Self study ARS.pdf

8/16/2019 Self study ARS.pdf

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Aircraft Handling andRamp SupervisionSelf-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 R amp Supervision Course!

This booklet is a short introduction for personnel engaged in aircraft handling. It

covers topics like

Austrian Airlines GroupCorporate profile, Austrian Airlines Group fleet, Destinations, Hub Vienna

Guidelines and Manuals

Normative organizations:IATA, ICAO, JAA-T, FAA, SITA, EUROCONTROL

Basic informationPhonetic Alphabet, Runway Designator, Coordinated Universal Time, AirplaneParts, 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 goodknowledge 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 participatein 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 TeamGround 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, anoutstanding price-performance ratio, a dense network of connections via the centralVienna 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 around130 destinations in 66 countries on 4 continents.

In 2012, the Group carried more than 11.5 million passengers. Aircraft of varioustypes and sizes allow an efficient operation on given segments. Departure and arrivaltimes 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 fleetof the Austrian Airlines Group is approximately 3 years younger than the Europeanaverage 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 (passwordprotected).

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 subsidiaryTyrolean 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 1006 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/258MOE-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/199MOE-LAY Japan 225.36C/189MOE-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 138CMOE-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 200CMOE-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 100CMOE-LVC Tirana 100CM

OE-LVD Skopje 100CMOE-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 80CMOE-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 76CMOE-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%20Image

folder

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 andAircraft Equipment)

Some airlines, like the Austrian Airlines Group, have additional codes to give moreprecise information about the delay(s). Additional codes are called sub codes andusually 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 andadditionally 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 over11.2 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 theproduct range.

The connection time of only 25 minutes requires a well prepared flow ofpassengers and their baggage. It is the load controllers’ duty to separate thecustomers baggage into different priority categories like “Hot baggage” (transfer bag

with connection time of 25 to 45 minutes), “Transfer baggage” (over 45 minutestransfer time), “Priority baggage” (local baggage of business class passengers and

Star Alliance Gold Card Holders) and “Local baggage” (non-priority local baggage). Inaddition VIE needs a separation of transfer baggage and local baggage, as they arehandled 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 minimumground/turn-around time from 35 to 100 minutes, depending on the aircrafttype (Dash4 to B777). In addition night curfews at destination airports, slots and crewrest 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 handlingstaff. E.G. Bulk load utilization in ULD aircrafts helps in many ways to save fuel andincreases 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 - 69256SITA: VIEKOOSE-mail: [email protected]

Team with close HCC-cooperation:

CGAR/ Ramp Services VIEis 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 ControlCenter

Hub Operation Manager

Hub Operation ControllerConnex ControllerEditing Controller

Staff Planning for

Check-In / Boarding /

HON-Disposition

VIEKK

Operations Manager


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3. Guidelines and Manuals for OSRamp 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 wideweb) 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 nextchapter.

CD-ROMs (ground handling manuals, forms and supplies) are issued on a seasonalbasis and shall serve as a backup only.


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Responsible editor, responsible for distribution:

Austrian Airlines AGGround Operations

Ground Operation Standards and Procedures / CGQA

Office Park 2, P.O. Box 100A-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 HandlingLibrary.

Username and Password are distributed individually.In case of any questions please contact: [email protected]


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Main Topics

Select the desired Ma i n T o p i c : GOP, Manuals, Forms & Supplies, OPS Support, News

The Ground Handling Library contains following main topics:

GOP Ground Handling Procedure Updates

GOP currentGOP archive

All GOPs published during the last 3 monthsAll 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 theimplementation of all updates as per actual

revision of the respective manual(s).

Forms & SuppliesForms and Supplies for Aircraft,Passenger and Baggage Handling

General Information aboutmaterial ordering

Aircraft Handling Forms

Aircraft Safety

Passenger and BaggageHandling 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 handlingsupplies, templates of passenger handling forms

OPS Support Operations Support

DOW / DOI DOW/DOI tabales for the whole Austrian AirlinesAirlines Group Fleet

Fleet DeclarationsFleet 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 Groupoperated scheduled and charter flights

Seasonal payload restrictions, aircraft anddestination 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 NEW ST I CKER shows special highlighted subjects derived from the CGQA newschannel or topics requiring your immediate action and attention

Press the NEWS button and find all procedure news sortedby 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 overviewRecommend 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 toother 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, LoadingInstruction/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 AircraftHandling 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, CrewComposition Message, Estimated Zero Fuel Weight Message, OPUS RequestMessage, 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

F70F100

B738

31.

32.33.

39.

41.

A319

A320A321

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 Weightsxx.1.2 Maximum Fuel Tank Capacity

xx.1.3 Standard Taxi Fuelxx.1.4 Dry Operating Weights and Indicesxx.1.5 Tables for Correction of DOW/DOI

xx.2 Balance Calculation xx.2.1 Instructions for Usexx.2.2 Centre of Gravity Limitsxx.2.5 Empty Flight Procedurexx.2.7 Entries on the Loadsheetxx.2.9 Last Minute Changesxx.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 Layoutxx.3.3 Cabin Cross Section and Dimensionsxx.3.4 Maximum Number of Passengers and

Crew

xx.4 Compartments xx.4.1 Generalxx.4.2 Weight Limits and Volumesxx.4.3 Security Locker/ULD: Locations of ULD

restraint Fittingsxx.4.4 Provisions for Securing Loadxx.4.5 Compartment Dimensions

xx.4.6 Container and Pallet Configurations

xx.5 Loading xx.5.2 Baggage

xx.5.3 Compartment Heating and Ventilationxx.5.4 Container

xx.5.5 Dangerous Goodsxx.5.6 Ground Stabilityxx.5.7 Live Animalsxx.5.9 Load Planningxx.5.10 Loading Restrictionsxx.5.11 Maximum Dimension Tablesxx.5.13 Miscellaneous Special Load

xx.5.14 Miscellaneous Stowing Regulationsxx.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 HandlingEquipment

xx.7.2 De-Icing/Anti-Icingxx.7.3 Disinfection of Aircraftxx.7.4 Catering Servicexx.7.5 Engine Startingxx.7.6 Fuellingxx.7.7 Operations of Cabin Doors/Stairwaysxx.7.9 Operation of Compartment Doors

xx.7.11 Potable Water Servicingxx.7.13 Servicing Panelsxx.7.14 Servicing Pointsxx.7.15 Toilet Servicingxx.7.17 Wheel Chocksxx.7.18 External Passenger stairways

xx.8 Aircraft Information xx.8.1 Aircraft Dimensionsxx.8.2 Danger Areasxx.8.3 Door Dimensionsxx.8.5 Door Sill Heights above Ground Levelxx.8.6 Minimum Turning Radii

xx.9 Miscellaneous xx.9.1 Aircraft Handling Formsxx.9.2 Ground Heatingxx.9.6 Prevention of Damage to the

Engine, the Fuselage and the Wingxx.9.7 Prevention of Damage to the

aircraft RH enginexx.9.9 Positioning of Safety Cones


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4. Summary of normative

OrganizationsOrganisation 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 memberairlines;

use synergies to safe money, e.g.coordinated schedules, same service

standard, common infrastructure,common handling companies;

IATAInternational AirTransport Association

Founded: 1945

Head Quarter:

Montreal (Canada)

www.iata.org

270 airlines Set global safety standards that haveto be observed by all members and

checked in form of IATA OperationalSafety Audit; simplify processes in airtraffic, thus reducing costs and

enhancing passenger convenience

ICAOInternational CivilAviation Organisation

Founded : 1944

Head Quarter :Montreal (Canada)

www.icao.int

191 member countries Define restrictions and privileges ofall Contracting States; developinternational Standards andRecommended Practices for the safe

operation of aircraft; guidelines forpersonnel 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 regulatorystandards and procedures forEuropean region; provide

training for the aviationcommunity;

FAAFederal AviationAdministration of theUnited States of America

Founded: 1958

Head Quarter:

Washington DC (US)

www.faa.gov

Not applicable Set safety standards for aircraftmanufacturers, operators andmaintenance; manage ATC

facilities and air navigation aids;research work; promote

aviation safety outside US;

SITASociété Internationale deTélécommunicationaérienne

Founded: 1949

Head Quarter:

Geneva (Switzerland)

www.sita.aero

Airlines, airports, air

transport relatedorganizations,manufacturers, tour

operators, computerreservations systems

Provide extensive

communication network;develop new technologies forair-to-ground communications;

facilitate and speed upcommunication processesbetween all involved in travel

industry;

Eurocontrol

Founded: 1963

Head Quarter:Brussels (Belgium)

www.eurocontrol.int

39 member countriesmainly in Europe

Strategic and tactical flowmanagement; controllertraining; 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 cargofrom 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 inthe 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 tipsof the wings to reduce drag. The turbine engines, which are located beneath thewings, provide the thrust to overcome drag and push the airplane forward through theair. 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 theplane. The tail usually has a fixed horizontal piece (called the horizontal stabilizer) anda 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 thenose 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 tothe 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 wingproduces. The ability to change forces gives us a means of controlling andmanoeuvring the airplane. The hinged part of the vertical stabilizer is called therudder; 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 isused 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 usedto 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 arealso used during landing to slow the plane down and to counteract the flaps when theaircraft is on the ground. The next time you fly on an airplane, notice how the wingshape 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 ofthe fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in thewings.

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. TheWright 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 insteadof in pods hung beneath the wings. Many fighter aircraft also combine the horizontalstabilizer and elevator into a single stabilator surface. There are many possible aircraft

configurations, but any configuration must provide for the four forces needed forflight.1

1 Printed with kind permission of NASA Glenn Research Center. National Aeronautics and SpaceAdministration. 14 MAR. 2006. Airplane Parts Definitions and Function. 28 AUG. 2007.


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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 tocompensate 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 uniformpassage 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 CountryTime

calculationLocal time at

12:00UTCSan 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 escapesbut a mixture of air and fuel vapors.

Even after fuelling is finished, this mixture will escape because of the vaporization offuel. Fuel vapors are heavier than air and sink to the ground. They are very easilyignitable.

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 jetengine 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 atthe 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 runningengines.

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 theexhaust gas is also extremely hot. The blast area can be considerably extended as aresult 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 onemetre from the propeller turning area before passengers are disembarking.

If none of the above listed securing methods can be accomplished, the propellerdanger area must be secured by other suitable means of security (e. g. by the groundpersonnel, until the hand luggage trolley is in position).

Whenever the rear passenger door is used on the DH4, the propeller danger area hasto 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 vectorquantity so a force has both a magnitude and a direction. When describing forces, wehave 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. Themagnitude of the weight depends on the mass of all the airplane parts, plus theamount of fuel, plus any payload on board (people, baggage, freight, etc.). Theweight 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 airplanerotates 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 relatedto 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 ofthe weight and the centre of gravity also changes. So the pilot must constantly adjustthe 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 directedperpendicular to the flight direction. The magnitude of the lift depends on severalfactors 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 ofthe 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, butusing 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. Dragis directed along and opposed to the flight direction. Like lift, there are many factorsthat 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 theindividual 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 tothe aircraft. In the figure shown above, two turbine engines are located under thewings, parallel to the body, with thrust acting along the body centreline. On someaircraft, 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 manyfactors 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 tothe 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 ofMotion.

The motion of the airplane through the air depends on the relative strength anddirection of the forces shown above. If the forces are balanced, the aircraft cruises atconstant velocity. If the forces are unbalanced, the aircraft accelerates in the directionof 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 aresome aircraft, called gliders that have no engines at all, but fly just fine. Someexternal 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 Shuttleis 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. 14MAR. 2006. Four Forces on an Airplane. 28 AUG. 2007.


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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. Thephonetic alphabet for aviation is mainly used in two-way radio communication, where

bad signals, noise and foreign accents make communication difficult. It is approved byICAO, FAA and NATO as the standard for aircraft and radio communication.

A Alfa N NovemberB Bravo O OscarC Charlie P PapaD Delta Q Quebec

E Echo R RomeoF Foxtrot S SierraG Golf T TangoH Hotel U UniformI India V VictorJ Juliet W WhiskeyK Kilo X X-RayL Lima Y YankeeM Mike Z Zulu

3

3 International Civil Aviation Organization. Alphabet .- Radiotelephony. 27 AUG. 2007.


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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

HoldingAreaMarking

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, dependingon 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 inpart for the arrival, departure and surface movement of aircraft.

Aerodromecontrol tower

A unit established to provide air traffic control service to aerodrometraffic

Aeronauticalinformationpublication(AIP)

A publication issued by or with the authority of a state andcontaining 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 trafficcontrolclearance

Authorization for an aircraft to proceed under conditions specified by anair traffic control unit.

Air trafficcontrolservice

A service provided for the purpose of :

1. preventing collisions:a/ between aircraft andb/ on the manoeuvring area between aircraft and

obstructions 2. expediting and maintaining an orderly flow of air

traffic.

Air trafficcontrol unit

A generic term meaning variously, area control centre, approach

control office and aerodrome control tower.

Air trafficservice

A generic term meaning variously, flight information service, alertingservice, air traffic advisory service and air traffic control service.

Air Waybill The document entitled "Air Waybill/Air Consignment Note" made outby or on behalf of the shipper which evidences the contract between

the shipper and carrier(s) for carriage of goods over routes of thecarrier(s).

Aircraftconfiguration

Planned utilisation layout of aircraft interior space.

Aircraft pallet A platform with a flat under-surface, to standard aircraftrequirements on which goods are assembled and secured bynets/straps/igloos, and subsequently locked into the aircraft, toachieve rapid loading/unloading on compatible aircraft conveying

and restraint systems. As such, it becomes a component of theaircraft loading and restraint system.

Aircraftregistration

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 trafficload

The load which can be carried on the aircraft on any one sector andis the difference between the allowed weight for take-off and theoperating weight.

Alternateaerodrome

(ALT)

An aerodrome to which an aircraft may proceed when it becomes eitherimpossible or inadvisable to proceed to or to land at the aerodrome of

intended landing (take-off alternate, en-route alternate and destinationalternate).

AlternateAirport

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, ParkingArea)

A defined area, on a land aerodrome, intended to accommodate aircraftfor purposes of loading or unloading passengers, mail or cargo, fuelling,parking or maintenance.

Area controlcentre (ACC)

A unit established to provide air traffic control service to controlled flightsin control areas under its jurisdiction.

Balancecondition 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.Cargomanifest

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 ofgravity

(C of G) The C of G of an aircraft, is the point at which its totalweight may be considered to act as a concentrated force.

Class Segregation of passengers according to the facilities and servicesoffered.

Clearancelimit 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.Containerizedaircraft

An aircraft of which the cargo compartments are equipped with a

unit load devices conveyance and restraint system, in order toaccommodate aircraft containers or pallets. This may be either a

wide-body or a narrow-body aircraft.

Controlledairspace

An airspace of defined dimensions within which air traffic control service isprovided to IFR flight and to VFR flights in accordance with the airspaceclassification.

Cruising level A level maintained during a significant portion of a flight.Current flightplan

The flight plan, including changes, if any, brought about by subsequentclearances.

Dangerous

goods

Articles or substances which are capable of posing a significant risk

to health, safety or property when transported by air and which areclassified as such in the IATA Dangerous Goods Regulations.

Deadload Baggage, cargo, mail, ballast and equipment in compartments notincluded 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 aircrafthaving more than one structural floor level, the different floor levelsshall be referred to as "lower deck", "main deck" and "upper deck",starting from bottom to top.


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DepartureAirport

The airport from which the aircraft last departed, using the sameflight number.

DestinationAirport Ultimate intended terminating airport of a flight.DETRESFA The code word used to designate a distress phase.Diplomaticmail 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 ofdeparture and point of destination.

Endurance(END)

The length of time an aircraft can continue flying under given conditions

without refuelling.

Equipment incompartment

(EIC) Equipment which is carried on the aircraft but which is notmanifested and which is not elsewhere included in the weight

composition, such as additional flight kit.

Estimatedelapsed time(EET)

The estimated time required to proceed from one significant point to

another.

Filed flightplan

The flight plan as filed with an ATS unit by the pilot or his designatedrepresentative, without any subsequent changes.

Flight The operation of an aircraft between two or more points.Flightinformationcentre (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 suchsurfaces by specific pressure intervals.

Flight number The alpha-numerical designator of a flight, prefixed by a two-letter orthree-character designator.

Flight plan Specified information provided to air traffic services units, relative to anintended flight or portion of a flight of an aircraft.

Floating pallet A unit load device (OLD), including its load, which is positioned overat least two pallet positions, and is not secured by the pallet locking

devices of the OLD restraint system, but is restrained to the aircraftstructure by means of tie-down fittings and lashings.

Fuelling Fuelling and de-fuelling, aircraft fuel tank calibration, aircraft fuelflow tests and the draining of aircraft tanks.

Galley The integral part of the aircraft where pantry/catering material isstored.

Generaldeclaration

A standard document giving certain details about a flight required foraircraft 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 forcarrying load.

Holding point A specified location, identified by visual or other means, in the vicinity ofwhich 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 weightadded 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 capacityand distribution of load as dictated by safety and operationalrequirements.

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.Loadinginstruction

Instructions given by Load Control to the person responsible for theaircraft loading.

Loading report Signed loading instruction, with any deviations recorded, passedback to Load Control for action as required.

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

Message Where quoted it is assumed that the fastest possible means ofsending a message will be used. This refers to SITA, telex or datalink.

Meteorologicalinformation

Meteorological report, analysis, forecast, and any other statement relatingto existing or expected meteorological conditions.

Missedapproachprocedure 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 inthe OLD.

NOTAM A notice distributed by means of telecommunication containing informationconcerning the establishment, condition or change in any aeronautical

facility, service, procedure or hazard.Origin Airport The place from where the flight commences.Passengermanifest

A traffic document listing the names of passengers to be carried on aflight.

Payload The weight of passengers, baggage, cargo and mail and includesboth revenue and non-revenue items.

Pilot-in-command(PIC)(=commander)

The pilot responsible for the operation and safety of the aircraft during

flight time.

Radarapproach

An approach, executed by an aircraft, under the direction of a radarcontroller.

Radaridentification

The situation which exists when the radar position of a particular aircraft isseen 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 ofground handling for an aircraft departure or arrival.

Repetitiveflight plan(RPL)

A flight plan related to a series of frequently recurring, regularly operatedindividual 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 landingand take-off of aircraft.

Runway visualrange (RVR)

The range over which the pilot of an aircraft on the centre line of a runwaycan see the runway surface markings or the lights delineating the runwayor identifying its centre line.


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Section A subdivision of a non-containerised/palletised compartment, i.e. netsection.

Special load A load which, owing to its nature or value, requires special attentionand 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 theacts 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 withIATA.

Taxiing Movement of an aircraft on the surface of an aerodrome under its ownpower, excluding take-off and landing.

Taxiway(TWY)

A defined path on a land aerodrome established for the taxiing of aircraftand intended to provide a link between one part of the aerodrome andanother, including

aircraft stand taxi lane apron taxiway rapid exit taxiway

Tie-down Equivalent to "Restrain/Secure/Lash", means the term used todescribe the securing of the bulk-load or part thereof to fixedrestraint points within an aircraft or in a ULD, to conform to restraintand safety requirements.

Tie-downpoints

Attachment points for the tie-down equipment to secure load onaircraft 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 thesame 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 (totaltraffic load).

Unit loaddevice

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 AGGround Handling Training

[email protected]

Editorial Head Office

Austrian Airlines AG

Office Park 2, P.O. Box 100A-1300 Vienna Airport

Copyright

Copyright 2012, all right reserved.

No part of this publication may bereproduced, recast, reformatted ortransmitted in any form by any means,electronic or mechanical, includingphotocopying, recording or any otherinformation storage and retrieval system,

without prior written permission from theresponsible editor.The training manual is an internal publicationand shall only be used for the special AircraftHandling and Ramp Supervision course of theAustrian Airlines Group.


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7. Personal Notes


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