aircraft handling and ramp supervision
TRANSCRIPT
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Aircraft Handling and Ramp Supervision
Self-Study March 2013
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Table of Contents 1. INTRODUCTION ...................................................................................................... 3 2. THE AUSTRIAN AIRLINES GROUP ........................................................................... 4
2.1 CORPORATE PROFILE ................................................................................................ 4 2.2 FLEET ................................................................................................................. 5
2.2.1 Aircraft Overview .......................................................................................... 6 2.2.2 The Long-Range Fleet .................................................................................... 6 2.2.3 The Mid-Range Fleet ...................................................................................... 7 2.2.4 The Regional Fleet ......................................................................................... 8
2.3 DESTINATIONS ..................................................................................................... 10 2.4 DELAY CODES ...................................................................................................... 12
3. GUIDELINES AND MANUALS FOR OS RAMP HANDLING AND .............................. 16 LOADCONTROL STAFF ............................................................................................... 16
3.2 MANUAL PUBLISHED BY OS ....................................................................................... 16 3.2.1 Ground Handling library via internet ............................................................... 17 3.2.2 Overview AHM ............................................................................................ 21
4. SUMMARY OF NORMATIVE ORGANIZATIONS ........................................................ 24 5. BASIC INFORMATION ........................................................................................... 26
5.1 AIRPLANE PARTS - DEFINITION AND FUNCTION ................................................................ 26 5.2 COORDINATED UNIVERSAL TIME (UTC) ........................................................................ 28
5.2.1 Time zones ................................................................................................. 28 5.3 DANGER AREAS IN THE VICINITY OF THE AIRCRAFT ........................................................... 29
5.3.1 Venting Area .............................................................................................. 29 5.3.2 Air Intake Area ........................................................................................... 30 5.3.3 Exhaust / Blast Area .................................................................................... 31 5.3.4 Propeller Area ............................................................................................. 31
5.4 FOUR FORCES ON AN AIRPLANE .................................................................................. 32 5.5 PHONETIC ALPHABET .............................................................................................. 34 5.6 RUNWAY DESIGNATOR ............................................................................................ 35
6. IATA/ICAO TERMS AND DEFINITIONS ................................................................. 37 7. PERSONAL NOTES ................................................................................................. 43
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1. Introduction Dear colleagues, Welcome to the Self-study for the Aircraft Handling and Ramp Supervision Course! This booklet is a short introduction for personnel engaged in aircraft handling. It covers topics like
Austrian Airlines Group Corporate profile, Austrian Airlines Group fleet, Destinations, Hub Vienna
Guidelines and Manuals
Normative organizations:
IATA, ICAO, JAA-T, FAA, SITA, EUROCONTROL
Basic information Phonetic Alphabet, Runway Designator, Coordinated Universal Time, Airplane Parts, Definition, Four Forces on an Airplane, Danger Areas
IATA/ICAO terms and definitions
Please make sure, that you have enough time to deal with the subject. A good knowledge of the basics laid down in the self-study is mandatory for the following Aircraft Handling and Ramp Supervision Course. On the first day of the ARS you will have to pass an entry test (multiple-choice). The pass mark is 80%. If you do not pass the entry test you will not be able to participate in the course. Not all specific information concerning your airport can be provided in the self-study. Thus it is your own responsibility to make yourself familiar with the situation at your home base. We wish you a lot of pleasure and success in your job! Aircraft Handling Team Ground Handling Training CGQT
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2. The Austrian Airlines Group
2.1 Corporate Profile
The Austrian Airlines Group is an independent, competition oriented, Austrian airline ensemble, belonging to the Lufthansa Airlines Group. The Austrian Airlines Group provides an attractive portfolio of services in the scheduled, cargo and charter segments. Top levels of quality and punctuality, an outstanding price-performance ratio, a dense network of connections via the central Vienna hub, individualized fare selection options and the proven Austrian touch are just some of the features used successfully by the Group to distinguish itself from competitor airlines. In line with the “Focus East” strategy, the main markets of the Austrian Airlines Group are its Central and East European services and connections to the Middle East. Long-haul services to North America and the Far East complete the Group’s product range.
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2.2 Fleet
The Austrian Airlines Group operates a total of 75 aircraft. The Group serves around 130 destinations in 66 countries on 4 continents. In 2012, the Group carried more than 11.5 million passengers. Aircraft of various types and sizes allow an efficient operation on given segments. Departure and arrival times are coordinated following well-structured banks so as to offer ideal national and international connections at the Vienna hub. The aircraft types Airbus 321 / 320 / 319, Boeing 777 / 767 / (737), Fokker 100 / 70 and Dash 8-400Q will bring you to the destination of your choice. The Austrian Airlines Group fleet grows every year, thus continually lowering the average age of the aircraft. With an average age of 8.4 years (31.12.2006), the fleet of the Austrian Airlines Group is approximately 3 years younger than the European average and is one of the most modern in the world. For more information about the Austrian Airlines AG please refer to the official home page www.austrian.com or the internal home page www.one-intra.net (password protected). Detailed information about the fleet is published in the Austrian Ground Handling Library https://www.austrian-ogp.com/content/site/opssupport/fleetdeclarations/index.html and on the Austrian Airlines Group Homepage http://www.austrianairlines.ag/AustrianAirlinesGroup/OurFleet/OurFleet.aspx?sc_lang=en
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2.2.1 Aircraft Overview Austrian has concentrated its flight operations within the 100 percent subsidiary Tyrolean Airways. Therefore Austrian flies "operated by Tyrolean". Design / Livery
Long-Range Fleet
Mid-Range Fleet
Regional Fleet
Number of A/C 10 27 38
Aircraft Types 4 Boeing 777 06 Airbus A321 15 Fokker 100 6 Boeing 767 14 Airbus A320 09 Fokker 70 07 Airbus A319 14 Dash 8–400 (2 Boeing 738)
2.2.2 The Long-Range Fleet
OE-LPA
B777-200IGW(772) Sound of Music
307.49C/258M OE-LPB Heart of Europe 307.49C/258M OE-LPC Dream of Freedom 309.49C/260M OE-LPD Spirit of Austria 308.48C/260M
Boeing B777
OE-LAW
B767-300ER(763) China
230.30C/200M
OE-LAX Salzburger Festspiele 225.26C/199M OE-LAY Japan 225.36C/189M OE-LAZ India 225.36C/189M OE-LAE Wiener Sängerknaben 225.36C/189M OE-LAT Thailand 240.30C/210M
Boeing B767
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2.2.3 The Mid-Range Fleet
OE-LDA
A319-112 (319) Sofia
138CM
OE-LDB Bucharest 138CM OE-LDC Kiev 138CM OE-LDD Moscow 138CM OE-LDE Baku 138CM OE-LDF Sarajevo 138CM OE-LDG Tbilisi 138CM
Airbus A319
OE-LBI
A320-214 (320) Marchfeld
174CM
OE-LBJ Hohe Tauern 174CM OE-LBK Steir. Thermenland 174CM OE-LBL Ausseerland OE-LBM Arlberg OE-LBN Osttirol 168CM OE-LBO Pyhrn-Eisnwurzen 168CM OE-LBP Neusiedlersee 168CM OE-LBQ Wienerwald 168CM OE-LBR Bregenzer Wald 168CM OE-LBS Waldviertel 168CM OE-LBT Wörthersee 168CM OE-LBU Mühlviertel 168CM OE-LBV Weinviertel 168CM OE-LBW Innviertel 168CM OE-LBX Mostviertel 168CM
Airbus A320
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OE-LBA
A321-111 (321) Salzkammergut
200CM
OE-LBB Pinzgau 200CM OE-LBC OE-LBD
Südtirol
A321-211 (322) Steirisches Weinland
200CM 200CM
OE-LBE Wachau 200CM OE-LBF Wien 200CM
Airbus A321/A322
2.2.4 The Regional Fleet
OE-LVA
F100 (100) Riga
100CM
OE-LVB Vilnius 100CM OE-LVC Tirana 100CM OE-LVD Skopje 100CM OE-LVE Zagreb 100CM OE-LVF Yerevan 100CM OE-LVG Krakow 100CM OE-LVH Minsk 100CM OE-LVI Prague 100CM OE-LVJ Bratislava 100CM OE-LVK Timisoara 100CM OE-LVL Odessa 100CM OE-LVM Krasnodar 100CM OE-LVN Dnepropetrovsk 100CM OE-LVO Chisinau 100CM
Fokker 100
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OE-LFG
F70 Innsbruck
80CM
OE-LFH Stadt Salzburg 80CM OE-LFI Klagenfurt 80CM OE-LFJ Graz 80CM OE-LFK Krems 80CM OE-LFL Linz 80CM OE-LFP Wels 80CM OE-LFQ Dornbirn 80CM OE-LFR Steyr 80CM
Fokker 70
OE-LGA
DH8-400Q (DH4) Kärnten
76CM
OE-LGB Tirol 76CM OE-LGC Land Salzburg 76CM OE-LGD Steiermark 76CM OE-LGE Oberösterreich 76CM OE-LGF Niederösterreich 76CM OE-LGG Budapest 76CM OE-LGH Vorarlberg 76CM OE-LGI Eisenstadt 76CM OE-LGJ St. Pölten 76CM OE-LGK Burgenland 76CM OE-LGL Altenrhein 76CM OE-LGM Villach 76CM OE-LGN Gmunden 76CM
Dash 8-400Q
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2.3 Destinations
Central and Eastern Europe:
Middle East:
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Western Europe:
Long Range:
Detailed information about the destination is published on the Austrian Airlines Group webpage: http://www.austrian.com/layouts/austrian/global/content.aspx?r=1&s=http://mag3.i-magazine.de/Files/mag/deb9df9afce8d95068563a555a23dac0/&t=Austrian%20Imagefolder http://austrian.innosked.com/(S(tysg20utl1vica55enp41g45))/default.aspx?country=AT&l=de
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2.4 Delay Codes
To standardize the expression of delay reasons, IATA has assigned numbers for each delay, the so-called delay codes. These codes are sorted into 12 groups according to the reason of the delay (e.g. Passenger and Baggage, Cargo, Mail, Aircraft and Ramp Handling, Technical and Aircraft Equipment) Some airlines, like the Austrian Airlines Group, have additional codes to give more precise information about the delay(s). Additional codes are called sub codes and usually expressed by letters added to the numbers. Delay codes have to be used in all departure messages for flights that are operating behind schedule as well as in all delay messages.
Please see AHM VOL.1 / 6.2 for more details about delay codes.
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2.5 Hub Vienna
Vienna International Airport (VIE) is Austria’s biggest and busiest airport and additionally the hub of Austrian Airlines. VIE is in operation 24 hours a day and on its 2 runways it can handle a capacity of 60 movements per hour. In 2011 the passenger volume was 21.1 million. Austrian Airlines’ share reached over 11.2 million passengers. The main markets are Central and East European services and connections to the Middle East. Long-haul services to North America and the Far East complete the product range. The connection time of only 25 minutes requires a well prepared flow of passengers and their baggage. It is the load controllers’ duty to separate the customers baggage into different priority categories like “Hot baggage” (transfer bag with connection time of 25 to 45 minutes), “Transfer baggage” (over 45 minutes transfer time), “Priority baggage” (local baggage of business class passengers and Star Alliance Gold Card Holders) and “Local baggage” (non-priority local baggage). In addition VIE needs a separation of transfer baggage and local baggage, as they are handled in different baggage sorting areas. In order to enable a smooth transfer of passengers and dead load to connecting flights, all ground operation activities are to be performed during a minimum ground/turn-around time from 35 to 100 minutes, depending on the aircraft type (Dash4 to B777). In addition night curfews at destination airports, slots and crew rest times have to be taken into consideration. Nevertheless the main goal remains: safety first! Beside the convenience of our passengers, safety and quality, also commercial criteria like fuel saving and environmental protection must be fulfilled by aircraft handling staff. E.G. Bulk load utilization in ULD aircrafts helps in many ways to save fuel and increases the revenue. These and many more rules and regulations will be instructed during the ARS course.
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2.5.1 Hub Control Center OS-Positions in the HCC:
External partner in the HCC:
Contact Phone: +43 - (0)5 - 1766 - 62000 Fax: +43 - (0)5 - 1766 - 69256 SITA: VIEKOOS E-mail: [email protected] Team with close HCC-cooperation: CGAR/ Ramp Services VIE is responsible for -> Direct Ramp Transfers for Short Connex Pax -> Incoming assistance on remote positions -> Quality Assurance (checking services of the supplier) -> Supporting the Turnaround-process to save time -> Station Relief for KK/KO Please see AHM Introduction Chapter 0.9 for all important contacts and phone numbers.
CGAH/Hub Control Center
Hub Operation Manager Hub Operation Controller
Connex Controller Editing Controller
Staff Planning for Check-In / Boarding
/ HON-Disposition
VIEKK
Operations Manager
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3. Guidelines and Manuals for OS Ramp Handling and Loadcontrol Staff
3.1 Manuals published by IATA
IATA Airport Handling Manual (AHM) IATA Dangerous Goods Regulations Manual (DGR) IATA Live Animals Regulations Manual (LAR)
3.2 Manual published by OS
Passenger Handling Manual (PHM), (Charter Handling Manual) Aircraft Handling Manual (AHM) Cargo Handling Manual (CHM) Charter Handling Manual Station Management Manual (STM)
Standard access to all manuals published by OS is provided via internet (world wide web) www.austrian-ogp.com (Austrian Ground Handling Library), where you can also find a lot of other essential information. Detailed information will be given in the next chapter. CD-ROMs (ground handling manuals, forms and supplies) are issued on a seasonal basis and shall serve as a backup only.
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Responsible editor, responsible for distribution: Austrian Airlines AG Ground Operations Ground Operation Standards and Procedures / CGQA Office Park 2, P.O. Box 100 A-1300 Vienna Airport - Austria E-Mail: [email protected]
3.2.1 GROUND HANDLING LIBRARY VIA INTERNET Log in Link: www.austrian-ogp.com
Fill in USERNAME and PASSWORD for access to the Austrian Ground Handling Library. Username and Password are distributed individually. In case of any questions please contact: [email protected]
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Main Topics
Select the desired Main Topic: GOP, Manuals, Forms & Supplies, OPS Support, News The Ground Handling Library contains following main topics: GOP Ground Handling Procedure Updates
GOP current GOP archive
All GOPs published during the last 3 months All GOPs dating back 1 year
Manuals Ground Handling Procedure Manuals
Aircraft Handling
Aircraft Handling Manuals AHM Introduction AHM Vol.1, General Part AHM Vol.2, Aircraft Guides NON-ULD AHM Vol.2, Aircraft Guides ULD
Passenger Handling PHM – Passenger Handling Manual
Cargo Handling CHM – Cargo Handling Manual
Charter Handling Charter Handling Manual
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Station Management Manual STM – Station Management Manual
Wetlease Operations Wetlease Operations
Checklists Checklists
Other Documentation
CONFIRM VIA WEB the receipt and the implementation of all updates as per actual revision of the respective manual(s).
Forms & Supplies Forms and Supplies for Aircraft, Passenger and Baggage Handling
General Information about material ordering Aircraft Handling Forms Aircraft Safety Passenger and Baggage Handling Forms and Supplies Cargo Forms Miscellaneous
How to order forms and supplies Templates of aircraft handling forms Template of a “Ground Incident/ Accident/Damage Report Samples of all passenger and baggage handling supplies, templates of passenger handling forms
OPS Support Operations Support
DOW / DOI
DOW/DOI tabales for the whole Austrian Airlines Airlines Group Fleet
Fleet Declarations
Fleet declaration for the currently utilized Fleet and its operating configurations
Pantry Codes Payload Restrictions Potable Water A319 Hold Versions
Pantry codes for all Austrian Airlines Group operated scheduled and charter flights Seasonal payload restrictions, aircraft and destination dependent General information about potable water and water uplift data for all Austrian stations
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X-Bag-Embargo CRO-Forum Baggage Station Performance Delay Statistics US DOT baggage rules
Current X-bag embargos for legs and time periods
News
The NEWSTICKER shows special highlighted subjects derived from the CGQA news channel or topics requiring your immediate action and attention
Press the NEWS button and find all procedure news sorted by publication date, latest on top
By clicking “more”, detailed information can be displayed
Icons in the “detailed view” offer following possibilities: Back back to news overview Recommend forward this page to other e-mail recipients
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3.2.2 OVERVIEW AHM AHM Introduction
Scope and Purpose, Validity of contents, Terms and Definitions, References to other Manuals and Computer Systems, Abbreviations List, Phonetic Alphabet (ICAO), Austrian Airlines and Tyrolean Airways Management Commitment on Safety, Security and Quality, Structure of AHM Vol.2 / ULD and Non-ULD, Important Adresses
AHM Volume I General Part 1. Ramp Handling Aircraft Handling, Fuelling, Ramp Safety 2. Loadcontrol Company Operating Rules, Staff Qualifications, Load Control Procedure,
Weight and Balance Calculation, Weight Control of Load, Data Communication 3. Loadplanning General Regulations, Load Conversion Figures, Load Distribution, Loading
Instruction/Report, Unit Load Versions 4. Loading Baggage, ULDs, Bulk Load, Supporting of Load, Loading Accessories, Ballast,
Dangerous Goods, Live Animals, Miscellaneous Special Loads, Stowing of Load in the Passenger Cabin, Unloading, Loading Priorities
5. Documentation Actual Weights, Standard Weights, Loadsheet, Last Minute Changes,
Notification to Captain, General Declaration, Loading and Storage of Aircraft Handling Documents, Crew and Crew Seats
6. Messages Priority Indicator, Delay Codes, Departure Message, Arrival Message, Delay
Message, Return to Ramp Message, Diversion Message, Loadmessage, Container/Pallet Distribution Message, ULD Control Message, Crew Composition Message, Estimated Zero Fuel Weight Message, OPUS Request Message, ILOS
7. Miscellaneous On-Time Performance, Assistance in Flight Planning, Station Organisation
Appendix C Airside Safety Management
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AHM Volume II, Aircraft Guides
AHM Volume II Non-ULD AHM Volume II ULD Aircraft 12. 19. 20. 29.
DH4 F70 F100 B738
31. 32. 33. 39. 41.
A319 A320 A321 B767 B777
The numbering of the subchapters remains the same with all aircraft types. Subchapters will not be shown if not relevant. xx.1 Aircraft Weights and Indices xx.1.1 Max Gross Weights
xx.1.2 Maximum Fuel Tank Capacity xx.1.3 Standard Taxi Fuel xx.1.4 Dry Operating Weights and Indices xx.1.5 Tables for Correction of DOW/DOI
xx.2 Balance Calculation xx.2.1 Instructions for Use xx.2.2 Centre of Gravity Limits xx.2.5 Empty Flight Procedure xx.2.7 Entries on the Loadsheet xx.2.9 Last Minute Changes xx.2.10 List of Balance Tables (Load & Trim Sheets) xx.2.11 Stretcher
xx.3 Cabin xx.3.1 Summary of Cabin Versions xx.3.2 Cabin Layout xx.3.3 Cabin Cross Section and Dimensions xx.3.4 Maximum Number of Passengers and Crew
xx.4 Compartments xx.4.1 General xx.4.2 Weight Limits and Volumes xx.4.3 Security Locker/ULD: Locations of ULD restraint Fittings xx.4.4 Provisions for Securing Load xx.4.5 Compartment Dimensions xx.4.6 Container and Pallet Configurations
xx.5 Loading xx.5.2 Baggage xx.5.3 Compartment Heating and Ventilation xx.5.4 Container xx.5.5 Dangerous Goods xx.5.6 Ground Stability xx.5.7 Live Animals xx.5.9 Load Planning xx.5.10 Loading Restrictions xx.5.11 Maximum Dimension Tables xx.5.13 Miscellaneous Special Load xx.5.14 Miscellaneous Stowing Regulations xx.5.17 Technical Equipment
xx.6 Loading System xx.6.1 Description xx.6.2 Operation
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xx.7 Aircraft Servicing xx.7.1 Arrangement of Ground Handling Equipment xx.7.2 De-Icing/Anti-Icing xx.7.3 Disinfection of Aircraft xx.7.4 Catering Service xx.7.5 Engine Starting xx.7.6 Fuelling xx.7.7 Operations of Cabin Doors/Stairways xx.7.9 Operation of Compartment Doors xx.7.11 Potable Water Servicing xx.7.13 Servicing Panels xx.7.14 Servicing Points xx.7.15 Toilet Servicing xx.7.17 Wheel Chocks xx.7.18 External Passenger stairways
xx.8 Aircraft Information xx.8.1 Aircraft Dimensions xx.8.2 Danger Areas xx.8.3 Door Dimensions xx.8.5 Door Sill Heights above Ground Level xx.8.6 Minimum Turning Radii
xx.9 Miscellaneous xx.9.1 Aircraft Handling Forms xx.9.2 Ground Heating xx.9.6 Prevention of Damage to the Engine, the Fuselage and the Wing xx.9.7 Prevention of Damage to the aircraft RH engine xx.9.9 Positioning of Safety Cones
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4. Summary of normative Organizations Organisation Members Main Objective
STAR ALLIANCE Founded: 1997 Head Quarter: Frankfurt/Main (Germany) www.staralliance.com
25 airlines: Air Canada, Air China, Air New Zealand, ANA, Asiana Airlines, Austrian, Avianca/TACA Airlines, Brussels Airlines, Copa Airlines, Egyptair, Ethiopian Airlines, LOT, Lufthansa, SAS, Shenzhen Airlines, Singapore Airlines, South African Airways, Swiss, TAM Airlines, TAP Portugal, Thai, Turkish AirlinesUnited, US Airways, 2 regional members: Adria, Croatia Airlines
Cooperation between member airlines; use synergies to safe money, e.g. coordinated schedules, same service standard, common infrastructure, common handling companies;
IATA International Air Transport Association Founded: 1945 Head Quarter: Montreal (Canada) www.iata.org
270 airlines Set global safety standards that have to be observed by all members and checked in form of IATA Operational Safety Audit; simplify processes in air traffic, thus reducing costs and enhancing passenger convenience
ICAO International Civil Aviation Organisation Founded : 1944 Head Quarter : Montreal (Canada) www.icao.int
191 member countries Define restrictions and privileges of all Contracting States; develop international Standards and Recommended Practices for the safe operation of aircraft; guidelines for personnel licensing, registration marks, environmental protection, airworthiness of aircraft
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Organization Members Main Objective
JAA-T Joint Aviation Authorities - Transition Founded: 1990 Head Quarter: JAA LO - Cologne (Germany) JAA TO – Hoofddorp (Netherlands) www.jaa.nl
42 member countries Develop and implement common safety regulatory standards and procedures for European region; provide training for the aviation community;
FAA Federal Aviation Administration of the United States of America Founded: 1958 Head Quarter: Washington DC (US) www.faa.gov
Not applicable Set safety standards for aircraft manufacturers, operators and maintenance; manage ATC facilities and air navigation aids; research work; promote aviation safety outside US;
SITA Société Internationale de Télécommunication aérienne Founded: 1949 Head Quarter: Geneva (Switzerland) www.sita.aero
Airlines, airports, air transport related organizations, manufacturers, tour operators, computer reservations systems
Provide extensive communication network; develop new technologies for air-to-ground communications; facilitate and speed up communication processes between all involved in travel industry;
Eurocontrol Founded: 1963 Head Quarter: Brussels (Belgium) www.eurocontrol.int
39 member countries mainly in Europe
Strategic and tactical flow management; controller training; development of safety-proofed technologies and procedures; controller training
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5. BASIC INFORMATION
5.1 Airplane Parts - Definition and Function
Airplanes are transportation devices which are designed to move people and cargo from one place to another. Airplanes come in many different shapes and sizes depending on the mission of the aircraft. The airplane shown on this slide is a turbine-powered airliner which has been chosen as a representative aircraft. For any airplane to fly, you must lift the weight of the airplane itself, the fuel, the passengers, and the cargo. The wings generate most of the lift to hold the plane in the air. To generate lift, the airplane must be pushed through the air. The air resists the motion in the form of aerodynamic drag. Modern airliners use winglets on the tips of the wings to reduce drag. The turbine engines, which are located beneath the wings, provide the thrust to overcome drag and push the airplane forward through the air. Smaller, low-speed airplanes use propellers for the propulsion system instead of turbine engines. To control and manoeuvre the aircraft, smaller wings are located at the tail of the plane. The tail usually has a fixed horizontal piece (called the horizontal stabilizer) and a fixed vertical piece (called the vertical stabilizer). The stabilizers' job is to provide
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stability for the aircraft, to keep it flying straight. The vertical stabilizer keeps the nose of the plane from swinging from side to side, while the horizontal stabilizer prevents an up-and-down motion of the nose. (On the Wright brother's first aircraft, the horizontal stabilizer was placed in front of the wings. Such a configuration is called a canard after the French word for "duck"). At the rear of the wings and stabilizers are small moving sections that are attached to the fixed sections by hinges. In the figure, these moving sections are coloured brown. Changing the rear portion of a wing will change the amount of force that the wing produces. The ability to change forces gives us a means of controlling and manoeuvring the airplane. The hinged part of the vertical stabilizer is called the rudder; it is used to deflect the tail to the left and right as viewed from the front of the fuselage. The hinged part of the horizontal stabilizer is called the elevator; it is used to deflect the tail up and down. The outboard hinged part of the wing is called the aileron; it is used to roll the wings from side to side. Most airliners can also be rolled from side to side by using the spoilers. Spoilers are small plates that are used to disrupt the flow over the wing and to change the amount of force by decreasing the lift when the spoiler is deployed. The wings have additional hinged, rear sections near the body that are called flaps. Flaps are deployed downward on takeoff and landing to increase the amount of force produced by the wing. On some aircraft, the front part of the wing will also deflect. Slats are used at takeoff and landing to produce additional force. The spoilers are also used during landing to slow the plane down and to counteract the flaps when the aircraft is on the ground. The next time you fly on an airplane, notice how the wing shape changes during takeoff and landing. The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings. As mentioned above, the aircraft configuration in the figure was chosen only as an example. Individual aircraft may be configured quite differently from this airliner. The Wright Brothers 1903 Flyer had pusher propellers and the elevators at the front of the aircraft. Fighter aircraft often have the jet engines buried inside the fuselage instead of in pods hung beneath the wings. Many fighter aircraft also combine the horizontal stabilizer and elevator into a single stabilator surface. There are many possible aircraft configurations, but any configuration must provide for the four forces needed for flight.1
1 Printed with kind permission of NASA Glenn Research Center. National Aeronautics and Space Administration. 14 MAR. 2006. Airplane Parts Definitions and Function. 28 AUG. 2007. <http://www.grc.nasa.gov/WWW/K-12/airplane/airplane.html>
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5.2 Coordinated Universal Time (UTC)
UTC is a high-precision atomic time standard. It has uniform seconds defined by International Atomic Time, with leap seconds announced at irregular intervals to compensate for the earth's slowing rotation and other discrepancies. Leap seconds allow UTC to closely track Universal Time, a time standard based not on the uniform passage of seconds, but on the Earth's angular rotation.
5.2.1 TIME ZONES
Time zones around the world are expressed as positive or negative offsets from UTC. Local time is UTC plus the time zone offset for that location, plus an offset (typically +1) for daylight saving time, if in effect. As the zero-point reference, UTC is also referred to as Zulu time (Z). Following examples give the local time at various locations at 12:00 UTC when daylight saving time is not in effect:
City State Country Time calculation
Local time at 12:00UTC
San Francisco California United States UTC – 8 04:00 Toronto Ontario Canada UTC – 5 07:00 Stockholm Sweden UTC + 1 13:00 Cape Town South Africa UTC + 2 14:00 Mumbai India UTC + 5,30 17:30
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5.3 Danger Areas in the Vicinity of the Aircraft
5.3.1 VENTING AREA Fuel vents are openings on the underside of the wingtips which serve to ventilate the fuel tanks. The area around the fuel vents is called venting area. During the flight fuel is used and the space is replaced by air. During fuelling the air is pressed out of the tanks through the vents. Of course it is not pure air that escapes but a mixture of air and fuel vapors. Even after fuelling is finished, this mixture will escape because of the vaporization of fuel. Fuel vapors are heavier than air and sink to the ground. They are very easily ignitable.
Around and beyond the wing tips there is an increased fire risk! Safety distance around the venting area: 3m radius around fuel vents for kerosene-type fuel
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5.3.2 AIR INTAKE AREA This area is in front of running jet engines. The suction of the compressor of a jet engine is five times bigger than a whirlwind. There is a risk that persons or objects may be sucked into the running engine.
Never go behind the aircraft’s nose while engines are running which are positioned at the wings (Airbus, Boeing etc).
Never go behind the wings while engines are running which are positioned at the back of the fuselage (F70, F100 etc.) Please see AHM VOL.2 / XX.8.2 for details about the extend of the intake area.
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5.3.3 EXHAUST / BLAST AREA The exhaust area is the area behind the aircraft affected by the blast of the running engines. This blast is strong enough to lift or topple even persons and objects! The exhaust gas speed of a B747 with idling engines is as high as 160 km/h and the exhaust gas is also extremely hot. The blast area can be considerably extended as a result of the thrust required under unfavourable conditions (bad condition of the tarmac surface, inclination of tarmac, wind, snow, ice, etc.)
Please see AHM VOL.2 / XX.8.2 for more details about normal blast areas.
5.3.4 PROPELLER AREA As the Propeller Area is the embarking and disembarking area used by the passengers, the propeller area must be guarded.
The propeller area has to be guarded by one of the following methods:
reflective safety cones/posts with barrier cords hand luggage trolley propeller tie: normal turnaround DH3; DH4 only night stop;
The propeller tie is either attached to the main gear or the stair handrail. Hand luggage trolley and safety cones are to be placed at a distance of at least one metre from the propeller turning area before passengers are disembarking. If none of the above listed securing methods can be accomplished, the propeller danger area must be secured by other suitable means of security (e. g. by the ground personnel, until the hand luggage trolley is in position). Whenever the rear passenger door is used on the DH4, the propeller danger area has to be additionally guarded by reflective safety cones.
Propeller Area
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5.4 Four Forces on an Airplane
A force may be thought of as a push or pull in a specific direction. A force is a vector quantity so a force has both a magnitude and a direction. When describing forces, we have to specify both the magnitude and the direction. This slide shows the forces that act on an airplane in flight. Weight is a force that is always directed toward the centre of the earth. The magnitude of the weight depends on the mass of all the airplane parts, plus the amount of fuel, plus any payload on board (people, baggage, freight, etc.). The weight is distributed throughout the airplane. But we can often think of it as collected and acting through a single point called the centre of gravity. In flight, the airplane rotates about the centre of gravity. Flying encompasses two major problems; overcoming the weight of an object by some opposing force, and controlling the object in flight. Both of these problems are related to the object's weight and the location of the centre of gravity. During a flight, an airplane's weight constantly changes as the aircraft consumes fuel. The distribution of the weight and the centre of gravity also changes. So the pilot must constantly adjust the controls to keep the airplane balanced, or trimmed. To overcome the weight force, airplanes generate an opposing force called lift. Lift is generated by the motion of the airplane through the air and is an aerodynamic force. "Aero" stands for the air, and "dynamic" denotes motion. Lift is directed perpendicular to the flight direction. The magnitude of the lift depends on several factors including the shape, size, and velocity of the aircraft.
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As with weight, each part of the aircraft contributes to the aircraft lift force. Most of the lift is generated by the wings. Aircraft lift acts through a single point called the centre of pressure. The centre of pressure is defined just like the centre of gravity, but using the pressure distribution around the body instead of the weight distribution. The distribution of lift around the aircraft is important for solving the control problem. Aerodynamic surfaces are used to control the aircraft in roll, pitch, and yaw. As the airplane moves through the air, there is another aerodynamic force present. The air resists the motion of the aircraft and the resistance force is called drag. Drag is directed along and opposed to the flight direction. Like lift, there are many factors that affect the magnitude of the drag force including the shape of the aircraft, the "stickiness" of the air, and the velocity of the aircraft. Like lift, we collect all of the individual components' drags and combine them into a single aircraft drag magnitude. And like lift, drag acts through the aircraft centre of pressure. To overcome drag, airplanes use a propulsion system to generate a force called thrust. The direction of the thrust force depends on how the engines are attached to the aircraft. In the figure shown above, two turbine engines are located under the wings, parallel to the body, with thrust acting along the body centreline. On some aircraft, such as the Harrier, the thrust direction can be varied to help the airplane take off in a very short distance. The magnitude of the thrust depends on many factors associated with the propulsion system including the type of engine, the number of engines, and the throttle setting. For jet engines, it is often confusing to remember that aircraft thrust is a reaction to the hot gas rushing out of the nozzle. The hot gas goes out the back, but the thrust pushes towards the front. Action <--> reaction is explained by Newton's Third Law of Motion. The motion of the airplane through the air depends on the relative strength and direction of the forces shown above. If the forces are balanced, the aircraft cruises at constant velocity. If the forces are unbalanced, the aircraft accelerates in the direction of the largest force. Note that the job of the engine is just to overcome the drag of the airplane, not to lift the airplane. A 1 million pound airliner has 4 engines that produce a grand total of 200,000 of thrust. The wings are doing the lifting, not the engines. In fact, there are some aircraft, called gliders that have no engines at all, but fly just fine. Some external source of power has to be applied to initiate the motion necessary for the wings to produce lift. But during flight, the weight is opposed by both lift and drag. Paper airplanes are the most obvious example, but there are many kinds of gliders. Some gliders are piloted and are towed aloft by a powered aircraft, then cut free to glide for long distances before landing. During re-entry and landing, the Space Shuttle is a glider; the rocket engines are used only to loft the Shuttle into space. 2
2 Printed with kind permission of NASA Glenn Research Center. National Aeronautics and Space Administration. 14 MAR. 2006. Four Forces on an Airplane. 28 AUG. 2007. <http://www.grc.nasa.gov/WWW/K-12/airplane/airplane.html>
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5.5 Phonetic Alphabet
The use of a phonetic alphabet should reduce the risk of confusing letters. By using [Delta] and [Bravo] instead of [di] and [bi] the letters can be easily distinguished. The phonetic alphabet for aviation is mainly used in two-way radio communication, where bad signals, noise and foreign accents make communication difficult. It is approved by ICAO, FAA and NATO as the standard for aircraft and radio communication.
A Alfa N November B Bravo O Oscar C Charlie P Papa D Delta Q Quebec E Echo R Romeo F Foxtrot S Sierra G Golf T Tango H Hotel U Uniform I India V Victor J Juliet W Whiskey K Kilo X X-Ray L Lima Y Yankee M Mike Z Zulu
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3 International Civil Aviation Organization. Alphabet .- Radiotelephony. 27 AUG. 2007. <http://www.icao.int/cgi/goto_m.pl?icao/en/trivia/alphabet.htm>
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5.6 Runway Designator
A runway is a strip of land intended for aircraft take-off and landing.
The numbers of runways are chosen based on their magnetic heading. The last number is omitted, i.e. if the runway’s heading is 283° it is named 28.
Center Line
Holding Area Marking
Runway Designator
0
270
180
90
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A runway always has two numbers, depending on the direction of travel. This means that runway 28 (westbound use!) is actually the same strip of land as runway 10 (eastbound use!). Two parallel runways have the additional letter ‘L’ for left and ‘R’ for right, depending on the pilot’s view. 10L 28R
10R 28L As a result of magnetic variation it might become necessary to change the runway designator.
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6. IATA/ICAO Terms and Definitions Aerodrome (= Airport)
A defined area on land or water intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
Aerodrome control tower
A unit established to provide air traffic control service to aerodrome traffic
Aeronautical information publication (AIP)
A publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation.
Air traffic All aircraft in flight or operating on the manoeuvring area of an aerodrome.
Air traffic control clearance
Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.
Air traffic control service
A service provided for the purpose of : 1. preventing collisions: a/ between aircraft and b/ on the manoeuvring area between aircraft and obstructions 2. expediting and maintaining an orderly flow of air traffic.
Air traffic control unit
A generic term meaning variously, area control centre, approach control office and aerodrome control tower.
Air traffic service
A generic term meaning variously, flight information service, alerting service, air traffic advisory service and air traffic control service.
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).
Aircraft configuration Planned utilisation layout of aircraft interior space.
Aircraft pallet 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.
Aircraft registration A unique alpha/numeric designation for an aircraft.
Airway A control area or portion thereof established in the form of a corridor equipped with radio navigation aids.
ALERFA The code word used to designate an alert phase. Allowed traffic load
The load which can be carried on the aircraft on any one sector and is the difference between the allowed weight for take-off and the operating weight.
Alternate aerodrome (ALT)
An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing (take-off alternate, en-route alternate and destination alternate).
Alternate Airport Planned alternative en route and destination airport(s) for a flight.
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Altitude The vertical distance of a level measured from mean sea level. Apron (= Tarmac, Ramp, Parking Area)
A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.
Area control centre (ACC)
A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction.
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 lie for safe flight. Ballast Deadload weight carried to achieve a particular balance condition. Bulk Loading piece by piece. Cabin A compartment where passenger seats are installed. Cabin Crew Persons performing duties on the flight other than in the cockpit. Cabin section A division of the cabin into zones for the purpose of balance. Cargo Any goods carried on an aircraft which are covered by an air waybill. Cargo manifest
A traffic document listing the details of the cargo to be carried on a flight.
Category The nature of the load. Ceiling The height above the ground or water of the base of the lowest layer of
cloud below 6,000 m (20,000 ft) covering more than half the sky. 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.
Clearance limit The point to which an aircraft is granted an air traffic control clearance. Cockpit That part of an aircraft from which the crew control the aircraft. Cockpit Crew Persons operating the flight in the cockpit. Compartment A space designated within a hold. Containerized aircraft
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.
Controlled airspace
An airspace of defined dimensions within which air traffic control service is provided to IFR flight and to VFR flights in accordance with the airspace classification.
Cruising level A level maintained during a significant portion of a flight. Current flight plan
The flight plan, including changes, if any, brought about by subsequent clearances.
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.
Deadload 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.
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Departure Airport
The airport from which the aircraft last departed, using the same flight number.
Destination Airport Ultimate intended terminating airport of a flight. DETRESFA The code word used to designate a distress phase. Diplomatic mail Governments' property carried under special agreements. Elevation The vertical distance of a point or a level, on or affixed to the surface of
the earth, measured from mean sea level. En route Equivalent to "Through". Movement or point between point of
departure and point of destination. Endurance (END)
The length of time an aircraft can continue flying under given conditions without refuelling.
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.
Estimated elapsed time (EET)
The estimated time required to proceed from one significant point to another.
Filed flight plan
The flight plan as filed with an ATS unit by the pilot or his designated representative, without any subsequent changes.
Flight The operation of an aircraft between two or more points. Flight information centre (FIC) A unit established to provide flight information service and alerting service. Flight level A surface of constant atmospheric pressure which is related to a specific
pressure datum, 1013 hectopascal (hPa), and is separated from other such surfaces by specific pressure intervals.
Flight number The alpha-numerical designator of a flight, prefixed by a two-letter or three-character designator.
Flight plan Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft.
Floating pallet A unit load device (OLD), including its load, which is positioned over at least two pallet positions, and is not secured by the pallet locking devices of the OLD restraint system, but is restrained to the aircraft structure by means of tie-down fittings and lashings.
Fuelling Fuelling and de-fuelling, aircraft fuel tank calibration, aircraft fuel flow tests and the draining of aircraft tanks.
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 clearance by government authorities in certain countries.
Glide path A descent profile determinate for vertical guidance during a final approach. Heading The direction in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North. Hold A space confined by ceiling, floor, walls and bulkhead, used for
carrying load. Holding point A specified location, identified by visual or other means, in the vicinity of
which the position of an aircraft in flight is maintained in accordance with air traffic control clearance.
IFR The symbol used to designate the instrument flight rules. INCERFA The code word used to designate an uncertainty phase. 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. Load Any item carried in an aircraft other than is included in the basic
operation weight.
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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. Loaded index An expression of the C of G of an aircraft after it has been fuelled
and/or loaded. Loading Stowing load or ULDs on board the aircraft in accordance with
loading instructions. 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 aircraft, crew, pantry, fuel, passengers, baggage, cargo and mail. It also contains where necessary details of the distribution of this load in the aircraft.
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.
Meteorological information
Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorological conditions.
Missed approach procedure The procedure to be followed if the approach cannot be continued. Movement The arrival or departure of an aircraft. Net weight The difference between total weight and the tare weight. Nets A network of webbing affixed to an aircraft within its holds or to an
aircraft OLD for the purpose of restraining a load within the hold or in the OLD.
NOTAM A notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard.
Origin Airport The place from where the flight commences. Passenger manifest
A traffic document listing the names of passengers to be carried on a flight.
Payload The weight of passengers, baggage, cargo and mail and includes both revenue and non-revenue items.
Pilot-in-command (PIC) (=commander)
The pilot responsible for the operation and safety of the aircraft during flight time.
Radar approach
An approach, executed by an aircraft, under the direction of a radar controller.
Radar identification
The situation which exists when the radar position of a particular aircraft is seen on a radar display and positively identified by the air traffic controller.
Ramp agent A person who supervises and co-ordinates on the ramp the tasks of ground handling for an aircraft departure or arrival.
Repetitive flight plan (RPL)
A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units.
Runway (RWY) A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
Runway visual range (RVR)
The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line.
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Section A subdivision of a non-containerised/palletised compartment, i.e. net section.
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.
Take-off The act of leaving a supporting surface, including the take-off run and the acts immediately preceding and following the leaving of the surface.
Take-off fuel The amount of fuel on board less the fuel consumed before the take-off run.
Tare weight The weight of an empty ULD. It includes all liners and/or fittings, etc. when these are required by the specification or as registered with IATA.
Taxiing Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.
Taxiway (TWY)
A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including aircraft stand taxi lane apron taxiway rapid exit taxiway
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 points
Attachment points for the tie-down equipment to secure load on aircraft and/or ULDs.
Touchdown The point where the nominal glide path intercepts the runway. Traffic The activity of the transportation of passengers, baggage, cargo and
mail. Transfer Traffic which arrives on a flight and continues on another flight of the
same airline or other airline within a defined time limit. Transit Traffic which arrives on a flight and continues on the same flight. Trip fuel The amount of fuel planned to be consumed from take-off to the
station of first intended landing. Underload The difference between the allowed traffic load and the payload (total
traffic load). Unit load device
ULD. A unit in which deadload is bulk loaded and subsequently loaded as a unit into the aircraft.
Unloading Removing load from an aircraft. Version The designator used to indicate the aircraft configuration together
with the details of the equipment carried. VFR The symbol used to designate the visual flight rules. Weight The term "weight" is used herein in lieu of the correct technical term
"mass", in order to conform to standard industry terminology.
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Impressum Austrian Airlines AG Ground Handling Training [email protected] Editorial Head Office Austrian Airlines AG Office Park 2, P.O. Box 100 A-1300 Vienna Airport Copyright
Copyright 2012, all right reserved.
No part of this publication may be reproduced, recast, reformatted or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or any other information storage and retrieval system, without prior written permission from the responsible editor. The training manual is an internal publication and shall only be used for the special Aircraft Handling and Ramp Supervision course of the Austrian Airlines Group.
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7. Personal Notes
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