GH.OPS.415 Aircraft loading and unloading

AIRCRAFT LOADING AND UNLOADING

(a)The procedures for aircraft loading and unloading should cover the following key risks, as a minimum:

(1)injuries to persons;

(2)damage to the aircraft;

(3)failure to communicate any lastminute changes to the persons responsible for aircraft load planning and the aircrew, in accordance with the aircraft operator’s procedures;

(4)improper restraining and securing of load in the cargo compartment, leading to changes in the aircraft’s centre of gravity or the actual weight of the aircraft due to load shifting during flight;

(5)use of inadequate ULDs or restraint systems;

(6)failure to comply with the loading instructions, with a negative effect on aircraft load limitations and spread limitations;

(7)unfamiliarity with the cargo compartment configuration;

(8)use of inadequate GSE for loading/unloading;

(9)for cargo aircraft only (CAO), additional risk areas may be:

(i)higher amount of dangerous goods in CAO;

(ii)larger and heavier or outsized freight and ULDs (e.g. engines, cars, industrial equipment and machinery, large and heavy live animals);

(iii)aircraft’s main deck as a complex loading hold with different positions and restrictions.

(b)When different team leaders are used for inbound and outbound flights, they should ensure a formal and complete handover of tasks and briefing on special procedures or loading/unloading specificities. The unloading team should have a copy of the inbound container pallet message identifying the position of the ULDs or pallets in the cargo compartments.

(c)The loading/unloading teams should be aware of and apply any instructions of the aircraft operator requiring that its flyaway kit be always carried on board the aircraft.

(d)The procedures and documentation related to restraint equipment should be specific to the aircraft type and in accordance with the aircraft operator’s instructions regarding aircraft mass and balance documentation.

(e)The loading and unloading procedure should include a step covering gross error checks in securing load and restraint devices.

SAFETY RISK MITIGATION MEASURES FOR LOADING AND UNLOADING DANGEROUS GOODS

(a)The procedures for aircraft loading/unloading should cover the following safety objectives:

(1)prevention of damage to packages and ULDs (pallets and containers);

(2)consolidation of dangerous goods to ensure segregation of incompatible dangerous goods and comply with ICAO’s Technical Instructions;

(3)separation and segregation of packages to prevent interaction between incompatible DG and other cargo;

(4)prevention of movement during ground transport and during flight;

(5)prevention of shipments labelled CAO from being loaded on passenger aircraft.

(b)In case of damaged or leaking packages:

(1)packages found damaged or leaking before loading should not be loaded into an aircraft;

(2)packages found damaged or leaking in the cargo compartment should be unloaded from the aircraft;

(3)if leakage is found in the cargo compartment, check for other contaminated packages and assess if they can be transported;

(4)inform the commander/pilotincommand by applying the NOTOC procedure;

(5)apply any additional procedures, including for reporting, of the aircraft operator and aerodrome operator.

AIRCRAFT CARGO COMPARTMENTS As stated in point GH.OPS.415(d), the aircraft cargo compartments must be empty prior to loading, with several exceptions:

(a)a flyaway kit containing items and tools necessary for aircraft repairs, which is required by the aircraft operator to be carried on all flights (may be carried in a customised ULD or in a different way);

(b)other equipment (equipment in compartment (EIC)), company mail (COMAIL) or company material (COMAT);

(c)ballast;

(d)in the case of transit flights, for which the baggage, cargo and mail loaded for the next or final destination remain on board the aircraft.

LOADING INSTRUCTIONS/REPORT (LIR)

(a)The loading instructions document (also called ‘loading instructions/report’ or ‘LIR’) is generated for the purpose of providing support to the person supervising the aircraft loading in order to facilitate this activity and ensure that the load distribution and aircraft loading are completed as per the instructions.

(b)The loading instructions contain information about the maximum mass of items that may be loaded in each cargo compartment and instructions for the safe and optimal distribution of items to be loaded in the cargo compartments, along with the cargo segregation rules.

(c)The LIR may be part of an existing mass and balance document or a separate form.

(d)Usually, the signature on the LIR of the person responsible for loading supervision is the confirmation that the aircraft has been loaded in accordance with the loading instructions. The function of this signed document is to serve as a report. A signed copy of the LIR is retained on the ground.