AirLituanica GOM REV. 1

GROUND OPERATIONS MANUAL
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GROUND OPERATIONS MANUAL RVH 1
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Air Lituanica Issue No. 1 / Revision 0 Effective date 2013-05-01

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GROUND OPERATIONS MANUAL RVH 2
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Approved by Air Lituanica
Accountable Manager
Erikas Zubrus

Date:
NPH Ground Operations
Gytis Gumuliauskas

Date:
NPH CAMO
Vitalij Lukjancenko

Date:
NPH Flight Operations
Edmundas Januas

Date:
Quality Manager
Vaclovas Gadeikis

Date:
Security Manager
Mindaugas irba

Date:

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GROUND OPERATIONS MANUAL CON 1
Contents


CONTENTS

0. Administration and Control of GOM Chapter 0
1. Ground Operations Management Chapter 1
2. Passenger Handling Chapter 2
3. Baggage Handling Chapter 3
4. Load Control Chapter 4
5. Messages Chapter 5
6. Aircraft Guide Chapter 6
7. Ramp Handling Chapter 7
8. Cargo Handling Chapter 8
9. Import and Transit Cargo Handling Chapter 9
10. Aircraft Fueling Chapter 10
11. De-/Anti-icing Chapter 11
12. Appendixes Chapter 12

GROUND OPERATIONS MANUAL CON 2
Contents


GROUND OPERATIONS MANUAL TOC 1
Table of contents


0. ADMINISTRATION AND CONTROL OF GOM ................................................. 1
0.1. Introduction ............................................................................................. 1
0.1.1. Purpose of Ground Operations Manual ...................................................... 1
0.1.2. Scope of GOM ....................................................................................... 1
0.1.3. Leasing ................................................................................................ 1
0.1.4. Code share flights ................................................................................. 1
0.1.5. GOM structure and numbering ................................................................ 2
0.1.6. Maintaining GOM and revisioning ............................................................. 2
0.1.7. Temporary revision ............................................................................... 2
0.1.8. Ground Operations Notice for GOM .......................................................... 2
0.1.9. Information Leaflet ................................................................................ 3
0.2. Terms and definitions ............................................................................... 4
0.3. Abbreviations ......................................................................................... 11
0.4. Weights and Measures / Conversion table ............................................. 14
1. GROUND OPERATIONS MANAGEMENT ........................................................ 1
1.1. Purpose and aim ...................................................................................... 1
1.2. Scope ....................................................................................................... 1
1.3. Duties and responsibilities ....................................................................... 1
1.3.1. The scope of Ground Operations .............................................................. 1
1.3.2. Organizational structure ......................................................................... 2
1.3.3. Nominated Postholder Ground Operations ................................................. 2
1.3.4. Ground Operations Department organizational structure ............................. 2
1.4. Ground Handling Agreements .................................................................. 3
1.4.1. General ............................................................................................... 3
1.4.4. Ground Handling Charge Note ................................................................. 4
1.5. Ground Operations Quality Standards ...................................................... 6
1.5.1. Quality Policy ........................................................................................ 6
1.5.2. Service Level Agreement ........................................................................ 6
1.6. Training Requirements for GSP Operational Personnel ............................ 7
1.6.1. GSP Responsibility ................................................................................. 7
1.6.2. Training of Personnel ............................................................................. 7
1.6.3. Dangerous Goods Training ...................................................................... 8
1.7. Document Filing ....................................................................................... 9
1.7.1. Flight files ............................................................................................ 9
1.7.2. Storage periods .................................................................................. 10
2. PASSENGER HANDLING .............................................................................. 1
2.1. Check-in ................................................................................................... 1
2.1.1. Check-in Standard Deadlines .................................................................. 1
2.1.2. Check-in Counters ................................................................................. 1
2.1.3. Travel Classes ...................................................................................... 1
2.1.4. Security questions ................................................................................. 1
2.1.5. Prohibited Articles ................................................................................. 2
2.2. Travel Documents .................................................................................... 3
2.2.1. General ............................................................................................... 3
2.2.2. Travel Documentation Check................................................................... 3
2.3. Passenger Categories ............................................................................... 5
2.3.1. Passengers with Reduced Mobility (PRM) .................................................. 5
2.3.2. Meet and Assist (MAAS) ......................................................................... 9
2.3.3. Pregnant Passengers ............................................................................. 9
2.3.4. Passengers with Infants and Children (INF, CHD) ..................................... 10
2.3.5. Unaccompanied Minors (UM) ................................................................. 11
2.3.6. Potentially Disruptive Passengers .......................................................... 13
2.3.7. VIP Passengers ................................................................................... 18
2.3.8. Unruly Passengers ............................................................................... 18
2.4. Passenger Check-in ................................................................................ 20

Table of contents


2.4.1. Preparation ........................................................................................ 20
2.4.2. Check-in process ................................................................................. 21
2.4.3. Baggage check-in and pooling ............................................................... 21
2.4.4. Closing of Check-in .............................................................................. 22
2.4.5. Check-in Announcements ..................................................................... 22
2.5. Passenger Boarding ............................................................................... 23
2.5.1. General Rules for Boarding ................................................................... 23
2.5.2. Boarding Announcements ..................................................................... 23
2.5.3. Boarding Procedure ............................................................................. 24
2.5.4. Closing the Flight ................................................................................ 25
2.5.5. Refusal of Embarkation ........................................................................ 25
2.5.6. Post-departure tasks ........................................................................... 26
2.6. General Seating Requirement ................................................................. 27
2.7. Arrival Services ...................................................................................... 28
2.7.1. Preparation for Arrival Service ............................................................... 28
2.7.2. Passengers Requiring Special Services ................................................... 28
2.7.3. Baggage Claim .................................................................................... 29
2.8. Passenger Handling Irregularities .......................................................... 30
2.8.1. General ............................................................................................. 30
2.8.2. Meals and Refreshment Service ............................................................. 31
2.8.3. Hotel Accomodation ............................................................................. 32
2.8.4. Re-routing.......................................................................................... 32
2.8.5. Irregularity Reporting .......................................................................... 32
2.9. Involuntary Re-routing .......................................................................... 33
2.9.1. General ............................................................................................. 33
2.9.2. Flight Interruption Manifest (FIM) .......................................................... 34
2.10. Diversion to an Alternate Airport ......................................................... 35
2.11. Denied Boarding .................................................................................. 36
2.11.1. Denied Boarding Procedure ................................................................ 36
2.11.2. Denied Boarding Compensation .......................................................... 37
2.11.3. Settlement of Passengers Claims ........................................................ 38
2.12. Upgrading and Downgrading ............................................................... 38
2.12.1. Upgrading ........................................................................................ 38
2.12.2. Downgrading ................................................................................... 39
2.13. Charter Flights ..................................................................................... 40
3. BAGGAGE HANDLING .................................................................................. 1
3.1. Free Baggage Allowance .......................................................................... 1
3.1.1. Hand Baggage Requirements .................................................................. 1
3.1.2. Checked Baggage Requirements .............................................................. 1
3.2. Special Equipment .................................................................................... 2
3.3. Delivery at Aircraft Baggage (DAA) .......................................................... 5
3.4. Excess Baggage ........................................................................................ 6
3.4.1. General ............................................................................................... 6
3.4.2. Excess Baggage Ticket ........................................................................... 6
3.5. Baggage Tags ........................................................................................... 7
3.5.1. Cabin Baggage Tag ................................................................................ 7
3.5.2. Name Tag ............................................................................................ 7
3.5.3. Interline Baggage Tag ............................................................................ 8
3.5.4. Club Class Tag ...................................................................................... 8
3.5.5. Limited release Tag ............................................................................... 9
3.5.6. UM/Special Assistance Tag ................................................................... 10
3.5.7. DAA Tag ............................................................................................ 10
3.5.8. Priority Tag ........................................................................................ 10
3.5.9. Heavy Tag .......................................................................................... 11
3.5.10. Fragile Tag ...................................................................................... 11

Table of contents


3.6. Dangerous Goods ................................................................................... 12
3.6.1. Definition ........................................................................................... 12
3.6.2. ICAO and IATA Rules ........................................................................... 12
3.6.3. DGR Posters and Passengers Questioning ............................................... 12
3.6.4. Notification to Captain (NOTOC) ............................................................ 12
3.6.5. Provisions for Dangerous Goods Carried by Passengers or Crew ................. 12
3.6.6. Articles Not Accepted as Baggage .......................................................... 13
3.7. Wheelchairs ........................................................................................... 13
3.7.1. Wheelchairs as Cabin and Checked Baggage ........................................... 13
3.7.2. Power Driven Wheelchairs .................................................................... 13
3.8. Weapons and Ammunition ..................................................................... 14
3.8.1. General ............................................................................................. 14
3.8.2. Guns and Ammunition ......................................................................... 14
3.9. Electronic Devices .................................................................................. 15
3.10. Handling of Pets .................................................................................. 15
3.10.1. General ........................................................................................... 15
3.10.2. Governmental Restrictions ................................................................. 15
3.10.3. PETS Limitations ............................................................................... 15
3.10.4. Check-in Procedure ........................................................................... 16
3.10.5. Boarding ......................................................................................... 16
3.10.6. Escort Dogs ..................................................................................... 16
3.10.7. Messages ........................................................................................ 17
3.11. Baggage in Seat ................................................................................... 17
3.12. Baggage Irregularities ......................................................................... 17
3.12.1. General ........................................................................................... 17
3.12.2. Assistance to Passenger ..................................................................... 17
3.12.3. Types of Checked Baggage Irregularities .............................................. 17
3.12.4. Tracing ............................................................................................ 18
3.12.5. Short-shipped and Delayed Baggage ................................................... 18
3.12.6. Found Checked Baggage .................................................................... 18
3.12.7. Damaged Baggage ............................................................................ 18
3.12.8. Pilfered Baggage ............................................................................... 19
3.12.9. Forwarding Baggage (RUSH) .............................................................. 19
3.12.10. Baggage Delivery Orders ................................................................... 20
3.12.11. Missing or Damaged Hand Baggage ..................................................... 21
3.12.12. Lost Baggage ................................................................................... 21
3.12.13. Financial Statement .......................................................................... 21
4. LOAD CONTROL ........................................................................................... 1
4.1. Introduction to Load Control .................................................................... 1
4.1.1. Purpose of Load Control ......................................................................... 1
4.1.2. Load Control Duties ............................................................................... 1
4.1.3. Responsibilities ..................................................................................... 1
4.2. Load Planning .......................................................................................... 2
4.2.1. General ............................................................................................... 2
4.2.2. Responsibilities ..................................................................................... 2
4.2.3. Load Conversion Figures ........................................................................ 2
4.2.4. Load Distribution ................................................................................... 4
4.3. Definitions and Codes ............................................................................... 4
4.4. Standard Weights ..................................................................................... 5
4.4.1. Passengers ........................................................................................... 5
4.4.2. Crew ................................................................................................... 5
4.4.3. Baggage .............................................................................................. 5
4.5. Load Priority ............................................................................................ 6
4.5.1. General ............................................................................................... 6
4.5.2. Priority List ........................................................................................... 6

Table of contents


4.6. Loading Instruction / Report ................................................................... 7
4.6.1. Manual Loading Instruction / Report ........................................................ 8
4.6.2. EDP Loading Instruction / Report ........................................................... 10
4.7. Loadsheet .............................................................................................. 13
4.7.1. Manual Loadsheet ............................................................................... 13
4.7.2. EDP Loadsheet .................................................................................... 18
4.8. Last Minute Change (LMC) ..................................................................... 21
4.8.1. Definitions .......................................................................................... 21
4.8.2. Entry of LMC....................................................................................... 21
4.8.3. Correction of Balance Conditions ........................................................... 21
4.8.4. Responsibility of the Load Control Agent ................................................. 22
4.8.5. Information of Flight Crew .................................................................... 22
4.9. Special Load Notification to Captain (NOTOC) ..................................... 23
4.9.1. Distribution ........................................................................................ 23
4.9.2. Responsibilities ................................................................................... 23
4.9.3. Completion of NOTOC .......................................................................... 23
4.9.4. Specimen of NOTOC ............................................................................ 24
4.9.5. State Exemptions ................................................................................ 25
4.9.6. Multi-Sector Flights ............................................................................. 25
4.9.7. NOTOC remark on Loadsheet ................................................................ 25
5. MESSAGES .................................................................................................. 1
5.1. Aircraft Movement Messages (MVT) ......................................................... 1
5.1.1. Time Definition ..................................................................................... 1
5.1.2. Abbreviations ....................................................................................... 1
5.1.3. Departure Message ................................................................................ 2
5.1.4. Arrival Message .................................................................................... 5
5.1.5. Delay Message ...................................................................................... 6
5.1.6. Aircraft Diversion Message ...................................................................... 8
5.2. Delay Codes ........................................................................................... 10
5.3. Load Message ......................................................................................... 10
5.4. Passenger Transfer Message .................................................................. 12
5.5. Passenger Service Message .................................................................... 14
6. AIRCRAFT GUIDE ........................................................................................ 1
6.1 Aircraft Information ................................................................................. 1
6.1.1. General Aircraft Dimensions .................................................................... 1
6.1.2. Door Clearances (Embraer 170 and 175) .................................................. 3
6.1.3. Minimum Turning Radii .......................................................................... 4
6.2 Ground Servicing Connections .................................................................. 6
6.3 Use of Ground Support Equipment ........................................................... 8
6.3.1. At Remote Stand (Embraer 170 and 175) ................................................. 8
6.3.2. At Air Bridge (Embraer 170 and 175) ....................................................... 9
6.4 Hazard Areas (Embraer 170 and 175) .................................................... 10
6.5 Aircraft Cargo Compartments ................................................................. 12
6.5.1. Cargo Door Sizes (Embraer 170 and 175) ............................................... 12
6.5.2. Cargo Door Operation .......................................................................... 12
6.5.3. Cargo Door Dimensions and Limits ........................................................ 13
6.5.4. Baggage and Cargo Tie Down Procedure (Embraer 170 and 175) ............... 19
6.5.5. Allowable Package Sizes (Embraer 170 and 175) ..................................... 22
6.5.6. Cargo Nets ......................................................................................... 23
6.5.7. Vertical Nets and Section Loading Distribution ......................................... 25
6.5.8. Transportation of Live Animals .............................................................. 28
6.5.9. Transportation of Magnetized Material .................................................... 28
6.5.10. Transportation of Dry Ice ................................................................... 28
7. RAMP HANDLING ........................................................................................ 1
7.1. Aircraft Parking ........................................................................................ 1

Table of contents


7.1.1. General ............................................................................................... 1
7.1.2. Protection of an Aircraft that is in a part other than a critical part ................. 1
7.1.3. Protection of an Aircraft that is in a critical part ......................................... 2
7.1.4. Sealing of Aircraft ................................................................................. 2
7.2. Prevention of Foreign Object Damage (FOD) ........................................... 2
7.3. Preparation of Stand for Arrival ............................................................... 3
7.4. Aircraft Marshalling .................................................................................. 3
7.5. Wheel Chocks ........................................................................................... 4
7.5.1. Placing of Wheel Chocks ......................................................................... 4
7.5.2. Removal of Wheel Chocks ....................................................................... 4
7.6. Use of Wing Tip Cones .............................................................................. 5
7.7. Ground Power Unit ................................................................................... 5
7.8. Ramp to Flight Deck Communication ........................................................ 6
7.9. Aircraft Check on Arrival .......................................................................... 7
7.10. Positioning and Removal of Air Bridge ................................................... 8
7.10.1. Operating Procedures .......................................................................... 8
7.10.2. Safety Precautions in Air Bridges Operations ........................................... 8
7.11. Positioning and Removal of Passengers Stairs ....................................... 9
7.12. Disembarkation and Embarkation of Passengers ................................. 10
7.12.1. Disembarkation of Passengers ............................................................ 10
7.12.2. Embarkation of Passengers ................................................................ 11
7.13. Loading ................................................................................................ 12
7.13.1. Preparation and Equipment ................................................................ 12
7.13.2. Checks before loading ....................................................................... 12
7.13.3. Loading Priorities .............................................................................. 13
7.13.4. Safety Precautions in Loading Operations ............................................. 13
7.13.5. Baggage Loading .............................................................................. 14
7.13.6. Cargo Loading .................................................................................. 15
7.13.7. Loading Execptions ........................................................................... 15
7.13.8. Loading Equipment ........................................................................... 16
7.13.9. Supporting ....................................................................................... 16
7.13.10. Lashing ........................................................................................... 17
7.13.11. Loading of Dangerous Goods .............................................................. 19
7.13.12. Other Special Loading ....................................................................... 21
7.14. Aircraft Cleaning .................................................................................. 26
7.14.1. General ........................................................................................... 26
7.14.2. Security of In-flight Supplies at Member State Airports .......................... 26
7.14.3. Security of In-flight Supplies at third country airports ............................ 26
7.14.4. Exterior Cleaning .............................................................................. 27
7.14.5. Interior Cleaning .............................................................................. 27
7.15. Toilet Servicing .................................................................................... 29
7.16. Water Servicing ................................................................................... 29
7.17. Heating and Cooling ............................................................................. 30
7.18. Aircraft Arrival and Departure Check ................................................... 31
7.19. Engine Starting and Pushback ............................................................. 32
7.20. Ramp Safety ........................................................................................ 35
7.20.1. Duties of the GSP ............................................................................. 35
7.20.2. Danger Areas in the Vicinity of the Aircraft ........................................... 35
7.20.3. Fire Fighting and Protection on the Ramp ............................................. 35
7.20.4. Positioning of GSE ............................................................................ 37
7.20.5. Personal Protection ........................................................................... 38
7.20.6. Reporting of Ramp Accidents/Incidents ................................................ 39
8. CARGO HANDLING ...................................................................................... 1
8.1. General .................................................................................................... 1
8.1.1. Definitions ............................................................................................ 1

Table of contents


8.1.2. Weight limitations ................................................................................. 1
8.1.3. Cargo weighing facilities ......................................................................... 1
8.1.4. Export handling .................................................................................... 1
8.1.5. Load planning and cargo compartments ................................................... 2
8.1.6. Acceptance of Outsized Cargo ................................................................. 2
8.1.7. IATA Cargo IMP Codes ........................................................................... 3
8.2. Cargo Booking .......................................................................................... 4
8.3. General Cargo .......................................................................................... 5
8.3.1. Acceptance procedure of General Cargo .................................................... 5
8.3.2. Manifesting .......................................................................................... 6
8.3.3. Cargo acceptance areas ......................................................................... 7
8.3.4. Handling of General Cargo ...................................................................... 7
8.4. Special Cargo ........................................................................................... 8
8.4.1. Definition of Special Cargo ...................................................................... 8
8.4.2. Diplomatic shipments ............................................................................ 8
8.4.3. Press material ....................................................................................... 8
8.4.4. Undeveloped/unexposed film material ...................................................... 8
8.4.5. Unaccompanied baggage (UBAG) ............................................................ 9
8.4.6. Live Human organs (LHO) ...................................................................... 9
8.5. Dangerous Goods ................................................................................... 10
8.5.1. General ............................................................................................. 10
8.5.2. Definition of Dangerous Goods .............................................................. 10
8.5.3. Duties and Responsibilities ................................................................... 11
8.5.4. Requirements for Cargo Handling Companies .......................................... 11
8.5.5. Restrictions ........................................................................................ 12
8.5.6. Acceptance procedure of Dangerous Goods ............................................. 12
8.5.7. IATA Cargo IMP codes .......................................................................... 14
8.5.8. Dangerous Goods acceptance areas ....................................................... 14
8.5.9. Storage of Dangerous Goods basic requirements ................................... 14
8.5.10. Storage of Dangerous Goods additional requirements .......................... 14
8.5.11. Segregation of Dangerous Goods basic requirements .......................... 14
8.5.12. Documents ...................................................................................... 15
8.5.13. Acceptance check sheet for Dangerous Goods (ACS) .............................. 15
8.5.14. Shippers declaration for Dangerous Goods / Dangerous Goods Declaration
(DGD) 15
8.5.15. Labels ............................................................................................. 16
8.5.16. Acceptance of Radioactive Material (RRW, RRY) .................................... 16
8.5.17. Prior DG delivery to ramp and loading to aircraft ................................... 18
8.5.18. Dangerous Good emergency procedures .............................................. 18
8.5.19. Damaged and rejected Dangerous Goods ............................................. 19
8.5.20. Dangerous Goods Emergency Response Chart (Ground Incidents) ........... 20
8.6. Valuable Cargo ....................................................................................... 21
8.6.1. Definition of Valuable Cargo .................................................................. 21
8.6.2. Acceptance procedure of Valuable Cargo ................................................ 22
8.6.3. Determination of Value ........................................................................ 22
8.6.4. Surface transportation ......................................................................... 22
8.6.5. Handling of Valuable Cargo ................................................................... 23
8.6.6. Notification to the cargo office of destination ........................................... 24
8.6.7. Use of Value Cargo pouches and seals .................................................... 24
8.6.8. Delivery of Valuable shipments ............................................................. 25
8.6.9. Security procedures ............................................................................. 25
8.7. Live Animals ........................................................................................... 26
8.7.1. Definition of Live animals ..................................................................... 26
8.7.2. Acceptance procedure of Live animals .................................................... 26
8.7.3. Permits within the EU .......................................................................... 26

Table of contents


8.7.4. Protection of endangered species (CITES) ............................................... 26
8.7.5. Special restrictions on AirLT flights ........................................................ 26
8.8. Human Remains ..................................................................................... 27
8.8.1. Acceptance procedure of Human Remains ............................................... 27
8.8.2. Packing requirements .......................................................................... 27
8.9. Perishable Cargo .................................................................................... 27
8.9.1. Definition of Perishable Cargo ............................................................... 27
8.9.2. Acceptance procedure of Perishable Cargo .............................................. 27
8.9.3. Wet Cargo .......................................................................................... 28
8.9.4. Frozen Fish ........................................................................................ 28
8.10. Carrier Material and Mail ..................................................................... 29
8.10.1. Definition of Carrier Material ............................................................... 29
8.10.2. Acceptance procedure of Carrier Material ............................................. 29
8.10.3. Carrier Material Handling ................................................................... 30
8.10.4. Definition of Carrier Mail .................................................................... 30
8.11. Transport Documentation .................................................................... 31
8.11.1. The Air Waybill (AWB) ....................................................................... 31
8.11.2. Validity regulations ........................................................................... 31
8.11.3. AirLT AWB ....................................................................................... 32
8.11.4. Neutral AWB .................................................................................... 32
8.11.5. Other documents .............................................................................. 32
8.12. Security Measures ............................................................................... 32
8.12.1. Prohibited Articles ............................................................................. 32
8.12.2. Security Measures at Member State Airports ......................................... 32
8.12.3. Security Measures at Third Country Airports for Cargo and Mail Carried into
the EU/EEA ..................................................................................................... 33
8.12.4. Security Measures at Third Country Airports for Cargo and Mail Carried to
Countries Other than the EU/EEA Countries ......................................................... 36
8.12.5. Carrier Mail and Materials .................................................................. 39
9. IMPORT AND TRANSIT CARGO HANDLING .................................................. 1
9.1. Warehouse handling ................................................................................ 1
9.1.1. Warehouse check-in .............................................................................. 1
9.1.2. Storage ............................................................................................... 1
9.1.3. Transfer Cargo handling ......................................................................... 1
9.2. Notification .............................................................................................. 1
9.2.1. Purpose ............................................................................................... 1
9.2.2. Type of notification ................................................................................ 1
9.2.3. Contents .............................................................................................. 2
9.2.4. Address ............................................................................................... 2
9.2.5. Disposal ............................................................................................... 2
9.2.6. Power of attorney .................................................................................. 3
9.3. Delivery .................................................................................................... 3
9.3.1. Status assignment ................................................................................. 3
9.3.2. Status of delivery .................................................................................. 4
9.4. Irregularities ............................................................................................ 4
9.4.1. Irregularities on Delivery ........................................................................ 4
9.4.2. Disposal over Cargo ............................................................................... 4
9.4.3. Return of a shipment ............................................................................. 4
9.4.4. Handling of irregularities ........................................................................ 4
10. AIRCRAFT FUELING .................................................................................. 1
10.1 Standard Fueling ........................................................................................ 1
10.1.1. Precautions ............................................................................................ 1
10.1.2. Fuel Spills .......................................................................................... 1
10.1.3. Aircarft Fuel Tank Vents ....................................................................... 1
10.1.4. Fueling and Defueling Inside a Hangar ................................................... 1

Table of contents


10.1.5. GPU .................................................................................................. 1
10.1.6. APU .................................................................................................. 1
10.1.7. Lightning or Electrical Storms ............................................................... 2
10.1.8. No Smoking ....................................................................................... 2
10.1.9. Photo Flash Bulbs and Mobile Phones ..................................................... 2
10.1.10. Aircraft Engines .................................................................................. 2
10.2. Fueling/Defueling with Passengers on Board/Boarding/Disembarking . 2
10.2.1. General ............................................................................................. 2
10.2.2. Fueling with Passengers on Board ......................................................... 2
10.2.3. Fueling while Passengers are Boarding or Disembarking ........................... 3
10.2.4. Defueling with Passengers on Board or Boarding/Disembarking ................. 3
10.3. Fueling Documentation .......................................................................... 3
11. DE-/ANTI-ICING ...................................................................................... 1
11.1. General .................................................................................................. 1
11.2. Responsibilities ..................................................................................... 1
11.3. De-/Anti-icing Manual ........................................................................... 1
12. APPENDIXES ............................................................................................ 1
12.1. MEDIF Form ........................................................................................... 1
12.2. UM Form ................................................................................................ 3
12.3. Flight Irregularity Report ...................................................................... 5
12.4. Disruptive Passenger Ground Incident Report ....................................... 7
12.5. Property Irregularity Report (PIR) ........................................................ 9
12.6. Damaged Baggage Report ................................................................... 11
12.7. Ground Incident/Accident/Damage Report ......................................... 13
12.8. Cargo Damage Report .......................................................................... 15
12.9. Dangerous Goods Occurrence Report .................................................. 17
12.10. CARGO SECURITY DECLARATION ...................................................... 19
12.11. The Document Distribution Form ....................................................... 21

GROUND OPERATIONS MANUAL Page 1
0. Administration and Control of GOM


0. ADMINISTRATION AND CONTROL OF GOM

0.1. Introduction
0.1.1. Purpose of Ground Operations Manual
The Ground Operations Manual (GOM) is the basic document governing Air Lituanica
(hereinafter - AirLT) ground operations. The main purpose of this manual is to ensure
safe and smooth operations handling at all stations operated by AirLT.
This manual is meant to be general guideline and source of information for procedures,
practices and company policies for:
all AirLT personnel engaged in ground operations;
in supplementary to Ground Services Providers (GSP) and Cargo Services
Providers (CSP) own approved procedures;
all GSP and CSP personnel engaged in aircraft, passenger and cargo handling
duties.

0.1.2. Scope of GOM
In compliance with AirLT Air Operators Certificate (AOC), this manual is in accordance
with the requirements of the AirLT Operations Manual General (Part A). The GOM
contains procedures, regulations and information for aircraft, passenger and cargo
handling for AirLT operations.
The contents is based on AirLT policies, international and national aviation regulations
and requirements such as EU OPS together with standards and recommended practices
published by IATA and ICAO.

0.1.3. Leasing
This manual is also binding, if aircrafts of AirLT 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 'LTU' or LT. Wet lease-out means that the aircraft is still operated
under the Air Operator Certificate (AOC) and with AirLT crew and that the rules,
regulations and instructions of AirLT apply. This is the usual case.
Exceptions from this basic rule for wet lease-out and regulations for other types of
leasing (dry lease-out, dry or wet lease-in, leasing at short notice in urgent situations)
must have been regulated between the AirLT and the lessee in the lease agreement
before the operation with the leased aircraft starts.
Nominated Post Holder Ground Operations is responsible to inform the stations, if
exceptional or deviating regulations apply for leased aircraft.

0.1.4. Code share flights
This manual is not binding for aircraft, passenger and cargo operations of code share
flights, which are operated under the full responsibility and regulations of the aircraft
operator.



0.1.5. GOM structure and numbering
The English version of the manual is official version.
The official version of the GOM can be found in AirLT Intranet, E-Copies (*.pdf file) and
published in printed form, if necessary. (Printed copy is at AirLT Quality Department).
At the beginning of the GOM there is a list of effective pages. Each user of the manual
shall ensure, as necessary, from the issuer or from the document control system, which
revision is the official up-to-date version.
Each page has a header and footer which indicate the page number, chapter description,
company name, revision and effective date.
The AirLT GOM has the following numbering:
Chapters (numbered with one digit, example: 5.)
Sections (numbered with two digits, example 5.3.)
Sub-sections (numbered with three digits, example 5.3.6.)
Paragraphs (numbered with four digits, example 5.3.6.1.)

0.1.6. Maintaining GOM and revisioning
When the GOM is amended, a new E-Copy (*.pdf file) is sent to each external holder of
the manual in accordance with the Suppliers List. The GOM in AirLT Intranet is amended
accordingly for internal holders. Paper revisions are also sent to holders of printed
manuals in accordance with the distribution list.
When receiving a new E-Copy (*.pdf file) the holder of the manual must confirm
reception by e-mail (gytis.gumuliauskas@airlituanica.com, attn: Mr. Gytis
Gumuliauskas).
When the holder of the printed manual has updated the manual according to revision
instructions he must sign the Document Distribution Form (GOM 12.11) in appropriate
box and return this form to the sender within 5 (five) working dLTs scanned by e-mail
(gytis.gumuliauskas@airlituanica.com, attn.: Mr. Gytis Gumuliauskas). It is not allowed
to remove or add any pages that are not indicated to the manual.
Pre-information about new revisions will be sent to all holders of the GOM (also former
holders who are now using the intranet version).
The latest revised, new or deleted information is indicated by a vertical line in the margin
and/or with different colour in the text.
NPH GO responsible for the maintaining, acceptance of changes, distribution,
maintaining distribution list and also shall be informed of any change in manual holder or
change in the holders address.
Manuals which are no longer needed shall be returned (hard copies) to AirLT (Attn: Mr.
Gytis Gumuliauskas) or destroyed (E-Copies). He shall also be informed of any change of
manual holder or change in the holders address.

0.1.7. Temporary revision
A Temporary Revision of this manual shall be published by the responsible person when
there is an immediate need to amend or give new or additional instructions to personnel.
Temporary revisions for the CD-ROM manual shall be located in specific file.

0.1.8. Ground Operations Notice for GOM
A Ground Operations Notice (GON) shall be published by the responsible person when
there is a need to give explanatory, interpretative or additional information dealing with
operational matters. Bulletins are not used to give permanent instructions. The validity
of the Bulletin is six months or less as defined in each bulletin. Bulletins shall be located
in the beginning of the printed manual or in specific file.



0.1.9. Information Leaflet
Information leaflets are published to inform operational personnel about regulations,
instructions, changes etc. which are not/cannot be included in the permanent manual.
The persons in the distribution list shall read the leaflets and make themselves familiar
with the contents, even if the leaflets are intended for one time use only.



0.2. Terms and definitions

A

Agent Handling. See Company Handling.
Agent Ramp. A person who supervise and co-ordinates on the ramp the task of
ground handling for an aircraft departure or arrival.
Aircraft Configuration. Planned utilization layout of aircraft departure or arrival.
Aircraft Containerized. An aircraft of which the cargo compartments are equipped
with a unit load devices conveyance and restraint system, in order to accommodate
aircraft containers or pallets. This may be either a wide-body or a narrow-body aircraft.
Aircraft High Capacity (sometimes referred to Wide-Body) designates aircraft
types with two aisles in the passenger cabin. Specifically refers to A300, A310, A330,
A340, A380, B747, B767, DC10, IL86, IL96, MD11 models.
Aircraft Small Capacity. Any type of passenger aircraft with 6 seats abreast or less
and single aisle in the passenger cabin.
Airport Alternate. Planned alternative en route and destination airport(s) for a flight.
Airport Departure. The Airport from which the aircraft last departed, using the same
Flight Number.
Airport Terminal means all buildings used for arrival and departure handling of
aircraft.
Airport Destination. Ultimate intended terminating airport of a flight.
Airport Movement. See Airport Origin/Departure/Destination.
Airport Origin. The place from where the flight commences.
Air Waybill. The document entitled Air Waybill/ Air Consignment Note made out by or
on behalf of the shipper which evidences the contract between the shipper and carrier(s)
for carriage of goods over routes of the carrier (s).
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.
Allowed Traffic Load. The load which can be carried on the aircraft on any one sector
and is the difference between the shipper and carriers(s) for carriage of goods over
routes of the carrier(s).
Attendant Cargo. Person traveling for the specific purpose of supervising cargo
needing special attention.
Automated Load Planning. Load planning performed by an EDP system.

B

Baggage which is equivalent to the term Luggage. Such articles, effects and other
personal property of a passenger articles, effects 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 Cabin. Baggage of which the passenger retains custody (also known as
Hand and/or Unchecked).
Baggage Checked (also known as Registered). Is equivalent to Registered
Luggage means baggage of which the carrier takes sole custody and for which carrier
has issued a baggage check.
Baggage Crew. Baggage which is the property of operating crew and which is
separately identified.
Baggage Transfer. Baggage arriving at a point on one flight and continuing its
journey there from on another flight within a defined time limit.
Balance Condition. A numeric expression of the position of the centre of gravity.



Balance Limits. The end points forward and aft of the range within which the centre of
gravity must be for sale flight.
Ballast. Dead Load weight carried to achieve a particular balance conditions.
Basic Index. A numerical expression of the centre of gravity of the aircraft at this basic
weight.
Bay. A subdivision of a containerized/ palletized compartment, i.e. unit load device
position.
Boarding. Equivalent to term Embarkation, means passengers entering an aircraft.
Breaking Strength. The breaking strength quoted for a lashing or tie-down fitting
represents the maximum load which an item of equipment (lashing or lashing point) can
sustain without:
loss in strength due to deformation under repeated application of load during
normal flight conditions;
risk of breakage at 1G.
Bulk. Loading piece by piece.
Bulkhead. A rigid partition.
Bulkhead Stressed. A bulkhead which in combination with the aircraft structure has
been designated to restrain load.

C

Cabin. A compartment where passenger seats are installed.
Cargo. Any goods carried on an aircraft which are covered by an air waybill.
Cargo Service. Any goods the property of an airline carried on an aircraft.
Carriers. The air carrier issuing the ticket (or air waybill) and all air carriers that carry
or undertake to carry the passenger and/or his baggage (or the cargo) there under or to
perform any other services related to such air carriage.
Category. The nature of the load.
Centre of Gravity (C of G). The C of G of an aircraft, is the point at which its total
weight may be considered to act as a concentrated force.
Class. Segregation of passengers according to the facilities and services offered.
Cockpit. That part of an aircraft from which the crew control the aircraft.
Company Handling. A company/organization appointed by an airline to perform
ground handling functions.
Compartment. A space designated within a hold.
Conditional. A format element marked C becomes mandatory under certain
circumstances which have to be specified in the table of format. The element may be
omitted in these circumstances do not prevail.
Configuration. See Aircraft Configuration.
Consignment which is equivalent to the term Shipment. One or more pieces of
goods accepted by the carrier from one shipper at one time and at one address,
receipted for in one lot and moving on one air waybill to one consignee at one
destination address.
Consignment Note. See Air Waybill.
Container. See Unit Load Device.
Crew Cabin. Persons performing duties on the flight other than in the cockpit.
Crew Flight or Cockpit. Persons operating the flight in the cockpit.

D

Dangerous Goods. Articles or substances which are capable of posing a significant risk
to health, safety or property when transported by air and which are classified as such in
the IATA Dangerous Goods Regulations.
Dead Load. Baggage, cargo, mail, ballast and equipment in compartments not included
in dry operating weight of the aircraft.



Deck. A structural floor level. For aircraft having one structural level only, this floor level
shall be referred to as the main deck. For aircraft having more than one
structural floor level, the different floor levels shall be referred to as lower deck, main
deck and upper deck, starting from bottom to top.
Density. The relationship of weight to volume in a unit, i.e. kg per m3 or kg/m3.
Departure Control System (DCS). An automated method of performing check-in,
capacity and load control and dispatch of flights.
Destination. See Airport Destination.
Direct loss means a loss arising naturally or directly from an occurrence and which
excludes remote, indirect, consequential, or special losses or damages, such as loss of
revenue or loss of profit.

E

EDP System. Electronic data processing system, i.e. electronic computer system.
Embarkation. See Boarding.
En Route. Equivalent to Through. Movement or point between point of departure and
point of destination.
Equipment in Compartment (EIC). Equipment which is carried on the aircraft but
which is not manifested and which is not elsewhere included in the weight composition,
such as additional flight kit.
Electronic data interchange (EDI) means the computer-to-computer (application-to-
application program processing) transmission of business data in a standard format.

F

Facilitation (FAL). A general term reflecting the action being taken within the airline
industry with governments and other bodies to reduce costs, simplify procedures and
improve formalities.
Flight. The operation of an aircraft between two or more points.
Flight Number. The alpha-numerical designator of a flight, prefixed by a two letter or
three-charter designator.
Floating Pallet. A unit load device (ULD), including its load, which is positioned over at
least two pallet positions, and is not secured by the pallet locking devices of the ULD
restrain system, but is restrained to the aircraft structure by means of tie-down fittings
and lashings.
Fuel Take-Off. The amount of fuel on board less the fuel consumed before the take-
off run.
Fuel Trip. The amount of fuel planned to be consumed from take-off to the station of
first intended landing.
Fuelling, Fuelling and de-fuelling, aircraft fuel tank calibration, aircraft fuel flow test and
the draining of aircraft.

G

G Forces. Increase/decrease of gravity forces exerted upon load during flight.
Acceleration or declaration can cause the weight of a load to increase or decrease and
the change is expressed in G. Thus 2G would indicate that an items is, or must be
capable of withstanding, double the weight.
Galley. The integral part of the aircraft where pantry/catering material is stored.
General declaration. A standard document giving certain details about a flight
required for aircraft for aircraft clearance by government authorities in certain countries.
Ground Service Provider (GSP). See Company Handling.



H

Hard Copy. A printed copy of an electronically transmitted text.
Hold. A space confined by ceiling, floor, walls, and bulkhead, used for carrying load.

I

IGLOO Non-Structural. A bottomless rigid shell made of fiberglass, metal or other
suitable material. Its shape conforms to the contours of cargo aircraft envelopes. It
covers the maximum usable area of an aircraft pallet to which it is secured during flight.
This shell used in combination with an aircraft pallet and net assembly is know as a non-
structural igloo.
Index Unit. An expression of moment, i.e. weight x lever arm caused by weight added
to the aircraft, in order to establish the C of G.
Injection water. Fluid carried on an aircraft to improve the performance of the aircraft
during take-off under certain ambient conditions.
Interchange. Transfer between different types of aircraft, or usable on different types
of aircraft, whether owned by the same carrier or by different carriers.
Interface. A translation function between a user and a system or between a user and a
number of system or between two or more systems.
Interline. Transfer from one carrier to another.

J

Joining. Boarding or loading at a transit station.

K

L

Landing Weight. See Weight
Lashing. See Tie-Down.
Layout. See Aircraft Configuration.
Left. To be understood as left-hand side in the direction of flight.
Load. Any item carried in an aircraft other than is included in the basic operating weight.
Load Category. See Category.
Load Control. A function to ensure the optimum utilization of the aircraft capacity and
distribution of load as dictated by safety and operational requirements.
Load Planning. A part of load control.
Load Securing Equipment. See Tie Down Equipment.
Loaded Index. An expression of the C of G of an aircraft after it has been filled and/or
loaded.
Loads means baggage, cargo, mail and any aircraft supplies including ballast.
Loading. Stowing load or ULDs on board the aircraft in accordance with loading
instructions.
Loading Accessories. Includes tie-down equipment, seat containers (for the carriage of
load on passengers seats which have been installed after removal of seats, stretchers,
plastic bowls or plastic bags, garment racks, supporting planks and platforms, equipment
for valuable cargo (pouches), collecting nets and bags, kennels for live animals and
covers of any kind.
Note: Unit load device are not loading accessories.
Loading Instruction. Instructions given by Load Control to the person responsible for
the aircraft loading.
Loading Report. Signed loading instruction, with any deviations recorded, passed back
to Load Control for action as required.



Loadsheet. A completed loadsheet contains all weight data pertaining to a particular
flight, i.e. the weight of the data pertaining to a particular flight, i.e. the weight of the
aircraft, crew, pantry, fuel, passengers, baggage, cargo, and mail. It also contains where
necessary details of the distribution of this load in the aircraft.

M

Mail. Goods carried under the terms of an international postal convention.
Mail Diplomatic. Governments property carried under special agreements.
Mail Service. Correspondence inter- or intra-airline which is carried on an aircraft
under special permission from postal authorities.
Mandatory. A format element marked M contains information which forms a
fundamental part of the procedure and must always be included.
Manifest Cargo. A traffic document listing the details of the cargo to be carried on
flight.
Manifest Passenger. A traffic document listing the details of the cargo to be carried
on a flight.
Message. Where quoted it is assumed that the fastest possible means of sending a
message will be used. This refers to SITA, telex or data link.

N

Nets. A network of webbing affixed to an aircraft within its holds or to an aircraft ULD
for the purpose of restraining a load within the hold or in the ULD.
Net Section. See Section.
Net Weight. The difference between total weight and the tare weight.

O

On Line. Within one airline or one system or connected to a computer system.
Optional. A format element marked O may be omitted if not required by the carriers
or by governmental regulations. Omissions of this element is independent of all other
elements and does not have any effect on other elements.
P

Pallet Aircraft. A Platform with a flat under-surface, to standard aircraft requirements
on which goods are assembled and secured by nets/straps/igloos, and subsequently
locked into the aircraft, to achieve rapid loading/unloading on compatible aircraft
conveying and restraint systems. As such, it becomes a component of the aircraft
loading and restraint system.
Pallet Extension Wings. A part of equipment which can be installed on the short
sides of a pallet in order to increase the loading capacity of such pallet up to the
standard LD3, LD5, LD6, etc. contours.
Pantry. See Pantry Weight.
Passenger Close Out Time. The time after which further passengers will not be
acceptable for carriage on that flight.
Payload. The weight of passengers, baggage, cargo and mail and includes both revenue
and non-revenue items.

Q

R

Real Time. A computer system which processes the input and gives a response
immediately or within seconds.



Registration Aircraft. A unique alpha/numeric designation for an aircraft.
Restraint. See Tie-Down.
Restrictions Seating. The limitations applied to the occupying of certain seats to
achieve a satisfactory balance. Such restricted seats are not to be occupied during take-
off and landing.
Right to be understood as right-hand side in the direction of flight.

S

Seating. The procedure whereby passengers obtain their seats it may be free,
allocated or selected.
Seating Condition. The situation achieved after passengers are seated.
Section. A subdivision of a non-containerized/palletized compartment, i.e. net section.
Section Cabin. A division of the cabin into zones for the purpose of balance.
Sector. Equivalent to Leg means the space between two consecutive scheduled stops
on any given flight.
Shipment. See Consignment.
Special Load. A load which, owing to its nature or value, requires special attention and
treatment during the process of acceptance, storage, transportation, loading and
unloading.
Spreader. Devices, usually boards, on which items of dead-load are placed to distribute
the weight of the load over a greater area to ensure that maximum floor loading
limitations are not exceeded.
Station. The equivalent to the term Airport.
System. An automated method, including equipment and programs for performing
functions like reservations, weight and balance, etc.

T

Take Off Weight. See Weight.
Tare Weight. The weight of an empty unit load device. It includes all liners and/or
fittings, etc. when these are required by the specification or as registered with IATA.
Technical Landing is a landing for other than commercial reasons where no physical
change of load occurs.
Tie Down. Equivalent to Restrain/Secure/Lash, means the term used to describe
the securing of the bulk-load or part thereof to fixed restraint points within an aircraft or
in a ULD, to conform to restraint and safety requirements.
Tie-Down Equipment. May comprise any or all of the following items which have
been authorized for use: tie-down/lashing rings, straps, webbing, nets, ropes, cable and
chains.
Ticket means either the document entitled "Passenger Ticket and Baggage Check" or
any electronic ticket data held in the Carrier's database.
Top UP. Additional load that may be added because capacity is still available.
Traffic. The activity of the transportation of passengers, baggage, cargo and mail.
Traffic Load. See Pay Load and Allowed Traffic Load.
Transfer. Traffic which arrives on a flight and continues on another flight of the same
airline or another airline within a defined time limit.
Transit. Traffic which arrives on a flight and continues on the same flight.
Transit Flight Or Through Flight. A flight transiting one or more airports en route.
Transit Station/Airport. A scheduled en route stopping place on a flight.
Transit Time. The time and aircraft remains in transit.
Tranship. A direct aircraft to aircraft transfer of ULD and/or its load.
Turnaround flight is an aircraft terminating a flight and subsequently originating
another flight following a complete change of load.



U

Underload. The difference between the allowed traffic load and the payload (total traffic
load).
Unit Load Device (ULD). A unit in which dead load is bulk loaded and subsequently
loaded as a unit into the aircraft.
Unloading. Removing load from an aircraft.

V

Version. The designator used to indicate the aircraft configuration together with the
details of the equipment carried.

W

Weight. The term weight is used herein in lieu of the correct technical term mass, in
order to conform to standard industry terminology.
Weight Basic. The Basic Empty Weight or Fleet Empty Weight and includes all
fixed equipment, system fluids, unusable fuel and configuration equipment including
galley structure.
Weight Catering. Equipment and supplies for in-flight distribution to passengers and
crew.
Weight Dry Operating. The Basic Weight plus Operational Items, e.g. crew, crew
baggage, flight equipment and pantry, as per company specification and is equal to
Operational Empty Weight.
Weight Landing. Take of weight minus trip fuel.
Weight Maximum Zero Fuel. The weight limit imposed beyond which an increase in
load must consist entirely of usable fuel and any other consumable fuel, e.g. injection
water.
Weight Pantry. Removable catering equipment.
Weight Standard (WEIGHTS). The statistically arrived at weights approved by
government authorities for weight and balance purpose for items of load regularly
carried.
Weight Take-Off. Zero fuel weight plus take off fuel.
Weight Zero Fuel. Total traffic load plus the dry operating weight.

Y

Z



0.3. Abbreviations

A Airplane
A/C Aircraft
AD Adult
ADL Addition and Deletions List
AHL Advice if Hold
AHM Airport Handling Manual
AOG Aircraft on Ground
APU Auxiliary Power Unit
ASM Ad hoc Schedule Message
ATC Air Traffic Control
AWB Air waybill
B Baggage
BAH Baggage Advice in Hold
BI Basic Index
BLKD Blocked Seats
BP Boarding Pass
C Cargo
C Crew seat
CAA Civil Aviation Authority
CC Cabin Crew
CHD Child
CNL Cancel
COM Carrier material
COR Correction Message
CPT Compartment
CTG Catering
D Crew Baggage
DAA Delivery at Aircraft
DAG Delivery at Gate
DBC Denied Boarding Compensation
DCS Departure Control System
DEPA Deportee Passenger- Attended
DEPU Deportee Passenger- Unattended
DG Dangerous Goods
DGR Dangerous Goods Regulation
DIP Diplomatic mail
DIV Aircraft Diversion Message
DL Delay Identifier
DLY Delay
DOI Dry Operating Index
DOW Dry Operating Weight
DPR Damaged and/or Pilfered Baggage Report
EBT Excess Baggage Ticket
EDP Electronic Data Processing (computer)
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
FC Flight Coupon
FFP Frequent Flyer Programme
FIM Flight Interruption Manifest
FWD Forward
GOM Ground Operations Manual
GPU Ground Power Unit
H Incapacitated Passenger



HA Handling Agent
HEA Heavy Cargo/150 kg and over piece
HUM Human Remains in coffin
I Infant preference rows/seats
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ID Identification Card
INAD Inadmissible Passenger
INF Infant
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JAR-OPS1 Commercial Air Transportation/Airplanes
L Leg space seat
LC Load Control
LDM Load Message
LHO Living Human Organs/blood
LILAW Loaded Index of Landing Weight
LITOW Loaded Index of Take-off Weight
LIZFW Loaded Index at Zero Fuel Weight
LMC Last Minute Change
LS Loadsheet
M Mail
MCO Miscellaneous Charge Order
MEDA Medical Assistance/Service for passenger
MLM Maximum Landing Mass
MTOM Maximum Take-off Mass
MVT Aircraft Movement Message
MZFM Maximum Zero Fuel Mass
NIL Ni Items Loaded or Manifested
NOTOC Notice to Captain
PAX Passenger identifier
PIL Passenger Information List message
PIR Property Irregularity Report
PNL Passenger Name List
PNR Passenger Name Record
PIC Pilot-In-Command
PNL Passenger Name List
PPL Private Pilot License
PSM Passenger Service Message
PTM Passenger Transfer Message
RL Record Locator
RWY Runway
RQ Requested
SEC Item removed from passenger for security reason
SI Supplementary Information
SLA Service Level Agreement
SITA Societe Internatioanale de Telecommunications Aeronautique
STR Stretcher
STA Schedule Time of Arrival
STD Schedule Time of Departure
T Near toilet seat
TCI Through check-in
TKT Ticket
TOF Take-off Fuel
TOGW Take-off Gross Weight



TOW Take-off Weight
TPM Teletype Passenger Manifest message
UM Unaccompanied minor
ULD Unit Load Device
VIP Very Important passenger
WCHR Wheel Chair
ZFW Zero Fuel Weight



0.4. Weights and Measures / Conversion table

To convert: Into: Multiply by:
(unless indicated)
Celsius Fahrenheit 9/5+32
Centimeters Inches 0,3937
Cubic feet Cubic centimeters 28320,0000
Cubic feet Cubic inches 1728,0000
Cubic feet Liters 28,3200
Cubic inches Cubic centimeters 16,3900
Cubic inches Fluid ounces (imperial) 0,4614
Cubic inches Fluid ounces (U.S.) 0,5541
Cubic meters Cubic feet 35,3100
Cubic meters Cubic inches 61,0230
Fahrenheit Celsius (x-32)/1,8
Feet Centimeters 30,4800
Feet Meters 0,3048
Feet Inches 12,0000
Fluid ounces (imperial) Milliliters 28,4123
Fluid ounces (imperial) Pints (imperial) 0,0500
Fluid ounces (U.S.) Milliliters 29,5729
Fluid ounces (U.S.) Pints (U.S.) 0,0625
Grams Ounces (avoirdupois) 0,0353
Imperial gallons Liters 4,5460
Imperial gallons U.S. gallons 1,2009
Imperial pints Fluid ounces (imperial) 20,0000
Imperial pints Liters 0,5682
Imperial quarts Liters 1,1365
Inches Centimeters 2,5400
in/lb Beach units 0,2650
in/oz per in of tear in/lb 0,2800
Kilograms Pounds (16 ounces) 2,2046
Kilograms per cubic foot Pounds per cubic foot 2,2046
Kilograms per cubic foot Kilograms per cubic meter 35,3100
Kilograms per cubic meter Pounds per cubic foot 0,0624
Kilograms per square
centimeter Pounds per square inch 14,2234
Kilograms per square foot Pounds per square foot 2,2046
Kilograms per square foot Kilograms per square meter 10,7600
Kilograms per square meter Kilograms per square foot 0,0930
Kilograms per square meter Pounds per square foot 0,2050
Liters Fluid ounces (imperial) 35,1960
Liters Fluid ounces (U.S.) 33,8147
Liters Imperial gallons 0,2200
Liters Imperial pints 1,7598
Liters Imperial quarts 0,8799
Liters U.S. gallons 0,2642
Liters U.S. pints 2,1136
Liters U.S. quarts 1,0567
Meters Feet 3,2808
Meters Inches 39,3700
Millimeters Inches 0,0394
Ounces (avoirdupois) Pounds 0,0625
Ounces (avoirdupois) Grams 28,3495
Pounds Ounces 16,0000



To convert: Into: Multiply by:
(unless indicated)
Pounds Grams 453,5924
Pounds (16 ounces) Kilograms 0,4536
Pounds per cubic foot Kilograms per cubic foot 0,4536
Pounds per cubic foot Kilograms per cubic meter 16,0166
Pounds per cubic meter Kilograms per cubic foot 0,0128
Pounds per inch (linear) Kilograms per centimeter 0,17858
Pounds per square foot Kilograms per square foot 0,4536
Pounds per square foot Kilograms per square meter 4,8830
Pounds per square inch Kilograms per square
centimeter 0,0703
Square inch Square centimeter 6,451589
Square centimeter Square inch 0,155001
Tons (long) Kilograms 1016,0000
Tons (long) Pounds 2240,0000
Tons (long) Tons (short) 1,1200
Tons (metric) Pounds 2205,0000
Tons (short) Pounds 2000,0000
Tons (short) Kilograms 907,1849
Tons (short) Tons (long) 0,8929
Tons (short) Tons (metric) 0,9072
U.S. gallons Imperial gallons 0,8327
U.S. gallons Liters 3,7853
U.S. pints Fluid ounces (U.S.) 16,0000
U.S. pints Liters 0,4732
U.S. quarts Liters 0,9463



1. Ground Operations Management


1. GROUND OPERATIONS MANAGEMENT

1.1. Purpose and aim
Purpose of this document is to establish ground operations standards, procedures and
safety requirements in the area of aircraft, passenger and cargo handling what leads to
safe, efficient, economical and customer oriented passenger services.
This GOM serves ground operations personnel of AirLT and its subcontracted partners,
network wide, as a current working instruction in which internal rules and regulations as
well as IATA and general governmental regulations have been taken into consideration.
It does, however, not preclude that sudden amendments (changes) to these rules and
regulations, or locally deviating official regulations demand a deviation from this manual.
In case of doubt consult gytis.gumuliauskas@airlituanica.com.
Personnel engaged in aircraft, passenger and cargo handling must be fully conversant
with the instruction contained in this manual.
At work all and relevant safety regulations must be observed. The procedures as
described herein are, in general, to be applied for aircraft, passenger and cargo handling
on AirLT flight operations operated by AirLT aircraft, contracted aircraft of other
operators, and AirLT flight operations, carried on AirLT aircraft and/or those chartered
from contracted operators.
Suggestions and recommendations derived from daily work and experience in the field of
ground handling, processing and sales are appreciated and should be directed to
gytis.gumuliauskas@airlituanica.com.

1.2. Scope
Aircraft, passenger and cargo handling, as well as certain other ground services, are
outsourced for by using external service providers to perform the work for AirLT.
Among these ground services are:
passenger and baggage handling;
load planning and load control, weight and balance calculations;
transport on the apron and allocation and operation of required ground support
equipment;
loading and unloading of the aircraft;
aircraft handling services (cleaning, toilet, water services, etc.);
fueling;
De-/Anti icing.

1.3. Duties and responsibilities
1.3.1. The scope of Ground Operations
Ground Operations at AirLT include the following functions:
procurement of passenger and baggage handling;
procurement of cargo/mail loading and unloading;
aircraft handling services (cleaning, toilet, water services, etc.);
defining requirements for outsourced ground operations;
proper evaluation and quality control of outsourced ground operations, including
self-monitoring;
arranging the ground operations in such a manner that the requirements set by
the authorities and the Company are fulfilled;
provision of initial and recurrent trainings for ground operations department
personnel;
procedures, instructions and documentation of ground operations; and
inspection and reporting of ground operations.



1.3.2. Organizational structure
This organizational structure of the operations management of AirLT has been accepted
by the Civil Aviation Administration by issuing the Air Operator Certificate (AOC).

1.3.3. Nominated Postholder Ground Operations
The nominated postholder for ground operations (Ground Operations Department
Director) has relevant powers and he is responsible for management, supervision,
assurance and provision of ground handling and cargo services supplied to AirLT (related
to flights operated under AirLT AOC) at the level required by the Authority, EU OPS, OM-
A, GOM. The nominated postholder for ground operations reports to the Accountable
Manager (ACC).

1.3.4. Ground Operations Department organizational structure

Detailed duties, responsibilities and powers of ground operations department personnel
are determined in the individual job descriptions. Individual job descriptions can be
found at Human Resource (HR) Department.

Ground Operations Department Director ( GODD)
The GODD reports to the ACC manager of the Company and is responsible for:
Supervision, organization and efficiency of Ground Operations Department
activities (KPIs) and contracting organizations (agreements, SLA);
The ensurance of subordinate personnel training and training material
preparation;
Concluding handling agreements of contractual and non-contractual handling
(fuelling, de-/anti-icing, ground handling, cargo handling and etc.);



Arranging the ground operations in such a manner that the requirements set by
the authorities and the Company are fulfilled;
Preparing procedures, instructions and documentation of ground operations.

In the case of GODD absence the Ground Handing Manager (GHM) takes over the whole
field of rights and obligations resulting from substituting for the GODD. In the case of
the GHM absence the ACC takes over the whole field of rights and obligations resulting
from substituting for the GODD and the GHM.

Ground Handling Manager ( GHM)
The GHM reports to the GODD of the Company and is responsible for:
Organization of handling for regular and charter flights;
Checking the service standards and handling process schedule for AirLT flights;
Preparation of SGHA, SLA and other agreements;
Ensuring of revision service related to ground operations manual;
Checking the observance of ground and cargo handling services standards at all
airports;
Checking the invoices for ground and cargo handling services;
Recommendations to GODD regarding ground operations process improvements;
Performing inspections.

Fuel Manager ( FM)
The FM reports to the GODD of the Company and is responsible for:
Organization of fuel for regular and charter flights;
Checking the service standards and handling process schedule for AirLT flights;
Ensuring of revision service related to ground operations manual;
Checking the observance of fueling services standards at all airports;
Checking the invoices for fueling services;
Recommendations to GODD regarding ground operations process improvements;
Performing inspections.

1.4. Ground Handling Agreements
1.4.1. General
The handling relation between AirLT and the organization providing ground handling
services for AirLT is managed by executing a ground handling agreement between the
two parties. This agreement specifies the legal and administrative elements of the
relation as well as many different practical details, e.g. list of the handling services
included in the agreement, the locations where the services are to be provided, and the
charges for these services.

1.4.2. The IATA Standard Ground Handling Agreement (SGHA)
In our ground handling relations we use the IATA Standard Ground Handling Agreement
(SGHA) AHM810, when contracting for these services with a handling company.
It is common practice that airlines outsource their ground handling activities and will
contract a handling company to perform ground handling services for its flights. The
SGHA provides AirLT with an excellent and simple framework tool for establishing the
relation with a Ground Service Provider (GSP). It is written in a format that can be
understood and applied anywhere in the world by any GSP, including IATA and non-IATA
airlines and independent handling companies. The use of this standardized document
enables us to handle the agreements smoothly and with reasonable administrative and
legal work compared to a situation where all agreements would be unique and different.
The use of the SGHA allows AirLT to sign an agreement with local providers for only
those services needed at each location.



1.4.3. SGHA versions
The latest SGHA has been published in the 33rd Edition of the IATA Airport Handling
Manual became effective on 1January 2013 and replaces 32nd Edition. In AirLT contracts
this version will be taken into use gradually, as the parties agree.

1.4.4. Ground Handling Charge Note
In situations where no handling agreement has been signed between AirLT and the
company providing the handling services to us a Ground Handling Charge Note (GHCN)
or similar document will be issued by the Handling Company. This document can be
considered as a handling agreement for one single flight. The services provided are
recorded on the GHCN and the Handling Company will collect the signatures of an
authorised representative of AirLT (often the Commander) for the handling services
rendered and for any limitation of the liability of the Handling Company (as specified on
the GHCN) as a protection for any incident that might happen during the handling
process.

1.4.5. Execution of the SGHA
At AirLT the handling agreements for all scheduled and charters flights are negotiated
and administered under the direction and responsibility of the Ground Operations
Department. The agreements shall be executed according to the company rules by
persons authorized to sign legal documents on behalf of AirLT.



1.4.6. Handling supplier evaluation
No. Item/ Task Description Action & Decision Steps
1 Identify
airport
- Start operation to new
destination
- Saving opportunities at a specific airport
- Expiry of present contract
- Joint bid process
- Check opportunities for co-location
- Check contract expiration dates
2 Identify
services
required
- Ramp handling
- Cargo handling
- Load control & Operations
- Security services

3 Internal
communicatio
n
Communicate issues with internal groups,
departments concerned
- Define contractual targets
4 Identify
suppliers
List all qualified potential bidders - Generate list of all suppliers
- Narrow the potential candidate list
- Develop individual supplier contact list
5 Generate bid
approach &
documentatio
n
Develop the bid strategies, plans & goals - Develop base service matrix, as applicable
- Develop cost breakdown sheet, as required
- Agree on timeline and communication plan
- Prepare invitation cover letter, draft Annex
B, other
additional specifications and Service Level
Agreement
- Prepare discussion items with candidates
6 Request for
proposal
(RFP)
Compile actual RFP
documents to be given to bidders
- Conduct pre-bid presentation as required
- Provide suppliers with the full RFP material
- Review the RFP documents with suppliers
- Communicate to suppliers what is expected
in their RFP responses.
7 Address
questions
Questions raised by suppliers in their bid
preparations
- Establish response timelines
- Respond to questions
8 Bids returned Suppliers to return bids - Verify receipt of bids
- Follow-up on any late receipts
9 Bid evaluation
and supplier
ranking
Internal bid evaluation - Communicate with suppliers for additional
data/information, as required
10 Re-evaluate
proposals
Re-evaluate any additional relevant bid
information received
- Conduct internal review of bids
- Utilize ranking matrix
- Obtain internal acceptance, as required
11 Meetings with
short listed
suppliers, as
required
Short list suppliers invited to formally
present their bid
- Information received passed to interested
parties for review
- Negotiations process involving all parties
concerned
- Pricing, contractual, operational issues
resolved
12 Collate
analysis
of each
proposal
Summarize final bid results
13 Endorse
proposal
Select winning supplier - Finalize ranking matrix
- Inform the winning supplier(s)
- Inform and debrief unsuccessful suppliers
14 Produce
contract,
including SLA
Sign contract with supplier(s)
15 Agree on
implementatio
n
Assign start/end date Arrange for proper communication to ensure
that all
parties concerned have received information
about the
contract/supplier(s)
16 Contract
management
Establish guidelines for
Operational management of
services to be provided
- Involve local organization, as appropriate
- Organize training, as required
- Establish supplier performance review
procedures
- Agree on supplier auditing



1.5. Ground Operations Quality Standards
1.5.1. Quality Policy
The major goals of AirLT are:
Safety of the flights;
Effectiveness in operations;
Passengers satisfaction.
The top priority is Safety.

AirLT ensures Lithuanian CAA, European (EASA and JAA) and International (ICAO)
requirements are met and complete.
AirLT understands that operational effectiveness and passengers comfort could only be
achieved by joint effort of all company employees, therefore, the responsibility for the
quality lies with everyone in the company.
All operations shall be conducted as follows:
Safety shall alwLTs have the first priority;
Economy;
Punctuality;
Passengers comfort.

1.5.2. Service Level Agreement
In addition to listing and describing the handling services to be provided in the handling
relation, the SGHA contains also qualitative elements (STANDARD OF WORK). In recent
years the airlines have emphasized the importance of these elements by further
determining the quality standards to be followed and the targets to be reached by the
service provider.
For practical reasons it is preferable to produce a separate document to the SGHA (which
can be an amendment or addendum), where the service level agreement for the
location(s) concerned are described, along with any clauses for sanctions or bonuses in
case the agreed targets are not met or they are exceeded.

Service Level Agreement (SLA) is an official attachment to the Ground Handling contract
between The Handling Company and AirLT. Every employee of the Handling Company
must be familiar with agreed standards when performing duties for a AirLT flight in
addition to the Ground Operations Manual.
The responsible representatives of the Handling Company and AirLT will convene
regularly (at least once per 3 months) to review punctuality and performance quality and
to discuss and agree on measures and action to be taken to correct any deviations from
the agreed standards. Meetings can be hold by conference call, visit or e-mail. Meeting
minutes should be documented and confirmed by both parties.

AHM 803 provides and outline list of service delivery standards which can be used as a
structure for measuring the performance of GSPs as described in Sub-article 5.8 and
with due regard to safety as described in Sub-article 5.12 of the Main Agreement of the
SGHA (AHM810). The standards listed relate to items in the SGHA which can be
measured. The SLA defers and is agreed separately at each location according to local
infrastructure and authorities requirements.

The Handling Company acts on behalf of AirLT on the basis of the agreement(s) signed
between the parties. The Handling Company represents AirLT towards the customers and
crew. The agreed duties and services shall be performed in line with the AirLT standards
to support the company efforts to provide the AirLT customers, crew, aircraft and loads
with the best available quality in ground handling.



1.6. Training Requirements for GSP Operational Personnel
1.6.1. GSP Responsibility
The Handling Companies staff must have an acceptable level of training in order to meet
the requirements and instructions of AirLT when providing the handling services,
especially those with a safety aspect such as load control, loading of aircraft, de-icing
and handling of dangerous goods. The Handling Company must ensure that their staff
carries out only the duties for which they have been trained.

The Handling Company is responsible for assuring that the personnel performing
operational functions for AirLT flights has the formal qualification, and that required
renewals are obtained in due time. It is also each individual employees responsibility to
assure that their qualification is kept up-to-date. The Handling Company is responsible
for maintaining proper training records at each airport.

1.6.2. Training of Personnel
Contracted service providers shall have:
Internal training programmes that include initial and recurrent training to ensure
that employees engaged in ground handling operations establish and retain their
effectiveness in carrying out assigned duties.
Such training programmes shall have:
Operator and Regulatory approval, as applicable;
Recurrent training at an interval not exceeding 24 months from the date of
previous training;
A process of qualification through written, oral and/or practical evaluation.
A process for reviewing and updating training programmes to ensure:
Continuous improvement and effectiveness;
Incorporation of the latest regulatory and operational changes in a timely
manner.
A system for maintaining training records that provides for retention,
identification, storage, protection, retrieval, and disposition of records.
Training programmes that are structured to ensure that personnel engaged in all
areas of ground handling operations receive training consistent with their
functional responsibilities. The content of the training programmes shall include
the following:
Familiarization training on general provisions associated with ground handling
operations;
In-depth training on requirements, including policies, procedures and operating
practices associated with specific job functions and responsibilities;
Safety training on the hazards associated with ground handling operations;
Dangerous goods training in accordance with applicable requirements of the
State in which personnel carry out such duties, or if there are no such
requirements, the requirements of the current edition of the IATA DGR.
A training programme to ensure awareness and recognition of undeclared
dangerous goods for applicable ground handling personnel even if the Operator
does not accept dangerous goods shipments.



The contracted service providers shall include in its training programmes the safety
elements that follow:
Safety management awareness;
Human factors;
Rules and regulations;
Accidents and incidents;
Personnel protection;
Workplace hazards;
Equipment operation;
Housekeeping;
Emergency situations;
Airside markings.

1.6.3. Dangerous Goods Training
All persons assigned to handle and/or accept dangerous goods and/or general cargo and
Carrier material (COMAT) must have attended to applicable. This concerns personnel
who are performing or instructing any of the following functions:
accepting cargo to transport;
accepting dangerous goods to transport;
handling, loading, unloading cargo, including dangerous goods in warehouse or
ramp area;
Load planning and manifesting.

Personnel must receive training in the requirements commensurate with their
responsibilities. Such training must include:
general familiarization training - Training that is aimed at providing familiarity
with the general provisions of the DGR;
function specific training - Training that is aimed at providing a detailed study of
the requirements of the DGR applicable to the function for which the person is
responsible;
safety training - Training that covers the hazards presented by dangerous goods,
safe handling and emergency response procedures.

Aspects of transport of dangerous goods by air with which they must be familiar, as a
minimum are given in the following table. Training programmes must include these
aspects. A test to verify understanding must be undertaken following training and a
certificate issued confirming that the test has been completed satisfactorily.

This table includes requirements relating to cargo personnel only. Training is mandatory
also for shippers (and persons undertaking the responsibilities of shippers), packers,
staff of freight forwarders, passenger-handling staff, flight and other crew members and
security staff who deal with the screening of passengers and their baggage and cargo.
For full details of training requirements see IATA - DGR 1.5.A.



1.7. Document Filing
1.7.1. Flight files
A flight file consisting of flights related documentation must be maintained on ground by
a handling company. The following documents must always be stored in the flight file for
each flight:
copies of traffic, load, passenger service and transfer messages in connection
with each flight (MVT, LDM, PSM, PTM);
copy of PNL;
copies of balance charts;
copy of loading instruction/report (with loading supervisors signature);
copy of loadsheet;
copy of cargo manifest;
copy of airway bill;
copy of NOTOC (when issued);
copy of fuelling order;
copy of technical log;
copy of Flight Irregularity Report;
any other documents required by local authorities.

Other documents to be stored in the flight file can be decided by each station handling
company. The general principle is to store documents that can be of use and help if flight
related information is needed afterwards e.g. for handling of customer feedback.



1.7.2. Storage periods
All documents listed below shall be preserved throughout the indicated time period.

Document/Form
Period
Months Years
Traffic, load, passenger service and transfer
messages in connection with each flight
(MVT, LDM, PSM, PTM)
3
PNL 3
Balance charts 3
Loading instruction/report (with loading
supervisors signature)
3
Loadsheet 3
Cargo manifest 3
Air Waybill 3
NOTOC 3
Fuelling Order 3
Technical Log 3
DGR Acceptance Checklist 3
DGR Transport document 3
Correspondence with authorities 1
External correspondence 1
Internal correspondence 1
Flight Irregularity Report 2
Ground Handling Charge Note 1
UM Form 6
Water examination test 3
De-icing fluid test 6
Quality System records 5

2. Passenger Handling


2. PASSENGER HANDLING

2.1. Check-in
2.1.1. Check-in Standard Deadlines
Unless otherwise agreed, Handling Agent should follow these guidelines concerning the
opening and closing of check-in. The number of counters must be sufficient for the
booked load and for the time period allowed for the check-in, and as specified in SLA.

Check-in opening time 2 hors before Scheduled Time of Departure (STD)*
Check-in closing time 40 minutes before Scheduled Time of Departure (STD)*

* unless specified differently in the SLA.

2.1.2. Check-in Counters
The check-in counter monitors must be marked with:
Air Lituanica logo;
Flight number;
Flight Codeshare number (when applicable);
Destination;
Class of travel;
Check-in closing time;
Flight departure time.

Check-in counters must always be in clean and good order, equipped with all necessary
signs, labels, equipment, spare baggage and boarding passes.

2.1.3. Travel Classes
Scheduled flights have 3 on-board service classes Travel (M), Flexi (Y) and Club
(C), unless specified otherwise for certain flight.

Seperate check-in counters must be for Travel and Flexi/Club class passengers.

Flexi class passengers are entitled to be seated in business class at the aircraft.

Club class passengers are entitled to be seated in business class at the aircraft,
business lounge and fast track at the airport check-in agent shall give required
vouchers at the counter.

Charter flight may be excluded from the above mentioned and operate only in one class.

2.1.4. Security questions
Only articles and personal items of the passenger may be packed in the baggage.
Baggage must not contain articles for the carriage of which would be inconsistent with
flight security and regulations of the countries of departure, transit or destination.

Security questions shall be published at every check-in counter and check-in agents shall
ask passengers verbally:
Is this your baggage?
Have you packed it yourself?
Are your sure that no one has put anything in your baggage?
Does the baggage contain any gift of which the contents you are unaware?
Does the baggage contain any electrically or battery powered device?



Should the passenger convey information that he/she has not had full control over the
baggage, the baggage shall be screened according to local security requirements. Should
the passenger convey that the baggage contains electronic appliances the baggage
shall be marked with appropriate tag.

2.1.5. Prohibited Articles

Member state means any country of the European Union, as well as Iceland,
Liechtenstein, Norway and Switzerland.

At member state airports, passengers must not be permitted to carry into security
restricted areas or on board an aircraft the articles listed in Attachment 4-C of
Commission Regulation (EU) No 185/2010 (http://eur-
lex.europa.eu/Notice.do?val=509074:cs&lang=en&list=697249:cs,649528:cs,576888:cs
,524588:cs,523443:cs,518535:cs,510423:cs,509074:cs,&pos=8&page=1&nbl=8&pgs=1
0&hwords, look for latest Consolidated version).
An exemption may be granted on condition that:
(a) the appropriate authority has given consent that the article may be carried; and
(b) the air carrier has been informed about the passenger and the article that he is
carrying prior to passengers boarding the aircraft; and
(c) the applicable safety rules are complied with.
AirLT crew will place these articles in secure conditions on board aircraft.

At member state airports, passengers must not be permitted to carry in their hold
baggage the articles listed in Attachment 5-B of Commission Regulation (EU)
No 185/2010 (http://eur-
lex.europa.eu/Notice.do?val=509074:cs&lang=en&list=697249:cs,649528:cs,576888:cs
,524588:cs,523443:cs,518535:cs,510423:cs,509074:cs,&pos=8&page=1&nbl=8&pgs=1
0&hwords, look for latest Consolidated version).
An exemption may be granted on condition that:
(a) the appropriate authority has national rules permitting carriage of the article; and
(b) the applicable safety rules are complied with.

At third country airports, passengers must not be permitted to carry in their cabin and
hold baggage the articles listed in ICAO Aviation Security Manual (Doc 8973) (the list is
the same as in Attachments 4-C and 5-B of Commission Regulation (EU) No 185/2010).



2.2. Travel Documents
2.2.1. General
Document control must be performed to all AirLT passengers before they check-in for
their international flight. It is check-in agents duty to check the passengers travel
documents. The agent requests the passenger to present his ticket and travel documents
for the whole journey and must make sure, that the following data on the ticket is
correct:
name of the passenger;
validity of the ticket;
airport of departure and destination;
flight number;
date and time;
e-ticket status (O).

Travel documents include:
Passport / Identification card with photo;
visa, if necessary;
vaccination certificate, if necessary;
crew member cerftificate;
other documents, if necessary.

The passenger must be personally present at the check-in counter to ensure that the
presented documents belong to him. Passenger himself is fully responsible for his travel
documents. The passenger is to obtain all required documents in advance and comply
with all obligations which entitle him to enter and leave the country, requested by
authorities of the country of departure, transit / transfer or arrival. All documents
required by the countries en route must be carried by the passenger and not in the
checked baggage. AirLT is not responsible for any damages or expenses which the
passenger has incurred due to non compliance with the stated obligations.

2.2.2. Travel Documentation Check
Check-in agent checks passengers travel documents: passport, mileage card, etc.

Recommended steps to examine the travel documents:
check if the name in the ticket corresponds with the name in the documents;
check if the person presenting the documents is identical with the photo and that
there are no visible traces that the photo has been changed (excess glue, stains,
size diversity);
check the validity;
check if the passenger knows the language of to the country in which the
documents was issued;
check if the documents have been subject to hand-made or mechanical
corrections and if the text regarding the name, birth date, signature in the
document has been manipulated;
check if the number of pages in the document is correct.

Some passengers are more likely to be regarded as inadmissible upon arrival than
others. They are called profile passengers and can hold fraudulent travel documents.
Check-in agents must check travel documents with utmost attention. Detection of
possibly inadmissible passengers may save lots of money to the airline. For profile
passenger identification closer document examination must be performed when the
passenger:
has no checked baggage but is travelling a long distance;
is holding a one-way ticket;



seems obviously poor but is making an expensive trip for no apparent reason;
is a national of an economically depressed country;
travels with a group of young adults from the same economically depressed
region; their passports, visas, tickets often issued by the same agency;
differs in clothing from ordinary travellers and has primitive type of luggage;
appears to be shy, hesitant, nervous;
does not speak English or other international language, or the language of the
passport issuing country;
is unable to provide other documents to confirm the name stated in the passport;
checks in very late and tries to distract or confuse the check-in agent;
his destination / itinerary seems inconsistent with the claimed purpose of the trip;
the native language, clothing or nationality seem to be other as indicated in the
passport.

It is not allowed to check the passenger in, if some required documents are missing.
Passengers statements about changed rules, documents to be provided at the arrival
station or offers to make a phone call are not relevant.

Check-in agent checks:
Is visa (re-entry permit) for transit/arrival required according to TIMATIC? If yes
-
check validity;
Is vaccination certificate required according to TIMATIC?
Is baggage clearance required at the transit/transfer station?

Information about all necessary documents can be found in TIMATIC (computerised
system) and in TIM (monthly published manual by IATA). In case of a doubt Check-in
supervisor consults border police officers, embassy or the Handling Agent or immigration
authorities at the destination airport.



2.3. Passenger Categories
2.3.1. Passengers with Reduced Mobility (PRM)
Different degrees of physical, medical or mental incapacitation present different
problems to the airlines in connection with an air journey the term PRM (Passengers with
Reduced Mobility) includes all those who, because of their physical medical or mental
conditions cannot be treated like other passengers in normal health conditions. They
require individual attention on enplaning, during flight, in an emergency evacuation and
during ground handling. The term, therefore, includes not only all stretcher passengers,
but also ill or temporarily disabled people travelling in the normal seats, as well as blind
and other persons with reduced mobility.

The role of the ground staff is significant in enplaning a flight carrying PRM. The ground
staff is responsible for:
assigning appropriate seats for PRM when editing the flight;
checking that the number of PRM is within limits.

The Cabin Crew shall ensure that PRM are seated according to safety regulations and
inform the Commander of final number of PRM. The following regulations and procedures
are based on the IATA Resolution and Recommended Practices. These general standards
are supplemented with AirLT own regulations.

2.3.1.1. PRM Categorisation
a) Mobile passenger a person who can board the aircraft and disembark and move
about in the cabin without assistance. Such passengers are the blind, deaf,
mentally disturbed and those with only slight difficulties in moving about etc.
(BLND, DEAF, WCHR, WCHS);
b) Immobile passenger a person who cannot board the aircraft and disembark or
move about in the cabin without assistance and who in most cases needs prior
medical clearance (MEDA, STCR, WCHC).

2.3.1.2. PRM Acceptance
The responsibility for choosing air transportation is taken by the person himself, his
relatives arranging the journey and the physician in charge of the persons health. No
medical responsibility can be assumed by AirLT. The person making the reservation shall
not refuse nor comment on the passengers ability to travel without consulting the
experts on medical matters.

2.3.1.3. Denial of PRM Carriage
In accordance with the IATA guidelines, airlines shall refuse to carry or continue to carry
persons:
whose carriage because of their physical or medical condition, on the bases of
established facts, could pose a threat to the safety of other passengers and their
property, the aircraft or the crew and/or
who refuse to, or do not submit themselves to specific conditions of carriage
required by the airline's regulations;
who depend upon medical auxiliary equipment or instruments needing careful and
time consuming installation and possible connection to the electric system of the
aircraft.



Persons with the following contagious disease must always be refused for arriage:
Open tuberculosis;
Infectious hepatitis;
Scarlet fever;
Diphteria;
Chicken pox.

Airline may also refuse to carry or continue to carry PRM:
whose conduct, status, mental or physical condition is known to be such as to
render them incapable of caring for themselves without assistance, unless they
are accompanied by an escort who will be responsible for them en route and they
will not require additional attention or assistance from employees of the
airline(s);
who may be a source of infection and in the case of certain diseases, discomfort
to other passengers or crew;
whose carriage, even with the implementation of special precautions might cause
unusual hazard or risk to themselves or to other persons and property;
who cannot use the standard aircraft seat either in a sitting or reclining position
(e.g. stretcher cases or passengers in wheelchairs who are continually dependent
on special equipment in the wheelchair);
who are unable to raise the standard aircraft seat back into an upright position
when required (e.g. for take-off and landing).

2.3.1.4. PRM Limitations
To meet safety, technical, operational or government requirements, airline may limit
numbers or types of PRM accepted on any of their flights, even though special
arrangements (including the requirement for qualified escort) are fulfilled by the
passengers.

2.3.1.5. Medical Case (MEDA)
A medical case (MEDA) passenger is a passenger who may require more assistance and
help than is given to the other passengers and must be cleared for transportation by a
Medical Service. For the time being AirLT has neither contracted medical agency nor
appointed doctor for this. MEDIF form (GOM 12.1) with passengers state of health and
diagnosis as well as condition for flight shall be filled by certified medical institution.
AirLT reserves the right to refuse to carry MEDA passenger by aircraft, if, in its opinion,
the person is not fit for travel. An approval by a medical doctor for an air travel is
mandatory for passengers:
with recent heart attack that has occurred during last 2 months before the date of
air travel;
with recent brain stroke that has occurred during last 2 months before the date of
air travel;
suffering from embolism;
who need oxygen supply on board;
who depend on use of electric/pneumatic medical equipment;
who need infusion/injection during flight;
who suffer from internal injuries;
who have large area external injuries wounds, burns;
who have other serious illnesses.

Mentally incapacitated passengers are treated as possible danger to flight safety. A
person with a mental disorder, who can endanger flight safety, can take air travel only
when he is accompanied by medical escort. The escorting person should be able to
master undesirable behaviour of the ill passenger during the flight. Medical personnel,



accompanying mental patient, must have skills of sedation of mental patient, know how
to use means of sedation and inject sedatives.

AirLT reserves the right to refuse to carry person with mental disorder by aircraft, if, in
its opinion, the person can endanger other passengers.

All medical cases must be marked in the passenger reservation stating diagnosis
obtained from the passenger. The passengers must be instructed to bring the medical
certificate MEDIF stating passenger name, diagnosis, recommendation for travel and the
date of planned air travel to the check-in.

2.3.1.6. Wheelchairs
In general only folding wheelchairs can be transported. The aircraft compartment
facilities or other load may limit the number or size of wheelchairs accepted for
transportation. Wheelchairs as all other special equipment required by PRM in connection
with their journey cannot be carried in the passenger cabin. They are transported as
properly identified checked baggage in the aircraft hold. These items must travel with
the passenger and shall be loaded in such a way as to be readily and immediately
available at destination points. Door side procedure shall be applied. Wheelchairs and
other similar equipment for PRM are weighed separately and no excess weight shall be
charged for them.

Passengers may request transportation to/from the boarding gate and the aircraft,
boarding assistance and extended assistance on board. Passenger-owned devices,
station owned mechanic wheelchairs or electric carts are used for assistance. Wheelchair
service is free of charge.

2.3.1.7. Wheelchairs Categories and Abbreviations
In connection with PRM using wheelchairs the following abbreviations must be used in all
transactions and messages:

a) WCHR (R for ramp) passenger can ascend/descend steps and make own way
to/from cabin seat but requires wheelchair for distance to/from aircraft, i.e.
across ramp, air bridge or to mobile lounge as applicable;
b) WCHS (S for steps) passenger cannot ascend/descend steps, but is able to
make own way to/from cabin seat; requires wheelchair for distance to/from
aircraft or mobile lounge and must be carried up/down steps;
c) WCHC (C for cabin seat) passenger completely immobile; requires wheelchair
to/from aircraft/mobile lounge and must be carried up/down steps and to/from
cabin seat.

If the passenger takes his own wheelchair on the flight this shall be indicated as follows:
WCHR/OWN
WCHS/OWN
WCHC/OWN

In connection with the PSM Message the compartment number where the wheelchair is
loaded must be added, e.g. SMITH WCHC/OWN CPT1.

AirLT accepts only dry battery-driven wheelchair on board. A wheelchair equipped with
wet battery cannot be accepted for carriage. PNR should contain information about
WCHP (the type, size and weight) in the SSR line.



2.3.1.8. Oxygen
It must be remembered that in an aircraft cabin only a person, who is dependent on
oxygen equipment on the ground, will need oxygen continuously during flight. AirLT
provides its own first aid oxygen equipment as well as oxygen systems required by flight
safety regulations. No other type of equipment will be accepted on board. For
passengers who may need oxygen occasionally during the flight, AirLT can provide this
service by means of using the first aid oxygen bottles of each aircraft. For safety reasons
AirLT does not provide or allow extra oxygen bottles in the aircraft cabin for passengers
who are continuously depending on this kind of equipment.

2.3.1.9. Incubators
Carriage of prematurely born babies in incubators on AirLT flights is not allowed.

2.3.1.10. Stretchers
For the time being AirLT does not offer stretcher service (transportation of the lying
passenger) or special medical assistance during flight. Passengers requiring such type of
service are refused carriage as their condition makes it impossible for AirLT to assist on
board and in case of an emergency situation.

2.3.1.11. Passenger Medication
Passengers are advised to have their medication packed as carry-on baggage. It shall be
remembered that it is the sole responsibility of the passenger to carry his medication
throughout the flight as the cabin crew shall not accept any items from passengers to be
carried in galleys or trolleys in the aeroplane.

2.3.1.12. PRM Handling

Check-in: Service code is inserted in the DCS. Checked luggage is marked
with Priority tag.

Seat assignment: Near the toilet, close to any exit or doors, but should never be
seated in the emergency exit (EER) or adjacent rows, in the first
row, near UM, INF, DEPA, DEPU, VIP, PETC.

Escorting: Provided if needed from check-in desk on departure until arrival
hall.

Boarding: Before embarkation of the other passengers or after, depending on
situation. Subject to be confirmed by crew.

Messages: Included in the LDM, PSM.

Arrival services: Disembark last. Full assistance is provided if needed.

Limitation: a) Maximum PRM accepted on an ordinary flight - 4;
b) Maximum PRM accepted on a special flight - the number of
PRMs should not exceed the number of able bodied (persons
capable of assisting in an emergency evacuation).



2.3.2. Meet and Assist (MAAS)
Station staff shall always be on the lookout for and render assistance to passengers who
may need special attention. The purpose of the MAAS code is to direct the attention of
the personnel towards such passengers with special needs who are NOT included in any
other special passenger categories.

2.3.2.1. Use of MAAS Code
service is not offered unless requested by the passenger;
code should not be used alone in SSR elements but an explanatory text must be
added to specify the help needed;
code is inserted at the time of reservation but can and should be updated by the
check-in agent in order to avoid sending misleading messages;
special consideration is always required when using the code. Therefore, it is
essential to acquire as much information as possible from the passenger to
evaluate if the assistance is really needed and also if it can be realistically
offered;
code can be used for special needs such as: persons with slight mobility
difficulties (not requiring WCH) or elderly travelling alone and needing assistance.

2.3.2.2. Restrictions of MAAS Code usage
for passengers with language difficulties, as AirLT cannot ensure the availability of
Lithuanian speaking personnel to meet the aircraft at stations abroad;
for young persons travelling alone needing special assistance, as they are to be
booked as UMs and the UM procedure shall be followed;
for first time travellers (5-17-year-olds can be booked as UM);
for families with small children.

NOTE: Should any passenger require urgent assistance at the airport, such assistance
shall naturally be rendered to ALL passengers. i.e. even though the MAAS code is not
confirmed at the time of reservation for families with small children, help will be
rendered at the airport when urgent assistance needed. As MAAS is basically a service
to guide passengers from/to the aircraft, personnel are not required to assist with
toiletting, shopping or visits to currency exchange.

2.3.3. Pregnant Passengers
2.3.3.1. General
Pregnant passengers are not regarded as PRM. Nevertheless, the following general rules
are to be applied:
up to 27 weeks (inclusive) of pregnancy passengers are accepted without
limitations;
after the 28th week of pregnancy a doctors certificate is required. The certificate
issued by the passengers attending physician shall contain:
- flight number/date including return flight;
- length of pregnancy in weeks;
- confirmation of normal pregnancy (no complications);
- doctor considers passenger fit to travel;
- doctors signature;
after 28th week of pregnancy passenger takes full responsibility for any
consequences resulting from air travel;
expectant mothers can be accepted until the end of week 36.



No MEDIF is used and no approval is needed if the pregnancy is certified as normal and
is below 36 weeks, but the passenger must have a doctors certificate after week 28. If a
passenger has had medical problems during pregnancy, she should consult her own
physician even when travelling at earlier stages of the pregnancy than indicated above.
Healthy new-born babies need to be at least 48 hours of age before they are allowed to
travel. Prematurely born babies, however, are classified as MEDA cases, and the MEDIF
form must be used.

2.3.3.2. Pregnant Passengers Handling

Check-in: The reason for assistance is specified in the DCS. Checked luggage
is marked with Priority tag.

Seat assignment: Shall never be seated in the emergency exit (EER) or adjacent
rows, in the first row, near UM, INF, VIP, DEPA, DEPU, PETC.

Escorting: Provided if requested.

Boarding: The first or the last, depending on local airport ad type of requested
assistance.

Messages: Included in PSM.

Arrival services: Agent meets such passenger and takes him through immigration,
helps to collect luggage and reach arrival hall.

2.3.4. Passengers with Infants and Children (INF, CHD)
2.3.4.1. Infant (INF)
For the purposes of air travel - an infant is defined as a child under two (2) years of
age. Multiple occupancy of seats is only allowed on specified seats and only by person
aged 18 years or more and one infant (aged under 2 years) who is properly secured
by an infant/extension belt. One adult may travel with two infants provided that one
of the infants has a child ticket and a seat reserved. The infant occupying his own
seat must be secured with a seatbelt or seated in his own car seat (that is officially
approved for cars), whichever is applicable depending on the age of the infant. The
car seat must be of such size that it fits securely in to the seat and can be fastened
with the seat belt. The maximum number of infants per flight is limited to the
standard amount of extra oxygen masks, infant life jackets and extension belts on
board.

2.3.4.2. Child (CHD)
For the purposes of air travel - a child is defined as a passenger between the ages of
two (2) years and eleven (11) years inclusive.
children under 5 years of age cannot be accepted for transportation unless
travelling with an adult or accompanied by an escort not younger than 16 years in
domestic flights and 18 years in international flights and capable of taking care of
the minor during the journey. Escort has to be assigned by the child's
parents/guardian.
child aged 5-11 may travel as an Unaccompanied Minor (UM) under the
conditions listed in GOM 2.3.5.



2.3.4.3. INF and CHD Handling

Check-in: INF is not entitled to a separate seat but must hold required travel
documents and ticket. Code INF inserted in the DCS. Name label on
stroller is mandatory, DAA service offered.

Seat assignment: INF and CHD shall never be seated in the emergency exit (EER) or
adjacent rows, in the first row, near PRM, VIP, PETC. Max 2 INF per
3-seat unit.

Escorting: Not provided.

Boarding: Pre-boarding for INF.

Messages: Included in passenger manifest, PSM not required.

Arrival services: If there was a stroller with DAA tag, it should be returned to the
passenger near the a/c. No other type of service is mandatory.

Limitation: 3 INF per flight. The maximum number of infants per flight is
limited to the standard amount of extra oxygen masks, infant life
jackets and extension belts on board.

2.3.5. Unaccompanied Minors (UM)
2.3.5.1. General
An unaccompanied minor (UM) is a child above 5 but below 12 years not being
accompanied by an adult. On international flights a child over 5 years travelling with a
family member over 16 years of age is not considered as an unaccompanied minor (if
travelling with a non-family member the minimum age requirement for the escort is 18
years). The UM service may be extended to young travellers between 12-18 years of age
if doubt exists concerning the travellers ability to travel alone and the service is
especially requested by the travellers parents or appointed guardian. The UM code shall
be used for these young travellers and the complete UM procedure must be followed.

AirLT will accept for carriage unaccompanied minors travelling alone on the following
conditions:
minor is accompanied to the airport of departure by an adult and the adult is not
entitled to leave before the actual take off of the flight;
minors parent or appointed guardian has accepted the declaration text in the UM
form (GOM 12.2) by signing it;
minor is met by an adult at the airport of destination;
the travel documents of the minor, including a visa if required, are in order;
UM form is duly completed.



2.3.5.2. Procedures at Station of Departure
ensure that the UM form is duly completed and signed; make 4 copies: retain the
original, copy to passenger, copy to senior cabin crew, copy to ground handling
agent at destination airport;
check all travel documents of the unaccompanied minor and place them into one
cover, preferably a cover especially provided for this purpose;
attach a special UM-label to all checked baggage;
accompany the child on board, prior to other passengers when possible;
pass the child together with all travel documents into the charge of the cabin
attendants. When more than one unaccompanied child are travelling on the flight,
the check-in agent shall check with the flight attendant before departure that
both have identical information;
send a PSM message informing about the unaccompanied minor to all transit and
transfer stations as well as the station of destination.

2.3.5.3. Procedure at Station of Destination
meet the child at the aircraft;
assist the child to claim his baggage and conduct him through immigration and
customs when necessary;
hand over the child to the person assigned to meet him after having verified the
person's identity;
ensure that release of minor from airlines custody has been signed by the person
meeting the child;
make every effort to contact the person assigned to meet the child, should this
person fail to be present at the airport in accordance with prior arrangements;
return the child to his station of origin if the person assigned to meet him cannot
be reached within a reasonable time. All costs incurred on such returning must be
borne by the child's parents or guardian.

2.3.5.4. Traffic Irregularities
In case of traffic irregularities the airline is obliged to take care of the child until
appropriate substitute transportation or new flight connection has been provided.
It is the special duty of personnel to ensure that the unaccompanied minors are
continually supervised and taken care of until the flight departs/journey continues or the
children can be passed on to the next person in charge. If the UM will be transported by
other means of transportation (bus, taxi etc.) all UM handling instructions shall apply.
The person taking over the responsibility of the UM shall be thoroughly instructed to
supervise the child throughout the journey as well as to follow AirLT rules on releasing
the UM to the person meeting on arrival. The identity of that person shall always be
verified by checking the persons photo id. In overbooking situations it is important that
special passenger categories, such as unaccompanied minors, always will be accepted on
board the flight concerned whenever possible. All stations en route and the station of
destination as well as the person seeing off and meeting the child shall be immediately
informed about the irregularity (e.g. delay, cancellation, alternative transportation) and
measures taken to ensure onward carriage. Obtaining approval for the substitute
transportation arrangement from the guardian of the UM is recommended whenever
possible.



2.3.5.5. UM Handling

Check-in: Check if UM service is confirmed, fee is paid, UM form is completed
and 4 copies are filled. UM code and passenger age entered to
DCS. Checked luggage is marked with Priority tag.

Seat assignment: Near the galley first 3 rows, last 3 rows. Whenever possible the
adjacent seat should be left unoccupied. May not be seated in the
emergency exit (EER) row.

Escorting: From check-in until the child has been met upon arrival by
parent/guardian.

Boarding: Boarded and disembarked the first (may vary on the situation).


Arrival services: Meet at aircraft, assist to claim baggage, conduct through
immigration and customs, hand over to the person assigned in UM
form after verification the persons identity, ensure that release of
minor from airline custody had been signed by the person meeting
the child.

Limitation: 4.

2.3.6. Potentially Disruptive Passengers
2.3.6.1. General
Potentially disruptive passenger means a passenger who is a deportee or a person
deemed to be inadmissible for immigration reasons, or a person in lawful custody.

Deportee means a person who had legally been admitted to a state by its authorites or
who had entered a state illegally, and who at some later time is formally ordered by the
competent authorites to leave that state.

DEPO industry-approved code for a deportee.
DEPA industry-approved code for a deportee accompanied by an authorized escort.
DEPU industry-approved code for a deportee not accompanied by an authorized escort.

Inadmissible person (INAD) means a person who is or will be refused admission to a
state by its authorities or refused onward carriage by a state authority at a transfer point
because he or she lacks the required visa, has an expired passport, etc. Such a person
normally has to be transported back to their state of departure, or to any other state
where the persons are admissible, by the aircraft operator on which they arrived.

Person in lawful custody means a person either under arrest or convicted by a court of
law who should be transported to another state for legal reasons.

Whenever admission into a country is refused to a passenger on a AirLT flight, a
message shall be sent to the station of origin and to AirLT Operations Control Centre
(OCC), stating the following information:
name of passenger and home address (if available);
routing, flight number and date;
reason for refusal of entry;
inbound ticket of passenger, number and date;
any governmental fines or fees to be borne by AirLT or its charterer / customer.



The authorities may force the passenger to leave the country with the aircraft of arrival.
INAD passengers have seating priority over the other passengers. Travel documents are
taken from them, handed over to the SCCM and re-delivered to the passengers after
take-off or upon arrival.

2.3.6.2. Notification by the competent authority
Before a potentially disruptive passenger is accepted on the flight, the competent
authorities must notify AirLT in writing in advance (GOM 2.3.6.3., 2.3.6.4., 2.3.6.5.) of
the plan to embark the passenger on board its aircraft.

The notification shall contain the following details:
the route of the flight on which the potentially disruptive passengers are carried;
identity and gender of the person;
reason for transportation;
name and title of escorts, if provided;
risk assessment by the competent authority, including reasons to escort or not;
prior seating arrangement, if required;
the nature of the available travel documents.

The notification shall be sent by the deporting authority to AirLT:
Fax: TBA;
E-mail: groundops@airlituanica.com, ops@airlituanica.com.
Then it is forwarded to Security Manager and to Accountable Manager for approval. AirLT
shall make this information available to the Station were the deportee begins his
journey, destination Station, Ground operations and Crew members.

Before boarding a potentially disruptive passenger, the authorities should verify with
their counterparts at transit points and the final destination that the travel documents
are acceptable to them. Station Duty Manager must ensure that a potentially disruptive
passenger is in possession of valid travel documents and will be accepted in the country
of destination.
Potentially disruptive passengers will not be carried on an AirLT flight without escort if
any doubt of disruptive behaviour exists.

2.3.6.3. Deportees
The relevant authorities should give at least 24 hours written notice to AirLT before the
intended departure whenever a deportee is to travel by air. The pilot-in-command should
be informed of the deportation, including the reason for expelling the individual and for
assigning or not assigning an escort, during pre-flight preparations.

For deportees, the responsibility for effecting repatriation lies with law enforcement
authorities, including risk assessments, notification to authorities in the state of
repatriation and in any state where the passenger will be in transit, as well as aircraft
operators. It is also the responsibility of the relevant authorities to provide one or more
escorts to accompany a deportee if an assessment indicates that the passenger may
offer resistance and could pose a security risk during flight.

AirLT has limited the number of unescorted deportees (passengers) on one flight up to
two. The number of deportees can be increased to more than three only if permission is
granted by the Captain.

In case deportees are transported without escort, the flight Captain bears responsibility
for them.
No restrictions as to the number of escorted deportees are applicable.



2.3.6.4. Inadmissible Persons
The relevant authorities should notify AirLT without delay on the same day as the
passengers arrival, of the need to transport an inadmissible person. The deadline for
notifying AirLT of a passengers inadmissibility, including the reason for such refusal, is
the check-in cut-off time for the intended outbound flight. The pilot-in-command should
be made aware of the need to transport an inadmissible person during preflight
preparations and prior to passenger boarding.

With respect to an inadmissible person, Annex 9 to the Convention on International Civil
Aviation require aircraft operators to take appropriate measures at the point of
embarkation to ensure that passengers are in possession of appropriate travel
documents as prescribed by the state of transit or destination, so that the responsibility
for repatriation falls to the inbound aircraft operators. If AirLT is required to transport an
inadmissible person, the passenger should be in possession of travel documents or, if
these documents were seized by the relevant authorities, a covering letter for
presentation to the appropriate authority at the state of destination.

No restrictions as to the number of inadmissible persons are applicable.

If the deporting authorities offer escort of inadmissible passengers, this will be accepted
by AirLT. When escorts are provided, they must accompany such passengers along the
entire journey.

It is appreciated that deporting authorities may sometimes have limited abilities in
making a proper evaluation of inadmissible passengers possible security and safety risk,
especially when requests for return carriage are made almost immediately subsequent to
their refused admission. The deporting authorities should therefore be prepared to and
plan for escort at short notice.

Under no circumstances may inadmissible passengers who are deemed to pose a
security and safety risk, or whose behavior may cause discomfort to the passengers be
accepted without escort.

2.3.6.5. Persons in Lawful Custody
The relevant authorities should inform AirLT at least 24 hours prior to departure of the
intention to travel with a person in custody. The written notification should indicate any
pertinent information that may help AirLT assess the risk to flight security, including
whether the passenger is considered dangerous. Persons in custody should always be
escorted by one or more law enforcement officers whose identities should be disclosed to
AirLT. The pilot-in-command should be made aware of the situation during preflight
preparations and prior to passenger boarding.

The relevant state authorites should, in addition to notifying AirLT of a person in lawful
custody who is being transported by air, proceed to make travel arrangements only after
obtaining AirLT agreement to carry the potentially disruptive passenger.

The competent authority must ensure that persons in lawful custody are always
escorted. If the person in custody is not considered dangerous, he or she should be
escorted by at least one law enforcement officer. If the person in custody is considered
dangerous, he or she should be escorted by two or more law enforcement officers.
Notwithstanding the presence of escorts, not more than one such person is allowed on
any flight.



2.3.6.6. Escorts
AirLT will demand that a passenger is escorted when:
the passenger is deemed to be a security or safety risk, or if his/her behavior
may cause discomfort to other passengers;
the passenger, due to mental state or drug dependence, is considered a hazard to
him/herself and/or other people;
the passenger is in physical condition which could be objectionable to flight or
cause discomfort to other passengers;
the passenger has committed unprovoked violence or other dangerous criminal
acts;
the passenger is wanted by police in any state, or it is assumed that he/she will
be arrested upon arrival at the destination;
there exists a major objection on the part of the individual to be returned to
another country.

Station Duty Manager must apprise escorting officers that they should not interfere in
any incident occurring during the flight unless requested to do so by Commander.

Escorts should adequately identify themselves to Station Duty Manager and flight crew,
their presence on board and seat assignment shall be transmitted to the Commander,
who should acknowledge receipt of this information.

The escorts must be able to speak language understandable by the flight crew.

2.3.6.7. Security Measures
The following preventive measures will be in effect before and during flight with
inadmissible persons, deportees or persons in lawful custody:
the flight itinerary should be kept classified and should not be disclosed to the
public;
additional security measures should be conducted on passenger and cabin
baggage;
inadmissible persons, deportees or persons in custody should be boarded prior to
other passengers, and the pilot-in-command should be informed of the seating
arrangements of such passengers and escorts;
seats should be assigned as far as possible to the rear of the cabin, but not
adjacent to the door or emergency exit, and should be in a row of two or more
seats with at least one escort sitting between a potentially disruptive passenger
and the aisle. To the extent practicable, escorted passenger should not be seated
next to a minor;
alcoholic beverages should not be served to potentially disruptive passengers and
escorts;
food and non-alcoholic beverages may be served at the discretion of escorts, but
should not accompanied by metal utensils or knives;
depending on the risk assessment, restraining devices should be available for use
by escorts. The use of restraining devices by an escort should be limited to actual
need and should conform to state laws;
sedatives or other drugs may be administered to potentially disruptive
passengers only when their use complies with applicable legislation;
the hold luggage is to be loaded last in order to avoid delay of departure in the
event if the passenger does not travel;
potentially disruptive passengers should be accompanied by escorts at all times
and kept under surveillance, including visits to the lavatory.



2.3.6.8. Denial of Carriage and PIC Authority
At the point of boarding the aircraft Commander shall assume full authority in respect of
such passengers. That authority may extend to refusing to accept an escorted or
unescorted inadmissible passenger or deportee for transportation when he/she considers
that action to be in the best interest of flight safety. Such refusal shall be based on
objective reasons related to the passenger and his/her action or behaviour being
exhibited at the time of boarding or at a subsequent time.

The Aircraft Commander or Security Manager of AirLT shall have the right to refuse to
carry the potentially disruptive passengers before the flight, if:
there is suspicion that the person may jeopardize flight safety or aviation
security;
persons behaviour may be disturbing or dangerous to other passengers or the
crew;
the person is recalcitrant or menacing before the flight.

Station Duty Manager or Commander of the particular flight retains the right to refuse
transportation if he believes that the safety of the aircraft, crew or passengers is deemed
to be at risk as the result of carriage of such persons.

AirLT OPS shall be notified in case of refused transportation of a potentially disruptive
passenger.

If the carriage of a potentially disruptive passenger is denied, AirLT will, if requested by
the state, provide reasons in writing for denying such transportation. If necessary,
AirLTs response will describe the additional measures that would enable transpotation in
similar circumstances in the future.

2.3.6.9. Expenses
Expenses are normally borne by the deporting state. The deporting authorities should
pay transportation charges for both the deportee and the escort.
Inadmissible passengers return ticket is used for transportation to the point of origin.

2.3.6.10. DEPA, DEPU and INAD Handling

Check-in: Airline has to be informed 24 hrs before the flight and approval
obtained. Seats must be confirmed. DEPA, DEPU and INAD codes
entered into DCS. Baggage must hold name labels.

Seat assignment: In the rear of the a/c, away from doors and overwing exits. Shall
never be seated near INF, UM, PRM or VIP.

Escorting: Ground staff escorts DEPU from check-in through security to the
gate and a/c, hands the envelope with his documents to the crew.

Boarding: Captain is notified before the boarding. Deportees and persons in
custody are boarded first, INAD together with others.


Arrival services: Ground staff at arrival station informs local immigration authorities
about deportees in advance. Meets DEPU at the a/c, gets envelope
with documents and escorts DEPU to immigration.

Limitation: DEPU 2; DEPA and INAD not limited.



2.3.7. VIP Passengers
VIP very important person. On customers or charterers request VIP service can be
arranged.

2.3.8. Unruly Passengers
2.3.8.1. General Policy
Unruly passengers - persons who commit on board a civil aircraft, from the moment
when the aircraft door is closed prior to take-off to the moment when it is reopened after
landing, an act of:
assault, intimidation, menace or wilful recklessness which endangers good order
or the safety of property or persons;
assault, intimidation, menace or interference with a crew member in performance
of duties or which lessens his/her ability to perform duties;
wilful recklessness or damage to an aircraft, its equipment, or attendant
structures and equipment such as to endanger good order and safety of the
aircraft or its occupants;
communication of information which is known to be false, thereby endangering
the safety of an aircraft in flight;
disobedience of lawful commands or instructions for safe, orderly or efficient
operations.

AirLT Policy:
Not to tolerate the actions of passengers who do not comply with lawful
commands, drunk passengers or passengers who are under the influence of
narcotics, before or during the flight;
Authorise as well as support the aircrafts crew and Service provider when they
take all required actions and use legal means, including refusal to carry or
register a passenger for a flight, because of his aggressive actions or physical
state (including the condition of the passenger due to the influence of alcohol or
narcotics used before the flight or during the flight), seeking to avoid discomfort
and ensure the security of the flight;
Take all possible legal countermeasures against this type of passenger, cooperate
with aviation security and law enforcement institutions, so that these individuals
(passengers) are prosecuted.

Alcohol Policy:
Drunken passengers are a danger to themselves and others when on board the
aeroplane, especially in the event of an emergency situation. A passenger who boards a
AirLT aircraft when drunk and unruly conflicts with AirLT goal to be a safe and secure
airline and lowers the level of customer satisfaction felt by other passengers.

2.3.8.2. Reasons for Refusal of Carriage
In accordance with Conditions of Carriage for Passengers and Baggage the Airline or the
Service provider has the right to refuse to carry or register a passenger for a flight for
security reasons because of his emotional state, mental or physical condition, including
the passengers condition from the consumption of alcohol or narcotics before the flight,
if:
the passenger may be a threat to flight safety and/or aviation security;
the passenger is uncooperative and/or threatens before the flight;
unstable psychological and/or physical state of the passenger, he is under the
influence of alcohol, narcotics or other psychotropic materials and because of the
passengers physical and/or metal state:
he may injure himself, other passengers or the aircrafts crew; or



his behaviour during the flight may cause discomfort, prevent the crew from
performing their duties; or
be a threat to other passengers and/or the aircrafts crew.

Such person can be recognised by following symptoms:
Poor psychological state (behaviour, temper) aggressive, irritated, nervous,
euphoric, etc;
Is not able to walk normally, is not able to stand, inaccurate body movements;
Impaired consciousness is not able to orient himself in location, time,
situation, self consciousness;
Impaired memory, attention, reasoning, speech, mimic, jesters.

2.3.8.3. Handling Procedures for Unruly Passengers
Check-in:
Ground staff may recognise a potential troublemaker at check-in, in the lounges or at
the boarding gate. During check-in the following procedures must he observed:
the baggage of a potential unruly passenger shall be checked in on stand-by
basis;
inform the gate personnel for special attention during boarding;
if reasonable doubts concerning the passenger's behaviour exist, the passenger
can be denied check-in. Ground Service Provider must:
inform the Captain;
complete a Disruptive Passenger Ground Incident Report (GOM 12.4);
local authority should be informed to stand-by at the counter or boarding gate,
if necessary.

Lounges
Lounge personnel should report any unruly behaviour in the lounges to a Ground Service
Provider as AirLT representative.

Boarding
Initial action to refuse carriage will normally be taken by the Ground Service Provider,
who must make decision whether to:
accept the passenger to board the aeroplane, and inform the Commander or Chief
Cabin Crew Member for special attention;
accept or deny the passenger to board the aeroplane after conferring with the
Commander and Chief Cabin Crew Member;
exclude the unruly passenger from the flight. Ground Service Provider must:
inform the Captain;
offload passengers hold Baggage;
correct the appropriate check-in, boarding and flight documents;
inform airport aviation security or police about the passenger;
complete The Disruptive Passenger Ground Incident Report (GOM 12.4).

Offloading after boarding
If the passenger is to be offloaded after boarding, the following procedures must be
observed:
the Commander or Chief Cabin Crew Member will inform the ground staff;
the Commander or Chief Cabin Crew Member completes the Disruptive Passenger
Ground Incident Report;
the ground staff shall notify the local authority to stand-by at the gate to offload
the passenger;
offload passenger's hold baggage;
make amendment to the check-in, boarding, loading records and the relevant on
board documents;



return uplifted tickets and airport tax (if applicable) to the passenger;
complete a Disruptive Passenger Ground Incident Report.

Hand-over to Police
When Police assistance arrives at the aeroplane, the Commander should communicate
with them. The Commander should make a Police report and also make available to the
Police the written notes and details from witnesses if needed.

Refusal of return flight
If a passenger has behaved unruly during the flight, and due to this behaviour the police
has been called to meet the aeroplane, the passenger can be refused his return flight
with AirLT. The evaluation of refusal of the return flight should be made by the
Commander, if possible, in co-operation with Security Manager. If the decision of
refusing the return flight is made, the AirLT representative (Ground Service Provider at
station of arrival) should inform the passenger as soon as possible.

Reporting
All occurrences when unruly passengers has been handed over to the police or removed
from the flight (not checked-in, refused entry to the aircraft or removed from the
aircraft) should be reported:
Disruptive Passenger Ground Incident Report (GOM 12.4) by Ground Service
Provider.

2.4. Passenger Check-in
2.4.1. Preparation
When preparing for the flight called flight editing following factors are to be
considered:
Check aircraft type, registration, configuration and secure that the applicable seat
plan is inserted into Departure Control System (DCS);
Passenger Name List (PNL) IATA format PNL is sent by AirLT to Ground Service
Provider via SITA;
Passengers holding a confirmed seat (if applicable);
Stand-by passengers (if applicable);
Special passengers e.g families with infants, children, unaccompanied minors,
PRM (UM, INF, CHD, PRM, PETC, etc.). Seat assignment for them according to
companys rules;
Advance seat requests (ASR). If some make sure those seats are assigned to
right passengers in DCS;
Exit row seating. Due attention must be paid to seat allocation affecting
emergency evacuation of the aeroplane. The seats must not be assigned to
passengers that might hinder evacuation. Such passengers include:
passengers whose physical or mental condition is such that they would have
difficulty in moving quickly if required to do so;
passengers whose sight or hearing is impaired to the extent that they might not
readily become aware of instructions given to begin evacuating the aeroplane;
children (2-11 yrs.) and infants (under 2 yrs.) whether or not they are
accompanied by an adult;
passengers in custody and those who are being deported;
pregnant women;
passengers with pet animal;
passengers whose physical size would prevent them from being able to move
quickly;
passengers who, due to language problems, might not become aware of
instructions given;
Open the flight in DCS for check-in;



Check-in counters shall be marked with AirLT logo, flight number, route and
STD or ETD (on monitors). Information about passenger rights and prohibited
items in the baggage is present. Set of labeling means and name tags are in
place.

2.4.2. Check-in process
Check-in can be done faster, more efficiently and without mistakes by following these
procedures, however, always taking into consideration each passengers individual needs
and local requirements and practices:
greet the passenger;
check reservation status;
check passengers final destination;
verify that the identity of the passenger is the same to whom the ticket is issued;
check that all travel documents i.e. passport and visa, are valid throughout the
whole routing to the final destination;
ask if the passenger has any seat requests (e.g. window or aisle) and allocate the
seat accordingly. For seating limitations see GOM 2.3;
check-in the passenger;
Give fast track and business lounge vouchers for Club class passengers;
enter all special information needed and check the accuracy of any already
existing special info (e.g. SPML, WCHR, UM, etc.);
issue the boarding card;
hand over the boarding pass and inform the passenger about the gate number,
boarding time and the final destination to where the baggage has been checked;
wish the passenger a good journey.

2.4.3. Baggage check-in and pooling
2.4.3.1. Baggage check-in:
check that each piece of baggage has passengers name and address;
note the carry-on baggage rules (GOM 3.1.1.);
remove old tags;
weigh the baggage;
be alert for dangerous goods (GOM 3.6);
enter necessary information into the departure control system;
print and attach the tags on the baggage and attach the receipts on the ticket
cover or on booking confirmation;
check that the information on the tags is correct;
remember priority tags for Club class, UM, PRM, MAAS, VIP if any;
check also the need of any other special tag on the baggage (GOM 3.5);
follow the rules in case of special baggage, e.g. restrictions on animal
transportation to various countries (GOM 3);
in case of excess weight extra charge has to be debited and passenger shall be
informed about it.

2.4.3.2. Pooling of baggage
When two or more passengers are travelling as one party to a common destination from
the same place by the same flight, they shall be permitted a total free allowance equal to
the combination of their individual free baggage allowances.



2.4.4. Closing of Check-in
The check-in counter should close 40 minutes prior to STD or ETD. Generally,
passengers are not accepted for check-in after deadline. If a passenger shows up after
deadline, contact has to be made with the AirLT OCC or flight Captain who will decide if
the passenger shall be accepted or not, taking into account:
is the passenger originally booked on the flight;
type of Ticket;
any available seat;
risk for delay due to security, ATC-restrictions etc.

Make sure the LMC is handled correctly.

2.4.5. Check-in Announcements
Start of Check-in
Inform the passengers about the start of check-in 5 minutes before it starts. In Your
announcement, indicate the name of the air carrier, flight number, flight destination and
departure time, and the number of check-in desk for passengers to approach; remind
what types of passengers are entitled to priority check-in:

EN - Good morning (good afternoon or good evening), ladies and gentlemen, the
check-in of passengers travelling to Brussels with Air Lituanica will start in 5 minutes.
Flight number LT339. Departure time: eight thirty am. Check-in will be conducted at
desk 19 and 20. Travellers with babies and infants up to 2 years as well as travellers
with disability, including accompanying persons, are entitled to priority check-in. The
duration of check-in is 1 hour and 20 minutes. Thank You

LT - Labas rytas/laba diena/labas vakaras, keleiviai. Po 5 minui pradsime Air
Lituanica skrydio Briusel keleivi registracij. Reiso numeris LT339. Ivykimo laikas
8 valandos 30 minui. Registruotis kvieiame prie 19 ir 20 registracijos stal. Be
eils registruojame keleivius su kdikiais ir maais vaikais iki 2 met bei negalius
keleivius su juos lydiniais asmenimis. Registracija truks 1 valand ir 20 minui.
Ai

Ongoing Check-in
Half-way through the check-in, inform the passengers about the process. In Your
announcement, indicate the name of the air carrier, flight number, flight destination and
departure time, and the number of check-in desk for passengers to approach; remind
what types of passengers are entitled to priority check-in:

EN - Dear passengers, passenger check-in to Air Lituanica flight to Brussels is now
underway. Flight number LT339. Departure time: eight thirty am. Check-in is
conducted at desk 19 and 20. Travellers with babies and infants up to 2 years as well
as travellers with disability, including accompanying persons, are entitled to priority
check-in. Passenger check-in will last 40 minutes more. Thank You

LT Air Lituanica Briusel besiruoianius skristi keleivius informuojame, kad iuo
metu vyksta registracija reis LT339. Ivykimo laikas 8 valandos 30 minui.
Registracija vyksta prie 19 ir 20 registracijos stal. Be eils registruojame keleivius su
kdikiais ir maais vaikais iki 2 met bei negalius keleivius su juos lydiniais
asmenimis. Keleivi registracij baigsime po 40 minui. Ai



Closing of Check-in
Five minutes before the closing of check-in, inform the passengers about its closing by
urging the passengers who are late. In Your announcement, indicate the name of the air
carrier, flight number, flight destination, and the number of check-in desk for passengers
to approach, and urge the passengers to hurry up:

EN - Dear passengers, passenger check-in to Air Lituanica flight to Brussels will close
in 5 minutes. Delayed passengers are invited to desk 19 and 20 for check-in. You are
kindly asked to hurry up. Flight number LT339. Departure time to Brussels: eight
thirty am. Thank You
LT - Mieli keleiviai, po 5 minui baigsime Air Lituanica skrydio Briusel keleivi
registracij. Dar nespjusius usiregistruoti kvieiame atvykti prie 19 ir 20
registracijos stal. Maloniai praome paskubti. Reiso numeris LTC339. Ivykimo
Briusel laikas 8 valandos 30 minui. Ai

2.5. Passenger Boarding
2.5.1. General Rules for Boarding
Boarding should be timely and well organised. Optimal time to start boarding is about 30
minutes before STD. This period may be prolonged due to the local conditions. It
depends on the aircraft parking position. Boarding by bus may require more time than
boarding through the air bridge.

Main boarding function is to allow passengers comfortably and smoothly embark the
aircraft and reach the seats marked on their boarding cards. Another main activity is the
final check of cabin baggage.

It is the responsibility of the ground staff to co-ordinate embarkation with the crew. This
is to ensure that the CC has made certain that there is at least one CA at each cabin
door or pair of doors. Embarkation shall not start without AirLT Senior Cabin Crew
approval.

Pre-boarding is recommended for:
passengers with reduced mobility (stretcher, wheelchair, MAAS);
potentially disruptive passengers (deportees, inadmissible persons, persons in
lawful custody);
unaccompanied minors;
passengers with infants.

2.5.2. Boarding Announcements
When the boarding starts, kindly invite all passengers to approach boarding gate and
inform them about the start of boarding to aircraft. In Your announcement specify the air
carrier name, destination, flight number, departure time and number of boarding gates.
Furthermore, provide information on the types of passengers that are entitled to priority
boarding:

EN - Dear passengers, we start boarding to Air Lituanica flight to Brussels. Flight
number LT339. Departure time: eight thirty am. All passengers are invited to Gate
A6. You are kindly asked to prepare Your boarding passes and Passports or IDs.
Travellers with babies and infants up to 2 years as well as travellers with disability,
including accompanying persons, are invited to come first. Thank You



LT - Mieli keleiviai, pradedame laipinim Air Lituanica skryd Briusel. Reiso
numeris LT339, ivyksime 8 valanda 30 minui. Kvieiame prie A6 vart, paruokite
laipinimo pasus ir asmens dokumentus. Be eils kvieiame prieiti keleivius su
kdikiais ir maais vaikais iki 2 met bei negalius keleivius su juos lydiniais
asmenimis. Dkojame

Read the boarding announcements twice: before the boarding starts and partwLT.

As 5 minutes remain until the end of boarding, review the list of passengers that are
already passed through the gate and if there are delayed passengers, read the boarding
announcement additionally noting the names of the delayed ones. These announcements
repeat every 2 minutes:

EN - Dear passengers, boarding to Air Lituanica flight to Brussels is now underway.
Mr./Mrs. AB and Mr./Mrs. XY are kindly asked to hurry up. Passengers are invited to
A6 gates, which will be closing in X minutes. Flight number LT339. Departure time:
eight thirty am. Please have prepared Your boarding passes and Passport/IDs. Thank
You

If the delayed passengers do not arrive contact aircraft crew immediately and inform
about the present situation. Further act on the decision of a captain of an aircraft.

2.5.3. Boarding Procedure
Identification check
Boarding card check and passenger identification is performed during boarding. Every
passenger must present his boarding card and document with photo for personal
identification (passport, ID card, etc.). The agent checks whether:
the boarding card is for this flight; if not, redirects passenger to the correct gate;
the photo in the presented document is the photo of the passenger; if not,
aviation security officer has to be informed; passengers boarding is delayed until
further clarification;
the same name is on the boarding card and on the presented identification
document; If not, aviation security officer has to be informed; passengers
boarding is delayed until further clarification.

At this point the Gate agent exchanges the boarding card when it is necessary to re-seat
the passengers.

Hand Baggage Check
Boarding gate is the last point to control the carry on bags. The Gate agent shall verify
that the passenger is carrying only the allowed amount of hand luggage. Additional hand
luggage shall be removed and labelled with a manual tag for carriage in the hold.

The Gate agent decides, which bags get DAA labels and will be delivered at arrival (GOM
3.3), or Limited Release procedure shall be used. Bags marked with DAA label are
taken from the passenger at the boarding gate when air bridge is used for boarding. In
case the aircraft is parked on the ramp position, passengers hand the marked bags over
in front of the aircraft stairs.



Limited Release procedure:
The agent shall:
tag luggage with a Limited release manual tag (GOM 3.5.4.);
give the baggage check to the passenger;
transfer luggage to the hold;
enter the data in the DCS.

2.5.4. Closing the Flight
LMC Passengers
Passengers that are accepted after deadline are recorded as LMC (Last Minute Change).
The following shall be noted when accepting an LMC passenger at the gate:
mark the passengers boarding card with LMC;
ensure that the LMC passenger is recorded in the system and that the person
(Ramp or Load-control Agent), who prepares the flight documents to be uplifted
to the pilot is aware of the accepted LMC;
no delay is made for the LMC passenger. If the on time departure of the flight is
threatened, permission to accept the LMC passenger must be obtained from flight
Captain or AirLT OCC.

Matching the number of passengers on board
The Handling Agent shall check that the number of checked in passengers corresponds
to the number of passengers boarding the aircraft. The cabin crew shall check that the
number of passengers on board corresponds to the passenger manifest.

Passenger Information List (PIL)
The Gate Agent shall then uplift a Passenger Information List (PIL). PIL is a printed
message that shall be uplifted in order to provide cabin crew with necessary information
concerning passengers on board. The PIL shall be uplifted close to the flight departure
time after the passenger check-in procedures have been completed.

The Red Cap must give the Passenger Manifest and the Loadsheet to the crew. To secure
on time departure all activities concerning the flight should be fully completed and the
aircraft doors closed latest 5 minutes before the scheduled (estimated) time of
departure.

2.5.5. Refusal of Embarkation
Reasons for refusal
A passenger can be refused carriage due to any of the following reasons:
being under the influence of alcohol, medication or drugs to such a degree as to
constitute a disturbance or a hazard to the flight (GOM 2.3.8.);
unruly behaviour (GOM 2.3.8.);
physical conduct, medical or mental condition that renders the passenger
incapable of taking care of him/herself during the flight without special
assistance. Such a passenger needs to travel with a qualified escort to be
accepted (GOM 2.3.1.5.);
being a source of dangerous infection or discomfort to other passengers (GOM
2.3.1.5.);
being unable to use a standard aircraft seat in a sitting upright position during
take-off and landing;
insufficient, invalid or fraudulent travel documents;
misuse of ticket/travel document (i.e. passenger using someone elses ticket or
passport to travel);
passenger has refused to submit to a security check.



Making the decision to refuse embarkation
Refusing embarkation is always a delicate situation and shall be handled with utmost
tact, in a sensitive manner. In unquestionable cases the Duty Manager/ Supervisor can
make the decision to refuse embarkation of a passenger without consulting the crew. In
borderline cases the Duty Manager/Supervisor shall consult with the Pilot in Command
and the CC of the flight (the final decision lying with the Pilot in Command).

In cases of insufficient or fraudulent travel documents
There is no need to consult the crew about it as they do not have training in travel
document matters. Additional assistance can however be obtained from local
immigration authorities or any other travel document experts, if necessary.
A report of the refusal shall always be made.

Offloading of baggage
Whenever a passenger is refused embarkation it is essential to check whether he/she
has any checked in baggage, as the baggage must be offloaded from the flight. An
amendment of the offloaded bag(s) must be made to the check-in records and to the
relevant flight documents.

Reporting
Refusal of embarkation must always be reported to AirLT accordingly. Disruptive
Passenger Ground Incident Report shall be filled by Ground Service Provider.

2.5.6. Post-departure tasks
When the flight is ready to depart the Gate Agent shall update the Departure Control
System (DCS) with possible LMC and then close the flight completely, which enables an
automatic transmission of the PTM and PSM messages to the destination(s). If the
aircraft should divert in flight from its original route and should land at an airport other
than the original destination, the Airline/Handling agent, who has received the PTM, PSM
shall transmit it to the deviation station. In case of system failure the mentioned
messages shall be transmitted manually via SITA. PTM, PSM should be sent to the flight
destination airport not later than 20 minutes after the flight actual departure from the
station of origin.

Passenger Transfer Message (PTM)
PTM message contains the number of passengers and their checked baggage travelling
on different transfer flights in 24 hours period (time count from the arrival of the first
flight and the departure of the second flight in the transfer airport). PTM message must
be sent even when there are no transfer passengers/baggage. Then the message
indicates zero transfer figure NIL (no items loaded).

Passenger Service Message (PSM)
PSM informs destination station of passengers who require assistance or special
handling. Names and seat numbers together with service code and remarks are indicated
in PSM.

Seat Occupancy Message (SOM)
In case the flight lands at the intermediate airport and there are any transit passengers,
Check-in agent has to send SOM message to the check-in staff of the transit airport.
SOM message is not required when there is a direct flight.



2.6. General Seating Requirement
At check-in, seats are assigned on a First Come First Served principle for customers
holding confirmed reservations and not holding ASR Advance Seat Reservation. The
seat assignment is normally performed automatically by the check-in system.

The following rules apply when seating passengers:
When assigning seats, they must be distributed evenly in the cabin(s) in order to
avoid extreme unbalance conditions;
A passenger shall be seated where he may best assisted and not hinder an
emergency evacuation from the aircraft;
Due to overbooking or aircraft balance conditions, it may be necessary to assign
seats at departure gate.

Emergency Exit Rows (EER):
EER are defined as the actual emergency exit seat row or row whitch is nearest to an
emergency exit (1st passenger seating row of an airplane; actual overwing exit row; last
passenger seating row of an airplane).
In most cases the first and the last row will be treated as emergency, as the exits are
just behind them.

The following categories of passengers are among those who should not be allocated to,
or directed to seats which permit direct access to emergency exits:
Passengers suffering from obvious physical, or mental, handicap to the extent
that they would have difficulty in moving quickly if asked to do so;
Passengers who are either substantially blind or substantially deaf to the extent
that they might not readily assimilate printed or verbal instructions given;
Passengers who because of age or sickness are so frail that they have difficulty in
moving quickly;
Passengers who are so obese that they would have difficulty in moving quickly or
reaching and passing through the adjacent emergency exit;
Children (whether accompanied or not) and infants;
Potentially disruptive passengers (deportees, inadmissible persons, persons in
lawful custody);
Passengers with animals.

NOTE: "Direct access" means a seat from which a passenger can proceed directly to the
exit without entering an aisle or passing around an obstruction.

Jump Seats
Generally, only employees of AirLT are allowed to use jump seats on the Captains
authorization.



2.7. Arrival Services
Arrival assistance is an important part of customer service. AirLT policy is to provide the
best possible service to passengers arriving with an AirLT flight both in terms of speed
and efficiency. Also the last impression may be often decisive of passengers choice of
airline next time. All this means proper preparation for arrival and passenger handling is
necessary.

Cabin crew and/or ground staff are responsible for directing the passengers to the
terminal and ensuring that they refrain from smoking and keep well clear of jet engine
intakes and exhaust and blast danger areas while on the apron area. On arrival, it is the
responsibility of the CC to obtain an acknowledgement from the ground staff or from
the Commander if no ground staff is available that passenger disembarkation can be
commenced. Staff shall be at the gate/ramp before the flight arrival in order to supervise
disembarkation. The air bridge is to be docked to the aircraft immediately after the
aircraft has come to a standstill. A copy of PTM and PSM messages shall be on hand to
assist and guide arriving/connecting passengers. One agent shall remain at the gate until
all passengers have disembarked.

2.7.1. Preparation for Arrival Service
Based on the respective passenger service and movement messages (PTM, PSM and
MVT) or information about in-flight incidents (via cockpit) organize appropriate
arrangements in advance.

Passenger handling staff has the following pre-arrival duties:
Ensuring that necessary number of staff is available for handling arriving
passengers and their baggage;
Making arrangements in case of expected delay of arrival;
Preparing for short connections.

2.7.2. Passengers Requiring Special Services
One or more additional agents are appointed for arrival when personalised service is
required for:
Unaccompanied minors;
Physically handicapped passengers;
VIPs;
Potentially disruptive passengers (deportees, inadmissible persons, persons in
lawful custody).

It is important to find in the PSM information concerning:
presence of passengers requiring assistance or special handling;
exactly what type of assistance is necessary;
how many passengers need assistance or special handling.

Necessary staff must be present and ready to provide required service:
Escort passengers leaving the a/c;
Help passengers with reduced mobility;
Assist special category passengers at immigration/customs control.

Unaccompanied minors must always be assisted until they have been met by the person
stated under Escort on arrival in the handling advice. Physically handicapped persons
must be assisted until they are able to continue their journey without problems.



2.7.3. Baggage Claim
After immigration control passengers proceed to the baggage claim area to pick up their
checked bags. Conveyor belt which will deliver the bags must be identified before the
actual baggage delivery. Passengers should be able to see the flight number and the
name of the airport from where the last flight took off. Baggage delivery must begin as
soon as possible (according to local conditions) after arrival. However, bags should be
loaded on the conveyor belt latest 20 min. after the aircraft reaches the parking stand.
Arriving passengers shall be informed immediately about left behind baggage and/or any
local problems delaying the baggage delivery to the pick-up area.

Baggage is sorted in the sorting room. Bags have to be placed on the conveyor belt
according to the priority. The following types of baggage must be delivered before all
other baggage:
all bags with Priority label;
UM, handicapped passengers bags irrespective of class flown.

All special baggage (e.g. live animals in containers, skies, guns) have to be delivered at
the end.

Throughout baggage unloading, sorting and transporting, the staff should act carefully to
prevent damage to baggage. The agent has to:
check whether all bags were picked up by passenger;
trace the owners of personal belongings forgotten by passengers in the a/c or in
the bus;
take care about RUSH baggage;
perform any additional duties as per local conditions.
In cases when passenger forgets to collect his bag from conveyor belt, such bag is
placed in the storage. When passenger asks for its delivery to his address later, bag can
be delivered only at the passengers expense, e.g. by taxi. The passenger must be
informed about this rule. If the passenger does not agree with this procedure, he has to
collect the bag personally at the Lost and Found office at the airport.

In case passenger misses some checked bags, passenger service agent checks conveyor
belt from baggage sorting area side first as sometimes bags simply fall off. If there were
any messages about short-shipped baggage, the agent has more detailed information to
the passenger. In any case the agent informs about the lost baggage tracing procedure
and assures the passenger that AirLT will make every reasonable effort to locate and
return missing bags in the shortest period. Then passengers who miss their checked
baggage are directed to the Lost & Found office.

The arrival service (Lost & Found office) shall be available during all AirLT flight arrivals
until all baggage has been reconciled. AirLT identity shall be clearly visible. Maximum
queuing time at the baggage service desk shall be 10 minutes and the baggage
irregularity report (PIR) shall be completed within 20 minutes. Whenever possible
mishandled baggage shall be delivered to the passenger during the same day when
baggage is received at the arrival station. For baggage irregularities, tracing,
compensation and service procedures see GOM 3.12.



2.8. Passenger Handling Irregularities
2.8.1. General
Irregularities in air traffic cause trouble and inconvenience to passengers. Handling of
these situations demands professional approach, promptness and skills from all staff
handling the flights. Customer service shall be well planned and flexible.

AirLT will take care of its passengers regardless of the source of the irregularity. It is
important to remember that good care of the passengers and the airline's legal
responsibility are not the same thing. The principle of taking good care of the passenger
means to look after his welfare irrespective of whether the company has legal obligation
to do so or not. Information regarding the companys responsibilities is available in the
Conditions of Carriage for Passengers and Baggage. As an EU member state carrier,
AirLT is obliged to follow the EC Regulations that set the common rules for all EU
member state carriers (EC Regulation no 261/2004). The aim of the regulation is to
strengthen the rights of passengers and to ensure that air carriers operate under
harmonised conditions in the liberalised market.

The EU demands that all passengers are correctly informed about their rights. Visible
signs with general information about the passengers rights must be put up at the
airports at check-in and boarding points with the following text in the national language
as well as in the English required by the European Community Regulation (EC) No
261/2004:

If you are denied boarding or if your flight is cancelled or delayed for at least two hours,
ask at the check-in counter or boarding gate for the text stating your rights, particularly
with regards to compensation and assistance.

All passengers who are personally affected by an irregularity (denied boarding,
cancellation, etc.) must be offered written information about their rights in this specific
situation. In case there are passengers booked on the affected flight who cannot for any
reason accept written information (i.e. blind passengers) the information must be read
out loud by the staff to these passengers.

Depending on reason of the irregularity, the passenger may be entitled to the following
care and/ or compensation:
Meals and refreshments;
Hotel accommodation for one or more nights if necessary;
Transport to/from airport and accommodation place;
Two phone calls, telex, e-mails or faxes;
Financial compensation such as denied boarding compensation, downgrading
compensation etc. within 7 days;
Reimbursement of tickets within 7 days, rebooking or return to the first point of
Departure.

To be eligible for compensation the passengers must fulfill the following criteria:
The passengers must hold a confirmed ticket (including award tickets) for the
flight concerned;
The passengers must present themselves for check-in as stipulated and at the
time indicated in advance in writing. If no time is indicated in writing, not later
than 45 minutes before departure.



The irregularity announcements should be made following these guidelines:
The traffic irregularity shall be announced as soon as possible, but no later than
15 minutes prior to STD;
At STD the reason and duration of the traffic irregularity shall be repeated;
Information shall be repeated during first irregularity hour within every 15
minutes after STD at least 3 times. After that passengers must get the same,
additional or new info at least twice within every hour until actual boarding or
cancellation announcement;
AirLT or handling agent staff shall always be available at departure gate or
transfer desk;
The Captain and the Cabin Crew shall be informed about the reason for the delay
given by the station and services offered to the passenger during irregularity.

Airport information monitors shall be updated with correct information as soon as official
information about irregularity is received.

2.8.2. Meals and Refreshment Service
Passengers rights applies depending on delay time and distance no welfare is provided
if delay is less than 2 h, unless AirLT authorize otherwise for particular cases.

Duration of delay
Distance to
destination
Over 2 hours Up to 1500 km
Over 3 hours
Between 1500
3500 km
Over 3 hours More than 3500 km

Subject to the duration or other circumstances of the delay, passengers shall be offered
meals while waiting for departure. The well-being of the passengers and the company's
reputation must be considered when deciding about meal service, its nature and extent.
AirLT welfare policy is as follows:

Delay time between 2 and 5 hours - Snack and refreshment for 15 LTL/4 EUR/6
USD;
Delay time between 5 and 8 hours Lunch/Dinner for 25 LTL/8 EUR/12 USD
(or 2 times 15 LTL/4 EUR/6 USD, provided in reasonable time each depends on
delay circumstances);
Delay time between 8 and 13 hours Snack and refreshment for 15 LTL/4
EUR/6 USD and Lunch/Dinner for 25 LTL/8 EUR/12 USD provided in
reasonable time each;

NOTE: The amounts listed may differ at different location, therefore, a notification and
confirmation of AirLT is required (to be agreed before start of operations).

Besides the duration of the delay, meal service is determined among other things by the
following factors:
time of day;
number of passengers;
airport facilities for meal service;
special passengers.



All meals and similar services at AirLT's expense shall be ordered and arranged by AirLT
staff or authorised representative. Meals are served against AirLT Service Vouchers or
those of the handling company. When convenient, the vouchers can be handed out
already at check-in when informing the passengers about the delay.
The well-being of PRM, UM, families with small children, and MAAS must be ensured as
well as of the commercially important passengers (VIP, etc.).

2.8.3. Hotel Accomodation
Passengers shall be accomodated (including appropriate transportation and meals) at
AirLTs expence when:
a long delay occurs in the evening or at night and re-routing within the same day
is not possible;
more than 7 hours delay occurs, special passengers, such as PRM, UM, families
with children, MAAS or VIP's;
a flight has been cancelled and re-routing within the same day is not possible;
a connection flight was missed due to AirLT fault and re-routing within the same
day is not possible.

Accommodation at AirLT's expense shall be arranged only to passengers not resident at
the place of delay. Handling Agents should use 3 to 4 star hotels.

Transportation from the airport to their homes and vice versa can be remunerated to
resident passengers. Transportation of non-resident passengers to private
accommodation can be remunerated provided that the costs do not exceed the expense
of hotel accommodation. Passengers who refuse accommodation offered by AirLT must
be informed that the company will not cover expenses arising from accommodation
arranged privately.

Breakfast is always included in accommodation provided by AirLT. In case of an early
departure, breakfast service can be also arranged at the airport. Other meals will be
offered in case no other meal service has been arranged during waiting time and/or the
time of day indicates a meal.

Passenger affected has right to 2 telephone calls/emails/fax. Telephone calls should be
handled on Ground Service Providers premises at the airport before transportation to the
hotel.

In general, phone calls, long-distance calls placed from the hotel are to be paid by the
passengers themselves.

2.8.4. Re-routing
Re-routing becomes necessary when a flight is cancelled. Passengers shall be offered
involuntary re-routing regardless of the reason for the cancellation (exception: strikes,
political instability and other circumstances as may be advised by AirLT).

NOTE: Involuntary re-routing is not permitted, if the flight is delayed, but not cancelled.

2.8.5. Irregularity Reporting
The Flight Irregularity Report (GOM 12.3) shall be properly filled (adding necessary
comments), signed, stamped and sent to e-mail: groundops@airlituanica.com within
12h after the ATD of flight concerned.



2.9. Involuntary Re-routing
2.9.1. General
Involuntary re-routing may become necessary in one of the following circumstances:
flight is cancelled;
flight cannot be operated reasonably according to schedule;
flight cannot be performed to the point to which the passenger is destined or is
ticketed to stop over;
passengers confirmed reservation cannot be honored;
passenger misses his connection to an onward flight on which he holds a
confirmed reservation.

AirLT policy and procedures for involuntary re-routing are based on IATA Resolutions
735d and 735e, which are binding for IATA members and non-IATA carriers who are
parties to the IATA Interline Traffic Agreement.

Priority shall always be given to issue new flight coupons instead of issuing a Flight
Interruption Manifest (FIM) whenever possible, unless there is no time or possibility for
new ticket re-issue.

Priority list
In the event of the irregularity situations listed above, the following priority list shall be
followed in re-routing of passengers:
1. The passenger is to be re-routed on the original receiving carrier and in the
same class of service as paid for;
2. Other AirLT flights in combination with other airlines, if necessary, with seating in
the same or different class of service as paid for;
3. A partner airlines flight;
4. Any airline with whom AirLT has an Interline Agreement;
5. Refund the ticket in portion of unused flight coupons, if so requested by the
passenger.

Change of Carrier
If re-routing to a new receiving carrier is required, an approval must be obtained if:
The booking is made within 24 hours and the passenger is upgraded to a higher
class of service than he was originally booked in;
The next available flight departs later than 24 hours from the time of reservation;
AD or ID passengers are concerned, as IATA resolution does not cover this
category of passengers.

Flight coupons to lift
Only flight coupons actually covered by the re-routing shall be lifted. When a passenger
resumes his original routing, the original flight coupons shall be used out of that station.

NOTE: When there is no change in routing, IATA resolution 735 (E), paragraph 6.2.1
stipulates that the apropriate coupon(s) must be used instead of issuing a FIM. The
receiving carrier must accept the coupon(s).



2.9.2. Flight Interruption Manifest (FIM)
Use the following diagram to determine when to issue a Flight Interruption Manifest
(FIM):

A FIM is issued when there is no time to re-issue tickets for a new routing or when the
original ticket coupons are not available (e.g. in a diversion situation, if FIM forms are
available at that station).

NOTE: FIM must never be used to replace a lost ticket.

A FIM shall be issued at the station where re-routing occurs. If a passenger in transfer
turns up without a flight coupon, the station should always try to locate the flight coupon
and check if a FIM has been issued at an earlier station.

When issuing a FIM it is most important to:
Enter the correct ticket numbers for which the FIM has been issued;
Multiple ticket numbers related to a single passenger must be bracketed
together;
Ensure that the original fare basis code and the new class of service used are
shown;
Clearly indicate Industry discounts, e.g. ID, AD in the Fare Basis and Passenger
Type code box.

When re-routing is made to other airlines, normal endorsement rules apply.
When issuing a FIM for a code share flight, always use the flight number and FIM form of
the Operating Carrier in order to secure correct billing.

When accepting a FIM for passengers re-routed from another airline to AirLT flights, the
station accepting the FIM shall always make sure that the FIM is correctly completed and
validated.



2.10. Diversion to an Alternate Airport
Diversion to an alternate airport can be caused by various extraordinary circumstances,
such as adverse weather conditions at the destination airport, technical reasons, security
risks, ATC decisions, etc.

It is the AirLT responsibility to transport passengers to the flight destination indicated in
the passengers tickets. If for any reason it is not possible to land at the airport of
destination, AirLT will make every effort to continue the flight to its scheduled
destination or arrange for onward transportation to all passengers and baggage by air or
other methods of transport, e.g. by rail, road etc.

Diversion is always handled as an irregularity and therefore passengers are entitled to
care at the Carriers expense including the following:
Meals and refreshments, if waiting at the intermediate top for over 2 hours;
Hotel accommodation for one or more nights as necessary, if overnight stay can
not be avoided;
Transport between the airport and hotel;
Two telephone calls, faxes, telex, e-mails.

In case other methods of transportation for the onward journey are used (by rail, road or
sea), the Handling Agent at the airport of diversion shall mind the following:
Passengers shall claim their baggage before proceeding to an alternative method
of transport;
The Handling Agent should attempt to arrange for the rail/road/sea tickets and
recharge AirLT; if this is not possible, passengers can be advised to make
expenses from their private means and claim the costs from AirLT;

AirLT OCC and Ground Operations department must be reported by SITA to VNOOCXH
and e-mail groundops@airlituanica.com about all local arrangements made at the airport
of diversion (the Flight Irregularity Report must be filled and sent).



2.11. Denied Boarding
2.11.1. Denied Boarding Procedure
A passenger holding a confirmed ticket may be denied boarding in an oversales
situation. Denied boarding means to deny boarding to a passenger on a flight, although
they have presented themselves for boarding at the time indicated in writing by the
Carrier, except where there are reasonable grounds (i.e. refusal of carriage, GHM
2.3.8.2.).

Passengers NOT to be denied boarding:
AirLT Elite Club members;
VIP passengers (including guests invited by AirLT, even on non-revenue tickets);
UMNR and passengers with infants;
Ship joining seamen;
Tour groups;
Passive crew (PCR);
Elderly and/or incapacitated passengers;
Passengers affected by previous flight irregularities.

Denied boarding priority order:
Non-booked ID/AD-passengers;
Non-booked revenue passengers;
M-class passengers before C-class passengers;
Booked ID/AD-passengers;
Booked revenue passengers;
M-class passengers before C-class passengers.

Before denying boarding to anyone, the Handling Agent shall call for volunteers. They
receive the same compensations as non-volunteer passengers.

Passenger being denied boarding has the right to the following (at the expense of the
Carrier), which caused the passenger to be denied boarding:
Reimbursement of the ticket within 7 days, in case he chooses not to travel; or
Re-booking to the final destination using the fastest possible connections; or
Return to the first point of departure;
Denied Boarding Compensation (GOM 2.11.2.);
Meals while waiting for alternative flights, if the waiting time exceeds 2 hours.

NOTE: The same principles apply as in case of flight delay (GOM 2.8).

Hotel accommodation and transport to/from hotel, if overstay occurs;
Two telephone calls, faxes, telex or e-mails.

Upon request, passengers affected by denied boarding shall be given a AirLT Denied
Boarding Notice. AirLT distributes the notice required by the EC Reg. No. 261/2004 to
all stations.

Re-booking order
A passenger who has been denied boarding shall be re-booked on:
1. The first AirLT flight where there is space available; or
2. A partner airline; or
3. Another airline with which AirLT has an interline agreement.



2.11.2. Denied Boarding Compensation
Passenger being denied boarding is eligible for a denied boarding compensation. The
amount of compensation is the same in case of voluntary denied boarding (passenger
volunteering to give up the seat in exchange for compensation) or involuntary denied
boarding (no volunteers were found and some passengers were denied boarding
involuntarily).

Eligibility for compensation
To be eligible for compensation the passengers must fulfill the following criteria:
The passenger must hold a confirmed ticket (including Award tickets) for the
flight concerned;
The passenger must present himself for check-in before the check-in deadline
stipulated for that station; if no time is indicated, then not later than 45 minutes
before departure.

Not eligible for DBC
The following passenger categories are not eligible for denied boarding compensation:
Infants;
ID/AD-passengers;
If a sales office or check-in has contacted the passenger in advance and he has
agreed to a re-routing or rebooking and the new arrival time to destination is not
later than the original;
The passenger has been refused carriage (GHM 2.3.8.2.).

Compensation amounts
The following amounts apply for DBC, not depending on the passengers choice whether
compensation in cash or in AirLT services (e.g. a new ticket) is preferred.

Flight distance Delay time
Amount in cash or
services
Up to 1500 km
Less than 2 hours 125 EUR
More than 2 hours 250 EUR
More than 1500 km
within EU or 1500-
3500 km
More than 3 hours
400 EUR
More than 3500 km
More than 4 hours 600 EUR

NOTE 1: Flight distance is the distance of entire journey from the point of interruption to
the final destination ticketed within same contract in kilometers by the great circle route
method.
NOTE 2: Delay time indicates the delay of arrival at the final destination ticketed with
same contract.
NOTE 3: While passenger is waiting for the new flight in case of denied boarding, care
must be offered accordingly (GOM 2.8).



2.11.3. Settlement of Passengers Claims
Passenger eligible for DBC shall be paid the compensation (if in cash) at the station
where the denied boarding occurred and the Handling Agent shall re-charge AirLT.

In case cash compensation cannot be paid at the station or the passenger prefers to
receive compensation in services, the passenger must be advised to contact AirLT
Customer Care Centre (e-mail fly@airlituanica.com) and make a claim.

In case the passenger claims a refund of the ticket, such claims shall only be handled by
the AirLT Customer Care Centre. Refunds can only be made to the person named in the
ticket or to the person, who paid for the ticket, upon presentation of satisfactory proof.

2.12. Upgrading and Downgrading
2.12.1. Upgrading
Sometimes Economy class customer holding a confirmed ticket may, due to lack of space
or for aircraft balance reasons, not be accommodated in own class of service and
upgrading to the Club Class (C) becomes necessary.

It is recommended to upgrade several passengers if needed, to avoid downgrading.
Always consider the change of cabin configuration onboard and upgrade passengers
instead of downgrading passengers, as this is much more efficient from the financial
point of view.

Upgrading of passengers shall be performed considering the following:
upgrading shall take place when lower class of service is full;
due to aircraft balance reasons;
other situations, when upgrading helps solving certain conflict situations to be
consulted with AirLT first;
upgrading of certain person requested by AirLT representative exemptions only.

Due to service reasons, some passengers can not be upgraded:
Passengers, who have ordered special meals;
Families travelling with children under the age of 12;
Travel mates or groups, resulting in split of the party into different classes, is
permitted only in extreme cases.

NOTE 1: The passenger free baggage allowance remains unchanged. If passenger
upgraded due to lack of seats in Travel class, the Club class privileges , other than
seating, are not offered.

NOTE 2: New boarding passes shall always be issued.

If C-class meal figures allow and upgrade is necessary, upgrade passengers in the
following priority order:
1. AirLT Club members;
2. VIP passengers (including guests invited by AirLT, even on non-revenue tickets);
3. Other revenue passengers;
4. Non-revenue passengers.



2.12.2. Downgrading
Downgrading of Club Class passengers should be made as a last resort. Always consider
moving the cabin divider and upgrade several passengers as needed.

If downgrading cannot be avoided, it is the Carriers duty to pay Downgrading
Compensation (DGC) to the downgraded passengers. AirLT allows the following amounts
of compensation:

Flight distance
Amount, % of the
ticket price
Up to 1500 km 30%
More than 1500 km
within EU or 1500-
3500 km
50%
More than 3500 km 75%

NOTE: ID/AD-Passengers are not eligible for DGC.

The passenger must be advised to contact AirLT Customer Care Centre for a settlement
of the amount to be compensated.

NOTE:
1) Downgrading shall be handled prior to boarding, never on board;
2) New boarding passes shall be issued;
3) Free baggage allowance remains unchaged.

The following priority order applies when downgrading passengers:
1. Non-revenue passengers;
2. Other revenue passengers.

The following passenger categories may NOT be downgraded:
AirLT Elite Club members;
VIP passengers (including guests invited by AirLT, even on non-revenue tickets);
Business passengers who have ordered special meals.



2.13. Charter Flights
Special rules may exist on charter flights operated by AirLT as follows:

Check-in Counters
Standard opening and closing times apply, unless otherwise agreed. Monitors shall
display the AirLT logo, flight destination, flight number and departure time (if possible).

Tickets
Standard IATA tickets are not used on charter flights. Charter passengers may have
individual charter tickets, a Masterticket or check-in based on the Passenger List upon
the presentation of the passport only. Handling agents should check the charter
information sent separately by AirLT for each charter flight or series of flights.

Boarding Cards and Baggage Tags
The handling agent at a charter destination shall use its own manual or EDP boarding
cards and baggage tags, unless otherwise agreed.

Free Baggage Allowance
Standard, unless otherwise stated in the charter information.

Excess Baggage Charges
Excess baggage charges are to be agreed seperately.

Overbooking
AirLT does not allow overbooking on charter flights.

Delay Procedures
Standard rules apply for meal service, accommodation etc. in case of irregularity
situations.

PSM
In case any special passenger categories (GOM 2.3) travel on charter flights, the
departure station must send a PSM telex to the destination. In any case, the following
addresses must be copied in: VNOOCXH.





3. Baggage Handling


3. BAGGAGE HANDLING

3.1. Free Baggage Allowance
3.1.1. Hand Baggage Requirements
Passengers in Travel (including Promo) and Flexi classes are entitled to bring on board 1
piece, Club class 2 pieces of cabin bags, maximum weight (of each) 8 kg. The
maximum size of hand bag is 55 x 40 x 20 cm.

In addition to the free hand baggage allowance, passengers may carry:
a ladys purse;
an overcoat or blanket;
an umbrella, a walking stick;
a camera, a pair of binoculars;
reading material for the flight;
infants carrying basket;
infants food for the flight;
a pair of crutches and a collapsible wheelchair for disabled passengers.

Check-in agent (not the passenger) decides whether hand baggage can be accepted
according to the airline requirements. The agent controls the size, the weight and
quantity of hand baggage with the help of appropriate means. Sizing devices help to
identify the bag that exceeds the maximum dimensions for cabin baggage. Agent SHALL
ALWAYS request to weight the cabin baggage, even if it looks light enough to carry in.

Baggage accepted as cabin must always be tagged (GOM 3.5.1.) and returned back to
passenger.

Excessive or too large hand bags, once brought in, must be removed at the gate,
checked in and loaded in the cargo hold, using DAA (GOM 3.3) or Limited Release (GOM
2.5.3.) procedure.

NOTE: Hand baggage shall not contain dangerous goods or liquids, non compliant to
current regulations.

3.1.2. Checked Baggage Requirements
Checked baggage is the baggage checked-in at the check-in counter and transported in
the cargo compartment of the aircraft.

Baggage must be checked in when:
It cannot be safely stored in the passenger compartment;
It exceeds the hand baggage allowance;
Passenger does not want it stored in the passenger compartment.

Checked baggage is loaded in the aircraft cargo compartment and is transported on the
same aircraft as the passenger. Only properly closed, zipped and locked suitcases or
other pieces of baggage are accepted for carriage. Other articles, like sporting
equipment in appropriate containers can be accepted for carriage with the airlines
approval (GOM 3.2).

Bags are checked according to the weight concept and piece concept. All the flights,
except flights between Lithuania and USA, Canada or another piece concept
destination, regardless of whether the passenger makes a stopover at a certain point or
not, are served using weight concept.

3. Baggage Handling


The Checked Bagagge Allowances:

Free Baggage
Allowance
Weight
Concept
Piece Concept
Travel (including
Promo) class
23 kg
1 piece, max external dimensions
158 cm (L+W+H)
Flexi and Club 23 kg
2 pieces, max external dimensions
158 cm (L+W+H)
Extra baggage for
travellers with
Infant
10 kg
1 piece, max external dimensions
158 cm (L+W+H), in addition 1
stroller is allowed

NOTE 1: One piece of checked baggage must not weight more than 32 kg. Any bag
exceeding this limit has to be sent as cargo or its content has to be divided into a few
separate bags. If this is, however, the case, please contact AirLT.

NOTE 2: If passenger has paid for one travel class and travels the other one (upgrading,
downgrading), he is entitled to free baggage allowance in accordance with the class he
has paid for.

3.2. Special Equipment
Baggage items classified as special equipment may be accepted as baggage, provided
they are handled according to special routines as described underneath. All equipment is
subject to fee-per-unit.

Sports equipment is measured by 2 categories depending on weight and size. All pieces
not mentioned in the enclosed list shall be charged depending on weight and size
according to the matching category. Items which are explicitly mentioned in the table
will always be charged according to that category, irrespective of their size and/or
weight.

Equipment Categories
Category Items
Up to 32 kg and/or up
to 203 cm:
golf equipment
snow and waterski
snowboard
weapons and ammunition
diving equipment
bike
Over 32 kg up to max
50 kg and/or 204-250
cm:
kiteboard
surfboard
windsurf equipment may exceed maximum length 250 cm

AirLT may refuse to carry special equipment that is not properly packed.

3. Baggage Handling


Archery Equipment
Definition: One bow and arrows.
Allowance: NOT included in the free baggage allowance.
Prior request: Required at the time of reservation.
Packaging: Standard bow and arrow case.

Bicycles
Definition: 1 bicycle, single seat touring or racing, non-motorized.
Packaging: Handlebar must be turned lengthways, pedals must be removed,
and bicycle must be packed in a special bag or a cardboard box.

Fishing Equipment
Definition: 2 rods, 1 reel, 1 landing net, 1 pair of fishing boots and 1 fishing
tackle box.
Packaging: Suitable packaging is required.

3. Baggage Handling


Golf Equipment
Definition: 1 golf bag including 14 clubs, 12 golf balls and 1 pair of golf shoes,
max 20 kg.
Prior Request: Required at the time of reservation.
Packaging: The golf bag itself is sufficient as a package.

Scuba Diving Equipment
Definition: One scuba tank (empty), one scuba regulator, on tank harness,
one tank pressure gauge, one mask, two fins, one snorkel, one
knife, one spear gun and one safety vest, max 20 kg.
Packaging: Scuba tank must empty for carriage.

Ski / Snowboard / Water Ski Equipment
Definition: 1 pair of snow skis, 1 pair of poles and 1 pair of boots, or 1
snowboard and 1 pair of boots, or 1 pair of standard water skis, or
1 slalom water ski including wakeboard.
Packaging: One 1 pair of equipment in each ski bag.

3. Baggage Handling


Surfboarding, Kite Surfing Equipment
Definition: 1 surfboard.
Packaging: Any recognized kit bag.

Windsurf Equipment
Definition: 1 board, 1 mast sail and 1 boom.
Packaging: Any recognized kit bag.

All other sporting items
The following items should not be packed in sporting travel cases:
sport clothes;
sports bags;
smaller items or accessories such as football shin-pads.
AirLT will accept these as part of your checked baggage allowance.

As a sporting equipment AirLT do not carry:
kayaks, canoes and oars;
hand gliders;
pole vaults;
javelins.

Please contact your local freight company to arrange carriage for any items that exceed
the permitted weight and size.

3.3. Delivery at Aircraft Baggage (DAA)
According to the travel class and booking figures, some hand bags may be transported
as Delivery at Aircraft (DAA) bags.

Special DAA tags are used for the following items:
Infant strollers;
Crutches;
Other non-standard cabin bags.

Such baggage is taken from the passenger while boarding the aircraft, loaded in the
cargo compartment close to the door and returned to the passenger near the aircraft
directly upon arrival. Passenger is informed about this procedure. At the check-in
counter or the departure gate, the passenger receives a DAA tag, tags the bag himself,
and finally leaves the bag on the trolley near the aircraft passenger door for loading into
a cargo compartment by loaders.

NOTE: There shall always be trolley for DAA luggage ready at the aircraft whenever
boarding takes place. It is not allowed to put DAA bags on the ground. It also shall be
protected from rain.

3. Baggage Handling


3.4. Excess Baggage
3.4.1. General
Passengers are allowed to check in certain amount of baggage, which is not charged.
Baggage that exceeds this amount (weight, size, pieces) is called excess baggage and
has to be charged.

Possible solutions, when actual baggage data does not comply with the free allowance
conditions for air transportation:
The check-in agent checks whether there is any confirmation concerning free
transportation of baggage exceeding the limits of free baggage allowance;
The bag, which is too heavy / oversized, is transformed into few separate smaller
/ lighter bags;
Baggage pooling procedure is used, when the weight / quantity may be
distributed between the passengers, who show up at the check-in together, know
each other and travel the same route;
Passenger is directed to the ticketing desk to pay excess baggage charge;
When passenger refuses to pay, the check-in agent refuses to accept the bag for
transportation. Passenger may leave that bag in the airport storage or hand over
to person seeing him off.

Excess and special baggage charges:

Specification Fee*
Excess baggage 55 LTL/15 EUR per 1 kg
Extra piece of baggage 105 LTL/30 EUR per unit
Special and sport equipment - up to 32 kg and/or
up to 203 cm
155 LTL/45 EUR
Special and sport equipment - over 32 kg up to
max 50 kg and/or 204-250 cm
260 LTL/75 EUR
PETC 175 LTL/50 EUR per 1 pcs
UM
175 LTL/50 EUR per 1
flight segment

* Fees to be applied per one way.

NOTE 1: In case of overweight and extra piece, charges of all categories shall be
calculated (extra piece + overweight);
NOTE 2: All excess baggage charges are on each flight segment!

3.4.2. Excess Baggage Ticket
Excess baggage ticket is completed of 3 pages:
1 Agent Coupon;
2 Passenger Coupon;
3 Flight Coupon.

3. Baggage Handling


Sample of Excess Baggage Ticket

PASSENGERTICKETNUMBER(S)
EXCESS
BAGGAGETICKET
CHARGEFORM
DATEANDPLACEOF
ISSUE
INCONJUNCTIONWITHINEXCHANGEFOR
SKIINGEQUIPMENT
GOLFINGEQUIPMENT
PET
BULKYBAGGAGE________SEATS
EXCESSWEIGHT(KG)
EXCESSPIECE(S)/OVERSIZE
RATEPERKGORPIECE
NOTGOODFOR
CARIAGEOFEXCESS
BAGGAGE
REMARKS
IACKNOWLEDGERECEIPTOFTICKETSAND/ORCOUPONS
FORRELATEDCHARGESDESCRIBEDHEREONANDAM
AWAREOFAPPLICABLERESTRICTIONSAND/ORPENALTIES
ASSHOWNONSUCHTICKETSAND/ORCOUPONS.
SIGNATUREOFCARDHOLDER________________________
PASSENGERNAME
CHARGE
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3.5. Baggage Tags
Handling Agents shall use AirLT baggage tags unless otherwise agreed between the
Parties. The following chapter describes AirLT special tags.

3.5.1. Cabin Baggage Tag
This tag is used to identify cabin baggage.
The check-in agent shall tag the weighted baggage at check-in or at gate, if the
passenger checks-in on the internet.

Sample of Cabin Baggage Tag

3.5.2. Name Tag
It is mandatory to use name tags/labels for checked baggage. Passengers shall be
encouraged to use name tags/labels also for unchecked baggage. Name tags/labels shall
be easily available at all check-in counters.

3. Baggage Handling


Sample of Name Tag

3.5.3. Interline Baggage Tag
Handling agents shall use their own interline baggage tags unless otherwise agreed
between the Parties.
A copy is attached to the blank tag. The copy is the passengers identification tag, and
shows a baggage routing and tag number.

Sample of Interline Baggage Tag

3.5.4. Club Class Tag
In order to secure fast delivery to the destination and fast delivery on conveyor belt this
label shall be affixed to all checked baggage of passengers, whose itinerary include
transportation in Club Class. It shall not be handed to passengers.

3. Baggage Handling


Sample of Club Class Baggage Tag

3.5.5. Limited release Tag
This tag is used when:
Baggage in a damaged condition is accepted at check-in;
All or part of the baggage is fragile or is considered inadequately packed;
The passenger checks in late;
Oversized or excessive carry-on baggage was not detected at check-in, etc.

On the back side of the tag, there are pictures of baggage, and if the tag is used for
damaged baggage the damaged part is marked on the picture and the passenger has
to sign the tag. Thus, the passenger confirms that he/she agrees that the carrier is not
responsible for the baggage.

Sample of Limited Release Baggage Tag

3. Baggage Handling


3.5.6. UM/Special Assistance Tag

Sample of UM/Special Assistance Tag

3.5.7. DAA Tag
DAA applies to strollers, baby chairs, foldable wheel chairs, etc. DAA tag could be applied
at check-in as well, would the passenger request delivery immediately after landing.

Sample of DAA Tag

3.5.8. Priority Tag
Shall be used for Club class, VIP, etc. passengers luggage.

Sample of Priority Tag

3. Baggage Handling


3.5.9. Heavy Tag

Sample of Heavy Tag

3.5.10. Fragile Tag

Sample of Fragile Tag

3. Baggage Handling


3.6. Dangerous Goods
3.6.1. Definition
Dangerous goods are materials, which due to their chemical and/or physical
characteristics may be hazardous to passengers, crew, ground staff, the aircraft or to
other load on board.

Dangerous goods may be divided into three categories:
1. Those, which are acceptable for transport by air, provided all provisions are
complied with;
2. Those, which are forbidden for transport by air;
3. Those, which are exempt from provisions of the regulations.

3.6.2. ICAO and IATA Rules
Carriage of dangerous goods by air transport is regulated by ICAO provisions. All carriers
are bound to adhere to these internationally accepted rules, which will ensure that
dangerous goods can be carried safely. The rules are reflected completely in the IATA
Dangerous Goods Regulations (DGR), which must be available in handling agents
offices.
When accepting dangerous goods, the valid IATA DGR manual must alwLTs be consulted
with.

3.6.3. DGR Posters and Passengers Questioning
Dangerous goods posters must be displayed in the following passenger contact areas:
Passenger check-in;
Lost & Found / Arrival Service.

During passenger check-in, check-in agents must draw the passengers attention to the
DGR posters and ask dangerous goods related questions from passengers while checking
in their baggage.

3.6.4. Notification to Captain (NOTOC)
Check-in must inform the Load Control / Operations office of the check-in of any
dangerous goods articles. The Load Control / Operations department issues a Notification
to Captain (NOTOC) form.

3.6.5. Provisions for Dangerous Goods Carried by Passengers or Crew
Dangerous goods must not be carried by passengers or crew in checked or cabin
baggage, except for as stated in IATA DGR 2.3.A.

3. Baggage Handling


3.6.6. Articles Not Accepted as Baggage
Following articles are not accepted as checked or cabin baggage:
Compressed gases (flammable, non-flammable and poisonous), e.g. teargas,
camping gas, oxygen, cylinders, butane refill for hair curlers and lighters;
Corrosive liquids, e.g. acids, alkalis, mercury, wet cell batteries;
Explosives and incendiary substances and devices capable, or appearing capable,
of being used to cause serious injury or to pose a threat to the safety of aircraft,
including: ammunition; blasting caps; detonators and fuses; mines, grenades and
other explosive military stores; fireworks and other pyrotechnics; smoke-
generating canisters and smoke-generating cartridges; dynamite, gunpowder and
plastic explosives;
Oxidizing materials, e.g. bleaching powder;
Radioactive or strong magnetic materials;
Poisonous and infected substance;
Insufficiently packed articles, unless Indemnity form is issued;
Articles, of which transportation is forbidden by law, government or regulative or
orders from countries or states to flown from, to or over;
Articles which for volume and/or weight reason cannot be loaded on passenger
aircraft;
Baggage containing smelling items;
Baggage containing food, which may cause damage to other baggage;
Samples and collections may contain prohibited items, wherefore information
about the contents must be available to assure that the samples/collections may
be accepted as baggage.

3.7. Wheelchairs
3.7.1. Wheelchairs as Cabin and Checked Baggage
Only a baby-stroller type, fully collapsible wheelchairs are accepted as cabin baggage.
Other wheelchairs must be checked in as normal baggage at the check-in desk or at the
departure gate as per local conditions.

The Delivery at Aircraft (DAA) procedure is not applicable for non-collapsible
wheelchairs.

3.7.2. Power Driven Wheelchairs
Wheelchairs must be handled with care. In order to prevent damage to aircraft and to
ensure flight safety, power driven wheelchairs may be carried as checked baggage on
passenger aircraft provided the following is complied with:
Wheelchairs or other battery powered mobility devices with dry-cell (non-
spillable) batteries, provided the equipment is carried as checked baggage; the
battery must be securely attached to the equipment, be disconnected and the
terminals insulated to prevent accidental short circuits;
Wheelchairs or other battery powered mobility aids with wet-cell (spillable) or
lithium batteries, provided the battery is removed from the device; the
wheelchair is then checked in as baggage excluding the battery.

NOTE 1: A wet-cell battery can be transported as cargo.

NOTE 2: Transport of lithium batteries is forbidden on AirLT flights.

When the equipment can be loaded, stowed, secured and unloaded always in an upright
position, Dry battery must be securely attached to the equipment, be disconnected and
terminals insulated to prevent accidental short circuits. When the equipment cannot be
kept upright, the battery must be removed and carried in a strong, rigid packaging,

3. Baggage Handling


which must be leak-tight and impervious to battery fluid. The battery in the packaging
must be protected against accidental short circuits, be held upright and be surrounded
by absorbent material in sufficient quantity the total liquid contents. The package
containing the battery must have on it Battery Dry, with wheelchair or Battery Dry,
with mobility aid, bear a dangerous goods label and be marked to indicate its correct
orientation. The package must be strong enough to withstand handling and lashing in
the cargo compartment of the aircraft.

NOTE: The aircraft captain must be informed of the location of the wheelchair or
mobility aid with installed battery or of a packed battery. The check-in must inform the
load control / operations office, which will issue a NOTOC.

3.8. Weapons and Ammunition
3.8.1. General
AirLT accepts the following weapons and ammunition for transportation on board the
aircraft:
Guns and ammunition, as checked baggage only;
Firearms and ammunition carried by police officers / body guards escorting VIPs,
as checked baggage or in the aircraft cabin, provided all the special rules are
met.

Carriage of firearms, weapons and ammunition in the aircraft cabin is prohibited.
Exception can be made for specially authorized personnel when acting in performance of
their duties as bodyguards of state officials and, apart from the guarded officials, no
other passengers are on board the aircraft.

Ammunition of other categories as provided above may not be carried as baggage.

3.8.2. Guns and Ammunition
Weapons and the accompanying ammunition can be accepted as checked baggage only.
Reservation must be made before departure.
The passenger must comply with the national regulations of the countries of origin,
transit and destination and be able to present proof/documentation at the check-in.

The following rules apply for the weapons/ammunition to be checked in as baggage:
Weapons must be unloaded, demounted and packed sufficiently;
Ammunition must be packed separately in a box of sufficient strength.

Weapons as checked baggage must be treated with discretion during the handling
process.

NOTE: When accepting ammunition, the IATA DGR Manual and TIMATIC must always be
checked for valid regulations.

3. Baggage Handling


3.9. Electronic Devices
Different kinds of electronic devices can cause interference with the aircraft electronic
equipment, such as the navigation and the communication system. Therefore, the use of
various electronic equipment is restricted on board the aircraft.

The following articles must not be used on board the aircraft at any time:
Mobile telephones;
Radio transmitters;
Radio receivers;
TV;
Radio-controlled toys.

The following articles may not be used during the flight provided they are switched off
during take-off and landing:
CD-players;
Photographic equipment;
Audio-walkman;
Laptop (PC) without a printer;
Hand-held calculators;
Electronic games;
Audio playback equipment;
Tape recorders for dictation;
Video recorders.

Use of the following equipment on board the aircraft is not restricted:
Medical equipment;
Hearing aids;
Pacemakers.

3.10. Handling of Pets
3.10.1. General
AirLT accepts the following types of animals transported as baggage:
PETC (pet in cabin) animal in the container with maximum size 55 x 40 x 20 cm
and total weight (animal + container) not exceeding 8 kg;
Escort dog for passenger with impaired vision/hearing travelling in the cabin; no
weight restrictions apply.

NOTE: Check-in agent must check the PNR whether all flights are confirmed; agreement
to accept the animal by all carriers involved in the journey is required.

3.10.2. Governmental Restrictions
Live animals can be transported to those countries only where this is permitted by the
regulations of the country of destination and under the conditions stipulated by the
countries involved in the journey. When passenger intends to transport a live animal, the
check-in agent must check TIMATIC for the regulations. During check-in, the check-in
agent must double check TIMATIC in order to correct any reservation mistakes.

NOTE: An embargo applies for the carriage of live animals to the United Kingdom (U.K.)
and the Republic of Ireland.

3.10.3. PETS Limitations
AirLT accepts only PETS for carriage:
Catgs, Dogs maximum 2 PETS per flight.

3. Baggage Handling


3.10.4. Check-in Procedure
The check-in agent has to decide whether the animal may really be transported as PETC.
Besides that the agent checks the container: whether it is solid, bite-proof, has sufficient
openings for breathing, is big enough and bottom is waterproof. The size of the container
must allow the animal to stand, to lie in the natural position or freely turn without
trouble. If there is more than one animal per container, every animal must be able to
stand, lie or move. The animal must stay in the container during the entire flight. Every
container should have handles and the label with the information about the owner.

Only that container which may be placed under the passenger seat (under legs) may be
allowed into the cabin.

Pets are excluded from the free baggage allowance. Excess baggage charge must be
paid per pet/container at all times.

The check-in agent weights the animal and the container and directs the passenger to
the ticketing desk. The agent takes the MCO exchange coupon; writes in the
endorsement box of the flight coupon about the animal (e.g. INC PETC). Remark about
live animal must be entered into DCS as this information should appear in the Load
Sheet and in the Passenger Manifest.

Passengers with PETC and escort dogs should never be placed:
At the emergency exit;
On jump seats;
In the first row of each class;
Near VIP passengers;
Near deportees;
Near passengers with reduced mobility (WCH, MEDA).

Passenger has to be informed that the container may be placed only on the floor. It is
advisable to assign window seat and to leave the seat next to the passenger empty,
when the flight is not full.

3.10.5. Boarding
Pre-boarding procedure is used for passengers carrying PETC and for passengers with
escort dogs.

3.10.6. Escort Dogs
The passenger must have the certificate that it is a trained guide dog as well as
veterinary certificate.
The check-in agent shall insert the note Escort dog in the endorsement box of the
ticket.
The escort dog is carried as PETC.

When an escort dog is transported as PETC, the dog transported in the passenger cabin
must wear a muzzle and must be chained. The weight and the size of the animal is not
limited. A container is not required.

Remark about the escort dog must appear in the Passenger Manifest. Load controller and
Red Cap are informed additionally. Escort dogs are carried free of charge.

3. Baggage Handling


3.10.7. Messages
Check-in agent has to inform Load Controller, Red Cap and cabin crew about live animal.
Information concerning live animal has to be included into PSM. PSM must contain data
about the number of live animals on board, transportation code (PETC), species, final
destination.
Example:
1 PETC DOG LT460/10MLT AMS

3.11. Baggage in Seat
Baggage in Seat (CBBG) means baggage, for which a seat is purchased. It can be a
courier baggage (BIS/COU), music instruments etc., which has been confirmed as CBBG
by AirLT during the time of reservation. A separate PNR will be made for CBBG as the
baggage occupies one seat on the flight. For CBBG, passenger has to buy an separate
seat and pay the full fare in the same booking class where the passenger is travelling.

The maximum allowed dimension of CBBG is 150 x 50 x 35 cm and maximum weight
75 kg/piece.

Cabin crew will use safety belts to tie down CBBG to the seat.

CBBG cannot be in seats in emergency exit rows and should not be given seats in the
first row of each class. Whenever possible, a window seat should be assigned for CBBG.

3.12. Baggage Irregularities
3.12.1. General
It is AirLT goal that baggage shall follow the passenger on all flights. When delivered, it
shall be undamaged and complete. Prompt information is the key element in the
baggage irregularity handling process.
It is duty of the tracing station to provide all possible assistance to passenger when a
baggage irregularity has occurred, a friendly, discreet and professional customer service
is of utmost importance.

3.12.2. Assistance to Passenger
No cash compensation is to be offered at lost and found office.
If passenger is not resident, he shall be advised of the allowance to purchase the first
necessities not exceeding 60 Eur (or equivalent). The passenger afterwards has to
forward the claim with ticket to AirLT together with the originals or copies of all cheques
of all items purchased.
Passenger with infants or children, offer him to lend or hire baby stroller.
3.12.3. Types of Checked Baggage Irregularities
Short-shipped (FWD) baggage is delayed baggage not available to passenger upon
arrival, but for which a forwarding message has been received advising the new
forwarding details of the baggage.

Delayed Baggage (AHL Advise if Hold message) is baggage not available to the
passenger upon arrival. No forwarding message or information has been received about
the baggage.

Found Baggage (OHD On-Hand message) is baggage tagged to your own station but
not claimed by passenger. Found baggage can also be baggage that is untagged.

Damaged / Pilfered (DPR) is baggage that has been damaged, e.g. broken or scratched,
or with missing items in it.

3. Baggage Handling


3.12.4. Tracing
Airline Baggage Tracing System is Worldtracer. AirLT user designator is LT. Efficient
baggage tracing is based on quick action and accurate input of data concerning both
found and missing baggage. The information shall be entered in the system in English
language. Input of all unclaimed checked baggage must be done within 2 (two) hours
from time the bag was found.
The primary tracing is commenced by the station where the baggage has been reported
missing. AHL input is done immediately into Worldtracer, file reference station is
responsible for the tracing for five first days. If the baggage has not been located in 24
hours the tracing station has to contact the passenger for more details concerning the
contents and any details that might help locating and identifying the bag. When the
baggage has been received, it shall be delivered to the passenger at reasonable costs.
AirLT quality target is 95% of AHLs to be closed within 3 days (72 hours) from file
creation.
All bags left unclaimed at the station shall be reported to Worldtracer as OHD-files. On-
hand bags are held at the station until another station requests the bag to their AHL-file.

3.12.5. Short-shipped and Delayed Baggage
Missing report must always be filed immediately after notification from the passenger
(WorldTracer stations to enter AHL file). Simplified routines, such as collecting business
cards from passenger and calling him later on, are not acceptable.
Passenger must be informed within 24 hours about the progress of the baggage
irregularity handling. A second contact shall be taken within 48 hours of the occurrence.
Bussines class passenger must be informed twice per day about the progress of the
baggage irregularity handling.
The station initiating a missing report, traces the baggage till it will be found.

3.12.6. Found Checked Baggage
Found checked baggage is tagged baggage but not claimed by passenger. If the baggage
bears tag with destination other than yours, it must be expedited to the final destination
with first available flight. FWD message shall be copied to all stations and airlines
involved. A RUSH tag is used for forwarding baggage and print-out of the message or
the original tag must be attached to it (if the tag is missing or the baggage has been
tagged to your destination). Found baggage can also be baggage which is untagged.
Found baggage reports are the key element of baggage tracing process. It is critical that
found baggage information is reported in an accurate and timely manner (WorldTracer
stations to enter OHD file). After identification of an unclaimed baggage, details of the
baggage must be entered in WorldTracer as an OHD file within 1 hour after
identification. OHD file has to be closed when the owner of the bag has been located or
the bag has been picked up. OHD baggage has to be sent to tracing station by using FOH
message. All unaccompanied baggage shall be equipped with a RUSH tag or sticker
attached to the original baggage tag.

3.12.7. Damaged Baggage
Damaged baggage is baggage that has been broken, scratched or otherwise damaged.
The carrier is not liable for damage to fragile or perishable goods, nor for loss of money,
jewellry, items of precious metals, medicaments, keys, video cameras, cameras and
other electronic devices, negotiable papers and securities or other valuables, business
documents, passports or other identification documents stowed in passenger checked
baggage, either with or without the carriers knowledge.
The PIR and Damaged Baggage Report (DPR) is provided for reporting damaged
baggage including a description of the nature of the damage. Members shall complete
PIR and DPR in dublicate, one copy of which shall be given to the passenger and the
second shall be retained. In cases where Lost and Found is independent structure, a

3. Baggage Handling


third copy shall be prepared and handed over to the handler of AirLT. Any subsequent
actions including investigations and settelments of a claim for compensation shall be the
responsibility of the Member on whose service the passenger travelled. Handling Agents
shall use the standard PIR (GOM 12.5) and DPR (GOM 12.6).

3.12.8. Pilfered Baggage
Pilfered baggage is baggage that has been received with one or more items missing from
its contents.
If a passenger alleges that his bag has been pilfered, the station receiving such a claim
shall:
Issue a PIR (Property Irregularity Report, GOM 12.5, reference: latest issue of
IATA PSCRM) or DPR (Damaged Baggage Report, GOM 12.6, reference: latest
issue of IATA PSCRM) with reference to PILFERED at the top;
Disregard lines four and seven of the PIR;
Enter missing items under CONTENTS;
Dispatch a message to all carriers participating in the carriage of baggage at
stations along the passengers itinerary with the heading ALLEGED PILFERAGE
(the
message shall be addressed to the LL functions).

The LL function receiving such a message shall imediately advice the carriers station
management or responsible person. These persons shall initiate local investigation.
Notify the police where applicable.
If the passenger is holding private insurance, he should be advised to contact the
insurance company for a compensation.
In case the passenger does not have insurance, the claim is handled by the AirLT
Customer Care Centre (e-mail fly@airlituanica.com).

The passenger is required to submit the following documents together with the claim:
Passenger receipt(s) of the used ticket(s)
Passengers copy of the baggage identification tag(s).

3.12.9. Forwarding Baggage (RUSH)
Baggage found at own station, but tagged to another station or left behind, shall
immediately be forwarded to the station concerned. A forward message must be
registered in WorldTracer System. This enables the station concerned to inform the
passenger at arrival in advance.

The Member forwarding the baggage shall execute and securely affix a tag as specified
in Resolution 740 to each piece of the mishandled baggage and forward it in accordance
with any instructions received. The original tag, if available, must be left attached to the
bag. In addition, a RUSH tag is completed and attached to the bag.
The forwarding carrier shall advice the airline and station to which the baggage has been
addressed on the Expedite Baggage Tag, by teletype message, using the standard office
function designator LL, or directly through the automated baggage tracing system.

Example:
1. FCOLLAZ
2. .LHRLLAZ 180802
3. FWD
4. OUR OHD LHRAZ12345
5. YOUR AHL FCOAZ67890
6. AZ876543/GARIBALDI/AZ322/14
7. 0/B BA473/18 LHR/FCO
8. EXTAZ543267
9. SI

3. Baggage Handling


Explanations of entries:
1. Address enter appropriate teletype code (LL is the standard Office Function
Designator for a FWD message);
2. Message originator and time reference group;
3. FWD standard message indentifier;
4. OHD file reference number;
5. AHL file reference number;
6. Original tag number/name/original flight number (if known);
7. Forwarding flight/date and routing;
8. Expedite Baggage Tag number;
9. An optional SI-line may also be added on which baggage irregularity code is
shown.

If more than one carrier is involved in forwarding the baggage, a copy of the message
shall also be addressed to both delivering and receiving carrier(s) at the transfer
point(s).

Mishandled baggage shall be forwarded without charge by the fastest possible means, to
the airport nearest to the passengers address.

Hold baggage that became unaccompanied due to factors within the passengers control
must always be screened.

Hold baggage that became unaccompanied due to factors beyond the passengers
control may be exempted from screening if the reason that the baggage became
unaccompanied is recorded in .

The reason that the baggage became unaccompanied must be recorded before it is
loaded onto an aircraft.

At member state airports, unaccompanied baggage has to be screened as described in
Commission Regulation (EU) No 185/2010 and Commission Decision C(2010) 774.

At third country airports, unaccompanied baggage has to be screened as described in
ICAO Aviation Security Manual (Doc 8973) as a minimum.

Factors beyond the passengers control:
a) the passenger was denied boarding and he did not volunteer to give up his seat;
b) the passenger was re-routed onto another flight and it was not at his request;
c) the baggage failed to transfer between two flights due to unforseen reasons, causing
it to miss the departing flight;
d) there was a malfunction of the baggage system, causing the baggage to miss the
departing flight;
e) the baggage was loaded onto an aircraft other than that for which it was checked in.

In the case of points (c), (d) and (e), ground handling agent must establish that the
passenger did travel on the flight on which he was checked in. If the passenger did not
travel on the flight on which he was checked in, then the baggage must be screened.

3.12.10. Baggage Delivery Orders
When the corresponding missing bag has been received at your airport for delivery, AHL
must be completed with DR (Date Received) and DD (Date Deliveried) elements.

3. Baggage Handling


3.12.11. Missing or Damaged Hand Baggage
AirLT is not financially responsible for unchecked Hand baggage or property, but
reasonable assistance should be rendered to customers in trying to trace lost belongings.

3.12.12. Lost Baggage
Baggage missing for more than 1 month is considered lost baggage. The passenger can
file a claim to AirLT for compensation, supporting the claim with all evidence such as the
passenger receipts of the boarding pass, baggage tags, list and the cost of items
contained in the baggage, personal contacts and a bank account. All claims for lost
baggage are handled centrally by the AirLT Customer Care Centre (e-mail:
fly@airlituanica.com).

3.12.13. Financial Statement
Personnel must not become involved in discussions with the passenger regarding any
financial settlement, but must advice the customer to write to:
UAB Air Lituanica,
Rodunios kelias 34, LT-02187 Vilnius, Lithuania or the e-mail:
info@airlituanica.com.

Late Delivery of Checked Baggage is the responsibility of the Ground Service Provider
which shall make the necessary arrangements to deliver the baggage.

3. Baggage Handling


4. Load Control


4. LOAD CONTROL

4.1. Introduction to Load Control
4.1.1. Purpose of Load Control
Load control is a procedure ensuring that:
weight and balance of the aircraft are correct and within limits;
the aircraft is loaded in accordance with carriers regulations in general and the
loading instruction for the flight in particular;
the information on the loadsheet corresponds with the actual load on the aircraft,
passengers and fuel figures; the structural and operational weight limits of the
aircraft are not exceeded.

4.1.2. Load Control Duties
Load control shall be based on three functions:

Function 1: Completion of Loading Instruction Report (LIR) and loasheet according to
relevant instructions in the GOM;

Function 2: Supervising the loading of the aircraft in accordance with the LIR. Upon
completion of loading, confirmation of an advice of deviations must be passed to the
loadsheet agent or load controller;

Function 3: Checking of the loadsheet against the LIR and other documents.

It is important to define these functions clearly and assign them to qualified personnel.
Any work done by staff without the necessary experience or training must be supervised
by qualified personnel. Any figures passed verbally in connection with load control work
must be confirmed before aircraft departure either in writing or by any other effective
pre-departure checks.

4.1.3. Responsibilities
It is important to define the three Load Control functions clearly and assign these
functions to qualified personnel.

For each function, the following procedures should be adhered to:

Function 1:
Load planning: Assemble all data relating to load (originating and en route
stations). Plan uplift/discharge load for ready accessibility. Plan special loads
according to restrictions, maximum quantities, separation and segregation
requirements. Consider center of gravity parameters affecting fuel consumption;
Weight and Balance Precalculation: Plan load for total flight ensuring that hold
maxima are not exceeded;
Completion of Loading Instructions: Off-loading and loading standard information/
instructions. Special instructions, e.g. spreading, lashing, overhangs, special
loads, etc.

4. Load Control


Function 2:
Obtain LIR;
Ensure lashing/load spreading is correct;
Check condition of dangerous goods packages presented for bulk loading;
Ensure that dangerous goods and other special loads stowed and segregated
correctly;
Upon completion of loading, confirmation or advice of deviations to the load
control agent (function 3).

Function 3:
The load control agents signature, printed name or printed code on the worksheet
confirms:
Correct dry operating weight and index used according to aircraft type, version,
number of crew and pantry;
Correct take-off and trip fuel figures used corresponding with those on fuelling
order or equivalent;
Correct entry of transit load data from incoming loadmessage/loadsheet; cross
checking of the final loadsheet against passenger close out data and Loading
Instruction Report;
Actual loading position of dangerous goods and other special load entered on the
NOTOC.
Total traffic load not exceeding allowed traffic load;
Balance calculation performed correctly and conditions of loaded aircraft,
including LMCs, are within prescribed limits.

4.2. Load Planning
4.2.1. General
The following procedures should be adhered to:
assemble all data relating to load (originating and en route stations);
plan load for total flight ensuring that hold maxims are not exceeded and balance
condition is within safety limits;
plan uplift/discharge load for ready accessibility;
plan special loads according to restrictions, maximum quantities, separation and
segregation requirements;
to consider centre of gravity parameters affecting fuel consumption;
achieve the utmost punctuality taking into account the length of the planned
ground stops en route.

Loadplanning is generally performed for flights with one or several transit stops. The
extent of the planning activities may vary according to aircraft type, number of transit
stops and traffic volume.

Normally the originating station of flight will do the planning unless specific
circumstances.

4.2.3. Load Conversion Figures
4.2.3.1. General
The figures given below are to be considered as a guide-line for loadplanning purposes.
Wherever more exact or different conversion factors are available, these shall be
applied.

4. Load Control


4.2.3.2. Baggage
Volume: for conversion of weight into volume, 180 kg shall be considered as 1
m;
Baggage weight per passenger: weight planning shall be based on established
average baggage weights per passenger;
Load distribution: for the load distribution, the standard baggage weights may be
used.

4.2.3.3. Ballast
For conversion of weight into volume, the density of 1400 kg/m
3
shall be used.

4.2.3.4. Cargo
Cargo volume shall be planned according to actual dimensions. In case the actual
dimensions are not known, locally established average density figures may be used. If
such figures are not available, a density of 180 kg/m shall be applied as a rough
average for cargo consisting of different commodities mixed in roughly even
proportions.

4.2.3.5. Mail
For conversion of weight into volume, the following density figures shall be used:
Parcel mail 150 kg/m;
Mixed letter / parcel mail 220 kg/m.

4.2.3.6. Passengers
Adults and children shall be considered separately in all weight calculations using the
standard passenger weight.

4.2.3.7. Stowing Loss
In order to compensate the loss of available volume due to unavoidable gaps between
individual pieces of load in the compartments, actual volume figures must be increased
by the Broken Stowage Factor. As an average 30% increase over the actual volume
figure shall be planned. For low density cargo, i.e. large pieces causing big gaps, a
higher broken stowage factor of up to 50% or more may be necessary. When a sufficient
amount of small soft load (e.g. letter mail) is available which can be used to fill gaps
between large pieces, the stowage loss may be correspondingly reduced.

4. Load Control


4.2.4. Load Distribution
4.2.4.1. General Principles
When planning the distribution of the load from one or different stations(s) en route, the
following points must be carefully considered:
On all sectors, the balance conditions of the aircraft and the total load in the
compartments must be within limits;
On arrival, all stations shall have direct access to their offload. Baggage must be
available first, for immediate delivery;
Baggage is to be sorted at loading as follows per destinations:
transfer baggage,
local baggage.

Priority / transfer baggage is to be loaded in a manner to allow prompt off-loading and
delivery. Exact information is to be given on LDM / CPM.

Where load for different stations is carried in the same compartment, it must be
dearly separated in order to eliminate over carriage of shipments;
Stations shall not be required to reload large amounts of transit load for balance
reasons;
The stowing regulations for baggage, dangerous goods, live animals and other
special loads must be strictly observed;
If the cargo load comprises live animals and/or perishable goods, particular
attention must be paid to temperature requirements, loading restrictions and
maximum quantities per compartment.

4.2.4.2. Planning for Fuel Economy
The position of the center of gravity (CG) of an aircraft affects its fuel consumption. An
aircraft loaded in such a way that its CG is near the aft limit uses less fuel than one
whos CG is further forward. Shifting the CG towards the aft limit has the effect that the
negative lift required on the horizontal stabilizer to maintain proper longitudinal trim is
reduced. Consequently, less additional lift must be produced by the wing to
counterbalance the negative lift of the horizontal stabilizer. Accordingly the aircraft flies
at a lower angle of attack, drag is reduced and hence fuel consumption. In view of the
escalation of fuel costs, this fuel saving possibility shall be exploited whenever possible.

4.3. Definitions and Codes
Please see Airport Handling Manual for Definitions and Codes for Loads Requiring Special
Attention.

Load information codes:
B Baggage not otherwise specified
C Cargo
D Crew baggage (when not included within E or S)
E Equipment, e.g. not manifested aircraft spares, in compartment
F Priority handled baggage
M Mail
Q Courier baggage
T Toad for transfer to various connecting flights

4. Load Control


4.4. Standard Weights
4.4.1. Passengers
Standard Weights of Passengers Including Hand Baggage

Type of flight All Adult Children Infants
All flights except holiday
charters
84 kg 35 kg 0 kg
Holiday charters and
Leisure flights
76 kg 35 kg 0 kg

NOTE 1: The weight of infants under 2 years old carried by an adult is not considered.
Infants occupying separate passenger seats must be considered as children (35 kg). A
child is considered to be a person 2-11 years old.
NOTE 2: Weight of hand baggage is included in the adult and child weights.
NOTE 3: When adult passenger weights are not used, appropriate marking must be
made on the weight and CG documentation.

Passenger Weights Significantly Exceeding Standard Weights
On any flight carrying a significant number of passengers whose weights, including hand
baggage, are expected to exceed the standard passenger weights, an estimated
correction to the standard weight has to be made. The correction has to be indicated on
the weight and CG documentation. Whenever possible, actual weights must be used and
this has to be indicated on the weight and CG documentation.

4.4.2. Crew
Standard Weights for Crew Including Hand Baggage

Flight Crew 85 kg
Cabin Crew 75 kg

4.4.3. Baggage
Standard Weight of Checked Baggage

Actual checked baggage weight shall be used.
In cases when it is not possible to use actual weight of checked baggage the Standard
weight of 13 kg for each piece shall be used.

4. Load Control


4.5. Load Priority
4.5.1. General
If due to lack of space (seats, weight or volume) load has to be offloaded, proceed
according to the priority list below.
Baggage and excess baggage has the same priority as the passenger concerned; excess
baggage exceeding 100 kg per passenger or group must be booked in advance.

4.5.2. Priority List
Top Priority List
1. AOG (Urgently needed spare parts for AirLT aircraft on ground);
2. LHO or Human transplant organs intended to save human lives;
3. Positioning crew members (including flight engineer) bound for flight assignment;
4. LC-mail (letters, postcards, valuable (VAL) shipments).

Booked Load
1. Booked passengers requiring special assistance (UM, PRM, MEDA);
2. Other booked club class passengers, including commercial upgrading;
3. Other booked economy class passengers;
4. Waitlisted revenue passengers in the priority order given above in;
5. Unbooked revenue passengers in the priority order given above in;
6. Mishandled baggage of passengers (with confirmed space);
7. CP-mail (parcel mail);
8. Booked revenue and SI-cargo as follows:
1) VIP-cargo, IATA-priced cargo shipments;
2) Diplomatic cargo (DIP);
3) Valuable cargo (VAL);
4) Contract customers cargo shipments;
5) Perishable cargo (foodstuff, flowers, etc.);
6) Normal cargo;
7) Live animals;
8) Human remains;
9) Special cargo (bulky, HEA, etc.).

Unbooked Load and Booked ID Load
1. Waitlisted ID passengers;
2. Unbooked ID passengers;
3. Unbooked (not pre-advised) excess baggage in quantities exceeding 100 kg;
4. Unbooked revenue cargo;
5. Mishandled baggage of passengers (not with confirmed space).

Stand-by Load

1. Carrier Material;
2. TBA.

NOTE 1: Baggage and booked (pre-advised) excess baggage have always the same
priority as passengers concerned.
NOTE 2: Transit passengers on the same flight have always priority to joining
passengers.
NOTE 3: On international flights listed ID passengers have always priority to not listed
ID passengers in all categories.

4. Load Control


4.6. Loading Instruction / Report
A loading instruction / report form consist of two parts:
1. The loading instruction, prepared by the loadsheet agent / loadplanner to instruct
the loading supervisor about the distribution of the onload and, for transit flights,
the weight and the location of the off and throughload;
2. The loading report, completed by the loading supervisor, to confirm that the
aircraft has been loaded in accordance with the given instructions. Loading
supervision are not allowed to deviate from the instructions unless confirmation
has been obtained from the loadsheet agent / loadplanner. Deviations from the
instructions must be clearly stated on the report.

A loading instruction is always to be completed in duplicate, one for the load control
officer and one for the loading/ramp supervisor.

4. Load Control


4.6.1. Manual Loading Instruction / Report
4.6.1.1. Completion of Manual Loading Instruction / Report
Ref
.
No.
Printed
Heading
Description
Part 1 Heading
1 Station 3-letter IATA airport code of the issuing station
2 Flight no. Flight no. of flight for which the instructions are issued
3 Destinations 3-letter IATA airport code(s) of route station(s)
4 A/C reg. Aircraft registration
5 Date Local date
6 Prepared by Name in capital letters
Part 2 Compartment Number and weight Limitations
7 Compt no. Compartment number
8
Maximum
weight
Maximum allowable weight per compartment
Part 3 Arrival
9 Arrival
The arrival information shall include details of the load per compartment as follows,
copied from the incoming LDM:
For multi-sector flights indicate destination using the 3-letter IATA airport codes
Followed by category of load, i.e. Baggage (B), Cargo (C) and Mail (M).
Followed by weight
Followed by specific handling code(s) in case of special load, if necessary give
further instructions under Special Instructions.
Example: BAH/C/1200/AVI.PER
Load to be off loaded from the respective compartment(s) shall be encircled.
Part 4 Loading Instructions
10 Instructions
Instructions on where the load is to be stowed and for transit flights, the load
information of the off load and through load.
Followed by weight
Part 5 Loading Report
11 Report
Actual load details per compartment or deviations from original instructions.
Where the load at any position is unchanged at the transit station, the entries are
the same as in the arrival instructions.
When a change has occurred the new situation must be reported.
Followed by weight
Part 6 Special Instructions
12
Special
Instructions
Under this heading give instructions for:
goods which require special handling or stowage, e.g. live animals, dangerous
goods, etc.
lashing and supporting of heavy items
securing of items which may cause a hazard
relocation of transit load
load to be located in the passenger cabin
In addition to the specific instructions mentioned above, any other information which
is useful for the Loading Supervisor may be given in this part, e.g. summary of
planned onload, Air waybill Number of special cargo items, etc.
NOTE: The absence of special instructions does not preclude the person responsible
for the physical loading from restraining individual items which may cause a hazard,
e.g. high density or awkward shaped load.
Part 7 Signatures
13 Signature of responsible Load sheet Agent/Load planner.
14
Name and signature of responsible Loading Supervisor. He/she confirms that the
aircraft has been loaded in accordance with the instructions, including the deviations
shown on the report, and that the load has been secured in accordance with
company instructions.

4. Load Control


4.6.1.2. Specimen of Manual Loading Instruction / Report
Specimen of Manual Loading Instruction / Report with reference numbers

4. Load Control


4.6.2. EDP Loading Instruction / Report
4.6.2.1. Completion of EDP Loading Instruction / Report
Ref.
No.
Printed Heading Description
Part 1 Heading
1 From 3-letter IATA code of airport of departure
2 To 3-letter IATA code of airport of forst intended landing
3 Flight Flight no. with optional local scheduled departure date
5 Version Version/configuration code of aircraft
6 Gate Departure gate (maximum 5 alpha-numerics)
7 Tarmac/Stand Aircraft position on tarmac (maximum 5 alpha-numerics)
8 Date Local date of issue of this edition
9 Time Local time of issue of this edition
10 EDNO Edition no. (maximum 2 numerics)
Part 2 General Information
11 Planned joining load Summary of the estimated joining load by destination and class/load
12 Joining specifications Joining special loads followed by see summary or nil
13 Transit specifications Transit special loads followed by see summary or nil
14 Reloads Information relating to repositioning of transit load
Part 3 Loading Instructions
15 CPT
Compartment followed by identifier and optional description of
compartment location (e.g. CPT 2)
15.1 MAX
Maximum structural weight followed by compartment combination
limitations
15.2 Position/Bay/net section followed by ULD identification code, if available
16 Off-load/Transit/onload self-explanatory
16.1 Off-load Load/ULDs to be off-loaded from a specific location
16.2 Transit Transit load per compartment/location
16.3 On-load
Joining load by destination, category and weight. For baggage, number of
pieces may be used in lieu of weight if required, provided that PCS follows
the number
17 SPECS Special loads, if any, followed by see summary
Part 4 Loading Report
18 Report
Actual total weight per position/bay/section and compartment including
any deviation. Volume remaining may be added, if required.
Part 5 Supplementary Information
19 SI Supplementary information in free format
Part 6 Signatures
20 Prepared by Identification of the agent
21 Signature
Loading certificate according to company policy signed by the person
responsible for loading
Part 7 Summary of Special Loads
22
Repeat elements 110
inclusive

23 LOCN Loading position
24 Join/tran. Identification for joining or transit special load (JOIN/TRAN)
25 Dest. 3-letter IATA code of airport of unloading
26 Cat. Load category
27 IMP IMP codes (e.g. RRY or RRY/ICE)
28 PCS Number of pieces
29 WGT Weight
30 TI Transport Index associated with radioactive items
31 AWB Air waybill no.
19 SI refer to Part 5, element 19
Part 8 Calculation Table
32
repeat elements 110
inclusive

33 CPT/BAY/SECTION Description of compartment/bay/section
34 TRANSIT Total weight of transit-load per compartment/bay/section
35 RELOAD
Total weight of reload per compartment/bay/section to
compartment/bay/section
36 SUB TOTAL Sub total for all compartments/bay/sections
37 ON LOAD Total weight of on-load per compartment/bay/section
38 TOTAL Sum of elements 3437
39 MAXIMUM WEIGHT Maximum weight allowed in compartment/bay/section
40 CHECK COMBINED LIMITS Maximum weight allowed in compartment/bay/section

4. Load Control


NOTE: Show the off-load only if no separate off-loading instruction/report is prepared.
For each container and pallet location there must be an entry in the corresponding
location in the loading instruction. Positions to be left empty must be indicated by the
letter N, NOFITS are to shown to the next destination. The weight of the special loads
is included in these elements. Where load for more than one destination is located on a
single loading position, each destination must be shown on a separate line.

4.6.2.2. Specimen of EDP Loading Instruction / Report
Specimen of EDP Loading Instruction / Report with reference numbers

4. Load Control


4. Load Control


4.7. Loadsheet
4.7.1. Manual Loadsheet
4.7.1.1. Completion of Manual Loadsheet
The loadsheet shall be prepared according to the following instruction:
the reference number refer to those as stated in the specimen Loadsheets;
the description is divided into eight parts.
Ref. No. 1-7 should be completed only when the LDM is sent manually.

Ref
No.
Printed Heading Description Example/ Remarks
Part 1 Addresses and heading
1 Priority Telex priority indicator e.g. QU or QX
2 Address(es) Telex address(es) for LDM as required e.g. VNOOCXH
3 Originator Telex address of originator BRUPPXH
4 Recharge Telex recharge facility e.g. LT/
5 Date/time Date and time group when manual LDM is sent e.g. 120111 (UTC)
6 Operators initials Self-explanatory
7 LDM Standard message indicator for a loadmessage Format: LDM
8a Flight Flight numberwith operational suffix if applicable
Two- or three-
character airline code
followed by up to eight
characters. Maximum
11 characters for flight
identifier. A two-
character date may be
included in the 11
characters preceded by
an oblique (/). E.g.
LT414/06 or LT441
8b Identifier
2 characters preceded
by an oblique for
scheduled UTC date of
departure out of the
initial point of
departure for that
flight number, e.g.
LT402/06.
Format: 210
characters. No hyphen
to be shown and/or
transmitted.
9 A/C rec. Aircraft registration
Format: 2-10
to be shown
e.g. LYXXX
10 Version Version number/configuration
Format: 1-12
characters e.g. 18/90
11 Crew
Number of crew excluding crew traveling as passengers
Cockpit crew followed by cabin crew
3-7 characters
e.g. 2/4 or 3/5
12
Date
Time
Local date of completion at departure station
Four-digit local time of completion at departure station
e.g. 05JUN02
e.g. 0920
Part 2 Operating Weight calculation
13 Basic Weight
The Basic Empty Weight or Fleet Empty Weight and
includes all fixed equipment, system fluids, unusable fuel
and configuration equipment including galley structure
No entries to be made
if DOW figures
published.
14 Crew Weight of crew members shown under Ref. No. 11
15 Pantry
Weight of pantry and additional unmanifested catering
material transported in the galley
No entries to be made
if DOW figures
published
16 Spare line for adjustments to the basic weight.
17
Dry Operating
Weight
The Basic Weight plus Operational Items, e.g. crew,
crew baggage, flight equipment and pantry.
Sum of items 13, 14,
15 and 16
18 Take-off Fuel The calculated amount of fuel on board at take-off
Take-off fuel = Block
fuel minus Taxi fuel
19 Operating Weight Sum of Ref. Nos. 17 and 18
Part 3 Allowed Traffic Load Calculation
20
Maximum weight for
Zero Fuel
Maximum structural or restricted Zero Fuel Weight

4. Load Control


21
Maximum weight for
Take-off
Maximum structural or restricted Take-off Weight
22
Maximum weight for
Landing
Maximum structural or restricted Landing Weight
23 Trip Fuel
Amount of fuel planned to be consumed from take-off to the
station of the first intended landing

24
Allowed Weight for
Take-off
Self-explanatory, use lowest of items 24a, b or c
25 Allowed Traffic Load Difference between 19 and the lowest of 24a, b or c
Part 4 Load Information per Destination and Totals
26 Dest. Three letter IATA airport code of destination airport
e.g. FRA
Ref. Nos. 2644
referring to an
individual destination
27 No. of Passengers Total number of transit passenger(s), including PAD(s)
28 No. of Passengers Total number of joining passenger(s), including PAD(s)
29 No. of Passengers
Total number of passenger(s) on board. Sum of Ref. No. 27
and 28 and LMC
Option 1: Adult/Children/Infant
(Boxes b, c and d must be used)
Option 2: Male/Female/Children/Infant
(boxes a, b, c and d must be used)
Note: If there is a deadload to this destination but no
passengers, zeros must be filled in.
If there is no traffic load to this destination, enter NIL

e.g. 123/22/3

e.g. 76/94/22/3
e.g. 0/0/0
e.g. 0/0/0/0

e.g. NIL
30 Cab Bag
Additional cabin baggage weight not included in standard
passenger weight. Split-up in: Transit, Joining and Total,
including LMC

31 Total Tr.
Weight of transit deadload (to be obtained from incoming
LDM or loadsheet)

32 Total B Weight of joining baggage excluding Ref. No. 30
33 Total C Weight of joining cargo
34 Total M Weight of joining mail
35 Total T Total weight of deadload. Sum of Ref. Nos. 31-34 and LMC
36 Distribution
Weight distribution of the different load categories per
compartment and/or position(s) of unitised load.
Entries to be made
only for compartments
holding load
37 REMARKS
Total weight of deadload (transit deadload plus joining
baggage, cargo, mail and LMC) per compartment
and/or position(s) of unitised load. Entries to be made only
for compartment(s) holding load
Entries to be made
only for
compartment(s)
holding load
38 PAX
Seat(s) occupied by transit passenger(s) per class including
PAD(s) (items 27a,b and c)

39
Seat(s) occupied by joining passenger(s) per class including
PAD(s) (items 28a,b and c)

40 .PAX/
Total seat(s) occupied by outgoing passenger(s) per class,
including PAD(s) and LMC. Sum of Ref. Nos. 38 and 39
e.g. .PAX/2/111
.PAX/19/93
41 PAD Seat(s) occupied by transit PAD(s) per class
42 Seat(s) occupied by joining PAD(s) per class
43 .PAD/
Total seats occupied by outgoing PAD(s) by class, including
LMC. Figure group of each class to be separated by an
oblique. All PAD(s) are included in the class distribution
e.g. .PAD/3/2
.PAD/5/16
44 Additional remarks
e.g. .RRY/1/6
.HUM/4/258
45 Total number of passenger(s) split by gender
46 Total weight of cabin baggage
47 To weight of deadload. Sum of Ref. Nos. 31, 32, 33 and 34
48
Total weight of deadload per compartment and/or position
of unitised load

49
Total number of seats occupied by passengers per class.
Sum of Ref. Nos. 38 and 39

50
Total Passenger
Weight
Total passenger weight is calculated according to GOM
4.4.1. based on the figures of items 45a, b, c and d

51 Total Traffic Load
The total weight of passengers, baggage, cargo and mail.
Operational items not included in DOW, e.g. pallets, nets,
must be added to the cargo weight figures

52 Underload Underload before LMC, Ref. Nos. 25 minus 51
Part 5 Actual Gross Weight Calculation
53 Zero Fuel Weight Actual zero fuel weight. Sum of items 17 and 51
54 Take-off Weight Actual take-off weight. Sum of items 18 and 53

4. Load Control


55 Landing Weight Actual landing weight item 54 minus item 23
Part 6 Last Minute Changes
56 Dest. Destination of LMC
57 Specification Kind of LMC
58 CL/CPT Class/compartment and/or position
59 +/- Identification of on or off-load
Enter + or as
applicable
60 Weight Weight of LMC stated in Ref. No. 57
61 LMC total +/- Identification of LMC, sum total Enter + or applicable
62 (LMC total weight) Total weight of all LMC
63 LMC Weight of Total weight of traffic load (LMC), ref no. 62
Part 7 Supplementary Information and Notes
64 SI
Supplementary Information to be
included in LDM
Alt AAL
65 Notes Information not transmitted with LDM
To be used for
information of the flight
crew. E.g. non std fuel
distribution, LMC
included etc.
Part 8 Balance and Seating Conditions
66 Balance
Balance conditions according to carriers
requirements.
Use the following abbreviations:
Dry Operating Index DOI
Deadload Index DLI
Loaded Index at zero
Fuel weight LIZFW
Loaded Index at
Take-off weight LITOW
% MAC-at zero
fuel weight MACZFW
% MAC-at take-off
weight MACTOW
Stabiliser trim STAB TO
Setting at or TOANU
ake-off
TOAND
*According to A/C type

*
*

*

*

*

*
*

*
67 Seating Conditions Seating conditions
Pax distribution per
cabin section A13 B16
(LMC included)
68 Total Passengers
Total number of passengers on board.
Sum of items 45a,b,c,d and LMC
(including infants)

69 Prepared by
Identification of the person responsible
for the accuracy of the data on the
loadsheet

70 Approved by Identification of the pilot in command

4. Load Control


4.7.1.2. Specimen of Manual Loadsheet
Specimen of Manual Loadsheet with reference numbers

4. Load Control


4.7.1.3. Load Message (LDM)
The items in the shaded areas of loadsheet constitute the load message.

4.7.1.4. Usable Form of Manual Loadsheet
Handling companies may use their own manual loadsheet form, provided they
correspond with the IATA Recommendation 516. If such a form is not available the AirLT
loadsheet form must be used.

4. Load Control


4.7.2. EDP Loadsheet
4.7.2.1. Description of EDP Loadsheet

Ref.
No.
Heading Description Example / Remarks
Part 1 Heading
1 From 3-letter IATA airport code of airport of departure.
2 To 3-letter IATA airport code of station of destination.
3a Flight Flight number with operational suffix if applicable
Format: two- or
three-character airline
code followed by up to
eight characters for
the flight number and
one character for the
suffix.
3b Identifier
2 characters preceded
by an oblique for
scheduled UTC date of
departure out of its
initial point of
departure of that flight
number
Format: 210
to be shown and/or
transmitted
e.g. LYXXX
5 Version Aircraft version / configuration
Format: 112
characters
15C/94Y
6 Crew
Number of crew, excluding crew travelling as passengers For
passengers occupying crew seats
Format: 37
characters.
Crew figures must be
separated by an
oblique.
e.g. 2/5 or 3/15
7 Date Local date of departure station of issue of this edition e.g. 05JUN02
8 Time
Four-digit local time of departure station of issue of this
edition
e.g. 0920
9a EDNO Edition number Maximum 2 figures
9b
EDNO Status of the
loadsheet
Preliminary or Final P or F, e.g. 01P or 03F
Part 2 Load and Distribution
10 Weight Total of weight of deadload in compartments
11
Load in
compartments
Total weight of deadload per compartment and/or position of
unitised load

12
Passenger/Cabin
Bag weight
Total passenger weight calculated according to company
procedures based on the figures of items 13, 14, 15, 16 and
18

13 Distribution Total number of males
14 F/Adults Total number of female or adult passengers
15 Chd Total number of children
16 Inf Total number of infants
17 Total No.
Total number of passengers on board. Sum of items 13, 14,
15 and 16

18 Cabin Bag Weight of cabin baggage not included in passenger weight
19 PAX Class Identifier
20 Actual class of service designator(s)
21
Total number of seats, per class, occupied by outgoing
passengers including PAD.

22 SOC Seats occupied by cargo, baggage and/or mail per class
23 BLKD Fitted seats not available for passengers or deadload
Seats blocked for
stretcher case etc.
24 Total Traffic Load
The total weight of passengers, baggage, cargo and mail.
Operational items not included in DOW, e.g. pallets, nets,
must be added to the cargo weight figures

Part 3 Gross weight Calculation
25
Dry Operating
Weight
The Basic Weight plus Operational Items, e.g. crew, crew
baggage, flight equipment and pantry, company specification

26 Zero Fuel Weight Sum of Ref. Nos. 24 and 25. Zero Fuel Weight may be

4. Load Control


preceded by either estimated/actual
27
Zero Fuel Weight
MAX
Maximum structural or restricted Zero Fuel Weight
28 Take-off Fuel The calculated amount of fuel on board at take-off
According to fuelling
order.
29 Take-off Weight
Sum of Ref. Nos. 26 and 28. Take-off Weight may be

30
MAX Take-off
Weight
Maximum structural or restricted. Take-off Weight
31 Trip Fuel
The calculated amount of fuel planned to be consumed from
take-off to destination
According to fuelling
order.
32 Landing Weight
Ref. No. 29 minus Ref. No. 31. Landing Weight may be

33
MAX Landing
Weight
Maximum structural or restricted Landing Weight
34
Indicator L showing which of the maximum weights is
limiting the allowed traffic load

35
Underload before
LMC
Difference between maximum and actual weight indicated by
L

Part 4 Balance and Seating Conditions
36
Balance and
Seating Conditions
Use standard abbreviations for balance according to AHM 565
37 Dest. Destination of LMC
38 Specification Kind of LMC
PAX, PAD, Cargo, Mail,
EIC, etc.
39 CL/CPT Class/Compartment and/or position
40 +/- Identification of on- or offload
Write (+) for onload
and (-) for offload
41 Weight Weight of LMC stated in item 38
42 LMC total +/- Identification of LMC sum total
Indicate a positive LMC
total with (+)
Indicate a negative
LMC total with (-)
43 (LMC total weight) Total weight of all LMC.
44 ADJ
Ref. No. 43 affects Ref. No. 44. Entry to be made according to
company regulations

Part 5 Captains Information/Notes
45

Captain's
Information/Notes
Unformatted entries or remarks the company requires to be
printed in this area

Part 6 Loadmessages Before LMC
46 Loadmessage If Loadmessage is shown it must be in standardized format
46a
Deadload
breakdown
Load details as per company requirements can also be shown
Part 7 Signatures
47 Checked
Identification of person responsible for the accuracy of the
data on the loadsheet

48 Approved Identification of pilot in command

4. Load Control


4.7.2.2. Specimen of EDP Loadsheet
Specimen of EDP loadsheet with reference numbers

Filled in example, printed on teletypewriter

4. Load Control


4.7.2.3. Number of Copies and Distribution
The original and copies are to be distributed as follows:
original for flight crew;
second copy for flight file;
third copy for handling company;
for leisure and charter flights one extra copy for flight crew.

4.8. Last Minute Change (LMC)
The loadsheet 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 loadsheet after
completion. Such adjustments are called last minute changes (LMC). They are usually
done at the aircrafts side and mostly under pressure of time. Because of the risk of
making errors under such circumstances, great care and attention are demanded from
those carrying out the corrections. Therefore, only persons with the required
qualifications and skill are permitted to perform this duty.

4.8.1. Definitions
TRAFFIC LOAD LMC means the difference between:
The actual loading according to the Loading Instruction/Report and the relevant
figures on the loadsheet;
The actual number of passengers according to the gate check and the relevant
figures on the loadsheet.

4.8.2. Entry of LMC
Traffic Load
In general, only changes in the weight of the traffic load (passengers, baggage, cargo
and mail) or in its distribution are to be recorded in the LMC box of the loadsheet.
However, in addition to the load categories mentioned above, changes to items absorbed
in the DOW such as crew, crew baggage, pantry, potable water, ballast, etc. may also be
entered in the LMC box. The total weight change represented by the LMC entries must
be shown in the LMC total box. A weight increase must not exceed the underload before
LMC.

Maximum allowable last minute change per aircraft type:
Embraer 170 +/- XXX kg.
Embraer 175 +/- XXX kg.

Fuel
LMC is not allowed.

4.8.3. Correction of Balance Conditions
Balance conditions should always be corrected if they are affected by last minute
changes.

4. Load Control


4.8.4. Responsibility of the Load Control Agent
After completion of the LMC entries on the loadsheet, the Load Control Agent must check
that:
the maximum gross weights (ZFW, TOW, LAW) applicable for the flight are not
exceeded;
the maximum weight limitation of each compartment or ULD position and, if
applicable, the limitations for combined load, cumulative load and asymmetrical
load are not exceeded;
the calculated center of gravity at TOW and, if applicable, at ZFW and LAW is
within the allowed limits.

4.8.5. Information of Flight Crew
Standard Procedure
Normally the loadsheet presented to the Pilot-in-Command should include all last minute
changes. These should be shown as entries in the LMC box and as corrections to gross
weights, fuel figures and balance conditions.

Alternative Procedure
In the interests of punctual operations, the loadsheet should be handed over to the flight
crew before any last minute adjustments are made. This procedure has the advantage of
allowing late acceptance of passengers or other load without delay to cockpit
preparations.

Before presenting the loadsheet to the Pilot-in-Command, the Load Control Agent should
check the loadsheet for accuracy, and establish whether the fuel figures correspond to
those shown on the Fueling Order. If they do not, the procedure stated in GOM 4.8 is to
be applied.

If last minute changes are conveyed to the flight crew separately, this may be done
either verbally or in writing. The method to be employed must be agreed upon
beforehand with the Pilot-in-Command. However, employing both methods for the same
flight should be avoided as this can easily lead to confusion and time lost on clarification.
In cases where no changes have to be reported, the Load Control Agent must confirm to
the Pilot-in-Command that the data recorded on the loadsheet copy already handed over
remain unchanged.

Last minute changes are to be communicated to the flight crew only after the Load
Control Agent has entered all changes and corrections on the loadsheet copies retained
on the ground, and after he has carried out the checks listed in GOM 4.8.4.

The flight crew may be informed verbally of last minute changes either directly of by
using the internal communication facilities of the aircraft (interphone,
intercommunication system), or by radio communication. In case where last minute
changes are conveyed verbally to the flight crew, the following details should be
recorded in writing:
name of agent;
time of transmission;
confirmation that the flight crew has acknowledged the changes.

This record must be kept in the flight file.

4. Load Control


4.9. Special Load Notification to Captain (NOTOC)
The carriage of dangerous goods, perishable goods requiring special temperature
settings, live animals and other loads requiring special attention must be reported to PIC
by means of the Special load notification to captain (NOTOC).

4.9.1. Distribution
The NOTOC must be completed in duplicate. The original is to be handed over to the
cockpit crew and the copy is to be filed readily accessible at the departure station.

The NOTOC for dangerous cargo and special cargo is prepared by the cargo agent who
enters all details.
The NOTOC for special baggage i.e. live animals and battery driven wheelchairs and
other special loads as baggage is prepared by ramp agent (info from check-in).

4.9.3. Completion of NOTOC
Specimen with box reference numbers

PRINTED HEADING COMPLETION
1 Station of loading self-explanatory
2 Flight Number self-explanatory
3 Date self-explanatory
4 Aircraft registration self-explanatory
5 Prepared by
signature of the person preparing the notification prior to its
release to the weight and balance office or ramp
6 Station of unloading station of unload for this flight (IATA three-letter airport code)
7 Air waybill number self-explanatory
8 Proper shipping name the full name as per Shippers Declaration
9
Class or Division: for Class 1,
compatibility group
as per Shippers Declaration
10 UN or ID Number as per Shippers Declaration
11 Subsidiary risk as per Shippers Declaration
12 Number of packages self-explanatory
13
Net quantity or Transport Index
(TI) per package
net quantity per package in kilograms or litres; enter TI per
package
14 Radioactive category enter I, II or III according to the label on the package
15 Packing Group as per Shippers Declaration
16 Code Cargo-IMP code
17 CAO enter X for cargo aircraft only items
18 Loading position enter the loading position in the POS column
19 Other special load
this part is used for special loads i.e. cargo and baggage for
example battery driven wheelchairs, live animals, LHO etc.
20 Loading supervisors signature signature of responsible agent
21 Captains signature self-explanatory
22 Other information self-explanatory
23 Special note (*) self-explanatory

NOTE: The information is mandatory in all fields of NOTOC, except for the Other Special
Load and Other Information.

4. Load Control


4.9.4. Specimen of NOTOC
Specimen of NOTOC with reference numbers

4. Load Control


4.9.5. State Exemptions
When dangerous goods are being carried under a state exemption, reference must
appear on the NOTOC.

4.9.6. Multi-Sector Flights
The carriers regulations must provide for notification(s) to be retained on multi-sector
flights involving new change(s) as follows:
Each station issuing a NOTOC shall prepare a separate NOTOC form for each
station en Route. On arrival at each station, the loading supervisor shall collect all
copies of the NOTOC forms from the flight deck;
The transit and/or joining NOTOC form(s) shall be presented to the outgoing
Pilot-in- Command by the loading supervisor as soon as he/she reports to the
aircraft, or earlier. The loading supervisor shall sign the joining NOTOC form and
obtain the pilot-in-commands signature. Changes or repositioning of transit
dangerous goods shipment or other special loads must be properly amended on
the transit NOTOC form(s).

NOTE: Captains must be notified of any load of potentially hazardous nature. They
should also be advised of live animals especially as the hold ventilation and heating
system is, for some aircraft types, regulated from the flight deck.

4.9.7. NOTOC remark on Loadsheet
The commander must be informed by separate remark on the loadsheet (Notes field on
manual loadsheet and SI-part on EDP loadsheet whether a NOTOC is required or not.).

4. Load Control


5. Messages


5. MESSAGES

5.1. Aircraft Movement Messages (MVT)
Traffic punctuality and movements of aircraft can be surveyed in messages concerning
aircraft movements. By using standard message formats as shown in the examples,
stations can send all departure, arrival and irregularity messages. These messages shall
be sent by the representative of the handling company after each departure, arrival and
irregularity, using the IATA standard format. IATA format is mandatory due EDP
handling/storage of messages.

All times and dates in messages shall be expressed in UTC.
Messages must be transmitted immediately, within 15 minutes, after each departure,
arrival or irregularity. Messages must be transmitted by the handling company to all
related parties at departure and arrival stations.

5.1.1. Time Definition
Aircraft movement times are defined according to the following time definitions:
- Estimated time of departure (ED) date, time;
- Actual time of departure (AD) date, off-block time and actual time of take-off;
- Estimated time of arrival (EA) - date, time. EA time is obtained by adding the
estimated flight time informed by Captain to the AD (take-off) time;
- Actual time of arrival (AA) date, actual landing time and on-block time.

5.1.2. Abbreviations

AA Actual time of Arrival
AD Actual time of Departure
ALT Alternate
DL Delay reason
EA Estimated time of Arrival
EB Estimated on-block time
ED Estimated time of departure
EO Estimated time of Take-off
FR Forced Return
MVT Movement Message
NI Time of next information
PX Passengers
RF Ramp fuel
RR Return to Ramp
RW Ramp Weight
SI Supplementary Information
TOF Take-off Fuel
TOW Take-off Weight

5. Messages


5.1.3. Departure Message
Dispatch
The message is to be dispatched immediately after take-off of the flight concerned
within 15 minutes.

Distribution
The departure message is to be sent to:
- to the next station ahead;
- to AirLT Operation;
- recipients of diversion message in cases where diversion warning or a diversion
message was sent;
- other concerned parties at departure and arrival station airport authorities, etc.

Corrections
The instructions given below must be obtained, if corrections to an already dispatched
departure message become necessary:
- a complete correct departure message must be dispatched again;
- the message identifier COR on the separate line is to be used in additional to the
normal identifier MVT;
- a correct departure message must be dispatched before arrival of the flight at the
station of next intending landing.

Message description
Part 1 Address and communication reference
Part 2 Standard Message identifier and Flight record
Part 3 - Flight information
Part 4 Supplementary information


Element
Number
Element definition/description Examples
1. Priority identifier QX
2. Destination addresses VNOOCXH
3.
Originator, recharge, date/time group and
operators initials composed of elements No. 3.1
to No. 3.4. (Must be on one line)
.BRUKOSK LT/060820 LT
3.1. Teletype address of originator .BRUKOSK
3.2.
Recharge, if required.
Element No. 3.1. and element No.. 3.2. must be
separated by space.
LT
3.3.
Date and time group
separated by slash.
/060825
3.4.
Operators initials, if required.
separated by space.
LT

5. Messages



Element
Number
4. Standard identifier for movement messages MVT
5.
Flight number and scheduled UTC date of
departure out of its originating station.
Date must be separated by slash.
LT411/06
6.
Aircraft registration.
Element No. 5 and element No. 6 must be
separated by full stop.
The hyphen between country code and aircraft
code is to be omitted.
.LYXXX
7.
Airport of movement.
separated by full stop.
The 3-letter IATA airport or city codes must be
used.
.BRU


Element
Number
8. Actual departure time AD0815/0824
8.1. Actual departure indicator AD
8.2. Off-block time 0815
8.3.
Take off time. The element must be separated by
slash
0824
9. Estimated time of arrival EA0944
9.1.
Estimated arrival identifier. The element must be
separated by a space.
EA
9.2. Estimated time of arrival 0944
10.
Airport of next intended landing.
The 3-letter IATA airport or city code must be
used.
Element No. 9 and element No.10 must be
separated by a space.
Elements No. 8 thru No.10 must be on one line
VNO
11.
Delay code and duration of delay.
Shall be used whenever ATD is 4 minutes or more
beyond the STD.
DL93/81/0010/0005
11.1. Delay identifier. DL
11.2.
Delay code. Reference: Standard IATA Delay codes
(GOM 5.2).
Maximum 2 codes can be indicated.
If 2 delay codes will be indicated, they must be
separated by slash.
If there are more than 2 delay reasons, attribute
the total delay time to the 2 main reasons.
93/81
11.3.
Delay duration in a 4-digit group representing
hours and minutes. Time groups must be separated
by slash.
0010/0005
12.
Total number of seats occupied by passengers.
Element must be on separate line.
PX24
12.1. Passenger indicator PX
12.2.
Number of seats occupied by passengers including
PADs.
NOTE: The number of seats occupied by
passengers shall be copied from loadsheet.
24

5. Messages



Element
Number
13.
Supplementary information
Supplementary indicator SI is followed by space.
It must begin a new line.
SI ALTN PLQ

Examples:
QX VNOOCXH
MVT
LT413/06.LYXXX.ARN
AD0815/0824 EA0944 VNO
PX24
SI ATLN PLQ

QN VNOOCXH
.KBPXTXH LT/261305
MVT
LT339/26.LYXXX.KBP
AD1250/1259 EA1414 VNO
DL11/0020
PX33

QX AMSKTKL AMSTOTE
.VNOOCXH LT/060558
MVT
LT460/06.LYXXX.VNO
AD0540/0555 EA0807 AMS
DL11/0015
PX084

5. Messages


5.1.4. Arrival Message
Dispatch
The message is to be dispatched immediately after arrival of the flight concerned
within 5 minutes.

Distribution
The arrival message is to be sent to:
- originating station of the flight or flight leg;
- the station of next intended landing (if applicable);
- the station of the originally intended landing in case of a diversion;
- recipients of diversion message in cases where diversion warning or a diversion
message was sent;
Corrections
The instructions given below must be obtained, if corrections to an already dispatched
arrival message become necessary:
- a complete correct arrival message must be dispatched again;
- the message identifier COR on the separate line is to be used in additional to the
normal identifier MVT;
- a corrected arrival message must be dispatched before departure of the outbound
flight.

Message description

Same element definitions and formats as for the standardized departure message (GOM
5.1.3.).

5.1.3.).


Element
Number
8.
Actual arrival time.
Must be on separate line
AA0627/0631
8.1. Actual arrival indicator AA
8.2. Touch down time 0627
8.3.
On-block time
Element No. 8.3. and Element No. 8.2. must be
separated by slash
0631


Element
Number
13.
Supplementary indicator SI is followed by space. It
must begin a new line.

5. Messages


Examples:
QX VNOOCXH
.TLLKLOV LT/060633 LT
MVT
LT122/06.LYXXX.TLL
AA0627/0631

QX AMSKTKL AMSTOTE
.VNOOCXH LT/051532
MVT
LT465/05.LYXXX.VNO
AA1528/1531

5.1.5. Delay Message
Dispatch
Delay message must be dispatched whenever the departure of a flight will be delayed 4
minutes or more relative to schedule or otherwise stated departure time. The message
shall be sent as soon as the delay can be foreseen, but not later than the originally
estimated departure time. If a flight is delayed beyond the estimated departure time
specified in a previously dispatched message, a new delay message shall be sent as soon
as the further delay becomes apparent, but not later than the departure time specified in
previous delay message.

A normal departure message shall be sent to all addresses that received the delay
messages(s) after departure of the flight concerned.

Distribution
The departure message is to be sent to:

Message description

5.1.3.).

5.1.3.).

5. Messages



Element
Number
8. Estimated time of departure or next information
8.1.
Estimated time of departure.
Estimated departure time indicator ED is followed by the
estimated departure time.
ED282315
8.2.
Next information.
1. If the revised time of departure (element 8.1) cannot
estimated approximately at the time of the origination
of the delay message, the indicator NI for Next
information shall be used instead of the indicator ED.
2. The indicator NI is followed by the date/time group at
which further information will be issued.
NI1282230
9.
Irregularity code(s)
1.The delay indicator DL is followed by not more than 2
irregularity codes (GOM 5.2)
2. Irregularity codes must be separated by slash.
3.Element 9 must be on a separate line
DL46
DL41/46


Element
Number
10.
Additional information pertaining to the flight may be shown
at the end of delay message. A new line must be used
beginning with the indicator SI and followed by a space.
SI RIGHT ENGINE
DEFECT

Examples:

QX VNOOCXH
.CPHKOSK LT/282047 LT
MVT
LT411/28.LYXXX.CPH
ED282315

QX VNOOCXH
.CPHKOSK LT/282047 LT
MVT
LT411/28.LYXXX.CPH
NI282230
SI RIGHT ENGINE DEFEC

5. Messages


5.1.6. Aircraft Diversion Message
Dispatch
The diversion message (DIV) shall be used to inform stations and services concerned of
an inflight diversion. It shall be dispatched by the station or service first receiving
notification of the diversion.

Relaying handling messages
The station of originally intended landing shall relay the loadmessage and other handling
messages to the airport of diversion without delay.

Dispatch of departure message
A normal departure message shall be sent to all addresses that received the diversion
message after departure of the flight concerned.

Distribution
The diversion message is to be sent to all stations of the schedule and VNOOCXH.
The diversion message is to be addressed to the station management and/or dispatch
office and to the company/companies acting as handling agent(s) for AirLT.

Message description
Part 3 Diversion information

5.1.3.).


Element
Number
4.
Standard identifier for diversion message:
The identifier DIV must be on a separate line.
DIV
5.
Flight number and scheduled UTC date of departure out of
its originating station
LT471/20
6.
Aircraft registration
1. Flight number (element No.5) and aircraft registration
(element No.6)must be separated by a full stop.
2. 2.The hyphen between country code and aircraft code is
to be omitted.
.LYXXX
7.
Airport of originally intended landing
1. Aircraft registration(element No. 6) and airport of
movement (element No. 7) must be separated by full
stop.
2. The 3-letter IATA airport or city codes must be used.
3. Elements No. 5 thru 7 must be on one line.
VNO

5. Messages


Part 3 Diversion information

Element
Number
8.
Estimated time of arrival at diversion airport
The indicator EA is followed by the estimated time of arrival
over the diversion airport.
EA1355
9.
Diversion airport
1. The 3-letter IATA airport or city codes must be used.)
and
2. Estimated arrival time (element No.8) and code for
diversion airport (element No.9) are to be separated by
a space.
3. Elements No.8 and No.9 must be on one line.
PLQ
10.
Reason for diversion
The indicator DL is followed by the irregularity code.
NOTE: For irregularity codes refer to GOM 5.2.
DL72
11.
Total number of seats occupied by passengers.
1. The passenger indicator PX is followed by the number of
seats occupied by passengers including PADs.
2. The total number of seats occupied by passengers shall
be copied from the loadmessage or departure message.
3. Reason for diversion (element No.10) and total number
of seats occupied by passengers (element No.11) are to
be separated by a space.
4. Elements No.10 and 11 must be on one line.
PX062


Element
Number
12.
1. Additional information pertaining to the flight may be
shown at the end of diversion message. A new line must
be used beginning with the indicator SI and followed
by a space.
2. The reason for diversion in plain language or other
information.

Examples:

QX PLQAPTT QX TLLKLOV
.VNOOCXH LT/201310 .VNOOCXH LT/100532
DIV DIV
LT471/20.LYXXX.VNO LT122/10.LYXXX.TLL
EA1355 PLQ EA0545 VNO
PX062 PX10
SI FOG SI TECH TROUBLE

5. Messages


5.2. Delay Codes
The standard IATA codes shall be used to express the reason for delay, diversion or
other handling irregularities in aircraft movement messages. It is essential that these
codes are applied impartially and not be considered as reasons for blame. A description
of a code may cover several possible statements. Where there is still some doubt of
interpretation, the SI-part of the movement message may be used for amplification.
If there are more than 2 delay reasons attribute the total delay time to 2 main reasons.

5.3. Load Message
Dispatch
A load message (LDM) must be dispatched for all single-sector and multi-sector flights.

Distribution
The load message is to be sent to:
- In case of an inflight diversion to an alternate airport, the station of the original
destination shall re-forward the LDM and other handing messages to the diversion
airport without delay.

Last Minute Changes (LMC)
The LDM must show the final passenger and load figures. Care shall therefore be taken
to include any last-minute change in the figures affected before the LDM is dispatched.

Message description
Part 3 Load information and remarks per destination


Element
Number
1. Priority identifier QX
2. Destination addresses VNOOCXH
3.
Originator, recharge, date/time group and
operators initials composed of elements No. 3.1
to No. 3.4. (Must be on one line)
3.1. Teletype address of originator .BRUKOSK
3.2.
Recharge, if required.
separated by space.
LT
3.3.
Date and time group
separated by slash.
/060825
3.4.
Operators initials, if required.
separated by space.
LT

5. Messages



Element
Number
4. Standard identifier for movement messages LDM
5.
Flight number and scheduled UTC date of
departure out of its originating station. Date
must be separated by slash.
LT411/06
6.
Aircraft registration.
separated by full stop. The hyphen between
country code and aircraft code is to be omitted.
.LYXXX
7.
Aircraft version/cabin configuration.
Aircraft registration element No. 6 and aircraft
version number element No. 7 must be
separated by a full stop.
.C4M76
8.
Number of crew including working crew
members occupying passenger seats
1. First figure indicates number of flight crew,
subsequent figure(s) number of
cabin crew.
2. Crew figures must be separated by an
oblique.
3. Aircraft version number element No. 7 and
number of crew element No. 8 must be
separated by a full stop.
.3/15
.2/0
.3/4

Part 3 Load information and remarks per destination

Element
Number
9.
Destination
Airport of disembarkation of passengers and/or
unloading of deadload.
1. The 3-letter IATA airport or city codes must
be used.
2. The code is to be preceded by a hyphen.
-VNO
10.
Number of passengers
1. The figures for adults, children and infants
must be separated each by an oblique.
2. Destination element No. 9 and number of
passengers element No. 10 must be separated
by full stop.
.53/5/2

.6/2/1
.0/0/0 *
* Zeros must be shown if there is
only deadload for a destination.
11.
Nil must be shown if there is no traffic load for
a destination. The element must begin with a
full stop.
.NIL
11.1
The weight of cabin baggage, preceded by a full
stop.
.25
12.
Total weight of deadload
The element must begin with a full stop
followed by the identifier T.
.T1216
.T0 *
* A zero must be shown if there is no
deadload for a destination.
13.
Total weight of the load per compartment
1. This element is to be repeated for each
compartment containing load.
2. Each element must begin with a full stop.
.1/846.2/328
14.
Total number of seats occupied by passengers
per class. The element must begin with a full
stop followed by the identifier PAX.
.PAX/4/78
.PAX/82
15.
Remarks
Any information and/or remarks received on an
incoming LDM, which are of importance for the
next station(s), must be re-transmitted on the
outgoing LDM.
.HEA/1/220
.AVI/5
.BAL/1/200

5. Messages



Element
Number
16.
Any other information pertaining to the whole flight may be
shown at the end of the loadmessage. A new line must be
used beginning with the indicator SI and followed by a
space.
SI
BALLAST FUEL ETC.

Examples:

QX VNOOCXH
.VNOOCXH LT/100532
LDM
LT004/16.LYXXX.C4M76.2/12/0
-VNO.29/5/3.T1299.1/770.2/529
.PAX/4/76.PAD/0/11
.RMD/12P.AVI/51
SI VNO C200 M100 B999

5.4. Passenger Transfer Message
Dispatch
A Passenger Transfer Message (PTM) shall be dispatched by teletype message
immediately after completion of check-in of passengers and of their baggage. This
procedure applies to both computer generated and manually produced PTMs.

Distribution
A separate PTM shall be dispatched to any subsequent station on the route of the flight
out of which passengers are holding direct continuous confirmed or requested connecting
reservations on other flights departing within 24 hours of the arriving time. A PTM shall
be dispatched to no more than three addressees at any one airport. Any station on the
route receiving a PTM which contains details on passengers connecting to other airlines
flights, shall notify immediately such other airline of the connecting flight numbers,
number of passengers and their class and destination, and of the number of pieces of
through-checked baggage.

Corrections to PTM
The instructions given below must be obeyed if corrections to an already dispatched
- a complete departure message must be dispatched again;
- the message identifier COR is to be used in addition to the normal identifier PTM;
- a corrected departure message must be dispatched before arrival of the flight at
the station of next intended landing.

5. Messages


Message Description

The Standard Message Identifier code "PTM" on a separate line PTM
Flight number/scheduled UTC date of departure out of its originating station LT393/24JAN
Boarding point: three-letter airport code BRU
Transfer point: three-letter airport code AMS
Part number, if more than one
Note: the word NIL is used if there are no connecting passengers
then, per flight, destination, class and status (OK, RQ or SA), on a separate line for each
status
PART1
Connecting flight number/date (date is optional for connecting flights departing on the
same day as the inbound flight's arrival)
KL311/24
Station of passenger's destination on the connecting flight: three-letter airport code FRA
The class, preceded by the number of seat occupying passengers to this destination
(CHD included, INF not included)
2M
Number of pieces of through-checked baggage belonging to the passengers, code B 2B
Name of the passenger (followed by oblique (/), initial) NAME/S
Number of children preceded by a full stop and CHD code .CHD1
Number of infants preceded by a full stop and INF code .INF1
Category of passenger, when RQ, preceded by a full stop .RQ
Category of passenger, when SA, preceded by a full stop .SA
End of part ENDPART10
End of final part ENDPTM

Examples:

BRUKKLT
.AMSKLLT 121234
PTM
LT393/12JAN AMSBRU
NIL
ENDPTM

BRUKKLT
.AMSKLLT 121234
PTM
LT003/02MAR AMSBRU PART1
AA021 LAX 1M 1B ROBINSON/M
AC725 YYZ 1M 1B KOUDIAKOVA/E.RQ
LT6801 FRA 1F 2B LEPPA/A
LT6801 FRA 1F 0B SETALA/M
LT6801 FRA 1Y 0B ALALAURILA/J
LT6801 FRA 1Y 2B HALL/R
LT6801 FRA 1Y 0B MARKARIAN/T.CHD1
LT6801 FRA 1Y 3B MARKARIAN/H.INF1
LT6801 FRA 1Y 1B NUMMELA/P
LT6803 DCA 1Y 0B SIERLA/A
LT6803 DCA 1Y 1B WIMAN/R
LT6805 ATL 1Y 3B ASPELUND/M
LT6807 MIA 1Y 2B TUUNANEN/M
DL127 SFO 1Y 1B NORRBACK/K
DL127 SFO 1Y 1B PULKKINEN/K
DL149 LAX 1Y 2B BECKMAN/E
DL149 LAX 1Y 1B COCCARO/M
DL149 LAX 1Y 1B HANSKI/I.SA
DL149 LAX 1Y 3B RASILAINEN/P
DL149 LAX 1Y 0B TUOMINEN/R
ENDPART1

5. Messages


5.5. Passenger Service Message
Dispatch
As soon as possible after completion of check-in of passengers, a Passenger Service
Message (PSM) must be dispatched to inform the disembarking / transit station(s) of any
passengers carried on a flight who require assistance or special handling.

Corrections to PSM
The instructions given below must be obeyed if corrections to an already dispatched
- a complete departure message must be dispatched again;
- the message identifier COR is to be used in addition to the normal identifier PSM;
- a corrected departure message must be dispatched before arrival of the flight at
the station of next intended landing.

Message Description

The Standard Message Identifier code "PSM" on a separate line PSM
Flight number/scheduled UTC date of departure out of its originating
station, boarding point
LT393/24JAN VNO
Part number PART1
If required on multi-sector flights, the airport of disembarkation, followed
by the passengers name and the category (using AIRIMP codes where
applicable) details of each passenger requiring special handling, such as
(but not necessarily limited to) the following
-FRA
Unaccompanied minor
Wheelchair passengers
Stretcher passengers
Blind passengers
Use a separate line for each passenger. The airport of disembarkation may
be repeated on each line.
NOTE 1: In each case, if the passenger is making an onward transfer, add
the connecting carrier and flight.
NOTE 2: Due to length restrictions, a Passenger Service Message may
have to be transmitted in parts.
SMITH ROGER UMNR
BROWN WCHC OWN
JONES MEDA STCR
GREEN/ROBERT BLND
SMITH/ROGER UMNR
LT112/29
End of part ENDPART10
End of final part ENDPSM

Examples:

VNOOCXH VNOKKXH VNOOCXH VNOKKXH
.FRAKKAY 241110 .AMSKKAY 241530
PSM PSM
LT832/24JAN FRA PART1 LT098/02JAN AMS PART1
-FRA BROWN WCHC OWN -AMS BLACK/BOB UMNR LT831/03
-FRA SMITH ROGER UMNR BROWN MEDA STCR
LT367/24 GREEN/ROBERT MR BLND
JONES MEDA STCR GREEN/MARILYN MRS BLND
ROBERTS BLND ENDPSM
ENDPSM =
=

6. Aircraft Guide


6. AIRCRAFT GUIDE

6.1 Aircraft Information
6.1.1. General Aircraft Dimensions

Embraer 170

6. Aircraft Guide


Embraer 175

6. Aircraft Guide


6.1.2. Door Clearances (Embraer 170 and 175)

6. Aircraft Guide


6.1.3. Minimum Turning Radii

Embraer 170

6. Aircraft Guide


Embraer 175

6. Aircraft Guide


6.2 Ground Servicing Connections

Embraer 170

6. Aircraft Guide


Embraer 175

6. Aircraft Guide


6.3 Use of Ground Support Equipment
6.3.1. At Remote Stand (Embraer 170 and 175)

6. Aircraft Guide


6.3.2. At Air Bridge (Embraer 170 and 175)

6. Aircraft Guide


6.4 Hazard Areas (Embraer 170 and 175)
At Take-off Power

6. Aircraft Guide


At Ground Idle

6. Aircraft Guide


6.5 Aircraft Cargo Compartments
The cargo doors are manually operated from the outside. The initial opening movement
(displacement of the door inward) and final closing and latching movement
(displacement of the door outward) are achieved by means of a door locking mechanism
controlled by an external handle.
Two actuators are installed in each cargo door to give assistance in door opening and
closing movements. So, the door operator must support the door weight by using the
rod during all opening and closing movements.

6.5.1. Cargo Door Sizes (Embraer 170 and 175)

Compartment
Door Size (m)
Width Height
FWD 1.10 0.90
AFT 0.99
Minor 0.78
Major 0.87

6.5.2. Cargo Door Operation

Cargo Door Opening

Cargo DoorClosing

6. Aircraft Guide


6.5.3. Cargo Door Dimensions and Limits
6.5.3.1. Embraer 170

Forward Compartment

Forward Compartment Cross Sections

Forward Compartment Limits

Cargo Compartment Available Volume (usable) 7.21 m
3
Maximum Floor Distributed Load 488 kg/m
2
Maximum Floor Concentrated Load
[1]
0.59 kg/cm
2
Total Maximum Capacity 1370 kg

[1] Any number of contact points can be used as long as, in total, they do not
exceed the maximum cargo compartment weights and maximum weights
adjacent to vertical nets described in block 8-70.

6. Aircraft Guide


Aft Compartment

6. Aircraft Guide


Aft Compartment Cross Sections

Aft Compartment Limits

3
2
[1]
0.70 kg/cm
2


6. Aircraft Guide


6.5.3.2. Embraer 175

Forward Compartment

Forward Compartment Cross Sections

Forward Compartment Limits

3
2
[1]
0.59 kg/cm
2


6. Aircraft Guide


Aft Compartment

6. Aircraft Guide


Aft Compartment Cross Sections

Aft Compartment Limits

3
2
[1]
0.70 kg/cm
2


6. Aircraft Guide


6.5.4. Baggage and Cargo Tie Down Procedure (Embraer 170 and 175)
The vertical cargo net attachment points may be used to tie down volumes. When using
attachment points to tie down volumes, all the following conditions must be met:
Volumes must be tied down in a manner to prevent shifting;
Vertical cargo net located at that position must be removed;
Loose volumes are not allowed in the same section where tie down fitting cups
are being used to restrain cargo.

NOTE: Cargo door nets and crew baggage net attachment points as well as attachment
points located on the cargo compartment ceiling shall not be used to tie down volumes.

Considering the following positions of the nets:

The following schemes of attachment should be used to attach volumes. Each scheme
has its related table which specifies the limits for volume dimensions and weight that can
be alocated in each pair of nets.
For example:
Embraer 170 in the case of a volume of 40 cm of width, 60 cm of length, 50 cm
of height and 60 kg of weight, its allocation could be in the forward compartment
through scheme 2;
Embraer 175 in the case of a volume of 30 cm of width, 60 cm of length, 40 cm
of height and 55 kg of weight, its allocation could be in the forward compartment
through scheme 2.

6. Aircraft Guide


Scheme 1 Scheme 2

Embraer 170 Embraer 170


Scheme 3 Scheme 4



6. Aircraft Guide


Scheme 5


Coffins Attachment
Standard coffins with dimensions as shown in the table below can be attached using the
attachment points of the following net pairs:

Embraer 170: Net pairs 1-2 or 3-4
Embraer 175: Net pairs 3-4

The maximum allowable coffin weight that can be attached is 148 kg.

Coffin 1 Dimensions (Embraer 170 and 175) Coffin 2 Dimensions (Embraer 170 and 175)

6. Aircraft Guide


6.5.5. Allowable Package Sizes (Embraer 170 and 175)
The tables below show the maximum package dimensions which pass through the cargo
compartments doors without interference with airplane fuselage or cargo compartments
interior.
Enter the package width and height and read the maximum package length that can be
stowed in the cargo compartment.

Forward cargo compartment

Aft cargo compartment

6. Aircraft Guide


6.5.6. Cargo Nets
Cargo door nets prevent cargo doors from being damaged or jammed.
Attachments in the forward and aft cargo compartments allow the installation of optional
vertical cargo nets. The vertical cargo nets prevent the luggage shifting and optimize the
loading.
One cargo crew-luggage net is installed in the forward cargo compartment to isolate an
area for crewmembers luggage.
The use of vertical cargo nets is not required. In case of total or partial use of vertical
nets in the forward or aft cargo compartments, maximum cargo compartment section
weights must be observed. These weights must be observed even when the vertical
cargo nets are not installed.
Decals on the net assembly indicate orientation (FWD, AFT, UP, or RIGHT/LEFT).
Positioning of Cargo Compartment Divisions and Vertical Cargo Nets Attachments - m
(ft) in transversal way, are shown in the table below.

6.5.6.1. Cargo Nets of Embraer 170

Forward compartment Aft compartment

6. Aircraft Guide


6.5.6.2. Cargo Nets of Embraer 175

Forward compartment Aft compartment

6. Aircraft Guide


6.5.7. Vertical Nets and Section Loading Distribution
Each vertical net attachment position divides the cargo compartment in different cargo
compartment sections as depicted below:

6.5.7.1. Embraer 170

Forward compartment

Aft compartment

Maximum Cargo Compartment Weights
The table below details the maximum cargo compartment weights allowable for each
section:

6. Aircraft Guide


Maximum Weights Adjacent to Vertical Nets
Each vertical cargo net withstands a maximum adjacent weight according to the
following table:

NOTE:
Maximum allowable FWD weight is the maximum cargo weight withstood by the vertical
net considering a forward acceleration of the cargo located behind the net;
Maximum allowable AFT weight is the maximum cargo weight withstood by the vertical net
considering an aft acceleration of the cargo located in front of the net;
Should the operator use the vertical nets in different positions or quantities than the ones
described above, the limiting cargo weight should be the smaller value between the
MAXIMUM WEIGHTS ADJACENT TO VERTICAL NETS and MAXIMUM CARGO COMPARTMENT
WEIGHTS tables.
6.5.7.2. Embraer175
Forward compartment
Aft compartment

6. Aircraft Guide


Maximum Cargo Compartment Weights
The table below details the maximum cargo compartment weights allowable for each
section:

Maximum Weights Adjacent to Vertical Nets
Each vertical cargo net withstands a maximum adjacent weight according to the
following table:

NOTE:
Maximum allowable FWD weight is the maximum cargo weight withstood by the
vertical net considering a forward acceleration of the cargo located behind the
net;
Maximum allowable AFT weight is the maximum cargo weight withstood by the
vertical net considering an aft acceleration of the cargo located in front of the
net;
Should the operator use the vertical nets in different positions or quantities than
the ones described above, the limiting cargo weight should be the smaller value
between the MAXIMUM WEIGHTS ADJACENT TO VERTICAL NETS and MAXIMUM
CARGO COMPARTMENT WEIGHTS tables.

6. Aircraft Guide


6.5.8. Transportation of Live Animals
Live animals shall be transported in the forward cargo compartment.
The main reference that regulates and state methods and procedures to handling,
appropriate packaging, legal aspects for animal transportation, etc. is the IATA Live
Animal Regulations. More info in GOM 7.13.12.6, 8.7..

6.5.9. Transportation of Magnetized Material
Magnetized materials shall not be transported in the forward cargo compartment. In the
after cargo compartment a maximum load of 118 kg (260 lb) is acceptable.
If the standby compass is inoperative, the restrictions above are not applicable and
magnetized materials may be transported in any cargo compartment in accordance with
standard loading limitations.
There is no need for special packaging of magnetized materials and no additional
maintenance procedures are required after the flight, such as specific inspections or
demagnetization tasks.

6.5.10. Transportation of Dry Ice
Dry Ice shall be transported in the forward cargo compartment. For the limits and
acceptance please contact AirLT Ground Operations Department
groundops@airlituanica.com.

7. Ramp Handling


7. RAMP HANDLING

7.1. Aircraft Parking
7.1.1. General
When an aircraft is not in service, it must be parked to a designated parking stand and
the following equipment must be positioned when parking in areas outside hangars:
landing gear locks;
engine blanking covers;
pitot covers.

Bear in mind to remove all covers and locks in preparation of the aircraft for departure!

Critical part means that part of a security restricted area where all persons other than
passengers, together with items carried, are screened upon entering in order to prevent
prohibited articles from being introduced into these parts.

AirLT will, upon request, be notified by the airport operator whether or not its aircraft is
in a critical part. When this is not clear, it is assumed that the aircraft is in a part other
than a critical part.

When an area is no longer considered to be a critical part because of a change of
security status then the airport will inform AirLT if its aircraft are affected.

It is the responsibility of the crew to ensure that the aircraft is searched and protected
as described in Commission Regulation (EU) No 185/2010 and Commission Decision
C(2010) 774.

7.1.2. Protection of an Aircraft that is in a part other than a critical part
1. An aircraft that is in a part other than a critical part will be protected against
unauthorised access by:
a) ensuring that persons seeking to gain unauthorised access are challenged
promptly; or
b) having its external doors closed; or
c) having electronic means which will immediately detect unauthorised access.

2. Point 1 will not apply to an aircraft parked in a hangar that is locked or otherwise
protected from unauthorised access.

3. Where external doors are closed and the aircraft is in a part other than a critical part,
each external door will also:
a) have access aids removed; or
b) be sealed; or
c) be locked; or
d) be monitored.

Point (a) will not apply for a door that is accessible from the ground.

4. Where access aids are removed for doors that are not accessible from the ground,
they will be placed sufficiently far from the aircraft as to reasonably prevent access.

5. Where external doors are sealed or locked, only flight crew and engineers will be able
to break the seals or unlock these doors.

7. Ramp Handling


6. Where external doors are monitored, the monitoring will ensure that unauthorised
access to the aircraft is immediately detected.

7.1.3. Protection of an Aircraft that is in a critical part
1. An aircraft that is in a critical part will be protected against unauthorised access by:
a) ensuring that persons seeking to gain unauthorised access are challenged promptly;
or
b) having its external doors closed. Where the aircraft is in a critical part, external doors
that are not accessible from the ground will be considered closed if access aids have
been removed and placed sufficiently far from the aircraft as to reasonably prevent
access; or
c) having electronic means which will immediately detect unauthorised access.

2. Point 1 will not apply to an aircraft parked in a hangar that is locked or otherwise
protected from unauthorised access.

7.1.4. Sealing of Aircraft
Where external doors are sealed:
a) the seals will be tamper-evident, individually numbered and controlled; and
b) seal numbers will be recorded and kept at the station by the handling agent for
24 hours or the duration of the flight, whichever is longer; and
c) prior to accessing the aircraft, the seals and seal numbers will be inspected for
signs of tampering. If tampering is detected or suspected:
- the relevant parts of the aircraft will be subjected to an aircraft security search
before boarding or loading;
- Station Manager or ground handling agent will be informed;
- airport security personnel will be informed.

NOTE: It is the responsibility of the pilot-in-command to ensure that the aircraft is
sealed. Ground staff may NOT open any doors or hatches that have been sealed.

7.2. Prevention of Foreign Object Damage (FOD)
Foreign Object Damage (FOD) is a general term which applies to all loose objects that
are a danger to the safety and integrity of aircraft and these items must not be left
anywhere so as to constitute a hazard. It is essential that all airport personnel
understand the danger to flight safety that such objects represent.

Every individual has a responsibility to ensure that the risk of damage to aircraft from
FOD is minimized. Any item of FOD found by a staff member in the course of their work
should be removed and placed in the bin provided.

The station responsible must make sure that:
the passenger walkways, the ramp, taxiways and runways are regularly
inspected;
passenger steps, loading bridges and passenger walkways between the aircraft
and bus or terminal are clean and free of ice;
the airport authority is informed of any unclean areas;
corrective action is initiated (via AOC, direct contact, etc.);
parking positions are clean;
staff is instructed to immediately remove any debris lying around on the ramp;
no personal belongings of staff can be left near the aircraft.

7. Ramp Handling


7.3. Preparation of Stand for Arrival
Prior to an aircraft arriving on stand, the person in charge of the ramp handling
operation must ensure that the parking stand and the handling team are properly
prepared for the turnaround. This must include:
the stand and equipment are free of obstructions, FOD, and all equipment is in
good working order and positioned correctly, clear of the aircrafts path;
ensure that the positioning of all equipment is carried out correctly;
appointment of appropriately qualified staff to service the aircraft;
to ensure that at night of when necessary all vehicles waiting in the proximity of
the arriving aircraft are positioned so that the headlights will not dazzle the flight
deck crew. The vehicle lights must be in the dipped position;
ensuring that aircraft docking system is switched on and serviceable before
aircraft arrival or that a qualified Marshaller is appointed to carry out aircraft
marshaling. Personnel are required to report an unserviceable docking system
immediately to the Airport Authority;
ensuring that no personnel, vehicles or equipment may approach the aircraft until
the aircraft engines have spooled down, the anti-collision lights is off, and the
aircraft has been chocked.
NOTE: Ground Power Unit (GPU) is usually connected and the nose gear chocked
before the captain switches off the anti-collision lights.
a suitably qualified member of the Ground Crew must be at the head of the stand
to monitor the arrival of the inbound aircraft. If the safety of the aircraft or
personnel is threatened, the Ground Crew member will immediately stop the
aircraft using the conventional IATA emergency stop hand signal or by activating
the Stop button of the docking system.

WARNING 1: Use ear protection when the engines operate. The engines make sufficient
noise to cause damage to your ears.
WARNING 2: All persons must stay out of the dangerous areas that are forward/sides
of the air inlet, and the aft of the engines. Approach the aircraft only after the engine
has completely pooled down.

7.4. Aircraft Marshalling
Marshalling is needed on ramp in case of the aircraft docking system failure or when
using stands not equipped with a docking system. No person shall guide an aircraft
unless trained, qualified and approved to carry out the functions as a Marshaller. A
Marshaller will be responsible for providing standard marshaling signals, in a clear and
precise manner, to arriving and departing aircraft.
The Marshaller should wear a distinctive fluorescent identification vest to allow the flight
crew to identify that he is the person responsible for marshalling operation.
Dayglo wands, tabletennis bats or gloves shall be used for all signaling. Illuminated
wands must be used at night or in low visibility.

NOTE: Only conventional hand signals as provided in the IATA AIRPORT HANDLING
MANUAL (AHM 631) must be used in all marshalling operations.

7. Ramp Handling


7.5. Wheel Chocks
7.5.1. Placing of Wheel Chocks
As aircraft wheels are constructed in such a way, that in case of burst tires always burst
in axial direction (i.e. in direction to the wingtips), staff placing the wheel chocks shall
always approach and leave the landing gear either from the front or from the rear to
avoid the danger of becoming severely injured.
The risk of bursting tires increases by heat caused after landings with exceeded
maximum landing weight and/or interrupted take off run.

Chocks must be positioned both in the front and aft of the wheel accordingly:
the nose landing gear during turnarounds;
the nose landing gear and the main landing gear during night stops.

The authorized staff must make sure that the wheel chocks are placed in the following
sequence:
the placing of wheel chocks at the nose landing gear is only permitted after the
aircraft has come to a complete stop;
the placing of wheel chocks at the main landing gear wheels is only permitted
after the engine shut down and as soon as the anti-collision light has been
switched off;
when placing the chock in position leave a gap approximately 510 cm between
chock and tire for ease of removal;
once the chocks are in place, stand in clear view of the flight deck and use the
appropriate recognized hand signal to confirm chocks in.

7.5.2. Removal of Wheel Chocks
The authorized staff must make sure that the wheel chocks are removed in the following
sequence for Push-back:
wheel chocks must be removed prior to engine starting and provided confirmation
has been received from the commander that the parking break has been set;
ensure that all chocks are removed before push back commences; If a chock is
found to be stuck it may be removed by tapping with a spare chock or by easing
the aircraft off of the chock after the aircraft brakes have been released using the
tug and tow bar.

The authorized staff must make sure that the wheel chocks are removed in the following
sequence for parking open tarmac position:
wheel chocks should only be removed prior provided confirmation has been
received form the commander that the parking break has been set;
one chock should remain in front of the nose wheel until the engine start
sequence has been completed and the chocks away signal is received from the
flight deck.

7. Ramp Handling


7.6. Use of Wing Tip Cones
The purpose of coning aircraft is to create a safety buffer around specific areas on
aircraft that are susceptible to ground damage.

Cones shall be positioned at:
each wing tip;
aircraft nose and tail;
in front of both engines.

Wing tip must be positioned immediately at arrival as soon as the aircraft has come to a
complete stop, the anti-collision lights are off and the wheel chocks are in place.
Ground support equipment may approach the aircraft ONLY AFTER the cones are in
place.
Cones shall be removed just prior to the aircraft departure in a designated area so that
the cones cannot become an object of FOD.

7.7. Ground Power Unit
Ground power unit (GPU) is connected to aircraft on its arrival and disconnected on its
departure in order to provide electrical power to the aircraft power system during the
ground stop or parking.
Only staff trained in supplying GPU may perform the task. Handling Agents are required
to have internal procedures in place as how to operate and maintain the type specific
GPU. Many airports provide Fixed Power
Units (FPU), usually at gates located at terminal side. Handling Agents must ensure the
staff is adequately briefed as to how to operate the FPU's.

Connecting GPU to aircraft:
1. Open the aircraft ground power service panel;
2. Connect the power cable;
3. Give a signal to the flight deck to indicate the ground power is connected.

Disconnecting GPU from aircraft:
1. When instructed by the flight deck, switch off ground power supply and remove
the power cable from the aircraft external power receptacle. Do not disconnect
power until authorized by the flight crew. Ensure the power is switched off before
removing the power cable as failure to comply may result in serious injury or
death by electrocution;
2. Close the service panel before stowing the cable away and give a signal to the
flight deck to indicate ground equipment clear.

NOTE: When headset is not available, ground crew and flight crew shall communicate
the connecting/disconnecting of GPU using hand signals as per the guidelines of IATA
AHM 631.

7. Ramp Handling


7.8. Ramp to Flight Deck Communication
Arrival

1 GROUND: WELCOME TO [AIRPORT]. GROUND POWER CONNECTED, CHOCKS
ON.

Departure

1 GROUND: GROUND TO COCKPIT.
COCKPIT: GO AHEAD.
2 GROUND: [ARE YOU] READY FOR CONNECTING PUSHBACK TRACTOR?
COCKPIT: READY FOR CONNECTING PUSHBACK TRACTOR.
3 GROUND: [ARE YOU] READY FOR DISCONNECTING GROUND POWER?
COCKPIT: READY FOR DISCONNECTING GROUND POWER.
4 GROUND: CHOCKS REMOVED, DOORS, HATCHES CLOSED. CONFIRM BRAKES
RELEASED.
COCKPIT: BRAKES RELEASED, CLEARED FOR PUSHBACK.
5 GROUND: COMMENCING PUSHBACK.
6 GROUND: PUSHBACK COMPLETED. CONFIRM BRAKES SET.
COCKPIT: BRAKES SET.
7 COCKPIT: DISCONNECT.
GROUND: TOW BAR, PIN REMOVED, DISCONNECTING. STANDBY FOR VISUAL AT
YOUR LEFT (or RIGHT). HAVE A NICE FLIGHT!

NOTE: This exchange is followed by a visual signal to the pilot either on the left or right
hand side of the aircrafft to indicate that disconnect is completed and all is clear for
taxiing.

Engine starting

If starting engines while commencing pushback:
1 COCKPIT: STARTING NUMBER TWO (or ONE).
COCKPIT: NUMBER ONE (or TWO).

If starting engines after pushback:

1 GROUND: [ARE YOU] READY TO START UP?
COCKPIT: STARTING NUMBER (engine number(s)).

NOTE 1: The ground staff should follow this exchange by either a reply on the intercom
or a distrinct visual signal to indicate that all is clear and that the start-up as indicated
may proceed.

NOTE 2: Unambigous indentification of the parties concerned is essential in any
communications between ground staff and pilots.

7. Ramp Handling


Standard words and phrases used in radiotelephony communications

APPROVED Permission for proposed action granted.
CANCEL Annul the previously transmitted clearance.
CLEARED Authorized to proceed under the conditions specified.
CONFIRM Have I correctly received the following? or Did you correctly
receive this message?
CORRECT That is correct.
GO AHEAD Proceed with your message.
I SAY AGAIN I repeat for clarity or emphasis.
NEGATIVE No or Permission not granted or That is not correct.
OVER My transmission is ended and I expect a response from you.
(NOTE: Not normally used in VHF communications.)
OUT This exchange of transmissions is ended and no response is
expected
(NOTE: Not normally used in VHF communications.)
SAY AGAIN Repeat all, or the following part, of your last transmission.
SPEAK SLOWER Reduce your rate of speech.
STANDBY Wait and I will call you.

Conventional Language to be used with Headsets
All standard communication must be held in English. Use of other languages is permitted
for non-routine communication or in emergency situations, if the ground and cockpit
crew are both fluent in any other language.

Hand signals
Only conventional hand signals may be used in ground to cockpit communication as
provided in the IATA AIRPORT HANDLING MANUAL (AHM 631).

7.9. Aircraft Check on Arrival
On aircraft arrival, or after an aircraft has been unattended for a period, ground staff
must carry out a visual inspection of the fuselage before positioning equipment to that
area. If any fuselage damage is noted, do not position equipment, but report the
damage immediately to the captain.
AirLT OCC must be notified.
A Ground Incident/Accident/Damage Report (GOM 12.7) must be issued. Any evidence
(i.e. witness paint marks) must also be recorded and photographs taken wherever
possible.

7. Ramp Handling


7.10. Positioning and Removal of Air Bridge
7.10.1. Operating Procedures
Air bridge operations may only be performed by adequately trained and authorized staff.
Before disembarkation the staff must make certain that the passenger bridge is:
properly and safely placed at the aircraft entrances and in a locked position;
placed in such a way that the platform is one step lower than the cabin floor and
with the front edge horizontally under the cabin door sill;
placed in such a way that the distance between side panels and the aircraft
fuselage does not allow a person to accidentally fall down (maximum distance
15cm);
placed in such a way that the left side of the bridge aligns left edge of the door
opening, if not otherwise stated in the local instructions, in order to clear the door
in case of settling of the aircraft;
if the bridge does not fulfill the above requirements, the bridge must be retracted
from the aircraft and re-positioned;
ground staff handling the passenger bridge must give a clear signal to the cabin
attendants before disembarkation may commence.

WARNING: Great care must be taken within the vicinity of pitot heads particularly when
positioning air bridges and mobile stairs to the aircraft. If damage occurs, the captain
must be notified immediately.

7.10.2. Safety Precautions in Air Bridges Operations
Keep passenger bridge movement area clear from equipment and personnel.
Before using the bridge the operator must check that the bridge is adequately lit, that
the floor area is free of tripping hazards and bridge is free of garbage/FOD.
The bridge must be in the safe parking position before an aircraft enters the stand thus
ensuring safe clearances from wing tips, engines and fuselage.
The bridge should not be moved until the aircraft is at a standstill, its wheels are
chocked and its anti-collision lights are switched off and engines wound down.
The bridge must not be removed from aircraft unless a safety device (safety chain) has
been put across the bridge opening.

7. Ramp Handling


7.11. Positioning and Removal of Passengers Stairs
Only trained, qualified and approved staff may position and remove passenger stairs.

Positioning Stairs to Cabin Doors:
stairs must be clear of substances that could make surfaces slippery e.g. snow,
ice, standing water etc.;
stairs that require to be stowed should be disconnected from the towing vehicle
and then pulled into position;
stairs should be placed square to the fuselage leaving a small gap so that the
protective rubber bumpers are not in contact with the aircraft;
slide rails should be retracted during positioning and fully extended once in
position;
some sliding rails cannot be positioned until the cabin door has been opened. In
these cases ground staff must extend the sliding rails as soon as the cabin door
has been opened;
during loading/unloading of the aircraft, including re-fuelling it is normal for the
aircraft to move vertically. Allowance should be made for this when placing the
stairs and if necessary reposition as appropriate following the Repositioning of
Stairs instructions;
stabilizers, when fitted, must be deployed so that the weight of the stairs is
raised from the wheels;
once the stairs are positioned correctly and secured, ground staff must advise the
cabin crew by knocking twice with their hand on the cabin door;
cabin crew will conduct a check to ensure that stairs are properly positioned. If
required they may request the stairs to be repositioned. In this case the
instructions for Repositioning of Stairs should be followed.

WARNING 1: If a member of ground staff discovers that stairs have been incorrectly
removed from the aircraft with the cabin door open, he must remain near to the open
door to help prevent persons falling. Remain there until stairs have been positioned back
to the aircraft.
WARNING 2: Great care must be taken within the vicinity of pitot heads particularly
when positioning air bridges and mobile stairs. If damage occurs, the captain must be
notified immediately.

Removal of Stairs:
when the door is ready to be closed, the member of ground staff who will be
removing the stairs or the person supervising ramp operations MUST climb to the
top of the stairs and confirm with the cabin crew that the door is to be closed;
slide rail should be retracted as appropriate;
the same member of ground staff MUST then wait until the door has been closed,
before climbing back down the stairs;
stabilizers cannot be retracted until this point;
stairs that require to be towed should be pushed away from the aircraft before
attaching to a towing vehicle.

Repositioning of Stairs:
when request to do so stairs should be repositioned;
the door to the aircraft must be fully closed as per the Removal of Stairs
procedure;
stairs should then be repositioned as per the Positioning Stairs to Cabin Doors
procedure.

7. Ramp Handling


7.12. Disembarkation and Embarkation of Passengers
7.12.1. Disembarkation of Passengers
Permission
If applicable, necessary permission must be obtained from the local authorities for the
disembarkation of passengers and crew.

Preparation for disembarkation
Passenger stairs/air bridge must be moved into close position before the passenger door
is entirely opened.

Signals for opening of cabin doors
Signals are used in order to prevent injury to personnel and damage to aircraft and
equipment. The signals indicate that ground equipment is correctly positioned. Only
standard signals must be shown to flight attendants responsible for the door operation.
The standard signal for opening of cabin doors is:
Knocking at the door window.

Opening of cabin doors
Cabin doors, i.e. passenger and service doors shall normally be opened from the inside
or, in exceptional cases, by trained handling staff from in or outside.

NOTE: Only in exceptional cases may cabin doors be opened from the outside. In such
cases special attention must be paid to the disarmament of the evacuation slides and
cabin pressure.
Cabin doors must be duly fastened in open position;
Doors and fuselage must be protected against damage due to strong winds.

Disembarkation
Disembarkation shall not commence until the crew has received confirmation from the
ground staff that passenger steps/bridge are safely in position and that ground
equipment will not be a hazard.

Passenger safety on ramp
Passenger movements on the ramp should be controlled closely:
when the aircraft is parked at a remote stand, from which transportation shall be
made, the person/s who transports the passengers shall give the cabin crew a
clear signal that the bus is ready for embarkation, before the passengers may
disembark the aircraft;
the staff in charge of passenger disembarkation must ensure that the passengers
do not enter the ramp area with lighted cigarettes, cigars and switched on
portable electronic devices etc;
the passengers route from the aircraft should be selected in such a way that the
risk of accidents is kept to a minimum;
if there is a risk of any passage in the restricted areas and under the wings, the
engine area and/or the wing area must be fenced or otherwise roped off. On
tarmacs with poor lighting facilities, such fencing should be equipped with
flashing lights during the hours of darkness. If this is not possible due to local
conditions, then manual guidance must be provided;
in order to guide the passengers from the aircraft, clear guidance must be
provided, either by use of signage or escorting by delegated ground staff;
a regular check of the ramp surface must be performed in order to avoid risk of
accidents caused by oil, ice or other hazards.

7. Ramp Handling


7.12.2. Embarkation of Passengers
Passenger stairways, crew ladder, etc. must be moved into close position before the
passenger door is entirely opened.
If required, permission must be obtained from the local authorities for the embarkation
of passengers and crew.

Passenger safety
Before embarking passengers to an aircraft parked at a remote stand, to which
bus transportation shall take place, the personnel in charge of passenger
embarkation must ensure:
- that bus transportation to the stand is arranged in due time before departure,
- that cabin crew are onboard the aircraft to welcome the passengers, and
- that the bus is ready for embarkation before the boarding starts;
The person/s who transport the passengers to the aircraft shall be informed not
to allow the passengers to enter the ramp for embarkation of the aircraft, before
a "clear" signal is received from the cabin crew;
The personnel in charge of passenger embarkation must see to that the
passengers do not enter the ramp area with lighted cigarettes, etc;
The passengers' route to the aircraft should be selected in such a way that the
risk of accidents is kept to a minimum;
If it is required, the engine area and/or the wing area must be fenced or
otherwise roped off in order to avoid any passage in the restricted areas and
under the wings. On tarmacs with poor lighting facilities, such fencing should be
equipped with flashing lights during the hours of darkness;
In order to guide the passengers to the aircraft, signs can be painted on the
surface of the apron;
A regular check of the ramp surface shall be performed in order to avoid risk of
accidents caused by oil, ice or other hazards.

Passenger air bridge embarkation
When ground personnel are out of the aircraft and the aircraft document briefcase is
delivered on board, the cabin attendants must give a clear signal to the ground
personnel before the passenger air bridge drive may be unlocked and removed.

Cabin doors, i.e. passenger entrance and service doors:
shall normally be closed from the inside if crew is on board;
may only be closed from the outside in exceptional cases.

If the cabin/flight deck is empty, cabin doors should be closed and locked. Evacuation
slides must not be armed.
After completion of galley loading/unloading operations, galley-loading personnel shall
close and lock service doors.

7. Ramp Handling


7.13. Loading
7.13.1. Preparation and Equipment
In spite of the time pressure under which loading operations normally take place, great
care must be exercised to avoid damage to the aircraft, load and equipment. Damage to
the aircraft and load may jeopardize the safety of the flight and involve financial loss,
therefore all efforts must be made to avoid such damage.
If damage in compartment or elsewhere on the aircraft is discovered, the Maintenance
staff or the Captain must be notified. Discovered errors/mismatches of actual load
distribution on an incoming flight must be reported to the Loading Coordinator, and fill in
a Cargo Damage Report (GOM 12.8).
On transit flights, a visual check of the actual through load shall be made to secure that
the load corresponds with the through load figures on the loading instruction/report. Any
suspected differences shall be reported to the Loading Coordinator.
A careful planning of all activities must be made. Prepare as much as possible prior to
the start of the unloading/loading, which may save time and be useful later in order to
maintain scheduled operations.
The loading instruction must be brought along to the aircraft side by loading Coordinator
and used during the loading by the loading staff, in order to secure safe and correct
loading of the aircraft.

7.13.2. Checks before loading
Before loading the following actions must be taken:
a check shall be made to secure that actual aircraft registration corresponds to
the aircraft registration given on the loading instruction/report;
a visual check surrounding all cargo doors for detect possible fuselage damages
shall be made;
a visual check of all compartments for possible remaining ballast and/or other
load, shall be made;
the flight number, air waybill number and etc. must be checked to secure correct
and uninterrupted loading;
a check of the correspondence between the actual weights of cargo and mail and
the estimated weights on the loading instruction/report, shall be made;
a check of the physical condition of the load, (damage, leakage, etc) shall be
made;
the number of actual cargo and mail pieces shall be checked against relevant
documents (cargo manifest, air waybill, mail documents);
The actual baggage pieces shall be counted and reported to Loading Coordinator;
The load on the carts must be protected with suitable covers against rain, snow,
heat, cold, etc.
Sufficient loading staff and loading equipment (ballast, if needed) shall be
available for immediate action.

7. Ramp Handling


7.13.3. Loading Priorities
If nothing to the contrary is stated in the Loading Instruction, the different categories of
load shall be stowed in the following sequence:
Cargo;
Mail;
Baggage.
so that the baggage will be located nearest to the compartment door in front of cargo
and mail.

However, when due to weight or volumetric problems it is not possible to load all loads
that have been prepared for the flight, the following priority order must be observed:
OAG shipments;
Baggage (DAA baggage before checked-in baggage);
Mail;
Cargo.

7.13.4. Safety Precautions in Loading Operations
Special precautions must be taken to prevent damage that may result from:
exceeding aircraft floor load limitations (GOM 6.5.3., 6.5.5.);
inadequate tie-down and failure to fasten separation nets and door nets (GOM
6.5.4., 6.5.6.);
loading cargo on seats in the passenger cabin;
incorrect opening or closing of door and operation of cargo doors during strong or
gusty wind conditions (GOM 6.5.2.);
failure to use the tailstrut or nose wheel weight, if provided;
mishandling of catering equipment.

During loading or unloading operations there may be vertical movement of an aircraft up
or down and full allowance must be made for this movement when ground support
equipment is positioned/operated at the aircraft.
Care must be exercised during loading and unloading operations to avoid damage to the
doors or their openings.
Doorsill protection must be installed, when provided.
Precautions must be taken when maneuvering large or heavy items within the holds to
prevent damage to the floor. Crowbars and similar implements should never be used
directly upon the aircraft floor.
Spills of any sort in the holds must be reported immediately as the split material it might
result in damage to the aircraft floor or wiring. Should a package containing dangerous
goods be damaged or found to be leaking, immediate action must be taken in
accordance with the carriers' and local regulations. Spillage from wet cargo
shipments or live animal wastes in the aircraft must be reported immediately. Any
spillage on the apron, e g. fuel, oil, hydraulic liquids, etc. must be reported immediately
and the area cleaned.
When a poorly packaged shipment is observed, proceed with caution. All contents should
be prevented from spilling out and causing possible injuries.
The handling of Dangerous Goods must be undertaken with particular care to ensure
that the integrity of the packaging is not adversely affected. Loading and stowage of
Dangerous Goods must conform to all prescribed national and international
regulations/standards, e.g. IATA DGR.

7. Ramp Handling


7.13.5. Baggage Loading
Passenger and checked baggage must always be transported on the same aircraft.
Checked baggage must arrive undamaged.

AirLT may refuse to carry baggage, which:
may cause damage to aircraft and/or load;
has not been properly packed.

Except for diplomatic bags, the carrier has the right, but not the obligation, to verify the
contents of the baggage, preferably in the presence of the passenger. Ascertain to the
extent possible that the baggage consists of personal effects only.

Inspite of the pressure of time under which deadload normally is handled at the ramp,
great caution shall be taken in order to avoid damage to load and subsequent claims.
Observe the specific instruction labels and marks such as "Fragile", "TOP", "This side
up", etc.
Protect goods from bad weather and to avoid possible damage or collection of dirt, do
not place them on the apron it self.
Give careful consideration to passenger baggage. The baggage handles are particularly
damage prone. Do not lift baggage just by the handle, use the other hand to support it.
Handle the suitcases with special care and do not place any other type of load on them.
Use only the carts permitted for baggage transportation.
When using carts for transportation of the deadload at the Ramp, the following rules
must be observed:
spread the load as evenly as possible with the heavy items at the bottom;
do not wedge light packages between heavier items.

When planning the distribution of/on load from one or different station(s) en route, the
following principles must be considered:
the balance conditions of the aircraft and the total load in the compartments must
be within limits (GOM 6.5.3.);
special load procedures and restrictions regarding weight and size of the load
must be thoroughly observed (GOM 6.5.5.);
on arrival, all stations shall have direct access to the items to be offloaded, and
baggage must be available first;
stations should not be required to reload large amount of transit load for balance.

The distribution of deadload must make possible for each destination the following
priority during unloading:
1. DAA labeled baggage;
2. Transfer baggage;
3. Passengers baggage with Priority labels and crew baggage;
4. Economy class passengers baggage;
5. Mail;
6. Cargo.

NOTE: Specific cases (e.g. urgent cargo in transfer spares AOG, etc.) can justify that the
sequence above should not be observed.

Do not overload. Aim for stability and balance so that no package may fall during
transportation.

7. Ramp Handling


DAA Baggage
When loading DAA baggage, the following procedure applies:
1. Passenger leaves his DAA labelled bag on the trolley near the passenger door;
2. Ramp staff collects the bags and loads in the cargo compartment in a position
nearest to the cargo compartment door.

When unloading DAA baggage, the following procedure applies:
1. Ramp staff shall start offloading at arrival without delay;
2. DAA bags shall be offloaded and left on the trolley near the passenger door for
the passengers to pick up.

7.13.6. Cargo Loading
The following rules and standards apply for loading bulk loads:
a written Loading Instruction must always be issued and adhered to;
deviations to the Loading Instruction shall be decided by authorized personnel
only;
authorized load control personnel must immediately be contacted if unreasonable
deviations are noticed between estimated weights shown on the Loading
Instruction and:
- actual transit load;
- actual offload, and/or;
- actual unload.
loading is permitted only in the regular compartments, and under certain
circumstances in the cabin. Stowage is absolutely prohibited in toilets, galleys and
flight deck;
the condition of the load must be checked in order to detect leaking or otherwise
damaged shipments. Special attention shall be given to dangerous goods, animals
and valuable cargo. Packages with leaking contents must not be loaded;
the loading is not considered finished until compartment nets have been duly
installed and all compartment doors have been properly closed (GOM 6.5.2.,
6.5.6.);
if last minute load must be loaded after the compartment doors have been
closed, the person supervising loading operations (Loadmaster) must be notified;
ballast shall be loaded only if requested in the Loading Instruction;
This side up- All packages marked with This Side Up-labels must be secured in
an upright position, i.e. with arrows pointing up;
do not load undeveloped film (FIL) in the same compartment as radioactive
materials (RRY);
heavy items (weighing 150 kg or more) must not be accepted if there are any
doubts as to the safe performance of the loading and unloading operations.
Before accepting heavy items, due consideration shall be given to the length of
the ground stops, available facilities and other factors at the station of loading
and unloading which may affect load handling and on-time performance.

7.13.7. Loading Execptions
The exceptions to the stowing rules shown below must be observed:
in critical volume situations mail may be mixed with cargo and/or baggage;
heavy items (HEA) must not be stowed on top of other load;
heavy items (HEA) must not block baggage and mail;
last minute stand-by cargo (due weight or volumetric limitations) may be loaded
in front of mail and baggage for the same point of unloading, unless it consists of
heavy items (HEA);
load for the next stations must not be blocked by load for other stations en route;
the load shall be separated in the compartments, per station of unloading or per
load category as apparent from the Loading Instruction.

7. Ramp Handling


7.13.8. Loading Equipment
Loading equipment is not included in the DOW. It must be shown on the load sheet.

Loading equipment includes the following:
ballast bag- unloaded ballast bags shall normally be returned, but in exceptional
cases can be kept in stock at the station of unloading for later use. Only
undamaged bags may be loaded. Only bags weighing 25kg, with an allowed
deviation of max +/- 1kg may be loaded;
net sack, green;
supporting plank;
tie-down ring, standard;
tie-down strap, 3m;
tie down strap, 5m.

Equipment stored at stations must be protected against damage by weather, moisture,
dirt, etc. After use on board the equipment shall be collected from compartments and
cabin, be bundled and marked and returned to originating station without delay.

7.13.9. Supporting
Supporting planks are used to ensure that the maximum area load is not exceeded,
whenever heavy and/or oddly shaped cargo items are loaded in compartments. If an
item cannot be loaded without exceeding the maximum area load, then planks should be
used in order to distribute weight of an item over a larger area.

7.13.9.1. Necessity of Supporting
Use the following table to determine, if supporting is needed:

1.
Determine the contact area with the actual length and width of the item and
calculate the allowed maximum weight at the intersecting point (GOM
6.5.3.). Use the following formula:
Length x Width x max floor load per compartment = max allowed
weight at intersecting point
2.
If the actual weight of the item is:
less than max allowed weight, supporting is not required;
more than max allowed weight, supporting is required. Go to step 3.
3.
Determine the number of planks in the Plank Capacity table that are required
to support the item.
Note: A minimum of 50% of the plank width must be covered by the item,
in order to utilize the capacity of the plank.

This table shows different planks and their supporting capacity:

Plank Capacity
Length
(cm)
Width
(cm)
Thickness Average
weight of
planks (kg)
Supporting
capacity
(kg)
(cm) (inch)
100 15 2.5 1 3 100
150 15 5.1 2 7 150
200 15 5.1 2 10 200
250 15 5.1 2 12 250

7. Ramp Handling


7.13.9.2. Supporting by use of Euro-pallet
It is possible to use Euro-pallets as support. The pallet is a loading platform made of
wood.

The following rules must be adhered to when using the Euro-pallets as supporting
material:
the Euro-pallet must be clearly marked with the EUR symbol;
the maximum weight of the load on the Euro-pallet is 280kg;
for supporting of weights exceeding 280kg, use the procedure above.

7.13.9.3. Supporting Planks
The support planks width shall always be 15 cm. The following plank dimensions shall
be represented:
100cm, 1 inch;
150cm, 2 inch;
200cm, 2 inch;
250cm, 2 inch.

Supporting planks are used to ensure that the maximum area load is not exceeded;
whenever heavy and/or oddly shaped cargo items are loaded in compartments. If an
item cannot be loaded without exceeding the maximum area load, then planks should be
used in order to distribute weight of an item over a larger area.

7.13.10. Lashing
7.13.10.1. Restraint of Load
It is an IATA recommendation that the load shall be restrained in such a way that:
the load during flight cannot work loose and cause hazardous displacement of the
center of gravity, injure passengers and crew or damage the aircraft;
in case of a forced landing the load cannot cause injury to passengers and crew
or damage the aircraft;
dangerous Goods cannot cause hazard to persons and/or property.
In order to prevent the load from moving at take-off, in flight and at landing, the basic
forward, backward, sideward and upward forces must be compensated.

7.13.10.2. Securing the Load
Securing of the load can be achieved either by:
lashing;
volumetrically filling the compartment or net section. Volumetrically filling means
that the three-quarters of the compartment or net section heights are full.

7.13.10.3. Lashing Requirements
Lashing is always required for:
dangerous goods;
live animals;
Items of piercing and penetrating nature, e.g. metal bars, javelins, etc.;
Items between 50-149 kg, if the compartment or net section is not volumetrically
full;
Items weighing 150 kg or more (HEA), when bulk loaded in compartments or net
sections, even if the compartment or net section is volumetrically full.

7. Ramp Handling


7.13.10.4. Lashing Rules
The rules below must be followed:
as the forces will not act simultaneously it is permitted to use the same lashings
for more than one of the force directions;
straps shall be tightened strongly, but not so tight that the load or rings are
damaged. The lashing must be easy to remove at the station of unloading. The
same tension must be applied to all lashings;
lashing should be located near the centerline of the load. Initial positioning of the
load is of great importance to get the center of gravity of the load as low as
possible and thus avoids overturning forces. Whenever possible the longest
dimension of the load should be placed lengthwise on the floor;
the lashing shall be applied in all force directions, i.e. the compartment wall/net
may not be used for securing/lashing of the item;
use of ropes is prohibited.

7.13.10.5. Tie-down Straps
Tie-down straps are made of fire resistant nylon webbing, and are provided with a patent
buckle, a hook and a tie-down ring at each end. The straps must be available in length of
3 and 5 meters, both with an ultimate strength of 550 kg.

7.13.10.6. Lashing of Bulk Load
The table below indicates the minimum number of straps and rings required for lashing
of each load factor (force direction). The Tie Down procedure described in GOM 6.5.4.

The table is based on the following conditions:
the restraint is limited by the capacity of the straps;
when providing restraint for the same force the rings must be mounted with a
minimum spacing of 50cm.

Weight of item (kg) No. of straps No. of rings
0 - 149 1 2
150 - 480 2 4
481 - 720 3 6
721 - 960 4 8
961 - 1200 5 10

7.13.10.7. Forces acting on the Load
Items for which lashing is required shall be tied down to withstand the following G-forces
(times the weight of load): all forces 1.5 G.

7. Ramp Handling


7.13.11. Loading of Dangerous Goods
Handling and loading of dangerous goods shall only be performed by or under the direct
supervision of staff who has received appropriate training (IATA-DGR 1.5, Training
Requirements).

Restrictions
Dangerous goods must not be carried in an aircraft cabin occupied by passengers or on
the flight deck of an aircraft. Dangerous goods marked CARGO AIRCRAFT ONLY must
not be loaded onto a passenger aircraft.

Checks prior to Loading
The outer packaging of dangerous goods must be inspected prior to loading onto an
aircraft. The following must be observed:
it must be found free from visible leaks or damage. If evidence of damage or
leakage is found, the dangerous goods must not be loaded on an aircraft;
aircraft type limitations must be checked and followed;
special handling instructions (e.g. CAO-label) must be followed.

Loading Requirements
As a matter of principle, dangerous goods must always be secured by lashing (GOM
7.12.10.). For exceptions, see Exceptions from lashing requirements below.

The requirements below must be followed when loading dangerous goods:
special handling instructions (e.g. THIS WAY UP arrow-labels) must be followed;
dangerous goods may never be loaded in the compartment door section;
radioactive material, yellow label, must always be stowed directly on the
compartment floor;
incompatibility list and minimum separation distances must be checked and
restrictions followed.

Exceptions from lashing requirements
Dangerous goods may be secured by means of other load surrounding them, only if:
lashing is not possible due to small size of the package;
the entire floor area is filled up to a loading height of 15-20 cm below the ceiling.

NOTOC
The carriage of dangerous goods, perishable goods requiring special temperature
settings, live animals and other loads requiring special attention must be reported to PIC
by means of the Special load notification to captain (NOTOC).
The NOTOC must be completed in duplicate. The original is to be handed over to the
cockpit crew and the copy is to be filed readily accessible at the departure station.
The NOTOC for dangerous cargo and special cargo is prepared by the cargo agent who
enters all details except items 19, 21 and 22.
(The NOTOC for special baggage i.e. live animals and battery driven wheelchairs and
other special loads as baggage is prepared by ramp agent (info from check-in)).

Multi-sector flights
The carriers regulations must provide for notification(s) to be retained on multi-sector
flights involving new change(s) as follows:
Each station issuing a NOTOC shall prepare a separate NOTOC form for each station en
Route. On arrival at each station, the loading supervisor shall collect all copies of the
NOTOC forms from the flight deck.
The transit and/or joining NOTOC form(s) shall be presented to the outgoing Pilot-in-
Command by the loading supervisor as soon as he/she reports to the aircraft, or earlier.
The loading supervisor shall sign the joining NOTOC form and obtain the pilot-in-

7. Ramp Handling


commands signature. Changes or repositioning of transit dangerous goods shipment or
other special loads must be properly amended on the transit NOTOC form(s).

NOTE: Captains must be notified of any load of a potentially hazardous nature. They
should also be advised of live animals especially as the hold ventilation and heating
system is, for some aircraft types, regulated from the flight deck.

The commander must be informed by separate remark on the loadsheet (Notes field on
manual loadsheet and SI-part on EDP loadsheet whether a NOTOC is required or not).

7.13.11.1. Spillable (WET) batteries installed in wheelchairs or other battery
powered mobility devices
Spillable (wet) batteries must be removed from the wheelchair or other battery powered
mobility devices and forwarded as cargo. They must be packed, marked and labeled in
accordance with IATA-DGR. Wet Lithium batteries installed in wheelchairs or other
battery powered mobility devices may never be accepted (IATA-DGR 9.3.15).

7.13.11.2. Non-spill able (DRY) batteries installed in wheelchairs or other
battery powered mobility devices
The batteries must be disconnected and securely attached to the wheelchair or other
battery powered mobility device. The terminals must be insulated to prevent accidental
short circuits. If the battery cannot be securely attached to the wheelchair or other
mobility device, it must be handled as a spill able (wet) battery.

NOTE: NOTOC is not required for non-spill able (dry) batteries.

7.13.11.3. Dangerous Goods Emergency procedures
General Emergency Procedures
In case of damage to Dangerous Goods, extreme care must be exercised particularly if
radioactive materials or infectious substances are involved. General emergency
procedures to be followed comprise the following in the event of a spill or leakage
involving dangerous goods is as follows:
advise immediate supervisor first and get professional assistance;
proceed with necessary action according to Dangerous Goods Emergency
Response Chart;
Where safe to do so, isolate the package by removing other packages or
property;
Avoid contact with the contents of the package If the contents come into the
contact with body or clothes:
- thoroughly wash off body with plenty of water
- remove contaminated clothes
- keep hands away from eyes, mouth and nose
- seek medical assistance Staff involved in such incidents should stay on site until
their names are noted.
To fill the Dangerous Goods Occurrence Report (GOM 12.9) and send it as soon
as possible by e-mails (groundops@airlituanica.com, attn: Mr. Gytis
Gumuliauskas and ops@airlituanica.com, attn: Duty officer). The note about the
accident shall also be sent by to SITA address (VNOOCXH, attn: Duty officer).

7. Ramp Handling


Contaminated Cargo or Baggage Handling
If 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, the
reasonable steps must be taken to identify the nature and the source of contamination
before proceeding with the loading of the contaminated baggage or cargo. If the
contaminating substance is found or suspected to be a substance classified as dangerous
goods, the baggage and cargo must be isolated and appropriate steps taken to nullify
any identified hazard before the baggage or cargo is transported further by air.

7.13.12. Other Special Loading
7.13.12.1. Mail Loading
Mail
Mail shall be handled as normal cargo. The loading of mail must be made in accordance
with the Load Instruction.

Carrier Mail (CO-MAIL) Loading
Carrier mail is transported in the cabin, provided the weight of it does not exceed 10 kg.
Carrier mail exceeding 10 kg is transported in a cargo compartment. Carrier mail in
compartments should be handled as normal cargo. Loading shall be made in accordance
with the Load Instruction.

Diplomatic Mail/Cargo Loading
DIP mail may be transported in the cabin, provided the weight of it does not exceed 10
kg.
DIP mail exceeding 10 kg is transported in a cargo compartment. DIP mail/cargo in
compartments should be handled as normal cargo. Loading shall be made in accordance
with the Loading Instruction.

NOTE: DIP mail shall be loaded in the cargo compartment in the last order when all
other loading activities have been completed. Authorized staff must supervise that
unauthorized persons do not have access to the dip-mail during the loading and closure
of cargo doors.

When the aircraft returns to ramp, cargo doors may not be opened unless authorized by
the aircraft captain.
On arrival, the handling agent may not open the cargo doors until authorized to do so by
the aircraft captain. The dip-mail must be handed over to an authorized person.

7. Ramp Handling


7.13.12.2. Heavy Items (HEA) Loading
Definition any item exceeding a weight of 149 kg is defined as HEA.

Acceptance
Heavy items (weighing 150 kg or more) must not be accepted if there are any doubts as
to the safe performance of the loading and unloading operations. Before accepting heavy
items, due consideration shall be given to the length of the ground stops, available
facilities and other factors at the station of loading and unloading which may affect load
handling and on-time performance. The maximum allowed weight per item depends on:
type of aircraft limitations will not be exceeded. In case that interpretation of the
regulations on GOM does not seem obvious, Load Control should be contacted;
handling facilities -equipment and manpower;
ground time -capacity to observe the schedule.

Any pre-clearance request regarding the acceptance of a HEA shall mention:
the weight of the piece in kg;
dimensions of the piece (Lx W x H) in cm;
if not otherwise specified, it is assumed that the piece is regularly shaped. If the
piece must be stowed with one specific side up, that must be mentioned;
certain general procedures applicable to the loading/handling, due to the HEA
pieces weight are to be stressed.
HEA items shall be adequately packed. Special care must be taken during
loading/unloading in order to avoid damages to the aircraft/equipment/other load or
personnel injuries. Generally, HEA items need to be loaded on platforms and individually
tied-down. HEA items loading tie-down, specifically when bulk loaded on pallets (floating
pallets or not) should be planned in advance and supervised by qualified staff.

NOTE: Actual running load must be determined taking as a basis the length of the item's
contact area or, when applicable, the length of the planks over which the piece's weight
is spread. The applicable maximum floor load cannot be exceeded. If a platform must be
used, this one should comply with the regulations.

Lateral / vertical center of Gravity (C. G.)
The C.G. of the total load in the Main Deck of all cargo aircraft should fall within certain
lateral limits and not above a certain height. For this reason, the location of HEA items in
relation with the main deck center line is particularly relevant. Regarding the different
aircraft loading contours, show a shaded area corresponding to the zone where the
lateral/vertical C.G shall fall. In practical terms the C.G. should coincide, as much as
possible, with the center line of main deck floor.

NOTE: Whenever the configuration of a piece is such that a C. G. within the limits
cannot be achieved, Load Control must be consulted in advance.

7. Ramp Handling


7.13.12.3. Human Remains Loading
Carriage of human remains in coffins is subject to the following conditions:
the coffin must be kept as far as possible in a horizontal position during loading
and stowage;
coffins shall not be loaded in close proximity of food stuffs;
coffins shall not be loaded in the same cargo compartment as dogs and other
sensitive animals. When loaded on pallets, at least 1 pallet bay shall separate the
two categories of load;
the outside covering of coffins must be entirely neutral and must conceal the
typical coffin contours in order to avoid recognition of the contents by outside
persons;
the Captain must be informed by means of NOTOC.

Urns are handled and loaded as normal cargo.

7.13.12.4. Valuable Cargo
Valuable items are prone to pilferage and security measures have to be applied during
all phases of transportation.

General Requirements
All valuables shall be handled as a separate category distinct from regular air cargo.
The security measures to be adopted during aircraft loading/unloading and ground
transportation depend on local regulations and conditions and should be arranged
accordingly.
Whenever the dimensions of the package(s) permit, it (they) shall be put inside orange
bags, specifically designed for carriage of valuables.

NOTE: Whenever the package(s) cannot be carried in the val special bags the
procedures established for large consignments apply.

Special Actions
Pre-advice: The departure station shall always advise the transit, transfer and/or
destination station(s) of flights carrying valuables by SITA message (priority code QU to
be used).

Stowing: On multi-sector flights, valuable cargo should be stowed behind the cargo
manifested to the same destination.

Loading: VAL cargo shall be loaded at the entrance of the compartment 1.

Unloading: The ground staff, when opening the hold door, shall hand over the
consignment to the responsible cargo staff against a duly signed copy of the NOTOC.

Large VAL Consignments
All consignments, which either by weight or dimensions do not fit the VAL bags, shall be
loaded preferably in the bulk holds. Loading on pallets will be made only as last resort.
In that case the consignment must be duly protected and placed in the central area of
the pallet, far from the net, to avoid theft.

7. Ramp Handling


7.13.12.5. Perishable and Wet Cargo Loading
Shipments containing liquids or shipments which by their nature may produce liquids
and which are not subject to the IATA Restricted Articles Regulations shall be designated
as "Wet Cargo".

The following types of cargo are to be considered as 'Wet Cargo":
shipments of liquids in watertight containers;
shipments of wet materials not packed in watertight containers e.g. fish packed
in wet ice fresh-or frozen meat, fresh animal guts, raw hides, etc.;
goods, which may produce liquids, e.g. live animals.

Wet Cargo Loading
In order to protect the aircraft and other load against leakage and/or spillage from wet
shipments, the following precautions shall be taken:
plastic sheets or tarpaulin should be spread on the aircraft floor and walls, so as
to catch any spillage or leakage;
containers shall be stowed upright, i.e. the closure must be at the top;
special handling instructions attached to the container (e.g. "This Side Up" labels)
shall be strictly observed.

For Wet Cargo in containers, which are not watertight, secondary measures must be
taken to avoid any spillage or leakage:
placing the shipment in another water tight container, or using the plastic sheets
or tarpaulin turn the edges up against the aircraft wall or other cargo so as to
create a waterproof basin around the shipment.
in case of damaged packages (e.g. packages with holes, traces of leakage
defective caps or closure devices) or packages where damage can be assumed,
fill in a Cargo Damage Report.

Frozen Fish Loading
Frozen fish carried as "Wet Cargo" is subject to special loading procedures.

in order to achieve an effective protection of the a/c holds against leakage the
Ramp
Service of Loading Station shall be supplied with the following extra equipment:
- Plastic sheet measuring 2 x 2,5 m width and 1,5 mm thick;
- Stick tape in crepe paper or tissue (rolls);
- Ropes and tie down fittings.
the plastic sheet (cut from the roll with the length suitable to the total number of
boxes to be loaded) will be stretched carefully along the compartment, to avoid
tearing;
the edges of the plastic sheet will be then stuck to the compartment walls using
adhesive tape;
the boxes containing the fish will then be loaded, taking into consideration that
they
must have the closure up;
after the loading of the boxes; the edge of the plastic sheet transversal to the
aircraft will wrap up all the cargo on that side;
whenever the size of the cargo loaded allows it, the plastic sheet shall wrap up
the
boxes containing fresh fish, acting as closure to all the shipment.

To finalize the operation, the block made up by the assembly of boxes will be fastened
using the ropes to the tie-down fittings previously fixed to the front end the
compartment.

7. Ramp Handling


Protection Measures
In order to protect the aircraft and other load against leakage and/or spillage from wet
shipments, the following precautions shall be taken:
plastic sheets or tarpaulin should be spread on the aircraft floor and walls, so as
Containers shall be stowed upright, i.e. the closure must be at the top;
special handling instructions attached to the container (e.g. "This Side Up" labels)
shall be strictly observed.

For Wet Cargo in containers, which are not, watertight secondary measures must be
placing the shipment in another water tight container, or
using the plastic sheets or tarpaulin turn the edges up against the aircraft wall or
other cargo so as to create a waterproof basin around the shipment;
in case of damaged packages (e.g. packages with holes, traces of leakage
defective caps or closure devices) or packages where damage can be assumed to
fill in Cargo Damage Report.

7.13.12.6. Live Animals Loading
Restrictions on AirLT flights
The following types of animals are allowed to be transported:

Group Animal
Compartment
1 (FWD) 2 (AFT)
4 Cats, dogs, hamsters, pigs
(1)
(1)
(1)
(1)
(1)
N/A
N/A
N/A
N/A
N/A
5 Poultry, birds
6 Minks, squirrels, weasels
7 Chinchillas
8 Sea lions

NA: Not allowed;
(1): Not allowed if flight time is more than 120 min.
NOTE: Group 4 is restricted to max 2 crates per flight in each compartment.

Pilots shall be notified in writing via Notification to Captain (NOTOC), prior to departure
that AVI is loaded on board.

Loading
1 Put the cage/box with the live animal in a horizontal position.
2
Put cats and dogs just inside the compartment door easily accessible for watering and feeding at
intermediate stations.
3 Lash the cage/box, so it does not shift during transportation.
4 Protect the cage/box against damage by other load.
5 Leave sufficient air space on all sides of the cage/box.
6
Depending on the type and quantity of animals, as well as outside weather conditions compartment
doors should be kept open:
until the whole loading has been completed
during transit ground stops

Check IATA-LAR Chapter 10.

7. Ramp Handling


7.14. Aircraft Cleaning
7.14.1. General

In-flight supplies means all items intended to be taken on board an aircraft for use,
consumption or purchase by passengers or crew during a flight, other than:
a) cabin baggage;
b) items carried by persons other than passengers; and
c) air carrier mail and air carrier materials.

7.14.2. Security of In-flight Supplies at Member State Airports
At member state airports, suppliers of AirLT cleaning services, stores and supplies must
hold the status of regulated supplier of in-flight supplies. Regulated suppliers must be
approved by the appropriate authority. The security measures applied by the suppliers
must conform to the provisions of Commission Regulation (EU) No 185/2010 and
Commission Decision C (2010) 774.

7.14.3. Security of In-flight Supplies at third country airports
At third country airports, suppliers of AirLT cleaning services, stores and supplies must
conform to the requirements listed below.

7.14.3.1. Security controls general provisions
1. In-flight supplies must be screened before being taken into a security restricted area,
unless:
a) the required security controls have been applied to the supplies by a regulated
supplier and the supplies have been protected from unauthorised interference
from the time that those controls were applied until arrival at the security
restricted area or, where applicable, until delivery to AirLT or another regulated
supplier; or
b) the required security controls have been applied to the supplies by a known
supplier and the supplies have been protected from unauthorised interference
from the time that those controls were applied until delivery to AirLT or regulated
supplier.
2. Any in-flight supply received from a regulated supplier or a known supplier that shows
signs of being tampered with, or where there is reason to believe that it has not been
protected from unauthorised interference from the time that controls were applied, must
be screened.

7.14.3.2. Screening
When screening in-flight supplies, the means or method employed must take into
consideration the nature of the supplies and must be of a standard sufficient to
reasonably ensure that no prohibited articles are concealed in the supplies.

7.14.3.3. Security controls to be applied by a regulated supplier and a
known supplier
1. A regulated supplier and a known supplier of in-flight supplies must:
a) appoint a person responsible for security in the company; and
b) ensure that persons with access to in-flight supplies receive general security
awareness training before being given access to these supplies; and
c) prevent unauthorised access to its premises and in-flight supplies; and
d) reasonably ensure that no prohibited articles are concealed in in- flight supplies;
and

7. Ramp Handling


e) apply tamper-evident seals to, or physically protect, all vehicles and/or containers
that transport in-flight supplies.
Point e) will not apply during airside transportation.

2. If a regulated supplier or known supplier uses another company that is not a known
supplier to the regulated supplier for transporting supplies, the known supplier must
ensure that all security controls listed in point 1 are adhered to.

7.14.3.4. Protection of in-flight supplies
In-flight supplies will be considered as protected from unauthorised interference if:
a) they are physically protected so as to prevent the introduction of objects; or
b) they are not left unattended and access is limited to persons involved in the
protection and loading of in-flight supplies onto aircraft.

7.14.4. Exterior Cleaning
A clean aircraft exterior must be maintained. Exterior cleaning to be performed once per
month during summer season at base station subject to agreement and arrangements
with local GSP.

Tasks to be performed:
- Clean flight deck windows
- Clean cabin windows
- Clean aircraft fuselage
- Clean slats and leading edges
- Clean wings (upper surface)
- Clean wings (lower surface)
- Clean flaps (extended)
- Clean ailerons upper surface
- Clean ailerons lower surface
- Clean engine nacelles and
pylons
- Clean engine fuselage
- Clean horizontal stabilizer
- Clean vertical stabilizer
- Clean landing gear
- Clean wheel well

7.14.5. Interior Cleaning
The scope and details of the interior cleaning and the quality standards shall be agreed separately
for each station.
All services performed by the aircraft interior cleaning company shall be conducted in accordance
with international flight safety regulations. Additionally, the services performed shall be in
accordance with the AirLT instructions and, if specified, under the control of a person authorised by
AirLT. Only detergents that meet the specifications of AMS (Aerospace Material Specification) 1550
Cleaner water base, may be used when performing aircraft interior cleaning services for AirLT.
The Cleaning-company shall exercise flexibility in handling ad-hoc situations, such as delays,
schedule and version changes in a smooth and prompt manner.

The Cleaning-company shall provide sufficient staff training, guidance and upkeep of its staffs
professional knowledge.

Cleaning types
AirLT devides cleanings into 3 types: turnaround, overnight and deep cleaning, which are
described in the table below.

7. Ramp Handling


Area Task
T
u
r
n
a
r
o
u
n
d

C
l
e
a
n
i
n
g

O
v
e
r
n
i
g
h
t

C
l
e
a
n
i
n
g

D
e
e
p

C
l
e
a
n
i
n
g

*

Flight deck
Remove waste, including seat pockets and stowage racks X X X
Empty garbage bins X X X
Replace plastic bags X X X
Clean the floor X X X
Vacuum the floor X X
Clean ash trays X X
Clean seats and seat belts, if required X X
Clean the crew tables X X
Clean windows from the inside X X
Passengercabin
Remove waste from the seat pockets X X X
Vacuum seat pockets X
Replenish seat pockets with in-flight content X X
Clean passengers seat tables (all tables and both sides) X X
Clean complete seat frame and leaver X
Clean seat armrests X
Remove chewing gum X X
Empty ash trays X X
Clean illuminators X
Clean window blinds X
Clean overhead bins X X
Remove stains from the walls X X
Remove waste from the floor X X X
Vacuum the floor X X
Wash the curtain X
Place seat belts crossed on seats X X
Replace used plaids and pillows X X
Replace used head rest covers X X
Clean emergency exit doors X
Clean ventilation openings X
Disinfect the cabin X
Galley
Remove waste X X X
Replace plastic bags in garbage bins X X X
Clean surfaces and tables with specially designated damp cloth X X
Clean inserts, coffee makers X
Wash the floor X X
Soak, scrub and disinfect ovens X X
Toilet
Remove waste X X X
Clean and disinfect garbage bins X
Replace plastic bags in garbage bins X X X
Clean toilet seats with specially designated damp cloth and
desinfect them
X X X
Clean water closets X X X
Disinfect water closets X X
Clean washbasins X X X
Clean mirrors X X X
Remove stains from the walls X
Replenish toilet paper, paper towels and soup, if necessary X X X
Wash doors on both sides X
Wash the floor X X X
Spray the air freshener X X X
Boarding area
Clean crew seats and arrange seat belts in order; X X X
Wash the floor X X X
Arrange curtains in order X X X
Wash doors X
Cargo compartment Clean and wash X

* To be performed once per month subject to separate agreement for each service.

7. Ramp Handling


7.15. Toilet Servicing
Do not put the waste service cart near the water servicing equioment. The contamination
from the waste can get into the potable water and is dangerous to the health of persons.
The same person must not do a servicing of the waste disposal system and the potable
water system. Contamination from the waste disposal system can get into the potable
water system and is dangerous to the health of persons.
Do not overservice the toilet system. A leackage of the toilet fluid can possibly enter
electrical and/or electronic systems and cause a dangerous malfunction.
If the potable water system is not drained or in normal service a minimum of one time
each three days, the growth of bacteria can occur. If bacteria growth continues, and you
drink the water, illness can occur.

Cold Weather Servicing
It is necessary to drain the toilet waste tank when outside temperatures fall below 0C
and if the aircraft is not in service and a ground heater is not connected.
Make sure there is no in-flight ice buildup from the forward toilet service panel. Ice
buildup is the result of a leaking service drain valve. If the forward service panel drain
valve leaks, and ice buildup occurs around the valve, the release of ice in-flight can
cause damage to the wing leading edge, the engine strut and nacelle, and the engine
itself.

7.16. Water Servicing
Do not put the water servicing equipment near the waste service cart. The contamination
from the waste can get into the potable water and is dangerous to the health of persons.
The same person must not do a servicing of the waste disposal system and the potable
water system. Contamination from the waste disposal system can get into the potable
water system and is dangerous to the health of persons.
The water pressure must not be more than 55 PSI. If water pressure is more than 55
PSI, it can cause damage to the water tank.

Cold Weather Servicing
It is necessary to drain the toilet waste tank when outside temperatures fall below 0C
and if the aircraft is not in service and a ground heater is not connected.

Sanitary Regulations
Potable water servicers must NOT be filled up from the same tap as toilet
servicers;
Potable water servicers and toilet servicers must NOT be parked in the same
area;
Personnel engaged in toilet servicing are NOT allowed to perform water service at
the same time;
Before the fill hose is connected to an aircraft, a few liters of water shall be
pumped to waste, to ensure thorough flushing of hose and nozzle. When the
hoses are not in use, all nozzles or connectors must be protected from
contamination either by covers or by immersing them in receptacles containing
chlorinated water;
The contents of the potable water servicer must be drained not later than twenty
four (24) hours after filling;
The cleaning and disinfecting of servicing vehicles must be performed monthly;
Regardless of its origin, water destined for aircraft potable water systems must
be chlorinated. Only products approved by the local health authority may be used
for the chlorinating of drinking water. Total chlorine content at the point of filling
into the aircraft must be in the range of 0.3-0.5 mg/l;

7. Ramp Handling


Once filled, the potable water servicer may only be used for aircraft servicing
after a minimum of 30 minutes, in order to allow the chlorination agent time to
react;
The water should be circulated within the servicer during this time to ensure
thorough mixing with the chlorination agent;
The microbiological examination of drinking water must be performed by a
qualified local laboratory quarterly, the examination result shall be filed at the
station. Bacteriological contamination of the water must not exceed the standards
established by the World Health Organization (WHO) or those issued by the local
health authority, if these are more stringent. If the water supplied to the aircraft
is checked by the local health authority, the results should be made available to
carriers upon request.

7.17. Heating and Cooling
Heating
In order to maintain good conditions of the aircraft, assure flight safety and passengers
comfort, aircraft must be heated accordingly:
when field air temperature is below +5
0
C, aircraft must be heated 1 (one) hour
before estimated departure of next flight;
when field air temperature is below -10
0
C, aircraft must be heated 2 (two) hours
before estimated departure of next flight.
NOTE: Toilet and water tanks must be drained when air field temperature is below 0C.

Do not operate a heater in position where down drafts or wind currents can force flue
stack exaust gas down to the heater intake duct. Do not park vehicles where exaust gas
can be drawn into theheater intake.

Cooling
In order to assure passengers comfort, aircraft must be cooled for 30 minutes when
field air temperature is above +25
0
C.
NOTE: Always to be coordinated with flight crew.

7. Ramp Handling


7.18. Aircraft Arrival and Departure Check
The check is to be performed before aircraft pushback, towing or taxi-out when all other
ground handling services have been completed and passenger bridge/stairs have been
removed from the aircraft.

A walk-around check
Ensuring that all doors and panels are checked and closed prior to aircraft
departure:
- Check that all cabin and compartment doors are properly closed and door
handles are fully retracted and flat with the aircraft surface;
- Check that all service panel covers are properly closed and no fluids are leaking;
NOTE: In case of fluid leakage inform the flight crew and/or engineer
immediately.
- Check that no foreign objects (pens, caps, documents, tie-down material, pallet
tags, etc.) are placed in engine inlet, intake or blast area.
Ensuring that aircraft are checked for damage on arrival and before departure:
Arrival:
- Check that all compartment doors and doorframes show no visual damage;
- Check during offload that compartment floors, walls, ceiling, panels, nets, locks,
etc. show no visible damage;
Departure:
- Check that compartment and cabin doors, structural parts, edges and tips are
not visibly damaged.
NOTE: If any damage is detected contact the flight crew and/or engineer
immediately.

7. Ramp Handling


7.19. Engine Starting and Pushback
Removal of Ground Support Equipment
The authorized ground staff must make sure that:
GSE which is no longer needed is removed as soon as possible;
GSE is parked in the designated parking areas;
cabin doors are closed by the flight attendants when embarkation of passengers
is completed;
passenger steps and/or loading bridges are removed only after cabin doors have
been closed.

Pushback Assistance
Only authorized staff may perform the pushback according to local contracts.
the responsibility must be locally defined by each station applying pushback;
the interphone system must be used for communication with the commander. If
not possible, signals must be used for communication between flight deck and
ground.
NOTE: If a thunderstorm can be seen in the direct vicinity of the airport, do not wear
headset connected to the aircraft.
the person communicating with the flight crew must maintain a sufficient safety
distance from the nose landing gear during the pushback operation. Stay in the
inner circle of the push-back path, whenever possible;
when performing pushback, the cockpit must always be occupied by authorized
staff (e.g. positioning of aircraft by ground engineer).

Checks prior to Engine Starting
The authorized ground staff must make sure that:
the interphone system is working, by connecting the headset to the aircraft and
calling the flight crew, and/or that hand signal communication has been
established;
all staff not required for engine starting and/or pushback have left the parking
position;
the air intake and blast areas are clear of persons, GSE and any other foreign
objects;
the GSE for engine starting is ready, if required;
when ASU is used, the flight crew must be briefed before pushback and engine
starting;
a fire extinguisher is available near the aircraft;
when the flight crew is ready for engine starting and/or pushback, the anti
collision lights will be switched on;
final checks if all cabin and compartment doors are closed;
the flight crew must be informed, if the aircraft is covered by snow, ice or slush.

Starting of Engines
Depending on local procedures and regulations, engines can be started before, during or
after pushback.
The interphone or hand signal system must be used for communication with the
commander. If interphone communication is not possible, signals must be used for
communication between flight deck and ground.

NOTE: The authorized staff must make sure no one enters the air intake and blast
areas. The authorized staff will immediately alert the commander in case of any
abnormal occurrence.

7. Ramp Handling


Checks after Engine Starting
The authorized staff must make sure that:
the covers of the electrical power receptacle, and
if applicable, the air starter connector panels are properly closed.

Pushback with tow-bar
This pushback procedure describes the operation in which an aircraft is pushed
backwards from its parking gate by a tow-truck, to a position on the taxiway where it
can safely move off under its own power.

The authorized staff must make sure that following sequence are adhered to:
before connecting the tow-bar set the steering bypass pin at the nose gear of the
aircraft. The steering bypass pins are machined to fit exactly in the systems of
specific aircraft and only the correct pin can be used. For aircraft not fitted with a
steering bypass system, ensure that either the steering hydraulic system is
depressurized or the noseleg steering torque links are disconnected (as
applicable);
tow-bar and tow-truck must be connected to the aircraft. This operation must be
carried out under complete control, as any excess force used during the coupling
of truck and bar could result in damage to the aircraft or tow-bar;
NOTE: Make sure that the tow-truck, the tow-bar and the aircraft stand in a straight
line to allow the aircraft to start in a straight line.

If the tow-bar is equipped with retractable wheels:
- retract the wheels after the tow-bar has been connected with aircraft and tow-
truck;

If engine start-up shall be performed on the parking position:
- make sure that the tow-bar is connected to the aircraft before the engines are
started;

chocks should not be removed form the main gear until the tow-truck and tow-
bar are fully secured to the nose gear and the parking brake set on the tow-
truck;
as soon as pushback clearance received, observe the Ramp to Flight Deck
Communication procedure (GOM 7.8);
after parking break set, remove towing system and steering bypass pin;
before the aircraft commences taxiing under its own power, ground staff shall
give the final clearance signal to the flight deck and receive acknowledgement.

Towbarless Pushback
This pushback procedure describes the operation in which an aircraft is pushed backward
from its parking gate by lifting the aircraft to a position on the taxiway where it can
safely move off under its own power.

The authorized staff must make sure that following sequence are adhered to:
before connecting the barless tow-truck to the aircraft inform the flight crew and
ask for clearance for connecting the tow-truck for lifting the aircraft;
set steering bypass pin. For aircraft not fitted with a steering bypass system,
ensure that either the steering hydraulic system is depressurized or the noseleg
steering torque links are disconnected;
chocks should not be removed form the main gear until the tow-truck and tow-
bar are fully secured to the nose gear and the parking brake set on the tow-
truck;
connect the barless tow-truck to the aircraft and lift the aircraft;

7. Ramp Handling


as soon as pushback clearance received, observe the Ramp to Flight Deck
Communication procedure (GOM 7.8);
after parking break set, remove towing system and steering bypass bin;
before the aircraft commences taxiing under its own power, ground staff shall
give the final clearance signal to the flight deck and receive acknowledgement.

Starting of Engine during Pushback
Engines may be started during pushback, if local regulations allow it.
Starting of engines during pushback must be agreed between the commander and the
authorized staff prior to starting pushback.
Everyone involved in the pushback, including the driver, must be informed accordingly.
In adverse weather and/or tarmac conditions, the driver of the pushback equipment may
request not to start engines during pushback if he feels that this could jeopardize safe
maneuvering.
The interphone system must be used for communication with the commander; if not
possible, starting of engines during pushback is not permitted.
For commands and acknowledgments, standard phrases are to be used in an adapted
sequence (GOM 7.8).
The person communicating with the flight crew must maintain a sufficient safety distance
from the nose landing gear during the pushback operation.

Maintenance Towing
During Maintenance Towing (positioning of the aircraft from/to the maintenance
facilities), the cockpit must always be occupied by authorized staff.
Maintenance Towing must only to be done with engines shut down.
EXCEPTION: Short forward towing during standard pushback/tow out to center the
nose wheel may be done with engines running.
Anti-collision light must be switched on.
Standard phrases and signals also apply to towing: in that case, replace the term
'pushback' by 'towing'.

7. Ramp Handling


7.20. Ramp Safety
7.20.1. Duties of the GSP
focus on prevention of damage to the aircraft;
actively support and promote actions designed to enhance ramp safety;
make sure that staff is instructed about hazards on the ramp and the relevant
safety regulations;
conduct staff briefings on ramp safety;
make sure that ramp accidents and incidents are properly reported and followed
up.

7.20.2. Danger Areas in the Vicinity of the Aircraft
Blast area
Blast area is the area affected by the efflux of jet engines. This area depends primarily
on engine thrust and on wind direction and velocity.
Blast area can be considerably extended as a result of the thrust required under
unfavorable conditions (bad condition of the tarmac surface, inclination of the tarmac,
wind, snow, ice, etc.).

Intake Area
Intake area is the area covered by the safety distance from the inlet of running jet
engines to avoid suction.
It extends in front as well as aft of the inlet.

Venting Area
Venting area is a spherical zone around the fuel vents of an aircraft, within which
inflammable fuel vapors have to be expected during fuelling.
The extension of the venting area is:
meters radius around the fuel vents for kerosene-type fuel;
8 meters radius for wide-cut-type fuel and/or a mixture of wide-cut-type fuel and
kerosene-type fuel.

Vehicles, equipment or load may not be parked in the venting areas during fuelling.
Vehicles or persons may not pass through the venting areas during fuelling, except if
specifically required for fuelling purposes.

7.20.3. Fire Fighting and Protection on the Ramp
General
In case of fire on or in the vicinity of an aircraft:
the crew or staff on board the aircraft must be alerted immediately so that
evacuation can start;
the airport fire brigade must always be called at once.

Training of Personnel
Personnel working in the ramp area must:
be familiar with the location of the portable fire extinguishers;
receive appropriate training in the use of fire-fighting equipment, including
theoretical instruction in fire-fighting.

7. Ramp Handling


FireExtinguishers
Portable fire extinguishers must be available for immediate use.
They must be used for fighting fires of spilled liquids and other combustible materials
and for landing gear brake fires.
Portable fire extinguishers must meet the applicable standards and must be periodically
checked according to local regulations.
Fire extinguishers must be available in/on ramp vehicles, and at least one extinguisher
with the capacity specified hereunder must be available within a radius of 50 meters
from the aircraft parking position.

Capacity
The capacity of the fire extinguishers must be either
12kg powder, or
12kg halon gas, or
30kg carbon dioxide (CO2).

Aircraft Engine Fire
Aircraft engine fire:
may not be fought by means of fire extinguishers used by ground staff;
are fought by flight crew by means of the engine fire extinguishing system.

7. Ramp Handling


7.20.4. Positioning of GSE
GSE must be positioned behind the equipment restraint line prior to the arrival of the
aircraft at the parking position.
The aircraft may not be approached by GSE until it has come to a complete stop at the
assigned parking position.
GSE must be positioned at the aircraft in the following sequence:
1. Wheel chocks at the nose landing gear wheels;
2. GPU (if required);
3. Passenger steps or air bridges, loading and servicing equioment;
4. Fuel truck.

Elevating devices may not be driven towards the aircraft in the elevated position,
except for final positioning;
When approaching the aircraft, equipment and vehicles may not drive faster than
walking speed;
When vision is restricted, a second person must help to ensure safe maneuvering
around the aircraft;
IATA standard hand signals should be used to guide ground support equipment;
The guide person must be positioned so that clearances can be accurately judged
and be visible /able to communicate the signals to the vehicle operator at all
times. If visual contact with the guide person is lost, the driver must stop
immediately;
When GSE is positioned at the aircraft, full allowance must be made for up and
down movements of the aircraft due to weight changes;
Equipment and vehicles may not be positioned higher than the markings on the
fuselage below each cabin door, if available.
Equipment shall have parking brakes applied, with gear selector in park or neutral
when parked away from, or positioned at, the aircraft;
GSE shall be in good mechanical condition;
Attachment fittings/transfer bridges and platforms must be correctly deployed;
Prior to the movement of any GSE a walk-around check should be made;
Hoses or cables on equipment must be securely stowed before the unit is moved;
Baggage/cargo must not be transported on equipment not specifically designed
for that purpose;
Cargo should be stowed evenly, in cargo carts, with heavy pieces on the bottom
and the center to ensure stability. All doors, gates and curtains should be secured
to prevent cargo from falling out;
The movement of carts/dollies by hand-operated equipment is very simple,
however, it has resulted in many injuries, and additional care must be taken;
Trains of carts/dollies tend to "drift in" or shorten turning corners. Therefore,
drivers should avoid turning prior to, or immediately after, passing an obstacle;
Unserviceable equipment should be clearly tagged "Out of Service" and
immediately be sent to the maintenance workshop;
When positioning equipment, special care must be exercised to ensure adequate
clearance of vehicles, aircraft, other equipment and facilities;
Motorized equipment must have an operator in attendance when its engine is
running;
Motorized equipment must make a full stop as a brake check before entering the
equipment restraint area and again before reaching the aircraft side;
Protective rubber bumpers on equipment, e g. passenger steps, loading bridges,
conveyor belts, catering trucks, must not be compressed against the aircraft
fuselage, in order to prevent damage and to allow for aircraft settling during
servicing;
When loading has been completed, remove all loading equipment well clear of the
aircraft;

7. Ramp Handling


Before removing GSE from any aircraft cabin access door, the equipment
operator must ensure that the door has closed and secured by an authorized
person;
All equipment, except that necessary for the departure, is to be positioned behind
the equipment restraint line before the aircraft pushback is commenced;
The passenger loading bridge is to be in the fully retracted designated parking
position before aircraft departure;
On an remote parking area, equipment must be positioned so as to allow the
clear movement of the aircraft;
Equipment should never move across the path of taxiing aircraft or embarking
and disembarking passengers. Aircraft and pedestrians should always have the
right-of-way;
Equipment should only be used for its intended purpose.

Personnel
Only authorized staff is allowed to approach the aircraft before it has come to a complete
stop at the assigned parking position, and the anti-collision light has been switched off.

7.20.5. Personal Protection
Safety shoes or boots should be worn to prevent foot injuries;
Approved hearing protection should be worn when working in noise-intensive
areas, i.e. on the apron, maintenance lines, etc;
Personnel working on the apron should wear high visibility vests;
Jewellery, such as rings and identification bracelets, should not be worn;
Ties should not be worn, unless they are quick release (clip) type;
Protective gloves should be worn as appropriate to the job function e.g. lavatory
servicing;
Handrails on conveyor belts, loaders and other elevated devices must be in the
raised position when the unit is in use;
Personnel shall not walk or stand on a moving conveyor belt;
Personnel must not ride up or down on a loader platform;
Personnel should never attempt to jump off or on a moving vehicle;
Personnel should not be transported on equipment unless there is a seat for
them. Personnel on moving equipment must be seated properly and should keep
their bodies within the confines of the vehicle structure;
Guides and safety rails on loaders must be properly deployed;
Stabilizers, if available, must be deployed when equipment is to be raised above
2.5 m;
Personnel must not ride on elevating platforms when the vehicle is in the drive
mode;
Personnel should not walk on rollers or castors;
Personnel should keep clear of aircraft engine intake/exhaust areas and propellers
as well as air-conditioning / APU and other hot intakes;
Personnel should stand clear of exits/entrances of facilities when a train of
carts/dollies passes;
Personnel should never attempt to lift or move more than their personal physical
capabilities;
Lifting should be done utilising legs and arms for strength. The back should be
kept as straight as possible;
When moving pallets/containers, hands and feet should be kept clear of
stops/locks/guides so they do not get caught between the pallet/container and
floor hardware;
Handling Agents shall ensure that personnel are not entrapped by movement of
load;

7. Ramp Handling


To prevent fingers and hands becoming jammed between objects all load should
be slid into place rather than lifted;
Handling load by the metal strapping, which is frequently used to bind heavy or
awkward shipments, should be avoided;
All load should be set down easily (rather than dropping it) to avoid injuries to
the feet and toes as well as to prevent damage to aircraft flooring and shipments;
Gates of loaded carts should be lowered carefully. Serious injuries have resulted
from cargo tumbling out of carts;
Extreme care should be exercised when entering and leaving aircraft cabins,
holds and compartments. Aircraft cabins shall only be entered or exited by using
stands, steps, loading bridges, which have been properly positioned and secured;
When handling live animals, fingers and hands should be kept clear of the interior
of the containers to avoid being bitten.

7.20.6. Reporting of Ramp Accidents/Incidents
7.20.6.1. Notification Requirements
Should a damage to aircraft occur during ground handling activities, Handling Agents are
required to relay information immediately to:
the Captain (if crew on board);
Operations Control Centre either by SITA or phone as follows:

Telephone TBA
Mobile phone
24/7
+370 699 19158
Fax TBA
SITA VNOOCXH
E-mail ops@airlituanica.com

7.20.6.2. Investigation and Reporting
Handling Agents are required to launch an investigation into the causes of the
incident/accident and fill in a Ground Incident/Accident/Damage Report form provided by
AirLT (GOM 12.7) or using a similar report form of the Handling Agent.
Any evidence (e.g. witness reports, paint marks) must also be recorded and photographs
taken wherever possible.
A copy of the Handling Agents investigation report must be submitted to AirLT.

7.20.6.3. Accident Prevention Program
Handling Agents should provide internal notification of incidents, accidents and damages
to all staff concerned. They should also incorporate the lessons learned from
incidents/accidents/damages into staff trainings as case studies.
Operating procedures should be amended in order to eliminate unsafe working practices.

7. Ramp Handling


8. Cargo Handling


8. CARGO HANDLING

8.1. General
8.1.1. Definitions
General Cargo cargo that does not require special handling.
Special Cargo the following cargo is considered as special cargo:
Dangerous goods (DGR)
Perishable cargo (PER)
Live animals (AVI)
Valuable cargo (VAL)
Diplomatic mail (DIP)
Human remains (HUM)
Press material (PRS), newspapers and magazines (NWP)
Live human organs (LHO)
Unaccompanied baggage (UBAG)
Firearms and ammunition
AOG shipments

The following special cargo is treated as general cargo, because no special activities are
required when accepting the cargo:
Wet cargo (WET)
Liquids, not subject to the IATA-DGR
Heavy cargo (HEA)
Oversized cargo (BIG)

NOTE: Medical patients (MEDA) and special medical equipment are not allowed to be carried
on AirLT board.

8.1.2. Weight limitations
Generally, if one piece weighs more than 149kgs, it should be loaded onto a pallet and handled
as Heavy Cargo.

Maximum weight per piece must not exceed 280kgs. All pieces with more than 280kgs are
subject to a special pre-arrangement and must be confirmed by AirLT.

8.1.3. Cargo weighing facilities
All scales which are used for cargo acceptance in the weighing facilities must be checked and
verified by the State approved authorities and the confirmation label must be visible on the
scale.

In case of need, the Cargo Handling Company must provide the Carrier with all documentation,
which confirms that scales that are used in cargo acceptance process are checked and verified
at generally accepted intervals.

The Cargo Handling Company shall have a procedure for the verification process of the
weighing facilities.

The Cargo Handling Company shall record all documentation for the verification process of the
weighing facilities.

8.1.4. Export handling
The Cargo Handling Company at the airport of departure is responsible for the physical and
documentary handling of the cargo.

8. Cargo Handling


8.1.5. Load planning and cargo compartments
8.1.5.1. Central load planning
Primarily, AirLT operates scheduled flights for passengers. It is therefore understood that for
load planning purposes, internationally or locally, passengers, and their checked baggage take
overall priority even those passengers with bags checked at the last minute.

Planning of cargo load is generally based on the number of passengers booked for each
individual flight. The bases for this planning are:
The number of passengers booked;
The estimated baggage for booked passengers;
The actually booked amount of oversize baggage, i.e. spec. equipment;
The actually booked amount of sporting goods booked as baggage;
The contracted mail load (if any);
The booked cargo load including service freight;
Estimated cargo from free sale with guaranteed carriage.

8.1.5.2. Loading principles
Loading charts show approximate package size dimensions which will pass through the cargo
door openings. Individual tables are presented for heavy and light packages.

Heavy packages refer to those that require the use of a forklift or other loading device to
manoeuvre them through the door. The package length is restricted by the inward curve of the
cargo hold sidewall liner opposite the door. It is assumed the packages are loaded in an
upright position and cannot be elevated to clear this interference.

Light packages refer to those which may be loaded by hand and can be elevated to clear the
inward curve of the cargo sidewall liner opposite the door. Tilting, twisting, bending and/pre
rotating packages through door opening will allow additional lengths in some cases.

Dimensions shown in these charts apply to packages that are loaded first or have no
interference from packages loaded previously. A trial loading is recommended for packages
with dimensions close to the dimensions indicated in the tables.

During the acceptance process, cargo acceptance staff must check if all boxes and packages
are fit to be loaded to the aircraft cargo compartment according to the dimension and
capacities provided in GOM 6.5. In case some box or packages dimension are bigger than
provided, they must refuse to accept this piece and return back to the shipper.

8.1.6. Acceptance of Outsized Cargo
Before accepting large cargo items for transportation, cargo companies should check the
limitations for maximum allowable package sizes per aircraft type and compartment.

8. Cargo Handling


8.1.7. IATA Cargo IMP Codes
Purpose: Internationally uniform abbreviation of special shipments.

IATA Cargo IMP Codes

Code Meaning
CAO Cargo Aircraft Only
DGD Shippers Declaration for Dangerous Goods
ELI Lithium ion batteries excepcted as per Section II of PI 965-967
ELM Lithium metal batteries excepted as per Section II of PI 968970
ICE Carbon dioxide, solid (dry ice)
IMP Interline Message Procedure
MAG Magnetized Material
RCL Cryogenic Liquid (Packing Instruction 202)
RCM Corrosive
RCX Explosives 1.3C
RDS Biological Substance, Category B (UN 3373)
REQ Dangerous Goods in Excepted Quantities
REX To be reserved for normally forbidden Explosives, Divisions 1.1, 1.2, 1.3, 1.4F, 1.5 and 1.6
RFG Flammable Gas
RFL Flammable Liquid
RFS Flammable Solid
RFW Dangerous When Wet
RGX Explosives 1.3G
RIS Infectious Substance (UN 2814 or UN 2900)
RLI Fully regulated lithium ion batteries (Class 9) as per Section IA and IB of PI 965 and Section I of PI
966967
RLM Fully regulated lithium metal batteries (Class 9) as per Section IA and IB of PI 968 and Section I of
PI 969970
RMD Miscellaneous Dangerous Goods
RNG Non-Flammable Non-toxic Gas
ROP Organic Peroxide
ROX Oxidizer
RPB Toxic substance
RPG Toxic Gas
RRE Excepted Packages of Radioactive Material
RRW Radioactive Material Category I-White
RRY Radioactive Material Categories II-Yellow and III-Yellow
RSB Polymeric Beads/Plastics Moulding Compound (Packing Instruction 957)
RSC Spontaneously Combustible
RXB Explosives 1.4B
RXC Explosives 1.4C
RXD Explosives 1.4D
RXE Explosives 1.4E
RXG Explosives 1.4G
RXS Explosives 1.4S

8. Cargo Handling


8.2. Cargo Booking
Each shipment has to be booked with AirLT Ground Operations Department. The
Forwarding Cargo Handling Company, GSA, or the shipper, in case AirLT will issue the Air
Waybill can place his booking in different ways:
Telephone;
Fax;
Telex;
E-mail.

All bookings must be properly entered; therefore it is absolutely necessary, that the
booking agent provide the following information:
Number, date and destination of flight;
Name of the company booking cargo;
Place of the company in IATA three-letter code format;
Air Waybill number;
Number of pieces;
Weight of pieces in kg;
Final destination of the shipment;
Total weight of all pieces covered by the Air Waybill;
Dimensions of the pieces in centimeters;
Volume of the shipment in cbm;
Nature of the shipment.

It is not necessary to confirm each booking in written form; but if this is requested by
the forwarder or shipper, AirLT will provide a booking notice. If a forwarder or shipper
fails to book his cargo in advance and delivers the shipment without any notice to AirLT,
this shipment will be accepted for transportation but handled as lower priority cargo
(stand-by status, i.e. next available flight).

Cargo Handling Companies supply a complete booking list of the consignments for which
space has been reserved to the final destination, transit airport as well as base station,
prior to departure, by SITA-message or by fax-message.

8. Cargo Handling


8.3. General Cargo
The requirements of this chapter are mandatory for acceptance of all kinds of cargo but
insufficient for Special Cargo Acceptance and Handling. See GOM 8.4-8.10 to find the
requirements for Special Cargo Acceptance and Handling.

8.3.1. Acceptance procedure of General Cargo
General cargo cargo that does not require special handling.

8.3.1.1. Basics of General Cargo acceptance
The following cargo acceptance procedure describes the processes involved from the
delivery of the shipment and the related documents by the shipper/agent to transporting
the cargo to the storage area. This section covers the acceptance of general cargo.

Certain types of shipments are subject to restriction for acceptance on AirLT flights:
Live animals;
All products derived from the AVI CITES;
Weapons and military equipment;
Radioactives;
Explosives.

In case one of these kinds of Cargo is offered to AirLT flights, the AirLT Ground
Operations Department (groundops@airlituanica.com) must be contacted and aproval for
carriage must be obtained.
The General cargo acceptance procedure consists of these steps:
Warehouse export handler must identify deliverer according to the passport or
other official ID;
If shipment is checked in without AWB, it must be stored in the warehouse under
surveillance;
The use of acceptance form is mandatory in order to keep a trace of operations.
The form must enable the station to carry out security checks on the shipper, on
the customers declaration (e.g.: customs export declaration, AVI declaration,
DGR declaration, etc), on goods and document conformity and on the handling of
special cargo;
After screening process the shipment must be stored in a special export area,
which is protected from access by unauthorized persons.

8.3.1.2. Safety Measures
Cargo personnel must check the condition of the load and assure that cargo shall be
denied boarding:
If its content is leaking;
If it is found visible damage;
If it is not properly packed and/or may cause damage to aircraft and other load;
If the weight is not properly determined;
If it may contaminate the compartment and/or other load;
If it is not packed in accordance with applicable packing requirements;
If special handling instructions cannot be observed;
If necessary loading accessories are not supplied or held available;
If inadequate documentation is supplied by the shipper/agent.

The handling company must assure that Cargo personnel must action according the
following:
Special attention shall be given to dangerous goods, animals and valuable cargo;

8. Cargo Handling


In case of damage, the handling staff must refuse to accept the shipments for
carriage inform local supervisor and return shipment back to the shipper or
agent;
Every shipment must be handled with care and local safety instructions must be
followed;
During the handling process, all ground handling equipment must be in good
order. In case of irregularities it must not be in use;
Special handling instructions (e.g. CAO-label) must be followed;
The handling company must regularly check the condition of all ground handling
equipment and in case damage, damage report must be issued;
Aircraft type limitations must be checked and followed. In case of any
irregularities the acceptance and handling staff must inform the airline
immediately.

8.3.1.3. Other requirements for Cargo Handling Companies
The Cargo Handling Companies must assure the following:
Only adequately trained, qualified and authorized personnel should be
permitted to
operate equipment;
Equipment shall have parking brakes applied, with gear selector in park or
neutral when parked away from, or positioned at, the aircraft;
Ground support equipment should be in good mechanical condition;
Equipment, when approaching or leaving an aircraft, should not be driven
faster than walking speed;
Attachment fittings/transfer bridges and platforms must be correctly deployed;
Prior to the movement of any ground support equipment a walk-around check
should be made;
Hoses or cables on equipment must be securely stowed before the unit is
moved;
Elevating devices must not be driven in the elevated position except for final
positioning;
Baggage/cargo must not be transported on equipment not specifically designed
for that purpose;
Cargo should be stowed evenly, in cargo carts, with heavy pieces on the
bottom and the centre to ensure stability. All doors, gates and curtains should
be secured to prevent cargo from falling out;
The movement of carts/dollies by hand-operated equipment is very simple,
however, it has resulted in many injuries, and additional care must be taken.

8.3.2. Manifesting
The manifest contains all packages that are loaded into an aircraft.

Manifests are differentiated according to the type of transfer of the cargo at the station:
Cargo Manifest;
Transfer Manifest;
NIL Manifest.

The manifest is used for handling air cargo, with the exception of airmail, and is a
necessary working paper for cargo accounting.

Cargo is manifested in the IT systems or manually.

Manifests are accepted from all countries flown to by AirLT.

Observe the following regulations when filling out manifests:

8. Cargo Handling


General:
Convention of the International Civil Aviation Organization (ICAO), Chicago 1944,
Annex 9.
Payload capacity:
Operations releases the payload capacity for passenger aircraft. The release is
reported to the central reservations office and stored in the IT systems. The
weight/volume ratio is taken into account when specifying the payload capacity.
Data for Operations:
Carrier Material per airport of destination: Number of pieces/total weight;
Dangerous goods;
War weapons and other firearms;
Perishable goods;
Perishables;
Human remains (HUM);
Live Animals (AVI);
Live human organs (LHO);
Diplomatic cargo;
Valuable Cargo;
Press Material (PRS);
Heavy cargo (HEA);
Outsized cargo on pallets (BIG);
Cargo that requires particular care.

8.3.3. Cargo acceptance areas
A sufficient number of placards

Have you declared it'
Initial Emergency Response'
must be displayed prominently at all cargo acceptance areas.

8.3.4. Handling of General Cargo
The warehouse dispatch must inform the Load Control/Operations department of the
Ground Handling Company about the planned freight within the deadline specified in
local procedures.

All manifested shipments must be loaded into trolleys for ramp transportation and each
trolley must be marked by the weight and pieces.

Warehouse dispatch must check that the number of pieces and weight on the AWB are
the same as on the acceptance form. All shipments having different numbers on the
AWB and manifest must be sent to further inspection.

Minimum 1 hour before the STD warehouse dispatch must deliver the checked and
accepted freight to the ramp handler. Delivery must be confirmed by signature of the
ramp handler on the AWB.

8. Cargo Handling


8.4. Special Cargo
8.4.1. Definition of Special Cargo
Shipments are termed as Special Cargo if their nature requires:
Special precautions to protect the aircraft, the personnel handling the shipment,
other shipments or the shipment itself;
Special attention and care to avoid inconvenience or discomfort to passengers,
when shipments are loaded into passenger aircraft;
Special procedures to be followed upon acceptance, loading, carriage and
delivery.

Special cargo must be handled in special way from the acceptance during loading and
transportation until final delivery. This special handling must comply with government
regulations, assure protection of aircraft, personnel, the cargo itself or other freight and
avoid inconveniences for the passengers.

The list of Special Cargo and its acceptance in this GOM:
Dangerous goods (DGR) GOM 8.5;
Valuable cargo (VAL) GOM 8.6;
Live animals (AVI) GOM 8.7;
Human remains (HUM) GOM 8.8;
Perishable cargo (PER) GOM 8.9;
Carrier Material and Mail GOM 8.10;
Others: Diplomatic mail (DIP); Press material (PRS), Undeveloped/unexposed film
material, Live human organs (LHO), Unaccompanied baggage (UBAG) GOM 8.4.

8.4.2. Diplomatic shipments
Diplomatic shipments are cargo, transported between a government and its foreign
representation, or cargo, transported between two foreign representations of a
government. Diplomatic shipments may not be opened by customs (according to the
Vienna Convention of 1954).

Diplomatic shipments are divided into the following based on their markings:

Diplomatic mail (cargo rate according to IATA resolution 580) DIP mail;
Diplomatic cargo (calculated as for general cargo) (DIP cargo; DIP bag; DIP
pouch).

8.4.3. Press material
Current TV and newsreel films;
Press review films;
Press photos;
TV/sound recording tapes;
Newspapers and magazines.

Delays during the transport of press material reduce the value of the material. The short
life of press material requires fast, delay-free handling.

8.4.4. Undeveloped/unexposed film material
Always requires special handling/loading during storage/transport.

WARNING: DO NOT STOW/LOAD TOGETHER WITH RADIOACTIVE MATERIALS.

8. Cargo Handling


8.4.5. Unaccompanied baggage (UBAG)
At member state airports, UBAG has to be screened as described in Commission
Regulation (EU) No 185/2010 and Commission Decision C(2010) 774.

At third country airports, UBAG has to be screened as described in ICAO Aviation
Security Manual (Doc 8973) as a minimum.

8.4.6. Live Human organs (LHO)
Require a special handling due to their specific priority.
Handling:
Very short term acceptance due to the high urgency;
Immediate information to AirLT Ground Operations Department and Handling
Companies / Cargo Warehouses at all stations is required.

8. Cargo Handling


8.5. Dangerous Goods
8.5.1. General
AirLT has approval for the Dangerous Goods (DG) transportation. This approval is
granted by the Civil Aviation Administration of Lithuania and is reflected on the Air
Operator Certificate.

The purpose of this Section is to provide AirLT policy on the carriage of Dangerous
Goods.

The Company policy strictly states that dangerous goods are only carried in accordance
with the IATA Dangerous Goods Regulations which contains all of the requirements of
the International Civil Aviation Organisations Technical Instructions for the Safe
Transport of Dangerous Goods by Air (ICAO TI), irrespective of whether the flight is
wholly or partly within or wholly outside the territory of Lithuania. Local requirements
shall also be taken into account.

The Management of AirLT subcontracted Cargo Handling Companies in each station is
responsible that only the current edition of the IATA Dangerous Goods Regulations
(IATA-DGR) is used. Earlier editions must be destroyed.

Dangerous Goods markings, labels and documentations (incl. Form of Dangerous Goods
Shippers Declaration and Check List) must be in accordance of the current effective
IATA-DGR.

In this Sub-section references shown in brackets (IATA-DGR x.x.x.) refer to the latest
effective edition of IATA Dangerous Goods Regulations.

8.5.2. Definition of Dangerous Goods
Dangerous Goods are all solid, liquid or gaseous articles having Corrosive, Explosive,
Pyrophoric, Combustible, Poisonous, Injurious to health, Radioactive, Oxidizing,
Polymerizable properties as well as Magnetized materials and all other articles being
hazardous and capable of posing a significant risk to health, safety, property or the
environment and which are classified according to section 3 of the IATA Dangerous
Goods Regulation (IATA-DGR).

The above mentioned articles may also be contained in an apparatus, instrument and
other items; in that case they are subject to the Dangerous Goods Regulation as well.
Examples: See IATA-DGR 2.2. - Hidden Dangerous Goods.

For summary of examples see IATA-DGR, Section 1. The Dangerous Goods Regulations
determine that some hazardous goods are excluded from transportation. Other goods,
which can be carried safely, but only under certain conditions, may be accepted as cargo
but not in baggage (IATA DGR 1.6/1.7).

8. Cargo Handling


8.5.3. Duties and Responsibilities
Dangerous goods must be carried by air only when all provisions of the current edition of
IATA-DGR have been complied with.

Shipper is responsible of correct classification, identification, packing, marking and
documentation of dangerous goods shipments (IATA-DGR 1.3).
AirLT Ground Operations Department Director has responsibility to co-ordinate the
implementation of AirLT Dangerous Goods policy in all subcontracted stations. AirLT
Flight Safety and Quality Manager has responsibility to assure, that Dangerous Goods
check is include into Station Quality control.

Cargo Handling Companies personnel must comply with the IATA-DGR when accepting,
handling and transporting these shipments (IATA-DGR 1.4). The full responsibility of
Cargo Handling Company includes the following:
assurance, that sufficient trained and qualified staff is available to perform
operational cargo functions related to handling and accepting dangerous goods;
assurance, that sufficient notices are provided at the cargo acceptance points,
giving information about transport of dangerous goods;
Cargo acceptance staff is responsible for accepting dangerous goods for carriage;
Warehouse and loading staff are responsible for storage and loading of dangerous
goods;
Load planners are responsible for correct location planned in the aeroplane and
that NOTOC is issued properly;
All personnel are responsible for informing and reporting if undeclared or
undeclared dangerous goods are found in cargo or mail;
These requirements must be followed also in the case of company shipments
(COMAT) including dangerous goods;
All personnel performing Cargo operations duties must have been trained
according to GOM 1.6.

8.5.4. Requirements for Cargo Handling Companies
The Cargo Handling Companies subcontracted by AirLT must comply with the following
requirements, which are included to be checked during Station Quality Control:
All markings and transport documents for dangerous goods must be in English in
addition to the language required by the State of Origin;
Dangerous Goods markings, labels and documentations (incl. Form of Dangerous
Goods Shippers Declaration and Check List) must be in accordance of the
current effective IATA-DGR;
All currently effective IATA-DGR requirements have to be followed;
DG Acceptance staff shall have DG Acceptance Checklist according the current
effective IATA- DGR Regulations;
DG Acceptance staff shall use DG Acceptance Checklist according the current
effective IATA- DGR Regulations to verify package, overpack, freight containers
are correctly marked and labelled and the shippers declaration for DG, if
required, or other documentation complies with the requirements of the current
edition of the IATA- DGR;
DG Acceptance staff must have a valid IATA approved DGR Certificate for
acceptance of dangerous goods;
All DGR labels must be in accordance of valid IATA DGR Regulations and correctly
fixed;
All boxes must have correct labels prior acceptance procedure and in case of
irregularities it must be returned to the shipper for corrective action.

8. Cargo Handling


8.5.5. Restrictions
The IATA-DGR distinguish between the following transport restrictions for dangerous
goods:
Prohibition for transport on all aircraft;
Approval only for transport on cargo aircraft (Cargo Aircraft Only);
Approval for transport on cargo and passenger aircraft.

8.5.6. Acceptance procedure of Dangerous Goods
The cargo acceptance procedure describes the processes involved from the delivery of
the shipment and the related documents by the shipper/agent to transporting the cargo
to the warehouse. This chapter covers the acceptance of dangerous goods. For the
basics of cargo acceptance see GOM 8.3.1.

8.5.6.1. Before acceptance
Before accepting every offered shipment, there must be ascertained the following:
The exact proper shipping name (no trade name);
The type of goods, and whether they do not possess any hazardous properties as
determined by the IATA- DGR.

These shipments may only be accepted after the shipper has completed the Air Waybill
or his letter of instruction by adding the correct and proper shipping name and stated
that the goods are Not Restricted (no abbreviations!).
The acceptance control must not be confined to the check of the documentation. The
packages have to be checked as well. They must be checked for proper labelling (hazard
label(s), markings, handling label(s), and their condition). Damaged or not properly
packed shipments must be refused.

Every employee in charge of cargo acceptance is required to carefully check all
shipments for goods which are subject to the IATA- DGR. Same applies to shipments
being transferred by other carriers to AirLT.
Goods may only be carried if it has been made certain that:
either, these are not subject to the DGR or,
if dangerous, that the packages and accompanying documents fully meet the
requirements of the IATA- DGR.

In case of doubt, shipments must not be accepted.
As an aid or guidance for the acceptance or refusal of dangerous goods shipments, the
Dangerous Goods Acceptance Check Sheet, has to be used.

8. Cargo Handling


8.5.6.2. Acceptance of Dangerous Goods
All below requirements are mondatory for acceptance and handling the goods when it is
certain that they are subject to IATA-DGR.
Basic Acceptance check of DG must consist of the folowing:
Never accept or store a shipment without the AWB (for liability reasons);
The shipment either being or containing the Dangerous goods must always be
accompanied by the Shippers Declaration for Dangerous Goods (IATA-DGR, 8.1);
The Shippers Declaration must show the UN-number and proper shipping name,
as shown in section 4 of the current IATA- DGR;
The Shippers Declaration must also show the net quantity per package as well as
the hazard class, packing instruction, used packing material and packing group;
Goods declared as Chemicals which are not hazardous according to the
Shippers Declaration may be accepted if the wording Not Restricted is added to
the declaration Chemicals.
Accept dangerous goods as per IATA-DGR of the respective type of aircraft only.

Regulations:
Do not allow carriage of dangerous goods in airmail.
Do not allow carriage of dangerous goods in checked baggage or hand baggage of
passengers or crew (details and exceptions: See IATA-DGR 2.3).

If solid, liquid or gaseous materials with hazardous characteristics (see also definition in
IATA- DGR, Sect. 3) or items containing such materials are offered for air transportation,
the acceptability has to be checked with the help of the alphabetical list in the current
section 4 of the IATA-DGR. If this type of commodity is not specifically named there, the
applicable n.o.s. entry according to the most hazardous characteristics has to be
taken. Articles, of which ones is not certain whether air transportation is permissible,
should be retained until the matter is clarified. groundops@airlituanica.com can be
contacted for clarification. In case of emergency and if transportation is generally
acceptable for passenger carrying aircraft in accordance with IATA- DGR, special
permission may be requested from the previously mentioned offices. In such cases
groundops@airlituanica.aero shall consult the respective authorities and Flight Operation
Departments concerned. It is however, the responsibility of the shipper to provide proper
declaration and classification of the dangerous goods to be shipped by air.
Marking on the packages requiring careful handling may be an indication for dangerous
goods. The Air Waybill may also contain goods other than dangerous goods. However,
dangerous goods must be shown separately and listed first on the air waybill.

If a shipment, containing dangerous goods, consists of several packages with various
contents, the packing and/or net quantities vary each package has to be listed
separately. For further explanations see section 8 IATA-DGR.

Due to the high risk of having motorbikes which might have hidden dangerous goods
although it is not absolutely necessary by the regulation(s) the shipper has to make it
possible to perform a complete DG acceptance check before the final packing will be
done. That means for example:
Shipper has to leave the cover open until the check is performed;
A representative of Cargo Handling Company performs the check in the shippers'
facility prior to final closing of the cover/box/crate;
Any other solutions which ensure the direct inspection of the car before final
packing are acceptable.
The outer packaging of DG must be inspected prior to acceptance;
DG must be found free from visible leaks or damage. If evidence of damage or
leakage is found, the dangerous goods must not be accepted and loaded on an
aircraft;

8. Cargo Handling


Aircraft type limitations must be checked and followed;
As a matter of principle, DG must always be secured by lashing. For exceptions,
see Exceptions from lashing requirements below.

8.5.7. IATA Cargo IMP codes
Purpose: Internationally uniform abbreviation of special shipments (GOM 8.1.7.).

8.5.8. Dangerous Goods acceptance areas
A sufficient number of placards ('Have you declared it'; 'Initial Emergency Response')
must be displayed prominently at all dangerous goods acceptance areas.

8.5.9. Storage of Dangerous Goods basic requirements
The following basic requirements are mandatory for storage areas:
Not accessible to the public and unauthorized persons;
Protected against warehouse traffic;
Equipped with following placards:'Safety First'; 'Initial Emergency Response';
'Segregation Table';
Depending on the size and area, more than one of each type of placard is
required;
Equipped with fire fighting equipment, e.g. fire extinguisher.

To avoid the forwarding of dangerous goods, which have not yet been accepted or have
been refused due to non-compliance, it is mandatory to designate and use separate
storage areas.
As a minimum two areas have to be designated:
Area # 1 for accepted shipments;
Area # 2 for not (yet) accepted and refused shipments.

If space in the warehouse permits, it is highly recommended to further separate and
designate a minimum of three areas:
Area # 1 for accepted shipments;
Area # 2 for not (yet) accepted shipments;
Area # 3 for refused shipments.
Each storage area must be:
Clearly marked and identified regarding which shipments have to be stored there;
Clearly separated from each other in such a manner that no mix-up of shipments
is possible.

8.5.10. Storage of Dangerous Goods additional requirements
Radioactive material: Store as a minimum according to IATA-DGR 9.2.1.
In case of undeliverable radioactive material shipments: inform AirLT Ground Operations
Department in addition to the requirements of IATA-DGR 9.2.1.3.

Self-reacting substances, Division 4.1: Do not store in direct sunlight; stow away from
all sources of heat.

Organic peroxides, Division 5.2: Do not store in direct sunlight; stow away from all
sources of heat.

8.5.11. Segregation of Dangerous Goods basic requirements
As a minimum, dangerous goods must be segregated in the warehouse from each other.

8. Cargo Handling


8.5.12. Documents
The following transportation documents are always relevant for the Acceptance of
dangerous goods:
Air Waybill (AWB);
Shipper's Declaration for Dangerous Goods;
Special permit, if applicable.

In addition the following transportation documents may be relevant:
Shipping order.

See also GOM 8.11, Transportation Documents.

8.5.13. Acceptance check sheet for Dangerous Goods (ACS)
The following forms are available in IATA-DGR:
Dangerous Goods Acceptance Check Sheet For Non-Radioactive Material (Form);
Dangerous Goods Acceptance Check Sheet For Radioactive Material (Form);
Dangerous Goods Acceptance Check Sheet For Non-DGR-Shipments Packed in
Dry Ice (Form).

Purpose: Documentation of the compliance with the IATA-DGR.

Copies and distribution:
Original accompanies shipment attached to the AWB.
The copy remains with the trip file at airport of departure.

Filing period: 12 months.

8.5.14. Shippers declaration for Dangerous Goods / Dangerous
Goods Declaration (DGD)
The shipper's declaration is filled out by the shipper in accordance with IATA-DGR. Do
not make any changes/additions to the declaration.

Exceptions:
AWB No;
Airport of Departure;
Airport of Destination.

Do not accept DGD, which is filled out on behalf of, in order of, care of etc.

Original accompanies shipment attached to the AWB;
The copy remains with the trip file at airport of departure.

Filing period: 12 months.

8. Cargo Handling


8.5.15. Labels
All labels must be according to the current IATA DGR Regulations.

Labels must be affixed to the box prior to the acceptance procedure. DGR acceptance
staff must check very carefully that all needed labels are affixed correctly and are non-
removable. In case of any wrong label on the boxes, it must be removed.

In case of discovering that some DGR labels are lost, detached or illegible on shipments
subsequent to the time of acceptance by Operator, cargo acceptance staff must ensure
accurate replacement of such labels. In case of any irregularities to do this, the shipment
must be refused and returned back to the agent or shipper.

8.5.16. Acceptance of Radioactive Material (RRW, RRY)
Regulations: See IATA-DGR, Chapter 10.

8.5.16.1. Definition of Radioactive Cargo
With radioactive material the atoms are not stable, and emit radiation during decay. The
average number of atomic transformations per second is referred to as the activity of the
element and measured in Becquerel (Bq).

Example: 5 Bq are equivalent to 5 atomic transformations per second.

The atoms emit radiation energy while they decay. The radiation is differentiated as
alpha, beta and gamma rays. The quantity of radiation energy (radiation dose)
measured at a certain spot in a certain time unit is the radiation level. The radiation level
is measured in sievert per hour (Sv/h). One thousandth Sv/h is a millisievert (mSv/h).
On millionth Sv/h is a microsievert (Sv/h).

8.5.16.2. Categories of Radioactive Material
To calculate the Transport index (TI) first the radiation level in mSv/h is measured at a
distance of one meter from the package. Then the radiation level is divided by 10.

Category Colour
Transport Index
(TI)
CARGO IMP code
I White 0 RRW
II Yellow 0.1 1 RRY
III Yellow 1.1 10 RRY

8.5.16.3. Protection from radiation
Radiation energy can lead to damages of cell growth and genetic material.

Measures for protection against radiation:
Shielding of radioactive cargo;
Increasing the distance to radioactive cargo;
Minimizing the time spent near radioactive cargo.

8. Cargo Handling


8.5.16.4. Pre-advice of Radioactive shipments to/from/via VNO or other
base station
Shipment of radioactive shipments, which are forwarded to/from/via VNO as bulk load
must be pre-advised as soon as possible - latest upon departure of the flight to VNO -
with information on:
Loading position;
AWB number;
Number of packages.

This requirement applies to RRW/RRY and Radioactive Material in Excepted
Package.

8.5.16.5. Radioactive materials limitations
The following limitations apply on Embraer 170 and 175 operated flights:

Maximum total sum of transport index allowed per aircraft is 8;
Radioactive materials must be loaded directly on the floor in compartment 1 or 4
only;
Compartment 1 max 4 TI - consignment must be loaded on the floor the most
forward;
Compartment 4 max 4 TI - consignment must be loaded on the floor in the
middle section;
Separation for radioactive materials:
Separation of radioactive material:

Total sum of
TI
Minimum
distance
0.1 to 1.0 0.30 metres
1.1 to 2.0 0.50 metres
2.1 to 3.0 0.70 metres
3.1 to 4.0 0.85 metres
4.1 to 5.0 1.00 metres
5.1 to 6.0 1.15 metres
6.1 to 7.0 1.30 metres
7.1 to 8.0 1.45 metres

8. Cargo Handling


8.5.17. Prior DG delivery to ramp and loading to aircraft
The outer packaging of DG must be inspected prior to delivery to Ramp Handling and
loading onto an aircraft. The following must be observed:
Handling and loading of DG shall only be performed by or under the direct
supervision of staff who has received appropriate training;
DG must be found free from visible leaks or damage. If evidence of damage or
leakage is found, the dangerous goods must not be accepted and loaded on an
aircraft;
Aircraft type limitations must be checked and followed;
Special handling instructions (e.g. THIS WAY UP arrow-labels) must be
followed;
Dangerous goods may never be loaded in the compartment door section;
Radioactive material, yellow label, must always be stowed directly on the
compartment floor;
Incompatibility list and minimum separation distances must be checked and
restrictions followed;
In case of damage to DG, extreme care must be exercised particularly if
radioactive materials or infectious substances are involved.
Dangerous goods must not be carried in an aircraft cabin occupied by passengers
or on the flight deck of an aircraft;
Dangerous goods marked CARGO AIRCRAFT ONLY must not be loaded onto a
passenger aircraft;
As a matter of principle, DG must always be secured by lashing. For exceptions,
see exceptions from lashing requirements below.

8.5.18. Dangerous Good emergency procedures
8.5.18.1. General
In case of damage to Dangerous Goods, extreme care must be exercised particularly if
radioactive materials or infectious substances are involved. General emergency
procedures to be followed comprise the following in the event of a spill or leakage
involving DG:
Advise immediate supervisor first and get professional assistance;
Proceed with necessary action according to Dangerous Goods Emergency
Response Chart (Ground Incidents). See GOM 8.5.20.;
Where safe to do so, isolate the package by removing other packages or
property;
Avoid contact with the contents of the package.

If the contents come into the contact with body or clothes:
Thoroughly wash off body with plenty of water;
Remove contaminated clothes;
Keep hands away from eyes, mouth and nose;
Seek medical assistance;
Staff involved in such incidents should stay on site until their names are noted.

8. Cargo Handling


8.5.18.2. Safety measures
The condition of the load must be checked in order to detect leaking or otherwise
damaged shipments. Special attention shall be given to dangerous goods, animals and
valuable cargo. Packages with leaking contents must not be loaded.

The outer packaging must be inspected during the acceptance and physical handling
process. In case of any irregularities the acceptance and handling staff must inform the
airline immediately. Every shipment must be handled with care and local safety
instructions must be followed. During the handling process, all ground handling
equipment must be in good order. In case of irregularities it must be in use.

8.5.18.3. Contaminated Cargo handling
If cargo not identified as containing dangerous goods has been contaminated and it is
suspected that dangerous goods may be the cause of the contamination, the reasonable
steps must be taken to identify the nature and the source of contamination before
proceeding with the loading of the contaminated baggage or cargo. If the contaminating
substance is found or suspected to be a substance classified as dangerous goods, the
baggage and cargo must be isolated and appropriate steps taken to nullify any identified
hazard before the baggage or cargo is transported further by air.

8.5.18.4. Damage to or leakage from Dangerous Goods
An aircraft in which dangerous goods has leaked or any aircraft or aircraft equipment
which has been contaminated by dangerous goods must be taken out of service
immediately. The aircraft or equipment must not be returned to service until it has been
determined that there is no risk to the health of the staff and passengers.
Re-assessment shall be made according to local authorities procedures.

8.5.19. Damaged and rejected Dangerous Goods
The following requirements must be followed:
Discovered errors/mismatches or damages of actual load must be reported to the
Shift Leader;
Discovered errors/mismatches or damages of actual load must be filled in Cargo
Damage Report;
During acceptance or delivery to Ramp Handling, a visual check of the actual
through load shall be made to secure that the load corresponds with the through
load figures on the loading instruction/report. Any suspected differences shall be
reported to the Shift Leader and Load Control;
Prepare as much as possible prior to the start of the unloading/loading, which
may save time and be useful later in order to maintain scheduled operations;
Before acceptance a visual check surrounding all cargo doors for detect possible
fuselage damages shall be made;
Before loading the flight number, air waybill number and etc. must be checked to
secure correct and uninterrupted loading;
Before delivery to Ramp Handling, a check of the correspondence between the
actual weights of cargo and mail and the estimated weights on the loading
instruction/report, shall be made;
Before acceptance and loading, a check of the physical condition of the load,
(damage, leakage, etc) shall be made;
In case of any irregularities, immediate reporting to Shift Leader or Load Planner
must be made and damaged/rejected cargo must be refused to accept;
Damaged and rejected cargo must be hold separately from other accepted
consignments and shipper or agent must be informed;

8. Cargo Handling


The condition of the load must be checked in order to detect leaking or otherwise
damaged shipments. Special attention shall be given to dangerous goods, animals
and valuable cargo. Packages with leaking contents must not be loaded.

In case of damages of dangerous goods GOM 8.5.18. and GOM 8.5.19. must be followed

8.5.20. Dangerous Goods Emergency Response Chart (Ground
Incidents)

8. Cargo Handling


8.6. Valuable Cargo
8.6.1. Definition of Valuable Cargo
The following cargo is considered as valuable cargo (VAL, ref.: IATA Resolution 012,
IATA AHM 331):
Any article having declared value for carriage of USD 1000 (or equivalent) or
more, per gross kilogram;
Gold bullion (including refined and unrefined gold in ingot form), dore bullion,
gold specie and gold only in the form of grain, sheet, foil, powder, sponge, wire,
rod, tube, circles, mouldings and castings, platinum, platinum metals (palladium,
iridium, ruthenium, osmium and rhodium) and platinum alloys in the form of
grain, sponge, bar, ingot, sheet, rod, wire gauze, tube and strip (but excluding
radioactive isotopes of the above metals and alloys which are subject to restricted
articles labelling requirements);
Legal banknotes, travellers checks, securities, shares, share coupons and stamps
(excluding mint);
Diamonds (including for industrial use), rubies, emeralds, sapphires, opals and
real pearls (including cultured pearls);
Jewellery consisting of diamonds, rubies, emeralds, sapphires, opals and real
pearls (including cultured pearls);
Jewellery and watches made of silver and/or gold and/or platinum;
Articles made of gold and/or platinum, other than gold and/or platinum-plated.

In addition, the following items should be regarded as valuable cargo and be handled as
VAL:
Goods for which no value is declared but which obviously require security
handling (consult with AirLT Ground Operations Department!);
Blank airline documents, e.g. MCOs, AWBs, tickets etc. shipped to airline
offices/stations or General Sales Agents (in case shipped as cargo; may be also
shipped as carrier mail);
Diplomatic baggage (when declared as high-value);
Narcotics (drugs such as opium and derivates), etc. if required;
Cremated human remains (ashes);
Human remains (SPL code HUM);
Live human organs (SPL code LHO).

Cargo that is not listed in IATA Resolution 012 (Definition of Valuable Cargo), however
requires special protection against theft during transport:
Cigarettes, cigars;
Perfume -provided the dangerous goods regulations do not apply as per IATA-
DGR;
High-quality textiles and clothing;
Silver bars, coins and jewellery;
Precious stones -provided not VAL Passports;
Narcotics -provided not dangerous goods as per IATA-DGR;
Drugs such as opium and derivatives;
Art work, paintings, sculptures;
Sewing and knitting machine needles;
Unique specimen, prototypes and model components;
Computers;
Office communications devices;
Audio systems;
Flat-panel monitors;
Video recorders;
Mobile telephones including car telephones;
Microchips, computer chips;

8. Cargo Handling


Semiconductors Cameras;
Optical devices and accessories.
The above items may not to be stowed in valuable cargo pouches.
NOTE: The maximum value of shipments on a single aircraft should not exceed 100,000
(one hundred thousand) USD.

8.6.2. Acceptance procedure of Valuable Cargo
The Valuable cargo (hereinafter VAL) acceptance procedure describes the process from
the delivery of the VAL shipment and the related documents by the shipper/agent to
transporting the VAL cargo to the warehouse.
For information on the basic content of cargo acceptance, see GOM 8.3, General Cargo.

To provide adequate security special handling procedures are required for valuable cargo
(VAL).
Never accept or store a shipment without the AWB (for liability reasons);
The value must be indicated on the AWB;
Cartons, packages or similar type of packing containing valuable items must
not be labelled by stickers or labels bearing any form of advertising;
Valuable goods must not be consolidated with other goods. However, one
shipment may be composed of various shipments of VAL goods;
AirLT Ground Operations Department must be notified of VAL shipments;
Any information on valuable cargo (value, contents, routing, storage) must
therefore be kept confidential; only the details, absolutely essential for
handling purposes, shall be made available to the personnel directly involved.

8.6.3. Determination of Value
The value of such shipments must be requested from the shipper during the initial
contact (booking). If it is not possible the shipper must do this at the latest during
delivery of the goods for transport. The value must be indicated on the shipping
documents. In case the value quoted is lower than the actual one of the good, or vice
versa, the highest shall be applicable.

groundops@airlituanica.com will consult with involved departments of AirLT or its
affiliated partners. Special arrangements being made by the shipper in connection with
security will have to be mentioned in those messages. In urgent cases where above
values apply special arrangements must be made by telephone prior to acceptance and
shipping with.

In all other teletype messages (reservation or pre-advice messages) no information
about the values of the goods concerned must be given or repeated.

Since facilities for safe storage of valuable cargo are not available at all airports in
general, it shall be well considered when routing and booking valuable consignments
that these should not arrive at the airport of unloading on weekend or public holidays.
Besides that, existing embargoes and/or routing requirements have to be observed
(TACT).

8.6.4. Surface transportation
Carriage by truck-services (surface transportation substituting air carriage) is principally
not permitted.

8. Cargo Handling


8.6.5. Handling of Valuable Cargo
The below mentioned regulations are applicable for Valuable Cargo (VAL) and
Sensitive Cargo (SSC).

All valuables must be handled as a separate category distinct from regular air cargo.

8.6.5.1. Handling at the airport of loading
It is the duty of the Cargo Handling Company (CHC):
To report to operation in advance, the total gross weight in one sum of all
valuable and sensitive (SSC) shipments positioned for loading under the handling
code VAL, and to coordinate the timely positioning of containers if used;
To give proper instructions regarding the stowage in DCS containers and handling
of valuable cargo;
To keep sufficient number of seals ready for the closure of DCS containers and
to attach these properly; the seal numbers must be recorded accordingly. These
seal numbers must then be pre-advised to the cargo office at the airport of
unloading;
To keep the DCS container and/or valuable cargo pouch(es) under surveillance
until they are loaded on board the aircraft;
To send a telex-pre-advice.

It is the duty of the station:
To inform the cargo agent about the loading position according to the loading
instruction;
To inform the Pilot in Command (PIC) verbally about loading and loading position
of valuable cargo.

VAL Cargo shall be loaded at the entrance of the following cargo compartments:
Embraer 170, 175 CPT 1.

8.6.5.2. Handling at the airport of unloading
It is the duty of the CHC:
To make the necessary arrangements after receiving the pre-advice message
(e.g. notification of handling agent, security guard or firm etc.);
To check the cargo manifest for incoming valuable (VAUSSC) shipments which
must be unloaded under supervision;
To check the condition of the seal(s) attached to container (see DCS), and
valuable cargo pouch(es) in the presence of a second AirLT, affiliated carriers or
contracted agents employee; in case there are signs on the container and/or
pouch(es) or packages (at the aircraft) giving evidence that they have been
tampered with, or if valuable cargo pouch(es) or packages are missing,
immediate measures have to be taken in accordance with the Chapter
Irregularities;
To escort valuable cargo from the aircraft to the warehouse or the customs
warehouse;
To remove the seal(s) affixed to the valuable cargo pouch(es) and the DCS-
container inside the cargo facilities or in the customs premises in the presence of
a second authorized person to check valuable shipments immediately after
unloading out of the DCS container or valuable cargo pouch in the warehouse for
presumable damage, loss or manipulation;
Storage;
It must be evident from cargo documents (e.g. proof of receipt, copy of manifest)
who handled the shipment at what time and in what manner (when handling
agents and/or contractors act on behalf of AirLT, instructions and procedures

8. Cargo Handling


must agreed upon in writing in advance) for the storage of sensitive shipments
see the instructions given in the chapter concerned with handling shipments.

The ground staff, when opening the hold door, shall hand over the consignment to the
responsible cargo staff against a duly signed copy of the NOTOC.

8.6.5.3. Handling at transit airports
Whenever at transit airports valuable shipments are loaded or unloaded into or out
of a DCS container, the CHC will be responsible for the removal of the seals and for any
resealing of these containers.

Any opening or closing of DCS containers and/or valuable cargo pouch(es) may only be
performed in the presence of a second employee. The number(s) of the removed seal(s),
as well as of the new one(s) attached to them, shall be recorded on the respective
documents and be pre-advised to the next station (Cargo Office) and/or to the station of
unloading (Cargo Office).

8.6.6. Notification to the cargo office of destination
The Cargo Office at the airport of destination must be notified after departure at the
latest, in order to arrange for necessary security measures in accordance with local
conditions.

8.6.7. Use of Value Cargo pouches and seals
Shipments containing valuable goods must only be stowed into specially designed
valuable cargo pouches with an affixed seal if loaded on AirLT and/or its affiliated
carriers aircraft. If, due to dimensions and/or weights, pieces of valuable cargo cannot
be stowed into a valuable cargo pouch, these may be carried without this protective
device. The weight loaded into a valuable cargo pouch must not exceed 25 kg.

Seals shall be kept under safe custody and an audible check record showing seal
number, name of employee receiving it, intended use (AWB No., DCS container No. and
flight No.) must be kept. Several smaller shipments of valuable cargo having identical
routing to the same airport of unloading may be stowed into one valuable cargo pouch.

A revenue cargo tag with only these following entries shall be affixed to the pouch:
Airport of unloading;
Total number of pieces loaded into, or contained in the pouch.
All consignments which either by weight or dimensions do not fit the VAL pouches shall
be loaded preferably to bulk holds. Loading on pallets must be made only as last resort.
In that case the shipment must be duly protected and placed in the central area of the
pallet, far from the net, to avoid theft.
On multi sector flights, valuable cargo should be stowed behind the cargo manifested to
the same destination.

8. Cargo Handling


8.6.8. Delivery of Valuable shipments
The employees of the CHC have to check whether a person calling for a valuable
shipment is entitled, by special authorization, to collect such Dispatch of pre-advice
messages to AirLT Ground Operation Department, or contracted handling agents is to be
performed in accordance with the preferred communication procedures using the priority
prefix QU.

A person collecting a shipment has to prove his identity as follows:
A person wishing to collect a shipment who, at the same time, is the consignee as
shown on the AWB, must present a valid identity card with photograph which at
least bears the full name, date of birth and residence of the holder;
Person claiming the shipment who are not the consignee as shown on the AWB
must present a valid identity card with photograph which at least bears the full
name, date of birth and residence of the holder, and present a letter
authorization issued and signed by the consignee as shown on the AWB which
only authorizes pick-up of a specific shipment and which has no unlimited
validity.

The following data should be contained in the letter of authorization:
Date of issuance;
Range of authorization;
Name and address of authorized person or firm;
Valid (legal) signature of the consignee (person or company issuing the
authorization).

The employee of the CHC has to check the authorization for correctness.

All data shown on the identity card shall be noted down on AWB copy. In case where
presentation of a letter of authorization is required, this document is to be attached to
AWB copy as well.

From the notes made on AWB copy it should be recognizable by initialling or signature
who of the AirLT employees or those of AirLT agents has handed out the shipment and at
what time (date/time).

Authorization papers for VAL good pick-up on behalf of a second party must be checked
regularly for validity.

8.6.9. Security procedures
Instructions for the protection of valuable shipments during the on- and off-loading
process must be agreed upon in writing with the various stations and CHC according to
the local conditions and facilities available.

From the time of acceptance until loading into and after unloading out of the aircraft,
and until delivery to the consignee, valuable shipments are under the control and
supervision of the CHC. Therefore they are the responsible party at all times.

If the precautionary measures, as described below, cannot be met at a station due to
local conditions, an exceptional permission has to be requested from
groundops@airlituanica.com.

8. Cargo Handling


8.7. Live Animals
8.7.1. Definition of Live animals
AVI service covers all species of animals, including animals intended for consumption
(e.g. lobsters, eels, frogs). Hatching eggs (HEG) are also classified as animal transports,
but handled as perishable cargo.

8.7.2. Acceptance procedure of Live animals
The section on hand covers the acceptance of AVI.

Personnel must be familiar with the basic rules for animal transport (TACT Rules 7.3 and
8.2, IATA-LAR, EU Veterinary Regulations).

For animal transports, the animal health legislation, the protection of animals and the
protection of endangered species apply. The respective laws of the countries of
departure, transit and destination apply and must be adhered to.

8.7.3. Permits within the EU
Types of permits:
The import or transit to/via the European Union is only possible via certain ports
of entry;
An import permit is required for imports to the EU;
A transit permit is required for transits via the EU.
For more detailed information consult 7.3 IATA TACT rules.

8.7.4. Protection of endangered species (CITES)
The protection of endangered species controls the trade with endangered animal species.
The provisions of the Washington Convention on International Trade in Endangered
Species (CITES) is decisive here.
The animal species are divided into the following categories (Appendices) according to
their endangerment:
Appendix I: Animal species threatened with extinction;
Appendix II: Seriously endangered animal species;
Appendix III: Endangered animal species subject to controlled trade.

Do NOT accept any animal transport from Appendix I.

Animals named in Appendix I, but which have been bred in the 2nd generation in
captivity are assigned to Appendix II and may be transported on AirLT services.
See IATA-LAR for further regulations.

8.7.5. Special restrictions on AirLT flights
AirLT accepts only certain types of live animals for transportation. Moreover, the number
of live animals of certain categories is limited per flight and cargo compartment.

Reference: See GOM 8.6.8. Live Animals, of GOM 8.6 Special Loading.

8. Cargo Handling


8.8. Human Remains
8.8.1. Acceptance procedure of Human Remains
Human Remains can be not cremated and accepted in coffins or cremated and accepted
in funeral urns. The accpetance procedure of Human Remains contains the folowing:
Do not transport human remains together with other cargo under one AWB;
Only accept human remains on a prepaid basis. Exception: A written guarantee
statement of the shipper or a deposit covering the CC amount has been
received;
All charges are entered in the Prepaid column;
Human remains can not be consolidated with other goods; however
consolidated shipment might be wholly composed of human remains;
Human remains in coffins:
- The Nature and Quantity of Goods field contains the handling code HUM;
- Before acceptance, there must be a confirmed booking for the entire air
transportation including any connecting flights.

8.8.2. Packing requirements
Packing must be suitable for air transportation, such as:
Cremated remains: must be shipped in funeral urns which are efficiently
protected against breakage by a cushioning packaging;
Not cremated remains: must be contained in a soldered inner coffin of lead or
zinc, which in its turn must be packed in a wooden coffin; the latter may again
be packed, to be protected from damage, in a case and/or may be covered up
by canvas or tarpaulin so that the nature of the contents is not apparent.
Strong handles must be bolted to the outer packaging. Human remains cannot
be consolidated with other goods. However, a consolidated shipment may be
wholly composed of human remains.

8.9. Perishable Cargo
8.9.1. Definition of Perishable Cargo
Perishable Cargo is cargo containing artichles of perishable nature which are liable to
deteriorate or perish due to change in climate, temperature, altitude, or other normal
exposure , or length of time in transit.

8.9.2. Acceptance procedure of Perishable Cargo
The Perishable Cargo can be accepted to carriage only when it is certain the shipment
will reach its destination in good condition. The folowing must be checked during
acceptance:
Packages and documents should be bodly marked as Perishable;
All charges are entered in the Prepaid column; Only accept perishable cargo on
a prepaid basis. Exception: A written guarantee statement of the shipper or a
deposit covering the CC amount has been received;
The following entries must be made:
- Nature and Quantity of Goods field:
In addition to the specification of contents, one of the notes PERISHABLE
CARGO, HATCHING EGGS, EDIBLE MATERIALS, LIVING HUMAN ORGANS or
FRESH HUMAN BLOOD;
- Handling Information field:
Any instructions on special handling (e.g. temperature ranges) or weight of
dry ice shipments containing liquids or shipments, which by their nature may
produce liquids and which are not subject to the IATA Restricted Articles
Regulations shall be designated as "Wet Cargo".

8. Cargo Handling


8.9.3. Wet Cargo
The following types of cargo are to be considered as 'Wet Cargo":
Shipments of liquids in watertight containers;
Shipments of wet materials not packed in watertight containers e.g. fish packed
in wet ice fresh- or frozen meat, fresh animal guts, raw hides, etc.;
Goods, which may produce liquids, e.g. live animals.

In order to protect the other load against leakage and/or spillage from wet shipments,
the following precautions shall be taken:
Plastic sheets or tarpaulin should be spread on the aircraft floor and walls, so as
Containers shall be stowed upright, i.e. the closure must be at the top;
Special handling instructions attached to the container (e.g. "This Side Up"
labels) shall be strictly observed.

For Wet Cargo in containers, which are not watertight, secondary measures must be
Placing the shipment in another watertight container, or
Using plastic sheets or tarpaulin turn the edges up against the aircraft wall or
other cargo so as to create a waterproof basin around the shipment.

In case of damaged packages (e.g. packages with holes, traces of leakage, defective
caps or closure devices) or packages where damage can be assumed, a Cargo Damage
Report has to be filled in.

8.9.4. Frozen Fish
Frozen fish carried as "Wet Cargo" is subject to special handling procedures. In order to
achieve an effective protection of the aircraft holds against leakage, the Ramp Service of
the departure station shall be supplied with the following extra equipment:
Plastic sheet measuring 2 x 2,5 m width and 1,5 mm thick;
Stick tape in crepe paper or tissue (rolls);
Ropes and tie down fittings.

The plastic sheet (cut from the roll with the length suitable to the total number of boxes
to be loaded) will be stretched carefully along the compartment, to avoid tearing. The
edges of the plastic sheet will be then stuck to the compartment walls using adhesive
tape. The boxes containing the fish will then be loaded, taking into consideration that
they must have the closure up. After the loading of the boxes, the edge of the plastic
sheet transversal to the aircraft will wrap up all the cargo on that side. Whenever the
size of the cargo loaded allows it, the plastic sheet shall wrap up the boxes containing
fresh fish, acting as closure to all the shipment. To finalize the operation, the block made
up by the assembly of boxes will be fastened using the ropes to the tie-down fittings
previously fixed to the front end the compartment.

8. Cargo Handling


8.10. Carrier Material and Mail
8.10.1. Definition of Carrier Material
Carrier material are items, packages, shipments and loads carried on board of AirLT and
affiliated carriers aircraft in the Companys and/or the affiliated carriers interest, to
repair and/or maintain AirLT and affiliated carriers aircraft, to provide its and/or the
affiliated carriers aircraft and outstations or agencies with equipment and materials
necessary to fulfill their functions and catering materials and equipment for the provision
of AirLT passengers.

Carrier material may also consist of non-commercial cargo of AirLT and/or affiliated
carriers personnel, with special permission and after prior arrangements only. Carrier
material of others such as affiliated carriers and tour operators may be accepted either
on the base of reciprocal arrangements or with special permission only.

8.10.2. Acceptance procedure of Carrier Material
During acceptance of Carrier material there should be checked the folowing:
For shipping, transportation, in-and outbound clearance, the carrier material
shall be fully documented and identifies as per annex 9 facilitation, of the ICAO
Chicago Convention of 1944, as well as customs and Company requirements;
Carrier material shall be accompanied by a Service Air Waybill, or a standard
IATA Air Waybill marked Carrier material in the appropriate space, a Shipping
Order fully completed, and a Proforma Invoice (for customs purposes only)
according to local requirements;
With the exception of catering equipment and materials, the documentation
must be carried out by the respective Shipping Agent according to the shipping
order of the consignment department of AirLT, its affiliated carriers or tour
operators, etc. Catering equipment and materials are documented by the
affiliated catering companies and supplied to the Shipping Agent for
manifesting;
The Air waybill for Carrier material shall show the shipping and receiving
department or office, as well as details of contents, packing, weight, dimensions
etc.;
The proper completion of the Air Waybill with all details required for accounting
purposes as per specimen is essential. Freight or related charges shall be
inserted only if they are assessed properly by the Ground Operations
Department and required for entry clearance;
The IATA Air Waybill must be marked for Carrier material in the space by
marker pen as shown in the specimen;
Carrier material for Charterers may only be shipped with prior permission of the
AirLT Ground Operations Department (groundops@airlituanica.com).
Whenever any doubts appears the AirLT Ground Operations Department must be
contacted for confirmation (groundops@airlituanica.com).

8. Cargo Handling


8.10.3. Carrier Material Handling
When handling the Carrier material there should be considered the folowing:
Carrier material may, according to its nature, be of different priority categories.
Normally Carrier material has the last Priority to be loaded after baggage, mail,
cargo. If Carrier material is urgent, this must be indicated with the Priority status;
The priority status shall be shown in the space provided for
Accounting/Information. The priority status and Carrier material shall be
written across the columns Commodity/Item No./Chargeable Weight/Rate and
Total;
AOG (Aircraft On Ground awaiting spare parts and/or equipment) has the highest
priority. Carrier material with the priority status AOG is identified by a special
label or markings in a bright color on the cargo label;
Other priority states shall be shown on the Carrier material label to allow proper
recognition by GSP Ramp Agents in case of overload;
Carrier material Priorities might be controlled by the Ground Operations
Department at Vilnius (groundops@airlituanica.com);
In all cases where more expeditious and more adequate possibilities are available
and used, consideration must be given to Carrier material when forwarding
possibilities becoming more favorable;
Carrier material for tour operators and/or charterers may consist of equipment,
advertising materials, entertainment materials, etc. The previously mentioned
items must be the property of, or on hire of the tour operators and/or charterers,
not used for sale or re-sale, or to be let against hire or reward.

8.10.4. Definition of Carrier Mail
Carrier mail (Co-Mail) is airlines inter-office correspondence carried by aircraft between
airports. International Postal authorities allow such mail to be carried on airlines own
aircraft without payment of postal charges. Carrier mail may be carried un-manifested,
unless the laws and legislation acts of the country of destination are demanding
otherwise

Only members of AirLT staff in Lithuania and representative offices outside Lithuania
have the right to send and receive Carrier mail.

Parcels, cartons or any object other than mail are not Co-Mail and they have to be sent
as a service shipment. The weight should be included in the baggage weight. At the
airport of destination the handling agent delivers the co-mail in accordance with own its
procedures.

Carrier mail is:
correspondence between AirLT and the airlines, handling companies, CHCs and
representations at the destination airports;
documents necessary for the passenger handling services, e.g. boarding passes,
baggage tags etc;
documents necessary for the cargo handling, e.g. cargo manifests, air waybills
etc;
other documents for the passenger and cargo services, used also at the
destination airports outside Lithuania;
Ticket stocks -Forms of flight, cargo and other documents;
Advertisement and promotional materials;
Onboard magazines;
Timetables and other materials related to the AirLT commercial activities.

8. Cargo Handling


8.11. Transport Documentation
8.11.1. The Air Waybill (AWB)
An AWB is:
A contract between the shipper/agent and the airline for the transport of cargo
between the airport of departure and the airport of destination of an airline;
Proof of the reception of the goods for transport;
Dispatch note (Bordereau) on which the accompanying documents and optional
instructions of the shipper are entered;
Invoice for the freight charges;
Insurance certificate, if the insurance is covered and entered in the AWB through
intermediary of the airline;
Document for the customs authorities;
Instructions for the personnel of the airline and Handling Companies on handling,
transport and delivery of the shipment.

The AWB is issued by the shipper/agent himself or in his name.

The AWB number consists of 11 digits:
Digits 1-3 (Prefix): Code number of the airline;
Digits 4-10: Consecutive serial number;
Digit 11: Check digit according to the Modulus-7 system.

The AWB is not a negotiable instrument and does not serve as proof of the right to
ownership of the shipment. Therefore, the consignee can pick up his shipment without
presenting a copy of the AWB. During pick-up only proof of identity is required.

8.11.2. Validity regulations
Even if the AWB is not completely filled out, the contract of carriage is valid. The airline
bears full liability and cannot invoke the provisions of the Vilnius Pact or the Hague
Convention. Make sure that the AWB is filled out completely and legibly.

The AWB must be from an airline that is involved in the original transport of the
shipment.

8. Cargo Handling


8.11.3. AirLT AWB
AirLT AWB is issued for transport on AirLT services.

AirLT has a standard AWB form in use.

Original 1 (for issuing carrier), Purpose: Proof for accounting;
Original 2 (for consignee), accompanies the shipment to the airport of
destination. The consignee receives it together with the shipment;
Original 3 (for shipper), verification of handing over the shipment for transport;
proof of the signature of the airline and shipper for the contract of carriage,
voucher for the payments made to the airport of departure;
Copy 4 (delivery receipt), accompanies the shipment to the airport of destination.
It is signed by the consignee and kept by the airline; Purpose: Proof of delivery of
the shipment, voucher for the fulfillment of the contract of carriage by the airline;
Copy 8 (for agent), remains with the agent or the station of the issuing airline;
Copies 5, 6, 7, 9 and 10, additional copies, use as required;
One copy (either 5, 6, 7, 9 or 10) remains with the airline. An airline that issues
an AWB with more than 9 copies can keep the additional copies;
Unused AWB copies accompany the shipment up to the airport of destination;
Additional copies of the AWB may be required in the case of several transfers.
The shipper can also request additional AWB copies. Additional copies are issued
by the accepting station.

8.11.4. Neutral AWB
The neutral AWB is a standard AWB in accordance with IATA Resolution 600a. It does
not contain any reference to the issuing airline. The AWB number including the airline
prefix is not entered until the AWB is prepared. Cargo agents with their own IT system
can issue these neutral AWBs as an IATA-AWB or as internal AWB (HAWB).

8.11.5. Other documents
In addition to Shippers Letter of Instruction and the destination the folowing documents
are required when appropriate:
Shippers Declaration for Dangerous Goods;
Shippers Certification for Live Animals;
Commercial Invoice;
Certificates, Permits, etc.
Reference: For more detailed documentation requirements see 7.3 IATA-TACT rules
Import/Transit/Export Regulations, 7.3.2 Countries Alphabetically Listed.

8.12. Security Measures
8.12.1. Prohibited Articles
The following must be considered as prohibited articles in consignments of cargo and
mail: assembled explosive and incendiary devices that are not carried in accordance with
the applicable safety rules.

8.12.2. Security Measures at Member State Airports

At member state airports, the forwarding agent must hold the status of regulated agent.
Regulated agents must be approved by the appropriate authority and listed in the EC
database of regulated agents and known consignors. The security measures applied by

8. Cargo Handling


the regulated agents must conform to the provisions of Commission Regulation (EU)
No 185/2010 and Commission Decision C(2010) 774.

8.12.3. Security Measures at Third Country Airports for Cargo and
Mail Carried into the EU/EEA
At third country airports, the security measures applied by the regulated agents to cargo
and mail carried into the EU/EEA must conform to the requirements listed below.

To carry cargo or mail from an airport in a third country not listed in Attachment 6-F of
Commission Regulation (EU) No 185/2010 for transfer, transit or unloading at EU/EEA
airports, AirLT will be designated as an Air Cargo or Mail Carrier operating into the Union
from a Third Country Airport (ACC3) by the appropriate authority.

1. All originating cargo and mail carried for transfer, transit or unloading at a EU/EEA
airport must be screened before being loaded on to an aircraft, unless:
a) the required security controls have been applied to the consignment by an EU
aviation security validated regulated agent and the consignment has been
protected from unauthorised interference from the time that those security
controls were applied and until loading; or
b) the required security controls have been applied to the consignment by an EU
aviation security validated known consignor and the consignment has been
protected from unauthorised interference from the time that those security
controls were applied and until loading; or
c) the consignment is exempted from screening in accordance with point 6.1.1. d of
Regulation (EU) No 185/2010 and protected from unauthorised interference from
the time that it became identifiable air cargo or identifiable air mail and until
loading.
2. Until 30 June 2014, the screening requirements set out in point 1 must, as a
minimum, meet ICAO standards. Thereafter, cargo and mail carried into the EU/EEA
must be screened by one of the means or methods listed in point 6.2.1 of Commission
Decision 2010/774/EU to a standard sufficient to reasonably ensure that it contains no
prohibited articles.

3. All transfer and transit cargo or mail carried for transfer, transit or unloading at a
EU/EEA airport must be screened in accordance with point 2 or security controls must be
applied at the point of origin or elsewhere in the supply chain and such consignments
must be protected from unauthorised interference from the time that those security
controls were applied and until loading.

4. All high risk cargo and mail carried for transfer, transit or unloading at a EU/EEA
airport must be screened in accordance with point 6.7 of Commission Decision
2010/774/EU by an EU aviation security validated entity at the point of origin or
elsewhere in the supply chain, that such consignments have been labelled SHR and have
been protected from unauthorised interference from the time that those security controls
were applied and until loading.

5. Where there is any reason to believe that a consignment to which security controls
have been applied has been tampered with or has not been protected from unauthorised
interference from the time that those controls were applied, it must be screened by an
EU aviation security validated entity before being loaded on to an aircraft.

6. A person with unescorted access to identifiable air cargo or identifiable air mail to
which the required security controls have been applied must successfully complete a
background check.

8. Cargo Handling


8.12.3.2. Screening
1. When screening cargo or mail:
a) the means or method most likely to detect prohibited articles must be employed,
taking into consideration the nature of the consignment; and
b) the means or method employed must be of a standard sufficient to reasonably
ensure that no prohibited articles are concealed in the consignment.
2. Where the screener cannot be reasonably sure that no prohibited articles are
contained in the consignment, the consignment must be rejected or be rescreened to his
satisfaction.

3. The screening of cargo and mail will also be subject to the additional provisions laid
down in a separate Commission Decision.

4. Provisions for exemptions from screening are laid down in a Commission Decision
2010/774/EU.

8.12.3.3. Approval of regulated agents
1. The entities that apply security controls to cargo and mail carried on AirLT aircraft
must hold the status of regulated agent. Regulated agents must be approved by the
appropriate authority and be EU aviation security validated. The approval as a regulated
agent must be site specific.

2. A regulated agent must designate at least one person at each site who will be
responsible for the implementation of its security programme. This person must
successfully complete a background check.

8.12.3.4. Security controls to be applied by a regulated agent
1. When accepting any consignments, a regulated agent must establish whether the
entity from which it receives the consignments is a regulated agent, a known consignor,
an account consignor or none of these.

2. The person delivering the consignments to the regulated agent or air carrier must
present an identity card, passport, driving licence or other document, which includes his
or her photograph and which has been issued or is recognised by the national authority.
The card or document must be used to establish the identity of the person delivering the
consignments.

3. When accepting consignments to which not all required security controls have
previously been applied, the regulated agent must ensure that they are screened.

4. After the security controls referred to in points 1, 2 and 3 have been applied, the
regulated agent must ensure that:
a) access to these consignments is controlled; and
b) these consignments are protected from unauthorised interference until they are
handed over to AirLT.

5. After the security controls referred to in points 1, 2, 3 and 4 have been applied, the
regulated agent must ensure that any consignment tendered to AirLT is accompanied by
appropriate documentation, either in the form of an air waybill or in a separate
declaration and either in an electronic format or in writing.

6. In third countries listed in Attachment 6-Fii of Commission Regulation (EU)
No 185/2010, the documentation must provide the following information: the security
status of the consignment as referred to in point 8 and issued by an EU aviation security
validated regulated agent;

8. Cargo Handling


7. In third countries other than those listed in Attachment 6-Fii of Commission
Regulation (EU) No 185/2010, the documentation must provide the following
information:
a) the unique alphanumeric identifier of AirLT as the ACC3; and
b) the security status of the consignment as referred to in point 8 and issued by an
EU aviation security validated regulated agent;

8. The following security status of the consignment must be indicated:
SPX, meaning secure for passenger, all-cargo and all-mail aircraft, or
SHR, meaning secure for passenger, all-cargo and all-mail aircraft in accordance with
high risk requirements.

8.12.3.5. Approval of known consignors
1. Known consignors must be EU aviation security validated. The approval as a known
consignor must be site specific.

2. A known consignor must designate at least one person at each site who will be
responsible for the application and supervision of the implementation of security controls
at that site. This person must successfully complete a background check.

8.12.3.6. Security controls to be applied by a known consignor
1. A known consignor must ensure that:
a) there is a level of security on the site or at the premises sufficient to protect
identifiable air cargo and identifiable air mail from unauthorised interference; and
b) all staff with access to identifiable air cargo or identifiable air mail to which the
required security controls have been applied have been recruited and trained;
and
c) during production, packing, storage, despatch and/or transportation, as
appropriate, identifiable air cargo and identifiable air mail is protected from
unauthorised interference or tampering.
When, for whatever reason, these security controls have not been applied to a
consignment, or where the consignment has not been originated by the known consignor
for its own account, the known consignor must clearly identify this to the regulated
agent so that they be screened.

2. The known consignor must accept that consignments to which the appropriate
security controls have not been applied are screened.

8.12.3.7. Protection of cargo and mail during transportation
In order to ensure that consignments to which the required security controls have been
applied are protected from unauthorised interference during transportation:
a) the consignments must be packed or sealed by the regulated agent or known
consignor so as to ensure that any tampering would be evident; where this is not
possible alternative protection measures that ensure the integrity of the
consignment must be taken; and
b) the cargo load compartment of the vehicle in which the consignments are to be
transported must be locked or sealed or curtain sided vehicles must be secured
with TIR cords so as to ensure that any tampering would be evident, or the load
area of flat bed vehicles must be kept under observation; and either
Point (b) will not apply during airside transportation.

8.12.3.8. Protection of cargo and mail at airports
Consignments of cargo and mail will be considered as protected from unauthorised
interference if:

8. Cargo Handling


a) they are physically protected so as to prevent the introduction of any article
which might be used in an act of unauthorised interference; or
protection and loading of cargo and mail onto aircraft.

8.12.3.9. High risk cargo and mail
Provisions for high risk cargo and mail are laid down in Commission Decision
2010/774/EU.

8.12.4. Security Measures at Third Country Airports for Cargo and
Mail Carried to Countries Other than the EU/EEA Countries
At third country airports, the security measures applied by the regulated agents to cargo
and mail carried into the countries other than the EU/EEA countries must conform to the
requirements listed below.

1. All cargo and mail must be screened by a regulated agent before being loaded on to
an aircraft, unless:
a) the required security controls have been applied to the consignment by a
regulated agent and the consignment has been protected from unauthorised
interference from the time that those security controls were applied and until
loading; or
b) the required security controls have been applied to the consignment by a known
consignor and the consignment has been protected from unauthorised
interference from the time that those security controls were applied and until
loading; or
c) the consignment is exempt from screening and has been protected from
unauthorised interference from the time that it became identifiable air cargo or
identifiable air mail and until loading.

2. Where there is any reason to believe that a consignment to which security controls
have been applied has been tampered with or has not been protected from unauthorised
interference from the time that those controls were applied, it must be screened by a
regulated agent before being loaded on to an aircraft.

3. A person with unescorted access to identifiable air cargo or identifiable air mail to
which the required security controls have been applied must successfully complete a
background check.

8.12.4.2. Screening
1. When screening cargo or mail:
a) the means or method most likely to detect prohibited articles must be employed,
taking into consideration the nature of the consignment; and
b) the means or method employed must be of a standard sufficient to reasonably
ensure that no prohibited articles are concealed in the consignment.

2. Where the screener cannot be reasonably sure that no prohibited articles are
contained in the consignment, the consignment must be rejected or be rescreened to his
satisfaction.

3. Provisions for exemptions from screening are laid down in ICAO Aviation Security
Manual (Doc 8973).

8. Cargo Handling


8.12.4.3. Approval of regulated agents
1. The entities that apply security controls to cargo and mail carried on AirLT aircraft
must hold the status of regulated agent. Regulated agents must be approved by the
appropriate authority. The approval as a regulated agent must be site specific.

2. A regulated agent must designate at least one person at each site who will be
responsible for the implementation of its security programme. This person must
successfully complete a background check.

8.12.4.4. Security controls to be applied by a regulated agent
1. When accepting any consignments, a regulated agent must establish whether the
entity from which it receives the consignments is a regulated agent, a known consignor,
an account consignor or none of these.

2. The person delivering the consignments to the regulated agent or air carrier must
present an identity card, passport, driving licence or other document, which includes his
or her photograph and which has been issued or is recognised by the national authority.
The card or document must be used to establish the identity of the person delivering the
consignments.

previously been applied, the regulated agent must ensure that they are screened.

4. After the security controls referred to in points 1, 2 and 3 have been applied, the
regulated agent must ensure that:
a) access to these consignments is controlled; and
b) these consignments are protected from unauthorised interference until they are
handed over to AirLT.

5. After the security controls referred to in points 1, 2, 3 and 4 have been applied, the
regulated agent must ensure that any consignment tendered to AirLT is accompanied by
appropriate documentation, either in the form of an air waybill or in a separate
declaration and either in an electronic format or in writing.

6. The documentation must provide the following information:
a) a unique identifier of the consignment, such as the number of the (house or
master) air waybill;
b) the content of the consignment;
c) the Cargo Security Declaration (GOM 12.10).

previously been applied, the regulated agent may also elect not to apply the security
controls as referred to in this part, but to hand the consignments over to another
regulated agent to ensure the application of these security controls.

8. A regulated agent may subcontract:
a) any of the security controls referred to in points 1, 2, 3 and 4 to another
regulated agent;
b) any of the security controls referred to in points 1, 2, 3 and 4 to another entity,
where the controls are carried out at the regulated agents own site or at an
airport, and are covered by the regulated agents or airport security programme;
c) any of the security controls referred to in points 1, 2, 3 and 4 to another entity,
where the controls are carried out elsewhere than at the regulated agents own
site or at an airport, and the entity has been certified or approved and listed for
the provision of these services by the appropriate authority; and

8. Cargo Handling


d) the protection and transportation of consignments to a haulier that meets the
requirements of part 8.12.4.7.

8.12.4.5. Approval of known consignors
1. Known consignors must be approved by the appropriate authority. The approval as a
known consignor must be site specific.

2. A known consignor must designate at least one person at each site who will be
responsible for the application and supervision of the implementation of security controls
at that site. This person must successfully complete a background check.

8.12.4.6. Security controls to be applied by a known consignor
1. A known consignor must ensure that:
a) there is a level of security on the site or at the premises sufficient to protect
identifiable air cargo and identifiable air mail from unauthorised interference; and
b) all staff with access to identifiable air cargo or identifiable air mail to which the
required security controls have been applied have been recruited and trained;
and
c) during production, packing, storage, despatch and/or transportation, as
appropriate, identifiable air cargo and identifiable air mail is protected from
unauthorised interference or tampering.
When, for whatever reason, these security controls have not been applied to a
consignment, or where the consignment has not been originated by the known consignor
for its own account, the known consignor must clearly identify this to the regulated
agent so that they be screened.

2. The known consignor must accept that consignments to which the appropriate
security controls have not been applied are screened.

8.12.4.7. Protection of cargo and mail during transportation
In order to ensure that consignments to which the required security controls have been
applied are protected from unauthorised interference during transportation:
a) the consignments must be packed or sealed by the regulated agent or known
consignor so as to ensure that any tampering would be evident; where this is not
possible alternative protection measures that ensure the integrity of the
consignment must be taken; and
b) the cargo load compartment of the vehicle in which the consignments are to be
transported must be locked or sealed or curtain sided vehicles must be secured
with TIR cords so as to ensure that any tampering would be evident, or the load
area of flat bed vehicles must be kept under observation; and either
Point (b) will not apply during airside transportation.

8.12.4.8. Protection of cargo and mail at airports
Consignments of cargo and mail will be considered as protected from unauthorised
interference if:
a) they are physically protected so as to prevent the introduction of any article
which might be used in an act of unauthorised interference; or
protection and loading of cargo and mail onto aircraft.

8. Cargo Handling


8.12.5. Carrier Mail and Materials
Carrier mail and materials carried on its own aircraft shall be subjected to security
controls before being placed on board an aircraft.

Mail and materials should mean internal dispatches of correspondence and materials,
such as but not limited to documentation, supplies, maintenance spares, catering and
cleaning supplies and other articles, intended for delivery to its own or contracted
organization for use within air carrier operations.
All shipments of Carrier mail "co-mail" and carrier materials "co-mat" shall be subject to:
control and security screening to ensure that no unlawful articles have been
introduced to company shipments;
ensure that the co-mail or co-mat should not be left unattended prior to being
loaded onboard aircraft;
ensure that any other co-mail or co-mat shipment made on behalf of the carrier
by a contract organization such as but not limited to: catering equipment and
stores, cleaning supplies and other materials handled by contracted service
providers should be screened prior to loading onboard aircraft;
all articles that are classified as prohibited articles must not be allowed for
carriage onboard aircraft as co-mail or co-mat; such items include but are not
limited to: explosives/ammunition/flammable liquids/corrosive items; any
explosive or incendiary components, which by themselves or in conjunction with
other items can result in an explosion or fire. These include explosive materials,
blasting caps, fireworks, gasoline, other flammable liquids, ammunition, etc., or
any combination of these items, any corrosive or toxic substances, including
gases or gas containers such as oxygen bottles and other, whether or not under
pressure.

8. Cargo Handling


9. Import and Transit Cargo Handling


9. IMPORT AND TRANSIT CARGO HANDLING

9.1. Warehouse handling
9.1.1. Warehouse check-in
After delivery from ramp handling all shipments must be checked-in in accordance to the
flight manifest. This is the responsibility on warehouse handling to check all shipments
and AWBs against the flight manifest. If the flight manifest is missing, the check-in must
be done according to the FFM message.
After delivery from ramp shipments must be separated:
Transfer cargo shipment is in transit to other destination;
Cargo for Delivery shipment is in station of destination.

Warehouse staff must do the visual check of the received boxes. In case of any
irregularities the following addresses must be notified (groundops@airlituanica.com).

9.1.2. Storage
All shipments must be stored in a special storage area and all DGR shipments must be
separated from the general cargo and other special cargo.

External handling agents must have procedures for storage of special cargo according to
the IATA Regulations (IATA DGR Regulations, IATA LAR, IATA Perishable Manual).

9.1.3. Transfer Cargo handling
Transfer cargo is identified by checking its destination and the Flight Manifest.

The following actions shall be taken for Transfer Cargo:
Transfer manifests shall be prepared for cargo to be transported by another
carrier.
Transfer cargo under cover of Transfer Manifest must be transported to the
receiving carrier's warehouse on or in the close proximity of the airport of arrival;
Transfer cargo must be prepared for onward carriage.

9.2. Notification
9.2.1. Purpose
With a notification the consignee is informed of the fact that it can (and should)
immediately take possession of the cargo addressed to it.
This is the case as soon as documents and cargo have been checked for completeness
and the cargo of a flight has been checked and stored.
A correct and prompt notification enables quick handling and saves the consignee
storage fees.

9.2.2. Type of notification
Possible types of notification (arranged in order of priority):
By telephone and/or by fax;
By e-mail;
By telex;
In writing (informal letter).
A notification does not require a special form.



9.2.3. Contents
The notification must contain the following information:
Shipper (Name);
AWB Number;
Weight and contents of the shipment;
Number of packages;
Customs clearance times;
Request for disposition;
Amount of freight charges (only in case of CC shipments);
Storage fees (time period and amount);
Notify address if entered on AWB.
Additional information, if necessary.

9.2.4. Address
A written notification is directed at the consignee's address specified in the AWB.

Notify addresses in AWB:
Addresses in the Consignee's Name and Address field (No.4) that begin with
Notify:
Addresses in the Handling Information field (No. 21) with the addition a/o (for
account of) or for delivery to.

9.2.5. Disposal
With the notification the consignee is asked to dispose of its shipment within a
certain period. The consignee has the following possibilities for disposing over the
cargo:
He/she takes actual possession by picking up the cargo, or at first the documents,
personally;
He/she commissions a forwarding agent to pick up the cargo for him/her by
telephone or in writing;
He/she commissions AirLT to forward the cargo for him/her by telephone or in
writing; Example: Cargo arrives in VNO, but consignee is located in RIX;
He/she refuses acceptance.
A consignee must react to a notification within 14 days calculated from the point in
time of the first notification. Then he/she is asked to pick up the cargo a final time by
registered letter. At the same time instructions are requested from the shipper on how to
handle the cargo if no delivery is made. One of the following measures will be taken in
accordance with these instructions and in accordance with the specific:
Transport back on the account of the shipper;
Economic utilization to cover expenses;
Destruction if risk of spoilage Exceptions Notification need not be given on all
cargo personally. The file of power of attorney indicates whether this is the case.
No notification is given on shipments addressed to an agent. The documents are
deposited in the agent's document box after processing is completed. This is
equivalent to a notification.



9.2.6. Power of attorney
Purpose With a power of attorney the consignee empowers a person, a company or an
agent to receive and, if necessary, to handle a certain cargo for it.

9.2.6.1. Form Written
The Contents of written power of attorney is as follows:
Name and address of authorized representative;
Type and range of the power of attorney. Example: Handling, receiving,
forwarding;
Date of issue;
Legal signature of the authorized representative.
A power of attorney can be limited to a single case (one-way power of attorney) or can
be valid for an unlimited time until revoked. A one-way power of attorney must be
presented on delivery.

9.2.6.2. File of Power of attorney
Purpose: The power of attorney file lists all powers of attorney granted (no one-way
powers of attorney). The file is intended to simplify notification and delivery.

Form: The form is dependent on the local conditions. Generally, the power of attorney
file is kept with IT systems. A written card file may also be used. In this case data
record refers to an index card.

Contents: A data record is created in the power of attorney file for each power of
attorney granted. The actual, written power of attorney can remain with the authorized
representative in this case. However, it must be possible to view it on request by AirLT.

The power of attorney file/card file contains the following information:
Name and address of consignee;
Telephone number;
Fax/telex connection;
E-mail address;
Responsible clerk of consignee;
Authorized agent.

Information on import acquisition if necessary. Example: If a consignee has granted
several powers of attorney, then the one with the most recent date of issue applies in
each case.

9.3. Delivery
Cargo can be delivered only to the consignee named in the AWB or to a person
authorized in writing (one way power of attorney) by the consignee.
Human remains (HUM) can be delivered only to an undertaker.

9.3.1. Status assignment
Status assignment by:
Airline;
Customs;
Veterinarian;
Office within AirLT.
Do not take back cargo that has already been delivered.



9.3.2. Status of delivery
The cargo is considered delivered (FSU-DLV) from the point in time at which the pick-up
person has accepted the documents.

9.4. Irregularities
9.4.1. Irregularities on Delivery
Irregularities on delivery are the lack of disposal or the refusal of acceptance of the
consignee. This prevents the cargo from being properly delivered.

9.4.2. Disposal over Cargo
The shipper still has the right of disposal over cargo that cannot be properly delivered.
Under certain conditions he/she can change its original disposal.

Example: Transport of the cargo up to delivery to the consignee. Condition:
Written disposal instruction;
AWB Original No;
Contents. The written disposal instruction must contain approximately the
following text:
I (We) recognize the conditions of carriage which serve as the basis for the contract of
carriage as also binding for the obligations resulting from my (our) later disposal of the
shipment. I (we) am (are) aware that the participating air cargo carriers are only
obligated to carry out my (our) order for alteration inasmuch as the conditions of
carriage and the operating possibilities permit and the air cargo carrier and other
shippers incur no damage as a result thereof. I (We) agree to pay the involved air cargo
carriers the costs resulting from the fulfilment of my (our) order for change.

Tasks of the airline at the airport of departure that has issued the AWB:
- Collecting the charges from the shipper that result from the later disposal;
- Informing the airlines that are involved in the further transport Tasks of
the airline that has custody of the shipment;
- Implementation of the later disposal if possible;
- Informing of the airline issuing the AWB at the airport of departure on
carrying out or impossibility of carrying out costs resulting.

9.4.3. Return of a shipment
If a shipper disposes the return of its shipment, carry out the following:
Prepare AWBs on CC basis as own sales;
Inform airport of departure about AWB number and flight details;
Enter the following note in the Handling Information field (No.21):
Return Shipment
Originally forwarded under AWB 960/...
Change charges of the original AWB with CCA from CC to PP.
Enter any resulting additional charges in the new AWB in the Total Other
Charges Due Carrier field (No.28B).

9.4.4. Handling of irregularities
AirLT and its Cargo Handling Companies manage Cargo Irregularities accordingly:
AirLT Ground Operations Department collects tracing files from the stations upon
receiving a claim;
Cargo Handling Companies shall send received final claims to the AirLT Ground
Operations Department office.

10. Aircraft Fueling


10. AIRCRAFT FUELING

10.1 Standard Fueling
10.1.1. Precautions
The following precautions must be taken to prevent the ignition of fuel vapors that are
always present during fueling/defuelling operations:
relevant regulations are normally issued and enforced by local authorities;
air inlets of air conditioning units must be set in such a way as to eliminate the
risk of sucking in fuel vapors;
batteries or battery chargers may not be connected, disconnected, operated,
installed or removed during fuelling;
the aircraft, fuelling vehicle, hose nozzle, or any other appliance through which
fuel passes, must be electrically bonded throughout the fueling operation.
Connections must be made to designated points on the clean unpainted surface of
the aircraft and the fuelling vehicle. Cables, clips or plugs used for bonding must
be in good condition and regularly tested;
a clear path must be maintained to permit the rapid removal of fuelling vehicles
in case of emergency;
combustion heaters in the aircraft may not be used;
electrical equipment, e.g. vacuum cleaners, must be specially designed for use in
the ramp area or in the aircraft;
fire extinguishers must be readily available;
personnel on duty on the ramp may not wear shoes or boots with metal nails,
hobnails, metal cleats or plates on the sole or heel;
if excessive fuel odors or other hazardous conditions are detected, fuelling must
be suspended until the condition is corrected.

10.1.2. Fuel Spills
All fuel spills, irrespective of size, must be regarded as a potential source of fire.
Follow this procedure if a fuel spill is covering an area of more than 2 m
2
:
1. Stop fuelling operation immediately;
2. Keep persons and vehicles away from the area;
3. Call the airport fire brigade.

10.1.3. Aircarft Fuel Tank Vents
Aircraft fuel tank vents are hazard zones. Vehicles, equipment or load may not be
positioned directly underneath, and persons or vehicles may not pass these zones while
fuelling is in progress.

10.1.4. Fueling and Defueling Inside a Hangar
Generally, fuelling and defuelling inside a hangar is not permitted.

10.1.5. GPU
GPU must:
be connected to the aircraft and switched on before fuelling starts;
not be switched off or disconnected before fuelling is completed.

10.1.6. APU
Fuelling with the APU running is allowed without restrictions.



10.1.7. Lightning or Electrical Storms
In case of severe lightning or electrical storms in the vicinity of the airport, fuelling
operations must be suspended.

10.1.8. No Smoking
The No Smoking rule must be rigidly enforced in the vicinity of the aircraft being
refuelled.

10.1.9. Photo Flash Bulbs and Mobile Phones
Disposable photo flash bulbs or mobile phones may not be used in the immediate vicinity
of the aircraft being refuelled.

10.1.10. Aircraft Engines
Generally, aircraft engines may not be running during fuelling.

10.1.10.1. Combustion Engines
Combustion engines of equipment and vehicles operating on the ramp must be equipped
with air filters. Its exhaust system must be free from defects, which may result in the
emission of sparks or flames.

10.2. Fueling/Defueling with Passengers on
Board/Boarding/Disembarking
10.2.1. General
Regulations concerning fueling/defuelling with passengers on board or while boarding or
disembarking are published in the respective carrier's Operations Manual part A (OM-A)
8.2.1.
Furthermore, it is also locally regulated and depends on the local station organization.
NOTE: The rules are in addition to the ones laid down in GOM 10.1.

10.2.2. Fueling with Passengers on Board
In addition to the rules laid down in GOM 10.1, the following regulations must be
observed:
if locally required, the airport authorities must be informed and/or permission
must be requested;
the fire-fighting department must be informed if locally required;
adequate two-way communication shall be established and shall remain between
the ground staff supervising the fuelling and the flight crew member on the flight
deck available by the aircraft intercommunication system;
one experienced member of the flight crew must remain on the flight deck;
staff and passengers must be warned that fuelling will take place;
the minimum number of cabin crew must be on board;
the cabin crew must be informed when fuelling starts and ends;
air bridges and/or stairs must be positioned at the aircraft;
ground service activities and work inside the aircraft must be conducted in such a
way that the aisles and emergency exits remain unobstructed;
emergency escape routes must be unobstructed;
the ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear;
NOTE: Passengers needing special assistance (passengers with reduced mobility, UMs,
etc.) may remain on board during fuelling at transit stations, if local regulations do not
explicitly require that they disembark, provided the minimum needed crew for the flight
stays on board.



10.2.3. Fueling while Passengers are Boarding or Disembarking
In addition to the above rules in GOM 10.2.2., the following rules apply to fuelling while
passengers are boarding or disembarking:
must be authorized by the commander;
must be supervised by authorized staff;
passengers must be kept outside the appropriate restricted zone;
no smoking rules are to be rigidly enforced.

10.2.4. Defueling with Passengers on Board or
Boarding/Disembarking
The same precautions apply as for fuelling with passengers on board or
boarding/disembarking (GOM 10.2.3.). In addition, one fire brigade vehicle must be
positioned at the aircraft.

10.3. Fueling Documentation
For every fueling operation the fuel track operator shall have available Fuel Quality
Check Record, specifying at least the following:
date of fuel loading into truck;
grade of Fuel;
storage tank identification;
fuel certificate number (batch number);
actual fuel density at given temperature;
date and time when control measure was taken.

After refueling accomplishment, responsible person for the fueling operation sings the
Fuel delivery note for aircraft. The following information must be written in this note:
aircraft type, identification number;
flight number;
vehicle/tank number;
fuel grade;
fuel quantity (litres/kg);
fuel specific weight;
sample number;
date, time;
responsible for the fueling persons name/surname signature;
supplier name/surname signature.

Responsible flight crew member (technician/ground handling supervisor) approves filled
Fuel delivery note for aircraft and takes one copy to the aircraft.
Captain confirms the fuel quantity on board by signing in the ATR section Captain
Acceptance Certificate.



11. De-/Anti-icing


11. DE-/ANTI-ICING

11.1. General
De-/anti-icing comprises:
removal of snow, slush and ice;
freezing prevention.
If not anticipated or timely planned, de-/anti-icing operations might influence
punctuality.

11.2. Responsibilities
The de-icing provider must make sure personnel and equipment (including fluids in
sufficient quantities) is available on time.
All actions related to de-/anti-icing must be coordinated with the flight crew.
The Handling Agent must hold fluid specifications and provide to AirLT prior each de-
icing season.
Final responsibility for de-/anti-icing issues lies with the commander.

11.3. De-/Anti-icing Manual
De-/anti-icing procedures and requirements are described in AirLT De-/Anti-icing Manual
(DAM).

11. De-/Anti-icing


12. Appendixes


12. APPENDIXES
12.1. MEDIF Form
Part1
InformationSheetforPassengersRequiringMedicalClearance(tobecompletedorobtainedfromthe
attendingphysician)
1.Patientsname
DateofBirth...Sex..Height.Weight....
2.Attendingphysician
Email..
Telephone(mobileprefered),indicatecountryandareacodeFax
3.Diagnosis(includingdateofonsetofcurrentillness,episodeoraccidentandtreatment,specifyifcontagious)
....
Natureanddateofanyrecent/orrelevantsurgey.
4.Currentsymptomsandseverity.
5.Willa25%to30%reductionintheambientpartialpressureofoxygen(relativehypoxia)affectthepassengersmedical
condition?
(Cabinpressuretobetheequivalentofafasttriptomountainelevationof2400meters(8000feet)abovesealevel)___Yes___No___Notsure
6.Additionalclinicalinformation
a.Anemia ___Yes ___No Ifyes,giverecentresultingramsofhaemoglobin
b.Psychiatricandseizuredisorder ___Yes ___No Ifyes,seePart2
c.Cardiaccondition ___Yes ___No Ifyes,seePart2
d.Normalbladdercontrol ___Yes ___No Ifno,givemodeofcontrol....
e.Normalbowelcontrol ___Yes ___No
f.Respiratorycondition ___Yes ___No ifyes,seePart2
g.Doesthepatientuseoxygenathome? ___Yes ___No Ifyes,specifyhowmuch.
h.Oxygenneededinflight? ___Yes ___No Ifyes,specify___2LPM___4LPM___Other
7.Escort
a.Isthepatientfittotravelunaccompanied? ___Yes___No
b.Ifno,wouldameetandassist(providedbytheairlinetoembarkanddisembark)besufficient?___Yes___No
c.Ifno,willthepatienthaveaprivateescorttotakecareofhis/herneedsonboard? ___Yes___No
d.Ifyes,whoshouldescortthepassenger? ___Doctor___Nurse___Other
e.Ifother,istheescortfullycapabletoattendtoalltheaboveneeds? ___Yes___No
8.Mobility
a.Abletowalkwithoutassistance ___Yes ___No b.Wheelchairrequiredforboarding___toaircraft___toseat
9.Medicationlist
10.Othermedicalinformation

12. Appendixes


Part2
InformationSheetforPassengersRequiringMedicalClearance(tobecompletedorobtainedfromthe
attendingphysician)
1.Cardiaccondition
a.Angina ___Yes ___No Whenwaslastepisode?.................................
Istheconditionstable? ___Yes ___No
Functionalclassofthepatient?
___Nosymptoms ___Anginawithimportantefforts ___Anginawithlightefforts___Anginaatrest
Canthepatientwalk100metresatnormalpaceorclimb1012stairswithoutsymptoms?___Yes___No
b.Myocardicalinfarction ___Yes ___No Date.
Complications? ___Yes ___No Ifyes,givedetails..
StressEKGdone? ___Yes ___No Ifyes,whatwastheresult?...................Metz
Ifangioplastyorcoronarybypase,
canthepatientwalk100metresatnormalpaceorclimb1012stairswithoutsymptoms?___Yes___No
c.Cardiacfailure ___Yes ___No Whenwaslastepisode?..
Isthepatientcontrolledwithmedication? ___Yes ___No
Functionalclassofthepatient?
___Nosymptoms ___Shortnessofbreathwithimportantefforts ___Shortnessofbreathwithlightefforts
___Shortnessofbreathatrest
d.Syncope ___Yes ___No Lastepisode..
Investigations? ___Yes ___No Ifyes,stateresults
2.Chronicpulmonarycondition ___Yes ___No

a.Hasthepatienthadrecentarterialgases? ___Yes ___No
b.Bloodgaesesweretakenon: ___Roomair___Oxygen.LPM
Ifyes,whatweretheresults pCO
2
..pO
2
Saturation Dateofexam
c.DoesthepatientretainCO
2
? ___Yes ___No
d.Hashis/herconditiondeterioratedrecently? ___Yes ___No
e.Canthepatientwalk100metresatnormalpaceorclimb1012stairswithoutsymptoms? ___Yes___No
f.Hasthepatientevertakenacommercialaircraftinthesesameconditions? ___Yes___No
Ifyes,when?................................................................................................................................................................
Didthepatienthaveanyproblems?............................................................................................................................
3.PsychiatricConditions ___Yes ___No

a.Isthereapossibilitythatthepatientwillbecomeagitatedduringflight ___Yes___No
b.Hashe/shetakenacommercialaircraftbefore ___Yes___No
Ifyes,dateoftravel?....................................................... Didthepatienttravel___alone___escorted?
4.Seizure ___Yes ___No

a.Whattypeofseizures?..........................................................................................................................................................
b.Frequencyoftheseizures?....................................................................................................................................................
c.Whenwasthelastseizure?....................................................................................................................................................
d.Aretheseizurescontrolledbymedication? ___Yes ___No
5.Prognosisforthetrip? ___Good___Poor
PhysicianSignature Date..
NOTE:Cabinattendantsarenotauthorizedtogivespecialassistance(e.g.lifting)toparticularpassengers,tothedetrimentoftheirservicetoother
passengers.Additionally,theyaretrainedonlyinfirstaidandarenotpermittedtoadministeranyinjection,ortogivemedication.
IMPORTANT:Fees,ifany,relevanttotheprovisionoftheaboveinformationandforcarrierprovidedspecialequipmentaretobepaidbythepassenger
concerned.

12. Appendixes


12.2. UM Form
FULLNAME
OFMINOR
AGE SEX LANGUAGESSPOKEN
GivenName(s)NicknameFamilyorSurname
PERMANENTADDRESS_________________________________________________________________
ANDTELEPHONENo.OF_________________________________________________________________
MINOR_________________________________________________________________
FLIGHTDETAILS
FLIGHTNo._____________________DATE______________________FROM______________________TO_______________________
PERSONSEEINGOFFONDEPARTUREName,AddressandTelephoneNo.
_________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________
PERSONMEETINGANDSEEINGOFFATSTOPOVERPOINTName,AddressandTelephoneNo.
_________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________
PERSONMEETINGONARRIVALName,AddressandTelephoneNo.
_______________________________________________________________________
_______________________________________________________________________
SIGNATUREFORRELEASEOFMINORFROM
AIRLINESCUSTODY
______________________________________
DECLARATIONOFPARENTGUARDIAN
1. IconfirmthatIhavearrangedfortheabovementionedminortobeaccompaniedtotheairportondepartureandtobemetatstopoverpointandonarrival
by the persons named. These persons will remain at the airport until the flight has departed and/or be available at the airport at the scheduled time of
arrivaloftheflight.
2. Should the minor not be met at stopover point or destination, I authorize the carrier(s) to take whatever action they consider necessary to ensure the
minorssafecustodyincludingreturnofminortotheairportoforiginaldeparture,andIagreetoindemnifyandreimbursethecarrier(s)forthecostsand
expensesincurredbythemintakingsuchaction.
3. Icertifythattheminorisinpossessionofalltraveldocuments(passport,visa,healthcertificate,etc.)requiredbyapplicablelaws.
4. I the undersigned parent or guardian of the above mentioned minor agrees to and minor named above and certify that the information provided is
accurate.
Name,AddressandTelephoneNo.
________________________________________________________________________SIGNATURE
________________________________________________________________________Date______________________________
AIRLINESTAFFINCHARGEOFMINORWHILSTINTHEIRCUSTODY
ESCORTATTHEDEPARTUREAIRPORT
Name_________________________________________________
Department/Airlinecode_________________________________
ESCORTATTRANSFERPOINTNo.1
Name_________________________________________________
ESCORTINFLIGHT
Name_________________________________________________
From/To_______________________________________________
ESCORTINFLIGHT
Name_________________________________________________
From/To_______________________________________________
SPECIALINSTRUCTIONS,IFANY
(tobecompletedbyissuingoffice)
ESCORTINFLIGHT
Name__________________________________________________
From/To________________________________________________
Department/Airlinecode__________________________________
ESCORTATSTOPOVERPOINTTOPERSONMEETING
Name__________________________________________________
ESCORTATSTOPOVERPOINTONDEPARTURE
Name__________________________________________________

12. Appendixes


12. Appendixes


12.3. Flight Irregularity Report
Regardlessreasonofdelay,passengersshouldbeinformedaboutdelay,ifactualdepartureis15min.laterthanSTA/ETD.
Regardless reason of delay, passengers should be informed about boarding time if actual boarding time is 10 min. later than
scheduled.
Passengershandlingincaseofdelay:
a) Mealsandrefreshmentbeverages;
b) Freeofchargetwotelephonecalls,telexorfaxmessages,oremails;
c) Hotelaccommodationincaseswhereastayofoneormorenightsbecomesnecessary;
d) Transportbetweentheairportandplaceofaccommodation,andback;
e) Passengersrightsdistributed.
Date:
Flightnumber:LT
A/CReg.:
Route:
STD: UTC
ATD:UTC
Delaycode:Delaytime:
Responsiblecheckinagent:(nameandsurname)
Actions YES N/A TIME Comments
RevisePNLforpassengerswithspec.requirements:
UM
MAAS,PRMorelderlypassenger
PassengerswithINForpregnantwomen
Seamen
Grouppassengers

Checkinagentwasatthegateforwholetimeofdelay?(whendelay<1h)
Announcementregarding
delaywasmade
(immediately)?
Atdeparturearea
Attheboardinggate
Announcementsregardingdelaywererepeatedevery15min?(duringfirsthour
ofdelay)

Announcementsregardingdelaywererepeatedevery30min?(after1hofdelay
andfurther)

Informationdesks,checkincountersandboardinggatesmonitorsupdated
withnewestdelayinfo?

PrintedPassengerRightsdistributedtopassengers?
Mealsvouchers/couponswereprovidedtopassengers?Valueofvoucher?
Informationdesks,checkincountersandboardinggatesmonitorsupdated
withnewETD/orcancellation?

AnnouncementregardingnewETD/orcancellationwasmade(immediately)?
Hotelaccommodationwasprovided?
Transportationto/fromthehotel/theairportwasprovided?

NOTES:

12. Appendixes


12. Appendixes


12.4. Disruptive Passenger Ground Incident Report

DISRUPTIVE PASSENGER GROUND INCIDENT REPORT

Flight No.: Flight routing:

Date (year/month/day):

Time (UTC) of incident: Location of incident:

Passenger details
Name: PNR REF:
Class of travel: First/Club Economy
Originating or in transit: Originating In transit
Male Female Age (estimated years): Nationality:
Travelling: Alone With family In group If more than one passenger involved, please give details:

Executive club
member
Membership No. if known:

Member of associated frequent flyer programme: Please give details:

Incident details
Arguing with: Deliberate damage to property
Verbal abuse against: Refused boarding by crew
Physical violence
towards:
Smoking in no smoking area
Sexual harassment of: Creating a disturbance
Assault against:
Other (please give details and continue on a separate sheet if necessary):

Probable contributory factors

Primary
factor(s)
Secondary
factor(s)

Alcohol
Medical
Prisoner or deportee in transit
Dissatisfaction with service
Seat allocation
Overbooking
Conflict with other passengers
Mishandled baggage

12. Appendixes


Assessment

It is the responsibility of ground staff to ensure that a disruptive or potentially disruptive customer is not knowingly accepted
for flight. In your view, would the boarding of this customer have created a situation on board where:
Yes No
the safety of the aircraft could have been compromised?
the safety of the crew or other customers could have been at serious risk?
the presence of this customer could have jeopardized good order and discipline on board?
the other customers in the aircraft cabin could have been disturbed by this customers presence?
the well-being of this customer could have been adversely affected by flight?
other (specify):

Immediate action taken

Duty manager called Security contractor called Police called

Further action taken (please give details):

Victim

Ground staff Passenger Handling agent


Follow-up action

Police action: Arrest


Comments/additional information

To be sent to:
groundops@airlituanica.com
ops@airlituanica.com

12. Appendixes


12.5. Property Irregularity Report (PIR)

12. Appendixes


12. Appendixes


12.6. Damaged Baggage Report

12. Appendixes


12. Appendixes


12.7. Ground Incident/Accident/Damage Report

12. Appendixes


12. Appendixes


12.8. Cargo Damage Report
CARGO DAMAGE REPORT
No.

1.Operator: 2.Dateofoccurrence 3.Localtimeofoccurrence:
4.Flightdate: 5.Flightno.:
6.DepartureAirport 7.DestinationAirport
8.Aircrafttype: 9.Aircraftregistration:
10.Locationofoccurrence: 11.Originofgoods:
12.Descriptionoftheoccurrence,includingdetailsofdamage,etc.:
13.CargoContents
19.Typeofpackaging: 20.Packagingspecificationmarking: 21.No.ofpackages: 22.Quantity(ortransport

index):
23.Referenceno.ofAirWaybill:
24.Referenceno.ofcourierpouch,baggagetag,orpassengerticket:
25.Nameandaddressofshipper,agent,passenger,etc.:
26.Otherrelevantinformation(incl.Suspectedcause,anyactiontaken):
27.Nameandtitleofpersonmakingreport: 28.Telephoneno.:
29.Company/dept.Code,Email: 30.Reportersref.:
31.Address: 32.Date/Signature:

12. Appendixes


NOTES:
1. Anytypeofdamageoccurrencemustbereported,irrespectiveofwhetherthedamagewasmadeto
cargo,mailorbaggage.
2. Ifpossible,thephotographsshouldbemadeofdonedamageandattachedtothisreport.
3. Ifdamagedshipmentcontainsdangerousgoods,theDangerousGoodsOccurrenceReportformmust
beused.
4. An initial report, which may be made by any means, must be dispatched within 72 hours of the
occurrence,totheoperator.Thisreportform,dulycompleted,mustbesentassoonaspossible,even
ifalltheinformationisnotavailable.
5. Copiesofallrelevantdocumentsandanyphotographsshouldbeattachedtothisreport.
6. Anyfurtherinformation,oranyinformationnotincludedintheinitialreport,mustbesentassoonas
possibletoreceiversidentifiedin7.
7. TheReportmustbe:
faxedto:TBA,emailedto:groundops@airlituanica.com;andthan
mailedto:
UABAirLituanica
Rodnioskelias34,
LT02187Vilnius,
Lithuania

12. Appendixes


12.9. Dangerous Goods Occurrence Report

DANGEROUS GOODS OCCURRENCE REPORT
No.
Marktypeofoccurrence:Accident; Incident;
OtherOccurrence,specify________________________________

1.Operator: 2.Dateofoccurrence 3.Localtimeofoccurrence:
4.Flightdate: 5.Flightno.:
6.DepartureAirport 7.DestinationAirport
8.Aircrafttype: 9.Aircraftregistration:
10.Locationofoccurrence: 11.Originofgoods:
12.Descriptionoftheoccurrence,includingdetailsofinjury,damage,etc.:
13.Propershippingname(incl.Thetechnicalname): 14.UN/IDno.(when
known):
15.Class/Division(whenknown): 16.Subsidiaryrisk(s): 17.Packinggroup: 18.Category(class7only):
19.Typeofpackaging: 20.Packagingspecificationmarking: 21.No.ofpackages: 22.Quantity(ortransport
index):
23.Referenceno.ofAirWaybill:
24.Referenceno.ofcourierpouch,baggagetag,orpassengerticket:
25.Nameandaddressofshipper,agent,passenger,etc.:
26.Otherrelevantinformation(incl.Suspectedcause,anyactiontaken):
27.Nameandtitleofpersonmakingreport: 28.Telephoneno.:
29.Company/dept.Code,Email: 30.Reportersref.:
31.Address: 32.Date/Signature:

12. Appendixes


NOTES:
1. Any type of dangerous goods occurrence must be reported, irrespective of whether the dangerous
goodsarecontainedincargo,mailorbaggage.
2. A dangerous goods accident is an occurrence associated with and related to the transport of
dangerous goods which results in fatal or serious injury to a person or major property damage. For
thispurpose,aseriousinjuryisaninjurywhichissustainedbyapersoninanaccidentandwhich:
requires hospitalization for more than 48 hours, commencing from the time the injury was
received;
resultsinafractureofanybones(exceptsmallfracturesoffingers,toesornose;
involveslacerationswhichcauseseverehemorrhage,nerve,muscleortendondamage;
involvesinjurytoanyinternalorgan;
involvessecondorthirddegreeburns;oranyburnsaffectingmorethan5%ofthebodysurface;
Involvesverifiedexposuretoinfectioussubstancesorinjuriousradiation.
Adangerousgoodsaccidentmayalsobeanaircraftaccident;inwhichcasethenormalprocedurefor
dangerousgoodsaccidentsmustbefollowed.
3. Adangerousgoodsincidentisanoccurrence,otherthanadangerousgoodsaccident,associatedwith
andrelatedtothetransportofdangerousgoods,notnecessarilyoccurringonboardanaircraft,which
resultsininjurytoaperson,propertydamage,fire,breakage,spillage,leakageoffluidorradiationor
otherevidencethattheintegrityofthepackaginghasnotbeenmaintained.Anyoccurrencerelating
to the transport of dangerous goods which seriously jeopardizes the aircraft or its occupants is also
deemedtoconstituteadangerousgoodsincident.
4. This form should also be used to report any occasion when undeclared or misdeclared dangerous
goods are discovered in cargo, mail or unaccompanied baggage or when accompanied baggage
containsdangerousgoodswhichpassengersorcrewarenotpermittedtotakeonaircraft.
5. An initial report, which may be made by any means, must be dispatched within 72 hours of the
occurrence, to the operatorand to the Authority of the State in whichthe incident occurred, unless
exceptionalcircumstancespreventthis.Thisoccurrencereportform,dulycompleted,mustbesentas
soonaspossible,evenifalltheinformationisnotavailable.
6. Copiesofallrelevantdocumentsandanyphotographsshouldbeattachedtothisreport;
7. Anyfurtherinformation,oranyinformationnotincludedintheinitialreport,mustbesentassoonas
possibletoreceiversidentifiedin9.
8. Providing it is safe to do so, all dangerous goods, packaging, documents etc, relating to the
occurrencemustberetaineduntilaftertheinitialreporthasbeensenttotheAuthoritiesidentifiedin
5andtheyhaveindicatedwhetherornottheseshouldcontinuetoberetained.
9. TheReportmustbe:
faxedto:TBA,emailedto:groundops@airlituanica.com;andthan
mailedto:
UABAirLituanica
Rodnioskelias34,
LT02187Vilnius,
Lithuania

12. Appendixes


12.10. CARGO SECURITY DECLARATION

CARGO SECURITY DECLARATION

(Regulated Agent or Known Consignors Letterhead)

Identifier (of the regulated agent or known consignor issuing the
security status)

Unique reference identifier
(if air waybill format is xxx-xxxxxx)
Content of the consignment

Consolidation

Origin
(codes if any)

Destination
(codes if any)
Screening method
(codes if any)
Grounds for exemption
(codes if any)
Regulated agent identifier(s) (i.e. all regulated agents who accepted this security declaration)

Additional security information

Security declaration issued by (name of person or employee number)

Security declaration issued on

Date (dd/mm/yy) Time (tttt):

The above shipment is tendered for carriage by air. The undersigned, on behalf of [name of
agent], hereby understands that any false declaration will lead to criminal prosecution, and
confirms that:

1. I have received proper training and given the authority to make this cargo security
declaration; AND

2. The originator of the freight is known to me and, to the best of my knowledge, the contents
are as stated and safe for transport on a passenger or all-cargo aircraft; AND

3. The goods have been protected and secured during storage and transport at all stages of
transit.

Signature: ____________________

12. Appendixes


12. Appendixes


12.11. The Document Distribution Form

THEDOCUMENTDISTRIBUTIONFORM
Company
Name
Station Document
Name
RevisionNo. Revision
Date
Dateof
Inserting

Name_______________________
Signature____________________

12. Appendixes


AirLituanica GOM REV. 1

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GROUND OPERATIONS MANUAL

CARRIER FROM ISSUEDBY

2.Chronicpulmonarycondition _Yes _No

3.PsychiatricConditions _Yes _No

4.Seizure _Yes _No

19.Typeofpackaging: 20.Packagingspecificationmarking: 21.No.ofpackages: 22.Quantity(ortransport

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