraft Movement (Arrival/Departure), Jet Engines, Propeller Driven Aircraft Helicopters,
Aircraft Antennae and other Protrusions, Aircraft Fuelling on the Airside and Fuel Spills, Adverse Weather Operations,
Night Operations)
 Equipment Operation(Driver Skills and Licensing, Inspection and Serviceability of Vehicles and Equipment,
Standard Operating Procedures (SOPs),Equipment Specifications and Safety, Treatment of Equipment
 Emergency Situations( Injuries, Natural Disasters, Threats, Fuel Spills, Fire Sources, Fire Prevention, Types of
Fires and Extinguishers, Equipment Fires, Fires on Aircraft, Location of Alarms, Fuel Shut-Off)
 Airside Markings
 Hand Signals
 Review and Examination

 
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2.17AIRCRAFT HANDLING AND LOADING TRAINING
Personnel involved in Cat S2, S3, S5, S6, S7, S8, S9 in Classroom Training
2.17.1Duration
 Initial Training: 40 Hours
 Recurrent Training: 25 Hours
 Recurrent Training Intervals: every 24 Months

2.17.2 Training Syllabus

 Irregularity/Incident/Accident Reporting Process;
 Manual Handling of Load;
 Safety During Aircraft Fueling and Principles of Aircraft Loading
 Handling of Loads That Require Special Attention
 Loading Incompatibilities and Operation of Aircraft Loading Systems
 Identification/Consequences of Malfunctions of In-Plane Loading Systems
 Consequences of Load Damage and Spillage
 Positioning and Operation of Loading and Servicing Equipment
 Load Notification to Pilot-In-Command
 Passenger Embarkation/Disembarkation Procedures
 Standards of Aircraft Cleaning, Lavatory and Potable Water Servicing
 Aircraft Movement Operations
 Review and Examination

2.18 ULD OPERATIONS TRAINING

Personnel involved in Cat S2, S3, S5, S6, S7, S8, S9 in Classroom Training
2.18.1 Duration
 Initial Training: 18 hours
 Recurrent Training :6 hours
 Recurrent training intervals: every 24 months

2.18.2 Training Syllabus

 The essential flight safety requirements of operating certified ULD
 The relationship between ULD and aircraft and Other important functions about ULDs
 Overview of ULD design, testing and certification
 Different types of ULDs, their identification, commonly used ULD definitions, explanation
of base dimensions and contours of common types of ULDs
 Documentation, labeling and marking of ULDs
 Detailed instructions for ULD pre-use inspection, buildup and breakdown, loading
and unloading, moving and storing ULDs.
 Procedures for the correct handling of ULDs found unserviceable
 Important rules for all ULD operators to follow
 Requirements for handling of heavy cargo, load spreading of heavy cargo, area load
shoring, restraint of heavy cargo
 Different types of aircraft holds and the related ULD requirements, certified and
non- certified ULDs
 Special purpose ULDs such as thermal units, horse/cattle stalls, automobile
transport equipment, etc.
 Review and Examination
 
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2.19 SAFETY MANAGEMENT SYSTEM (SMS) TRAINING
All of the Airport Services and Ground Handling Personnel in classroom.
This training is applicable to management and non-management personnel appropriate with
job title.
2.19.1 Duration
 Initial Training: 20 h o u r s
 Recurrent Training: 10 hours
 Recurrent training intervals: every 24 months
2.19.2 Training Syllabus
 Concept of Safety and Safety Policy,
 Definition of Hazard and Consequence,
 Definition of Risk,
 Safety Risk Management Process
 Roles and responsibilities,
 Safety reporting and the organization’s safety reporting system;
 Safety Responsibilities in promoting the SMS and engaging operational personnel in
hazard reporting; incident accident reporting
 Night operation and equipment safety
 Knowledge of safety process and Management of Change,
 Safety data analysis;
 Safety assurance and safety promotion;
 Emergency situation
 Acceptable Level of Safety indicators;
 Human factors and airside marking
 Review and Examination

2.20 EMERGENCY RESPONSE PLAN (ERP) TRAINING

All of the airport services personnel and handling Personnel in classroom.
2.20.1 Duration
 Initial training: 12 hours
 Recurrent Training: 6 hours
 Recurrent training intervals: every 12 months

2.20.2 Training Syllabus

 Definitions and Terminology and Emergency Phases
 Air Accident/ Incident
 In Operation Aircraft
 Alarm and Mobilization
 Responsibility
 Home base Team
 Field Team
 Procedure &Checklist for Air Accident/ Incident
 Operations Control Center
 Emergency Response Center and Emergency Manager
 Alarm and Mobilization
 Station Nearest
 Review and Examination
 
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2.21 HUMAN FACTORS TRAINING
All of the airport services personnel and handling Personnel in classroom.

2.21.1 Duration
 Initial training : 16 hours
 Recurrent Training:8 hours
 Recurrent training intervals: every 24 months

2.21.2Training Syllabus
 Introduction( The need to take Human Factors in to account, Safety culture, Safety Cycle, Cultural factors,
Corporate Safety cultural)
 Human performance and Limitations(Vision Hearing, Information processing, Physical access& fear of
heights)
 Social Psychology(The Social environment, Responsibility: Individual and Group, Motivation and De- Motivation,
Peer Pressure, Team Working, Management, Supervision and Leadership)
 Factors Affecting performance(Fitness and Health, Stress : Domestic and work Related, Time Pressure and
Deadlines, Workload : Overload and Under load, Sleep, Fatigue and Shift Work, Alcohol, Medication and Drug Abuse)
 Physical Environment( Noise, Fumes, Illumination, Climate and Vibration, Working Environment)
 Tasks( Physical Work, Repetitive Tasks ,Visual Inspection, Complex System Communication, Within and Between Team)
 Human Error (Error Models and Theories, Error type, Control of Human Error)
 Hazards in the Workplace ( Dirty Dozen, Ergonomics)
 Review and Examination

2.22 SECURITY AWARENESS TRAINING

For All of the Handling Personnel in Classroom
2.22.1 Duration
 Initial training :16 hours
 Recurrent training :8 hours
 Recurrent training intervals: every 24 months

2.22.2 Training Syllabus

 Current threats to the aviation industry
 Aviation security regulations and the international organizations behind them
 Airport access control for people and vehicles
 Passenger, baggage, cargo, mail and catering security basics
 Common airport and in-flight security measures for responding to threats

2.23 GOM FAMILIARIZATION

For All of the Handling Personnel in Classroom
2.23.1 Duration
 Initial training: 6 hours
 Recurrent training: 6 hours
 Recurrent training intervals: every 24 months

2.23.2Training Syllabus
 Issue/Revision Status
 Chapters presentation –General
 Special focus on each chapter in accordance with job function
 
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2.24 STATION MANAGEMENT
Personnel involved in Cat S1 in Classroom.
2.24.1 Duration
 Initial training: 40 hours
 Recurrent training: 20 hours
 Recurrent training intervals: every 24 months

2.24.2Training Syllabus
 Cooperation between airlines and service providers
 Duties of the station manager
 Principles of customer service
 Facilitation and simplifying passenger travel
 Ramp, cargo and terminal activities
 Service Level Agreements (SLA)
 Resources and GSE management
 ULD handling
 Aviation security awareness
 Baggage handling
 Emergency response planning

2.25 LOST AND FOUND TRAINING

Personnel involved in Cat S4 in Classroom.
2.25.1Duration
 Initial training: 12 hours
 recurrent training: 6 hours
 recurrent training intervals: every 24 months

2.25.2 Training Syllabus

 General impression Lost & Found Services (organization & functionalities).
 Passenger documents.
 Ticket-reading.
 Get familiar with IATA Baggage ID-chart.
 World tracer management computer system.; use and creation of files
 Delivery vouchers.
 Rush / expedite labels
 Forwarding message and Security messages
 Means of Communication( Telex: teletype and action file message, World tracer, MS (send Short Text
messages through World tracer),SEA (send emails through world tracer))
 Follow-up towards passenger.
 Delivery of bags.
 Destruction of not allowed items (e.g. food …)
 Warsaw & Montreal Convention for international carriage by air related to baggage claims
 Fraud prevention
 Forwarding mishandling baggage rules
 Profiles of typical interline baggage claims
 Proof of fault
 Customer service : attitude & communication
 
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2.26 AIRCRAFT TYPE FAMILIARIZATION
Personnel involved in Cat S1, S2, S3, S4, S5, S6, S7, S9, S11, S12, S13, S15 in classroom.

2.26.1 Duration
 Initial training: 16 hours
 Recurrent training: 8 hours
 Recurrent training intervals: every 24 months
2.26.2 Training Syllabus
 Cabin Layout
 Jet Blast Area
 Cargo Specifications
 Cabin and Cargo Access Doors Operations
 Aircraft Doors-Sill Heights and Dimensions
 Ground Servicing Points Location
 Chocking
 Marker Cone

2.27 PASSENGER WITH REDUCED MOBILITY (PRM) TRAINING

Personnel involved in Cat S4, S12 in Classroom.
2.27.1 Duration
 Initial training: 16 hours
 Recurrent training: 8 hours
 Recurrent training intervals: every 24 months
2.27.2 Training Syllabus
 IATA & PRM codes
 Disability awareness/ disability equality and its best practice approach in daily
customer service to disabled passengers and PRMs.
 Equipment awareness and PRM equipment
 First aid - life threatening situations
 Overview of range of disabilities
 Important role of the check-in agent
 Airport processes and parties involved

 
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2.28 AIRCRAFT GSE OPERATIONS
Personnel involved in Cat S2, S11 (Complete Training) & Cat S5, S6, S7, S9 (Basic Training)
in classroom/ practical training.
2.28.1 Duration
 Initial training: Basic: 8 hours, Advance: 30 hours
 Recurrent training: 16 hours
 recurrent training intervals: every 24 months

2.28.2 Training Syllabus (Basic)

 Equipment familiarization and specifications
 ASU (Air Service Unit)
 GPU (Ground Power Unit)
 Passenger Steps
 ACU (Air Condition Unit)
 Conveyor Belt
 Water/Toilet Service Truck
 Tow Car
 LOM(Lift o mobile)
 Catering Lift Truck
 De-Anti-Icing Truck
 Safety Considerations while operating equipment

2.28.3Training Syllabus (Advanced)

 Standard Operating Procedures
 GSE Types and Operations
 Practical Training Specific for each equipment as per required
 Severe Weather Operations
 Personnel Safety
 Fuel Safety Zones
 Fire Protection and Prevention
 GSE Pre-Operation Checks and Serviceability
 Aircraft Ground Movement( scope of operations, principles, responsibilities, practices, procedures, hazards,
risk assessment, Safety precautions)
 Operation of equipment(nose gear tow bar tractor, nose gear Tow bar less tractor, main gear tractor, if
applicable)
 Tow bars
 Equipment-aircraft connect and disconnect procedures.
 Aircraft ground movement standard verbal communications (ground-flight deck, nose gear
controlled pushback and towing operations, main gear controlled pushback operations, Power back operations, if
applicable.)
 Aircraft ground movement standard hand signals (ground-flight deck, ground-ground: Nose gear
controlled pushback, towing operations, Main gear controlled pushback operations, power back operations, Power-in
and power-out operations, as applicable)
 Aircraft marshalling(scope of operations, principles, responsibilities, practices, procedures, standard hand
signals, Use of aircraft parking guidance system)
 Aircraft ground movement assistance(scope of activities, principles, responsibilities, practices,
procedures, Standard hand signals)
 Airline Specific Procedures (as applicable)

 
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2. 29.GSE MARSHALLING
Personnel involved in Cat S4, S11 in Classroom/Practical Training.
2.29.1 Duration
 Initial training : 8 hours
 Recurrent training : 4 hours
 Recurrent training intervals: every 24 months
2.29.2 Training Syllabus
 Marshaling Signals
 Conditions for using hand signals
 Safety Considerations
 Minimum Safety Distances from Aircraft

2.30 AIRCRAFT TURNAROUND COORDINATION

Personnel involved in Cat S1, S2, S13 in Classroom

2.30.1Duration
 Initial training :40 hours
 Recurrent training :20 hours
 Recurrent training intervals: every 24 months
2.30.2 Training Syllabus
 Airside and ramp safety( Airside safety supervision and risk assessment, Ramp safety regulations, Hazards
and human factors)
 Aircraft handling operations( Ground service equipment types and operations, Aircraft fueling interface,
Ramp to cockpit communications, Emergency and severe weather situations)
 Aircraft movement(Pre- and post-arrival inspections, procedures, Pushback and towing operations,
Marshalling, Aircraft movement messages and delay codes)
 Turnaround plan(Pre-flight duties, Sequential and critical path activities, Disruptions and difficult working
conditions)
 Aircraft loading functions(Designation of aircraft holds, bays and cabin, Loading, unloading, securing,
buildup, tagging, Inspection of aircraft damage)
 High efficiency factors
 Fulfilling Service Level Agreements
 Teamwork, communication and culture

 
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2.31 LIVE ANIMALS REGULATIONS
Personnel involved in Cat S6, S7, S1 in Classroom.
2.31.1 Duration
 Initial training: 6 hours
 Recurrent training: 6 hours
 Recurrent training intervals: every 24 months
2.31.2Training Syllabus
 Terms and Definitions
 Shipper’s Responsibilities
 Carrier’s Responsibilities
 Government Regulations
 Carriers Regulations
 Reservation and Advanced Arrangement(Reservations, Schedules and Routings, Interline Advanced
Arrangement, Delivery to the Consignee, Persons Accompanying Consignments)
 Animal Behavior(General, Disturbance, Segregation )
 Classifications and Identifications of Live Animals
 Documentation(Shipper’s Certification, Air Waybill, Notification to Captain)
 Container Requirements(General Requirements, Stocking Densities)
 Marking and Labeling(General Requirements ,Marking ,Labeling)
 Handling Procedures(Acceptance of Live Animals ,Ground Handling of Animal Shipments, Loading
Procedures, Specific Handling Procedures, Feeding and Watering, Advice to Captain, Health and Hygiene)
 Life Science Logistics for Laboratory Animals(Health Status Classification, Animal Type, Number and
Condition, Additional Species Considerations, Container Considerations)
 World Organization for Animal Health(General Information)

 
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2.32 AIRCRAFT DE-/ANTI-ICING TRAINING
Handling Personnel Whose Duties are Aircraft De/Anti Icing in Classroom/Practical Training
2.32.1Duration
 Initial training: 20 hours
 Recurrent training: 10 hours
 Recurrent training intervals: Prior to winter season all involved staff undergo refresher
training to maintain their qualification. This qualification must be verified by a written
examination.

2.32.2 Training Syllabus

• Recognition of Relevant Weather Phenomena
• Effects of Frost, Ice, Snow and Slush on Performance, Stability and Control
• Basic Characteristics of De-/Anti-icing Fluids
• General Techniques for De-icing (Removing Deposits of Frost, Ice, Snow and Slush
from Aero plane Surfaces) and for Anti-icing
• De-/Anti-icing Procedures in General
• Specific Measures to be Performed on Different Aero plane Types, and
Procedures Specifically Recommended by the Operators
• Types of Checks Required and Procedures and Responsibilities for Checks
• De-/Anti-icing Equipment Operating Procedures, Including Actual Operation of
Equipment
• Health Effects, Safety Precautions and Accident Prevention
• Emergency Procedures
• Fluid Application Methods and Procedures
• Use and Limitations of Holdover Time Guidelines
• Locations for De-/Anti-icing, Reporting Spillage, and Hazardous Waste Control
• New Procedures, New Developments, and Lessons from the Previous Winter
• Procedures and Methods for the Storage and Handling of De-/Anti-icing Fluids
• Review and Examination

2.33 AIRCRAFT CABIN/CARGO DOORS OPERATIONS

Handling Personnel Whose Duties are Aircraft Cabin/Cargo doors handling in
Classroom/Practical Training
2.33.1 Duration
 Initial training: 8 hours
 Recurrent training: 4 hours
 Recurrent training intervals: every 24 months
2.33.2 Training Syllabus
 Communication with crew
 Safety Considerations
 Standard Operating Procedures (De-pressurizing Requirements, etc.)

 
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2.34 AIRSIDE DRIVER TRAINING
All personnel whose duties require driving in the airside in Classroom.
2.34.1 Duration
 Initial Training: 20 Hours
 Recurrent Training: 10 Hours
 Recurrent Training Intervals: every 24 Months

2.34.2 Training Syllabus

 Hazards of Airside Driving
 The Role and Responsibility of Vehicle Operators
 Vehicle Familiarization and Equipment Standards
 Reduced Visibility Procedures
 Accident and Incident Reporting Procedures
 Airport Rules, Regulations and/or Procedures Pertaining to Airside Vehicle Operations
 Procedures for Crossing Aircraft Movement Areas ,
 Pedestrian Crosswalk Rules
 Identification of Obstacle Free Areas, e.g. Navigation Aids, Limited Access Areas
 Aerodrome Regulations and Requirements
 Air Traffic Control and Aerodrome Layout
 Radio Communication Requirements and Procedures
 Aircraft Familiarization
 Review and Examination

2.35 FUELING OPERATIONS TRAINING

Personnel involved in fuelling operations in Classroom/Practical Training
2.35.1Duration
 Initial training: 20 hours
 Recurrent training: 10 hours
 Recurrent training intervals: every 24 months

2.35.2Training Syllabus
 Aircraft Fueling Introduction
 General Techniques
 Fueling Safety Precautions and Human Factor
 Fuel Indicating System
 Operational Health and Safety
 Emergency Procedures
 Fuel Spillage Reporting
 New Procedures and Developments
 Review and Examination

 
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Contents

CHAPTER 3. DANGEROUS GOODS ...................................................................................................... 4 

3.1 DANGEROUS GOODS NOTICE .................................................................................................................................... 4 

3.2 TERMINOLOGY ......................................................................................................................................................... 5 

3.3 CLASSIFYING DANGEROUS GOODS ............................................................................................................................ 8 

3.4 HAZARD CLASSES ...................................................................................................................................................... 8 
Class 1: Explosives ....................................................................................................................................................... 8 
Class 2: Gases .............................................................................................................................................................. 8 
Class 3: Flammable Liquids ......................................................................................................................................... 8 
Class 4: Flammable Solids ........................................................................................................................................... 8 
Class 5: Oxidizing Substances and Organic Peroxides ............................................................................................ 8 
Class 6: Toxic and Infectious Substances .................................................................................................................. 9 
Class 7: Radioactive Material ...................................................................................................................................... 9 
Class 8: Corrosives ....................................................................................................................................................... 9 
Class 9: Miscellaneous Dangerous goods ................................................................................................................. 9 

3.5 PACKING GROUPS ..................................................................................................................................................... 9 

3.6 MISCELLANEOUS ARTICLES AND SUBSTANCES ........................................................................................................... 9 

3.7 DANGEROUS GOODS FORBIDDEN UNLESS EXEMPTED ............................................................................................... 9 

3.8 NON RESTRICTED ARTICLE ....................................................................................................................................... 10 

3.9 DANGEROUS GOODS PERMITTED IN EXPECTED QUANTITIES ................................................................................... 10 

3.10 EXCEPTED QUANTITY PACKAGE MARK .................................................................................................................. 11 

3.11 DOCUMENTATION ................................................................................................................................................ 11 

3.12 HANDLING ............................................................................................................................................................ 11 

3.13 DANGEROUS GOODS PERMITTED IN LIMITED QUANTITIES .................................................................................... 12 

3.14 MARKING, LABELING, DOCUMENTATION AND HANDLING OF DANGEROUS GOODS IN LIMITED QUANTITIES: ........ 12 

3.15 LIMITED QUANTITIES MARK .................................................................................................................................. 12 

3.16 CARGO ACCEPTANCE PROCEDURES ....................................................................................................................... 13 

3.17 DANGEROUS GOODS IN BAGGAGE ........................................................................................................................ 13 

3.18 ACCEPTANCE OF DANGEROUS GOODS BY MAHAN AIR OPERATOR ........................................................................ 13 

3.19 ACCEPTANCE CHECKLIST ....................................................................................................................................... 14 
Shipper's Declaration Specimen Designed for Computerized Completion ........................................................... 15 

3.20 SEGREGATION OF DANGEROUS GOODS ................................................................................................................ 15 
Segregation of Packages Table ................................................................................................................................. 16 

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3.21 LOADING .............................................................................................................................................................. 16 
A. Loading of Radioactive Materials: .............................................................................................................................. 17 
B. Loading of Magnetized Materials: .............................................................................................................................. 18 
C. Loading of Carbon dioxide, solid (dry ice): .................................................................................................................. 18 
D. Loading of Cryogenic Liquids ...................................................................................................................................... 19 
E. Loading of Expandable Polymeric Beads and Plastics Moulding Compound: .............................................................. 19 
F. Loading of Live Animals with Dangerous Goods: ........................................................................................................ 19 
G .Battery Driven Wheelchairs ....................................................................................................................................... 19 
H. Handling of self‐reactive substances and organic peroxide: ....................................................................................... 20 

3.22 INSPECTION .......................................................................................................................................................... 20 

3.23 DAMAGED DANGEROUS GOODS SHIPMENTS ........................................................................................................ 21 

3.24 INFECTIOUS SUBSTANCES ..................................................................................................................................... 21 

3.25 RADIOACTIVE MATERIALS ..................................................................................................................................... 21 

3. 26 CONTAMINATED CARGO OR BAGGAGE HANDLING ............................................................................................... 22 

3.27 REPLACEMENT OF LABELS ..................................................................................................................................... 23 

3.28 HAZARD LABEL SPECIFICATIONS ............................................................................................................................ 23 

3.29 HANDLING LABELS ................................................................................................................................................ 27 

3.30 ACCEPTANCE AND LOADING ................................................................................................................................. 29 

3.31 LOADING OF HAZARDOUS CARGO ......................................................................................................................... 29 

3.32 NOTIFICATION TO CAPTAIN (NOTOC) .................................................................................................................... 30 

3.33 INCIDENT OF DANGEROUS GOOD .......................................................................................................................... 31 
3.33.1 During Flight: .................................................................................................................................................... 31 
3.33.2 On Ground ........................................................................................................................................................ 31 
3.33.3 Scope ................................................................................................................................................................ 31 

3.34 REPORTING OF DANGEROUS GOODS ACCIDENT AND INCIDENTS ........................................................................... 32 

3.35 TRAINING ............................................................................................................................................................. 32 

3.36 HIDDEN DANGEROUS GOODS ............................................................................................................................... 32 
1)  AIRCRAFT SPARE PARTS/AIRCRAFT EQUIPMENT: ............................................................................... 33 
2)  AUTOMOBILES, AUTOMOBILE PARTS: ..................................................................................................... 33 
3)  BREATHING APPARATUS: ............................................................................................................................ 33 
4)  CAMPING EQUIPMENT: ................................................................................................................................. 33 
5)  CARS, CAR PARTS: ....................................................................................................................................... 33 
6)  CHEMICALS: .................................................................................................................................................... 33 
7)  COMAT (COMPANY MATERIALS): ............................................................................................................... 33 
8)  CONSOLIDATED CONSIGNMENTS (GROUPAGES): ............................................................................... 33 
9)  CRYOGENIC (LIQUID): ................................................................................................................................... 33 
10)  CYLINDERS: ..................................................................................................................................................... 33 
11)  DENTAL APPARATUS: ................................................................................................................................... 34 
12)  DIAGNOSTIC SPECIMENS: ........................................................................................................................... 34 
13)  DIVING EQUIPMENT: ..................................................................................................................................... 34 
14)  DRILLING AND MINING EQUIPMENT: ........................................................................................................ 34 
15)  DRY SHIPPER (VAPOUR SHIPPER): .......................................................................................................... 34 

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16)  ELECTRICAL EQUIPMENT: ........................................................................................................................... 34 

17)  ELECTRICALLY POWERED APPARATUS: ................................................................................................. 34 
18)  EXPEDITIONARY EQUIPMENT: ................................................................................................................... 34 
19)  FILM CREW OR MEDIA EQUIPMENT: ......................................................................................................... 34 
20)  FROZEN EMBRYOS: ...................................................................................................................................... 34 
21)  FROZEN FRUIT, VEGETABLES, ETC.: ........................................................................................................ 34 
22)  FUELS: .............................................................................................................................................................. 34 
23)  FUEL CONTROL UNITS: ................................................................................................................................ 34 
24)  HOT AIR BALLOON: ........................................................................................................................................ 35 
25)  HOUSEHOLD GOODS: ................................................................................................................................... 35 
26)  INSTRUMENTS: ............................................................................................................................................... 35 
27)  LABORATORY/TESTING EQUIPMENT: ...................................................................................................... 35 
28)  MACHINERY PARTS: ...................................................................................................................................... 35 
29)  MAGNETS AND OTHER ITEMS OF SIMILAR MATERIAL: ....................................................................... 35 
30)  MEDICAL SUPPLIES: ...................................................................................................................................... 35 
31)  METAL CONSTRUCTION MATERIAL, METAL FENCING, METAL PIPING: .......................................... 35 
32) PARTS OF AUTOMOBILE (CAR, MOTOR, UNACCOMPANIED PASSENGERSBAGGAGE/ MOTORCYCLE): ......... 35 
33) PASSENGERS BAGGAGE: ........................................................................................................................... 35 
32)  PHARMACEUTICALS: ..................................................................................................................................... 35 
33)  PHOTOGRAPHIC SUPPLIES: ....................................................................................................................... 36 
34)  PROMOTIONAL MATERIAL: .......................................................................................................................... 36 
35)  RACING CAR OR MOTORCYCLE TEAM EQUIPMENT: ........................................................................... 36 
36)  REFRIGERATORS: ......................................................................................................................................... 36 
37)  REPAIR KITS: ................................................................................................................................................... 36 
38)  SAMPLES FOR TESTING: ............................................................................................................................. 36 
39)  SEMEN .............................................................................................................................................................. 36 
40)  SHIPS' SPARES: .............................................................................................................................................. 36 
41)  SHOW, MOTION PICTURE, STAGE AND SPECIAL EFFECTS EQUIPMENT: ...................................... 36 
42)  SWIMMING POOL CHEMICALS: ................................................................................................................... 36 
43)  SWITCHES IN ELECTRICAL EQUIPMENT OR INSTRUMENTS: ............................................................ 36 
44)  TOOL BOXES: .................................................................................................................................................. 36 
45)  TORCHES: ........................................................................................................................................................ 36 
46)  UNACCOMPANIED PASSENGERS BAGGAGE/ PERSONAL EFFECTS: .............................................. 37 
47)  VACCINES: ....................................................................................................................................................... 37 

3.37 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGER OR CREW ............................................................ 37 

3.38 PROCEDURES FOR RESPONDING AND HANDLING FOR EMERGENCY SITUATIONS: .................................................. 37 
3.38.1Report ................................................................................................................................................................ 37 
3.38.2 In the event of an accident ............................................................................................................................. 38 
3.38.3 In the event of an incident .............................................................................................................................. 38 
3.38.4 Dangerous goods incident or accident report: ............................................................................................. 38 
3.38.5 Dangerous Goods Occurrence Report .......................................................................................................... 39 

3.39 DANGEROUS GOODS IN THE PASSENGER CABIN BAGGAGE.................................................................................... 39 

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CHAPTER 3. DANGEROUS GOODS

In accordance to Mahan Air AOC and OPS specification, Mahan Air is allowed to transport
dangerous goods. Accordingly Mahan Air ensures that dangerous goods are transported safely
by air with a fully trained employee (including flight crew, handling personnel, and ....) by
following the regulations.
ICAO Regulations (Annex 18) and IRI CAO legislation (ICAR 118, ICAS 118) require that the
carriage of dangerous goods on board Mahan Air Operator’s aircraft shall be in accordance
with the ICAO technical instructions for the safe transport of dangerous goods by air (Doc 9284)
and IRI CAO CAD 2018, CAD 2118.
In addition, written permission may be required by the state of origin, transit or destination and
it may be general permission or specific to any particular flight.

NOTE: Due to AOC Operation Specification (AOC No: FS-105), Mahan Air has permit to
transport Dangerous goods BUT not authorized to carry: Class1: Explosive and Class 7:
radioactive material, Division2.3: Toxic gases, Division 4.1 containing self -radioactive
substance and Division 5.2: Organic peroxides.

Dangerous goods are articles or substances which are capable of posing significant risk to
health, safety or property when carried by air and which are classified in technical instructions.
The technical instructions contain a list of those dangerous goods which are most commonly
carried and together include detailed provision for each article or substance which must be
followed by Mahan Air International Flight Operations Manual (OM Part-A), Mahan Air
Dangerous Goods Carriage Manual (OM Part E- 4) and Ground Operation Manual when
dangerous good are carried on any Mahan Air aircraft.
Information concerning the regulations requirements and provisions of the technical
instructions are supplied to Mahan Air employees in the form of IATA Dangerous Goods
Regulations booklet and Mahan Air Dangerous Goods Manual (OM Part E- 4). It contains all
the necessary information in a practical format designed for airline use. A (soft or hard) copy is
maintained in each relevant department on the ground in station and on board relevant aircraft
as part of its library.
Any article or substance which by its nature or quantity is classified and labeled as being
restricted to CARGO AIRCRAFT ONLY is forbidden from carriage on any Mahan air passenger
flight.
Mahan Air responsibilities regarding the transport of dangerous goods relates to the areas of:
 Acceptance of dangerous goods Storage
 Loading
 Inspection
 Provisioning of information including emergency response information.
 Reporting
 Retention of the records
 Training

3.1 DANGEROUS GOODS NOTICE

Sufficient number of DG notice that warn passengers the type of forbidden dangerous goods for
transport aboard aircraft would be prominently displayed at places at an airport where

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passengers are processed, such as:

 ticketing areas;
 check-in areas;
 boarding areas;
 baggage claim areas;
 sale offices at the airport
Additionally, when passenger ticketing or check-in is accomplished using electronic means,
dangerous goods information is presented in the appropriate electronic medium. See also
WWW.MAHAN.AERO.
Check in staff should seek confirmation from any passenger Where there are suspicious that
an item of baggage may contain dangerous goods that are not permitted, remove such items
and prevent from being carried on the aircraft through updated Provision chart IATA DGR
manual.

3.2 TERMINOLOGY
Terms used in this chapter have the following meanings:
Approval: An authorization granted by the appropriate national authority for:
The transport of dangerous goods forbidden on passenger and/or cargo aircraft where
these Regulations state that goods may be carried with an approval; or
 Other purposes as provided for in IATA DGR.
NOTE:
 Exception: A provision in these Regulations which excludes a specific item of
dangerous goods from the requirements normally applicable to that item.
 Exemption: Authorization, other than an approval, granted by an appropriate national
authority providing relief from the provisions of these Regulations.

CARGO AIRCRAFT: Any aircraft, other than a passenger aircraft, which is carrying goods or
property.

CARGO COMPARTMENT CLASSIFICATION : These definitions reflect the classification

requirements set out in Federal Aviation Regulation (FAR) Section 25.857 and European
Aviation Safety Agency (EASA) Certification Standard (CS) 25.857, as shown in the ICAO
document Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods
(Doc 9481) (red book).
1) Class A: A Class A cargo or baggage compartment one in which:
a) The presence of a fire would be easily discovered by a crew member while at his or her
station; and
b) Each part of the compartment is easily accessible in flight.

2) Class B: A Class B cargo or baggage compartment is one in which;

a) There is sufficient access in flight to enable a crew member to effectively reach any part
of the compartment with the contents of a hand fire extinguisher;
b) When the access provisions are being used< no hazardous quantity of smoke, flame,
or..., extinguishing agent, will enter any compartment occupied by the crew or

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passengers; and
c) There is a separate approved smoke detector or fire detector system to give warning at
the pilot or flight engineer station.

3) Class C: A Class C cargo or baggage compartment is one not meeting the requirements
for either a Class A or B compartment but in which;
a) There is a separate approved smoke detector or fire detector system to give warning at
the pilot or flight engineer station;
b) There is an approved built-in fire extinguishing o suppression system controllable from
the pilot or flight engineer station;
c) There are means to exclude hazardous quantities of smoke, flames, or extinguishing
agent, from any compartment occupied by the crew or passengers; and

4) Class D: A Class D cargo or baggage compartment is one in which;

a) A fire occurring in it will be completely confined without endangering the safety of the
aero plane or the occupants;
b) There are means to exclude hazardous quantities of smoke, flames, or other noxious
gases from any compartment occupied by the crew or passengers;
c) Ventilation and draughts are controlled within each compartment so that any fire
Likely to occur in the compartment will not progress beyond safe limits and
d) Consideration is given to the effect of heat within the compartment on adjacent critical
parts aero plane.

5) Class E: A Class E cargo compartment is one on aero planes used only for the carriage
of cargo and in which;
a) There is a separate approved smoke or fire detector system to give warning at the pilot
or flight engineer station;
b) There are means to shut off the ventilating airflow to, or within, the compartment, and
the controls for these means are accessible to the flight crew in the crew compartment;
c) There are means to exclude hazardous quantities of smoke, flames, or noxious gases,
from the flight crew compartment; and
d) The required crew emergency exits are accessible under any cargo loading condition.

Dangerous Goods: Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous goods IATA DGR or
which are classified according to the Regulations.

Dangerous Goods Accident: An occurrence associated with and related to the transport of
dangerous goods by air which results in fatal or serious injury to a person or major property
or environmental damage.

Dangerous goods incident: An occurrence other than a dangerous goods accident

associated with and related to the transport of dangerous goods by air, not necessarily
occurring on board an aircraft, which results in injury to a person, property or environmental
damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity

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of the packaging has not been maintained. Any occurrence relating to the transport of
dangerous goods which seriously jeopardizes an aircraft or its occupants is also deemed to be
a dangerous goods incident. (A dangerous goods accident or incident may also constitute an
aircraft accident or incident as specified in ANNEX 13 TO THE CHICAGO CONVENTION ON
INTERNATIONAL CIVIL AVIATION - AIRCRAFT ACCIDENT INVESTIGATION.)

Dangerous Goods Transport Document: A document which is specified by the Technical

Instructions. It is completed by the person who offers dangerous goods for air transport and
contains information about those dangerous goods. The document bears a signed declaration
indicating that the dangerous goods are fully and accurately described by their proper
shipping names and UN/ID numbers and that they are correctly classified, packed, marked,
labeled and in a proper condition for transport.

Handling Agent: An agency which performs on behalf of Mahan Air some or all of the
latter’s functions including receiving, loading, unloading, transferring or other processing of
passengers or cargo.

Over pack: An enclosure used by a single shipper to contain one or more packages and to
form one handling accompanying unit for convenience of handling and stowage. Dangerous
goods packages contained in the over pack must be properly packed, marked, labeled and in
proper condition as required by IATA DGR.

For cooling purposes, an over pack may contain Carbon dioxide, solid (dry ice), provided that
the over pack meets the requirements of Packing Instruction 954. (A Unit Load Device is not
included in this definition.)
NOTE: Shrink-wrap or banding may be considered an over pack.

Package: The complete product of the packing operation consisting of the packaging and its
contents prepared for transport.
Packaging: Receptacles and any other components or materials necessary for the
receptacle to perform its containment function and to ensure compliance with the packing
requirements.

Packing: The art and operation by which articles or substances are enveloped in wrappings
and/or enclosed in packaging or otherwise secured.

Packing group: An indication of the relative degree of danger presented by various articles
and substances within a class or division. Roman numerals I, II and III are used to represent
“high danger”, “medium danger”, and “low danger”.
Proper Shipping Name: The name to be used to describe a particular article or substance
in all shipping documents and notifications and, where appropriate, on packaging.
Technical Instructions: The latest effective edition of the Technical Instructions for the Safe
Transport of Dangerous Goods by Air (Doc 9284–AN/905), including the Supplement and
any Addendum, approved and published by decision of the Council of the International Civil
Aviation Organization.
UN Number: The four-digit number assigned by the United Nations Committee of Experts on
the Transport of Dangerous Goods to identify a substance or a particular group of
substances.

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Unit Load Device: Any type of airplane container, airplane pallet with a net, or airplane
pallet with a net over an igloo.
NOTE: an over-pack is not included in this definition; for a container containing radioactive
materials see the definition for freight container.

3.3 CLASSIFYING DANGEROUS GOODS

Dangerous goods are defined as those goods which meet the criteria of one or more of nine
UN hazard classes and, where applicable, to one of three UN Packing Groups according to the
provisions of this section. The nine classes relate to the type of hazard whereas the packing
groups relate to the applicable degree of danger within the class.
Classification must be made by the appropriate national authority when so required or may
otherwise be made by the shipper.

3.4 HAZARD CLASSES

Some hazard classes are further subdivided into hazard divisions due to the wide scope of
the class. The nine hazard classes and their divisions are listed below. The order in which
they are numbered is for convenience and does not imply a relative degree of danger.

Class 1: Explosives
● Division 1.1: Articles and substances having a mass explosion hazard.
● Division 1.2: Articles and substances having a projection hazard but not a mass
explosion hazard.
● Division 1.3: Articles and substances having a fire hazard, a minor blast hazard and/or
a minor projection hazard but not a mass explosion hazard.
● Division 1.4: Articles and substances presenting no significant hazard.
● Division 1.5: Very insensitive substances having a mass explosion hazard.
● Division 1.6: Extremely insensitive articles which do not have a mass explosion hazard.

Class 2: Gases
● Division 2.1: Flammable gas
● Division 2.2:Non-flammable, non-toxic gas.
● Division 2.3: Toxic gas.

Class 3: Flammable Liquids

This class has no sub-divisions.

Class 4: Flammable Solids

Substances Liable to Spontaneous Combustion; Substances Which, in Contact with Water,
Emit Flammable Gases.
● Division 4.1 Flammable solids, self-reactive substances; and Solid Desensitized
Explosives
● Division 4.2: Substances liable to spontaneous combustion.
● Division 4.3: Substances which, in contact with water, emit flammable gases.

Class 5: Oxidizing Substances and Organic Peroxides

● Division 5.1: Oxidizer.
● Division 5.2: Organic peroxides.

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Class 6: Toxic and Infectious Substances

● Division 6.1: Toxic substances.
● Division 6.2: Infectious substances.

Class 7: Radioactive Material

This class has no sub-divisions.

Class 8: Corrosives
This class has no sub-divisions.

Class 9: Miscellaneous Dangerous goods

This class has no sub-divisions.

3.5 PACKING GROUPS

For packing purposes, substances are assigned to the relevant packing group according to
the degree of danger they present:
● Packing Group I—high danger.
● Packing Group II—medium danger.
● Packing Group III—low danger.

3.6 MISCELLANEOUS ARTICLES AND SUBSTANCES

Examples included in this class:
● Asbestos
● Carbon dioxide, solid (dry ice)
● Consumer commodity
● Chemical and First aid kits
● Life-saving appliances
● Engines, internal combustion
● Vehicles (flammable gas powered), Vehicles (flammable liquid powered)
● Polymeric beads
● Battery-powered equipment or vehicle and Zinc dithionite

3.7 DANGEROUS GOODS FORBIDDEN UNLESS EXEMPTED

The dangerous goods described in subparagraphs (a) through (f) must not be carried on
aircraft unless exempted by CAO.
a) Radioactive material which is:
• Invented type B (M) packages.
• In packages which require external cooling by ancillary cooling system;
• In packages subject to operational controls during transport;
• Explosive;
• A pyrophoric liquid
b) Unless otherwise provided, articles and substances (including those described as “not
otherwise specified”) with a UN number, which are identified in the List of Dangerous Goods
as being forbidden;

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c) infected live animals;

d) Liquids having a vapor inhalation toxicity which requires Packing Group I packaging;
e) substances that are offered for transport in a liquid state at temperatures equal to or
exceeding 100°C,or in a solid state at temperatures equal to or exceeding 240°C;
f) Any other articles or substance as specified by the appropriate national authority.

3.8 NON RESTRICTED ARTICLE

If an article or substance contains a chemical which could be suspected of being dangerous
but is not listed in the List of Dangerous Goods and does not meet the criteria for any of the
hazard classes or divisions, it may be offered for transport as not restricted if the words “Not
Restricted” are included in the description of the article or substance on the Air Waybill to
indicate that it has been checked.

3.9 DANGEROUS GOODS PERMITTED IN EXPECTED QUANTITIES

Dangerous goods may be carried provided that the indicated net quantities are not exceeded
and the applicable packing instructions according to the "IATA Dangerous Goods
Regulations" is strictly adhered to.
Dangerous Goods must be clearly marked and labeled with the appropriate labels.
Special handling instructions (labels or imprints), e.g. "This Way Up" or-arrows indicating the
proper orientation of the package, must be strictly observed.
Dangerous goods must never be carried in the passenger cabin or cockpit.
Prior to loading, the packing of dangerous goods must be inspected to determine that it has no
holes, leakage or other indication that the packing has been damaged. The package seals if
any - on radioactive materials must be intact. Under no circumstances dangerous goods shall
be loaded into an aircraft when any damage is noticed or suspected.
Dangerous goods must be loaded and secured in a way that will prevent any movement which
could change the position of the package during ground / air transportation. This can be
achieved by tying down the dangerous goods or by stowing other load together with dangerous
goods in a way that no movement is possible.
When unloading from bulk compartments or from ULDs the dangerous goods packages must
be inspected for evidence of any damage or leakage. If carried in ULDs, the area where the
ULD was stowed must be inspected for evidence of leakage or contamination.
Dangerous goods acceptance checklist (non-radioactive material, radioactive and dry ice
shipments) must be used for all DG shipments with the exception of DG shipment in excepted
quantities and radioactive material in excepted packages.
The Mahan Air checklist must be used however other Airlines and Handling Agents DG
checklist also acceptable provided they are IATA members or other associated members.

Small quantities of dangerous goods, other than articles, meeting the provisions of excepted
dangerous goods quantities of IATA DGR are not subject to the other provisions of these
Regulations except for:
 Training requirements.
 Dangerous goods in air mail.
 Classification and packing group criteria.
 Packaging requirements.
 Loading restrictions.
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 Reporting of dangerous goods accidents, incidents and other occurrences.

 In the case of radioactive material, the requirements for radioactive material in excepted
packages.

3.10 EXCEPTED QUANTITY PACKAGE MARK

Packages containing excepted quantities of dangerous goods prepared in accordance with
this Chapter must be durably and legibly marked with the mark shown in following Figure
The primary hazard class or, when assigned, the division of each of the dangerous goods
contained in the package must be shown in the mark.
Where the name of the shipper or consignee is not shown elsewhere on the package this
information must be included within the mark.
The dimensions of the mark must be a minimum of 100 mm × 100 mm.
An over pack containing dangerous goods in excepted quantities must display the markings
required by item above and must be marked with the word “over pack”, unless such markings
on packages within the over pack are clearly visible.

Excepted Quantity Package Mark

Minimum Dimensions: 100 mm×100mm

Hatching and symbol of the same color, black or red, on white or suitable contrasting background.
NOTE:
 The primary class or, when assigned, the division number(s) must be shown in this
location.
 The name of the shipper or of the consignee must be shown in this location if not shown
elsewhere on the package.

3.11 DOCUMENTATION
 The Shipper's Declaration for Dangerous Goods is not required for dangerous goods
in excepted quantities.
 If a document (such as a bill of lading or air waybill) accompanies dangerous goods
in excepted quantities, it must include the statement “Dangerous Goods in Excepted
Quantities” and indicate the number of packages.

3.12 HANDLING
Dangerous goods shipped under the provisions of excepted quantities are subject to the
following provisions:
 Loading restrictions;
 Reporting of dangerous goods accidents, incidents and other occurrences.
NOTE:
 A checklist is not required for dangerous goods in excepted quantities.
 Information relating to Dangerous Goods in Excepted quantities is not required to
appear on the written information to the pilot in command.

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3.13 DANGEROUS GOODS PERMITTED IN LIMITED QUANTITIES

The UN Recommendations contain provisions for limited quantities of dangerous goods. These
recognize that many dangerous goods when in reasonably limited quantities present a reduced
hazard during transport and can safely be carried in good quality packaging of the types
specified in the Recommendations but which have not been tested and marked accordingly.
The provisions contained in this paragraph are based on those in the UN Recommendations
and allow limited quantities of dangerous goods to be transported in packaging which, although
not tested and marked in accordance with the requirements of IATA DGR packing
specifications, do meet the construction requirements of the regulations.
The UN Recommendations require packages containing limited quantities of dangerous goods
to be marked with a diamond shaped mark as specified in Chapter 3.4 of the UN Model
Regulations.
The mark required by IATA DGR includes all of the elements of this mark with the addition of
a “Y” which indicates compliance with the provisions of the Regulations, some of which are
more stringent than those of the UN Model Regulations and of other modes of transport. For
example, packages transported in accordance with the Regulations require hazard labels, and
inner package, per-package quantities are in some cases lower than those authorized by the
UN Model Regulations. The UN Model Regulations recognize the mark required by the
regulations in order to ensure that packages containing limited quantities of dangerous goods
prepared in accordance with the regulations are acceptable for transport by other modes.

3.14 MARKING, LABELING, DOCUMENTATION AND HANDLING OF

DANGEROUS GOODS IN LIMITED QUANTITIES:
All packages shipped under the provisions of dangerous goods in limited quantities must meet
the relevant requirements of Marking, labeling, Documentation and handling of IATA DGR.

3.15 LIMITED QUANTITIES MARK

Packages of dangerous goods shipped under the provisions of limited quantities, must be
marked with the Limited Quantities mark.

Name: Limited Quantity Mark

Minimum dimensions: 100 mm × 100 mm

If the package(s) are of such dimensions that they can only bear a smaller mark the dimensions
may be reduced to not less than 50 mm x 50 mm provided the marking remains clearly visible
ate.
Minimum width of line forming the diamond: 2 the symbol “Y” must be placed in the center of
the mark and must be clearly visible
Top and bottom portions and line must be black, center area white or suitable contrasting
background.

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3.16 CARGO ACCEPTANCE PROCEDURES

Mahan air operator’s acceptance staff is adequately trained to assist in identifying and
detecting dangerous goods present as general cargo. Information about:
a) General descriptions that are often used for items in cargo which may contain
dangerous goods;
b) Other indication that dangerous goods may be presents (e.g. labels, markings), must
be provided to cargo acceptance staff and must be readily available to such staff.

Cargo Acceptance staff should seek confirmation from shippers about the contents of any
item of cargo where there are suspicions that it may contain dangerous goods, with the aim
of preventing undeclared dangerous goods from being loaded on an aircraft as general
cargo.

NOTE: Often general names are used in the description of the content of a cargo shipment.
To assist in the detection of undeclared dangerous goods, acceptance staff should check
shipping documents with the general description stated on the air waybill and, if necessary,
request documentary evidence from shippers that the shipment does not contain dangerous
goods as indicated in hidden dangerous goods subsection.

3.17 DANGEROUS GOODS IN BAGGAGE

Passengers and crew may carry commodities in their baggage which can be considered
dangerous goods.
Refer to the updated IATA Dangerous Goods Regulations for handling and acceptance
procedures, and for a list of accepted dangerous goods for passenger use.
Ground handling Agents should be aware of commonly carried items and question passengers
when there is suspicion of their carriage. (E.g. camping equipment, hunters) according to
updated IATA DGR provision Table 2.3 A. (refer to Appendix)
When undeclared or mis-declared dangerous goods discovered, it must be reported to the
Supervisor ,Mahan Air Station Manager and Safety , Airport Services Department , if required
local state Authority CAO, also such items not be permitted to travel and must be removed
immediately . Information with respect of dangerous goods permitted in passenger and crew
baggage is needed as bellow:
 Approval and Identify the item
 Communication with departure airport
 Limitation
 Staff effective awareness ( reservation and check in staff , cabin and flight crew)
NOTE:
 In code share flights, identification of procedure for obtaining the approval of other airline
involved.
 According to IATA DGR, certain items are prohibited in checked baggage, e.g. cigarette
lighters, matches, spare lithium batteries.

3.18 ACCEPTANCE OF DANGEROUS GOODS BY MAHAN AIR OPERATOR

Mahan air shall not accept a package or over pack containing dangerous goods or a unit load
device or other type of pallet containing dangerous goods nor a freight container for transport

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aboard an aircraft unless:

a) It is accompanied by two copies of the “Shipper's Declaration for Dangerous Goods”; or
b) The information applicable to the consignment is provided in electronic form; or
c) It is accompanied, where permitted, by alternative documentation.

Where a Shipper's Declaration is provided in accordance with (a) above, one copy of the
declaration form must accompany the consignment to final destination and one copy is
retained by the company at a location on the ground where it will be possible to obtain
access to it within a reasonable period; the declaration form must be retained at this point
until the goods have arrived at final destination, after which time it may be stored elsewhere.
When the information applicable to the consignment is provided in electronic form, the
information must be available to the Company at all times during the transport to final
destination. The data must be able to be produced as a paper document without delay.

3.19 ACCEPTANCE CHECKLIST

Mahan air shall not accept for transport aboard an aircraft a package or over pack containing
dangerous goods or a freight container or a unit load device or other type of pallet containing
dangerous goods unless the Company has, by use of a checklist, verified the following:
a) The shipment declaration which includes the required information(as indicated in the
following Figure) for radioactive material or other dangerous goods;
b) The quantity of dangerous goods stated on the Shipper's Declaration is within the limits
per package on a passenger or cargo aircraft as appropriate;
c) The marking of the package(s), over pack(s) or freight container(s) accords with the
details stated on the accompanying Shipper's Declaration and is clearly visible;
d) Where required, the letter in the packaging specification marking designating the
packing group which the design type has been successfully tested is appropriate for
the dangerous goods contained within. This does not apply to over packs where the
specification marks are not visible;
e) Proper shipping names, UN numbers, labels and special handling instructions
appearing on the interior package(s) are clearly visible or reproduced on the outside of
an over pack;
f) The labeling of the package(s), over pack(s) or freight container(s) is as required by
IATA DGR for radioactive material and for other dangerous goods;
g) The outer packaging of a combination packaging or the single packaging is permitted
by the applicable packing instruction, and when visible is of the type stated on the
accompanying dangerous goods transport document.
h) The package or over pack does not contain different dangerous goods which require
segregation according to following table.
i) The package, over pack, freight container or unit load device is not leaking and there is
no indication that its integrity has been compromised;
j) The over pack does not contain package(s) bearing the “Cargo Aircraft Only” label
unless:
 Only one package is contained in the over pack or; or
 Two or more packages are contained in the over pack and the packages are

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assembled in such a way that clear visibility and easy access; to them is
possible or
 The packages are not required to be accessible according to the condition of loading
of cargo aircraft.

Shipper's Declaration Specimen Designed for Computerized Completion

3.20 SEGREGATION OF DANGEROUS GOODS

Packages containing dangerous goods, which might react dangerously with each other, must
not be stored on an aircraft next to each other or in a position that would allow interaction
between them in the event of leakage. To maintain acceptable segregation between packages
containing dangerous goods having different hazards, the segregation requirements shown in
the following table must be observed.
The segregation requirements apply based on all hazard labels applied on the package,
irrespective of whether the hazard is the primary or subsidiary risk.

NOTE: Incompatible dangerous goods must also be segregated during acceptance, handling
and loading. Operators, freight forwarders and ground handling agents must also ensure that
local government regulations applicable to the storage and handling of dangerous goods are
complied with. These local government regulations may impose a greater requirement than
that specified in the Segregation of Package Table below.

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Segregation of Packages Table

NOTE:
 An “x” at the intersection of a row and a column indicates that packages containing
these classes/divisions of dangerous goods must be segregated.
 A “—” at the intersection of a row and a column indicates that packages containing
these classes/divisions of dangerous goods do not require segregation.
 Division 4.1 and Classes 6, 7 and 9 are not included in the table as they do not require
segregation from other classes of dangerous goods
 IRG-02 In addition to the application of the regulations described in Table above
packages containing Divisions 6.1 from Class 8 and Divisions 4.1 from Divisions 4.3
must be segregated from each other.

3.21 LOADING
Packages or over packs of dangerous goods bearing the “Cargo Aircraft Only” label must be
loaded for carriage by a cargo aircraft in accordance with one of following provisions which is
not permitted by Mahan Air aircraft:
a) In a Class C aircraft cargo compartment; or
b) in a unit load device equipped with a fire detection/ suppression system equivalent to
that required by the certification requirements of a Class C aircraft cargo compartment
as determined by the appropriate national authority (a ULD that is determined by the
appropriate national authority to meet the Class C aircraft cargo compartment
standards must include “Class C compartment” on the ULD tag); or
c) in such a manner that in the event of an emergency involving such packages or over
packs, a crew member or other authorized person can access those packages or over
packs, and can handle and, where size and weight permit, separate such packages
from other cargo.
 When requested, packages or over packs bearing the “Cargo Aircraft Only” label should
be made available to the crew for inspection prior to departure.
 The requirements of items above do not apply to;
a) Flammable liquids (Class 3), Packing Group III, other than those with a subsidiary
risk of Class 8;
b) Toxic substances (Division 6.1) with no subsidiary risk other than Class 3
c) Infectious substances (Division 6.2);
d) Radioactive materials (Class 7);
e) Miscellaneous dangerous goods (Class 9).
NOTE: When transporting goods in a non-pressurized cargo hold, there will be a large

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pressure differential up to 75 kPa at cruise altitudes. Packages that are filled at normal
atmospheric pressure may not be capable of withstanding this pressure differential. DG Cargo
department should seek confirmation from the shipper that the package is suitable.

A. Loading of Radioactive Materials:

Separation from persons:
Category II-Yellow and category III-Yellow packages over packs or freight containers must be
separated from persons. The minimum separation distance to be applied is shown in table A
and B. These distances are measured from the surface of the package or freight containers
to the inside surface of the passenger cabin or flight deck partitions or floors, irrespective of
the duration of the carriage of the radioactive material. Table B applies only when radioactive
material is being carried by cargo aircraft and in those circumstances, the minimum distances
must be applied as above and also to any other area occupied by persons.
Table A -Separation of Radioactive Material Table B -Separation of Radioactive Material
Passenger and cargo Aircraft cargo Aircraft only
Minimum Distance1 Total Sum Minimum Distance1
Total Sum
meters ft. in. meters ft. in.
0.1 to 1.0 0.30 1′0″ 50.1 to 60 4.6 15′4″
1.1 to 2.0 0.50 1′8″ 60.1 to 70 5.0 16′8″
2.1 to 3.0 0.70 2′4″ 70.1 to 80 5.4 17′10″
3.1 to 4.0 0.85 2′10″ 80.1 to 90 5.8 19′0″
4.1 to 5.0 1.00 3′4″ 90.1 to 100 6.1 20′0″
5.1 to 6.0 1.15 3′10″ 100.1 to 110 6.4 21′2″
6.1 to 7.0 1.30 4′4″ 110.1 to 120 6.7 22′0″
7.1 to 8.0 1.45 4′9″ 120.1 to 130 7.0 23′0″
130.1 to 140 7.3 24′0″
8.1 to 9.0 1.55 5′1″
9.1 to 10.0 1.65 5′5″ 140.1 to 150 7.5 24′10″
10.1 to 11.0 1.75 5′9″ 150.1 to 160 7.8 25′8″
11.1 to 12.0 1.85 6′1″ 160.1 to 170 8.0 26′6″
12.1 to 13.0 1.95 6′5″ 170.1 to 180 8.3 27′2″
13.1 to 14.0 2.05 6′9″ 180.1 to 190 8.5 28′0″
14.1 to 15.0 2.15 7′1″ 190.1 to 200 8.7 28′10″
15.1 to 16.0 2.25 7′5″ 200.1 to 210 9.0 29′6″
16.1 to 17.0 2.35 7′9″ 210.1 to 220 9.2 30′2″
17.1 to 18.0 2.45 8′1″ 220.1 to 230 9.4 30′10″
18.1 to 20.0 2.60 8′6″ 230.1 to 240 9.6 31′8″
20.1 to 25.0 2.90 9′6″ 240.1 to 250 9.8 32′4″
25.1 to 30.0 3.20 10′6″ 250.1 to 260 10. 33′0″
260.1 to 270 10. 33′8″
30.1 to 35.0 3.50 11′6″
270.1 to 280 10. 34′2″
35.1 to 40.0 3.75 12′4″
280.1 to 290 10. 34′10″
40.1 to 45.0 4.00 13′1″
290.1 to 300 10. 35′6″
45.1 to 50.0 4.25 13′11″

Table A :If more than one package, over pack or freight container is placed in the aircraft,
the minimum separation distance for each individual package, over pack or freight container
must be determined in accordance with the above table, on the basis of the sum of the transport
indices of the individual packages, over packs or freight containers. Alternatively, if the
packages, over packs or freight containers are separated into groups, minimum distance
from each group to the nearest inside surface of the partitions or floors of the flight deck or
other areas occupied by personnel is the distance applicable to the sum of the transport
indices within the individual groups provided that each group is separated from each other
group by at least three times the distance applicable to the one applicable to the one has the
larger sum of transport indices.

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NOTE: For larger sums of transport indices, to be carried by cargo aircraft only see table B.

Table B: If more than one package, over pack or freight container is placed in the aircraft,
the minimum separation distance for each individual package, separation distance for each
individual package, over pack or freight container must be determined in accordance with the
above table, on the basis of the sum of the transport indices of the individual sum of the
transport indices of the individual packages over packs or freight containers. Alternatively,
if the packages, over pack or freight containers are separated into groups, minimum distance
from each group to the nearest inside surface of the partitions or floors of the flight deck or
other areas occupied by personnel is the distance applicable to the sum of the transport
indices within the individual groups, provided that each group is separated from each other
by at least three times the distance applicable to the one that has larger sum of transport
indices.
NOTE:
 For smaller sums of transport indices, see table A.
 Distances for total sums of transport indices over 200 apply to exclusive use only.

B. Loading of Magnetized Materials:

Magnetized materials must be loaded so that headings of aircraft compasses are maintained
within the tolerances prescribed by the applicable aircraft airworthiness requirements and,
where practical, in locations minimizing possible effects on compasses. Multiple packages may
produce a cumulative effect. For magnetized material transported under the conditions of an
approval described in Packing Instruction 953, loading must be in accordance with conditions
specified in the authorizing approval.

NOTE: Masses of Ferro-magnetic metals such as automobiles, automobile parts, metal

fencing, and piping and metal construction material, even if not meeting the definition of
magnetized materials may affect aircraft compasses, as May packages or items which
individually do not meet the definition of magnetized material but cumulatively may have a
magnetic field strength of a magnetized material.

C. Loading of Carbon dioxide, solid (dry ice):

Carbon dioxide, solid (dry ice) shipped by itself or used as a refrigerant for other commodities,
may be carried provided that the company has made suitable arrangements dependent on the
aircraft type, the aircraft ventilation rates, the method of packing and stowing, whether or not
animals will be carried on the same flight and other factors. Mahan air must ensure that ground
staff are informed that Carbon dioxide, solid (dry ice) being loaded or is on board the aircraft.

Where dry ice is contained in a unit load device or other type of pallet prepared by a single
shipper in accordance with Packing Instruction 954 and the company after acceptance adds
additional dry ice then the Mahan air must ensure that the information provided to the pilot-in
command reflects that revised quantity of dry ice.

Refer to provision table 2.3 IATA DGR.

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Crew and passenger checked baggage containing dry ice must be marked to identify that the
baggage contains dry ice and shows the quantity of dry ice or identifies that there is 2.5 kg of
dry ice or less. To assist with the handling of passenger and crew checked baggage containing
dry ice. Figure below shows an example of a baggage tag, which may be used by company to
identify such items of checked baggage.

Example Dry Ice Baggage Tag

Dry Ice (ICE) may be carried for cooling perishable goods or as cargo. Following loading
instructions must be observed:
 a maximum of 200 kg dry ice per hold is allowed each compartment maximum 50kg ,
except BAe Type that is excluded .
 the structure of compartments, pallets and containers must be protected against direct
contact with dry ice by insulating material
 transit and destination station must ventilate the compartments before entering
 live animals and dry ice must not be loaded together in the same compartment

D. Loading of Cryogenic Liquids

Packages containing liquefied refrigerated gases in open and closed cryogenic receptacles
may be carried provided that Mahan air has made suitable arrangements dependent on the
aircraft type, loading of other temperature-sensitive cargo and whether or not animals will be
carried on the same flight. Mahan air should ensure that ground staff are informed that
packages containing cryogenic liquids are being loaded or are on board the aircraft and that
appropriate precautions should be taken to ensure that after the cargo door is opened any
gas build up is allowed to vent before loading personnel enter the cargo compartment.

E. Loading of Expandable Polymeric Beads and Plastics Moulding Compound:

A total of not more than 100 kg net weight of expandable polymeric beads (or granules) or
plastics moldings compound, referenced to IATA DGR Packing Instruction 957 may be
carried in any inaccessible hold on any aircraft.

F. Loading of Live Animals with Dangerous Goods:

Live animals should not be loaded in close proximity of cryogenic liquids or Carbon dioxide,
solid (dry ice). As the vapors emitted by Carbon dioxide, solid (dry ice) are heavier than air,
they concentrate on the lower level of the hold. Therefore, live animals should be stowed
above packages containing Carbon dioxide, solid (dry ice).

G .Battery Driven Wheelchairs

Before loading wheelchairs with a dry battery or with a battery filled with a non - spill able gel it must
be ensured that
• the battery is securely attached to the wheelchair
• the battery is disconnected
• the battery poles are insulated in order to prevent short-circuits
So-called "high tech "wheelchairs often have integrated dry batteries which cannot be
disconnected at the battery terminals. They have a removable control unit which, if it is removed,

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disconnects the battery.

Such wheelchairs may be loaded if the control unit is removed.
Spill able wet cell batteries may only be shipped as Dangerous Goods cargo through the cargo
handling department.
In the load sheet as well as in LDM and CPM the loading position of a battery driven wheelchair
shall be shown in plain text under „SI".

NOTE:
In certain circumstances carbon dioxide, solid (dry ice) may be packaged with live animals as
a coolant, e.g. bees. All other requirements for the transport of carbon dioxide, solid (dry ice)
must be met.
Category II-Yellow packages and Category III-Yellow packages, over packs and freight
containers must be separated from live animals by a distance of 0.5 m or more for journeys
of 24 hours or less and by a distance of 1.0 m or more for journeys of more than 24 hours.
Substances of Division 2.3, Class 6 (toxic and category A infectious substances) and
substances requiring a subsidiary risk “Toxic” label must not be stowed in the same
compartment with:
a) Animals;
b) Foodstuffs;
c) Feed; or
d) Other edible substances intended for consumption by human or animals; except
where:
 The dangerous goods are loaded in one closed unit load device and the foodstuffs or
animals are loaded in another closed unit load device or
 Where open unit load devices are used, ULDs must not be stowed adjacent to each
other.

H. Handling of self‐reactive substances and organic peroxide:

During the course of transport, Packages or unit load devices containing packages of self-
reactive substances of Division 4.1 and/or organic peroxides of Division 5.2 should be
protected from direct sunlight, stored away from all sources of heat in a well-ventilated area.

3.22 INSPECTION
Inspection for Damage or Leakage:
Packages or over packs containing dangerous goods must be inspected for signs of damage
or leakage upon loading to/from the aircraft or unit load device. If evidence of damage or
leakage is found, the position where the dangerous goods or unit load device was stowed on
the aircraft must be inspected for damage or contamination and any hazardous contamination
removed.
Prevent damage or leakage package from loading in to the aircraft.
Report to duty supervisor and Mahan Air responsibilities immediately.

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3.23 DAMAGED DANGEROUS GOODS SHIPMENTS

Damaged dangerous goods shipments shall never be loaded into an aircraft. If damage is
noticed during loading or unloading the aircraft, the captain, the cargo department and the
station engineer have to be informed immediately. As locally regulated, the organizations
responsible for the salvage (e.g. fire brigade, technical/medical institutions) shall be informed
immediately.
It must be ensured that nobody will touch the damaged packages until the nature of the hazard
is determined.
Other cargo/load has to be checked for similar damage or contamination and off-loaded, if
necessary. Contaminated compartments/ULDs shall be cleaned by station engineer or
technical handling agent.
In case of damaged shipments of infectious substances (RIS) message has to be sent to the
station managers of all previous and subsequent line stations. All persons who have been
involved in loading or unloading activities have to be informed immediately.
In case of damaged shipments of radioactive material (RRY/RW) it must be ensured that all
personnel stays at least 25 m away from damaged packages.
According to local agreement, the Airport Manager or the Cargo Manager is responsible to
report all dangerous goods accidents or incidents involving cargo, mail or passengers,'
baggage immediately regardless of its location (i.e. at Cargo warehouse/Ramp/Check-in or in
any of the aircraft compartment and/or ULD). This also includes any occasion where
undeclared or miss-declared dangerous goods are discovered in cargo or when dangerous
goods not permitted.
Example of a Dangerous Goods incident reporting form can be found in this manual.
When a dangerous goods package or shipment appears to be leaking or damage, ensure:
 The package or shipment is prevented from being loaded in to aircraft;
 The package or shipment is moved from aircraft If already loaded;
 In leakage case ,evaluate to identify and prevent from transport any baggage, cargo,
transport devices or any other items that may have become contaminated;
 DG incident accident report is required.
See IATA DGR 3.2, 3.3 and 3.9 for more information.

3.24 INFECTIOUS SUBSTANCES

If any of Mahan Air operator staff responsible for the carriage of packages containing infectious
substances becomes aware of damage to or leakage from such a package, that person must:
 Avoid handling the package or keep handling to a minimum.
 Inspect adjacent packages for contamination and put aside any that may have been
contaminated.
 Inform the appropriate public health authority or veterinary authority, and provide
information to any other countries of transit where persons may have been exposed to
danger;
 Notify the shipper and/or the consignee.

3.25 RADIOACTIVE MATERIALS

Carriage of Radio Active material is forbidden due to Mahan Air permission and AOC.

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If it is evident that a package or over pack of radioactive material or a freight container for
radioactive material is damaged or leaking, or if it is suspected that the package or over pack
or freight container may have leaked or been damaged, access to the package or over pack or
freight container must be restricted and a qualified person must, as soon as possible, assess
the extent of contamination and the resultant radiation level of the package or over pack or
freight container.
The scope of the survey must also include the aircraft, aircraft equipment, the adjacent
loading and unloading areas. And, if necessary all other which has been carried on the aircraft.
When necessary, additional steps for the protection of human health, in accordance with
provisions established by the relevant competent authority, must be taken to overcome and
minimize the consequences of such leakage or damage.
NOTE:
 The appropriate national authority should be notified so as to ensure that the adjacent
loading and unloading areas are also assessed for contamination.
 Packages damaged or leaking radioactive contents in excess of allowable limits for
normal conditions of transport may be removed to an acceptable interim location only
under supervision and must not be forwarded until repaired or reconditioned and
decontaminated.
 An aircraft and equipment used regularly for the carriage of radioactive material must
be periodically checked to determine the level of contamination. The frequency of such
checks must be related to the likelihood of contamination and the extent to which
radioactive material is transported.
 Any aircraft or equipment or part thereof which has become contaminated above the
limits specified in Table below, in the course of the transport of radioactive material,
or which As early as practicable prior to departure of the shows a radiation level in
excess 5 μSv/h at the surface, aircraft, must be decontaminated as soon as possible
by a qualified person and must not be re-used unless the non-fixed contamination does
not exceed the limits specified in the table below and the radiation level resulting from
the fixed contamination on the surfaces after decontamination is less than 5 μSv/h at
the surface.
 “Not Reused” means taken out of service.
Applicable Limits of Non-fixed Radioactive Contaminant Applicable limit* Bq/cm2
Contamination Beta and gamma emitters and low 4.0
of an Aircraft or Aircraft Table toxicity alpha emitters 0.4
All other alpha emitters

NOTE: The above limits are applicable when averaged over any area of 300 cm2 of any part
of the surface

3. 26 CONTAMINATED CARGO OR BAGGAGE HANDLING

If Mahan Air Operator becomes aware that baggage or cargo not identified as containing
dangerous goods has been contaminated and it is suspected that dangerous goods may be
the cause of the contamination, Mahan air Department must take reasonable steps to identify
the nature and source of contamination before proceeding with the loading of the
contaminated baggage or cargo.

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If the contaminating substance is found or suspected to be a substance classified as

dangerous goods by these regulations, Mahan air must isolate the baggage or cargo and take
appropriate steps to nullify any identified hazard before being transported further by air.
When dangerous goods leakage and an aircraft have been contaminated, ensure:
 Inspection is made
 Hazardous contamination is removed immediately from the aircraft;
 Prevent loading of any suspicious baggage that contaminated;
 arrangements are made to take aircraft out of service for evaluation by qualified
personnel In case of radioactive contamination cases;

3.27 REPLACEMENT OF LABELS

When a Mahan air staff member discovers that labels have become lost, detached or
illegible, he must replace them in accordance with the information provided on the
“Shipper's Declaration for Dangerous Goods”.
This requirement does not apply where the labels are found to be missing or illegible at the
time of acceptance.

3.28 HAZARD LABEL SPECIFICATIONS

Class 1:
Explosive (Division 1.1, 1.2, 1.3) Place for Division and Compatibility Group, for example “1.1C”.
Name: Explosive
Cargo IMP Code: REX, RCX, RGX, as applicable Minimum Dimensions: 100 ×

100 mm
Symbol (exploding bomb): Black
Background: Orange (Pantone Color No. 151U)
NOTE: Packages with label marked Division 1.1 or 1.2 are normally
forbidden for air transport.

Class 1: Place for Compatibility Group. The numerals “1.4” printed on the label must
Explosive (Division 1.4) be at least 30 mm in height and about 5 mm wide.
Name: Explosive
Cargo IMP Code: RXB, RXC, RXD, RXE, RXG, RXS, as
applicable Minimum Dimensions: 100 × 100 mm
Figures: Black
Background: Orange (Pantone Color No. 151U)

Class 1: Place for Compatibility Group. The numerals “1.5” printed on the label must be
Explosive (Division 1.5) at least 30 mm in height and about 5 mm wide.
Name: Explosive
Cargo IMP Code: REX
Minimum dimensions: 100 × 100 mm
Figures: Black
Background: Orange (Pantone Color No. 151U)
NOTE: Packages with this label are normally forbidden for air transport.

Class 1: Place for Compatibility Group. The numerals “1.6” printed on the label must
be at least 30 mm in height and about 5 mm wide.
Explosive (Division 1.6)
Name: Explosive
Cargo IMP Code: REX
Minimum dimensions: 100 × 100 mm
Figures: Black
Background: Orange (Pantone Color No. 151U)
NOTE: Packages with this label are normally forbidden for air transport.

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Class 2: Flammable Gas

(Division 2.1)
Name: Flammable Gas Cargo IMP Code: RNG
Minimum dimensions: 100 × 100 mm
Symbol (flame): Black or White
Background: Red (Pantone Color No. 186U)
NOTE: This label may also be printed with symbol (flame), text, numbers
and borderline shown in black on red background.

Class 2: Gases Name: Non-flammable, non-toxic

Non-flammable, non-toxic (Division
Cargo IMP Code: RNG or RCL for Cryogenic liquid subject to Packing
2.2)
Instruction 202 as applicable.
Minimum dimensions: 100 × 100 mm
Symbol (gas cylinder): Black or White
Background: Green (Pantone Color No. 335U)
NOTE: This label may also be printed with symbol (gas cylinder), text, numbers
and borderline shown in black on green background.

Class 2: Gases
Toxic(division2.3) Name: Toxic Gas Cargo IMP Code: RPG
Minimum dimensions: 100 × 100 mm,
Symbol (skull and crossbones) ,
Background : white

Class 3:
Flammable Liquids Name: Flammable Liquids
Cargo IMP Code: RFL
Minimum dimensions: 100 × 100 mm
Symbol (flame): Black or White
Background: Red (Pantone Color No. 186U)
NOTE: This label may also be printed with symbol (flame), text, numbers and
borderline shown in black on red background.

Class 4:
Flammable Solids (Division 4.1) Name: Flammable Solid
Cargo IMP Code: RFS
Minimum dimensions: 100 × 100 mm
Symbol (flame): Black
Background: White with seven vertical red stripes (Pantone Color No. 186U)

Class 4:
Substances Liable to Name: Spontaneously Combustible
Spontaneous Combustion Cargo IMP Code: RSC
(Division 4.2) Minimum dimensions: 100 × 100 mm
Symbol (flame): Black , Background: Upper half White, lower half Red (Pantone
Color No. 186U)

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Class 4: Name: Dangerous When Wet

Substances which in Contact with Cargo IMP Code: RFW
Water emit Flammable Gases
Minimum dimensions: 100 × 100 mm
(Division 4.3)
Symbol (flame): Black or White, Background: Blue (Pantone Color No. 285U)
NOTE: This label may also be printed with symbol (flame), text, numbers
and borderline shown in black on blue background.

Class 5: Name: Oxidizer

Cargo IMP Code: ROX
Oxidizing Substances (Division 5.1)
Minimum dimensions: 100 × 100 mm
Symbol (flame over circle): Black
Background: Yellow (Pantone Color No. 109U)
NOTE: This label may also be printed with symbol (flame), text, numbers
and border-line shown in black on red background.

Class 5: Name: Organic Peroxides

Organic Peroxides (Division 5.2) Cargo IMP Code: ROP
Minimum dimensions: 100 × 100 mm
Symbol (flame): Black or White
Background: Upper half Red (Pantone Color No. 186U), lower half Yellow
(Pantone Color No. 109U)

Class 6:
Name: Toxic
Toxic Substances (Division 6.1)
Cargo IMP Code: RPB
Minimum dimensions: 100 × 100 mm
Symbol (skull and crossbones): Black, Background: White

Class 6: The lower part of the label should bear the inscription: INFECTIOUS
Infectious Substances (Division 6.2) SUBSTANCE:
In case of Damage or Leakage Immediately Notify Public Health Authority
Name: Infectious Substance
Cargo IMP Code: RIS
Minimum dimensions: 100 × 100 mm
For small packages the dimensions may be 50 × 50 mm
Symbol (three crescents superimposed on a circle) and inscription: Black,
Background: White
Class 7:
Radioactive Material Name: Radioactive
(Category I–White) Cargo Imp Code: RRW
Minimum dimensions: 100 × 100 mm
Symbol (trefoil): Black
Background: White

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Radioactive Material (Category II–

Yellow) Name: Radioactive
Cargo Imp Code: RRY
Minimum dimensions: 100 × 100 mm
Symbol (trefoil): Black
Background: Top half Yellow (Pantone Color No. 109U) with White border,
bottom half White.

Radioactive Material (Category III–
Yellow) Name: Radioactive Cargo Imp Code: RRY
Minimum dimensions: 100 × 100 mm
Symbol (trefoil): Black
Background: Top half Yellow (Pantone Color No. 109U) with White border,
bottom half White.

Criticality Safety Index Label

Minimum dimensions: 100 × 100 mm
Text (mandatory): “FISSILE” in black on white in upper half of label

Class 7:
Radioactive Materials This placard is to be used on large freight containers.
Dimensions: The dimensions shown are minimum, where larger
dimensions are used, the proportions must be maintained.
The figure “7” must be 25 mm or larger.
NOTE: The word “Radioactive” in the bottom half of the placard is optional.

Class 8:
Corrosive Name: Corrosive
Cargo IMP
Code: RCM
Minimum dimensions: 100 × 100 mm,
Symbol (liquids spilling from two glass vessels and attacking a hand and a
metal): Black, Background: Upper half White, lower half Black with White
border

Class 9:
Miscellaneous Dangerous Goods Name: Miscellaneous
Cargo IMP Code: RMD or ICE, RLI, RLM, RSB
Liquids spilling from two glass vessels and (polymeric beads and
Plastics moulding compound subject rto packing instruction 957) as applicable.
Minimum dimensions: 100 × 100 mm
Symbol (seven vertical stripes in upper half): Black Background: White

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3.29 HANDLING LABELS

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3.30 ACCEPTANCE AND LOADING

Traffic and Cargo departments of Mahan Air or its appointed Handling Agents are responsible
for the acceptance, Storage & Loading.
Dangerous goods acceptable for carriage must be properly classified, documented, certified,
described, packaged, marked, labeled, and in condition for the shipment in accordance with
the ICAO technical instructions and IRI CAO CAD 2018, CAD 2118, accompanied by the
appropriate documentation that required by IATA DGR.
Each consignment must be properly inspected and prepared for loading using the designated
acceptance check lists and any specific provisions regarding the acceptance and carriage of
dangerous good in unit load device (ULDs). Precautions for the self- reactive substances,
organic peroxides and radioactive materials must be fully complied with. These packages
must be clearly marked and colored accordingly.

NOTE: Ensure qualified personnel designated to be responsible for the correct loading and
securing Dangerous Goods on the aircraft to:
 Check and Prevent damage to packages and containers during loading and unloading;
 Securing , correct stowage ;
 fix tie down and use lashing to Prevent any movement in the aircraft ;
 knowledge to provide separation and segregation ;
Refer to 9.3 IATA DGR for more information.

3.31 LOADING OF HAZARDOUS CARGO

Under no circumstances are the crew allowed to handle dangerous good directly. If required to
inspect qualified and concerned staff should be summoned to inspect the consignment along
with the crew.
Dangerous goods must not be carried in an aircraft cabin occupied by passengers and or on
the flight deck of an aircraft except as permitted by IATA DGR and IRI CAO CAD 2018,
CAD2118.
Dangerous goods may be carried in a main deck cargo compartment of a passenger aircraft
provided that the compartment meets all the certification requirements for a Class B or Class C
aircraft cargo compartment. Dangerous goods bearing the “Cargo Aircraft Only” label must not
be carried on a passenger aircraft in accordance to IATA DGR.
All dangerous goods materials shall not be loaded in the bulk hold of aircraft. The loading and
packing should be as per IATA DGR manual.
The Captain shall be informed in writing of the nature packing and location of any hazardous
cargo in sufficient time prior to departure so as to permits him to personally inspect the loading
and security of the cargo (if deemed necessary).
The Captain shall have the authority to offload any hazardous cargo should he/she consider
that:
 The material is incorrectly, classified, packaged, labeled, marked and documented.
 There is evidence of damage to, or spillage from container.
 There are several different packages loaded which contain substances which if they were
to be inadvertently mixed together could pose a threat to the safety of the aircraft.

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The expected condition of flight is such that damage could occur to the container in the form in
which it is packaged.
Carriage of the particular substance or article is forbidden on aircraft.

3.32 NOTIFICATION TO CAPTAIN (NOTOC)

Whenever dangerous good are carried on board the captain shall be advised by notice to
Captain (NOTOC). It will be presented in legible and accurate format to the pilot in command at
the time of briefing at all stations (fax or copy or the original). The NOTOC includes information
about dangerous goods loaded at a previous departure point and which are to be carried on the
subsequent flight with accurate and legible information. The original NOTOC will be presented
with the load sheet on the aircraft before departure.
The NOTOC must be kept readily available in flight for reference in the event of an incident and
should be drawn to the attention of and passed onto the joining pilots in command in the event
of the crew changes at transit stops. The NOTOC highlights significant facts about the
dangerous goods or special cargo requirements. Refer to the format below.
 Such notification must include dangerous goods or other special load items that have
been loaded on the aircraft at a previous departure point and that are to be carried on a
subsequent flight.
 For changes or repositioning of transit dangerous goods or other special loads, a new
NOTOC is issued.
 The NOTOC must indicate the location on the aircraft where the Dangerous Good or
special item was loaded.
 The NOTOC must contain the name and be signed by the individual who prepared the
NOTOC, the loading supervisor and the Captain.
The signed NOTOC verifies:
 the package was not leaking when inspected;
 was in acceptable condition prior to loading;
 Was secured inside the ULD or on aircraft compartment floor when loaded.
 The signed NOTOC must be retained in the flight file.
In case the crew taking over is delayed or not available due to a longer turn- around, the crew
leaving the aircraft should leave a message to refer to the ship‘s papers left onboard which will
contain the NOTOC. This will preclude the possibility of new crew not being aware of the presence
of dangerous goods, Should there be a query or information sought on the NOTOC presented,
reference should be made to the Dangerous Goods Regulation book placed in the aircraft library
or the flight dispatcher who will liaise with the people concerned if necessary.
NOTOC provide in 3 copies:
 Pilot in command
 Load master (DSP. FOO)
 Specified airport
This provision is to ensure operational control personnel have ready access to such information
so it can be reported without delay in the event an accident or serious incident involving Mahan
Air aircraft.
See chapter 9.5 IATA DGR and part A. chapter 5.2 this manual.

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3.33 INCIDENT OF DANGEROUS GOOD

Special IATA dangerous goods regulation (DGR) has been stipulated for all persons involved
in handling loading and transporting these goods. The following guide line should be used if an
incident should occur on board an aircraft which may be related to the dangerous goods.

According to local agreement, the Station manager or the Cargo Manager is responsible to
report all dangerous goods accidents or incidents involving cargo, mail or passengers’
baggage immediately (regardless of its location). This also includes any occasion where
undeclared or miss-declared dangerous goods are discovered in cargo or when dangerous
goods not permitted as updated IATA Dangerous Goods Carried by Passengers or Crew is
discovered in passenger’s baggage.
Reports have to be sent immediately responsible department as mentioned in paragraph 3.34
in this chapter.
Specimen of Dangerous Goods Occurrence Report form can be found in the IATA
Dangerous Goods Regulations, Chapter 9.

3.33.1 During Flight:

 Consider landing as soon as possible.
 Switch No Smoking signs on.
 Consider switching off non-essential electrical power.
 Recirculation fans off (where technically possible)
 All air-conditioning packs to full flow.
 If necessary follow the appropriate aircraft emergency procedure for firefighting and
smoke removal.
 Consult the dangerous goods manual carried on the aircraft.
 For goods carried inside the cargo compartment, determine the source of
smoke/fire/fumes. Consult the NOTOC and attempt to identify relevant item (s). Time
permitting, consult the Operations Control at Mahan air OCC to request advice.
 Refer to OM Part E- 4( Emergency Response Drills, Chart of Drills and List of Dangerous
Goods with Drill Reference Numbers) or to the ICAO document Emergency Response
Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481) (red book).
 The pilot-in-command must, as soon as the situation permits, inform appropriate air traffic
services unit, for the information of airport authorities, of any dangerous goods carried as
cargo on board an aircraft.

3.33.2 On Ground
 Disembark passengers and crew before opening any cargo compartment door.
 Inform ATC and ground personnel and emergency services of the nature of the
dangerous goods items and its loading positions according to the NOTOC.
 Make an appropriate entry in the aircraft Technical Log.

3.33.3 Scope
Articles and substances which would otherwise be classified as dangerous goods but which
are not subject to the Technical Instructions in accordance with Part 1 of those Instructions
are excluded from the provisions of this subpart providing that:
 When placed on board with the approval of Mahan Air to provide, medical aid to a
patient, during flight.
 They are required to be aboard the aircraft in accordance with the pertinence

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airworthiness requirements and operating regulations or that are authorized by the IRI
CAO to meet special requirement.
An operator must comply with the regulations contained in the Technical Instructions on all
occasions when dangerous goods are transported, no matter whether the flight is wholly or
partly operated outside the territory of a state.
Exception: Articles and substances, which would otherwise be classed as dangerous goods are
excluded from the general regulations, but only up to the limits which are specified in the
Technical Instructions, and only if
 they are transported as catering or cabin service supplies
 they are transported for use in flight as veterinary aid or as humane killer for an animal
 they are transported for use in flight for medical aid for a patient
 They are carried according to the regulations of Dangerous Goods Carried by Passengers
or Crew
 They must be on board of an aircraft according to other requirements of CAR OPS 1 or for
operating reasons, e.g. installed oxygen bottles.
Articles and substances that are transported only as a replacement, e.g. spare oxygen
bottles for refill, are not exempted and must be transported according to the "Technical
Instructions".
The IATA Dangerous Goods Regulations (DGR) reflect all above mentioned legal regulations and
are used by the Cargo Handling Departments in daily practice for detailed compliance. All
regulations which are relevant for the handling of Mahan Air aircraft are shown in the Ground
Operations Manual.
NOTE: Service provider or handling agent’s staff is not permitted to accept Dangerous Goods on
W5 aircraft, all station managers are responsible to supervise and do not allow DG to be loaded in
any aircraft compartment .

3.34 REPORTING OF DANGEROUS GOODS ACCIDENT AND INCIDENTS

Whenever an accident or incident occur involving dangerous goods, the details must be
reported to Duty supervisor, Mahan Air Station Manager , safety Department and Ramp and
Safety Manager in Airport Services Department, Iran CAO or local state authority if required.
The Captain will supply a written air safety report to the effect of Mahan Air safety department
who in turn shall be the most expedition means available notify the IR Iran CAO, By using the
incident report form at the end of this chapter.

3.35 TRAINING
Refer to Training in chapter 2 part B this manual and ASTM.

3.36 HIDDEN DANGEROUS GOODS

Experience has shown that when shippers offer packages containing the following
commodities, they must be asked to check their consignments against the class definitions and
Special Provisions in the Regulations and confirm by endorsement of the “Air Waybill” that no
part of the package contents is dangerous. E.g. “Not restricted”
Typical examples are listed below:

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1) AIRCRAFT SPARE PARTS/AIRCRAFT EQUIPMENT:

may contain explosives (flares or other pyrotechnics), chemical oxygen generators,
unserviceable tyre assemblies, cylinders of compressed gas (oxygen, carbon nitrogen
dioxide, nitrogen or fire extinguishers), paint, adhesives, aerosols, life-saving
appliances, first aid kits, fuel in equipment, wet or lithium batteries, matches, etc.

2) AUTOMOBILES, AUTOMOBILE PARTS:

car, motor motorcycle may contain Ferro-magnetic material which may not meet the
definition for magnetized material but which may be subject to special stowage
requirement due to the possibility of affecting aircraft instruments. May also contain
engines, carburetors or fuel tanks which contain or have contained fuel, wet batteries,
compressed gases in tyre inflation devices, fire extinguishers, shocks/struts with
nitrogen, air bag inflators/air bag modules, etc.

3) BREATHING APPARATUS:
May indicate cylinders of compressed air or oxygen, chemical oxygen generators or
refrigerated liquefied oxygen.

4) CAMPING EQUIPMENT:
May contain flammable gases (butane, propane, etc.), flammable liquids (kerosene,
gasoline, etc.), flammable solids (hexamine, matches, etc.) or other dangerous goods.

5) CARS, CAR PARTS:

See AUTOMOBILES, etc.

6) CHEMICALS:
May contain items meeting any of criteria for dangerous goods, particularly flammable
liquids, flammable solids, oxidizers and organic peroxides, toxic or corrosive
substances.

7) COMAT (COMPANY MATERIALS):

Such as aircraft parts, may contain dangerous goods as an integral part, e.g. chemical
oxygen generators in a passenger service unit (PSU), various compressed gases such
as oxygen, carbon dioxide and nitrogen, gas lighters, aerosols, fire extinguishers,
flammable liquids such as fuels, paints and adhesives, and corrosive material such as
batteries. Other items such as flares, first aid kits, life-saving mercury switches, rectifier
tubes, thermometers, etc. appliances, matches, magnetized material, etc.

8) CONSOLIDATED CONSIGNMENTS (GROUPAGES):

May contain any of the defined classes of dangerous goods.

9) CRYOGENIC (LIQUID):
Indicates refrigerated liquefied gases such as argon, helium, neon and nitrogen.

10) CYLINDERS:
May indicate compressed or liquefied gas.

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11) DENTAL APPARATUS:

May contain flammable resins or solvents, compressed or liquefied gas, mercury
radioactive material.

12) DIAGNOSTIC SPECIMENS:

May contain infectious sub- stances.

13) DIVING EQUIPMENT:

May contain cylinders (such as scuba tanks, vest bottles, etc.) of compressed gas (air,
oxygen, etc.), high intensity diving lamps which generate extremely high heat when operated
in air. In order to be carried safely, the bulb or battery must be disconnected.

14) DRILLING AND MINING EQUIPMENT:

May contain ex- plosive(s) and/or other dangerous goods.

15) DRY SHIPPER (VAPOUR SHIPPER):

May contain free liquid nitrogen. Dry shippers are subject to IATA DGR when they permit
the release of any free liquid nitrogen irrespective of the orientation of the packaging.

16) ELECTRICAL EQUIPMENT:

May contain magnetized materials or mercury in switch gear and electron tubes, wet
batteries or lithium batteries.

17) ELECTRICALLY POWERED APPARATUS:

(Wheel chairs, lawn mowers, golf carts, etc.) May contain wet batteries or lithium batteries.

18) EXPEDITIONARY EQUIPMENT:

May contain explosives or (flares), flammable liquids (gasoline), flammable gas (pro pane,
camping gas) or other dangerous goods.

19) FILM CREW OR MEDIA EQUIPMENT:

May contain explosive pyrotechnic devices, generators incorporating internal combustion
engines, wet batteries, fuel, heat producing items, etc.

20) FROZEN EMBRYOS:

May contain refrigerated liquefied gas or Carbon dioxide, solid (dry ice).
21) FROZEN FRUIT, VEGETABLES, ETC.:
May be packed in Carbon dioxide, solid (dry ice).
22) FUELS:
May contain flammable liquids, flammable solids or flammable gases.

23) FUEL CONTROL UNITS:

May contain flammable liquids.

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24) HOT AIR BALLOON:

May contain cylinders with flammable gas, fire extinguishers, engines internal
combustion, batteries, etc.

25) HOUSEHOLD GOODS:

may contain items meeting any of the criteria for dangerous goods including flammable
liquids such as solvent based paint, adhesives, polishes, aerosols (for passengers, those
not permitted under the provision of DG carried by passenger or crew), bleach, corrosive
oven or drain cleaners, ammunition, matches, etc.

26) INSTRUMENTS:
May conceal barometers, manometers, mercury switches, rectifier tubes, thermometers,
etc. containing mercury.

27) LABORATORY/TESTING EQUIPMENT:

May contain items meeting any of the criteria for dangerous goods, particularly flammable
liquids, flammable solids, oxidizers, and organic peroxides, toxic or corrosive substances.

28) MACHINERY PARTS:

May contain adhesives, paints, sealants, solvents, wet and lithium batteries, mercury,
cylinders of compressed or liquefied gas, etc.

29) MAGNETS AND OTHER ITEMS OF SIMILAR MATERIAL:

May individually or cumulatively meet the definition of magnetized material.

30) MEDICAL SUPPLIES:

May contain items meeting any of the criteria for dangerous goods, particularly flammable
liquids, flammable solids, oxidizers, and organic peroxides, toxic or corrosive substances.

31) METAL CONSTRUCTION MATERIAL, METAL FENCING, METAL PIPING:

May contain ferromagnetic material, which may be subject to special stowage requirements
due to the possibility of affecting aircraft instruments.

32) PARTS OF AUTOMOBILE (CAR, MOTOR, UNACCOMPANIED PASSENGERSBAGGAGE/ MOTORCYCLE):

May contain wet batteries, etc.

33) PASSENGERS BAGGAGE:

May contain items meeting any of the criteria for dangerous goods. Examples include
fireworks, flammable household liquids, corrosive oven or drain cleaners, flammable gas or
liquid lighter refills or camping stove cylinders, matches, ammunition, bleach, aerosols, etc.
(those not permitted under the provision of DG carried by passenger or crew), etc.

32) PHARMACEUTICALS:
May contain items meeting any of the criteria for dangerous goods, particularly radioactive
material, flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or
corrosive substances

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33) PHOTOGRAPHIC SUPPLIES:

May contain items meeting any of the criteria for dangerous goods, particularly heat
producing devices, flammable liquids, flammable solids, oxidizers, organic peroxides, toxic
or corrosive substances or lithium batteries.

34) PROMOTIONAL MATERIAL:

See PASSENGER BAGGAGE.

35) RACING CAR OR MOTORCYCLE TEAM EQUIPMENT:

May contain engines, carburetors or fuel tanks which contain fuel or residual fuel, aerosols,
cylinders of compressed gases, nitro methane, other fuel additives or wet batteries, etc.

36) REFRIGERATORS:
May contain liquefied gases or ammonia solution

37) REPAIR KITS:

May contain organic peroxides and flammable adhesives, solvent based paints, resins, etc.

38) SAMPLES FOR TESTING:

May contain items meeting any of the criteria for dangerous goods, particularly infectious
substances, flammable liquids, flammable solids, oxidizers, and organic peroxides, toxic or
corrosive substances.

39) SEMEN
May be packed with Carbon dioxide, solid (dry ice) or refrigerated liquefied gas. See also
DRY SHIPPER.

40) SHIPS' SPARES:

May contain explosives (flares), cylinders of compressed gas (life rafts), paint, lithium
batteries (emergency locator transmitters), etc.

41) SHOW, MOTION PICTURE, STAGE AND SPECIAL EFFECTS EQUIPMENT:

May contain flammable substances, explosives or other dangerous goods.

42) SWIMMING POOL CHEMICALS:

May contain oxidizing or corrosive substances.

43) SWITCHES IN ELECTRICAL EQUIPMENT OR INSTRUMENTS:

May contain mercury.

44) TOOL BOXES:

May contain explosives (power rivets), compressed gases or aerosols, flammable gases
(butane cylinders or torches), flammable adhesives or paints, corrosive liquids, etc.

45) TORCHES:
Micro torches and utility lighters may contain flammable gas and be equipped with an
electronic starter. Larger torches may consist of a torch head (often with a self- igniting

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switch) attached to container or cylinder of flammable gas.

46) UNACCOMPANIED PASSENGERS BAGGAGE/ PERSONAL EFFECTS:

May contain items meeting any criteria for dangerous goods, such as fireworks,
flammable household liquids, corrosive oven or drain cleaners, flammable gas or liquid
lighter refills or camping stove cylinders, matches, bleach, aerosols, etc.

47) VACCINES:
May be packed in Carbon dioxide, solid (dry ice).
Articles and substances which do not fall within the definitions of dangerous goods as shown
in IATA DGR and which in the event of leakage may cause a serious clean-up problem or
corrosion to aluminum on a long term basis must be checked by the shipper to at least ensure
that the packaging is adequate to prevent leakage during transportation. These may include
brine, powdered or liquid dyes, pickled foodstuffs, etc.

3.37 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGER

OR CREW
Dangerous Goods must not be carried by passengers or crew as checked baggage, carryon
baggage or on their person except as noted in the updated IATA DGR Manual (Table 2.3 A)

3.38 PROCEDURES FOR RESPONDING AND HANDLING FOR

EMERGENCY SITUATIONS:
If in-flight emergency occurs and the situation permits, the Pilot- in- command shall inform the
appropriate air traffic services of any dangerous goods on board of the airplane.
Wherever possible, this information should include the proper shipping name and/or the UN
number (as on NOTOC if not directly available the load sheet shall include also valuable
information), the class/division any subsidiary risk(s), the quantity and location on board the
airplane.
When not possible to include all the here above information, the most relevant information
should be given. (UN number or shipping name, class, division, position and quantity)

For those dangerous goods for which a dangerous goods transport document is required, the
PIC of an airplane carrying such goods shall be provided with information which can be used
on board to assist in planning the response to an emergency arising in-flight involving the
dangerous goods (e.g. leakage). See the “handling procedures” here after.

In addition Mahan Air shall ensure that for dangerous goods transported on airplane,
appropriate information is immediately available at all times (24 hours per day) for use in
emergency response to accidents/incidents involving those dangerous goods at a well
distributed contact at the operator internally and by referring to OM Part- E5.

3.38.1Report
All accidents and incidents, involving dangerous goods, shall be reported to the
appropriate authority of the o r i g i n state in which the accident and/or incident occurred, as
required by that state, duty supervisor, Mahan Air Station Manager, OCC and safety
Department and Ramp and Safety Manager in Airport Services Department.

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Furthermore the accident / incident also be reported to the authority state of the country of the
Mahan Air origin, of the country of flight departure and of the country of flight destination (if not
yet arrived),

3.38.2 In the event of an accident

If an airplane carrying dangerous goods is involved in an accident, information regarding the
dangerous goods on board shall be sent to the State, and responsible department in above
paragraph as 3.38.1 where the accident occurred, as soon as possible. Such information shall
include the concerned articles “proper shipping name”, class and subsidiary risk for which
labels are required, the compatibility group for class 1, the total net quantity in weight
and location on board the airplane.

3.38.3 In the event of an incident

If an airplane carrying dangerous goods is involved in an incident the ground handling shall
inform Mahan Air station Manager and on request from the state in which the incident
occurred, provide that state a n d responsible department in above paragraph as 3.38.1
with all information required minimizing the hazards created by any damage to the
dangerous goods carried.

3.38.4 Dangerous goods incident or accident report:

The operator, irrespective of whether the dangerous goods are contained in cargo, mail or
baggage shall report any type of dangerous goods accident or incident as soon as possible.
When initially reported, the state in which the accident/incident occurred shall be informed
with the relevant information as shipping names, location, etc. Initial reports may be made
by telephone but in all cases a written report shall be made.
The written report shall contain all data known at the time the report is made and when not
known then added per update/revision of the initial report must be in accordance with the
following format in the next page. For example:
 Date of accident/incident.
 Flight number, ULD number concerned, baggage tag, and location in airplane.
 Proper shipping name of substance(s) involved and the associated UN number.
 Class or division.
 Quantity of material involved.
 Type of packaging used.
 Name and address of shipper.
 Cause of accident/incident.
 Action(s) taken.
 Name, title, addresses and contact number of person making the report.

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3.38.5 Dangerous Goods Occurrence Report

Refer to appendix to find Dangerous Goods Occurrence Report.

3.39 DANGEROUS GOODS IN THE PASSENGER CABIN BAGGAGE

Dangerous goods are not permitted in the passenger cabin. Nevertheless, dangerous goods
may be carried into the cabin by passengers who are unaware of, or deliberately ignore, the
requirements of the Technical Instructions concerning passengers and their baggage. It is also
possible that an item to which a passenger is legitimately entitled (e.g. an item for medical
purposes) may cause an incident.
Dangerous good are prohibited from being carried in aircraft cabin in general.
In cases when dangerous goods not permitted for carriage on board the aircraft are discovered
on the person or in the baggage of a passenger, a report is made to duty supervisor, Mahan
Air Station Manager, safety Department and local state authority if required. Check-in staff
should seek confirmation from any passenger and notify on DG Notices Where there are
suspicious that an item of baggage may contain dangerous goods that are not permitted,
remove such items and prevent from being carried on the aircraft through IATA DGR provision
Table 2.3A.
Refer to appendix to find undeclared DG report.
See also 4.3 in Mahan Air DGR – (Cabin crew checklist for dangerous goods incidents in the
passenger cabin during flight.)

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Contents

4. AIRPORT SERVICES ADMINISTRATION ......................................................................................... 2 

4.1HANDLING COMPANY ASSESSMENT ................................................................................................................... 2 
4.1.1Outsourcing and product quality control .......................................................................................................... 2 
4.1.2 Responsibility ................................................................................................................................................... 2 
4.1.3 Handling Company Assessment (HCA) .............................................................................................................. 2 
4.1.4 Assessment Report ........................................................................................................................................... 3 

4.2 OFF‐LINE HANDLING (OLH) ................................................................................................................................ 3 
4.2.1 Planning of Off‐line Operations ......................................................................................................................... 3 
4.2.2 Off‐Line Handling Information (OLI) .................................................................................................................. 4 

4.3 STANDARD GROUND HANDLING AGREEMENT (SGHA) .......................................................................................... 5 
4.3.1 Contents of Main Agreement Definitions and Terminology ............................................................................... 5 
4.3.3 Handling Agreements ..................................................................................................................................... 12 

4.4 DEVIATION FROM A STANDARD PROCEDURE ...................................................................................................... 13 
 
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CHAPTER 4. AIRPORT SERVICES ADMINISTRATION

4.1HANDLING COMPANY ASSESSMENT
If in each station the ground handling shall be carried out by external service provider ensure
a contact or agreement is executed with such external service provider. The contracts or
agreements shall identify measurable specifications that can be monitor to fulfill by the service
provider.

4.1.1Outsourcing and product quality control

 in each station the ground handling is carry out by external service provider conduct
outsourced operational functions within the ground handling operations, That service
shall be implemented accordance with main agreement and Service Level Agreement
(SLA) to insure ground handling safety & security requirements are being fulfilled .
 External service providers conduct outsourced operation functions within the scope of
Ground handling operations, shall be monitored as a process to ensure requirements
are being fulfilled by service provider.
 Product purchased or otherwise acquired from an external supplier, which directly affect
operation safety & security, should meet the product technical requirement specified by
the Mahan Air prior to being used in the conduct of Ground handling operations.

4.1.2 Responsibility
An aircraft operator retains the responsibility for the application and maintenance of proper
ground operations standards, whether all or part of the related activities are carried out by
own personnel or are contracted to a handling company.

4.1.3 Handling Company Assessment (HCA)

Aircraft Handling is a standard procedure and tool inspect, assess and evaluate the ground
operations standards with respect to the Civil Aviation Requirements (CAR), the commonly
accepted industry standards and the Mahan Air standards. It focuses primarily on flight
and personnel safety. Quality of services is taken into account when appropriate. It covers the
following aircraft handling activities.
 Passenger handling
 Baggage Handling
 Load control
 Ramp handling and ground support equipment
 Cargo and mail handling
 Aircraft Refueling
 Aircraft De/Anti-icing
 Security and emergency response
 Each of these activities is inspected and assessed by using a checklist
 Training and qualification
 Procedures and organization “availability and validity of the manuals”
The Handling Company Assessment for Aircraft Handling is conducted by t h e
Ground Operations Department to inspect and assess handling companies prior to
contractual negotiations before start of operation to a new destination.
If In station, the ground handling shall be carried out by external service provider ensure a
Contract or agreement is executed with such external service provider. The contracts or
agreements shall identify measurable specifications that can be monitor to fulfill by the service
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provider.

4.1.4 Assessment Report

In addition to the checklist, the assessment report contains the following information:
 Observations made

List of findings with supporting evidence, only facts as observed may be used to
demonstrate a case of non-compliance
 Recommendations of corrective actions with deadlines for completion
 Recommendations concerning required training activities
The assessment report is distributed by the Senior Manager Ground Operations to:
 Head of Ground Services
 Head of Airport Support Development and Performance
 The respective Head of Airport Services
 The Responsible Manager of the station concerned
 Manager Quality Assurance Ground Operations
 If necessary, to other departments concerned

4.2 OFF-LINE HANDLING (OLH)

The following instructions are also binding, if aircraft of Mahan Air are wet leased out to
other aircraft operators or chartered out to other companies, even if they operate with a
flight number prefix other than W5 For exact definition and other types of leasing see .
Off-line airports are airports, which do not have a ‘STATION’ with a Responsible Manager,
because they are not serviced with scheduled flights. Mahan Air aircraft operate
occasionally to off-line airports.
Examples:
 Singles charter flights
 Charter series for a limited period
 Flights with aircraft chartered or leased out to and operating in the network of other
aircraft operators or companies.
Following requirements must be fulfilled at the off-line airport and Mahan Air personnel must
have at least.
 Basic Training Course Ramp Handling
 Valid Load Control Competency Certificate for the respective aircraft type
 Ability to handle the specific situations of an off-route handling, for example
 To work with unknown personnel.
 To solve local problems.
 To give and to enforce instructions. Personnel of a handling company must have at
least:
 Valid Load Control Competency Certificate for the respective aircraft type.
 Sufficient practice for the handling of the respective aircraft type.
If these requirements are not fulfilled, contact for exceptional regulations and permits must be
provided.

4.2.1 Planning of Off-line Operations

Scheduling Department requests from all headquarter departments concerned to check the
feasibility of a planned off-line operation.
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The Head of Airport Services, responsible for the area concerned, appoints the Responsible
Manager, nearest to the off-line airport, to check:
 If the flight can generally be handled at the planned off-line airport, for example
ULD high loader, fuelling, two-bar, baggage security, or
 If an inspection is necessary to check the feasibility of an operation to this airport
 If the flight can be handled and supervised by Mahan Air personnel of another station
in the area or
 If a loadmaster is required on the flight
If all headquarter departments concerned and the Responsible Manager, nearest to the
off-line airport, report the feasibility of the off-line operation, Scheduling Department will
publish a Schedule Message.
All messages concerning the off-line handling must be copied.

4.2.2 Off-Line Handling Information (OLI)

If an off-line operation is feasible according Planning of Off-line Operations, The Regional
Airport Services Manager or the appointed Responsible Manager sends off- line Handling
information as soon as all details about the ground handling are organized. For series of flights
to off-line airports with same routing and handling conditions (for example charter series)
one OLI for the whole series is sufficient. The OLI shall be sent to following departments:
 Operations Control Center (OCC)
 Flight Dispatch
 Head Of Regional Manager
 Manager Line Maintenance In addition the OLI shall be sent to :
 The fleet concerned
 Other stations and departments, if incorporated for the coverage of personnel
requirements
 Next Mahan Air local sales office

The commander shall receive a copy of the OLI at the departure station, which shall
contain the following information:
Information to be entered in the OLI Example
Message identifier OLI
For each flight outgoing or returning W5 1234/19
- Flight number/date A310 J12 Y190
- Aircraft type and version IKA 0930 1330 DXB
- Routing W5 235/19
- Departure and arrival times in UTC A310 J12 Y190
DXB1500 1900 /KA
Station responsible for ground handling and name of the person who is IKA TO SEND
sent to off-route airport supervise the handling LOADMASTER
Information about the handling agent at the off-route station AIR MALDIVES
( Dame (s) - Telephone number(s)-Other important local information) MLEKKL6 PHONE +12 12345

Confirmation that the ground handling at the off-route airport is HANDLING CONFIRMED BY
confirmed by the handling agents and authorities L6 AND CUSTOMs
Settlement of ground handling charges i.e. Cash or Credit facility ONLY CASH BASIS
Availability of fueling facility and settlement of charges A FUEL AVLB AIRLINE
CREDIT CARD ACCEPTABLE.
Supplementary information about CREW HOTAC Holiday INN
If necessary: crew accommodation AIRPORT TRANSPORT
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4.3 STANDARD GROUND HANDLING AGREEMENT (SGHA)
External service providers conduct outsource ground handling operation, this agreement is a
process to ensure a contract or agreement is performed via external service provider with
measurable specification identification that can be monitored to ensure safety and security
are being fulfilled by the service provider .

4.3.1 Contents of Main Agreement Definitions and Terminology

 ARTICLE 1 : PROVISION OF SERVICES
 ARTICLE 2 : FAIR PRACTICES
 ARTICLE 3 : SUBCONTRACTING OF SERVICES
 ARTICLE 4 : CARRIER’S REPRESENTATION
 ARTICLE 5 : STANDARD OF WORK
 ARTICLE 6 : REMUNERATION
 ARTICLE 7 : ACCOUNTING AND SETTLEMENT
 ARTICLE 8 : LIABILITY AND INDEMNITY
 ARTICLE 9 : ARBITRATION
 ARTICLE 10 : STAMP DUTIES, REGISTRATION FEES
 ARTICLE 11 : DURATION MODIFICATION AND TERMINATION
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ARTICLE 1 PROVISION OF SERVICES

1.1 General

The services will be made available within the limits of possibilities of the Handling Company
and in accordance with the applicable IATA and/or ICAO and/or other governing rules,
regulations and procedures.
It is not considered necessary or possible to specify every detail of the services it being
generally understood what such services comprise and the standards to be attained in their
performance.

1.2 Documents for Ground Handling

Documents used for ground handling will be the Handling Company’s own documents,
Where applicable, provided these documents comply with standardized formats that may
apply under IATA and/or ICAO and/or other governing rules, regulations and procedures.

1.3 Scheduled Flights

The Handling Company will also provide the services to the Carrier’s Aircraft for flights
operating on an agreed schedule at the location(s) mentioned in the Annex (es) B, those
services of Annex A as are listed in the Annex B for the respective locations. The Carrier,
in turn, agrees to inform the Handling Company as soon as possible about any changes
of schedule and/or frequencies and/or types of aircraft.

1.4 Extra Flights

The Handling Company will also provide the services to the Carrier’s Aircraft for flights
in addition to the agreed schedule at the same locations, provided that reasonable prior
notices are given and the provision of such additional services will not prejudice
commitments already undertaken.
1.5 Priority
In case of multiple handling, priority shall, as far as possible, be given to aircraft operating
on schedule.
1.6 Emergency Assistance
In case of emergency, including but not limited to, forced landings, accidents or acts
of violence, the Handling Company shall without delay and without waiting for instructions
from the Carrier take all reasonable and possible measures to assist passengers and crew
and to safeguard and protect from loss or damage baggage, cargo and mail carried in the
aircraft. The Carrier shall reimburse the Handling Company at cost for any extra expenses
incurred in rendering such assistance.

1.7 Additional Services

As Far as possible, the Handling Company will, upon request, provide to the Carrier
any additional services. Such services may be governed by special conditions to be
agreed between the Parties.

1.8 Other Locations

In case of occasional flights of the Carrier’s Aircraft at locations which are not designated
in the present Agreement, where the Handling Company maintains a ground handling
organization, the Handling Company shall, on request, make every effort, subject to the
means locally available, to furnish necessary services.
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ARTICLE 2
FAIR PRACTICES
2.1 The Handling Company will take all practicable measures to ensure that sales information
Contained in the Carrier’s flight documents is made available for the purposes of the Carrier
only.
2.2 Neither Party to this Agreement shall disclose any information contained in Annex (es) B to
outside parties without the prior consent of the other Party, unless such information is
specifically required by applicable law or by governmental or authorities’ regulations, in
which case the other Party will be notified accordingly.

ARTICLE 3
SUBCONTRACTING OF SERVICES
3.1 The Handling Company is entitled to delegate any of the agreed services to Subcontractors
with the Carrier’s consent, which consent shall not be unreasonably withheld. It is
understood that, in this case, the Handling Company shall nevertheless be responsible to
the Carrier for the proper rendering of such services as if they had been performed by
the Handling Company itself. Any subcontracting of services will be record in the Annex
(es) B concerned.
3.2 The Carrier shall not appoint any other person, company or organization to provide the
services which the Handling Company has agreed to provide by virtue of this
Agreement, except in such special cases as shall be mutually agreed between the Parties.

ARTICLE 4
CARRIER’S REPRESENTATION
4.1 The Carrier may maintain at its own cost, its own representative(s) at the locations(s)
designated in the Annex (es) B. Such representative(s) and representative(s) of the
Carrier’s Head Office may inspect the services furnished to the Carrier by the Handling
Company pursuant to this Agreement, advise and assist the Handling Company and
render to the Carrier’s clients such assistance as shall not interfere with the furnishing of
services by the Handling Company.
4.2 The Carrier may, by prior written notice to the Handling company and at its own cost,
engage an organization (hereinafter referred to as ‘the supervisor’) to supervise services
of the Handling Company at the Location(s) designated in Annex (es) B. Such notice
shall contain a description of the services to be supervised.
The Supervisor shall have the same authority as defined above in Sub-Article 4.1 or
the Carrier’s own representative.
4.3 Such assistance, when performed by the Carrier’s representative(s) and/or Supervisors
will be the sole responsibility of the Carrier, unless requested by the Handling Company.

ARTICLE 5
STANDARD WORKS
5.1 The Handling Company shall carry out all technical and flight operations services
in accordance with the Carrier’s instructions, receipt of which must be confirmed in writing
to the Carrier by the Handling Company, In the case of absence of instructions by the
Carrier, the Handling Company shall follow its own standard practices and procedures.
Other services also having a safety aspect, for example, load control, loading of aircraft
and handling of dangerous goods, shall be carried out in accordance with applicable IATA
and/or ICAO and/or other governing rules, regulations and procedures.
5.2 All other services shall be provided in accordance with standard practices and
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Procedure usually followed by the Handling Company and in accordance with world-wide
industry standards. The Handling Company will comply with reasonable requests of
the Carrier as long as these do not conflict with the applicable orders and regulations
of the appropriate authorities.
5.3 The Handling Company agrees to take all possible steps to ensure that, with regard to
contracted services, the Carrier’s Aircraft, crews, passengers and load receive treatment
not less favorable than that given by the Handling Company to other Carriers or its own
comparable operation at the same location.
5.4 The Handling Company agrees to ensure that authorizations of specialized personnel
performing services for the Carrier are kept up-to-date. If at any time the Handling
Company is unable to provide authorized personnel as requested by the Carrier, the
Handling Company shall inform the Carrier immediately.
5.5 The Carrier shall supply the Handling Company with sufficient information and instructions
to enable the Handling Company to perform its handling properly.
5.6 In the provision of the services as a whole, due regard shall be paid to safety, security,
local and international regulations, applicable IATA and/or ICAO and/or other governing
rules, regulations and procedures and the aforementioned request(s) of the Carrier in such
a manner that delays and damage to the Carrier’s Aircraft and load are avoided and the
general public is given the best impression of air transport.
5.7 The Handling Company must report to the Carrier’s representative immediately all loss of
or damage, threatened or actual, to aircraft and loads noticed in the course of the
handling or which in any other way comes to the knowledge of the Handling Company.
5.8 The parties shall reach mutual agreement on the quality standards for any services, not
excluding those covered by Sub-Article 5.1 above. Such quality standards for a specific
location may form part of the applicable Annex B. The Handling Company agrees to take
all possible steps to ensure that, with regard to contracted services, the agreed upon
quality standards will be met.

ARTICLE6
REMUNERATION
6.1 In consideration of the Handling Company providing the services, the Carrier agrees to
pay to the Handling Company the charges set out in the respective Annex (es) B. The
Carrier further agrees to pay the proper charges of the Handling Company and to discharge
all additional expenditure incurred for providing the services referred to in Sub-Articles
1.4, 1.6, 1.7 and 1.8.
6.2 The charges set out in Annex(es) B do not include:
Any charges, fees or taxes imposed or levied by the Airport, Customs or other
authorities against the Carrier or the Handling Company in connection with the provision
of services herein by the Handling Company or in connection with the Carrier’s flights.
Expenses incurred in connection with stopover and transfer passengers and with the
handling of passengers for interrupted, delayed or cancelled flights. Such charges, fees,
taxes or other expenses as outlined above shall be borne ultimately by the Carrier;

ARTICLE 7
7.1 The Handling Company shall invoice the Carrier monthly with the charges arising from
the provision of the handling services of Annex A as listed in Annex (es) B at the rates of
charges set out in Annex(es)B.
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7.2 Settlement shall be effected through the IATA Clearing House unless otherwise agreed
in Annex (es) B.

ARTICLE 8
LIABILITY AND INDEMNITY
In this Article, all references to:
a) “the Carrier” or “The Handling Company” shall include their employees, servants,
agents and subcontractors;
b) “ground support equipment” shall mean all equipment used in the performance of
ground handling services included in Annex A, whether fixed or mobile, and
c) “Act or omission” shall include negligence.

8.1 Excepts as stated in Sub-Article 8.5, the Carrier shall not make any claim against the
Handling company and shall indemnify it (subject as hereinafter provided) against any legal
liability for claims or suits, including costs and expenses incidental thereto, in respect of:
a) Delay, injury or death or persons carried or to be carried by the Carrier; Injury or death of
any employee of the Carrier;
b) Damage to or delay or loss of baggage, cargo or mail carried or to be carried by the
carrier; and
c) Damage to or loss of property owned or operated by, or on behalf of , the Carrier and
any consequential loss or damage;
Arising from an act or omission of the Handling company in the performance of this
Agreement unless done with intent to cause damage, death , delay , injury or loss or
recklessly and with the knowledge that damage, death, delay, injury or loss would probably
result.

PROVIDED THAT all claims or suite arising hereunder shall be dealt with by the Carrier; and
PROVIDED ALSO THAT the Handling Company shall notify the Carrier of any claims or suits
without undue delay and shall furnish such assistance as the Carrier may reasonably
PROVIDED ALSO THAT where any of the services performed by the Handling Company
hereunder relate to the carriage by the Carrier of passengers, baggage or cargo direct to or
from a place in the United States of America then if the limitations of liability imposed by Article
22 of the Warsaw Convention would have applied if any such act or omission had been
committed by the Carrier but are held by a Court not to be applicable to such act or omission
committed by the Handling Company in performing this Agreement then upon such decision of
the Court the indemnity of the Carrier to the Handling Company hereunder shall be limited to
an amount not exceeding the amount for which the carrier would have been liable if it had
committed such act or omission.

8.2 The Carrier shall not make any claim against the Handling Company in respect of
damage, death, delay, injury or loss to third parties caused by the operation of the
Carrier’s aircraft arising from an act or omission of the Handling Company in the
performance of this Agreement unless done with intent to cause damage, death , delay,
injury or loss or recklessly and with knowledge that damage, death, delay, injury or toss
would probably result.
8.3(a) In the case of claims arising out of surface transportation which is not provided on
behalf of the Carrier and/or is not part of the operation of loading/embarking or
unloading/disembarking and/or is not covered by the Carrier’s Contract of Carriage the
waiver and indemnity herein contained shall not apply.
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8.4 The Handling Company shall not make any claim against the Carrier and shall indemnify
it (Subject as hereinafter provided) against any legal liability for claims or suits, including
costs and expenses incidental thereto, in respect of:
(a) Injury to or death of any employees of the Handling Company, its servants, agents or
Subcontractors; and
(b) Damage to or loss of property owned or operated by, or on he half o f, t he Handing
company and any consequential loss or damage; arising from an act or omission of
the Carrier in the performance of this Agreement unless done with intent to cause
damage, death, delay, injury or loss or recklessly and with knowledge that damage, death,
delay, injury or loss would probably result.
8.5 Notwithstanding Sub-Article 8.1 (d), Handling Company shall indemnify the Carrier against
any physical loss of or damage to the Carrier’s Aircraft caused by the Handling Company’s
negligent operation of ground support equipment PROVIDED ALWAYS THAT the Handling
Company’s liability shall be limited to any such loss of or damage to the carrier’s Aircraft
not exceeding the limits. Stated in Annex(es) B which shall not, in any event, exceed USD
1,500,000 except that loss damage in respect of any incident below USD 3,000 shall
not be indemnified.
For the avoidance of doubt, save as expressly slated, this Sub-Article 8.5 does not affect
or prejudice the generality of the provisions of Sub-Article 8.1 including the principle that
the Carrier shall not make any claim against the Handling Company and shall indemnify
it against any liability in respect of any and all consequential toss or damage howsoever
arising.

ARTICLE9
ARBITRATION
9.1 Any dispute or claim concerning the scope, meaning, construction or effect of
this Agreement or arising there from shall be referred to and finally settled by arbitration
in accordance with the procedures set forth below and, if necessary, judgment on the
award rendered may be entered in any Court having jurisdiction thereof:
(1) If the Parties agree to the appointment of a single arbitrator the arbitral
tribunal shall consist of him alone, the arbitrator may be appointed either directly
by the Parties or, at their request, by the IATA Director General.
(2) If they do not so agree to the appointment of a single arbitrator, the arbitral
tribunal shall consist of three arbitrators appointed as follows:
(a) If only two Parties are involved in the dispute each Party shall appoint one
of the three arbitrators. Should either Party fail to appoint his arbitrator such
appointment shall be made by the IATA Director General;
(b) If more than two parties are involved in the dispute they shall jointly agree
on the appointment of two of the arbitrators. Failing unanimous agreement
thereon, such appointment shall be made by the IATA Director General;
(c) The two arbitrators appointed in the manner provided above shall appoint
the third arbitrator, who shall act as chairman. Should they fail to agree
on the appointment of the third arbitrator, such appointment shall be
made by the
IATA Director General
(3) The IATA Director General may, at the request of any Party concerned, fix
any time limit he finds appropriate within which the Parties or the arbitrators
appointed by the Parties, shall constitute the arbitral tribunal. Upon expiration of
this time limit, the IATA Director General shall take the action prescribed in the
preceding paragraph to constitute the tribunal.
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(4) When the arbitral tribunal consists of three arbitrators, its decision shall be
given by a majority vote.
(5) The arbitral tribunal shall settle its own procedure and if necessary shall decide
the law to be applied. The award shall include a direction concerning allocation
of costs and expenses of and incidental to the arbitration (including arbitrator fees).
(6) The award shall be final and conclusively binding upon the Parties. (7)

ARTICLE 10
STAMP DUTIES, REGISTRATION FEES
10.1 All stamp duties and registration fees in connection with this Agreement, which may
be prescribed under the national law of either Party to this Agreement, are payable by that
Party.
10.2 All stamp duties and registration fees in connection with this Agreement, which may be
prescribed under the national law of the location, as mentioned in the Annex(es) Ba and
not being a location situated in the country of either Party to this Agreement will be shared

ARTICLE 11
DURATION, MODIFICATION ANDTERMINATION
11.1 This A g r e e m e n t s h a l l b e e f f e c t i v e f r o m … ………… It s h a l l s u p e r s e d e a n y
p re vi ou s arrangements between the Parties governing the provision of services at
locations for which there are valid Annex (es) B to this Agreement.
11.2 Modification of, or additions to this Agreement shall be recorded in Annex (es) B.
11.3 Any notice referred to under this Article 11 given by one Party under this Agreement
shall be deemed properly given if sent by registered letter to the respective Head Office
the other Party.
11.4 This main agreement shall continue in force until terminated by either Party giving
sixty days prior notice to the other Party.
11.5 Termination by either Party of all or any part of the services to be furnished at a
specific location requires sixty days prior notice to the other Party. In the event of part
termination of services, consideration shall be given to an adjustment of charges.
11.6 In the event of the Carrier’s or the Handling Company’s permit(s) or other
authorization(s) to conduct its air transportation services, or to furnish the services
provided for in the Annex(es) B, wholly or in part, being revoked, cancelled, or
suspended, that Party shall notify the other Party without delay and either Party may
terminate the Agreement or the relevant Annex(es) B at the effective date of such
revocation, cancellation or suspension by giving to the other Party notice thereof within
twenty-four hours after such event
11.7 Either Party may terminate this Agreement and its Annexes any time if the other
Party becomes insolvent, makes a general assignment for the benefit of creditors, or
commits an act of bankruptcy or if a petition in bankruptcy or for its reorganization or
the readjustment of its indebtedness be filed by or against it, provided the petition is
found justified by the appropriate authority, or if a receiver, trustee or liquidator of all
or substantially all of its property be appointed or applied for.
11.8 Both Parties shall be exempt from obligation if prompt notification is given by either
Party in respect of any failure to perform its obligations under this Agreement arising
from any of the following causes;
 labor disputes involving complete or partial stoppage of work or delay in the
performance of work;
 Force majeure or any other cause beyond the control of either Party.
11.9 In the event of the Agreement or part thereof being terminated by notice or otherwise,
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such termination shall be without prejudice to the accrued rights and liabilities of either
Party prior to termination.
11.10The Handling Company shall have the right at any time to vary the charges set out in
the Annex (es) B provided, however, that the Handling Company has given notice in
writing to the Carrier not less than thirty days prior to the revised charges becoming
effective. The notice shall specify the revised charges which the Handling Company
proposes to introduce, together with the date on which they are to be brought into effect.
Notwithstanding the foregoing, when schedule. Changes as mentioned in Sub – Article
1.3 affect the handling costs; the Handling Company shall have the right to adjust the
charges as from the date of the schedule change provided that the Handling Company
does so within thirty days of the schedule change.
Signed the……………………………..…… At Signed the ……………………..
………………………………………….. At…………………………….. For and on behalf of
For and on behalf of…………..….. ……… By………………………………
By…………………………………..

DEFINITIONS AND TERMINOLOGY For the sake of clarity, the following definitions and
terminology apply to the SGHA;
AIRPORT TERMINAL means all buildings used for arrival and departure handling of aircraft.

ARRANGE (or MAKE ARRANGEMENTS FOR) implies that the Handling Company may request
an outside agency to perform the service in question. The charge of the outside agency shall be
paid by the Carrier. The Handling Company assumes no liability toward the carrier for such
arrangements.

AS MUTUALLY AGREED or BY MUTUAL AGREEMENT or BY THE CARRIER’S

REQUEST, it is recommended that, whenever this terminology is used, such items be supported
by specific documentation or reference.

CARGO includes the Carrier’s cargo company mail.

4.3.3 Handling Agreements

All handling agreement at the airport services is due to IATA standard form in Annex A and B.
For more information refer to IATA AHM 810. (SGHA version 2004, 2008, 2013)
Basically, this agreement consists of three parts:
 Main Agreement
 Annex A
 Annex B
 SLA( Service Level Agreement)

A so-called Simplified Procedure requires only Annex B , b u t w i t h a n a d d i t i o n a l preamble

that includes the Main Agreement and Annex A in their standard wording without repetition of
the full text.
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New ground handling agreements or changes of existing ground handling agreements
concerning load control or ramp handling functions may only be concluded by the Manager
Handling Agreements after a Handling Company Assessment has been conducted by the
Ground Operations Department.
A copy of the agreement must be filed at the respective station. The responsible
Manager
must make sure that Mahan Air personnel know at least basically about the locally agreed
scope of services, for example by a local job instruction.
This helps to identify arising deficiencies in the performance of the handling companies and
may initialize a deeper monitoring of certain services. Mahan air can monitor measurable
specification to ensure safety and security provide by ground handling.

NOTE: all agreement in cargo field shall be developed between Mahan air cargo manager and
responsible manager in handling company. For more information refer to Cargo Operation
Manual (COM).

4.4 DEVIATION FROM A STANDARD PROCEDURE

The procedures contained in this manual are binding and must be strictly followed; every
attempt must be made to ensure the full compliance by all personnel engaged in the
ground operations activities.
If local situation does not permit the full or partial implementation of the standard procedure
the following will be applicable:
 The station manager will identify the nature of the problem preventing the
Implementation of the current procedure i.e. limitation, impracticality, local policy and /
or law etc.
 Consider Safety and Hazard affects due to noncompliance.
 If possible examine physically to confirm inability.
 Establish whether temporary or permanent, partial or total.
 Communicate with other operators, GHA and airport authority for review and support
or for seeking alternative solution.
 Consider an alternative which can be applied locally and still meets W5
requirements notify responsible with details and request his approval for
implementation.
 Responsible manager will respond back with confirmation or suggestions if any to
ensure the safe operation. All concerned must be informed. All related procedures
and manuals must be amended to reflect this deviation.
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Contents

CHAPTER 5. FLEET INFORMATION .......................................................................................................... 2 

5.1 BAE .............................................................................................................................................................................. 2 
5.1.1 General Description ..................................................................................................................................................... 2 
5.1.2 Aircraft Dimension ....................................................................................................................................................... 3 
5.1.3 Arrangement of Cargo Lashing Points & Cargo Security Net ........................................................................................ 4 
5.1.4 Arrangement Baggage and Cargo Compartment .......................................................................................................... 4 
5.1.6 Lashing Point Maximum Load ...................................................................................................................................... 4 
5.1.7Baggage / Cargo Compartment Loading Procedure ...................................................................................................... 5 
5.1.8 Baggage / cargo compartment restraint nets ............................................................................................................... 5 
5.1.9 Cargo Compartment Door and Package Sizes .............................................................................................................. 5 
5.1.10 Use of Tables ............................................................................................................................................................. 6 
5.1.11 Fuel Information ........................................................................................................................................................ 6 
5.1.12 General Servicing location ......................................................................................................................................... 6 

5.2 Airbus 310 .................................................................................................................................................................... 7 
5.2.1 Aircraft Dimension ....................................................................................................................................................... 7 
5.2.2 Cargo Compartment .................................................................................................................................................... 8 
5.2.3 Upper Deck Cargo ........................................................................................................................................................ 8 
5.2.4 Door Clearance ............................................................................................................................................................ 9 
5.2.5 Aircraft Servicing Arrangement .................................................................................................................................... 9 
5.2.6 Danger Area ............................................................................................................................................................... 10 

5.3 AIRBUS 300‐600 .......................................................................................................................................................... 11 
5.3.1 Aircraft Dimension ..................................................................................................................................................... 11 
5.3.2 Aircraft Characteristic for Airport Planning ................................................................................................................ 11 
5.3.3 Lower compartment .................................................................................................................................................. 12 
5.3.4Pallet in forward cargo ................................................................................................................................................ 12 
5.3.5 Door Clearance .......................................................................................................................................................... 12 
5.3.6 Danger Area ............................................................................................................................................................... 14 
5.3.7connecting point of service ......................................................................................................................................... 14 

5.4 AIRBUS A340‐600 ........................................................................................................................................................ 15 
5.4.1 General ...................................................................................................................................................................... 15 
5.4.2 AIRCRAFT Doors‐Sill Height and Dimension ............................................................................................................... 15 
5.4.3 Ground Service Points Location ................................................................................................................................. 16 
5.4.4 Load limitation ........................................................................................................................................................... 16 
5.4.5 Opening of the Passenger Door in the Normal Mode ................................................................................................. 17 
5.4.6 Closing of the Passenger Door in the Normal Mode .............................................................................................. 18 

5.5 BOEING 747/300 ......................................................................................................................................................... 19 
5.5.1 Aircraft Doors‐ Dimension ......................................................................................................................................... 19 
5.5.2 Ground Service Point Location ................................................................................................................................... 19 
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CHAPTER 5. FLEET INFORMATION

5.1 BAE
5.1.1 General Description
The British Aerospace 146-300 is an all metal high wing four engine jet and has fully retractable
undercarriage.
Passenger seat allocation should be arranged so that the best aircraft trim is obtained. The aircraft
performance will be best and the trim most ideal if the zero fuel weight loading line on the load
sheet is in the center of the loading envelope. This can be achieved by balancing the seat
allocations in the front and rear zones and loading baggage/cargo as per company loading
instruction.
The overhead stowage is to be used for passenger hand luggage, hats and coats. The stowage
should not be used for very bulky or heavy item of baggage which should be secured under the
seat in front of passenger concerned unless the passenger is seated at an emergency exit row
where under seat stowage is not permitted then another safe stowage must be load. Items that
cannot be placed under seats or in the overhead stowage should be placed in the cargo
compartments.
Overhead stowages are to be securely closed for take –off and landing.
Note that item not stowed in overhead lockers or beneath the seat must be restrained in the
normal way for cargo. Item should not be placed against bulkheads or behind any seat row, as
such stowage does not provide the required or upward restraint.

Main cabin load limitations is the maximum floor loading in the main cabin: 195kg/sq.m(40lb/sq.ft)

Avro RJ Exit Doors:

Forward and aft service doors on the right hand side
and passenger doors on the left hand side, ensure
speedy turnarounds and offer the distinct benefit of
multiple emergency exit possibilities for passengers.
Whilst integral air stairs can be fitted to provide
independence at remote airfields, jet way compatibility
facilitates efficient passenger handling at
mainline destination.
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5.1.2 Aircraft Dimension

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5.1.3 Arrangement of Cargo Lashing Points & Cargo Security Net

5.1.4 Arrangement Baggage and Cargo Compartment

The cargo compartment consists of two under –floor areas forward and aft of the main landing
gear bay. The maximum permissible loading of cargo floor is:
75lb/sq.ft 366kg//sq.m

5.1.6 Lashing Point Maximum Load

Each lashing point can sustain an ultimate load of 2800 lbf(1270kgf).for the cargo net upper
attachments the resultant load can only be accepted in the transverse vertical plane direction .for
all other lashing points the load can be in any direction .
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5.1.7Baggage / Cargo Compartment Loading Procedure

The baggage / cargo compartments on the 146-300 are low to ground level so a belt loader is not
required for loading, any single heavy may be loaded by fork lift, but only by qualified personnel.
Always load palletized and heavy cargo first.
Any additional last minutes freight or baggage will probably be trimmed in the hold, so during the
initial loading process ensure that the freight / baggage is loaded as if the full available volume is
to be used.
When loading is complete ensure that the whole restraint net assembly is secured and tightened.
The net fitting across the compartment door must also be secured.

5.1.8 Baggage / cargo compartment restraint nets

Each compartment has two restraint nets, comprising of a web of horizontal and vertical polyester
webbing straps, their purpose is to provide restrain for the loaded baggage / cargo and keep it
clear of the compartment door.
One net is installed transversely forward and aft of the door aperture with floor, roof and sidewall
attachment hooks.
The second net is permanently attached to the forward transverse net and attached to the aft side
of the respective door aperture with attachment hooks. Tightening buckles on the vertical and
horizontal straps tension each net. Lashing ring is installed throughout the belly hold for securing
individual items of heavy or oversized baggage /cargo as required.

5.1.9 Cargo Compartment Door and Package Sizes

DOORS WIDTH VERTICAL HEGHT
IN M IN M
FRONT DOOR 53 1.346 30 .762
REAR DOOR 36 0.914 27* .686*
Package Sizes
The tables shown here give approximate lengths of packages that can be loaded into the cargo
holds for a given cross section.
Trial loading is required for packages with dimensions above those shown in the tables.
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5.1.10 Use of Tables

It is required to know the maximum length of package 16 in (40 cm) by 36 in.
(91 cm) wide to be loaded into the front hold. Using the front hold table read across from the 16in.
(40cm) height scale and down from the 36in.
(91 cm) width scale and read off the length at the intersection point .the maximum length for this
section is 104in. (264cm)

5.1.11 Fuel Information

Fuel is contained in tanks in the wing and center section. Each wing section is divided into three
compartments by rib 13 and 15. The compartments between rib 13 and 15 and between 15 and
18, form feed tanks from which fuel is pumped to the engines. These tanks are automatically
topped up from inboard of rib 13 during normal operations. The fuel supply panel is located on
the underside of the starboard wing. Only authorized personnel who have been trained in the
fueling procedures may fuel the aircraft.
NOTE: fuel start –up and taxi is 200kg for normal operations.

5.1.12 General Servicing location

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5.2 Airbus 310

5.2.1 Aircraft Dimension
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5.2.2 Cargo Compartment

5.2.3 Upper Deck Cargo

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5.2.4 Door Clearance

5.2.5 Aircraft Servicing Arrangement

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5.2.6 Danger Area

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5.3 AIRBUS 300-600

5.3.1 Aircraft Dimension

5.3.2 Aircraft Characteristic for Airport Planning

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5.3.3 Lower compartment

5.3.4Pallet in forward cargo

5.3.5 Door Clearance

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5.3.6 Danger Area

5.3.7connecting point of service

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5.4 AIRBUS A340-600

5.4.1 General

5.4.2 AIRCRAFT Doors-Sill Height and Dimension

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5.4.3 Ground Service Points Location

5.4.4 Load limitation

A340 Load Limitations

Structural limitation
A/C Reg. MTOW MLDW MZFW
EP-MME 368.000 259.000 245.000
A 340- 600

EP-MMF 368.000 259.000 245.000

EP-MMG 368.000 259.000 245.000
EP-MMH 368.000 259.000 245.000
EP-MMI 368.000 259.000 245.000
EP-MMQ 368.000 259.000 245.000
EP-MMM 368.000 259.000 245.000
NOTE: Separate load limitation provide when above register available as operational Aircraft.
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5.4.5 Opening of the Passenger Door in the Normal Mode

NOTE: If there is residual pressure in the cabin, a red warning light (installed in the door
window) will flash.
If this occurs you must not open the door.

It is possible to open the passenger door manually from inside and outside the aircraft. The
door is operated normally when the emergency control handle is in the DISARMED position
(so that the release mechanism does not operate).
When the internal or the external control handle is operated the gear-box transmits the
movement to the components of the locking mechanism.The external control handle does
not move when the internal control handle is operated.
The two spring unit’s move from the over center position to let the locking shaft turn. As the
locking shaft turns it lowers the locking hooks until they move clear of the door-frame lock
fittings.
The two indication plates (on the crank levers of the locking shaft) show that the passenger
door is unlocked.
At the same time, the two proximity switches send a (door open) signal to the DSCS.
The locking shaft also lowers the guide arm lining to let the upper and lower guide arms
move.
Rods and bell cranks transmit the movement of the internal or the external control handle
from the gear box to the lifting shaft. The lifting arms of the lifting shaft (which support the
passenger door in roller fittings attached to the door frame) move the passenger door a
small distance into the cabin and then up. The rod which connects the lifting shaft with the
support arm helps to lift the passenger door.
As the lifting shaft turns, it compresses the spring of the locking unit and the pawl engages
with the notched Sleeve. The emergency control handle is then locked in the DISARMED
position.
The torque shaft and torsion bar spring help to lift the passenger door. They decrease the
force necessary to operate the internal and external control handle.
As the passenger door is lifted and moved out, the guide roller of the lowering shaft moves
clear of the lowering stop. The spring causes the lowering shaft to turn. The safety catch
then engages with the stop lever of the gear-box. The gear-box is thus blocked and the
passenger door is kept in the lifted position.
The door is fully lifted when:
 The door stop fittings are clear of the door-frame stop fittings
 The lifting arms are clear of door-frame roller fittings
 The guide roller of the lowering shaft is clear of the lowering stop.
It is only possible to push the passenger door open when it is fully lifted. The passenger door
then moves parallel to the fuselage .The door buffer, which is attached to the support arm,
stops structural damage to the passenger door or the fuselage.
The damper cylinder controls the speed with which the passenger door moves. Hydraulic
fluid is forced
Through a restrictor in the hydraulic damper as the operation rod extends.
When the passenger door is fully open, the door stay mechanism in the support arm locks it
to the door frame and holds it open. The hook of the door stay mechanism engages with a
pin on the lower attachment fitting of the support arm. A tension spring keeps the hook
engaged.
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5.4.6 Closing of the Passenger Door in the Normal Mode

When the passenger door is fully open you push the pushbutton of the door stay mechanism
(on the support arm). This disengages the hook of the door stay mechanism from the pin to
let the passenger door move. The damper cylinder controls the speed at which the
passenger door moves.
As the passenger door closes, the guide roller of the lowering shaft contacts the lowering
stop of the door
Frame .This causes the lowering shaft to turn (against the tension from the spring) and lift
the safety catch clear of the stop lever. You can then lower the passenger door.
The lifting arms of the lifting shaft engage with the roller fittings of the door frame.
When the internal or the external control handle is lowered, movement is transmitted to the
gear-box.The gear-box causes the lifting shaft to turn.The lifting arms lower the passenger
door so that the door stop fittings engage with the door-frame stop fittings.
The pawl of the locking unit disengages from the notched sleeve and unlocks the emergency
control handle of the escape slide. You can then move the emergency control handle to the
ARMED position.
The locking shaft turns when the passenger door is closed and causes the operation of the
two proximity switches .The switches send a (door closed) signal to the DSCS.
The locking hooks lift and engage with the lock fittings of the door frame. The two spring
units move to
Over center and keep the locking shaft in the locked position. The two indication plates (on
the crank levers of the locking shaft) show that the passenger door is locked.
The locking shaft also lifts the guide arm lining so that it is in line with the cabin lining.
When the passenger door is closed and locked, you must move the emergency control
handle to the ARMED position.
Rods and bell cranks transmit the movement of the emergency handle to the linkage guides
they move the sliders (which are attached to the two ends of the girt bar) to the end of the
locking fittings on the cabin floor, where they engage. The lock jaws release the girt bar,
which they hold during normal operation of the passenger door.
When the emergency handle is moved from the DISARMED to the ARMED position, the
target (of the proximity switch) moves away from the sensor.This sends a SLIDE ARMED
signal to the DSCS which then gives the necessary warnings.
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5.5 BOEING 747/300

5.5.1 Aircraft Doors- Dimension

5.5.2 Ground Service Point Location

Access to door 2L/R is restricted by wing-to- body fairings extending from the leading edge of
the wing.
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Contents

CHAPTER 6: DE-ICING/ANTI-ICING .....................................................................................................3 

6.1 GENERAL ........................................................................................................................................................... 3 

6.2 DE/ANTI-ICE PROGRAM ................................................................................................................................... 3 

6.3 RESPONSIBILITY............................................................................................................................................... 4 

6.4 DEFINITIONS ...................................................................................................................................................... 5 
6.4.1 Active frost ........................................................................................................................................................... 5 
6.4.2 Anti‐icing .............................................................................................................................................................. 5 
6.4.3 Anti‐icing fluid ...................................................................................................................................................... 6 
6.4.4 cold‐soak effect .................................................................................................................................................... 6 
6.4.5 De‐Icing ................................................................................................................................................................. 6 
6.4.6 De‐icing fluid ......................................................................................................................................................... 6 
6.4.7 Deicing/anti ‐ icing ................................................................................................................................................. 6 
6.4.8 Clean aircraft concept ........................................................................................................................................... 6 
6.4.9 Contamination ...................................................................................................................................................... 6 
6.4.10 Condition ............................................................................................................................................................ 7 

6.5 ABBREVIATIONS ............................................................................................................................................... 8 

6.6 STAFF TRAINING AND QUALIFICATION ........................................................................................................ 8 

6.6.1 Theoretical Training .............................................................................................................................................. 8 
6.6.2 Practical Training (Initial) ...................................................................................................................................... 9 
6.6.3 Practical Training /Annual Recurrent) ................................................................................................................... 9 
6.6.4 Training subjects ................................................................................................................................................... 9 

6.7 FLUID HANDLING .............................................................................................................................................. 9 

6.8 APPLICATION .................................................................................................................................................. 11 

6.9 CONTAMINATION CHECK .............................................................................................................................. 11 

6.10 PROCEDURES NEED FOR DE-ICING/ANTI-ICING .................................................................................... 11 

6.11 DE-ICING ......................................................................................................................................................... 11 
6.11.1 Removal of frost and light ice ........................................................................................................................... 12 
6.11.3 Removal of local area contamination ................................................................................................................ 12 
6.11.4 Under wing de‐icing procedures ....................................................................................................................... 13 
6.11.5 Removal of snow ............................................................................................................................................... 13 
6.11.6 Removal of ice .................................................................................................................................................. 14 
6.11.7 General de‐icing fluid application strategy ........................................................................................................ 14 
6.11.8 Anti‐icing........................................................................................................................................................... 15 
6.11.9 Anti‐icing fluid application strategy ................................................................................................................... 15 
6.11.10 Limits and Precautions .................................................................................................................................... 16 
6.11.11 Application limits ............................................................................................................................................ 16 
6.11.12 General aircraft requirements after de‐icing/anti‐icing ................................................................................... 21 

6.12 Pre-takeoff Check .......................................................................................................................................... 22 

6.12.1 Pre‐takeoff Contamination Check ..................................................................................................................... 22 
6.12.2 Communication Procedures ............................................................................................................................. 23 
6.12.3 Communication prior to starting De‐icing/Anti‐icing treatment ....................................................................... 23 
6.12.4 Post De‐icing/Anti‐icing Communication ........................................................................................................... 24 
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6.12.5 Anti‐icing Codes ................................................................................................................................................ 24 
6.12.6 Post De‐icing/Anti‐icing Check and transmission of the Anti‐icing Code to the Commander ............................. 24 

6.13 ALL CLEAR SIGNAL ..................................................................................................................................... 25 

6.14 HOLDOVER TIME .......................................................................................................................................... 25 

6.15 DE/ANTI-ICING FLUIDS APPROVED BY MAHAN AIR .............................................................................. 30 

 
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CHAPTER 6: DE-ICING/ANTI-ICING
6.1 GENERAL
This section of the document establishes the minimum requirements for ground based
aircraft De- icing/Anti-icing methods with fluids and procedures to facilitate the safe
operation of transport aircraft during icing conditions. This does not specify requirements
for particular aircraft types at applicable airports and applicable for all flights as well as
test flights. The audit process is by Mahan Air QA Department to ensure standard
procedure implemented.
Frost, ice or snow deposits, which can seriously affect the aerodynamic performance
and/or controllability of an aircraft are effectively removed by the application of the
procedures specified in this document.
All De-icing/Anti-icing procedures have to be performed according to the procedures
contained in this chapter. The following Procedures are based on the AEA
recommendations for De/Anti-icing of aircraft on the Ground in the latest edition of the
Aerospace Recommended, Aircraft De-icing / Anti-icing Methods with Fluids and SAE
AS6285.
A Commander shall not commence take-off unless the externals surfaces are clear of any
deposit which might adversely affect the performance and/or controllability of the aircraft
except as permitted in the aircraft Flight Manual. For this reason a Contamination Check
of the aircraft surfaces shall be performed prior to departure.
Wherever in this document fluid Types I, II, III, or IV are indicated, this always refer to the
latest version of the applicable ISO 11077 and SAE fluid types.
The various local rules governing aircraft cold weather operations are very specific and shall
be strictly adhered to a pilot and shall not take off an aircraft that has:
 Frost, snow, slush or ice on any propeller, windshield or power plant installation or to
airspeed, altimeter, and rate of climb or flight altitude instrument systems;
 Snow, slush or ice on the wings or stabilizing or control surfaces or any frost on the
upper surfaces of wings or stabilizing or control surfaces.
Refer to OM for more information.

6.2 DE/ANTI-ICE PROGRAM

This "De-/Anti-icing Procedures" for aircraft on ground for Mahan Air aircraft is valid during
the respective winter season to ensure standard method of fluid is applicable in compliance
with aircraft type to result a clean aircraft surface through De-/Anti-icing operation. The rout
network revised at least once a year, prior to the de-icing season and will be used by
maintenance staff also.
The contents are incorporation with OM that approved by CAO authority. Any deviation from
these Procedures which is not listed in this Document has to be approved by Mahan Air Post
holder Flight Operations that contain:
 Ensure of available adequate equipment for aircraft de/anti – icing
 Ensure adherence to clean aircraft concept
 Operation regarding Responsibility with the program.
 Set Applicable locations within the route network.
 Define Area of responsibility.
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 Apply Technical and operational requirements.
 Define Training and qualification requirements.
 External service providers that operate De/anti-icing function for Mahan Air implement
updated procedures as defined.
NOTE: All station managers have responsibility to ensure that external service provider
according to agreement has availability and use of adequate facilities and equipment and
standard fluid compliance with specific Mahan aircraft limitation for A/C de/anti-icing.
If any station or airport that have the potential for ground icing conditions and ground handler
or external service provider does not ability to perform De/anti-icing program , prohibit flights to
that airport .

6.3 RESPONSIBILITY
All responsibilities have to be written down in a contract between Mahan air and the handling
agent who performs the de-icing/anti-icing.
The Commander contacted line Maintenance department for base activities or the contracted
agent shall determine whether aircraft de-icing/anti-icing is required. The final decision rests
with the commander, his request will supersede the ground crew members (line maintenance).
The flight crew receives all necessary information’s relevant to fluid(s) applied to the aircraft
surface.
 Ensure the aircraft is properly configured prior to beginning the de/anti-icing process.
 The pilot in command receive all necessary information relevant to fluid(s) applied to the
aircraft surfaces.
 The Commander receives conformation of a clean aircraft by line maintenance (ground
crew).
 The Commander received an “all clear” signal at the completion of the de-/anti-icing
process and prior to aircraft movement
 The contracted agent being charged with the accomplishment of the deicing/anti-icing
is responsible for using the correct fluid concentrations and must observe the relevant
freezing point and aerodynamic limitations. For Type II and Type IV Fluids the
concentration, as determined by the Contracted agent, has to be reported to the
commander prior to fluid application to the aircraft. The commander may request a
higher fluid concentration than determined by the contracted agent, if he deems
necessary. The contracted agent is responsible for the correct and complete
accomplishment of the de-icing/anti-icing of the aircraft. The person releasing the aircraft
after the application of the de-/anti-icing procedure is responsible for reporting the anti-
icing code to the commander.
 The commander confirms the clean concept and complete accomplishment of the
deicing/ant icing of the aircraft that transfers the responsibility to the commander.
 The responsibility for accepting the performed procedure lies with the commander. The
commander is responsible for the anti-icing condition of the aircraft prior to takeoff.
 The anti-icing code has to be entered into the Flight Operation Log (FOL). Normally this
is done by the commander. If this is not possible the anti-icing code maybe entered into
the FOL by an authorized person.
 The following responsibilities apply in regard to A/C operating under snow and ice
conditions:
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 The Station Manager shall be responsible for ensuring that the necessary
infrastructure is in place at the Station under his control, in order to maintain safe
operations during ground icing conditions and that any outstanding deficiencies are
resolved.
 The Handling Agent/Airline responsible for the de-/anti-icing operation that shall
maintain vehicles/equipment, fluids, training and procedures, in accordance with
the relevant ISO specification.
 Personnel carrying out the de/anti-icing operation are responsible for ensuring
that the task is performed in accordance with requirements detailed in this
procedure and the Aircraft Maintenance Manual.
 The person responsible for final release/dispatch of the A/C is responsible for
ensuring that the A/C has been de/anti-iced in accordance with the requirements
detailed in the Mahan air De-icing/Anti-icing Procedures, and the A/C Maintenance
Manual and/or those relevant surfaces are free of frost, ice, slush and snow at the
time of dispatch. ,
 The commander is responsible for ensuring that the relevant surfaces remain free
of frost, ice, slush and snow until takeoff after receiving the anti-icing code.
 The Post holder Maintenance System is responsible for the reissue of this
chapter or the issue of a technical directive to this manual and will pass the (reissue
or technical directive to the applicable departments in order to ensure that the same
procedures are utilized throughout the Company and is circulated to outstations
and diversion/alternate airports, as required, for stations where Mahan air has
contracted maintenance.
 The Post Holder Flight Operations is responsible for the distribution of this
manual or technical directive within the Flight Operations Department.
 The Manager Ground Operations is responsible for the distribution of this manual
or a technical directive to all outstations and diversion/alternate airports, as
required, for stations where Mahan air has no contracted maintenance.
 The Contracted Maintenance is responsible for the training of the technical staff
in
Accordance with this manual

6.4 DEFINITIONS
For the purposes of this document, the following definitions apply.

6.4.1 Active frost

Active frost is a condition when frost is forming. Active frost occurs when aircraft surface
temperature is:
 at or below 0 ºC (32F) and
 at or below dew point

6.4.2 Anti-icing
Precautionary procedure which provides protection against the formation of frost or ice
and accumulation of snow or slush on treated surfaces of the aircraft for a limited period
of time (holdover time).
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6.4.3 Anti-icing fluid
a. mixture of water and Type I fluid;
b. Premix Type I fluid;
c. Type II fluid, Type III fluid, or Type IV fluid;
d. Mixture of water and Type II fluid, Type III fluid, or Type IV fluid;
NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature of 60 °C.
e. (140 °F) minimum at the nozzle;
NOTE: Check and examination of an item against a relevant standard by a trained and
qualified person

6.4.4 cold-soak effect

The wings of an aircraft are said to be “cold-soaked” when they contain very cold fuel as
a result of having just landed after a flight at high altitude or from having been refueled
with very cold fuel. Whenever precipitation falls on a cold-soaked aircraft when on the
ground, clear icing may occur. Even in ambient temperatures between -2 C and +15 C
(28 °F and 59 °F), ice or frost can form in the presence of visible moisture or high humidity
if the aircraft structure remains at 0 C (32 °F) or below. Clear ice is very difficult to be
detected visually and may break loose during or after takeoff. The following factors
contribute to cold-soaking: temperature and quantity of fuel in fuel cells, type and location
of fuel cells, length of time at high altitude flights, temperature of re-fuelled fuel and time
since re-fuelling.

6.4.5 De-Icing
Procedure by which frost, ice, slush or snow is removed from an aircraft by applying
de/anti-icing fluid to produce an aircraft free of contamination in order to provide clean
surfaces (clean aircraft).

6.4.6 De-icing fluid

 Heated water;
 Mixture of water and Type I fluid;
 Premix Type I fluid;
 Type II, Type III, or Type IV fluid;
 Mixture of water and Type II, Type III, or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to ensure maximum efficiency.

6.4.7 Deicing/anti - icing

Combination of the procedures "de-icing" and "anti-icing" described above. It may be
performed in one or two steps.
6.4.8 Clean aircraft concept
Mahan air regulation prohibit take off when frost, ice, slash or snow adheres to aircraft
wings, propellers , engine intake or control surface this known as clean aircraft concept and
also prohibit take off any time that frost, ice or snow can reasonably be expected to adhere
to the aircraft.

6.4.9 Contamination
Contamination in this document is understood as all forms of frozen or semi-frozen
moisture such as frost, snow, ice or slush.
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 Contamination check: Check of aircraft surfaces for contamination to establish the
need for de-icing.
 De-icing: Procedure by which frost, ice, slush or snow is removed from an aircraft
in order to provide clean surfaces.
 De-icing/anti d icing: Combination of the procedures 'de-icing' and 'anti-icing'. It
may be performed in one or two steps.

6.4.10 Condition
 Freezing drizzle: Fairly uniform precipitation composed exclusively of fine drops
(diameter less than 0.5 mm (0.02 inch)) Very close together which freezes upon
impact with the ground or other exposed objects.
 Freezing fog: A suspension of numerous very small water droplets which freezes
upon impact with ground or other exposed objects, generally reducing the horizontal
visibility at the earth's surface to less than 1 km (5/8 mile).
 Frost/hoar frost: Ice crystals that form from ice saturated air at temperatures below
0 °C (32 °F) by direct deposition on the ground or other exposed objects.
 Hail: precipitation of small balls or pieces of ice with a diameter ranging from 5to 50
mm. (0.2 to >2.0 inches) falling either separately or agglomerated.
 Holdover time: Estimated time for which an anti-icing fluid will prevent the
formation of frost or ice and the accumulation of snow on the protected surfaces of
an aircraft, under weather conditions.
 ice pellets: Precipitation of transparent (grains of ice), or translucent (small hail)
pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm
(0.2 inch) or less. The pellets of ice usually bounce when hitting hard ground.
 light freezing rain: Precipitation of liquid water particles which freezes upon impact
with the ground or other exposed objects, either in the form of drops of more than
0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle, are widely
separated. Measured intensity of liquid water particles is up to 2.5 mm/hour (0.10
inch/hour) or 25 grams/dm 2/hour with a maximum of 0.25 mm (0.01 inch) in 6
minutes.
 Lowest Operational Use Temperature (LOUT):The lowest operational use
temperature (LOUT) is the higher (warmer) of
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test
(According to AS5900) for a given type (high speed or low speed) of aircraft or
b) The freezing point of fluid plus the freezing point buffer of 10C (18F) for and 7 C
(13F) for type l. ll or I fluids.
For applicable values refer to the fluid manufacturer’s documentation.
 Moderate and heavy freezing rain: Precipitation of liquid water particles which
freezes upon impact with the ground or other exposed objects, either in the form of
drops of more than 0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle,
are widely separated. Measured intensity of liquid water particles is more than 2.5
mm/hour (0.10 inch/hour) or 25grams/dm2/hour.
 Negative buffer: A negative buffer exists when the freezing point of a de-icing fluid
is above the OAT.
 Rain or high humidity (on cold soaked wing):Water, visible moisture or humidity
forming ice or frost on the wing surface, when the temperature of the aircraft wing
surface is at or below 0 °C (32 °F).
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 Rain and snow: Precipitation in the form of a mixture of rain and snow.
 Rime ice: Small frozen water droplets, spherical opaque/milky granular appearance
looking similar to frost in a freezer. Typically rime ice has low adhesion to the surface and
its surrounding rime ice particles.
 Snow: Precipitation of ice crystals, most of which are branched, star-shaped or mixed
with unbranched crystals. At temperatures higher than -5 °C (23 °F), the crystals are
generally agglomerated into snowflakes.
 Snow grains: Precipitation of very small white and opaque particles of ice that is fairly
flat or elongated with a diameter of less than 1 mm (0.04 inch). When snow grains hit
hard ground, they do not bounce or shatter.
NOTE: For holdover time purposes treat snow grains as snow.
 Snow pellets: Precipitation of white, opaque particles of ice. The particles are round or
sometimes conical; their diameter range from about 2 - 5 mm (0.08 - 0.2 inch). Snow
pellets are brittle, easily crushed; they do bounce and may break on hard ground.
NOTE: For holdover time purposes treat snow pellets as snow.
 Slush: Snow or ice that has been reduced to a soft watery mixture.

6.5 ABBREVIATIONS
°C: degrees Celsius
°F: degrees Fahrenheit
AFM: Airplane Flight Manual
AMM: Aircraft Maintenance Manual
APU: Auxiliary Power Unit
FAA: Federal Aviation Administration
FP: freezing point
LOUT: Lowest Operational Use Temperature
OAT: Outside Air Temperature
TC: Transport Canada

6.6 STAFF TRAINING AND QUALIFICATION

De-icing/anti-icing procedures must be carried out exclusively by personnel trained and
qualified on this subject.
Companies providing de-icing/anti-icing services should have both a Qualification Program
and a Quality Assurance Program to monitor and maintain an acceptable level of competence.

6.6.1 Theoretical Training

Both initial and annual recurrent training for flight crews and ground crews shall be
conducted to ensure that all such crews obtain and retain a thorough knowledge of aircraft
de-icing/anti-icing policies and procedures, including new procedures and lessons learned.
Training success shall be proven by an examination/assessment which shall cover all training
subjects in this chapter.
The theoretical examination shall be in accordance with EASA Part 66 or any equivalent
requirements. The pass mark shall be 75% and only persons passing this examination can be
qualified.
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6.6.2 Practical Training (Initial)
For personnel performing the actual de-icing/anti-icing treatment on aircraft for the first time,
practical training with the de-icing/anti-icing equipment and an aircraft shall be included.
An aircraft is required in order to familiarize new trainees with the relevant typical aircraft
surfaces/ components and identification of no spray areas.
Prior to receiving final qualification, personnel performing de-icing/anti-icing operations (driving
and/or spraying) shall demonstrate competence in removing frozen contamination under
operational conditions, to a qualified trainer or supervisor.
Details of this assessment shall be recorded.
Refer to training chapter in part B.

6.6.3 Practical Training /Annual Recurrent)

For personnel performing the actual de-icing/anti-icing treatment, practical training with the de-
icing/ Anti-icing equipment shall be included.

6.6.4 Training subjects

Training subject shall include but are not limited to the following (when applicable):
a) Effects of frost, ice, snow, slush and fluids on aircraft performance.
b) Basic characteristics of aircraft de-icing/anti-icing fluids, including causes and
consequences of fluid degradation, fluid remaining on surfaces, and dried and/or
rehydrated residues.
c) General techniques for removing deposits of frost, ice, slush, and snow from aircraft
surfaces and for anti-icing.
d) De-icing/anti-icing procedures in general and specific measures to be performed on
different aircraft types.
e) Types of checks required.
f) De-icing/anti-icing equipment and facilities operating procedures including actual
operation.
g) Safety precautions.
h) Emergency procedures.
i) Fluid application and limitations of holdover time tables.
j) De-icing/anti-icing codes and communication procedures.
k) Special provisions and procedures for contract de-icing/anti-icing (if applicable).
l) Environmental considerations, e.g. where to de-ice, spill reporting, hazardous waste
control.
m) New procedures and development, lessons learned from previous winters.
n) Conditions which can lead to the formation of ice on the aircraft.
NOTE:
 Refer to the AEA document "Training Recommendations and Background Information
for De-icing/Anti-icing aircraft on the Ground" for more detailed information about
training subjects.
 Records of personnel training and qualifications shall be maintained for proof of
qualification.

6.7 FLUID HANDLING

De-icing/anti-icing fluid is a chemical product with environmental impact. During fluid handling,
avoid any unnecessary spillage and comply with local environmental, health laws and the fluid
manufacturer’s safety data sheet. Fluid uses in de/anti-icing process are manufactured with ISO
specification (11077) in accordance with SAE specification that meet recommendation
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established by fluid manufacturer, aircraft manufacturer and Mahan Air standard method when
fluids are stored, handled and applied. Saman Air Services as service provider inside IRAN used
Nata West fluid products type I , II that equivalent AMS1424 &1428.
The appropriate type of fluid type (I, II, III, and IV) are utilized in the proper manner for conditions
that de/anti-icing operation are being conducted to achieve satisfied result, effectiveness is not
degraded due to contamination as fluid are handled in accordance with fluid manufacturer.

Different products shall not be mixed without additional qualification testing.

 Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used.
 Storage tanks shall be of a material of construction compatible with the de-icing/anti-icing
fluid, as specified by the fluid manufacturer (corrosion resistant steel, plastic, etc.). Care
should be taken to avoid using dissimilar metals in contact with each other, as galvanic
couples may form and degrade thickened fluids.
 Tanks shall be conspicuously labeled to avoid contamination.
 Tanks shall be inspected annually for corrosion and/or contamination. If corrosion or
contamination is evident, tanks shall be maintained to standard or replaced. To prevent
corrosion at the liquid/vapor interface and in the vapor space, a high liquid level in the
tanks is recommended.
NOTE: If the quality of the fluids is checked, the inspection interval may be longer than one
year.
 The storage temperature limits shall comply with the fluid manufacturer’s guidelines.
 The stored fluid shall be checked routinely to ensure that no degradation/contamination
has occurred.
 Apply specific Sequence for fluid application to aircraft surface with defined method.
Pumping: De-icing/anti-icing fluids can show degradation caused by excessive mechanical
shearing. Therefore only compatible pumps and spraying nozzles shall be used. The design of
the pumping systems shall be in accordance with the fluid manufacturer’s recommendations.
Transfer lines: Dedicated transfer lines shall be conspicuously labeled to prevent contamination
and shall be compatible with the de-icing/anti-icing fluids to be transferred.

Heating: De-icing/anti-icing fluids shall be heated according to the fluid manufacturer’s

guidelines. For Type I fluids, water loss may cause undesirable aerodynamic effects. For Type
II / III / IV fluids thermal exposure and/or water loss may cause a reduction in fluid viscosity
leading to lower holdover times.
NOTE:
 The fluids shall be checked periodically.
 De-icing liquids are used hot (between 60 °C and 80 °C) for maximum effectiveness.
Caution: Avoid unnecessary heating of fluid in vehicle tanks. Prolonged or repeated heating
of fluids (directly or indirectly) may result in loss of water which can lead to performance
degradation of the fluid.
Any of the following situations or a combination of them can accelerate the fluid performance
degradation:
 Low fluid consumption;
 Trucks being in standby mode with heating system on for extended periods of time;
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 High temperatures in fluid tanks;
 High temperatures in water tanks which are in direct contact with the fluid tanks (no
insulation between tanks).

6.8 APPLICATION
Application equipment shall be cleaned thoroughly before being initially filled with de-icing/anti-
icing fluid in order to prevent fluid contamination.
De-icing/anti-icing fluid in trucks shall not be heated in confined or poorly ventilated areas.
The integrity of the fluid at the spray nozzle shall be checked periodically.

6.9 CONTAMINATION CHECK

This is a check for the need to de-ice and this check shall include the areas mentioned in this
chapter and any other as recommended by the aircraft manufacturer to have an aircraft clean
aircraft free of contamination. It shall be performed from points offering sufficient visibility of
these parts (e.g. from the de-icing vehicle itself or any other suitable piece of equipment).
Any contamination found except frost mentioned, shall be removed by a de-icing treatment.
If anti- icing is also required, this treatment may be performed as a one-step or two-step de-
icing/anti-icing of the relevant surfaces.

Where an aircraft has been de-iced and/or anti-iced some time prior to the arrival of the Flight
Crew, an additional ‘Contamination Check’ shall be carried out prior to departure, in order to
establish whether further treatment is required.
Requests for de-icing/anti-icing shall specify the parts of the aircraft requiring treatment.
NOTE: For specific aircraft types additional requirements exist e.g. special clear ice checks,
such as tactile checks on wings. These special checks are not covered by the contamination
check. Aircraft operators shall make arrangements for suitably qualified personnel to meet
these requirements.

6.10 PROCEDURES NEED FOR DE-ICING/ANTI-ICING

These procedures specify the recommended methods for de-icing and anti-icing of aircraft
on the ground to provide an aerodynamically clean aircraft.
When aircraft surfaces are contaminated, they shall be de-iced prior to dispatch. When there
is a risk of contamination of the aircraft surfaces at the time of dispatch, these surfaces shall
be anti-iced. If both de-icing and anti-icing are required, the procedure may be performed in
one or two steps. The selection of a one- or two-step process depends upon weather
conditions, available equipment, available fluids and the holdover time to be achieved.
 Slippery conditions can exist on the ground or equipment following the de -icing/anti-icing
Procedure.
 Where holdover time is critical, a two-step procedure using undiluted Type II, III, or IV
fluid for the second step should always be considered.

6.11 DE-ICING
Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids, mechanical
methods, alternate technologies or combinations thereof. The following procedures shall be
used for their removal by fluids.
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NOTE:
 Alternate technology may be used to accomplish the de-icing process, provided in this
chapter.
 Pre-step process to be done prior to de-icing/anti-icing
If agreed by the aircraft operator, a pre-step process prior to the de-icing process, in
Order to remove large amounts of frozen contamination (e.g. snow, slush or ice), may be
considered to reduce the quantity of glycol-based de-icing fluid that is needed.
This pre-step process may be performed with various means (e.g., brooms, forced air,
heat, heated water, and heated fluids with negative buffer freezing point). If the pre-step
procedure is used, make sure that the subsequent de-icing process removes all frozen
contamination including the contamination that may have formed on surfaces and or in
cavities due to the pre-step process.
It is the responsibility of the De-icing Operator to ensure that all frozen deposits (with the
possible Exception of frost which may be allowed as described in this chapter are
removed from the specified surfaces during the de-icing process.
 Ice, snow, slush and frost shall be removed from aircraft surfaces prior to dispatch or
prior to anti-icing.
 For maximum effect, fluids shall be applied close to the surface of the skin to minimize
heat loss.
NOTE: The heat in the fluid effectively melts any frost, as well as light deposits of snow, slush
and ice. Heavier accumulations require the heat to break the bond between the frozen deposits
and the structure; the hydraulic force of the fluid spray is then used to flush off the
contamination.
The de-icing fluid will prevent re-freezing for a period of time depending on aircraft skin
and ambient temperature, the fluid used, the mixture strength and the weather.

6.11.1 Removal of frost and light ice

A nozzle setting giving a solid cone (fan) spray should be used.
NOTE: This ensures the largest droplet pattern available, thus retaining the maximum heat in
the Fluid. Providing the hot fluid is applied close to the aircraft skin, a minimal amount of fluid
will be required to melt the deposit.

6.11.3 Removal of local area contamination

When no precipitation is falling or expected, a “local area” de-icing may be carried out under
the below mentioned or similar conditions.

In some cases a full or complete de-icing is not necessary. When the presence of frost and/or
ice is limited to localized areas on the surfaces of the aircraft and no holdover time is likely to
be required, only the contaminated areas will require treatment.
This type of contamination will generally be found on the wing and/or stabilizer leading
edges or in patches on the wing and/or stabilizer upper surfaces.

Spray the affected area(s) with a heated fluid/water mixture suitable for a One-Step
Procedure. Then spray the same area(s) on the other side of the aircraft.
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Both sides of the aircraft must be treated identically (same areas, same amount and type of
fluid, same mixture strength), even if the contamination is only present on one side.
It is the responsibility of the De-icing Operator to ensure that the treatment is performed
symmetrically and that on completion all frozen deposits have been removed.
After this check has confirmed that the treated areas are clean, the following statement shall
be given to the Commander: “Local Area De-icing only. Holdover times do not apply”

6.11.4 Under wing de-icing procedures

Treatments must be symmetrical and may include flaps lower surfaces. Spray the affected areas
with a heated fluid/water mixture suitable for a One-Step Procedure or a Two Step Procedure,
as required, (see caution below), and then spray the same areas under the other wing.
Both wings must be treated identically (same areas, same amount and type of fluid, same
mixture strength), even if the frozen contamination is only present under one wing.
No holdover times apply to under wing treatments.

It is the responsibility of the De-icing Operator to ensure that the treatment is performed
symmetrically and that on completion all frozen deposits (with the possible exception of frost,
which may be allowed as described in section 7.2.11have been removed.

When it is confirmed that the treated areas are clean, the following statement shall be given
to the Commander: “Under wing De-icing only, holdover times do not apply”

Caution: Under wing frost and ice are usually caused by very cold fuel in the wing tanks.
Use a fluid/water mixture with a higher concentration of glycol than is usually required by the
OAT to prevent re-freezing.

6.11.5 Removal of snow

A nozzle setting sufficient to flush off deposits and minimize foam production is recommended.
Foam could be confused as snow.
NOTE: The procedure adopted will depend on the equipment available and the depth and type
of snow; i.e. light and dry or wet and heavy. In general, the heavier the deposits the heavier the
fluid flow that will be required to remove it effectively and efficiently from the aircraft s u r f a c e s .
For light deposits of both wet and dry snow, similar procedures as for frost removal may be
adopted.
Wet snow is more difficult to remove than dry snow and unless deposits are relatively light,
selection of high fluid flow will be found to be more effective.
Under certain conditions it will be possible to use the heat, combined with the hydraulic force
of the fluid spray to melt and subsequently flush off frozen deposits.
However, where snow has bonded to the aircraft skin, the procedures detailed in section
removal ice should be utilized.
Heavy accumulation of snow will always be difficult to remove from aircraft surfaces and
vast quantities of fluid will invariably be consumed in the attempt. Under these conditions,
serious consideration should be given to removing the worst of the snow manually before
attempting a normal de-icing procedure.
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6.11.6 Removal of ice
Heated fluid shall be used to break the ice bond. The method makes use of the high
thermal conductivity of the metal skin.
A stream of hot fluid is directed at close range to one spot at an angle of less than 90, until
aircraft skin is just exposed. The aircraft skin will then transmit the heat laterally in all directions
raising the temperature above the freezing point thereby breaking the adhesion of the frozen
mass to the aircraft surface. By repeating this procedure a number of times, the adhesion of a
large area of frozen snow or glazed ice can be broken. The deposits can then be flushed off
with either a low or high flow, depending on the amount of the deposit.
Non-metallic surfaces (e.g. composites) have a lower heat transfer than metallic surfaces.
De-icing may take longer and more fluid may be needed.

6.11.7 General de-icing fluid application strategy

For effective removal of snow and ice, the following techniques shall be adopted.
Certain aircraft can require unique procedures to accommodate design differences, see
aircraft manufacturer's instructions.
Ice, snow or frost dilutes the fluid. Apply enough hot de-icing fluid ensure that re-freezing
does not occur and all contaminated fluid is driven off.

Wings, horizontal stabilizer, and elevators

Spray from the leading edge to the trailing edge. Do not spray from the rear. Start at the highest
point of the surfaces and work to the lowest parts, i.e. on most aircraft start at the wing tip and
work towards the wing root.
NOTE: Refer to the aircraft manufacturer’s documentation for any deviation from this procedure.
Vertical surfaces: Start at the top and work down.
Fuselage: Spray along the top center-line and then out board. Ensure that it is clear of snow,
slush or ice in accordance with aircraft manufacturer's documentation. Hoarfrost may be
allowed.
Nose/ Radome Area and Flight Deck Windows: Type I fluid/water mixture or manual methods
of removal (such as squeegees or brushes) are recommended.
When thickened fluids are used, avoid spraying near flight deck windows, as fluid can cause
a severe loss of visibility during flight.
Any thickened fluid remaining on nose areas where it could blow back onto the windscreens
should be removed prior to departure, using squeegees or equivalent.
If flight deck windows are contaminated with thickened fluids use water or an approved
windshield cleaner (use of a low freezing point windscreen washing fluid is recommended when
OAT is at or below 0 °C (32 °F)).
Caution: Prior to cleaning of Flight Deck Windows ensure that the window heating system is
switched off.
Landing gears and wheel base: The application of de-icing fluid in this area shall be kept to a
minimum. De-icing fluid shall not be sprayed directly onto brakes and wheels.
NOTE: Accumulations such as blown snow may be removed by other means than fluid
(mechanically, air blast, heat etc.). However, where deposits have bonded to surfaces, they can
be removed by the application of hot air or by spraying with hot de-icing fluids.
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Engines: Deposits of snow shall be removed mechanically from engine intakes prior to
departure. Any frozen deposits that have bonded to either the lower surface of the intake, the
fan blades including the rear side, or propellers, shall be removed by hot air or other means
recommended by the engine manufacturer.

6.11.8 Anti-icing
Ice, snow, slush or frost will, for a period of time, be prevented from accumulating on aircraft
surfaces by the application of anti-icing fluids. The following procedures shall be adopted when
using anti-icing fluids.
Required usage: Anti-icing fluid shall be applied to the aircraft surfaces when freezing rain,
snow or other freezing precipitation may adhere to the aircraft at the time of aircraft dispatch.
Optional usage: Type II, III, or IV fluid may be applied onto clean aircraft surfaces at the time
of arrival (preferably before unloading begins) on short turnarounds during freezing precipitation
and on overnight parked aircraft. This will minimize ice accumulation prior to departure and
often makes subsequent de -icing easier.
On receipt of a frost, snow, freezing drizzle, freezing rain or freezing fog warning from the local
meteorological service, Type II, III, or IV fluid may be applied to clean aircraft surfaces prior to
the start of freezing precipitation. This will minimize the possibility of snow and ice bonding or
reduce the accumulation of frozen precipitation on aircraft surfaces and facilitate subsequent de
-icing.
Caution: This practice has the potential to build up dried residues. An appropriate inspection
and cleaning program shall be established.
Prior to fight the aircraft must be de-iced, unless the integrity of the fluid can be ensured.
De-ice in accordance with Table 1, whenever possible, to reduce the potential for dried residue
build up.
For effective anti-icing, an even layer of sufficient thickness of fluid is required over the
prescribed aircraft surfaces, which are clean (free of frozen deposits). For longer anti-icing
protection, Type II, Type III, or Type IV fluid should be used.
The high fluid pressures and flow rates normally associated with de -icing are not required
for this operation and, where possible, pump speeds should be reduced accordingly. The
nozzle of the spray gun should be adjusted to provide a medium spray.

NOTE: Type I fluids provide limited holdover effectiveness when used for anti-icing purposes.
Little benefit is gained from the minimal holdover time generated.

6.11.9 Anti-icing fluid application strategy

The process should be continuous and as short as possible. Anti-icing should be carried out
as near to the departure time as operationally possible in order to utilize maximum holdover
time.
The anti-icing fluid shall be distributed uniformly and with sufficient thickness over all surfaces
to which it is applied. In order to control the uniformity, all horizontal aircraft surfaces shall be
visually checked during application of the fluid. For Type I fluid a minimum of 1 l/m2 with at
least 60 °C at the nozzle shall be used.
For Type II, III and IV fluids the correct amount is indicated by fluid just beginning to run off the
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leading and trailing edges.
For guidance on amount of fluid refer to the AEA document "Training Recommendations
and Background Information for De-icing/Anti-icing aircraft on the Ground".
Spray from the leading edge to the trailing edge. Do not spray from the rear.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most aircraft
start at the wing tip and work towards the wing root. On vertical surfaces, start at the top and
work down.

The following surfaces shall be treated:

a) Wing upper surfaces including leading edges and upper control surfaces;
b) Horizontal stabilizer upper surfaces including leading edges and elevator upper
surfaces;
c) Vertical stabilizer surfaces including the rudder surfaces (both sides);
d) Fuselage upper surfaces depending upon the amount and type of precipitation
(especially important on center-line engine aircraft).
Caution: Anti-icing fluids may not flow evenly over wing leading edges, horizontal and vertical
stabilizers. These surfaces should be checked to ensure that they are properly coated with
fluid.
It is the responsibility of the De-icing Operator to ensure that the surfaces mentioned above
are free of frost, ice, slush and snow, prior to the start of the anti-icing treatment.
Ensure that on completion of the treatment these surfaces are fully covered with an adequate
layer of anti-icing fluid.

6.11.10 Limits and Precautions

Fluid related limits
Temperature limits: When performing two-step de-icing/anti-icing, the freezing point of the
fluid used for the first step shall be at OAT or below. (See also Tables 1 and 2.)

Type I fluids: The freezing point of the Type I fluid mixture used for either one-step de-
icing/anti- icing or as a second step in the two-step operation shall be at least 10 °C (18 °F)
below the OAT. In no case shall this temperature be lower than the LOUT.
Caution: Type I fluids supplied as concentrates for dilution with water prior to use shall not be
used undiluted. For exceptions refer to fluid manufacturer's documentation.
Type II / Type III / Type IV fluids: used as de-icing/anti-icing agents may have a lower
temperature application limit of -25 °C (-13 °F). The application limit may be lower, provided a
7 °C (13 °F) buffer is maintained between the freezing point of the neat fluid and OAT.
In no case shall this temperature be lower than the LOUT.

NOTE: These fluids may not be used below -25°C (-13°F) in active frost conditions.

6.11.11 Application limits

Under no circumstances shall an aircraft that has been anti-iced receive a further coating
of anti- icing fluid directly on top of the contaminated flight. Applicable limitation shall be observe
for complete process for clearance including fluid mixture and temperature and nozzle pressure.
If an additional treatment is required before flight, a complete de-icing/anti-icing shall be
performed (see Application Tables 1 and 2). Ensure that any fluid remaining from previous
treatment is flushed off. Anti-icing only is not permitted.
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Aircraft related limits: The application of de-icing/anti-icing fluid shall be in accordance with
the requirements of the airframe/engine manufacturers.
Procedure precautions: One-step de-icing/anti-icing is performed with a heated anti-icing
fluid.
The fluid used to de-ice the aircraft e remains on the aircraft surfaces to provide limited anti-
ice capability.
The correct fluid concentration shall be chosen with regard to desired holdover time and is
dictated by OAT and weather conditions (see Application Tables 1 and 2).
Caution:
 Wing skin temperatures may be lower than OAT. If this condition is identified, a
stronger mixture (more glycol) may need to be used to ensure a sufficient freezing
point buffer.
 The application of Type II, III, or IV fluid, especially when used in a one step process,
may cause fluid to
collect in aerodynamically quiet areas, cavities and gaps which can dry out and leave
dried residues.
Dried residues may rehydrate and freeze following a period of high humidity
and/or rain conditions. This may impede flight control systems.
These dried residues may require removal.
Consult the aircraft manufacturer with regard to inspection methods and frequency,
related maintenance requirements and aircraft washing recommendations.
NOTE
 If a Type II, III or IV fluid is used in a one step process, then an appropriate inspection
and cleaning program shall be established. Whenever suitable, de-ice and anti-ice
with only Type I.
 In order to detect dried residues, it may help to spray a water mist onto the affected
surfaces. This causes the dried residues to rehydrate and swell into a kind of gel.
 If removal of contamination is required on the lower side of the wings and the
horizontal stabilizer and elevator, de/anti icing fluid shall be applied sparingly to minimize
fluid flow in to drain holes. Whenever possible, use Type l only. Consult with aircraft
manufacturer's documentation.
In Two-step de-icing/anti-icing (When the first step is performed with de-icing fluid),
The correct fluid(s) shall be chosen with regard to ambient temperature. After de
-icing, a separate overspray of anti-icing fluid shall be applied to protect the relevant
surfaces thus providing maximum possible anti-ice capability. The second step is
performed with anti-icing fluid.
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The correct fluid concentration shall be chosen with regard to desired holdover time and is
dictated by OAT and weather conditions (see Application Tables 1 and 2).
The second step shall be performed before first step fluid freezes, if necessary area by
area. When treating composite surfaces, freezing may happen quickly.
It is the responsibility of the De-icing Operator to ensure that all frozen deposits have been
removed from the treated surfaces, before applying the second step fluid.
When applying the second step fluid, use a spraying technique, which completely covers the
first step fluid (for example using the method described in section anti- icing fluid application
strategy) and provides a sufficient amount of second step fluid. For guidance on amount of fluid
refer to the AEA document "Training Recommendations and Background Information for De-
icing/Anti-icing aircraft on the Ground".
Where re-freezing occurs following the initial treatment, both first and second step must be
repeated.
Caution:
 Wing skin temperatures may be lower than OAT. If this condition is identified, a
stronger mixture (more glycol) may need to be used to ensure a sufficient freezing
point buffer.
 The application of Type II, III, or IV fluid, especially when used in a one step process
or in the first step of a two-step process, may cause fluid to collect in aerodynamically
quiet areas, cavities and gaps, which can dry out and leave dried residues.
Dried residues may rehydrate and freeze following a period of high humidity and/or rain
conditions. This may impede flight control systems. These dried residues may require
removal.
Consult the aircraft manufacturer with regard to inspection methods and frequency,
related maintenance requirements and aircraft washing recommendations.
The use of hot water or heated mixture of Type I fluid/water for the first step of a two-
step de- icing/anti-icing process will minimize the formation of dried residues.
NOTE
 If a Type II, III or IV fluid is used in the first step of a two-step process, then an
appropriate inspection and cleaning program shall be established .Whenever suitable,
de-ice and anti-ice with only Type I.
 With regard to holdover time provided by the applied fluid, the objective is that it be
equal to or greater than the estimated time from start of anti-icing to start of takeoff
based on existing weather conditions.
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Caution: Aerodynamic problems could result if these requirements are not met.
During anti-icing and de-icing, the moveable surfaces shall be in a position as specified by the
aircraft Manufacturer.
Engines are normally shut down but may remain running at idle during de -icing/anti-icing
operations. Air conditioning and/or APU air shall be selected OFF, or as recommended by the
airframe and engine manufacturer.
De-icing/anti-icing fluids shall not be sprayed directly on wiring harnesses and electrical
components (receptacles, junction boxes, etc.), onto brakes, wheels, exhausts, or thrust
reversers.
De-icing/anti-icing fluid shall not be directed into the orifices of pitot heads, static ports or
directly onto air stream direction detectors probes/angle of attack airflow sensors.
All reasonable precautions shall be taken to minimize fluid entry into engines, APU, other
intakes /outlets and control surface cavities.
De-icing/anti-icing fluid shall not be directed into engine inlets or directly onto engine
probes/sensors.
Fluids shall not be directed onto flight deck or cabin windows as this can cause crazing of
acrylics or penetration of the window seals.
In general, prior to the application of de-icing/anti-icing fluids all doors and windows should be
closed and all service vehicles/personnel should be clear to prevent:
e) Galley floor areas being contaminated with slippery de-icing fluids;
f) Upholstery becoming soiled;
g) Vehicles/personnel becoming contaminated with fluid.
However, when ramp activities have been completed and all doors, except the forward
passenger door, are closed, it is permissible to start de-icing/anti-icing surfaces well away from
the open door, provided that:
a) the Commander is informed and has agreed to this procedure before spraying;
b) passengers and staff will not be subjected to fluid overspray;
c) fuselage in the vicinity of the open door is not treated;
d) Wind conditions are such that fluid or fluid overspray cannot reach the passenger door
This procedure is not recommended if passengers are boarding the aircraft via open stairs.

NOTE: Doors shall not be closed until all ice or snow has been removed from the surrounding
area. Any forward area from which fluid can blow back onto windscreens during taxi or
subsequent takeoff shall be free of fluid prior to departure.
If Type II, III, or IV fluids are used, all traces of the fluid on flight deck windows should be
removed prior to departure, particular attention being paid to windows fitted with wipers.
De-icing/anti-icing fluid may be removed by rinsing with an approved cleaner and a soft cloth.
Landing gear and wheel bays shall be kept free from build-up of slush, ice or accumulations of
blown snow.
When removing ice, snow, slush or frost from aircraft surfaces care shall be taken to prevent
it entering and accumulating in auxiliary intakes or control surface hinge areas. Remove snow
from wings, stabilizer, ailerons and elevators by spraying from the leading edge to the trailing
edge.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most aircraft
start at the wing tip and work towards the wing root.
Ice can build up on aircraft surfaces when descending through dense clouds or precipitation
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during an approach. When ground temperatures at the destination are low, it is possible for
flaps to be retracted and for accumulations of ice to remain undetected between stationary and
moveable surfaces. It is therefore important that these areas are checked prior to departure
and any frozen deposits are removed.
Under freezing fog conditions, the rear side of the fan blades shall be checked for ice build-up
prior to Start-up. Any deposits discovered shall be removed by directing air from a low flow
hot air source, such as a cabin heater, onto the affected areas.
A flight control check should be considered according to aircraft type (see relevant manuals).
This check should be performed after de-icing/anti-icing.
After frequent applications of de-icing/anti-icing fluids it is advisable to inspect aerodynamically
quiet areas and cavities for dried residues of thickened de-icing/anti-icing fluid. For these
inspections it may be necessary to open access panels.
Consult airframe manufacturers for inspection and cleaning details and procedures.
A de-icing/anti-icing treatment should be continuous and as short as possible. If a treatment is
interrupted (for example a truck ran out of fluid), the aircraft Commander shall be immediately
informed stating:
a) Reason for interruption;
b) Actions to be taken (in consultation with the Commander);
c) Expected time of delay.
Before continuing the treatment:
a) Inform the Commander;
b) Establish in consultation with the Commander, further treatment to be carried out,
including any surfaces requiring re-treatment (in relation to Holdover time).
Carry out treatment as agreed.
Clear ice precautions: Clear ice can form on aircraft surfaces, below a layer of snow or slush.
It is therefore important that surfaces are closely examined following each de-icing operation,
in order to ensure that all deposits have been removed.
Significant deposits of clear ice can form, in the vicinity of the fuel tanks, on wing upper surfaces
as well as under-wing. Aircraft are most vulnerable to this type of build-up when:
a) Wing temperatures remain well below 0 °C (32 °F) during the turnaround/transit;
b) Ambient temperatures between -2 °C and +15 °C (28 °F and 59 °F) are experienced;
c) Ambient humidity is high and/or precipitation occurs while the aircraft is on the ground.
This type of ice formation is extremely difficult to detect. However, frost or ice on the lower
surface of either wing can indicate the presence of clear ice on the upper wing surfaces.
Therefore when the above conditions prevail, or when there is otherwise any doubt whether
clear ice has formed, a close examination shall be made immediately prior to departure, in order
to ensure that all frozen deposits have in fact been removed.
NOTE:
 Clear ice can form at other temperatures if conditions a) and c) exist.
 Low wing temperatures associated with this type of build-up normally occur when large
quantities of cold fuel remain in wing tanks during the turnaround/ transit and any
subsequent re-fuelling does not cause a sufficient increase in wing temperature.
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6.11.12 General aircraft requirements after de-icing/anti-icing
Following the de-icing/anti-icing procedures and prior to takeoff, the critical aircraft surfaces
shall be clean of all frost, ice, slush, and snow accumulations in accordance with the
following requirements.

Wings, tail and control surfaces : shall be free of ice, snow, slush, and frost except that a
coating of frost may be present on wing lower surfaces in areas cold soaked by fuel between
forward and aft spars in accordance with the aircraft manufacturer’s published documentation.
Note: Frost or any other contamination is not acceptable on the lower side of the horizontal
stabilizer and elevator, unless specified otherwise in the AFM or other aircraft
manufacturer's documentation.
Pitot heads and static ports: shall be clear of ice, frost, and snow and fluid.
Engine: inlets exhaust nozzles, cooling intakes, control system probes and ports shall be
clear of ice and snow. Engine fan blades or propellers (as appropriate) shall be clear of ice,
frost and snow, and shall be free to rotate.
Air conditioning inlets and exits: shall be clear of ice, frost and snow. Outflow valves shall
be clear and unobstructed.
Landing gear and landing gear doors: shall be unobstructed and clear of ice, frost and snow.
Fuel tank vents: shall be clear of ice, frost and snow.
Fuselage: shall be clear of snow, slush or ice. Frost may be present in accordance with
the aircraft manufacturer’s documentation.
Nose/Radome Area and Flight Deck Windows: Snow, slush, or ice on the windscreens or
on areas forward of the windscreens shall be removed prior to departure.
Heated flight deck windows will not normally require de-icing.

Flight control check: A functional flight control check using an external observer may be
required after de -icing/anti-icing depending upon aircraft type (see relevant manuals). This is
particularly important in the case of an aircraft that has been subjected to an extreme ice or
snow covering.
Dried fluid residues: when the aircraft has not been flown after anti-icing. Dried fluid residue
could occur when surfaces have been treated but the aircraft has not subsequently been flown
and not been subject to precipitation. The fluid may then have dried on the surfaces. In such
situations the aircraft must be checked for dried residues from de-icing/anti-icing fluids and
cleaned as necessary.

Special maintenance considerations: Proper account should be taken of the possible side-
effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or
rehydrated residues, corrosion and the removal of lubricants.

Post De-icing/Anti-icing Check: An aircraft shall not be dispatched after a de-icing/anti-icing

operation until the aircraft has received the following visual check by a trained and qualified
person.
This check shall cover wings, horizontal stabilizer, vertical stabilizer and fuselage.
This check shall also include any other parts of the aircraft on which a de-icing/anti icing
treatment was performed according to the requirements identified during the contamination
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check.
The check shall be performed from points offering sufficient visibility of all prescribed surfaces
from the de-ice itself or other equipment suitable for gaining access). Any contamination
found, shall be removed by further de-icing/anti-icing treatment and the check repeated.
Before take-off the Commander must ensure that he has received confirmation that this
Post De- icing/Anti-icing Check has been accomplished.
NOTE: For specific aircraft types, additional requirements exist e.g. special clear ice checks,
Such as tactile checks on wings. These special checks are not covered by the Post De-
icing/Anti-icing Check. Aircraft Operators shall make arrangements for suitably qualified
personnel to meet these requirements.
Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post
De-icing/ Anti-icing Check, it may either be performed as a separate check or incorporated into
the de-icing operation as defined below.
The de-icing provider shall specify the actual method adopted, where necessary by
customer, in his winter procedures:
a) As the de-icing/anti-icing operation progresses the De-icing Operator will closely monitor
the surfaces receiving treatment, in order to ensure that all forms of frost, ice, slush or
snow (with the possible exception of frost, which may be allowed as described are
removed and that, on completion of the treatment, these surfaces are fully covered with
an adequate layer of anti- icing fluid.
b) Once the operation has been completed, the De-icing Operator will carry out a close
visual check of the surface where treatment commenced, in order to ensure it has
remained free of contamination (this procedure is not required under ‘frost only’
conditions).
c) Where the request for de-icing/anti-icing did not specify the fuselage, it shall also receive
a visual check at this time, in order to confirm that it has remained free of contamination
(with the possible exception of frost which may be allowed as described in this chapter.
d) Any evidence of contamination that is outside the defined limits shall be reported to the
Commander immediately.

6.12 Pre-takeoff Check

The Commander shall continually monitor the weather conditions after the performed de-
icing/anti- icing treatment. Prior to takeoff he shall assess whether the applied holdover time
is still appropriate and/or if untreated surfaces may have become contaminated.
This Check is normally performed from inside the flight deck.

6.12.1 Pre-takeoff Contamination Check

This is a check of the critical surfaces for contamination.
This check shall be performed when the condition of the critical surfaces of the aircraft cannot
be effectively assessed by a pre-takeoff check or when the applied holdover time has been
exceeded. This check is normally performed from outside the aircraft.
The alternate means of compliance to a pre-takeoff contamination check is a complete
deicing/anti- icing re-treatment of the aircraft.
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6.12.2 Communication Procedures
The person communicating with the Commander shall have a basic knowledge of the English
language in order to communicate properly (Operational level or equivalent according to
updated AEA Training Recommendations).
Communication between the Commander and the de-icing crew will usually be achieved using
a combination of printed forms and verbal communication. For treatments carried out after
aircraft doors are closed, use of flight interphone (headset) or VHF radio will usually be required.
Electronic message boards may also be used in ‘off stand’ situations. Using hand signals is not
recommended except for the final ‘all clear’ signal. During treatment all necessary information to
the cockpit must be given by these means (Beginning of, treatment of sections requiring
deactivation of aircraft systems, anti-icing code etc.).
Contact with the pilot may be closed after the anti- icing code and readiness for taxi has been
announced.
The de-icing/anti-icing operator together with the airport authorities must publish all necessary
information about how to operate on the off-gate site by NOTAM or in local AIP. This information
has to include at least the location of, and standard taxi routing to the de-icing/anti-icing area,
means to coordinate the de-icing/anti-icing operation, to communicate before and during the de-
icing/anti-icing operation and information about taxi and stopping guidance.
When off-gate de-icing/anti-icing is entered by taxiing, a sufficient taxi and stopping guidance
must be arranged or marshaled assistance must be given. In case radio contact must be
established before entering the de-icing/anti-icing area, the signs with clearly marked operation
frequency must be visible from the cockpit before entering this area.

6.12.3 Communication prior to starting De-icing/Anti-icing treatment

 Before de-icing/anti-icing, the Commander shall be requested to confirm the treatment
required (areas to be de-iced, anti-icing requirements, special de-icing procedures).
 Before fluid application starts, the Commander shall be requested to configure the aircraft
for de-icing/anti-icing (surfaces, controls and systems, as per aircraft type requirements).
The de-icing crew shall wait for confirmation that this has been completed before
commencing the treatment.
 For treatments carried out without the flight crew present, a suitably qualified individual
shall be nominated by the aircraft operator to confirm the treatment required and to
confirm correct configuration of the aero aircraft.
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6.12.4 Post De-icing/Anti-icing Communication
An aircraft shall not be dispatched for departure after a de-icing/anti-icing operation until the
Commander has been notified of the type of de-icing/anti-icing operation performed (Anti-
icing Code). The Anti-icing Code shall be provided by a qualified person at the completion of
the treatment, indicating that the checked surfaces are free of ice, frost, snow, and slush, and
in addition includes the necessary information to allow the Commander to estimate the
holdover time to be expected under the prevailing weather conditions in this chapter.
When a treatment is interrupted for a significant period of time (e.g. truck runs out of fluid) the
flight crew shall be informed stating the reason, the action to be taken and the estimated time
delay.
When continuing the treatment, the previously treated surfaces must be fully de -iced and
anti-iced again, when the holdover time of the treatment from before the interruption is not
sufficient.

6.12.5 Anti-icing Codes

The following information shall be recorded and be communicated to the Commander by
referring to the last step of the procedure and in the sequence provided below:
a. The fluid Type; i.e. Type I, II, III, IV;
b. The concentration of fluid within the fluid/water mixture, expressed as a percentage by
volume ;( No requirement for Type I fluid).
c. The local time (hours: minutes), either
 For a one-step de-icing/anti-icing: at the start of the treatment , or
 For a two-step de-icing/anti-icing: at the start of the second step (anti-icing)
d. The date (written: day, month, and year);
e. (Required for record keeping, optional for Commander Notification)
f. The complete name of the anti-icing fluid (so called “brand name”).
g. The statement "Post de-icing/anti-icing check completed”
NOTE: For specific aircraft types, additional requirements exist e.g. special clear ice checks,
such as tactile checks on wings. Additional confirmation for these checks is required.
Example:
A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a Type II fluid
and 25% water, commencing at 13:35 local time on 20 February 2011, is reported and
recorded as follows:
TYPE II/75 13:35 (20 Feb 2011) (Complete name of anti-icing fluid) "Post de-icing/anti-icing
check completed".

6.12.6 Post De-icing/Anti-icing Check and transmission of the Anti-icing Code to the
Commander
It shall be clearly defined by the aircraft operator which company is responsible for carrying
out the post de-icing/anti-icing check and providing the Commander with the Anti-icing Code.
If two different companies are involved in the de-icing/anti-icing treatment and post de-
icing/anti-icing Check, it must be ensured that the Anti-icing Code is not given before the post
de-icing/anti-icing check is completed.
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The company carrying out the de-icing/anti-icing treatment shall be responsible for the
treatment and pass all information about the treatment to the company carrying out the post
de -icing/anti-icing check.

6.13 ALL CLEAR SIGNAL

The Commander shall receive a confirmation from the ground crew that all de-icing/anti-
icing operations are complete and that all personnel and equipment are clear before
reconfiguring or moving the aircraft.

6.14 HOLDOVER TIME

Holdover time is obtained by anti-icing fluids remaining on the aircraft surfaces.
With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment and
with a two- step de-icing/anti-icing at the start of the second step (anti-icing).

Holdover time will have effectively run out when frozen deposits start to form/accumulate
on treated aircraft surfaces.
Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited
holdover time, especially in conditions of freezing precipitation. With this type of fluid no
additional holdover time would be provided by increasing the concentration of the fluid in the
fluid/water mixture.

Type II, III, and IV fluids contain a pseudo plastic thickening agent, which enables the fluid to
form a thicker liquid wetting film on external aircraft surfaces. This film provides a longer
holdover time especially in conditions of freezing precipitation.
With this type of fluid additional holdover time will be provided by increasing the concentration
of the fluid in the fluid/water mixture, with maximum holdover time available from undiluted
fluid. However, due to the many variables that can influence holdover time, these times should
not be considered as minimums or maximums as the actual time of protection may be
extended or reduced, depending upon the particular conditions existing at the time.

The lower limit of the published time span is used to indicate the estimated time of protection
during moderate precipitation and the upper limit indicates the estimated time of protection
during light precipitation.
The responsibility for the application of these data remains with the user.
Caution:
 Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce holdover time below the lowest time stated in the range. Holdover time may
also be reduced when aircraft skin temperature is lower than OAT. Therefore, the
indicated times should be used only in conjunction with a pre-takeoff check.
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 Surface coatings are currently available that may be identified as ice phobic or hydro
phobic, enhance the appearance of aircraft external surfaces and/or lead to fuel
savings. Since these coatings may affect the fluid wetting capability and the resulting
fluid thickness of de-icing/anti-icing fluids they have the potential to affect holdover
time and aerodynamics. For more information see SAE AIR 6232 and consult the
aircraft manufacturers.
 Certain fluids may be qualified according to fluid specifications but may not have been
tested during winter to develop the holdover time guidelines specified in this
document. Holdover time guidelines in this document are not applicable to these
fluids.
 For use of holdover time guidelines consult fluid manufacturer’s technical literature
for minimum viscosity limits of fluids as applied to aircraft surfaces.
 A degraded Type II, Type III, or Type IV fluid may be used, provided the holdover time
Guidelines for Type I fluids are used.
A Type II, Type III, or Type IV fluid is considered to be degraded if the viscosity is
below the minimum limit as provided by the fluid manufacturer.
The Type II fluid holdover time guideline may be used with degraded Type IV
fluids only after substantiation by holdover time testing.
 Holdover time guidelines can also be obtained for individual fluid products and these
“brand name” holdover times will be found to differ from the tables published here.
If an airline decides to use these brand name tables it shall refer to the FAA or TC
documentation, particularly for the application of the ‘light’ and ‘very light snow’
columns.
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Table 1
Guidelines for the application of Type I fluid/water mixtures (minimum concentrations)
As a function of OAT
OAT One-Step Procedure Two-Step Procedure
First step: Second step:
De-icing/Anti-icing
De-icing Anti-icing

0 C (32 F) Heated fluid/water Heated water or a heated Heated fluid/water mixture

and above below mixture with a freezing point fluid/water mixture with a freezing point of at
of at least 10 C Heated fluid/water mixture least
0 C (32 F) (18 F) below OAT with a freezing point at OAT 10 C (18 F) below OAT
down to LOUT or below
(1) To be applied before first step fluid freezes.
NOTE:
 Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F) at the nozzle.
Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
 This table is applicable for the use of Type I Holdover Time Guidelines.
If holdover times are not required, a temperature of 60 °C (140 °F) at the nozzle is desirable.
 To use Type I Holdover Time Guidelines, at least 1 liter/m2 (~2 Gals/100ft2) must be applied to the de-iced surfaces.
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger

Table 2
Guidelines for the application of Type II, Type III, and Type IV fluid/water mixtures
(Minimum concentrations) as a function of OAT

NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 C (140 F) at the nozzle
is desirable. When the first step is performed using a fluid/water mixture with a freezing point
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at OAT, the temperature at the nozzle shall be at least 60 °C (140 F) and at least 1 liter/m2
(~2 Gals/100 ft.2) must be applied to the surfaces to be de-iced.
Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.

Caution:
 Wing skin temperatures may be lower than OAT. If this condition is identified, it shall be
verified if a stronger mixture (more glycol) may need to be used to ensure a sufficient
freezing point buffer. As fluid freezing may occur, 50/50 Type II, III, or IV fluid shall not
be used for the anti-icing step of a cold soaked wing as indicated by frost or ice on the
lower surface of the wing in the area of the fuel tank.
 An insufficient amount of anti-icing fluid, especially in the second step of a two-step
procedure, may cause a substantial loss of holdover time. This is particularly true when
using a Type I fluid mixture for the first step (de -icing).
 Some fluids shall only be used undiluted. For some fluids the LOUT may differ. For
details refer to fluid manufacturer's documentation.
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ACTIVE FROST HOLDOVER TIMES FOR SAE TYPE I, TYPE II, TYPE III, AND TYPE IV FLUIDS

Outside Air
Concentration
Outside Air Type I Temperature1,2,3 Fluid/Water Type II Type III4 Type IV
Temperature1,2,3 By % Volume

100/0 8:00 2:00 12:00

-1 °C and above -1 °C and above
(30 °F and above) (30 °F and above) 75/25 5:00 1:00 5:00
50/50 3:00 0:30 3:00
100/0 8:00 2:00 12:00
below -1 to -3 °C below -1 to -3 °C
(below 30 to 27 °F) (below 30 to 27 °F) 75/25 5:00 1:00 5:00
50/50 1:30 0:30 3:00

below -3 to -10 °C below -3 to -10 °C 100/0 8:00 2:00 10:00

(below 27 to 14 °F) 0:45 (below 27 to 14 °F) 75/25 5:00 1:00 5:00
(0:35)5 100/0 6:00 2:00 6:00
below -10 to -14 °C below -10 to -14 °C
(below 14 to 7 °F) (below 14 to 7 °F) 75/25 1:00 1:00 1:00
below -14 to -21 °C below -14 to -21 °C
100/0 6:00 2:00 6:00
(below 7 to -6 °F) (below 7 to -6 °F)
below -21 to -25 °C below -21 to -25 °C
100/0 2:00 2:00 4:00
(below -6 to -13 °F) (below -6 to -13 °F)
below -25 °C to LOUT below -25 °C
100/0 No Holdover Time Guidelines
(below -13 °F to LOUT) (below -13 °F)
Exist

NOTES
1 Type I Fluid / Water Mixture must be selected so that the freezing point of the mixture is at least 10 °C (18 °F)
below outside air temperature.
2 Ensure that the lowest operational use temperature (LOUT) is respected.
3 Changes in outside air temperature (OAT) over the course of longer frost events can be significant; the
appropriate holdover time to use is the one provided for the coldest OAT that has occurred in the time between
the de/anti-icing fluid application and takeoff.
4 To use the Type III fluid frost holdover times, the fluid brand being used must be known. All Clear Aero Clear
MAX must be applied unheated. Clariant Safe wing MP III 2031 ECO must be applied heated.
5 Value in parentheses is for aircraft with critical surfaces that are predominantly or entirely constructed of
composite materials.

CAUTIONS
 The responsibility for the application of these data remains with the user.
 Fluids used during ground de/anti-icing do not provide in-flight icing protection.
 This table is for departure planning only and should be used in conjunction with pre-take off check procedures.
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6.15 DE/ANTI-ICING FLUIDS APPROVED BY MAHAN AIR
Fluids listed below serve as a sample only. A current list (Recommendations for De-icing /
Anti-Icing of Aircraft on the ground) of fluids approved for application of Mahan air aircraft is kept
in the RTOW folder in each aircraft.
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PART B – FUELLING
CHAPTER: 7 ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 1 OF 9

Contents

CHAPTER 7. FUELLING .............................................................................................................................. 2 

7.1 FUELLING PROCEDURES .................................................................................................................................. 2 

7.2 SAFETY DURING FUELLING /DEFUELING ....................................................................................................... 2 

7.2.1 Fueling Safety Zone .................................................................................................................................................. 2 

7.3 SAFETY PRECAUTIONS DURING FUELLING/DE FUELLING ......................................................................... 3 

7.4 SAFETY PRECAUTIONS DURING FUELLING WITH CREW OR PASSENGERS ON BOARD ..................... 5 

7.5 FUELLING PREPARATIONS ............................................................................................................................... 6 

7. 6 FUELLING / DE-FUELLING ................................................................................................................................. 6 

7.7 RE FUELLING AND DE FUELLING WHEN PASSENGERS ARE EMBARKING, ON BOARD OR

DISEMBARKATION .................................................................................................................................................... 6 

7.8 RE FUELLING WITH ONE ENGINE RUNNING .................................................................................................. 8 

7.9 FUEL SPILLAGE ................................................................................................................................................... 8 

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CHAPTER: 7 ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 2 OF 9

CHAPTER 7. FUELLING
7.1 FUELLING PROCEDURES
Personnel that assigned to supervised A/C refueling operations shall ensure the fuel supplier
that deliver fuel is maintain standards of fuel safety with acceptable quality and loaded on to
aircraft :
 Free from contamination
 The correct grade and specification for aircraft type (refer to AC manual)
 Fuel stored, handled and serviced in accordance accepted standards.
 Performance level of personnel.
Assigned authorized, qualified and certified staff for aircraft refueling/defueling (h a v e
fuel servicing initial training before assigned and Recurrent training every 2 years).
Fuelling in Iran is based on Airport Safety Department procedure that approved by IR.CAO.
All fuel vehicle facilities including fuel, fuel tanker, bounding and pipe are inspected periodically
for entry permit issuance to airside area by Airport Ground Safety Department.

7.2 SAFETY DURING FUELLING /DEFUELING

7.2.1 Fueling Safety Zone
The Fueling Safety Zone (FSZ) is defined as an area of at least 3 meters( 10feet) in any
direction from the center-point of all fuel vent exits, refueling plugs, aircraft refueling ports,
fuel hydrants, fuel hoses and vehicles. This distance may be further increased as required
by local airport or civil aviation regulations.
Within the Fueling Safety Zone (FSZ), all personnel must ensure that they:
 Do NOT smoke;
 Do not use ANY hand held portable electronic devices, including mobile, portable
music players and game units or pager and headset;
 Only Use Company issued and approved radios, radio telephones, pagers, torches,
lamps and lighting systems. Battery chargers must not be operated;
 Enter the FSZ only when required by your present job task responsibility;
 Assume that fueling is taking place anytime a fuel vehicle is on the stand during
aircraft servicing and fuel hoses connected;
 do not leave vehicle engines running unnecessarily;
 Position all GSE and vehicles so they do not obstruct the fueling vehicles' escape
route, this is not a mandatory requirement for hydrant type fuelling vehicles but every
effort should be made to ensure a clear exit pathway.
 do not allow any passengers to enter the FSZ;
 avoid the use of motorized GSE within the FSZ;
 do not park any equipment in the FSZ;
 Ensure fuel hoses are protected and all ground equipment is kept a minimum of 1
meter (3 ft) away from any fuel hose on the stand that is connected between a fuel
truck and an aircraft.
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7.3 SAFETY PRECAUTIONS DURING FUELLING/DE FUELLING

During the fuelling / de fuelling the following safety precautions shall be adhered to:
 Fire extinguishing equipment and airport firefighting service Suitable for at least initial
intervention available for in the event of fuel fire is readily available, and personnel have
been trained in the use of such equipment.
 For quickly summoning the rescue and firefighting service shall be available in the event
of a fire or Major fuel spill.
 Notify Firefighting service in the event fuel spill.
 Electrical Grounding of Aircraft and Vehicle.
This measure would prevent possible hazard caused by a broken or faulty bonding. It
appears, however this possibility is negligible if proper maintenance and testing of the wire
used for bonding purposes between aircraft and fueling vehicle is carried out. In summary:
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 Where no electrical grounding is specified, the normal order of procedure to eliminate

electrostatic discharge during fueling operations is as follows:

1) Bonding of aircraft and fueling vehicle to one another, and

2) Bonding of fuel nozzle to aircraft for over wing fueling arrangements

 Where electrical grounding is specified, the normal order of procedure is as follow:

1) Grounding of fueling vehicle
2) Grounding of aircraft
3) Bonding of aircraft and fueling vehicle to one another , and
4) Bonding of fuel nozzle to aircraft for over wing fueling arrangements.

On completion of fueling operations, the disconnections should be made in Reverse order.

Electrostatic charge, which may also build up in fuel during fueling operation. If of sufficient
potential, it can cause sparking within the aircraft tank. The charge density in the fuel and the
possibility of sparks inside the tanks are not affected by bonding or grounding of the aircraft or
the fueling vehicle.
Manufactures and fuel suppliers have studied this matter for a long time and have concluded
that the use of anti-static additives in fuel can contribute materially to reducing the risk involved:
 Fuel hoses shall be positioned by the shortest way to the fuel inlets. A sufficient safety
distance shall be kept from wheel brakes (at least 1 meter) and from the APU-AIR-
inlet/Outlet as applicable.
 Bonding connections from the fuelling truck to the aero plane must be established to
discharge any static electricity before fuel hoses are connected.
 Ground service equipment, not immediately required for the handling of the aircraft, shall
not be positioned within the fuelling zone.
 Spilled fuel shall be removed or dried up immediately in the presence of the fire brigade
before passengers are boarded.
 The dead man control switch must be used during fuelling.
 If fuelling is performed by two persons, one person must be present at the switch board
of the fuel browser hydrant all the time.
 In case of over wing fuelling / de fuelling, ground power units and / or aero plane
auxiliary power units shall be connected and switched on before commencement of
fuelling/de fuelling and shall not be switched off or disconnected unit fuelling/de
fuelling is terminated. No electrical switch on the aero plane or on the ground power
unit shall be operated whilst over wing fuelling is in progress, except such switches
necessary for fuelling.
 During pressure fuelling electrical and / or electronic systems may be operated as far
as required during pre-flight activities, except weather radar and HF may not be used.
 During thunderstorms fuelling / de fuelling is strictly prohibited.
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7.4 SAFETY PRECAUTIONS DURING FUELLING WITH CREW OR

PASSENGERS ON BOARD
During fueling A/C with passenger or crew on board the aircraft a responsibility for fueling
operation either maintenance staff or designation of a person with responsibility for fueling
operations and specify the method(s) by which that responsible person;
 Communication with the flight crew/commander or qualified persons on board the A/C
by headset ;
 Notified the flight crew or qualified persons on board the A/C and other person engaged
in A/C ground handling activities when fuel is about begin and has been completed;
 Notified the flight crew or other qualified person on board the A/C When hazardous
condition or situation has been determined to exist;
NOTE: before fueling insure to perform following step.
 Ensure airport Firefighting service is available;
 The ground area beneath aircraft exit doors that have been designated for rapid
Deplaning or emergency evacuation is kept clear of obstructions;
 Where a boarding bridge is in use, an interior access path is maintained from the Aircraft
to the terminal;
 Where a passenger boarding bridge is not in use, two aircraft passenger steps or an
Alternate means of emergency evacuation is in place;
 Establishment of a bonding connection between the fuel vehicle and aircraft to provide
for dissipation of electrical energy that may develop;
 Prohibit from connecting and disconnecting electric device to aircraft (APU);
 prevention of damage to the fuel hose;
 A prohibition from connecting or disconnecting GPU of the aircraft;
 a requirement for the cessation of aircraft fueling when determined lighting is a threat;
 Before Start of refueling communicates and coordinated with the flight crew/
commander to allow him to brief the entire crew concerning safety regulations and
procedures;
 notify to flight crew and other personal engaged in A/C handling activates when
fueling is about to begin and has been completed unless an equivalent procedural
means has been established to ensure the flight crew /or cabin crew are aware of
fueling operations and are in a position to effect an expeditions evacuation of aircraft ,if
necessary;
 After refueling is completed, the commander must be informed as well;
 Hazardous such as (fuel spill ,fire) condition or situation has been detected during
refueling;
 Flight crew or other qualified persons be aware of the start and completion of fueling
operation;
 When determined lightening is a threat , cessation the fuelling:
Caution: in the event of a fuel spill, take the safety measures as follow:
• Activate the emergency shut-off valve where installed.
• Alert the person in charge of fueling and/or the pilot in command
• Contact the local fire service if not already done.
• Verify with authorities/supervisor whether to stop all activity around A/C
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• As far as possible, restrict all activities inside/outside the spill area

• Secure the area 15 meters from the contamination area.
• Ensure authorized personnel on board the aircraft are continuously in a position to effect
an expeditious evacuation of the aircraft for any reason.
NOTE: According to IR.CAO notification, fuelling with crew or passengers on board is prohibited
specially at international airport unless in special situation.

7.5 FUELLING PREPARATIONS

The estimated zero fuel weight shall be calculated in advance for each flight by the
station concerned and shall be reported to the flight operation officer or commander as soon
as possible.
The flight operation officer or the flight crew member designated by the commander shall
calculate and respectively check the planned take off fuel based on current flight preparation
procedures and appropriate cruise procedures.
Fuel figures for trip and planned take off fuel, if not pre-calculated, shall be determined by
the Commander and shall be given to the station concerned
The station also shall be informed if:
 There is relevant deviation of the actual from the requested TOF quantity.
 The fuel distribution on board does not correspond with the standard fuel distribution.

7. 6 FUELLING / DE-FUELLING
Fuelling / de-fueling is considered to start as soon as the filler hoses are connected to the
aircraft and pressurized.
Fuelling / de fuelling shall only be considered terminated after all filler hoses have
been disconnected from the aircraft. The cockpit crew shall in turn inform the cabin crew
appropriately.
The engineer in charge (at station without; other station personnel) or flight crew, as
appropriate shall ensure adherence to the safety precautions by spot checks.

7.7 RE FUELLING AND DE FUELLING WHEN PASSENGERS ARE

EMBARKING, ON BOARD OR DISEMBARKATION
The start of refueling must be coordinated with commander to allow him to brief the entire
crew concerning safety regulations and procedures.
After refueling is completed the commander must be informed as well.
If during fuelling, passengers remain on board or embarking/disembarking, it has to be
ensured that the fuelling process is supervised by a qualified person. All necessary measures
have to be coordinated with the commander.
The following special safety regulations have to be strictly adhered to:
• a two-way communication shall be established and shall remain available by the aero
planes inter communication system or other suitable means between the ground crew
supervising the refueling and the qualified personnel on board that aero plane;
• In principle, for all aircraft types, two exit doors shall be opened and passenger Steps/jet
ways shall be positioned at these doors, with all other doors remaining closed;
• All other exit doors on the left side of the aircraft must remain free of obstacles on the
 AIRPORT SERVICES
GROUND OPERATIONs MANUAL
PART B – FUELLING
CHAPTER: 7 ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 7 OF 9

ramp within an area of at least 12 meters from the aircraft;

• On the right side of the aircraft two exit doors, one forward and one aft, must be free of
obstacles on the ramp within an area of 12 meters from the aircraft;
• If only one passenger stair / jet way is available the aircraft may be fuelled with
passengers on board, embarking or disembarking if fuelling is performed from the right
side only;
• If in extreme cases no passenger stairs / jet ways are available the aircraft may be fuelled
from one side only; however it must not be loaded / unloaded at the same time (including
catering). No ground service equipment shall be positioned within the range of all
emergency exit doors to ensure an immediate operation of the emergency exit chutes;
• In the cabin the required emergency exits as well as the aircraft aisle(s) must never be
• Blocked (stationary) by catering or cleaning materials;
• Passenger stairs/jet ways must never be blocked (stationary) by catering or cleaning
materials.
• If passengers are embarking during fuelling, the aircraft may only be fuelled from the right
side and the embarkation process must be coordinated by station personnel in such a
way that congestion in front of aircraft door is avoided;
• Fasten Seat Belt sign must be OFF, No Smoking sign must be ON together with interior
lightning to enable emergency exits to be identified;
• Cabin crew members must be prepared for an immediate emergency evacuation;
• A fire truck must be present (wide-cut fuel) with passengers on board, embarking or
disembarking is not permitted;
• De fuelling with passengers on board, embarking or disembarking is not permitted;
• The fuelling process must be interrupted immediately if it is observed that any of the
safety regulations are not adhered to;
• If, during fuelling, the presence of fuel vapor is detected in the cabin, the commander and
/ or station personnel shall be informed immediately;
When fueling with passengers onboard you must:
• Keep designated escape exits clear. An escape exit may either be a bridge into a
terminal building, a cabin door or a passenger stair truck positioned on an open cabin
door.
• Ensure that all areas on stand below designated escape exits are kept free of any
equipment and vehicles which would impede the deployment of an escape slide.
• Not hinder escape routes of passengers on board by ensuring that passenger stairs and
bridges are clear of FOD.
NOTE:
 Maintenance Control Centre (MCC) authorization is required for the fuel mixing other
than JET A1 and JET A.
 A person in charge of refueling the aircraft prior for launching the fuel shall ensure that
the fuel is tested with authorized person. He must observe the test document and shall
ensure that:
 The fuel is free from any contamination.
 AIRPORT SERVICES
GROUND OPERATIONs MANUAL
PART B – FUELLING
CHAPTER: 7 ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 8 OF 9

 The correct grade and specification for each Air craft types, the fuel is uplifted.
 Q.A audit is required for fuel service department periodical at least 3 Moths and observes
the procedure and documented.
Caution:
 De fuelling with passengers on board or embarking / disembarking is strictly prohibited.
 Mix fuelling with passengers on board or embarking / disembarking is strictly prohibited.

7.8 RE FUELLING WITH ONE ENGINE RUNNING

Refueling with one engine running is not permitted unless authorized by General Manager
Flight Operation; the procedure may be used only if:
 No external ground pneumatic is available while APU is unserviceable.
 Airport authorization is obtained for this operation.
 Airport fire department stands by at the aircraft during the entire refueling procedure.
 One flight crew member can manage the operation and monitor all systems and the
engine running from the cockpit.
 A qualified ground crew member is present at the fuelling station.
 The refueling system is fully operational (over wing filling is not permitted).
Caution: If, during fuelling / de fuelling, the presence of fuel spills or fuel vapor is detected in
the cabin, the flight deck the station personnel shall be immediately:
 Shut off fuel and stop fueling.
 Inform the ground response personnel or airport fire service department.
 Informed the fuelling/de fuelling process, and all other activities using electrical
equipment (e.g. cleaning), shall stop immediately.

7.9 FUEL SPILLAGE

Take the following safety measures whenever a fuel spill occurs:
 Activate the emergency shut-off valve where installed
 Alert the person in charge of fueling and/or the Pilot in Command of the spillage.
 Contact the local fire service if not already done.
 Verify with authorities/supervisor whether to stop all activity around the aircraft.
 As far as possible, restrict all activities inside and outside the spill area to reduce the
risk of ignition.
 Secure the area 15 meters from the contaminated area.
 in the event of a fuel spill with passenger or crew on board ,ensure fueling is stopped ,
Airport Firefighting Service is summoned , notify the commander or other qualified
person on board the aircraft
 AIRPORT SERVICES
GROUND OPERATIONs MANUAL
PART B – FUELLING
CHAPTER: 7 ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 9 OF 9
 AIRPORT SERVICES
GROUND OPERATIONS MANUAL
APPENDIX
APPENDIX ISSUE :04 ISSUE DATE: 01.AUG .2017 REVISION:0 – DATE: PAGE 1 OF 1

APPENDIX
STATION:
DATE: COMPLIANCE
AUDITED BY:
FLIGHTS:
Y N RA REMARKS
EVALUATED BY:

A. AIRCRAFT ARRIVAL/OFFLOAD
1 Proper hearing protection is used by all
employees.
2 Proper safety footwear is worn by all
employees.
3 High visibility /reflective clothing is worn
4 An FOD inspection has been made, FOD
removed and properly disposed.
5 All equipment is positioned outside aircraft
clearance lines.
6 The gate area is clear.
7 The bridge is fully retracted. If driveable type
it is parked within its “Ramp Box”
8 The bridge operator makes a visual check for
clearance and the area beneath and within
the travel of the boarding bridge is clear
9 The gate and bridge areas are ready for
arrival
10 The bridge operator uses hearing protection
11 There are not any obstructions present in the
bridge
12 Fall protection devices (doors/barriers) are
utilized on the bridge
13 The proper hand signals are used by
marshaller, if marshaller is used
14 Wands are used for marshalling and all
signalling (illuminated in low visibility)
15 Aircraft chocks are properly installed
according to airline procedures
16 The grounding cable is connected to
grounding point on Nose Leg (where
available)
17 Personnel wait until the aircraft has stopped,
is chocked, anti-collision light off, engines
shut down and “all clear” given by marshaller
before approaching
18 Wingtip/engine cones are properly positioned
according to airline procedures
19 The bridge operator is alert to devices on the
fuselage
STATION:
DATE: COMPLIANCE
AUDITED BY:
FLIGHTS:
Y N RA REMARKS
EVALUATED BY:

A. AIRCRAFT ARRIVAL/OFFLOAD
20 Bridge warning devices operate (beacon,
bell, etc.)
21 The bridge auto levelling system is deployed
and operating
22 The boarding bridge is properly lighted
23 The bridge is properly aligned to the aircraft
24 The weather canopy is deployed to the
aircraft
25 Employees observe ramp safety rules (no
horseplay, no smoking, etc.
26 Employees adhere to the “no seat, no ride
rule”
27 Employees walk rather than run on the ramp
28 Local speed limits are observed by all drivers
29 Roadways are used by equipment operators
30 A guide-person is used when positioning
equipment in confined areas
31 A guide-person is used when backing
equipment to the aircraft
32 A guide-person is used when positioning
high-reach trucks
33 After positioning elevated units to the aircraft,
stabilizers are immediately deployed
34 All vehicles make a stop for a brake check at
the distance from the aircraft required by the
airline
35 The areas around cargo/passenger doors are
visually checked for existing damage (dents,
scratches, etc.) before ground equipment
approaches
36 Personnel check clearances when opening
cargo/passenger doors
37 Cargo/passenger doors are opened and
secured properly by authorized personnel
using required signals
38 When mobile passenger steps are used, they
are properly positioned to the aircraft.
Stabilizers are deployed
39 Personnel refrain from “Horseplay”
40 The beltloader is in the full down position with
handrail stowed when approaching the
aircraft, when possible

41 The beltloader front bumper is positioned

below and away from the cargo door sill
42 The beltloader handrail is raised when up to
STATION:
DATE: COMPLIANCE
AUDITED
FLIGHTS: BY:
Y N RA REMARKS
EVALUATED BY:

A. AIRCRAFT ARRIVAL/OFFLOAD
a wide body aircraft

STATION:
DATE: COMPLIANCE
AUDITED
FLIGHTS: BY:
Y N RA REMARKS
EVALUATED BY:

A. AIRCRAFT ARRIVAL/OFFLOAD
43 Employees refrain from walking, standing or
sitting on a moving conveyor belt
44 Safety rails on wide body loaders are down
upon approach to aircraft
45 The container loader is properly positioned
to the aircraft with stabilizers deployed
46 Loader guardrails are installed for off/on load
and stowed when cargo door is closed
47 Employees use the ladder rather than riding
up or down the loader platform
48 Brakes are set on vehicles
49 Where equipped, chocks are used on
vehicles
50 When carts/dollies are dropped off, the
tractor comes to a complete stop, the hand
brake is engaged and the driver dismounts
to engage the brakes
51 Locks on dollies are properly set prior to
approach to container loader
52 The operator’s arms and legs are within the
profile of vehicle at all times when moving
53 Employees use correct body mechanics
when loading/unloading or lifting
54 Baggage is properly handled
55 All container/cart doors or curtains are
closed and fastened after loading
56 Baggage tractor hood/fender/seat or top of
containers are free of baggage/cargo/mail
57 All employees avoid driving equipment under
the aircraft wing and fuselage
58 Employees wear protective gloves when
servicing lavatories
59 The plug (donut) is properly installed and all
access panels secured when lavatory
servicing is finished
60 A guide-person is used when backing high-
reach trucks away
 ‫" ‪"Station Report‬‬
‫رییس ایستگاه ‪:‬‬ ‫مورخ ‪:‬‬
‫سرشیفت ‪:‬‬ ‫مسیر ‪:‬‬
‫ناظر ‪:‬‬ ‫شماره پرواز ‪:‬‬
‫موضوعات ‪:‬‬

‫اقدامات ‪:‬‬

‫توضیحات ‪:‬‬

‫یستگاه‬
‫امضا رییس ا‬ ‫رشیفت‬
‫ضا س‬‫ام‬ ‫امضاناظر‬
 ‫‪The impassionate the Merciful‬‬

‫‪Voluntary hazard safety report‬‬

‫‪Mahan Air Safety Department‬‬
‫‪Confidential: Yes No‬‬
‫این فرم برگرفته از قوانین و مقررات بین المللی مندرج در سند ایکائو )‪ ،(Document 9859‬جهت افزایش ضریب ایمنی‬
‫پروازها و از سوی مدیریت ایمنی در اختیار شما قرار گرفته است‪ .‬در صورت تمایل‪ ،‬نام خود درج فرمایید‪ .‬ضمن اینکه در‬
‫صورت درج اطالعات شخصی‪ ،‬قسمت مربوطه توسط مدیریت ایمنی جدا شده و هویت شما تحت هیچ شرایطی برای‬
‫شخص یا سازمانی بدون هماهنگی شما فاش نخواهد شد‪.‬‬
‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬ ‫نام و نام خانوادگی )‪:(Name & Surname‬‬
‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬ ‫پست سازمانی )‪:(Position in Organization‬‬
‫لطفاً پس‬ ‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬ ‫محل خدمت و تلفن )‪:(Job Position & Phone No.‬‬
‫از تکمیل‪ ،‬فرم را به مدیریت ایمنی تحویل دهید‪.‬‬
‫‪After completion, please deliver this form to Safety Department.‬‬
‫این بخش توسط افسر ایمنی جدا میشود‪.‬‬
‫‪Name and position will be discarded by Safety Officer.‬‬

‫‪‬‬ ‫‪- - -‬‬ ‫‪- - - - - - - - - - - - - - - - - - - - - - - -‬‬

‫این بخش توسط گزارشگر تکمیل میگردد‬

‫‪To be completed by the person who is reporting‬‬
‫لطفا رویداد را بطور کامل توضیح دهید‬
‫‪Please fully describe the event‬‬
‫تاریخ و زمان مشاهده رویداد )‪:(Date & time of observing the event‬‬
‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬

‫شرح‬ ‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬ ‫مکان رویداد )‪:(Location of event‬‬

‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬ ‫رویداد )‪:(Description of Event‬‬
‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬

‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬

‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .‬‬

‫پیشنهاد شما در پیشگیری بیشتر از بروز رویداد )‪:(Your comments for further preventing event‬‬
‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬

‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .‬‬

‫‪. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .‬‬

‫‪See Overleaf‬‬

‫)‪MDM 12/35-02/01(May 2013‬‬

 ‫این بخش توسط کارشناس ایمنی تکمیل میشود‬
Has been completed by Safety Officer
(Report de-identified and entered in Database) :‫گزارش شناسایی و در پایگاه اطالعات درج گردید‬
.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :(Name & Surname) ‫نام و نام خانوادگی‬
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :(Date & Signature) ‫تاریخ و امضا‬
‫درصد بروز مجدد مخاطره‬
Likelihood-Rate of Hazard reoccurring
:(Probability & Severity of the worst consequence) ‫بدترین وضعیت رویداد‬
:(Probability-Very Likely) ‫امکان بروز بدترین پیامد‬
(Rare) ‫ نادر‬A B C D E :(Very Likely) ‫بسیار محتمل‬
:(Catastrophic) ‫فاجعه انگیز‬
(Minor Damage) ‫ آسیب کم‬1 2 3 4 5:(Sever Damage) ‫آسیب جدی‬

Initial Risk Assessment:

:‫ اموال و دارایی‬،‫ کاهش و یا مهار مخاطره و پیشگیری از گزند وآسیب به کارمندان‬،‫اقدام مورد نیاز برای حذف‬
Required action to eliminate or control the hazard and prevent injuries & damage to properties:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .

:(Required Resources) ‫منابع مورد نیاز‬

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :(Responsibility for action) ‫واحد مسئول‬

:(Refer to relevant section for further action) ‫ارسال به واحد مربوطه جهت اقدام بعدی‬
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:(Appropriate feedback given to reporter) ‫انعکاس اقدامات انجام شده به گزارشگر‬

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MDM 12/35-02/01(May 2013)

 Airport Services
Deportee Passenger Carried by Mahan Air. INAD
Date : Station : Airline:
: ‫ﺗﺎرﯾﺦ‬ : ‫ اﯾﺳﺗﮕﺎه‬Counterfeit :‫ﺧط ھواﯾﯽ‬
Deport Reason  Expired/ Not yet valid No Visa other  ‫دﻟﯾل ﻣﻣﺎﻧﻌت از ورود‬

‫ﺟﻌﻠﯽ‬ ‫ﻋدم ﺷروع اﻋﺗﺑﺎر‬/‫اﺗﻣﺎم اﻋﺗﺑﺎر‬ ‫ﻧداﺷﺗن وﯾزا‬ ‫ﺳﺎﯾر ﻣوارد‬

If other reason, please specify ‫ﺷرح ﺳﺎﯾر ﻣوارد‬

Name & Surname ‫ﻧﺎم و ﻧﺎم ﺧﺎﻧوادﮔﯽ‬

Date of Birth ‫ﺗﺎرﯾﺦ ﺗوﻟد‬

Nationality ‫ﻣﻠﯾت‬

Passport No. Passport Expiry Date

‫ﺷﻣﺎره ﭘﺎﺳﭘورت‬ ‫ﺗﺎرﯾﺦ اﻋﺗﺑﺎر‬
Gender  Male -‫ﻣرد‬ Female - ‫زن‬ ‫ﺟﻧﺳﯾت‬

Ticket No. ‫ﺷﻣﺎره ﺑﻠﯾط‬

Date Of Arrival Arrival Time Arrival Flight No.

‫ﺗﺎرﯾﺦ ورود‬ ‫ﺳﺎﻋت ورود‬ ‫ﺷﻣﺎره ﭘرواز ورودی‬
Route Origin Destination
‫ﻣﺳﯾر ﭘرواز‬ ‫ﻣﺑدا‬ ‫ﻣﻘﺻد‬
Date Of Departure Departure Time Departure Flight NO
‫ﺗﺎرﯾﺦ ﺧروج‬ ‫ﺳﺎﻋت ﺧروج‬ ‫ﺷﻣﺎره ﭘرواز ﺧروﺟﯽ‬
Fine Yes ‫دارد‬
‫ﺟرﯾﻣﮫ‬  No ‫ﻧدارد‬ Amount Of Fine…….………………………. ‫ﻣﺑﻠﻎ ﺟرﯾﻣﮫ‬
Passport Yes ‫دارد‬ Other Document Yes ‫دارد‬
‫ﭘﺎﺳﭘورت‬  No‫ﻧدارد‬ ‫ ﺳﺎﯾر ﻣدارک‬No ‫ﻧدارد‬
Accommodation Meal ‫ﻏذا‬ Receipt Yes ‫دارد‬
‫ ﺗﺳﮭﯾﻼت‬Hotel ‫رﺳﯾد‬  ‫ﻧدارد‬
Other ‫ﺳﺎﯾر‬
Cost Paid By Deportee Yes ‫دارد‬ Amount of Cost Paid By Deportee….………
No ‫ﻧدارد‬ ‫ﻣﺑﻠﻎ ھزﯾﻧﮫ ﭘرداﺧﺗﯽ از ﺳوی ﻣﺳﺎﻓر دﯾﭘورﺗﯽ‬
‫ھزﯾﻧﮫ ﭘرداﺧﺗﯽ از ﺳوی ﻣﺳﺎﻓر دﯾﭘورﺗﯽ‬
Remark ‫ﻣﻼﺣظﺎت‬

Name Of Station Supervisor Signature

‫ﻧﺎم ﻧﺎظر اﯾﺳﺗﮕﺎه‬ ‫اﻣﺿﺎ ﻧﺎظر‬
‫اﯾﺳﺗﮕﺎه‬

Name Of Flight Purser Signature

‫ﻧﺎم ﺳرﻣﮭﻣﺎﻧدار‬ ‫اﻣﺿﺎ ﺳرﻣﮭﻣﺎﻧدار‬

MDM 251/31-06/01(Jun 2015)

No.1: Financial Department

No.2: Airport Services
No.3: Origin Station
No.4: Destination Station
Email to: [email protected]
 Medical Information ‫اﻃﻼﻋﺎت ﭘﺰﺷﮑﯽ‬
Contact Phone ‫ ﺗﻠﻔﻦ ﺗﻤﺎس‬Destination ‫ ﻣﻘﺼﺪ‬Sex ‫ ﺟﻨﺴﯿﺖ‬Age ‫ ﺳﻦ‬Name & Family name ‫ﻧﺎم وﻧﺎم ﺧﺎﻧﻮادﮔﯽ‬
F ‫زن‬

M ‫ﻣﺮد‬

Medical History ‫ﺷﺮح ﺣﺎل ﺑﯿﻤﺎري‬

Final Diagnosis ‫ﺗﺸﺨﯿﺺ ﻧﻬﺎﯾﯽ ﺑﯿﻤﺎري‬

Date of Diagnosis ‫ﺗﺎرﯾﺦ ﺗﺸﺨﯿﺺ‬
:‫ﺗﻮﺿﯿﺤﺎت‬ ‫ﺑﻠﯽ‬ ‫آﯾﺎ ﺑﯿﻤﺎري واﮔﯿﺮدار و ﻣﺴﺮي ﻣﯽ ﺑﺎﺷﺪ؟ ﺧﯿﺮ‬

Contagious and Communicable Disease? No Yes Remarks:

:‫ﺗﻮﺿﯿﺤﺎت‬ ‫ﺑﻠﯽ‬ ‫( ﺧﯿﺮ‬...‫ رﻓﺘﺎرو‬،‫وﺿﻊ ﻇﺎﻫﺮي‬،‫آﯾﺎ وﺿﻌﯿﺖ ﺑﯿﻤﺎري ﺑﺮاي ﺳﺎﯾﺮ ﻣﺴﺎﻓﺮان اﯾﺠﺎد ﻧﺎراﺣﺘﯽ ﻣﯽ ﮐﻨﺪ؟)ﺑﻮ‬
Is the patient 's condition likely to be a source of discomfort to other passengers(color appearance, conduct) No Yes Remarks:

‫ﺑﺮاﻧﮑﺎر‬ ‫ﺻﻨﺪﻟﯽ ﭼﺮﺧﺪار‬ ‫از ﻃﺮﯾﻖ ﺑﺎﻻﺑﺮ‬ ‫ﺷﺮاﯾﻂ اﻧﺘﻘﺎل ﺑﯿﻤﺎر ﺑﻪ ﻫﻮاﭘﯿﻤﺎ ﭼﮕﻮﻧﻪ ﻣﯽ ﺑﺎﺷﺪ؟ ﻣﻌﻤﻮﻟﯽ‬

Transfering to the airplane: Regular Elevator Wheelchair Stretcher

‫اﺳﺘﻔﺎده از ﺗﺨﺖ‬ ‫اﺳﺘﻔﺎده از ﺻﻨﺪﻟﯽ اﺿﺎﻓﯽ‬ (‫وﺿﻌﯿﺖ اﺳﺘﻘﺮار ﺑﯿﻤﺎر داﺧﻞ ﻫﻮاﭘﯿﻤﺎ ﭼﮕﻮﻧﻪ اﺳﺖ؟ﺻﻨﺪﻟﯽ ﻣﻌﻤﻮﻟﯽ )اﻣﮑﺎن ﻗﺮار ﮔﺮﻓﺘﻦ ﭘﺸﺘﯽ ﺻﻨﺪﻟﯽ در ﺣﺎﻟﺖ ﻗﺎﺋﻢ‬

Position of the Patient Onboard: Regular Seat Extra Seat Stretcher

‫دارو درﻣﺎﻧﯽ‬ ‫ﮐﻨﺘﺮل ﻋﻼﺋﻢ ﺣﯿﺎﺗﯽ‬ ‫ﻫﻤﺮاه ﻋﺎدي‬ ‫ﺑﻠﯽ‬ ‫آﯾﺎ ﺑﯿﻤﺎر در ﻃﻮل ﭘﺮواز ﻧﯿﺎزﻣﻨﺪ ﻣﺮاﻗﺒﺖ ﻣﯽ ﺑﺎﺷﺪ؟ ﺧﯿﺮ‬

Does the Patient Needs Special Care Onboard? No Yes Normal Attendant Control of Vital Sign Medication
‫در ﺻﻮرت ﻧﯿﺎز‬ ‫ﺑﻪ ﻃﻮر داﺋﻢ‬ (‫ﻟﯿﺘﺮ در دﻗﯿﻘﻪ‬..... ‫ﺑﻠﯽ )ﻣﯿﺰان‬ ‫آﯾﺎ ﺑﯿﻤﺎر ﻧﯿﺎز ﺑﻪ اﮐﺴﯿﮋن دارد؟ ﺧﯿﺮ‬

Oxygen Demand: No Yes(Rate of Flow...Lit/Min) Continuous On Demand

(‫ﺑﻠﯽ )ﻫﻤﺎﻫﻨﮕﯽ ﺟﻬﺖ آﻣﺒﻮﻻﻧﺲ ﺑﺮ ﻋﻬﺪه ﺑﯿﻤﺎر اﺳﺖ‬ ‫آﯾﺎﺑﯿﻤﺎر در ﻣﻘﺼﺪ ﻧﯿﺎزﻣﻨﺪ آﻣﺒﻮﻻﻧﺲ ﻣﯽ ﺑﺎﺷﺪ؟ ﺧﯿﺮ‬

Does the patient Needs Ambulance on Destination? No Yes(Coordination for Ambulance should be done by the Patient)
(‫ﺑﻠﯽ )ﻫﻤﺎﻫﻨﮕﯽ ﺟﻬﺖ ﺑﺴﺘﺮي ﺑﺮ ﻋﻬﺪه ﺑﯿﻤﺎر اﺳﺖ‬ ‫ﺧﯿﺮ‬ ‫آﯾﺎ ﻻزم اﺳﺖ ﺑﯿﻤﺎر در ﻣﻘﺼﺪ در ﺑﯿﻤﺎرﺳﺘﺎن ﺑﺴﺘﺮي ﮔﺮدد؟‬

Does the patient Needs Hospitalization on Destination ? No Yes(Coordination for Hospitalization should be done by the Patient)
(....‫دارو و‬، ‫ﭘﯿﺸﻨﻬﺎدﻫﺎ )ﺗﻐﺬﯾﻪ‬

Suggestions (Diet, Medication,...) :

.‫ﻣﺴﺌﻮﻟﯿﺖ اﻃﻼﻋﺎت ﭘﺰﺷﮑﯽ ﻓﻮق را ﺑﺮ ﻋﻬﺪه ﻣﯽ ﮔﯿﺮم‬ ‫ﭘﺰﺷﮏ ﻣﻌﺎﻟﺞ ﺑﯿﻤﺎر‬ ‫اﯾﻨﺠﺎﻧﺐ دﮐﺘﺮ‬

It is Attending Physician of the Patient Accept the responsibility of the above mentioned information.
:‫ﻣﻬﺮ و اﻣﻀﺎ ﭘﺰﺷﮏ ﻣﻌﺎﻟﺞ‬ :‫ﺗﻠﻔﻦ ﺗﻤﺎس ﭘﺰﺷﮏ ﻣﻌﺎﻟﺞ‬

Contact Phone of the Physician: Signature of attending Physician:

Considerations of the airline trustee physician for carriage of the patient: : ‫ ﭘﺰﺷﮏ ﻣﻌﺘﻤﺪ در ﻣﻮرد ﺷﺮاﯾﻂ اﻧﺘﻘﺎل ﻣﺴﺎﻓﺮ ﺑﯿﻤﺎر‬/ ‫ﻧﻈﺮ ﭘﺰﺷﮏ ﻫﻮاﯾﯽ‬

: ‫ﻣﻬﺮ و اﻣﻀﺎ ﭘﺰﺷﮏ‬ : ‫ﺗﺎرﯾﺦ‬

Sig. of airline trustee physician Date:

-This form is valid for 48 hours after clearance of the airline trustee physician. .‫ ﺳﺎﻋﺖ ﻣﯽ ﺑﺎﺷﺪ‬48 ‫ اﻋﺘﺒﺎر اﯾﻦ ﺑﺮگ ﭘﺲ از ﺗﺎﯾﯿﺪ ﺗﻮﺳﻂ ﭘﺰﺷﮏ ﻣﺎﻫﺎن‬-

.‫ ﻣﻬﻤﺎﻧﺪاران ﻫﻮاﭘﯿﻤﺎ ﺻﺮﻓﺎ دوره ﮐﻤﮏ ﻫﺎي اوﻟﯿﻪ را دﯾﺪه اﻧﺪ و ﻣﺠﺎز ﺑﻪ ﺗﺰرﯾﻖ ﯾﺎ ﺗﺠﻮﯾﺰ دارو و ﻫﻤﭽﻨﯿﻦ ﻣﺮاﻗﺒﺖ ﻫﺎي ﺧﺎص ﭘﺰﺷﮑﯽ ﻧﻤﯽ ﺑﺎﺷﻨﺪ‬-

-Cabin attendants are trained only in FIRST AID and are NOT PERMITTED to administer any injection or to give medication.

MDM14/21-05-01(sep2016)
 ‫ﺗﻌﻬﺪ ﻧﺎﻣﻪ ﻣﺴﺎﻓﺮ ﺑﯿﻤﺎر‬
، ‫ ﻫﻤﺮاه ﺑﯿﻤﺎر(ﺿﻤﻦ درﺧﻮاﺳﺖ اﺳﺘﻔﺎده از ﺧﺪﻣﺎت ﻣﻮرد ﻧﯿﺎز ﺟﻬﺖ ﺣﻤﻞ ﻫﻮاﯾﯽ ﻣﺴـــــﺎﻓﺮ ﺑﯿﻤﺎر ﺑﻪ ﻣﻘﺼــــــﺪ ﻣﻮرد ﻧﻈﺮ‬/ ‫اﯾﻨﺠﺎﻧﺐ )ﺑﯿﻤﺎر‬
‫را )ﺑﻪ ﻋﻨﻮان ﭘﺰﺷﮏ ﻣﻌﺘﻤﺪ ﯾﺎ ﭘﺰﺷﮏ ﻣﻨﺘﺨﺐ از ﺳﻮي ﻣﺮﮐﺰ ﭘﺰﺷﮑﯽ ﻫﻮاﭘﯿﻤﺎﯾﯽ ﻣﺎﻫﺎن(ﺟﻬﺖ‬............................................ ‫ﺧﺎﻧﻢ دﮐﺘﺮ‬/ ‫ﺑﺪﯾﻨﻮﺳﯿﻠﻪ آﻗﺎ‬
‫ﺑﺮرﺳﯽ وﺿﻌﯿﺖ ﺑﯿﻤﺎر و اﻋﻼم ﻧﻈﺮ در اﯾﻦ ﺧﺼــﻮص ﺗﺎ ﺣﺪي ﮐﻪ ﺑﺮاي ﺗﻌﯿﯿﻦ وﺿﻌﯿﺖ و ﺷﺮاﯾﻂ ﺳﻼﻣﺖ ﺑﯿﻤﺎر ﺟﻬﺖ اﻧﺠﺎم ﻣﺴـــﺎﻓﺮت ﻫﻮاﯾﯽ از‬
‫ ﻣﺠﺎز ﻣﯽ داﻧﻢ و در ﺻﻮرت ﻟﺰوم ﻧﺎﻣﺒﺮده ﻣﯽ ﺗﻮاﻧﺪ اﻃﻼﻋﺎت ﻃﺒﯽ ﻣﺮﺑﻮط ﺑﻪ ﺑﯿﻤﺎر را در اﺧﺘﯿﺎر ﻣﺮاﮐﺰ ﭘﺰﺷﮑﯽ دﯾﮕﺮ‬،‫ﻟﺤﺎظ ﻃﺒﯽ ﺿﺮوري اﺳﺖ‬
‫اﯾﻨﺠﺎﻧﺐ ﮐﺎﻣﻼ اذﻋﺎن‬. ‫ﻗﺮار دﻫﺪ‬،‫ﺧﻄﻮط ﻫﻮاﯾﯽ ﯾﺎ ﻣﺮاﮐﺰ دﯾﮕﺮي ﮐﻪ ﺑﻪ ﻟﺤﺎظ ﻗﺎﻧﻮﻧﯽ ﯾﺎ ﻃﺒﯽ ﻣﺠﺎز ﺑﻪ دﺳــﺘﯿﺎﺑﯽ ﺑﻪ اﻃﻼﻋﺎت ﻣﺬﮐﻮر ﻣﯽ ﺑﺎﺷـــﻨﺪ‬
‫ در اﯾﻦ ﺻﻮرت‬،‫داﺷﺘﻪ و ﺗﺎﯾﯿﺪ ﻣﯽ ﻧﻤﺎﯾﻢ ﮐﻪ ﭼﻨﺎﻧﭽﻪ وﺿﻌﯿﺖ ﺑﯿﻤﺎر ﺑﻪ ﻟﺤﺎظ ﻃﺒﯽ ﺟﻬﺖ اﻧﺠﺎم ﻣﺴــﺎﻓﺮت ﻫﻮاﯾﯽ ﻣﺴــﺎﻋﺪ ﺗﺸـــﺨﯿﺺ داده ﺷﻮد‬
‫ﻣﺴﺎﻓﺮت ﻣﻄﺎﺑﻖ ﺷﺮاﯾﻂ ﻋﻤﻮﻣﯽ ﺣﻤﻞ ﺷﺮﮐﺖ ﻫﻮاﭘﯿﻤﺎﯾﯽ ﻣﺎﻫﺎن )ﺑﻪ ﻋﻨﻮان ﻣﺘﺼـﺪي ﺣﻤﻞ ﻫﻮاﯾﯽ( و ﺑﺮ اﺳﺎس ﻧﻈﺎم ﺗﻌﺮﻓﻪ اي آن اﻧﺠﺎم ﺧﻮاﻫﺪ‬
‫ﺗﻘﺒﻞ‬، ‫ﻣﺘﺼـﺪي ﺣﻤﻞ ﻫﯿﭽﮕﻮﻧﻪ ﻣﺴـﺌﻮﻟﯿﺘﯽ ﻓﺮاﺗﺮ از آﻧﭽﻪ را ﮐﻪ در ﺷﺮاﯾﻂ ﻋﻤﻮﻣﯽ ﺣﻤﻞ و در ﻧﻈﺎم ﺗﻌﺮﻓﻪ اي آن ﻣﻘﺮر ﺷﺪه اﺳﺖ‬، ‫ﮔﺮﻓﺖ و ﻟﺬا‬
.‫ﻧﻤﯽ ﻧﻤﺎﯾﺪ‬
‫ ﺷﺨﺼﺎ ﮐﻠﯿﻪ ﭘﯿﺎﻣﺪ ﻫﺎ و ﻣﺴـﺎﺋﻞ ﻧﺎﺷﯽ از اﯾﻦ ﺳﻔﺮ را ﮐﻪ ﻣﻤﮑﻦ اﺳﺖ در ﺟﺮﯾﺎن ﺳﻔﺮ‬، ‫اﯾﻨﺠﺎﻧﺐ ﺑﺎ وﻗﻮف ﺑﻪ ﻣﺨﺎﻃﺮات ﻣﺮﺑﻮط ﺑﻪ ﻣﺴﺎﻓﺮت ﻫﻮاﯾﯽ‬
‫ﮐﺎرﮐﻨﺎن و ﻧﻤﺎﯾﻨﺪﮔﺎن آن را ﺑﻪ ﻃﻮر ﮐﺎﻣﻞ در ﺑﺮاﺑﺮ ﮐﻠﯿﻪ‬،‫ﻣﺴــﺘﺨﺪﻣﯿﻦ‬،‫ﻣﺘﺼـﺪي ﺣﻤﻞ‬، ‫ﺑﺮاي ﺑﯿﻤﺎر ﺣﺎدث ﮔﺮدد ﻣﯽ ﭘﺬﯾﺮم و ﺑﺮ ﻫﻤﯿﻦ اﺳﺎس‬
‫ﻣﺴﺌﻮﻟﯿﺖ ﻫﺎي ﻧﺎﺷﯽ از اﯾﻦ ﺳﻔﺮ از ﻫﺮ ﻧﻮع ﮐﻪ ﺑﺎﺷﺪﻣﺼﻮن و ﻣﺒﺮا ﺧﻮاﻫﻢ ﻧﻤﻮد و در ﺿﻤﻦ ﺗﺎﯾﯿﺪ ﻣﯽ ﻧﻤﺎﯾﻢ ﮐﻪ ﺗﻤﺎﻣﯽ ﻫﺰﯾﻨﻪ ﻫﺎ و ﻣﺨﺎرج ﺧﺎﺻﯽ‬
.‫ﺑﻪ ﻣﺠﺮد درﺧﻮاﺳﺖ ﻣﺘﺼﺪي ﺣﻤﻞ ﺑﻪ وي ﭘﺮداﺧﺖ ﻧﻤﺎﯾﻢ‬،‫را ﮐﻪ در ارﺗﺒﺎط ﺑﺎ ﺣﻤﻞ ﻫﻮاﯾﯽ ﻣﺴﺎﻓﺮ ﺑﯿﻤﺎر از ﺳﻮي ﻣﺘﺼﺪي ﺣﻤﻞ ﺗﻘﺒﻞ ﺷﺪه اﺳﺖ‬

‫ﻫﻤﺮاه ﺑﯿﻤﺎر‬/‫ﻧﺎم و ﺷﻬﺮت ﺑﯿﻤﺎر‬

‫ﺗﺎرﯾﺦ و اﻣﻀﺎ‬

Sick Passenger ,s Declaration

This is (Patient/patient Participant)..................................While requesting for any and all

services needed for the carriage of the Patient by air to his/her destination, hereby authorize
doctor ....................(as a trusted and/or designated physician from the Mahan Air Medical
Center)to give his/her medical advice about the Patient 's general health condition to the extent
required to determine patient's fitness and condition for an air travel from the medical point of view
and if necessary to release/or disclose any such medical information to any other airlines medical
centers as well as any relevant sources those who are legally and/or medically allowed to have
access to such information without any liability whatsoever which may arise out of any such
disclosure.
I fully understand and confirm that when the patient has medically been found fit for the air travel,
the journey will be made in accordance with the airline 's General Conditions of the Carriage and
according to its applicable tariffs and thus, the air carrier/airline shall not assume any further
liability other than those laid down in its General Conditions of the Carriage as well as in its tariffs. I
personally at my own full risk confirm that I accept any and all consequences whatsoever may the
air traveling cause to the Patient 's health condition and as a result, I shall fully indemnify the air
carrier, its servants, employees and agents from and against any and all liabilities arising there
from and also agree and confirm to reimburse to the carrier upon its demand any and all the
particular costs and expenses incurred and borne by the carrier in relation to the Patient 's
carriage by air.

Patient/Patient Participant 's name & surname

Date & signature

 “Dangerous Goods Report Form ”
Airport Services Department
Station: Flight No.:

Declared Dangerous Good item□ Mis-Declared Dangerous Good item□

Local time of finding : Date:

Location of finding:

Type of item Cargo/Mail□ Airway Bill No……… Passenger Baggage □

Quantity /size :

Description of item :

Class/ division(when known)

Category (when known)

Aircraft type:

Aircraft registration:

Passenger ticket No.

Passenger name

Passenger address

Remark:

Reporter name Supervisor name Station Manager name

Reporter position Supervisor position Station Manager position

Reporter signature Supervisor signature Station Manager signature

Additional Remark :

AP.FM.16
AIRPORT SERVICES
ISSUE: 01 REVITION: 03
REV. Date: 10.JAN.2016
 ERP
Passengers & Crew Summary List

1. Flight Information:
Flight No. Date: Aircraft Type A/C Registration Dep. Station Destination Station STD ATD

2. Crew:
# Names
CAPT.: CAPT.: F/O: F/E:
Cockpit
F/P: F/A: F/A: F/A: F/A:

F/A: F/A: F/A: F/A: F/A:

Cabin
F/A: F/A: F/A: F/A: F/A:

MEC: MEC: FSO: FSO: FSO:

XCR
1) 2) 3) 4) 5)
Dead Head
6) 7) 8) 9) 10)

3. Passengers:
# Full Name Nationality ID/Passport No. Gender PCs of Bag Remarks
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25

4. Cargo Compartments:
Weight Location
Items
(Kg) Compt. 1 Compt. 2 Compt. 3 Compt. 4 Compt. 5 Compt. 6 Compt. 0
Total Baggage
Cargo & Mail
EIC & CSU
Others

5. Acknowledgments:
Prepared by: Reviewed by: Distributed by:
Name , ID No., Position Signature, Date, Time Name, Signature, Date Name, Signature, Date
 Provisions for Dangerous Goods Carried by Passenger and Crew

THE PILOT-IN-COMMAND MUST BE INFORMED OF THE LOCATION

PERMITTED IN OR AS CARRY-ON BAGGAGE
PERMITTED IN ORAS CHECKED BAGGAGE
THE APPROVAL OF MAHAN AIR IS REQUIRED
lithium Batteries : portable electronic devices containing lithium metal or lithium ion cels or
batteries, including medical devices such as portable oxygen concentrators ( POC) and consumer
electronics such as cameras , mobile phones, laptops, tablets when carried by passengers or crew
for personal use ( see IATA DGR 2.3.5.9).for lithium metal batteries the lithium metal content must NO YES YES NO
not exceed 2g and for lithium ion batteries the Watt-hour rating must not excedd 100 WH.

lithium Batteries , sopare/loose with a Watt-hour rating exceeding 100Wh but not exceeding 150
Wh for consumer electronic devices and PMED or with a lithium metal content exceeding 2g but
not exceeding 8g for PMED only.Maximum of two spare batteries in carry-on baggage only.these YES NO YES NO
batteries must be individually protected to prevent short circuits.
lithium Battery-powered electronic devices .lithium ion batteries for portable( including
medical)electronic devices , a Wh rating exceeding 100 Wh but not exceeding 160 Wh. For
YES YES YES NO
portable medical electronic devices only, lithium metal batteries with a lithium metal content
ecxceeding 2g but not exceeding 8g.
matches, safety (one small packet) or a cigarette lighter that does not contain unabsorbed liquid
fuel, other than liquefied gas, intended for use by an individual when carried on the person. Lighter
fuel and lighter refills are not permitted on one's person or in checked or carry-on baggage. NO ON ONES'S PERSON NO
Note: “Strike anywhere” matches, “Blue flame” or “Cigar” lighters are forbidden.

Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with non-spillable
wet batteries or with batteries which comply with special provision A123 or A199. YES YES NO NO
( See IATA DGR 2.3.2.2)
Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with spillable
YES YES NO YES
batteries or with lithum batteries .( See IATA DGR 2.3.2.3 and 2.3.2.4 )
Mobility Aids: Battery-powered mobility aids with lithium ion batteries( collapsible) , lithium ion
battery must be removed and carried in the cabin.( see IATA DGR 2.3.2.4) YES NO YES YES

Non-Radioactive medicinal or toiletry articles(Including aerosols) such as hair sprays, NO YES YES NO
perfumes, colognes and medicines containing alcohol.
Non-flammable, non-toxic aerosols in Division 2.2 with no subsiduary risk, for sporting or home
use.
The total net quantity of non- radioactive medicinal or toiletry articles and non0flammable , non-
NO YES NO NO
toxic aerosols in Division 2.2 must not exceed 2 kg or 2 L and the net quantity of each single article
must not exceed 0.5 kg or 0.5 L Release valves on aerosols must be prtected by a cap or other
suitable means to prevent inadvertent release of the contents.
Oxygen or air, gaseous, cylinders required for Medical use. The cylinder must not exceed 5 kg
YES YES YES YES
gross weight. Note: Liquid oxygen systems are forbidden for transport
Permeation devices, must meet A41( see IATA DGR 2.3.5.16) NO YES NO NO
Portable electronic devices containing non –spillable batteries, batteries must meet A67 and
must be 12.V or loss and 100Wh or less. A maximum of 2 spare batteries may be carried. NO YES YES NO
(see IATA DGR 2.3.5.13)
Radio isotopic cardiac pacemakers or other devices, including those powered by lithium
batteries, implanted into a person, or fitted externally, or radiopharmaceuticals contained within the NO ON ONES'S PERSON NO
body of a person as the result of medical treatment.
Security-type attaché cases, cash boxes, cash Bags, etc. Incorporating Dangerous goods,
such as lithium batteries and/or pyrotechnic material, except as provided in 2.3.2.6 are totally FORBIDDEN
forbidden. See entry in 4.2-list of Dangerous Goods.
Specimons, non- infectious packed with smal quantities of flammable liquid, must meet A180
NO YES YES NO
( see IATA DGR 2.3.5.14)
Thermometer , medical or clinical , which contains mercury , one per person for personal use,
NO YES NO NO
when in its protective case.
Thermometer or barometer , mercury filled carried by a representetive of a government weather
bureau or similar official agency ( see IATA DGR 2.3.3.1) YES NO YES YES

Table 2.3.A IATA DGR Edition 2017

Prepared by S.MJZ , Airport Services Department.
 Provisions for Dangerous Goods Carried by Passenger and Crew

THE PILOT-IN-COMMAND MUST BE INFORMED OF THE LOCATION

PERMITTED IN OR AS CARRY-ON BAGGAGE
PERMITTED IN ORAS CHECKED BAGGAGE
THE APPROVAL OF MAHAN AIR IS REQUIRED
Alcoholic beverages ,when in retail packaging , containing more than 24% but not more than 70%
NO YES YES NO
alcohol by volume ,not exceeding 5 L, with a total net quantity person of 5L.
Ammunition (cartridges for weapons), securely packaged (in Div. 1.4S, UN 0012 or UN 0014 only),
in quantities not exceeding 5 kg gross weight per person for that person’s own use. Allowances for YES YES NO NO
more than one person must not be combined into one or more packages.

Avalanche rescue backpack, one (1) per person, Containing a cartridge of compressed gas in Div.
2.2. May also be equipped with a pyrotechnic trigger mechanism containing no more than 200 mg YES YES YES NO
net of Div. 1.4S. The backpack must be packed in such a manner that it cannot be accidentally
activated. The airbags within the backpacks must be fitted with pressure relief valves.
Batteries, spare/loose, including lithium metal or lithium ion cells or batteries , for portable
electronic devices must be carried in carr-on baggage only. Articles which have the primary pirpose
NO NO YES NO
as a powe source e.g power banks are considered as spare batteries. these batteries must be
individually protected to prevent short circuts.
Camping stoves and fuel containers that have contained a flammable liquid fuel, with empty fuel
YES YES NO NO
tank and/or fuel container.(see IATA DGR 2.3.2.5 for details)
Chemical Agent Monitoring Equipment, when carried by staff members of the Organization for the
YES YES YES NO
Prohibition of Chemical Weapons on official travel( see IATA DGR 2.3.4.4)
Disabling devices such as mace, pepper spray, etc. containing an irritant or incapacitating
substance are forbidden on the person, in checked and carry-on baggage. FORBIDDEN
Dry ice(Carbon dioxide, solid )in quantities not Exceeding 2.5 kg per person when used to pack
perishables not subject to these Regulations in checked or carry-on baggage, provided the baggage
(package) permits the release of carbon dioxide gas. Checked baggage must be marked “dry ice” or YES YES YES NO
“carbon dioxide, solid” and with the net weight of dry ice or an indication that there is 2.5 kg or less
dry ice.

e-cigarettes( including e-cigars, e-pipes, other vaporizers) containing batteries must be individually NO NO YES NO
protected to prevent accidental activation.
Electro shock weapons (e.g. Teasers) containing dangerous goods such as explosives,
compressed gases, lithium batteries, etc. are forbidden in Carry-on baggage or checked baggage or
on the person. FORBIDDEN
Fuel cells containing fuel, powering potable electronic devices (e.g cameras, cellular phones, NO NO YES NO
laptop computers and camcorders) seeIATA DGR 2.3.2.10 for details.
Fuel Cell Cartridge, spare for potable electronic devices , see IATA DGR 2.3.5.10 NO YES YES NO

Gas cartridges, small ,non-flamable containing carbon dioxide or other suitable gas in division2.2
up to two small cartridges fitted into a self- inflaing safety device such as a life jacket or vest . Not YES YES YES NO
more than one device per passenger and up to two spare small cartridges per person , not more thn
four cartridges up to 50 mL water capacity for other devices (see IATA DGR 2.3.4.2)

Gas cylinders, Non-flammable, Non- toxic worn for the operation of mechanical limbs. Also, spare NO YES YES NO
cylinders of a similar size if required to ensure an adequate supply for the duration of the journey.
Hair curlers containing hydrocarbon gas, up to one (1) per passenger or crew-member, provided
that the safety cover is securely fitted over the heating element. These hair curlers must not be used
NO YES YES NO
on board the aircraft at any time. Gas refills for such curlers are not permitted in checked or carry-on
baggage
Heat producing articles such as underwater torches (diving lamps) and soldering irons.(see IATA
YES YES YES NO
DGR 2.3.4.6)
Insulated packaging containing refrigerated liquid nitrogen (dry shipper), fully absorbed in a porous
NO YES YES NO
material containing only Non-dangerous goods.
Internal combustion or fuel cell engines, must meet A70 (see IATA DGR 2.3.5.15) NO YES NO NO
Lamp , energy efficient when in retail packaging intended for personal or home use NO YES YES NO

Lithium batteries : security -type equipment containing lithium batteries (see IATA DGR 2.3.2.6) YES YES NO NO

Table 2.3.A IATA DGR Edition 2017

Prepared by S.MJZ , Airport Services Department.
Service Level Agreement Service Level Agreement

Handling logo in all

pages
1.1.1 1 counter every 50 booked passengers will be opened
This Service Level Agreement defines the standard levels of performance for the
provision of ground handling services at........Airport and it is designed to maintain and 3 Economy Class Counters and 1 Business Class counter.
improve the quality standards of In case of need one First Class Counter will be opened separately from Economy
Class Counters and Business Class counter.
Mahan Airlines.,
hereinafter referred to as the Carrier, 1.1.2 In case no Business Class Passengers are booked, the business class counter
would be switched to economy class after taking confirmation from the Carrier’s
and station manager.
Airport Handling .............
hereinafter referred to as the Handling Company. 1.1.3 For any higher number passengers booked, the following rule will apply.
st 165-210 Passengers – 4 counters (including 1 Business Class counter)
It is part of the IATA Annex B1.0 dated June 1 2015. The service quality standards shall more than 210 Passengers – 5 counters (including 1 Business Class counter)
be jointly set, based on the specific Carrier requests (i.e. relevant GOM and Station
Management requirements of the Carrier) and integration to CRM requests. 1.1.4 During core time from STD – 195 min to STD –50 min check-in desks shall be
opened.
Thus, the instructions described in the GOM have to be complied with in all cases. All
Services will be performed by the Handling Company in accordance with all mandatory 1.1.5 One dedicated lead agent to attend check in (lead agent included in check in staff
regulations and procedures. The Carrier and the Handling Company acknowledge their agreed number).
goal to co-operate in developing a partnership approach, which will be to their mutual
benefit. To that end they agree to consult each other on a regular and ongoing basis to 1.1.6 The number of the counter desks will be designated in accordance with the Local
facilitate long term planning and development of such a relationship in terms of flights and Management requirements of W5.
destinations. The Handling Company will perform effective supervision of the Carrier’s third
party suppliers concerned with the turnaround. 1.1.7 W5 uses the front desks for the business Class /Frequent Flyer Passengers, FFP
(GOLD / SILVER) Cards only).
The Carrier reserves the right to terminate the agreement of which this SLA is part of,
notwithstanding Article 11 or any paragraph relating to termination of the agreement at any
time subject to the Handling Company’s failure to perform the services as agreed and if 1.2 Facilities
such failure has not been remedied to the sole satisfaction of the Carrier within one month
(30 calendar days) after written notice of such default has been given by the Carrier to the 1.2.1 A fully functional conveyor belt. Provided and serviced by the Airport Authority.
Handling Company.
1.2.2 The Carrier’s logo and flight info on display.
Safety / Security 1.2.3. All visuals should be prepared according to Star Alliance Airport Handling
Procedures.
The safety and the security of its flights are the Carrier’s main objectives. In no way, the
Handling Agent will conduct / tolerate any neglect of duty which jeopardises the safety of 1.2.4. Airline specific stationary is available at counters. Every material of Mahan Airlines
the aircraft and/or passengers or crew. Subject to this, the Handling Agent has to Inc. (cabin bag tags, lounge cards, dangerous good information, ffp stand) which are
compensate all the loss caused and the Carrier has reserved the right to terminate the related to passenger and bag check-in would be used. Other material not specifically
agreement. required by the Carrier to be used shall be the Handling Company’s generic material.

1. Check- in 1.2.5 The Handling Company will be liable for penalty fees assessed against the Carrier
by the Immigration Service in the following cases:
1.1 Counter Opening By Invoice from immigration and report from destination station

Numbers of desks will now be confirmed after discussion with local management . a) The Handling Company checked in the passenger without a valid visa or with a time
expired visa, whether Single or Multiple entry.

Page 1 of 11 Page 2 of 11
Service Level Agreement Service Level Agreement

b) The Handling Company checked in the passenger with an expired passport.

c) The Handling Company checked in the passenger who needs a visa, with already Only one piece hand baggage 7k
used Single entry visa. Tag heavy baggage label to the baggage over 25kgs (According to Italian
All checks are performed in accordance with the given information by TIM/Timatic. regulation)
One failure per three months, per location, will be free of charge. In case of damaged baggage delivery related comments will be edited into the
system.

1.3.9 Tag VIP/ Business/ First Class, and Mahan Airlines GOLD/SILVER members’
1.3 Process baggage with a priority label.

1.3.1 Flights must be edited before check-in opens. Usually editing is done 12 hours 1.3.10. Excess baggage charges to be controlled by the handling company
before by HC.
1.3.11 Inform the passenger when the flight is operated by another carrier.
1.3.2 Counter preparation and service ability checks to be completed before opening.
1.3.12 Inform the passenger about the seat and gate numbers, boarding time and delays
1.3.3 Ask passengers to show their official travel documents (passport, visa etc.) Visas of
the passengers with onward travel must be controlled before check in. If there is no 1.3.13 Farewell the passenger by saying, “Have a nice flight” or the like.
record for the passenger direct to the Sales Office.
1.3.14 In the case of arrival irregularities, any arrangements including re-booking of
1.3.4 Ask passengers to show their Mahan &miles cards and enter the card details in their passengers have to be performed and / or governed by the handling agent, in
check-in records. cooperation with a W5 representative. In the case of departure irregularities the
handling agent will assist with hotel bookings and transport/meal arrangements
Regarding cards mentioned validity date must be checked. Classic cards cannot be
(services will be provided through a Third Party)
allowed in the CIP Lounge and uses Y/C check-in desks.
1.3.15 Arrangement for advising outbound and inbound wheelchairs and related data to
1.3.5. Ask passengers to show all of their baggage (checked and cabin). Put a “cabin”
the nominated wheelchair company would be performed by Handling company
baggage tag on carry-on baggage.
(Local procedures will apply).
1.3.6 Check tickets concerning potential reservations. Otherwise, ask passengers for
1.3.16 Coordinate with the Airport Operator for the stretcher case.
requests.
1.3.17 If passenger presents a pet in check-in they should have a suitable container, this
1.3.7 On mutually agreed connection flights, check passenger and baggage through to is allowed AND pet must travel in hold.
final destination and inform passenger about it.
1.3.18. Assist to First Class passenger to the first class check in counter and inform
1.3.8 Baggage allowance will be as follows;
passenger about the travel details.
Check the baggage allowance with the comment from check-in system. 1.3.19 Dedicated staff will be arranged for Mahan Air Airlines by Handling Company (once
Carrier’s DCS will be implemented)
Y/C 30 K

B/C 40 K 2 Boarding
For the baggage allowance of Economy and Business Class passengers, firstly 2.1 Deadlines
tickets should be checked and accordingly check-in should be done.
Only Gold Card holders extra 15 K; SILVER 10 K; CLASSIC 0 K 2.1.1 2 agents to be at the gate at STD -60 min. For pre boarding steps.
allowance. A total of 2 Agents will be provided
Hand baggage 7K .Cabin baggage labels to be attached to all hand baggage.
All baggage must have named and address labels attached. 2.1.2 Gate preparation and service ability checks to be completed STD -45 min.

Page 3 of 11 Page 4 of 11
Service Level Agreement Service Level Agreement

2.1.3 Boarding will be started up -45 min ATD.

2.2.9 Check cabin baggage during boarding. If necessary, arrange check-in and transfer
of oversized baggage to cargo compartment.
2.2 Delayed departure
2.2.10 Farewell the customer by saying “Have a nice flight” or the like.
2.2.1 If all passengers have been informed at the check-in desk, presence of agents at the
gate STD –60 min is sufficient. 2.2.11 Document time of “Pax door closed” and significant irregularities.
2.2.2 Otherwise, at least two agent has to be at the gate STD –60 min and is to remain 2.2.12. FFP Gold passengers may board the aircraft at the time of W5 priority boarding or
there until aircraft doors are closed. at their leisure.FFP Gold customers are not to be turned away when they request to
board, regardless of when they attempt to board. A special announcement shall be
2.2.3 Pax door closed: STD –15 min made as mentioned in Announcement Handbook.

Process
3 Ramp / Load Control
2.2.4 Announce the boarding procedure in English, giving detailed information(preferably
also in farsi). 3.1 Arrival

In case of any delays, announce the estimated boarding and departure times as well 3.1.1 Ramp agent should be on position STA –5 min and should be able to respond
as the time of further information. First announcement has to be given – 10 min from immediately to any of the Carrier’s requests
the original boarding time at the latest.
3.1.2 Ramp agent should ensure all ground equipment (ground power unit, steps, high
If the delay reasons are known, a detailed and honest explanation to the passengers loader, loading belts etc.), and required staff to be in position on stand STA 5 min.
after 15 minutes is mandatory. The explanation to be made is to be confirmed before
any announcement. 3.2 Departure
3.2.1 Ramp agent in position: STD – 60min at the latest
Identify the passenger prior to boarding and follow up the zone boarding process.
In case of an arrival delay > 60min:ETD - 45min at the latest
2.2.4 Crew will be informed before boarding.
3.2.2 Ramp agent has to ensure all ground equipment (ground power unit, steps, high
2.2.5 It is imperative that correct number of coupons with correct sectors will be handed to loader, loading belts etc.), load (baggage, cargo, ULDs etc.) and required staff to be
W5 once when the boarding finishes at the gate, i.e. the boarders must ensure that in position on stand STD - 60min. Last checked outbound baggage from chute area
they have collected the correct coupons from the passengers before the flight must be on stand STD/ETD – 15 min
leaves. In case of discrepancy the handling company will investigate and ensure that
the correct coupon is found, otherwise they will be held responsible for charges 3.2.3 All outbound baggage accepted prior to check-in closure must be loaded and hold
arising from the mishandling of the coupon. (Reference is made to MPD coupon for doors must be closed not later than STD -10min.
excess baggage and another additional rate same as UM, AVIH and to eventual
3.2.4 Make sure that correct sequence of loading baggage is maintained. Priority should
flight coupon due to go-show passengers)
be arranged for VIP and B/C bags; UM baggage’s and baby trolleys.
2.2.6 Upgrades & downgrades will be performed on advise of W5 representative at the
3.2.5 Ramp agent to ensure that aircraft, staff and equipment are ready for pushback.
boarding gate or at check-in by the Handling Company and commented in the
system. 3.2.6 Any irregularities have to be documented by the ramp agent and immediately
advised to the Carrier’s representative.
2.2.7 Perform pre-boarding with handicapped or special need passengers; UM and
DEPO/DEPA/INAD. (All of these passengers shall be reported to the crew in prior to 3.2.7 The Handling Company agrees to indemnify and hold harmless the Carrier against
boarding.) any and all claims arising from the failure to locate, forward and/or deliver the lost
2.2.8 Consider VIP Info including potential special demands/needs/requests.

Page 5 of 11 Page 6 of 11
Service Level Agreement Service Level Agreement

and found properties concerning Property Irregularity Report’s (PIR’s) filed against If the ground time of an aircraft shortened due to a delay mini cleaning (quick
misloaded /not loaded/misloaded/misdirected damaged /pilfered property within 24 turn round) shall be done after the consensuses of station Manager.
hours from the departure of the flight from CAN is valid for on which the irregularity
has occurred. 10 minutes less than minimum scheduled ground time for narrow and body aircrafts
applied for mini cleaning.
3.2.8 Departure cargo and mail to be at aircraft side by 60minutes STD (provided that
delivered at warehouse yellow line in due time by cargo handler). A/C TYPE Turnaround Cleaning Mini Cleaning* Duration

3.3 Document Delivery B747 60 min 10 min .

3.3.1 All documents to be provided to the Flight-Crew STD -60 including:

A340. 45 min
NOTAMS
MET
A310 25 min. 10 min.
All information concerning payload and handling specials
Additional information (position, ETA, CTOT) Etc.

3.3.2 Load sheet to be provided to cockpit STD -15 min. *Waste removal only

4.1.8 Arrival express cargo and mail along with documents to be delivered to cargo
3.3.3. Post-flight messages to be dispatched by 15 minutes after STD.
warehouse by 30 minutes after on block, if loaded correctly at point of departure.
The Carrier informs the Handling Company via a Load Delivery Message.
4 Arrival
4.1.9 Arrival general cargo and mail along with documents to be delivered to cargo
4.1 Process warehouse by 60 minutes after on block

4.1.1 Check conveyor belt display for the correct information prior to arrival. Escort 4.1.10 Buggies will be equipped with the transparent bags during loading and unloading in
passenger during arrival. 1 dedicated agent to be at the gate at STA -5 min. In case the rainy days.
of remote parking case the Ramp Agent directs passenger to the busses.
4.2 Lost and Found
4.1.2 First bag on arrival belt within 25 minutes of arrival
4.2.1 Enter PIR information in World Tracer within max. 2 hours of the passenger’s report.
4.1.3 Last bag on arrival belt within 40 minutes of arrival
4.2.2 Feed data of misrouted, untagged and unclaimed baggage into system/OHD
4.1.4 Make sure that correct sequence of offloading baggage is maintained. Priority immediately. If nobody claims found baggage within 5 days, forward to the Carrier’s
should be arranged for VIP and B/C bags; UM baggage’s and baby trolleys. Last central Lost & Found. The Handling Company must apply for the Carrier’s approval
priority bag on arrival belt within 17 minutes of arrival. before loading any rush baggage.

4.1.5 Mishandled baggage to be less than 5 incidents per 1000 passengers transported. 4.2.3 A common Lost & Found facility has to be available for all passenger arrivals and to
remain open until last bag collected.
4.1.6 Buggies in the red/transparent bags to be brought up to the gate of the aircraft.
4.2.4 Actively search for a lost bag for 5 days. In case the baggage remains lost after 5
days, hand over the record to the Carrier for further action.
4.1.7 Cleaning Process to be completed within according to the application mentioned
under below as referred ACDM (Aircraft Cleaning and Dressing Manual).
4.2.5. Common Lost & Found Office will be stayed open after 30 minutes of the collection
of the last baggage.

Page 7 of 11 Page 8 of 11
Service Level Agreement Service Level Agreement

4.2.5 Dispatch all requested and forwarded bags to the passenger immediately after 5.2.3 One Lead Agent per flight is mandatory (lead agent included in check in staff
receipt at the airport. In case of the transportation of the baggage shall be done at agreed number) . All agents have to know to whom to refer in case of problems.
the lowest possible costs, ensuring safe and secure delivery. (A separate agreement
with a courier is needed)

4.2.6 Attach the delivery reports to the invoices which is the proof of the delivery the found
6 Supervision of Third Party Suppliers
baggage to the passenger. 6.1.1 Ensure that on-time departure is guaranteed through accurate work of third party
suppliers.
4.2.7 All lost property enquires must be referred to W5
( [email protected] or tel: +98 21 48384623) 6.1.2 Ensure zero ground incidents or aircraft incidents.

5 Additional 7 Quality Service Clause

5.1 Staff Appearance 7.1.1 The Carrier’s Minimum Turnaround Time as per defined in the Carrier’s GOM or as
declared within the schedule and / or Carrier’s directive in written.
5.1.1 The Handling Company’s uniform has to be worn and maintained by all front of
house staff handling the Carrier’s product. 7.1.2 On and any each occasion when the Carrier’s flight arrives off schedule, the
Handling Company shall make all reasonable efforts to return the aircraft to its
5.1.2 The employee has to be impeccably dressed, i.e. proper and clean uniform, decent original published departure time.
make-up, etc.
7.1.3 The Carrier shall provide the Handling Company with a regular (e.g. monthly) report
on the delays. The Carrier’s own data will be fundamental for determining the
5.2 Training and Qualification Requirements delays. This report is to be reviewed to reach a mutual consensus.
The delays codes (ref to Standard IATA Delay Codes Annex 3) which would which
5.2.1 Staff handling the Carrier’s product has to be trained in the following according to would be attributable to the handling agent are :
their responsibilities:
DCS ALTEA
Dangerous Goods Passenger handling
Security 12,13,15,18

A/c and ramp handling

Staff involved in handling, 100% trained & refreshed in: 31,32,33,34,35,39
• Dangerous Goods/ Human Factor in accordance with IATA DGR/AHM611
• AHM591 Damage during ground operations
• PRM training as per Brussels legislation/regulation 52,
• Security as per local legislation and regulations.
7.1.4 In Case of three obvious major discrepancies in the services carried out occur
A list of trained agents or a letter assessing all staff have been trained and/or refreshed will within a year, the Carrier shall be free to terminate this agreement after the remedial
be made available to the Carrier, by the Handling Company, on request at any time. period of one month without any satisfactory result from the Handling Company

The survey / audit results and training licenses / certificates status shall be deemed part of
the criteria of the Handling Company’s quality standards and be available to the Carrier

5.2.2 Mandatory language skill English and IF possible FA.

Page 9 of 11 Page 10 of 11
Service Level Agreement

8 Pecuniary Liability Sanction

In consequence of any disruption caused by the Handling Company determined reduction
will be paid to Carrier. Reductions will be increased in parallel with the increasing rates.

Disruptions Reduction
Loading/Unloading relatedly ULD damage cost of repair
(per ULD). In case of proven handling
agent’s responsibility

8.2 The Carrier’s representative, supervisor or the flight attendants will determine and
report the disruptions, then notify the Handling Company’s representative in written.

8.3 In case of unjust treatment of the Handling Company’s staff to passenger, the
Handling Company have to withdraw that staff, assign a new staff and compensate all
the loss caused.
Target 99%
All departures shall be on time, within the specified scheduled departure time (STD).
In case of late arrival of flight, the handling company shall do its utmost to gain
ground time and dispatch flight on-time or with a minimum of delay.
Any delay caused by the handling company (reference is made to delay codes
reported at paragraph 7) can result in a penalty as shown below.

For delays between 15 and 25 minutes 10% of the basic charge

For delays between 26 and 30 minutes 15% of the basic charge
For delays over 30 minutes 20% of the basic charge

Credit: recovery : In case of delay on arrival and turnaround performed in less than 120
minutes. This will generate credits in favour of the Handling Company in order to reaffirm
Handling position..

Signed the Signed the

at............... Airport AT ...........

for and on behalf of for and on behalf of

Airport Handling ..... Mahan Airlines Inc.

Page 11 of 11
 PASSENGER INFORMATION SHEET
FROM TO REG/TYPE DATE

NO PAX NAME SEQ.NO SEAT NO DEPU MEDA WCHR WCHS WCHC BLND DEAF UMNR PREG Other ACCOMPANIED REMARKS

1
□□□□□□□□ □
2
□□□□□□□□ □
3
□□□□□□□□ □
4
□□□□□□□□ □
5
□□□□□□□□ □
6
□□□□□□□□ □
7
□□□□□□□□ □
8
□□□□□□□□ □
9
□□□□□□□□ □

         Mdm 263/31‐06/01(JAN.2016)
10
□□□□□□□□ □
11
□□□□□□□□ □
12
□□□□□□□□ □
DEP TIME : ARR IN GATE TIME : EXIT FROM GATE TIME :

PREPARED BY: TIME:
SPECIAL SERVICE STAFF SIGNATURE: SIGNATURE OF F/P
L O A D S H E E T CHECKED APPROVED EDNO
ALL WEIGHTS IN KILOGRAMS D SOBIERAJ A. ZOHRABI 01

CAPTAINS NAME ................

FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME
DUS WMI W59990/02 EP-MMR 45C/38A/225Y 4/17 23JUL15 1305

WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 30377 1/ 4050 2/ 8470 3/ 6510
4/ 8680 5/ 2667 0/ 0

PASSENGER/CABIN BAG 25872 308/ 0/ 0 TTL 308 CAB 0

PAX 308 SOC 0
BLKD 0
TOTAL TRAFFIC LOAD 56249
DRY OPERATING WEIGHT 188751
ZERO FUEL WEIGHT ACTUAL 245000 MAX 245000 L ADJ
TAKE OFF FUEL 122000
TAKE OFF WEIGHT ACTUAL 367000 MAX 368000 ADJ
TRIP FUEL 115000
LANDING WEIGHT ACTUAL 252000 MAX 259000 ADJ

BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES

DOI 93.4 .DEST SPEC CL/CPT | - WEIGHT
LIZFW 122.1 .
MACZFW 30.4 .
LITOW 119.5 MACTOW 28.2 .
LILAW 120.5 MACLAW 29.9 .
STAB:STANDARD 2.7 UP.
A45.B38.C114.D111 .
SEATROW TRIM .
.
UNDERLOAD BEFORE LMC 0. LMC TOTAL
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC

TAXI FUEL 1000 TAXI WGT 368000 MAX 369200

-WMI.308/0/0.0.T30377.1/4050.2/8470.3/6510.4/8680.5/2667
.PAX/308.PAD/0

SI CHECKED BAGGAGE PIECES WMI 1/Y/320

****
SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX
ADD
NIL
DEDUCTIONS
NIL
NOTOC: NO

FUEL DENSITY 0.8 KG/L

ALL TANKS 123000
AUTHORISED WEIGHTS USED FOR PASSENGERS CREW AND BAGGAGE

SECURITY CHECK COMPLETED

SIGNED:

CAPTAIN'S CERTIFICATE
I HEREBY CERTIFY THAT I AM SATISFIED THE LOAD IS OF PERMISSIBLE
MASS, SAFELY DISTRIBUTED AND SECURED FOR FLIGHT.
WMI FRE 24667 POS 0 BAG 3200 TRA 0
 LOADSHEET &
Priority Address (es)
   
LOADMESSAGE
Passenger aircraft
Originator Recharge/Date/Time Initials ALL WEIGHTS IN KILOGRAMS
  / 

L D M
Flight A/C Reg Config / Version Crew XCR Date:
   / / / /
DRY OPERATING WEIGHT (Initial)
ZERO FUEL TAKE- OFF(RTOW) LANDING
Cockpit (-) MAXIMUM WEIGHT FOR
Adjustments

Cabin (-)
XCR ( MEC/ FSO/ AFA ) ( + ) Trip fuel
Take-off Fuel  
Potable Water (-)
Ballast ( Fuel / ULD ) (+) ALLOWED WEIGHT FOR TAKE-OFF a b c
DRY OPERATING WEIGHT (Adjusted) (Lowest of a, b or c)

Take-off Fuel  Operating Weight

OPERATING WEIGHT ALLOWED TRAFIC LOAD

No. of Passengers Cab Distribution Weight Remarks

M F Bag Total FWD Hold AFT Hold Bulk Cabin PAX PAD
Dest. CH INF Pcs
ADULT 1 2 3 4 5 0 F C Y F C Y
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ .3/ .4/ .5/ .0/
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ . 3/ .4/ .5/ .0/
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ .3/ .4/ .5/ .0/

TTL
Si
Total Passenger Weight  ALLOWED TRAFIC LOAD

TOTAL TRAFIC LOAD

DRY OPERATING WEIGHT(Adjusted) Notes :

UNDERLOAD BEFORE LMC

ZERO FUEL WEIGHT LMC LAST MINUTE CHANGE ( LMC )
Max. ± Dest Specification Cpt +/- Weight
Check LMC Total with Underload

± Balance Cond.: Seating Cond.

% MAC ZFW ZONE:
Take-off Fuel
 % MAC LDW A:
TAKE-OFF WEIGHT LMC % MAC TOW B:
Lowest of a, b, c ± Pitch Trim C:
± (As per Trimsheet) D:
Total Passengers
Trip Fuel

LANDING WEIGHT LMC Prepared by: Approved by:

Max. ± LMC Total + /-
±

Form No. LTS

sample
LOADSHEET &
Priority Address (es)
   
LOADMESSAGE
Passenger aircraft
Originator Recharge/Date/Time Initials ALL WEIGHTS IN KILOGRAMS
  / 

L D M
Flight A/C Reg Config / Version Crew XCR Date:
   / / / /
DRY OPERATING WEIGHT (Initial)
ZERO FUEL TAKE- OFF(RTOW) LANDING
Cockpit (-) MAXIMUM WEIGHT FOR
Adjustments

Cabin (-)
XCR ( MEC/ FSO/ AFA ) ( + ) Trip fuel
Take-off Fuel  
Potable Water (-)
Ballast ( Fuel / ULD ) (+) ALLOWED WEIGHT FOR TAKE-OFF a b c
DRY OPERATING WEIGHT (Adjusted) (Lowest of a, b or c)

Take-off Fuel  Operating Weight

OPERATING WEIGHT ALLOWED TRAFIC LOAD

No. of Passengers Cab Distribution Weight Remarks

M F Bag Total FWD Hold AFT Hold Bulk Cabin PAX PAD
Dest. CH INF Pcs
ADULT 1 2 3 4 5 0 F C Y F C Y
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ .3/ .4/ .5/ .0/
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ . 3/ .4/ .5/ .0/
— Tr
B
C PAX/ / / PAD/ / /
M
 / / /   T .1/ .2/ .3/ .4/ .5/ .0/

TTL
Si
Total Passenger Weight  ALLOWED TRAFIC LOAD

TOTAL TRAFIC LOAD

DRY OPERATING WEIGHT(Adjusted) Notes :

UNDERLOAD BEFORE LMC

ZERO FUEL WEIGHT LMC LAST MINUTE CHANGE ( LMC )
Max. ± Dest Specification Cpt +/- Weight
Check LMC Total with Underload

± Balance Cond.: Seating Cond.

% MAC ZFW ZONE:
Take-off Fuel
 % MAC LDW A:
TAKE-OFF WEIGHT LMC % MAC TOW B:
Lowest of a, b, c ± Pitch Trim C:
± (As per Trimsheet) D:
Total Passengers
Trip Fuel

LANDING WEIGHT LMC Prepared by: Approved by:

Max. ± LMC Total + /-
±

Form No. LTS

 A/C Type: A340 – 600
Trim Sheet
Reg.: EP-MME, MMF, MMH, MMI, MMQ, MMR
Passengers Zone Index Cargo Compartments Index Total Fuel Index Table Trim Tank
Max 45 C Max 38 A Max 114 Y Max 111 Y Max 15240 15240 9520 13340 3468 Standard Fuel Density 0.80 Kg/L Individually
FWD Hold * AFT Hold Bulk Weight IDX Weight IDX WT. IDX
1000 0 110000 -3 200 1
WT.
5000 -1 115000 -4 400 2
0A 0B 0C 0D 1 2 3 4 5 10000 -3 120000 -3 600 4
PAX IDX PAX IDX PAX IDX PAX IDX 200 -1 -1 0 1 1 15000 0 125000 -2 800 5
1-3 -1 1 - 12 -1 1- 14 01 1-4 01 400 -2 -1 1 1 2 17500 3 130000 0 1000 6
4-6 -2 12 - 20 -2 15 - 30 02 5-9 02 700 -3 -2 1 2 3 20000 6 135000 1 1200 7
7- 10 -3 21 - 30 -3 31 - 44 02 10 -14 03 1000 -5 -3 2 3 4 22500 7 140000 2 1400 9
11 - 15 -5 31 - 38 -4 45 - 60 03 15-19 05 1300 -6 -4 3 4 5 25000 7 141000 2 1600 10
16 - 20 -6 61 - 75 04 20-24 06 1600 -7 -4 3 5 7 30000 6 142000 2 1800 11
21 - 25 -8 76 - 90 04 25-29 07 1900 -9 -5 4 6 8 35000 5 143000 3 2000 12
A Class =
26 - 30 -10 91- 104 05 30-34 09 2200 -10 -6 4 7 9 40000 4 144000 3 2200 14
Premium
31 - 35 -12 105-114 06 35-39 10 2500 -12 -7 5 8 11 45000 3 145000 4 2400 15
Economy
36 - 40 -13 40-44 12 2800 -13 -8 6 9 12 50000 2 146000 4 2600 16
41 - 45 -15 45-50 13 3100 -15 -8 6 10 13 55000 1 147000 5 2800 18
46 - 48 -16 51-54 14 3468 -16 -9 7 11 15 60000 1 148000 5 3000 19
55-59 16 4000 -19 -11 8 13 65000 0 149000 6 3200 20

* Crew Bunk (LDCR) installed in Compt.3 position 31P

60-65 18 4500 -21 -12 9 14 70000 0 150000 6 3400 22
Default Crew is 4+17 as per WT. & BAL. and A/C Load Limitation 66-70 19 5000 -24 -13 10 16 75000 0 151000 7 3600 23
Crew Index Correction due to deduction or addition of crew 71-75 20 5500 -26 -15 11 17 80000 0 152000 7 3800 24
( Index effect per one person ) 76-80 22 6000 -28 -16 12 19 85000 0 153000 8 4000 25
item Location Description Index 81-85 23 6500 -31 -18 13 21 90000 0 154000 8 4200 27
Cockpit Minus 1 or 2 each at 90 kg + 0.6 86-90 25 7000 -33 -19 14 22 95000 -1 155000 9 4400 28
Crew
Cabin Minus 1or 3 @80 kg - 0.4 91-95 26 7500 -35 -20 15 24 100000 -2 155745 9 4600 29
C. Class Addition of each - 0.4 96-100 27 8000 -38 -21 16 25 105000 -2 Full 4800 31
XCR
Y. Class person @ 80 kg - 0.1 101-105 29 8500 -40 -23 17 27 For more Densities see overleaf 5000 32
Water Tanks % 100 % 75 % 50 % 106-111 30 9000 -42 -25 18 28 Tank by Tank Fuel Index Calculation 5200 33
Correction WT included - 250 Kg -525 Kg 9520 -44 -26 19 30 Outboards + 5400 35
100% = 1050 IDX included - 0.8 - 1.7 10000 -47 -27 32 Inboards - 5600 36
12000 -56 -32 38 Center - 5800 39
Round-up / Round-down Default D.O.I to one decimal digit (1)
13340 -62 -36 42 Trim Tank + 6000 40
Round-up / Round-down Adjusted D.O.I to nearest integer digit (2)
15240 -71 -41 Total Fuel 6309 41
Sign (Effect)  +
Dry Operating Index (Default)
Cockpit
Crew
Index Cabin
Adjustment C.Class
XCR
Y.Class
Total =

Dry Operating Index (Adjusted)
Ballast ( Fuel / ULD)
Potable water Tanks
Zone A
Passengers Zone B
Index Zone C
Zone D
1
2
Cargo Compts
3
Index
4
5
Total Index =

Zero Fuel Weight Index =
-
Take-off Fuel Index +
Take-off Weight Index =
Zero Fuel Weight Index =
-
Landing Fuel Index + Take - off C.G % MAC 
Landing Weight Index = Zero Fuel C.G % MAC 
ZFW CDU input (Kg x1000) 
% MAC 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
Stab T.U 6.5 6.2 6.0 5.5 5.2 5.0 4.6 4.3 4.0 3.7 3.3 3.0 2.7 2.5 2.1 1.7 1.5 1.2 ¾ ½ ¼ 0 -½ -¾ -1
Aircraft Nose Up Nose Down
 A340-600 Total Fuel Index Table
Fuel Weight Densities (Kg/L)
( Kg ) 0.77 0.78 0.79 080 0.81 0.82
1000 0 0 0 0 0 0
5000 -1 -1 -1 -1 -1 -1
10000 -3 -3 -3 -3 -3 -3
15000 0 0 0 0 0 0
17500 3 3 3 3 3 3
20000 6 6 6 6 6 6
22500 7 7 7 7 7 7
25000 7 7 7 7 7 7
30000 6 6 6 6 6 5
35000 5 5 5 5 5 4
40000 4 4 4 4 4 4
45000 3 3 3 3 3 3
50000 2 2 2 2 2 2
55000 2 2 2 1 1 1
60000 1 1 1 1 1 1
65000 1 1 1 0 0 0
70000 1 0 0 0 0 0
75000 0 0 0 0 0 0
80000 1 0 0 0 0 0
85000 1 0 0 0 0 0
90000 0 0 0 0 -1 -1
95000 0 0 -1 -1 -1 -1
100000 -1 -1 -1 -2 -2 -2
105000 -2 -2 -2 -2 -2 -3
110000 -2 -3 -3 -3 -3 -3
115000 -3 -3 -3 -4 -4 -4
120000 -2 -2 -3 -3 -3 -3
125000 -1 -1 -1 -2 -2 -2
130000 0 0 0 0 -1 -1
135000 2 1 1 1 1 1
140000 3 2 2 2 2 2
141000 3 3 2 2 2 2
142000 3 3 3 2 2 2
143000 3 3 3 3 2 2
144000 4 4 3 3 3 3
145000 5 4 4 4 3 3
146000 5 5 4 4 4 4
147000 6 6 5 5 4 4
148000 7 6 6 5 5 4
149000 8 7 6 6 5 5
150000 8 7 7 6 6 5
151000 8 7 7 6 6
152000 9 8 7 6 6
153000 8 8 7 6
154000 9 8 7 7
155000 9 8 7
155745 9 8 8
157000 9 8
158000 9 8
159000 9
160000 9
161000
162000
 Loading Instructions/Report
FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No.
CPM A300-603

Special Bulk Hold AFT Hold (Max Capacity 12837 Kg) Forward Hold (Max Capacity 18507 Kg)
Instruction
COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 2770 Kg Max Capacity 12837 Kg Max Capacity 9525 Kg Max Capacity 9525Kg
53 52 51 45L 44L 43L 42L 41L 24L 23L 22L 21L 12L 11L

45R 44R 43R 42R 41R 24R 23R 22R 21R 12R 11R X
170
CPM (At Arrival) 95¯107 cm CGO Door 22P 21P 12P 11P CGO Door ¯
( Door size ) 168¯181 cm 270
cm

53 52 51 45L 44L 43L 42L 41L 24L 23L 22L 21L 12L 11L

45R 44R 43R 42R 41R 24R 23R 22R 21R 12R 11R
X
Loading Instructions 22P 21P 12P 11P

53 52 51 45L 44L 43L 42L 41L 24L 23L 22L 21L 12L 11L

45R 44R 43R 42R 41R 24R 23R 22R 21R 12R 11R
X
Loading Report (At Departure) 22P 21P 12P 11P

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
…………………………………………………………. ……………………………………. S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
T – Transfer 4 – Empty (all volume available)
FORM No. LIR 11
 Loading Instruction / Report

FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No. CPM A310-304
Special Instruction Bulk Hold AFT Hold Forward Hold (Max Capacity 12700 Kg)
 Max Capacity Max Capacity for 1 ACT 6350 Kg & 3170 Kg for 2ACT Max Capacity
2770 Kg (Max Capacity 9525 Kg) Max Capacity 9525Kg 4626 Kg
AFT Hold : COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 2 COMPARTMENT 1
ACT ( Additional Center Tank) 53 52 51 43L 42L 41L 23L 22L 21L 11L
occupy specified locations:


1 ACT = 41L + 41R
2 ACT = 41L+41R+42L+42R
EP-MHO, MNF, MMN, MMJ = NO ACT 43R 42R 41R 23R 22R 21R 11R Nose
other A310 A/Cs 01 ACT, refer
to update current revisions

ACT1 22P 21P 11P

CPM (At Arrival)

53 52 51 43L 42L 41L 23L 22L 21L 11L

43R 42R 41R 23R

22P
22R

21P
21R

11P
11R
 Nose
Loading Instructions

53 52 51 43L 42L 41L 23L 22L 21L 11L

CGO Door
43R 42R 41R 23R 22R 21R 11R  Nose

CGO Door 22P 21P 11P

Loading Report (At Departure) CGO Door

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
…………………………………………………………. ……………………………………. T – Transfer 4 – Empty (all volume available)

FORM No. LIR 14

                                                                                                                     Loading Instructions/Report
FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No. CPM
A300-605R & 622R
(EP–MNM, MNN, MNU, MMO)

Special Bulk Hold AFT Hold (Max Capacity 12837 Kg) Forward Hold (Max Capacity 18507 Kg)
Instruction
COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 2770 Kg Max Capacity 6348 Kg Max Capacity 9525 Kg Max Capacity 9525 Kg Max Capacity 9525 Kg
53 52 51 42L 41L 33L 32L 31L 23L 22L 21L 13L 12L 11L

42R 41R 33R 32R 31R 23R 22R 21R 13R 12R 11R X
170
CPM (At Arrival) 95¯107 cm 168¯181 cm 22P 21P 12P 11P ¯
( Door size ) 270
cm

53 52 51 42L 41L 33L 32L 31L 23L 22L 21L 13L 12L 11L

42R 41R 33R 32R 31R 23R 22R 21R 13R 12R 11R
X
Loading Instructions 22P 21P 12P 11P

53 52 51 42L 41L 33L 32L 31L 23L 22L 21L 13L 12L 11L

42R 41R 33R 32R 31R 23R 22R 21R 13R 12R 11R
X
Loading Report (At Departure) 22P 21P 12P 11P

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
…………………………………………………………. ……………………………………. S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
T – Transfer 4 – Empty (all volume available)
FORM No. LIR 12
 Loading Instructions/Report
FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No. CPM
A 340 - 311
( EP- MMA, EP-MMB )

Special Bulk AFT Hold (Max Capacity 18507 Kg) Forward Hold (Max Capacity 22861 Kg)
Instruction COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 9522 Kg Max Capacity 13878 Kg Max Capacity 19044 Kg Max Capacity 9522 Kg
53 52 51 43L 42L 41L 34L 33L 32L 31L 26L 25L 24L 23L 22L 21L 13L 12L 11L

At Arrival
X
43R 42R 41R 34R 33R 32R 31R 26R 25R 24R 23R 22R 21R 13R 12R 11R
270
¯
170
107¯95 cm 42P 41P 33P 32P 31P 24P 23P 22P 21P 12P 11P cm
( Door size )
272¯168 cm Door Size
Door Size

Special Bulk AFT Hold (Max Capacity 18507 Kg) Forward Hold (Max Capacity 22861 Kg)
Instruction COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 9522 Kg Max Capacity 13878 Kg Max Capacity 19044 Kg Max Capacity 9522 Kg
53 52 51 43L 42L 41L 34L 33L 32L 31L 26L 25L 24L 23L 22L 21L 13L 12L 11L

At Departure
X
43R 42R 41R 34R 33R 32R 31R 26R 25R 24R 23R 22R 21R 13R 12R 11R

107¯95 cm 42P 41P 33P 32P 31P 24P 23P 22P 21P 12P 11P
( Door size ) 270
¯
272¯168 cm 170
Door Size Door Size cm

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
…………………………………………………………. ……………………………………. S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
T – Transfer 4 – Empty (all volume available)

Form No. LIR 17

 Loading Instructions/Report
A 340 -
FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No. CPM
313
(EP-MMC, MMD, MMT)

Special Bulk AFT Hold (Max Capacity 18507 Kg) Forward Hold (Max Capacity 22861 Kg)
Instruction COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 9522 Kg Max Capacity 9522 Kg Max Capacity 19044 Kg Max Capacity 9522 Kg
Due to Crew
53 52 51 43L 42L 41L 34L 33L 32L 26L 25L 24L 23L 22L 21L 13L 12L 11L
Bunk installation

At Arrival
in AFT hold

Crew Bunk
compt.3 at 31P,
Position 32P

43R 42R 41R 34R 33R 32R 26R 25R 24R 23R 22R 21R 13R 12R 11R
should be loaded
with PAG pallet 270
(88x125) 
170
10795 cm 42P 41P 33P 32P 24P 23P 22P 21P 12P 11P cm
( Door size )
272168 cm Door Size
Door Size

Special Bulk AFT Hold (Max Capacity 18507 Kg) Forward Hold (Max Capacity 22861 Kg)
Instruction COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 9522 Kg Max Capacity 9522 Kg Max Capacity 19044 Kg Max Capacity 9522 Kg
Due to Crew 53 52 51 43L 42L 41L 34L 33L 32L 26L 25L 24L 23L 22L 21L 13L 12L 11L
Bunk installation

At Departure
in AFT hold
compt.3 at 31P, 

Crew Bunk
Position 32P 43R 42R 41R 34R 33R 32R 26R 25R 24R 23R 22R 21R 13R 12R 11R
should be loaded
with PAG pallet
(88x125)
10795 cm 42P 41P 33P 32P 24P 23P 22P 21P 12P 11P 270
( Door size ) 
170
272168 cm
Door Size Door Size
cm

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
…………………………………………………………. ……………………………………. S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
LDCR – Lower Deck Crew Rest(Crew Bunk) T – Transfer 4 – Empty (all volume available)

Form No. LIR ...

 Loading Instructions/Report
A 340 –
FLT. No. A/C Reg. From To STD Date Prepared By / Cert. No.
CPM 600
EP-MME, F, H, I, Q, R

Special Bulk AFT Hold (Max Capacity 22860 Kg) Forward Hold (Max Capacity 30480 Kg)
Instruction
COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 13340 Kg Max Capacity 9520 Kg Max Capacity 15240 Kg Max Capacity 15240 Kg
53 52 51 44L 43L 42L 41L 35L 34L 33L 26L 25L 24L 23L 22L 21L 16L 15L 14L 13L 12L 11L

At Arrival


Crew Bunk
44R 43R 42R 41R 35R 34R 33R 26R 25R 24R 23R 22R 21R 16R 15R 14R 13R 12R 11R
270

170
43P 42P 41P 33P 32P 24P 23P 22P 21P 14P 13P 12P 11P cm
( Door size )
10795 cm Door Size
272168 cm
Door Size

Special Bulk AFT Hold (Max Capacity 22860 Kg) Forward Hold (Max Capacity 30480 Kg)
Instruction
COMPARTMENT 5 COMPARTMENT 4 COMPARTMENT 3 COMPARTMENT 2 COMPARTMENT 1
Max Capacity 3468 Kg Max Capacity 13340 Kg Max Capacity 9520 Kg Max Capacity 15240 Kg Max Capacity 15240 Kg
53 52 51 44L 43L 42L 41L 35L 34L 33L 26L 25L 24L 23L 22L 21L 16L 15L 14L 13L 12L 11L

At Departure


Crew Bunk
44R 43R 42R 41R 35R 34R 33R 26R 25R 24R 23R 22R 21R 16R 15R 14R 13R 12R 11R
270

170
43P 42P 41P 33P 32P 24P 23P 22P 21P 14P 13P 12P 11P cm
( Door size )
10795 cm Door Size
272168 cm
Door Size

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Information Codes
All containers/pallets and bulk loads have been secured in accordance with company regulations. B – Baggage D – Crew Baggage N – No ULD at Position(No Fit) 0 – Full (no volume available)
Signature of Loading Staffs` Supervisor Loadsheet Agent C – Cargo E – Equipment X – Empty ULD 1 – ¼ volume available
M – Mail F – F.C Baggage U – Unserviceable ULD 2 – ½ volume available
…………………………………………………………. ……………………………………. S – Sort Bag J – Priority Bag P – Pallet 3 – ¾ volume available
T – Transfer 4 – Empty (all volume available)

Form No. LIR ...

 Loading Instructions / Report
Flight No. : A/C Reg. : From: To: STD: Date: Prepared by:

BAe 146
Rear Cargo Hold Forward Cargo Hold
Compt. 6 Compt. 5 Compt. 4 Compt. 3 Compt. 2 Compt. 1

Arrival
AFT Door FWD Door

6 5 4 Max Capacities / Dimensions 3 2 1 Nose 

377 Kg 225 Kg 1227 Kg Max Load 346 Kg 384 Kg 1182 Kg
2.2 Cu.m 1.3 Cu.m 7.6 Cu.m Max Volume 2.0 Cu.m 2.2 Cu.m 7.3 Cu.m
366 Kg / sq.m Max Area Load 366 Kg / sq.m
823 Kg / m 590 Kg / m 823 Kg / m Max Linear Load 823 Kg / m 590 Kg / m 823 Kg / m
90 cm Sill Height (Approximately) 78 cm

Rear Cargo Hold Forward Cargo Hold

Compt. 6 Compt. 5 Compt. 4 Compt. 3 Compt. 2 Compt. 1

Departure
AFT Door Note: FWD Door
For Baggage / Cargo compartments max
package size, see overleaf.

6 5 4 Max Capacities / Dimensions 3 2 1 Nose 

377 Kg 225 Kg 1227 Kg Max Load 346 Kg 384 Kg 1182 Kg
2.2 Cu.m 1.3 Cu.m 7.6 Cu.m Max Volume 2.0 Cu.m 2.2 Cu.m 7.3 Cu.m
366 Kg / sq.m Max Area Load 366 Kg / sq.m
823 Kg / m 590 Kg / m 823 Kg / m Max Linear Load 823 Kg / m 590 Kg / m 823 Kg / m
90 cm Sill Height (Approximately) 78 cm

This Aircraft has been loaded according to these instructions including the deviation shown on the report. Acknowledged by:( Cockpit Crew ) Information Codes
All compartment loads have been secured in accordance with company regulations. B – Baggage C – Cargo D – Crew Baggage
Signature of Loading Staffs` Supervisor Load Controller E – Equipment F – F.C Baggage J – Priority Bag
M – Mail S – Sort Bag T – Transfer
……………………………………. ………………………… …………………………………….
Form No. LIR 15
BAGGAGE / CARGO COMPARTMENTS MAX PACKAGE SIZE
The tables shown below give approximate lengths of packages that can be loaded into the cargo holds for a given cross section.
Trial loading is required for packages with dimensions above those shown in the tables.

FORWARD BAGGAGE / CARGO COMPARTMENT

WIDTH
Cms. 10 20 30 40 50 61 71 81 91 102 112 122 132

10  553 553 543 528 513 406 355 330  294 274 244 233 203
20  553 553 543 528 457 406 355 330  294 274 244 233 203

HEIGHT 
30  553 553 543 528 457 386 345 320  284 264 244 233 203
40  543 543 508 457 406 355 320 284  264 244 223 203 193
50  523 523 457 406 345 315 274 254  233 213 193 172 ‐ 
61  381 381 330 304 244 233 213 183  183 142 ‐  ‐  ‐ 
71  345 304 274 254 244 213 193 172  152 142 ‐  ‐  ‐ 

REAR BAGGAGE / CARGO COMPARTMENT                 

WIDTH
Cms.
10 20 30 40 50 61 71 81 86
10  518 518 416 355 330 274  254 233 211
20  518 518 416 355 330 274  254 233 208
HEIGHT 

30  518 518 416 330 294 274  244 223 ‐ 

40  457 431 355 294 264 244  233 ‐  ‐ 
50  355 340 304 274 264 233  203 ‐  ‐ 
61  264 244 223 193 173 152  ‐  ‐  ‐ 
 
 SPECIAL LOAD - NOTIFICATION TO CAPTAIN ( NOTOC )
Station of Loading: Flight No.: Date: A/C Registration: Prepared by :
I certify that this NOTOC has been prepared in compliance with the procedures for the acceptance, handling, and loading
of dangerous goods as detailed and instructed in the relevant manuals (GOM/COM) and current/ latest IATA DGR manual.
DANGEROUS GOODS Name & Signature………………………………………………………………
Station Net quantity Loaded
Proper Shipping Class or Division UN Number Radio-Active Code CAO ERG
Of AWB or Packing (Cargo Compt. , (Emergency
Name (For class1 or ID Sub- of Material (see ULD
Unloading Number Compatible Group)
Transport index Group Aircraft Bay, Response
number Risk Packages (Category) reverse)
Only) ID. Position Code)
Per packages

OTHER SPECIAL LOAD

Code Loaded
Station of Airway bill Number of
Contents and Description Quantity Supplementary information (see ULD Compartment, Bay,
unloading Number Packages reverse) position
ID.

* There is no evidence that any damage or leaking packages containing dangerous goods have been loaded on the aircraft.
LOADING SUPERVISOR: CAPTAIN : OTHER INFORMATION:
I confirm the loading locations of the items specified
on this NOTOC. Name & Signature: ………………………………..
Name & Signature: …………………………….
Distribution: MDM 271/31 – 06/01 (May 2017)
1. First Copy (white): Flight Crew
2. Second Copy (pink) Station File
3. Third Copy (blue) Attached to AWB
4. Last Copy (yellow) Cargo/Handling Agent
Dangerous Goods Emergency Response Codes (ERG): Reverse Side
1) Complete appropriate aircraft emergency procedures 2) Consider landing as soon as practicable 3) Use drill(s) from below tables
Table A) Combination and frequency of Drills According to IATA DGR manual, chapter 4 (blue pages), ERG codes, Column N Table C) According to ICAO Doc. 9481 – AN/928
1 1L 1P 1S 1CP Drill Drill
Additional Risk Additional Risk
2 2A 2C 2L 2P 2X 2AX 2CP 2CX 2PX Letter Letter
3 3C 3E 3H 3I 3L 3P 3S 3W 3AH 3CH 3CI 3CP 3EP 3HI 3HP A Anesthetic P Poison (Toxic)
4 4C 4L 4P 4W 4X 4FW 4HW 4PW 4SW C Corrosive S Spontaneously Combustible or Pyrophoric
5 5C 5F 5I 5L 5P 5S 5CP E Explosive W When Wet gives off poisonous or flammable gas
6 6A 6C 6F 6H 6I 6L 6S 6W 6X 6CF 6CH 6CW 6FH 6FI 6WF F Flammable X Oxidizer
7 7L H Highly Ignitable
Depending on the type of Infectious substance, appropriate national
8 8F 8I 8L 8P 8S 8W 8X 8FP 8FW 8PX I Irritant / Tear producing
Y authority may be required to quarantine individuals, animals, cargo, and the
9 9A 9F 9L 9M 9N L Low or none of other Risks
aircraft
10 10A 10C 10L 10P M Magnetic
11 11L N Noxious
Table B) According to Emergency Response Guidance for Aircraft incidents involving Dangerous Goods (ICAO Doc. 9481 – AN/928)
Drill
Inherent Risk Risk to Aircraft Risk to Soul onboard Spill or Leak Procedures Fire Fighting Procedures Additional Consideration
Number
- All relevant and available agents
1 Explosion may cause structural failure Fire and/or Explosion As indicated by Drill Letter(s) Don’t Smoke & use 100% oxygen
- Use standard Fire procedures
Possible sudden loss of pressurization
- use 100% oxygen
- Non-Flammable Gas - All relevant and available agents
2 - Pressure may create hazard in Fire
Minimum As indicated by Drill Letter(s) - Provide maximum ventilation for A, I, P
- Use standard Fire procedures
Possible sudden loss of pressurization
Drill Letters
- use 100% oxygen
- Smoke, Fumes, and Heat & - Provide maximum ventilation - All relevant and available agents
3 Flammable Liquid, Flammable Solid Fire and/or Explosion
- as indicated by Drill Letters - No Smoking - don’t use water for Drill Letter W
Possible sudden loss of pressurization
- Minimum Electrics
Spontaneously combustible or - Smoke, Fumes, and Heat & - use 100% oxygen - All relevant and available agents - Possible sudden loss of pressurization
4 Fire and/or Explosion
Pyrophoric when exposed to air - as indicated by Drill Letters - Provide maximum ventilation - don’t use water for Drill Letter W - Minimum Electrics for Drill Letters F & H
Oxidizer
Fire and/or Explosion, Eye, nose, and throat irritation & - use 100% oxygen - All relevant and available agents
5 - may ignite other materials
Possible corrosion damage skin damage on contact - Provide maximum ventilation - don’t use water for Drill Letter W
Possible sudden loss of pressurization
- may explode in heat of a fire
Poison - use 100% oxygen
Contamination with poisonous liquid or Acute poisoning (effects may be - All relevant and available agents - Possible sudden loss of pressurization
6 (may be fatal if inhaled, ingested, or - Provide maximum ventilation
absorbed by skin)
solid delayed)
- don’t touch without gloves
- don’t use water for Drill Letter W - Minimum Electrics for Drill Letters F & H
Radiation Contamination with spilled radioactive Exposure to radiation and personnel - Don’t move packages
7 (from broken/unshielded packages) material contamination - avoid contact
All relevant and available agents Call for a qualified person to visit the aircraft
Corrosive - use 100% oxygen
Eye, nose, and throat irritation & - All relevant and available agents - Possible sudden loss of pressurization
8 (fumes disabling if inhaled or in contact Possible corrosion damage - Provide maximum ventilation
with skin)
skin damage on contact
- don’t touch without gloves
- don’t use water for Drill Letter W - Minimum Electrics for Drill Letters F & H
- use 100% oxygen - All relevant and available agents
9 No general inherent Risk As indicated by the Drill Letter(s) As indicated by Drill Letter(s)
- Provide maximum ventilation for Drill Letter A - don’t use water for Drill Letter W
None
- use 100% oxygen
Flammable Gas
- Smoke, Fumes, and Heat & - Provide maximum ventilation
10 (High fire Risk in case of any ignition Fire and/or Explosion
- as indicated by Drill Letters - No Smoking
All relevant and available agents Possible sudden loss of pressurization
source)
- Minimum Electrics
Infectious Substances
- Don’t touch
(may affect humans or animals if inhaled, Contamination with Infectious Delayed infection to humans or - All relevant and available agents
11 Ingested, or absorbed through the Substances animals
- Minimum recirculation and ventilation in
- don’t use water for Drill Letter Y
Call for a qualified person to visit the aircraft
affected area
mucous membrane or an open wound
Table D) Dangerous Goods - According to IATA DGR manual, chapter 3 (Classification) Table E) Special Loads
Class Name IMP Code Div. / Compat. Group Class Name Code Division Class Name Code Division Name Code Name Code
RCX * 1.3C Flammable Gas RFG 2.1 Toxic Substances RPB 6.1 Live Animals AVI Hatching Eggs HEG
6
REX 1.1, 1.2, 1.3, 1.4F, 1.5, 1.6 Non-Flammable/ Non-Toxic gas RNG 2.2 Infectious Substance RIS 6.2 Foodstuff EAT Hunting Trophies PEA
2
RGX * 1.3G Cryogenic Liquid RCL 2.2 Radioactive Material (White Label) RRW CAT I Films (Undeveloped/ Unexposed) FIL Live Human Organ/Blood LHO
RXB 1.4B Toxic Gas RPG 2.3 7 Radioactive Material (Yellow Label) RRY CAT II Human Remains HUM Pharmaceutical products PIL
1 Explosives RXC 1.4C 3 Flammable Liquid RFL Radioactive Material (Yellow Label) RRY CAT III Human Remains HUM Valuable VAL
RXD 1.4D Flammable Solid RFS 4.1 8 Corrosive Substances RCM Flowers PEF Diplomatic Mail DIP
RXE 1.4E 4 Spontaneously combustible RSC 4,2 Polymeric Beans RSB Meat PEM Weapon WEA
RXG 1.4G Dangerous when Wet RFW 4.3 Magnetized Material MAG Fruits & Vegetables PEP Cargo Aircraft Only CAO
9
RXS 1.4S Oxidizer ROX 5.1 Carbon dioxide, Solid (Dry Ice) ICE Perishables PER
5
* Only for Cargo A/C REX forbidden for Air Transportation Organic Peroxide ROP 5.2 Miscellaneous Dangerous Goods RMD Seafood / Fish (Human Consumption) PES