op bb bb we Tava CHAPTER 5—-LOAD CONTROL >>> AHM 500 CHAPTER 5—RECORD OF REVISIONS ‘Shown belowis a table containing the orig 3! and latest issue dates for al the AHM Six series documents, ‘AHM Number Title Original issue | Latest Review 500 __| Chapter 5-Record of Revisions. Jan 03 Jan 20 501 Terms and Definitions Jan 13 Jan 13 503 | Recommended Requirements for a New Departure Control System Jan 11 Jan 14 504 | Departure Control System Evaluation Checklist, Jan 11 Jan 12 505 | Designation of aireraftholds, compartments, bays and cabin ‘Ape 74 Jan 20 508 | Identification of missing or inoperative restraint Jan 20 510 | Handling/load information codes to be used on traffic documents and messages. Ape 74 Jan 19 513 | Aircraft Strucural loading limitations ‘Apr 98 Jan 13 514 | EDP loading instructionreport ‘Apr 94 ‘Jan 20 54 Manual Loading Instructions/report ‘Ape 74 ‘Jan 20 5 Marual Loadsheet ‘Ape 74 Jan 12 5 Loalsheet produced by electronic data processing machine ‘Ape 74 Jan 14 3 (Capaain’s weight and talance information ‘Ape (4 van 12 51 Balance calculation mathods ‘Ape 74 Jan 17 520 | Aircraft Equipped with a CG Targeting System Jan 05 Jan 17 530 __| Standard weights for passengers and baggage ‘Ape 74 Jan 19 531 Procedure for establishing standard weights for passengers and baggage | Apr 8 Jan 05 533 __| Passengers occupying crew seats ‘Ape 89 Jan 13 534 | Weight control of load ‘Ape 73 ‘Jan 20 536 | Equipment in compartments procedure ‘Ape 77 ‘Jan 20 537 Ballast ‘Apr 90 Jan 13 540 | Aircraft unit oad devioe—weight and balance control ‘Ape 74 Jan 13 550 | Pilotin command's approval of the loadsheet ‘Ape 74 Jan 08 551 Last minute changes on loadsheet ‘Ape Ts van 19 561 Departure control system, carrier's approval procedures ‘Ape 73 Jan 18 562 __| Semi-permanent data exchange message (DEM) ‘Apr 85 Jan 20 564 | Migration from AHM 580 to AHI 565 Jan 16 505 | EDP Semi-Permanent Data Exchange for New Generation Departure Control Systems Jan 06 Jan 15 570 [Automated information Exchange between Check-in and Load Control Systems Jan 09 Jan 20 571 Passenger and Baggage Details for Weight and Balance Report (PWR) Jan 18 580___| Unitioad device/bulk oad weight statement ‘Ape Ta Jan 17 581 Unitioad devicerbuik load weight signal ‘Apr 85 Jan 17 583 |Loadmessage ‘Ape 75 Jan 14 587 | Container/patet distribution message ‘Ape 74 Jan 19 568 | Statstical load summary ‘Ape 80 Jan 05 {0TH EDTION JANUARY 2029 289Airport Handling Manual ‘AHM Number Title Original Issue | Latest Review 590 __| Load Control Requirements and Document Retention ‘Ape 74 Jan 20 591 Weight and Balance Load Control and Loading Supervision Training and Quaifications. Ape 88 Jan 20 290 “49TH EOMON, sANUARY 2020, Tara Load Control—AHM 501 >>> AHM 501 TERMS AND DEFINITIONS ACARS: Aircaft Communications Addressing and Repoting System - a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations. ‘Adutts: persons over tne age of 12 years and may be classified as male or female. Aircraft registration: unique alpha/numeric designation for an aircraft. Allowed traffic load: load that can be carried on the aircraft on a sector and is the difference between the allowed weight for take-off and the operating weight ‘Area load limitation: maximum load acceptable on any m? (ft) of an aircraft Noor. 1 FTIMTR —>| j<— 1 FTIMTR Asymmetrical load limitation: maximum load acceptable on each side of the compadment floor in relaion with each other (also ‘unsymmetrical load limtation), vy \ y ‘Automated load planning: load planning performed using an electronic data processing (EDP) system, Baggage (luggage): such artces, effec's and other personal property of a passenger as are necessary or appropriate for wear, use, comfort, or convenience in connection with his trip. Unless otherwise specified, it includes both checked and unchecked baggage ‘Baggage standard weight: approved baggage standard weights to be used for weight and balance calculation. Balance condition: numeric expression of the position ofthe centre of gravity. its: end points forward and aft ofthe range within which the center of gravity must le for safe fight. Ballast: deadoad weight cartied to achieve a balanced condition. Barrier net: restraining divider between compartents. Barrier net load limitation: maximum weight that a barrier net can withstand under emergency forward load facters, {0TH EDTION JANUARY 2029 291&, , “Yara Airport Handling Manual Basic index (BI): numorical expression of the center of gravity ofthe aircraft at its basic weight Basic weight (BW): Basic Emply Weight or Fleet Empty Weight” - includes all fixed equipment, system fuids, unusable fuel and configuration squipment (including gallay structure) Bay: a subdiision of a containerizedipaletized compartment, .e. ULD position. Bulk: loading piece by piece. Bulkhoad: a figid partiion Bulkload: any loose or non coniainerised load. Cabin: area where passenger seats are installed (also known as fited interior) Cabin baggage: baggage of which the passenger rataine custody (also known as “Hand” andlor “Unchesked! baggage) Cabin crew: crew members, other than fightdeck crew. Cabin section: division of the cabin into zones for the purpose of balance. Cargo: any goods carried on an sircraft that are covered by an air wayPil Catering weight: see pantry weight. Carrier: the air carier issuing the ticket (or air waybill) and all air carriers that cary or undertake to catry the passenger and/or his baggage (or the cargo) thereunder or to perform any other services related to such air carriage, Centre of gravity (C of G): the point at which an aircraft would balance ift were possble to suspend it at that point. 6 targeting systom: automated fancion to tar te fuel dsbuon to achieve an arr spec ceie of gravy (© of 6) Condition on the groun Checked baggage: baggage of which the cartier takes sole custody and for which the cartier has issued a baggage check Children: persons between the ages of 2 and 12 years. Chord: width of the wing on an airplane. Class: segregation of passengers according to the facilities and services offered Cockpit: that part of an aircraft from which the fighterew control the aircraft. Combined load: see combined load limitation Combined load limitation: maximum combined load acceptable on all decks (lower, main and upper decks, as applicable) in the section between a given forward and aft location (station/balance arms). FWD STATION —po| \<¢— AFT STATION ‘Compartment: a spacs designated within a hol. Compartment load limitation: maximum load acceptable in a compartment. 292 {07H EOION, JANUARY 2020, Tara Load Control—AHM 501 Compressible load: compressible (or crushable cargo) load that can be used to prevent damage to, or penetration of, the barrier net or aircraft structure, in the event of rapid deceleration Conditional: format eloment marked "C becomes mandatory under certain circumstances that have to be specified in the table of format. The element may be omitted ifthese circumstances do net prov: Configuration: planned utilization layout of aircrat interior space. Contact load limitation: maximum load acceptabie in direct contact with the aircraft oor per m? (f®) 1 FTIMTR —| [<— 1 FTIMTR Container: structured unit confined by ceiling, floor, and walls, into which deadioad is bulk loaded and designed to be locked on a posiiontbay as a unit. See also unit load device. Containerized aircraft: aircraft of which the cargo compartments are equipped with a ULD conveyance and restraint system to accommodate aircraft containers or pallels Crew baggage: baggage that is the property of operating ctew and which is separately identified, excluding carry-on baggage. Crushable cargo: see compressible load. Cumulative load limitation: maximum load acceptable foward or aft of a given location (station/balance arm or section). Can also be referred to as "Fuselage shear load’ or “Iniegrated load” STATIONS > Dangerous goods: artcies or substances that can pose @ significant risk to health, safety or property when transported by air ‘and are classfied as such in thelATA Dangerous Goods Regulations (DGR). Deatload: baggage, cargo, mal, ballast and equipment in compartments not included in dry operating weight ofthe aircrat, Deadload index (DL): index effect of the deadload. See index unit Deck: structural floor level. For aircraft having one structural level only, this floor level shall be referred to as aircraft having more than one siructural floor level, the different floor levels shall be referred to as “lower de Jpper deck’, starting from bottom to top. Density: relationship of weight fo volume. kgs (Ibift3) or kgf Departure control system (DCS): automated method of performing check-in, capacity and load control and dispatch of fghts Dry operating index (OO): centre of gravity of the aircraft at its dry operating weight expressed in index units. (See index unit.) Dry operating weight (DOW): basic weight plus operational items, such as crew, crew baggage, fight equipment and pantry as per company specifications. {0TH EDTION JANUARY 2029 293&, , Se TATA —_ Airport Handling Manual EDP system: electronic data processing system (compute IC: equipment which is carried on the aircraft but which is not manifested and which is not elsewhere included in the weight composition, such as additional fight ki Fleet empty weight: see basic weight. {ht number: alpha-numerica designator ofa fight, prefixed by a two-character or three-character designator. Flightdeck crew: crew members whose duties require them to be on the fightdeck Floating pallet: ULD, including ils load, which is posiloned outside any predefined pallet pesition, and is not secured by the pallet locking devices of the ULD restraint system, but is restrained to the aircraft siructure by means of tie-down fitings and lashings. Fus ar load limitation: see cumulative load limitation Galley: integral part of the aircraft where pantryicetering material is stored. Hold: space confined by ceiling, oor, was, and bulkhead, used for carying load. Index unit: unit used to simplify the calculation ofthe influence of weight an balance. Infant: persons up to two years of age. Integrated load limitation: see cumulative load limitation, Joining ULD: ULD loading at a transit station. Landing weight: weight of an aircraft at landing, itis calculated by subtracting the trip fuel from the take-off weight Lashing: see tie-down. Lateral imbalance: exoression of any imbalance caused by off.cente loading of payload and/or fuel Layout: see configuration Left: left-hand side ofthe aircraft in the drection of ight 28 sector. inear load limitation: see running load limitation. Loaded index at landing weight (LILAW): a numerical representation of the C of G ofthe aircraft at landing weight Loaded index at zero fuel weight (LIZFW): 2 numerical representation ofthe C of G ofthe aircraft at zero fuel weight Loaded index at take off weight (LITOW): a numerical representaton of the C of G of the aircraft at take-off weight Lastminute changes (LMC): weight andor index acustents other load andlor fuel necessary foes the oadshodt ater ‘completion, Load contro: process that ensures an aircraft is safely and economically loaded for fight. Load securing equipment: see tie-down Loading instruction report (LIR): document containing instructions for the correct and safe loading ofthe aircraft Loading report: signed LIR with any deviations recorded for action as required. Loading supervisor: person responsible for the safe and correct loading of the aircraf. Load message (LDM): message sent summarizing the load for the fight sector. Loadsheet: legal document that states the weight data and balance condition ofthe loaded aircraft for each flight The term “load sheet” includes “provisional load sheet’, ‘inal load sheet’, “ACARS load shee” or any other approved form of transmission Locks: ULD restraints that can be fixed within the aircraft. Luggage: see baggage. ‘Mail: goods carried under the terms of an international postal convention. ‘Mandatory: a format element marked "M" that must be specified in the table of format, ‘Maximum landing weight (MLW): maximum allowed weight of the aircraft at landing. ‘Maximum take-off weight (MTOW): maximum alowed weight of the aircraft at take-oft ‘Maximum zero fuel weight (MZFW): maximum alowed weight ofthe aircraft excluding fuel ‘Mean aerodynamic chord (MAG): average length of the chord (width) of the aircraft wing, Also referred to as “reference chord (RC) by some manufacturers. Missing restraints: part ofthe aircraft restraint system thats missing or unserviceable. Not: network of webbing affixed to an aircraft within ite helds (or ULO) for the purpote of restraining # load within the hold (or LD), Not section: subdivision of a nan-containerizedipalletized compartment. Net weight: difference between total weight and the tare weight, Operating weight: sum of dry cperating weight plus take-of fuel Optional: format element marked "0" inthe table of format. The element may be omitted Palle: platform with a flat under-surface onto which deadload is bulk loaded and designed to be locked on a position/bay as a Unit, See also unit load device. 294 {07H EOION, JANUARY 2020, Tara Load Control—AHM 501 Pantry: removable catering equipment. Pantry weight: weight of pantry and additional unmanifested catering material transported inthe galley, Passenger standard weight: approved passenger standard weights to be used for weight and balance calculation. Payload: weight of passengers, baggage, cargo and mail; includes both revenue and non-revenue items, Point load limitation: an applied limitation to prevent damage to the aircraft loor panels. Position: see bay. Reference chord (RC): see mean aerodynamic chord. Restraint: permanent or removable fixture for the securing of load, See tie-down, locks, nets, Right: right-hand side of the aircraft in the direction of fight Running (linear) load limitation: maximum load acceptable on any given fuselage length of an aircraft foor. inch em ‘Seating condition: passengers distribution in the aircraft cabin sectonv/zone, Seating restrictions: imitations applied to the occupying of certain seats to achieve a satisfactory balance andlor safety citeria Section: a subdivision of a non-containetizedipalletized compartment often separated by a net, ‘Sector: fight between two consecutive scheduled stops on any given fight. Special tong oad tal requires special alteton and treatment during the process of acceplance, storage, ranspraton, fading and unloading, ‘Spreader: devices, usually boards, on which items of deadoad are placed to distribute the weight of the load over @ greater area to ensure that maximum floor loading limtations are not exceeded. Stabilizer setting at landing (STAB LA): required postion of the horizontal stabilizer based on the aircraft performance configuration at landing Stabilizer setting at take-off (STAB TO): required postion of the horizontal stabilizer based on the aircraft performance configuration at take-of. Stack/string: method of maximizing the ULD capacity of a lower hold by nat using intermediate locks, Standard weight: sticaly calculated weights epproved by govemment autores for weigh and baance puposes for tems of load regularly carrie ‘Structural load limitations: limitations of an aircraft defined by the manufacturer to avoid overstressing the aircrat. Take-off weight: actual weight incucing take-of fuel ofan ara a tke-of Wis caeuated by adding zero fel weight and ‘Take-off fuel: amount of fuel on board less the fuel consumed before take-off run. ‘Tare weight: weight of an empty unit load device, Tie-down: Ecuivalent to "Restrain/Secure/Lash’. A term used to describe the securing of load to fixed restraint points within an aircraft or in @ ULD. Tie-down pointe: attachment points for the tidown equipment to secure load on aircraft andor ULDS. Tie-down equipment: equipment to secure load on an aircraft andlor ULDs. Teafl lad: passengers, baggage, cree, mal end equipment in comptes not included inthe dy operating weight ofthe airra ‘Transfer: trafic load ariving on one flight and continuing its journey on another fight. Transit trafic load that arrives on a flight and continues on the same flight. Transit load: see transit. Trip fuel: amount of fusl planned to be consumed from take-off to the station ofthe first intended landing Underload: the difference between the allowed traffic load and the actual traffic load. {0TH EDTION JANUARY 2029 295&, , we TATA _ Airport Handling Manual Unit load device (ULD): Aircraf unit load device (ULD) is an assembly of components comprising one ofthe following: + aircraft pallet and pallet net ‘+ aircraft pallet and pallet net over an igloo + aircraft container ‘The purpose of the unt is to enable indwvidual pieces of cargo, baggage or mail to be assembled into a standerd-sized unit to facilate rapic loading onto ané offloading from arcraft having compatible handling and restraint systems that interface directly with the unit. See also pallet and container. Unitized load: any load loaded in or on an ULD. Version: the designater used to indicate the aircraft configuration together with the details of the equipment carried Weight: used herein in lieu of the correct technical term “mass”, to conform to standard industry terminology. Zero fuel weight: actual weight ofthe fuly equipped aircratt including crew, tatfic load and, if applicable, ballast fuel 296 {07H EOION, JANUARY 2020, Tara Load Control—AHM 503 >>> AHM 503 RECOMMENDED REQUIREMENTS FOR A NEW DEPARTURE CONTROL SYSTEM RECOMMENDED that lin programming and operating their electronic data processing (EDP) departure control systems (DCS), members observe the principles and detailed requirements of the IATA functional spectficaions for a standard DCS detailed herein 1. PURPOSE 4.4 The purpose of this specification is to define user requirements to assist zines, manufacturers, airport authottes or vendors, who provide or plan to provide standard DCSs to user airlines The functional epecifiation lists the services the system ie required to provide and the parameters of performance and roibilty within which it must operate 4.2 Some long haul international carriers may require all of the services; short haul domestic carriers may require very few of them. When 2 standard user system is proposed at any aiport, the range of services to be provided must be determined by the requrements of participating cariers, who should be consulted before specifications are drawn up. Any carrier should be free to ‘not participate if it considers either the range of services inadequate or the cost unjustited. 2. OBJECTIVES AND GENERAL SYSTEM REQUIREMENTS. ‘The objective of the DCS is to enable check-in, control capacity and dispatch flights more efficiently than is possible by manual ‘methods, and at least 2s economically. To achieve this: 2.4 Checkin, close-out and documentation will be faster than with a manual system; 2.2 The system will enable the best use to be made of the airport terminal configuration, It will permit check-in at a variety of locatons (e.g, central check-in concourse, gates, transfer points, remote terminal buildings, and other suitable locations) and will permit load inputs from suitable locations (e.9., cargo terminals) 2.9 The ayston mill Le vapabie of intevfaviny with @ mechanized Layaye sysiom anivr nvechenized information syotent, if ether (or beth of these exist atthe same airport, 2.4 The system will provide a range of optional facilities appropriate to the varying requirements of the different carriers and fights handled by it—short haul and long haul, domestic and international; 2.5 The system will be capable of interfacing with various other systems such as flight planning, dispatch, cargo and reservation; 2.6 The system will be capable of holding a template for fixed message formals; 2.7 The system will beable to receive and dispatch standard messages, and to send free text messages 2.8 Where several aiports share the same system, fligits must be able to be handled simultaneously and required data transferred from airport to airport automatically. 3. CHECK-IN 3.1. Passenger Check.in 3.44 Check-in of passengers forthe fight, by destination and class, either singularly o: in groups or part. groups. A standard DCS shall have the ability to accept passengers under a variety of acceplance motes, detaled in the Passenger Services Conference Resolutions Nanual, while offering the flexibility to meet any other company and or regulatory requirements, for any or all asses. and destinations of a fight: 3.1.2 Presentation of special service information on indivdual passengers and groups in the checkin response, e.g. meals, ‘unaccompanied minors, wheelchair, protected space, etc. Similarly, presentation of on-carriage delails. Ablily to add in such information at check-in ii is not already present. 3.3 Choice of commen check-in or of fight spectic checkin at any check-in position 3.4.4 Capabily of calculation of excess baggage charges, from baggage weight or piece input at check-h entry. 3.2 Acceptance Control 3.241 Inventory Contrel of each check-in transaction by fight, class, and destination, accepting only against availabiliy, and placing on standby if availablity is exceeded, Separate inventory control for piority protected passengers. Standby passengers to be alotted a standby number and accepied either in order of priority category or of reporting sequence, in accordance with user's regulations. 3.2.2 Count of accepted passengers by weight category and of baggage by weight or piece category (plus hand baggage it requied), by destination for the loadsheet. Coun! of accepted passengers by destination and class for Reservations Inventory (non-revenue passengers separately). {0TH EDTION JANUARY 2029 297&, , we TATA _ Airport Handling Manual 3.3. Seating 3.3.1 Automatic seat assignment as part of the check-in transaction by selected cabin zone, if required, and with window cr aisle preference if required. Pre-assignment of specific seats or areas to passengers or groups, ether manually or automatically, if equred. Display of the entire seat pian or, if this is not possible, display of any section of the seat plan with scroling or paging to display adjacent zones. Displays to show status of each seat (free, reserved, occupied) and facilities available at each seat (film, exire leg room). Ability to charge seats assigned by the system, Ability to block-off seats for balance purposes, deadivad or downline use. Abilly to assign seats simultaneously at successive route stations, ifthe latter are linked by the system in real- time. 3.3.2 Based on the parameters provided by the user, the system must be capable of controling, by type of aircraft and Configuration, the cabin seats that must be blocked completely, or the use of which is restricted, based on safety, operational or ‘serve limitatone 3.3.3 Seating criteria to be taken into account by the System in assigning seats to passengers: 3.3.34 Class; 3.3.3.2 Zones within each class (promiumiragular seonomy) 3.3.2.3 A group of party should be seated so as {0 insure adjacent seats on a side-o-side andlor front-to-back combination. if adjacent seating cannot be provided, the system should determine whether adjacency can be actieved in other zones; if available these should oe offered rather than spliting the party; 3.3.34 Seat desirability (priority as specified by the carrier)—window, aisle or center, 3.3.35 Capabilly to assign passengers in each zone, permitting (to the extent possible) adjacent vacant seating, while ‘maintaining even distribution for weight and balance purposes. 3.4 Boarding Pass and Baggage Capability of printing boarding passes, as well es on-line, intertine and e-boarding (mobile) baggage tags, for each check-in transaction. Automatic reading of boarding passes at the gate; checking that the boarding pass is for the correct fight and date, ‘compiling a count by cass and destination, recording the name or Ist number in the system; and invalidating the boarding pass for further use at that location, though not at downine stations 3.5. Close-out 3.54 Close-out of checkin to be either automaticaly timed, or by manual input. Separate stages of close-out, as required: 3.5.1.1 Release of protected space while checkin continues. Restriction of acceptance to particular positions, e.g. at gate, if required; 3.51.2 On-loading of standbys; 3.5.1.3 Passenger acceptance deadline. 3.8.2 Option of an automatic onload of standbys by the system, including upgrading and down grading in accordance with user's Standard prioilies; or manual selection, overriding these priorities. Display of all standby passengers, by class, destination, and priorty; availablity by leg and class to be shawn on same display (PSCRIM 1788). 3.5.3 Summary of accepted passengers and baggage by class, destination, and totals at close-out. Additional summaries (as ‘spectied by the user) showing ron-reverue, youth standby, infant passengers, refused passengers, ete 3.6 Information Display and Print-out 3.6:1 Presentation of fight infermation, e.9. revised estimated time of departure (ETD), diversion, gate No., etc., in check-in display, 3.6.2 Presentation of passenger facilties available on the fight, e.g. meal or duty free service, fm, etc. in the check-in display. 3.6.3 Print-out of passanger information list at close-out, in accordance with PSCRN RP 1716. Compilation of seats occupied message (PSCRM RP 1712). In addition, atthe user's option, a printout of the complete seat plan showing cabin layout ard, ifas required, the name of the passenger in each seal, destination to which seat is occupied, other uses of the seat (eg., cargo stowed, downline seat protection). Seat occupancy per destination and downline protection may, at the user's option, be derived from the seats ‘occupied message (SOM). 3.64 Display of booking, acceptance, availabilty, and standby levels as required, 3.6.6 Display of comprehensive information on the fight in response to a special entry (e.g. schedule, meal schedule, traffic rights restretions). 3.6.6 Displays of grougs, special service passengers (e.g., unaccompanied minors, VIPs), standbys, ané onward connecticns, on demand, 3.6.7 Unsoliciod output at selected phasos of processing, oF on demand, of the total numbers of passengers accepted by class and destination and of all passengers with meal requests for Catering Department. 3.6.8 Unsolicted output at close-out, or on demand, of standby passengers to be accepted for boarding for the siandby processing pesition. Similar output in the baggage area, if required 3.6.9 The system shall provide the capatilty to print out displays on hard copy. 298 {07H EOION, JANUARY 2020, Tara Load Control—AHM 503 4, WEIGHT AND BALANCE 4.1 Calculation of Allowed Traffic Load 4.4.4 Calculaton of deadioad availabilty by weighivolumettype per destination. Availabilty to be based on weight for acceptance of fual; as wel as on weight, volume or seats for passengers, cargo and mal 4.1.2 Inclusion of transt load as required 4.4.3 Distributon of load and verification of balance against published limits 4.44 Calculatons to be updated as actual figures become available, 4.4.5 Input of oad to be by separate categories (ie. baggage, cargo, mail) and/or subclasses, as required 4.4.6 For the distribution ofthe load fuel saving requiremen's shall be considered. 4.2. Distribution of Load 4.21 Distribution of passenger load in the cabin area and éeadioad in compartments can be achieved by the system or manually through the system as required, 4.22 Distribution to be by category of load (ie., baggage, cargo, mail), subcategory and destination, and to conform to ‘compartment imitation—the system to provide an immediate indication as soon as any limit is exceeded, 4.2.3 The system must use in its calculaton any variable trim conditions which may apoly 4.24 Loading instruction to be produced in accordance with AMM 515, 4.3. Fueling Order/Distribution Provision should be made for issuance of a Fuelling OrderDistributon derived from the Flight Planning (Flight Operations) and Weight and Balance trensactions. 4.4 Loadsheet or Captain's Weight and Balance Information (refer to AHM 517 and AHM 518) 4.4.4 Compilation of loadsheet, either on demand or automatically, al a specifed time. 4.42 Loadsheet printing will be inhibited i the aircrafts specificafons are exceeded or all essential information for the safe operation ofthe fight snot entered into he system. The reason for he inhibion is tobe indicated by the system. 4,5. Post-departure Messages “The system must be able to generate, receive and process all ofthe IATA standard messages in the AVM 5 189, AHM 584 and 5. CONTROL MECHANISM ‘5.1 Automatic time control ofall phases of processing, as required ty the user, e.g. creation of records for each fight, opening of checkin, acceptance of cargo, verification of fuel, close-oul of passenger and cargo acceptance, printing of load-sheet, et. Also, alternative manual contol of all phases on demand, ‘5.2 Monitoring facilities to be available continuously through all phases of processing, e.g. displays on demand of passengers and deadioad accepted, availablity, standbys, fight progress (planning, open, closed, etc.) '.3 Mechanisms should be in place to ensure that information of aczepted load, by class and destination, is stored and available for backup ifthe system fails. 6. BASIC RECORDS 6.1 Semi-permanent Data for Load Control 6.1.1 Provision shall be made forthe interpretation of data as per AMM 585, 6.1.2 A facility for sem-automatic online data updating of the receiving carrierhhandling agent's live DCS, as per AHM 562 shall bbe made avaiable. 6.1.3 A facilty to produce standard priniouts as per AMM 981 shall be made available for the verification and approval of the database of a carrer held in the OCS of another carrier or handling agent. 6.2 Flight Routes and Schedules ‘System to be able to read SSM or ASM messages. 6.3 Commercial Records (a) Payload capacity by leg (b) Protection of deadoad capacity by leg (c) Excess baggage system(s) {0TH EDTION JANUARY 2029 299&, we TA _ Airport Handling Manual (a) Excess baggage rates; (e) Excess value rates. 6.4 Message Addresses. 6.5 Seat Assignment Parameters (PSCRM RP 1711). 7, AMENDMENT FACILITIES 71 Ability 19 amend basie records 7.2 Abily to amend aircraft type, seaiing confguration, compartments, crew and equipment weights, passenger weights, standard baggage weight, ec. in real-time. System to make corresponding amendments to aircraft tim automaticaly 7.3 Ability to emand fight routa and schedules, and protacted capacty by lag, in real-time. 7.4 Ability to tansfer passenger records from one fight to another in real-time, 7.8 Abilty to amend teletype message addresses in real-time, 8. DOCUMENTATION 8.1. Print-outs Printouts ofthe following documents (2), Loading Instruction/Report (AHM (©) EDP Loadsheet (:Hi" 517) (6) Captain's Weight and Balance Information (AIM (@)_ Passenger Information List (Recommended Fract (©). Special Load Notification to Captain (AHN 381") (9 Seat Pian i required). (@)_ Passenger Manifest, when required, in ICAO format (with no more details than described in ICAO Annex 8, Appendix 2) (h). Statistics (Fueling Onder Disibation 8.2 Messages Automatic acceptance, processing and dispatch (unless otherwise indicated) of the following messages is required: either function controlled, time controlled, or on demand: (@) Additions and Deletions List (ADL). (©) Containe-Pallet Distribution Message (CPN) (6). Diversion Message (DIV), (4), Fuel Monitoring Message (FMM). {@)_ Industry Discount Message (IDM), (Load Message (LOM). (g) Movement Messages (MV). (h)_ Passenger Final Sales Message (PFS) () Passenger Name List (PNL), () Passenger Transfer Message (PTM). {k)_ Passenger Service Message (PSM). ()) Request information Messege (ROM) (im) Request List Message (ROL). (n) Seats Occupied Message (SOM) (0), Space Available List (SAL). (p) Statistica! Load Summary (SLS). (q) Teletype Passenger Manifest (TPM) (9 ULD Control Message (UCM) (6) Unit Weight Signal (UWS). required 13). °) 1716). 1 Arima canied as chectod baggage are included in AI 382, 300 {07H EOION, JANUARY 2020, Tara Load Control—AHM 503 9. RELIABILITY PARAMETERS 9.1. Reconciliations Frequent reconciliations shall be made at specifies times: 9.1.1 Passenger name record against seating record against inventory level; 9.1.2 Traffic leads by category egainst loads positioned in each loadng positon; 9.1.3 Achieved aircraft gross weights ageinst maximum permitted limits 9.2. Reliability 9.2.1 System to function satisfactory for atleast £9.9% of planned monthly uptime. 9.2.2 Reliabiliy of inpuloutput devices to be negotiated with the users 9.3. Capacity ‘The system must have sufficient capacity to hold fights active for periods agreed between the operator and user. 9.4 Training and Quality Control The system shall provide the capability for training and quality control, in the form of a key log, help screens and electronic media 10. SECURITY 10.1 The system must ensure that data relating to any specifi airline can be: 10.1.4 Input only by persons authorized by that aitine; 40.1.2 Displayed only by persors authorized by that airline 10.2 At the request of the user the system must be capable of inhibting general access to any pertinent data, but may release it only to authorzed persons. {0TH EDTION JANUARY 2029 301&, , we TATA _ Airport Handling Manual >>> AHM 504 DEPARTURE CONTROL SYSTEM EVALUATION CHECKLIST RECOMMENDED that Members adopt the folowing standard checkclist for the purpose of attaining and/or updating knowledge of cepabiltes of the Departure Control System (DCS) of the handling company. The checkdist is to be sent by the handled carrier for corrpletion by the handling company prior to the start of operation of the Des: ‘should the carrier commence operations at an aiport and need to evaluate a handling company's DCS; should the handling company convert from manual procedures 'o EDP procedures; it can also be sert whenever deemed necessary by the carter, following technical developments of the existing handling ‘companys DCS andlor the carrier's own procedures. DEPARTURE CONTROL SYSTEM QUESTIONNAIRE 4. General Handling agents contact acdress. Name of Departure Control System (OCS), Date of implementation of DCS Computer type. Computer location, Compute’ host earrierlageney Online stations Multiple access of online stations, 2. Check-in Check-in modes: Can mode be different according to class of check-in? Does system process automatically an IATA formatted, Passenger Name List (PNL) ‘Addtions and Deletions List (ADL) Seats Availabe List (SAL) What is the earliest time for raceipt of NU? ADL? SAL? PNL elements taken into account: partylgroup identifier inbound connection ‘onward connection booked staff annotation cant transfer PNR addresses? cant transfer ticket number? ‘can RBD in PNLIADL be processed?. Is it possible to add or delete PNL elements during check-in? It yes, which ones?. Is SOM processed automatically? Can seats be protected for passengers boarding at downline stations? Is there e space protection for certain kinds of passengers, ¢.9. VIP, UM, STCR? ‘Ave standby passengers accepted: ‘manually? 302 {07H EOION, JANUARY 2020we TA Load Control—AHM 504 automatically? automatically with marual intervention possibility. Does the system take into account carrier's prioiies?. Which of these PNL elements are processed automatically? ‘Are NOREC passengers: directly accepted on the fight? directly accepted only if seats are available? systematically put on standby ti fight closure? ‘Are waiting list passengers: directly accepted on the fight? systematically put on standby til fight closure? ‘Are passengers with open lickets: directly accepted on the flight? systematically put on standby ti fight closure? ‘Are IDPAD: directly accepted on the fight? systematically put on standby ti fight closure? Is it possible through the system to check-in passengers in his cass of reservation and put him on standby for upgrading/downgrading in case of availabilty at fight Gosure? Is through check-in possible: cniine?. interine?. Is automatic TIMATIC check availabie?. Is there 2 security control feature to identily gate no-shows in order to off-loadinot load thelr checkes baggage? Is uve systern able w rants intemet check-in? kiosk check-in? Ityes, Is BTP possible? Iyes, is pre-set per artine possible? Seat assignment Is seat assignment possible through the system: manual?. automatic? automatic with a possibilty of manual choice?. Is cabin section assignment possible without seat no.?. Is it possible o assign window seat without specifying seat no.?. Is it possible o assign aisle seats without specifying seat no. ‘Does the system take into account ‘smokinginon-smoking requirements? passenger choice at reservation? passengor choice at checkin? ‘at allocation for groupe?. passengers of different names travelling together (same PNR)? vacant seat next fo passenger for belter comfort? least dosirabla seats (non: near galleys, ate)? emergency exit seats? rnon-film viewing seats? protection of seats for late ariving familion? restriction of seats for balance purposes?... protection of seats for extra crow?. protection of seats for downline stations? restriction of seals for certain types of passenger? cna {0TH EDTION JANUARY 2029 303&, , we TATA _ Airport Handling Manual protection of seats for special passengers, e.g. UM, VIP, handicapped? others? (specify) Is it possible io change seat after check-n?. Isit possible o assign seats simultaneously at mere than ene station?. Is high yield separation possible? 4. Boarding pass Does the system automatically supply boarding passes for: joining passengers? standby passengers? through checkin passengers? on-line? imerine? infants? . Specify information printed on the pass and attach and example: Does the system print automatically boarding passes for onoaded passengers? Is there @ boarding control device? Is it linked to the OCS? Is the system able to send a boarding pass to a mobite device? Is the system able to read a boarding pass from a motile device?, Is the system able to print @ 2D barcode? Is the system able to handle e-ticketing contol method andor interactive method” Is printing on totaly blank paper possible? Is the system able to handle formats no longer conforming the ATB format? 5. Loadcontrol Is loadsheet IATA format? (attach a specimer). Can the lbadsheet be produced in both pounds and kilograms? Are strucura imitations automaticaly checked? if yes, which ones. Maximum Taxi Weight (MAXTXW)? Maximum Take-off Weight (MAXTOW? Maximum Zero Fuel Weight (MAXZFW)? ‘Maximum Landing Weight (MAXLAW)? Is it possible fo lower real-time any ofthese limitations to take into account operational conditions? Is payload checked only on the ist lag or on every leg of the ight? Does the systom check hold initations?. Does the system check compartment limtations? Does the system check bay limtations? Does the systom check section limitations? Does the sysiem check cumulative load imitations? Does the system check symmetrical loa limitations? Does the eysiom check a-symmetrical load limitatons? Does the system allow segregation of dangerous goods?. Doe’ the system check allowed dangerous goods by positon or deck? = ‘Aro standard weights of passengers adaptable to handled companies’ requirements? Balance checking-does the system take into account: take-off envelope? landing envelope? fight envetope?. ero fuel envelope regardless of fue on board? zero fuel envelope depending on fuel on board? ‘no tipping envelope? 304 {07H EOION, JANUARY 2020Se TATA Load Control—AHM 504 others?. ‘Does the system display and print on loadsheet on request: basic Index? Dry Operating Incex (DO)? Deadioad Index (OL). Loaded Index at Take-off Weight(LITOW)?. Loaded Index at Landing Weight (LILAW)?. Loaded Index at Zero Fuel Weight (LIZFW)? ‘Mean Aerodynamic Chord at Take-off Weight (MACTOW)? ‘Mean Aerodynamic Chord at Landing Weight (MACLAW)?. ‘Mean Aerodynamic Chord at Zero Fuel Weight (MACZFW)? ‘Mean Aerodynamic Chord at Deadload Weight (MACDLW)?. Stabiliser setting at take-off (STABTO). others? Can the system take into account passengers balance influence: per row?, 2 per cabin area? per class?, Passenger distribution-can the system take into account: leven passenger cistribution? standard passenger distribution according to company distribution chart? passenger distribution according to DCS operator's input? passenger distribution according to seat assignment?, other method? Does balance calculation take into account: ‘compartment index influence? bay index influence? section index influence?, Is fual density taken into account for fuel index infuence celculation?. Is the system able to take into account non usable fuel as ballast for balance purpose? Is the system able to search automaticaly for ideal balance conditions. Does the system provide manual load planning? ‘Does the system provide automatic load planning? ‘Does the system issue Loading Instructonsireport printout? yes: Is tin IATA format? Can a graphical LIR format be printed? Is last minute change (LMC) processed via Dos? via manual procedure? Does the system provide @ preliminary loadsheet”, ‘Does the system provide a crew briefing document? Does the system have an ideal rim linefarea for minimum fuel use? 6. Database and processing How many classes can be processed by the system? Can class codes be any leter? Is it possible to have disconnected asses, eg. FIVICN? What is the maximum number of cabin rows able to be processed? What is the maximum number of seats per ron? What letters are usable to designate these seats? ‘Smokinginon-smoking zones-is it possible through the system to define them: {0TH EDTION JANUARY 2029 305&, , we Tava Airport Handling Manual by row? by seat? from left to right? How many seating versions can the system store: for an aircraft subtype? for a given registration? Is the system able to deal with variable cass sizes?. What is the required notice to: create anew aircraft ype? create anew configuration? (include seat plan if any) create anew aircraft registation? create an ad hoc light? other? ‘Can the data be entered in pounds?. Can the data be entered in kilograms 7. Outgoing messages Is the system abe to generate and cepatch automaticly in ATA format Load Message (LOM)? Coniainer/Pallet Message (CPM)?. Movement Message (MVT)?. If yes, which ones €.9. AD, AA, ED ete.? Aircraft Diversion Message (DIV). if yes, which ones e.g, AD, AA, ED ete.? Passenger atister Message (PTH) Passenger Service Message (PSM)?. Industy Discount Message (IDM)? Teletype Passenger Message (TPM) Seats Occupied Message (SOM)? Fuel Monitoring Message (FMM)? Passenger Final Sales Message (PFS)? Statistical Load Summary (SL)? ULD Control Message (UCM)?. Request Informaton Message (ROM)? others? Please specify 8. Incoming messages Can the system read and store 306 PNL?. ADL?. son? uws? Lowe CPN. SAL? cothers?, Can the system process: PNL?. ADL?. som? uws?, Lom? cpm?Vara” Load Control—AHM 504 SAL? others?, 9. Printouts What printouts can the system produce: EDP Loadsheet? Loading Instructon/Report? Text Graphical ‘Notifcation To Captain (NOTOC)?. Fuel tanking order? Passenger Information List (PIL)?. Passenger manifest? Database? Load summary (dedicated to aiort authority)? Checkin tog?, Load control log?, others? 10. Miscellaneous Does the system provide an excess baggage calculation: by piece? by weight? ‘Are other devices connected to the system such as: baggage tag printer? boarding control? Does the ystom provide time initiated functions? [At what tmes are flights created?, In which alpha-numeric combinations can the system handle a carrier code?. le the eystom able to sont messages by ACARS? Is the system able to receive messages sent by ACARS?. Is the system able to sent messages in XML Format? If yes, please provide detaie of all handled forme? Is the system ableto receive and handle messages sent in XML Format? Ifyes, please provide detais of all handled forms? Is there 2 help function avallable in the system? Is the system able to handle codeshare? Is IATA 202 resolution in place (x-beggage)?. Is the system able to handlo AQGUAPP?. Is the system capable of using fight number suffix? Is the system capable of handling cicle/balloon flights with fight number change en-route? 307&, , “Yara Airport Handling Manual >>> AHM 505 DESIGNATION OF AIRCRAFT HOLDS, COMPARTMENTS, BAYS AND CABIN a ZAHM 505 Design. of Aicraft Holds Compartments Bays Cabin - Printable version RECOMMENDED that, operators shall apply the folowing procedure. 1. GENERAL ‘The designation of compartments, sections, ULD bays and passenger cabin section should be standardized Compartments, sections and bays in the aircraft shall be clearly marked (i.e. numerical andor alpha characters) in a prominent positon to prevent mistakes when loading, Supplementary marking should be in different colors Standardized marking wil facilitate accurate loading and reduces the risk of loading errors ‘Missing signagelplacards should be reported to appropriate maintenance department for correction. 2. DEFINITIONS Refer to AHM 501 3. NUMBERING OF COMPARTMENTS 3.1 Aircraft with Lower Deck Compartments or with Both Lower and Main Deck Compartments ‘Compartment No. I ‘The forward part of the lower forward hold or the total lower forward hold ‘The art partor ine lower deck forwara rota. The forward part of the lower deck aft hold. ‘The aft partof the lower deck aff hold cr the total lower aft hold, The total main deck forward compartment or the bulk compartment of containerised! paletised arcran. 6 The total main deck aft compartment. ° The cabin, ‘Note: On certain aircraft ypes aft sections of compartment 4 may be designated as compartment 5, ¢.9. A320, 3.2 Aircraft with Main Deck Compartments Only The compartments shall be numbered from the rear ofthe aircraft and from right to left in descending order from compartment No. 6 to No. 1 Compartment No, 0 i th Note 1: A security locker is included in the compartment nearest (0 i ‘Note 2: Numbering schemes for each aircraft type are shown at the end of this section 4, DESIGNATION OF SECTIONS (COMPARTMENT) A fist figure indicating the compartment number and a second figure the section in that compartment, starting from the front to the back and from right to left cabin 308 {07H EOION, JANUARY 2020, TATA Load Control—AHM 505 Examples: 5. DESIGNATION OF BAYS 5.1. Designation of Bays in Compartments 5.1.1 OneULD ina Row A fist figure to indicate the compartment number, a second figure fo indicate the postion of the lateral row and the two figures are followed by the letter “P” to indicate a pallet pesition. Example: eH 4 ” 306 2 wm 1 OW TL EESSe] BES {A first figure to indicate the compartment number, a second figure to indicate the position of the lateral row followed by the letters L" (for eft) or "R” (for right) to indicate a left or right hand side ULD position Example: wow i] [rae] 2 Eee 5.1.3. Three or More ULDs in a Row {A frst figure to indicate the compartment number, a seconé figure to indicate the position of the lateral row followed by a numeric to indicate the ULD postion in the row, starting wit the figure "1" from the leftto the right. Example: Ce ee i TES] Ie Wese|ees 4 6 0 = UUEEEE 7 ARBRBE jeaeal = coon Fl {0TH EDTION JANUARY 2029 309&, we TA _ Airport Handling Manual 5.1.4 Single ULD Occupying Two Positions longitudinally ‘A numeric character corresponding to the forward position in the line, followed by an alpha character (L" or lateral position in the line. The next position in the same line will be omitted. Example: ULD loaded longitudinally in 11L means 121 is omitted. Woe 4 MoH 2 mF f 7 43) [42] JI Ll tcf) ate fp s2e]| 34} 2at |} 24 |ifaaip} Mt 43] 42] [4ir}] sar [ain 22R , ri IR 21R ||)13R/|12R] |11R) = i 5.1.5. Single ULD Occupying Two or More Posi A numeric to indicate the forward position in the line, followed by a numeric fo indicate the reae position in the line, Followed by ‘O° (oscar) for floating (centre line or offset), e.g. 11120. ions Example: [: 5.1.6 One or More ULD Loaded Longitudinally in a Pallet Position If pallet postion js used to accommodate one or more ULDs loaded longitudinally, the nomenclature should use the position ‘numeric and ke followed by: "A" to indicate loaded on the left side, “B" to indicate loaded on the right side, e.g. 11, 118 Example: Hse] feo] | ap 4 #3 4 2 wie 5.2 Designation of Rows and Bays on the Main Deck 5.2.1 Main Deck Row Designation 5.2.4.1 All Cargo Layout ‘The lateral rows shall be indicated by alpha characters always staring with "A" from the nose-end of the aircraft. Example: 5.2.1.2 Cargo-Passenger-Cargo Layout The lateral rows shall be indicated by alpha characters aways starting with “A” from the nose-end of the aircraft to the rear, ‘omitting the row desigrators occupied by the cabin. 310 {07H EOION, JANUARY 2020, Tava Load Control—AHM 505 Example: ¢ L 5.2.1.3 Cargo-Passenger Layout ‘The lateral rows shall be indicated by alpha characters always starting with "A" from the nose-end of the aircraft. Example: ¢ a 5.2.1.4 Passenger-Cargo Layout ‘The lateral rows shall be indicated by alpha characters always starting with “A” from the nose-end of the aircraft, omitting the row designators occupied ky the cabin. Optionally, the lateral rows of the cargo section shall be designated by alpha characters starting with “AT from the front to the rear, Recommended examples: 4 ‘Note: For all configurations the letters |, N, O, Q, Vand W shall not be used as row designators 5.2.2. Main Deck Bay Designation 5.2.2.1 One ULD in a Row ‘An alpha character to indicate the position of the row. Example: 4+ 5.2.2.2 Two ULDs in a Row ‘An alpha character to indicate the position righthand side ULD position, Example: “L* (for loft) or “R° (for right) to indicate the lef or de 5.2.2.3 Three or more ULDs in a Row ‘An alpha character to indicate the position of the row followed by a numeric o indicate the ULD positon in the row, starting with the fgure “t" from the left to the ight 311&, we TA _ Airport Handling Manual Example: 5.2.2.4 Single ULD Occupying Two or More Positions in the Same Line ‘An alpha character to indicate the forward position in the Ine, followed by an alpha character fo indicate the rear position in the: line. Followed by “L” or “R® to indicate the left or right ine of “O" (oscar) for floating (centre line or offset), e.g. CDR, EGL or ABO. Example: 5.2.2.5. Variable Configuration on the Same Aircraft '9.2.2.5(a) When ULDs are carried across, tne bay positions shall be designated according to 9.2.2.1 5.2.25(b) When ULDs are carried lengtwise, the bay positions shall be derived from 5.2.2.5(a) and designated according to 5.2.24, Example: I= I] stem @] a] eo] e]o] ec] e ] 0] >> AHM 506 CARGO LOADING SYSTEM RESTRAINTS SCHEMA 1. GENERAL It ie recommended thet the canier provides a mothod to identify end report missing or inoperative load restraints to the load contolier. Load restraint systems on some aircraft are complex and the risk of incorrect identiicaion can be significant {A simplified load restraint chart utilising sequential numibering and symbols to assist in the identification of locks is recommended. Example: Containerized Hold li ae 1 i 3 & IL Ui. u Example: Containerized Hold 314, Tava Cargo Loading System Restraints Schema—AHM 506 Example: Bulk Hold 42 a1 LIN 32 at 315@, Se TA Airport Handling Manual >>> AHM 510 HANDLING/LOAD INFORMATION CODES TO BE USED ON TRAFFIC DOCUMENTS AND MESSAGES RECOMMENDED that, Members use the codes shown in this procedure in handling documents and messages: Load Information/Volume Codes ‘The codes listed below shall be used to dently load categcries and to give information in connection with ULD handling 1.1 LOAD INFORMATION CODES — baggage not otherwise specified. — general cargo or mixed units. crew baggage (when not included within “E" or "S") — equipment, o.g. unmanifested fight spares, in compartment. — first dass baggage andlor priority handles baggage — ULD andior its load to be transstipped to a connecting fight (onward destination and/or fight to be shown in SI element ‘on CPM). — mail — no ULD at postion, — courier baggage. — sort on arrival (describes @ rummage container, ie, contents of different categories and on-tine destinations). load for transfer to varicus connecting fights. — unserviceable ULD. — cargo in security controled ULD. — empty ULD. — load deliberately mixed by destination when these destinations are krown to be beyond a planned reloading station zamooo ' Nxec400z=e i 1.1.1 Additional Baggage Load Information Codes ‘The accurate segregaton of baggage is a crucial slement in customer service deliver and baggage mishandling reduction, and a ‘common set of codes is a foundation step in ensuring tis segregation. Airines who wish to use thelr own codes may do so, however this isnot recommended in an interline environment Aidires wishing to make modifications to these codes shouid participate in the IATA Baggage Working Group, and may do s0 by Contacting the secretary ofthat group at b2agage@iala ora code Description BF | First Cass BC __| Business Class BJ___| Business Class long-haul BP | Priority BY | Economy BU__| Special Economy BT _| Transfers BA _| Alliance Transfer 80 | Online Transfer BI Interline Transfer BD __| Domestic Transfer BS __| Short Connection Transfer BH | Hub-container/oroups or large flows BG | Tailto-Tail 316 {07H EOION, JANUARY 2020&, Vara” Load ControI—AHM 510 Description Mixed Container (contairing baggage only) Transit baggage not subject o customs Trans-border transfer Information for the BWG is available at ht: wiata.orgitwg 1.1.2. Additional Cargo Load Information Codes. ‘The codes listed below may be used to cistinguish different cargo ULD load categories and to dive information in connection with ULD handling of cargo. Examples of additional cargo load information codes include, but are not limited to: ‘CA—Domestic Transfer. (CG—Through Units. Cl Intemational Transfer. CL—Local (cP_Prioity 1.1.3, Additional Load Information Codes ‘The codes listed below may be used to distinguish diferent Load Information Code categories and to give additional information in connection with load informaton. Examples of adaitional oad information codes include, but are not limited to NA—postion not available (e.9. tie down straps passing through position, CLS not operating in thet position, contamination Inthe pnsitinn) 1.2, ULD LOAD VOLUME CODES 0 — no-volume available. 1 — quarter volume available, 2 — half volume availabe. 3 — three quarters volume available. ‘Note: Should a ULD include more than one category of ad, a combination of Load Information codes will be used, 0.6, “B/C ‘meaning contents comprise baggage and cargo. Example 1: 26L/HND/C@ in compartment two, lateral row six, lft hand side there is for Tokyo (Haneda Airport) full container of cargo. Example 2: 25R/BKK/871 in compartment two, lateral row five, right hand side there is a baggage ULD for Bangkok containing transfer ‘baggage with one quarter of its volume remaining empy. {0TH EDTION JANUARY 2029 317&, , we TATA _ Airport Handling Manual 2. Codes for Loads Requiring Special Attention 2.1 IDENTIFICATION CODES ‘The codes shown below shal be used to idently hose types of load which require special handing andor special treatment with the exception of goods defined as dangerous and ‘ound inthe IAA Dangerous Goode Naru When used on @ manual Loadsheet/Loadmessage the codes (and the details) are entered as follows: for passenger or passengev/cargo aicra in the "Remarks" boxof the respective destination; for all cargo aircraft in the “SI” box preceded by the destination code case of mult-sctor fights. The destination code must be preceded by a ful top: ‘each code must be preceded by afl etop, The code is followed by an abique (futher loading detaie ae to be shown \Gading postions to be shown must bein accordance with Ah S02 for dangerous goods, if restrictions based on total quantity aply, quanty may be shown in the “SI box together wih the Cargo: code, when necessary Cn ether documents only the code need ve used, other deals are optional. Listed below are examples of commonly used cotes for loads requiing specel attention. A complete list ofthe cargo codes is to be found in the IATA Cargo IMP Manual TABLE OF FORMAT Code Description Format ‘ACT Thermal certfied containers wih an Active Temperature Controlled ‘ACT/a(m) (a) System Example: acT/2ab AGP allot associated physically toa group of pallets. Pallets of a group shall | .A&P/# (#)/4(#) 'be loaded adjacent to one another due to matchirg indent(s) and ovemnang(e). on adjceont loading may mpact addtional pection(e| on board. 1-2 numerics to indicate the group serial number, 1-2 numerics to indicate the sequence within that group. Within the serial number the lowest number shall indicate the most forward, Example: AcP/ 1/1 Note: If positioning « group to different locations on board resus in different ‘orientation then a mutually agreed ‘Teference location” on board must be used. E.g. right hand side location on the Main Deck is commonly used as ‘reference location” for Boeing-747 freighter aircrant ‘AQG Spare Parts required for Aircraft on Ground. ‘A0G/a(mn (a) 4-3 alpha-numerics to indicate the loading position. Example: /AOG/1-ADG/A.ADS/12L AVI Live Animals. AYT/a(m) (0) 41-3 alpha-numeries to indicate the loading position Example: AVI/A AVI/CL BAL | Ballast hold loaded (Unmanifested). BAL /aim) (a) /4 66109 1-3 alpha-numeries te indicate the loading position followed by an oblique and 2-4 numerics to indicate the weight. Example: BAL/I/IS BAL /4/0 ‘Note: To be handled according to A\ 318 {07H EOION, JANUARY 2020we Tara Load Control—AHM 510 | Code Description Format BED Stretcher installed (Unmanifested), 8E0/an) (0/4 BEH BIS cat cou. com ‘CON 1 oF 2 numerics to indicate the fotal number of seats blocked by the stretcher arrangements) followed by an oblique and 1 or 2 numeri plus 1 alpha character to indicate the number of passengers (invalid and ‘ccompanying) and class, traveling on these seals. These passengers ‘must be included in the PAXFY distribution. Example: BeD/6/31 ‘Note: To be handled according to AHI 5 ‘Streicher hold loaded (Unmanitested) 4-3 alpha-numerics te indicate the loading position followed by an ‘oblique and two numerics for the weight ofthe stretcher. Example: BEH/S4L/S0 Note: To be handled according to AHM 536 ‘An item loaded on two or more pallets or which, due to its size or ‘weight, equites special handling/equipment for loading and offloading, 4-3 alpha-numeries to indicate the forwerd positen and 41-3 alphasnumerics to indicate the rear position othe pallet bays over which the piece is loaded, followed by an oblique and 2-5 numerics to indicate its weight in klograms. Example: 16/11F12F/1587 ‘Note 1: The code BIG is applicable only to loads on pallets. ‘Note 2: Floating palleis are to be treated as BIG. Note 3: The code BIG can also be used in conjunction with the code OHG. Example: 1G/PRR/ 13800 .0NG/PRR/SRAS Cargo Attendant on Cargo Aircrat 1'or2 numeries to indicate the number. Example: cAT/2 Cod Perishable requiing a cod temperature for tansport and storage. Example: cOL/22L/S/PER ‘Company Mail (Unmanitested). 1-3 alpha-numeries to indicate the loading postion followed by an ‘oblique and 1-4 numerics to indicate the weight Example: CcOM/1/16.cOM/ 120/216 ‘Note: To be handled according to AMM 536. LULD physicaly connected with other ULD(s) (coupled) with use of ‘equipment (2g. with the use of equipment (connectors) or through ‘common cargo or shoxing). 1-2 numerics to indicate the group serial number, 1-2 numerics to dicate the sequence within that group. Within the serial namber the lowest number shall indicate the most forward, Example: cONs1/1 ‘Note: if positioning # group Wo different locations on beard resus in different orientation then a mutually agreed ‘reference location” on board should be used, Eg. right hand side location on the Main Deck is commonly used as ‘reference location” for Boeing-747 freighter aircrat BeH/m im) (0/4 B16 /mtm) (adm(a) (mi /¥ 608) (4) caren) COL /e tm) (a) (m) /n/PER Com /atm) (0) /F( 0.00) coyecn ne 319&, we TATA _ Airport Handling Manual | Code Description Format (CSU_ | Catering equpment and food supply notused on fight (Unmanifested). | .CSU/am) (a) /##( (4) DHC. be EAT Ic ELD FL FAT HEA 4-3 alpha-numerics to indicate the loading position followed by an oblique and 2-4 numerics to indicate the weight Example: csu/s2R/1100 ‘Note: To be handled according to AHI 536. Crew positioning toffrom duty not directly involved in the operation of the flight, who are occupying passenger seals, Example: Duc /e/2/16 ‘Note: DHC ar included in passenger figures. Diplomatic Mail 1-3 alpha-numerics to indicate the loading position followed by an ‘oblique and 1-2 numerics to indicate the number of bags. Example: D1P/4/2 D1P/S321/4 Foodstuffs for human consumption other than meat and fish/seafood as ‘specific handing codes are designated for such codes. 1-3 alpha-numerics to indicate the loading position. Example: EAT/2 Equipment in Compartment (Unmanifested). ‘Miscellaneous items not included in the Dry Operating Weight/index but, 4-3 alpha-numerics to indicate the loading position followed by an ‘oblique and 1-4 numerics to indicate the weight. Example: 1/4/50 ‘Note: To be handled according to AV Extra Load Devices. 4 alpha-numerics to indicate the loading position followed by an ‘oblique and 1-4 numerics to indicate the weight. Example: ELU/s2yLazs ‘Undeveloped Film/Unexposed Film. 1-alpha-numerics to indicate the loading position Example’ FIL/S Flight Kit (Unmanifested). 1-3 alpha-numerics to indicate the loading positio followed by an oblique and 14 numerics to indicate the weight (not applicable when weight is included in the Dry Operating Weight/inéex). Example: FRT/S4/450 ‘Note: To be handled according to AV Heavy Cargo 150 kg and over per piece. 4-3 alpha-numerics to indicate the loading position followed by an ‘oblique and 3-4 numerics to indicate the weight. Example: HEA/I/196 ‘Noto 1: Two or more heavy pieces in the same compartment need to be shown individually. 536. 36. DHE LED H/F DED ECDC DIP/atm) (m)/00, EAT/m(m) (9) Erc/mtm (0/4 9 8) EL /mtm) (0/01 40) FiL/atm) (a) FAT/mtm) (0) /4 (8) (8) HEA/o tm) (a) 466 320Se Tava Load Control—AHM 510 | Code | Description Format Hes HUM IND Lo uP. Example HEA/1/196 .HEA/1/204 ‘Note 2: For heavy cargo 150 kg and over per piece loaded on pallots/in containers the code HEA is not required. Hatchings Eggs. 1-3 alpha-numeric to indicate the loading position, Example HEG/21L Human Remains in Coffins. 1-3 alpha-numercs to indicate the loading postion followed by an oblique and 2-3 numerics to indicate the weight. Example HUM/A/258 ‘Note: The code HUM s not required for funeral uns. ‘The indent indicates an area on a pallet free of any load including hosing elemanis. It can be at either side ofthe pallet. Unit of ‘meesurement (cm oF in) is specified first. followed by the dstance (1-3 numerics) forward (F), aft (A), left (L) right (). Example: 1INO/CH/8F/704/ 101 TNO/IN/20F/TSA/35R Hote: & postioniny © pallet « diferent knvatine on tvand roouts ‘iferent orientation ten a mutually agreed “reference location” on board should be used 9, right hand side locaton on the Main Deck is commonly used as Yeference location” for Boeing-747 freighter ai- cra Live Human Organs/B00d ‘3 alpha-numercs to indicate the loading position Example LHO/2 Linear Load Peak or the biggest linear load wthina pallet. 24 numories to indieate the biggost linear load in klograms por mote Example: LLP/4500 [Note 4: Uso ofthe code is required as flows: ina postfight message {e 9 CPM) fora pallet tht contains highdensity piece of load which ‘considerably shorter than the pallet (mossured in fight rection) and the pallets being shigned on a mulicleg fight or wil be transferred to ‘onoler ere ‘A piece of loed is regarded as considerably shorter than the pallet longth diference excoads 0,5 m (207) fora ragulr paleo 1,0 m (40°) for rigid palet. A piece of oad is regarded as "high-densty" when Linear Load ofthe pieve exceeds a threshold estebshed by an Air Operator for a specific areraft ype. E.g.hreshols of 1517 kam (or 85 sin) is recommended for Bosing-747 freighter. Usage ofthe cede LLP in ether UWS message or ULD/Bulk Loed Weight Statement is option, ‘ubjpet to agreement between Air Operator and bulldup party HEG/a(m) (a) HUM/a tm) (0) /4 (6) Ti0/aa/#n) (Aa 1HO/a0/# (1) (A9/FCN (A) 9/F (1 (AD or 100/a9/ FAD A/F (AD9 FO (BALCH (FD LH /a tm) (0 LUP/FFLO I 321= — TATA _ Airport Handling Manual [Code | Description Format ‘Note 2: Guidelines for determining LLP valve: ~ LLP Value equals f0 weight ofa high-density piece cf load divided by lenginof the lece's footprint: if other cargo is loaded on the same ULD sideways (on left hand| ‘sido oF aght hand side) pf the high-density piece then linear load produced by the other cago shall be summarized with linear load ofthe high-density piece ~ if two oF more high-densty pieces are placed on the same ULD forward or aft of each other then determine Linear Load of each pices ond eetect te biggest one. ~ if shoring has beon arranged due 10 exceeded Linear Load Limit then LLP equals the Linear Load Lint Mos | Miscellaneous Operational staff other than crew, who perfarm functions | .MOS/6(4) 4/4 (0 (/ECE(0D) relaing tothe fight and occupy passenger seas Example: Mos/o/n/2 ‘Note: MOS are included in passenger figures. NIL _|No tems loaded or manifested mie Note: Seo AVM 516. 8X _| Obnoxious dead load that produces strong offensive odour. 1-3 alpha- | .08%/a\ numerics to indicate the loading position Example: o9x/22P OHG The overhang indicates an item loaded on a palllet (or several pallets) OWG/aa/F (4) (Fa tat overhangs beyond the edoe ofthe pallets). Unit of measurement |or {cmorin) is spected st folowed by the distance (1-3 numerics) "| O4G/aa/# (0) ((a/4(A) (a forward (F), aft (A), left (L), right (R). be? OH6/20/ FOO CAME COA/ECH ale CO UA Example: OG /cH/8F/TOA/ OL or ONG/IN/20F/15A/35R [Note 4 if positioning a pallet to different locations on board results fn different orientation then a mutually agreed “reference location" on Doard should be used. Eg. ight hand side location on the Main Dock ie commonly used as “‘eference localion"for Boeing-747 freighter ai- cra ‘Note 2: code OHG isnot requited for an item that is within contour PWG and the contour PWG Is speciiod PAD Passengers rot ented toa firm booking who may be offoaded ata PAD/F(#) (4/44) (8) (/4 (40180) sation en route to ther ticketed destination in order to accommodats Joining pacsongers who have higher pronty Example PAD/2/1 .PAD//A/S PEA | Hurting trophies, skin, hide and all articles made from or containing | .PEA/w(n) (a) parts of speces istedin the CITES. 1-3 alpha-rumerics t indicate the loading positon Example: PEA/2 PEF [Flowers PE fai a 1-2 alpha-numercs to inicate the loading postion Example: PEF/S 322we Tava Load Control—AHM 510 [Code Description Format PEM PEP PER PES Pu soc VAL. wed wet wew Wea Meet 41-3 alpha-numeries to indicate the loading position. Example: PEM/S.PEM/11P Fruits and vegetables. 1-3 alpha-numeries 16 indicate the loading position Example: PEP/S All perishable cargoes other than flowers, meat and fish/seafood as individual handling codes are designated for such codes. 41-3 alpha-numeries to indicate the loading position Example: PER/2 PER/SIL. ‘Seafood/Fish for human consumption. 4-3 alpha-numaries to indicate the loading position Example: PES/S Pharmaceutical products to be protected from extiome temperatures. Example: PIL/2a Example: AXS/FL, ‘Seais occupiad by baggage, cargo andlor mail 1 2 numoroe te indleste the number of coote eoeupiod in each ctaoe Separated by an oblique. Example: SOC/1V32 .S0t/0/140 .S0C/32/44 Valuable Cargo. Wheelchair Battery Dry. 41-3 alpha-numerics to indicate the loading position followed by an ‘oblique and two optional numerics for the weight of the wheelchair. Example: wB0/51 we0/52/15, 80/0 Wheelchair Battery Lithium-ion, 1-2 alpha-numarice to indicate the loading position followed by an ‘oblique and two optional numerics for the weight of the wheelchair, Example: WBL/S1 WBL/52/15 WBL/@ Wheelchair Battery Wet 1-3 alpha-numerics to indicate the loading postion followed by an ‘oblique and two optional numerics for the weight ofthe wheelchair. Example: ‘Bw /51 WBH/52/15, wBW/0 Weapon. 1-3 Alpha numeric to indicate the loading position Example: WEA/-1L PEM /a tm) (a) PEP /atm) (a) PERV) PES /atm) PIL/m tm (md S0C/6 0) C/E ZED Not to be used on Loadsheet Loadmessage we0/a(m) (0) /(60) WL /acm) (0) /(6) Waw/a(m) (01/60) Wen/ncn) (0) 323we Tava Airport Handling Manual [Code Description Format WeT woe xcR XPS 324 ‘Shipments of wet materials not packed in watertight containers, 9. fish acted in wet ice. 41-9 alpha-numerics te indicate the loading position, Example: WeT/52 Wheelchair Nanual Powered. 41-3 alpha-numeries to indicate the loading position followed by an ‘blque and two optional numerics for the weight ofthe wheelchair. Example: WHP/51 WHP/52/15 WP /0 ‘Operating Crew requiing passenger seat(s). 4-3 numerics to indicate the number of seats occupied in each class Separated by an oblique. Example: xeR/2/0/3, ‘Note: XCR are included in the operating crew figures, i.e. not included in passenger figures. Priity Small Package, 4-Balpha-numerics to indicate the loading position. Example: 308/418 WET/a(n) (a) ave fac) (00/060) KORVELD D/O VEY XPS /mtm) (9), TATA Load Control—AHM 510 3. Pallet Contour and Height Codes 3.1. PALLETS LOADED ON BOARD The contour and height codes listed below will help determine the deck and loading position on the aircraft. The codes are not necessary for containers since these units have a fixed contour. The contour may be further specified by adding the contour reference nurrber according to the IATA ULD Technical Manual Contour code and contour reference nurrber and associated height code i required, ae to be separated by an obique. The codes PLD, PMD and PWG shall be used for aircraft types with pallet capabiliy on both the lower deck and the main deck. ‘Note: In order to simpity message constuction, the code (PLD or PMD) associated with the lower number of either type of unit loaded on the main deck shall bo used. These codes shall be used on the ULDIBulk Load Weight Signal (UWS) and the Leading Instruction/Report, as well as in the Container Palet Distribution Message (CPM) the Load plaming Message (LPM) and the load message (DM). TABLE OF FORMAT [ Contour Es Code ‘Code Description l “Format PLD NR | Pallet Lower Deck, PLO (/na) Indicates a pallet which can be loaded on the lower deck of a particular Bircraft type. Two alpha-numeries preceded by an oblique to indicate the pallet contour, i required. Example: PLO/E Note: Without any further specication the code PLD indicates a palet with a height of not more than 162 om (64 in). PMD Pallet Main Deck PHO /am Indicates a palet which can only be accommodated on the main deck of 2 particular arcraft type. Two alpha-numerics preceded by an oblique to indicate the pallet contour andlor height per height code cclurn, 31 | up to 294 om (116 in) 2 | From 294 cm (116 in) to 297 em (118 in) 26 | Up to 243 cm (96 in) 7 | From 243 em (96 in) to 304 em (120 in) pws Pallets that ullise extensions (wings) to ncrease the capacity of the | PUG pallet ‘Note: Whenever a winged pallet is loaded in such a way that the overhang affects adjacent posifons, the code OHG shall be used in addtion Ned | 26 (8747F | Noss Cargo Door ULD. co only). | Indicates a maindeck pallet which must be loaded through the nose ceargo doar fer reasons of length, bulk ets. {0TH EDTION JANUARY 2029 325&, , Se TATA —_ Airport Handling Manual >>> AHM 513 AIRCRAFT STRUCTURAL LOADING LIMITATIONS RECOMMENDED that, Members shall use the folowing procedure for checking aircraft structural loading limitations durirg load planning, load sheet ard aircraf loading phases. 4. INTRODUCTION ‘An aircraft is a flexible structure. In paricular, the fuselage contoris during fight according to the load it contains, so that the fuselage contortion does not exceed at any point the maximum allowed limits, which would result in a risk of permanent damage, the airframe manufacturer defines airframe structwal loading limitations. The Airframe Manufacturers Weight and Balance Manual is the authority that specifes the alowable Imits on aircraft loading, The data contained in this manual reflects the design limits established by the airrame manufacturer and approved by the aviaton rogualory altheritis. The presentation of these structural Loacing limitations used by the manuacturer ueuslly precludes direct use in the operational ervironment. 2, STRUCTURAL LOAD LIMITATIONS The following structural loading imitations are known within the aitine industry. Running (Linear) Load Limitation, Compartment Loa Limitation ‘Area Load Limitation, Contact Load Limitation, Point Load Limitaton, ‘Asymmetrical Load Limitation Combined Load Limitation. ‘Cumulative Load Limitation, Barrier Net Load Limitation, 2.4. Running (Linear) Load Limitation Detntvon—Reter to AHM 501 2.4.1 In practie, the Running (Linear) Load Limit shall be checked dividing the weight of the piece of cargo by the given length of that piece in fight direction. (see example) Example: 1 inch/1 om If itis stated that the Runring (Linear) Load Limit is 625 kg/m, this means that on 1 m length of the floor in fight direction, not more than a total amount of 625 kg may be loaded, with one or several pieces of cargo and irespective of the way the piace(s) of cargo is (are) inccontact withthe floor within the lengh considered. in this case the length to take into account is defined by the external contour ofits contact points Weight _ 350 kg _ im Oiviee Fee = Sera = 900 kom < 625 koe Ifthe resulting figure is higher than the limitation, the load cannot be accepted as itis and a spreader floor will have to be provided 2.4.2 Heavy Packages—in the event of carriage of one or several heavy packages, the Running Load Limitation is complied with, land here Is no need to check It f the folowing rules are apples: {otal load in the hold section (including the heavy package(s) is below the allowed maximum load for the section; the use of ‘a spreader flor ifthe Area Load Linitation (see 2.5) or the Contact Area Load Linitation (see 2.4) is exceeded, 326 {07H EOION, JANUARY 2020, Vara” Load Control—AHM 513 2.2 Compartment Load Limitation Defintion—Refer to AM 5 2.3. Area Load Limitation Definition—Refer to AHM 5 some — el a 1 FTIMTR 2.3.4 The Area Load Limitation, expressed in kgin’ (Ibi), is to prevent the weight of the load (expressed in kg or Ib) resting ‘upon a certain area of the compartment floor (expressed in m* o° ft’) to exceed the capability of the aircraft structure (Noor beams, floor osts, flor panels and frames) 2 In tho sirrame manufaoturoe Weight and Balance Manual, it ie generally refered to 26 “Compartment Avoa Load Limit’ ‘Uniformly Distributed Floor loading’ or “Maximum Distributed Load”. 2.3.3 If tis stated that the area load limit is 750 kg/m, this means that on 1 m? of the floor, not more than a total amount of 750 kg may be loaded, with one or several pieces of cargo, and irrespective of the way the piece (or pieces) of cargo is (are) in Contact with the floor within tne square meter considered. 2.34 In practee, the area load limitation shall be checked dividing the weight of the piece of cargo by the area defined by the extemal conteur of its contact points on the floor (see example) Example: In this cese the area to take into account is not the cate's or the surface of its feet but the area ‘external contour ofits contact points L* I defined by the 24m ivide W divide FS = 04x06 ,000 kg/m? > 750kgie" 2.3.5 Ifthe resulting figure is higher than the limitation, the load cannot be accepted as itis. It wil be necessary to provide a ‘spreader floor to be placed under the load. The spreader fcor shall meet two requirements: 2.3.8.1 It shal possess a sufficent degree of stiness to effectively accomplish the load transier, this degree of stifness will be dictated by the weight of the load and the length of spreader projection beyord or within each actual contact point of the package with the spreader floor {0TH EDTION JANUARY 2029 327&, , Se TATA _ Airport Handling Manual 2.3.82 the resulting area, defined by the extemal contour of the contact points of the spreader floor, shall distribute the load below or up to the maxmum permitted area load, To determine the area load required the following calculaton is made: divide the weight of the piece of cargo by the hold area load limit (gee example) Example: Load = 240 kg ‘Area Load Limit—750 kal? Minimum surface defined by the extemal contour of the contact points ofthe spreader floor: 240. oe mv. 750 ‘Note: The fotal weightis @ combination ofthe load and spreader(s) “The load imposed by the total weight of cargo and spreader(s) on the aircraft structure may now be compared wih the area load limit dividing the weight by the new area S: 240+ 10 , ; 240 +1089 «715 ig < 750g? 2.3.8.3 When a spreader floor is required, the maximum area load limitation is reached: No other cargo shall be loaded on the package itsel! or on the accessible pars of the spreader floor unless the spreader floor was calculated so as to accept the ‘additonal cargo. 2.4 Contact Load Limitation Defirton—Refer to iN 50% 1 FTIMTR —| | ) serie Q 2.4.1 The Contact Load Limitation (expressed in kg/m? or loft) is used to prevent the weight imposed by those pars of the load in direct contact with the floor from exceeding the capabilty of the horizontal floor panels (metal sheet, honey comb sandwich panets), 328 {07H EOION, JANUARY 2020Vara” Load Control—AHM 513 4.2 In the airframe manufactures Weight and Balance Manual, itis generally referred to as ‘Concentrated (Fcot Print) Load’, Contact Load Limitatcn” or “Maximum Local Load’, 2.4.3 Is stated thatthe floor contact load limit is 2,000 kg/m, ths limitation shall be checked dividing the weight of a piece of ‘cargo by the eum ofits actual contact area with the flaar (sea exami), Example: ‘Actual contact area = 30 cm x 5 em 2 battens = 0.03 m? 18,000 kgim’ > 2,000 kg/m? at Contact Area 2.44 the resulting figure is higher than the limitation the load cannot be accepted a itis. I is necessary to provide a spreader floor to be placed under the load. The spreader floor shall meet two requirements: 2.4.44 It shal possess a sufficent degree of stiess to effectively accomplish the load transier, this degree of stiffness will be dictated by the weight ofthe load and the length of spreader projecton beyord or within each actual contact point of the package 2.4.42 Its actual contact area with the aircraft floor will distribute the load below or up to the maximum permitted contact load, To determine the contact area required, the following calculation is made: divide the weight of the piece of cargo by the floor contact load limit (see example) Example: Load 480 Minium contact surace — hs m 0:24 Weight of spreader = 20 ka Spreader floor contact surface = 1 m * 0.125m* 2 ‘Note: The total weight is @ combination of load and spreader. The load imposed by the cargo on the aircraft leor panels through the spreader floor may be compared with the contact load dividing the weight by the new contact area: 480420 kg . PZ 1S 2.000 kg {0TH EDTION JANUARY 2029 329&, , “Yara Airport Handling Manual 2.4.43 When a spreader floor is required, the maximum area load limitation is reached: No olher cargo shall be loaded on the package itsel! or on the accessible parss of the spreader floor unless the spreader floor was calculated so as to accept the ‘additional cargo. 2.4.4.4 Whare no Contact Load Limitation is provided by the airframe manufacture, its recommended to take the following steps when loading heavy pieces of cargo 2.4.45 Check with Area Load Limitation as per Paragraph 2.3. 2.4.46 Even ¥ the Area Load Limitation is not exceeded, buf the actual contact area of the piace of cargo with the floor is small, 9. narrow battens, rims, adjustment pads under machinery etc., place spreader material between the piece of cargo end the aircraft floor (or pallet surface). The contact surface of the spreader should be at least equivalent to one quarter of the external ‘contour area used for check calculation in step 2.4.4.5 2.4.47 Stop 24.4.6 js not requiod if it hos been found necessary to use a spreader flor after checking stop 2.4.46. 2.5. Point Load Limitation Defirtion—Refer to AMM 50 2.5.1 The Point Load limitations is equivalent to a pressure, and is expressed in kglem (Ib/in’) In practice, the concentrated load limit of aircraft floors is very high: normally handled packages do not reach that limit. This explains why the point load limitation is ‘not mentioned in the manuals ofthe airframe manufactures and carters. 2.5.2 itis recommended, however, to apply the elementary package handling precautons indicated hereafter in order to avoid a floor puncture by a point load during handling in a aircraft compartment, 2.8.3 Packages handling. During handling, never lay a heavy (more than 50 kg) package on an edge ora comer: the impact might result in foor puncture. 330 {07H EOION, JANUARY 2020Load Control—AHM 513 2.5.4 When using a “Pinch Bar’ place a floor protactor device beneath the “Pinch Bar’ prior to applying the load, e.g. a plank or piece of plywcod (see example) 2.6 Asymmetrical load limitation Defintion—Refer to AtiM 50% eS wy \ y 2.6.1 The Asymmetrical Load Limitation (expressed in kg of ib) is used to prevent te weight imposed by the load positioned on fone side of the compartment floor (e.g. when carrying two ULD's side by side) exceeding the capabilly of the attachment ofthe floor beams tothe frames (shear ties), floor beams, floor posts and frames. 2 In the airframe manufactures Weight and Balance Manual, itis generally referred to as ‘Asymmetrical Load Limitation” or ‘Unsymmetrical Load Limitation’ 2.6.3 If itis stated that the running load Limit is 3,038 kgim this means over the length of 3.16 m (length of 2 standard PAG pallet) a total weight may be loaded of 3.16 m x 3,038 kg = 9,600 kg, resulting in 4,800 kg on each side of the compartment floor. In case on ore side a pallet is loaded exceeding 4,800 kg, the adjacent palit will be limited by a certain weigh! in accordance with the airframe marufactures Asymmetrical Load Limitation. The Asymmetrical Load Limtation may be presented by the airframe manufactures in tables, graphs or per running cm (inch) of compartment floor. Example: ‘Actual load LH side pallet (PAG, 316 * 224 cm) = 6,000 kg. Maximum asymmetrical load per running cm ofthe adjacent patet (PAG) = 9.5 kgfem. Maximum allowed weight adjacent pallet = 316 cm x 85 kglem = 3,002 ka. {0TH EDTION JANUARY 2029 331&, , we TATA _ Airport Handling Manual 2.7 Combined load limitation Defintion—Refer to AM 5 FWD STATION —jo| \<— AFT STATION 2.7.4 The Combined Load Limitation (expressed in kg oF Ib) is used to prevent the weight imposed by the load positioned on a fuselage section from exceeding the capability of the frames and skin stringers defined by the manufacturer. 2.7.2: itis stated that the Combined running load Limit is 3,510 kgim this means that on 1 running meter of the aircraft fuselage (main deck + lower deck) no more than @ total amount of 3.510 kg may be loaded. The limitatien shall be checked by adding the ‘weight applied on the main deck to the weight appied on the lower deck for a pre-defined section of the fuselage. Example: Load on the Main deck = 2.500 kg Lload on the Lower Hold = 1,150 kg 2,500 kg* 1,150 kg = 3,650 kg > 3,510 kg 2.7.31 the resulting figura is higher than the limitation, the load can not be accepted as itis. k wil be necessary to redistribute the load over the aircraft compartments 2.8 Cumulative Load Limitation "501 Defirtion—Refer to A\ ‘STATIONS — 2.8.1 The Cumulative Load Limitation is used to prevent the weight imposed by the load positioned in the forward and aft fuselage sections exceading the capabilty ofthe frames and skin stingers (fuselage bending moments), 2.8.2 In the airframe manufactures Weight and Balance Manual, i is gererally referred to as “Cumulative Load Limtation’ ‘usslage Shear Load Limitation’ or “Integrated Load Limitation”. 2.8.3 The limiation shall be checked by adding the weight applied on the main deck to the weight applied on the lower deck for pre-defined sections o} the fuselage. The total waight appliad on each section muist be added to the nex! section (cumulative) from aft to forward (aft uselage section) and from fwd to aft (forward fuselage section), ‘Note: The maximum Cumulative load limits may differ per aircraft fuselage section and/or depending on the MACTOW (Mean ‘Aerodynamic Chord at Take Off weight)