Gom 2023

SYRIANAIR
GROUND OPERATIONS MANUAL

(GOM)
Issue.3 REV 05
Effective / 01 JUN 23
4
GROUND OPERATIONS MANUAL PAGE 1
REVISION SHEET REV 05 / 01 JUN 23
GROUND OPERATIONS MANUAL ISSUE 03 REV. 05 / 01 JUN 2023

TABLE OF CONTENTS REV 05 / 01 JUN 23
GROUND OPERATIONS MANUAL
ISSUE 03 REV. 05 / 01 JUN 2023
TABLE OF CONTENTS
SECTION no. SECTION TITLE PAGE no.
SECTION 00 ADMINISTRATION AND CONTROL 07
SECTION 01 MANAGEMENT AND RESPONSIBILITIES 41
SECTION 02 LOAD CONTROL .. 95
SECTION 03 ULD CONTROL 195
SECTION 04 PASSENGER HANDLING 223
SECTION 05 BAGGAGE HANDLING 277
SECTION 06 RAMP HANDLING 315
SECTION 07 AIRCRAFT SERVICING 419
SECTION 08 SECURITY 449
SECTION 09 QUALITY CONTROL 519
SECTION 10 TRAINING AND QUALIFICATION 545
SECTION 11 RB AIRCRAFTS SPECIFICATIONS 607
SECTION 12 APPENDIX 737

TABLE OF CONTENTS REV 05 / 01 JUN 23
INTENTIONALLY LEFT BLANK

GROUND OPERATIONS MANUAL PAGE 00 -1
ADMINISTRATION AND CONTROL REV 03 / JUL 21
Section 0 -Table of Contents
0 ADMINISTRATION AND CONTROL

0.1 REQUIREMENT FOR COMPANY OPERATIONS MANUAL
0.2 KNOWLEDGE AND COMPLIANCE
0.3 PURPOSE
0.4 FORWARD
0.5 APPLICABILITY
0.6 SYSTEM OF AMENDMENT
0.6.1 Mandatory Regulations to Be Held
0.7 RECORDS OF AMENDMENTS )FILLED BY THE MANUAL

HOLDER)
0.8 HANDWRITTEN AMENDMENTS
0.9 SYSTEM OF ANNOTATION OF PAGES AND EFFECTIVE
DATES
0.10 ANNOTATION OF CHANGES
0.11 TEMPORARY REVISIONS
0.12 DISTRIBUTION OF THE MANUALS
0.12.1 Distribution List
0.13 TYPE OF MANUAL
0.14 MANUAL SIZE
0.15 CONTROLLING AND CUSTODIAN OF GROUND

OPERATIONS MANUAL
0.16 ABBREVIATIONS
0.17 AMENDMENTS & REASONS OF THE NEW REVISIONS
0.18 LIST OF EFFECTIVE PAGES
0.19 MANUAL DESCRIPTION
0.19.1 Page Header (Figure 0-1)
0.19.2 Explanation of Header Elements
0.20 REVISION PROCESS

0.21 MANAGEMENT OF DOCUMENTATION AND RECORDS
0.21.1 Operational Records:

0.21.1.1 Types of GRH Records:
0.21.2 Operational Manuals:
0.21.3 External sources Manuals and Documents
0.21.4 Operational Forms
0 ADMINISTRATION AND CONTROL

0.1 REQUIREMENT FOR COMPANY OPERATIONS MANUAL
The Ground Operations Manual (GOM) has been prepared to conform to the
requirements of Syrian air Ground Operations Directorate, this manual beside
to GSEM and COM are the reference document for all Syrian air ground
handling operations matters. They have been prepared in accordance with the
relevant requirements of the Syrian Civil Aviation, IATA resolutions IOSA
standard manual, IGOM, Requirements of the State and other Applicable
Authorities and Syrian standards.
0.2 KNOWLEDGE AND COMPLIANCE

Ground Operations Director ,Department Managers and all personnel engaged
in the ground handling/cargo of Syrianair aircraft (as well as outsource
service providers), must conduct all handling duties in accordance with the
requirements of SCAA and Syrianair Standards as specified in this manual
and must be given comprehensive guidance in their duties with the contents of
the GOM ,to ensure control of ground handling operations and the
management of safety and security outcomes by undergoing to the
Familiarization of GOM Content throughout GRH training course (see section
10 of this Manual) ,Conformance with the policies, rules, instructions,
procedures and limitations in the manual are mandatory unless specifically
provided for otherwise. Contents of the GOM are not to be communicated to
any individual or agency outside Syrianair without express permission of the
Chairman and Director General of Syrianair.
Ground Operations Directorate ensures that all documentation used to conduct
or support ground-handling and cargo operations:
1- Contains information that is clear, legible and accurately represented;
2- Is presented in a usable format that meets the needs of ground handling
and cargo operational personnel;
3- Is verified by Ground Operations Director and accepted & approved by the
Authority (SCAA).
In addition, all external current versions of documents are received and
distributed in time.
0.3 PURPOSE
Syrianair have produced this Ground Operations and GSE Manual to outline
the requirements for all ground handling services
These manuals define the procedures and levels of service that Syrianair
requires for its customers. Managers and supervisors must ensure that their
staff are aware of all aspects of this manual that relate to their duties, this
manual provide standards, processes, procedures, authorities, responsibilities,
communications, reporting, trainings, planning, documentations,

implementations, safety and quality issues, in accordance with requirements of
Syrian Civil Aviation.
Quality control measures that are applied by Syrianair will be monitored
randomly. The quality system and policy is defined within Syrian air Quality
Manual. Service failures will be investigated and remedial action taken.
General company polices include duties, responsibilities/delegation system and
the structure for GRH are specified in Syrian air Corporate Management
Manual and Job Descriptions Manual
In event of Ground Operations Directorate is a service provider to another
customer airline, Ground Operations employees shall Conduct all operations
and activities in accordance with requirements of Syrian Civil Aviation, relevant
authorities and/or the customer airline manuals
0.4 Forward
 The GOM is to be used by Syrian air and ground service providers in
outstations, as a core set of ground operations procedures in the conduct of
ground handling front lines of operational functions in load control, passenger
handling, baggage handling, aircraft handling and loading, aircraft movement,
and cargo handling would be considered operationally critical.
 It also applies to staff entering the aircraft for purposes such as catering,
cleaning or supervision, but specifically excludes aircraft maintenance,
fuelling or de-icing tasks.
 Ground Operations Manual shall contain information that will permit ground-
handling personnel to carry out duties and responsibilities with respect to
dangerous goods, such information shall include, as a minimum:
 Action to be taken in the event of emergencies involving dangerous
goods;
 Details of the location and identification of cargo holds;
 The maximum quantity of dry ice permitted in each compartment;
 If radioactive material is transported, instructions for the loading of such
dangerous goods in accordance with applicable requirements.
 In event of Ground Operations Directorate is a service provider to another

customer airline, Syrianair shall:
1- Conduct all operations and activities in accordance with requirements of
Syrian Civil Aviation, relevant authorities and/or the customer airline.
2- Provide standards, processes, procedures, authorities, responsibilities,
communications, reporting, trainings, planning, implementations, safety
and quality issues, in accordance with requirements of Syrian Civil Aviation,
relevant authorities and/or the customer airline.
0.5 Applicability
This manual and the procedures and requirements contained within are
applicable to all areas where ground-handling operations are conducted and in
Syrian airline outstations.
0.6 System of amendment

GOM shall be administered and controlled by the Ground OPS Quality Control
Department. Amendments will be carried out from time to time and issued to all
concerned. The distribution of manuals and amendments will be done through
the (Manuals & Documentation Branch).
Amendments are by page replacement, addition or deletion.
0.6.1 Mandatory Regulations to be Held:

Syrianair shall provide all stations with the legal documentation that is required
to be held for their operations. These documents must be kept up-to-date by
incorporation of issued amendments. The appointed Ground handling
Company is to maintain records of those individuals they have nominated
as “Appointed Persons”. The names of such person(s) must be advised to
Syrianair so that library records reflect the correct name and details of
custodians, in the same manner as Syrianair personnel are listed as
Custodians of various manuals.
Current edition of the Ground operations manuals, policies and procedures

are available in a usable format (hard or soft) at each location for all stations (in
mother and out stations) in addition to the IATA Dangerous Goods Regulations
(DGR) or the ICAO Technical Instructions for the Safe Transport of Dangerous
Goods by Air (Technical Instructions) or equivalent documentation(as Syrianair
transports dangerous goods) where ground handling operations involving the
loading of dangerous goods as cargo are conducted.
The Document Custodian(s) are responsible to ensure that their copy of the
manual is up-to-date in accordance with the latest revision.
Quality Control manager is responsible to monitor that GOM and other
operations manuals are up-to-date, to include all external service providers.
When an external service providers conduct ground handling and cargo
operations functions for Syrianair, a monitoring and control procedures shall
be performed to ensure each external organization uses the Current edition
of GOM of Syrianair that fulfills operational safety, security and quality
requirements of Syrian Civil Aviation regulations, relevant authorities and
requirements of Syrianair.
ADMINISTRATION AND CONTROL REV 05 / 01 JUN 23
0.7 Records of amendments

Insertion date Amended by Effective date Rev. No. Issue
15 SEP 05 Initial Issue SEP 05 00 1
01 APR 09 Q.C Manager APR 09 01 1
01 FEB 11 Q.C Manager FEB 11 02 1
01 NOV 13 Q.C Manager NOV 13 03 1
01 APR 17 Q.C Manager APR 17 TR01 2
12 JUL 17 Q.C Manager JUL 17 00 3
01 JUL 19 Q.C Manager JUL 19 02 3
15 JUN 21 Q.C Manager JUL 21 03 3
20 SEP 21 Q.C Manager 20 OCT 21 TR01 3
30 OCT 22 Q.C Manager 30 NOV 22 04 3
01 JAN 23 Q.C Manager 01 JAN 23 TR01 3
30 APR 23 Q.C Manager 01 JUN 23 05 3
0.8 Handwritten amendments

Handwritten amendments and revisions are not permitted except in situations
requiring immediate amendment or revision in the interest of safety. Such
temporary amendments must be authenticated by signature and stamp of a
responsible person as per standard revision procedure.
0.9 System of annotation of pages and effective dates

All pages will contain a header within the Syrian air logo and the chapter number
and title. All pages will contain the Manual Name, Page Number, Version
Number and the effective Dates.
0.10 Annotation of changes

Changes will be annotated by a vertical line on the left side of the amended
text section(s), and as far as practicable on charts and diagrams.
0.11 Temporary revisions

Temporary Revisions will be issued under the authority of the Ground Handling
Operations Director (or nominated delegate). Amendments will be issued on
differently colored paper, for easy identification, temporary Revisions will be
issued with their own record of Temporary Revisions. Temporary Revisions will
be incorporated into the manual in the next revision cycle.
All amendments and revisions required by the SCAA shall be incorporated.
Information taken from approved documents and any such amendment of such
approved documentation shall be correctly reflected. No information contrary
to any approved documentation shall be contained.
The GOM will be amended when required and all personnel shall be informed
about the change in detail. The revision must be inserted in manual on or
before the date of the validity of the revision.
The revision cover sheet must be filed .Should revision be missing, the manual
holder (document custodian) is responsible for contacting the Document
Controller (Quality Control Department).
Table 0-2 Table of TR Amendments

REV NO. Inserted Effective Inserted by signature
date date
TR01 01 JAN 2023 01 JAN 2023 GRH Q.C Manager

Samer Alhabboul
0.12 Distribution of the manuals

Distribution of this manual shall include, but it is not limited to, the following:
 Regulator (SCAA)
 Syrian Air Directorates
 GRH departments
 Domestic stations
 Outside stations
 To any person, department, agency etc... That the GRH Director considers
such issuance is necessary.
The manual owner Director of Ground Operations Directorate shall ensure the
availability of the current version of the Operations Manual to appropriate
personnel in all areas where ground-handling operations are conducted to
include external service providers;
Each person to whom a manual or appropriate part thereof is furnished has an
assigned serial number and shall keep it up to date with the changes and
additions furnished. The revisions are to be interested on receipt.
In case documentations are received through an electronic form, Document
Custodian shall ensure all relevant staff has a copy of this electronic form and
has direct access to internet.
0.12.1 Distribution List

I-Syrian Air Directorates E: Electronic/ H: Hard
Title of Holder Kind Of Copy Manual Copy
No.
Quality Control Section H or E Master Copy
Syrian Civil Aviation SCAA E 1
Quality Assurance director E 2
Ground Support Equipment director E 3
Flight Operations Director E 4
Administration & Development director E 5
Administrative and legal affairs director E 6
Safety office E 7
Security office E 8
Emergency response center E 9
II- GRH departments
Title of Holder Kind Of Copy Manual Copy
No.
Ground Operations Director E 10
Deputy Ground Operations Director ( traffic& E 11
Deputy
cargo) Ground Operations Director (catering) E 12
Damascus Stations Manager E 13
Head of Passenger service branch E 14
Traffic shifts E 15
Load control office E 16
Transit shifts E 17
Head of ULD branch E 18
Head of Cargo Department E 19
Cargo shifts E 20
Head of Mail Department E 21
Mail shifts E 22
Head of Lost & Found branch E 23
Lost & Found shifts E 24
323232
Head of Contracting & Training Department E 25
Head of DCS branch E 26
Library E 27
III-Domestic Station
Title of Holder Kind Of Copy Manual
Copy No.
ALP Station manager E 28
ALP Traffic duty manger E 29
ALP head of Cargo department E 30
ALP load sheet office E 31
LTK Station manager E 32
LTK Traffic duty manger E 33

LTK head of Cargo department E 34
LTK load sheet office E 35
KAC Station manager E 36
KAC Traffic duty manger E 37
KAC head of Cargo department E 38
KAC load sheet office E 39
IV – Outstations
Title of Holder Kind Of Manual
Copy Copy No.
DXB Station Manger E 40
DXB Station Service provider E 41
AUH Station Manger E 42
AUH Station Service provider E 43
SHJ Station Manger E 44
SHJ Station Service provider E 45
KWI Station Manger E 46
KWI Station Service provider E 47
BAH Station Manger E 48
BAH Station Service provider E 49
CAI Station Manger E 50
CAI Station Service provider E 51
DOH Station Manger E 52
DOH Station Service provider E 53
KRT Station Manger E 54
KRT Station Service provider E 55
ALG Station Manger E 56
ALG Station Service provider E 57
THR Station Manger E 58
THR Station Service provider E 59
BGW Station Manger E 60
BGW Station Service provider E 61
NJF Station Manger E 62
NJF Station Service provider E 63
AMM Station Manger E 64
AMM Station Service provider E 65
MOW Station Manger E 66
MOW Station Service provider E 67
BEY Station Manger E 68
BEY Station Service provider E 69
0.13 Type of manual

The Ground Operations Manual will be in ring-binder format permitting
convenient replacements of sheets on a required basis.
0.14 Manual size

The Ground Operations Manual will be published as an A4 size for hardcopy
manual & electronically (via Mail in a secured PDF file or CD) for soft copies.
0.15 Controlling and Custodian of Ground Operations Manual

The GOM Manual document controller at GRH Directorate is the Quality Control
Department, which shall be responsible as follows:
1- Maintaining the security of contents of Ground Operations manual and up-
to-date state
2- Access is available to all personnel, relevant to their duties and
responsibilities at all times.
3- Any copies of manuals held by other directorates are up-to-date and current.
4- Ensuring that any relevant feedback in relation to manual content is
provided to the Document Owner (the Ground Operations Director) in order
that it may be brought to the Document Owner's attention.
5- Retention and dissemination of documentation received from external
sources.
It is the responsibility of each manual holder (Document Custodian) to:

 Review and remain knowledge of all revision amendments. (Timely
amending of all Personal manuals is mandatory).
 Return all Manuals in his possession to the responsible person when
his services are terminated, either finally or for a temporary period when
he is transferred to another classification where such manuals are not
required.
 In case of Loss of the manual by an individual to whom it has been
issued is to be reported in writing expeditiously to the Ground
Operations Director (or their respective delegated officer(s)) through
proper channels. Details of circumstances leading to the loss are to be
communicate.
 Where the Document Custodians has management or supervisory
responsibilities they must ensure subordinate staff are fully appraised
of manual requirements and changes that occur as a result of revisions
issued.
Upon a new document being required from external sources, it will be procured
through the library by the person who requires such a document.
0.16 Abbreviations
Table 0-1 lists common abbreviations utilized throughout this Manual and on
certain Operational Documentation.
As with the Terms and Definitions, the following does not cover every single
possible abbreviation, rather those that are required for proper interpretation of
this and other Syrianair Manuals.
Term Definition
A/C Aircraft
ACC Area Control Center
AHM Airport Handling Manual (IATA)
ADL Additions and Deletions List
AEA Association of European Airlines
AEP Airport Emergency Plan
AFT Rear
AIP Aeronautical information Publications
AOC Air Operator Certificate
AOG Aircraft On Ground (IATA IMP Code)
ASM Additional Security Measures
ATA Actual Time of Arrival
ATD Actual Time of Departure
AUD Audit
AVI Live Animal (IATA IMP Code)
B Baggage
BIG Outsized Cargo (IATA IMP Code)
BLND Blind Passenger (IATA Passenger Service Code)
C IATA Load Code for Cargo
Cargo Aircraft Only – I.e. Only permitted on Cargo Aircraft (IATA IMP
CAO Code)
CBS Checked Baggage Screening
CHD Child (IATA Passenger Service Code)
CI or C/I Check In
CIP Commercially Important Person
cm Centimeter
CM Crew Member
CMC Crisis Management Centre
CMM Component Maintenance Manual
CPL Commercial Pilot License
CPM Container/Pallet Manifest or Message
CP Co-Pilot
D IATA Load Code for Crew Baggage (Duty)
DCS Departure Control System

DGs Dangerous Goods (also ‘DG’)
DGD Dangerous Goods ‘Shippers Declaration’ (IATA IMP Code)
DGR Dangerous Goods Regulations
DIP Diplomatic Locker or Courier (Industry Code)
Dolly Trailer used to transport Unit Load Device(s)
DOW Dry Operating Weight
EAT Foodstuffs (IATA IMP Code)
ECAC European Civil Aviation Conference
EDP Electronic Data Processing (System)
ER Extended Range
ERM Emergency Response Manual
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
F IATA Load Code for First Class/Priority Baggage
FIM Flight Interruption Manifest
FOD Foreign Object Debris ( also Foreign Object Damage)
GOM Ground Operations Manual
GPU Ground Power Unit
GSE Ground Support Equipment
HUM Human Remains in Coffins
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ISO International Standards Organization
J (or C) Load Code for Business Class Baggage
JAA Joint Airworthiness Authority (Europe)
kg Kilogram
km Kilometer
L Liters
L/H Left Hand or Port Side
L1 Cabin Door – Left One
Cabin Door – Left Two, etc. (specify side of aircraft as L for Left or R for
L2 Right and the door number, forward to rear).
LIR Loading Instruction Report
M Meters
IATA Load Code for Mail (also used as a Class Code on some carriers
M for Economy)
MAG Magnetic Material (IATA IMP Code) also means Director
Medical Passenger (Medical Clearance may be required) IATA
MEDA Passenger Service Code
MEL Minimum Equipment List
ml Milliliter
MLG Main Landing Gear

MLW Maximum Landing Weight
mm Millimeter
MMEL Master Minimum Equipment List
MTOW Maximum Take-Off Weight (see also MBRW)
MUW Munitions of Ware (IATA IMP Code
Maximum Zero Fuel Weight (also known as Maximum Empty Tanks
MZFW Weight (METW)
MVT Movement Message (Message Identifier)
NC Non-Conformance
NLG Nose Landing Gear
No Record Passenger – passenger who holds a ticket but not on
NOREC Passenger List or appearing in DCS/Check In System
NOSHO Passenger booked but does fails to present at Check In on time
NOTAM Notice to Airmen
NOTOC Special Load Notification to Captain
OM Operation Manual
OPS Operations
P IATA Class Code for First Class (Luxury)
PA Public Address (system)
PAX Passenger
PEF Flowers (IATA IMP Code)
PEM Meat (IATA IMP Code)
PEF Flowers (IATA IMP Code)
PEM Meat (IATA IMP Code)
PER Perishable Cargo
PES Seafood (IATA IMP Code)
PIC Pilot In Command
PER Perishable Cargo
PNF Pilot Not Flying
Left Hand Side of Aircraft, looking forward in direction of aircraft
Portside nose
Water Loaded onto Aircraft for human consumption (i.e. drinking
Potable water)
Water
PSCR Passenger Services Conference Resolutions
QA Quality Assurance
A component of Quality Management focused on fulfilling Stated
Quality requirements.
Control
QS Quality System
R1 Right Hand (Starboard) side door – refer to description of L1, L2.
RB Syrianair (Syrian Arab Airlines) IATA Two (2) Letter Airline Code
RCL Cryogenic Liquids (IATA IMP Code)
RCM Corrosive Material (IATA IMP Code)

RDS Diagnostic Specimen (IATA IMP Code)
REG Registration
REQ Dangerous Goods in Excepted Quantities (IATA IMP Code)
REV Revision
REX Explosive(s) (IATA IMP Code)
RFG Flammable Gas (IATA IMP Code)
RFL Flammable Liquid (IATA IMP Code)
RFS Flammable Solid (IATA IMP Code)
RFW Dangerous When Wet (IATA IMP Code)
RIS Infectious Substance (IATA IMP Code)
RMD Miscellaneous Dangerous Goods (IATA IMP Code)
RH or R/H Right Hand Side or Starboard
RNG Non Flammable Gas (IATA IMP Code)
ROP Organic Peroxide (IATA IMP Code)
ROX Oxidizers (IATA IMP Code)
RPB Toxic Substances (IATA IMP Code)
RPG Toxic Gas (IATA IMP Code)
RRE Excepted Packages of Radioactive Material (IATA IMP Code)
RRW Radioactive Material – White Label (IATA IMP Code)
RRY Radioactive Material – Yellow Label (IATA IMP Code)
RSB Polymeric Beads (IATA IMP Code)
RSC Spontaneously Combustible (IATA IMP Code)
RXB Explosives Division/Compatibility Group Code 1.4B (IATA IMP Code)
RXC Explosives Division/Compatibility Group Code 1.4C (IATA IMP Code)
RXD Explosives Division/Compatibility Group Code 1.4D (IATA IMP Code)
RXE Explosives Division/Compatibility Group Code 1.4E (IATA IMP Code)
RXG Explosives Division/Compatibility Group Code 1.4G (IATA IMP Code)
RXS Explosives Division/Compatibility Group Code 1.4S
S IATA Load Code for Sort – used in conjunction with a ‘sort’ or ‘rummage’
container holding mixed types and destination baggage and other load
SCAA Syrian Civil Aviation Authority
SCAR Syrian Civil Aviation Regulation/Requirement
SL Sea Level
SLS Statistical Load Summary
SMS Safety Management System
STA Scheduled Time of Arrival
STD Scheduled Time of Departure
Right Hand Side of the aircraft when looking toward the nose from
Starboard the tail
SYR Syrianair (Syrian Arab Airlines) ICAO Three (3) Letter Airline Code
TB Transfer Baggage (also applies to Transfer Cargo TC) – IATA Load

Code
Trip Fuel The Fuel (Burn off) from commencement of the Take-off roll to the
or TF completion of the Landing Roll – see also Burn off
UM or MNR IATA Passenger Service Code for Unaccompanied Minor
U/S Unserviceable
UCM ULD Control Message
ULD Unit Load Device
UTC Universal Time Coordinate
VAL Valuable Cargo (IATA IMP Code)
VIP Very Important Person
A permit issued by a State or Nation that authorizes travel to that State
Visa or Nation but does not guarantee entry on arrival
W&B Weight and Balance
Wheelchair Required (Passenger Completely Immobile) – IATA
WCHC Passenger Service Code
Wheelchair Required (Passenger can walk) – IATA Passenger Service
WCHR Code
Wheelchair Required (Passenger cannot negotiate steps) – IATA
WCHS Passenger Service Code
WET Wet Cargo
X IATA Load Code for Empty (or Empty ULD)
XPS Priority Small Package (IATA IMP Code)
Y IATA Class Code for Economy Class
ZFW Zero Fuel Weight (see also ETW or Empty Tanks Weight)
Zulu or Greenwich Mean Time (GMT) or Universal Coordinate Time (UTC)
‘Zulu Time’
0.17 Amendments & Reasons of the New Revisions

(Filled by the document controller Quality Control Department, in the
Directorate of the Ground Operations Directorate)
 The following Tables are to be completed immediately whenever

amendments are received for this Manual.
 This Table will then serve as a record that each amendment has been
entered into the Manual.
 A return letter of amendment shall be sent stating that amendment has
taken place.
 All temporary revisions must be removed and destroyed.
This table shows the descriptions of change
Table 0-4 Reason of Revision Letter
REV NO 05 / 01 JUN 2023

Reason of Revision
Chapter & Paragraph Change
SEC 00 1. Updating the manual control tables & lists.
SEC 01 1. Updating the responsibilities.
2. Editorial amendments
SEC 02 1. Updating the dangerous goods handling.
SEC 03 1. Updating the ULDs control sources.
SEC 04 1. Updating the unruly passenger procedure.
SEC 05 1. Updating the table 2.3A.
SEC 06 1. Updating the cabin & cargo access doors.
SEC 08 1. Updating the GRH security procedures.
SEC 09 1. Updating the first time contracting criteria.
SEC 11 1. Insert the new aircrafts specifications data.
2. Deletions the ATR-72 specifications.
SEC 12 1. Updating the GRH checklist.
Table 0-5 Table of Amendments

REV NO. Inserted Effective Inserted By Signature
Date date
02 01 JUL 19 JUL 19 Quality Control
Manager
03 15 JUN 21 JUL 21 GRH Q.C Manager
Samer Alhabboul
TR01 20 SEP 21 20 OCT 21 GRH Q.C Manager
Samer Alhabboul
04 30 OCT 22 30 NOV 22 GRH Q.C Manager
Samer Alhabboul
TR01 01 JAN 23 01 JAN 23 GRH Q.C Manager
Samer Alhabboul
05 30 APR 23 01 JUN 23 GRH Q.C Manager
Samer Alhabboul
0.18 List of Effective Pages

Chapter Rev/Date Chapter Rev/Date Chapter Rev/Date
0 1 1
Page Page Page
0-1 03/JUL21 1-1 02/JUL19 1-41 05/01JUN23
0-2 03/JUL21 1-2 02/JUL19 1-42 05/01JUN23
0-3 03/JUL21 1-3 02/JUL19 1-43 05/01JUN23
0-4 03/JUL21 1-4 05/01JUN23 1-44 05/01JUN23
0-5 03/JUL21 1-5 05/01JUN23 1-45 05/01JUN23
0-6 05/01JUN23 1-6 02/JUL19 1-46 05/01JUN23
0-7 05/01JUN23 1-7 02/JUL19 1-47 05/01JUN23
0-8 03/JUL21 1-8 02/JUL19 1-48 05/01JUN23
0-9 03/JUL21 1-9 02/JUL19 1-49 05/01JUN23
0-10 03/JUL21 1-10 02/JUL19 1-50 05/01JUN23
0-11 03/JUL21 1-11 02/JUL19 1-51 05/01JUN23
0-12 03/JUL21 1-12 02/JUL19 1-52 05/01JUN23
0-13 03/JUL21 1-13 02/JUL19 1-53 05/01JUN23
0-14 03/JUL21 1-14 02/JUL19 1-54 05/01JUN23
0-15 03/JUL21 1-15 02/JUL19
0-16 05/01JUN23 1-16 02/JUL19
0-17 05/01JUN23 1-17 04/30NOV22
0-18 05/01JUN23 1-18 02/JUL19
0-19 05/01JUN23 1-19 02/JUL19
0-20 05/01JUN23 1-20 05/01JUN23
0-21 05/01JUN23 1-21 05/01JUN23
0-22 05/01JUN23 1-22 05/01JUN23
0-23 05/01JUN23 1-23 05/01JUN23
0-24 05/01JUN23 1-24 05/01JUN23
0-25 03/JUL21 1-25 05/01JUN23
0-26 05/01JUN23 1-26 05/01JUN23
0-27 03/JUL21 1-27 05/01JUN23
0-28 05/01JUN23 1-28 05/01JUN23
0-29 04/30NOV22 1-29 05/01JUN23
0-30 03/JUL21 1-30 05/01JUN23
0-31 03/JUL21 1-31 05/01JUN23
0-32 03/JUL21 1-32 05/01JUN23
0-33 03/JUL21 1-33 05/01JUN23
0-34 03/JUL21 1-34 05/01JUN23
1-35 05/01JUN23
1-36 05/01JUN23
1-37 05/01JUN23
1-38 05/01JUN23
1-39 05/01JUN23
1-40 05/01JUN23
Chapter 2 Rev/Date Chapter 2 Rev/Date Chapter Rev/Date

Page Page 2&3Page
2-1 02/JUL19 2-44 02/JUL19 2-87 02/JUL19
2-2 02/JUL19 2-45 02/JUL19 2-88 02/JUL19
2-3 02/JUL19 2-46 02/JUL19 2-89 02/JUL19
2-4 02/JUL19 2-47 02/JUL19 2-90 02/JUL19
2-5 02/JUL19 2-48 02/JUL19 2-91 02/JUL19
2-6 02/JUL19 2-49 02/JUL19 2-92 02/JUL19
2-7 02/JUL19 2-50 02/JUL19 2-93 02/JUL19
2-8 02/JUL19 2-51 02/JUL19 2-94 02/JUL19
2-9 02/JUL19 2-52 02/JUL19 2-95 02/JUL19
2-10 02/JUL19 2-53 02/JUL19 2-96 02/JUL19
2-11 02/JUL19 2-54 02/JUL19 2-97 02/JUL19
2-12 02/JUL19 2-55 02/JUL19 2-98 02/JUL19
2-13 02/JUL19 2-56 02/JUL19 2-99 02/JUL19
2-14 02/JUL19 2-57 05/01JUN23 2-100 02/JUL19
2-15 02/JUL19 2-58 02/JUL19
2-16 02/JUL19 2-59 02/JUL19 3-1 00/JUL17
2-17 02/JUL19 2-60 02/JUL19 3-2 00/JUL17
2-18 02/JUL19 2-61 02/JUL19 3-3 05/01JUN23
2-19 02/JUL19 2-62 02/JUL19 3-4 00/JUL17
2-20 02/JUL19 2-63 02/JUL19 3-5 00/JUL17
2-21 02/JUL19 2-64 02/JUL19 3-6 00/JUL17
2-22 02/JUL19 2-65 02/JUL19 3-7 00/JUL17
2-23 02/JUL19 2-66 02/JUL19 3-8 00/JUL17
2-24 02/JUL19 2-67 02/JUL19 3-9 00/JUL17
2-25 02/JUL19 2-68 02/JUL19 3-10 00/JUL17
2-26 02/JUL19 2-69 02/JUL19 3-11 00/JUL17
2-27 02/JUL19 2-70 02/JUL19 3-12 05/01JUN23
2-28 02/JUL19 2-71 02/JUL19 3-13 00/JUL17
2-29 02/JUL19 2-72 02/JUL19 3-14 00/JUL17
2-30 02/JUL19 2-73 02/JUL19 3-15 00/JUL17
2-31 02/JUL19 2-74 02/JUL19 3-16 00/JUL17
2-32 02/JUL19 2-75 02/JUL19 3-17 00/JUL17
2-33 02/JUL19 2-76 02/JUL19 3-18 00/JUL17
2-34 02/JUL19 2-77 02/JUL19 3-19 00/JUL17
2-35 02/JUL19 2-78 02/JUL19 3-20 00/JUL17
2-36 02/JUL19 2-79 04/30NOV22 3-21 00/JUL17
2-37 02/JUL19 2-80 02/JUL19 3-22 00/JUL17
2-38 02/JUL19 2-81 02/JUL19 3-23 00/JUL17
2-39 02/JUL19 2-82 02/JUL19 3-24 00/JUL17
2-40 02/JUL19 2-83 02/JUL19 3-25 00/JUL17
2-41 02/JUL19 2-84 02/JUL19 3-26 00/JUL17
2-42 02/JUL19 2-85 02/JUL19 3-27 00/JUL17
2-43 02/JUL19 2-86 02/JUL19 3-28 00/JUL17
Chapter Rev/Date Chapter Rev/Date Chapter Rev/Date

4 4+5 5+6
Page Page Page
4-1 02/JUL19 4-42 02/JUL19 5-28 02/JUL19
4-2 02/JUL19 4-43 02/JUL19 5-29 02/JUL19
4-3 02/JUL19 4-44 02/JUL19 5-30 02/JUL19
4-4 02/JUL19 4-45 02/JUL19 5-31 02/JUL19
4-5 02/JUL19 4-46 02/JUL19 5-32 02/JUL19
4-6 02/JUL19 4-47 02/JUL19 5-33 02/JUL19
4-7 02/JUL19 4-48 02/JUL19 5-34 02/JUL19
4-8 02/JUL19 4-49 02/JUL19 5-35 02/JUL19
4-9 02/JUL19 4-50 02/JUL19 5-36 02/JUL19
4-10 02/JUL19 4-51 02/JUL19 5-37 02/JUL19
4-11 02/JUL19 4-52 02/JUL19 5-38 02/JUL19
4-12 02/JUL19 4-53 02/JUL19
4-13 02/JUL19 4-54 02/JUL19 6-1 02/JUL19
4-14 02/JUL19 6-2 02/JUL19
4-15 02/JUL19 5-1 02/JUL19 6-3 05/01JUN23
4-16 02/JUL19 5-2 02/JUL19 6-4 04/30NOV22
4-17 02/JUL19 5-3 02/JUL19 6-5 02/JUL19
4-18 02/JUL19 5-4 02/JUL19 6-6 02/JUL19
4-19 02/JUL19 5-5 03/JUL21 6-7 02/JUL19
4-20 02/JUL19 5-6 02/JUL19 6-8 02/JUL19
4-21 02/JUL19 5-7 03/JUL21 6-9 02/JUL19
4-22 02/JUL19 5-8 02/JUL19 6-10 02/JUL19
4-23 02/JUL19 5-9 02/JUL19 6-11 02/JUL19
4-24 02/JUL19 5-10 02/JUL19 6-12 02/JUL19
4-25 02/JUL19 5-11 02/JUL19 6-13 02/JUL19
4-26 02/JUL19 5-12 02/JUL19 6-14 02/JUL19
4-27 02/JUL19 5-13 02/JUL19 6-15 02/JUL19
4-28 02/JUL19 5-14 04/30NOV22 6-16 02/JUL19
4-29 02/JUL19 5-15 02/JUL19 6-17 02/JUL19
4-30 02/JUL19 5-16 02/JUL19 6-18 02/JUL19
4-31 02/JUL19 5-17 05/01JUN23 6-19 02/JUL19
4-32 02/JUL19 5-18 05/01JUN23 6-20 02/JUL19
4-33 02/JUL19 5-19 02/JUL19 6-21 02/JUL19
4-34 04/30NOV22 5-20 02/JUL19 6-22 02/JUL19
4-35 05/01JUN23 5-21 02/JUL19 6-23 02/JUL19
4-36 02/JUL19 5-22 02/JUL19 6-24 02/JUL19
4-37 02/JUL19 5-23 02/JUL19 6-25 02/JUL19
4-38 02/JUL19 5-24 02/JUL19 6-26 02/JUL19
4-39 02/JUL19 5-25 02/JUL19 6-27 02/JUL19
4-40 02/JUL19 5-26 02/JUL19 6-28 02/JUL19
4-41 02/JUL19 5-27 02/JUL19 6-29 02/JUL19
Chapter 6 Rev/Date Chapter Rev/Date Chapter Rev/Date

Page 6&7 Page 7&8Page
6-30 02/JUL19 6-73 02/JUL19 7-11 02/JUL19
6-31 02/JUL19 6-74 03/JUL21 7-12 02/JUL19
6-32 02/JUL19 6-75 03/JUL21 7-13 02/JUL19
6-33 02/JUL19 6-76 03/JUL21 7-14 02/JUL19
6-34 02/JUL19 6-77 03/JUL21 7-15 02/JUL19
6-35 02/JUL19 6-78 03/JUL21 7-16 02/JUL19
6-36 02/JUL19 6-79 04/30NOV22 7-17 02/JUL19
6-37 02/JUL19 6-80 02/JUL19 7-18 02/JUL19
6-38 02/JUL19 6-81 04/30NOV22 7-19 02/JUL19
6-39 02/JUL19 6-82 04/30NOV22 7-20 04/30NOV22
6-40 02/JUL19 6-83 02/JUL19 7-21 02/JUL19
6-41 02/JUL19 6-84 05/01JUN23 7-22 02/JUL19
6-42 02/JUL19 6-85 05/01JUN23 7-23 02/JUL19
6-43 02/JUL19 6-86 02/JUL19 7-24 02/JUL19
6-44 03/JUL21 6-87 02/JUL19 7-25 02/JUL19
6-45 03/JUL21 6-88 02/JUL19 7-26 02/JUL19
6-46 03/JUL21 6-89 02/JUL19 7-27 02/JUL19
6-47 04/30NOV22 6-90 02/JUL19 7-28 00/JUL17
6-48 02/JUL19 6-91 02/JUL19 7-29 00/JUL17
6-49 02/JUL19 6-92 02/JUL19 7-30 00/JUL17
6-50 02/JUL19 6-93 02/JUL19
6-51 02/JUL19 6-94 02/JUL19 8-1 03/JUL21
6-52 02/JUL19 6-95 02/JUL19 8-2 05/01JUN23
6-53 02/JUL19 6-96 02/JUL19 8-3 04/30NOV22
6-54 02/JUL19 6-97 02/JUL19 8-4 03/JUL21
6-55 02/JUL19 6-98 02/JUL19 8-5 03/JUL21
6-56 02/JUL19 6-99 02/JUL19 8-6 03/JUL21
6-57 02/JUL19 6-100 02/JUL19 8-7 03/JUL21
6-58 02/JUL19 6-101 02/JUL19 8-8 03/JUL21
6-59 02/JUL19 6-102 02/JUL19 8-9 03/JUL21
6-60 02/JUL19 6-103 02/JUL19 8-10 03/JUL21
6-61 02/JUL19 6-104 02/JUL19 8-11 03/JUL21
6-62 02/JUL19 8-12 03/JUL21
6-63 04/30NOV22 7-1 02/JUL19 8-13 03/JUL21
6-64 04/30NOV22 7-2 02/JUL19 8-14 03/JUL21
6-65 02/JUL19 7-3 00/JUL17 8-15 05/01JUN23
6-66 02/JUL19 7-4 00/JUL17 8-16 05/01JUN23
6-67 02/JUL19 7-5 00/JUL17 8-17 03/JUL21
6-68 02/JUL19 7-6 00/JUL17 8-18 03/JUL21
6-69 04/30NOV22 7-7 00/JUL17 8-19 03/JUL21
6-70 02/JUL19 7-8 00/JUL17 8-20 03/JUL21
6-71 02/JUL19 7-9 00/JUL17 8-21 03/JUL21
6-72 02/JUL19 7-10 00/JUL17 8-22 05/01JUN23
Chapter Rev/Date Chapter 9 Rev/Date Chapter Rev/Date

8 Page Page 10
Page
8-23 03/JUL21 8-65 04/30NOV22 10-1 04/30NOV22
8-24 03/JUL21 8-66 04/30NOV22 10-2 04/30NOV22
8-25 04/30NOV22 8-67 04/30NOV22 10-3 04/30NOV22
8-26 04/30NOV22 8-68 04/30NOV22 10-4 04/30NOV22
8-27 03/JUL21 8-69 04/30NOV22 10-5 04/30NOV22
8-28 03/JUL21 8-70 04/30NOV22 10-6 04/30NOV22
8-29 03/JUL21 10-7 04/30NOV22
8-30 03/JUL21 9-1 05/01JUN23 10-8 03/JUL21
8-31 03/JUL21 9-2 05/01JUN23 10-9 04/30NOV22
8-32 03/JUL21 9-3 01/APR18 10-10 04/30NOV22
8-33 03/JUL21 9-4 01/APR18 10-11 04/30NOV22
8-34 03/JUL21 9-5 01/APR18 10-12 02/JUL19
8-35 03/JUL21 9-6 01/APR18 10-13 04/30NOV22
8-36 03/JUL21 9-7 01/APR18 10-14 04/30NOV22
8-37 03/JUL21 9-8 01/APR18 10-15 04/30NOV22
8-38 05/01JUN23 9-9 01/APR18 10-16 04/30NOV22
8-39 04/30NOV22 9-10 01/APR18 10-17 04/30NOV22
8-40 03/JUL21 9-11 01/APR18 10-18 04/30NOV22
8-41 05/01JUN23 9-12 00/JUL17 10-19 04/30NOV22
8-42 05/01JUN23 9-13 00/JUL17 10-20 04/30NOV22
8-43 05/01JUN23 9-14 00/JUL17 10-21 04/30NOV22
8-44 03/JUL21 9-15 00/JUL17 10-22 04/30NOV22
8-45 03/JUL21 9-16 04/30NOV22 10-23 04/30NOV22
8-46 03/JUL21 9-17 05/01JUN23 10-24 04/30NOV22
8-47 04/30NOV22 9-18 05/01JUN23 10-25 04/30NOV22
8-48 03/JUL21 9-19 05/01JUN23 10-26 04/30NOV22
8-49 03/JUL21 9-20 02/JUL19 10-27 04/30NOV22
6-50 03/JUL21 9-21 02/JUL19 10-28 04/30NOV22
8-51 03/JUL21 9-22 02/JUL19 10-29 04/30NOV22
8-52 04/30NOV22 9-23 04/30NOV22 10-30 04/30NOV22
8-53 03/JUL21 9-24 00/JUL17 10-31 04/30NOV22
8-54 03/JUL21 9-25 00/JUL17 10-32 04/30NOV22
8-55 03/JUL21 9-26 00/JUL17 10-33 04/30NOV22
8-56 03/JUL21 10-34 04/30NOV22
8-57 03/JUL21 10-35 04/30NOV22
8-58 03/JUL21 10-36 04/30NOV22
8-59 03/JUL21 10-37 04/30NOV22
8-60 03/JUL21 10-38 04/30NOV22
8-61 03/JUL21 10-39 04/30NOV22
8-62 03/JUL21 10-40 04/30NOV22
8-63 04/30NOV22 10-41 02/JUL19
8-64 04/30NOV22 10-42 02/JUL19
Chapter10 Rev/Date Chapter11 Rev/Date Chapter11 Rev/Date

& 11Page Page Page
10-43 02/JUL19 11-22 05/01JUN23 11-64 05/01JUN23
10-44 02/JUL19 11-23 05/01JUN23 11-65 05/01JUN23
10-45 02/JUL19 11-24 05/01JUN23 11-66 05/01JUN23
10-46 02/JUL19 11-25 05/01JUN23 11-67 05/01JUN23
10-47 02/JUL19 11-26 05/01JUN23 11-68 05/01JUN23
10-48 02/JUL19 11-27 05/01JUN23 11-69 05/01JUN23
10-49 02/JUL19 11-28 05/01JUN23 11-70 05/01JUN23
10-50 02/JUL19 11-29 05/01JUN23 11-71 05/01JUN23
10-51 04/30NOV22 11-30 05/01JUN23 11-72 05/01JUN23
10-52 04/30NOV22 11-31 05/01JUN23 11-73 05/01JUN23
10-53 04/30NOV22 11-32 05/01JUN23 11-74 05/01JUN23
10-54 04/30NOV22 11-33 05/01JUN23 11-75 05/01JUN23
10-55 04/30NOV22 11-34 05/01JUN23 11-76 05/01JUN23
10-56 04/30NOV22 11-35 05/01JUN23 11-77 05/01JUN23
10-57 04/30NOV22 11-36 05/01JUN23 11-78 05/01JUN23
10-58 04/30NOV22 11-37 05/01JUN23 11-79 05/01JUN23
10-59 04/30NOV22 11-38 05/01JUN23 11-80 05/01JUN23
10-60 04/30NOV22 11-39 05/01JUN23 11-81 05/01JUN23
10-61 04/30NOV22 11-40 05/01JUN23 11-82 05/01JUN23
10-62 04/30NOV22 11-41 05/01JUN23 11-83 05/01JUN23
11-42 05/01JUN23 11-84 05/01JUN23
11-1 05/01JUN23 11-43 05/01JUN23 11-85 05/01JUN23
11-2 05/01JUN23 11-44 05/01JUN23 11-86 05/01JUN23
11-3 05/01JUN23 11-45 05/01JUN23 11-87 05/01JUN23
11-4 05/01JUN23 11-46 05/01JUN23 11-88 05/01JUN23
11-5 05/01JUN23 11-47 05/01JUN23 11-89 05/01JUN23
11-6 05/01JUN23 11-48 05/01JUN23 11-90 05/01JUN23
11-7 05/01JUN23 11-49 05/01JUN23 11-91 05/01JUN23
11-8 05/01JUN23 11-50 05/01JUN23 11-92 05/01JUN23
11-9 05/01JUN23 11-51 05/01JUN23 11-93 05/01JUN23
11-10 05/01JUN23 11-52 05/01JUN23 11-94 05/01JUN23
11-11 05/01JUN23 11-53 05/01JUN23 11-95 05/01JUN23
11-12 05/01JUN23 11-54 05/01JUN23 11-96 05/01JUN23
11-13 05/01JUN23 11-55 05/01JUN23 11-97 05/01JUN23
11-14 05/01JUN23 11-56 05/01JUN23 11-98 05/01JUN23
11-15 05/01JUN23 11-57 05/01JUN23 11-99 05/01JUN23
11-16 05/01JUN23 11-58 05/01JUN23 11-100 05/01JUN23
11-17 05/01JUN23 11-59 05/01JUN23 11-101 05/01JUN23
11-18 05/01JUN23 11-60 05/01JUN23 11-102 05/01JUN23
11-19 05/01JUN23 11-61 05/01JUN23 11-103 05/01JUN23
11-20 05/01JUN23 11-62 05/01JUN23 11-104 05/01JUN23
11-21 05/01JUN23 11-63 05/01JUN23 11-105 05/01JUN23
Chapter11 Rev/Date Chapter12 Rev/Date Chapter12 Rev/Date

&12 Page Page Page
11-106 05/01JUN23 12-15 00/JUL17 12-58 00/JUL17
11-107 05/01JUN23 12-16 00/JUL17 12-59 00/JUL17
11-108 05/01JUN23 12-17 00/JUL17 12-60 00/JUL17
11-109 05/01JUN23 12-18 00/JUL17 12-61 00/JUL17
11-110 05/01JUN23 12-19 04/30NOV22 12-62 00/JUL17
11-111 05/01JUN23 12-20 04/30NOV22 12-63 00/JUL17
11-112 05/01JUN23 12-21 04/30NOV22 12-64 00/JUL17
11-113 05/01JUN23 12-22 04/30NOV22 12-65 00/JUL17
11-114 05/01JUN23 12-23 04/30NOV22 12-66 05/01JUN23
11-115 05/01JUN23 12-24 04/30NOV22 12-67 05/01JUN23
11-116 05/01JUN23 12-25 05/01JUN23 12-68 00/JUL17
11-117 05/01JUN23 12-26 05/01JUN23 12-69 00/JUL17
11-118 05/01JUN23 12-27 05/01JUN23 12-70 00/JUL17
11-119 05/01JUN23 12-28 05/01JUN23 12-71 00/JUL17
11-120 05/01JUN23 12-29 04/30NOV22 12-72 00/JUL17
11-121 05/01JUN23 12-30 04/30NOV22 12-73 00/JUL17
11-122 05/01JUN23 12-31 04/30NOV22 12-74 02/JUL19
11-123 05/01JUN23 12-32 04/30NOV22 12-75 02/JUL19
11-124 05/01JUN23 12-33 04/30NOV22 12-76 02/JUL19
11-125 05/01JUN23 12-34 02/JUL19 12-77 02/JUL19
11-126 05/01JUN23 12-35 02/JUL19 12-78 02/JUL19
11-127 05/01JUN23 12-36 03/JUL21 12-79 03/JUL21
11-128 05/01JUN23 12-37 00/JUL17 12-80 03/JUL21
11-129 05/01JUN23 12-38 00/JUL17 12-81 03/JUL21
11-130 05/01JUN23 12-39 00/JUL17 12-82 03/JUL21
12-40 00/JUL17 12-83 03/JUL21
12-41 00/JUL17 12-84 03/JUL21
12-42 05/01JUN23 12-85 00/JUL17
12-43 05/01JUN23 12-86 03/JUL21
12-1 05/01JUN23 12-44 05/01JUN23 12-87 03/JUL21
12-2 05/01JUN23 12-45 00/JUL17 12-88 03/JUL21
12-3 05/01JUN23 12-46 00/JUL17 12-89 03/JUL21
12-4 05/01JUN23 12-47 00/JUL17 12-90 03/JUL21
12-5 05/01JUN23 12-48 04/30NOV22 12-91 03/JUL21
12-6 05/01JUN23 12-49 04/30NOV22 12-92 03/JUL21
12-7 00/JUL17 12-50 04/30NOV22 12-93 03/JUL21
12-8 00/JUL17 12-51 04/30NOV22 12-94 03/JUL21
12-9 00/JUL17 12-52 00/JUL17 12-95 03/JUL21
12-10 00/JUL17 12-53 00/JUL17 12-96 03/JUL21
12-11 05/01JUN23 12-54 00/JUL17 12-97 03/JUL21
12-12 04/30NOV22 12-55 04/30NOV22 12-98 03/JUL21
12-13 00/JUL17 12-56 05/01JUN23 12-99 03/JUL21
12-14 00/JUL17 12-57 05/01JUN23 12-100 05/01JUN23
0.19 Manual Description

The following information provides a description of the page layout and revision
procedures for Ground Handling Manuals.
The Headers of this manual contain the following descriptions:
 Page Numbering
 Revision Number/Version Control
 Chapter/section Number and Title
 Airline Logotype
The illustration bellow identifies each element of the Header, followed by a
description.
0.19.1 Page Header (figure 0-1)
0.19.2 Explanation of Header Elements

The following description relates to the example Header shown above:
1- Airline Logotype.
2- Title of Manual/Document.
3- Page Number (contains the Chapter number followed by Page Number –
separated by hyphen).
4- Chapter/section Title (ADMINISTRATION AND CONTROL in this example).
5- Revision Details (Revision Number and Day/Month/Year of Revision).
GOM has the following numbering system and its designated by five numeric
characters in five elements separated by full stop (e.g. 1.2.1.2.1):
 Sections (numbered with one digit, example: 2)
 Sub-sections (numbered with two digits, example: 2.10)
 Paragraphs/items (numbered with three digits, example: 2.10.8) etc..
The Ground Operations Manual is published as an A4 hardcopy size.
0.20 Revision Process

 Ground Operations Manuals (GOM, GSEM, COM) shall be annually reviewed
and revised to incorporate pertinent procedural and system information
changes to ensure continuity of legible and accurate information. Items of a
more critical nature will be incorporated in operational bulletins and distributed
in a timely manner.
 Manual document controller has the responsibilities of:

- Amending and reviewing the content of the ground operations manual (GOM)
- Reviewing the content of external manuals and their subsequent revisions in
order to determine the actions required, if any, to ensure conformance to the
publishers stated requirements
- Ensuring that the GOM will be verified by the Document Owner (Ground
Operations Director).
- Sending the GOM to QA Directorate through their manual owner (director), to
check conformity against Syrian air’s Documentation System, them in turn
gets the Acceptance & Approval for the Ground Operations Manuals from
Syrian Civil Aviation Authority.
 In all cases, such revisions and changes shall remain compatible with the
SCAA Rules and Regulations. All holders shall be informed of the contents of
changes being undertaken. Distribution process shall be provided to all
concerned, either manually or electronically.
 Each revision or amendment of Ground Operations Manuals must be

examined, and then submitted to the SCAA for Acceptance & Approval through
QA Directorate prior to general distribution to all holders. Each formal revision
shall be accompanied by List of Effective Pages and a transmittal sheet
containing the revision number, date and filling instructions.
 Upon receipt of a revision, the following process shall apply in order to

ensure that all revisions entered to the Manual in a timely and accurate manner
and the updated manual is appropriate for use , a quality check takes place
each time the manual updated:
1- Check the Pages received and Effective Date against the List of Pages
indicated in the Manual Amendment Coversheet. This ensures that all
relevant pages have been received.
2- Carefully remove each out of date page and replace with the new page as
indicated in the Manual.
3- Mark each page of the list as it is inserted and double- check the Page
Number/Revision Date.
4- Destroy the origin pages once they are removed, or return to the
manual/document Controller, if this is required.
5- Update the relevant Records of Update.
6- Perform an integrity check against the list of Effective Pages in this Section.
7- Advise the Owner of any discrepancies so that replacement pages may be
obtained.
 The above is a guideline for updating Manuals. When the above steps are
taken, it ensures that the Manual will be maintained in an up-to-date
condition, in case of any contradiction has been found between the
procedures contained in the operational manuals and the SCARs, or
between GOM and other operational manuals, an immediately report shall
be submitted to Ground Operations Director, for full and detailed Document
Control Procedures are contained in SECTION 5 of Quality Assurance
Manual.
0.21 Management of Documentation and records

Documentation (IRM Definition)
The written information considered necessary to define and support the
performance of administrative or operational functions. Documentation may be
displayed via electronic or paper media, and may serve various purposes (e.g.
communicating, presenting processes and procedures, proving conformity,
knowledge sharing).
Specific examples of documentation include operations manual, management
manual, quality manual, training manual and policy manual.
Controlled Document (IRM Definition)
A document that is subject to processes that provide for the positive control of
content, revision, publication, distribution, availability and retention.
All standardization of Management of Documentation and records adhered to
Quality Assurance Manual section 5.
All GRH documents, records and invoices must be available for review and
inspection at any time upon request by:
1. Syrian Civil Aviation Authority.

2. Ground Operations Director (or his delegated deputy).
3. Ground Operations Quality Control Inspectors.
The management and control for documentation and data that used directly in
the conduct or support of ground handling operations and cargo includes the
following elements:
0.21.1 Operational Records
Syrian air have a system for the management and control of ground handling
records to ensure the content and retention of such records is in accordance
with requirements of the Authority, as applicable, and all operational records
are subjected to standardized processes for Acceptance & approval
1) Identification:
- All Ground and cargo operations manuals will be clearly identified with Syrianair
name/logo, Manual name/number, Chapter name/number, Page Number,
Table of Content, Definitions, Abbreviations, Amendment pages, Effective
pages, Distribution list and Revision number, all documentations must present
final locations in a usable format to satisfy the needs of management and
operations personnel.
- All training records will be clearly identified with an employee’s training file,
electronically or on paper, should include, as a minimum, the trainee’s name,
course reference/title, date of training, due date of recurrent course (if relevant)
and test mark achieved.
An example of a standard format is shown in (Section 12 appendix) item 12.5.4
of this manual.
- All flight/ cargo files will be identified with flight number, aircraft registration,
origin and destination, time and date, employee’s names, signature of the
employee who prepare it and the signature of the duty manager.
All safety/quality reports will be identified with flight number, date; time and
the signature of wither the safety observer or the quality auditor.
2) Legibility :
Documents will be written in either English or Arabic with preference given to
typeface copy
3) Maintenance:
Documents will be stored in metal cabinets that if housed in rooms, which
have sprinkler fire, protection will be waterproof, cabinets will be lockable
4) Retention and Retrieval:

Document retention is determined according to regulations or according to
Syrianair retention standards
Documents will be stored for 3 years in such away that they are easily
accessible and clearly marked with information that indicates the length of time
they are to be retained except the financial documents and daily funds
reports for 10 years.
All information must be in a legible format and in line with any requirements
published by the SCAA.
Hard Copy Records Procedure:

Paper Documentation (IRM Definition)
Documents that are presented or displayed to users in printed form on paper.
- Where the records are identified for archiving, the records will be placed into
archive boxes.
- Labeled with a summary of the contents including common identifiers, the name
of Department and date of destruction.
- Archive boxes are forwarded to the Liberian for registration and storage.
- Librarian ensure archive boxes are placed in designated storage locations.
- Indexing may be alphabetical, numerical, or time/date related. It is preferred
that hard copy documents be bound by a suitable method wherever possible,
to ensure like documents do not become separated.
Electronic Records Procedure:
Electronic Documentation (IRM Definition)
Documents that are developed and maintained electronically, and presented
or displayed to users through electronic media.
Note: All types of electronic documentation are protected against access and
modification by unauthorized persons to ensure document control.
When uses an electronic system for the management and control of
documentation, and records, the system shall provide for file back-up on a daily
basis to maintain:
• Document files that used directly in the control of operational control.

• Relevant records associated with operational control.
• A weekly system check and monitoring for all schedules and documents.
Where records are maintained electronically, these are to be established on
servers and/or in databases that are backed up by the IT department weekly.
- The IT Directorate procedure such that records can be retrieved from data
back-up systems for any given date upon submission of an IT service request.
- In case of Syrianair is a service provider, Syrianair shall ensure records are
retained in accordance with the requirements of the customer airline(s) and
are furnished to the individual airline(s) upon request.
When such airline(s) may no longer be a customer, a formal letter shall be
delivered to Ground Ops Director from the customer airline. Records shall be
kept at station manager section and shall be identified and maintained within
safe place at statistic archive and secretariat office.
ADMINISTRATION AND CONTROL REV 04 / 30 NOV 22
5) Protection, integrity and Security

Confidential documents or documents that could be detrimental to Syrian air
image will be given levels of security and integrity as determined by the
Syrianair security department and kept secure from unauthorized access/use.
When records are maintained electronically, such records have a back-up

system takes place (Daily at 14.30 LT in Company Server) to ensure such
records are not lost.
6) Disposal, Deletion or archiving of Documents or Records

1) The Administration Department of G.O. Directorate will:
- Identify the boxes in storage that are due for destruction.
- Inform the Ground Operations Director to review and approve the
destruction.
2) Upon receipt of the Ground Operations Director approval, the G.O.
Directorate informs the Administration Directorate which will:
- Make arrangements for archive boxes to be retrieved from their storage
location(s) to a centralized point for destruction.
- Make arrangements for an approved document disposal contractor.
- Retain copies of the contractor’s destruction records on file.
3) Electronic records will be deleted and completely cleared.
Either hard copy or electronic disposal, the director of Ground Operations will
be informed by written or by e-mail that the disposal process has been
accomplished.
0.21.1.1 Types of GRH Records:

A. Different Records:
- GRH Directorate correspondences.

- Cargo & Traffic sales records.
- Mail manifests.
- Lost& Found/ Damaged cargo manifests.
- Daily arrival & departure flights records.
- Ground Handling Service reports.
- Arrival & Departure flights messages.
- Flights Files.
- Property Irregularity Reports.
- Airway bills copies.
- Cargo package delivery permissions.
- Diplomatic mail and spare parts delivery permissions.
- Deportee's records.
- Employees Profile.
- Official Orders, circulations, letters and bulletins.
- Shippers Declarations.
- Employee's attendance sheet records.
- Employee's yearly vacations records.
The Station Flight File contents the following:

1- Flight Report
2- Load sheet (arrival and departure)
3- Weight and balance records
4- Signed Loading Instruction Report
5- Passenger Manifest and all documents concerning passenger
services (e.g. forms for Ums, PRMs, PETs…etc.)
6- Passenger Information List (PIL)
7- Flight Messages
8- Cargo Manifest
9- Copy of the fuel docket
10- General Declaration
11- NOTOC (if special loads or dangerous goods are loaded)
12- Aircraft Ramp Checklist
13- All required security checklists.
B. Training Records:
All training records shall be clearly identified to satisfy the needs of

Aircraft Ground Handling Operations personnel of Syrianair.
The content of an employee’s training file (electronically or paper) should
include, as a minimum, the trainee’s name, course reference/title, date of
training, due date of recurrent course (if relevant) and test mark achieved.
The initial and last file of Training Records shall be filed for one year only
after his/her leaving Syrianair and are to be destroyed then after 3 years of
retention
C. Cargo flight file:

The following contents are suggested for each flight file:
1- One copy of Air waybill.
2- Acceptance checklist
3- NOTOC (if special loads or dangerous goods are loaded)
4- One copy of shipper’s declaration for Dangerous Goods (if special loads
or dangerous goods are loaded.
5- One copy of Dangerous Goods Acceptance checklist.
6- All required security checklists
7- Other associated documents.
D. Quality Control Documents &Records:

1- Ground Operations manuals
2- Quality control checklists
3- Self – Assessment for the outstations
4- Audit reports
5- Corrective actions records.
E. Safety Documents &Records:

1- All hazards identified
2- Risk Assessment
3- Accident/ Incident investigation
4- Accident/ Incident Reports
5- Dangerous Goods Occurrence Reports.
6- Cargo Incident Report.
7- Confidential Reports.
8- Key Performance Indicators
0.21.2 Operational Manuals:

The Syrianair Ground Handling Operations Manuals are:
- Ground Operations Manual

- Ground Support Equipment Manual
- Cargo Operations Manual
The current version of these Operations Manuals must be available to

appropriate personnel in all areas where ground-handling operations are
conducted to include external service providers;
Manual Owner are responsible for nominating those persons/locations (by

internal position title, contractor name or physical location) that are required to
hold copies of controlled documents.
- ‘Manual Holders’ are listed in Distribution List for more information see
part 0.1.12 of this section
The assigned Manual Holder is responsible for:
1. Take care, upkeep and secure their assigned manual, and the subsequent
revisions and/or bulletins;
2. Incorporate the received revisions/bulletins in accordance with the Revision
Instruction Sheet.
3. Review the current Manual Master List at regular intervals against the
revision status of assigned manual(s) to ensure manual content is up-to-
date. (This includes confirmation with the Librarian regarding any revision
status issues);
4. Ensure that they familiarize themselves with the structure and content of
their assigned manual/s, including any revisions received;
5. Ensure subordinate staff are fully appraised of manual requirements and
changes that occur because of revisions issued;
6. Ensure that all manuals allocated to the library are present and current.
This includes establishing and maintaining the use of a ‘Library Movement
Sheet’ to track movements of manuals to/from the Library location;
7. Where the Manual Holder has responsibility for a Notice Folder they are to
ensure that hard copy Notices are inserted into the manual on the day of
issue, and that all current notices are held in an orderly manner. This
includes, ensuring that all staff allocated access to their assigned Notice
Folder are recorded on the ‘Notice Read and Acknowledgement Sheet’ and
that their initials are inserted in a timely manner as verification that they
understand and will comply with the requirements of all current notices.
8. Manual holders and manual users are not permitted to make alterations,
erasures or use marks of emphasis in any controlled manual (e.g. highlight
or underline text or words, make margin notations, etc.). Hand written
amendments are permissible only when directed to do so by specific
instructions contained in a Bulletin.
0.21.3 External sources Manuals and Documents
Reception of external sources document and/or data from external sources

to ensure information is received in time to satisfy operational requirements; as
a minimum, the following documents shall be available:
• Airport Handling Manual
• Dangerous Goods Manual
• Live Animal Regulations manual
• Regulations from the state and other states relevant to operations.
• ICAO international standards and recommended practices.
• The Operations Manual (OM) of the customer airline(s), when Syrianair
is a service provider
It's the responsibility of Document Custodian to receive all documents under
his/her control (i.e. for which he or she is the custodian) and to ensure all
documents are kept in a safe place and are maintained in an up-to-date state.
0.21.4 Operational Forms

Syrian air /ground handling - cargo/ operational forms are comply with standard
regulations that issued by international organizations like /IATA - ICAO/.
These forms are found in section 12 of this manual /Appendix/.
Intentionally Left Blank

MANAGEMENT & RESPONSIBILITIES REV 02 / JUL 19
Table of Contents – Section 1
1 MANAGEMENT AND RESPONSIBILITIES
1.1 MANAGEMENT AND CONTROL

1.1.1 GENERAL
1.1.1.1 Definitions
1.1.1.2 Scope and Purpose
1.1.2 DELEGATION TASKS

1.1.2.1 Process of Delegation Authority
1.1.3 MANAGEMENT REVIEW
1.1.4 ON TIME PERFORMANCE OBJECTIVES AND PRINCIPLES
1.1.5 TURNAROUND / TRANSIT TIMES
1.1.6 HANDLING OF FLIGHT IRREGULARITIES

1.1.6.1 Delay Codes
1.1.6.2 Airline Internal Codes
1.1.6.3 Others
1.1.6.4 Passenger and Baggage
1.1.6.5 Cargo and Mail
1.1.6.6 Mail Only
1.1.6.7 Aircraft and Ramp Handling
1.1.6.8 Technical and Aircraft Equipment
1.1.6.9 Damage to Aircraft
1.1.6.10 EDP/Automated Equipment Failure
1.1.6.11 Flight Operations and Crewing
1.1.6.12 Weather
1.1.6.13 Air Traffic Flow Management Restrictions (ATFM)
1.1.6.14 Airport and Governmental Authorities
1.1.6.15 Reactionary
1.1.6.16 Miscellaneous
1.1.7 PUNCTUALITY REPORTS
1.1.8 ORGANIZATION CHART
1.1.9 COMMUNICATION SYSTEM
1.1.10 PROVISION OF RESOURCES (PHYSICAL

INFRASTRUCTURE)
1.2 DUTIES AND RESPONSIBILITIES
1.2.1 GROUND OPERATIONS DIRECTOR
1.2.2 DEPUTY OF GROUND OPERATIONS DIRECTOR FOR

TRAFFIC / CARGO AFFAIRS
1.2.3 QUALITY CONTROL MANAGER

1.2.3.1 Head of Monitoring and Follow Up Branch
1.2.3.2 Head of Manuals and Procedures Branch
1.2.4 TRAINING AND CONTRACTING MANAGER

1.2.4.1 Head of Training Branch
1.2.4.2 Head of Contracting Branch
1.2.4.3 Head of Domestic / Out Stations Branch
1.2.5 SAFETY MANAGER

1.2.5.1 Head of GRH Safety Branch
1.2.5.2 Head Cargo Safety Branch
1.2.6 DAMASCUS STATION MANAGER

1.2.6.1 Duty Manager
1.2.6.2 Head of Transit Branch:
1.2.6.2.1 Gate Staff
1.2.6.3 Head of Passenger Services Branch
1.2.6.3.1 Passengers Service Duty Officer
1.2.6.3.2 Check-in supervisor
1.2.6.3.3 Check-in staff
1.2.6.4 Head of Ramp Services Branch
1.2.6.4.1 Ramp Services Duty Officer
1.2.6.4.2 Load Control Staff
1.2.6.4.3 Aircraft Turnaround Coordinator
1.2.6.4.4 Marshaller
1.2.6.5 Head of Lost and Found Baggage Branch
1.2.7 CARGO SERVICES MANAGER

1.2.7.1 Head of Import cargo branch
1.2.7.2 Head of Export Cargo Branch
1.2.7.3 Head of Transit cargo branch
1.2.7.4 Head of Lost & found cargo branch
1.2.7.5 Head of Cargo sales branch
1.2.8 OUT-STATION MANAGER
1.2.9 DOMESTIC STATION MANAGER

INTTENTIONALLY LEFT BLANK

MANAGEMENT & RESPONSIBILITIES REV 05 / 01 JUN 23
1.1 MANAGEMENT AND CONTROL

1.1.1 GENERAL
Syrianair is ensuring Accountabilities, authorities and responsibilities within

the management system for ground handling / cargo operations are defined
and communicated throughout all areas where ground handling / cargo
operations are conducted.
1.1.1.1 DEFINITIONS
Accountability
The obligation to accept ultimate responsibility for decisions and policies, and
for the performance of applicable functions, duties, tasks or actions; implies
being answerable (i.e. accountable) for ensuring such responsibility is
executed or performed. Accountability may not be delegated.
Note: In the context of a Safety Management System (SMS), accountability
means being ultimately responsible for safety performance, whether at the
overall SMS level (accountable executive) or at specific product and/or
process levels (other applicable members of management).
Responsibility
An obligation to execute or perform assigned functions, duties, tasks or
actions; typically includes an appropriate level of delegated authority; implies
holding a specific office, title, or position of trust.
Authority
The delegated power or right to:
 Command or direct;
 Make specific decisions;
 Grant permission and/or provide approval;
 Control or modify a process.
Management System
The collective body of managers and other associated managerial elements
that provide for direction, oversight and control of an organization.
Accountable Executive (AE)
The single, identifiable senior management official designated by an
organization as having responsibility for the operational performance of an
organization's management system(s).
Operational Function
A job, duty or task that is performed by personnel of an operator/provider as
part of, or in direct support of the operator’s aircraft operations.
Operational Manager
An individual who has been assigned responsibility for supervision and control
of a functional area within the operator's organization that has a direct impact
on operations.
Operational Personnel
Persons (e.g. managers, supervisors, frontline personnel) who are trained and
authorized to perform operational functions, associated with, or in direct
support of, operations.
1.1.1.2 SCOPE AND PURPOSE
Syrianair management system:
 Includes management and non-management personnel that perform functions

relevant to the safety or security of ground handling operations.
 Specifies the levels of management with the authority to make decisions
regarding risk tolerability with respect to the safety and/or security of the
ground handling/ cargo operations;
 Defines responsibilities for ensuring ground-handling operations and cargo
are conducted in accordance with applicable regulations and standards of
Syrianair.
 Lines of accountability throughout ground handling operations, including direct
accountability for safety and security on the part of ground handling
operations senior management
Levels of management and responsibilities are specified in Syrianair

Corporate Management Manual (CMM) and Job Descriptions Manual (JDM).
Some positions critical to operational safety or security are outlined this

manual and reflect specialized requirements in hornet in certain key positions.
Syrian air arranges a management control that ensures defined responsibility,

authority and monitory for relationship with external parties to ensure that
requirements of operations are being fulfilled such as civil aviation authorities
on matters relating to safety, security and quality.
All personnel engaged in the ground handling/cargo operations of Syrianair

ensure that for every operational function there is a member of management
who, irrespective of other responsibilities, has the responsibility and authority
to ensure that processes and procedures are established.
Implemented and maintained, and is required to report to senior management

on the performance and need for improvement of the management system.
1.1.2 Delegation tasks
 Delegation of duties within the management system for Ground Handling /

Cargo Operations ensures managerial continuity when operational
managers, including nominated post holders, are absent from the
workplace.
 The Accountable Manager retain control and authority, as he is still
responsible and accountable for the overall operation, with direct
administrative, functional and technical control in connection with ground
handling.
 Tasks of the post holder or responsible managers /personnel, which may
be delegated to other personnel of the operational management provided
they have the required qualification.
1.1.2.1 Process of Delegation Authority
When rescinding a delegation, normally old delegations of authority are

rescinded as new delegations of authority replace them by the new
memorandum signed from the accountable manager (When necessary phone
order is acceptable),
Disseminated an electronic copy of the delegation memorandum by email to

the higher management, customer airlines, and any department having direct
interest in the delegations authority for coordination.
All the tasks of the responsible manager shall be delegate to personnel an

adequate authority which is essential to perform the duty assigned to him
whether the operational management or the supervision level (including
nominated deputies to a temporary replacement) provided by:
 When Ground Operations Director is absent, Deputies of Ground

Operations Director will replace him in performing all his duties and
responsibilities on their functions scope.
 When Deputies of Ground Operations Director are absent, head of
sections will replace him in performing their duties and responsibilities.
 When head of section is absent, Branch leader who is nominated by
the head of section will replace him in performing his duties and
responsibilities on their functions scope.
More details are as specified in Syrianair Job Descriptions Manual (JDM)

1.1.3 Management Review
The Ground Operations Directorate and Ground Support Equipment

Directorate conduct midterm formal meetings , in order to implement this
requirement (management review to the ground / cargo handling system) to
ensure its continuing suitability, adequacy and effectiveness in the
management and control of operations.
The agenda of the meeting include a general assessment of the management

system to ensure all defined elements are functioning effectively, producing
the desired operational safety and security outcomes, this management
review is a formal process, and the documentation in the form of (meetings
schedules, agendas and minutes) are produced and retained
Input Data used in management review process include:
 Results of audits/ Inspections

 Performance assessment
 Incidents reports
 Follow up actions from previous audits/inspections considering
corrective and preventative actions.
The output data from the management review include decisions and
actions related to senior management review.
1.1.4 On Time Performance Objectives and Principles

On-time performance is a key airline performance indicator and a very
significant component of customer service. The consequences of a
delay are numerous:
 Direct and indirect costs to Syrianair

 Negative customer perception
 Missed passenger and cargo connections
 Further down line flight delays
 Flight crew re-scheduling
 Etc.
It is therefore critical that all those involved in aircraft servicing take all
necessary measures to ensure the on-time departure of every flight. However,
it must be clearly understood that at no time during ground handling and
cargo operations shall safety be compromised.
1.1.5 Turnaround / Transit Times

The following minimum turnaround and transit times shall apply for
Syrian air fleet:
Aircraft Type Flight Type Turnaround Transit Time

Time
TURNAROUND 90 Minutes
A340 JOINING LOAD 70 Minutes
NO JOINING LOAD 60 Minutes
A320 JOINING LOAD 45 Minutes
ATR-72 JOINING LOAD 45 Minutes
1.1.6 Handling of Flight Irregularities
The specifics of each flight irregularity situation will determine the course of
action to be taken. However, a few guiding principles shall prevail.
• Never compromise on safety

• ALWAYS co-ordinate actions taken with Duty Officer or the appointed
Syrianair representative
• Minimize passenger inconvenience
1.1.6.1 Delay Codes

Despite everyone’s best efforts, in some cases, a flight delay may be
unavoidable. Fast and effective communication then becomes key to recover
quickly. The following codes shall be used to express the reason for delay,
diversion or other irregularities in aircraft movement, diversion and other
messages. The standardization of codes used for this purpose is essential
for commonality in Electronic Data Processing systems, uniform agency
handling, exchange of information, statistical comparison and management
analysis.
Two-digit codes (numeric) are primary, as shown below.
When Syrianair is acting as a handling agent for another airline member using
numeric codes, the transmission of numeric codes shall be provided, either
manually or automatically. A description of a code may cover several possible
statements. Where there is still some doubt of interpretation, use the

Supplementary Information section to amplify.
It is essential that these codes be applied impartially and not be considered as

reasons for blame but rather to identify corrective action.
1.1.6.2 Airline Internal Codes
Numeric Alphabetic Explanation

00–05 These codes are left blank so that each airline may
develop codes specifically to meet their own
individual requirements, e.g. 03 “Three-class
system” moving curtain.
1.1.6.3 Others

06 OA No Gate/Stand Availability due to own airline
09 SG Scheduled Ground Time Less Than Minimum
Ground Time
1.1.6.4 Passenger and Baggage
11 PD Late Check In, acceptance after deadline

12 PL Late Check In, congestion in check-in area
13 PE Check In Error, passenger and baggage
14 PO Over sales, booking errors
15 PH Boarding, discrepancies and paging, missing
checked-in passenger
16 PS Commercial Publicity/Passenger Convenience,
VIP, press, ground meals and missing personal
items
17 PC Catering Order, late or incorrect order given to
supplier
18 PB Baggage Processing, sorting, etc.
1.1.6.5 Cargo and Mail

(If delays caused by mail handling can be identified, use codes 27–29;
otherwise use codes 21–26.)

21 CD Documentation, errors, etc.
22 CP Late Positioning
23 CC Late Acceptance
24 CI Inadequate Packing
25 CO Over sales, booking errors
26 CU Late Preparation in Warehouse
1.1.6.6 Mail Only

27 CE Documentation, errors, etc.
28 CL Late Positioning
29 CA Late Acceptance
1.1.6.7 Aircraft and Ramp Handling

31 GD Aircraft Documentation Late/Inaccurate, weight
and balance, general declaration, PAX manifest,
etc.
32 GL Loading/Unloading, bulky, special load, cabin load,
lack of loading staff
33 GE Loading Equipment, lack of or breakdown, e.g.
container pallet loader, lack of staff
34 GS Servicing Equipment, lack of or breakdown, lack of
staff, e.g. steps
35 GC Aircraft Cleaning
36 GF Fuelling / De fuelling, fuel supplier
37 GB Catering, late delivery or loading
38 GU ULD, lack of or serviceability
39 GT Technical Equipment, lack of or breakdown, lack of
staff, e.g. push-back
1.1.6.8 Technical and Aircraft Equipment

41 TD Aircraft Defects
42 TM Scheduled Maintenance, late release
43 TN Non-Scheduled Maintenance, special checks
and/or additional works beyond normal
maintenance schedule
44 TS Spares and Maintenance Equipment, lack of or
breakdown
45 TA AOG Spares, to be carried to another station
46 TC Aircraft Change, for technical reasons
47 TL Standby Aircraft, lack of planned standby aircraft
for technical reasons
48 TV Scheduled Cabin Configuration/Version
Adjustments
1.1.6.9 Damage to Aircraft

51 DF Damage During Flight Operations, bird or lightning
strike, turbulence, heavy or overweight landing,
collision during taxiing
52 DG Damage During Ground Operations, collisions
(other than during taxiing), loading/off-loading
damage, contamination, towing, extreme weather
conditions
1.1.6.10 EDP/Automated Equipment Failure

55 ED Departure Control
56 EC Cargo Preparation / Documentation
57 EF Flight Plans
58 EO Other Automated System
1.1.6.11 Flight Operations and Crewing

61 FP Flight Plan, late completion or change of, flight
documentation
62 FF Operational Requirements, fuel, load alteration
63 FT Late Crew Boarding or Departure Procedures,

other than connection and standby (flight deck or
entire crew)
64 FS Flight Deck Crew Shortage, sickness, awaiting
standby, flight time limitations, crew meals, valid
visa, health documents, etc.
65 FR Flight Deck Crew Special Request, not within
operational requirements
66 FL Late Cabin Crew Boarding or Departure
Procedures, other than connection and standby
67 FC Cabin Crew Shortage, sickness, awaiting standby,
flight time limitations, crew meals, valid visa, health
documents, etc.
68 FA Cabin Crew Error or Special Request, not within
operational requirements
69 FB Captain Request For Security Check, extraordinary
1.1.6.12 Weather

71 WO Departure Station
72 WT Destination Station
73 WR En Route or Alternate
75 WI De-Icing of Aircraft, removal of ice and/or snow,
frost prevention excluding unserviceability of
equipment
76 WS Removal of Snow, Ice, Water, and Sand from
Airport
77 WG Ground Handling Impaired by Adverse Weather
Conditions
1.1.6.13 Air Traffic Flow Management Restrictions (ATFM)

81 AT ATFM Due to ATC En-Route Demand/Capacity,
standard demand/capacity problems
82 AX ATFM Due to ATC Staff/Equipment En-Route,
reduced capacity caused by industrial action or
staff shortage or equipment failure, extraordinary
demand due to capacity reduction in neighboring
area
83 AE ATFM Due to Restriction at Destination Airport,

airport and/or runway closed due to obstruction,
industrial action, staff shortage, political unrest,
noise abatement, night curfew, special flights
84 AW ATFM Due to Weather at Destination
1.1.6.14 Airport and Governmental Authorities

85 AS Mandatory Security
86 AG Immigration, Customs, Health
87 AF Airport Facilities, parking stands, ramp congestion,
lighting, buildings, gate limitations, etc.
88 AD Restrictions at Airport at Destination, airport and/or
runway closed due to obstruction, industrial action,
staff shortage, political unrest, noise abatement,
night curfew, special flights
89 AM Restrictions at Airport of Departure With or Without
ATFM Restrictions, including Air Traffic Services,
start-up and pushback, airport and/or runway
closed due to obstruction or weather (restriction
due to weather in case of AFTM regulation only,
else refer to code 71 (WO)), industrial action, staff
shortage, political unrest, noise abatement, night
curfew, special flights
1.1.6.15 Reactionary

91 RL Load Connection, awaiting load from another flight
92 RT Through Check-In Error, passenger and baggage
93 RA Aircraft Rotation, late arrival of aircraft from
another flight or previous sector
94 RS Cabin Crew Rotation, awaiting cabin crew from
another flight
95 RC Crew Rotation, awaiting crew from another flight
(flight deck or entire crew)
96 RO Operations Control, rerouting, diversion,
consolidation, aircraft change for reasons other
than technical
1.1.6.16 Miscellaneous

97 MI Industrial Action With Own Airline
98 MO Industrial Action Outside Own Airline, excluding Air
Traffic Services
99 MX This code shall be used only when it is clear that a
reason cannot be matched to a code above
(explain in Supplementary Information section)
1.1.7 Punctuality Reports
It is important for Syrianair to collect punctuality information in order to

conduct statistical analyses and identify corrective actions, so that similar
delays may be avoided in the future.
As a minimum, punctuality information shall include:
• Flight number
• Flight date
• Origin station
• Length of delay
• Delay code
• Remark
1.1.8 Organization Chart

The following Organizational Chart provides a diagram of the Ground

Operations Directorate structure and reporting relationships. The Chart
commences with the name of the Section and then outlines each subordinate
officer or sub-division/area of responsibility.
The nominated Post holders in Ground Operations are:
Sections Managers, they are reporting directly to Ground Operations Director.

Sections are divided into Branches, Heads of Branches are reporting directly
to their Sections Managers.
MANAGEMENT & RESPONSIBILITIES REV 04 / 30 NOV 22
1.1.9 Communication System
An effective communication system enables and ensures an exchange of

operational and safety-related information (as well as changes that affect
operational responsibilities or performance), throughout the management
system for ground handling and cargo operations and all areas where ground
handling / cargo operations are conducted to include top management,
operational managers, front line personnel and external Organizations that
conduct outsourced operational functions.
The safety communication is an element of the Safety Promotion component
of the SMS framework, the general intent of safety communication is to foster
a positive safety culture in which all employees receive ongoing information
on safety issues, safety metrics, specific hazards existing in the workplace
and initiatives to address known safety issues. Such communication must
conveys safety-critical information, explains why particular actions are taken
to improve safety and why safety procedures are introduced or changed.
Information and issues relevant to safety performance are derived from
various sources such as, but not limited to, the quality assurance audits /
quality control inspections, operational safety reporting and accident/incident
investigations.
The communication with external service providers must be limited to
information that is pertinent and relevant to the provider’s services delivered
to the Syrianair via Syrianair representative in out station.
The internal communications methods must be effective as uncomplicated
and easy to use as is possible and facilitate the reporting of operational
deficiencies, hazards or concerns by operational personnel.
The following methods ensure relevant and current communication means to
all areas of Ground and Cargo Operations including management level,
outsourced providers and changes to regulatory requirements and procedural
changes, in addition to changes from customer airlines in case Syrianair is a
service provider:
1- Hold meetings of the operations personnel to review and identify ways

of maximizing the ability of the operations Sections to satisfy the
requirements of operations. Meetings shall be headed by responsible
manager and shall record decisions and conclusions.
2- Safety or Operational reporting system (all details expanded in SMSM

section 3)
Operational reporting system is conducted through:
a- Official orders and circulations distributed to all areas throughout

archive and secretariat office.
b- Authorized message from Ground Operations head Sections.
c- When necessary phone calls are accepted.
d- Official letters and bulletins.
3- Public information that could be distributed by (letters, Memos,

Magazine, Newsletters, and Bulletins).
4- E-mails, Internet;
5- When email is used as an official medium for communication
operational personnel, the process is typically formalized as outlined in
Syrianair Safety Management System Manual to ensure control and
effectiveness.
6- All non-verbal communication of operationally critical information or
data shall require an acknowledgement of receipt.
Ground and Cargo Operations Personnel must use discretion when dealing
with the public or News media regarding corporate matters prior to being
permitted to participate in interviews or make public statements, approval
from Ground Operations Management is also required.
Management review for all communication system shall be in a formal
process, which means documentation in the form of meeting schedules,
agendas and minutes are produced and retained throughout archive and
secretariat office. Additionally, the output of the management review process
would include action plan to develop this system where deemed appropriate.
1.1.10 Provision of Resources (Physical Infrastructure)
• Safety is the most important consideration in all air operation. The

operating philosophy of Syrianair concludes that safety is an essential
ingredient to success.
• Suitable physical infrastructure ensures the existence of necessary
facilities, work place, equipment and supporting services that satisfies
ground handling/cargo management system and operational requirements
is one of Syrianair corporate policy in regarding to safety. Ground
Operations Management in all areas shall identify, provide and maintains
adequate environment necessary to ensure safe and secure operations to
include all activities, facilities, services and all equipment suitable for all
areas.
• Ground Handling Management monitor the following work environment to

ensure Positive influence on motivations, satisfaction and performance of
people in order to maximize safe and secure Operations:
1- Existence of operations and maintenance support facilities, services and
equipment appropriate for the area, such as buildings, work places and
associated utilities, A suitable work environment satisfies human and
physical factors and considers safety rules and guidance to include
appropriate ventilation, temperature, humidity, light, airflow, noise,
pollution, cleaning.
2- Ensure safety rules are considered, including use of suitable protective
equipment for all areas and personnel engaged to.
3- Facilities for all personnel who perform their functions in Ground
Operations (as work area, protection devices support devices, support
equipment, tools, hardware and software) support services including
transportation and communication.
4- No person shall be under the influence of alcoholic beverages and/or mind
Altering drugs, while on duty. Any person who is identified as engaging in
any kind of problematic use of psychoactive substances is removed from
safety-critical functions; and shall be subjected to the regulations and
requirements of the Authority. All operational staff performing safety
related work shall be physically and mentally fit for duty.
5- Sleeping at any time while performing the duties of controlling Ground
Handling and cargo is expressly forbidden.
6- Acceptable conduct involves respect for the rights and feelings of others
are extremely required.
7- Not being harmful to the employee himself, other employees or the
company.
8- Able to read, speak and write.
1.2 DUTIES AND RESPONSIBILITIES
1.2.1 GROUND OPERATIONS DIRECTOR
Ground Operations Director reports directly to Accountable Manager.

Ground Operations Director who has appropriate qualifications, authority and
responsibility in compliance with AOC requirements.
He/she is responsible for the management and supervision of functions and
activities within the scope of ground handling / cargo operations to include but
is not limited to:
 The management of safety and security risk of ground handling operations, as

he has the direct accountability to senior management to ensure that the
required standards of quality, safety and security are achieved and
maintained by all operational duties and that all company procedures are
adhered to.
 The responsibility to ensure that all ground and cargo operations performed
by Syrianair are duly accomplished with strict adherence to all relevant
statutory regulations and requirements, by monitoring the safety and
security standards within his area of responsibility.
 The authority to assign work to GRH management and non-management

personnel each according to his/her competence, and to delegate some of
his/her responsibilities to his/her deputies
 Supervising directly on the implementation of the operational plan

commensurate with the company policy and the directives of the Director
General and the recommendations of the Board of Directors.
 Supervising the ground operations at airports in diameter (Local stations), to

ensure the service is provided according to the agreement with the
descending companies which are subject to the laws and regulations of
Global Aviation Organization agreements.
 Following up and monitor the application measurable specification to ensure

requirements that affect the safety and security that affect the ground
operations are being fulfilled by the service provider.
 Handling all urgent problems with the external terminals handling in terms of
both services and breach of contracts over the company serviced its
commitment.
 Following up and implement the safety policy in all ground handling

Directorate departments.
 Developing and disseminate safety culture in ground handling Directorate.

 Documenting and leading safety efforts in all ground handling Directorate

departments.
 Supporting and encouraging confidential reports, hazard identification risk

assessment and safety audits.
 Enhancing safety, and continuous development of the safety management

system.
 Applying corrective actions and recommendations, and sets the mitigation

actions required to risk management process
 liaise with original equipment manufacturers and other operationally relevant

external entities and singing all the contracts with landing companies in all
Syrian Airports system for
 Signing services contracts in outstations with service companies in terms of

ground services, catering, and cargo services.
 Acquainting the correspondences from all directorates and stations and giving
the necessary instructions to distribute it, each according to its competence.
 Any additional work assigned to him according to his competence.
1.2.2 Deputy of Ground Ops. Director for Traffic / Cargo Affairs:
Deputy of ground operations director for traffic/cargo affairs reports directly to

Ground Operations Directorate.
He has direct accountability to senior management in case of absence G.O.D
to ensure that the required standards of quality, safety and security are
achieved and maintained by all operational duties and that all company
procedures are adhered to.
Deputy of ground operation director for traffic/cargo affairs shall responsible
for:
 risk tolerability with respect to the safety and security of the ground handling/
cargo operations;
 Supervising the technical staff's performance
 Supervising the staff's commitment to the administrative instructions and good

behavior and appearance.
 Handling all the problems between services sections and customer airlines.
 Supervising the performance of the all passengers, aircraft services and cargo
departments.
 Supervising the handling of any delay or misconnection problems.
 Participating in the discussion of the service providers contracts with customer

airlines.
 Supervising outstations mangers performance.
 Supervising the dealing of passenger's problems, which may occur due to

another directorate fault.
 Considering the coordination with all other Directorates.
 Any additional work may is assigned to, according to his competence.
1.2.3 Quality Control Manager
Quality control manager reports directly to Ground Operations Directorate.
He is responsible for the management and supervision of functions and

activities within the scope of his section including the management of safety
and security risk of the operations.
He has the appropriate authority to make decisions regarding risk tolerability

with respect to the safety and security.
As he has the direct accountability to Ground operations director to ensure

that the required standards of quality, safety and security of operations are
achieved within the scope of his section.
Quality control manager is responsible for:
 Ensuring that all ground operations performed by Syrian air are duly
accomplished with strict adherence to all relevant statutory regulations and
requirements.
 Ensuring that all ground operations performed by Syrian air contracted ground
operational organization are duly accomplished , with strict adherence to all
relevant statutory regulations and requirements laid down in the operations
manual.
 Ensuring that ground operations personnel staff are properly trained and
currently qualified in accordance with all relevant regulations.
 Ensuring that the required standards of quality are achieved and maintained
by all operational duties and that all company procedures are adhered to.
Ideally, reported directly to ground handling/cargo manager in relation to all
operational matters.
 The continuous development of ground operational technologies (methods

and procedures).
 Recording and analyzing of any deviation from the company standard and
ensuring corrective action and evaluating the safety record within his area in
order to avoid the development of undesirable trends.
 The establishment of the required related procedures in the company's

ground operational manuals and keep the manuals current, and Staff has
access to company manuals relevant to their duties at all times, also all
external service providers have got their current edition of the GOM or
any equivalent manual.
 When Syrian air provides a service to another airline, also responsible for
arranging compliance with standards as agreed with each customer airline.
 When an external organizations conduct ground handling/cargo operations

functions for Syrianair, a monitoring and control procedures shall be
performed to ensure each external organization.
 Reports the hazards with respect to the safety and security of the ground
handling/ cargo operations;
 Any additional work may is assigned to.
1.2.3.1 Head Of Monitoring And Follow Up Branch:
Head of Monitoring and Follow up Branch reports directly to Head of quality

control section.
Head of Monitoring and Follow up Branch shall responsible for:
 Ensuring the implementation of the written procedures through monitoring

daily performance of workplaces of the Directorate.
 Performing daily inspections according to daily inspections checklists
 Taking notes during the inspection and submit them to the concerned section
attached with. Inspection report, observations and follow-up closure.
 Supervising of the performance indicators and measured for each worker,

which covers direct services to clients.
 Developing Performance indicators through the development of regulations

that cover all services directorate trough inspections checklists.
 Monitoring the Follow-up results of performance indicators and the results of a

study measuring the performance indicators.
 Suggesting any developmental aspects necessary for the purpose of

continuous improvement in procedures and regulations and skills.
1.2.3.2 Head of Manuals and Procedures Branch
Head of Manuals and Procedures Branch reports directly to Head of quality

control section.
Head of Manuals and Procedures Branch shall responsible for:
 Ensuring there are written and documented operating procedures for all tasks
in the Directorate.
 Ensuring the integrity of the tasks and procedures and ensure there is no
inconsistency or conflict.
 Ensuring to modify manuals in line with the company's rules and requirements
of local and international safety.
 Simplifying the procedure in order to serve the interest of the customers.
 Ensuring there is a job description for each position, and it covers to do the
tasks (preparation for the study of performance indicators).
1.2.4 Training and Contracting Manager
Training and Contracting Manager reports directly to Ground Operations

Directorate.



Training and Contracting Manager shall responsible for:
 Studying contracts from Arab and foreign companies that provide ground
services for aircraft and passengers for Syrian airlines flights in outstations
and works to choose the most appropriate.
 Studying the annual increasing of reception and deportation studying the

annual increasing of take-off and landing services which provided by Syrian
airline to customer airline and follow-up contracts in out stations.
 Receiving all contracted customer airlines in Syrian airports.
 Defining the training needs in GRH directorate, and preparing the annual
training plan, in coordination with training and qualification directorate.
1.2.4.1 Head of Training Branch
Head of Training Branch reports directly to Head of Training and contracting

section.
Head of Training Branch shall responsible for:
 Design, organize, Define and manage the various training programs within
Ground Operations of Syrian air by consulting and coordinating with other
managers to identify the current and future training needs for drawing up an
overall training plan for the Ground Operations and then implementing it
according to an approved annual schedule.
 Work in cooperation and coordination with the relevant instructors once a year
or as required to develop suitable course content for producing materials for
in-house training and keeping a certified copy of it.
 Review, update and supervise continuously the training program contents

(curricula/ syllabi) and training records to remain relevant and current for
effectiveness and improvement and for any pending regulatory and/or IATA
amendments and/or Syrianair and/or customer airlines revisions (if any).
 Make sure that staff gain the necessary behavioral knowledge and develop
the skills they need to carry out their jobs effectively and to support Syrian air
in achieving its objectives
 Evaluate the success of both individual training and the overall program.
 Manage regular staff appraisals and reviews and making sure staff have
opportunities for ongoing development.
 Keep and maintain accurate and updated records of training (on paper and/or
electronic) completed by Ground Operations personnel under control and
made these records available for audit purposes.
 Coordinating with SCAA to issue all required licenses for trainers and
trainees.
1.2.4.2 Head of Contracting Branch:
Head of Contracting Branch reports directly to Head of Training and

contracting section.
Head of Contracting Branch shall responsible for:
 Studying contracts from Arab and foreign companies that provide ground
services for aircraft and passengers of the Syrian airlines and works to
choose the most appropriate one.
 Studying the annual increasing of take-off and landing services which

provided by Syrian airline to customer airline.
 Receiving all contracted customer airlines in Syrian airports, and compare it

with IATA standard ground handling agreement, and preparing a file for each
company correspondence with Syrian airlines.
 Supervising the implementation of ground handling agreements in outstations

in coordination with outstations mangers.
 Suggesting the annual increasing of Syrian airlines ground handling

agreements wages to customer airlines, according to rate of changes in
materials.
 Preparing a file for each outstations correspondences.
 Raising suggestions to GRH directors.
 Disseminating the Convention to the concerned parties.

1.2.4.3 Head of Domestic / Out Stations Branch
Head of Domestic / Out Stations Branch reports directly to Head of Training

and contracting section.
Head of Domestic / Out Stations Branch shall responsible for:
 Supervising the implementation of the ground services provided to the Syrian

air's aircraft at the outstation stations by the contracting parties.
 Following up the work of the out stations and the correspondence and
problems, through the out stations managers, also suggesting to find
appropriate solutions.
 Proposing the necessary modifications to the ground services contracts in the

out stations.
 Organizing and submitting periodic reports on the ground services at the out
stations to the GRH Director.
 Coordinating with the entire domestic and out stations to which the Syrian air
operates and any station will open later.
 Any other job may assigned too according to his/her competence.
1.2.5 Safety Manager
Safety manager has the responsibility regarding risk tolerability with respect to
the safety and security of the ground handling/ cargo operations; and Reports
directly to Safety Director as well as rise frequently reports to Safety Action
Group in Syrian air head office (SAG).
Monitor the implementation of safety procedures and SMS system in ground

operations in accordance with the international standards of safety systems.
Involve in any accident or incident may occur in ground handling/cargo

operations, coordinate with the training department regarding considering
safety courses and the maintaining all the safety syllabi updated.
Ensuring all the safety facilities and clothes are available in work sites, and
any other job may assigned too according to his/her competence.


Head of Safety Department shall be responsible for:
 Following up the implementation of safety procedures in ground operations/

cargo in accordance with the standards of international safety regulations
 Informing the safety director that has direct accountability to Director-General

to ensure that the required standards of safety and are achieved and
maintained by all operational duties and that all company procedures are
adhered to.
 Informs directly of each accident or incident within 30 minutes of occurrence.
 Participating in committees that develop or revise the regulations concerning

the safety of aviation in the organization.
 Complete knowledge and obligation with safety instructions and local safety
regulations.
 Identify the hazards and collects all reports related to safety in ground
operations included cargo.
 Analyze data collected that identify hazards as an element of risk

management component of SMS framework.
 Performing risk assessment in GRH in coordination of Safety Director And

SAG
 Implement all the curriculums and instructions raised from the safety
department
 Supervising of the application of disseminations and instructions issued by the

safety department
 Ensure new operators have good initial training on safety procedures and
instructions at their field.
 Coordinating with the training department considering the safety course, and
ensuring that all safety syllabi are update.
 Following -up and processing of all matters relating to the safety of ground
operations safety like facilities and safety clothes.
 Coordinating with all departments in the GRH Directorate in order to maintain

the safety.

1.2.5.1 Head of GRH Safety Branch:
Head of GRH safety branch Reports directly to safety manager.

Head of GRH safety branch shall be responsible for:
 Following up the implementation of safety procedures in ground operations in

accordance with the standards of international safety regulations.
 Following up the implementation and application of SMS system in the

Ground Handling Directorate.
 Identify the hazards, collects the reports, and analyze it in the operations
area.
 Help in assessing risks in the Ground operations area.
 Inform directly the Safety manager about any emergency matters considering
safety (accident – incident) and raise a report, then determine root causes
and to be notified with investigation results.
 Notify about any defaults in safety systems and raise a report (fire –incident –
accident) to the head of Occupational & Industrial and Ramp Safety
Department.
 Participate in submitting the annual approved auditing ramp safety plan,

execute it and perform unscheduled inspections.
 Follow up purchasing the safety equipment and personnel safety protection

clothes and inspect its validity and suitability to work conditions.
 Study workers’ complains considering safety matters and raise suggests to

the safety manager.
 Participating in the preparation of safety audit plan and performing routine and
unscheduled inspections.
1.2.5.2 Head Cargo Safety Branch:
Head of Cargo safety branch Reports directly to Safety manager.

Head of Cargo safety branch shall be responsible for:
 Following up the implementation of safety procedures in Cargo operations in

accordance with the standards of international safety regulations.
 Following up the implementation and application of SMS system in the Cargo

operations Department.
 Identify the hazards and collects the reports and analyze it in the operations
area
 Help in assessing risks in the Cargo operations area
 Inform directly the head of Safety Department about any emergency matters
considering safety (accident – incident) and raise a report , then determine
root causes and to be notified with investigation results
 Coordinating with all departments in the GRH Directorate in order to maintain

the safety.
 Notify about any defaults in safety systems and raise a report (fire –incident –
accident ) to the head of Occupational & Industrial and Ramp Safety
Department
 Participate in submitting the annual approved auditing ramp safety plan

,execute it and perform un programmed inspections
 Follow up purchasing the safety equipment and personnel safety protection

clothes and inspect its validity and suitability to work conditions
 Study workers’ complains considering safety matters and raise suggests to

the head Safety Department.
 Participating in the preparation of safety audit plan and performing routine and
Unscheduled inspections
Safety Observer:
Safety Observers are reporting directly to Safety Manager.
Other assignment within his field of work.
 Complete knowledge and obligation with safety instructions and local safety
regulations.
 Perform routine inspection on work fields and places to identify hazards and
pollutions .
 Perform routine inspection to ensure all personnel safety protection clothes

are in place and assure that workers have complete obligations with roles and
safety instructions
 Perform routine inspection on Emergency Exits and fire distinguishers

 Distribute and issuing scientific professional posters and brochures based

upon work regulations according to occupational safety principles
 Notify directly to his boss about any emergency safety violations
 Raise a daily report including written inspections, hazards, notes, and

suggests.
1.2.6 Damascus Station Manager
Damascus Station Manager reports directly to Ground Operations Director.



His Responsibilities shall include, but are not limited to:
 Overseeing day-to-day airport operational activities and service delivery

by ground handling suppliers and relevant interacting bodies to achieve
on time performance and customer relations objectives.
 Providing day-to-day administrative, functional and technical direction to the

Station activities on behalf of the Ground Operations Director.
 Providing operational support to ground handling suppliers and for ground

handling activities to ensure all activities and outcomes are delivered in strict
accordance with the airlines safety, security and customer relations policies
and such policies are adhered to at all times.
 Proactively minimizing any operational impact to the airline’s performance

standards and consistently deliver the customer recovery management policy.
 Establishing and maintaining local procedures in line with the airline’s

standards.
 Monitoring services performed by all GHAs on a day-to-day basis in

accordance with the Service Level Agreement or Contract.
 Performing administrative duties as required such as staff performance

reports, customer recovery related follow-up activities and attend meetings as
required.
 Ensure all Ground Operations personnel are qualified as per SCAA

requirements and Syrianair standards after proving satisfactory level of
knowledge, skill, with continuous training.
 Managing employees to deal and assist with Customer Services enquiries.

Assistants may work with customers face to face, on the phone or by email.
The work varies from employer to employer, but may involve answering
enquiries, giving information, helping to solve problems, and dealing with
complaints.
 Supervision of the passenger's shifts that provide services to passengers and

aircrafts.
 Overseeing all services according to the flights schedule to include charter

flights of Syrianair and other customer airlines.
1.2.6.1 Duty Manager
The Duty Manager reports directly to the Station Manager.

Duty Manager Responsibilities shall include, but are not limited to:
 Supervision to provide the necessary services for passengers and aircrafts

during the working hours.
 Supervising the passenger service processes and handling of lost or

damaged property as well as to manage and ensure safe and efficient
passengers services operations are complied.
 Performing reports and feedback system locally, in order to ensure that

Syrianair applicable requirements, standards and procedures comply with
flight safety standards and policies.
handling operations;
 Monitoring specific local regulations as applicable according to its area of

responsibility.
 Performing company procedures for the handling and reporting of dangerous

goods incidents as per Special Loads - Dangerous Goods - Irregularities.
 Performing and analyzing checks within the surveillance level and to supply
the Responsible Manager with feedback.
 Ensuring assignment of personnel according to their qualification.
 Providing the necessary solutions to the problems encountered during

passengers services processes.
 Liaison between the department and other customer airlines representatives

in the event of any emergency at work.
 Organizing the relationship between departments and outstations, as well as

organizing flights departure as scheduled.
 Coordination between all departments and the airport authorities to provide

the best services.
1.2.6.2 Head of Transit Branch:
Head of Transit Branch reports directly to Station Manager.

Head of Transit Branch shall be responsible for:
 Supervise the operations that relating to gate staff in terms of providing the
best services, and monitor the safety and healthy rules and procedures during
the work hours.
 Supervise working of gate staff through daily monitoring and checking whole
24 hours.
 Monitor the performance of gate staff during an inspection tour when servicing
trips.
 Monitoring the preparation of all documents that related gate staff duties, and
other document that related to accounting and checklists which completed by
gate staff against standards and requirements.
 Treatment the Correspondences that referred to him by the administration.
1.2.6.2.1 Gate Staff:
Gate Staff report directly to their duty officers and head of transit branch.
Gate staff shall apply the following:
 Check the boarding facilities and gate monitors are displaying flight
information.
 Ensure Dangerous Goods and Prohibited Articles notices are displayed at the
boarding gate.
 Ensure passengers and their cabin baggage are security screened.
 Make boarding announcements as per operating airline standards
 Gate staff must ensure that the actual boarded passengers correspond to the
figures recorded in the departure control system and the aircraft
documentation.
 Follow policies for passengers requiring assistance or pre-boarding.
 Additionally, Gate personnel must ensure that the actual passenger is the one
presenting the boarding card and attempting to board the aircraft.Check the
name on the passenger identity document with the one on the ticket, and
visually match passenger with photograph.
 For all flights, it is necessary (due to higher security requirements) to check

photo ID against the passenger as boarding takes place.
 Confirm each passenger's boarding acceptance in the DCS before allowing

them to board.
 Gate staff must obtain the approval from the cabin chief steward (ok to board)
in order to allow passenger enter the aircraft.
 For manual or non-automated boarding, check the flight number and date on
the boarding card Apply cabin baggage policies of the operating airline, and
account for any gate tagged items.
 Secure the flight by matching the checked-in passengers to the boarded

passengers.
 Provide final passenger numbers to cabin and/or flight crew
 Final boarding figures will be announced to the Ramp agent or the authorized
Syrianair representative in charge of the concerned flight immediately after
last passenger leaves the gate to the aircraft.
 Such communication must confirm the number of passengers checked in and

boarded.
 Regular communication must also take place to advice of any confiscated

cabin baggage that requires loading into the aircraft holds.
 Oversized hand luggage or any other baggage should be returned to the

sterile area of the terminal, baggage shall be subjected to differing levels of
security screening when bringing items again into the gate area and shall
cause more security issues as the integrity of the secure area has been
breached.
 Follow safety requirements for fuelling in progress as per operating airline

GOM and Reports the hazards with respect to the safety and security of the
1.2.6.3 Head of Passenger Services Branch:
Head of Passenger Services Branch reports directly to Station Manager.

Head of Passenger Services Branch shall be responsible for:
 Supervise the operations that relating to passenger and baggage handling in

terms of providing the best services, and monitor the safety and healthy rules
and procedures during the work hours.
 Supervise working of passenger and baggage handling staff through daily

monitoring and checking whole 24 hours.
 Monitor the performance of staff on the ground during an inspection tour when
servicing trips.
 Monitoring the preparation of all documents that related passenger and

baggage handling duties, and other document that related to accounting and
checklists which completed by P&B handling staff against standards and
requirements.
1.2.6.3.1 Passengers Service Duty Officer
They manage passenger services processes and procedures, according to

their area of responsibility .Duty Officers duties cover check in area, ticket
desk area, transit desk area, information desk area and baggage claim area.
The Passengers Service Duty Officer reports directly to Duty Manager and his
branch leader.
Passengers Service Duty Officer shall responsible for:
 Allocate staff to jobs on a rotation basis and monitoring shift performance.
 Doing the work and tasks as assigned or delegated by the Duty Officer.
 Doing all the works of the duty manager in case of his absence according to
their area of responsibility.
 Ensuring that Syrianair applicable requirements, standards and procedures

comply with safety standards and policies.
 Keep records and write reports.
 Supervising all passengers' services including the arrival and departure of the
aircraft.
 Take care of passengers and their baggage at arrival, departure and transit
points, as well as supervise the services at claim area and facilitating
passenger's procedures.
 Performing and analyzing checks within the surveillance level and to

supply the Responsible Manager with feedback.
 Supervising the retention of flight documents in the station flight files.
1.2.6.3.2 Check-in supervisor:
Passenger services supervisors are responsible for the smooth running of

passenger services at the airport. They manage passenger services staff,
including check in staff, ticket desk agents, transit desk staff, information desk
staff and claim area staff.
Passenger services supervisors report directly to their Duty Officer.
Individual jobs vary but supervisors may:
 Supervise staff to perform their jobs on a Rota basis.
 Ensure that all passenger services processes and procedures are performed.
 Supervise the check- in process and the handling of lost or damaged

property.
 Deal with passenger complaints.
 Help passengers with special needs and those who are facing delays.
 Liaise with staff from airlines and attend meetings, if required.
 Maintain check- in records and keep them in their files and;
 Provide the Duty Manager with appropriate reports when required.

A passenger services supervisor also should:
 Have a pleasant, helpful, confident manner.
 Get on well with people from widely different backgrounds.
 Enjoy working with the public.
1.2.6.3.3 Check-in staff:
Passenger service officers, also known as customer service agents,

are responsible for booking in airline passengers and their luggage.
Passenger service officer's report directly to their supervisor or their duty
officer.
At the check in desk or transit desk, officers shall:

 Greet passengers.
 Deal with passenger enquiries, such as queries on departure times and

changes to flights.
 Check passengers' tickets and passports.
 Allocate seats to passengers.
 Weigh passengers' luggage, check it in and make any excess charges if

necessary.
 Print out luggage labels (name label, cabin label, heavy items label...etc.) and
attach them to the luggage.
 Issue boarding cards.
 Ask passengers a set of questions about security.
 Make sure that passengers have no sharp or dangerous objects.
 Prepare any necessary customs paperwork.
 Direct passengers to the boarding gate.
 Deal with late passengers.
Passenger service staff may also advise the passenger(s) of where they
are required to collect their bags, especially if interline bags are involved and
bags need to be identified at an intermediate point, collected at the transit

point or collected at the final destination.
Passenger service staff may also work at the boarding gate, announcing
when a plane is ready to board and checking passengers' boarding
passes. They may also escort passengers to the waiting plane.
They may have extra responsibilities for disabled people and people in
wheelchairs, helping them from the check in desk to the aircraft. They may
have similar responsibilities for children who are about to travel
unaccompanied by an adult.
Passenger service staff are responsible to a passenger services supervisor.

They also work closely with other check in officers, ground escorts, security
staff and airline operating staff.
They use computers in their work, and telephones and radios to communicate
with colleagues.
1.2.6.4 Head of Ramp Services Branch:
Head of Ramp Services Branch reports directly to Station Manager.

Head of Ramp Services Branch shall be responsible for:
 Supervise the operations that relating to load control and ramp services in
terms of providing the best services, and monitor the safety rules and
procedures during the work hours.
 Supervise working of load control and ramp services staff through daily
monitoring and checking whole 24 hours.
 Monitor the performance of staff on the ground During an inspection tour

when servicing trips
 Monitoring the preparation of all documents that related to weight and balance
duties, and other document that related to accounting and checklists which
completed by load control and ramp services staff against standards and
requirements.
1.2.6.4.1 Ramp Services Duty Officer
The Ramp Services Duty Officer reports directly to the Duty manager and
head of ramp service branch as well as Loading supervisor and Load
controller report directly to their Duty Officer.
The Ramp services Duty Officer is responsible for:
 Allocate staff to jobs on a rotation basis and monitoring shift performance.
 Monitoring the performance and management of the Ramp Operation.
 Ensuring that all ramp activities are undertaken safely and securely in-line as
per SCAA requirements and with Syrianair procedures, to achieve operational
safety and take-off flights within the time specified for the Syrianair and other
customer airline(s).

responsibility and to provide the aircraft necessary services during the
working hours.
 Ensuring assignment of personnel according to their qualification.
 Supervising all personnel servicing the aircraft to ensure the standard

procedures are performed according to their competence, including the
commitment of preventive safety for aircraft, machinery and people.
 Keep copies of the signed load sheet and loading instructions at load control
office.
 Supervising the retention of flight documents within the scope of his work in
the station flight file, including form of service (station check sheet) for
customer airlines flights.
 Performing company procedures to include handling and reporting of

dangerous goods incidents as per Special Loads - Dangerous Goods –
Irregularities.
 Performing and analyzing checks within the surveillance level and to supply
the Duty Officer with feedback.
 Carry out any work assigned to him within the scope of work.
1.2.6.4.2 Load Control Staff
Load Control Staff reports directly to their duty officers.

It is important to define the Load Control functions clearly according to the

carrier’s regulations and assign these functions to qualified personnel.
For each function, the following procedures shall be adhered to:
- Function 1 Load Planning
The load controller (load Planner) is responsible to perform the following:
 Plan the preparation of all documentation and duties, which related to weight
and balance for each flight.
 Assemble all data relating to load (originating and en route stations).
 Control all weight and balance associated with the flight and checking all
information on the load sheet.
 Plan uplift/discharge load for easy accessibility.
 Issue the loading instruction report /LIR/.
 Plan special loads according to restrictions, maximum quantities, separation,

and segregation requirements.
 Consider center of gravity parameters affecting fuel consumption.
 Ensure aircraft weight and balance calculations for each flight account for
equipment – in - compartment (EIC).Equipment – in-compartment shipments
are items transported by any airline on its aircraft that are not manifested as
cargo, and are not included in the aircraft dry operating weight or index data.
 Establish load control procedures in accordance with requirements for the

application and use of ballast when necessary to bring the aircraft center of
gravity within operational limits.
- Function 2 Loading supervisor:
The (Aircraft Loading Supervisor) is responsible to perform the following

procedures:
 Obtain LIR.
 Manage all load control functions for the flight, ensuring the aircraft remains
within the operational limits.
 Manage ramp operations with all safety related issues including loading and
aircraft servicing.
 Ensure ULDs are serviceable, correctly tagged and load properly secured.
 Ensure lashing/load spreading is correct.
 Check condition of dangerous goods packages presented for bulk loading.
 Ensure that dangerous goods and other special loads stowed correctly.
 Upon completion of loading, confirmation or advice of deviations to the load

control agent (function 3).
 Ensure LMC, on the load sheet corresponds with the actual load on the
aircraft, passengers and fuel included and presented on a final load sheet.
 Completion of Loading Instructions that including loading standard

information/instructions, Special instructions, e.g. spreading, lashing,
overhangs, special loads, etc.
 Issue an Off-loading Instruction/Report when required for transit flights, which

includes:
1. Off-loading instructions, (Instructions for transit load and off-load).
2. Off-loading report, to include load discrepancies (space to record items in

transit or for off-load).
3. Off-loading certification; - Summary of special loads.
4. A representation of all loading positions for that specific hold version.
- Function 3 load sheet maker:
The load control agent’s signature (load sheet maker), printed name or printed
code on the worksheet (Finalization of load sheet) confirms that the following
procedures are applied:
 Flight number and date (flight identifier).
 Correct dry operating weight and index used according to aircraft type,
version, number of crew and pantry;
 Correct take-off and trip fuel figures used corresponding with those on
fuelling order or equivalent;
 Correct entry of transit load data from incoming load- message/load sheet;
 Cross checking of the final load sheet against passenger close out data and
Loading Instruction/Report;
 Actual loading positions of dangerous goods and other special load entered
on the NOTOC;
 Total traffic load not exceeding allowed traffic load;
 Balance calculation performed correctly and conditions of loaded aircraft,

including Last Minute Changes (LMCs), are within prescribed limits.
1.2.6.4.3 Aircraft Turnaround Coordinator:
Turnaround Coordinator reports directly to the ramp service duty officer.
He is accountable for performance and management all flights, as well as

Management of safety and security in all activities.
The theoretical and practical knowledge as outlined item determines the

standard competence required for staff engaged in all aircraft turnaround
coordinator functions.
These personnel shall be trained and qualified in the coordination of

turnaround operations to have necessary knowledge.
These personnel are responsible to:
 Coordinate and direct operational activities within the turnaround period.
 Manage any disruptions to turnaround activities.
 Ensure the activity sequence is consistent with the station aircraft

turnaround plan, and all activities are delivered within agreed times.
 Liaise with and between teams, departments and suppliers to inhabit

discrepancies in activity sequence or task performance.
 Act as central point of contact during turnaround operations.
 Acts as safety coordinator for the duration of turnaround activities.
 Complete Ramp checklists.
 Supervising all personnel servicing the aircraft to ensure the standard

procedures are performed according to their competence, including the
commitment of preventive safety for aircraft, machinery and people.

responsibility and to provide the aircraft necessary services during the
working hours.
 Ensure turnaround activities are in compliance with requirements of

customer airlines when Syrianair is a service provider and with requirements
of relevant authorities
 Turnaround Coordinator is responsible during airside operations to supervise

that standard procedures are applied (for turnaround coordination /
supervision checklist please refer to item GOM 12.1.4 of this manual)
concerning of:
 No FOD on the ramp
 No smoking on the ramp area.
 Only qualified personnel can operate GSE on the ramp area.
 All GSE shall be in good mechanical order when positioned around aircraft.
 The use of cones shall be in place before loading/ unloading take place
 All persons attending around aircraft area shall wear safety vests.
 All persons attending around aircraft shall wear protection equipment.
 No ground equipment apart from fuel vehicles shall be parked under the
aircraft fuel venting area.
 No ground equipment shall operate under the aircraft wings.
 The jet bridges / steps must not approach the aircraft until it has reached a
complete stop. Aircraft is checked, engine has shut down and anti- collision
lights are switched off.
 If any damage is noted to the aircraft, it must be immediately reported to the

aircraft engineer.
 The area shall be checked frequently to avoid accidents, damages to aircraft /

equipment and injuries to persons.
 Safety procedures are performed during aircraft fueling as specified in item

6.6.2.
1.2.6.4.4 Marshaller
Marshaller report directly to their duty officers.

A Marshaller shall be responsible for:
 Presence in parking position well before arrival of the aircraft to ensure

that:
1. No FOD on the ramp.
2. No smoking on the ramp area.
3. All equipment and personnel are in correct place.
 Providing standard marshalling signals, in a clear and precise manner,

to arriving and departing aircraft.
 This person MUST be clearly distinguishable from other personnel to

identify to the Flight Crew that they are the person in charge of the
marshalling operation.
 International Orange wands، table tennis bats or gloves MUST be used

for ALL
 Signaling by ALL participating Ground Staff. Illuminated wands MUST

be used at night or in low visibility
 Reports the hazards with respect to the safety and security of the
1.2.6.5 Head of Lost and Found Baggage Branch
Head of Lost And Found Baggage Branch reports directly to Station

Manager.
Head of Lost And Found Baggage Branch shall be responsible for:
1. Monitoring passengers lost baggage, issuing missing baggage claims,
and sending all necessary messages in order to complete the
automated search.
2. Following up all missing baggage claims considering Syrian air and all
other customer airlines.
3. Preparing and organizing all missing baggage claims folders in order to

follow it up accordingly considering to the latest international
regulations.
4. Taking the responsibility of the long and temporary storage of

passengers' bags that not received by their owners at Damascus
airport and the any lost bags.
5. Supervising directly the process of receiving passengers of their

luggage on each trip.
6. Supervising the transfer of transit baggage to their final destinations.

7. Following up mishandling baggage and contact with concerned
passenger when that luggage will arrive to Damascus station.
8. Keeping up all mishandling baggage that had arrived Damascus station

until they returned to the correct destination as soon as possible.
9. storing and maintain all found luggage till the owners is informed and
received it accordingly
10. Any additional work assigned to him according to his competence.
1.2.7 Cargo Services Manager
Cargo Services Manager reports directly to Ground Operations Director.



His Responsibilities shall include, but are not limited to:
 Direct accountability to the GRH Director to ensure that the required

standards of quality, safety and security are achieved and maintained by all
cargo operations.
 The responsibility implement and maintain policies, procedure and systems

for the market planning, space allocation, revenue planning and co-ordination
of the company's cargo and mail activities, by monitoring the safety and
security standards within his area of responsibility.
 The authority to assign work to cargo department employees each according

to his/her competence, and to delegate some of his/her responsibilities to
his/her deputies
 Participate actively in the preparation of the annual cargo and mail revenue
budget and ensure effective monitoring of performance against budget.
 Ensure the monitoring of current route capacity and other factors to improve
economic performance.
 Ensure the continuous appraisal of the company's cargo and mail handling
facilities and system (e.g. Warehouse facilities and location, materials
handling equipment, aircraft configuration, space planning systems, etc.)
review developments in the market and the industry and liaise with corporate
planning, ground services and management services in order to encourage
the adoption of efficient and cost-effective cargo handling systems.
 Lead the development of appropriate regional and international sales and

promotion programs in liaison with the advertising unit, guide and assist
regional sales staff and ensure that they receive the headquarters support
they require.
 Provide strong co-ordination between regional directorate and international

sales activities to optimize the advantages of the company's network and to
identify and provide support to common customers.
 Set standards for customer services in the provision of services to company

customers, monitor services provided and counsel management in any
changes required.
 Lead, as delegated, the negotiation of overall cargo contracts, liaise with

government and international relations department in order to promote
government contracts for cargo and mail.
 Ensure the planning co-ordination and control cargo space allocation in order
to optimize earring network-wide.
 Represent the interest of the company, as delegated, at industry conferences

relating to cargo and mail services. Identify trade conferences and trade
delegations of interest to the company and ensure the promotion of the
company's services.
 Prepare the department's annual plans and capital and operation budgets
and, once they are control expenditure and staffing against these plans and
budgets.
 Any additional work may is assigned to
1.2.7.1 Head of Import cargo branch:
Head of Import cargo branch reports directly to Cargo Services Manager.

Head of Import cargo branch shall responsible for:
 Receiving all import cargo documents for all flights, such as air waybills
manifests for all incoming flights from cargo shifts.
 Conforming import air waybills with manifests. In addition, recording on the

flight file missed air waybills.
 Distributing a copy from every arriving document to custom authority, flight

file, commercial directorate, airlines, and for any authorized agent to deliver
shipments to consignees.
 Copying extra air waybill copies in case there are no so many copies.
 Editing a total record of a total number of received parcels and flights for RB
and other carriers.
 Organizing all necessary files for all import flights.
 Editing delivery receipt to consignees when necessary and noting if there are
missing, excess, damage parcels on the flight file and any other necessary
actions.
 Supervising on off-loading charter flight loads and moving them to customs

warehouse.
 Distribution of import and transit cargo.
 Delivering mail documents to mail department.
 Coordinating with customs authority to edit cargo irregularity report for

(damage, excess, missing ….etc.)
 Doing any other related jobs.
 Any additional work may is assigned to
1.2.7.2 Head of Export Cargo Branch
Head of export cargo section is reported directly to Cargo Services Manager,

and nominated to report all regulated matters. Also he makes a spot check
irregularly to ensure that all procedures are followed.
Export cargo section responsibilities as defined in job description:
 Receiving Data about Booked shipments from sales section
 Receiving Booking telexes from out-stations and answering them.
 Following up in coordination with sales section for shipments loaded on other

airlines.
 Inform export cargo shift about all booked shipments on each flight.
 Inform transit section officers about each shipment to be booked and sent
soon on the specific flight.
 Ensuring that each booking has been departed on each specific flight.
 Sending telexes for out shipments passing through transit station on RB and
on other airlines.
 Receiving Booking telexes and transferring them to sales section.
 Receiving issued air waybills from sales section.
 Revising flight schedule to update flights departure time for RB and other
carriers.
 Inform load sheet control about mail and cargo weights.
 Issuing cargo manifests according to weights.
 Delivering copies of air cargo manifest to: customs / load sheet / flight file/
financial Directorate/ statistics...etc
1.2.7.3 Head of Transit cargo branch
Head of Transit cargo branch reports directly to Cargo Services Manager

Head of Transit cargo branch shall responsible for:
 Receiving transit air waybills from import section.
 Comparing transit air waybills with import cargo manifest.
 Sending telexes for missing transit air waybills, parcels and noting that on the
flight file.
 Copying extra airway bill copies in case there are no so many copies.
 Ensure that all transit cargo is received on each specific flight.
 Editing transfer manifest for transit cargo on other airlines and stamping them.
 Delivering these stamped manifests to the shifting staff to load shipments

accordingly on each flight.
 Coordinating about transit cargo with booking and sales section for each flight
arriving to Damascus airport.
 Confirming the separating of transit cargo from import cargo.
 Sending and controlling loading of transit cargo to their final destinations.
 Receiving other transit cargo and examining them parcel by parcel according
to the manifests.
 Editing irregularity report for missed, excess and damaged transit parcels and
send telexes to the origin stations.
 Signing on transfer manifest that means receiving transit cargo.
 Securing transit cargo in the transit warehouse and off-loading them as

necessary.
 Receiving transit cargo from transit warehouse and loading them to their
destinations on specific flights.
 Re carrying transit cargo that has been off loaded to transit warehouse and
ensure that the off-loading is documented.
 Inform lost and found section about any damage, missing and excess transit
cargo.
 Any additional work may is assigned to.
1.2.7.4 Head of Lost & found cargo branch
Head of Lost & found cargo branch reports directly to Cargo service manager.
Head of Lost & found cargo branch shall responsible for:
 Receiving all data about excess, missing parcels from export import and
transit sections.
 Searching for parcels in aircraft holds, warehouses and in the passenger's lost
and found area.
 Searching for parcels in all possible areas and that is done for export /import
cargo and in case of finding then continuing the procedural actions.
 Organizing a lost and found and damaged manifest to compensation office in

the financial directorate.
 Examining excess parcels to know its accurate destinations.
 Sending telexes related to lost and found parcels to inform origin stations
about these irregularities.
 Recording the lost and found detail in special records for RB and other
carriers.
 Recording lost and found occurrences in accordance with customs records.
 Examining and revising daily import manifests to realize whether the

previously missed parcels have been received.
 Completing the search action for the missed parcels and receiving telexes for
this action.
 Recording left behind shipments and parcels in specific records.
 Asking original station to feed us with all documents related to excess/ found
cargo.
 Inform consignees when receiving their shipments and providing them with
flights data.
1.2.7.5 Head of Cargo sales branch
Head of Cargo sales branch reports directly to Cargo Services manager.

Head of Cargo sales branch shall responsible for:
 Booking may be achieved by many ways:
1. Phone call or fax for export of local cargo from Syria.

2. By telex message on SITA address DAMFZRB for outside cargo to
destinations beyond Damascus.
3. Following up booking by exchanging telexes.
4. Following up advised booking
 Cargo acceptance:
1. Acceptance of goods, is done by one of the cargo sales section staff who is
aware of all Syrianair aircraft types and capacities. And he is trained and
qualified with the essential training.
 Air waybill issuance and statistics:
1. Cargo sales staff issue air waybills during the official duty time (0800-1530 lt).
2. In special particular cases such as (PER, AVI, DGR, DIP. Etc.) Air waybills
may be issued by shifting staff.
3. Documents of any shipment must be accompanied with custom clearance and
permissions, weighing receipt and portage charges.
4. The weight on all documents should be equal to each other. Otherwise,

shipment will be rejected and will not be loaded consequently.
5. All charges are collected by the accountant staff at sales section.
1.2.8 Out-Station Manager
At stations where handling is provided by a third, party service provider, the

Syrian air out-Station Manager، is accountable for the efficient running of the
station to Syrianair standards.
This responsibility extends to ensure all functions are performed in

accordance with Syrianair Policy، Procedures and Instructions outlined in this
manual and other instructions.
The Station or Regional Manager remains the primary operational contact for
all ground handling services and reports directly to the Ground Operations
Director in Damascus.
The Station Manager reports directly to the Ground Ops Director.
Responsibilities shall include, but are not limited to:
 Ensuring that all operations activities are undertaken safely and securely in-
line as per Syrianair procedures and local CAA requirements of his/her
station, to achieve operational safety and security of arrival and departure of
flights within the time specified for the Syrianair.
 Supervising the check-in process and the collection of the excess baggage
weight.
 Implementing the customer care procedures with passengers during the

process of aircraft arrival and departure.
 Sending the message of the deportees to the Damascus International Airport

and the concerned stations including the reason for the deportation, also
issuing the necessary ticket and preparing the deportee’s form.
 Providing the necessary services to the cabin crew.
 Taking care of the arrival passengers and making sure they receive their
baggage, and follow up their travel baggage claims.
 Preparing the flight file which contain all documents relating to the flight from
manifests, messages, load sheet, statistics, travel vouchers and cargo
manifest.
 Taking care of the outgoing and incoming company mail.
 Taking care of the outgoing and incoming cargo and ULD.
 Monitoring the quality of the meals in accordance with the specific quality and
quantity specified in the catering contract.

complaints.
 Attending the meetings with the airport authorities and the all of the periodic
and urgent meetings of his/her station.
 Submitting a monthly report to the Directorate of Ground Operations on the

status of its station, checking arrival and departure services reports, also
maintaining all the correspondences and documentations of his/her station.
 Signing technical assistance contracts or ground services with the national

carrier or others using the same Syrian air’s aircrafts type in order to provide
emergency technical assistance when needed.
 Dealing with all the correspondences that referred to him by the

administration.
1.2.9 Domestic Station Manager:

The domestic station Manager Reports directly to the Ground Ops Director.
Domestic station Manager shall be properly qualified and shall have authority
and responsibility for the management and supervision of functions and
activities within the scope of ground handling operations.
Responsibilities shall include, but are not limited to:
 Overseeing day-to-day airport operational activities and service delivery by

ground handling suppliers and relevant interacting bodies to achieve on
time performance and customer relations objectives.
 Providing day-to-day administrative, functional and technical direction to the

Station activities on behalf of the Ground Operations Director.
 Providing operational support to ground handling suppliers and for ground

handling activities to ensure all activities and outcomes are delivered in strict
accordance with the airlines safety, security and customer relations policies
and such policies are adhered to at all times.
 Proactively minimizing any operational impact to the airline’s performance

standards and consistently deliver the customer recovery management policy.
 Establishing and maintaining local procedures in line with the airline’s

standards.
 Monitoring services performed by all GHAs on a day-to-day basis in

accordance with the Service Level Agreement or Contract.
 Performing administrative duties as required such as staff performance

reports, customer recovery related follow-up activities and attend meetings as
required.
 Ensuring all Ground Operations personnel are qualified as per SCAA

requirements and Syrianair standards after proving satisfactory level of
knowledge, skill, with continuous training.

complaints.
 Supervision of the passenger's shifts that provide services to passengers and

aircrafts.
 Overseeing all services according to the flights schedule to include charter

flights of Syrianair and other customer airlines.


LOAD CONTROL REV 02 / JUL 19
Table of Contents - Section 2

2 LOAD CONTROL
2.1 General
2.1.1 Priority of Safety
2.1.2 Applicability of Load Control Regulations
2.2 Load Control System

2.3 Weight and Balance Documents Authorization
2.3.1 Authorization of Syrian Air by the Customer Airlines
2.3.2 Authorization of the Ground Service Providers
2.3.2.1 Authorization Requirements
2.3.2.2 Validity of Authorization
2.3.2.3 Terminations of the Authorization
2.3.2.4 Extension of authorization
2.3.2.5 Work Instruction for Automated Load Sheet Authorization
2.3.2.6 Work Instruction for Manual Load Sheet Authorization
2.4 Work Instruction for Load Control Communications
2.5 Centralized Load Planning

2.5.1 Work Instructions for Centralized Load Planning
2.5.2 Load Planning Considerations
2.5.2.1 Capacity Planning Per Sector
2.5.3 Load Distribution
2.5.3.1 Designation of Compartments and Passenger Cabin
2.5.3.2 Planning For Fuel Economy
2.5.4 Messages
2.5.4.1 Aircraft Movement Message
2.5.4.2 Load Message
2.5.4.3 Abbreviated Load Information
2.5.4.4 Other Messages
2.6 LOAD DOCUMENTATION

2.6.1 Aircraft Basic Data
2.6.2 Definition of Load Sheet Terms
2.6.2.1 Maximum Weights
2.6.3 Terms used on the Load sheets and Balance Chart
2.6.3.1 Basic Illustration of Load Data
2.6.4 Standard Crew, Passenger and Baggage Weights
2.7 MANUAL LOADSHEET

2.7.1 General
2.7.2 Submission of Documents
2.7.3 Instruction for Completion of Manual Load sheet
2.7.3.1 Part one address and handling
2.7.3.2 Part two operating weight calculation
2.7.3.3 Part three allowed traffic load calculation
2.7.3.4 Part four information per destination and totals
2.7.3.5 Part five gross weight calculation
2.7.3.6 Part six last minute changes
2.7.3.7 Part seven supplementary information and notes
2.7.3.8 Part eight balance sheet and seating conditions
2.8 PREPARATION OF MANUAL TRIM SHEET

2.9 COMPUTERIZED LOAD SHEET (EDP)
2.10 LOAD PLANNING

2.10.1 Estimated Load
2.10.2 Payload and Fuel Docket
2.10.3 Load Categories
2.10.4 Baggage Loading
2.10.4.1 Priority Baggage
2.10.4.2 Loading of Priority Baggage on non-ULD Aircraft
2.10.4.3 Loading of Priority Baggage on ULD equipped Aircraft
2.10.4.4 Transfer Baggage or cargo
2.10.4.5 Crew Baggage
2.10.5 Loading Priorities
2.10.5.1 Order of Removal
2.10.6 Loading Instructions
2.10.6.1 Example of a manual loading instruction
2.10.6.2 Signatures
2.10.6.3 Deviations
2.10.6.4 Arrival
2.10.6.5 Loading Instructions for Transit
2.10.6.6 Loading Report
2.10.6.7 Automated Load Instruction Report
2.10.6.8 Flight departure
2.10.7 Cabin Loading
2.10.8 Special Loads
2.10.8.1 Legal Background
2.10.8.2 Scope
2.10.8.3 General Regulations for the Transporting and loading of DGs
2.10.8.4 Damaged Dangerous Goods Shipments Procedures

2.10.8.5 Marking Identification
2.10.8.6 Handling Labels
2.10.8.7 Segregation Chart
2.10.8.8 Radioactive Material
2.10.8.9 Magnetized Material (MAG)
2.10.8.10 Dry Ice
2.10.8.11 Polymeric Beads (RSB)
2.10.8.12 Battery Driven Wheelchairs
2.10.8.13 Dangerous Goods Carried by Passengers or Crew
2.10.8.14 Dangerous Goods, Notification to Captain (NOTOC)
2.10.9 Loading of Live Animals
2.10.9.1 General Rules
2.10.10 Perishable Cargo
2.10.10.1 General
2.10.10.2 Loading
2.10.10.3 Handling in Delay Situations
2.10.11 Human Remains
2.10.12 Wet Freight
2.10.13 Loading of Cars
2.10.13.1 Locking of the loaded pallet in the compartment
2.10.13.2 Floating Pallet
2.10.13.3 Push – In
2.10.14 Heavy Pieces
2.10.15 Oversized Cargo
2.10.15.1 Overlapping Piece
2.10.16 Pipes and Bars
2.10.17 Pallet Stacks
2.10.18 Valuable Cargo
2.10.19 Floor Loading Limitations
2.10.19.1 Floor Contact Area
2.10.19.2 Calculation, Maximum Floor Load per m2
2.11 LAST MINUTE CHANGES (LMC)


2 LOAD CONTROL
2.1 GENERAL
The scope of this Section is to provide a reference point for identification of
all aspects of Load Control and related functions, with emphasis on the
actual weight and balance function, being the preparation, planning and
distribution of load throughout an aircraft and the preparation of corresponding
loading documentation including:
• Special Load Notification to Captain (NOTOC).
• Load Instruction Report (LIR).
• Load sheet and Load Message (LS, Automated via DCS or Manual).
• Balance Chart (BC), Trim Chart or similar graphical form.
At a local level, the responsibility for performance of load control related
functions rests with the or authorized Syrianair load controller. The
responsibility extends to the shift leader or Supervisor on a shift basis.
Personnel performing load control duties are responsible to their supervisor
or shift leader, who in turn is responsible to the Duty Officer or equivalent
Manager in charge of station operations at their location.
Regulations, policies, procedures and work instructions contained within
this section, or emanating from the contents of this manual are to be
complied with at all times. All personnel whether they are directly employed
by Syrianair or employed by a ground handling service provider engaged
to perform handling duties on behalf of Syrianair (including load control)
are equally required to comply with the requirements of this document.
For load control duties and responsibilities, see item (1.2.6.4.2) in section 1 of
this manual.
2.1.1 Priority of Safety
For flight safety reasons, the correct adherence to rules and regulations
governing load control take priority over other station work.
Aircraft shall be loaded in a compliant manner in respect of loading rules
and security requirements at all times, regardless of on-time performance
requirements. The concept ‘Safety before Schedule’ should be employed at all
times. This is not to authorize a less than optimum attitude toward on time
performance, but simply that where a loading problem or irregularity
exists; the situation is to be rectified so that the aircraft is loaded in a
safe and compliant manner even if this compromises the on time
performance of the relevant flight.
2.1.2 Applicability of Load Control Regulations

The regulations set forth in this section apply to stations with own handling as
well as to stations where a handling company performs the services.
 Persons nominated by Syrianair and approved by the Regulator to
perform all duties associated with the preparation, supervision and
production of loading documents and Load sheets associated with
aircraft loading are referred to as ‘Approved Load Controllers’.
 Weight and balance records must be retained on station, in

accordance with requirements of the regulatory authority, within a
single flight file, which may be destroyed after 3 years unless other
local regulations are advised by the SCAA. Such records must be
available for inspection at all times, by SCAR, overseas regulator (in
the station of departure/arrival) or representatives of the Syrianair
Quality and Safety Directorate. All load control records shall be kept in
station file utilizing a standard format.
 passengers and baggage weights calculated in accordance with SCAA

requirements, company standards and requirements of the customer
airline(s) in case Syrianair provide service to another airline and shall
be forwarded automatically to load control.

2.2 LOAD CONTROL SYSTEM

At every airport, an efficient control system shall be in operation to:
 provides weight and balance conditions that are correct and within limits
and ensure compatibility of all figures on the load sheet with the
corresponding actual loading of the aircraft;
 Takes into account aircraft date and limitations of the manufacturer, (this
information found in Sections 11 of this manual), SCAA Regulations and
Syrianair requirements and also take into account the previously planned
load.
 Disseminates of dangerous goods and other special load information
applicable to each flight;
 Includes last minute changes and Information that is in agreement with the
actual load on the aircraft and presented on a final load sheet, which will
result in the production of a weight and balance document for presentation
to the Pilot in Command.
This system, called Load Control, and based on three functions:
 Function 1 (load planner) - load planning, weight and balance pre
calculation and completion of loading instructions.
 Function 2 (Aircraft Loading Supervisor) - supervising the loading of the

aircraft in accordance with the Loading Instruction/Report (LIR).
 Function 3 (load sheet maker) - completion and checking of the load sheet
against the LIR and other documents.
(For load control functions duties and responsibilities please refer to sec 1, for
training refer to sec 10)
 The three functions shall be performed by at least two personnel;
 Any work done by staff without the necessary experience or training must
be supervised by qualified personnel.
 Load control and ramp services branch is responsible to complete and keep
any changes of incoming documents from designated department regarding
of updating current weight and balance data in a station folder. These
updating must be kept up to date by incorporation of issued amendments.
 In addition, load control and ramp services branch is responsible for
immediate providing of new instructions to load control office, ramp office
and DCS Department.
 DCS Department is responsible for address all in-outstations to insert all
amendments of weight and balance changes. More information is found in
AHM 560.

2.3 Weight and Balance Documents Authorization

Since the performance of load control functions and the preparation of
documents is related to the safety of the aircraft and need to keep aircraft weight
& balance data is current and accurate, Syrian Air has a strict policy to control
this process to ensure the safety of this operation.
Syrian Airlines train all load control staff of the ground service companies in the
external stations, to prepare a manual load sheet for every 2 years maximum
for all aircraft types.
The preparation of weight and balance documents is based on an authorization
that granted by the operator in two case (Manual or Automatic), these
documents include the (load sheet, balance chart, loading instructions report
and the fuel docket).
2.3.1 Authorization of Syrian Air by the customer airlines in case
the Syrian Air is the ground handling service provider
Authorization to prepare the documents automatically is granted to the Syrian
Air by the customer airlines, in case the Syrian Air is a service provider.
Authorization to prepare the documents manually is granted by the customer
airlines to the Syrian Air load control staff after being trained a manual load
sheet course by a certified trainer.
2.3.2 Authorization of the ground service providers in case the
Syrian Air is the operator
- Authorization to prepare the documents automatically is granted to the
ground service providers by the Ground Operations Director (please refer
to item 2.3.2.5 of this section).
- Authorization to prepare the documents manually is granted by the
Directorate of Training and Qualification in the Syrian Air to the load control
staff in the ground services providers after being trained a manual load
sheet course by a certified Syrian Air trainer (please refer to item 2.3.2.6 of
this section).
- In case there is no authorization from Syrian air to the ground service
providers (Manual or Automatic) to prepare weight and balance documents
for Syrian aircrafts in the external station, Syrian air shall send a certified
load control employee to accompany each trip in order to perform the load
control functions and prepare documents manually, till the Syrian Air permit
the authorization either manually or automated.
- In case authorization is only automated, Syrian air shall send a certified
load control employee to accompany each trip to that station in order to
perform the load control functions and prepare the documents manually in
the following cases:
1. Operating a new type of aircraft by Syrian Air.

2. Any modification in weight and balance report for any aircraft type from the
Syrian Air Fleet.
3. Expiry or cancellation of the authorization granted by the Syrianair to the
service providers.
2.3.2.1 Authorization Requirements
For the automated document preparations authorization, the ground
service provider must have qualified and trained personnel of the following:
- Dangerous Goods (category 8 &10) see item (10.5.1) of this manual.
- Preparation of a manual load sheet for the Syrian Air aircraft types either
from the Syrian Air or from an authorized training center approved by the
Syrian Civil Aviation Authority.
For the manual document preparations authorization, the load control
personnel must be qualified and trained of the DG (category 8 &10).
2.3.2.2 Validity of authorization
The period of validity of a manual authorization limited to a maximum 2 years,
and The period of validity of an automated authorization limited to a maximum
3 years from the date of the authorization issuance, and the authorization shall
be terminated unless it is renewed before the end of the validity period.
2.3.2.3 Terminations of the authorization
The authorization granted by the Syrian Air (manual, automatic) is controlled by
the Syrian Air and is entitled to terminate it at any time, Syrianair reserves the
right to revoke or restrict the authorization in the following cases:
- A violation of safety procedures or RB requirements (GOM).
- Critical mistake or major hazard identified in the load sheet and risk has been
assessed.
- After (2 years for manual, 3 years for automated) of the authorization without
any renewal or extension (for manual authorization).
- Expiry of Dangerous Goods training.
2.3.2.4 Extension of authorization
In case the authorization (manually or automated) cannot be renewed timely,
the authorization can be extended only once for up to 12 months (provided that
the total duration of the manual authorization and extension granted are not
more than 36 months), after that the authorization must be renewed as
instructions mentioned in (2.3.2.5 & 2.3.2.6).
The ground operation director has the right to extend the authorization by an
official letter to the ground handling service Provider Company.
The extending letter form shall be as following:

"In accordance with the Syrianair Ground Operation Manual, and due to
the expiration of the (automated weight and balance documents
authorization / load control licenses) granted to you by the Syrianair on
(authorization Expiry date).
We pleased to inform you that Syrianair will extend the authorization for
(6 months) from (start date) until (end date).
For your following staff: (only if manual authorization).
Ground Operations Director
Signature"
2.3.2.5 Work Instruction for automated load sheet authorization

a) Purpose:
This Work Instruction explains the methodology of automated load sheet
authorization for the service providers in external stations
b) Scope/Application:
All stations.
c) Responsibilities:
DCS Department, Load control and relevant sections at all stations.
d) Instructions:
1. The GRH DCS Department communicate with ground service providers
in through Syrian Air representative in the out station, in order to provide
him copies of the training records for load control employees, and to
ensure all the criteria is applied as set in paragraph (2.3.2.1).
2. The DCS Department in Syria Air sends all date related to the weight
and balance to the ground services providers through the Syrian Air
representative at that station, which includes the following:
 Weight and balance report.
 AHM560 - 565 EDP SYSTEM.
 Seat map.
 Ground Operations Manual.
 Weight and balance Manual.
 Blank copies of manual load statement, balance chart and loading
instructions report.
3. The DCS Department in Ground Operations Directorate request:
 Installation of the data in the ground service providers system.
 3 test copies of automated load sheet for 3 virtual flights (full load
flight, half load flight, empty flight).
4. The three test load sheets must be matched with manual load sheets
prepared by a certified Syrian Air load sheet trainer.
5. In case of one or more of the three test load sheets doesn't matched with
manual load sheets, the step (3) must be repeated.
6. The Ground Operations Director sends an official authorization litter to
the ground services provider through the Syrian representative, after the
completion of the authorization procedures.
The authorization litter form shall be as follows:
"After Check Your Tests Load Sheet.
This Is Your Authority to Issue Automated Load Sheet for Syrian
air /aircraft REG./ Form Your Side for Sector /station/-DAM.
Ground Operations Director
Signature"
7. The authorization shall be valid from the date of authorization litter up to

3 years unless it canceled as mentioned in paragraph 2.3.2.3.
2.3.2.6 Work Instruction for manual load sheet authorization

a) Purpose:
This Work Instruction explains the methodology of manual load sheet
authorization for the service providers in external and internal stations
All stations.
T&Q Directorate, Load control and relevant sections at all stations.
d) Instructions:
- Syrianair train the load control staff at the ground services providers to
prepare a manual load sheet for all operated aircraft types.
- After the end of the course, the load control trainer evaluates the
employees through a manual exam, and the success mark shall be 80%.
- The Training and Qualifications Directorate issue a valid licenses for a
period of 2 years from the date of granting.
- Syrian Air has the right to withdraw or cancel these licenses at any time
in accordance with paragraph 2.3.2.3.
- In internal stations, the personnel not allowed to follow manual load
sheet course until they meet the requirements that found in (GOM
10.4.1.1.2) of this manual.

2.4 Work Instruction for load control communications

a) Purpose:
This Work Instruction explains the methodology of load control
communications, which should be followed for operational
communications during load control activities.
International & Domestic flights at all stations.
Load control and relevant sections at all stations.
d) Instructions:
1. Any verbal exchange of load information or data that could affect aircraft
weight and balance calculations is manually or electronically documented
and confirmed prior to flight departure.
2. Transfer of information and data to load control office in relating to
baggage, cargo, mail and stores loaded onto the aircraft and to
ensure baggage, cargo, mail and stores are accounted for load control
process.
3. Transfer of information and data to load control office in relating to
weight and number of passenger, carry – on – baggage and any
items loaded onto the aircraft.
4. Transfer of aircraft loading information to include load instruction /report to
load control office.
5. Relevant or requested information is provided to the pilot-in-command
without delay.
6. Any discrepancy must reported to the customer airline.
7. Any significant figures passed verbally in connection with load control work
must be confirmed in writing (Manually or electronically) before aircraft
departure. Additionally, such figures:
 Shall be notified correctly.
 Shall be repeated back to confirm that the information being provided
has been received/ understood correctly.
 These verbal exchanges shall be documented (through a written report).
 Shall be kept in the flight file.
8. Loading supervisor is responsible for informing the load controller about the
final planned loading position according to the loading instruction (LIR) and
for informing the captain prior to flight departure.

2.5 CENTRALISED LOAD PLANNING

2.5.1 Work Instructions for Centralized Load Planning
a) Purpose
This Work Instruction explains the methodology of centralized load
planning, which should be followed to achieve the most economical use
of aircraft capacity with respect to all aspects of safety and efficient
handling and loading of the aircraft.
c) Responsibilities
The load planner who plan for flights with one or several transit stops.
d) Instructions:
To facilitate planning it is essential that stations en-route:
 Keep the responsible load planning office informed of each new
development in the passenger figures, in addition to nature, amount and
density of baggage and mail.
 Timely report, possible extras such as excess baggage and mail.
 Ensure that all cargo originating from their station is reported to the load
planning office.
 Load planner informs all stations concerned of the flights, which will be
planned by this station/office and to keep them, informed of any
changes.
 On flights where either weight or volume is critical:
Each station on request will be allocated a certain amount of space for
local cargo either by:
• A regular allotment
• New booking confirmation
 The final result of both commercial capacity control and operation

planning for handling purposes will be the amount of cargo to be
considered as binding by all concerned.
 Any station, which exceeds the weight or volume allotted for local cargo
without confirmation from the competent space control office, is
consciously endangering flight regularity.
 The next station is fully entitled to offload such excess cargo without any
further consideration, unless the deviation was justified by a
correspondingly lesser amount of local baggage or mail.
Excess cargo
 Must be loaded in such a way that all transit stations have easy access to it
and there is no risk of a mix up with booked cargo.
 A telex advice with the following information must be sent to all stations en-
route:
• AWB number and Number of pieces.
• Weight and volume and Destination.
• Exact location and ULD code if applicable.
• Mandatory re-forwarding instructions in case of offload.
Note: A station offloading part or all of the excess cargo on board must send an
appropriate telex advice to stations ahead in addition to the routine offloading
report.
If a station holds additional un-booked cargo and it seems likely that some or
all of the cargo can be carried to its destination, or at least a substantial portion
of the route, such cargo may be loaded, provided that the requirements outlined
above are met. The same applies where the critical leg of the flight (i.e. where
the cargo may have to be offloaded) is out of a station which offers good re-
forwarding possibilities.
The regulations above are not applicable to load carried to the next station only.
On the contrary, in the interest of economy all stations are urged to do their
utmost to fill any gaps in weight or volume to the next station with local cargo.
2.5.2 Load Planning Considerations
The maximum usable capacity over the whole of a route depends on the
following factors:
• The maximum payload per sector as published by operations
planning
• The maximum payload per sector as obtained by the dispatch
office responsible for the flight, or as a result of operational
requirements
• The maximum volume capacity of the aircraft
The sector with the lowest available payload (weight or volume) is called the
critical leg.
2.5.2.1 Capacity planning per sector
Based on the findings of the paragraph above, particularly the critical leg of the
flight, the load planner shall establish whether the total load booked by all
stations along the route can be carried. If the bookings exceed the available
capacity, the following considerations must be taken into account:
• Revenue baggage and mail within the normal allotment enjoy first
priority. It is only under very exceptional circumstances that these load
categories cannot be fully accommodated.
• Due to lower priority, the cargo allotment, or in certain cases post office
mail exceeding the normal allotment must be reduced.
In case booked cargo has to be offloaded, the responsible cargo department
will decide which stations allotment must be curtailed. If this information cannot
be obtained from the cargo department in time, the load planner then decides
about the reduction of the cargo allotment after consultation with the station
concerned.
2.5.3 Load Distribution
When planning the distribution of the on load from one or more different stations
en-route, the following points must be carefully considered:
• On all sectors, the balance conditions of the aircraft and the total load in
the compartments must be within limits. (Safe range, hold capacity
etc…)
• On arrival, all stations have direct access to their offload. Baggage must
be available first for immediate delivery.
• When load for different stations is carried in the same compartment, it
must be clearly segregated in order to eliminate over carriage by using
hold separation netting.
• Stations shall not be required to reload large amounts of transit load for
balance reasons.
• The stowing regulations published for baggage, dangerous goods, live
animals and special load observed strictly as per IATA Dangerous
Goods Regulations and IATA Live Animal Regulations.
• If the cargo load comprises live animals or perishable goods, particular
attention must be paid to temperature requirements, loading restrictions
and maximum quantities per compartment. As per IATA Live Animal
Regulations, and the Aircraft Specific section.
2.5.3.1 Designation of Compartments and Passenger Cabin
All procedures are in accordance with requirements of SCAA and with
requirements of the customer airline(s) in case Syrianair provides a service
to another airline.
• The designation of compartments, sections, ULD bays and passenger
cabin sections is standardized. This information can be found in Sections
11.
• Each aircraft type would have a standard alphanumeric scheme for
the identification of designated positions in areas of the aircraft where a
load is carried, to include, as applicable to aircraft type, decks, holds,

cabin(s), compartments, bays, or sections.
• To ensure loading accuracy and prevent errors, Designation of
Compartments and Passenger Cabin would be structured to ensure the
load for each flight is planned and the aircraft loaded in reference to
designated positions.
Designation of Compartments and Passenger Cabin:
• Bay: a subdivision of a containerized/pallet compartment, i.e. ULD
position.
• Cabin: the area of an aircraft where passenger seats are installed.
• Cabin section: a division of the cabin into zones for the purpose of
balance.
• Compartment: a space designated within a hold.
• Hold: the space confined by ceiling, floor, walls and bulkhead, used for
carrying load.
• Deck: a structural floor level.(main deck, lower deck, upper deck)
For aircraft having one structural level only, this floor level shall be
referred to as the main deck. For aircrafts having more than one
structural floor level, the deferent levels shall be referred to as lower
deck, main deck and upper deck, starting from bottom to top.
• Section: a subdivision of a non-containerized/palletized compartment,
i.e. net section.
More details for numbering of compartments, designation of sections, bays and

cabin are as outlined in IATA AHM 505.
2.5.3.2 Planning for Fuel Economy

• The position of the center of gravity (CG) of an aircraft affects its fuel
consumption. An aircraft loaded in such a way that its CG is near the aft
limit uses less fuel than one whose CG is further forward.
• Shifting the CG towards the aft limit has the effect that the negative lift
required on the horizontal stabilizer to maintain proper longitudinal trim
is reduced.
• Consequently, the wing to counterbalance the negative lift of the
horizontal stabilizer must produce less additional lift.
• Accordingly, the aircraft flies at a lower angle of attack, drag is reduced
and hence fuel consumption. In view of the escalation of fuel prices, this
fuel saving possibility shall be exploited whenever possible.
2.5.4 Messages
• Ground operations personnel shall ensure an effective information of
coding scheme are included for presenting load information in load
documents, reports and messages for each flight in accordance with
company regulations and requirements of the customer airline(s) in
case Syrianair is a service provider. Those codes identify load
categories and provide information in connection with load handling.
• Production and transmission messages shall be in a standard messages

format that will be received from up line airports prior to the arrival of a
Syrianair Flight or other customer airlines, which are the same messages
that will be dispatched upon departure. Such messages are constructed
according to various IATA Resolutions and are dispatched automatically
where DCS is used for check in purposes. These messages deal with
passenger's services, aircraft loading and load control.
• When dealing with messages the following measures shall be noticed:

 Loading supervisor shall collect all incoming Messages in relation to
his area of responsibilities.
 Loading supervisor or load sheet maker shall send all loading
messages in relation to his area of responsibilities.
 SITA staff shall send any other messages or any message
communicated and confirmed by loading supervisor.
 All messages are sent according to IATA standard messages forms.
• Messages normally used for arriving/departing flights are, but not limited
to: MVT (DEP/ARR), DIV, LDM, SCM, CPM, UCM, UWS, ALI, SLS, PIL,
PSM, PTM, LPM, SOM, TPM, PFS.
2.5.4.1 Aircraft Movement Message
• upon departure of Syrianair Flights, it will be necessary to dispatch
a movement message detailing the flight number, registration,
scheduled and actual time 'chocks off' as well as the actual airborne
time.
• This message is received by the down line airport and the operations
area and ensures that all relevant areas and departments of the
company are aware of the actual departure time and overall status of the
flight.
• If a delay is incurred, the Movement (MVT) Message must include each

delay code and the number of minutes attributable to that code.
• Where an extended delay has been incurred, a detailed or 'expanded'

delay message/telex must be sent, or in case of aircraft diversion,
Aircraft Diversion Message (DIV) has to be sent. More details may be
found in IATA AHM 780.
Here an example of Arrival Movement Message (MVT)

MVT
RB123/15 .YKAKC.DAM
AA0600/0610
Example for a correction message

COR
MVT
RB123/15 .YKAKC.DAM
AA0600/0615
Use the touch-down time and on-block time as given by the Flight Crew.
Here an example of Departure Movement Message (MVT)

MVT
RB515/15.YKAZA.DAM
AD0615 RR0620
SI TECHNICAL PROBLEM
Example for a correction message

COR
MVT
RB515/15.YKAZA.DAM
AD0615 RR0625
SI TECHNICAL PROBLEM
MVT
RB409/15.YKAKF.DAM
ED0615
DL41/0015
Here an example of Diversion Message (DIV)

DIV
EY123/17.A6EYJ.AUH
EA0700 AMM
DLADW
PX220
SI FOG DAM
2.5.4.2 Load Message

• The load message would normally be produced for departing flights
with a transit stop, and provides the transit station with advance
information about the part of a load that will continue beyond that
station on the same aircraft. More details may be found in AHM 583.
• Production and transmission of a load message (LDM) and all other

messages shall be in accordance with requirements of the customer
airline(s) when Syrianair is a service provider and shall be in a
standard format for each applicable flight.
• The load message (LDM) must include all special load – dangerous
goods information in (SI) field
Here an example of Load Message (LDM)

LDM RB417/11.YKAKF.C8Y144.2/5
-JED.100/5/3.0.T2500.1/1000.3/1000.4/500
.PAX/5/100.PAD/1/4
SI JED.B/1000.C/1300.M/NIL.E/200
.DIP/1/6
.AVI/1/LIVE CAT
CPT KAMAL
FUEL REMAINING 3450KGS
Here an example of Load Planning Message (LPM). The LPM can be sent
instead of UWS Message.
LPM:
OU002/13.9ACTF.M164
-DAM.PAX/164.B3700
ZFW060214.LIZFW+0074.4
-12/ZAG/B600
-13/ZAG/B500
-31/ZAG/B500
-32/ZAG/B500
-41/ZAG/B500
-42/ZAG/B500
-5/ZAG/B500
SI
2.5.4.3 Abbreviated Load Information

ALI message would normally be produced for departing point-to-point flights or
the last segment of a multi-segment flight. The message is issued primarily to
provide a terminating station with advanced load information for planning
purposes.
Here an example of Abbreviate Load Information (ALI)
SEND INSTEAD OF A (LDM) TO PLAN WELL IN ADVANCE THE HADLING
ACTIVITIES ALI
RB439/27.YKAKC
.1/1400.3/1450.4/1100.5/650.PAX/08/142.AVI/1
.HEA/3/195
2.5.4.4 Other Messages

Here an example of ULD Control Message (UCM)
UCM
RB 502/14. SHJ
IN
• AKE 00125RB. AKE 00136RB. AVE 00336RB
• PAG 00139RB. PAG 00140RB. P1P 08266RB
• AA4 00553RB
OUT
• AKE 00125 RB / AKE 00127 RB
• PAG 00141 RB / P1P 08337RB
Here an example of Container Pallet Message (CPM)

CPM
RB503/14.YKAZA.C24Y261
• 21L / AKE00172RB / AUH / 650 / B-21R / AKE00173RB / AUH / 350 / B
• 22P / PAG00145RB / AUH / 1600 / C
• 23P / P1P00146RB /AUH / 1800 / C
• 24P / AA400016RB / BOM / 1500 / C
• 32L / AKE00168RB / BOM / 650/ B-32R / AKE00169RB / BOM / 650 / B
• 33L / AKE00166RB / BOM / 650 / B-31R / AKE00167RB / BOM / 650 / B
• 51 / AUH / 200 / C / HUM
Here an example of Stock Check Message (SCM)

SCM
FRA 151250
.AKE.0324RB/0482RB/0802RB/0788RB
.AA4.0334RB
.PIP.7782RB

2.6 LOAD DOCUMENTATION
2.6.1 Aircraft Basic Data
This information found in Sections 11 of this manual.
2.6.2 Definition of Load Sheet Terms
2.6.2.1 Maximum Weights
There are two different categories of Maximum Weights, which shall never be
exceeded:
MAXIMUM GROSS WEIGHTS
Are The Maximum Weight For Zero Fuel. Maximum Weight for Take- Off and
Maximum Weight for Landing.
These weights are fixed weights established by the manufacturer on the basis
of structural limitations.
MAXIMUM ALLOWED WEIGHTS (OPERATIONAL - RTOW)
In certain circumstances, the maximum gross weights can be altered for

particular flight sectors. These alterations can occur as a result of: length and
slope of runway, air pressure, weather etc. In this case these Maximum’s are
referred to as maximum allowed weights for the corresponding flight sector.
Such weight corrections are forwarded to load control personnel by means of

the Office of Flight Dispatch or by the flight crew.
The following should be included under Max Gross Weights:

Combined compartment loads, as applicable and Maximum Taxi (or Ramp)
weight. When calculating Weight and balance conditions usually only structural
weights are considered. As mentioned MTOW, MZFW and MLW are important
and also Max Ramp Weight (Taxi WT) should be also included. Some aircrafts
have combined compartment load limitations i.e. the FWD under floor hold
when combined with the FWD passenger compartment must not exceed a
certain maximum WT. This is a manufacturer structural WT limit. Additionally
some operators will impose a maximum operating weight for particular airports
or sectors. This could be for revenue purposes as landing fees are based on
the stated MTOW.
2.6.3 Terms used on the Load sheets and Balance

ALLOWED TRAFFIC LOAD:
Weight capacity available for a certain flight sector is the result of the
subtraction of the OPERATING WEIGHT from the ALLOWED WEIGHT FOR
TAKE-OFF, lowest of a.b.c.
ALLOWED WEIGHT FOR TAKE-OFF:
Maximum permitted take-off weight for a particular flight sector; determined by
comparison of: a. MAXIMUM ZFW plus TAKE-OFF FUEL, b. MAXIMUM
WEIGHT FOR TAKE-OFF, c. MAXIMUM LANDING WEIGHT plus TRIP FUEL.
The lowest figure of a., b., c. is the maximum permitted take-off weight
DRY OPERATING INDEX (DOI):
Index corresponding to the position of the center of gravity at the DOW.
DRY OPERATING WEIGHT (DOW):
Weight of the equipped aircraft incl. crew and their baggage, food supply, pantry
end toilets as well as standard quantities of oil and water, but without load and
fuel, (in contrast to that ballast fuel is recorded as a correction of the DOW).
LANDING WEIGHT (LAW):
Weight of the aircraft at landing, calculated by the subtraction of the TRIP FUEL
from the TAKE-OFF WEIGHT
LAST MINUTE CHANGES (LMC):
Changes of original entries shortly before departure.
LOADED INDEX AT TAKE-OFF WEIGHT (LITOW):
Index corresponding to the aircraft s center of gravity at TAKE-OFF WEIGHT
LOADED INDEX AT ZERO FUEL WEIGHT (LIZFW):
Index corresponding to the aircraft s center of gravity at ZERO FUEL WEIGHT
MAXIMUM WEIGHT FOR LANDING (MLAW):
Highest permitted weight for landing of a certain aircraft type.
MAXIMUM WEIGHT FOR TAKE-OFF (MTOW):
Highest permitted weight for take-off of a certain aircraft type.
MAXIMUM WEIGHT FOR ZERO FUEL (MZFW):
Highest permitted weight of a certain aircraft type without TAKE-OFF FUEL.
MEAN AERODYNAMIC CHORD (MAC):
Mean aerodynamic chord in % for the determination of the center of gravity at
take- off .The MAC at TOW is derived from the point of intersection of the TAKE-
OFF WEIGHT figure and the respective LOADED INDEX AT TAKE-OFF
WEIGHT (LITOW).
OPERATING WEIGHT:
DRY OPERATING WEIGHT plus TAKE-OFF FUEL.
TAKE-OFF FUEL (TOF :)
Weight of the fuel on board minus the quantity needed for taxing to the point of
brake release. Ballast fuel is not part of the TOF
TAKE-OFF WEIGHT (TOW);
Weight of the equipped, loaded and fuelled aircraft at take-off.
TOTAL TRAFFIC LOAD:
Total weight of the load, consisting of passengers, baggage, cargo and mail
including the weight of the unit load devices (ULDs).
TRIP FUEL (TF):
Pre-calculated, estimated fuel consumption from take-off to landing on the next
scheduled destination airport.
UNDERLOAD:
Remaining weight capacity still available for loading; difference between the
ALLOWED TRAFFIC LOAD and the TOTAL TRAFFIC LOAD.
ZERO FUEL WEIGHT (ZFW):
Weight of the equipped and loaded aircraft without fuel (but incl. ballast fuel);
sum of DOW plus TOTAL TRAFFIC LOAD.
2.6.3.1 Basic Illustration of Load Data

BASIC WEIGHT (BW)
+
CREW AND CREW BAGGAGE
+
PANTRY AND CATERING
+
FLIGHT SPARES (SPARE PARTS)
=
DRY OPERATING WEIGHT (DOW)
+
TRAFFIC LOAD (TL)
=
ZERO FUEL WEIGHT (ZFW)
+
TAKE-OFF FUEL (TOF)
=
TAKE-OFF WEIGHT (TOW)
-
TRIP FUEL
=
LANDING WEIGHT (LDW)
2.6.4 Standard Crew, Passenger and Baggage Weights

The following standards weights (kg) shall be used for Load sheet calculation
for all flights with Syrianair aircraft:
Standard Weights in (KG)
Crew (Cockpit) incl. Baggage 80 KG
Crew (cabin) incl. Baggage 80 KG
Adult incl. 8 kg Hand Bags 80 KG
Children (between 2 and 12 years) incl. 8 kg Hand Bags 40 KG
Infants (up to 2 years) 10 KG
Business Baggage 40 KG
Y baggage 30 KG
• Passenger and baggage weights for weight and balance calculations

shall be in accordance with requirements of applicable authority,
SCAA, Syrianair standards and customer airline(s) in case Syrianair is a
service provider.
• Each piece of baggage accepted for check-in must be presented and
weighed at check-in.
• if Passenger and baggage weights are not previously inserted in
DCS and a manually load sheet has to be issued, an approved letter
or information sheet from the Pilot in Command or customer airline
representative shall be delivered to Syrianair representative.

2.7 MANUAL LOADSHEET
2.7.1 General
Only black or blue ballpoint pen to be used for the completion of a manual load
sheet.
For corrections, the figures to be changed shall be crossed out and re-written
in the correction line or column.
The load sheet must be issued in five copies, after signing by the load controller
and the captain, it shall be distributed as follows:
• Original copy to the captain in command.
• Second copy to flight documents envelope.
• Third copy to statistics.
• Fourth copy in the station trip file.
• Fifth copy retained in load control office.
2.7.2 Submission of Documents

The following procedures shall be applied:
 If manual load sheet and Balance chart are prepared, they will be
handed over to the commander not more than 20 minutes from the
moment when last required data is delivered to load control office.
 If the EDP load sheet are prepared, they will be handed over to the
commander not more than 20 minutes from the moment when last
required data is delivered to load control office.
 Loading supervisor or any other Syrianair representative is responsible

to deliver Load sheet to PIC at exactly time mentioned.
 Loading supervisor or any other Syrianair representative is responsible

to deliver other flight documents no later than 10 minutes prior planned
off block time.
 Load controller and Loading supervisor shall rechecked the final issue
of load sheet and shall ensure a manually or electronically generated
Load sheet that has been delivered to the PIC prior to flight departure:
• Has been crosschecked against the LIR and other information

relative to the actual aircraft load;
• Presents accurate load information, to include weight data and

distribution of the load within the aircraft.
2.7.3 Instruction for completion of manual load sheet

2.7.3.1 Part one address and handling

Ref. Printed Definitions Format
No. heading
1 Priority Priority indicator e.g. QN
2 Address Teletype address for load e.g. DXBAPRB
message as required
3 Originator Teletype address or e.g. DAMAPRB
originator
4 LDM Standard message Format LDM
indicator
5 Flight Flight number/identifier Format: two or three character
airline code followed by up to
eight character.
E.g. RB0777,RB515
6 A/C Reg. Aircraft registrations Format: 2-10 characters no
hyphen to be shown and or
transmitted e.g. YK-AZA
7 Version Version / configuration Format 1-12 e.g. C24Y261
code of aircraft used.
8 crew Number of crew excluding Format: 3-7 characters e.g.
crew traveling as PAX 2/5 or 4/13
9 date Self-explanatory e.g. 05 JAN 2018
2.7.3.2 Part two operating weight calculation

No. heading
10 D.O.W The basic weight plus e.g. crew/ crew baggage/
operational flight equipment’s and pantry
11 Take off The amount of total fuel
fuel on board minus taxi
12 Operating Sum of ref. No 10 and 11
weight
2.7.3.3. Part three allowed traffic load calculation

Ref. Printed heading Definitions Format
No.
13 Maximum weight for Equal to maximum design zero
zero fuel fuel weight
14 Maximum weight for The maximum design take-off
take-off weight operational take-off
weight whichever is lower
15 Maximum weight for The maximum design landing
landing weight or operational landing
weight, whichever is lower
17 Trip fuel The amount of fuel planned to be

consumed form take-off the
station of first intended landing
18 Allowed weight for Allowed weight for take-off
take off lowest of items 18 a, b or c
19 Allowed traffic load Difference between 12 and the
lowest of items 18a, b, c
20 Destinations Airport of destinations e.g. LHR
21 No. of passengers Total No. of transit passenger, Format
including PAD(s) according
ref. No. 23
22 No. of passengers Total No. of joining passengers
including PAD(s)
2.7.3.4 Part four information per destination and totals

No. heading
23 No. of Total No. of outgoing passengers some e.g.8/7/99
Passengers of ref. Numbers 27, 28, and LMC, adult, e.g.00/00/00
child and infant. Note if there is a dead e.g. NIL
load to this destination but no passenger,
zero must be field in. If there is no traffic
load to this destination, inter NIL
24 Total TR Weight of transit dead load to be obtained
from incoming LDM or load sheet
25 Total B Weight of joining baggage
26 Total C Weight of joining cargo
27 Total M Weight of joining mail
28 Total T Total weight of dead load. Sum of ref. No.
24-27 and LMC
29 Distribution Weight distribution of the different load
categories per compartment
30 Total weight of dead load (transit dead
load plus joining baggage, cargo, mail
and LMC) per compartment and entries
to be made only for compartments
holding load.
31 PAX Seat(s) occupied by transit passengers
per class, including PAD(s)
32 Seat(s) occupied by joining passenger
per class, including PAD(s)
33 PAX/ Total seat(s) occupied by outgoing e.g.
passenger(s) per class, including PAD(s) PAX/2/111
and LMC. Sum of ref. 31 and 32

No. heading
34 PAD Seat(s) by transit PAD(s) per class
35 PAD/ Total seats occupied by outgoing PAD(s) by e.g.
class, including LMC. PAD/2/4
36 Total No. of passengers
37 Total weight of dead load. Sum of ref. No.
24,25,26 and 27
38 Total weight of dead-load per compartment
and/or position of unlisted load
39 Total No. of seats occupied by passenger’s per
class sum of ref. No. 31 and 32
40 Total Total passenger weight is calculated according
passenger to Syrianair policy based on the figures adult
weight 80kg/child 40kg/infant 10kg.
41 Total The total weight of passengers, baggage,
traffic load cargo and mail. Operational items not included
in DOW, e.g. pallets, nets, must be added to
the cargo figures
42 Under Under load before LMC Ref. No. 44 minus 19
load
2.7.3.5 Part five gross weight calculation

No.
43 Zero fuel weight Actual zero fuel weight. Sum of ref. No.
10 and 43
44 Take-off weight Actual take-off weight. Sum of ref. No. 16
and 46.
45 Landing weight Actual landing weight Ref. No. 47 minus
Ref. No.17
2.7.3.6 Part six last minute changes

No.
46 Destination Destination of LMC
47 Specification Kind of LMC
48 CL/CPT Compart. and/or class of unlisted load
49 +/- Identification of on/or off-load
50 Weight Weight of LMC
51 LMC total +/- Identification of LMC, sum total
52 (LMC total Resultant weight of all LMC
weight)
2.7.3.7 Part seven balance sheet and seating conditions

No. heading
53 Seating Seating conditions to carrier requirement
conditions
54 Balance % MAC-at zero fuel weight MACZFW% MAC-
conditions at Take-off weight MACTOW
2.7.3.8 Part eight supplementary information and notes

No. heading
55 Notes Information not transmitted with LDM
e.g. Capt. Name /total PAX o/b
56 SI supplementary information
57 TOB Total passengers on board
58 Preparations Name or license number of qualified E.g.
authority employee who prepared the weight Prepared by:
and balance document followed by Samer Habboul
his signature. Or:
DAM183RB
59 Approval Name of the captain in command e.g.
authority followed by his signature to approve approved by:
the weight and balance documents CPT: KAMAL
contents.
60 Form no. Standard form of load sheet e.g.
reference to IATA or Syrianair Form no.
manual. GOM 12.3/01

2.8 PREPARATION OF MANUAL TRIM SHEET
The trim sheet indicates the influence of load distribution in the aircraft center
of gravity. It serves the purpose of ensuring safe balance condition as well as
determining the center of gravity position at take-off. The location of C.G will be
given as a percentage of the mean aerodynamic chord (MAC). The unshaded
area of MAC diagram shows the Maximum range of the C.G on the trim sheet.
When completing trim sheet it must be ensured that the C.G at ZFW and TOW
does not exceed the appropriate limitations. Writing is only permitted in blue or
black. For LMC different color may be used.
When determining the trim of an aircraft by manual methods Members will use
either a balance chart or a balance table to calculate the aircraft trim. The type
of aircraft and version(s) is printed on top. Each different balance chart or table
has an identifying number. A sketch of the aircraft layout showing the
passenger cabin sections, the positions and numbering of holds, compartments
and/or bays as applicable shall be printed on each balance chart or table. The
influence of fuel on weight and balance shall be shown, if required, by means
of a table, chart or diagram. Areas outside the forward and aft balance limits
shall be shaded.
Balance charts shall show:
• Index units as the first scale;

• Vertical or sloping lines for the moment scales and where
• Required dots for intermediate values within a pitch;
• Any maximum value on the left of each moment scale;
• Open arrows indicating direction and value of each pitch;
• A balance diagram.


2.9 COMPUTERIZED LOAD SHEET (EDP)




2.10 LOAD PLANNING

The load planning system typically entails, as a minimum:
 Assemblage of all data relating to the aircraft load (originating and en
route stations);
 Planning of the load for ready accessibility;
 Planning of special loads according to restrictions, maximum quantities,
separation and segregation requirements;
 Consideration of center of gravity parameters, including those affecting
aircraft fuel consumption.
The load planning shall take into consideration, as applicable for each flight;
o Aircraft preparation for service;
o Fuel load and distribution;
o Aircraft equipment, crew, catering;
o Equipment in cabin (EIC) shipments;
o Planned dead load;
o Expected passenger load;
o Aircraft limitations;
o Specific requirements of the customer airline (e.g. Productivity, fuel
efficiency); when Syrianair is a service provider.
o Special load requirements.
The Load planner is responsible to distribute the loads in a manner that ensure
the limitations of the aircraft and the compartments are not exceeded, and that
special load segregation requirements are adhered to:
• The loaded index at zero fuel weight (LIZFW) as well as the center of
gravity at take-off (% MAC at take-off weight) must be within the legal
limits.
• For load planning of multi-sector flights the balance conditions at the

following transit stations to be considered as well, a reloading of the
aircraft shall be avoided whenever possible.
• Calculating the aircraft weight and balance to be in accordance with

requirements of the regulatory authority and the customer airline(s)
when Syrianair is a service provider to ensure:
o A weight and balance pre-calculation;

o A weight calculation that does not exceed the structural limits
of the aircraft type;
o An accurate balance calculation that results in the center of

gravity within fore and aft balance limits for the aircraft type.
2.10.1 Estimated Load

The load planner has to be attentive to the following figures during the
calculation of estimated load:
• Number of passengers expected
• Number / weight of baggage expected
• Booked cargo
• Mail expected
• Service cargo / free cargo / EIC company mail / etc.
• The previously planned load.
Load planner pre- calculates the estimated load as per flight/sector according
to his qualification and experience, as some flights would be expected more or
less baggage with passengers.
2.10.2 Payload and Fuel Docket

The Load planner prepares the fuel docket that includes EZFW information in
two copies.
Following information has to be entered:
• Station ,Flight Number and Date (UTC)
• Aircraft Registration and Name of Commander
• Crew Figures and Date (local time)
• Weight of Transit load according to LDM
• Joining Load
• Dry Operating Weight
• Estimated Zero Fuel Weight
Following information has to be entered by the commander:
• RTOW
• Total Fuel
• Taxi Fuel
• Trip Fuel
• Remaining fuel
A copy must be filed in the Trip File, and the other one retained in load control
office.
For fuel docket form; please refer to item (12.3.3) of this manual.
2.10.3 Load Categories

There are different ways to identify load categories in the load sheet /load
message and in the loading Instruction / Container and Pallet Distribution
Message (CPM)
Category Load Load Categories for Loading Container

In Load Categories instruction and
sheet Code Pallet
and Distribution
Load- Message
Message (CPM)
Baggage BF First Class Baggage / BF BF
B Priority Baggage
BC / BJ Business Class Baggage BC / BJ BC / BJ
BY Economy Class Baggage BY BY
BT Transfer Baggage BT BT
BG to be used instead of BT, BG BG
If the complete baggage
container or all bags in
this container must be
transferred to one
connecting flight
BS Short Connection BS BS
BD Domestic Connection BD BD
BR Rush Baggage BR BR
B All Other Baggage B B
Cargo C E Equipment in Comparts. E E

X Empty ULD X X
U Unserviceable ULD U U
CP Priority Cargo CP CP
CL Local Cargo CL CL
CG Thru Cargo CG CG
C All other Cargo C C
Mail M COU Courier Mail COU COU

M All other Mail M M
N Empty loading position

(NO FIT)
All load mentioned coding schemes are in accordance with IATA requirements.
2.10.4 Baggage Loading
2.10.4.1 Priority Baggage

The check-in personnel are responsible to mark the priority baggage with the
appropriate tag according to the regulations set out in the Passenger Handling
Section of this Manual.
The Loading supervisor is responsible to supervise the following:
2.10.4.2 Loading of Priority Baggage on non-ULD Aircraft

On flights with non-ULD aircraft the priority baggage - if it is not transfer
baggage - must be separated from other baggage. In the load message the
Priority Baggage must be shown with the load category code BF or BC (first
class or business class baggage).
2.10.4.3 Loading of Priority Baggage on ULD equipped Aircraft

1. Small Quantities
Small quantities of Priority Baggage (up to 20 pieces) - if it is not transfer
baggage - must be loaded into bulk compartment 5. In the load message the
Priority Baggage must be shown with the load category code BF or BC (first
class or business class baggage).
2. Larger Quantities
Larger quantities of Priority Baggage must be:
• Loaded into a separate container for each destination.
• The container must be marked with the ULD tag Priority Class Baggage.
• The container must be loaded in the door area on the last sector before
the station of unloading.
• The loading position of the priority class baggage must be shown in the
Container and Pallet distribution message (CPM) with the load category
code BF or BC.
Non-priority baggage, transfer baggage, cargo or mail must never be loaded
into the first class container
3. Priority Transfer Baggage
If a quick transfer baggage container is loaded, the priority class transfer
baggage must always be loaded into this container.
2.10.4.4 Transfer Baggage or cargo

1. Non-ULD aircraft
For all flights with non-ULD aircraft local and transfer baggage and cargo must
be loaded into separate net sectors. In the load message the net sectors must
be shown with the load category code BT, CGO.
2. ULD aircraft
For all flights, transfer baggage and cargo must be loaded in separate ULDs. If
more than one ULD is needed, the ULDs with the transfer baggage or cargo
shall be loaded in pairs, whenever possible. On the ULD tag the field Transfer”
must be marked. The loading position of the Transfer baggage or cargo must
be shown in the Container and Pallet distribution message (CPM) with the load
category code BT or CGO.
3. Transfer ULD
Loading supervisor shall supervise the following:
• The ULD is serviceable at the time of transfer.
• An inspection of the ULD shall be done. Shall the ULD not be serviceable
at time of transfer.
• Syrianair representative shall notify the Syrianair ULD branch or customer
representative and arrange dispossession or repair of the ULD.
• Loading supervisor shall ensure each ULD has a tag that filled with the
following: - field (transfer) has marked -airline, -flight no, -destination, - total
weight, -contents, and remarks.
2.10.4.5 Crew Baggage

Crew Baggage (operating or deadheading) is always labeled with the Crew
Baggage Label.
1. Loading of Crew Baggage on non-ULD Aircraft
• Crew baggage on non-ULD aircraft must always be loaded in the same
net sector as the priority baggage.
• Immediately after offloading, it must be checked whether it is local crew
baggage or it has to be transferred to another flight.
• Local crew baggage shall be delivered to baggage claim area
immediately.
2. Loading of Crew Baggage on ULD Aircraft
• Crew Baggage on ULD-aircraft shall always be loaded in Compartment
5.
• Immediately after offloading the crew baggage must be delivered to the
baggage claim area immediately.
2.10.5 Loading Priorities

When the occasion arises where not all available cargo and/or passengers can
be accommodated on a given flight, the sequence for acceptance or removal
will be in accordance with the following order:
2.10.5.1 Order of Removal
1. Non-revenue air cargo
2. Non-revenue passenger without reservation
3. Non-revenue passenger with confirmed reservation
4. General air cargo
5. Ordinary mail
6. Rush baggage
7. Non-revenue passenger with service tickets
8. Revenue Passenger without confirmed reservation
9. Economy class baggage
10. Company mail
11. Repair and return company material
12. Perishables cargo
13. Special load cargo without dangerous goods
14. Courier Mail
15. Revenue economy class Passenger with confirmed reservation
16. Spare parts including (AOG – FKT – EIC)
17. DHC - deadhead crew traveling to operate a flight ex an en-route or
destination station.
18. Dangerous goods cargo
19. Diplomatic mail
Priority of loading will be in the reverse order
2.10.6 Loading Instructions

• The loading instruction in the form of a manual or DCS generated Load
Instruction Report (LIR) shows written instructions to the loading
personnel for loading and offloading for each incoming and outgoing
flight.
• In case of incoming flights, the LIR would be produced from the CPM
and LDM received from the previous station.
• Where the flight is in transit, the CPM, LDM and relevant DCS data would
be utilized to determine the ‘At Arrival’ Load.
• Loading instruction shall include the following information:
- Transit load,
- offload,
- re-load and on load instructions
- Loading report, with space to record deviations from instructions
- Loading certification
- Summary of special loads
- Loading positions for specific holds.
• In order to provide the aircraft has been loaded in accordance with

written loading instructions and the load has been secured in a manner
that satisfies weight and balance requirements, the load controller is
responsible to ensure the following measures are correct and clearly
written/typed for both manual and DCS Load Instruction report:
- Date -Flight number -Departure station -Aircraft registration -
routing - Load controller and loading supervisor signature - Load
categories - ULD types and numbers - Weights - Number of
pieces ( if required) -Special load codes - Special loading
information.
• The load controller ensures compartment/hold limitations are considered
and not exceeded.
• When loading is completed, the loading supervisor checks that:
- All hold separation and door nets are properly installed and locked
- The aircraft is loaded in a manner that prevents movement or
spillage during flight and in a manner that prevents damage to the
aircraft and injuries to personnel.
• LIR must be signed by loading supervisor and transferred to Load sheet
maker before departure with any changes to the planned load being
marked on the LIR,
• Any figures passed verbally in connection with LIR must be confirmed
in writing before aircraft departure. Additionally, such figures shall be
repeated back to confirm that the information being provided has been
received/ understood correctly.
• Produces and issues of LIR shall be in accordance of customer airline
requirements when Syrianair is a service provider.
2.10.6.1 Example of a manual loading instruction

Loading supervisor is responsible to ensure the accuracy of manual
calculations is verified prior to flight departure. The Load Controller must sign
the loading instruction under ‘Prepared by/Cert No”. After loading, loading
supervisor must confirm with his signature under “Person Responsible for
loading.

2.10.6.2 Signatures
 The Load Controller must sign the loading instruction under ‘Prepared
by/Cert No”. After loading, the Head Loader (loading supervisor) must
confirm with his signature under “Person Responsible for loading” that:
1. The aircraft has been loaded in accordance with written loading
instructions.
2. The load has been secured in a manner that satisfies weight and
balance requirements.
3. In a manner that prevents damage to the aircraft and injuries to
personnel;
4. In a manner that prevents movement or spillage during flight.
 All aircraft loading shall be in accordance with written loading instruction
(including all the deviations marked or described).
2.10.6.3 Deviations
 If deviations from the loading instruction are necessary during the
loading process; the load controller must be informed as soon as
possible to ensure correct load documentation. The deviations must
be shown exactly on the loading instruction to include:
1- Hold baggage, individual or cumulative weights, that exceed normal

allowances;
2- Gate delivery items, including individual or cumulative weights that
exceed normal allowances;
3- Other non-normal items that must be considered in the load control
process.
 Loading supervisor is responsible to confirm deviations (discrepancies)
to the load control agent.
 Loading supervisor also shall inform the pilot-in-command immediately
and to report the discrepancy to the customer airline using Form no.
12.1/06 which found in item 12.1.6 of this manual.
 Where substantial changes are required, in certain circumstances it may
be necessary to re-issue the LIR in which case the Load Controller
should indicate on the subsequent LIR that it is ‘Version 2’ and so on, so
that it can be assured that all persons engaged in the loading of the
aircraft are working with the current version of the loading instructions.
2.10.6.4 Arrival
Here the load status of the incoming flight is shown, according to LDM and/or
CPM, with information about:
- Destination (for transit flights)
- Load category codes
- Weights
- Special load codes additional information can be shown under (Special
instructions).
Unloading and reloading in transit must be clearly marked, for example by
circles or with text markers.
2.10.6.5 Loading Instructions for Transit
Entries of load (transit load staying on board unchanged does not need to be
entered again) with information about:
- Destination (for multi-sector flights)
- ULD codes (not mandatory for baggage containers)
- Weights (weight entries for baggage ULD s are optional)
- Special load codes Remarks about special loads and additional instructions
to the loading personnel can be shown under Special Instructions.
Examples: use of loading material like supporting planks and polythene
sheets; remarks about load limitations in the case of missing or
unserviceable restraints etc.
2.10.6.6 Loading Report
Here the final loading status of the departing flight is shown including transit
load and all Last minute Changes. The loading report has to be completed and
certified (signed) by the supervisor responsible for aircraft loading (Loading
supervisor) and then transferred to load control. The loading report contains the
following information:
- Destination (for multi-sector flights)
- ULD codes
- Weights (weight entries for baggage ULDs are optional)
- Special load codes (equipment control)
Calculation weight for bulk and ULD aircraft
- For bulk compartments, the actual number of baggage must be counted and
entered in the loading report.
- A weight can then be allocated by the Load Controller based on the average
weight of baggage. Distribution across ULDs is achieved using the
availability (volume) number.
- The weight calculation of each piece for bulk and ULD load shall be decided
by divided the whole pieces weight entered in DCS at the concerned flight
on the number of all pieces.
- Non- standard baggage weight: If a significant proportion of the whole
baggage load consists of pieces of baggage whose individual weight is
substantially above the standard weight, the weight shall be established by

weighing.
In addition, the availability for baggage containers, reported by baggage make-
up personnel may be used by the Load Controller to determine how to
proportion weight between several ULDs. Such calculation is based on the total
weight for the group of ULDs to that destination and then the weight is assigned
to particular ULDs based on their stated availability.
For example, if it is assumed that each ULD can hold 700kg of baggage, and
there are 3 ULDs and 1750kg of baggage checked in – it would be reasonable
to assume that if two (2) ULDs are full and one has an availability of 2 (half full)
that the proportion of weight would be 700kg in each of the two full ULDs and
350kg (half) in the ULD with availability of 2.
2.10.6.7 Automated Load Instruction Report
In certain circumstances where DCS is used for departures from a particular
station, the Load Controller may make use of the DCS generated LIR. There
may be locations where DCS is used and the manual LIR is utilized however,
in order to ensure coverage of all possible scenarios, the Automated (DCS) LIR
is shown here for reference purposes.
• The DCS LIR is arranged from top to bottom with the top of the document
representing the forward section of the aircraft and the lower end of the
printed LIR representing the rear of the aircraft.
• All of the information contained on the DCS LIR is the same information
as would be contained on the printed LIR Form except for the fact that it
is arranged slightly differently.
• As with the manual LIR, the automated LIR must also be signed and
returned to the Load Controller before departure with any changes to
the planned load being marked on the LIR, the LIR being signed and
the Load Controller being advised of any changes.
• Similar to the manual LIR, it can be seen that the DCS version has a
compliance statement at the bottom of the printout as follows:
“This Aircraft Has Been Loaded In Accordance With These Instructions And The
Deviations Shown On This Report. The Container/Pallets And Bulk Load Have Been
Secured In Accordance With Company Instructions.”1
• Loading report includes loading positions for specific holds with max
compartments weights.
LOAD CONTROL REV 05 / 01 JUN 23
2.10.6.8 Flight departure

For flight departure coordination, these procedures will apply for each flight
departure to ensure:
• All involved parties have informed of the planned aircraft position including
transit flights and estimated time of aircraft arrival.
• The loading supervisor has the LIR in place.
• Aircraft handling and loading personnel are in position to perform their activities.
• Passenger handling personnel are in position to perform their activities.
• Planned aircraft and passenger handling equipment is in position.
• Passenger boarding time is confirmed with the relevant authorities.
• Liaison is established and in place with flight and cabin crew.
• All required documentation is on board the aircraft (load sheet, GD, cargo
manifest, passenger manifest, NOTOC if any…..etc.
• The aircraft is released for departure.
2.10.7 Work Instruction for cabin loading
a) Purpose: This Work Instruction explains the methodology of cabin loading,

which should be followed during Loading of passengers checked baggage,
cargo, mail (revenue or non- revenue cargo and/or mail) or stores in the
passenger seats of Syrianair aircraft cabin.
b) Scope/Application: International & Domestic flights at all stations.
c) Responsibilities: cabin crew, station manager, loading supervisor (using

cabin loading supervision checklist form that found in item 12.3.9 of this
manual) and the loading porters.
d) Instructions:
1- Do not restrict access to or use of any emergency exits; Emergency
exits must be left clear with any regular exit or aisle(s) in the cabin.
2- Only small items shall be put on the front seats only that don't obscure
passenger's view of the seat sign, smoking sign or required exit sign.
3- Seats shall be protected against dirt and tear by using a seat cover
before loading in a seat.
4- Each seat (to be loaded on) must not accommodate more than 72Kgs,
also each package of the loaded cargo must not exceed 72Kgs.
5- Only odorless, dry load to be accommodated in the cabin. Restricted
articles are not permitted in passenger cabin.
6- The load must be secured and well restrained in such a way that it cannot
move during the flight maneuver. (i.e. canvas storage sacks) or properly
secured by a safety belt having enough strength to eliminate the
possibility of shifting under all normal anticipated flight and ground
conditions;
7- Load is to be stacked not higher than the lower edge of the window.
8- Cabin loading is preferably for single sector flights, but for multi-sector
flights it shall be from the point of origin to the point of last destination.
9- The load on seats must be covered with blankets or covered in a
adequate manner to avoid possible injury to passengers and cabin
crew members and to conceal it from view.
10- Courier baggage may be placed on the same seat unit as the
accompanying courier passenger and cabin load may only be performed
without passengers on board.
11- Loading and unloading of the cabin may only be performed without
passengers on board.
12- Prior to passenger boarding, the authorized Syrianair representative
on duty must check the entire cabin load for safety and cleanliness,
deficiencies must be corrected
2.10.8 Special Loads
2.10.8.1 Legal Background

It is the duty of the Syrianair Station Manager or authorized representative to
insure procedures are in place within the Load Control system to identify and
address all special loads (passengers, baggage cargo and mail) that do not
comply with conventional aircraft loading weight allowances.
- When a standard weight is used for hold baggage, the number of checked
pieces per compartment may be entered as alternative to the weight in the
space provided for the report.
- If weights used for passengers are outside normal weight allowances,(e.g.
sports, team, children) check-in supervisor shall inform load sheet master
verbally and deviations will be checked against the weight and balance
limitations. Any necessary corrections will be made to the recorded weight
conditions and must be in accordance with regulations.
- Any figure passed verbally to the load control staff must be confirmed before
aircraft departure. Preferably against written conformation or by means of
other effective pre-departure checks. Load sheet maker and Loading
supervisor must check the accuracy of manual calculations before departure.
- The carriage of Dangerous Goods on Syrianair is governed by SCAR. The
highest ranked regulation for the transport of dangerous goods by air is the
Technical Instructions published by ICAO / IATA Dangerous Goods
Regulations.
- Cargo employee or any representative employee with experience and
suitable qualification must always exist and be responsible for supervision,
correct loading and securing of DGs on board the aircraft.
2.10.8.2 Scope
Syrianair must comply with the regulations contained in the Technical
Instructions and IATA Dangerous Goods Regulations (DGR) on all occasions
when dangerous goods are transported, no matter whether the flight is wholly
or partly operated outside the territory of a state.
Exception: Articles and substances, which would otherwise be classed as
dangerous goods are excluded from the general regulations, but only up to the
limits, which are specified in the Technical Instructions and IATA DGR, and only
if:
- They are transported as catering or cabin service supplies
- They are transported for use in flight as veterinary aid
- They are transported for use in flight for medical aid for a patient
- They are carried according to the IATA DGR regulations table 2.3A
Dangerous Goods Carried by Passengers or Crew.
Articles and substances that are transported only as replacement, e.g. spare
oxygen bottles for refill, are not exempted and must be transported according
to the Technical Instructions and IATA DGR.
2.10.8.3 General Regulations for the Transporting and loading of

Dangerous Goods
1. Dangerous goods must NEVER be loaded onto an aircraft for transport on
the flight deck or in the cabin occupied by passengers, except as permitted
by the authority or table (2.3 A) that found in section 5 of this manual.
2. It is responsibility of Passenger handling personnel and crewmembers to
prevent loading of such shipments in the passenger cabin or cockpit.
3. Passenger handling personnel shall alert passengers by appropriate means
to prevent Dangerous Goods from being loaded into their baggage.
4. The authorized Syrianair representative is responsible for immediate formal
report of any dangerous goods, which found in the passenger cabin or
cockpit to the appropriate authority of the state in which Dangerous Goods
was occurred.
5. Dangerous goods may be carried provided that the indicated net quantities
are not exceeded and the applicable packing Instructions according to
the IATA Dangerous Goods Regulations are strictly adhered to.
6. Dangerous Goods must be clearly marked and labeled with the appropriate
labels.
7. Special handling instructions (labels or imprints), e.g. this Way Up or arrows
indicating the proper orientation of the package, must be strictly observed.
8. Prior to loading, the packing of dangerous goods must be inspected to

determine that it has no holes, leakage or other indication that the packing
has been damaged.
9. The package seals if any on radioactive materials must be intact.
10. Under no circumstances shall dangerous goods be loaded into an aircraft
when any damage is noticed or suspected.
11. During handling Dangerous goods, transportation to/from an aircraft and
during aircraft loading / unloading, the following shall be applied:
I. Dangerous goods must be handled in manners that prevent damage to
packages and containers.
II. Separation and segregation of packages on the aircraft and during
transportation to/from an aircraft must be observed to prevent interaction in
the event of leakage in accordance with applicable requirements and as per
item 2.10.8.7 of this section;
III. Orients packages on the aircraft must be strictly observed, so the hazard
label is visible.
IV. Dangerous goods must be transported to/from an aircraft, loaded and
secured in a way that will prevent any movement, which could change the
position of the package during ground or air transportation.
V. Prevent any movement can be achieved by tying down the dangerous
goods or by stowing other load together with dangerous goods in a way that
no movement is possible.
VI. Packages marked with "This way up" labels, shall be stowed in the correct
upright position when loaded in ULDs or loose hold. Package shall be
secured to prevent any movement in flight and shall be loaded so that they
will not be crushed or damaged by any other cargo or baggage loaded in
adjacent areas either in ULDs or loose holds. Packages shall be loaded in
an easily accessible position either on the outside edge pallets or
immediately inside the door of containers.
VII. Hazard warning labels must be visible on the pallet or container.
VIII. ULDs containing dangerous goods must have attached Dangerous
Goods ULD tag fully completed.
IX. The "contents" box shall show the class and/or division and the IMP code
of all dangerous goods loaded in/on the ULD.
When unloading from bulk compartments or from ULDs the dangerous goods
packages must be inspected for evidence of any damage or leakage. If carried
in ULDs, the area where the ULD was stowed must be inspected for evidence
of leakage or contamination.
Ground handling personnel shall comply with all DGs handling principles as
outlined in Syrianair Cargo Operations Manual (COM).
2.10.8.4 Damaged Dangerous Goods Shipments Procedures

1). Damaged dangerous goods shipments shall NEVER be loaded into an
aircraft.
2). When a dangerous goods shipment appears to be damaged or leaking,
prevention of such shipment from being loaded into an aircraft must be
made.
3). If damage is noticed during loading or unloading of the aircraft, or shipments
are already loaded,
 Such shipment must be removed from the aircraft.
 The captain, the cargo department, safety section, and the station
engineer have to be informed immediately.
 As locally regulated the organizations responsible for the salvage
(e.g. fire brigade, technical/medical institutions), emergency services
and Airport Authority shall be informed immediately.
 Immediate notification of the customer airline in case Syrianair is a
service provider.
4). In the case of leakage, conduct of an evaluation to identify and prevent
from transport any other cargo, baggage or transport devices that have
become contaminated by the leakage of dangerous goods.
 It must be ensured that nobody will touch the damaged packages
until the nature of the hazard is determined.
 Other cargo/load has to be checked for similar damage or
contamination and offloaded, if necessary.
5). In case of an aircraft has been contaminated by a shipment of damaged or
leaking dangerous goods; removal of hazardous contamination from the
aircraft must strictly apply without delay;
6). Contaminated compartments /ULDs shall be cleaned by the station
engineer or technical handling service providers. In case of damaged
shipments of infectious substances (RIS) :
 A teletype message has to be sent to the station managers of all
previous and subsequent line stations.
 All persons who have been involved in loading or unloading activities
have to be informed immediately.
7). In case of damaged shipments or contamination of radioactive material
(RRY/RRW) Loading supervisor must be ensured that all personnel stay at
least 25 m away from the damaged packages. Also Loading supervisor or
any Syrianair representative shall:
 Notify the Aircraft Commander or designated authority,
 Notify emergency services, safety section and Airport Authority.
 Evacuate all persons if required.
 Secure the area,
 Isolate the consignment(s) and identify source.
 Isolate the aircraft from service, make defense against access to

aircraft.
 Notify Technical Dep. to ensure immediate measures are taken
for an inspection of exterior and interior of the aircraft.
 Inform atomic energy agency to perform their scanning on the aircraft
and contaminate area.
 Ensure immediate measures are made by technical Dep. To take
the aircraft out of service for evaluation by appropriately qualified
personnel.
 In case Syrianair is a service provider, loading supervisor shall notify
the customer airline Manager or representative immediately. A report
shall be delivered by loading supervisor to his shift leader.
8). According to local agreement, the ramp service Duty Officer, the Cargo Duty
Officer or the authorized Syrianair representative is responsible for the
formal report on all dangerous goods accidents or incidents involving
cargo, mail or passengers baggage immediately. This also includes any
occasion where undeclared or mis-declared dangerous goods are
discovered in cargo (revenue or non-revenue) and mail, during aircraft
loading / offloading or when dangerous goods not permitted are discovered
in passenger’s baggage.
9). Reports have to be sent immediately to the appropriate authority of the state
in which the incidents or accidents occurred, as required by that authority,
to the Ground Operations director, safety officer and the duty officer of the
Syrian Civil Aviation authority. In case Syrianair is a service provider, a
report shall be made to the customer airline immediately.
Reporting Procedures
Loading supervisor shall inform safety manager in GRH immediately of
Dangerous goods accidents / incidents, and Give the following information:
 Date and place of discovery.
 Flight number(s) when applicable.
 Original station of acceptance.
 Airway bill number.
 Description of goods on the documents.
 Full details of the accident/incident.
Forward clear copies of the:

 Airway bill
 Shipper's Declaration
 Acceptance check list
 Any other relevant documents (invoices, etc.)
Where the incident involves incorrect stowage,

 Special Load-Notification to Captain Form
 Loading report
An example of a Dangerous Goods incident reporting form can be found in the
IATA Dangerous Goods Regulations, Chapter 9, pages 575 and 576.
2.10.8.5 Marking Identification

Dangerous Goods are divided into nine different hazard classes:
 Class 1: Explosives
 Class 2: Gases
 Class 3: Flammable Liquids
 Class 4: Flammable Solids Class 5: Oxidizing Substances
 Class 6: Toxic and/or Infectious Substances
 Class 7: Radioactive Materials
 Class 8: Corrosives
 Class 9: Miscellaneous Dangerous Goods
Some hazard classes also include divisions, indicated by a second figure (e.g.:
4.1). Hazard class 1 is subdivided into different compatibility groups, indicated
by a letter (e.g.: 1.4S). According to the sequence of hazard classes, the IATA
Air Imp codes of dangerous goods and corresponding labels are shown on the
following pages.
Class 1: Explosives
Class I (Explosives) is divided into 6 divisions (1.1, 1.2, 1.3, 1.4, 1.5 and 1.6).
These explosives all have the IATA Air Imp code REX:
Division 1.4
Division 1.4 is subdivided into various compatibility groups. The compatibility
groups are shown by a letter at the end of the code (B.C.D.E.F.G.S)
Explosives 1.4S are the only type of explosives allowed in passenger aircraft.
Class IATA Label Description

or IMP
Division code
Class 1 explosives
Division REX Articles and
1.1 substances having a
mass explosion
hazard

1.3 substances having a
RCX minor blast pr
RGX projection hazard

1.4 substances, which
RXB present no significant
RXC hazard.
RXD Compatibility Group
RXE assuagement
RXF according to DGR
RXG Table.
RXS Articles and
substances which,
present no significant
hazard effect from
accidental function,
are confined within
the package.
Class 2: Gases
or IMP
Division code
Division RFG Flammable Gas
2.1
Division RNG Non-flammable

2.2 Non-toxic
Gas
Division RCL Some non-flammable

2.2 gases are
Cryogenic Liquids
(deeply refrigerated
gases). These gases
have the label for non-
flammable gases but
have IATA Air Imp
Code RCL. They must
have the additional
handling label shown
below.
Division RPG Poisonous Gas /
2.3 Toxic Gas
Class 3: Flammable Liquids

or IMP
Division code
Division RFL Flammable liquid
3
Class 4: Flammable Solids

or IMP
Division code
Division RFS Flammable Solids
4.1
Division RSC Spontaneously

4.2 combustible
Division RFW Dangerous When

4.3 Wet
Substances
(dangerous when
wet) are
substances, which
produce
flammable gases if
they come into
contact with water
Class 5: Oxidizer
or IMP
Division code
Division ROX Oxidizer
5.1
Division ROP Organic Peroxides

5.2
Class 6: Toxic Substances

or IMP
Division code
Division RPB Toxic Substances
6.1
Division RIS Infectious

6.2 Substances
Class 7: Radioactive Material

or IMP
Division code
Division RRW Radioactive
7 CAT I Material /
White
CAT I

or IMP
Division code
Division RRY Radioactive
7 CAT II Material /
Yellow
CAT II
Division RRY Radioactive

7 CAT Material /
III Yellow
CAT III
Division RRY Special label

7 for Fissile
Material
Class 8: Corrosives
or IMP
Division code
Division RCM Corrosive Material
8
Class 9 Miscellaneous Dangerous Goods

or IMP
Division code
Division RMD Miscellaneous
9 Dangerous
Goods
Division RLI Lithium-ion

9 batteries
Division ICE Dry Ice(Carbon

9 dioxide ice)
Division RSB Polymeric
9 Beads
For more details about lithium batteries please refer COM item (4.8.10).
The Miscellaneous Dangerous Goods Class is provided to cover items such as
Dry Ice and Polymeric Beads, which may contain some, risk but do not pose a
significant hazard.
Miscellaneous Dangerous Goods except the two goods shown above have
IATA Air Imp Code RMD.
Examples: wheelchairs with wet cell batteries, vehicles self-inflating live- saving
appliances.
Vehicles are always RMD but the hazard label is not needed.
Magnetized material has the IATA Air Imp codes MAG. It needs no hazard label
but the handling label as following:
2.10.8.6 Handling Labels

• To assist with identification and accuracy in relation to Dangerous
Goods, the table where the Labels are featured, where applicable, also
contains the applicable AIR IMP Code(s).
• All types of labels that are required must be utilized and must be clearly
visible on the packages and indicate, where applicable, the proper
orientation of the package.
• In addition to the Class and Division specific Labels, there are also a
number of handling labels required for Dangerous Goods and/or Special
Load. The most common Handling Labels are shown below.
2.10.8.7 Segregation Chart (Table of Incompatibilities)

The Syrian air segregation chart shows incompatibilities between the different
special loads. The numbers on the segregation chart show the rules that must
be observed. The rules are shown on the next table.
Class IATA R R R R R R R R R R R R R R R R I F H E H A
Or IMP X G X X X X X X P C F S O P R C C L U A E V
div code C X B C D E G S G L L C X B Y M E MM T G I
/ / /
R R R
F O I
W P S
1.3C* RCX 1 1 1 1 1 1 1 1 1
1.3G* RGX 1 1 1 1 1 1 1 1 1 1 1
1.4B RXB 1 1 1 1 1 1 1 1 1 1 1 1
1.4C RXC 1 1 1 1 1 1 1 1 1
1.4D RXD 1 1 1 1 1 1 1 1 1
1.4E RXE 1 1 1 1 1 1 1 1 1
1.4G RXG 1 1 1 1 1 1 1 1 1 1 1
1.4S RXS 1
2 RPG 1 1 1 1 1 1 1
2 RCL 1 1 1 1 1 1 1 1 1
3 RFL 1 1 1 1 1 1 1 1
4 RSC 1 1 1 1 1 1 1 1 1
RFW
5 ROP 1 1 1 1 1 1 1 1 1 1
ROX
6 RPB 1 1 1 1 1 1 1 2 2
RIS
7 RRY # # #
8 RCM 1 1 1 1 1 1 1 1
9 ICE 1 3
FIL #
HUM 1 1
EAT 2 1 1
HEG 1 # 1
AVI 1 2 # 2 1 1 4
NOTES:
*Codes: RCX and RGX are assigned exclusively to those items identified as
authorized on cargo aircraft. All other explosives in division1.3 are forbidden
for transportation.
# Minimum separation distance are specified by IATA regulations.
1 Shall not be loaded in close proximity of one another.
2 Must not be stowed in the same compartment, unless loaded in ULDs not
adjacent to one another or in closed ULDs.
3 Must not be stowed in the same compartment.
4 The segregation requirements of item 1 applies only to laboratory animals
and to animals are natural enemies.
FIL undeveloped / unexposed film.

HUM human remains in coffin.
EAT foodstuff (also includes PES: fish / seafood & PEM: meal).
HEG hatching eggs.
AVI live animals.
DG must be clearly marked and labeled with the appropriate labels. DG label
must be clear visible. Special handling instructions (labels or imprints) e.g. this
way up or arrows indicating the proper orientation of the package must be
strictly observed.
SEGREGATION
Syrianair must comply with the regulations contained in the technical instruction
and IATA DGR on all occasions when DG is transported, no matter whether the
flight is wholly or partly operated outside the territory of Syria.
The following segregation procedures shall be adhered to:
1- Prior to shipment, DG shall be stored in a secure and protected
environment where it is not subject to weather and other influences.
2- All DG classes and divisions have a diamond shaped hazard label.
3- All unattended entrance to the DG area shall remain locked at all times.
4- An alarm system capable of detecting unauthorized access.
5- The storage area for DG shall be signed (visible signs affixed)
accordingly.
6- Check compliance with regulations applicable to DG.
7- The outbound DG load shall be ready in due time on the tarmac, sorted
and separated according to the planned distribution on board.
8- All loads shall be set down easily rather than dropping it.
9- If load for two destinations is loaded in the same compartment, the
destination shall be separated by separation nets.
10- A visual inspection of the storage area and hold will also be made and if
any damage or leakage is found, designated authorities will be informed
immediately.
Dangerous goods incompatibilities

Incompatible dangerous goods must be segregated during acceptance,
handling and loading. Syrianair and/or its appointed representative shall ensure
that local regulations applicable to the storage and handling of dangerous
goods are complied with. Local regulations may exceed those mentioned in the
table below:
Segregation of packages – IATA Dangerous Goods Regulations
An “X” at an intersection of a row and column indicates that packages

containing these classes/ divisions of dangerous goods must be segregated. A
“-“at the intersections of a row and a column indicates that packages containing
these classes / divisions of dangerous goods do not require segregation.
Division 4.1 and Classes 6, 7, and 9 are not included in this table, as they do
not require segregation from other types of dangerous goods.
Information pertaining to Note 1 shall be found in Section 9.3.2.2 of the IATA
Dangerous Goods Regulations.
Information pertaining to Note 2 shall be found in Section 9.3.2.2.4 of the IATA
Dangerous Goods Regulations.
2.10.8.8 Radioactive Material

There are three categories of radioactive material. For radioactive material of
category I (RRW), there are no special restrictions. However, for the carriage
of radioactive material of category II and III (RRY) the following restrictions have
to be observed:
• The permitted total of transport indices must not be exceeded,
Reference Section 10 of the IATA Dangerous Goods Regulations.
• The material must be loaded in the correct loading area.
• The loading height (distance from compartment floor to top of packages)
is limited in lower compartments of passenger aircraft.
• The actual amount of transport indices for each package must be
entered on the hazard labels of the respective package by the shipper
(except RRW).
• If several packages with radioactive material are carried on the same
flight, the total amount of transport indices of all packages shall be taken
as a basis.
• Packages containing radioactive materials of category II and III (RRY)

shall always be stowed on the compartment floor to ensure a maximum
distance to passengers and crew.
• It must be ensured that no damage can be caused by load placed on top
of the packages.
• Packages with radioactive material of category II and Ill (RRY) without
entry of transport indices on the label or with broken seals (if any) must
not be carried.
• Radioactive materials must be restrained so that movement is not
possible under any circumstances during flight.
The respective load limitations for radioactive materials on board passenger
and cargo aircraft are shown on the following tables. No individual
package shall be accepted with a T.I. of more than 10. Passenger aircraft
can carry a maximum of 50 T.I.
Note that Quantities that total above 50 T.I. (shown in the table below) are
permitted on Cargo Aircraft Only.
Separation of radioactive Material on Passenger and Cargo Aircraft

Ref IATA DGR, Section 9
2.10.8.9 Magnetized Material (MAG)

Magnetized material (MAG) can be carried only in the aft hold. The Cargo
Handling Department is responsible that magnetized materials are packed
according to the relevant packing instructions of the IATA Dangerous Goods
Regulations before accepted for transport.
• If any articles, that are sensitive to magnetized material, are accepted,
cargo services must inform the responsible Load Control agent to
ensure that
• These articles are not loaded adjacent to magnetized material.
• Load controller shall enter this information in plain text in the load sheet
as well as in LDM under supplementary information (SI).
• Loading supervisor must confirm that information provided to pilot-in-
command (NOTOC) is accurate and magnetized articles are loaded
without any damage.
Magnets material do not affect humans directly, but can influence the compass
or other material (e.g. undeveloped films).
Undeveloped films (FIL) and press materials
Undeveloped films and Press Material shall be accepted by Cargo Section only.
Undeveloped color films deteriorate rapidly when subjected to wide
temperature variations.
In belly compartments, consignments should not be loaded directly on to floors.
They should be stored in moderate temperature premises.
Do not load undeveloped films and Press Material next to radioactive materials
(RRY). Do not load video/audio tapes next to magnetized materials. Do not load
packages, if they are damaged or seem to be damaged.
2.10.8.10 Dry Ice

Carbon dioxide, solid (dry ice) shipped by itself or used as a refrigerant for
other commodities, may be carried provided that the Syrianair has made
suitable arrangements dependent on the aircraft type, the aircraft ventilation
rates, the methods of packing and stowing, whether or not animals will be
carried on the same flight and other factors. Syrianair shall ensure that all
ground handling staff are informed that Carbon dioxide; solid (dry ice) is being
loaded or is on board the aircraft.
Dry Ice (ICE) may be carried for cooling perishable goods or as cargo.
Following loading instructions must be observed:
• Dry ice per hold is limited to quantity as per airframe manufacturer's

instructions. Maximum of 200 kg dry ice per hold is allowed.
• The structure of compartments. Pallets and containers must be
protected against direct contact with dry ice by insulating material.
• Transit and destination station must ventilate the compartments before
entering. Wait about two minutes after opening the hold door before
entering the hold, thus the hold will be ventilated with fresh air.
• Live animals and dry ice must not be loaded together in the same
compartment.
• Packed dry ice, for example in wooden, cardboard, plastic or polystyrene
boxes according to IATA DGRs.
• The use of unpacked dry ice is not allowed.
• Where dry ice is contained in ULD or other type of pallet prepared by a
shipper must be in accordance with packing instructions 904 in IATA
DGR (yellow pages) and Syrianair procedures (Dry ice can be
transported in ULD with an additional wrapping/insulating material, it is
referred as provisional cool unit).
• Ground handling staff must ensure that the information provided to pilot-
in-command reflects that revised quantity of dry ice.
More details may be found in IATA DGR 9.5
2.10.8.11 Polymeric Beads (RSB)

A maximum of 100 kg of polymeric beads (RSB) may be carried in each
hold. This means that where a Hold contains more than one (1) Compartment,
the entire Hold (regardless of number of compartments contained within it) must
not have more than 100kg of RSB loaded therein.
These substances are expandable Polystyrene Beads or granules and plastic
molding materials and may give off small quantities of flammable gas.
2.10.8.12 Battery Driven Wheelchairs

• Acceptance and handling of Battery Driven Wheelchairs or other battery-
operated mobility aids for transport as checked baggage shall be as the
applicable dangerous goods handling and loading requirements. Before
loading wheelchairs with a dry battery or with a battery filled with a non-
spill able gel check in staff must be ensured that:
o The battery is securely attached to the wheelchair
o The battery is disconnected by the passenger himself or by the
trained check in supervisor.
o The battery poles are insulated in order to prevent short-circuits.
• So-called high tech wheelchairs often have integrated dry batteries,
which cannot be disconnected at the battery terminals. They have a
removable control unit, which, if it is removed, disconnects the battery.
• Such wheelchairs may be loaded if the control unit is removed.
• Spill able wet cell batteries may only be shipped as Dangerous Goods
cargo through the cargo-handling department.
• In the load sheet as well as in LDM and CPM the loading position of a
battery driven wheelchair shall be shown in plain text under “Sl.” and
shall be accounted for in the load control process. NOTOC shall be
issued.
2.10.8.13 Dangerous Goods Carried by Passengers or Crew

Dangerous Goods must not be loaded in or as passenger, crew checked, or
carry-on baggage, except if allowed in the table 2.3A which found in item
5.3.2.8 of these manual.
Totally Forbidden:
• Security type briefcases or attaché cases incorporating dangerous goods, such
as lithium batteries or pyrotechnic devices (explosives!) are totally forbidden.
• Disabling devices, such as mace, pepper spray, etc. containing an irritating
or incapacitating substance are also TOTALLY FORBIDDEN.
• Fireworks of any type, including all party fireworks, in any quantity are strictly
and TOTALLY FORBIDDEN from carriage.
• The table shown below is from the IATA Dangerous Goods Regulations.
• As specified elsewhere in this Section, the IATA DGR is the principal
reference document so the Table below is provided for guidance purposes
only but the IATA DGR must be consulted for the most up to date information.
• A copy of this Table is also featured in the Syrianair Passenger and Baggage
Handling Manual and shall be available at all Check In Counters, Service
Desks, Ticketing Offices or area where tickets are sold or passenger check in,
boarding and/or and check in and boarding related activities or functions are
performed.
LOAD CONTROL REV 04 / 30 NOV 22
2.10.8.14 Dangerous Goods–special load Notification to Captain (NOTOC)

1. All shipments of Special loads / dangerous goods must be listed on the
‘special load notification to captain’.
2. Cargo staff are responsible to:
 Complete (NOTOC) with all information on DG-SL shipments to be
loaded on a flight and;
 Communicate such information with the load control office.
 Inform the FOO with All SL-DG Information verbally in sufficient time
before flight STD to enable them to take necessary action.
3. Load control delivers a copy of the NOTOC to FOO after has been signed
by the pilot in command.
4. The loading supervisor ensures that an aircraft in which dangerous goods
are carried, must provide the pilot-in-command as soon as practicable prior
to departure of the aircraft, with accurate and legible written or printed
information concerning dangerous goods that are to be carried as cargo.
The information shall also include confirmation that there was no evidence
of damage or leakage at the time of loading.
5. NOTOC must be retained on station flight files and load control office, in
accordance with requirements of the regulatory authority but not less than
three months after the flight on which the dangerous goods were transported
The information in NOTOC must include the following:
I. The Air waybill number (when issued)

II. The proper shipping name, supplemented with the technical names and
UN number or ID number as listed in the current IATA DGR regulations.
III. The class or division and subsidiary risk(s) corresponding to labels
applied by numerals and in the case of class1, the compatibility group
IV. The packaging group as shown on the shipper’s declaration.
V. For non-radioactive material, the number of packages, exact loading
location and, as applicable net quantity, or gross weight, of each
package except;
• For UN 1845:carbon dioxide, solid(dry ice) only the UN number, proper
shipping name, class, total quantity in each aircraft hold and offload
airport are required .
• For UN 3480, (Lithium ion batteries) and UN 3090 (lithium metal
batteries): At the option of the Operator, only the UN number, proper
shipping name, class, total quantity at each loading location, and
whether the package must be carried on a cargo-only aircraft are
required. UN 3480 (Lithium ion batteries) and UN 3090 (lithium metal
batteries) carried under a State exemption shall meet all requirements
specified in iv) and v).
VI. For Radioactive material, number and category of packages, over packs
or freight containers, exact loading location, and, transport index, and
their dimension for each package.
VII. Any restriction for transport on Cargo Aircraft Only.
VIII. The airport at which the packages is to be unloaded.

IX. If applicable, an indication that the dangerous goods are being carried
under a state exemption.
X. Where applicable ULD identification number(s).
XI. In addition to the language, which may be required by the state of the
operator, English must be used for the information to the pilot-in-
command.
XII. State exemptions – when dangerous goods are being carried under a
state exemption, reference must appear on the NOTOC in the other
information column.
The Commander is to be given a NOTOC containing all relevant information

for the transportation of all special loads including Dangerous Goods as
soon as practicable prior to departure;
With accurate notification pertaining to dangerous goods onboard the aircraft,
such notification shall include dangerous goods that have been loaded on the
aircraft at a previous departure point and that are to be carried on a subsequent
flight. This NOTOC must be readily available to him during the entire flight. The
NOTOC shall be issued as minimum of two copies.
NOTOC also contains information:
1. For use emergency response to an accident or incident involving
Dangerous Goods on board.
2. To provide to air traffic services in the event of an in-flight emergency.
• NOTOC shall be prepared by cargo staff completely including the

category and hazards class of these goods, the number of packages,
and their weight.
• Loading position filled by loading supervisor.
• Where the special load does not originate from cargo, such as the case
of PET/C, PEF or firearms as baggage, check-in Supervisor shall inform
the Load Controller who shall prepare a NOTOC for the respective
special load.
• All documents shall be handed over to the person responsible for Load
Control, who in turn enters the loading position(s) onto the NOTOC
according to the loading instruction report. Load Controller shall insure
NOTOC is fully completed prior to the Pilot-in-Command signing
including the final locations of the special loads within the aircraft.
Loading supervisor shall confirm the following with his signature on
NOTOC:
o Final visual check prior and upon loading that there is no evidence of any
damaged or leaking packages containing DGs have been loaded on
aircraft.
o Ensure LIR includes the final location of all special loads including DGs.
o If any changes are required check with load controller for approval before
making the change.
o NOTOC shall be presented to and signed by Pilot-in-Command at no
later than 20 minutes before departure.
o NOTOC information shall be included in LDM and other relevant
messages.
o One copy of NOTOC kept at station flight file.
• All further NOTOC for connecting flights and/or joining crews shall be
handed over also to Pilot-in-Command.
• After arrival, loading supervisor will get a copy of the NOTOC from Pilot-
in-Command; He shall confirm the proper conditions during off-loading.
• At station where a new crew take over flight duties or a reloading
becomes necessary, the already prepared NOTOC shall be completed
with the loading position and the proper conditions shall be confirmed
(off/on loading).
Manual NOTOC form is founded in (GOM 12.3/02) appendix section in this
manual.
• Syrianair ensures the dangerous goods information;
 Includes an indication that the PIC has received the information as the
following procedure; The Loading supervisor must sign NOTOC under
‘Prepared by/Cert No” that: “The load has been secured in a manner that
satisfies safety loading instructions”. After loading, the PIC must confirm
with his signature.
 Is readily accessible to the airports of last departure and next scheduled
arrival until the flight has arrived at the destination airport.
2.10.9 Loading of Live Animals

The Loading and Carriage of Live Animals is primarily governed by the
requirements of the IATA Live Animal Regulations. However, the following
information is provided as a summary of the requirements and applicable
references to the IATA Live Animal Regulations are made where appropriate.
As mentioned above, the IATA Live Animal Regulations govern the carriage
of Live Animals on Syrianair Aircraft or in case Syrianair is a service provider;
however, the requirements for such carriage are summarized below for ease
of reference, with the IATA Live Animal Regulations remaining the principal
reference documents.
2.10.9.1 General Rules

For the shipment of live animals, the following regulations apply:
1. The aircraft-handling department generally can take it for granted that

animals are provided for air transportation in cages complying with the
regulations laid down in the IATA Live Animals Regulations.
2. Animals shall be protected from noise, fumes, drafts, direct sunlight and bad
weather conditions.
3. Cages shall be stowed in such a way that there is enough distance to other
load to guarantee sufficient oxygen supply.
4. Live animals, except tropical fish, shall only be loaded in bulk compartments
If shipments with live animals shall be loaded in a ULD compartment, a
special permission has to be obtained from Cargo Services
5. Cages shall not be loaded directly in front of air outlets or in direct contact
with compartment walls.
6. When live animal shipments are loaded, polythene sheets shall protect the
floor of the compartment.
7. The cages and all other load in the same net section must be secured
against movement.
8. For segregation requirements refer to the IATA Live Animal Regulations
9. Compartment lights generally shall be switched off (exception:
transportation of live birds).
10. The corresponding compartment door shall be closed as late as possible.
At the destination or transit station, the compartment door shall be opened
immediately. This procedure also applies for technical landings.
11. The special load info on the NOTOC shall be completed and handed to the
cockpit crew.
12. Live animals shipments shall be treated as wet shipments, and must be
manifested in all documents as AVI.
13. Where appropriate, the floor of the container shall be covered with
absorbent material, e.g. wood shavings, peat or sawdust.
14. The use of hay or straw shall be avoided due to combustibility and
quarantine regulations by some countries.
15. Ground transportation and loading/unloading shall be performed smoothly
in order not to startle the animals.
16. Animal shipments shall not be left standing unnecessarily in the open, noon
standing aircraft when the departure is delayed.
17. Live animals shall not be packed inside a closed ULD, except for a few
species, e.g. tropical fish.
18. When loading containers onto pallets with igloos, the cages shall be stowed
next to the igloo opening, with their main ventilation side facing the open
side of the igloo.
19. The igloo protection cover (if any) shall remain folded up.
20. The containers shall always be tied down or be otherwise secured against
any kind of movement at take-off, landing and during flight, to prevent
shifting or falling of the animal container.
21. The containers shall be stowed in such a way that there is enough space
between cages and other load to guarantee a sufficient air circulation.
22. Cages shall not be placed under other loads.
23. The containers shall be accessible, without needing to be off-loaded, when
care of the animal is required during transit stops.
24. In the event of an excessive delay, special care shall be taken, according to
shippers/passengers instructions, e.g. opening of compartment doors, extra
watering/feeding, offloading, etc. as necessary.
25. The containers shall not be loaded directly in front of or below air ventilation
outlets, or in contact with the floor, or compartment walls, or internal lights.
26. Animals which are natural enemies shall not be loaded in close proximity to
one another.
27. If male and female animals are loaded in the same compartment or hold,
they shall be stowed as far apart as possible.
28. Animals shall not be loaded in close proximity to cryogenic liquids (RCL),
Carbon dioxide, solid (dry ice) (ICE) and foodstuffs (EAT).
29. Live animals shall not be stowed in the same compartment as poisons
(RPB) and infectious substances (RIS).
30. Live animals may be loaded together with radioactive materials, provided
that the separation distances stated in the IATA Live Animals Regulations
are complied with.
31. For carriage of birds on long haul flights, the cargo compartment lights shall
be left switched on, to enable the birds to feed during flight.
32. There appears to be no scientific or technical reason why live animals (AVI)
and human remains (HUM) shall be segregated in aircraft cargo
compartments.
However, it may be ethical for cultural reasons to segregate them.
For the loading of several species, special regulations have to be adhered to.
For additional information and conditions, refer to IATA Live Animal Regulations
2.10.10 Perishable Cargo
2.10.10.1 General
Perishable cargo is goods whose condition or suitability for the original purpose
may deteriorate if either exposed to undue changes in temperature or humidity
or delayed in carriage (e.g. fruit, vegetables, flowers, meat/fish shipments, etc.).
As individual procedures are applicable for different kinds of perishable goods,
the following different load information codes have to be used:
• Food for human or animal consumption EAT
• Hatching eggs HEG
• Flowers and plants PEF

• Meat and meat products PEM
• Fruits and vegetables PEP
• Fish and seafood PES
• Other perishable goods PER
For perishable cargo, which requires special attention during flight, e.g.
recommended temperatures or ventilation, such information shall be entered in
the special load info on the NOTOC.
2.10.10.2 Loading
Perishable cargo shall only be accepted for carriage if it is properly packed to
avoid damage or contamination to other load or compartments / unit load
devices.
Pallets with flowers, fruits or vegetables shall only be covered with plastic foil
max. 50 cm from the upper rim of the contour in order to grant a sufficient air
circulation.
If perishable cargo is carried that contains fluid which could leak (e.g. meat, fish
or other seafood) the floor of the compartment / unit load device shall be
protected with polythene sheet to avoid contamination. Fish or seafood
shipments that are packed with wet ice must not be accepted.
Care shall be taken when stacking perishable items so that the lower layers of
the stack are not damaged by the weight of the upper layers.
1) Perishable goods are those whose condition or suitability for
original purpose may deteriorate if exposed to undue changes in
temperature or humidity, or delay in carriage.
2) Perishable items shall be loaded so that they are suitably
accessible in case any handling is required at an en-route and/ or
destination station.
3) Articles refrigerated with wet ice and perishable cargo containing
fluid or moisture, which could leak onto the compartment floor,
shall be treated as wet cargo.
4) Foodstuffs (EAT) shall not be loaded together with toxic
substances (RPB)or infectious substances (RIS) in the same
compartment, unless they are loaded in separate ULDs not
adjacent to each other.
5) Foodstuffs (EAT) shall not be loaded in close proximity of live
animals (AVI) and non-cremated human remains (HUM).
6) Care shall be taken when stacking perishable items so that the
lower layers of the stack are not damaged by the weight of the
upper layers.
Meat
Meat shall be enclosed in waterproof material and handled as wet cargo.
Hatching Eggs
Hatching eggs shall not be stowed in close proximity of Carbon dioxide, solid
(dry ice) (ICE) and cryogenic liquids (RCL). Hatching eggs shall be separated
from radioactive materials Categories II and III in accordance with DG
Regulations.
Flowers
Flowers shall be stowed so as to avoid direct contact with the compartment
floor or walls. Flowers shall not be stowed in the same hold or ULD as fresh
fruit and vegetables due to ethylene gas produced by vegetables which may
deteriorate flowers.
Fresh Fruit and Vegetable
When fresh fruit and vegetables are loaded in quantities which require stacking
in ULDs, care shall be taken to ensure that an airspace is possible between the
packages. This is particularly important with fresh fruit and vegetables having
a high moisture content.
Sea Food
Fish shall be completely enclosed in watertight containers and handled as wet
cargo. Any wet ice used shall be sealed within its own watertight container.
Living Human Organs /Blood
Living human organs/blood (LHO) may be loaded in the same hold as
radioactive materials Categories II and III (Yellow label — RRY), provided that
LHO shall be separated the same distance as applicable to persons in
accordance with the IATA Dangerous Goods Regulations (see DGR 9.3.12 and
Table 9.3.D). Living human organs/blood (LHO) shall be adequately separated
from human remains in coffins (HUM).
Handling in Delay Situations
In the event of a delay to a flight carrying perishable cargo, one of the following
courses of action shall be considered, the choice depending on such factors as
length of delay and availability of facilities, equipment and alternative flights:
1) provision of air conditioning to the aircraft if the perishable cargo would
benefit from such action;
2) transferring the perishable cargo to a warehouse with adequate facilities
such as air conditioning or cold store;
3) off-loading the cargo and rebooking on another flight;
4) Monitoring temperature control and refilling Carbon dioxide, solid (dry

ice) supply, in case refrigerated/temperature control containers are
used.
5) At the destination the shipper and consignee shall be kept informed.
Additionally, in the event of a change of flight/routing any onward carriers
holding space for the cargo shall also be kept informed.
2.10.10.3 Handling in Delay Situations

In the event of an extensive delay actions shall be taken to prevent deterioration
of the load, such as:
• Provision of air-conditioning of the aircraft
• Transferring the perishable cargo to a warehouse with adequate facilities
such as air-conditioning or cold store
• Offloading and rebooking on another flight
• Monitoring the temperature and refilling the dry Ice supply (in case
refrigerating containers are used)
2.10.11 Human Remains

Following regulations apply for human remains in coffins:
• Human remains always have to be considered as HEA and wet freight.
• The floor of the compartment or ULD must be protected by polythene
sheet.
• Human remains must always be tied town.
• Human remains must always be loaded horizontally.
• Human remains must not be loaded in close proximity of food for human
or animal consumption or live animals.
• Loading of human remains in urns is permitted without special
restrictions.
Handling Urns
Handling and loading as normal cargo
2.10.12 Wet Freight

Load containing liquids or from which liquids may leak out because of their
nature (except dangerous goods) is considered to be wet freight, e.g.:
• Shipments of casings / raw skins
• Live animals
• Fresh I frozen meat or fish
• Human remains in coffins

When loading wet freight care must be taken that:
• Polythene sheets must protect the floor of the compartment ULD as well
as other load
• The boxes are stowed in an upright position (THIS WAY UP label).
• Bowls containing casings or raw skins are completely wrapped in
polythene sheets and each bowl is lashed.
• Damaged packages must not be carried
To prevent and to contain the spillage of any liquids inside aircraft and during
aircraft handling the following steps shall be applied. This is because of the
danger that spillage or leakage during carriage by air could lead to corrosion or
other damage to the aircraft structure or its components, or damage to other
load.
The following types of cargo are to be considered as wet cargo:
I. shipments of liquids in watertight containers;
II. shipments of wet materials not packed in watertight containers, e.g. fish packed
in wet ice, fresh meat, casings (fresh animal guts), wet hides, skins, etc.;
III. Goods, which may produce liquid, e.g. live animals.
For aircraft/ULD handling and loading the following precautions shall be taken:
1. To protect the aircraft floor, plastic sheets or tarpaulins shall be spread
on the aircraft or ULD floor and walls, so as to catch any spillage or
leakage.
2. Containers shall be stowed and secured upright, i.e. the closure must be
at the top.
3. Special Handling instructions (labels or imprints, e.g. “This Way Up”
label) shall be strictly observed.
4. Damaged packages or packages where damage can be assumed to
have occurred shall not be loaded in a ULD or on the aircraft, e.g.
packages with holes, indentations, traces of leakage, defective caps or
closure devices.
5. For wet cargo in containers which are not watertight it is essential that
secondary measures are taken to ensure that any spillage can be
contained.
This can be achieved by:
Placing and securing the shipment in a bowl, or similar receptacle, the volume
of which is sufficient to contain any spillage; Following the instruction in 6.1 and
additionally turning the edges up against the aircraft/ULD wall, or other cargo,
so as to create a waterproof basin around the shipment.
• Cargo which by its nature may produce liquid, for example live animals
which make a large amount of urine, shall be in leak-proof containers or
shall contain sufficient absorbent material. Additionally, plastic sheet or
tarpaulins shall be used.
• Other wet cargo such as fresh meat, casings, wet hides and skins,
whether packed in leak-proof containers or not, shall be prevented from
having direct contact with the aircraft floor. This serves to protect the
aircraft from corrosion or contamination by blood or other liquids, and to
maintain the hygiene standards of food products.
• It shall be noted that when it is wet or damp, the strength of some
packaging's can be considerably reduced. Special attention shall be
given to avoid crushing of the packages when stacking to several levels.
a- Actions to be taken in case of spillage
• If spillage or leakage of liquids takes place onto the aircraft floor or walls,
the person in charge of the loading/unloading shall immediately notify
the carrier’s representative, station engineer or captain using figure 5-2,
so that the appropriate follow-up measures may be taken.
• If spillage or leakage of liquids takes place around the aircraft, then notify
designated authority, Emergency services, and Fire-fighting Services, if
required. The area shall be secured. No vehicles shall be allowed to
approach the spillage. Contain spill by use the initial spill response kit.
• The aircraft’s documentation shall be checked to assist the identification
of the liquid concerned.
• Procedures would also typically focus on the avoidance of and response
to fluid spillage in station airside operations, to include containment,
reporting and cleanup, in accordance with the requirements of relevant
authorities.
Other procedures might address spillage of: Toilet waste; Water (particularly in
freezing conditions) and ice cubes; Oil and hydraulic fluid; Hazardous materials
and other chemicals
• Hold baggage and/or equipment, prior to release for loading into the
aircraft shall be inspected for signs of substance leakage, and, if
leakage of dangerous goods is found, such baggage and/or equipment
is prevented from release for loading into the aircraft and:
 An evaluation shall be conducted to identify and prevent from
transport any other baggage or equipment that has become
contaminated by such leakage;
 A notification shall be made to the SCAA and customer airline incase
Syrianair is a service provider.
• Hold baggage shall be inspected for any leaking or damaged shipments
prior to loading onto the aircraft. This is of particular importance with
dangerous goods, live animals, wet cargo such as fish and any other
baggage that might leak.
• On discovery of any the spillage at any area during aircraft handling (
check in area, sorting baggage area, cargo area or any other area )
make sure the area is safe by containing the spill and keeping people
away from spillage.
An initial assessment (evaluation) of the spillage shall be made to determine
whether emergency services are required. If emergency services are called,
the area shall be evacuated and cordoned off until declared safe.
Non-hazardous:
Where spillage has been identified as non-hazardous and the IATA regulations
do not apply:
- Contact the aircraft engineer.
- Inform the Syrianair representative.
- Inform customer airlines representative when Syrianair is a service provider.
- Clean up the spillage by ether local airport authority or appointed agent.
- Personal Protective Equipment (PPE) shall be considered before attempting
to clean and contain the spillage.
Hazardous:
- Evacuate the contaminated area of the aircraft.
- Contact the local authority including emergency response.
- Contact the commander of the aircraft if attending the aircraft.
- Ensure the area is clear and contained.
- Contact the aircraft engineer.
- Inform the Syrianair representative.
- Inform customer airlines representative when Syrianair is a service provider.
- Only re-enter the area once approval received from the local authority.
- All Hazardous spillages shall be co-ordinate by the appropriate authority.
- For fuel spillage - See sec 0
If there are spilled liquids in the compartments:
- Inform the Cargo Handling Department immediately.
- Report aircraft damages.
- Report all technical defects or other irregularities in the cargo compartments
to the Station duty officer and station Engineer.
- Report to the Cockpit Crew.
Packages containing dangerous goods must be inspected immediately prior to
loading in the ULD for signs of damage or leakage.
The suitably qualified loading supervisors are responsible to inspect

dangerous goods for damage, leakage or contamination immediately prior to
loading or off-loading the package on, respective from an aircraft, if the
respective shipment is visible (bulk load or pallet). For dangerous goods loaded
in closed containers the responsibility lies with the cargo department.
If damage or leakage be noticed by any person during the loading or off-loading
of dangerous goods:
i. Protect yourself
ii. Remain calm
iii. Secure the area
iv. Inform the responsible ramp agent
b- Damaged or leaking Shipments
The following guidelines shall be adhered to:
Damaged or leaking shipments are under no circumstances permitted to be
loaded into an aircraft.
1. When damage or leaking is noticed during loading or off-loading, the
Commander, the airport manager or operations supervisor has to be
informed.
2. If shipments are off-loaded from the aircraft all packages of the same
shipment shall be excluded from transport.
3. In the event of already loaded remove from aircraft without delay.
4. Any contaminated other items including cargo, mail, baggage or
transport devices that may have become contaminated shall be
removed from the aircraft.
5. Contaminated or infected area in the aircraft shall be cleaned.
6. In case of damaged RIS-shipments a teletype message has to be
sent to the station managers of all previous and subsequent line
stations.
7. In case of damaged RRW/RRY-shipment the personnel has to stay
at least 25m away from the radioactive parcels.
8. Any irregularities are to be reported by aircraft supervisor.
Any damage, spilled liquids or cargo loading sequence irregularities shall be
reported to the GRH safety officer.
2.10.13 Loading of Cars

Compliance with the IATA Dangerous Goods Regulations and a condition
appropriate for air transportation must be ensured by the cargo-handling
department for all cars positioned at the aircraft for loading.
Depending on the loading method, the car shall be palletized as follows:
10.10.13.1 Locking of the loaded pallet in the compartment

The car shall be rolled / driven onto the pallet and secured against rolling off by
setting the gear and parking brake.
For loading in a lower compartment (lateral loading), it is necessary to jack - up
the car due to the slanting compartment walls. For this purpose, spreaders or
wooden pellets shall be positioned on the pallet.
The car must be tied - down on the pallet by means of 4 tie down straps (one
strap for each wheel).
The straps shall either be pulled through a hole in the respective rim and back
across the wheel or wrapped around the axle. Both ends of the straps must be
fixed on the longitudinal side of the pallet and point into the same direction (see
example below).
It must be ensured that the straps do not chafe on parts of the car body.
Other kinds of lashing, e.g. through the car interior, across steering tie rods or
shock absorbers, are not permitted.
The pallet will be secured by the restraint system installed in the aircraft.

After loading the pallet with the car longitudinally into the aircraft, the car must
be tied-down to the aircraft structure by means of 4 tie - down straps (one strap
for each wheel).
fixed on the aircraft structure and point into the same direction (see example
below).
2.10.13.3 Push – In
When using this method the car is loaded on two pellets. Empty pallets must
be placed between the loading position and the compartment door. All pellets
must be secured by the restraint system installed in the aircraft. Then the car is
pushed onto its loading position. After the car is loaded, the remaining empty
pallets can be removed.
The car must be tied - down on the pallet by means of 4 tie - down straps (one
strap for each wheel).
fixed on the narrow side of the pallet and point into the same direction (see
example below).
The offloading station has to be informed in advance by telex and has to confirm
that a roll -out of the car is possible.
2.10.14 Heavy Pieces
Heavy pieces are pieces with a weight of 150kg or more. Heavy pieces can
endanger the safety of the aircraft, If heavy pieces are not secured properly,
they can move and break through containers or compartment walls and shift
the center of gravity or cause serious damage to the aircraft structure or other
important aircraft parts. Heavy pieces shall preferably be loaded on pallets.
If a heavy piece is loaded in a container:
• Load the heavy piece with utmost care to avoid damage to the container.
• Tie down the heavy piece if the container is not filled up to 40 cm below
the container roof.
• If a heavy piece is loaded in a bulk compartment:
• Always tie down the heavy piece
TIE-DOWN OF A LOAD WITH STRAPS OR STEEL CABLES

This table to be used for the tie-down of a load with straps or steel cables (based
on strength 2,250 kg or 5,000 lb) attached to double stud fittings (based on
strength 2,250 kg or 5,000 lb) on pallets or on the main deck of combination or
cargo aircraft
* The values shown allow for a maximum strap angle of 30° to the restraint
direction. Minimum distance between two fittings shall be specified for each
type of aircraft, e.g. single stud 30 cm (12 in) and double stud 50 cm (20 in).
** When the strap or cable is hooked on a fitting on one end and to the piece of
cargo on the other end, then the number of straps or cables is double the
number indicated in the tabulation.
*** For a normal shaped load the sideways restraint is provided by the restraints
in the other directions. Load with irregular shape or high center of gravity
requires left– right restraint.
TIE-DOWN OF A LOAD WITH ROPES
This table to be used for the tie-down of a load with ropes (based on strength
assumed to be 450 kg or 1,000 lb) attached to single stud fittings (based on
strength 900 kg or 2,000 lb) in the bulk hold of an aircraft or inside a container.*
* The values shown allow for a maximum strap angle of 30° to the restraint
direction. Minimum distance between two fittings shall be specified for each
type of aircraft, e.g. single stud 30 cm (12 in) and double stud 50 cm (20 in).
** When the rope is hooked on a fitting on one end and to the piece of cargo on
the other end, then the number of ropes is double the number indicated in the
tabulation.
*** For a normal shaped load the sideways restraint is provided by the restraints
in the other directions. Load with irregular shape or high center of gravity
requires left– right restraint.
2.10.15 Oversized Cargo

An item is defined as oversized cargo (BIG) if it has to be loaded over more
than one pallet position due to its dimensions.
Loading of oversized cargo is possible by two different methods:
2.10.15.1 Overlapping Piece

The item will be loaded overlapping on one pallet. Spreaders or wooden pallets
must be used to provide a minimum distance of 10 cm between the item and
the pallet.
The pallet must be secured by means of pallet locks and side restraints. The
item must be secured on the pallet by means of tie - down straps.

The item will be loaded on one pallet which must be placed in the center of the
compartment It occupies two pallet positions with its narrow sides in flight
direction.
The lashing of items loaded on floating pellets is performed by means of tie -
down straps fastened to the aircraft structure. A minimum distance of 50 cm
(20 inch) must be provided between two stud fittings in the same tie - down
track and against the same forces.
2.10.16 Pipes and Bars
Tubes, bars, beams and similar items, which due to their small cross - section
might penetrate the meshes of the pallet net or the compartment bulkhead shall
be loaded transverse to flight direction whenever possible.
If these items must be loaded longitudinally because of their length they must
be secured against forward and aft movement by means of supporting planks
or similar materials which must be fixed to their position by straps/ ropes.
It is recommended that full contour units are loaded in front and aft of pipes and
bars to provide additional protection against movement.
2.10.17 Pallet Stacks

Pallet stacks can be carried according to the following procedure:
• A maximum of 20 pellets is permitted for a pallet stack.
• Locking of the base pallet by means of the regular aircraft locking
devices.
• Tie-down to the base pallet:
• Four double stud tie-down straps have to be used; two tie - down straps
laterally and two tie - down straps longitudinally.
• Additionally the pallet net has to be used.
• No Cargo is to be loaded on pallet stacks.
• In order to allow a proper locking in the aircraft, pallet stacks have to be
supported on the base pallet by means of either four stacks with three
spreaders each or four wooden pellets.
• Defect pellets have to be separated from those ready for use by means
of spreaders (pallets ready for use underneath) and marked
unserviceable.
2.10.18 Valuable Cargo

Valuable cargo needs special handling procedures for security reasons:
• The captain has to be informed about the valuable cargo in the special
load info on the NOTOC.
• The cargo-handling department is responsible to check and control the
handling of valuable cargo on the ramp until loading into the aircraft, and
after offloading from the aircraft.
• The load controller or ramp agent is responsible to inform the cargo-
handling department about the planned loading position according to the
loading instruction and to inform the captain also verbally about the
loading of the valuable cargo (in addition to the special load information
on the NOTOC and the load sheet).
2.10.19 Floor Loading Limitations
The bearing capacity of the floor structure of cargo compartments is limited and
must not be exceeded. If necessary, the floor contact area / length of the load
shall be increased by means of spreaders. Due regard must be given to:
• The maximum load capacity of the floor, i.e. the maximum permissible
weight per square meter.
• The maximum floor load of the compartment in longitudinal direction, i.e.
the maximum permissible weight per running meter.
For limitations of cargo compartments see sections 11 of this manual (RB
aircrafts specifications).
When loading ULDs, it has to be ensured that no extreme floor loads occur.
This has to be observed particularly in case of single items with a high weight
and a small floor contact area. If in doubt about the maximum weight, spreaders
shall be used.
2.10.19.1 Floor Contact Area

The floor contact area of an item is the area of which is actually in contact with
the floor. The whole weight of the piece lies on the floor contact area only.
Example 1:
The floor contact area is the complete bottom of the piece:
Example 2
The floor contact area is the sum of the outstanding beams of the piece:
Length L x width of beam A
+ Length L x width of beam B
No additional load shall be loaded on top of a heavy item or on the spreaders.

Generally, spreaders must never be broken for covering smaller areas since
the contact area cannot exactly be determined.
A high pressure on spreaders on a comparatively small contact area of an item
may bend the spreaders. To avoid this, several layers of spreaders shall be
used.
2.10.19.2 Calculation, Maximum Floor Load per m2

Calculation of the actual floor load
Calculate the actual floor load per m2 by dividing the weight of the package
through the contact area:
Calculation of the needed floor contact area
Calculate the needed floor contact area by dividing the weight of the piece
through the maximum allowed floor load.
In order to obtain an even supporting area a minimum of two spreaders has to
be used.
Calculation of Maximum Running Load
Calculation of actual floor load
The actual floor load per running meter has to be calculated by dividing the
weight of the item through the length of the floor contact area in flight direction.
Calculation of required length of floor contact area
The required length of spreaders has to be calculated by dividing the weight of
the item through the maximum running load.

2.11 Last Minute Changes (LMC)

The Load Control system provides Information, to include last minute changes,
that is in agreement with the actual load on the aircraft and presented on a final
load sheet.
The load sheet has to reflect the actual loading state of the aircraft prior
to take off. In order to comply with this requirement, it is often necessary
to adjust the load sheet after completion. Such adjustments are called Last
Minute Changes (LMC).
 LMC need not necessarily be entered on the load sheet before it is handed
over to the flight crew. The loading supervisor or the commander will correct
the previous load and balance sheet. A copy of the corrected load and
balance sheet must be left to flight crew and to the ground operations.
 LMC Tolerances
No correction of balance calculation is required in case of LMC in the crew
figures. Fuel LMCs (take-off fuel or trip fuel) must not be entered in
the LMC box. A new load sheet and trim sheet must be issued.
 The LMC box in load sheet can be used if the changes in the ZFW items,
such as:
• Weight and number of the crew;
• Weight of the dead load;
• Number and weight of passengers;
• Weight of the pantry.
• Weight of the spare parts.
 Do not exceed the values given in the line below. The tolerances are
applicable for plus (+) and minus (-) differences.
 Maximum LMC weight shall not exceed 400 kgs for narrow bodies aircrafts
like A320, and shall not exceed 800 kgs for wide bodies aircrafts like A340.
 The maximum LMC correction shall never exceed the actual under load
before LMC and nor the FWD or AFT loading limits.
 If the values as specified above are exceeded a new load and balance
sheet has to be prepared.
UNIT LOAD DEVICES CONTROL REV 00 / JUL 17
3 UNIT LOAD DEVICES CONTROL
3.1 GENERAL
3.1.1 Identification of ULDs
3.1.1.1 Certified and Non-Certified ULDs
2.1.1.2 Identification Codes for ULDs used by Syrianair
3.1.2 Description / Characteristics of Syrianair ULDs
3.1.3 Syrianair ULD accessories
3.2 HANDLING
3.2.1 General Handling Requirements
3.2.2 Condition check of ULDs
3.2.3 Building of ULDs
3.2.4 Load Distribution and Shoring
3.2.5 Tie Down of Cargo on / in ULDs (securing of load)
3.2.6 Transport and Storage Requirements for ULDs
3.2.6.1 Transport ULDs
3.2.6.2 Storage ULDs
3.2.7 ULD Accessories Handling and Control
3.3 ADMINISTRATION
3.3.1 General ULD control procedures
3.3.2 ULD inventory requirements - SCM message
3.3.3 ULD identification at loading - UCM message
3.3.4 ULD transfer receipt - LUC (ULD Exchange Message)
3.3.5 Control of ULDs remitted to shippers / agents
3.3.6 ULD Record
3.3.7 ULD General Loading Rules
3.4 ULD AIRWORTHINESS AND SERVICEABILITY

3.4.1 Identify damage
3.4.2 ULD Loading
3.4.3 Damaged ULDs
3.4.3.1 Inspection of ULD Base
3.4.3.2 Inspection of ULD Body
3.4.3.3 Inspection of Door and Miscellaneous parts
3.4.3.4 List of Damages
3.4.3.5 Transport Damaged ULDs by Air
3.4.4 In-plane loading Systems
3.5 ULD COMPATIBILITY


UNIT LOAD DEVICES CONTROL REV 05 / 01 JUN 23
3 UNIT LOAD DEVICES CONTROL
3.1 GENERAL
All operational communications, processes and procedures for Unit Load

Devices services shall be adhered when conducting all activities in accordance
of IATA ULD Regulations (ULDR), SCAA requirements, and Syrian air
standards and in accordance with requirements of the customer airline(s) in
case Syrianair provides service to another airline.
This Section provides the Syrianair utilized ULDs information, handling,

operations and related instructions, including but not limited to, ULD build-up /
breakdown, transportation, storage and handling, whether performed on or off
the airport, in accordance with the Syrianair aircrafts Weight and Balance
Manuals, and with requirements of the current edition of IATA ULD Regulations
(ULDR).
ULDs come in two forms: pallets and containers. ULD pallets are rugged sheets
of aluminum with rims designed to lock onto cargo net lugs. ULD containers,
also known as cans and pods, are fully enclosed containers made of aluminum
or combination of aluminum (frame) and plastic (walls) and, depending on the
nature of the goods inside, may or may not have refrigeration units built-in.
3.1.1 Identification of ULDs
The International Air Transport Association has devised systems for the
classification and labeling of ULDs.
The systems are effective however, IATA use different terminology with
preferring to classify ULDs by their intended loading location such as the ‘Lower
Deck’ abbreviated as ‘LD’. This is where the ULD Codes such as ‘LD3’, ‘LD8’,
‘LD9’ and so-on originate from.
IATA ULD Type Codes
The more common system is that devised by IATA which comprises of a three
(3) character code which is used to denote the type of ULD including its
certification status, base size and intended use, followed by 4-5 digits (being
the serial number) and finally, completed with the airline code (IATA two (2)
letter) of the airline or organization that owns the ULD.
An explanation of the various codes used by IATA is shown in Table below
Figure 3-1
IATA ULD Type Codes
Example Explanation
A ULD Category. Identified using an Alphabetic Code. This
determines whether the ULD is certified, noncertified, etc.
K ULD Base Dimensions. Alphabetic or Numeric Code used to
represent a particular combination of base dimensions.
E Contour or Compatibility of ULD (Aircraft Type). Alphabetic.
See compatibility chart for different aircraft/ULD Types later
in this Section.
1 Serial Number. Numeric
2
3 The Serial Number can consist of either 4 or 5 digits with the
4 number of digits utilized dependent on the size of the Airline’s
5 ULD Fleet.
R Airline or Organization Owner/Registrant. Alpha or Alpha-
Numeric and utilizes IATA two (2) character codes or IATA
B sanctioned non-airline code. This example is for Syrianair
whose IATA Code is ‘RB’.
IATA ULD Category Codes

In order to provide a clear understanding of all of the codes used in making up
the ULD Serial Number, the following table provides a definition of each of
the three (3) characters that make up the ULD Type Code (such as AKC, for
example).
These codes are sanctioned by IATA and must be used for the entire world
ULD Fleet.
Note that codes which may still appear on some older ULDs but have been
otherwise rendered obsolete by IATA for all new equipment are highlighted by
being shown below in outline letters only in Table below
Figure 3-2
IATA ULD Category Codes
Code Explanation
A Certified Container (Means that the ULD can protect and
restrain load placed within it). Can be loaded in uncertified
holds/compartments.
B Obsolete Code for Certified Main Deck Aircraft Container
C Obsolete Code for Non-Aircraft Container
Non-Certified Container (Meaning that the ULD can only
D protect the load placed within it – MUST be carried in certified
holds only).
E Obsolete Code for Non-Certified Main Deck Aircraft Container
F Non-Certified Aircraft Pallet
G Non-Certified Aircraft Pallet Net
J Thermal Non-Structural Igloo
H Horse Stalls
K Cattle Stalls
M Thermal Non-Certified Aircraft Container
N Certified Aircraft Pallet Net
P Certified Aircraft Pallet
R Thermal Certified Aircraft Container
S Obsolete Code for Structural Igloo with Solid Doors
I Obsolete Code for Structural Igloo with Other than Solid Doors
U Non-Structural Container
V Automobile Transport Equipment
3.1.1.1 Certified and Non-Certified ULDs

The use of Unit Load Devices increases the general efficiency of the loading
process and reduces the resources required in the load and unload process.
However, there may be restrictions on the loading of ULDs onto aircraft, in
addition to whether the hold or compartment of a particular aircraft is able to
accommodate the ULD.
Certified ULDs are designed to protect and restrain load placed within them.
The Certification is based on the construction and design of the ULD meeting
minimum criteria for this purpose and if this is the case then the ULD will be
certified by an organization or authority approved to provide certification. Such
certification remains valid provided the ULD is loaded within the limits
designated on the certification.
A label will be attached to the container or pallet advising the certified limits
and that any relevant hold and/or compartment limits in the onboard loaded
location must also be observed.
The International Air Transport Association codes that refer to the certification
or non-certification of ULDs have been listed previously (A, D, etc.). A ULD
loaded on an aircraft forms part of the aircraft equipment. Some aircraft have
certified holds or compartments and others have noncertified holds. Therefore,
it is important for loading personnel and load controllers to be aware of the
difference between the two and what can be loaded on what aircraft.
To ensure that there is complete understanding of the requirements, the
following provides a simple summary.
• Certified ULD’s may be loaded in non-certified holds and certified holds.
• Non-Certified ULD’s may be loaded in certified holds but NOT in
noncertified holds, as there is no ability on the part of the
hold/compartment to restrain the load in the ULD.
3.1.1.2 Identification Codes for ULDs used by Syrianair

The table below provides a summary of the ULDs currently carried on Syrianair
Aircraft.
Syrianair has 3 types of Unit Load Devices or ULD's for use on their wide- body
fleet. These are the LD3 containers: AKE and AVE, P1P pallets (PAG-PAJ),
PMC pallets, as well as the containerized pallet commonly referred to as an
IGLOO, (AAK-AA4).
3.1.2 Description / Characteristics of Syrianair ULDs

The following list describes the ULD relevant dimensions, weights and
capacities currently used by Syrianair.
Figure 3-3
Type Dimensions Tare Volume Gross
Weight Weight
Inch CM Kgs Lbs Cu.m Cu.ft Kgs
AKE TW 79 200.7 80 176
(tarpaulin door)
BW 61.5 156.2 4.3 153 1587
AVE D 60 153.4 97 214
(metal door) H 64 162.6
ALF BW 125 317.5
D 60 153.4 160 323 8.9 314 3174
H 64 162.6
AAK / AA4 W 125 317.5
D 88 223.5 220 485 9.6 338 4626
H 64 162.6
P1P / PAG / W 125 317.5 98 216 N/A N/A 4626
PAJ D 88" 223.5
PMC W 125 317.5 110 242 N/A N/A 5103
D 96" 243.8
TW: Top Width, BW: Base Width, D: Depth, H: Height, W: Width.

ALF
3.1.3 Syrianair ULD accessories

STRAP NET
PALLET / NET ASSEMBLY
ROPE NET
ATTACHMENT FITTINGS

UNIT LOAD DEVICES CONTROL REV 05 / 01 JUN 23
3.2 HANDLING
As with any aircraft equipment there are clear guidelines for handling of ULD
equipment to ensure that damage is not sustained to the ULD stock or to the
loading equipment or rolling stock used to load the equipment.
Above all, it is necessary to follow all the required guidelines for handling of
ULDs to ensure that no damage to aircraft is sustained in the process
of loading, unloading and handling of ULDs.
3.2.1 General Handling Requirements

ULDs shall not be handled with forklifts unless specially designed for this
purpose. ULDs must not be stacked on top of one another, except pallets and
air/surface intermodal containers. This is in order to minimize and eliminate
possible damage or mishandling occurring while Unit Load Devices (ULDs)
are handled/ stored on ground, and to safeguard the interests of Syrianair.
3.2.2 Condition check of ULDs

Syrian air ensures that the ULDs inspected permanently to identify damage and
to determine airworthiness and serviceability as follow:
• The ULD maintenance staff are responsible for inspect the ULD when a ULD is
received or accepted and prior to the ULD entering service or being used by
Syrianair.
• The cargo handling staff, baggage loading porters and loading supervisor are
responsible for inspect the ULDs serviceability before being filled with loads and
prior to being released for loading into an aircraft.
• At no time shall a ULD that is damaged be used to transport cargo or baggage
on board of Syrianair Aircraft or on board of customer airline aircraft in case
• ULDs that are damaged will be taken out of service and will not re-enter service
until all damage has been satisfactorily repaired.
• Damaged ULDs can not only cause loading difficulties but can result in damage
to baggage and cargo, which must be rectified at Syrianair’s Expense, but may
also result in costly damage to aircraft systems and equipment.
• If such damage is not detected, it could lead to an expensive maintenance fee
for the aircraft in question and lead to a compromise in safety margins.
From time to time, Syrianair may distribute serviceability standards for different
types of ULD to be applied by personnel engaged in the handling and storage
of ULDs to ensure that all serviceability checks and actions are effective in
maintaining a stock of serviceable containers and pallets.
3.2.3 Building of ULDs

The building of pallets shall be done in accordance to the hold limitations found
in the Aircraft Specifications Section. Pallets shall be loaded so that the
contents do not overhang the perimeter of the pallet dimension. Exceptions are
allowed if the cargo has been sufficiently secured to not become a hazard or
damage the aircraft.
Buildup of pallets must also conform to the requirements specified in the pallet
certification to ensure that no equipment is overloaded, nor the hold /
compartment maxima or maximum running length of the aircraft hold /
compartment are exceeded.
Build-up of Pallets
• The maximum height of a lower deck netted pallet shall not exceed 1.60
m (63”)
• The loading area of a pallet is limited by the tie-down track at the outer
edge of the pallet.
• Keep the tie-down track always free from load and easily accessible.
• Keep the tie-down track always free from load and easily accessible.
• Make sure that the contour of the pallet fits into the compartment cross
section.
• Minimum safety distance at any place between compartment walls and
pallet contour :( 5 cm).
• Use a suitable pallet contour frame for full use of the compartment cross
section.
• Load heavier pieces at the bottom and as near to the center of the pallet
as possible
• Load lighter pieces over heavier pieces.
• Secure small pieces properly so that they cannot slide through the pallet
net meshes.
• If necessary, cover the load with a plastic net with small meshes before
laying the normal pallet net over it.
• Secure all loads on pallets with a suitable pallet net.
• Fix the tie-down fittings to the red marked pallet net attachment points.
The following rules are valid for containers and pallets, and any other loading
material used.
• Check the serviceability of the ULD before loading.
• Do not build up ULD, which stand on the floor. This ULD would need to
be fork lifted from the floor. This can seriously damage the ULD.
• Build up ULD only on dollies or on other roller-equipped loading
platforms.
• Ensure proper handling of the loading equipment.
• Load all pieces as possible on top of each other so that the load cannot
slip or move.
• Observe all aircraft-related limits: door dimensions, maximum weight
and volume capacities loadable contours etc.
• Observe the weight limitations of the ULD.
• Water can cause corrosion or short circuits in the aircraft:
o Remove water or snow from all ULD before loading them into the
aircraft.
o Wrap wet cargo into plastic foil as described on the next page.
To avoid damages:
• Build up ULD very carefully, especially when loading heavy pieces. Do
not load metal pieces or boxes with sharp metal edges directly on
the ULD floor. Use supporting material to protect the ULD floor.
3.2.4 Load Distribution and Shoring

The load shall whenever possible be distributed evenly across the base of the
ULD. At no time shall the hold limitations (capacity, linear and floor area)
found in the Aircraft Specifications Section be exceeded.
Exceeded published maxima in any respect can result in serious ULD
damage and damage to the Airframe of the aircraft concerned.
3.2.5 Tie Down of Cargo on / in ULDs (securing of load)

Cargo loaded on or in a ULD will not require additional tie down unless the
shape or density of the cargo could cause it to become a hazard or damage
airplane structure as a result of shifting under operational loads.
Should tie downs be required, the location and number shall allow for a
sufficient safety margin for uneven strap and net stretch and strap and
cargo slippage.
Normal load distribution and restraint formulae must be followed in
determining the amount of tie-down and restraint required with careful
attention to the restraint capability of the straps and/or netting that is utilized
for the task.
3.2.6 Transport and Storage Requirements for ULDs
3.2.6.1 Transport ULDs

When transporting ULDs the following must be considered,
• Before transporting ULDs on dollies, transporters or other vehicles,
ensure restraint stops, locks or other securing devices have been
correctly applied.
• Before transferring ULDs from one base support to another e.g.
from a dolly to an aircraft hi-loader, ensure that the bed height
levels are the same. This is to prevent damage to the ULD, particularly
the edges, during transfer. The maximum distance between rollers
of the two devices must not exceed 25cm.
• Reassure that the doors are closed whenever transporting containers.
• Before loading ULDs, it must be checked for damages; damaged
containers may cause damage to the aircraft and/or loading restraint
system and may invalidate the certificate of airworthiness. Damage
ULDs may also cause injury to personnel.
• To ensure that a unit is in a serviceable condition, it must be checked for
airworthiness before use and immediately upon arrival after each flight.
• Do not drag or push ULDs on the ground, ULDs shall always be moved
on rollers.
• When moving the ULD inside the aircraft personnel must remain in
constant control of the ULD. The ULD shall not be rammed, forced or
pushed at speed in to the loading bay; this may cause damage to
the ULD, the aircraft and/or the aircraft locking restraints or injury
to personnel.
Transporting ULDs (By Forklift)
Where recommended equipment is not practical and/or available, for example
where there are space restrictions ULDs may be moved by forklift trucks but
only when the following conditions are met,
• ULDs must be empty;
• Loaded ULD shall not be moved with a forklift.
• ULDs may only be lifted by the base.
• Forklifts must have wide/long tines to prevent piercing the ULD base.
Transporting Damaged ULDs
Damaged ULDs must not be used on aircraft and shall be sent for repair at the
earliest opportunity.
3.2.6.2 Storage ULDs

When ULDs are to be stored, Syrianair ULD branch is responsible to apply the
following measures:
• Adequate storage facilities and accessibility shall be provided for Syrian air
ULDs and other customer airline(s) ULDs.
• ULDs shall not be stored on the ground but whenever possible shall be
stored under cover and on a suitable base support system, e.g. dolly, roller
bed, etc. and suitable support lines maintain separation.
• ULDs, which cannot be stored under cover, shall be adequately secured
against strong winds.
• Doors of containers shall be securely closed to prevent damage.
• Safe guard of ULDs storage is maintained at all times and each ULD In-
service / Out- service is recorded. All ULDs records are kept at ULD service
branch.
• Under no circumstances are ULDs to be dragged or pulled along the
ground with their surfaces in direct contact with the ground. Despite the
obvious damage that may be caused to the ULD, the structure may pick up
foreign matter which could ultimately cause damage once the ULD is
loaded onto an aircraft.
• ULDs shall be handled and stored in a manner that minimizes or eliminates
the possibility of damage or loss aircraft. Measures typically specify proper
ULD handling equipment, adequate facilities and space (as available
by location), and methods of ULD storage that ensures identification,
inventory is tracked, accessibility is maintained and separation by customer
airline is performed when Syrianair is a service provider.
• ULDs that have been identified as being damaged or not airworthy shall be
tagged and stored in a designated location that prevents usage for the
transport of cargo, mail or baggage.
3.2.7 ULD Accessories Handling and Control

Syrianair shall normally provide loading accessories unless there is a
special agreement between the Syrianair and the handling service provider or
customer airline.
• All loading accessories shall be permanently marked with the name of
the carrier owning them and remain its property.
• When carried on board an aircraft, loading accessories shall be
considered as EIC and treated accordingly.
• Nets and other tie downs shall remain with the ULD unless found to
belong to a different carrier than Syrianair or vice versa in which
case arrangements should be made for its repatriation to the
owner/operator.
3.3 ADMINISTRATION
As Syrianair is an operator of ULD equipment, in order to establish a proper
structure and control system for ULDs, a set of procedures has been
established to ensure the correct handling and control of this equipment.
3.3.1 General ULD control procedures

The ID codes of all ULDs, whether full or empty, arriving on Syrianair
aircraft shall be recorded. The condition of all arriving ULDs shall be checked
immediately upon off-loading, and ULD control is to be informed of any
damage/irregularity noticed as soon as practicable.
The ID codes of all ULDs, whether full or empty, departing on Syrianair
aircraft shall be recorded.
The basic method of control by flight is the ULD Control Message or UCM. This
is a standard IATA format message that provides ULD control with a
summary of what ULDs are loaded and unloaded at a particular location
(station) and from that information, to build a picture of the stock level
at various stations and the number of ULDs out of service.
3.3.2 ULD inventory requirements - SCM message

For the purpose of maintaining a stock control of Syrianair’s ULD’s, each station
is required to forward a SCM (Stock Control Message) to the Syrianair ULD
control center every 15 days.
The SCM must reflect the actual stock of ULD (including baggage, cargo and
mail) held by the concerned station.
A sample of an SCM in the correct format is shown below. The example SCM
has been sent from ORY (Paris) on 23 December and provides summary of
AVE, AKE, AA4 and P1P ULDs currently held at that station.
Example of SCM:
SCM ORY.23DEC/1230
.AVE.4018RB/4085RB/4167RB/7277RB
.AKE.0324RB/0482RB/0802RB/0788RB
.AA4.0334RB
.PIP.7782RB NETS RB TWO
3.3.3 ULD identification at loading - UCM message

Syrianair will Endeavour to follow the guidelines set out below as taken from
AHM 424.
• Send a Unit Load Device (ULD) Control Message (UCM), using the
standard message format. This format is suitable for manual and
automatic handling.
• Send the message from the station of ULD movement to the airline’s
ULD control center, but not on-line stations, as soon as possible after
aircraft arrival or departure.
• “IN” to mean ULDs added to a station’s inventory by flight/road feeder
service. “OUT” means ULDs leaving a station’s inventory by flight/road
feed service.
• A message must also be sent when no ULDs are added to or leaving a
station’s inventory by flight/road feeder service, using “N” to denote nil.
• A terminating station may be allowed to combine the “IN” and “OUT”
part of the UCM using two flight numbers.
• Control non-structural igloos and pallet net assemblies by reporting the
ID Code marked on the shell and not the one on the pallet. For pallet/net
assemblies the ID code of the pallet shall be recorded.
• Further information related to the ULDs shown on the UCM shall be
reported to the Syrianair ULD control centers either under SI or by a
separate plain language message.
An example of a UCM is as follows:
Example 1 — minimum information requirement:
UCM
RB515/14.DXB
IN
.AKE1234.1235.1286.1237.1238.1239.0112
.PAG1999.2566
OUT
.AKE1400.1401.1408.1409.0878
.AAK5916.5920.1230
.PMC4868
The ULD/Bulk Load Weight Signal (UWS) which may be generated manually
or automatically is typically used as the format for the report or message.
A UWS may contain provisional and/or actual load information or data. It
contains the information and data associated with the ULDs and total bulk
load onboard each flight. More details may be found in AHM 581.
3.3.4 ULD transfer receipt - LUC (Unit Load Device Exchange Message)
• Syrianair shall ensure that the ULD is serviceable at the time of transfer.
• Shall the ULD not be serviceable at time of transfer; the carrier shall
notify Syrianair and arrange dispossession or repair of the ULD.
• Shall repairs be undertaken outside of Syria, all work shall be done to

the applicable level of local regulations.
• The cost of repair shall be borne by the carrier who was in possession
of the unit when damage occurred.
A control receipt shall be completed at the time of transfer of a loaded or empty
unit. A UCM or Unit Load Device Control Message may also serve as substitute
for a control receipt.
When a ULD is being transferred, Syrianair ULD branch shall ensure that ULD
Control Receipt is correctly completed. Both the transferring and receiving
parties must sign the form. No ULD shall be released to any party without a
duly completed and signed ULD Control Receipt (LUC from).
The original of the signed form will be retained in the station file for future
reference when required.
3.3.5 Control of ULDs remitted to shippers / agents

ULD’s transferred to shippers and or agents can only be released against the
receipt for the corresponding cargo booking and shipment.
ULD’s transferred to shippers or agents cannot be held for more than 3 days.
When ULD’s are returned by shipper/agent to the cargo warehouse, cargo
acceptance shall advise the Syrianair ULD control center to amend stock
control accordingly.
3.3.6 ULD Record

A formal ULDs record including transit load and bulk load on each flight will
contain (for the benefit of Aircraft weight and balance calculations and Loading
information) the following information:
• Destination (for multi – sector flights).
• ULD codes.
• Load category codes and items that need special care.
• Weights (weight entries for baggage ULDs are optional).
• Special load codes.
• For bulk compartments, the actual number of baggage must be counted
and entered in the loading report.
• Equipment control.
3.3.7 ULD General Loading Rules

Loading supervisor and all loading staff are responsible to apply the following
measures:
• Crosscheck for ULDs by unit number with loading instruction will be performing
at all time for each flight. Ramp Officer is responsible to supervise crosscheck
and to insert ULD number into LIR.
• Identify destination (for multi sector flights) by check ULDs tags.
• Identify load category codes as in (item 2.10.3)
• When ULDs are loaded, ensure that ULDs are guided into their position by side
rails. Stops, locks, and lifting techniques shall be applied, extended and are
secured by aircraft floor locks.
• Ensure ULDs have unobstructed path into their position in the aircraft and
moveable roller track system would be used.
• Ensure ULDs have vertical height that allows clearance without damaging to
aircraft door in case of closing and opening.
• ULDs must be managed in order to ensure that weight and balance
considerations are taken into account and payload capacity is maximized.
• In case of moving ULDs manually, full control is maintained to prevent high-
speed impact with stops or mechanical locks and to prevent damage to aircraft.
3.4 ULD AIRWORTHINESS AND SERVICEABILITY

The following procedures shall be in accordance with applicable regulations
and requirements of the customer airline(s) when Syrianair is a service provider
3.4.1 Identify damage

Syrianair ensures ULDs are inspected to identify damage, and to determine
airworthiness and serviceability when received or accepted and prior to being
released for loading into aircraft in accordance with applicable regulations and
requirements of the customer airline(s) when Syrianair is a service provider.
Damaged or unserviceable ULDs have the potential to affect flight safety; all
procedures shall be applied as specified in items 3.2 and 3.3 in this Section.
Inspection procedures are typically applied to ULDs whether loaded or
unloaded. The maximum allowable damage for each specific ULD is
typically stated in the applicable Component Maintenance Manual (CMM)
issued by the manufacturer. Damaged ULD shall be reported to other parties
using figure 3-4.
3.4.2 ULD Loading

• Ground handling personnel shall ensure loaded ULDs, whether received or
loaded by Syrianair, comply with applicable requirements pertaining to ULD
loading and load securing. Safety requirements typically address the loading
of containers and pallets, to include nets and straps, and ULD center of
gravity (CG) offset limits.
• ULDs shall be identified by exterior tags that display information relevant to
the ULD and its contents prior to being released for loading into the
aircraft. Such tags typically indicate the origin and destination of the ULD,
weight of the ULD and its contents, type of contents (e.g., cargo, baggage,
dangerous goods) and location in the aircraft.
3.4.3 Damaged ULDs
Classification of damages
Class 1 - Allowable Damage
• Such damage has no substantial influence on the airworthiness of the unit and
it can remain in service. Unrepaired damage should be noted for future
observation.
• All allowable damages shall be repaired in accordance with methods,
standards, and techniques, at the earliest opportunity to avoid increase of
damage and/or malfunction of container.
Class 2 - Minor Damage
• Use of the unit is to be limited, e.g. the total weight must be reduced accordingly
and the decreased load capacity clearly marked. Should this damage not be
immediately repaired, the unit must be marked accordingly and kept under
observation; nevertheless repair must be carried out as soon as possible.
• Damages defined as being within this classification do not affect the
serviceability and/or structural strength of the ULD. ULD may remain in service
subject to operational restriction of 50% of allowable maximum weight.
Class 3 - Major Damage
• This is damage whereby the unit is clearly not airworthy and therefore it is to be
marked accordingly and withdrawn from service.
3.4.3.1 Inspection of ULD Base

• Bent Edge Rails:
When the ULD loaded resting on a flat surface, the height measured from the
flat surface to any point along the top outer edge rail shall not exceed limit
allowed. If this height is exceeded, interference with aircraft floor locks may
occur.
• Broken or cracked edge rails and corners:
There shall be no broken edge rails or corners. Length of any crack shall not
exceed 2.5cm. Minimum distance between two adjacent cracks shall be 50cm.
• Broken Corner:
There shall be no broken corners.
• Damaged Tie down points:
There shall be no broken or permanently deformed seat track lip in edge rails
or internal tie down brackets (bows).
• Warped( deformed) Plate:

When the base rests empty on a flat surface, the vertical distance measured
between the surface and any point on the plate shall not exceed 2.5cm.
• Plate Indentation:
There shall be no cracks or holes in the plate.
• Loose or missing attachment rivets (nails):
There shall be no more than 3 loose or missing rivets per edge rail. Minimum
distance between loose or missing rivets shall be 30cm.
3.4.3.2 Inspection of ULD Body

• Holes or cuts in body sheets:
Length of cut or diagonal length of hole shall not exceed 10cm. There shall be
no cuts or holes inside a distance of 5cm from any assembly bolt (latch or lock).
Minimum distance between two adjacent patched shall be 10cm.
• Broken or cracked frame extrusions:
Permanent deformation of frame or stiffener (tough) extrusion shall not protrude
(exceed) beyond maximum allowable container contour (surroundings). Length
of any crack shall not exceed 2.5cm. Minimum distance between two adjacent
cracks shall be 50cm.
• Missing assembly bolts (latch or lock):
There shall be no missing bolts on door strap brackets, strap handles, gussets
(receiver) or tie down brackets. Otherwise there shall be no more than one
missing assembly bolt per frame extrusion.
3.4.3.3 Inspection of Door and Miscellaneous parts

• Damaged door cover:
There shall be no cuts or holes in the fabrics.
• Damaged door beams:
Permanent deformed door beams shall not protrude beyond the max container
contour (surroundings).
• Damaged door locks:
Permanent deformed parts of the door lock shall not prevent door lock pin from
engaging properly in to the doorpost. There shall be no cracks in any parts;
there shall be no any loose or missing attachments rivets.
• Damaged cross cables:
There shall be no cuts in the wire threads, There shall be no cracks in the eye
terminals.
• Damaged door seals:
The door seal is not a structural part of the container. It is however
recommended to replace damaged seals.
• Damaged or missing door retainer strap:
The door retainer strap shall function properly.

• Damaged or missing strap handle:
Any strap handle shall have a minimum 1000Ibs pull capacity. Worn straps shall
be replaced.
• Damaged or missing identification:
There shall be no missing signs. The text shall be readable.
• Damaged Fabric Door Curtain:
The door curtain fabric must be entirely free of large cuts, tears, or holes. Large
cuts, holes or tears may be repaired if they are:
 No longer than (20cm) in their longest dimension.
 No closer than (5cm) to the nearest door edge, and.
 No closer than (35cm) to another cut, hole, or tear.
A Maximum of five (5) large cuts, tears, or holes in the door fabric may be
patched before the door must be replaced.
• Damaged Nets
There shall be no cuts in the net webbing, nor shall the webbing at any place
be severely worn. Double stud fittings and tension buckles shall work smoothly.
Small holes, cuts, or tears less than equal to 1/2 inch in diameter are
considered minor damage and can be repaired at earliest convenience. These
perforations in the curtain may not consume more than ten percent (10%) of
the curtain area.
The ULDs shall be inspected prior to every loading for obvious damage. In
addition to routine inspections, it is recommended that a thorough inspection
for damage be scheduled and performed appropriately every six months. If
damage is found to exceed limitations defined in this section, the container must
be repaired before it can be returned to service.
3.4.3.4 List of Damages

ULDs ALLOWABLE DAMAGES
Base Panel
a) Deformations not restricting the restraint system and the indent does
not exceed 5mm.
b) One hole up to 5cm diameter.
c) One tear up to 5cm long.
Base Edge Rails
a) Deformations not restricting the restraint system.
b) Up to 25mm on the front rail broken but none where the lock bolt
clamping (fixing) system may be compromised.
c) Up to 2 rivets per side missing when no consecutive.
Roof Panel
a) Deformations up to 25mm upward and 50mm downward deflections.
b) Holes, = 3 each up to 50mm with a distance of 250mm in between,
with distance of 50mm from the row of rivets.
Shell Panels (Excluding Roof)

a) Deformations as long as the base is not overhung or the outboard
panel deflected 25mm outboard. Inward deflection limit is 50mm
provided that the operation of the door is not compromised. The mating
with the edge extrusions must be sound.
b) Holes up to 70mm diameter, provided that they are at least 50mm
from the row of rivets, up to 2 each with a distance of 250mm in between.
Roof Extrusions
a) Limited to any deformation up to 100mm that does not compromise
the clamping (fixing) of the roof panel.
b) Holes: up to one with max. 10mm diameter.
c) Tears: Not more than one with max. 40mm length.
Shell extrusions (Excluding Roof Extrusions)

a) Provided that deformation does not overhang the base or go beyond
an external deflection of 25mm on the outboard panel and that the
operation of the door is not compromised and unit remains airworthy.
b) Holes: Not more than one with max. 05mm diameter
c) Tears: Not more than one with max. 40mm length.
d) Fractures: None.
Tarpaulin (fabric)
2 Tears up to 50mm with a minimum distance of 500mm.
ULDs MINOR DAMAGES
Base Panel
a) One hole from more than allowable up to 7cm diameter.
b) One tear from more than allowable up to 07cm long.
Base Edge Rail

a) From more than allowable up to 40mm on the front rail broken but none
where the lock bolt clamping system may be compromised.
b) Up to 2 rivets per side.
Roof Panel
a) Holes, = from more than the allowable up to 5 each up to 50mm with a

distance of 250mm in between, with a distance of 50mm from the row of rivets.
Shell Panels
Holes up to 100mm diameter, provided that they are at least 50mm from the
row of rivets, up to 3 each with a distance of 250mm in between.
Roof Extrusions
No damage exceeding the allowable damage is acceptable for airworthiness.
Shell Extrusions
a) Holes: from more than allowable up to max. 25mm diameter but not more
than one.
b) Tears: From more than allowable up to max. 70mm length but not more than
one.
Tarpaulin (fabric)
2 tears from more than allowable up to 70mm with a minimum distance 500mm.
ULDs MAJOR DAMAGES
All damages exceeding quantity or extent of minor damage.
3.4.3.5 Transport Damaged ULDs by Air

• Damaged/Non-Airworthy ULDs must not be loaded on any aircraft, unless
properly loaded and/or secured for carriage on pallets for transport to a
nominated ULD repair location. For transport by Air the following criteria must
be met;
o The ULD is clearly marked as damaged with a damage label on
each side of the container or pallet.
o There are no sharp or protruding edges.
o The container contour will fit inside the aircraft.
o The base plate can be locked in to position.
o ULDs must be loaded on the aircraft empty.
• If this cannot be met, the ULD must be transported on a pallet. However, please
ensure the transporting load is safe and can fit inside the aircraft.
Please note:
For Health and Safety to personnel including Safety of the Aircraft, if the ULD
has sharp or protruding edges it is not advised to interfere with the ULD. Please
seek assistance from the engineering department to ensure the ULD is safe to
load and transport inside the aircraft.
Damaged ULD Report
Please see the damaged ULD report form in section 12 of this manual
(appendix 12.1.7).
3.4.4 In-plane loading Systems

All operations of in-plane loading systems shall be in accordance with
company regulations and/or with requirements of customer airline(s).
Any information concerning configuration, operating mechanisms, in hold
systems and restrictions can be found in area of this manual that details
individual aircraft systems and specifications.
• All in-plane loading equipment's such as (locks, nets, straps and other
accessories) shall be inspected before use to ensure serviceable condition.
• Damaged in-plane system shall be notified to aircraft supervisor.
• Not to exert so much force when fastening locks and nets.
• Maximum floor loads and maximum weights for ULDs shall not be exceeded.
Any components of the in-plane loading system found to be missing or
unserviceable (e.g. locks, nets) shall be reported to Syrianair supervisor
and/or to the customer airline(s).
Ground handling personnel shall ensure that ULDs, when loaded into an
aircraft:
• Are guided into position by side rails and/or stops, locks or guides;
• Have an unobstructed path into the desired position;
• Are prevented from high-speed impact with locks or stops;
• Have a width and height that will allow clearance without damaging the aircraft
door opening or the interior of the aircraft (hold or cargo compartment);
• Are secured by aircraft floor locks.
3.5 ULD Compatibility

The following chart is included for information purposes only, to assist with the
handling of ULDs onto Syrianair Aircraft or where Syrianair provides ground
handling on a contract basis for other carriers, in recognition of various
ULDs and their compatibility with different aircraft types.
Figure 3-4
ULD Compatibility versus Aircraft Type

PASSENGER HANDLING REV 02 / JUL 19
4 PASSENGER HANDLING
4.1 GENERAL
4.1.1 Forms to be held in stock by passenger service department
4.1.2 General conditions of contract
4.2 PASSENGERS DEPATURE

4.2.1 Types of Documents Used
4.2.1.1 Passenger’s Ticket and Baggage Check
4.2.1.2 Automated ticket/boarding pass (ATB)
4.2.1.3 Excess baggage ticket
4.2.1.4 Miscellaneous Charges Order MCO
4.2.1.5 Multiple Purpose Document MPD
4.2.1.6 Endorsements
4.2.1.7 Payments (cash, cheeks, credits cards, UATP, etc.)
4.2.2 Departing Passenger Processing
4.2.2.1 Right of refusal to carry passenger
4.2.2.2 Booking lists (PNL, ADL)
4.2.2.3 Check-in time limits
4.2.2.4 Work Instruction for passenger travel documents check
4.2.2.5 Advance Passenger Information
4.2.2.6 Passenger seating
4.2.2.7 Boarding cards
4.2.2.8 Work Instruction for Through Check-In
4.2.2.9 Work Instruction for Check-In Process
4.2.2.10 Work Instruction for passenger handling (Check-In)
4.2.2.11 Work Instruction for DGs in Passenger Baggage Acceptance
4.2.2.12 Work Instruction for Manual Check–in
4.2.2.13 Last Minute Changes (LMC)
4.2.3 Special passenger check-in
4.2.3.1 Acceptance of industry and agent discount passengers
4.2.3.2 Company staff travelling on duty
4.2.3.3 VIP passengers
4.2.3.4 Group passengers
4.2.3.5 Extra Seat for Passenger Comfort
4.2.3.6 Hajj Passengers
4.2.4 Passenger handling messages
4.2.4.1 Statistical Load Summary (SLS)
4.2.4.2 Manual and Telegraphic Passenger Manifest (TPM)
4.2.4.3 Passenger Information List (PIL)
4.2.4.4 Passenger Transfer Message (PTM)

4.2.4.5 Passenger Service Message (PSM)
4.2.4.6 Seat Occupied Message (SOM)
4.2.5 Service to passengers
4.2.5.1 Frequent travelers - company club cards
4.2.5.2 Company lounges and facilities at stations
4.2.5.3 Information about passengers to third parties
4.2.6 Boarding Gate Process
4.2.6.1 General
4.2.6.2 Work Instruction for Boarding
4.2.6.3 Passenger Boarding Discrepancies
4.2.6.4 Boarding in Case of manual check-in
4.3 ARRIVING PASSENGERS PROCESSING

4.3.1 Passenger Arrivals — General
4.3.2 Disembarkation of passengers
4.3.3 Transit passengers
4.3.4 Minimum connecting time
4.4 PASSENGER SECURITY

4.4.1 Passenger Screening
4.4.2 Security of the passenger and their baggage
4.4.3 Pre boarding and boarding
4.4.4 Security of Documents
4.4.4.1 Boarding Passes, Transit Passes and Baggage Tags
4.4.4.2 Disposal of Printed Documents
4.4.4.3 Information Security
4.4.4.4 Restricted Areas
4.4.5 Unruly Passengers
4.4.5.1 General Conditions of Passenger Carriage
4.4.5.2 Handling Unruly Passengers during Check-In or Boarding
4.4.5.3 If Passenger is Denied Carriage
4.4.5.4 If Passenger is accepted for Travel
4.5 Handling of Passenger Requiring Special Attention

4.5.1 Inadmissible passengers and deportees procedures
4.5.2 Escorts of prisoners / deportees
4.5.3 Incapacitated passenger
4.5.3.1 Definition
4.5.3.2 Categories
4.5.3.3 Incapacitated passenger Acceptance
4.5.3.4 Work Instruction for Passengers travelling with wheelchairs
4.5.3.5 Work Instruction for Passengers travelling on stretcher

4.5.3.6 Limitations
4.5.3.7 Oxygen for Medical Use by Passengers
4.5.3.8 Blind / Deaf Passengers
4.5.4 Work Instruction for Passengers with infectious diseases
4.5.5 Work Instruction for Expectant mothers
4.5.6 Work Instruction for acceptance of Unaccompanied Minors (UM)
4.5.7 Escorted Minors
4.5.8 Transportation of babies
4.5.9 Medical Clearance
4.5.10 Deceased Passengers
4.5.10.1 General
4.5.10.2 Death on board
4.5.10.3 Death on Ground
4.5.10.4 Reporting
4.6 IRREGULARITIES (CANCELLATION, DIVERSION, ETC.)

4.6.1 General
4.6.2 Voluntary Refund
4.6.3 Involuntary Refund
4.6.4 Flight Interruption Manifest (FIM).
4.6.5 Absorption of expenses in case of irregularity
4.6.6 Special service to passengers in case of irregularity
4.6.7 Information in case of irregularity
4.6.8 Denied boarding compensation

4 PASSENGER HANDLING
4.1 GENERAL
 The contents of this Section constitute Syrianair Policy in relation to handling
and acceptance of passengers. Where Syrianair provides ground handling
services for other airlines, whilst some of the core requirements may remain,
the individual customer airline specify their own policies and these will
be covered in the relevant airline’s operations manual(s).
 All operational communications, processes and procedures for Passengers
and baggage services is adhered when conducting all activities in
accordance of SCAA requirements, and Syrianair standards and in
accordance with requirements of the customer airline(s) in case Syrianair
provides service to another airline.
 An effective communication system ensures an exchange of relevant
information and data between all work areas for maintaining safe
operations. So that Syrianair ensures: Transfer of information and data
to load control office in relating to weight and number of passenger,
carry – on – baggage and any items loaded onto the aircraft as
part of passenger handling operations is accounted for in the load control
process as the following:
 All checked in passengers and transfer passengers, are inserted in DCS
to be included in the weight and balance/load control process.
 All checked baggage and cabin baggage for checked in passengers and
transfer passengers are included in DCS.
 Check in supervisor close the flight in DCS when check in process is
finished.
 In case the flight is re-opened at check in, load control office is informed
verbally by check in supervisor and also load control office is informed
that the flight is re-closed.
 When manually processed flights to be done, the following procedure is
followed: In event the flight being performed manually, check in
supervisor deliver all flight manifested copies to load control office.
4.1.1 Forms to be held in stock by passenger service department

The following Syrianair Forms must be held at each location where Syrianair
operations are conducted sufficient quantities, in the form of minimum stock,
must be held commensurate with the level of traffic and passenger
throughput on Syrianair Flights at each airport location.
 Manual passenger manifest
 Boarding passes
 Passenger Baggage Label
 Heavy baggage tags
 Fragile tag Priority and special baggage tags

 Passenger name tag Crew baggage tags
 Unaccompanied minor forms
 Flight Interruption Manifest (FIM)
 Declaration for Indemnity Release
 Medical Report for Air Travel
 Medical Information Sheet - (MEDIF)
4.1.2 General conditions of contract

If the passenger’s journey involves an ultimate destination or stop in a country
other than the country of departure the Warsaw Convention or the Montreal
Convention may be applicable and these Conventions governs and may limit
the liability of carriers for death or bodily injury and in respect of loss of or
damage to baggage. Many air carriers have waived the Warsaw Convention
limits for death or bodily injury
4.2 PASSENGERS DEPATURE
4.2.1 Types of Documents Used
4.2.1.1 Passenger’s Ticket and Baggage Check

There are various ticket formats but the essential elements will always be the
same.
Electronic tickets will have this information stored in the “data elements” of the
electronic ticket record.
An electronic ticket is used in exactly the same way as a paper ticket. However,
instead of processing a paper document, all the data relating to the passenger’s
itinerary, fare, class, payment etc., is stored in an ET record in the database of
the Validating (i.e. issuing/plating) Carrier.
1. Passenger’s surname (family name) followed by an oblique, the given (first)

name and, optionally the title. When the given (first) name is not available
or there is insufficient space on the ticket, the given (first) name may be
replaced by the initials
2. Passenger’s itinerary.
3. Official two-character/three-letter carrier designator
4. Flight number followed by the applicable RBD
5. Scheduled date of departure in numeric followed by first three letters of
month, e.g. 05MAR
6. Local departure time
7. Reservation status code, this represents the Reservations Status
Status Code
Confirmed status OK
Request or Waitlist RQ
The ticket is Open Dated OPEN
Space Available SA
8. Codes representing the fare paid against the applicable segment. 1.6
9. Earliest return date, if any.
10. Enter date by which travel must be commenced/completed for each
segment of the itinerary
11. Free baggage allowance as applicable to each segment of the journey
12. Official tour code number in case of an Inclusive Tour.
13. Fare calculation when required
14. Applicable fare preceded by the currency
15. Amount of fare preceded by the currency code in which it is collected
16. Amount(s) of tax (es), fee(s) and charge(s)
17. Sum of fare and TFCs in the currency collected
18. Form of payment code(s).
19. Journey origin and destination city codes
20. Document number of all ticket(s) issued to cover passenger’s complete
itinerary
21. Form and serial number of document being exchanged
22. Number of the original document, place, and date (including year) of issue
23. Use for endorsing ticket, recording special ticket restrictions/information and
showing requested flight when necessary
24. Validation with a validator or machine imprinter
25. Airline data in accordance with carrier’s instructions
26. Imprint of the date of issue
27. Imprint of the logo of the carrier issuing the ticket using the Carrier
Identification Plate
4.2.1.2 Automated ticket/boarding pass (ATB)

The Automated Ticket/Boarding Pass (ATB), versions 1 and 2, is a combined
document serving as passenger ticket and baggage check, boarding pass and
baggage identification tag. Variations of this format may be encountered but
essential elements will always be present.
 The maximum number of flight coupons is determined by the amount of fare
calculation information, which can be accommodated on one coupon. Each
ATB ticket will have a maximum of 4 flight coupons issued per ticket number.
Void coupons are not printed.
 Passenger receipt coupon(s) is provided with the complete ATB. The
maximum number of receipt coupons is determined by the number of
segments which can be accommodated on one coupon.
 Flight coupon(s) is not accepted for carriage, exchange or refund and are not
valid unless accompanied by the related passenger coupon, boarding pass
and the receipt coupon.
 The flight coupon portion (left side, larger part of the document) is retained by
the carrying airline.
 The boarding pass portion (right side, smaller part of document) is returned
to the passenger at the time of coupon uplift, serving primarily as boarding
pass (seat and boarding information) but also intended as passenger coupon
(origin/destination data) and as baggage check and baggage claim tag if tag
number is entered/imprinted at time of check-in.
1 Passenger’s surname (family name) followed by an oblique, the given

(first) name and, optionally, the title.
2 Segment to be flown.
3 Official two-character/three-letter carrier designator
4 Flight number
5 Scheduled date of departure in numeric followed by first three letters of
month, e.g. 05MAR
6 Local departure time
7 Reservation status
8 Codes representing the fare paid for the segment.
9 Official tour code number in case of an Inclusive Tour
10 Earliest return date, if any
11 Date by which travel must be commenced/completed
12 Free baggage allowance
13 Form of payment, Original issue, Fare calculation
14 Fare amount
15 Amount of fare preceded by the currency code in which it is collected
16 Tax(es), fee(s) and charge(s)
17 Sum of fare and TFCs in the currency collected
18 Computer generated information.
19 Data (entered/imprinted at time of check-in).
20 Seat number.
21 Flight coupon number.
22 Total number of flight coupons issued.
4.2.1.3 Excess baggage ticket

For the carriage of baggage in excess of the free allowance, an Excess
baggage ticket will be issued.
A separate flight coupon is provided for each part of the journey entailing a
change of carrier, flight, class, or a stopover.
Entries is made in block capital letters.
The audit coupon, issuing office, and tax/fee/charge coupon(s), if any, and any
“VOID” coupons is detached before delivering the excess baggage ticket.
Flight coupons is honored in the sequence issued.
Currency codes are those published in the IATA Ticketing Handbook. Airline
designators and three-letter city/airport codes are those published in the IATA
Airline Coding Directory. Country codes used to identify taxing countries be
those established by the International Organization for Standardization (ISO),
and published in the IATA Ticketing Handbook. When baggage is pooled, issue
an excess baggage ticket(s) to the head of the group only.
Whenever there is any increase in the amount of excess baggage and/or
excess valuation for which a through excess baggage ticket has been issued,
a separate excess baggage ticket for the additional amount is issued.
4.2.1.4 Miscellaneous Charges Order MCO
The Miscellaneous Charges Order (MCO) may be issued to cover collections
for such services as listed below but is not used for transmittal of funds only:
 Air or surface transportation; excess baggage charges.
 Baggage shipped as cargo; land arrangements for inclusive tours.
 Car hire/rental; superior air or surface transportation.
 Extra fares.
 Additional collections in connection with upgrading or under collections;
 Deposits/down payments; refundable balances.

 Hotel accommodation; collection for PTAs.
 Charges to be collected for services (carrier-provided or not) for
incapacitated passengers, e.g. oxygen, ambulance, special equipment.
 Sleeper/berth surcharges.
 Collection of sundry charges, e.g. a charge for a reservation or routing
change.
The MCO is provided in four versions: one, two, three or four exchange
coupons in addition to the audit coupon, agent coupon and passenger coupon.
An MCO is valid for one year from date of issue.
Issue a separate exchange coupon for each service and each honoring party.
The MCO may be issued for specified or unspecified use
4.2.1.5 Multiple Purpose Document MPD

The Multiple Purpose Document (MPD) may be used for automated or manual
issuance of interline accountable traffic documents other than the passenger
ticket and baggage check. The Carrier MPD is available in different formats
4.2.1.6 Endorsements
When applicable Syrianair may effect a change in the routing carrier(s), class
of service or validity specified in the traffic document, provided:
Syrianair issued the ticket, MCO or MPD. Syrianair is the carrier designated in
the “Carrier” box of the unused flight coupon, MCO or MPD.
Authorization for endorsements can only be granted by the Duty Manager in
Charge or by the Authorized Syrianair representative for Syrianair outstations.
4.2.1.7 Payments (cash, cheeks, credits cards, UATP, etc.)

Payments made to Syrianair in connection with passenger handling services
can only be made by MCO’s/MPD’s or cash.
4.2.2 Departing Passenger Processing

4.2.2.1 Right of refusal to carry passenger
Syrianair reserves the right to refuse the transportation or disembark any
passenger, at any point of the journey, if in the Company’s representative’s
opinion (Duty Manager/Officer) or that of the Captain of the concerned aircraft.
This refusal is in accordance with applicable regulations, Syrianair standards
and requirements of the customer airline(s) in case Syrianair is a service
provider; this action is required for any of the following reasons:
 Passengers appear to be intoxicated or showing through their behavior or
physical signs that they are under the influence of drugs, alcohol or
narcotics, except for those medical patients accompanied by an appropriate
medical care.
 Passengers who may represent a risk or danger to the flight, including
himself, other passengers, the crew or the aircraft.
 Passengers whose physical presence or behavior may cause annoyance to
the rest of the passengers.
 Passengers who arrive outside the acceptance time limits set by Syrianair.
 Special case of passengers who need medical clearance to travel, and they
don’t have it (expectant mothers, STCR….).
 Passenger who refuse to apply the necessary forms to travel such as
(Declaration for Indemnity Release, Medical Report for Air Travel, and
Medical Information Sheet - (MEDIF)
In all the aforementioned cases, the involved passenger is treated with the
appropriate discretion and tact.
4.2.2.2 Booking lists (PNL, ADL)

In order to facilitate the check-in of passengers on a flight, Syrianair uses the
Passenger Name List (PNL), Additions, and Deletions List (ADL)
Passenger Name List (PNL)
The Passenger Name List (PNL) is a list of passenger data concerning a
particular flight and board point produced by an airline’s reservation system for
the check-in handler at that boarding airport. The list always contains a numeric
summary of passenger counts and may include passenger names.
Time of PNL Dispatch:
The PNL for Syrianair flights is dispatched 12 hours prior to flight departure.
Additions and Deletions List (ADL):
The Additions and Deletions List (ADL) is an update list showing passenger
changes that have occurred in the reservations system since the dispatch of
the flight’s PNL or previous ADL.
The list always contains a numeric summary of updated passenger counts, and
may include passenger names. The format of the ADL follows that of the
associated PNL.
Time of ADL Dispatch: The ADL is dispatched at the time of each PNR
change.
4.2.2.3 Check-in time limits
Check-in for Syrianair flights will open:
• 4 hours before Scheduled Time of Departure for wide-body aircraft
unless otherwise contracted (out stations)
• 3 hours before Scheduled Time of Departure for narrow-body aircraft
unless otherwise contracted (out stations)
Check-in time limits on Syrianair flights are as follows:
• Narrow body aircraft 45 minutes prior to STD
• Wide body aircraft 60 minutes prior to STD
Deviation to above mentioned time limits can only be authorized by the
Syrianair Duty Manager or authorized Syrianair representative.
4.2.2.4 Work Instruction for passenger travel documents check
a) Purpose:
This Work Instruction explains the methodology of checking of passenger
tickets and travel documents.
Domestic and international flights
Check in and transit staff
d) Instructions:
1. Check the validity of the ticket with regard to the itinerary, flight, date, carrier,
reservation status, class, and restrictions. In case of ticket and/or booking
irregularities, the corresponding Syrianair ticketing counter/office is

contacted.
2. Check the ticket for the final destination and confirm this with the passenger
then:
 Verify the passenger's identity against the travel document presented,
including review of date of birth, expiry status of document, (a visual
comparison of the photo to the passenger)
 ensure the name on the travel document matches the booked name,
 Check the expiry status of document,
 a visual comparison of the photo to the passenger,
 Ensure the name on the travel document matches the booked name.
3. Every passenger, regardless if adult, child or infant, must be in possession
of a valid ticket (paper or electronic) and a valid passport for the respective
Syrianair flight.
Passports are issued to citizens of a nation or state by the relevant national

government and amount to a request by a citizen’s national government
to allow the bearer of the passport to be allowed to pass.
Some countries impose strict validity requirements on passports as well, the

most common of these restrictions places a minimum of six (6) months
validity extending from the departure point of the location requiring the visa.
Where a passport is presented that has less than this six (6) months validity
remaining the operator must always check the Travel Information Manual (TIM)
for validity requirements Report any document that shows signs of tampering.
i. Passports normally include a statement to this effect, usually in the

name of the head of state of the country issuing the passport, or a
senior cabinet official or government officer, usually the senior
government official in charge of passport issue.
ii. International commercial shipping is a common practice and a seaman’s
book is issued to crew, which can then be utilized as a travel document.
The Seaman’s Book facilitates travel from the Seaman’s point of origin
and from their sign off point to their home country or base and in most
cases must be accompanied by ‘discharge papers’.
iii. Acceptance of passengers holding a Seaman’s Book will be decided
by the requirements of the destination (as with other travel
documents) and so- called discharge papers must accompany the
seaman’s book from the vessel from which the seaman has recently
disembarked.
4. Locate the passenger in the DCS and review any special remarks.
5. Check travel documents for destination and/or transit requirements.

Passports by far are the most common form of international travel
document and in most circumstances will be required for a destination.
Quite often a Visa or similar permit authorizing entry to the country of
destination will also be required.
6. Review Visa or entry conditions or limitations if required.
Visas are usually issued for specific purposes with a definite validity and
cannot be used for another , either for multiple entries to the country
concerned (as long as the passport remains valid). Alternatively, the
validity of the visa may be specified as a limited ‘number of entries’ into
the country who has issued the visa
Each state or country of destination may issue visas or entry permits in order
to facilitate entry into that destination. It must be noted however, that a
visa DOES NOT constitute an automatic permit for entry into the destination
country.
7. Collect Advanced Passenger Information (API) if required.

8. When you identify an issue with a document, notify your supervisor who will
contact the appropriate authority for assistance.
Entry to any country is always at the discretion of the immigration official

at the port of entry and a visa may, in some circumstances, be cancelled
and the passenger deported from the entry point, before being ‘landed’.
4.2.2.5 Advance Passenger Information
 Many governments require airlines to submit advanced passenger
information (API) at specified times for disembarking passengers.
 Information is generally collected at the time of check-in, or provided from
data collected during booking, and verified during presentation of the travel
document.
 As per operating airline instructions, collect API data at the time of check-
in, or review data already provided. Transmit API data at pre-arranged times
to recipients specified by the airline. Always protect passenger's personal
information and securely dispose of any related paperwork not kept on file.
4.2.2.6 Passenger seating

The following procedures are used to identify seat on Syrianair aircraft:
 Seat rows are identified by an individual number and numbered
consecutively from the front to the rear of the aircraft.
 In a given row, seat will be identified by an alphabetic indicator and be

designated alphabetically from the port (left) side to the starboard (right)
side of the aircraft.
 Extreme care must be applied to ensure that children, infants, obese are
not allocated seats in designated emergency exit rows, These rows
can be identified on the manual seating plans or on the cabin configurations
layouts in the Departure Control System,
 Incapacitated passengers shall not normally be restricted to any particular
cabin or seating areas. However, the seats offered to them must not
 An Emergency exits seat.
 Affect the facilitation of boarding and disembarkation.
 Affect safety regulations and must take priority over the personal wishes
of the passenger (shall be seated at window seat near lavatories).
 Passenger with reduce mobility should allocate front and window seats.
 It is Syrianair’s policy to ensure that passengers travelling together are
allocated adjacent seats whenever possible, should this not be feasible,
passengers must be informed that they have not been allocated adjacent
seats.
4.2.2.7 Boarding cards

Each passenger checked-in receive a boarding card indicating:
 Name of passenger,
 Flight number,
 Scheduled departure time,
 Destination,
 Flight class,
 Seat number
 As well as the check-in sequence number,
 Boarding gate number and time.
Check in staff ensure boarding card contains all pervious information after being
issued. Once check-in is completed, the agent advise the passenger of the next
steps indicating the way through controls to the gate. For boarding card form
please refer to the item 12.4.6
4.2.2.8 Work Instruction for Through Check-In
a) Purpose:
This Work Instruction explains the methodology for through check in process
which is similar to the normal check , except that the passenger is issued
with everything they need to reach their final destination, without having to
queue and recheck at their intermediate destination.
International flights
d) Instructions:
The ‘through check in’ is usually limited to flights handled within the
same DCS or where a facility exists for inter-airline through check in.
 Check passengers and baggage, whenever possible, to their final
destination.
 inform the passenger of where he can collect his onward boarding pass(es)
if this not be possible,
 Issue the boarding cards for the first destination and the second whenever
is possible.
 Ensure the issuing of the baggage tags that allowing bags to be tagged to
the final destination.
4.2.2.9 Work Instruction for Check-In Process
a) Purpose:
This Work Instruction explains the methodology for check-in process.
Domestic and international flights.
Check in staff, check-in supervisor and duty manager.
d) Instructions:
 Ensure before commencing check in activities, that the work area
(check in counter and associated areas) are neat and fully stocked
with all the necessary stationary and appropriate pens and markers
to enable efficient check-in activities to be carried out.
Passengers must be physically present in the check in queue with all of the
correct/required documentation before being checked in.
Passengers must not be checked in unless they meet these requirements or
unless the Syrianair Duty Manager or authorized representative authorizes
check in accepts in special circumstances, such as an inbound flight running
late and where baggage weights/numbers and associated information are
already known.
 Ensure if the Departure Control System (DCS) is to be used, that all
attached equipment such as baggage tag printers, boarding pass
printers, scanning equipment (for travel document scanning) are in
working order.
 Ensure that sufficient manual processing stationary is available in the

event the customer airline DCS becomes unavailable for any reason,
ensure that any manual documents are available.
 Be aware to the references of the security requirements in the check-in
process sequence are applied.
(For example to ‘ask security questions’ means personnel must, at all
times are fully conversant with the current Transport Security Program
(TSP) or Aviation Security Program (ASP) applicable, so that the correct
security requirements are carried out and the correct questions are
asked of each passenger).
4.2.2.10 Work Instruction for passenger handling (Check-In)
a) Purpose:
This Work Instruction explains the methodology for acceptance passengers
and their baggage.
Check in staff
d) Instructions:
1. Greet passengers in a pleasant and professional manner when they

approach the check in counter and identify which flight passengers are
booked to travel on, in case the passenger(s) are traveling on a flight that
is not yet checking in, politely explain that they are not able to be checked
in at this stage, but provide a time and counter number(s) for check in to
their flight.
2. Identify passenger baggage to be checked- in and ensure the total weight
of checked baggage is known as well as the weight of cabin baggage so
that any excess baggage charges can be established at the
commencement of the check in transaction. Where the Piece System is in
use, assess baggage against that system/allowance.
3. Ensure that the class of travel and the appropriate policy is applied
in calculating any applicable excess baggage charges. It should be the
case that no single piece of baggage is in excess of 32 kg (this is an
international standard for occupational health and safety) and that every
piece of baggage in excess of 23kg is tagged with a heavy tag or marked
in accordance with the applicable policy (for instance, with a highlighter
across the baggage tag or similar) so that the baggage staff will be aware
of the weight
4. Ensure the damaged baggage which is being presented at check in or
unsuitably packed items in baggage, to be signed with the limited release
statement or that a designated limited release tag is used and signed.
In addition, and advice if the bag or cartoon box was unsuitably packed the
passenger to envelop (re-pack) his bag.
5. ask security questions to the passengers for the security requirements such
as liquids, aerosols , gels (LAGs) and DG's items, appropriate action must
be taken in accordance with company security policy should there be any
doubt about security in general.
6. Ask the passenger(s) for their seating preference. Be aware in doing so
however, that if the aircraft is heavily booked, customer airlines may pre-
seat all passengers during pre-flight editing, to avoid split seating, so
choices might be limited. Where possible, attempt to meet the passenger
request as closely as possible without violating any specific requirements
of the flight in question.
7. Check the passenger(s) in utilizing DCS or manual check in process as
applicable.
8. Issue the baggage tags and boarding passes automatically by the DCS, If
a manual check in process is being utilized, hand-write boarding
passes and baggage tags if possible, while explaining departure formalities
to the passenger(s), this will save time and reduce the duration of the
check in process.
9. Ensure that all checked baggage tag numbers are scanned and/or entered
into the DCS, or recorded appropriately.
10. check before dispatch of baggage that all required tags are attached
including priority tags, special assistance tags, unaccompanied minor
tags, limited release tags or transfer tags, etc. as applicable.
11. Hand back all documents to the passenger. Using an international flight as
an example, in accordance with the following:
i. Mr. and Mrs. Smith, here are your passports and immigration forms to be
completed before proceeding through immigration.” (if applicable).
ii. “Your boarding passes” – circle and state boarding gate and boarding
time.
iii. Identify the baggage receipts as either attached to the passenger portion
of boarding pass/card or e-ticket wallet and, the destination to which the
bags are tagged.
iv. Advise the passenger(s) of where they are required to collect their
bags, especially if interline bags are involved and bags need to be
identified at an intermediate point, collected at the transit point or
collected at the final destination.
v. Advise any other departure/boarding formalities.
18 Advise the passenger(s) of the flight time and service items (such as buy
on board food service if applicable) or other pertinent information.
19 Farewell the passenger(s) and wish them a pleasant journey.
20 Process baggage onto the baggage belt system and call the next
passenger in the queue to come forward to continue the check in
process.
Note: If the passenger is holding a confirmed ticket but does not appear
in the system (where DCS is used) or on the reservations list where manual
check in is used, the Syrianair Senor Representative must be contacted to
authorize acceptance. Where Syrianair does not have a representative, the
decision may be made by the appointed ground handling supervisor or
equivalent and in accordance with Syrianair Policy
4.2.2.11 Work Instruction for Dangerous Good’s In Passenger

Baggage Acceptance:
a) Purpose:
This Work Instruction explains the methodology for prohibited dangerous goods
and the action that should be taken if any dangerous goods may be detected in
passenger's baggage.
Check-in staff, check-in supervisor, duty officer, duty manager, safety
manager and GRH Director
d) Instructions:
 Ask passengers in relation to the dangerous goods chart positioned on each
check in counter or in their e-ticket or other documentation. The requirement
is to ensure that the check in does not proceed until it is established that the
passenger is not carrying any
 Ensure that all baggage accepted at check-in does not contain any restricted
articles, in particular dangerous goods as specified in IATA’s Dangerous
Goods Regulations (Section 2). Due to that Syrianair disseminate all
information to passengers to provide a warning as to the types of dangerous
goods that are forbidden from being transported on board an aircraft (refer
to section 5 table 2.3.A).
 Ensure that such information has been disseminated to the passenger
clearly by:
1. Displaying notices at the Syrian air sales offices where the passenger
purchases his/her ticket, so the passenger receives all the required
information prior to check-in process.
2. Restricted Articles Signage have been clearly displayed Via notices at

all check-in locations where the issuance of the boarding pass they must
be prominently displayed so that passengers can view those restrictions
prior to accept baggage for transportation with ease.
3. Notices about the types of dangerous goods that are forbidden from
being transported on board an aircraft are also displaying clearly at each
location where the baggage drop and aircraft boarding areas.
4. According to Syrian air’s policy the boarding pass process issuance is
not allowed to be completed remotely by the passengers without the
involvement of check- in staff.
 In case of any irregularity in check-in or boarding process when a restricted
DGs is detected, check-in agent shall immediately inform the check- in
supervisor who in his turn inform the occurrence to the duty officer/manger,
who shall report directly to the responsible safety manager in the GRH
Directorate, who in his/her turn reports to the Safety Director, who will reports
to the appropriate authority of the state of occurrence. DG's occurrence
report Form no. GOM12.1/03 found in section 12 of this manual (appendix
12.1.3)
 In case Syrianair provides service to another airline, a report is submitted to
the applicable customer airline, by the assigned safety manager who is
responsible to submit the report to customer airline representative and to the
appropriate authority of the state of occurrence.
4.2.2.12 Work Instruction for Manual Check –in:

a) Purpose:
This Work Instruction explains the methodology for In the event the customer
airline DCS becomes unavailable for any reason, check-in agents should
preform check-in process manually.
Check in staff, check-in supervisor
d) Instructions:
1 Ensure that sufficient manual processing stationary stocks is available like
(passenger manifest, manual label…), and any necessary manual
documents.
2 Check-in supervisor ensures that all check-in staff have a copy off The
Passenger Name List (PNL) concerning the particular flight.
3 Check-in supervisor numbers the hand-write boarding passes against the
booked passenger on the particular flight.
4 Explain departure formalities to the passenger(s) during completing manual

procedures in order to save time and reduce the duration of the check in
process.
5 Ensure that all checked baggage tag numbers are recorded appropriately.
6 Check-in supervisor delivers all flight-manifested information to load control
office, and deliver copies of PAX manifest of the flight to the gate.
Note: passenger manifest form can be found in section 12 of this manual
(appendix).
4.2.2.13 Last Minute Changes (LMC)
Acceptance of passengers after official check-in deadline can only be
authorized by the Check-in Supervisor or the authorized Syrianair
representative in liaison with the load-sheet maker in charge of the concerned
flight. Passenger details as well as baggage figures must be communicated in
order to allow amendments of aircraft documents.
In most cases, a limit will be imposed on the number of last minute changes
that may be carried out before a new Load sheet is required and this must be
born in mind when deciding to accept additional passengers after the normal
(published) deadline.
4.2.3 Special passenger check-in

4.2.3.1 Acceptance of industry and agent discount passengers
In general, the check-in process for industry discount passengers is the same
as for revenue passengers. Special conditions for the different types of Industry
discount passengers are described in the following sub-sections.
Stand-by passengers is advised that the acceptance will take place upon
check-in closure.
Acceptance priority
Acceptance of Industry and agent discount passengers must be performed
according to the following priorities:
ID/AD Priority Remarks
Code
ID00S1 Syrianair Own Employee, Free Ticket, Duty Travel, Firm
1 Space.
ID50R1 Syrianair Employee (Or Dependent), 50% Reduced Ticket,
2 Concessional Travel, Firm Space
ID50B1 Other Carrier Employee (Or
3
Dependent), 50% Reduced Ticket, Business Travel, Firm

Space
ID50N1 Other Carrier Employee (Or
4 Dependent), 50% Reduced Ticket, Concessional Travel, Firm
Space
ID00R1 Syrianair Own Employee (Or Dependent), Free Ticket,
5 Concessional Travel, Firm Space.
ID00N1 Other Carrier Employee (Or Dependent), Free Ticket,
6 Concessional Travel, Firm Space
ID00S2 Syrianair Own Employee, Free Ticket, Duty Travel, Space
7 Available.
8 Concessional Travel, Space Available
9 Concessional Travel, Space Available.
ID90N2 Other Carrier Employee (Or Dependent), 90% Reduced Ticket,
ID00N2 Other Carrier Employee (Or Dependent), Free Ticket,
4.2.3.2 Company staff travelling on duty

 Reservations for company staff travelling on duty made through Syrianair
reservations under the appropriate code. (Cockpit crew, cabin crew, technical
team).
 Notification of company staff travelling on duty is relayed to the passenger
handling duty officer or the authorized Syrianair representative (out stations).
 Such passengers are processed following identical procedures as for regular
passengers.
4.2.3.3 VIP passengers
When VIP (Very Important Person) and CIP (Commercially Important Person)
travel on Syrianair, the passenger handling team will follow instructions given
by the Syrianair commercial department. It is the responsibility of the Duty
Officer in charge to ensure that VIP’s and CIP’s are properly welcomed and
receives all the assistance they require.
4.2.3.4 Group passengers
In order to ensure passenger convenience, advanced seat reservation can be
secured for passengers travelling as a group. The Syrianair Check-in
Supervisor will ensure that the pre-reserved seats are available before opening
check-in.
All passengers travelling in a group will present their own baggage for
acceptance at the check-in counter.
4.2.3.5 Extra Seat for Passenger Comfort
When the Passenger requires the use of an additional seat(s) for comfort, the
additional charge, if any, is included on the passenger’s ticket in accordance
with the following:
 Passenger ticket is completed according to standard procedure;
The code “EXST” (Extra Seat) is mentioned in the “Name of Passenger”
box. When more than one extra seat is to be provided, the code “EXST”
is preceded by the number of extra seats;
 The applicable Fare Basis is shown in the “Fare Basis” box code,
including the “Fare and Passenger Type” code “EX”.
4.2.3.6 Hajj Passengers
Check-in agent ensure that all Hajj procedures and regulations are met before
accepting a passenger to JED and MED.
 All pilgrims must hold a valid passport and Hajj visa along with their dependents
(if any, they must be mentioned in the visa page). It is not allowed to carry
passengers with Hajj visa before or after the announced date.
 Passenger holding Umra visa are not allowed to enter Saudi Arabia during Hajj
period.
 All pilgrims must be in possession of a confirmed round trip (return) ticket prior
to arrival in KSA.
 All pilgrims must carry a completed immigration landing cards prior to
disembarkation in KSA, (the immigration landing cards will be distributed to all
passengers at the time of check-in.
 Hajj tags and Name must be placed on the pilgrims checked baggage without
fail while the name tag must read the full name of the passenger.
 Hajj manifest must be filled before departure without fail.
 ZAM ZAM water accepted at check-in counter from the station (JED or MED)
has to be wrapped properly for any leakage. Syrianair allows 10 liters of ZAM
ZAM water per passenger to be checked in free of charge.
4.2.4 Passenger handling messages

• IATA standard passenger handling messages are used for all Syrianair
flights. More details found in IATA AHM 780.
4.2.4.1 Statistical Load Summary (SLS)

The purpose of an SLS is, to provide a common format for the provision of
statistical information to the customer airline(s).
4.2.4.2 Manual and Telegraphic Passenger Manifest (TPM)
The Teletype Passenger Manifest (TPM) provides a name list of disembarking
passengers where required by governments (though ICAO Annex 9, Chapter
2, states that Contracting States not require the presentation of a Passenger
Manifest). The Teletype Passenger Manifest (TPM) is dispatched immediately
after flight departure.
4.2.4.3 Passenger Information List (PIL)
The Passenger Information List (PIL) is a printed message that provides the
cabin crew with necessary information concerning local boarding passengers
and, optionally, about seats blocked for other purposes.
The PIL is printed at a time close to flight departure. One copy is a part of the
aircraft documentation handed over to the crew, and one copy is filed with the
flight file. As a minimum, the PIL includes passengers who have one or more
special services requirements or particular attention from the cabin crew. In
addition all passengers seated in First/Business class appear on the PIL.
4.2.4.4 Passenger Transfer Message (PTM)
The Passenger Transfer Message (PTM) shows those passengers and their
baggage transferring at the arrival station, to ensure the passenger handling
team will meet every arriving flight. Passengers already holding boarding
documents for their onward flight is directed to the gate of the connecting flight.
Passengers without boarding documents for their connecting flight are escorted
to the transfer desk where such documents are issued.
Having a connecting flight (of any reservation status) that departs within the
time scale specified in the IATA Resolution 780, “Interline Checking of
Baggage”. The Passenger Transfer Message (PTM) is sent immediately after
flight departure.
4.2.4.5 Passenger Service Message (PSM)
The Passenger Service Message (PSM) informs down line stations of
disembarking and transiting passengers who require assistance or special
handling (VIP, UM ,PRM…) to ensure passenger handling personnel, or
personnel from the designated Syrianair handling service provider, will ensure
that qualified staff meets these passengers on arrival.
On multi-sector flights, each departure station transmit a separate PSM to
each down line station, relating the data of disembarking and transiting
passengers that applies to that down line station. The PSM is created with
specific passenger names and their related service(s). The PSM
Contains a numeric recap of the PSM services required for each down line
destination, followed by the names and services for each destination, and may
include supplementary information.
The PSM is transmitted immediately after flight departure, from the departure
station to all down line stations.
4.2.4.6 Seat Occupied Message (SOM)
On multi sector flights, a Seat Occupied Message (SOM) is mandatory to
ensure that down line stations can assign seats without causing double seating.
The Seats Occupied Message (SOM) shows the seats that are:
• occupied by transiting and joining load from the departure station
sending the SOM;
• Protected for use out of down line station(s).
The Seats Occupied Message (SOM) is sent immediately after flight departure,
and published in the Passenger Services Conference Resolution Manual.
4.2.5 Service to passengers
4.2.5.1 Frequent travelers - company club cards
Syrianair offers benefits to members of its frequent flyer programmed. The
programmed has 3 categories of benefits, which are blue, silver and gold.
Blue frequent flyer card: Would be granted for passengers who have met the
frequent criteria form the date of the first travel (flying eight travels during one
year) will earn this card whatever number of travel sector within /per ticket.
Silver frequent flyer card: Would be granted for passengers who have met the
frequent criteria (flying 16 flights within one sold year or two successive years)
form the date of the first travel.
Golden frequent flyer card: Would be granted for passengers who have met the
frequent criteria (flying 24 flights within one sold year or two successive years
or three successive years) form the date of the first travel.
Syrianair’s Passenger handling staff will ensure that passengers holding
frequent flyer cards receive the following services they are entitled to.
Blue:
 10% additional rebate on ticket fares.
 Additional free baggage allowance of 10kgs.
 Free of charge ticket (economy or business class) as per travel class.
Silver:
 Free of charge tickets (economy or business class) as per travel class.
 Free choice of route for the due free tickets on any Syrianair routes.
 Free of charge gift ticket to any family members as the following (father,
mother, wife and any child).
Gold:
 Free of charge tickets (economy or business class) as per travel class.
 Free choice of route for the due free tickets on any Syrianair routes.
 Free of charge gift ticket to any to any selected person.
The issuance of free of charge tickets for the benefit of frequent flyer
passengers always requires previous approval from the designated Syrianair
representative in charge at Commercial Department. However, the benefits of
frequent flyer cards (blue, silver and gold) could be change or suspend during
the year by the Commercial Department.
4.2.5.2 Company lounges and facilities at stations
Syrianair passengers travelling in First and Business class as well as frequent
flyer members holding Gold and Silver cards are entitled to use Syrianair
lounges.
Passengers are made aware of this opportunity at check-in, and where
applicable, corresponding invitation vouchers are issued.
4.2.5.3 Information about passengers to third parties
Details of passengers travelling on Syrianair flights are not given to a third party.
On special request from concerned customs and/or police authorities, specific
information on Syrianair passengers may be disclosed.
4.2.6 Boarding Gate Process
4.2.6.1 General
Boarding gates at Damascus International Airport will open and be manned as
follows:
 2 h before STD/ETD for wide-body aircraft
 1h 30mns before STD/ETD for narrow-body aircraft
In outstations, standards agreed with the local handling service provider will
apply. In any case, boarding gates opening usually comply with Syrianair’s
standard boarding times.
Standard boarding times for Syrianair aircraft are as follows:
 1h 15 mns before STD/ETD for wide-body aircraft
 45 mns before STD/ETD for narrow-body aircraft
4.2.6.2 Work Instruction for Boarding
a) Purpose:
This Work Instruction explains the methodology for boarding passengers and
their hand luggage at the gate.
Gate staff
d) Instructions:
1. Check the boarding facilities and gate monitors are displaying flight
information.
2. Ensure all information that is necessary for effective passenger boarding
(such as manual seat charts/allocation tables, summaries of M, F, C and I –
male, female child and infant – and zone data for the aircraft type in question)
is taken to the gate and prepared, ready for boarding. Should an automated
boarding process be used via DCS, then the following should be doing when
arriving at the gate:
a) DCS Terminal and Keyboard
b) Boarding Pass/Card Printer(s), if available
c) Magnetic Stripe Reader/Gate Reader equipment (used for automatically
reading boarding card information) and collecting the boarding card
stub (boarding card small piece) in drawer.
d) Printers, if present that are used for printing seat plans, PIL or Load sheet.
3. Preliminary boarding announcement should be made to welcome
passengers to the gate and the flight and where appropriate, to provide
details of how boarding will be conducted (by row number for example and
the fact that Business Class and Frequent Flyers may board at any time).
a) Any additional security requirements should be addressed if appropriate.
b) If boarding is to be delayed for any reason, an announcement should be
made explaining the delay and, if appropriate, the reason or duration
expected.
4. For manual or non-automated boarding, check the flight number and date on
the boarding pass card for each passenger.
5. Follow policies for passengers requiring assistance or pre-boarding.

6. Check the name on the passenger identity document with the one on the
ticket, and visually match passenger with photograph.
7. Ensure Dangerous Goods and Prohibited Articles notices are displayed at
the boarding gate.
8. Ensure passengers and their cabin baggage are security screened.
9. Confirm each passenger's boarding acceptance in the DCS before allowing
them to board.
10. Take into consideration if the flight is operated by an aircraft with more than
one (1) class of travel, gate personnel should ensure that adequate
arrangements are made for premium passengers such as Business
Class and/or Syrianair Frequent Flyer Card Holders
11. Check of passengers within the gate lounge area before boarding
commences to ensure that any oversized cabin baggage or items not
permitted in the cabin are intercepted, tagged and loaded in the aircraft hold.
A limited release or specific gate tag should be issued, the passenger(s) final
destination, or the destination to which their checked baggage is tagged and
the receipt given to the passenger. Checking this item before boarding
commences increases the smooth running of the boarding processes.
12. Particular care is required where more than one aircraft is on the apron or
adjacent stands at the same time or where boarding of multiple flights
is occurring in close proximity to each other. There must be no mixing of
security screened and non-security-screened passengers (such as those
from a regional flight, or arriving from a non-secure airport, if applicable at a
certain location) , and follow the safety requirements:
a. When walking on apron, ensure the route to the aircraft is safe and clearly
marked for both passengers and staff.
b. For Jet Bridge boarding, secure and mark off the route to the aircraft obtain
clearance for boarding from the flight crew and according to local procedures
and operating airline policy.
13. Ensure that the actual boarded passengers correspond to the figures
recorded in the departure control system and the aircraft documentation.
14. Obtain the approval from the cabin chief steward (ok to board) in order to
allow passenger enter the aircraft.
 Boarding announcements are made using the standard Syrianair
announcements. Possibility of pre-boarding is offered to passengers with
special needs such as:
 Families with infants or small children
 Passenger with reduced mobility
 MAAS (Meet and Assist)
 Etc…
 In order to facilitate the passenger on board the aircraft, boarding will be
made by seat row numbers, starting from the back of the aircraft cabin.
 In order to ensure best on time performance, last passenger have to board

the aircraft not later than 5 minutes prior to STD/ETD.
15. Any passenger(s) fail to board by the allowed time, ensure that passenger(s)
are identified and paged by name. Normally, Syrianair policy is to aim to have
all passengers on board by ETD/STD minus five (5) minutes. Relevant
baggage information for passenger(s) who have failed to board must be
advised to the baggage and/or ramp to ensure the missing passenger(s)
baggage is identified and if necessary offloaded along with the passenger(s).
Such actions are essential if the security integrity of the departing aircraft is
to be maintained. Should the fail to board passenger(s) be transit passengers
(arrived from elsewhere on this flight and/or aircraft and are traveling
beyond the current departure station on the same aircraft), the crew must
be advised in order that a check can be made of the passenger cabin to
make sure all of the passenger(s) cabin baggage or other items have been
removed.
16. Secure the flight by matching the checked-in passengers to the boarded
passengers.
17. Provide final passenger numbers to cabin and/or flight crew.
18. Final boarding figures will be announced to the Ramp agent or the authorized
Syrianair representative in charge of the concerned flight immediately after
last passenger leaves the gate to the aircraft, such communication must
confirm the number of passengers checked in and boarded, and if any
confiscated cabin baggage that requires loading into the aircraft holds.
4.2.6.3 Passenger Boarding Discrepancies

If there are passenger discrepancies (minus or plus), they must be resolved
prior to closing the aircraft door
1. .Make every attempt to locate missing passengers and obtain visual
proof of boarding and documents if they are located on the aircraft.
2. Apply Syrian airline procedures and government regulations with respect
to the removal of checked baggage of passengers who checked-in but
fail to board.
3. Notify crew and load controller of any last minute changes to passenger
and/or baggage load.
4.2.6.4 Boarding in Case of manual check-in
 Where no DCS is available or in case of DCS failure, apply manual boarding
procedures.
 Ensure the final checked-in count matches the boarded passenger count prior
to door closure and prepare and board a final manifest.
 The PIC must be advised regarding the crew seat travel
4.3 ARRIVING PASSENGERS PROCESSING

4.3.1 Passenger Arrivals — General
Prior to every Syrianair flight arrival, it is the duty of the passenger handling
team to verify all passenger-handling messages addressed concerning the
specific flight.
4.3.2 Disembarkation of passengers
Syrianair passenger handling personnel, or personnel from the designated
Syrianair handling service provider, meet every flight arrival, welcome
passengers and escort them through controls to arrivals.
When the aircraft is positioned on remote stands, passenger-handling staff
must wear protective equipment and ensure that passengers do not walk under
aircraft wings.
4.3.3 Transit passengers

Whenever possible, passenger in direct transit on the same flight is asked to
remain on board during the transit time. If the disembarkation of passengers is
required (i.e. long transit time or local regulations), the passenger handling
team will issue transit boarding passes to transit passengers.
Transfer and transit passengers and their hand baggage must be screened
before they enter into gate area.
4.3.4 Minimum connecting time
The minimum connecting time varies from airport to airport depending on size
and infrastructure. Such times are considered by the Syrianair reservation
system when passengers book their flights.
The minimum connecting time to be considered for DAM is of 5 minutes.
4.4 PASSENGER SECURITY

4.4.1 Passenger Screening
 While this is normally under the control of the state or airport from which
Syrianair operates from, the procedures shall remain consistent with the
standards and regulations as set out by international bodies.
 Any person who refuses to undergo screening before boarding or entering
an aircraft must be denied boarding and not allowed to pass the point of
search; Local operating procedures shall contain guidance on what further
action to take.
 Additionally any persons denied passage for refusal to be processed, or for
some other security reason, shall be referred to the authorities.
 All operators at the airport shall be alerted accordingly to cover the situation
where the passenger, deterred by additional attention, changes travel plans
in an attempt to travel on another airline.
4.4.2 Security of the passenger and their baggage
The initial opportunity for the screening of passengers and their baggage
generally arises with the passengers’ appearance at the airline counter for
check in.
It is at this point that screening or observation may first take place, utilizing such
procedures as the application of methods designed to identify persons or
baggage for special scrutiny.
On occasion this may result in requests for proof of identity and the isolation of
checked baggage at the check in counter for special processing. It shall also
include questions to ask of passengers to assure that they have personally
packed the hold baggage being transported.
Basic Security Questions are:
 Do you own this baggage?
 Did you pack all its contents yourself?
 Are you certain that nothing has been added since you packed it?
 Are you certain that you are not carrying a gift or a parcel that you do not
know its contents?
 Do you carry any Dangerous Goods in your baggage?
Escort of the individual, advance notification or marking of the ticket or boarding
pass with a pre-arranged code could do this. Airline staff shall be encouraged
to identify to supervisors, any passengers whose behavior would suggest they
might be unsuitable for carriage. Remember it is no longer acceptable to prove
the integrity of a bag; it is also necessary to prove the integrity of the person
who checks in the bag.
In case Syrian air is service provider it is the responsibility of supervision staff

to ensure all security threats are immediately reported to the customer airline,
the flight crew and applicable authorities as per local requirements and
customer airline's policy.
Apply customer airline and/or regulatory airport authority security procedures
for the handling of passengers and their baggage in the event of:
I-A bomb threat condition. II-An increased security threat condition.
4.4.3 Pre boarding and boarding
 The basic rule to keep in mind is that all passengers and all of their carry-on
baggage must undergo screening before being permitted access to an
aircraft or sterile area. This procedure will need to be applied to all
international flights and to domestic flights that connect to them, Some States
mandate that this procedure be applied to all flights.
 Reconciliation of passenger ticket/boarding pass and travel document must
be performed prior to boarding. Verification of identity typically consists of a
cross check of the passenger and boarding pass against a passport or other
form of official photo identification.
 Syrian air’s staff or contractors responsible for the safety and security of its
aircraft, employees and customers will take every measure to ensure that
there is 100% adherence to the regulations set forth by the Syrian Civil
Aviation Authority.
 Should a passenger fail to show at the gate that has checked luggage, the
aircraft shall not be allowed to depart until the luggage is offloaded or the
passenger has boarded, nothing short of 100% passenger and baggage
verification is permissible.
4.4.4 Security of Documents

4.4.4.1 Boarding Passes, Transit Passes and Baggage Tags
All materials used for passenger and hold baggage processing (e.g. boarding
passes, baggage tags, FIMs, vouchers, stamps) must be protected or be under
surveillance at all times in order to prevent unauthorized access and use.
4.4.4.2 Disposal of Printed Documents
Printed material such as boarding passes, passenger lists, and handling forms
may have to be reprinted and are therefore left behind as waste. Dispose of
these documents according to data protection rules, as they contain passenger
data.
4.4.4.3 Information Security
Departure control systems (check-in systems) must be controlled to prevent
unauthorized access.
PASSENGER HANDLING REV 04 / 30 NOV 22
(a) Follow airport procedures intended to prevent unauthorized use and

access to un-issued (blank) boarding passes.
(b) Before leaving the counter, remove boarding passes and baggage tags
from the respective printers or lock them.
(c) Before leaving the counter, sign-out, log-off and lock the system.
(d) Observe regulations concerning the usage of sign-ins and passwords.
4.4.4.4 Restricted Areas
Secure all gate and departure areas by keeping doors closed, use appropriate
barricades when directing passengers.
(a) Ensure all access doors are closed when not in use.
(b) Position staff as required to direct passengers.
(c) If passengers have to walk on the apron to aircraft, ensure passengers
proceed directly to the aircraft.
(d) If transportation has to be provided to passengers to move them from
the terminal building to the aircraft, make sure only authorized personnel
4.4.5 Unruly Passengers
4.4.5.1 General Conditions of Passenger Carriage
For flight safety reasons Syrian air may refuse carriage or onward carriage of
any unruly passengers and/or those who appear by manner or physical
indications, to be under the influence of alcohol or drugs. This includes
prevention of any violation of applicable law, regulations or order of any state
or country to be flown from, into or over, for more information please refer to
the security section, item no. (GOM 8.1.9) of this manual.
4.4.5.2 Handling Unruly Passengers during Check-In or Boarding
The supervisor should be informed about any unruly passenger behavior that
observe at check-in, in the lounge, or at the boarding gate, who will inform the
relevant security authorities and put baggage of such passengers on standby.
4.4.5.3 If Passenger is Denied Carriage
(a) Offload the passenger in the DCS and offload his baggage.
(b) Inform the airport security authority, Syrianair security department and
customer airlines.
4.4.5.4 If Passenger is accepted for Travel
(a) Inform Pilot-in-Command and the senior cabin crew member.
The case must be documented and reported to the aviation security authority,
Syrian air security department and customer airlines by the flight supervisor
using the (unruly passenger report form) that found in item (GOM12.6.1) of this
manual.
PASSENGER HANDLING REV 05 / 01 JUN 23
4.5 Handling of Passenger Requiring Special Attention

4.5.1 Inadmissible passengers and deportees procedures
“INADMISSIBLE PASSENGER” (INAD) means a passenger who is refused
admission to a country by authorities of such country, or who is refused
onward carriage by a Member or government authority at a point of transfer,
e.g. due to lack of a visa, expired passport, etc.;
• Syrian air duty officer notify the pilot-in-command (using form that found in item
12.6.2 of this manual), prior to flight departure, of passengers onboard that are
persons required to travel because they have been the subject of judicial or
administrative proceedings.
• When an inadmissible passenger holds a ticket covering the routing of the
outbound carriage, on which there are restrictions such as minimum stay, fare
validity, travel together, etc., such restrictions may be waived and the ticket may
be used for immediate outbound carriage.
• An annotation “Restrictions waived due INAD” is made in the “Restrictions /
Endorsements” box of all remaining flight coupons and the passenger coupon.
Notwithstanding any restrictions in the ticket, no endorsement requirement
apply.
• When an inadmissible passenger does not hold a ticket covering outbound
carriage, the inbound carrier will ticket the inadmissible passenger for the
outbound carriage to his last point of stopover. If the passenger would not be
admissible at the last point of stopover, he will be re-ticketed to his point of
origin; provided that where the authorities refusing permission have specified
a destination other than the inadmissible passenger’s last point of stopover or
point of origin, or where a different routing is deemed more appropriate, the
inbound carrier ticket the passenger accordingly. The special purpose code
“INAD” (inadmissible passenger) is entered after the passenger’s name.
• “DEPORTEE” (DEPO) means a person who had legally been admitted to a
country by its authorities or who had entered a country illegally, and who at
some later time is formally ordered by the authorities to be removed from that
country.
• Except as may be contrary to applicable law or government regulations, the
authorities of the country ordering the removal of a deportee from the country
is responsible for providing a ticket for the deportee’s outbound carriage at the
applicable fare.
• The carrier issuing the ticket for the outbound carriage enter the special
purpose code “DEPA” (accompanied deportee) or “DEPU” (unaccompanied
deportee) after the passenger’s name.
• Syrianair have the right of being informed of the reason(s) for deportation, with
due regard to their responsibility and obligation for the safety and security of
their passengers, and be entitled:
1. To insist on the deportee to be accompanied by a representative of the

deporting country, with a ticket at the applicable fare being provided for
such representative by the deporting authorities; or
2. Not to accept the deportee for carriage on their service(s).
3. Of handling the potentially disruptive passengers, and for ensuring such
passengers: pose no danger or risk to the flight and to report to the
customer airline when Syrian air is a service provider.
4.5.2 Escorts of prisoners / deportees

Syrian air when carrying persons in lawful custody, persons under arrest, or
convicted criminals under escort, use the following procedure:
1. a prisoner is not transported on board a Syrian air flight unless escorted by
one or more policing authority officer
2. a policing authority officer or other authorized persons will notify a
responsible representative of Syrian air well before the date it is proposed
to transport a prisoner, or as soon as practicable in an emergency, of the
identity of the person being escorted, the flight on which transportation has
been arranger, and whether or not the escorted person is considered
dangerous
3. Syrian air does not accept a prisoner and escort(s) as a passenger unless
concurrence has been obtained in advance from the states, other operators
that may be involved in route or in, and the intended final destination, in
such cases sufficient advance notification must be given to the airline prior
to any agreement can be obtained
4. Escorting officers is informed by head of security of potential danger of the
safe operation of the aircraft, and they take any action during any act of
unlawful interference without any direction from pilot in command.
5. escorting officer ensures that a prisoner does not carry contraband,
weapons , matches or any other potentially dangerous items
6. Escorts are equipped with adequate restraining devices to be used in the
event they determine restraint is necessary.
7. escorts must not wear mace, tear gas or any similar incapacitating gas-
generating devices on board
8. Escorts must identify their themselves to security personnel, policy security
officer on duty, and flight attendants, and their seat assignment on board
must be reported to the pilot- in –command.
9. Escorted persons are boarded before all other passengers and
disembarked after all other passengers have left the aircraft.
10. passenger in custody always be seated aft window seat, the middle seat is
blocked and the escorts officer always be seated always at the aisle
11. Passenger in custody may be served food without being provide with any
metal knife or utensils.
12. Syrian air is limited to the number of passenger in custody to be Carried on

one flight:
• on passenger in custody on aircraft with up to 29 passenger seats
• two passenger in custody on aircraft with up to 50 passenger seats
• 4 passengers in custody on aircraft with up to passenger seats
• Two additional passenger in custody for every 50 additional passenger
seats.
• For each two passenger in custody are escorted with one officer.
• in case of deportees, the number to be carried on flight is assessed and
determined by the head of security after consultations with commercial
department
4.5.3 Incapacitated passenger
4.5.3.1 Definition
Incapacitated Passengers shall be defined as those with physical or mental
disability or with a medical condition or injuries, who require individual attention
or assistance on enplaning/deplaning, during flight and during ground handling,
which is normally not extended to other passengers. This requirement will
become apparent from special requests made by the passengers and/or their
family or by a medical authority, or from obvious abnormal physical or mental
conditions observed and reported by airline personnel or industry-associated
persons (travel agents, etc.)
4.5.3.2 Categories
Irrespective of their physical or medical condition, incapacitated passengers are
categorized into various groups. These are identified in airline messages by
AIRIMP codes such as:
LEGL (Leg in cast) - for passengers with a left leg in a full cast, occupying 2
seats one behind the other, with the leg in cast supported on the turned-down
seatback (only to be used in conjunction with SSR Code MEDA).
LEGR (Leg in cast) - for passengers with a right leg in a full cast, supported
on the turned downed front seatback (only to be used in conjunction with SSR
Code MEDA).
LEGB (Leg in cast) - for passengers with both legs in a full cast, occupying 2
seats one behind the other, with the legs in casts supported on the turned-down
front seatback (only to be used in conjunction with SSR Code MEDA).
MEDA (Medical case) - Company medical clearance may be required. Not to
be used for incapacitated passengers who only require special assistance or
handling, and who do not require a medical clearance.
OXYG (Oxygen) - for passengers travelling either seated or on a stretcher

needing oxygen during the flight (only to be used in conjunction with SSR Code
MEDA).
SP (Special needs passengers) - to be optionally entered after the
passenger's name on the ticket.
STCR (Stretcher Passenger).
WCHR (Wheelchair - R for Ramp) -Passenger can ascend/descend steps and
make own way to/from cabin seat but requires wheelchair for distance to/from
aircraft, i.e. across ramp, finger-dock or to mobile lounge as applicable. When
service animal is accompanying passenger, specify the type of animal in free
text of SSR item.
WCHS1 (Wheelchair - S for Steps) -Passenger cannot ascend/descend
steps, but is able to make own way to/from cabin seat; requires wheelchair for
distance to/from aircraft or mobile lounge and must be carried up/down steps.
When service animal is accompanying passenger, specify the type of animal in
free text of SSR item.
WCHC1 (Wheelchair - C for Cabin Seat) Passenger completely immobile;
requires wheelchair to/from aircraft/mobile lounge and must be carried up/down
steps and to/from cabin seat. When service animal is accompanying
passenger, specify the type of animal in free text of SSR item.
BLND (Blind passenger) - specify if accompanied by seeing-eye dog or other
service animal.
DEAF (Deaf Passenger) - specify if accompanied by hearing dog or other
service animal.
• No medical clearance or special forms are required for those incapacitated
passengers who only require special assistance in the airport, or in
embarking/disembarking Such passengers is subject to prior clearance for
air travel by Syrian air’s medical advisors
• At time of check-in, check-in staff verify that all local provisions required for
the assistance and carriage of the incapacitated passenger have been made
available.
• Whenever an incapacitated passenger is denied carriage the origin and all
down-line and destination stations will be notified stating the reason for such
refusal/removal and full details of any consequent action taken or to be
taken.
• All procedures dealing with incapacitated passenger in accordance
requirements of SCAA and with requirements of the customer airline(s)
in case Syrianair provides service to another airline.
4.5.3.3 Incapacitated passenger Acceptance

Syrian air ensure transportation the incapacitated passenger and guarantee all
necessary services and facilities concerning their special situation, also Syrian
air ensure that if any interline Member participating in the transportation has
specifically agreed to participate in the carriage of such passenger
While most incapacitated passengers can be accepted by the airlines for air
travel, there may be certain cases or situations where Syrian air may refuse to
carry or continue to carry incapacitated persons:
Syrian air may refuse to engage in interline transaction for carriage, or to
commence/continue interline transportation of incapacitated persons:
 Whose conduct, status, mental or physical condition is determined by the
carrier to be such as to render them incapable of assisting in their evacuation
of the aircraft (e.g. persons travelling in a stretcher or incubator, persons with
severe mobility impairment, persons with severe hearing and vision
impairment) unless they are accompanied by an escort who will be
responsible for them and their needs on enplaning and deplaning during
flight, and during emergency evacuation.
 Who may be a source of infection and in the case of certain diseases,
discomfort to other passengers, or
 Whose carriage, even with the implementation of special precautions, might
cause unusual hazard or risk to themselves or to other persons and property,
or Who cannot use the standard airline seat, either in a sitting or reclining
position (e.g. stretcher cases), for the class of service desired. If Carrying
Member(s) regulations permit, alternative arrangements may be made, or
Any differences of opinion among participating Members about the need or
qualification of an escort must be resolved with the medical departments.
 In the boarding process in case of presence any category of incapacitated
passengers, and their escorts, special arrangements will be made for them
while on board, the captain/senior cabin crew member always shall be
informed.
Incapacitated passengers and their escorts shall normally be offered pre-
boarding facilities.
If passengers for any reason have to be offloaded, the highest possible priority
for transportation should be given to incapacitated passengers, and to their
escorts.
4.5.3.4 Work Instruction for Passengers travelling with wheelchairs
a) Purpose:
This Work Instruction explains the procedure how to deal with passengers own
folding wheelchair or assistive device, wheelchair available to its passengers at
all Syrianair stations, for boarding/disembarking purposes and within airport
facilities.
d) Instructions:
1. Passengers travelling with their own folding wheelchair or assistive device
may request it to be carried in the passenger cabin where storage facilities
are available. Such requests will be handled on a “first come first served”
basis.
2. Where such facilities do not exist, the wheelchair or assistive device will be
loaded in the baggage hold where it is easily accessible for timely return to
the Passenger.
3. Passengers who intend to check-in their own wheelchair is given the option
of using a station/airport wheelchair.
4. If the passengers prefer to use their own wheelchair within the airport, they
are permitted to use it up to the aircraft door.
5. In order to prevent damage to aircraft and to ensure flight safety, power
driven wheelchairs or other battery powered mobility aids only be
acceptable for carriage as checked baggage on passenger carrying
aircraft, provided the following are complied with:
a With the approval of Syrianair, wheelchairs or other mobility aids powered
by dry cell batteries or non-spill able types of batteries, as defined in the
IATA and ICAO regulations for the transport of dangerous goods, may be
accepted for carriage with their batteries, provided that:
 The battery is disconnected by the passenger himself or by the
trained check in supervisor.
 The battery terminals are protected and insulated to prevent
accidental short circuits.
 The battery is securely attached to the wheelchair or mobility aid.
b Batteries can be classified as non-spill able, if they are capable of
withstanding the vibration and pressure differential tests given in the IATA
and ICAO regulations for the transport of DG, without leakage of battery fluid
c With the prior approval of Syrianair, as checked baggage, wheelchairs or
other battery powered mobility aids with spill able batteries provided that
the wheelchair can be loaded, stowed, secured and unloaded always in

an upright position and that the battery is disconnected,
d If the wheelchair or mobility aid cannot be loaded, stowed, secured and
unloaded always in an upright position, the battery must be removed and
the wheelchair or mobility aid may then be carried as checked baggage
without restriction. The removed battery must be carried in strong, rigid
packaging as follows:
 Packaging must be leak-tight and secured in cargo compartment
 Batteries must be protected against short circuits
 Packaging must be marked “Battery, wet, with wheelchair” or “Battery wet
with mobility aid” and be labeled with the “Corrosive” label and the
“Package Orientation” label, as provided in the IATA DGR.
 It is recommended that when loading wheelchairs in aircraft holds or
containers, carriers utilize stowage receptacles such as polyethylene bags
or cardboard cartons. This will help to prevent loss of detachable parts or
damage to the wheelchair or other baggage loaded with it.
e The NOTOC (notification to captain) prepares by the load controller in
coordination with the check-in supervisor using the form (GOM 12.3.2).
Note: Acceptance and handling of battery operated wheelchairs as checked
baggage; refer to section 5 – paragraph 5.5.9.
4.5.3.5 Work Instruction for Passengers travelling on stretcher
a) Purpose:
This Work Instruction explains the procedure how to deal with incapacitated
passengers who cannot use the standard seat in a sitting or reclining position
for the classes of service deserved must travel on a stretcher, accompanied
by a qualified escort
Check in staff
d) Instructions:
Stretchers are available in the following standard specifications to fit over the
seats (3 rows) for all types of Syrian air’s aircraft.
Length 74.00 inches
Height 58.50 inches
Width 38.00 inches
Bed height 33.12 inches
 Syrianair will make stretchers and associated equipment, e.g. blankets,
pillows, sheets, nursing materials and privacy curtains, available for
passengers who cannot use the standard airline seat in a sitting or reclining
position for the class of service desired.
 Carriage of stretchers must be requested 3 days in advance through

Syrianair reservations, nine consecutive seats on one side of the aircraft
must be blocked to accommodate. (Please see 4.5.3.8 for limitations and
seat numbers).
 Stretcher cases is accepted after all regulations of their carriage is complied
with, medical Forms are duly completed and approved by the concerned
department and declaration of indemnity is signed by passenger or his/her
guardian and medical clearance certifying that the passenger is fit to fly
must be forwarded to the Syrianair medical advisor.
 The patient will be charged for three full normal economy class adult fare.
 The accompanying escort(s) shall pay the normal economy class adult fare
and shall be given seat(s) immediately adjacent to the passenger(s) they
are escorting, escorts are seated next to the passenger they are escorting
and occupy a seat towards the aisle.
 The free baggage allowance will be that applicable to the number of fares
paid. The charge of a child stretcher case shall be the same as applicable
to an adult stretcher case
 The Reservation office upon confirming the acceptance of the stretcher case
will inform the originating, en route and destination stations relaying the
aircraft configuration, and relaying all necessary information as per item
traffic Section will coordinate with the Maintenance Directorate to ensure the
installation of the stretcher according to the type of aircraft desired for travel.
4.5.3.6 Limitations
PRM’s are never assigned seats where they could impede the crewmembers
in their duties, obstruct access to emergency equipment, or hinder evacuation
of other persons. PRM’s must never be seated on emergency exit rows.
Following limitations for carriage of PRM’s on Syrian air’s aircraft apply:
PRM ATR A320 A 340
WCH 2 6 8
STCR N/A 1/24,25,26 DEF 1/42,43,44 HK
DEAF 2 2 4
BLND 2 2 4
INFANT TBN 20 35
UM 11 11 11
 The maximum number of PRM’s travelling alone on board a Syrianair aircraft
whether able to walk or not, must not exceed half of the number of doors that
may be used on ground level.
 For non-scheduled flight, max number of children shall not exceed 50% of
adult’s number.
4.5.3.7 Oxygen for Medical Use by Passengers

Passengers may require oxygen equipment for medical purposes to maintain
their health during the flight.
Types of Equipment:
a) There are two types of oxygen cylinders that can be furnished by Syrian air
according to the minimum mass of flow of oxygen:
 Four liters per minute.
 two liters per minute
b) Only Syrian air approved equipment may be used.
Each passenger using the equipment must be seated, so as not to restrict
access to or use of any required emergency or regular exit of the aisle in the
passenger cabin.
4.5.3.8 Blind / Deaf Passengers

Blind passengers are invariably accompanied by an attendant or their seeing-
eye dog (without additional charge for the dog). However, in certain cases
unaccompanied blind persons may be accepted.
Acceptance and Handling Procedure:
 When the blind person is accompanied by a seeing-eye/hearing dog, the
following should be adhered to:
1. The dog should be harnessed and muzzled.

2. In order to avoid other passengers having to step over the dog, a window
seat should be requested preferably in the first Y/Class row away from the
galley and emergency exits.
3. The dog must remain under or near their master's seat at all times.
4. Avoid using mechanical escalators and walkways due to sudden change in
horizontal velocity, and preferably use lifts.
5. The dog's veterinary and health certificates should be checked, as it is a
mandatory requirement for admission into some countries.
 When the blind person is unaccompanied
1. The Relevant Sales Offices or sales agents should inform the origin, en route
and destination station about the presence of blind persons.
2. Upon representing to the check-in counter, a staff member should be

assigned to take care of all governmental formalities.
3. The passenger should board the flight before other passengers.
4. The Captain and In-flight Services should be informed by means of the
Passenger Information Sheet.
5. The blind person will be seated at the aft of the aircraft, in order to be under
the continuous observation of the flight attendants.
6. At transit stations, where it may be allowed, the blind person should remain
on board
7. At the arrival station, and based upon information received about the blind
person, the Station Manager will assign one staff member to assist him/her
through governmental formalities, and baggage delivery
4.5.4 Work Instruction for Passengers with infectious diseases
a) Purpose:
This Work Instruction explains the procedure how to deal with passengers
who could be exposed to an infectious disease (features such as abnormal
skin changes and the red color of face).
Check in and gate staff
d) Instructions:
 Check in and gate staff evaluate passengers who could be exposed to an

infectious disease (features such as abnormal skin changes and the red
color of face). When such features are noticed; the medical advisor
assesses the passenger. If doctor has determined that the passenger
might have a communicable disease, the supervisor reports immediately
the Duty officer as well as all procedures are in accordance with
requirements of the customer airline(s) when Syrianair is a service provider.
Syrianair on the advice of representative advisory doctor and
designated authority is permitted to deny boarding to such a person.
 Syrianair determine or be advised by a health authority that it may have
transported a passenger with an infectious disease (hereafter referred
to as the “index case”), it co-operate with such health authority, with the
understanding that it is not Syrian air’s responsibility to trace and notify
other passengers who may have been exposed to the infectious disease.
 If the health authority requests a list of other passengers who may have
been exposed to the infectious disease, the health authority is advised to
first utilize immigration records of the arriving passengers, such as landing
cards, in order to determine the names and addresses of such passengers.
 If the health authority advises Syrianair that it was unable to determine from
immigration records, the names of other passengers who may have
been exposed to the infectious disease, Syrianair ask the health authority
to make a formal request for a list of passengers. The health authority
exonerate Syrianair of any liability or responsibility, or costs that could result
from notifying other passengers.
 In most circumstances, it would not be obvious that a passenger might have
a communicable disease. However, the previous procedures are typically
in place to permit passenger handling personnel to address situations
when one or more passengers do exhibit symptoms of a particular disease,
especially when a known outbreak is in progress.
4.5.5 Work Instruction for Expectant mothers
a) Purpose:
This Work Instruction explains the procedure how to deal with expectant
mothers and the cases which may require medical clearance.
Check in staff
d) Instructions:
Expectant mothers, as such, shall not be regarded as Incapacitated
Passengers. The following procedure should be applied:
1. It should be discreetly suggested to expectant mothers to volunteer information
about uncertainty of progress of pregnancy, time of confinement, expected
complications in delivery, or previous multiple births. If from such information it
appears that the expectant mother is in normal health and with no pregnancy
complications, she shall normally be accepted without medical clearance,
except as provided in paragraph (2).
2. Medical clearance shall be required if from such information it appears that:
a) Confinement may be expected in less than four weeks, or
b) There is uncertainty of progress of pregnancy or time of confinement or
that there were previous multiple births, or that complication in delivery
may be expected; such clearance should be issued within seven (7) days
prior to commencement of travel
3. As a general rule “Medical report for air travel form no.GOM12.4/09” must be
signed by the passenger's gynecologist reflecting the status of the expectant
mother and specifying the date of delivery,
4. The passenger must sign at the check-in counter a “Declaration for Indemnity
Releaser form no.GOM12.4/08” the original is retained in the departure station
file and a copy of the form is to be retained by the passenger
5. This copy of “Medical report for air travel form no.GOM12.4/09” is presented to
Captain/Chief Cabin of the flight at boarding time if required, or to Transit staff
in case of interlines whenever deemed necessary.
6. Air travel is not allowed for:
 Women within the last seven days prior to confinement and within the first
seven days after.
 Healthy new-born babies provided not prematurely born, within the first
seven (7) days after birth.
 Premature babies is considered as MEDA cases and dealt with under the
terms of IATA Resolution 700.
4.5.6 Work Instruction for acceptance of Unaccompanied Minors (UM)
a) Purpose:
This Work Instruction explains the procedure of the carriage
(unaccompanied minors) a child who is traveling alone, his/her age is
between 6 and 12 years old.
Domestic and international flights at all stations
Check in and gate staff.
d) Instructions:
 No minor under the age of 6 is accepted for unaccompanied carriage on
Syrianair flights or in accordance with requirements of the customer
airline(s) when Syrianair is a service provider.
 At the request of the parent or guardian, over age of 12 can be considered
as unaccompanied minor
 The parent/guardian must sign the UM request for carriage form including
the parent/guardian declaration, by which the minor is authorized to travel.
The parent/guardian remain at the airport until the flight has departed.
 Unaccompanied minors must be always being attended. They is assigned
front seats enabling uninterrupted supervision by cabin crew.
 In case of delays, or other irregularities, parent/guardian at departure
station as well as transfer and arrival station must be informed.
 Passenger handling staff for Syrianair flights will use of a special
identification tag/badge for unaccompanied minors, preferably containing
the letters “UM”.
 Tickets and other travel documents including baggage identification tag(s),

health certificates, etc. of unaccompanied minors are carried in the charge
of the cabin staff; when this is not possible, these documents may be
retained by the minor, preferably in a wallet provided by the carrier.
4.5.7 Escorted Minors

Minors between the age of 2 and 6 years of age may travel without
legal guardian, minor shall be escorted by a Syrianair hostess, who
will travel on onward flight as a passenger by one way full fare paid
ticket, issued by the guardian in order to accompany the minor, and
she will return on the same flight as a crew.
4.5.8 Transportation of babies

• Infants must be under 2 (two) years of age on both the outbound and inbound
sectors, and must be travelling with an adult passenger. However, infants
under 7 days old are not allowed to travel.
• Infants are not allocated a seat. Only one infant per adult is allowed. In the
event of one adult travelling with 2 infants, one of the infants must occupy a
seat. Infants are assigned seats in alternate rows and no more than 1 infant
per row unless two infants travel with one adult.
• If there are many infants booked on a flight, ensure that every 4 rows, one
row is kept “infant free” as cabin crew must be able to grab the nearest
available extra oxygen mask (in the event of pressure being lost in the cabin).
4.5.9 Medical Clearance

Based on the information received by the sales offices or sales agents in
contact with the passenger determine that:
 Passenger suffer from any disease which is believed to be actively
contagious and communicable; or
 Who, because of certain diseases, or incapacitation may have or develop an
unusual behavior or physical condition which could have an adverse effect
on the welfare and comfort of other passenger and/or crew members; or
 Can be considered to be a potential hazard to the safety of the flight or the
punctuality thereof (including the possibility of a diversion of the flight and
unscheduled landing); or
 Would require medical attention and/or special equipment to maintain their
health during the flight; or
 Might have their medical condition aggravated during or because of the flight.
Such passengers shall be subject to prior clearance for air travel by the medical
departments/advisors of all carrying Members (Figure MEDIF) on the basis of
information in respect of their physical and/or mental condition, obtained by the

Member in contact with the passenger through its medical department/advisor
directly or through a licensed physician familiar with the condition of the
passenger. In order to obtain such clearance, medical information must be
provided and transmitted when seats are requested on the flight of another
Member.
Additionally, when a member receiving a request for travel has reasonable
grounds for doubt about the passenger's incapacitation, such Member shall
require medical information for clearance purposes.
Members can deny transportation to passengers needing medical clearance
unless they meet the requirements of the carrying Members.
4.5.10 DECEASED PASSENGERS
4.5.10.1 General
In the event of a passenger's decease (hereinafter referred to as “death") on

board or on ground, the following procedure shall apply:
4.5.10.2 Death on board
1. In the event of a passenger's death on board an aircraft( only a physician

can certify death and pronounce passenger dead) the captain shall
according to prevailing circumstances, decide whether to return to last airport
of departure, make landing en-route or continue to scheduled destination.
However, when death is not certified, the PIC must divert to the nearest
suitable airport. In such a case, cabin crew must move the passenger away
from the apparently dead passenger; cover the body and calm passengers
in the best possible manner.
If passenger is certified dead, the PIC may continue to destination.
2. The Captain shall inform Duty Manager/Representative (or handling agent)
at the station by fastest possible means of communication of the presence
of a dead passenger on board and if possible, name and nationality.
3. Duty Manager/Representative shall immediately inform:
 The appropriate police and airport authorities;
 Airport doctor or health authorities;
 The dead person's embassy or consulate;
 The "sworn" physician, where required according to local
regulations.
4. Upon arrival of the aircraft, the Captain shall give the Duty Manager /
Representative the following particulars:
 Details of the death
 Full name, nationality, date of birth and address of the dead

passenger.
 Points of embarkation and disembarkation.
 Altitude at time of death (actual and cabin).
 Names of relative(s) or friend(s) accompanying the dead
passenger.
5. Duty Manager/Representative shall:
 Inform the dead person's next of kin through the nearest Area
Manager/Station Manager.
 Prepare a report.
4.5.10.3 Death on Ground
In the event of a passenger's death on ground before, during or after

embarkation, transit or disembarkation, the Passenger Services Manager/
Representative shall:
1- Inform the following parties:
 The appropriate police and airport authorities.
 Airport doctor or health authorities.
 The dead person's embassy or consulate.
 The "sworn" physician, where required as per local regulations.
2- Prepare a report.
4.5.10.4 Reporting
1- The Duty Manager/Representative shall, as soon as possible, send a special

report to:
 Ground Handling Director
 Airport Manager
 Medical Services at the Airport
 Insurance & Claims Section
1- The report shall contain the following information regarding the death:
 Flight number and date.
 Sector or station, as applicable.
 Full name, nationality, date of birth, and sex.
 Address of the dead passenger.
 Whether the dead was as invalid or known to suffer from any
illness.
 Airport of embarkation and disembarkation of the dead
passenger.
 Details about the death.
 Time of death.
 Altitude at time of death (actual and cabin) if applicable.
 Number of hours after embarkation and number of hours after
last take-off.
2- The Duty Manager/Representative is responsible to see that:

 The death certificate and other legal requirements are fulfilled.
 The traffic documents (Load Sheet, Passenger Manifest, General
Declaration, etc.) are corrected.
 The station of passenger's destination is informed.
4.6 Irregularities (cancellation, diversion, etc.)

4.6.1 General
Irregularities may happen resulting from elements either within or outside
Syrian air’s control. Handling of irregularities is an essential element of good
customer service and all personnel involved in handling Syrianair flights pay
particular attention to following elements:
 Regular and true information to passengers
 Presence of staff during irregularities
 Information to down line stations
 Passenger welfare
 Passengers requiring special attention
Any irregularity report is to be addressed to the office of the Ground Operation
Director.
4.6.2 Voluntary Refund

“VOLUNTARY REFUND” means a refund of an unused ticket or portion thereof
or an unused miscellaneous charges order other than an involuntary refund.
4.6.3 Involuntary Refund
The following circumstances justify an involuntary change of carrier, routing,
class of service:
 Cancelled a flight;
 Failure to operate a flight reasonably in accordance with schedule;
 Failure to stop at a point to which the passenger is destined or is ticketed
to stop over;
 Inability to provide previously confirmed space;
 A carrier causes a passenger to miss a connecting flight on which he
holds a reservation.
In the foregoing circumstances Syrianair, with due consideration to the

passenger’s reasonable interests:
 arrange for involuntary refund in accordance with IATA Resolution 737;
or
 provide onward carriage to the destination or point of stopover named
on the ticket, if necessary at a higher cost and without additional charge
to the passenger, as follows:
 On the same or another of its own aircraft;
 On the service of the original receiving carrier or
 On any other transportation service(s).
Where the transportation cost for the revised routing or class of service is lower
than the fare originally paid, the carrier effecting the involuntary change arrange
for the difference to be refunded to the passenger. Where a passenger is
carried in a lower class of service, the refund will be the difference between
the higher and lower fares for the re-routed section(s) or the amount calculated
whichever is higher; forwarding carrier absorb any difference between the
amount of the refund as calculated and the balance remaining after all claims
for carriage have been ascertained.
Decisions on involuntary rerouting and/or refunds will always require previous
approval from the Syrianair Duty Officer or designated Syrianair representative
in charge.
4.6.4 Flight Interruption Manifest (FIM

Where, due to flight interruption en route where Syrianair is the forwarding
carrier, it becomes necessary to re-route passengers involuntarily and the
applicable flight coupons are not available, Syrianair provide for alternate
onward air carriage for the interrupted portion of the journey. Subject to
agreement between Syrianair and other carriers, a Flight Interruption Manifest
(FIM) as shown below is
Completed. The guidelines for completion and handling of the Flight Interruption
Manifest as specified in the IATA Resolution 735d and published in the
Passenger Services Conference Resolution Manual is adhered to.
For (FIM) form, please refer to item 12.4.4 of this manual.
4.6.5 Absorption of expenses in case of irregularity
Syrianair is responsible for the condition which creates a need for an involuntary
change in the passenger’s journey, Syrianair is responsible for such of the
passenger’s expenses as may be incurred during the period of the
passenger’s delay at the place where the involuntary change occurred,
and may absorb such expenses at subsequent points en route where they are
a direct consequence of such a change, provided that they are limited to
essential expenses such as hotel room, suitable meals and beverages
without regard to class of service, ground transportation, transit taxes, and
reasonable communications costs.
Payment of any expenses mentioned above always requires previous approval
from the Syrianair Duty Officer or designated Syrian air representative in
charge.
4.6.6 Special service to passengers in case of irregularity
It is Syrian air’s policy to ensure passenger welfare during delays and
irregularities.
During longer delays, regardless of which reason, refreshments and/or meals
can be offered to Syrianair passengers. The decision on what action is to be
taken depends on the time of the day and the duration of the delay.
Following services are offered to Syrianair passengers in case of delays:
Delay from 1 hour to 2 hours:
Refreshments are offered to passengers
Delay from 2 to 3 hours:
Refreshments with snack are offered to passengers
Delay from 3 to 8 hours:
Hot meal are offered to passengers
Delay over 8 hours:
Hotel accommodation is arranged for passengers
Particular attention always be given to families with infants and small children,
expectant mothers, as well as passengers with reduced mobility.
Expenses resulting from above always requires previous approval from the
Syrianair Duty Manager or designated Syrianair representative in charge.
4.6.7 Information in case of irregularity

In case of irregularities and delays, passengers are kept informed at all times.
Whenever possible passengers are informed of the delay/irregularity at check-
in.
Passengers are updated every 30 minutes on the delay/irregularity, even if

there was no development in the delay/irregularity situation.
Information to passengers always accurate and truthful.
Passengers are given the opportunity to inform relatives at arrival station about
the delay/irregularity.
4.6.8 Denied boarding compensation

Following policy apply for denied boarding compensation on Syrianair flights,
except this would not be applicable from countries where a denied boarding
compensation scheme is already in effect.
Denied boarding only applies to passengers in possession of a valid ticket with
a confirmed reservation for the particular flight shown on that ticket. They must
also have presented themselves for check-in within the stipulated time limits
and be in possession of the necessary travel documents, according to the
General Conditions of Carriage.
Passengers who are denied boarding on a Syrianair scheduled flight are not
entitled to financial compensation.
The rules, which are followed for boarding in the event that all passengers
booked cannot be accommodated on a flight, will give first priority to PRM’s and
unaccompanied children.
Passengers, who are denied boarding, have the choice of:
 Full refund of the cost of the unused portion of the ticket.
 Re-routing to the final destination of the ticket presented at check-in by
the first available flight(s) or at a later date at the passenger’s
convenience.
Any passenger denied boarding will be offered the following:
 A way of communication with the destination point;
 Meals, refreshment and hotel accommodation as appropriate while
waiting for an alternative transportation arrangements.

BAGGAGE HANDLING REV 02 / JUL 19
5 BAGGAGE HANDLING
5.1 GENERAL
5.2 COMMUNICATION FOR BAGGAGE SERVICE
5.3 BAGGAGE ALLOWANCE
5.4 CABIN BAGGAGE

5.4.1 Types of Cabin Baggage
5.4.2 Work Instruction for cabin baggage handling
5.4.3 Work Instruction for cabin baggage at boarding gate
5.5 CHECKED BAGGAGE

5.5.1 Work Instruction for baggage acceptance
5.5.2 EXCESS BAGGAGE
5.5.3 Calibration of Weighing Scales
5.5.4 Pooling Of Baggage
5.5.5 Work Instruction for Heavy Baggage Acceptance
5.5.6 Baggage Tags
5.5.6.1 Checked baggage tag process
5.5.6.2 Limited release tag
5.5.6.3 First class & Business class baggage tagging
5.5.6.4 Other special purpose tags and stickers
5.5.7 Dangerous Goods in Passengers and Crew Baggage
5.5.8 Undeclared Dangerous Goods
5.5.9 Wheelchairs/Mobility Aids Acceptance
5.5.9.1 with Non-Spillable Batteries
5.5.9.2 with Spillable Batteries
5.5.9.3 with Lithium Batteries
5.5.10 Electronic Equipment acceptance
5.5.11 Sea Food as Checked Baggage
5.5.12 Olive Oil
5.5.13 Acceptance of Checked Baggage for Courier Services
5.6 SPECIAL BAGGAGE

5.6.1 Priority Baggage
5.6.2 Extra Seat for Cabin Baggage (CBBG)
5.6.3 Delivery at Aircraft (DAA)
5.6.3.1 Applicability
5.6.3.2 Procedure at Boarding Gate
5.6.3.3 Procedure at Arrival

5.6.3.4 Security Procedure
5.6.4 Sporting Equipment
5.6.5 Handling of Pets
5.6.5.1 Work Instruction for Accompanied live animals
5.6.5.2 Falcons in Cabin
5.7 BAGGAGE HANDLING

5.7.1 Baggage make- up area
5.7.2 ULD Preparation
5.8 BAGGAGE SECURITY

5.8.1 General
5.8.2 Handling Arms and ammunitions
5.8.3 Carriage of Weapons
5.8.3.1 Passengers Authorized to Carry Weapons on Board
5.8.3.2 Weapons Locked in the Cockpit under the PIC's Surveillance
5.8.3.3 Weapons in Hold Baggage
5.8.4 Security Removed Items
5.8.5 Transfer and Connecting Baggage
5.8.6 Work Instruction for special bags items removed from PAX
5.8.7 Work Instruction for Baggage Reconciliation
5.9 MISHANDLED BAGGAGE

5.9.1 Liability of the Syrian air
5.9.1.1 Conditions and limitations of liability
5.9.1.2 Claims and Actions
5.9.1.3 Claim Amount versus Limit of Liability
5.9.1.4 Evaluating True Value of a Claim
5.9.1.5 Estimating baggage weight to determine liability
5.9.2 Missing Checked Baggage (AHL)
5.9.3 Found checked baggage (OHD)
5.9.4 Left Behind Baggage
5.9.5 Forwarding Of Expedite Baggage

5 BAGGAGE HANDLING
5.1 GENERAL
 The contents of this Section constitute Syrianair Policy in relation to
handling and acceptance of Baggage. Where Syrianair provides ground
handling services for other airlines, whilst some of the core requirements
may remain, the individual customer airline have own policies so they
set their standards for size, weight and number of pieces permitted as
baggage, and these will be covered in the relevant airline’s operations
manual(s).
 Syrian air transports the baggage:
Which are weighed and carried in the baggage compartments of the
aircraft, and are not accessible to the passenger's during flight, these
baggage are labeled and passenger's copy of the tag which contain all
passengers’ information (boarding number, flight number, Wight, pieces
and passenger's name) is attached to the passenger's ticket for
identification purposes, it is predetermined according to passenger’s
ticket fare base, category, routing, group status or class.
Cabin baggage is all baggage that is carried and stowed in the cabin
either under the seat or be stowed in the overhead compartment, under
the passengers control and custody, it is commonly referred to as carry-
on baggage or unchecked baggage, For security reasons, many
countries restrict the carriage of liquids, aerosols and gels in hand
baggage.
 Syrian air may refuse to carry:
- checked baggage which is inadequately packed or unsuitable for air
carriage due to its weight, size or nature,
- And carry-on baggage if is it unsuitably packed or passenger refuse the
security scanning.
5.2 COMMUNICATION FOR BAGGAGE SERVICE
All operational communications, processes and procedures for baggage
services is adhered when conducting all activities in accordance of
SCAA requirements, Syrianair standards and in accordance with
requirements of the customer airline(s) in case Syrianair provides service
to another airline.
An effective communication system ensures an exchange of relevant
information and data between all work areas for maintaining safe
operations. So that Syrianair ensures: Transfer of information and data
to load control office in relating to baggage including (check-in of heavy
or overweight baggage), loaded onto the aircraft are accounted for
load control process. Measures address the following:
 All baggage accepted at check-in including that from couriers services,

are inserted in DCS to be included in the weight and balance / load control
processes to ensure all checked baggage is properly accounted for and
reflected on loading documentation.
 Check-in staff have to ensure heavy baggage is inserted in DCS for the
purpose of load control process.
 Gate staff must inform the load-control office of the number of pieces of
baggage collected at the gate in order to allow adjustment of baggage
weight for load-control purposes and ensure the accuracy of the Load
sheet.
 Gate staff must inform the load-control office of the number of Security
removed pieces to ensure they are accounted for in the load control
process as checked baggage.
 Such as in the case of all special loads and AVI, check-in supervisor will
inform the load controller when accepting PET/C to ensure they are
accounted for in the load control process.
 In case of any irregularity in check-in or boarding process when a
restricted DGs is detected, all necessary communication and actions will
be taken to avoid any risks.
5.3 Baggage allowance
Syrian air policy considering the acceptance of Baggage is depend on the

Weight Concept.
 The Free baggage allowance for passengers who paying a business
Class Fare on international flights is 40 Kgs.
 The Free baggage allowance for passengers who paying an economy
Class Fare on international flights is 30 Kgs.
 The Free baggage allowance for passengers who paying a business
Class and economy Class Fare on domestic flights is 10 Kgs.
 Children paying at least 50% of the adult fare are entitled to the same
allowance as adults.
 Infants not entitled to a seat shall only be allowed 10 Kgs as checked
baggage, one carryon bag and one fully collapsible stroller / push
chair or infant's carrying basket that may be carried in the passenger
cabin subject to the availability of space.
 Provided that on through journeys the free baggage allowance shall
be that applicable to the ticket sector for which the fare is paid for on
each portion of travel.
The maximum allowed weight for any single piece of luggage should not
exceed 32 Kgs.
5.4 CABIN BAGGAGE

5.4.1 Types of Cabin Baggage
Cabin baggage includes:
(a) Cabin baggage carried within Syrianair free carry-on baggage
allowance.
(b) Free carry-on items permitted by Syrianair in addition to the
standard (e.g. purse, laptop, duty free item).
(c) Special items permitted by Syrianair that may require prior
arrangement, notification and/or specialized screening
requirements or additional charges (e.g. urns containing human
remains, pets in cabin).
(d) Items of dangerous goods permitted in passenger baggage that
require prior approval by Syrianair.
5.4.2 Work Instruction for cabin baggage handling
a) Purpose:
This Work Instruction explains the methodology for acceptance passenger’s
cabin baggage during check-in process.
Check in staff.
d) Instructions:
1- Assess the size, weight and intended number of pieces of carry-on

baggage to meet the Syrian Air's standard.
2- Weigh carry-on bags if they are not to exceed the specified weight/size
limit, and to fit under a passenger seat or in an enclosed storage
compartment, Carry-on baggage may have a maximum length 50cm (19.7
in.), width 40 cm (15.75 in.) or depth 25 cm (10 in.), however, the sum of
the three dimensions of each carry-on item shall not exceed 115cm (45
in.). These dimensions include wheels, handles, side pockets, etc. Any
item exceeding these dimensions may not be accepted as carryon
baggage.
3- The weight of carry-on baggage must not exceed 8 Kgs for economy class
passengers and 10 Kgs for Business class passengers; the number of
carry-on baggage is 2 pieces with each passenger for economy class and
for Business class.
4- Affix carry-on baggage tag/label to each piece of baggage accepted for
carriage in the cabin
5- The weight of carry-on baggage is included with passenger's weight.

6- If the carry-on baggage exceeds the free allowance size and/or weight, it
must be hold-checked, and charged if applicable.
7- Be aware of commonly carried dangerous goods items and ask the
passenger of these being carried (see the table 2.3.A in 5.5.7of this
section).
8- After check-in, excessive carry-on baggage (including items purchased on
departure) will be handled and labeled as checked baggage.
Note: All procedures are in accordance of customer airline(s)
requirements, when Syrianair is a service provider
5.4.3 Work Instruction for cabin baggage at boarding gate

a) Purpose:
This Work Instruction explains the methodology for handling passenger’s
cabin baggage which are unacceptable, oversized and overweight during
boarding process at the gates.
Gate staff.
d) Instructions:
1. Check for items, which are unacceptable, oversized and overweight, or

exceed the number of pieces as free carry-on baggage, using the cabin
baggage tags if applicable to the final destination.
2. Check with the passenger that the baggage contents are in compliance
with the IATA Dangerous Goods Regulations (DGR). Have the passenger
remove any items specifically prohibited in hold baggage.
3. Alert passenger about certain items of DG which are specifically prohibited
in hold baggage and remove them before transported cabin baggage to
the hold (refer to table 2.3A in item 5.5.7 of this manual).
4. Collect any other cabin baggage that cannot be accommodated on board
due to limited storage space.
5. Inform the load control office about the number of pieces that has been
tagged at the gate.
6. Inform the passenger of pick up at the baggage claim area or aircraft door
DAA) if applicable.
7. Advice loading supervisor about the gate’s baggage to be loaded.
5.5 Checked Baggage

5.5.1 Work Instruction for baggage acceptance
a) Purpose:
This Work Instruction explains the procedures of dealing with checked
baggage which are presented and weighed with the passenger and accepted
at check-in(including transfer baggage), and how to deal with it in the sorting
area.
Check-in staff and loading porters.
d) Instructions:
Check –in
1) Each passenger travelling on Syrianair have to present with his/her
baggage personally at check-in.
2) In order to facilitate baggage identification and tracking, check-in
staff ensure that all baggage accepted at check-in is labelled with the
name and contacts of the passenger home address and
telephone/email contact. Nametags are available at check in counters,
specifically for this purpose.
3) Pay particular attention to baggage before accepting it, the check include:
A. Dangerous goods.
B. Fragile, incorrectly packed or damaged items.
C. Perishables.
D. Excessive weight and/or size.
E. Damage.
4) Remind passengers that valuable items are not be loaded in checked
baggage and that Syrianair will not endorse any liability for non-
adherence with the above.
5) Ask security questions before accepting baggage.
6) Ask the passenger to confirm the final destination to which baggage is to
be accepted. In any case, baggage only be checked-in in accordance to
the ticket(s) presented by the passenger.
7) In order to easily identify and ensure expedite handling of transfer
baggage, check-in staff have to ensure that such baggage is labelled
with the corresponding tag in addition to the checked baggage tag.
8) Should it be necessary due to damaged baggage being presented
at check in, unsuitably packed items in baggage, etc. the agent
ensures that passenger(s) sign the limited release statement or that
a designated limited release tag is used and signed.
9) Enter the actual baggage weight into the Departure control system to
ensure that correct weights are used for load-control purposes.
All passengers and baggage weights must be in accordance with
requirements of the customer airline(s) in case Syrian air is a service provide.
Interline transfer of baggage
1) Transfer baggage always be handled with the necessary priority to
ensure that passengers always travel with their bags.
2) Syrianair baggage handling staff or the personnel of Syrianair’s
appointed handling service providers will ensure that transfer baggage
is promptly delivered to receiving carrier.
3) 100% baggage security screening is Appling to transfer baggage
accepted on Syrianair as receiving carrier.
Through-label baggage to one of the following points, whichever occurs first:
a. The first stopover point of the passenger.
b. The point to which transportation has been confirmed (OK in
ticket), requested (RQ in the ticket), or listed (SA in the ticket).
c. The point where a change of airport is involved.
d. The final destination specified in the ticket, including any tickets
issued in conjunction with this ticket.
e. Make sure that the Minimum Connecting Time (MCT) is respected.
Sorting Area:
All procedures dealing with handling of checked baggage be in accordance
with requirements of applicable regulations, SCAA and with requirements of
the customer airline(s) in case Syrianair provides service to another airline.
1) Passenger and baggage reconciliation must always be adhered to all
Syrianair flights in accordance with applicable regulations, SCAA and in
accordance of customer airline in case Syrianair is a service provider.
2) When baggage is loaded in containers, the baggage handling staff will
ensure that a tracking system allowing identification of baggage loaded
in each container is in place.
3) 100% of baggage accepted on Syrianair flights are security screened.
4) Priority baggage always deliver first on arrival.
5) Bingo system is applied as a security measure at the sorting areas for
containers, and underneath the aircraft for bulk, by taking one of checked
bag tag:
A. Bingo card details each bag loaded on specific aircraft hold.
B. Bingo card system is applied to every bag loaded in aircraft including

(checked baggage, crew baggage, courier, DAA).
C. It is a tangible evidence provides to the loading supervisor that
enhanced security control have been applied,
D. It is necessary to ensure that each container or cart is going to be
loaded in the aircraft is recorded on the bingo cards.
E. Bingo cards passed to the loading supervisor in order to retain in flight
files.
5.5.2 EXCESS BAGGAGE

• It is the responsibility of the check-in staff or the appointed
Syrianair representative to determine the amount of baggage a
passenger carries in excess of the free allowance.
• The calculation of excess baggage is performed based on
corresponding IATA tariff resolutions.
• An excess baggage ticket will be issued for each passenger
travelling with excess baggage.
• When baggage is pooled, it is acceptable to issue an excess
baggage ticket to the head of the group only.
• Excess baggage fees are collected at the designated
Syrianair or appointed handling service provider’s cashier desk.
5.5.3 Calibration of Weighing Scales

Syrianair ensure calibrated equipment is checked against the
appropriate standards to achieve the required measurement accuracy and
that it is stored or maintained in a manner to protect it from damage or
deterioration.
The Ground Operations Director ensures that the system is implemented
and may delegate a responsible officer to monitor the process (Calibration of
scales is conducted by SCAA). The system must meet the following criteria:
1) The calibration must be carried out no less than every month.
2) The calibration is including weighing scales at check in counters
and in baggage areas, as well as any other devices used for weighing
load on an aircraft;
3) The calibration must be carried out by an appropriately qualified person
or organization that is approved by the relevant State Authority to
certify the accuracy and calibration of weighing scales;
4) If it is suspected for any reason that a weighing device is not
reporting accurately, then it must be isolated and removed from use;
5) A calibration record must be issued for each device individually and kept
in the duty manager office, and it showed whenever is required.
6) The procedure listed here represents the minimum requirements and
any additional requirements imposed by the SCAA or other relevant
authority must be adhered to and where such requirements are more
stringent than those listed above, the more stringent requirement must
be met.
5.5.4 Pooling Of Baggage

Two or more passengers, traveling as one party to a common destination
or point of stopover by the same flight, presenting themselves and their
baggage for traveling at the same time and place, can be permitted a total
free baggage allowance equal to the combination of their individual free
baggage allowances. To comply with passenger and baggage reconciliation
requirements, each passenger of a non-family group is given their own
individual baggage claim checks.
In case of pooling of baggage, the code PLD followed by the 3 last digits of
the ticket it is pooled and is entered on the corresponding flight coupon.
5.5.5 Work Instruction for Heavy Baggage Acceptance
a) Purpose:
This Work Instruction explains the procedures of dealing with heavy baggage
which are presented and weighed with the passenger at the check-in and
boarding gate areas.
Check-in and gate staff.
d) Instructions:
1) Any single piece of baggage is in excess of 32 kg is not accepted.

2) every piece of baggage in excess of 23 kg is tagged with a heavy
tag or marked in accordance with the applicable policy (for
instance, with a highlighter across the baggage tag or similar) and
in accordance with requirements of the customer airline(s), so that
the baggage staff are aware of the weight.
3) Ideally, dedicated ‘Heavy’ baggage tags is used in addition to the
destination tag, priority tag or any other requirements.
4) Check-in staff ensure such baggage is inserted in DCS for the purpose
of load control process.
5) Gate staff or any other Syrianair representative have to identify
passengers carrying excessive cabin baggage before boarding.
6) Such baggage will be tagged to be loaded in the aircraft hold.
7) Gate staff must inform the load-control office of the number of
pieces of baggage collected at the gate in order to allow adjustment
of baggage weight for load-control purposes and ensure the
accuracy of the Load sheet.
5.5.6 Baggage Tags

All procedures dealing with baggage labels are in accordance with
requirements of applicable regulations, SCAA and with requirements of the
customer airline(s) in case Syrianair provides service to another airline.
The baggage tag is an essential document for the handling and processing
and tracing of baggage. In order to facilitate this process, baggage tags have
been standardized in order to make it easier to read and understand the
information they contain wherever in the world regardless where it was
issued. The standard requirements for baggage are as per IATA resolution
740.
Bag identification tags are typically made available at the point
of passenger check-in.
Removal of old checked baggage tags or obliterating old labels would
eliminate a potential factor that could lead to confusion as to
the destination of the bag.
5.5.6.1 Checked baggage tag process

A baggage tag must be issued and attached to every bag accepted for
transportation on Syrianair flights with regarding to:
1. All old tags must be removed.

2. Apply appropriate destination tag and handling tags.
3. Place tags in an easily readable location, and where they will not
easily be torn off
4. Follow tag instructions, and do not stick glue directly to passenger
baggage.
5. Use limited release tags as per operator policy.
6. Follow operator procedure with respect to supplementary tags on
baggage items, such as:
i. Priority tags–to identify Priority baggage to be offloaded first, and

segregated as per carrier.
ii. Limited Release Tags–used on fragile or unsuitably packaged
items.
iii. Fragile Sticker–requires extra care in handling.
iv. Heavy Tag–placed on items over 23 kg (50 lb).
Connection tags–may require segregation on loading and offloading
5.5.6.2 Limited release tag

 This is a special version of the regular routing tag used when Syrianair
wishes to limit its liability for checked baggage (also called “Limited
Release tag”).
 This includes baggage which is oversized, fragile, perishable or
unsuitably packed, bags presented damaged at check-in, security
removed items, duty-free goods and bags checked- in late which might
not be loaded on the flight. These items have a baggage tag and/or
label that indicate the Flight number/Date and final destination.
 At check-in agent marks the limited release tag to show the specific
reason for limiting the airlines liability, using check-off boxes.
 The limited release tag is used to bring to the passenger’s attention the
fact that the Syrianair has limited its liability for the bag and why. The
tag highlights to handling and claims staff that the bag may require
special handling.
 A claim arise for a bag tagged with a limited release tag, claims staff
aware that the limited release tag only limits liability for the reason given
on the tag and only if reasonable care has been given to the bag.
 Liability may not be denied for late checked baggage, which was
subsequently damaged since the limited liability only applies to the
possible delay of the bag. Similarly, liability for a fragile item may not be
denied if the damage was the result of improper airline handling.
5.5.6.3 First class & Business class baggage tagging

In order to recognize and ensure the expedite handling of Syrianair’s priority
baggage, First & Business Class passenger’s baggage have to be tagged
with the corresponding identification tag.
5.5.6.4 Other special purpose tags and stickers

Fragile stickers is added to all pieces of baggage declared or identified as
fragile at check-in. In this case, the use of Limited Release tags
BAGGAGE HANDLING REV 04 / 30 NOV 22
5.5.7 Dangerous Goods in Passengers and Crew Baggage

 Syrian air has notification system for Dangerous Goods to ensure all
information on the type of Dangerous Goods on board an aircraft, and items
that are allowed to carry with crew and passenger baggage, which are
mentioned in the IATA Dangerous Goods Regulations (DGR) for handling
and acceptance procedures table 2.3.A (provisions for dangerous goods
carried by passengers or crew) are provided to all related staff.
 Syrianair adopts the current edition of IATA DGR table 2.3a (which found
after 2 next pages) as an approved schedule of dangerous goods permitted
to be carried on board it's aircraft by a passenger or crew member.
 Item 4.2.2.11 in section 4 clarify the information, which should be
disseminated to the passenger clearly in sales office, check-in area and
boarding gate.
 Check-in agents should be aware of commonly carried items and question
passengers where there is a suspicion of their carriage. (E.g. camping
equipment, hunters).
 The information below is providing a quick reference to the main restricted
items and/or potential risks in passenger baggage.
1- Dangerous Goods posters which displayed at check-in counters, reflect
items which shall not be carried in an aircraft cabin occupied by passengers
or on the flight deck of an aircraft:
i. Explosives, munitions, fireworks and flares.
ii. Compressed Gases (flammable, non-flammable, deeply refrigerated and
poisonous) such as camping gas and aerosols.
iii. Flammable liquids such as lighter fuels, paints and thinner.
iv. Flammable solids, such as matches and articles, which are easily ignited;
substances liable to spontaneous combustion, substances, which on contact
with water emit flammable gas.
v. Oxidizing substances (such as bleaching powder, peroxides and liquid
oxygen).
vi. Poisonous (toxic) and infectious substances.
vii. Radioactive materials.
viii. Corrosives (such as mercury which may be contained in thermometers,
acids, alkalis and wet-cell batteries).
ix. Disabling devices such as mace, pepper spray, etc. containing an irritant or
incapacitating substance are prohibited on the person, in checked and carry-
on baggage.
x. Magnetized materials and miscellaneous dangerous goods as listed in the
IATA Dangerous Goods Regulations
xi. Firearms & replicas.
2- The following items may be carried in or as passenger checked or carry-

on baggage:
i. Non-Radioactive medicinal or toilet articles (including aerosols) which are
necessary or appropriate for a journey, carried in carry-on or checked
baggage when the total net quantity of all such medicinal or toilet articles
carried by each passenger or crew member does not exceed 1 L.
Note: It is intended that this should include such items as hair sprays, perfumes and
medicines containing alcohol.
ii. Carbon dioxide, solid (dry ice) in quantities not exceeding 2 kg per
passenger when used to pack perishables; an approval is required for
checked baggage only (maximum of 200 kg dry ice per hold is
allowed).
iii. When in retail packing, alcoholic beverages not exceeding 70% alcohol
by volume, provided that the net quantity of alcoholic beverage in each
receptacle does not exceed 5 L with a total net quantity per person of 5 L
for such beverages.
Note: Alcoholic Beverages containing 24% or less alcohol by volume are not subject to
any restrictions.
iv. Safety matches or a lighter with fuel/fluid fully absorbed in a solid intended
for use by an individual when carried on one's person. However, lighters
with a flammable liquid reservoir containing unabsorbed liquid fuel (other
than liquefied gas), lighter fuel and lighter refills are not permitted on one's
person nor in checked or carry-on baggage. Note: ‘Strike anywhere’
matches are forbidden for air transport.
v. Radio isotopic cardiac pacemakers or other devices, including those
powered by lithium batteries, implanted into a person, or
radiopharmaceuticals contained within the body of a person as the result
of medical treatment, with the approval of Syrian Air, small gaseous
oxygen or air cylinders required for medical use.
vi. 6-Small carbon dioxide gas cylinders worn by passengers for the
operation of mechanical limbs; also spare cylinders of a similar size may
be carried if required to ensure an adequate supply for the duration of the
journey.
vii. Hair curlers containing hydrocarbon gas, no more than one per passenger
or crew member, when contained in checked or carry-on baggage,
provided that the safety cover is securely fitted over the heating element.
Gas refills for such curlers are not permitted in checked or carry-on
baggage.
viii. With the approval of Syrian Air, as carry-on baggage only, a mercurial
barometer or mercurial thermometer carried by a representative of a
government weather bureau or similar official agency. The barometer or
thermometer must be packed in a strong outer packaging, having a sealed

inner liner or a bag of strong leak-proof and puncture-resistant material
impervious to mercury, which will prevent the escape of mercury from the
package irrespective of its position. The pilot-in-command must be
informed of any such barometer or thermometer.
ix. With the approval of Syrian Air one small carbon dioxide cylinder fitted into
a self-inflating life jacket plus one spare cartridge.
x. 10-With the approval of Syrian Air, heat-producing articles, i.e. battery
operated equipment such as underwater torches and soldering equipment
which, if accidentally activated, will generate extreme heat and can cause
fire, may be carried in carry-on baggage only. The heat producing
component, or the energy source, must be removed so as to prevent
unintentional functioning during transport.
xi. One small medical or clinical thermometer, which contains mercury, for
personal use when in its protective case.
xii. With the approval of Syrian Air, as checked baggage only, securely boxed,
ammunition (cartridges for weapons) for sporting purposes, in quantities
not exceeding 5 kg gross weight per passenger for that person’s own use,
excluding ammunition with explosive or incendiary projectiles. Allowances
for more than one passenger must not be combined into one or more
packages.
Note: passengers can check the dangerous Goods items from DGR poster displayed at the
departure area and also from the information page of the ticket.
 In case of any irregularity in check-in or boarding process when restricted

DGs is detected, check-in agent shall immediately inform the check- in
supervisor who in his turn inform the occurrence to the duty officer/manger.
who shall report directly to the responsible safety manager in the GRH
Directorate, who in his/her turn reports to the Safety Director, who will
reports to the appropriate authority of the state of occurrence. DG's
occurrence report Form no. GOM12.1/03 found in section 12 of this manual
(appendix 12.1.3).
 In case Syrianair provides service to another airline, a report is submitted
to the applicable customer airline, by the assigned safety manager who is
responsible to submit the report to customer airline representative and to
the appropriate authority of the state of occurrence.
 Passenger Handling personnel are adequately trained in the detection
or recognition of dangerous goods carried by passengers and procedures
to confirm/identify the presence of such goods are incorporated into
Dangerous Goods training. In line with the above procedure, all such
instances is reported to the relevant authority in the State where the
occurrence took place and the State of the Operator.
BAGGAGE HANDLING REV 05 / 01 JUN 23

BAGGAGE HANDLING REV 05 / 01 JUN 23

5.5.8 Undeclared Dangerous Goods

A-Introduction
Little is known about the nature and frequency of undeclared shipments of

dangerous goods. While major carriers and the Postal Service believe such
shipments are rare. Their belief is based mainly on inspections of problem
shipments, such as those that leak. Undeclared shipments of dangerous
goods are particularly dangerous in air transport because there is little room
for error or time to take corrective action if a problem occurs in flight. To better
understand the overall risks that undeclared shipments of dangerous goods
can pose to aviation safety. We use the term “undeclared” to describe two
types of improper shipments of dangerous goods:
1. Those that a shipper/passenger has denied that goods are hazardous or
has not identified as hazardous.
2. Those that a shipper/passenger has identified as hazardous but as
otherwise misrepresented.
Shipments are opened after a leak, spill, odor, or other anomaly suggested
a potential problem, rather than on information about shipments that gave no
cause for opening. The current less intrusive screening equipment is not
designed to detect many types of dangerous goods, and therefore opening
packages is the only reliable means of obtaining information on undeclared
shipments. While carriers generally obtain the consent of
shipper/passengers to open packages that they accept for shipment, they
seldom open packages because doing so is too slow and costly to be
practicable except when incidents occur
B- Procedures
Undeclared dangerous goods are usually discovered by:

1. A package leaks, spills, breaks Open, or emits an odor.
2. The check-in employees identify the occurrence of potentially dangerous
goods.
3. Goods are been opened when they lose their address labels. Undeclared
dangerous goods can be inspected by any of the following methods:
A. Asking passengers a series of Face-to-Face questions about the
contents of their packages, including whether the packages contain
anything hazardous.
B. Visually inspecting packages to look for signs of problems, such as
leaks, the lack of a return address, or markings indicating that a package
contains something a shipper/passenger may not know is hazardous.
C. Referring to a reference guide for assistance in answering

shipper/passengers questions about items that may or may not be
permissible dangerous goods classes and the materials or quantities
from each that are allowed.
5.5.9 Wheelchairs / Mobility Aids Acceptance
or other battery powered mobility aids is only acceptable for interline
carriage as checked baggage on passenger carrying aircraft, provided
they comply with the conditions shown under item 4.5.3.4 of this manual,
Pre-notification is required for acceptance.
5.5.9.1 with Non-Spillable Batteries

1- Battery terminals must be insulated to prevent accidental short
circuits, e.g. by being enclosed within a battery container.
2- Battery must be securely attached to the wheel chair.
5.5.9.2 with Spillable Batteries

(a) Packing rules:
1. Wheel chair must be loaded, stowed, secured and unloaded
while maintaining an upright position.
2. Battery terminals must be insulated to prevent accidental
short circuits, e.g. by being enclosed within a battery
container.
3. Battery must be securely attached to the wheel chair.
(b) Battery must be carried in strong, rigid packaging as follows:
1. the outside packaging must be leak-tight, impervious to
battery fluid and protected against spilling by securing to
pallets or by securing them in cargo compartments using
appropriate means of such as restraining straps, brackets or
holders.
2. The battery terminals must be protected against short
circuits.
3. The battery must be secured upright in the packaging and be
surrounded by compatible absorbent material sufficient to
absorb its total liquids.
4. The outside packaging must be marked “battery–wet–with
wheel chair”.
5. The outside packaging must be labelled with the “corrosive”
label.
(c) Battery must not be loaded if not packaged appropriately.
5.5.9.3 with Lithium Batteries

(a) The batteries must be of a type, which meets the requirements of
each test in the UN Manual of Tests
(b) The check-in supervisor must verify:
1. The battery terminals are protected from short circuits, e.g.
by being enclosed within a battery container
2. The battery is securely attached to the wheelchair or mobility
aid
3. Electrical circuits have been inhibited.
(c) Mobility aids must be secured against movement in the cargo hold
and must be carried in a manner so that they are protected from
being damaged by the movement of baggage, mail or other cargo;
(d) Where a battery-powered wheelchair or other similar mobility aid
is specifically designed to allow its battery to be removed by the
user (e.g. collapsible):
1. The battery must be removed. The wheelchair/mobility aid
may then be carried as checked baggage without restriction.
2. The battery must be protected from short circuit by insulating
the terminals (e.g. by taping over exposed terminals).
3. The removed battery must be protected from damage (e.g.)
by placing each battery in a protective pouch. The *battery
must be carried in the passenger cabin.
4. Removal of the battery from the device must be performed
by following the instructions of the manufacturer or device
owner.
5. The battery must not exceed 300 Wh, or for a device that is
fitted with two batteries required for operation, each battery
must not exceed 160 Wh.
6. A maximum of one spare battery not exceeding 300 Wh or
two spares each not exceeding 160 Wh may be carried.
(e) The pilot-in-command must be informed of the location of the
mobility aid with an installed battery or the location of the lithium
battery when removed and carried in the
5.5.10 Electronic Equipment acceptance

To prevent interference with aircraft electronic systems and avoid
inconvenience to passengers Syrian Air prohibits the operation of certain
electronic devices on board aircraft as shown below:
1- Cellular telephones
2- Radio receivers and transmitters
3- Television sets
4- Compact disc players
5- Video cameras and playback units

6- Laptop/portable computers
7- Personal computer printers
8- Remote control toys
9- Devices utilizing light emitting diode (LED) displays
Because of technological developments or for specific security reasons,
other electronic devices may be prohibited on short notice
5.5.11 Sea Food as Checked Baggage

Sea Food may be accepted as checked baggage by passengers. It is the
responsibility of the check-in supervisor to ensure that the package is
complying with the standard packing required for such items to prevent
causing damage to other adjacent load.
Therefore, at the time of check-in, extra care must be taken to ensure that
such items are not accepted unless:
 They are properly enclosed in watertight, leak-proof container(s).
 The packages are strong enough to permit stacking; soft carton boxes
are not accepted
 Sufficient absorbent material is inside the container(s).
 Sea Food is provided with sufficient material for air transportation.
5.5.12 Olive Oil
Not accepted on Syrian Air flights as checked baggage under any
circumstances.
5.5.13 Acceptance of Checked Baggage for Courier Services

Courier Baggage is baggage for which special arrangements are in place
in order to ensure the expedited loading and facilitate delivery for a
‘fast’ courier service. The procedure are:
• The baggage is presented by an employee of the courier service;
• Consignments checked in as baggage is subjected to all
required security measures as well as any additional security
measures that are applicable from time to time;
• All baggage accepted from couriers, once the above
requirements have been met it will be included in the weight and
balance/load control processes to ensure that the items are
properly accounted for and reflected on loading documentation
(standard IATA Load Code ‘Q’ for courier baggage.
5.6 Special Baggage
5.6.1 Priority Baggage

• Baggage of Syrianair passengers travelling in First and Business
class as well as members of the Syrianair frequent flyer program have
to be treated as priority baggage.
• Check-in staff ensure that priority baggage is correctly tagged for
identification when accepted. Priority baggage always be delivered
first on arrival.
• Part of the offering for each of these categories of passengers (First
Class, Business Class and Frequent Flyers) is the offering of
Priority Baggage handling.
• A special tag (Priority Tag) is to be added to the bag along
with the mandatory destination tag to identify the relevant
baggage as requiring priority handling.
• Priority baggage is loaded on the aircraft last, after all other
baggage, so that it may be loaded in a designated location as close
as possible to the aircraft hold/compartment door.
• On arrival at each airport, Priority Baggage for that airport
destination is offloaded first and delivered to the baggage
collection area before any other baggage providing the First,
Business Class and Frequent Flyer passengers with the
opportunity to pick up their baggage as soon as completing
other arrival formalities and thus saving time.
• It is imperative that eligible baggage is tagged as priority
consistently and that appropriate attention be paid to that
baggage, especially in loading, unloading and delivery to the
baggage area.
5.6.2 Extra Seat for Cabin Baggage (CBBG)

Definition
Cabin Seat Baggage is baggage not usually suitable for loading in the aircraft
hold. Such baggage may include:
(a) Musical instruments.
(b) Works of art.
(c) Electronic equipment.
(d) Diplomatic baggage.
(e) Valuable baggage.
When a passenger requires the use of a seat(s) in the passenger cabin for
baggage, either an excess baggage ticket or a separate passenger ticket can
be issued in accordance with the following:
• The passenger holds his/her ticket covering carriage.
• A second ticket is issued for accompanying baggage according to
standard procedure, except for the following:
• The “Name of Passenger” box, following passenger’s name, enter
“CBBG”, e.g. ALEID /CBBG;
• The applicable fare basis code appears in the “Fare Basis” box
including the “Fare and Passenger Type” code “CB”;
• The passenger’s ticket number appears in the “Endorsements /
Restrictions” box
5.6.3 Delivery at Aircraft (DAA)

5.6.3.1 Applicability
As per the operator policy, apply the “delivery at aircraft” procedure for:
(a) Fully collapsible baby strollers and pushchairs; (larger baby
carriages must be checked-in).
(b) Wheel chairs and mobility aids which are not needed during the flight
and cannot be stored in the cabin.
(c) Regular carry-on baggage on small aircraft with limited stowage
space in the cabin.
The “delivery at aircraft” procedure is not be applied for expensive items (e.g.
laptop computers, large video cameras, etc.), valuable or important
documents, as such items should remain with the passenger.
5.6.3.2 Procedure at Boarding Gate

Ensure DAA pieces and WCH and their loading position are noted on the
Load Message under SI–Remark.
5.6.3.3 Procedure at Arrival

Upon arrival, as per the LDM and/or crew request, unload the DAA
items/baggage and delivery to the aircraft door.
5.6.3.4 Security Procedure

If a passenger disembarks, check if any DAA baggage has been loaded for
the passenger. When in doubt, perform a full DAA baggage identification.
5.6.4 Sporting Equipment

1- Bicycles
Bicycles can be accepted as checked baggage provided:
• Pedals are turned towards the inside and the handle parallel to the
frame.
• Bicycle tires must be deflated.
• Bicycles is only be accepted at check-in if packed in special bicycle
case, bag or box to prevent damage.
• Such items form a part of the free baggage allowance (either
Weight or piece concept).
2- Ski equipment
Ski equipment can be accepted as checked baggage provided it is
adequately packed to prevent damage. Such items form a part of the free
baggage allowance (either Weight or piece concept)
3- Golf equipment
Golf equipment can be accepted as checked baggage provided it is
adequately packed to prevent damage. Such items form a part of the free
baggage allowance (either Weight or piece concept).
5.6.5 Handling of Pets

5.6.5.1 Work Instruction for Accompanied live animals
a) Purpose:
This Work Instruction explains the procedures of handling live Animals which
are transported and loaded into aircraft cabin and suitable compartments
taking into account the needs of the animals in accordance with the IATA
Live Animals Regulations.
Check-in and load controller staff.
d) Instructions:
• Animals be accepted for carriage such as dogs, cats, household

birds and other pets, when properly crated and accompanied by valid
health and vaccination certificates, entry permits, and other

documents required by countries of entry or transit will, with the
advance agreement of Syrianair reservations.
• Acceptance for carriage of animals is subject to the condition
that the passenger assumes full responsibility for such animal.
Syrianair Carrier is not liable for injury to or loss, delay, sickness
or death of such animal in the event that it is refused entry into
or passage through any country, state or territory.
• If accepted as baggage, the animal, together with its container

and food carried, not to be included in the free baggage
allowance of the passenger but constitute excess baggage
Charges for the carriage of pets will be found in the applicable
Syrianair tariff.
• For pets carried as checked baggage, a suitable container must be
provided, of a size that allows the pet to stand up, lie down and turn
around. It must be securely fixed shut, and depending on length of
journey, allow the pet to be fed, cleaned and be given a drink of water
(see the IATA Live Animals Regulations).
• One cat and/or one dog weighing no more than 5 kilos each, is
allowed limit for carriage in the cabin. The pet must be inside a
suitable container. In no circumstances, the size of the container will
exceed the maximum allowed size for carry-on (cabin) baggage and
will be charged for as excess baggage irrespective of the free
baggage/cabin baggage allowance.
• Passengers travelling with Pets in Cabin never be seated on
Emergency rows.
• Guide dogs accompanying sight/hearing impaired passengers
together with containers and food:
 will be carried free of charge in addition to the normal free
baggage allowance.
 Must wear a muzzle whenever in presence of other
passengers/crew.
 should be allocated a seat toward the front of the
applicable cabin class, but not adjacent to an emergency exit.
 An extra seat must be provided. Although the dog does not
occupy the seat, the seat is blocked in order to provide a space
unimpeded by other passengers, for the dog to sit and for its
mat to be located. The seat is blocked and maintained as
blocked, regardless of commercial demand on the flight in
question.
 the dog should be positioned as close as possible to the

person who is accompanying the service dog and reliant on
it.
 The dogs leash is affixed appropriately to the leg of the seat
which has been blocked and this must remain the case at
all times during the flight.
 Crew have to be aware of the presence of the dog and what
type of service dog, referencing the accompanying
passenger’s impairment category.
• In all such cases, the animal(s) be carried in the aircraft cargo
compartments and notated on the Special Load Notification to
Captain (NOTOC) . Check-in supervisor passing such information to
the Load Control in order to prepare the NOTOC to advise the pilot in
command for the special load.
5.6.5.2 Falcons in Cabin

Falcons may be carried in the cabin on limited occasions, especially in the
Gulf area, provided the following is adhered to:
• Falcons can be carried in Economy (Y/C) class and First (F/C)
class.
• Falcons must be properly hooded.
• Seats blocked for Falcons and handlers must be window seats in
the AFT areas of Y/C zone.
• A chain or rope must be securely attached to the aircraft seat and
the leg of each bird.
• Valid health certificates and all other entry documents required by
country of entry or transit must accompany the bird(s).
• Falcons are accepted at the owner’s risk.
• The reservation must be arranged at least 48 hours prior to the
scheduled flight departure time and an approval is required from
Syrianair authorized authority.
Charges
• One Falcon is charged two (2) times the normal excess baggage rate.
More than one Falcon per handler will require the booking of an
adjacent seat. Maximum two (2) Falcons per seat provided with airline
ticket.
• Maximum number of Falcons per Syrianair aircraft :( 2) Falcons in
business class and 5 Falcons in economy class.
5.7 Baggage Handling
5.7.1 Baggage make- up area

The baggage room must prepare a sufficient and pre-determined number of
baggage carts and containers in accordance with the expected passenger
load for a flight The following measures is taken to protect hold baggage:
• All hold baggage is accepted only from ticketed passengers and
only by a responsible agent or authorized representative of the
operator.
• Hold baggage is protected from unauthorized interference
from the point at which it is screened or at which it is
accepted into the custody of Syrianair, whichever is the
earlier, until the baggage is returned to the passenger at
the destination or transferred to another aircraft operator.
• Access to baggage make-up areas and baggage transfer points
have to be controlled and restricted to authorized personnel only.
5.7.2 ULD Preparation

(a) Any ULD is subject to a detailed inspection for damage before use. A
damaged ULD may no longer be airworthy. The limits of allowable
damage may be found on the ODLN sticker attached to the ULD or,
Where the ULD is found to have damage exceeding the allowable limits
that ULD have to be immediately identified as Unserviceable and be
segregated from other serviceable ULDs. Fabric components such as
fabric doors, cargo nets, and cargo straps are also subject to
airworthiness requirements, and is protected from damage at all times
and withdrawn from use if damage exceeds allowable limits.
(b) Each ULD should have a “Container Card” inside the pouch near the
door and a “Bingo Sheet” attached to the outside of the ULD.
(c) 100% of the door locks/net or strap fittings and/or any other device used
in the closing of the ULD have to be fully secured before dispatch.
(d) Each bag is loaded into a ULD; the security sticker must be peeled off
its bag tag and placed on the bingo sheet.
5.8 Baggage Security
5.8.1 General
Each piece of hold baggage is protected against unauthorized access from
the point it is accepted for carriage (including off-airport check-in) or
screened, whichever is earlier up until it is loaded into the aircraft hold.
Security measures is implemented for storage, handling systems and loading

to ensure prevention of unauthorized access, tampering or introduction of
prohibited articles into the hold baggage. Screened hold baggage should be
kept under surveillance at all times (CCTV, physical presence etc.)
5.8.2 Handling Arms and ammunitions

Transportation of arms and ammunition on Syrianair aircraft is strictly
prohibited. Handling and reporting of undeclared weapons discovered in
checked baggage is strictly adhered in accordance of Syrianair Security
Manual procedures.
Exceptions may be granted on a case by case basis and will be subject to
approval from Syrianair top management. In such exceptional cases, the
following procedure must be adhered to:
• Passengers must never be allowed to retain custody of ammunition,
firearms and other weapons in the passenger cabin.
• Ammunition, firearms and other weapons are only be accepted for carriage
as checked baggage. Such firearms must not be loaded, i.e. free of
ammunition, and suitably packed for such carriage.
• All ammunition is carried in the aircraft hold as checked baggage only, and
with the approval of the carrier(s) participating in the transportation. Such
ammunition consist of small arms ammunition for sporting purposes only,
excluding those with explosive or incendiary projectiles, both of which are
totally prohibited for carriage by air.
• It must be securely boxed, for personal use only and may not be carried in
quantities exceeding 5 kg (11 lb) per passenger.
• An authorized and duly qualified person have to ensure any weapon to be
boarded is not loaded; the weapon is stowed in a place that is inaccessible
to any unauthorized person during flight.
• Pilot-in-command is notified as soon as possible prior to flight departure.
5.8.3 Carriage of Weapons
5.8.3.1 Passengers Authorized to Carry Weapons on Board

Certain categories of passengers are authorized to carry weapons onboard
in the performance of their duties. Follow operating airline and local security
regulations and procedures.
5.8.3.2 Weapons Locked in the Cockpit under the PIC's

Surveillance
(a) An authorized and duly qualified person had determined any weapon to
be boarded is not loaded.
(b) The weapon is stowed in a place that is inaccessible to any unauthorized
person during flight.
5.8.3.3 Weapons in Hold Baggage

Weapons are to be kept secured at all times either by approved personnel
or locked away in a secure location.
5.8.4 Security Removed Items

Items not permitted in hand baggage that are removed by security screening
personnel may only be accepted in checked baggage, as per operator
handling and acceptance procedures.
• Passenger handling personnel alert passenger by appropriate means to
pack items deemed to be a security risk by the Member or authority into
their checked baggage.
• All procedures dealing with handling of special baggage items are in
accordance with requirements of applicable regulations, SCAA and with
requirements of the customer airline(s) in case Syrianair provides
service to another airline. When an item is removed from a passenger
for security reasons after check-in, Syrianair representative or gate
staff ensure the following procedures are applied:
• Security removed items are suitably packed.
• The passenger is requested to complete a name and address label which
is affixed to the package.
• It is not be apparent from the outside of the package that it contains a
security removed item.
• A baggage tag is completed accordingly.
• A baggage tag is attached to the package.
• The package is carried on the aircraft in a location not accessible during
flight.
• Notify the pilot- in-command.
• loading supervisor or any other Syrianair representative ensures Duty-free
goods or other items that are removed from a passenger during the check-
in process and loaded into the aircraft hold:
• Have a baggage tag and/or label that indicates the final destination;
• Are accounted for in the load control process as checked baggage.
• Duty free parcels taken from passengers at the gate for carriage in
the aircraft hold are to be treated as gate bags and included in the
gate baggage manifest. Liquid Aerosol and Gels purchased within the
sterile area duty free shops can be taken on board the aircraft provided
they are carried inside clear plastic bag and displays satisfactory proof of
purchased at airport duty free shops, or on board of aircraft, on the
day(s) of the journey.
• Bulky or heavy items (i.e. bags or packages that are too large or too heavy
to be stowed in the overhead cabin bin or under the passenger seat) is
taken from a passenger and loaded into the aircraft hold. Smaller items
carried, as cabin baggage (e.g. liquor, tobacco or perfume in
small amounts), to be addressed in the load control process as part
of the normal passenger weight
5.8.5 Transfer and Connecting Baggage

When passengers have to collect their hold baggage during the transfer
process (because of immigration or security policies of a State), treat hold
baggage as originating baggage.
(a) If baggage is collected landside, submit it to screening before loading
on the aircraft.
(b) If the baggage is collected and transferred in the sterile area, re-
screening may not be necessary.
Interline, transfer and connecting baggage must follow the reconciliation
procedures as originating baggage
5.8.6 Work Instruction for special baggage items removed from
PAX
a) Purpose:
This Work Instruction explains the procedures of handling Check-in and gate
staff handle special items not permitted in the cabin are intercepted, are
tagged and loaded in the aircraft hold.
Check-in, gate staff and loading supervisor.
d) Instructions:
• Ensure that passengers do not carry excessive cabin baggage.
• Items that have been removed from the possession of a
passenger by security personnel that are conditionally acceptable for
carriage in the aircraft hold, duty-free goods that require loading into
the aircraft hold;
• Other items removed from a passenger after the check-in process
that require loading into the aircraft hold.
• A limited release or specific gate tag is issued, the passenger(s)
final destination, or the destination to which their checked
baggage is tagged and the receipt given to the passenger.
• loading supervisor ensure special baggage items that are removed
from a passenger will be loaded into the aircraft hold.
• Inform the load controller in order to take into account the weight of
the removed items in the load control process as checked baggage.
• Checking this item before boarding commences increases the
smooth are in accordance of customer airline(s) requirements, when
5.8.7 Work Instruction for Baggage Reconciliation
a) Purpose:
This Work Instruction explains the procedures of reconciliation have to be
taken in case the passenger that has been checked-in for a flight fails to
board the same flight.
International flights.
Check-in supervisor and loading supervisor.
d) Instructions:
1. Maintain passenger/baggage reconciliation as required, including:
a. standby passengers;
b. off-airport and group check-in passengers;
c. voluntary or involuntary deplaning;
d. Transit passengers.
2. Baggage that is separated from the passenger may be subject to
additional security controls in accordance with local regulations.
3. Offload the hold baggage of any passenger who disembarks earlier
than the station of arrival.
4. If the passenger fails to transfer for any reason, the passenger's
checked baggage shall be removed in accordance with local
regulations.
5. If passengers and crew members are required to personally identify
their hold baggage before loading, do not load any baggage not
identified.
6. Ensure there is no opportunity for the exchange of cabin baggage for

hold baggage, which may contain items to be used in a planned act
of unlawful interference.
7. When screening of hold baggage gives rise to suspicion regarding the
contents, the local screening authority will proceed as per local
regulations.
5.9 MISHANDLED BAGGAGE

Baggage, which does not arrive with the passenger, has to be considered as
missing or delayed baggage. It will only be considered as lost once the
complete search has been conducted without results.
“Mishandling of baggage comprises following categories irregularities:
• Missing checked baggage
• Found checked baggage
• Damaged and/or pilferage of checked baggage
• Found property
5.9.1 Liability of the Syrian air

5.9.1.1 Conditions and limitations of liability
If the passenger’s journey involves an ultimate destination or stop in a
country other than the country of departure the Warsaw Convention or the
Montreal Convention may be applicable and these Conventions govern and
may limit the liability of carriers for death or bodily injury and in respect of
loss of or damage to baggage.
The Conditions of Contract are printed in the Syrianair tickets and refer to
IATA Resolution 724 published in the IATA Passenger Services Resolution
Manual.
5.9.1.2 Claims and Actions

The international limits of liability for airlines are set out in the Articles of the
Warsaw Convention (an international treaty) and its various amendments by
Protocols.
There are also obligations between airlines, which are party to the Multilateral
Interline Traffic Agreements administered by IATA.
IATA Resolution 780 and Recommended Practice 1780, which cover
baggage claims handling, are published annually in the Passenger Services
Conference Resolutions Manual.
The Warsaw Convention is an international treaty, which was signed in 1929
and which entered into force on 13 February 1933. The treaty and the
protocols amending it is officially called the “Convention for the Unification of
Certain Rules Relating to International Transportation by Air.” This treaty and
the protocols amending it govern airline liability for the carriage of
passengers, baggage and cargo.
 A baggage claim has to be initiated by a Property Irregularity Report

(PIR) form.
 The first task is to determine if the situation can be resolved by
correcting the problem. For missing bags, this means finding the bag,
or for minor damage a quick repair at the baggage service office or for
missing contents a successful search for the missing item(s).
 Assuming the above remedies are not possible or successful, the
situation will be handled as a claim.
5.9.1.3 Claim Amount versus Limit of Liability

 The Syrianair limit of liability only sets the maximum amount generally
paid for a claim; it does not guarantee that amount will be paid for all
claims.
 The value of the settlement is determined by comparing the amount
claimed by the passenger against the limit of liability of Syrianair.
 Syrianair liability may be higher than the value claimed by the
passenger. In this case, the settlement would likely be for no more
than the value claimed by the passenger.
5.9.1.4 Evaluating True Value of a Claim
 When evaluating the true value of a passenger’s claim it is general

practice to request, proof of value for items claimed lost or damaged.
This is often done by producing receipts for items purchased. As many
passengers pay for significant purchases by credit card, these
monthly statements can be accepted in lieu of the actual sales receipt
which few passengers keep.
 It is up to the experience and knowledge of the person evaluating the
claim to judge if the value claimed for specific articles is consistent
with their known market value. In no circumstances, Syrianair will take
responsibility for valuable items loaded in passenger-checked
baggage.
5.9.1.5 Estimating baggage weight to determine liability
Under the Warsaw Convention, liability for loss is limited and is based on
weight. Sometimes it is not possible to determine the weight of the bag and
its contents for claims purposes from the passenger’s ticket. However, it is
generally accepted that the weight can be estimated. In this case the table
of weights for common types of suitcases as published in IATA
Recommended Practice 1751 is applied.
5.9.2 Missing Checked Baggage (AHL)

 Missing baggage is reported on a Property Irregularity Report (PIR)
form. From the PIR a record of the basic details of the missing
baggage is created. This record is called “AHL” for Advise if Hold.
 The airline baggage identification chart as published in IATA
resolution 745b is used when issuing PIR’s and processing baggage
tracing.
 It does not matter if the location of the bag is already known or the
arrival is advised. A claim can only be settled on a report, which was
filed immediately after arrival. This information as possible has to be
entered into the AHL to enable the system and the user to locate the
baggage.
 In primary tracing, the file remains in the responsibility of the station.
If a baggage is not found within 7 days, the file has to be transferred
to Syrianair’s central baggage tracing for extended tracing.
 Until the baggage is found, the AHL is suspended in the tracing
system, and a request OHD from the station where the bag was found
is issued.
 If after 21 days, baggage has not been found, passengers will be
entitled to compensation from Syrianair according to liability limits.
Compensation is settled by the Syrianair financial department.
5.9.3 Found checked baggage (OHD)

 Lost and found staff has the obligation to enter OHD messages for all
found and unclaimed baggage immediately, since the entire airline
tracing system is dependent on having information about these bags
available in the database of OHD baggage. For this reason, the single
most important task of lost and found staff is to look out for misrouted
and unclaimed baggage and enter it into an industry baggage tracing
system using the OHD format.
 Similarly, for misrouted baggage Syrianair has the obligation to
forward this to its intended destination immediately, because it is the
responsibility of baggage service staff worldwide to identify misrouted
and unclaimed baggage.
 Lost and found staff or its appointed handling service provider in
outstations is monitoring the delivery of baggage to the claim area,
immediately securing unclaimed baggage and sending the OHD
message without delay.
5.9.4 Left Behind Baggage

 Depending on the order of removal list 2.10.5.1 item 6 (rush baggage)
when the occasion arises where not all available for
passengersand/or checked baggage can be accommodated on a
given flight.
 All left behind baggage on ground at the origin station must be
recorded in the system immediately after flight depart with detailed
descriptions by the lost &found staff, and all tags numbers and details
are sent via message to down route stations well in advance and
before the flight arrival destinations.
 Locally all left behind baggage shall be stored in closed and secured
(carts /containers) under the supervision of lost &found duty shift
leader.
 Syrian air has no liability to any baggage which may contain require
special handling (perishable, valuable, cooling…etc) and has not
been declared at the custom authority before check-in, Syrian air has
the right to handle it as a normal baggage in loading and storing.
 Charges will be collected according to Syrian air financial rates
instructions.
5.9.5 Forwarding Of Expedite Baggage

 Expedite baggage must only be transported if security measures are
followed. No expedite baggage can be accepted onSyrianair flights
without full security screening.
 Expedite baggage is tagged with a Rush tag after 24 hours for surly,
but original tag must remain on the bag.
 Each expedite bag must have a corresponding forwarding message.
 Damaged baggage and/or pilferage of checked baggage In case a
passenger reports a damaged piece of luggage, a damage/pilferage
report must be issued.
 Damage/pilferage reports are to be forwarded to the Syrianair
financial department and entitled to compensation from Syrianair
without any claim, in Syrianair outstations settlement is be performed
by the local Syrianair office

RAMP HANDLING REV 02 / JUL 19
6 RAMP HANDLING
6.1 GENERAL
6.1.1 Responsibilities
6.2 HAND SIGNALS
6.2.1 Introduction
6.2.2 Condition for using signals
6.2.3 Guide Person Hand Signals for Ground Support Equipment
6.2.4 Marshalling Hand Signals for Aircraft
6.2.5 Technical / Servicing Hand Signals - Ground Staff to Flight Crew
6.2.6 Technical / Servicing Hand Signals- Flight Crew to Ground Staff
6.2.7 Pushback Hand Signals - Headset operator to Tug driver
6.2.8 Pushback Hand Signals - Wing walker to headset / Tug
6.3 RAMP MARKINGS, REQUIREMENTS AND RECOMMENDS
6.3.1 Definitions
6.3.2 Requirements
6.3.3 Characteristics
6.3.4 Recommendations
6.4 AIRCRAFT ARRIVAL
6.4.1 Work Instruction for Actions prior to Arrival

6.4.2 Standard Arrival Procedures
6.4.2.1 Work Instruction for Aircraft Arrival at a Gate or Open Ramp
6.4.2.2 Work Instruction for Actions after Arrival
6.4.3 Ground Support Equipment on Arriving Aircraft
6.4.3.1 Ground Power Unit (GPU)
6.4.3.2 Use of GPU or Airport Fixed Power Facilities
6.4.4 Work Instruction for Wheel Chock Placement
6.4.4.1 Chock Placement Diagrams
6.4.4.2 Regional Aircraft Chocking
6.4.5 Aircraft Coning
6.4.5.1 Safety Cones Placement and Removal
6.4.5.2 Cone Placement for Wing – Mounted Twin Engine Jet Aircraft
6.4.5.3 Cone Placement for Fuselage – Mounted Twin Engine Jet A/C
6.4.5.4 Cone Placement for Wing – Mounted Twin Propeller Aircraft
6.4.5.5 Cone Placement for Wing – Mounted Four Engine Jet Aircraft
6.5 AIRCRAFT DOORS
6.5.1 Work Instruction for cabin access doors

6.5.1.1 Opening Cabin Access Doors from Inside by Trained Crew
6.5.1.2 Opening Cabin Access Doors from Inside by Ground Staff
6.5.1.3 Opening Cabin Access Doors from Outside with Crew on Board
6.5.1.4 Opening Cabin Access Doors from Outside with no Crew on
6.5.1.5 Embarkation and Disembarkation through Cabin Access Doors
6.5.1.5.1 Boarding / disembarkation of passengers, crew and staff
6.5.1.6 Closing Cabin Access Doors
6.5.1.7 Re - Opening Cabin Access Doors
6.5.1.8 GSE Procedures Concerning Aircraft Doors Operation
6.5.2 Cargo Hold Doors
6.5.2.1 Opening Cargo Hold Doors
6.5.2.2 Closing Cargo Hold Doors
6.5.2.3 Re – Opening Cargo Hold Doors
6.5.3 Positioning of Ramp Equipment on Aircraft
6.5.4 Aircraft parking and servicing precautions in case of high winds
6.6 AIRCRAFT LOADING
6.6.1 Supervision of Aircraft Loading

6.6.2 Loading and Unloading (Passengers and Dead Load)
6.6.3 Cargo compartments, characteristics and limitations
6.6.4 General Loading Rules
6.6.4.1 Special load
6.6.5 Bulk loading of baggage and cargo
6.6.6 Containerized / palletized cargo compartment systems.
6.6.7 Loading equipment
6.6.8 Work Instruction for Handling Dangerous Goods Incidents
6.7 AIRCRAFT DEPARTURE
6.7.1 Work Instruction for Actions Prior to Departure

6.7.2 Work Instruction for Pre Departure Walk around Check
6.7.3 Work Instruction for Wheel Chock Removal
6.7.4 Engine Start using Air Start Unit
6.7.5 Communication Requirements
6.7.5.1 Communication during Engine Start
6.7.5.2 Communication during Engine Fire
6.7.5.3 Work Instruction for aircraft towing / pushback
6.7.6 Passenger Boarding Bridge Operations
6.7.6.1 General procedures
RAMP HANDLING REV 05 / 01 JUN 23
6.7.6.2 Passenger Boarding Bridge Training

6.7.7 Use of aircraft anti-collision lights
6.8 RAMP SAFETY

6.8.1 Circulation on Apron
6.8.2 Fire extinguishing equipment required on the ramp
6.8.3 Work Instruction for Fire Protection and Prevention
6.8.4 Fueling Safety zone (FSZ)
6.8.4.1 Work Instruction and Requirements for fuelling with passengers
Embarking, on board or disembarking the aircraft
6.8.4.2 Work Instruction for Safety Caution in Aircraft fuelling operation
6.8.4.3 Standards of Fuel Safety and Quality
6.8.5 Work Instruction for safe operation of equipment on ramp
6.8.6 GSE Movement
6.8.7 Prevention of Foreign Object Debris (FOD) to aircraft
6.8.7.1 Work Instruction for Foreign Object Debris (FOD) Check
6.9 EMERGENCY RESPONSE DURING GROUND OPERATIONS

6.9.1 Scope
6.9.3 Aircraft Emergency Procedures
6.9.4 Types of Incidents
6.9.4.1 Aircraft Fire and Airside Fire
6.9.4.2 Dangerous Goods Incident
6.9.4.3 Security Incident
6.9.5 Emergency Evacuation of Ground Personnel during handling
operation in Absence of Flight Crew
6.10 RAMP INCIDENT AND ACCIDENT REPORTING

6.10.1 Recording
6.10.2 Report
6.10.3 Contributory Factors
6.10.4 Use of Contributory Factors
6.10.5 Definitions
6.10.6 Preventing Accidents and Incidents
6.10.7 Airside Safety Investigations and preventive action
6.10.7.1 Factual Information's
6.10.7.2 Analysis
6.10.7.3 Conclusion and Causes
6.10.7.4 Safety Information
RAMP HANDLING REV 04 / 30 NOV 22
6 RAMP HANDLING
6.1 General
This Section provides details, procedures and a work instruction in relation to
Ramp Handling of Syrianair Aircraft or in case Syrianair is a service provider.
The information contained within this Section constitutes Syrianair Policy in
relation to Ramp Handling.
The Section includes Ramp procedures and outlines the responsibilities of
ramp personnel in the handling of Syrianair Aircraft during the load, unload
and related ramp activities.
The contents of this Section apply equally to Syrianair Personnel performing
the tasks contained herein and to personnel employed to perform such tasks
by a contracted ground-handling provider in all stations who has been
engaged to perform such tasks for Syrianair.
All ground handling activities of Syrianair aircraft must be supervised and
performed in accordance with Syrianair regulations by trained and qualified
personnel (Turnaround coordinators, Marshallers and aircraft / GSE guides, loading
supervisors, wings walkers, safety observers and duty officers) in all stations, and
focuses on standard safety and security roles for aircraft turnaround.
Only personnel who are appropriately trained and qualified may undertake the
duties specified or the functions detailed within this section.
Such personnel must have completed the training requirements specified for
Ramp Personnel in the particular function or area they are engaged and must
have demonstrated their competence through examination and on job
assessment (where applicable), to the standard specified for their particular
work function.
Syrianair ensures an assignment of responsibility for supervision and

oversight of personnel and activities during airside operations and in all areas
near and around the aircraft as specified in section 1 of this GOM.
Personnel who are to be trained as ramp agents or any staff engaged in
aircraft ground handling functions shall complete a basic training as specified
in section 10 of this GOM.
6.2 Hand Signals

6.2.1 Introduction
In order to standardized "ground staff– to –ground staff" communication and /
or flight crew – to – ground staff communication, the following hand signals
are defined:
a) Guide Person Hand Signals – to be used by specific guide person in
direct liaison with the equipment operator to facilitate movements of any
type of GSE
b) Marshaling Hand Signals– to be used by ground staff to assist the flight
crew during maneuvering of the aircraft and engine starting
c) Technical /Servicing Hand Signals – to be used by ground staff to
communicate technical/servicing information to flight crew , and by flight
crew to communicate technical / servicing information to ground staff
d) Pushback Hand Signals – to be used during the tractor/two bar
connection /disconnection process, as well as at the start and end of the
pushback operation.
6.2.2 Condition for using signals

The person giving the hand signals must:
1) Be trained, qualified and approved to carry out such functions and
where SCAA and the appropriate Authority allow such practice.
2) Use only approved hand signals
3) Wear a distinctive fluorescent identification vest to permit positive
identification by the flight crew.
4) Maintain the same role throughout the procedures
5) Keep in constant ,visual contact with the other ground staff and flight
crew throughout the maneuver ,if visual contact is lost , the operation
must be stop and not re – commence until visual contact is re –
established Remain clear of the intended pathway of the vehicle /
aircraft where possible
6.2.3 Guide Person Hand Signals for Ground Support Equipment
 To Attract the Operator's Attention and Take Command
Arms held above head in vertical position with palms, facing forward.
Meaning: I am in charge of this maneuver. You will take orders only from me.
 Forward Movement
Arms a little aside and repeatedly moving upwards and backwards, beckoning
onwards.
Meaning: Move towards the guide person.
 Backward Movement
Arms by sides, palms facing forward, swept forward and upwards repeatedly.
Meaning: Move directly away from the guide person.
 Turn Right (from the driver's point of view)
Left arm pointed downward, hand extended; right arm repeatedly moved
upwards towards the guide person's left. Speed of arm movement indicates
rate of turn.
 Turn Left (from the driver's point of view)
Right arm pointed downward, hand extended; left arm repeatedly moved
upwards towards the guide person's right. Speed of arm movement indicates
rate of turn.
 Lift
Stretch both arms toward load or equipment, palms up; hand movement in
upward direction.
 Lower
Stretch both arms toward load or equipment, palms down; hand movement in
downward direction.
 Accompanied Movement
Come with load or equipment. Maintain eye-to-eye contact with operator or

driver. Swing down opposite arm.
 Indicate Distance
Raise arms above head, palms facing inward. Distance shown between
hands must correspond exactly with actual margin.
 Stop
Arms raised and crossed overhead.

Immediate stop: Hands cross overhead with clenched fists
 OK
Lift right arm above head, hand closed, and thumb raised.
Meaning: All is clear or continue on your own or drive away
 Chocks Inserted; Stabilizers On
Arms down, hands closed, palms facing inward, thumbs extended; move arms
in towards sides.
 Chocks Removed; Stabilizers Off
Arms down, hands closed, palms facing outward, thumbs extended; move
arms out away from sides.
 To Interrupt Power Source (electricity, fuel, air)
Right arm and hand level with shoulder. Palm downward; swing extended arm
horizontally toward throat by bending elbow.
 Stop Engine
Right arm and hand level with shoulder, palm downwards, hand on throat
making horizontal move to the right, passing hand across throat.
 To Connect or Disconnect
Raise left arm and hand in front of body, fingers extended horizontally, and
palm down.
Connect: Right hand with clenched fist moving upward to contact left palm
Disconnect: Right hand with clenched fist leaving left palm downward.
 Brakes On/Off
Right arm and hand raised horizontally in front of body.

Release brakes: With fist clenched, extend fingers, palm inward.
Engage brakes: With extended fingers, clench fist, palm inward
6.2.4 Marshalling Hand Signals for Aircraft

1) Give marshalling hand signals from position forward of aircraft while
facing and within view of the pilot
2) Wear a high – visibility vest
3) Use illuminated flashlight / wands to improve the visibility of the hand
signals in the following situations:
a) Insufficient apron lighting
b) Poor visibility
c) Night conditions
Caution:
To avoid any possible confusion by the flight crew, do not use guide person
hand signals for equipment until all aircraft marshaling has been completed.
Note:
 The hand signals printed on the following pages are illustrated with the
use of wands. The meaning of the signals remains the same when
bats, gloves or illuminated flashlights are used.
 It is not possible to give signals for engaging/releasing parking brakes
with the use of bats or illuminated flashlights.
 Identify Gate
Raise fully extended arms straight above head with wands pointing up, move
hands fore and aft to keep from blending into background.
 Continue to taxi straight ahead
Bend extended arms at elbows and move wands up and down from waist to
head.
 Slow Down
Move extended arms downwards in a “patting gesture”, moving wands up and

down from waist to knees.
 Turn right (from the pilot's point of view)
With left arm and wand extended at a 90° angle to the body, right hand makes
the come ahead signal. The rate of signal motion indicates to the pilot the rate
of aircraft movement desired.
 Turn left (from the pilot's point of view)
With right arm and wand extended at a 90° angle to the body, left hand makes
the come ahead signal. The rate of signal motion indicates to the pilot the rate
of aircraft movement desired
 Normal Stop
Fully extend arms and wands at a 90° angle to the sides and slowly move
above the head until wands cross
 Emergency stop
Abruptly extend arms and wands to top of head, crossing wands.

 Hold position/Stand-by
Fully extend arms and wands downwards at a 45° angle to the sides. Hold the
position until the aircraft is clear for the next maneuver.
 Proceed to next Marshaller or as directed by tower/ground control
Abruptly extend arms and wands to top of head, crossing wands. Point both
arms upward, move and extend arms outward to side of body and point with
wands to direction of next Marshaller or taxi area.
 End Marshalling
Perform a standard military salute with right hand and/or wand to dispatch the
aircraft. Maintain eye contact with the flight crew until the aircraft has begun to
taxi.
 Fire
Move right hand wand in a “fanning” motion from the shoulder to the knee,
while at the same time pointing with the left-hand wand to the area of the fire.
 Set brakes
Raise hand just above shoulder height with open palm. Ensuring eye contact
with the flight crew, close hand into a fist. DO NOT move until receipt of
thumbs up acknowledgment from the flight crew.
 Release brakes
Raise hand just above shoulder height with hand closed in a fist. Ensuring eye
contact with the flight crew, open palm. DO NOT move until receipt of thumbs
up acknowledgment from the flight crew.
 Chocks Inserted
With arms and wands fully extended above head, move wands inward in a
“jabbing” motion until the wands touch.
 Chocks removed
With arms and wands fully extended above head, move wands outward in a
“jabbing” motion. DO NOT remove chocks until authorized by the flight crew.
 Start engines
Raise right arm to head level with wand pointing up and start a circular motion
with hand, at the same time with the left arm raised above head level point to
engine to be started.
 Cut engines
Extend arm with wand forward of body at shoulder level, move hand and
wand to top of left shoulder and draw wand to top of right shoulder in a slicing
motion across throat.
6.2.5 Technical / Servicing Hand Signals - Ground Staff to Flight Crew

A number of hand signals are used to communicate to flight crews during the
aircraft movement process that relate to servicing or handling functions.
Manual signals shall only be used when verbal communication is not
possible.
 Ensure an acknowledgment is received from the flight crew on all
occasions.
 Connect Towbar
Bring arms above the head and grasp forearm with opposite hand.
 Air Up
Wave arms up and down from thigh to waist with palms up.
Meaning: Supply pressurized air for engine start
 Connect/disconnect ground power

To connect ground power:
Hold arms fully extended above head, open left hand horizontally and move
fingertips of right hand into and touch the open palm of left hand (forming a
“T”). At night, illuminated wands can also be used to form the “T” above the
head.
To disconnect power:
Hold arms fully extended above head with finger tips of right hand touching
the open horizontal palm of the left hand (forming a “T”), then move right hand
away from the left. DO NOT disconnect power until authorized by the flight
crew. At night, illuminated wands can also be used to open the “T” above the
head.
 Affirmative/all clear
Raise right arm to head level with wand pointing up or display hand with
thumbs up, left arm remains at side by knee.
 Negative
Hold right arm straight out at 90° from shoulder and point wand down to
ground or display hand with thumbs down, left hand remains at side by knee
 Interphones
Extend both arms at 90° from body and move hands to cup both ears.
 Do not touch controls
Raise right hand above head level and close fist or hold wand in horizontal
position, left arm remains at side by knee.
 Open/close stairs forward/aft
With right arm at side and left arm raised above head at a 45° angle, move
right arm in sweeping motion towards top of left shoulder.
6.2.6 Technical / Servicing Hand Signals- Flight Crew to Ground Staff
 Brakes Engaged
Raised arm and hand, with fingers extended, horizontally in front of face;
close hand into a fist.
 Brakes Released
Raised arm, with fist clenched, horizontally in front of face; extend fingers to
open palm.
 Insert Wheel Chocks
Hand held in front of face, palms outwards with fingers closed and thumbs
extended; move hand inwards.
 Remove Wheel Chocks
Hands held in front of face. Palms inwards with fingers closed and thumbs
extended; move hands outwards.
 Ready to Start Engine(s)
One hand raised with the appropriate number of fingers outstretched to

indicate the number of the engine to be started.
 All Clear
One hand raised with closed fingers and extended. Acknowledgement of all
ground actions.
6.2.7 Pushback Hand Signals - Headset operator to Tug driver

The following signals shall be used to provide a standard means of non-verbal
communication between the grounds personnel involved in pushback
operations. The signals are to be used during both the tug/tow bar connection
disconnection process and at the start and end of the pushback operation as
indicated.
 Vehicle brakes off
Raise hand just above shoulder height with closed fist and ensuring eye
contact with tug driver open palm.
 Clear to push
Hold arm straight out at a 90° angle from the shoulder and display hand with
thumb up. This indicates to the tug driver that all equipment is clear of the
aircraft, the chocks have been removed, the aircraft brakes are off and the
flight crew has given clearance to commence pushback.
 Negative/hold
Hold arm straight out at 90° angle from the shoulder and display hand with
thumb down. This indicates to the tug driver that the aircraft is not ready for
pushback and to hold position.
 Vehicle brakes on/stop
Raise hand just above shoulder height with open palm and ensuring eye
contact with tug driver close into a fist. At the end of the pushback also
indicates to tug driver that aircraft brakes have been set. Tug driver shall
return the signal to the Headset operator to confirm vehicle brakes set
 Slow down
With hand at a 45° angle downward to the side make a “patting” motion.
 Change of pushback direction
Touch nose with finger and with arm at a 90° angle to the shoulder, point in
the direction that the aircraft needs to be turned to.
6.2.8 Pushback Hand Signals - Wing walker to headset Operator /

Tug driver
 Clear to move aircraft
Raise one fully extended arm with wand straight above head and with the
other arm and wand at a 45° angle downward to the side make a “sweeping”
motion.
 Stop movement of aircraft
Fully extend arms and wands to cross above the head.

 Hold movement of aircraft
Fully extend arms and wands downwards at a 45° angle to the sides. Hold
this position until it is clear for the aircraft to move.
6.3 Ramp Markings, Requirements and Recommendations

6.3.1 Definitions
 APRON (RAMP)
A paved area on the airside of the terminal building where aircraft are
maneuvered and parked and where activities associated with the
handling of flights can be performed.
 APRON SAFETY BORDER LINE
A line marking the boundary of the apron and limiting any Ground
Support Equipment activity beyond this line for the purpose of providing
adequate clearance for adjacent taxiing aircraft.
 APRON STAND BORDER LINE
A line marking the boundary of a specific area required on the apron for
the purpose of parking, servicing, loading or unloading an aircraft.
 ENGINE START UP BAR ON CENTRE LINE
This line provides guidance to the tractor operator and indicates the
specific position to align the aircraft correctly at the end of an aircraft
pushback maneuver.
 FUEL HYDRANTSYSTEM POSITION MARKING
Designated fuel hydrant system position marking(s) in the aircraft
parking position area. The marking(s) is/are provided to identify the
position so that the fuel hydrant system is clear of ground support
equipment.
 GROUND SUPPORT EQUIPMENT PARKING AREA
A specific area set aside for the parking of ground support equipment.
 NO PARKING AREA
A specific area set aside in which parking of ground support equipment
is prohibited; e.g., apron drives, passenger loading bridge movement-
areas and fuelling pits, etc.
 NO PARKING LINE
This line indicates an area where parking is prohibited and that is to
remain free of all Ground Support Equipment and/or vehicles.
 NOSEWHEEL STOP BAR

This line indicates the specific position where the aircraft nose wheel is
to stop.
 PASSENGER LOADING BRIDGE PARKING POSITION MARKING
Designated passenger loading bridge parking position marking(s) in the
area(s) in which parking of ground support equipment is prohibited.
The marking is provided to identify the fully retracted parking
position(s) so that the passenger loading bridge is clear of incoming
and departing aircraft.
 PEDESTRIAN PATHWAY
A specific area set aside for the safe passage of pedestrians, i.e.
passengers, crew and/or airport personnel, to or from the airport
facilities and the aircraft:
 Pedestrian Walkway
 Pedestrian Crossing
 PUSHBACK LIMIT LINE

A lead-out line providing guidance to the tractor operator and ensuring
obstacle clearance during aircraft pushback maneuvers from an
aircraft- parking stand.
 SERVICE ROAD
A specific area set aside for the safe movement of ground support
equipment and airport vehicles.
 STAND/GATE SAFETY LINE
A line behind which ground support equipment is kept during the
movement of an aircraft on to or off the aircraft parking position; acts
also as a safety stop for all ground support equipment prior to
approaching the aircraft and as a safety zone for engine intake and
propeller clearance.
• Permanent Parking and Staging Area.
6.3.2 Requirements
The areas requiring safety markings are:
 Service Roads; and Aircraft parking stands/gates;
 Aprons; and Pedestrian crossing/walkways;
 Safety parking position for Passenger Loading Bridge;
 “No Parking” areas; and Ground Support Equipment parking

areas;
 Pushback line; and Push-Back Limit Marking.
The marking characteristics used in these guidelines for traffic markings are:
 Double white line — do not cross;
 Single white line — cross with caution;
 Broken white line — a roadway center-line;
 Offset white broken line — do not cross;
 Solid single red line — do not cross during aircraft
movement, cross with caution when required.
6.3.3 Characteristics
 Specifications:
The following marking characteristics/specifications are defined:
 Paint
 Color
 Recommended colors are:
 RED for safety warning;
 WHITE for traffic markings;
 YELLOW for aircraft movement on aprons, taxiways and runways
As per ICAO, Annex 14 Aerodromes, Paragraph 5.2.1.5.
 Visibility:
 Paint or other materials must be of high visibility e.g. reflective in
nature and consistent with every-day off-airport use,
 Paint or other materials must be of sufficient coefficient of friction
6.3.4 Recommendations
 Service Roads:
Roadway markings shall be painted white and shall consist of single solid
outer lines indicating that crossing with caution is permitted. Crossing of a
double white line and/or offset broken white line is not permitted. In case of
two opposing directions of travel, there shall be a center broken white line to
divide traffic. Each lane of a service road shall be of a minimum width to
accommodate the widest equipment in use at that location.
It is recommended that the following minimum specification be adopted:
• Width of line: 10 cm (4 in), Gap between lines: 5 cm (2 in)
• Broken line: 1.5 m (5 ft.)
In case of traffic STOP line, the width will be 20 cm (8 in). (See Figure 1.)
Directional markings shall be in the form of a white arrow painted on the
service road surface. An arrow may be one direction or multi-directional.
Arrows shall be positioned at points where traffic enters or exits a service road
with the objective to clarify the direction of travel. (See example in Figure 2.)
Traffic speed-limit markings painted on the service road surface shall be in the
form of a white circle, with the maximum speed displayed inside the circle.
(See example in Figure 3.)
Traffic speed-limit signs shall be in accordance with local regulations.
 Pedestrian Crossings/Walkways:
Pedestrian crossings/walkways shall be painted in accordance with local
regulations to the following minimum dimensions:
• Width of line: 0.5 m (20 in), Width of line: 0.5 m (20 in)
• Length of line: 2 m (6 ft.), Gap between lines: 0.5 m (20 in)
(See example in Figure 4.) .Pedestrian walkways must be clearly indicated
and the design shall keep the pedestrian clear of hazards.
 Stand or Gate Safety Line:
The stand or gate safety line shall be a solid single red line indicating the
boundary of the aircraft parking area. The line shall be painted so as to
accommodate the largest-sized aircraft onto or off the parking position. (See
example in Figure 5.)
• Minimum width of line: 10 cm (4 in).
(See example in Figures 5 and 6.) Figure 7.)
 No Parking Areas:
These areas shall be marked by white hatching and shall be bordered by a
solid white line of the same width:
• Minimum width of line: 10 cm (4 in)
• Gap between lines: 50 cm (20 in)
The lines shall be painted at an angle of 45° in reference to the aircraft
parking-position center line. (See example in Figure 7.)
 Ground Support Equipment Parking Areas:
The lines of these areas shall be demarcated and painted white. Inner
marking is optional.
Figure 1: Specification for Roadway Markings
Figure 2: Directional Signs

Figure 3: Example of a Speed Limit Sign
Figure 4: Specification for a Pedestrian Crossing
Figure 5: Stand/Gate Safety Line for Single Aircraft Parking Position

Figure 6: Stand/Gate Safety Line for two or More Aircraft Parking Aside
Figure 7: Safety Line for Multiple Aircraft Ramp System Stand

Figure 8: Marking for "No Parking" Areas

6.4 Aircraft Arrival

6.4.1 Work Instruction for Actions prior to Arrival
a) Purpose:
This Work Instruction explains the methodology, which shall be followed for
action taken prior to arrival on all International & Domestic flights.
Marshaller at all stations.
d) Instructions:
1) Conduct FOD check on entire stand removing all debris or any
contamination that could be hazardous to aircraft movement just prior
to arrival.
2) Make sure the stand surface condition is sufficiently free of ice, snow,
etc., to ensure safe aircraft movement.
3) Make sure all required Ground Support Equipment (GSE) is available
and serviceable, and is positioned well clear of the aircraft path,
outside the Equipment Restraint Area (ERA).
4) Make sure that all Personnel not involved in the aircraft arrival are
positioned outside the equipment restraint area (ERA).
5) Make sure the aircraft path and ramp area is free of objects and
obstacles, which the aircraft may strike or endanger others due to jet
blast effects.
6) Make sure aircraft docking guidance system is operating, or
marshalling staff is present.
7) Make sure additional ground personnel (such as wing walkers) are
present (if required).
6.4.2 Standard Arrival Procedures
6.4.2.1 Work Instruction for Aircraft Arrival at a Gate or Open Ramp
a) Purpose:
Aircraft Arrival at a Gate or Open Ramp on all International & Domestic flights.
Marshaller, Wing walkers, if required at all stations.
d) Instructions:
(a) For a standard arrival at a stand without automated guide- in system

or at an open ramp:
1. As aircraft approaches the stand area, the Marshaller points to the guide-
in line on the ramp to be followed by the aircraft by standing at the top of
the guide-in line and giving the “IDENTIFY STAND” signal. Wing walkers,
if required, will be positioned approximately 1 meter (3 feet) outside the
path of the wingtips. Wing walkers shall maintain visual contact with the
Marshaller until the aircraft has come to a complete stop .
2. While the aircraft taxies along the guide-in line, the Marshaller gives the
“Continue to Taxi ahead” signal with marshalling wands.
3. The nose wheel should follow the lead-in line all the way to the
appropriate stop point. Use the “Turn Left” or “Turn Right” signals to
correct the track of the aircraft as required.
4. If at any time during aircraft movement, the Marshaller is unsure or
identifies an imminent danger, STOP the aircraft.
5. If at any time during aircraft movement, the wing walkers are unsure or
identify an imminent danger, signal the Marshaller with the “STOP” signal.
6. As the aircraft approaches the stop position, use the “Slow Down” signal if
required. As the nose wheel reaches the stop point slowly cross the
wands in the “Stop” signal.
7. Once the aircraft has come to a complete stop and all conditions for
chocking are met, the aircraft can be chocked.
8. Ground power and Pre-Conditioned Air are connected (if required /
available).
(b) For a standard arrival at a stand with automated guide- in system:
1. Marshaller verify that the correct aircraft has been selected for the arrival
and the equipment is operational
2. The agent responsible for manning the emergency stop button shall be
positioned with an unobstructed view of the arriving aircraft and within
reach of the system to stop the aircraft in the event it is needed.
3. in the event that the emergency stop is activated, and only after a check
by the ground staff operating the guidance system that the risk is no
longer there, the aircraft docking guidance system can be reactivated. If
not standard aircraft, arrival procedures shall be used
4. Wing walkers, if required, will be positioned approximately 1 meter (3 feet)
outside the path of the wingtips. Wing walkers shall maintain visual
contact with the Marshaller until the aircraft has come to a complete stop.
5. Visual Docking Guidance Systems - VDGS (sometimes referred to as
Nose-in Docking Guidance Systems or Stand Entry Guidance Systems)
provide guidance where pilot-interpreted alignment and stopping
information is required for accurate parking, particularly at air bridges.
6. Ground staff shall NOT activate a VDGS until a thorough inspection of the
stand and its immediate surrounds has been made in order to ensure that
all equipment is correctly parked in allocated areas and that the stand is
safe for use by the type of aero plane assigned.
7. The VDGS shall be turned on prior to the aircraft turning onto the head of
stand to avoid any unnecessary stopping and fuel burn.
8. Except under the guidance of a Marshaller, Syrianair aircraft shall not be
taxied onto a VDGS equipped stand when the guidance system is
switched off.
6.4.2.2 Work Instruction for Actions after Arrival
a) Purpose:
action taken after arrival on all International & Domestic flights.
Turnaround coordinator, GSE Operator, Porters at all stations
d) Instructions:
(a) Upon aircraft stopping:

1. Vehicles and personnel remain clear of parking stand until engines are
shut down and anti-collision lights are turned off.
2. Position and connect the Ground Power Unit and/or air start unit, if
required, before engine shut down.
(b) After engines have been switched off, are spooling down and anti-
collision lights have been switched off:
1. Position wheel chocks at landing gear wheels as required (see item
6.4.4), and confirm to the cockpit crew verbally by the head set man or
visually by the marshaller (refer to item 6.2.6 of this section).
2. Confirm there is no damage on the cabin door area prior to positioning the
passenger boarding device(s).
3. Position the safety cones (as per item 6.4.5 of this section).
4. Conduct an arrival exterior walk around to inspect for damage on the
following parts of the aircraft:
a- All cargo doors b- All access panels and servicing access points
c- Aircraft fuselage d- Aircraft engine cowlings
e- Aircraft passenger doors.
5. Give clearance for GSE to approach aircraft.
6. Remove nose gear chocks (if required)
Note: If any damage is found, report it immediately to supervisor and flight
crew, and do not approach the aircraft with any GSE in the area where
the damage has been found.
6.4.3 Ground Support Equipment on Arriving Aircraft
6.4.3.1 Ground Power Unit (GPU)

I. It is permitted to pre-position a GPU inside the ERA provided there is
an assigned GPU parking position.
II. Position the GPU on the appropriate side of the nose parallel to the
aircraft center line with the Towbar facing away from the aircraft.
III. Set parking brake/chock the GPU.
IV. Ensure the GPU, while in operation is positioned a minimum of 3 m
from any fueling vehicles and aircraft fuel vent exits.
6.4.3.2 Use of GPU or Airport Fixed Power Facilities

Ground Power Units or Airport Fixed Power Facilities shall be used whenever
possible. Prior to use, the unit shall be inspected for serviceability and general
condition. At no time shall a damaged piece of equipment be used on Syrian
air aircraft.
6.4.4 Work Instruction for Wheel Chock Placement
a) Purpose:
Wheel Chock Placement upon aircraft arrival on all International & Domestic
flights.
Turnaround coordinator, Porters at all stations
d) Instructions:
1) Make sure the required number of serviceable chocks are available
taking account of the aircraft type and/or weather conditions
2) Chocks must be kept clear of the maneuvering area during aircraft
arrival
3) Do not approach the aircraft to position chocks until the aircraft has
come to a complete stop.
4) Places chocks forward and aft of the aircraft nose gear (according to
options listed in diagrams in this section). One designated member of
the ground staff immediately places chocks forward and aft (if aircraft
type allows) of the nose gear. This is the first action to take place
around the aircraft, and shall be completed before any other activity
may take place.
5) Before approaching the main gear, wait until:
1. Engines have been switched off and are spooling down.
2. Anti-collision lights are switched off.
6) Place chocks forward and aft of the main gear in accordance with the
applicable normal chock placement diagram. The chocks should lightly
touch the tires.
7) Walk towards the main gear in a path parallel to the fuselage.
8) Notify the flight deck crew that the chocks are inserted.
6.4.4.1 Chock Placement Diagrams



6.4.4.2 Regional Aircraft Chocking


6.4.5 Aircraft Coning

6.4.5.1 Safety Cones Placement and Removal
Safety cones are a caution sign for drivers to maintain required safety
clearances. Cones protect parts of the aircraft against collision by GSE.
1) Prior to arrival of the aircraft, make sure there are sufficient
serviceable safety cones to protect the aircraft type to be handled.
2) Do not approach the aircraft to position cones unless all of the
following criteria are met:
a. Aircraft has come to a complete stop.
b. Engines have been shut down and are spooling down.
c. Anti-collision lights are switched off.
d. Aircraft has been chocked.
3) Place safety cones on the ground in accordance with the following
diagrams–within a maximum of 1 meter outward from the point of the
aircraft being protected. Cones must not be placed in high wind
conditions.
4) Additional safety cones may be needed as per operational
requirements or local regulations.
5) GSE must not approach the aircraft until all safety cones have been
placed (not applicable for the passenger boarding bridge).
6) All required safety cones shall remain in place until GSE and vehicle
activities around the aircraft have ceased prior to departure of the
aircraft.
7) Ensure all GSE has been removed from the safety zone.
8) Remove the safety cones from around the aircraft.
9) When not in use, place the safety cones in the designated storage
area
6.4.5.2 Cone Placement for Wing – Mounted Twin Engine Jet

Aircraft
Cones shall be placed at:
 Max 1 m in front of all wing-mounted engines.
 Max 1 m from wingtips immediately after the aircraft is at its parking
position, at others areas around the aircraft only when clearance to
approach the aircraft has been given.
 Additional cones to be placed at the applicable end (s) of the aircraft
where immediately adjacent to service road.
6.4.5.3 Cone Placement for Fuselage – Mounted Twin Engine Jet

Aircraft
position,
where immediately adjacent to service road and always on aircraft with low
ground clearance.
6.4.5.4 Cone Placement for Wing – Mounted Twin Propeller Aircraft

 Max 1 m in front of engine.
position,
 Max 1 m in behind engine
where immediately adjacent to service road, and always on aircraft with
low ground clearance.
6.4.5.5 Cone Placement for Wing – Mounted Four Engine Jet Aircraft
 Max 1 m in front of all wing-mounted engines.
position, at others areas around the aircraft only when clearance to
approach the aircraft has been given.
where immediately adjacent to service road, and always on aircraft with
low ground clearance.
6.5 Aircraft Doors

Operation of various aircraft cabin access doors, cargo doors, compartment
doors is covered in the aircraft specification sections. Where Syrianair
provides ground handling services for other carriers on contract, door
operation shall be carried out in accordance with instructions provided by the
contracted carrier and applicable procedures to each type of aircraft utilized
by customer airlines.
Syrianair ensures the operation of electrically, hydraulically or pneumatically
actuated aircraft access doors is performed only by authorized personnel
(Technical Engineers or Loading supervisor and Porters) that have completed
training and are qualified in accordance training Specifications Aircraft access
doors operation is controlled and supervised by Technical Department.
6.5.1 Work Instruction for cabin access doors:
a) Purpose:
cabin access doors on all International & Domestic flights.
International & Domestic flights ramp area at all stations.
Maintenance engineer, turnaround coordinator, Operator, Cabin Crew
(Cabin crew not be present at the time, only appropriately trained and
qualified staff shall operate aircraft doors from outside).
d) Instructions:
turnaround coordinator uses standardized hand signals from outside the
aircraft to communicate to cabin crew members or other persons responsible
for operation of the cabin access door from inside the aircraft that:
1) For opening of cabin access doors, the ground service equipment
(GSE) outside the aircraft is correctly positioned;
GSE positioned outside a cabin access door would typically include, as
applicable, passenger boarding bridges, passenger boarding steps,
plane vehicles or galley servicing vehicles.
2) For deployment of integral air stairs, the area for deployment is free of
obstructions. The standardized hand signals from ground handling
personnel to indicate it is safe to open a cabin access door normally
consist of:
 knocking on the door;
 Thumbs up signal.
3) In order to prevent injury to personnel and damage establish

Communication to indicate equipment is in position and it is safe to
open the door would normally require the use of hand signals.
4) Once a signal has been communicated to personnel onboard the
aircraft, then retreat to a safe distance from the aircraft door to prevent
injury in the event of an inadvertent deployment of the emergency
escape slide.
5) If it has been communicated to personnel onboard the aircraft that it is
safe to open the door (e.g., using two knocks on the outside of the
door), and there has been no response, normally wait for a short period
(e.g., slowly count to ten) before repeating the signal.
6) ensure:
a) Operate the door in accordance with the technical specifications
of the aircraft original equipment manufacturer (OEM) and the
customer airline when Syrianair is a service provider;
b) When a door is to be opened from inside the aircraft,
communicate a confirmation to personnel onboard the aircraft
that exterior equipment is in proper position;
c) Retreat to a safe position before the door is opened.
7) perform the closing of aircraft cabin access door, as specified in

Engineering and maintenance Manual and PPM to ensure:
a) Operate the door in accordance with the technical specifications of
the aircraft original equipment manufacturer (OEM) and the
customer airline when Syrianair is a service provider;
b) Before the door is closed, conduct an exterior inspection for
obstructions that could hinder door closure;
c) Assist the cabin crew member, as necessary, in initiating the door
closing movement;
d) Observe the door after closure to confirm it is fully closed.
8) Provide a timely communication of the existence of any obstructions to
personnel onboard the aircraft to prevent damage to the door.
9) Assist to initiate the door closing movement could prevent possible
injuries to the cabin crewmember.
10) To determine a door is fully enclosed, observe the door seated in the
fuselage recess and the exterior door handle in the stowed position.
11) In case of re-opening an aircraft cabin access door after it has been
closed, ensure:
o Not commence the process to re-open a door unless specifically
authorized by the Pilot-in-Command (PIC) of the aircraft;
o Once authorized by the PIC, if exterior equipment has been
removed, reposition such equipment to the door;
o Re-open a door in accordance with standards procedures.
12) Either the flight crew or ground handling personnel may find it
necessary to re-open a cabin access door. Under such circumstances,
effective coordination between onboard and exterior personnel shall be
necessary, and procedures as specified at first paragraph above shall
be implemented to prevent injury to personnel and damage to the
aircraft and/or ground support equipment.
13) Should the cabin crew required a door to be re-opened, typically the
flight crew shall contact the appropriate ground handling personnel to
coordinate and authorize such action. In the event the ground handling
personnel require a door to be re-opened, appropriate communication
with the flight crew shall be necessary to gain authorization.
6.5.1.1 Opening Cabin Access Doors from Inside by Trained Crew

Ground staff should :
(a) Knock twice on the door from outside to indicate that a boarding device is
properly positioned outside a door to be opened and that the door swing
area is free of obstructions.
(b) Stand clear of the door and wait for the cabin crew to open.
(c) (As applicable) assist cabin crew with moving the door to the fully opened
position and engaging the gust lock as necessary.
6.5.1.2 Opening Cabin Access Doors from Inside by Authorized
and Trained Ground Staff
(a) Check that the door is disarmed.
(b) Check that all indicators show that it is safe to open the door.
(c) Check visually that a boarding device is positioned at the door.
Note: Should there be a need to partially open a door solely for the purpose
of galley trash bin servicing, an external boarding device need not be in
position. Do not move the door more than is required for the removal
and refit of the bin.
(d) Open the door slowly and carefully in accordance with the instructions
and markings labeled on the door, and the respective aircraft type specific
instructions, and/or your training
6.5.1.3 Opening Cabin Access Doors from Outside with Crew /
Ground Staff on Board
1) Look for indications that the door is disarmed.
2) Check that all indicators show that it is safe to open the door.
3) If there is no indication from the cabin crew that the door is disarmed,
knock twice on the door and repeat the previous step.
4) If there is still no indication from the cabin crew that the door is
disarmed, contact the Pilot-in-Command via an open cockpit window
or the aircraft interphone system.
5) If there is no cabin crew on board and the red/orange streamer is
visible across the interior of the door window, then do not open the
door. Instead, seek assistance from airline personnel.
6) If you cannot confirm that the door is disarmed, DO NOT OPEN THE
DOOR.
7) Once you confirm that the door is disarmed, open the door slowly and
carefully in accordance with the instructions and markings labeled on
the door, and the respective aircraft type specific instructions.
8) If integral air stairs (other than those permanently affixed to a boarding
door) are to be used, slightly open the door until the air stairs are fully
extended.
9) Move the door to the fully opened position and engage the gust lock.
6.5.1.4 Opening Cabin Access Doors from Outside with no Crew /
Ground Staff on Board
1) Look for indications that the door is disarmed.
2) Check that all indicators show that it is safe to open the door.
3) If you cannot confirm that the door is disarmed, DO NOT OPEN THE
DOOR.
4) Once you confirm that the door is disarmed, then open the door slowly
and carefully in accordance with the instructions and markings labeled
on the door, and the respective aircraft type specific instructions.
5) If integral air stairs (other than those permanently affixed to a boarding
door) are to be used, then slightly open the door (ajar) until the air
stairs are fully extended.
6) Move the door to the fully opened position and engage the gust lock.
6.5.1.5 Embarkation and Disembarkation through Cabin Access

Doors
Before allowing passengers or crew embarkation or disembarkation via a
cabin access door, ensure:
1- That the boarding device is properly positioned at the door,
2- And if stairs or integral air stairs are to be used, that both guard handrails
(if applicable) are extended.
6.5.1.5.1 Boarding / disembarkation of passengers, crew and staff

Boarding / Disembarkation of passengers, crew and staff is generally the
responsibility of the Passenger Services department and more details can be
found in Section 4.
However it is important that the Ramp Handling staff are aware of the general
rules so that in an open ramp operation, safety and security can be
maintained at all times.
Coordinator and any Syrian air representative shall apply the following:
 No equipment for the boarding or disembarkation of the aircraft shall be
positioned while the anti-collision lights are flashing.
 Passengers must be escorted, directed and monitored while boarding
or disembarking so they do not enter the aircraft danger zone.
 If a route crosses or enters a vehicle route, manned traffic control will
be necessary at the crossing point.
 Passengers must not step over any cables, hoses, Fuelling zones, Jet
blast, and ducts.
 Passengers shall not walk under aircraft wings while boarding.
6.5.1.6 Closing Cabin Access Doors

1) Make sure service doors are closed immediately after servicing is
completed.
2) Receive confirmation from the crew that the cabin access door(s) may
be closed for departure.
3) Before removing the last boarding device from an aircraft, inform any
ground staff onboard the aircraft that the last cabin access door is
being closed and the last boarding device is being removed from the
aircraft.
4) Look for any possible obstructions around the door area and remove
them. (e) Make sure the door gust lock is released and assist the
person closing the door by moving it to the ajar position
5) Do not remove the boarding device from the aircraft until the door is
fully closed and locked.
6) If stairs were used at a cabin access door, then retract the stair
handrails if necessary to close the door. Remain at the top of the stair
platform until the door is fully closed, and then descend the stairs
before they are moved.
7) Close the door slowly and carefully in accordance with the instructions
and markings labeled on the door, and the respective aircraft type
specific instructions.
8) Before leaving the vicinity of the door, confirm that the door is properly
seated flush with the surrounding airframe and that the exterior door
handle is flush with the surface of the door.
9) Seek assistance from aircraft maintenance personnel any time a door
malfunction occurs.
10) Do not retract equipment stabilizers in advance of the cabin door being
fully closed.
11) Before retracting equipment from the door, check to ensure the
maneuvering area is clear of all obstructions and personnel.
12) If a passenger boarding stairs unit is used, then retract the passenger
stairs canopy. Move the equipment to its approved parking position and
engage any applicable restraints (such as closing the door on the
passenger boarding stairs opening).
13) Visually inspect the cabin access door and the surrounding fuselage for
signs of damage, particularly in any areas where the boarding device
was in contact with the aircraft. If damage is discovered then
immediately report it to aircraft maintenance personnel, and if
available, the Pilot-in-Command.
6.5.1.7 Re - Opening Cabin Access Doors

If a cabin access door is not closed properly then it must be re-opened and re-
closed. Other situations when cabin access doors may need to be re-opened
include the following:
1) Subsequent delivery of catering and/or supplies, after the passenger
boarding devices have been removed, OR
2) Re-connecting of passenger boarding devices after the initial removal.
If there is no crew on board the aircraft, follow the applicable Opening
Cabin Access Doors procedures in IGOM.
3) Once the cabin access door has been closed in preparation for
departure, do not attempt to re-open any aircraft door without the
authorization of the flight crew.
4) If you believe a door must be re-opened, you must notify the flight crew
through an open cockpit window or use the flight interphone system.
5) If the crew requires a door to be re-opened, they will notify ground staff.
6) Regardless of which party requested that the door be re-opened, once
the flight crew gives clearance for the door to be re-opened, follow the
actions/steps in Opening Cabin Access Doors.
7) If authorization to re-open the door is not granted, do not attempt to re-
open the door unless clearance given by the flight crew.
6.5.1.8 GSE (passenger Stairs / Boarding Bridge) Procedures

Concerning Aircraft Doors Operation
1) GSE shall not remove from the cabin access door unless either:
o The cabin access door has been closed by an authorized person; or
o If the door has not been closed, a clearly visible safety device has been
placed across the door opening.
2) An effective safety device shall be designed through use of a risk
assessment process to ensure it will prevent personnel from
inadvertently falling from an open cabin access door.
3) GSE removes from a cabin access door immediately after such door is
closed.
Ideally, cabin access doors shall not be open without ground service
equipment in position at the door, except if:
o Integral air stairs are deployed;
o Trained engineering or ground handling personnel are on board or
accessing the aircraft, and are using special harnesses;
4) Should it be discovered that ground equipment has been incorrectly
removed from the aircraft with the cabin access door still open,
personnel shall be designated to guard the area to prevent persons
from falling.
o No attempt shall be made to close the door until appropriate GSE has
been moved into position at the door.
o Such incident shall be reported in accordance with procedures of the
Syrian air.
5) When GSE interfaces with aircraft cabin access doors that have
platforms of sufficient width:
o GSE shall allow the aircraft door to open and close when the
equipment is in position at the aircraft.
o The safety handrails shall be deployed.
o GSE attachment fittings shall be correctly deployed.
o Transfer bridges or platforms shall be correctly deployed when the
equipment is in position at the aircraft access door.
6.5.2 Cargo Hold Doors

6.5.2.1 Opening Cargo Hold Doors
Ground engineers or trained personnel of the ground handling staff (loading
supervisors, operators and porters) qualified on that aircraft type should
perform the opening and closure of aircraft cargo compartment doors.
1) Do not operate cargo doors unless trained and authorized.
2) Manual operation of an electrically or hydraulically operated cargo door
may only be performed by maintenance personnel or flight crew.
3) Do not open the cargo doors until the aircraft engines have been shut
down and the anti-collision lights have been switched off.
4) Before positioning loading equipment or any other ground support
equipment at cargo doors and opening cargo doors, perform a visual
check for any signs of damage to the doors or surrounding areas. If
any irregularities are discovered during this visual check, report them to
aircraft maintenance personnel and, if available, the Pilot-in-Command.
5) Cargo doors must be opened using technical steps, belt loaders or
other GSE equipped with raised safety rails to reach the cargo doors in
a manner that prevent personnel falls when they accessing the cargo
doors. ULD loaders must not be used. (Not applicable to main deck cargo doors).
6) Open the cargo doors in accordance with the respective aircraft type
specific instructions.
7) Allow adequate space for door clearance to avoid equipment
obstructing the free passage of the door :
i. Most aircraft lower compartment cargo doors hinge upwards. Be
aware that when opening or closing cargo doors, the lower edge
of the door will swing down before going upward.
ii. For main deck cargo compartment doors, remove safety barrier
once the main deck loader is in position.
8) If the cargo door will not open, do not use excessive force, tools or
ground support equipment to push or pull on the door to open it.
Contact aircraft maintenance personnel for assistance.
6.5.2.2 Closing Cargo Hold Doors
1) Do not operate cargo doors unless you have first been trained and
authorized.
2) Manual operation of an electrically or hydraulically operated cargo door
may only be performed by maintenance personnel or flight crew:
I. Before closing the cargo doors, ensure: that load restraint and door
protection nets are properly fitted.
II. That the cargo compartment lights have been switched off unless
required for carriage of AVI.
III. That the door area including the door sill and frame are free of gravel,
water, ice and other foreign substances or obstructions.
3) That the door and door frame show no visible signs of damage.
4) That any damage discovered during the inspection of the cargo doors
and surrounding areas/frames is immediately reported to aircraft
maintenance personnel and the Pilot-in-Command.
5) All cargo doors must be closed using technical steps, belt loaders or
other GSE equipped with raised safety rails to reach the cargo doors in
a manner that prevent personnel falls when they accessing the cargo
doors. ULD loaders must not be used. (Not applicable to main deck cargo doors).
6) Check that door lock indicators are engaged/properly set as applicable
and that the door is properly locked, handles are stowed flush and
panels are properly closed.
7) If a cargo compartment door is not closed properly, it must be re-
opened and re-closed .
Caution: If a cargo door must be re-opened prior to aircraft movement,
approval from the flight crew via the ground staff responsible for the
departure must be obtained.
6.5.2.3 Re – Opening Cargo Hold Doors

1) If a cargo compartment door is not closed properly, it must be re-
opened and re-closed.
2) Once the pre-departure walk around has taken place, do not attempt to
re-open any aircraft door without the authorization of the flight crew.
3) If you believe a door must be re-opened, you must notify the flight crew
through an open cockpit window or use the flight interphone system.
4) If the flight or cabin crew requires a door to be re-opened, they will
notify ground staff.
5) Regardless of which party requested that the door be re-opened, if the
flight crew gives clearance for the door to be re-opened, follow the
actions/steps in: Opening Cabin Access Doors.
6) If authorization to re-open the door is not granted, do not attempt to re-
open the door unless clearance is received from the flight crew.
6.5.3 Positioning of Ramp Equipment on Aircraft

Extreme caution must be taken to avoid damage to an aircraft whilst on the
ground:
1. Protective rubber bumpers on equipment must NOT be compressed
against the aircraft fuselage, in order to prevent damage, and to allow for
aircraft movement during servicing. Any equipment with unserviceable
rubber bumpers must be taken out of service until the bumper has been
repaired or replaced.
2. Stabilizers or jacks, when fitted on equipment, must be in use.

3. A guide person (banks man) must be used when positioning equipment to
or from an aircraft and always when a vehicle is reversing around the
aircraft, unless the vehicle is specifically designed to perform such
operation without one. At all times the guide person must be visible to the
driver and use standard hand signals to guide him.
4. Only qualified ground personnel are permitted to position equipment up to
Syrianair aircraft.
5. Operators of vehicles and equipment must have completed a vehicle
inspection to ensure the vehicle in their charge is serviceable and suitable
prior to positioning up to Syrianair aircraft.
6. All equipment and vehicle operators must stop approx. 6 meters from the
aircraft before proceeding at a slow walking pace. A final brake check
must be performed at approx. 3m from the aircraft.
7. Do not position ground equipment so it affects the egress or escape route
of the fuel hydrant or fuel tanker. The fuelling vehicle and where
applicable hydrant coupling point must have a means of access/egress at
all times, if in doubt personnel shall communicate with the fuel vehicle
driver.
8. Any vehicle or equipment, which does not need to be positioned directly
against the aircraft, must not be positioned any closer than 2 meters from
the fuselage. This includes Ground Power Units, Potable Water and Toilet
servicing vehicles. These must be positioned where operationally
possible, at least 2 meters from the fuselage, with the full length of the
cable / hose being used in order to service the aircraft. Towing equipment
and equipment under tow must remain at least 2 meters from the fuselage
at all times.
9. Any vehicle or item of equipment positioned within 2 meters of the aircraft
must have a valid operational reason for such positioning.
Marshaller or any other Syrianair representative shall ensure GSE that is
being towed to a position at or near the aircraft, where possible:
 Is driven along a path that does not require sharp turns;

 Approaches the aircraft on a path parallel to the side of the aircraft
fuselage;
 Is parked in the parallel position.
Positioning/Removal of Passenger Bridges
Only qualified and approved personnel shall position or remove passenger
bridges. The following shall be adhered to at all times:
10. Before removing a passenger loading bridge from the aircraft a safety
barrier device must be put across the forward opening area of the loading
bridge platform.
11. The passenger loading bridge must be retracted to its designated parking
position before aircraft departure. A check of the aircraft must be made to
ensure no damage has occurred by use of the passenger bridge.
Positioning and Removal of Passenger Stairs
Only qualified and approved personnel shall position and remove passenger
stairs. The following shall be adhered to when positioning steps to cabin
doors.
 Steps must be clear of substances that could make surfaces slippery e.g.
snow, ice, standing water, F.O.D. etc.
 Steps that require to be towed shall be disconnected from the towing
vehicle and then pulled manually into position, so that the towing
vehicle does not at any time breach the 2-metre rule.
 Steps shall be placed square to the fuselage leaving a small gap so that
the protective rubber bumpers are not in contact with the aircraft.
6.5.4 Aircraft parking and servicing precautions in case of high

winds
Before the high winds arrive, determine how long it will take to do all the items
below.
Ensure all personnel know of the impending weather event.
1- Secure aircraft
Aircraft shall be appropriately secured as per airframe manufacturer’s
procedures by using additional chocks, and/or setting aircraft park brakes,
and/or tie-down, and/or the ballasting of the aircraft. Additionally the following
shall be taken into account:
 Secure all cargo nets and close all cargo doors on aircraft.
 Secure all aircraft cabin doors.
 Close cockpit windows.
 Close all service panels.
 Lock control surfaces in accordance with aircraft maintenance
manuals.
 Secure aircraft nose gear torsion links to prevent weather vanning
with free moving nose wheels.
 Hook up tow bar and attach push back tractor / tug when possible
and insert by-pass pins.
 If time permits and parking areas are available move aircraft into
hangars.
 If hangars are not available, consider remote parking aircraft to get
them away from structures that they could be blown into. Use all
above securing techniques and face aircraft into the wind if possible.
2- Loading bridges
The following actions shall be undertaken:
 Retract ground power cables/cords.
 Close all doors, retract loading bridges, lower them and secure
wheels.
 Position loading bridges so that they face into the wind or up close
to the terminal or where available in a location for tie down and tie
them down.
 Remove any loose equipment, e.g. ladders, FOD containers.
3- Ground support equipment
 Remove non-essential ground support equipment from aircraft.
 Position equipment away from the aircraft and outside the path of
possible aircraft movement.
 If possible, stow equipment indoors. All equipment left outside must
be secured with brakes set, disconnect strings of carts or dollies so
each conveyance is held by its own brake or attach a vehicle to
them to help hold them in place.
 Ensure all containers are locked on dollies or transporters with
doors or curtains secured. Remove all empty loose containers from
areas around aircraft. If possible tie them together and/or to a firm
structure or store them inside.
 Secure work stands by chain to hitching rails where available or to
fences or other secure equipment. Put jackscrews down if so
equipped.
 Lower all high-reach equipment, e.g. loaders, steps, catering trucks
etc. and deploy stabilizers.
 Remove any loose equipment, e.g. chocks, cones, ladders etc.
4- Baggage and Cargo
 Ensure all baggage room and cargo personnel are aware of
conditions and do not continue to bring load to aircraft or outside to
be stored.
 Use baggage rooms to stow luggage if possible.
 Secure all cargo equipment the same as above

 Contact mail and freight facilities and return unloaded freight and
Mail.
5- Aircraft Cleaning
 Stow all supplies and equipment; do not leave equipment or
garbage on loading bridge steps.
 Move vehicles away from aircraft parking areas.
 Keep doors of cleaning vehicles closed to avoid loose material
being blown around.
 Stow hoses on lavatory and water trucks.
6- Facilities
 Ensure facilities personnel are aware of impending weather.
 Put facilities personnel on stand by for possible shut down of power
or possible need to do facility repairs.
 Close all doors that lead to the outside.
 Secure all dumpsters and trash bins.
7- Passenger Safety
 Ensure all passenger service personnel have up to date information
on weather event.
 Be prepared to move passengers to safe areas in terminal
 Passenger enplaning/deplaning may need to be suspended during
the weather alert phases.
8- Flight crews
 Ensure that pilots are advised that because of anticipated high
winds, brakes shall be set on all parked aircraft.
9- Shift change
The following action shall be undertaken:
 Ensure all personnel coming on duty know that your severe weather
plan is in effect.
6.6 Aircraft Loading

6.6.1 Supervision of Aircraft Loading
Before loading, the hold shall be visually inspected for damage that can affect
the load capacity and to ensure it is empty of other than documented transit
load items. A qualified individual must supervise the loading of the aircraft and
provide a signed confirmation to say:
1. The aircraft has been loaded as instructed–including any special load
instructions;
2. The condition of locks, restraints or ULDs has not affected load
capacity.
3. The bulk load and ULDs are correctly secured and locks and nets are
in use;
4. Visible dangerous goods packages were inspected prior to loading;
5. Special loads, including dangerous goods have been stowed and
secured according to regulations and operating airline procedures;
6. The holds are free of any foreign objects;
7. Any deviations are approved by the Load Agent and recorded;
8. At the completion of loading, a qualified individual must pass the final
loading information to the Load Agent.
6.6.2 Loading and Unloading (Passengers and Dead Load)

All operational communications, processes and procedures for aircraft
handling operation shall be adhered when conducting all activities in
accordance of SCAA requirements, and Syrianair standards and in
accordance with requirements of the customer airline(s) in case Syrianair
provides service to another airline.
An effective communication system ensures an exchange of relevant
information and data between all work areas for maintaining safe operations.
So that Syrianair ensures aircraft loading information and data, to include the
Load Instruction/Report (LIR), are accurately transferred to the load control
office.
6.6.3 Cargo compartments, characteristics and limitations

All aircraft data can be found in Section 11 detailing Aircraft Specifications
6.6.4 General Loading Rules

1. All loading shall take place with the utmost emphasis on Safety. No activity
shall be undertaken that comprises Safety. Procedures shall ensure
aircraft is loaded:
2. In accordance with written loading instructions;
3. In a manner that satisfies weight and balance requirements;
4. In a manner that prevents damage to the aircraft and injuries to personnel;

5. In a manner that prevents movement or spillage during flight.
6. The following points shall be taken into account when handling loads:
(a) Personnel shall assess the weight and never attempt to lift or move
more than their personal physical capabilities.
(b) Recognized lifting techniques shall be utilized at all times to reduce the
risk of personnel injury.
(c) To prevent fingers and hands becoming jammed between objects all
load shall be slid into place rather than lifted.
(d) Handling load by the metal strapping, which is frequently used to bind
heavy or awkward shipments, shall be avoided.
(e) All load shall be set down easily (rather than dropping it) to avoid
injuries to the feet and toes as well as to prevent damage to aircraft
flooring and load.
(f) When moving pallets/containers, hands and feet shall be kept clear of
stops/locks/guides so they do not get caught between the
pallet/container and floor hardware.
(g) When handling live animals, fingers and hands shall be kept clear of
the interior of the containers to avoid being bitten.
(h) “Heavy” tags/labels shall be placed on all individual pieces of
baggage/cargo and mail weighing 23kg or more with the actual weight
of the piece being shown on the “heavy” tag/ label.
(i) No single piece of luggage shall exceed 32 kg.
7. Offload first the aft hold and then the forward hold to maintain aircraft
stability and avoid the risk of aircraft tipping. Upon the completion of the
offload, the hold shall be checked to ensure that all loads for the given
station has been removed.
8. Load the forward hold first and then the aft hold to maintain aircraft stability
and minimize the risk of aircraft tipping. Ensure that all loads are properly
secured. Aircraft ground stability during loading and unloading requires the
center of gravity to remain in a range that does not permit the aircraft
resting on the underside of the aft fuselage (known as “tail tipping”).
9. In the event of any leakage or suspected leakage, the compartment in
which the items were carried shall be inspected for contamination. A visual
inspection of the hold shall also be made and if any damage or
deterioration is found, maintenance shall be informed at once to ascertain
the nature, extent and serviceability of the hold.
10. The load, ULDs and other items shall be inspected for any leaking or
damaged shipments prior to loading onto the aircraft. This is of particular
importance with dangerous goods, live animals, wet cargo such as fish
and any other baggage that might leak.
11. Syrianair will not accept dangerous goods for transport as cargo, mail or
COMAT or any shipments labeled "Cargo Aircraft Only" on a passenger
aircraft. These shipments shall not be loaded on passenger aircraft.
(a) Prior to loading, the packing of shipments must be inspected to
determine that it has no such shipments.
(b) In case of such shipments are found, it shall be removed.
(c) Loading Supervisor or Cargo duty officer shall make a report.
12. If Syrianair is a service provider for a customer airline that does not accept
cargo, mail or stores for consumption for transport on passenger aircraft,
Syrianair shall ensure these items are prevented from being loaded into
any aircraft that operated by that customer airline and:
- All staff shall be aware of these shipments.
- Prior to loading, the packing of shipments must be inspected to
determine that it has no such shipments.
- If these shipments are found, it shall be removed.
- Loading Supervisor immediately shall notify the customer airline
representative.
6.6.4.1 Special load
For special load loading principles please refer to item (2.10.8) of this manual.
6.6.5 Bulk loading of baggage and cargo

 Baggage and cargo in a bulk loaded aircraft must be managed in order to
ensure that weight and balance considerations are taken into account,
payload capacity is maximized and customer service priorities are
addressed.
 Cargo shall not be loaded in front of baggage.
 Baggage shall be segregated in order to ensure timely delivery of
connection and priority baggage.
 Special loads shall be handled as per load sheet instructions.
6.6.6 Containerized / palletized cargo compartment systems.

 Baggage and cargo in a containerized aircraft must be managed in order to
ensure that weight and balance considerations are taken into account,
payload capacity is maximized and customer service priorities are
addressed. The following measures must be taken:
 Cargo shall not be loaded in front of baggage.
 Baggage shall be segregated in order to ensure timely delivery of
connection and priority baggage.
 Special loads shall be handled as per load sheet instructions.
 ULDs and other items shall be inspected for any leaking or damaged
shipments prior to loading onto the aircraft.
 ULDs and other items shall not be loaded if found damaged or leaking and
the measures in this section shall be applied.
 All information concerning configurations, operating mechanisms, hold
restrictions can be found in section 11, Aircraft Specifications.
6.6.7 Loading equipment

1) All ground support equipment used on or around an aircraft shall
have been inspected prior to use.
2) A brake test shall be performed prior to approaching the aircraft
and at no time shall any part of the loading equipment make
contact with the aircraft.
3) Ground loading equipment shall be positioned at the aircraft with
adequate clearance between the aircraft and the equipment to
allow for vertical movement of the aircraft during loading or
unloading operations.
4) The guides and safety rails on ground loading equipment shall be
properly deployed for loading and unloading operations.
5) A guide man shall be employed when positioning large equipment
onto Syrianair aircraft.
6) The equipment used shall be appropriate for the task;
7) The equipment shall not be left unattended while in use and the
equipment when not in use shall always be switched off and
parked in the appropriate position that well clear of the aircraft in
marked area.
6.6.8 Work Instruction for Handling Dangerous Goods Incidents

a) Purpose: This work Instruction explains the methodology which should be
followed for handling the dangerous goods incidents during the transportation
inside the Ramp area. They outline the safest method to reduce the possibility
and hazards caused by emergencies encountered on the ramp.
b) Scope/Application: International & Domestic flights ramp area at all
stations .
c) Responsibilities: All personnel are responsible for being familiar with the
procedures and to employ the training provided when encountering an
emergency .
d) Instructions :
In the event of damage to or leakage from any item containing dangerous

goods during transportation from Cargo to ramp and vice versa, the following
procedure is to be followed:
1) Do not approach the damaged/leaking item containing Dangerous

Goods.
2) Inform the Safety manager and Cargo Personnel to handle the
situation.
3) Do not attempt to move the damaged/leaking item.
4) As directed by the Supervisor, evacuate all persons from the
immediate area.
5) Control movement of unauthorized personnel and equipment into the
area.
6) As far as possible restrict all activities inside and outside the spill area.
7) Do not allow the damaged cargo to be moved until repacked/secured
by cargo personnel and clearance has been provided.
8) Report the Incident by using the (Dangerous Goods Occurrence
Report) which found in item (12.1.3) of this manual.
6.7 Aircraft Departure

A departure is normally conducted with a dialogue between flight crew and
ground staff in charge of the departure via an interphone. This procedure
ensures the highest level of safety during departures based on a precise
exchange of information. The person responsible for pushback is in charge of
the departure operation remains in continuous contact with the flight crew and
is responsible for the ground maneuver. The scope of this departure
procedure is limited to conventional towbar and towbar-less pushback
operation. Note: The term “headset” also applies where an interphone system
is used.
6.7.1 Work Instruction for Actions Prior to Aircraft Movement
a) Purpose:
action taken prior to departure.
Marshaller at all stations.
d) Instructions:
Prior to departure of the aircraft, make sure that:
1. The ramp area is clear of all FOD and any equipment.
2. The ramp area is free of contamination that could be hazardous to
aircraft movement.
3. The apron surface condition is sufficiently free of ice, snow, etc., to
ensure safe aircraft movement.
4. The ramp area is free of objects/obstacles, which may be impacted by
the aircraft or may endanger others due to jet blast effects.
5. All persons not involved in the aircraft departure operation must remain
clear of the departing aircraft, behind the ERA.
6. Additional ground staff such as Wing Walkers are present (if
applicable/required).
7. Verbal communication with flight crew is established by means of an
interphone system, departures using marshalling hand signals without
any headset communication are only conducted in exceptional cases.
Note: Prior to connecting the tractor to the aircraft, the tractor may be
parked in front of the aircraft or outside of the ERA, but never behind
the wings.
6.7.2 Work Instruction for Pre Departure Walk around Check

a) Purpose:
walk around that start as soon as possible after all ground servicing activities
have been completed on all International & Domestic flights.
All personnel involved in the task

d) Instructions:
Walk around the entire aircraft at a normal walking pace. The check shall start
as close as possible to departure time. If any part of the aircraft still has GSE
engaged at the time of the check, or if GSE re-engages with the aircraft after
the check, the applicable area(s) must be re -inspected.
The pre-departure walk around check includes, but is not limited to, ensuring
the following:
1. The apron is clear of all FOD items that may cause aircraft damage or pose a
risk.
2. All GSE and passenger boarding devices are detached.
3. The stand area is clear of obstructions. GSE and vehicles are positioned clear
of the aircraft path.
4. Adequate clearance exists between the aircraft and facilities or fixed
obstacles along the aircraft movement path.
5. All aircraft servicing panels and/or hatches are closed and secured (except -
external power and headset panels).
6. Cabin/cargo doors:
I. handles are flush with the fuselage;
II. There is no visible damage on the aircraft, particularly around cabin and cargo
doors.
7. Any abnormalities on the aircraft observed (e.g. obvious damage, fluid
leakage) are immediately reported and brought to the attention of the pilot in
command and maintenance.
8. Landing gear safety pins are removed prior to aircraft departing the parking
gate or stand for takeoff.
9. There are no obvious signs of unmarked dents or other skin panel damage.
6.7.3 Work Instruction for Wheel Chock Removal

a) Purpose:
chock removal after confirmation that the aircraft parking brakes are set.
Headset Operator, Marshaller and porters at all stations.
d) Instructions:
A. Headset Operator
1. Via the interphone, request chock removal approval from the flight crew, and
confirm the aircraft parking brakes are set.
2. Check all GSE have been disconnected from the aircraft.
3. Check the passenger boarding stairs have been retracted from the aircraft, if
applicable.
4. Check the tow tractor and tow bar are fully secured to the nose gear and
parking brakes are set on the tractor, if applicable.
5. For towbar-less tractor operation, check, that equipment is fully secured to the
applicable landing gear and parking brakes are set on the tractor, if
applicable:
I. Remove chocks at applicable gear only and leave remaining chocks in
place until departure
II. Nose gear wheel chocks may be removed without notification for the
purpose of tractor connection provided the main gear wheel chocks are
still positioned (except for main gear Towbar-less tractor).
6. Give clearance to ground staff to remove chocks .
Note: If a chock is stuck, the responsible personnel remove it by tapping it
with a spare chock or moving the aircraft after the aircraft brakes have been
released.
Relay ‘Chocks Removed’ hand signal to the flight crew, and ensure the
flight crew repeats the ‘Chocks Removed’ hand signal as confirmation.
B. The Porter
Stow chocks in their designated stowage place .
Note: Nose gear wheel chocks may be removed without notification provided
the main gear wheel chocks are still positioned. Once high wind or icy
conditions have passed, any additional chocks that were added to the
aircraft may be removed so that chock placement reverts to that for
normal conditions.
C. If hand signals are used (Marshaller)
(i.e. aircraft interphone system is inoperative) the person performing the
hand signal must:
1. Be in continuous visual communication with the flight crew throughout

the pushback.
2. Display the ‘Set Brakes’ hand signal.
3. Receive confirmation from the flight crew when they display the
‘Brakes’ hand signal in response.
4. Display the ‘Chocks Removed’ hand signal.
5. Receive confirmation from the flight crew. Do not remove chocks until
confirmation of the flight crew is received.
6.7.4 Engine Start using Air Start Unit

1. Only personnel and equipment involved in engine starting or aircraft
are permitted within the ERA during engine start.
2. Establish communications with the flight crew and confirm the total
number of engines to be started, the engine start sequence to be used
and number of ASUs being used.
3. All personnel and equipment must remain clear of engine danger areas
(intake and/or blast) during engine start.
1. Advise the engine start sequence to the ASU operator(s) and any other
ground personnel.
2. Where possible, The ASU should be positioned on the opposite side of
the aircraft to the engine being started.
3. If the aircraft is to be pushed back, connect the pushback tractor and
set the tractor's parking brake, where this is possible without
disconnecting ground electrical power.
4. If a pushback tractor is not connected, position a chock in front of the
nose wheel.
5. Confirm with the flight crew that the aircraft parking brake is set, then
remove main gear Chocks.
6. h) The ASU operator shall ensure that the unit is ready to supply air
pressure.
7. The headset operator informs the flight crew that the ground crew is
ready for engine start.
8. Start engine(s). Refer to Departure Communication Dialogue and
Signals for communications requirements.
9. When engine start is complete, the headset operator signals ASU and
ground power operator(s) to disconnect the ASU and remove GP.
10. Disconnect the ASU hose(s).
11. Close and latch external air start and electrical panels.
6.7.5 Communication Requirements
6.7.5.1 Communication during Engine Start

Coordinate the engine starting sequence with the flight crew by conducting a
pre-departure briefing and refer to the customer airline's GOM for specific
engine start procedures.
1. During the engine start communicate with the flight crew only if you
observe circumstances that require immediate notification and action
by the flight crew.
2. In case of starting up with an ASU, supply the pressure at the request
of the flight crew.
Note: From the captain's seat facing forward, engine on his/her left is
referenced as engine number one.
6.7.4.2 Communication during Engine Fire

The Flight Crew normally detects an engine or APU fire and will take action
using the engine fire extinguishing system.
However, alert the flight crew immediately via the headset if flames are
noticed from the engine or engine pylon.
In the event that a headset is not available, the appropriate “Fire” hand signal
must be used. (Refer to the Marshalling Hand Signals section in this chapter).
If you notice flames from the engine tailpipe during engine starting, alert the
flight crew immediately, as such a fire might not be detectable via temperature
sensors and/or fire warning systems in the aircraft.
6.7.5.3 Work Instruction for aircraft towing / pushback

a) Purpose:
aircraft towing / pushback.
Maintenance engineer, Headset Operator, Marshaller and GSE operator at all
stations.
d) Instructions:
The maintenance engineer, headset operator or marshaller ensures that:
 The equipment used for push back is suitable for the aircraft type as specify
in the instructions that can be found in item (GSEM 4.7.4.4) of GSE manual.
 The maximum aircraft nose gear turn limits are not exceeded according to
the aircrafts manufacturer instructions, maintenance manual and aircraft
specifications sec 11 in this manual.
 The Standard communications between the ground and cockpit crew for
Engine Start and Push Back may be accomplished visually using hand
signals (refer to item 6.2.7) or verbally using the aircraft interphone system,
standard phraseologies is used Prior to connection of tug to aircraft, the
steering bypass pin and the parking brake must be set as a follow:
Ground Staff / Cockpit Crew Phraseologies
Phase Ground Staff Flight Deck Crew
PreparationCall: Flight Deck from Ground Crew, Are Reply: Ready for pushback
you ready for pushback?
Call: Bypass pin inserted, release parking Reply: Parking brakes
brakes released
Commencing Call: Commencing pushback
pushback
Engines Reply: Number 2 clear Call: Is number 2 clear?
Start Note: Engine start phraseology repeated for
each engine in sequence
If applicable:
Call: Stop push back
Pushback Call: Pushback completed, set parking Reply: Parking brakes set
Completed brakes Call: You may disconnect
Reply: Holding position
Reply: Disconnecting, Hold position and and standing by for visual
wait for all clear signal at your left/right. signal at my left/right.
Action: Acknowledges the
Action: Disconnect headset, gives the all all clear signal and releases
clear signal and show the bypass pin. the parking brakes
 A safe connection, operation and disconnection of the push back
equipment as specify in item (GSEM 4.7.4.4) of GSE manual.
6.7.6 Passenger Boarding Bridge Operations

The operation of passenger boarding bridge is a high-risk activity that has the
potential to cause injury and/or damage to passengers, personnel, aircraft and
equipment.
All operations shall be in accordance of SCAA regulations and company
requirements.
Airside safety rules and procedures ensure safe handling; therefore, safety
regulations shall be understood and always applied, on and around aircraft.
Standard Operating Procedures for each type of passenger boarding bridge
must be established.
6.7.6.1 General procedures

General procedures for operating Passenger boarding bridge shall include
and address, as a minimum:
1. Before using the bridge Ground Handling Personnel ensure the walking
surfaces of passenger boarding bridges and/or stairs are inspected and
2. Free from conditions that could cause injury to passengers or ground
handling personnel. Marshaller or Syrianair representative must check that
passenger walking surfaces are clean of undesired substances and free of
hazards that could lead to slipping, tripping or falling, and the resulting
injuries. Substances that could typically contribute to unsafe walking

conditions would include snow, ice, standing water, catering trash, FOD,
oil, hydraulic fluid or de-icing fluid.
3. The bridge must be in the correct / safe parking and in a fully retracted
position before an aircraft enters the stand and prior to departure, to
ensure safe clearances from wing tips, engines and fuselage.
4. Passenger boarding bridge must be parked in the fully retracted position
prior to aircraft arrival and Prior to aircraft departure movement.
5. Designated passenger-loading bridge parking position marking(s) shall be
identified. These are located in the area(s) in which parking of ground
support equipment is prohibited. The marking is provided to identify the
fully retracted parking position(s) so that the passenger loading bridge is
clear of incoming and departing aircraft.
6. Ground handling personnel, equipment and vehicles must be clear of the
bridge movement path prior to movement of the bridge. Prior to moving the
bridge Marshaller or Syrianair representative ensures that no vehicles,
equipment, personnel or other obstructions will affect the bridge movement
7. Passenger Bridge must not move towards the aircraft until it has: come to
a complete stop, chocks are positioned, engines shut down, and anti-
collision beacons switched-off and ground/flight deck contact established.
8. During the positioning of the passenger boarding bridge, Coordinator or
Syrianair representative shall ensure that:
- Only the bridge operator is in the bridgehead.
- For safety reasons, other personnel remain at a specified distance outside
the bridgehead.
9. Passenger boarding bridge must be moved slowly to the aircraft cabin
access doorsill until the bridge safety bar just touches the aircraft.
10. In a manner that prevents damage to aircraft components protruding from
the fuselage. Protrusions would include various antennae, sensors and
probes located near the access door. Special care needs to be taken with
certain aircraft types to avoid damage
11. Passenger boarding bridge and/or stairs must be positioned to the cabin
access door in a manner that:
- Minimizes or eliminates gaps in the walking surfaces of the aircraft and
equipment;
- Precludes any gap that would allow a person or large piece of equipment
to fall to the ramp surface below.
12. Positioning of the equipment normally takes into account the fore and aft
contour of the aircraft fuselage. With certain types of platforms or stairs,
gaps would typically be minimized to a safe level. For deplaning, ground
handling personnel or Syrianair representative would advise the cabin
crew of the existence of any gaps. The cabin crew would then be able to
alert the passengers and provide assistance as needed.
13. Once the passenger boarding bridge is in position at the cabin access
door, Coordinator or Syrianair representative is responsible to ensure
bridge auto leveling safety systems are engaged. All personnel shall
remain in clear area and aircraft cabin door shall remain closed till bridge
safety systems are engaged.
14. When an operator is not at the controls and where the boarding bridge
requires keys for operation, Syrianair representative removes the keys to
prevent using the boarding bridge by unauthorized personnel.
15. Safety device shall be placed across the forward opening of the passenger
boarding bridge platform when the bridge is removed from the cabin
access door. An effective safety device prevents personnel from
inadvertently falling from the boarding bridge opening (e.g. roll-down door).
16. The passenger loading bridge must be retracted to its designated parking
position before aircraft departure.
17. Where appropriate, aircraft doors shall remain closed until the bridge has
been correctly closed before the bridge is retracted. The bridge must be
returned to its correct/safe parking position prior to the movement of the
A/C from the gate taking into account the emergency slide deployment area
18. Coordinator or Syrianair representative ensures that passenger boarding
bridge malfunctions are reported to the Syrianair duty manager and/or to
appropriate authority. Reporting must be carried out in accordance with
Syrianair Policy.
19. Information for operating the passenger bridge should be prominently
displayed adjacent to the bridge controls.
20. The normal maneuvering range of bridge shall be clearly marked on apron
6.7.6.2 Passenger Boarding Bridge Training

All Passenger Boarding Bridge operations must be trained and shall show
competence through practical assessment for each type of bridge that they
will operate. Recurrent training shall take place every 3 years, or at an interval
as required by the SCAA Training program can be found in Section 10 training
6.7.7 Use of aircraft anti-collision lights

During a standard departure, once all aircraft doors are closed, the flight crew
requests pushback clearance from ATC. Once clearance is obtained, the flight
crew will switch on the aircraft’s anti-collision lights.
Anti-collision lights that are switched on are visual indication to ground staff of
imminent engine start-up or aircraft movement. Vehicle traffic shall stop until
the aircraft has departed from the area.
If the anti-collision lights are switched on unexpectedly (other than in
preparation for the departure or towing operation), ground personnel shall
move away and remain outside the ERA. The ground staff member shall
check with the flight deck before resuming ground-handling activities.
6.8 RAMP SAFETY

To ensure ground operational safety, all station activities, including those
outsourced to an external third-party ground handling services provider or its
subcontractors, shall be conducted under the direct oversight of the person
responsible for aircraft loading supervision task and / or turnaround
coordinator, through the following operating requirements:
a) Supervision personnel shall be trained and qualified to perform the
assigned functions as requirement in section /10/ of this manual.
b) Assigned individuals will provide oversight of personnel conducting, airside
operations.
c) The person responsible for the aircraft loading supervision task will oversee
the aircraft turnaround during ramp/apron activities ensuring the aircraft is
handled and serviced according to Syrianair specific requirements. These
duties may be combined with another function/role.
1. Turnaround coordination/supervision checklist (refer to GOM 12.1.4) shall
be completed as required by the individual assigned to provide oversight.
2. Individuals assigned to oversee ground-handling operations shall have
oversight on airside operations, ground safety and flight schedule.
d) The person assigned for turnaround coordination will support supervision
personnel to co-ordinate and when necessary, direct all operational
turnaround activities.
e) The turnaround coordination will ensure punctual performance through
adherence to station Precision Time Schedule (PTS).
6.8.1 Circulation on Apron

 All staff accessing the apron area must wear personnel protective
equipment. Protective clothing and PPE provides a defense against
operational hazards that could threaten the personal safety or health of
ground handling personnel.
 Applicable clothing or PPE is typically defined through risk assessment
and/or required by regulation. Some examples of such protection would
include high visibility vests, hearing protection, gloves, safety shoes, safety
glasses and respirators.
 When the aircraft is positioned on remote stands, ground handling
personnel responsible ensures that passengers do not walk under aircraft
wings while boarding.
 it is a requirement that appropriate signage be displayed prior to boarding
and/or at the entrance to the apron area advising that passengers are not
permitted to smoke or utilize mobile telephones in the area.
Any additional information must be displayed as well, if required by the local
regulatory authority or airport operator.
6.8.2 Fire extinguishing equipment required on the ramp

Each stand must be equipped with a fire extinguisher, of a type suitable, to
extinguish aviation fuel fires for initial intervention in the event of fuel fire is
readily available and procedures are in place for quickly summoning the
rescue and firefighting service in the event of a fire or major fuel spill. Only
those personnel trained and qualified must perform Fire extinguishing
equipment.
6.8.3 Work Instruction for Fire Protection and Prevention
followed for the fire protection and prevention. They outline the safest method
to reduce the possibility and hazards caused by emergencies encountered on
the ramp .
stations .
c) Responsibilities: All personnel are responsible for being familiar with the
procedures and to employ the training provided when encountering an
emergency .
d) Instructions :
1. Fire prevention is more important than fire fighting
2. Good housekeeping is essential with regards to garbage which should
not be allowed to accumulate, but should be disposed of into approved
containers .
3. Any suspected or known fire must be reported immediately to
immediate superior .
4. Smoking shall NOT be permitted on any apron areas or in any vehicles
on the apron .
5. The wearing of boots with steel tips showing, steel heels or nails in
soles should be prohibited .
6. The location of fire-fighting equipment, fire alarms, emergency shut-
offs, etc. must be known to personnel .
7. Access to fire-fighting equipment, fire alarms. Emergency shutoffs, etc
should not be obstructed .
8. If fire occurs on a piece of ground equipment, it should be controlled
utilizing either the apron fire extinguishers or extinguishers on the
equipment. As soon as possible the equipment should be removed
from the vicinity of the aircraft.
9. Equipment should not be operated in the vicinity of a fuel spill
10. Personnel should know the types of firefighting equipment available
and should be trained in their use
6.8.4 Fueling Safety Zone (FSZ)

The fueling safety zone that encompasses the area on the ramp within a 3 m
(10 ft.) radius around the aircraft fuelling receptacles, tank vents and around
the fuelling equipment, If Fuelling process provides by a truck area is
described as up to 6 m from fuelling truck including all hoses and fuelling
equipment.
1. Within the fuelling safety zone all personnel must ensure that they enter the
FSZ only when required by your present job task responsibility and not
allowed to any passengers to enter the FSZ.
2. An adequate notification shall be made to all personnel that the Fuelling will
take place:
• No-smoking policy shall be observed.
• Use of electronic devices is prohibited.
3. The fuelling truck must be kept free of any escape routes and
4. Whenever possible the fuelling truck shall be positioned lee ward of the
aircraft and in such a manner that damage to the aircraft by the departing
truck is unlikely.
5. Trailers must not be disconnected from the fuelling truck unless they can be
easily moved by hand.
6. Bonding connections from the fuelling truck to the aircraft and to the ground
must be established to discharge any static electricity before fuelling is
commenced.
7. The fuller must press the dead man's control switch throughout the fuelling.
8. When determined that lightning is a threat, fuelling operations must be
stopped and the person responsible (maintenance engineer) for fuelling shall
inform the crew/staff on board.
6.8.4.1 Work Instruction and Requirements for fuelling with passengers
embarking, on board or disembarking the aircraft
a) Purpose:
This Work Instruction explains the methodology, which shall be followed
during fuelling operations when passengers are embarking, disembarking or
seated (without fixing the seat belts), there is an increased risk of fire. Special
precautions must be taken when an aircraft is fuelled with passenger onboard.
These precautions are designed to ensure that passengers can be evacuated
quickly in case of an emergency on all International & Domestic flights.
Maintenance engineer, Coordinator and ground personnel, flight crew and
fueling supplier at all stations.
d) Instructions:
1. Maintenance engineer shall take responsibility for fuelling operations and
shall supervise the fuelling process and assure adherence to the safety
regulations.
2. The person responsible for fuelling (maintenance engineer) responsible for:
i. Inform the flight crew on board and ground staff engaged in aircraft
ground handling activities when fueling is about to begin and has been
completed, unless an equivalent procedural means has been established
and approved by SCAA to ensure the flight and/or cabin crew are aware
of fuelling operations and are in a position to effect an expeditious
evacuation of the aircraft, if necessary.
The specification here shall be satisfied by: the State and SCAA, which
would permit the flight crew to determine the start and completion of
fueling operations.
ii. Suitable means of communication shall be utilized with the flight crew or
other qualified persons onboard the aircraft includes use of the aircraft
inter-communication system and direct person-to-person contact.
iii. Inform the crew/staff or other qualified personnel on board the aircraft
when a hazardous situation arise or situation has been determined to exit.
iv. Alert the pilot(s) if fire occurs and take appropriate actions.
v. Stop fuelling upon pilot request.
3. At least one cockpit crewmember shall remain in the cockpit during
fuelling.
4. Ground activities outside the aircraft and work within the aircraft, such as
catering and cleaning, shall be conducted in such a manner that they do
not create a hazard or obstruct emergency exits.
5. All exit areas, exit accesses areas, cabin aisles and cross aisles inside the
aircraft shall be kept clear of obstructions, (PAX boarding is not allowed).
6. If special assistance passengers remain on board, cabin crew must
guarantee a safe emergency evacuation of these passengers if it becomes
necessary.
7. Airport firefighting services must be in position in case of the event of a fire
or major fuel spill.
8. If any vapor is detected inside the cabin or any other hazard arises, the
fuelling must be stopped immediately.
9. The ground area beneath exit doors that have been designated for rapid
deplaning or emergency evacuation shall be kept clear of any obstructions
(not in use for aircraft servicing).
10. When passenger loading bridges are in use, access to the terminal must
be available and passenger steps shall be positioned at the rear door.
11. When a passenger loading bridge is not used, as a minimum a set of
aircraft passenger steps shall be positioned at the doors normally used for
boarding.
12. Aircraft fitted with integral stairs must have these deployed.
6.8.4.2 Work Instruction for Safety Caution in Aircraft fuelling operation

followed before & during the aircraft fuelling operation to ensure safety of
personal involved & property.

stations .
c) Responsibilities: maintenance engineer, Coordinator, ground personnel,

flight crew, GSE Operators and fueling supplier at all stations.
d) Instructions :
 Fuel safety zones:
1) Due to the fire hazard associated with fuel vapors’ all personnel must
be cautioned to ensure that items and processes such as; matches,
open flames, welding, use of photographic flashbulbs etc. are kept out
of the fuelling safety zone.
2) Portable electronic devices, such as portable Radios and Pagers, may
be used within the fuel safety zone providing a separation distance of
not less than 3m (10ft) is maintained from aircraft fuel vents and/or
equipment.
3) GSEs performing aircraft servicing functions shall not be positioned
within a 3m (10ft) radius of aircraft fuel system vent openings.
 Fuel Hose Safety
1) Ensure fuel hoses are protected and all ground equipment is kept a
minimum of 1 meter (3 ft) away from any fuel hose on the stand that is
connected between a fuel truck and an aircraft.
2) Refueling vehicles and equipment should have of sufficient length to
allow the fuelling platform to be fully lowered whilst the
hoses/couplings are connected to the aircraft fuelling manifold
3) Extreme care must be taken to position refueling vehicles and

equipment correctly, ensuring that strain is not applied to the fuelling
hoses, coupling and manifolds on the aircraft when the platform is
lowered
4) All fuelling hoses must be clear to prevent damage. Care must be
taken to ensure that the fuelling hoses do not become entangled on
equipment during movement of the fuelling vehicle’s platform.
5) The maximum age of hose must be not exceeded 10 years from
production date.
 Fuel spillage
In the event of a fuel spillage the following actions should take place :
1) STOP the refueling operation; inform the Captain, Flight purser,

Supervisor, State Safety personal, Safety manager and Emergency
Response Planning section.
2) The fuel spillage area must be isolated and all persons must be
evacuated from the area immediately.
3) Also inform airport emergency services so that the firefighting equipment
be mobilize near the areas to meet any emergency demand.
4) Control the movement of unauthorized personnel and equipment into the
area.
5) Restrict all activities inside and outside the spill area to reduce the risk of
ignition.
6) All electrical equipment in use during the fuelling operation must be
switched off immediately
7) Unload the APU and shut it down. DO NOT start APU until the spilled fuel
is removed and there is no further risk of spilled fuel or vapors’.
8) Normal operations must be resumed on the aircraft or any engines started
before the person in charge of the emergency determines that is safe to
continue.
9) If fuel is spilled on any load (baggage/cargo), then such items are NOT TO
BE LOADED into the aircraft.
 Ground support equipment:

1) The engines of unattended vehicles should be switched off.
2) Vehicles MUST NOT be parked under the aircraft wingtip fuel vents.
3) A sufficient safety distance, however, from aircraft wheel brakes and
from APU air intakes, where applicable, shall be observed.
4) Provisions for operation of the aircraft APU must have observed.
5) Prohibition from connecting or disconnecting electrical equipment to
Aircraft is not allowed during fuelling.
6) Equipment must be positioned so that the fuelling vehicle has a clear

exit route and can be moved away from the aircraft in a forward
direction.
7) A distance of 3m (10ft) should be maintained, wherever possible
between ground support equipment and any fuelling equipment, i.e.
vehicles, hydrant pits.
8) Ground power Units (GPUs) must not be operated unless they are
positioned 6m (20ft) from the aircraft fuelling venting points.
9) The use of metal- wheeled equipment in close proximity to the aircraft
is prohibited.
10) If the bonding cable connecting the fuelling vehicle to the aircraft
becomes disconnected around operations the fuel operator must be
immediately advised.
 Fuelling with crew or other persons onboard:

1) Fuelling operator in collaboration with operational staff shall inform
crew/staff on board and around the aircraft that fuelling is about to
commence and fuelling is completed.
2) Fuelling operator shall inform the crew/staff on board if any hazardous
situation arise
3) Ground activities outside the aircraft and work within the aircraft such
as catering and cleaning should be conducted in such a manner that
they do not create a hazard or obstruct emergency exits
4) All exit areas, exit accesses areas, cabin aisles and cross aisles inside
the aircraft should be kept clear of obstructions
5) The ground area beneath exit should be kept clear of any obstructions.
6) When passenger loading bridges are in use, access to the terminal
must be available
7) When a passenger loading bridge is not used, as a minimum a set of
aircraft passenger steps should be positioned at the door normally
used for boarding
8) Aircraft fitted with integral stairs (ATR) must have these deployed.
6.8.4.3 Standards of Fuel Safety and Quality
1. Approved fuel specifications are contained in each aircraft manual. To
ensure fuel corresponds to the specifications and grade of product
necessary for the applicable aircraft type(s), a control process at each
location where Syrianair has aircraft fuelling operations is necessary.
2. Such process ensures the existence of periodic inspections of critical
aspects of the fuel supply system at each applicable location, to include,
as a minimum: Fuel facilities; Safety and quality procedures; Free from
contamination; Performance levels of personnel.
3. Technical Department is responsible of controlling standards of fuel

safety and quality; more details are outlined in Engineering and
Maintenance Manual.
6.8.5 Work Instruction for safe operation of equipment on ramp

A) Purpose:
The following Work Instruction is to be followed on ramp area in order to
ensure practices and procedures are in place for the operation of ground
support equipment used in aircraft handling operations to assure such
equipment is operated in a manner that prevents damage to the aircraft
and injury to personnel and to ensure that safety is a prime consideration
in all activities associated with aircraft handling operations.
B) Scope/Application:
All ramp areas used by personnel to perform duties
C) Responsibilities:
All personnel performing duties at Ramp area
D) Instructions:
1. Personnel shall not walk or stand on a moving conveyor belt.
2. Personnel must not ride up or down on the rear platform of a loader.
3. Personnel shall never attempt to jump off or on a moving vehicle.
4. Personnel not be transported on equipment unless there is a seat for them
5. Personnel on moving equipment must be seated properly and shall keep
their bodies within the confines of the vehicle structure.
6. Personnel must not ride on elevating platforms when the vehicle is in the
drive mode.
7. Personnel shall not walk on rollers or castors.
8. Personnel shall remain clear of propellers, engine inlets and exhausts until
after the engines have spooled down and, in the case of propellers have
stopped turning.
9. Personnel and equipment must not pass through the arc of a propeller at
any time, including when it is stationary.
10. Personnel shall stand clear of exits/entrances of facilities when a train of
carts/dollies passes.
11. Operators of equipment shall ensure that other personnel are not
entrapped by movement of load/pallets/containers either in the aircraft or
on the loading equipment.
12. Gates of loaded carts shall be lowered carefully. Serious injuries have
resulted from cargo tumbling out of carts.
13. Extreme care shall be exercised when entering and leaving aircraft cabins,
holds and compartments.
14. Aircraft cabins shall only be entered or exited by using stands, steps, or
loading bridges and which have been properly positioned and secured.
15. Holds and compartments shall only be entered or exited by using the
appropriate elevating device and which has been positioned and secured,
e.g. belt conveyor and cargo loader.
16. Loose objects (FOD) dropped onto or observed on the apron must be
picked up and put into FOD bins. The surface of the apron must be kept
free of any objects that might cause damage to aircraft or equipment.
Examples of such objects are; catering items, baggage tags/straps, and
Garbage. In order to ensure practices and procedures are in place, only
qualified and authorized personnel are permitted to operate ground
support equipment.
6.8.6 GSE Movement
Movement of GSE operated in close proximity to the aircraft, when the vision
of the GSE operator is or might be restricted, shall be directed by one or more
guide persons and:
i) Marshalling signals are utilized by the Marshaller or any trained and
qualified guide person(s);
ii) The guide person(s) is(are) positioned so that clearance from the aircraft,
other equipment, vehicles or facilities can be accurately judged, and signals
can be visually communicated to the GSE operator;
iii) If visual contact with the guide person(s) is lost, the GSE operator shall
stop movement of the GSE immediately.
Comply with vehicles move speed limits as follows:
- 20 km on service roads during day and in case of good vision.
- Down to 5 km in cases of: night work, bad weather, fog or weak vision.
- Down to pedestrians walking speed in aircraft safety zone area and (ERA).
- Ensuring validity of brakes before reaching the aircraft safety zone twice at list.
- Avoid crossing under the aircraft fuselage or wings but rather turn around
safety cones.
Guide persons, who shall have to be clearly visible and, to the extent
possible, distinguishable from other ground personnel, are responsible for
directing the equipment operator to ensure clearance from the aircraft, other
equipment, vehicles and facilities. The equipment is stopped when visual
contact with the guide person is lost; operation shall resume when visual
contact has been re-established.
Marshaller or any other Syrian air representative shall ensure GSE, when
positioned at the aircraft, does not:
I. Obstruct the evacuation of persons from the aircraft in an emergency;
II. Prevent or obstruct the movement of other equipment or a fuelling
vehicle away from the aircraft;
III. Unnecessarily impede the accomplishment of other aircraft handling
operations in progress.
Coordinator or any other Syrian air representative shall ensure, when
passengers are onboard, or embarking or disembarking from, an aircraft
being fuelled:
Ground handling personnel are aware of the aircraft exits that have been
designated for emergency evacuation;
The area beneath such exits is kept clear of GSE and other obstructions.
6.8.7 Prevention of Foreign Object Debris (FOD) to aircraft
 Foreign Object Debris (FOD) is a general term that applies to all loose
objects that are a danger to the safety and integrity of an aircraft and
which, therefore, must not be left in any area where they would constitute
a hazard.
 Every individual has a responsibility to ensure that the risk of damage to
aircraft from FOD is minimized. All waste material must be properly
disposed of such that it does not become FOD and all FOD must be
removed and properly disposed of as soon as it is discovered.
 Often the presence of FOD is due to the carelessness of personnel
working airside and their lack of understanding of its consequences, or the
movement of FOD into airside locations during high winds.
 Foreign objects such as bolts, nails, stones, personnel belongings etc.
lying around on the ramp as well as on taxiways and runways constitute a
hazard to jet engines and aircraft types.
 All areas available for the movement of aircraft must be cleaned regularly.
 The local airport authority normally does this however it must be noted that
FOD is the responsibility of all personnel on Airport Grounds.
Examples of FOD:
 Plastic and paper: bags, sheets and towels

 Metal: nuts and bolts, empty oil and hydraulic fluid cans, tools and
equipment
 Natural objects: rocks, pebbles and wood
 Other debris: burst ballast bags, luggage handles and wheels, etc.
Caution: Results of FOD: FOD may be sucked into aircraft engines causing
damage leading to engine failure. This is especially critical if it
occurs in flight, particularly during the take-off phase.
In addition, FOD can damage tires, the undercarriage, control systems

and other parts of the airframe, which can lead to in-flight failures.
6.8.7.1 Work Instruction for Foreign Object Debris (FOD) Check

a) Purpose: To ensure that the all areas of operation are kept free of debris
and foreign objects thereby eliminating the chances of engine ingestion
stations .
c) Responsibilities: All personnel are responsible for keeping the ramp clear
of FOD
d) Instructions :
The powerful modern day jet engine can easily ingest heavy objects and
debris left on the ramp creating damage to the engine. This damage can be
costly and dangerous, and loss of life is also possible.
1. FOD prevention can be achieved by good housekeeping discipline on the
part of all personnel. The best cure for FOD is to ensure no debris on the
ramp.
2. Before aircraft arrival, conduct a FOD walk around of the aircraft parking
stand, removing all FOD found.
3. Check ground equipment staging and parking areas in proximity to the
area of operation.
4. Do routine checks of ground equipment (including floors of enclosed
cabins) to ensure that everything is secure and operational, and not about
to fall off and become FOD.
5. You are required to use garbage cans, and FOD bins that are provided to
keep the ramp area clean. If any debris is seen lying on the ramp, pick it
up, regardless of who left it.
6. Every individual on the ramp has a duty to ensure he does not leave
behind any sort of debris, and to ensure that any debris he sees is
removed from the ramp.
7. In ramp areas, ensure that anything carried in or on a vehicle is secured.
8. Pick-up and dispose of all FOD in designated garbage bins, where
provided.
6.9 EMERGENCY RESPONSE DURING GROUND OPERATIONS

In the event of an emergency occurring during aircraft ground handling
operations, evacuation of an aircraft may be necessary. The safety of
passengers and staff in such circumstances is of utmost importance. The
decision and method of evacuation will be dependent on the circumstances
and at the discretion of the aircraft commander or the designated authority.
6.9.1 Scope
The scope of the guidelines for the handling of emergency evacuations of
Syrianair aircraft during ground handling operations is to outline the
circumstances that may require an evacuation of the aircraft and/or the
general work area.
The action guidelines shall be read in conjunction with the Syrian air
Emergency Response Manual and the local airport emergency plan.
It is the responsibility of each Syrianair department involved in aircraft
handling operations to ensure that personnel are made aware of their specific
responsibilities in the event of an emergency situation. All Syrianair
departments shall instruct and train their staff in the procedures that must be
enacted in emergency situations. These procedures must clearly define
responsibility for directing passengers and staff to a safe assembly area as
appropriate to the type of emergency and the conditions at the time.
6.9.3 Aircraft Emergency Procedures

• In accordance with the provisions in ICAO Annex 14, Volume 1, an
emergency plan commensurate with the Syrianair aircraft operations and
related activities has to be established at every single airport that covers the
Syrianair network.
• The procedures in such emergency plans are designed to run parallel to,
and in conjunction with, airport authority procedures as defined in the ICAO
Airport Services Manual.
• Such detailed emergency procedures and guidance material involving
Syrianair aircraft are outlined in the Syrianair Emergency Response Manual.
• The purpose of this emergency procedures manual is to assist in case of a
Syrianair aircraft emergency and to ensure uniform application of Syrianair
procedures.
• It is essential that Syrianair staff and/or the Syrianair handling company’s

staff are fully conversant with such aircraft emergency procedures.
• Regular reviews of these procedures shall therefore be undertaken.
Whenever required, appropriate action shall be taken to up-date these
emergency procedures.
6.9.4 Types of Incidents

The following information is provided in order to provide a reference for
Airport/Ramp related emergencies or incidents:
6.9.4.1 Aircraft Fire and Airside Fire

In case of aircraft fire
Ramp agent or any other Syrianair representative shall apply the following
measures:
• Notify the Aircraft Commander.
• Notify designated authority, Emergency services (firefighting
equipment) And Airport Authority.
• Identify and eliminate of conditions that could lead to a fire.
• Alert personnel on board the aircraft.
• If directed, evacuate passengers and staff.
• Nobody shall be allowed to approach the fire.
• Attempt to extinguish the fire.
• Secure the area.
In case of Airside fire:

Procedures for Fire protection and prevention in ground operations conducted
in station airside areas shall be as following:
• Notify designated authority, Emergency services (firefighting
equipment) and Airport Authority.
• Identify and eliminate conditions that could lead to a fire;
• Availability, access and use of firefighting equipment;
• Notify Emergency services, including alerting personnel on
board the aircraft;
• Nobody shall be allowed to approach the fire.
• Attempt to extinguish the fire and secure the area.
6.9.4.2 Dangerous Goods Incident

 Notify the Aircraft Commander or designated authority, Emergency services
and Airport Authority.
 Isolate the consignment(s) and identify source.
 The Ramp Agent must make sure that nobody touches the damaged
packages until the nature of the hazard is determined.
 If damage is noticed during loading or unloading the aircraft, the
Commander, the Cargo department and the Station engineer have to be
informed immediately.
 Do not allow contents of package to come into contact with body or clothing.
 Should contents of packages come into contact with the body, seek
immediate medical assistance.
 Do not inhale vapor.
 Secure the area,
Dangerous Goods Emergency procedure & Immediate action

Class
1-Explosives notify fire department guard against fire
notify fire department guard against fire evacuate
2-Gases goods-ventilate area- keep away min 25 m
because ignite when leaking
notify fire department guard against fire and do not
3- Flammable Liquids use water under any circumstances because gives
off flammable vapors
use water under any circumstances because
4-Flammable Solids
combustible contributes to fire ignite in contact with
air ignite in contact with water
use water under any circumstances Because
5- Oxidizer
ignites combustibles on contact reacts violently
with other substance
isolate area-obtain qualified assistance do not
6- Toxic Substances touch because harmful if swallowed, inhaled or in
contact with skin
emergency procedure Immediate action:
Isolate area-obtain qualified assistance do not
7-Radioactive Material
touch because harmful to health keep away
minimum 25m.
notify fire department guard against fire and avoid
8-corrosive contact with skin because hazardous to skin and
metal
9-polymeric beads, Avoid contact with skin no immediate action

magnetized material required
and carbon dioxide
solid
6.9.4.3 Security Incident

 Assess threat and follow the appropriate procedures.
 Aircraft/equipment to be positioned as directed.
 Ensure security designated authority is immediately notified.
 Follow the measures as ordered by security designated authority.
Note: General Items for Consideration

 Electrical devices, portable electronic devices (PEDs), camera’s including
flashes must not be used.
 Restrict all vehicle movement.
 Secure the area and comply with the emergency services directions.
 Control potential ignition sources.
6.9.5 Emergency Evacuation of Ground Personnel during handling

operation in Absence of Flight Crew
Emergency evacuation of aircraft by ground personnel may be required when
there is no flight crew on board. The following guidelines are provided:
Procedures shall be established and implemented for aircraft emergency
evacuation situations. The procedures shall be written in conjunction with and
complement existing building evacuation procedures as appropriate. These
procedures would apply only when aircrew are not on board the aircraft and
apply to ground personnel such as engineering, cleaning, catering, ramp
etc.
Refinement and integration of these procedures will require close and
continued co-operation between stakeholders (airport authorities, airlines and
contractors).
A designated person “in charge” (supervisor etc.) on board the aircraft would
take charge of the emergency, co-ordinate the evacuation and direct
personnel to the assembly point. Different methods of evacuation from
the aircraft shall be included in the procedures, e.g. mobile stairs, loading
bridge etc.
Means of communicating the evacuation shall also be considered (radios,

audible warnings).Effective communication is vital to a safe evacuation. Staff
shall be trained in the evacuation procedures including periodic evacuation
drills/practices.
When servicing the aircraft without operational crew onboard the following
applies in the event of an emergency evacuation:
• A minimum of one open door with access as an exit shall be available at all
times and recommended to have two open exits with access where possible.
• Staff servicing (i.e. cleaning, engineering, catering, ramp, etc.) the
cabin/flight deck shall be made aware of the location of the nearest open exit
with access.
• The attending engineer shall be take charge in the event of an emergency
evacuation and direct staff onboard to the nearest exit. In the absence of an
engineer attending the cabin cleaning supervise and catering supervisor shall
take charge.
• The person in charge of evacuation shall communicate via portable radios to
ensure staff onboard follow the evacuation instructions.
• In the event of airport terminal evacuation within the vicinity of the aircraft
including Jet Bridge the onboard evacuation shall be initiated by person in
charge of the aircraft evacuation.
• In the event of positioning the aircraft (i.e. towing) no ground staff are
permitted onboard except ground licensed engineers.
• In the event of an onboard evacuation the person in charge shall:
- initiate evacuation
- follow the local emergency plan
- advise local Syrianair representative
• Syrianair local representative shall notify the Syrianair Emergency Centre
who will in turn follow ERP procedures.
6.10 Ramp Incident and Accident reporting

The recording of ramp incident/accident occurrences in a standard
format will enable Syrianair to develop preventive action as well as to
provide the basis for an accident database.
6.10.1 Recording
The ramp incident/accident report shall be used for all types of damage
events, (aircraft, equipment, facility) occurring during aircraft Ground
Operations.
Syrianair must ensure that at least one copy of the appropriate
incident/accident reports is retained for a minimum period of /5/ years, or such
other period as specified by the authorities concerned.
6.10.2 Report
 Timely completion of the ramp incident/accident report will ensure that the
facts and circumstances of the occurrence are accurately recorded.
 The ramp incident/accident report shall be submitted to all relevant
parties as soon as possible after the occurrence (head of ground
safety section and Safety manager).
 Further detail on any of the ramp incident/accident report items
not available at the time of the occurrence shall be submitted as
soon as available, e.g. vehicle inspection report.
 Syrianair must report DGs accidents and incidents to the appropriate
authority of the state in which the accidents and incidents occurred, as
required by the authority, as well as the appropriate Syrian authority.
 Also, Syrianair must provide that state with information required to
minimize hazards created by any damage to the DGs carried. Syrianair
must report any occasion when undeclared or miss-declared DGs is
discovered in cargo (revenue or non-revenue) during aircraft loading or
when DGs not permitted under DGRs item 2.3.1 or item 2.3.2 are
discovered in passenger baggage. Such reports must be made to the
appropriate authority of the state in which this occurred.
 The report shall include the following details as a minimum:
- Incident date/time - Location of incident
- Incident Scenario - Description of damage
- Picture of damage - Responsible party
- Personal contact - Customer airline involved (in case)
For report forms Please refer to section 12 of this manual (appendix 12.1.8).
6.10.3 Contributory Factors

Utilizing the codes listed below identify the factors contributing to the
occurrence. Part of the report may be completed as part of the follow-up
investigation process.
6.10.4 Use of Contributory Factors
Under the section contributory factors identify by code from the following list
the factors which, in your opinion, contributed to the Incident/accident:
Behavior
B1 Excess speed
B2 Communications failure
B3 Failure to see
B4 Spatial misjudgment (distance, height or width)
B5 Poor judgment
B6 Distraction
B7 Poor discipline
B8 Lack of practice in that task
B9 Incapacitation (ill health, alcohol, other drugs, fatigue, etc. Specify in
narrative overleaf)
B10 Vandalism/Malicious Intent
Equipment
E1 Defective maintenance
E2 Incorrect use
E3 Unsuitable for task
E4 Unsafe for task
E5 Design problem
Organizational
O1 Lack of standard procedures
O2 Inadequate time (scheduled to perform task)
O3 Inadequate supervision
O4 Insufficient personnel (assigned to task)
O5 Inadequate training
Physical circumstances
P1 Weather conditions
P2 Surface conditions
P3 Inadequate lighting
P4 Glare/blinding light
P5 Noise
P6 Congestion
P7 Limited space
P8 Walkway/road layout
P9 Ramp layout
P10 Building/facility layout
P11 Signs and markings
P12 Construction/maintenance work
P13 Foreign objects/debris
P14 Jet blast/Prop wash
Regulations/procedures not followed

R1 Standard operating procedures
R2 Safety regulations. R3 Traffic regulations. R4 Personal protective
equipment
R5 Validity of operator certification
Other (Specify any other contributory factors)
6.10.5 Definitions
The use of standard definitions in the Syrianair database will allow for an
exchange of information amongst organizations on a comparable statistical
basis, all with the aim of developing adequate preventive action.
“AIRCRAFT GROUND DAMAGE”. Any event in which the aircraft sustains
damage during ground operations.
“AIRLINE” means any Aircraft Operator that operates or otherwise utilizes an
aircraft.
“AIRSIDE INCIDENT”. Any event not classified as either aircraft ground
damage or serious personal injury occurring during aircraft ground operations
and includes any dangerous or hazardous occurrence.
“DAMAGE RATE”. Frequency of damage to aircraft on the apron expressed in
terms of number of occurrences per 1,000 departures.
“DEPARTURE”. A departure is counted every time an aircraft takes off.
“FOREIGN OBJECT DAMAGE”. Any damage caused to any part of an aircraft
on the apron by a mobile object that is not a piece of ground support
equipment (except jet blast damage).
“GROUND SUPPORT EQUIPMENT”. All equipment used in the performance
of aircraft ground handling operations whether fixed or mobile.
“JET BLAST DAMAGE”. Any damage to an aircraft on the apron caused by jet
blast interference from another aircraft.
“MOTOR VEHICLE”. An unmodified “over-the-road” vehicle used to carry
passengers, personnel or goods on the apron.
“PERSONAL INJURY”. Any event resulting in a fatality or serious injury of a
person.
“UNREPORTED DAMAGE”. Any damage found on the aircraft that was not
previously reported at the time of occurrence.
6.10.6 Preventing Accidents and Incidents

Syrianair safety program for the purpose of preventing accidents and
incidents shall focuses on:
 Personnel to report operational hazards, deficiencies and areas of concern;
 The investigation and reporting of accidents and incidents;
 The investigation of irregularities or other non-routine operational occurrences
that may be precursors of accidents or incidents;
 The identification and analysis of operational hazards and potentially
hazardous conditions;
 The production of analytical information, which could include
recommendations, for use by operations managers in the prevention of
operational accidents and incidents;
 Ensuring significant issues arising from the Syrianair safety program are
subject to regular review by safety department;
 The dissemination of safety information to GRH.
All processes of preventing accidents and incidents and investigation of
accidents, incidents is outlined in Syrianair Safety Management System
Manual
Syrian air safety program would also be in accordance with applicable
regulations and requirements of the customer airline(s) in case Syrianair
is a service provider.
6.10.7 Airside Safety Investigations and preventive action
The recording of ramp incident/accident occurrences in a standard format will
enable Syrianair to develop preventive action as well as to provide the basis
for an accident database. The development of standard procedures for the
investigation of airside incidents/accidents will ensure that the investigation
process is carried out in a logical manner. Methods for obtaining relevant
information pertaining to the investigation shall be in place before developing
investigation procedures. Safety, hazard and incident / accident / damage
reports are practical methods for obtaining relevant information.
The investigation process shall be developed as a logical method of analyzing
information in order to identify root causes. Safety recommendations based
on the findings of the investigation can then be developed to prevent
reoccurrence by corrective actions. In developing an investigation procedure,
the following elements shall be included:
 Gathering of factual information, including photographs and plans;
 Analyzing the information;
 Reaching conclusions and finding root causes;
 Formulating safety and/or operational recommendations based on

the conclusions and causes.
Each incident/accident shall be thoroughly investigated. The form of the
investigation will depend on the circumstances of the incident/accident. In
most cases, a review of the Ramp Incident/Accident Report as outlined in the
Syrianair Ground Operations Manual shall be sufficient to determine the root
causes of an incident/accident. After reviewing, the information contained in
the Ramp Incident / Accident Report further investigation of the incident /
accident may be required. Further investigation is suggested if one of the
following situations is present:
 Company policy requires an investigation;
 The incident resulted in the cancellation of the flight or a delay of more than 4
hours;
 In cases where there is a threat of recurrence;
 In cases where the incident was a recurrence;
 In cases involving injuries or fatalities to passengers, crew, ground staff
and/or third parties;
 Incidents/accidents not investigated by state or company accident
investigators.
Where further investigation is required, the following procedures are
recommended to identify the circumstances leading up to the incident:
6.10.7.1 Factual Information's
 Reviewing all reports pertaining to the incident. If the reports do not contain
sufficient information in order to understand how the incident happened,
request a more detailed report from those involved.
 Interviewing witnesses,
 Visiting if necessary the site of the incident/accident to confirm reports and
sketches,
 Reviewing any photographs taken;
 Identify any faults found with the equipment involved in the incident:
Defective maintenance, Unsuitable for the task, Unsafe for the task, Design
problem;
- Determine
 If there is a standard or written procedure for the task being performed,
 If the standard or procedure is published and available to those performing
the task,
 If there has been change of routine,
 If there has been poor communications between the supervisor and those
performing the task,
 If there is a time shortage, not enough time to complete the task;

Check the background of the personnel involved regarding the following:
 Work experience, Training, Recurrent training, Health problems.
6.10.7.2 Analysis
The factual information has to be analyzed in order to find the reasons why
the occurrence led to an incident/accident. It is important to remember that
only a small number of occurrences result in an accident. It is therefore
important that the analysis identify the logical sequence of events that led to
the incident/ accident. This will ensure the identification of failures in each
event or task. Once the failures have been identified, the root causes may be
found.
Describe:
 Each task performed in single events;
 Identify any failures in the tasks performed. (Contributory factors found in
AHM 650 may help) in relation to written instructions;
 Identify possible hazards in the performance of the task. (Hazards to
personnel and equipment);
 Identify any casual links between events;
 Develop a logical sequence of events that led to the accident supported by
factual information;
 Determine which failures contributed to the accident based on the sequence
of events.
6.10.7.3 Conclusion and Causes
The conclusions shall be consistent with the factual information and shall be
based on the results of the analysis. Failures and hazards shall be identified
and reasons for the accident stated. Root causes shall be listed separately
for clarity.
6.10.7.4 Safety Information
Safety information and recommendations are made for the purpose of
accident and incident prevention. Any safety information shall be based on the
results of the analysis and subsequent conclusions of the investigation. Safety
information may be written either in general or specific terms in regard to
factors identified in or associated with hazards or failures identified in the
analysis. Safety information is a critical element of risk management.
However, management shall ensure significant issues arising from the station
safety program are subject to regular review by station management and shall
ensure dissemination of safety information to appropriate station management
and operational personnel.

AIRCRAFT SERVICING & CATERING REV 02 / JUL 19

7 AIRCRAFT SERVICING & CATERING
7.1 AIRCRAFT SERVICING
7.1.1 INTERIOR CLEANING

7.1.1.1 Classification of interior cleaning types
7.1.1.2 Flight deck cleaning
7.1.1.3 Cabin cleaning
7.1.1.3.1 Interior cleaning chart
7.1.2 TOILET SERVICE

7.1.2.1 Pre-operation
7.1.2.2 Operation
7.1.3 POTABLE (DRINKING) WATER SERVICING

7.1.3.1 Quality Standards
7.1.3.2 Potable water servicing vehicle
7.1.4 COOLING AND HEATING
7.2 ANTI / DE-ICING

7.2.1 Personnel Safety
7.2.2 Definitions, Technical and Operational Requirements
7.2.3 De-Icing/Anti-Icing Program
7.2.4 Management Plan
7.2.4.1 Responsibilities for Aircraft De-Icing/Anti-Icing
7.2.5 Aero plane Specific Procedures
7.2.6 Holdover Time (Hot) Tables and Procedures
7.2.7 Clean Aircraft Concept (CAC)
7.2.8 Contamination Checks
7.2.8.1 De-Icing/Anti-Icing Check Procedures
7.2.9 Communications
7.2.10 Training
7.2.11 Aero Plane De-Icing/Anti-Icing
7.2.11.1 De-Icing/Anti-Icing Fluids
7.2.11.2 Handling and Storage
7.2.11.3 Aerodrome De-Icing/Anti-Icing Facilities
7.2.11.4 De-Icing/Anti-Icing Methods
7.2.12 Emergency Response Plan (ERP)
7.2.13 Reporting System
7.3 CATERING
7.3.1 General Rules For (Off) Loading of Aircraft

7.3.1.1 Galley Equipment
7.3.1.2 Catering Vehicle Positioning On Aircraft
7.3.1.3 Aircraft Doors
7.3.1.4 Aircraft Contamination
7.3.1.5 (Off) Loading Aircraft
7.3.1.6 Spills
7.3.1.7 Food Safety and Hygiene
7.3.1.8 Risk Prevention
7.3.2 Catering Supplies

7.3.2.1 Acceptance of Catering Supplies on Aircraft
7.3.2.2 Additional Orders from Cabin Crew
7.3.2.3 Last Minute Adjustments If Applicable
7.3.3 Irregular Operations

7.3.3.1 Delays

7.1 AIRCRAFT SERVICING

All processes and procedures for aircraft services operation shall be
adhered when conducting all activities in accordance of SCAA requirements,
and Syrianair standards and in accordance with requirements of the customer
airline(s) in case Syrianair provides service to another airline.
Shall aircraft contamination be discovered (insects, liquids, etc.), inform the
Authorized Syrianair representative immediately and await instructions.
7.1.1 INTERIOR CLEANING

7.1.1.1 Classification of interior cleaning types
Unless otherwise contracted, the following standard cleaning specifications will
apply on Syrianair aircraft:
• A - Ground times of 60 minutes and less
• B - Ground times of more than 60 minutes
• C –Deep Cleaning
These standards do not include cleaning that takes place during maintenance
checks.
Syrianair’s Maintenance shall grant technical approval for each type of cleaning
product used. Approved cleaning products are listed in the Aircraft Maintenance
Manual. Syrianair’s Maintenance must approve alternate cleaning products
PRIOR TO USE.
7.1.1.2 Flight deck cleaning

 Flight deck cleaning applies only to types B and C, or on request from Flight
Crew. Flight deck cleaning shall be supervised at all times by maintenance
or flight crew.
 NEVER clean instrument panels. This is the exclusive responsibility of
Syrianair’s Maintenance personnel.
 NEVER take a bucket with liquid into the flight deck. Any spillage of liquids
in the flight deck must be reported immediately to the authorized Syrianair
representative and Maintenance.
 Cleaning of flight deck windows inside shall be done only with an approved
cleaning product and a non-abrasive cloth. Once cleaned, rinse using a
cloth with water and dry the surface.
 If Flight Crew requests the cleaning of flight deck windows outside, inform
the authorized Syrianair representative.
 Carpet stains shall be removed only with an approved stain removal
product.
7.1.1.3 Cabin cleaning

 Cabin cleaning shall start immediately after passenger disembarkation is
completed.
 If transit passengers remain on board, cabin cleaning shall be performed to
minimize passenger disturbance.
 Cleaning of cabin windows inside shall be done only with an approved
cleaning product and a non-abrasive cloth. Once cleaned, rinse using a
cloth with water and dry the surface.
 Cloth covered seats shall be vacuumed. Sticky objects shall be removed
and then vacuumed. Stains shall be removed only with an approved stain
removal product.
 Passenger seat control unit panels shall be cleaned using only an approved
cleaning product and a non-abrasive cloth. Once cleaned, wipe over with a
soft dusting and dry.
 In-seat monitors shall be cleaned using only an approved cleaning product
and a micro-fiber cloth. Once cleaned, wipe over with a soft dusting and dry.
 Carpet stains shall be removed only with an approved stain removal
product.
 Remove any chewing gum stuck to the carpet.
 Pillows and blankets shall be stowed in appropriate marked overhead bins,
except in C class where they are to be laid out on each seat.
7.1.1.3.1 Interior cleaning chart

The following chart shows applicable cleaning activities required for each type
of interior cleaning.
“On request” cleaning activities shall be performed if requested by Syrianair
Flight Crew, Cabin Crew or authorized Syrianair representative.


7.1.2 TOILET SERVICE

General
The servicing of the lavatories shall be done on request or at regularly
scheduled times such as arrival of aircraft or otherwise as set out by Syrianair
or customer airline request. At no time will the employee involved in the
servicing of the lavatories service the potable water simultaneously. Aircraft
Toilet servicing and Potable Water servicing operations, shall address:
i) Operation of aircraft access panels or doors;
ii) Operation of aircraft servicing controls;
iii) Equipment-to-aircraft interface;
iv) Clean-up and leakage check.
The servicing of the lavatories shall be done on request, at regularly scheduled

times such as arrival of aircraft, or otherwise as set out by Syrianair. At no time
will the employee involved in the servicing of the lavatories service the potable
water simultaneously.
The servicing of the lavatory requires several steps:
7.1.2.1 Pre-operation
• Check the level of water in the tank and replenish if necessary.
• Check the level of effluent in the effluent tank and dump if necessary.
• Check the water delivery hose and coupling.
• Check the drain hose and coupling.
7.1.2.2 Operation
Only properly trained and qualified personnel will operate the toilet-servicing
vehicle. Procedures that are developed shall illustrate the proper requirements
for the servicing of the aircraft and the steps to be taken for the emptying of the
waste. Particular attention must be paid to the proper closure of the lavatory
dump valve and service panel so as to avoid the formation of “blue ice”
The location of the lavatory-servicing panel can be found in the section detailing
aircraft specifications.
Secure the area until work is finished.
Contain spill if any, and clean up surface.
7.1.3 POTABLE (DRINKING) WATER SERVICING

Potable water systems are susceptible to contamination by bacteria and other
microorganisms. All water for drinking and other personal use made available
to crew and passengers must be free from chemical substances and
microorganisms, which might cause illness in any form. Adherence to local and
international sanitary standards is mandated and shall be enforced.
7.1.3.1 Quality Standards

• Syrian air shall comply with local Syrian and World Health Organization
(W.H.O.) regulations concerning the quality and purification requirements for
potable water, in order to prevent the potential to cause illness to crewmembers
and passengers.
• Ground handling personnel shall ensure the application of water
quality standards in the preparation, handling and inspection of aircraft
potable water to ensure no contamination when loaded into the aircraft.
Procedures shall ensure Potable water systems don’t include contamination
by bacteria and other micro-organisms that have the potential to cause
illness to crew members and passengers.
• Procedures for the operation of aircraft potable water servicing equipment

shall ensure such equipment is operated and positioned in a manner that
will prevent contamination of potable water to be loaded into the aircraft
as the following:
7.1.3.2 Potable water servicing vehicle

Personnel involved with potable water servicing shall adhere to the following:
• Cleaning and disinfecting of potable water servicing vehicles must be
performed in accordance with local regulations and manufacturers
recommendations. The interior of the tank must be scoured on a regular basis
to remove any deposits.
• Tanks of the potable water servicing vehicles must be drained not later than
24 hours after filling
• The tanks of the potable water servicing and toilet servicing vehicles must
NOT be filled from the same tap.
• Before the fill hose is connected to the aircraft, a few liters of water shall be
pumped to waste to ensure the flushing of the hose and nozzle. Hose and
nozzles or connectors must be protected from contamination either by covers
or by immersing them in receptacles containing hypo-chlorinated water.
• Potable water servicing and toilet servicing vehicles must NOT be parked in
the same area.
• Personnel engaged in toilet servicing are NOT allowed to perform potable
water servicing at the same time.
• Attention must be paid to the aircraft access panels and to any equipment to
aircraft interface.
• Secure the area until work is finished.
• Contain spill if any, and clean up surface.
7.1.4 Cooling and Heating

Syrianair shall place cooling and heating units on to aircraft when appropriate
and if requested by flight operations. The location of the servicing points can be
found in the section detailing aircraft specifications.
7.2 Anti / De-Icing

The presence of frost, snow or ice on the flying controls and airfoil surfaces can
have a serious effect on the operation of an aircraft and may cause a potentially
dangerous situation. Therefore, an aircraft will not be dispatched for take-off
with snow, frost or ice ADHERING to flying surfaces, control surface hinges or
any other part of the aircraft likely to be affected by the presence of such
material. No person shall conduct or attempt to conduct a take-off in an aircraft
that has frost, ice or snow ADHERING to any of its CRITICAL surfaces. This is
known as the "Clean Aircraft Concept".
The ground de-icing/anti-icing program covers all locations that require de-
icing/anti-icing accomplished by a subcontracted de-icing/anti-icing service
provider.
Compliance with this requirement can be achieved by appropriate use of ante-
icing or deicing procedures, or where necessary a combination of both.
Deicing operations must performed with extreme caution to prevent injury to
personnel and damage to aircraft and equipment, and this process is not
permitted during the fueling process.
7.2.1 Personnel Safety:
The safety factors given below are designed to ensure in the performance of
deicing an aircraft, the safety of personnel performing the task is not
compromised
1- Appropriate PPE should be checked for serviceability and worn by all
personnel engaged in deicing operations.
2- Cones should be removed as necessary to allow access to the aircraft
surfaces. Replace the cones on completion of the deicing operation, if the
aircraft is not departing.
3- To prevent injury, caution must be taken when filling deicing vehicles with
hot fluid.
i. When handling deicing fluids, personnel should understand and follow
the precautions contained in the fluid manufacturer's Safety Data
Sheets.
ii. Before deicing operations start, deicing should be coordinated between
the deicing and ground handling personnel.
iii. Deicing/anti-icing fluids may be very hot; 60°C/140°F or even warmer.
To prevent injuries, ground personnel, passengers and flight crew shall
be prevented from walking near an aircraft that is being deiced.
iv. Slippery conditions can exist on the ground and on the equipment
surfaces during and following the deicing processes. Caution should be
exercised, particularly in low humidity or non-precipitating weather
conditions, due to increased slipperiness following the use of glycol that

is not diluted by the weather element.
v. When deicing on a stand, all ramp equipment, including steps, should
be clear of the area to be sprayed to avoid contamination by fluid.
vi. Care should be taken to prevent the transfer of fluid by foot onto GSE
(e.g., steps, jet bridges), interiors of aircraft and aircraft cargo holds.
7.2.2 Definitions, Technical and Operational Requirements:
1. Anti-icing
Anti-icing is a procedure that provides protection against the formation of frost
or ice and the accumulation of snow on treated surfaces of an aircraft for a
period of time.
2. BRIX
The refractive index of de-ice/anti-icing fluids, used to determine the freeze
point of the fluid.
3. clear Ice
This is the result of cold fuel in the wing tanks cooling the upper surface of the
wing, causing precipitation to freeze on contact. This phenomenon is specific
to aircraft types where the wing is the actual fuel tank.
4. Clean Aircraft Concept
The assurance that a takeoff is not attempted when ice, snow, slush or frost
is present or adhering to the wings, propellers, control surfaces, engine inlets
or other critical surfaces of the aircraft.
The so-called 'clean aircraft concept' is the principal target of all de-icing/ anti-
icing activities:
A pilot must not take-off in an aircraft that has:
• Ice, snow, or slush on the fuselage, wings or stabilizers or control surfaces, in
gaps between the airframe and control surfaces, or in gaps between control
surfaces and control tabs,
• Any frost on the upper surfaces of wings, stabilizers, control surfaces,
• Any frost or other contamination on the lower side of the horizontal stabilizer.
5. Cold Soaked Wings

The wings of an aircraft are said to be cold soaked when they contain very cold
fuel as a result of having just landed after a flight at high altitude or having been
refueled with very cold fuel. Whenever precipitation falls on a super cooled
wing, clear icing may occur. Even in ambient temperatures between - 2C and
15 C, both ice and frost can form in the presence of visible moisture or much
humidity if the aircraft structure remains at 0C or below. This phenomenon can
be reduced by refueling fuel, which is at a temperature higher than that of the

remaining fuel. The tanker age of fuel is not recommended in this kind of
operation so as to avoid the risk of clear ice formation.
6. Concentrated De-icing Fluids

Type 1 de-icing fluid that has no water added. Concentrated fluids are blended
with water “on site”.
7. Contamination
Contamination means any frost, ice, or snow that adheres to a critical surface
of an aircraft.
8. Critical Surface
Critical surfaces mean the wings, control surfaces, propellers, engine intakes,
and upper surface of the fuselage on aircraft that have rear-mounted engines,
horizontal stabilizers, vertical stabilizers, or any other stabilizing surface of an
aircraft.
9. De-icing
De-icing is a procedure by which frost, ice, or snow is removed from the critical
surfaces of an aircraft in order to render them free of contamination.
10. Fluid Blending

Refers to blending water with Type 1 concentrated ADF to obtain the desired
freeze point or refractive index (BRIX)
11. Freeze Point

Refers to the temperature at which de-icing fluid (concentrated or blended) will
freeze.
12. Fuel Frost
Frost that has been formed, normally in the area of the fuel tanks, by the
temperature effect of cold-soaked fuel.
13. Lowest Operational Use Temperature (LOUT)
The lowest outside air temperature at which a De-icing/Anti-icing fluid can be
applied to an aircraft.
For Type 1 fluid, this is calculated by obtaining the freeze point of the fluid and
applying a 10° C buffer/ tolerance. Example: Fluid freeze point is –24° C / add
10° C = LOUT of -14° C
14. Mitigation Plan
Local environmental plans developed through the Airport Operators Committee

to manage the recovery and disposal of spent de-icing fluid.
15. Personal Protective Equipment (PPE)
Equipment provided to ensure the safety and health of employees.
16. Pre Blended Fluid
Refer to de-icing/anti-icing fluid that is delivered pre blended with water.
Normally Type 1 pre blended fluid is delivered as a 54/46 - ADF/water mix. Pre
blended Type 4 Ultra plus is delivered a 65/35 - ADF/water mix.
17. Refract meter
Instrument used to test de-icing/anti-icing fluid concentrations. Readings are
calibrated in degrees Brix.
18. Representative Surface
A representative surface means an aircraft surface that can be readily and
clearly observed by flight crew during day and night operations and that is
suitable for judging whether critical surfaces are contaminated or not. When
the aircraft is de-iced/anti-iced, the representative surface must be treated first
during final application of fluid. Examination of one or more representative
surfaces may be used for the pre-take-off contamination inspection, which does
not require a tactile (hand touch) inspection.
19. Spot De-icing
An approved de-icing method that allows the operator to de-ice only the
contaminated sections of an aircraft without the requirement to apply fluid to the
entire surface. This method is only approved under specific conditions.
20. Tactile (hand touch) Inspection
A tactile inspection is a physical inspection carried out by a qualified person, to
check for the formation of clear ice or the integrity of a particular surface
following de-icing and prior to anti icing.
21. Totes
Plastic storage containers used for shipment of small amount of de-icing fluids.
They can also be used for temporary storage of fluids removed from a de-icing
truck.
22. Type 1 De-icing/Anti-icing Fluid (Orange in Color)
This fluid is usually manufactured using Ethylene or Propylene Glycol as its
base. It is considered to be a Newtonian fluid as its viscosity is both shear and
time independent. The shear rate of the fluid is directly proportional to the shear
stress. The fluid will begin to move immediately upon application of stress, it
have no yield stress to overcome before flow begins. These fluids provide
minimal holdover protection time. Type 1 fluid is most effective when heated to
a temperature of 180°F or 82° C.
23. Type 2 Anti-icing Fluid (slightly amber in color)
Similar in nature to Type 4, description below.
24. Type 4 Anti-icing Fluid (Green in Color)
This fluid is usually manufactured using Ethylene or Propylene Glycol as its
base. It is considered to be a Non-Newtonian fluid as its viscosity is both shear
and time dependent. The shear rate of the fluid is not directly proportional to
the shear stress. The fluid will not begin to move immediately upon application
of stress, it have yield stress to overcome before flow begins.
These fluids have good anti-icing capabilities providing better holdover time
potential. Type 4 fluid is applied at ambient temperature.
25. Viscosity Test
Refers to the field test conducted on Type 4 Ultra plus Anti-icing fluid to
determine if the fluid viscosity meets the manufactures recommended
specification.
7.2.3 De-Icing/Anti-Icing Program:

A ground de-icing/anti-icing program should include at least the following:
a) A management plan;
b) Aeroplane specific procedures;
c) HOT tables and procedures;
d) Clean aircraft concept (CAC);
e) Contamination checks;
f) Communications;
g) Training;
h) Aeroplane de-icing/anti-icing;
i) An emergency response plan (ERP); and
j) A reporting system.
7.2.4 Management Plan:

In order to have efficient operational control, a management plan has been
established by Syrianair to coordinate and implement the plan for proper
application of the approved de-icing/anti-icing plan. The management plan
provides guidelines for responsibility, implementation and safe ground deicing
/ante – icing operations.
7.2.4.1 Responsibilities for Aircraft De-Icing/Anti-Icing
The person responsible for the de-icing/anti-icing process must be clearly
designated, trained and qualified. This person checks the aeroplane for the
need to de-ice, initiates de-icing/anti-icing, if required, and is responsible for the
correct and complete de-icing/anti-icing treatment of the aeroplane. The final
responsibility for accepting the aeroplane after de-icing/anti-icing rests,
however, with the pilot-in-command
Responsibilities of the personnel, departments and agencies involved in the
De-icing/anti-icing of an aircraft are as follows:
1- Flight Operations Responsibility :
The pilot-in-command has the responsibility to ensure compliance with the
CAC.
The ground de-icing crew shares this responsibility by providing an aeroplane
that complies with the CAC. To ensure compliance, the pilot-in-command
evaluates:
a) Actual and forecast weather conditions;
b) Taxi times and conditions;
c) De-icing/anti-icing fluid characteristics; and
d) Other relevant factors.
The pilot-in-command is responsible for continually monitoring the condition of
the aeroplane after de-icing/anti-icing has been completed and for ensuring that
the aeroplane complies with the CAC at the time of take-off.
2- Maintenance Responsibility:
Maintenance personnel or management delegated will make necessary
arrangements with agency contracted for De-icing/anti-icing aircraft.
The person releasing the aircraft is responsible for the performance
and verification of the results of the de/anti-icing treatment.
Any deviation of the procedures or fluids must be approved by maintenance

department prior to application or use.
Maintenance personnel or management delegated is authorized to instruct all
stations with matters concerning de-icing and anti-icing of Syrianair aircraft in
coordination with Ground Services.
The Maintenance department shall inform the Ground Services department of
the results of each audit of a contracted de-icing / anti-icing facility.
3-Ground Handling Responsibility:
Ground de-icing/anti-icing is, technically, a part of the operation of the
aeroplane. The person in charge of the de-icing/anti-icing procedure is
responsible for accomplishing this procedure and verifying the results of the de-
icing/anti-icing treatment. Additionally, the de-icing/anti-icing application
information reported to the flight deck crew is also a part of the technical
airworthiness of the aeroplane.
In order to arrange specific control processes and responsibilities, Ground
handling department is responsible for providing the Maintenance department
with details of supplier contracted and a copy of the de-icing / anti-icing
agreement part of the agreement
4- Syrianair Representative shall make sure that the De- and Anti-icing
Company has the fluids checked on its behalf the station managers are
responsible for the following:
a- To ensure service providers that perform De-icing/anti-icing functions
receive initial and recurrent training requirements.
b- The availability and use of facilities, adequate supply of fluids and properly
maintained equipment for De-icing/anti-icing operations to be carried out.
c- To ensure sufficient trained personnel are available during all periods of flight
activity where De-icing/anti-icing may be required.
d- Monitoring process to ensure that the service provider Complies with the
requirement must be achieved by appropriate use of ante- icing or deicing
procedures
The monitoring process is necessary to satisfy that responsibility, to attain
standardization from paragraph 9.5.2.3 monitoring process in this manual.
5-Contracted Agency/ Service Provider Responsibility:

It is the duty of any company offering the de- and anti-icing to provide proper
de-icing/ anti-icing fluid, Where a De- and Anti-icing Company performs the de-
and anti-icing.
Will perform all aspects of the aircraft De-icing/anti-icing process, complete and
maintain all necessary paperwork and reports associated with De-icing/anti-
icing operations.
As Provider of De-icing/ Anti-icing Services (Performance) should:
a- Maintain vehicles/ equipment, fluids, training and procedures in accordance
with this manual and the relevant ISO specifications or equivalent
documentation.
b- Ensure that the fluid quality is within the limits determined by the fluid
manufacturer.
c- Assume responsibility for the correct and complete accomplishment of the
De-icing/ Anti-icing of the aircraft.
d- Make sure that the personnel performing the De-icing/ Anti-icing operation
works according to the requirements detailed in this manual.
e- Observe the relevant freezing point, the lowest operational use temperature,
and aircraft limitations of the fluid.
f- Make sure that Syrianair Station Manager or Syrianair representative has full
access to your fluid quality records.
Each service provider must define specific control methods to ensure de-icing
/ anti- icing agreement is fulfilled by the service provider and to monitor De-
/Anti- icing Program.
Contracted agency service providers that conduct di/anti icing service to Syrian
air in out stations are:
Service provider Addresses
Station
VKO Ground handling 4, Tchetininskiy lane, Moscow 119017
operational center LLC Russia.
IKA IRAN AIR P.O.Box 13185-775, Mehrabad Airport,
Tehran, Iran.
AMM Royal Jordanian Abbdoun, 5th circle, Mohammad Ali
Jannah street building number 37,
B.O.Box 302, Amman 11118, Jordan.
The de-icing/anti-icing procedures, including those subcontracted by Syrianair,

are subject to quality inspections as part of QA program.
7.2.5 Aeroplane Specific Procedures

Syrianair specifies the de-icing/anti-icing procedures for each type of aeroplane
serviced in the program. Ground personnel are required to undertake a specific
training for each aeroplane with different design characteristics.
7.2.6 Holdover Time (HOT) Tables and Procedures:
Hold-over time is the estimated time that an application of de-icing/anti-icing
fluid is effective in preventing frost, ice, or snow from adhering to treated
surfaces. Holdover time is calculated as beginning at the start of the final
application of the de-icing/anti-icing fluid and as expiring when the fluid is no
longer effective.
The program includes HOT tables and procedures for use by Syrianair
Responsibilities of flight crew, flight followers, maintenance and ground
personnel that are related to the use of HOTs should be defined. The HOT
tables provided for use by the related employees.
Numerous factors that can affect the de-icing/anti-icing performance and HOTs
of de-icing/anti-icing fluids have been identified. These factors include, but are
not limited to:
a) Type and rate of precipitation;
b) Ambient temperature;
c) Relative humidity;
d) Wind direction and velocity; including jet blast;
e) Aeroplane surface (skin) temperature; and
f) De-icing/anti-icing fluid (type, fluid/water ratio, temperature)
Each station is responsible to ensure it is prepared to maintain Syrianair
standards for the safety and comfort of Syrianair’s passengers, personnel and
equipment throughout the year. To ensure every aspect of the operation is
conducted safely and efficiently, it is essential that each station establish an
orderly progressive program to prepare for all seasons. Each station also is
responsible to ensure that the program is applicable to external service provider
that performs de-icing / anti-icing functions.
7.2.7 Clean Aircraft Concept (CAC):
It should be stated in the program that the aeroplane must be free of all frozen
contaminants before take-off. Also, critical surfaces of the aeroplane should be
described and those surfaces to be checked prior to take-off should be listed.
AIRCRAFT SERVICING & CATERING REV 04 / 30 NOV 22
The maintenance engineer or marshaller is responsible for conforming that the

aircraft is cleaned from frozen contaminations to flight dick crew and ground
staff before departure. Some aeroplanes are allowed to take-off with some
contamination on the wings; refer to the aircraft flight manual of the respective
aeroplane for more information.
7.2.8 Contamination Checks:
Contamination checks should be included in the program. These, as a
minimum, should include pre-take-off check (within the HOT), pre-take-off
contamination check (once HOT has been exceeded) and post de-icing/anti-
icing check.
7.2.8.1 De-Icing/Anti-Icing Check Procedures:
The pilot-in-command is responsible for ensuring that the aeroplane complies
with the CAC prior to take-off. Certain checks are required before an aeroplane
can be safely dispatched. These checks can be grouped under three main
headings:
a) checks prior to the application of de-icing/anti-icing fluids;
The first check in this process is the walk-around or pre-flight check, normally
accomplished by the ground or flight crew. This check is the “contamination
check”. The aeroplane critical surfaces, fuselage, landing gear and other
components, as indicated by the aeroplane manufacturer, should be checked
for ice, snow, slush or frost in accordance with an approved air operator plan.
For specific aeroplane types, additional requirements exist and these special
checks are not always covered by the contamination check. If ice, snow, slush
or frost is discovered, de-icing/anti-icing of the aeroplane must be carried out
b) checks after the application of de-icing/anti-icing fluids;
The post de-icing check ensures that the treated surfaces are no longer
contaminated. This check is made visually immediately following the application
of de-icing/anti-icing fluids and is carried out by a qualified person
This check should include any part of the aeroplane on which a de-icing/anti-
icing treatment was performed according to the requirements identified during
the contamination check.
The pre-take-off check, which is the responsibility of the pilot-in-command,
continuously ensures that the weather conditions are those considered for the
HOT determination and an assessment as close to the time of take-off as
possible to confirm that the HOT has not been exceeded.
The pre-take-off contamination check is an examination of the critical surfaces
for contamination. This check shall be performed when the condition of the
critical surfaces of the aeroplane cannot be effectively assessed by a pre-take-

off check or when the applied HOT has been exceeded. This check may be
performed from inside or outside the aircraft, or both, depending on the specific
operator procedures.
If the requirement of the CAC cannot be satisfied by either an internal or
external check of aeroplane critical surfaces, then another de-icing/anti-icing of
the aeroplane must be accomplished. Special equipment or procedures may
be required to carry out this check at night or under severe weather conditions.
c) special checks
A check for the presence of clear ice, frequently caused by cold-soaked fuel in
the wing tanks, may be required during rain or high humidity conditions and for
certain types of aeroplanes. This type of ice is very difficult to detect, especially
in conditions of poor lighting or when the wings are wet. Special check
procedures are required to detect this type of icing and should be included in
the approved air operator program.
7.2.9 Communications:
An effective Communication between the flight crew and ground personnel
during de-icing/anti-icing operations is critical and lists of information have been
provided prior to starting and after finishing the de-icing and anti-icing
procedures.
The communications between ground and flight crews are an integral part of
the de-icing/anti-icing process and must be included in every de-icing/anti-icing
procedure.
Prior to starting the de-icing/anti-icing process, it is essential that the ground
and flight crews verify that the aeroplane is properly configured in accordance
with the manufacturer’s recommendations and Syrianair procedures.
Upon completion of the de-icing/anti-icing procedure and the associated check
of the aeroplane, the flight crew should be provided with information about the
final step of the de-icing/anti-icing process which ensures that the aeroplane is
in compliance with the CAC; this information should be given in the form of an
anti-icing code.
1. The Association of European Airlines (AEA) code is then transmitted
to the flight crew to confirm satisfactory de-icing and the PIC will
decide whether the holdover time is adequate for taxing and take-off.
2. It is recommended to de-ice close to the runway if available, and

aircraft type permits the de-icing with engines running, as it will
prolong the holdover time.
3. The Association of European Airlines (AEA) code defines the
treatment (de- icing or anti-icing) applied to the airplane. It includes
the AEA fluid classification, concentration, time of starting the
treatment and date.
The anti-icing code which is to be recorded should be communicated to the

flight crew in the following sequence:
a) The fluid type (i.e., Type I, II, III, or IV);
b) The fluid name (manufacturer and brand/trade name) of the Type II,
c) The local time (hours and minutes), either for a:
 One-step de-icing/anti-icing operation: at the start of the final
treatment;
 Two-step de-icing/anti-icing operation: at the start of the second step
(anti-icing);
d) The date in the following format: day, month, year (DDMMMYY (e.g.
31JAN18 = January 31, 2019); and III, or IV anti-icing fluid, if applicable
e) The statement, “Post-de-icing/anti-icing check completed.”
After de-icing/anti-icing completion and prior to moving the aeroplane, the flight
crew must receive an “all clear” signal from the ground crew indicating that all
de-icing related equipment is away from the aircraft.
Communications between flight crews and ATC regarding any activities related
to de-icing/anti-icing (e.g. HOTs, taxi times, ATC flow control rates) should
follow the communications procedures.
7.2.10 Training:
The approved ground de-icing program includes a training program for flight
crew, dispatchers and ground personnel, and Syrianair ensures that these
personnel are familiar with procedures and other required information.
All staff involved in ground de-icing/anti-icing activities should be trained and
qualified in the procedures, communications and limitations of their area of
responsibility.
The training program itself should have a quality assurance (QA) system in
order to maintain a high level of competence. Also, a tracking system for
records should be established to ensure that all required personnel are trained
as required.
Therefore, qualified and trained personnel shall only carry out de-icing/anti icing
operations. So, Syrianair shall:
 Make sure that de-icing/ anti-icing is performed, supervised, checked
and trained by trained and qualified personnel only.
 Make sure that personnel involved in de-icing/anti-icing receive initial
and recurrent training.
 Make sure that the training is performed and supervised according to the
regulations. This training shall be performed as close as possible prior
to the beginning of the de-icing season.
For Di/anti-icing training subject areas, please refer to item (10.6.7) of this
manual.
7.2.11 Aeroplane De-Icing/Anti-Icing:
This paragraph describing Syrian air policy for fluids, equipment and operating
measures should be in the program and how fluids are tested, stored, used and
contained. Equipment available for operations should be included, describing
what Syrianair must know when testing, inspecting and operating the
equipment in order to perform all functions safely. Lastly, the flight crew,
maintenance crew, and/or ground de-icing crew should be aware of the multiple
measures that can be used to minimize frozen contamination accretion while
on the ground.
The different methods available to remove the frozen contamination should be
familiar to operational personnel and methods to protect cleaned surfaces
should also be listed if considered necessary and to comply with specific aircraft
limitations.
7.2.11.1 De-Icing/Anti-Icing Fluids

The basic function of a de-icing fluid is to eliminate frozen contamination
adhered to the aeroplane’s surfaces and to prevent frozen or freezing
precipitation or expected frost adhering to the aeroplane’s cleaned or de-iced
surfaces.
 The fluid Standards are widely recognized and are set by an international
group of stakeholder experts under SAE, and, as per these Standards, fluids
are classed as Type I , type II , MIL-A-8243, (or glycol equivalent), or
 Union carbide anti-icing / de-icing fluid, UCAR, ADF, II, or
 Dow chemical anti-icing / de-icing fluid 146AR, or

 UREA, DOD-U-10866.
Quality control methods for de-icing/anti-icing fluids must be followed to identify
degradation trends of fluid properties and to take appropriate action.
7.2.11.2 Handling and Storage

• All fluids must be handled in accordance with fluid manufacturers’
recommendations, health and environmental regulations, and air operator
requirements.
The physical properties and anti-icing function of Type I, II, III and IV fluids may
be degraded when the fluid is subjected to chemical contamination, including
rust in tanks, improper transportation or storage, excessive heating or when
exposed to excessive shear forces during fluid transfer or use.
• Fluids used in the de-/anti-icing process are required to meet use criteria
established by the fluid manufacturer and aircraft manufacturer.
• There is a means for ensuring the appropriate types of fluids are utilized in the
proper manner for conditions under which de-icing and anti-icing operations are
being conducted, each diluted as required to achieve desired results.
7.2.11.3 Aerodrome De-Icing/Anti-Icing Facilities

Aerodrome de-icing/anti-icing facilities are required at aerodromes where
ground snow and icing conditions are expected to occur. This would include
aerodromes which serve aeroplanes that can develop frost or ice on critical
surfaces as a result of having very cold fuel in their fuel tanks, even though the
aerodrome itself is not experiencing ground icing conditions.
Equipment required for selective application of:
 Hot water.
 De-icing fluid.
 Anti-Icing fluid.
 Hot air.
De-icing/anti-icing facilities should include, but are not limited to the following
components:
a) De-icing/anti-icing pads for the maneuvering of aeroplanes;
b) De-icing/anti-icing system comprising of one or both of the following:
1) Mobile vehicles, and

2) Fixed equipment;
c) Bypass taxiing capability;
d) Environmental run-off mitigation measures;
e) Permanent or portable night-time lighting system; and
f) Support facilities that may include:
1) Storage tanks and transfer systems for de-icing/anti-icing fluids; and
2) De-icing crew shelter.
7.2.11.4 De-Icing/Anti-Icing Methods
Syrianair ensures policies and procedures are in place at all stations where de-
icing / anti icing program is applied to include standardized methods of fluid
application which Comply with specific aircraft limitations and ensure clean
aircraft through proper treatment of applicable surfaces.
De-icing/anti-icing is generally carried out by using heated fluids dispensed
from spray nozzles mounted on specially designed de-icing/anti-icing trucks,
And other de-icing/anti-icing techniques
Applying de-icing/anti-icing fluids close to the skin of the aeroplane avoids
surface damage and minimizes heat loss.
Depending on the type of application equipment and spray pattern, direct
spraying at angles approaching 90 degrees should be avoided. Instead, the
operator should use a lower angle such as 45 degrees or less to avoid
damaging aeroplane surfaces.
Spraying directly at the nose cone, cockpit windows and fuselage windows
should also be avoided to ensure that the pilot’s view is not impeded by fluid
runoff during the aircraft acceleration phase, and to avoid damage to the nose
cone and to mitigate the risk of the window cracking from thermal shock.
Unique procedures for different levels of contamination and to accommodate
aeroplane design differences may be required.
Any specific parts requiring treatment should be mentioned prior to the start of
the procedure. Spraying usually starts with the fuselage.
General techniques are outlined below:
1) Fuselage Spray along the top center line and then outboard. Avoid
spraying directly on windows.
2) Wings and horizontal stabilizers. Spray from the leading edge towards
the trailing edge. Aeroplane configuration and/or local conditions may
require a different procedure.
3) Vertical surfaces. Start at the top and work downwards, spraying from
the leading edge toward the trailing edge.
4) Landing gear and wheel bays. Keep application of de-icing/anti-icing
fluid in this area to a minimum. High-pressure spraying is not
recommended. Do not spray directly onto brakes and wheels.
5) Engines/auxiliary power-units (APUs). Avoid spraying fluids into engines
or APU inlets. Consult manufacturers’ recommendations. Ensure that
engines are free to rotate before start up and that the front and back of
the fan blades are free of ice. Air-conditioning bleed systems must be
switched off during de-icing/anti-icing operations when engines or APUs
are running. Do not spray directly onto exhausts or thrust reversers.
6) Instrument sensors. Avoid spraying directly onto pilot heads, static ports
or air stream direction detector probes and angle of attack sensors.
7) Vents and outlet valves. Avoid spraying directly onto electronic bay
vents, fuel tank vents, air outlet valves or any other similar type of
opening.
In many cases, de-icing/anti-icing procedures may be ineffective in providing
sufficient protection for continued operations. This can occur when there is
freezing rain, freezing drizzle, heavy snow or any condition where high water
content is present in freezing precipitation
De-icing/anti-icing can be carried out as a one-step process using a heated de-
icing/anti-icing fluid to both de-ice and anti-ice or as a two-step process using
heated de-icing fluid or hot water (subject to certain outside air temperature
restrictions) to ensure removal of all ice contamination followed immediately by
application of an anti-icing fluid.
Fluid temperature and pressure restrictions must be observed. Selection of the
one- or two-step method depends upon local situations, such as weather
conditions, available equipment, available fluids and HOT.
1- One Step De-Icing / Anti Icing
One-step deicing / anti icing means that deicing and anti-icing is carried out at
the same time using a mixture of deicing / anti icing fluid and water. This mixture
shall be applied as follows:
 Cold if aircraft surfaces are clean.
 Heated if aircraft surfaces are contaminated
2- Two-Step De-Icing / Anti Icing
- Two-step de-icing / anti icing means that de-icing and anti-icing are
carried out in separate steps. The aircraft is first de-iced using either
heated water only or a heated mixture of water and de-icing / anti-icing
fluid.
- After completion of the de-icing operation, a film of de-icing/anti-icing
fluid only or a mixture of de-icing / anti-icing fluid and water is to be
sprayed onto the clean aircraft surfaces.
- Note that the second step shall be performed prior to the fluid applied in
the first step freezes. If freezing has occurred, the first step shall be
repeated.
7.2.12 Emergency Response Plan (ERP)

An ERP should be included in the program in case an emergency occurs during
the de-icing/anti-icing process. There should be a means to communicate
during the emergency between parties involved.
7.2.13 Reporting System
A reporting system has be established in order to ensure the quality of the
program. The reporting structure within the organization is clearly explained.
7.3 CATERING
7.3.1 General rules for (off) loading of aircraft
7.3.1.1 Galley equipment
No galley equipment shall be dispatched to an aircraft in an unserviceable
condition. Catering supplies shall be transferred to serviceable galley
equipment at the catering facility prior to transfer to aircraft. Defective galley
equipment shall be withdrawn from service and shall be returned to a
segregated location within the catering facility for pickup by the designated
galley equipment maintenance staff.
ONLY suitable, approved and serviceable catering vehicles and qualified
drivers shall be used for the transportation of meals and stores to and from the
aircraft.
7.3.1.2 Catering Vehicle Positioning on Aircraft

The following steps shall be adhered to:
 A brake test on the catering vehicle shall be performed prior to approaching
aircraft.
 Approaching speed of the catering vehicle shall be equivalent to walking
speed.
 A guide person must be present to guide the catering vehicle during
approach.
 AT NO TIME shall catering vehicle rubber bumpers touch the aircraft.
7.3.1.3 Aircraft Doors

• Cabin crew shall operate aircraft doors. Should cabin crew not be present at
the time, ONLY specially trained and qualified staff shall operate aircraft doors
from outside.
• In order to prevent injury to personnel and damage to aircraft and equipment
due to misinterpretation, only the standard signals must be used to indicate to
cabin crew responsible for door operation that catering vehicles are correctly
positioned.
• The standard signals to be employed for this purpose are:
 Thumb-up signal;
 Knocking at the door.
• Catering vehicles must NEVER be removed unless the aircraft door has been
closed.
7.3.1.4 Aircraft Contamination

Should aircraft contamination be discovered (insects, liquids, etc.), inform the
authorized Syrianair representative immediately and await instructions.
7.3.1.5 (Off) Loading Aircraft

 At the catering facility, a tag will be attached to each trolley, carrier and oven
showing in which galley it is to be placed and its respective position in the
galley.
 Each trolley, carrier and oven delivered to the aircraft shall be placed in the
appropriate position in the appropriate galley, according to its tag.
 DO NOT remove trolleys and carts marked for return catering.
 Transfer catering equipment and supplies from cargo holds to galleys as
required.
 Handle trolleys, carriers and ovens carefully to avoid spoilage of food and
equipment breakage.
7.3.1.6 Spills
•Any spillage of liquids must be reported immediately to the authorized Syrianair
representative and must be handled as per measures in section 6 of this
manual.
7.3.1.7 Food Safety and Hygiene

Food is responsible for the transmission of a large number of diseases. It is
therefore critical that Health and Safety principles be respected in the handling,
transferring, loading, stowing and offloading of food items.
7.3.1.8 Risk Prevention

Food must be well sealed and sufficiently protected against heat, dust and
insects.
The time interval between when food was taken out of refrigerated units at the
catering facility and when food was loaded onto aircraft must remain within
acceptable limits.
7.3.2 CATERING SUPPLIES

7.3.2.1 Acceptance of catering supplies on aircraft
• Upon arrival onto the aircraft, hand over to the senior cabin crewmember the
Aircraft Catering Order form describing items being delivered and their
respective positions in each galley.
• Should the senior cabin crew member not be present at the time, the catering
representative shall wait until the senior cabin crew member has arrived at the
aircraft.
• The senior cabin crew member should supervise the delivery of catering
supplies onto the aircraft and ensure that items delivered match the Aircraft
Catering Order form.
• Should there be discrepancies, inform the catering facility immediately, which
shall arrange for dispatch of missing supplies.
7.3.2.2 Additional orders from cabin crew

• The senior cabin crew member may order additional supplies.
• The senior cabin crew member shall communicate additional orders by calling
the local station and fill out and sign the Additional Aircraft Catering Order form.
• Additional supplies are to be delivered to the aircraft ONLY if the Additional
Aircraft Catering Order form is properly filled out and signed by the senior cabin
crew member.
• Forms are to be handed over to the administration office at the catering facility
for record purposes.
7.3.2.3 Last minute adjustments if applicable

• On designated flights, meal top-up shall apply.
• The refrigerated catering vehicle shall be positioned near the bridge stairway
and staff is to be positioned at the top of the bridge.
• After counting meals on board the aircraft, the senior cabin crew member will
advise how many additional meals are needed (if any), which are to be
delivered and placed in the meal top up trolley and/or ovens.
7.3.3 Irregular Operations

7.3.3.1 Delays
• In the case of unexpected delays, after the food has been loaded on the
aircraft, the length of the delay will determine the course of action to be taken.
• The authorized Syrianair representative in coordination with the duty officer
shall be responsible for determining the course of action and communicating
instructions to the catering facility, based on prevailing circumstances.
SECURITY REV 03 / JUL 21
8 SEURITY
8.1 SECURITY OF PASSENGERS AND CABIN BAGGAGE

8.1.1 Purpose of Screening and Searching
8.1.2 Procedures for Screening and Hand-Searching of Cab-Bag
8.1.2.1 Standards of Screening and Searching
8.1.2.1.1 Security Measures for acceptance/refusal of carryon items
8.1.2.2 Location of Screening or Searching
8.1.2.3 Details of Screening Equipment
8.1.2.4 Details of Operator or Service Provider
8.1.3 Procedures for Screening and Hand-Searching of Transfer and
transit Passengers and their Cabin Baggage
8.1.4 List of persons exempted from screening and searching:
8.1.4.1 Private Screening
8.1.5 Screening and Searching of Cabin Baggage
8.1.5.2 Location of Screening and Searching
8.1.6 Treatment of Suspicious Passengers or Cabin Baggage
8.1.6.1 Treatment of a Suspicious Passenger
8.1.6.2 Supplementary Screening Measures
8.1.7 Control of Movement of Passengers
8.1.7.1 Passenger Check-In and Boarding Procedures
8.1.7.2 Mix of Passengers
8.1.7.3 Failure of Security Controls
8.1.7.4 Protection of Information about Pax and Crew Movements
8.1.7.5 Request for Passenger and Crew Information
8.1.7.6 Emergency Information
8.1.8 Measures for Special Category Passengers
8.1.8.1 Diplomats and Other Privileged Persons
8.1.8.2 Government Couriers and Diplomatic Bags
8.1.8.3 Passengers with Reduced Mobility and Medical Cases
8.1.8.4 Inadmissible Passengers / Deportees / Escorted Prisoners
8.1.8.4.1 Security Implications for Syrianair
8.1.8.4.2 Carriage without Escort
8.1.8.4.3 Carriage with Escort
8.1.8.4.4 Nature of Escort
8.1.8.4.5 Escort Procedures
8.1.9 Policy for Unruly Passengers
SECURITY REV 05 / 01 JUN 23
8.1.9.1 Procedures on the Ground

8.1.9.2 Procedures in the Air
8.1.9.3 Authority for use of Restraints
8.1.9.4 Reporting of In-flight Incident
8.1.10 Testing of Security Measures
8.2 SECURITY OF HOLD BAGGAGE

8.2.1 Purpose of the Security Measures
8.2.2 Passenger Identification Checks
8.2.2.1 Standard of checks on hold baggage
8.2.2.2 Location of Checks
8.2.3 Questioning of Passengers
8.2.3.1 Description of Questions
8.2.3.2 Location of Delivery
8.2.3.3 Details of Service Provider
8.2.4 Procedures for Originating Hold Baggage Screening and Hand-
Searching
8.2.4.1 Standard of Screening and Searching
8.2.4.1.1 Security Measures for acceptance/refusal of Cargo Hold baggage
items
8.2.5 Procedures for Transfer Hold Bag Screening and Hand-
Searching
8.2.5.1 Standards and Process of Screening and Searching
8.2.6 Protection of Originating and Transfer Hold Baggage
8.2.6.1 Description of Procedures
8.2.6.2 Security of Mishandled Baggage
8.2.7 Procedures for Off Airport Check-In Hold Baggage
8.2.8 Procedures for Carriage of Firearms and Weapons
8.2.8.1 Legal Provisions and Regulations
8.2.8.2 Acceptance Procedures
8.2.8.2.1 Escorts of prisoners / deportees
8.2.8.2.2 Bodyguards to Government VIPs
8.2.8.2.3 In-Flight Security Guards
8.2.8.3 Protection on the ground
8.2.9 Treatment of Suspect Hold Baggage
8.2.10 Baggage, Cargo and Mail Security Measures
8.3 MEASURES OF PAX AND BAGGAGE RECONCILIATION

8.3.1 Purpose of Measures
8.3.2 Description of Procedures

8.3.2.1 Details of equipment if automated
8.3.2.2 Details of Manifest if Relevant
8.3.2.3 Identification of No-Show Passengers
8.3.2.4 Identification of Unaccompanied Baggage
8.3.3 Procedures for Screening of Unaccompanied Baggage
8.3.3.1 Standard of screening
8.3.3.2 Location of Screening
8.3.4 Hold Baggage Authorisation
8.3.4.1 Objective
8.3.4.2 Purpose
8.3.4.3 Outcomes
8.3.4.4 Requirements
8.3.4.5 Quality Control Processes
8.3.5 Security at Transit Airports
8.3.6 Prohibited Item List
8.3.6.1 Category 1: Firearms, Guns and Weapons
8.3.6.2 Category 2: Pointed/Edged Weapons and Sharp Objects
8.3.6.3 Category 3: Blunt Instruments
8.3.6.4 Category 4: Explosives and Flammable Substances
8.3.6.5 Category 5: Chemical and Toxic Substances
8.3.6.6 Additional Prohibited Items for Flights Assessed At Higher Risk
8.4 Security Measures for Catering, Stores and Supplies

8.4.2 Description of Measures at Catering Premises
8.4.2.1 Standard of Physical Security of Premises
8.4.2.2 Standard of Access Control to Premises
8.4.3 Description of Measures for Dispatch and Transportation
8.4.3.1 Standard of Access Control to Prepared Meals
8.4.3.2 Standard of Access Control to the Catering Centre.
8.4.3.3 Standard of Access Control to Vehicles
8.4.4 Security Measures for Company Stores
8.5 Security of Aircraft

8.5.1 Purpose of security measures
8.5.2 Searches and checks of aircraft
8.5.2.1 Standard of searches and checks
8.5.2.2 Details of service provider
8.5.3 Control of access to aircraft
8.5.3.1 Standards of access control to aircraft
8.5.3.2 Details of service provider
8.5.4 Control of access to restricted area
8 SEURITY
SCOPE AND PURPOSE
Syrianair is ensuring Accountabilities, authorities and responsibilities within the

security management system for ground handling / cargo operations are
defined and communicated throughout all areas where ground-handling
operations are conducted.
Syrianair security management system:
 Includes management and non-management personnel that perform

functions relevant to the security of ground handling operations.
 Specifies the levels of management with the authority to make decisions
regarding risk tolerability with respect to the security of the ground handling/
cargo operations;
 Defines responsibilities for ensuring ground-handling operations and cargo
are conducted in accordance with national program of aviation security,
applicable regulations and standards of Syrianair.
 Lines of accountability throughout ground handling operations, including
direct accountability for security on the part of ground handling operations
senior management
Levels of management and responsibilities are specified in Syrianair security

plan. Some positions critical to operational security are outlined this manual
and reflect specialized requirements in hornet in certain key positions.
Syrian air arranges a management control that ensures defined responsibility,

authority and monitory for relationship with external parties to ensure that
requirements of operations are being fulfilled such as civil aviation authorities
on matters relating to security.
All personnel engaged in the ground handling / cargo operations of Syrianair

ensure that for every operational function there is a member of management
who, irrespective of other responsibilities, has the responsibility and authority
to ensure that processes and procedures are established.
Implemented and maintained, and is required to report to senior management
on the performance and need for improvement of the security management
system.
8.1 Security of Passengers and Cabin Baggage

All passengers and their cabin baggage are screened before they can board
any Syrianair and customer airline(s) flights, and all the practices and
procedures in this section are implemented by Syrianair to prevent the risk
of unauthorised articles being introduced on board an aircraft by
passengers and their cabin baggage.
8.1.1 Purpose of Screening and Searching
The purpose of passengers and cabin baggage screening and searching is to:
1. Protect Syrianair’s passengers, crew, other personnel, aircraft, facilities
and assets from all acts of unlawful interference.
2. Prevent the unauthorised carriage aboard an aircraft of any firearm,
ammunition, explosive, incendiary device or weapon of any type
whatsoever in either hand carried, or mail and cargo.
3. Establish approved practices and procedures for authorised carriage of
firearms on aircraft.
4. Prevent unauthorised access to any of Syrianair’s aircraft, and
5. Comply with Syrian Civil Aviation Security Program or other States'
legislations.
8.1.2 Procedures for Screening and Hand-Searching of Cabin Baggage
of Originating Passengers
Syrianair has sufficient practices and procedures implemented to prevent the
risk of unauthorised articles being taken on board which ensure that
originating passengers do not have access to their screened hold-stow
baggage, or contact with other persons who have not been screened.
1. All originating passengers on every international and domestic flight and all
persons including persons in wheel chairs or otherwise assisted, entering
a sterile area are screened with their cabin baggage and hand searched by
security personnel employed by the airport operator, or the State.
2. Security personnel when checking originating passengers must satisfy
themselves that the passengers are not carrying or in possession of any
unauthorised articles.
3. Security personnel assigned to conduct screening and hands searching of
cabin baggage of originating passengers are trained to a level where they
are competent to find all prohibited articles.
4. All passengers and their cabin baggage which have been screened must
remain in the sterile area to be protected from unauthorized interference till
they board the aircraft.
5. Passengers are to ensure their cabin baggage are free from interference
from others.
6. Regular announcements to warn passengers of the security of their cabin
baggage to be made by the airport operator.
7. If there is a potential of the cabin baggage being interfered with, the cabin
baggage is re-screened.
8.1.2.1.1 Security Measures for acceptance/refusal of carryon items:
A- Liquid, Aerosol and Gels (LAGs)
All passengers travelling on any Syrianair flight are allowed only a limited
amount of any type of liquid, aerosol & gels, and limited duty free goods to
carry into the cabin of the aircraft.
A- 1 LAGs include anything that you can pour, spray or smear but are not limited
to:
1. Water (frozen or not) and other drinks including alcohol, wine, soups,
syrups, jams, stews, sauces and pastes etc.;
2. Liquids solid mixture like Vaseline hair mud, wax;
3. Foods in sauces or containing a high liquid content;
4. Pickles, chutneys;
5. Creams, lotions, cosmetics and oils;
6. Perfumes;
7. Sprays;
8. Gels including hair and shower gels;
9. Contents of pressurized containers, including shaving foam, other foam
and deodorants; pastes including toothpaste;
10. Liquid-solid mixtures;
11. Mascara;
12. Lipsticks;
13. Lip gloss or lip balm; and any other item of similar consistency at room
temperature
A-2 Control measures: The following control measures are implemented:
1. All LAGs are carried in containers with a capacity not greater than 100 ml
each (or the equivalent in other volumetric measurements, e.g. fluid
ounces).
2. Any LAGs carried in a container larger than 100 ml are not to be accepted,
even if the container is only part-filled.
3. Containers with LAGs are placed in a transparent re-sealed clear plastic

bag (20*20CM) of a maximum capacity not exceeding 1 litre. The
containers must fit comfortably within the transparent plastic bag, which
shall be completely closed.
4. Each passenger is permitted to carry only one such bag which is to be
presented separately for screening.
5. All conventional security controls and checks, including random hand
searches of passengers and cabin bags, are applicable.
6. Flight crew in uniform and on duty the day(s) of the journey are exempted
from these restrictions.
7. Exceptions are allowed for medications, baby milk/foods and special
dietary or other medical requirements.
8. To facilitate screening and avoid a cluttered X-ray image, plastic bags
holding liquid containers shall be presented apart from other cabin
baggage, coats, and jackets or laptops for separate X-ray screening.
9. LAGs include anything that you can pour, spray or smear.
10. LAGs item seized at the screening point are to be clearly recorded in a
register and signed off by the duty supervisor before being disposed of by
the airport operator in the incinerator.
11. LAGs, in any volume, purchased within the sterile area duty free shops can
be taken on board the aircraft provided they are carried inside clear plastic
bag that is temper-evident and displays satisfactory proof of purchased at
airport duty free shops, or on board aircraft, on the day(s) of the journey.
B- Medications and Special Dietary Requirements, Including Baby
Foods
The following are exempted from LAGs restrictions.
 Medical Purposes
Liquids required for medical purposes shall be interpreted as meaning liquid
medicines, both prescribed by a doctor and bought over-the-counter.
 Dietary Needs
Liquids as a special dietary need shall be interpreted as meaning those
foods without which the passenger’s health is threatened.
 Proof of Authenticity
When requested to do so, the passenger or staff member shall provide
proof of authenticity of the exempted liquids to avoid any doubt.
 Passenger or Staff Member
LAGs of any kind carried in containers with a maximum volume of 100 ml
shall be placed in the1litre bag. However exemptions may be granted for
LAGs which cannot be so carried, but which are needed during the journey,
either for essential medical purposes or to meet special and essential
dietary needs. When required to do so, the passenger or staff member shall
provide proof of authenticity of the exempted liquid
1. Baby Food:
2. Baby milk, sterilized water and baby juice;
3. Baby food in liquid, gel or paste form; and
4. Wet wipes,
5. Medicines:
6. Prescription LAGs where the name on the item matches the travellers travel
documents;
7. Non prescription
8. Essential cough mixture
9. Insulin, inhalers, and clotting factor for haemophiliacs; and
10. Contact lenses solution over 100 ml
C- Prohibited Items
Syrianair does not allow any of its passengers to carry in their cabin
baggage or on themselves items which are classified as prohibited item.
Such items include, but not restricted to the following:
All types of weapons, explosives of any form, fire arms, knives, other bladed
weapons, brass knuckles, rope, flares, and all martial arts weapons. Tools
and sporting equipment which could be used as weapons such as axes,
baseball bats, hockey sticks, ice skates, and any sort of sticks or poles are
also banned. In addition, chemicals which could cause physical damage,
health problems, or explosions are prohibited: examples include mace,
pepper spray, tear gas, and bleach. Some electronic items battery operated
that may be used as a triggering device or potential threat with the capability
of generating electromagnetic pulse will be prohibited from loading into
aircraft cabin or cargo holds at high risk level (Appendixes(2,3,4,5))
C-1 Portable Electronic Devices (PEDs)
Electronic items that are allowed in cabin baggage & prohibited in hold
baggage
Mobile, Spare batteries, Electronic cigarettes, Lithium battery, Portable power
bank, Laptop lithium battery.
Electronic items that are allowed in cabin baggage & hold baggage
Electric shavers, Hair drier, Hair curling device, Digital Cameras, Watch,
Digital calculator, Electric toothbrush, Blood sugar test kit, Blender,
Coffee/Espresso Maker.
Process
1- Inform passengers that luggage will be screened and hand searched.
2- Ask the passenger if his baggage includes any battery operated electronic
device.
3- Inform passengers that baggage will not be transported if any suspected
electronic device was found.
4- Baggage of suspected passenger must be checked thoroughly.
5- On random basis and infrequent occasions, a hand search of some baggage
pieces.
Procedures
At the passenger screening point, all cabin baggage shall be screened or
hand searched for prohibited item;
If any prohibited item is found on the passenger or inside his/her cabin
baggage, the item must be removed
D- Confiscated Items and Articles
1. All articles that give reasonable cause for concern are confiscated by
screening staff. In cases where firearms, explosives or other unlawful
weapons are detected, the Airport Security shall be notified immediately
and the passenger concerned will be subject to further police enquiries.
2. Certain confiscated items may be carried to the passenger’s destination in
the aircraft hold and returned to the passenger at his or her final destination.
3. Such item shall be issued to the ground handling agent/boarding officer by
the security contractor who shall ensure the item is placed in the cargo hold.
4. The passenger must be issued a receipt of the item and the security staff
maintains a written record signed by both the boarding officer and the
passenger.
5. All other items seized at the passenger screening point are given to
Syrianair Ground Handling Agent for safe keeping or to be destroyed.
Screening and search points are provided and maintained by the Airport
Operator and situated as per the Civil Aviation Security Regulations or other
States' legislations so that all originating passengers and every person
entering the sterile area must pass screening process.

1. The Airport Operator is responsible for procurement, installation,
maintenance and calibration of screening equipment and provide a
documented statement.
2. The Security personnel employed by the airport operators or Syrianair or
the State carries out screening and hand-searching of originating
passengers.
3. Electronic devices and machines may be used to screen originating
passengers and their packages and baggage. They allow the operators to
visually inspect the contents of packages and baggage, normally, without
having to open them.
4. Walk-through metal detectors are rigid arch-like structures having the
following components:
A. Two uprights containing a transmitter coil and a receiver coil.
B. A separate coil unit. and
C. Visual and/or audible alarms.
5. Hand-held metal detectors are portable devices consisting of a handle and
attached probe.
The probe is passed over the person to be scanned. Indicators provide the
operator with an audible and/or visual alarm when sufficient metal is
detected in the proximity of the probe.
6. Explosive detectors analyse very small quantities of sample vapour,
particulate or traces from around or within an object to detect the presence
of explosives.
7. Screening equipment used must meet the minimum standard required by
Syrian Civil Aviation Authority and International Civil Aviation Organisation
(ICAO).
8. SCAA must certify the screening equipment and are satisfied that they meet
their respective standards.
9. External suppliers of the screening equipment must meet the technical
specifications required of the equipment by the appropriate authority
responsible for commissioning or approving the equipment.
The aviation security service organisation carrying out the function of
screening and hand searching of originating passengers, whether
employed by Syrianair or by airport security services, must satisfy the
minimum standard required under the Civil Aviation Security Program or
other State’s relevant Legislation. Additionally,
1. Syrianair’s or its aviation security service organisation’s search procedures

records and relevant data are readily available for inspection when
required.
2. The aviation security service organisation must be certified by the relevant
authority as required.
3. The aviation security service organisation has established the appropriate
training Program which must be based on stipulations set forth by
Legislation.
4. The aviation security service organisation must ensure that certain
proportion of its employees is certified by the appropriate authority.
5. Only screeners employed by the aviation security service organisation who
have been trained and certificated by the appropriate authority will be
accepted by Syrianair.
6. Every security screener must first undergo the initial security training.
7. All security personnel employed by aviation security service organisation
and all personnel with unescorted access to the security restricted area of
the airport must be subjected to pre-employment and recurring background
checks in accordance with the requirements of the Civil Aviation Security
Program.
8.1.3 Procedures for Screening and Hand-Searching of Transfer and
transit Passengers and their Cabin Baggage
Syrianair have sufficient practices and procedures which are implemented
to prevent the risk of unlawful interference and unauthorised articles being
taken on board by transfer passengers who ensure that they are screened
and do not have access to their screened hold-stow baggage, or contact
with other persons who have not been screened. All transfer passengers
are to be screened prior to boarding the aircraft.
1. Transfer passengers on all flights are screened and hand searched by
security personnel employed or by Syrianair. Once transfer passengers
have entered sterile area, they are and what in their hand possession is
protected from unauthorized interference.
2. Security personnel when screening and hand searching of transfer and
transit passengers must satisfy themselves that the passengers are not
carrying or in possession of any prohibited articles.
3. Security personnel assigned to conduct screening and hand searching of
transfer and transit passengers are trained to the level where they are
competent to find all prohibited articles.

Screening or searching points are provided for and maintained by the
Airport Operator and situated as per Civil Aviation Regulations or other
States' legislations so that all transfer passengers and every person
entering the sterile area pass through them consequently protecting area
from unauthorized interference.
The airport operator is responsible for procurement, installation,
maintenance and calibration of security equipment.
1. Security personnel employed or by the airport operator, Syrianair, or the
State carry out screening and hand-searching of transfer passengers.
2. Electronic device and machines may be used to screen cabin and hold
baggage of transfer passengers. They allow the operators to visually
inspect the contents of packages and baggage, normally without having to
open them.
3. Walk-through metal detectors, which are used to detect metal in a person,
are rigid arch like structures having the following components:
A. Two uprights containing a transmitter coil and a receiver coil.
B. A separate coil unit. and
C. Visual and/or audible alarms.
4. Hand-held metal detectors are portable devices consisting of a handle and
attached probe.
The probe is passed over the person to be scanned. Indicators provide the
operator with an audible and/or visual alarm when sufficient metal is
detected in the proximity of the probe.
5. Explosive Detectors analyse very small quantities of sample vapour,
particulate or traces from around or within an object to detect the presence
of explosives.
6. Dogs and other Bio-sensors may be used when available. The field of
public safety and security has benefited from the olfactory sensitivity of
dogs and their capacity to be domesticated, qualities, which are effective in
the detection of weapons and explosives.
Screening equipment used must meet the minimum standard required by
the International Civil Aviation Organisation (ICAO).

screening and hand searching of transfer passengers, whether employed
by Syrianair or by airport security services must satisfy the minimum
standard required under the Civil Aviation Security Program or other State’s
relevant Legislation. Additionally,
required.
authority.
Legislation.
7. All security personnel employed for aviation security service organisation
the airport must be subjected to pre-employment and recurring background
checks in accordance with the requirements of the Civil Aviation Security
Program.
8.1.4 List of persons exempted from screening and searching:
Only people in the following categories and their hand baggage are exempt
from search prior to boarding a flight:
 President of Syrian Arab Republic and;
 Other Head of States.
8.1.4.1 Private Screening
Private screening is not routinely provided. However, passengers requiring
special handling, including passengers carrying high-value material,
passengers with pacemakers, and handicapped passengers, and babies in
carts or for religious reasons may be screened in an area out of view of
other passengers. In such a case, the passenger and his/her cabin
baggage are screened:
A. By physical or x-ray inspection of all cabin baggage.
B. By using a hand-held metal detection device on the passenger or, in the

case of passenger with a pace-maker or a handicapped passenger who
cannot be subjected to normal metal detection screening procedures, by
manual inspection. and
C. By an individual who has been properly trained to perform this function
(personal search done by someone of the same gender and there is a
witness to the search).
D. Immediately following screening, the passenger is be escorted into the
sterile area.
8.1.5 Screening and Searching of Cabin Baggage
Security procedures and practices are in place to prevent the carriage of
unauthorised articles in cabin baggage taken into any aircraft engaged on
international passenger operations, and on domestic operations when so
required by the Authority. All passengers are to be screened prior to
boarding the aircraft.
1. All cabin baggage on Syrian air and customer airline(s) flights are subjected
to cabin baggage screening and searching sufficient to prevent the
introduction of unauthorised articles and dangerous items into the aircraft.
2. Where any person refuses to present his/her cabin baggage for screening
and searching, Syrianair does not permit that baggage and the passenger
on board the aircraft.
1. Screening and searching points are provided and maintained by the Airport
Operator and situated as per Civil Aviation Regulations, or other States'
legislations so that all originating passengers and every person entering the
sterile area passes through them.
2. The screening and searching must take place in an environment that
prevents cabin baggage from having contact with any person or item that
has not been subject of security control.
Airport operator is responsible for procurement, installation, maintenance
and calibration of security equipment.
1. The Airport Security Services carries out screening and searching of cabin
baggage.
2. Electronic devices, X-Ray machines may be used to screen cabin baggage.
They allow the operators to visually inspect the contents of packages and
cabin baggage, without having to open them.
3. Explosive Detectors may be used to analyse very small quantities of

sample vapour, particulate or traces from around or within an object to
detect the presence of explosives.
4. Dogs and other Bio-sensors may be used when available. The field of
public safety and security has benefited from the olfactory sensitivity of
dogs and their capacity to be domesticated, qualities, which are effective in
the detection of weapons and explosives.
private screening of passenger, whether employed by Syrianair or by
airport security services,, must satisfy the minimum standard required
under the Civil Aviation Security Program or other State’s relevant
Legislation. Additionally,
required.
authority as required by Legislation.
Legislation.
7. All security personnel employed by aviation security service organisation
the airport, must be subjected to pre-employment and recurring
background checks in accordance with the requirements of the Civil
Aviation Security Program
8.1.6 Treatment of Suspicious Passengers or Cabin Baggage
An announcement is made after landing reminding the disembarking
passengers not to forget their hand luggage and for transit passengers on-
board to check their hand luggage after destination passengers disembark.

Cabin crew check the cabin during transit and confirm with transit
passengers any suspicious item before the flight departure.
In case a suspicious item is found and not identified or any items left behind
by disembarking transit passengers, the following procedure must be
applied before the flight departure:
1. Do not touch or remove.
2. If possible leave a distinctive marker near (not touching) the baggage.
3. Move away from the baggage to a designated control point, leaving lights
on.
4. Inform Airport Security to remove the suspicious item.
A. Implement the evacuation plan or suspicious item checklist.
B. Stay at the control point and draw an accurate plan of the location of the
suspicious package or device for the assistance of the police and
explosives disposal expert.
8.1.6.1 Treatment of a Suspicious Passenger
A passenger acting suspiciously at the passenger screening point must be
reported to the Airport Security.
A Private Screening
1. Private screening is not provided. However, passengers carrying high-
value materials are subject to special handling. In such a case, the
passenger and his/her cabin baggage are screened:
A. By physical or x-ray inspection, including all cabin baggage.
B. By using a hand-held metal detection device on the passenger.
(personal search is done by someone of the same gender and there is a
witness to the search). and
D. Immediately following screening, the passenger is escorted into the sterile
area.
B Procedures for Passenger Who Refuses Security Screening
When a passenger refuses to undergo screening, Syrianair, implement the
following measures
1. The aviation security service organisation carrying out passenger and cabin
baggage screening immediately notify the Syrianair Duty Officer or
customer airline(s) if a passenger refuses to undergo security screening.
2. The passenger is denied boarding and removed from the screening area.
3. The passenger’s hold baggage is identified and offloaded if already loaded
into the aircraft.
4. The Airport Security Service and Police must be informed immediately.

5. The above procedures also apply to a physically impaired person that
requires a wheelchair or has an orthopaedic or implanted electronic device
if refuses screening or check.
8.1.6.2 Supplementary Screening Measures
For Syrianair and customer airline(s) flights under increased threat, in
accordance to the levels described in paragraph19.4.6 of this document,
the following supplementary measures are in place.
1. Secondary gate screening by hand-held metal detector or by hand of all
passengers and their carry-on baggage.
2. Random secondary screening of passengers using manual or approved
technological methods.
3. Random secondary screening of carry-on baggage using manual or
approved technological methods.
4. Higher percentage of carry-on baggage screened by explosive trace
detection systems (ETDs)
5. Immediately following screening, the passenger is be escorted into the
sterile area.
8.1.7 Control of Movement of Passengers
All passengers who have checked in for Syrianair flight are required to
proceed to the security screening points and Customs and Immigration and
must remain in the sterile area until the boarding call.
The airport operator must make announcement at regular interval to remind
the passengers who have checked in to proceed through Customs and
Immigration and to protect their bags at all times while waiting to board their
flight.
8.1.7.1 Passenger Check-In and Boarding Procedures
Syrianair shall disseminate all information to passengers that provide a
warning as to the types of dangerous goods that are forbidden from being
transported onboard an aircraft. As a minimum, such information shall be
disseminated:
1. With the passenger ticket or other manner such that the passenger receives
the information prior to or during check-in;
2. Via notices, sufficient in number and prominently displayed, in areas of an
airport utilized for passenger ticketing, check-in, boarding and baggage
claim;
3. Via notices clearly displayed at any other location where passengers are
checked in, including areas that are not at an airport. Passengers must be
made aware of those restrictions prior to accept baggage for transportation.
Security measures for passenger check-in and boarding are as follows:
1. Genuine Documents
A. At check-in, the check-in staff will ensure that the ticket and any other travel
documents produced by the passenger are genuine.
B. If there is any suspicion pertaining to these documents, the passenger is
not to be checked –in for the flight until approval is obtained from Syrianair
supervisor or delegate.
2. Passports
A. International passengers who present themselves at check-in must have
their passport/identity document examined and compared with their ticket.
B. If there is a discrepancy between the name on the ticket with that on the
passport/identity document, the intending passenger must not be checked-
in without the consent of the Airport Manager or delegate.
C. Passport or identity documents are not to be accepted if presented on
behalf of another person.
3. International Passenger Reconciliation at Boarding Gate
A. Face to passport to boarding pass check is conducted either at the boarding
gate by Syrianair
B. This check may be conducted by the airline representative or
representative of the screening authority.
C. Any anomaly (e.g. a deviation in spelling between the name on the passport
and the name on the boarding pass) must be resolved in the following
manner to the satisfaction of the airline representative before the passenger
is permitted to board.
(1) The passenger with his passport and boarding pass is referred to the
Supervisor,
(2) The Supervisor determines if the mistake is genuine by double checking
with the check-in counter.
(3) If it is determined that the case is one of issuing of wrong boarding pass or
wrongly spelt name, the matter will be corrected and passenger allowed to
board.
(4) However, if it is determined that it is a possible fraud case, the passenger
will be denied boarding, all hold baggage will be off-loaded and the matter
referred to the Airport Police.
8.1.7.2 Mix of Passengers

Passengers who have undergone security screening must not mix with
passengers who have not gone through security screening.
The following measures applied if there is a possible mixture of above
passengers.
1. Mixture of passengers in the sterile area
A. Syrianair or Ground Handling Duty Supervisor immediately notifies the
Airport Security Services when a possible mix of passengers has been
brought to his/her attention
B. The Airport Security Services evacuate the sterile area and carry out a full
search of the sterile area.
C. Departing passengers and their cabin baggage are required to undergo a
second screening process before being allowed to re-enter the sterile area.
2. Mixture of passengers inside the aircraft:
A. The Syrianair or Ground Handling Duty Supervisor notifies the Pilot-In-
Command and arrange for all passengers to disembark.
B. The Supervisor of Syrianair aviation security services organisation is
contacted and requested to carry out a search of the aircraft.
C. When the search is completed, passengers will re-board the aircraft after
they are all re-screened with their cabin baggage.
D. Shall any departing passenger have had access to an aircraft after the
occurrence of the accidental mix, the aircraft concerned is subject to a full
cabin search.
8.1.7.3 Failure of Security Controls
In the event that an aircraft has already departed when it is discovered that
a failure occurred in the proper implementation of security controls related
to the flight, appropriate authorities in the State of arrival is notified as to
the nature of the failure.
8.1.7.4 Protection of Information about Passenger and Crew
Movements
Except where appropriate approval is granted, information on any
passenger and crew travelling on any Syrianair flight must not be disclosed
to anyone requesting such information.
The following measures are used to protect information about Syrianair
passenger and crew movements:
1. Staffs, including Managers, are not authorized to release passenger and
crew information.
2. This instruction includes release to Law Enforcement Officers.

3. Both electronic and hard copies of information must be protected and not
to be released to anyone outside of the Company.
4. Hard copies will be kept in a secure cabinet in our airport office.
5. Computers with this information will be password protected.
6. Staff members who do not have any reason to have access to such
information must not be given access.
7. Syrianair Office will be locked when unattended
8.1.7.5 Request for Passenger and Crew Information
1. Requests for passenger and crew information are made to Head of
Security.
2. Request must be made in the requesting organisation letterhead via fax
before information is released.
8.1.7.6 Emergency Information
1. The Officer on duty may, at his/her discretion, provide information without
a written request after consulting flight operations.
2. Such requests will only be considered if it involves the imminent departure
of a flight or such urgency.
3. A written request will be required to follow up such information release.
8.1.8 Measures for Special Category Passengers
8.1.8.1 Diplomats and Other Privileged Persons
1. Although certain passengers may be granted diplomatic immunity, Syria or
other States, they are subject to pre-board inspection/screening. Sealed
diplomatic pouches in their possession are not being subject to
examination. However, all other cabin items of the individual are not exempt
from examination and processed in the normal manner applicable to other
passengers.
2. Diplomatic pouches (consular bags) bearing visible external indicated of a
State are not be screened or examined provided that they are sealed and
the individual in possession of the diplomatic pouch produces appropriate
identification and authorisation (diplomatic or official passport, authorisation
letter) to carry the diplomatic pouch.
3. Classified Material - Material that is classified by appropriate agencies of
government are inspected only to the extent necessary to assure the
absence of weapons or dangerous articles. If, however, any question
regarding safety remains, said classified material are not be transported.
8.1.8.2 Government Couriers and Diplomatic Bags

1. Diplomatic pouches (consular bags) bearing visible external indicia of a
State are not screened or examined provided that they are sealed and the
individual in possession of the diplomatic pouch produces appropriate
identification and authorisation (diplomatic or official passport, authorisation
letter) to carry the diplomatic pouch. All other cabin items of the individual
are not exempted from examination and are processed in the normal
manner applicable to other passengers.
2. Diplomatic Mail intended for carriage on international passenger flights
being moved within an airport are handled and moved in a secure
environment and/or accorded sufficient security to prevent the introduction
of weapon, explosives, and other dangerous devices.
8.1.8.3 Passengers with Reduced Mobility and Medical Cases
1. Handicapped, an unconscious passengers (on a stretcher, with a written
statement of the doctor),, passengers with pacemakers and passengers
with medical cases may be subject to special handling and be screened in
an area out of view of other passengers. In such a case, the passenger and
his/her cabin baggage is screened:
A. By physical or x-ray inspection of all cabin baggage.
B. By using a hand-held metal detection device on the passenger or, in the
case of passenger with a pace-maker or a handicapped passenger who
cannot be subjected to normal metal detection screening procedures, by
manual inspection.
(personal search is done by someone of the same gender and there is a
witness to the search).
2. Special guidelines and procedures are put in place for the screening of the
following persons with special needs.
A. Babies in pushchairs and children (requires consent of an adult)
B. Pregnant women
C. Passengers in wheelchairs.
D. Passengers with religious reasons that prevent the hand search of them or
their baggage.
E. Transsexuals
F. Other local special criteria.
3. Persons Suffering from Mental Illness
A. A person suffering from a mental illness that is deemed to be a threat to the
safety or security of a flight may be accepted for transportation if
accompanied by an attendant physically capable of coping with untoward
actions by that person during the flight and is skilled in administering

sedatives as required and authorised by an appropriate doctor.
B. If a mentally disturbed person requires sedation prior to departure, each
portion of the flight shall last no longer than the effective duration of the
sedative administered.
C. Syrianair, on the advice of representatives of the Company doctor and
security staff, as Appropriate, shall be permitted to deny boarding to such
a person.
8.1.8.4 Inadmissible Passengers / Deportees / Escorted Prisoners
Syrianair, when carrying persons in lawful custody, persons under arrest,
convicted criminals under escort, or persons who are obliged to travel because
they have been the subject of judicial or administrative proceedings, ensure that
the pilot in command and the cabin crew are informed by the ground handling
duty officer using the relevant form in /item 12.6.2 of this manual/.
All involved stations (flight departure, transit and arrival) are informed.
All following procedure will be carried out:
Following will be followed:
Name and sex of the person identified as the deportee; reason for
deportation (nature of crime);
 willingness or unwillingness to travel by air;
 whether the person has attempted to escape custody;
 Whether the person has any history of violence;
 Whether the person has a history of self- harm;
 whether members of the person's family are booked on the same flight;
 whether the person is likely to be the target of harm during the
transportation;
 Identity of escorts (if required);
 The mental and/or physical state of the person;
 wanted status of the person (by any other authority);
 Other information that would allow an operator to assess the risk of
endangering the security of
 the flight;
 Special conditions and precautions for transport of the person, if any
A. Deportees
A deportee is a person who has legally been admitted to a country by its
authorities or who had entered a country illegally, and who at some later
time is formally ordered by the authorities to be removed from that country.
B. Persons Being Extradited

Also in the category of persons travelling under special status are those
who are subject to an extradition order. They are fugitives from justice who
have been accused or convicted of an extraditable crime that is formally
listed in a treaty between Sovereign States.
C. Refugees and Asylum Seekers
When refugees and asylum seekers do not meet the necessary criteria to
remain in a country, the Immigration authority of the State will order them
to leave.
8.1.8.4.1 Security Implications for Syrianair
In handling any inadmissible passenger or deportee, consideration shall
always be given to assessing if the circumstances of the refused admission
or deportation could cause the individual to become a risk to the
safety/security of the aircraft.
Factors, which could make inadmissible or deportee passengers a security
risk are:
1. A major objection on the part of the individual to be returned to another
country;
2. The mental or physical state of the individual, which may require special
attention or care;
3. The nature of any criminal act already committed by the individual;
4. If the individual is wanted by the police of any other State; and
5. If the individual personally objects to carriage by air.
8.1.8.4.2 Carriage without Escort
When it is decided that there is no requirement for an escort, the following
security procedures shall be applied:
1. Full security checks of the individual and his/her baggage prior to
embarkation;
2. No public disclosure of the itinerary, especially where there is political
significance;
3. Travel formalities for transit, transfer and entry at destination are properly
completed;
4. Any special requirements, permits, or authorities at transit, transfer and
destination stations made available; and
5. Notify Captain of seat number;
6. Notify cabin crew members to refrain from serving alcohol to that specific
passenger.
8.1.8.4.3 Carriage with Escort

The necessity of an escort shall be considered in all cases where the
individual:
1. Is deemed a safety risk because of past or present conduct;
2. Is in a mental state which requires special attention;
3. Is in physical condition which could be objectionable to or cause discomfort
to other passengers;
4. Has committed a crime, or is wanted by police in any state; and
5. Has some form of addiction.
If the authorities and Syrianair differ on the necessity of an escort, Syrianair
shall require from the authorities a discharge of responsibility for any
damage as a consequence of the lack of escort. Syrianair retains the right
to refuse carriage if it believes that the safety of the aircraft, crew or
passengers is deemed to be at risk as the result of carriage of such
persons.
8.1.8.4.4 Nature of Escort
Depending on the reasons for providing the escort, it may be necessary for
the escort to have medical or other specialist qualifications. In some cases,
it may be advantageous for the airline to provide the escort. Not more than
two persons accompanied by escorts shall be carried in the same aircraft.
There shall be no public disclosure of the itinerary of the escorted individual.
A thorough assessment shall be carried out before a non-Syrian citizen is
being deported from Syria and, if necessary, such deportee shall be under
escort all the time unless there is clear evidence that is not required.
8.1.8.4.5 Escort Procedures
The escort shall:
1. Be in plain clothes;
2. Not be in possession of firearms or weapons;
3. Carry and be trained in the use of appropriate restraint devices (to be
concealed to the public);
4. Ensure that the individual and baggage is subjected to thorough pre-
embarkation security screening;
5. Keep the Captain of the aircraft fully informed of any incident during the
flight;
6. Ensure that no alcohol is served to the inadmissible passenger or deportee;
7. Be in possession of the escorted person’s personal property including
passport, travel documents and ticket;
8. Be in possession of the deportation/removal order, which shall be given to

the authorities at the destination airport;
9. Supervise the taking of medication;
10. Not permit the deportee to disembark at transit stops.
Ensure that the person under escort is never left alone.
Under no circumstances shall a female deportee be escorted on a flight
without a female being
Part of the escort team.
8.1.9 Policy for Unruly Passengers
The security procedures and practices in this section are implemented by
Syrianair to prevent the possible disturbance to a flight due to the presence
of unruly passengers on board the flight and reported to the aviation
security authority and customer airline(s).
The term unruly or disruptive refers to passengers who fail to respect the
rules of conduct (on board aircraft or on ground) or to follow the instructions
of authority or crew members, thereby disturbing good order and discipline
in airport or on board and compromising safety.
Potentially unruly passengers include:
1. Illegal Entrants – persons who have unlawfully entered Syria or other States
in breach of a deportation order or of the immigration Laws. The
Immigration Department may direct the removal of illegal immigrants by the
aircraft operator who brought them into Syria or other States, or make
alternative removal arrangements particularly when no inbound carrier can
be identified.
2. Inadmissible (sometimes referred to as “refusal’) – persons who are refused
entry to the Syria or other States, and usually removed by the inbound
carrier.
3. Sports fans/players and similar individuals/groups – such persons may
represent a hazard to the operations of an aircraft in certain circumstances.
In Syria, Syrianair may seek a view on implications of carriage from the Civil
Aviation/ Security Department
8.1.9.1 Procedures on the Ground
Syrianair ensures the safety of it's aircraft, staff, persons on board and their
property, from illegal interference of unruly passenger through the following:
1. The check-in supervisor should be informed about any unruly passenger
behavior that observe at check-in, in the lounge, or at the boarding gate, who
will inform the relevant security authorities and put baggage of such
passengers on standby.
2. Passenger may be denied boarding in accordance with his unruly behavior /

interference that assessed by the flight supervisor and/or GRH security officer,
if he pose a threat to the safety/security of the aircraft, passengers, staff or
property.
3. Factors which are taken into account in assessing whether or not a passenger
may be unruly, and security measures which is considered when potentially
unruly passengers are to be transported in an aircraft, are outlined hereunder:
A. Factors taken into account in assessing whether or not a passenger may be
unruly:
(1) A record of violence or mental instability.
(2) Criminal charges or convictions.
(3) Political circumstances at the destination.
(4) Drug addiction.
(5) Threatening or unruly behaviour prior to departure.
(6) In respect of prisoners being repatriated, the category accorded the prisoner
by the prison service:
(a) Category A – prisoners whose escape would be highly dangerous to the
public, the police or to the security of the State.
(b) Category B – prisoners for whom the very highest conditions of security are
not necessary but for who escape must be made difficult.
(c) Category C – prisoners who cannot be trusted in open conditions but do not
have the ability or resources to make a determined escape attempt.
(d) Category D – those who can reasonably be trusted to serve their sentence
in open conditions.
B. Security measures that is considered and implemented depending on the
circumstances:
(1) Stringent search of the passenger(s) and cabin baggage.
(2) Adequate arrangements for notification to the competent authorities in
States of destination to await unruly passengers on arrival, for appropriate
actions. And
(3) A satisfactory number of flight attendants and security guards.
4. The case must be documented and reported to the aviation security authority,
Syrian air security department and customer airlines by the flight supervisor
using the (unruly passenger report form) that found in item (GOM12.6.1) of
this manual.
5. The pilot in command is informed when potentially unruly passengers are to
embark on the flight.
8.1.9.2 Procedures in the Air

1. Unruly Passengers must:
A. Be seated as far to the rear of the passenger cabin as is possible but not in
a lounge area or next to or directly across from an exit.
B. Not be served intoxicating beverages whilst on board the aircraft. And
C. Must be boarded before passengers and disembarked after all passengers.
2. Syrianair will refuse to accept unruly passengers if, in the judgment of
responsible representatives of Syrianair that such acceptance may
jeopardize the safety of the flight and other passengers.
8.1.9.3 Authority for use of Restraints
1. Syrianair’s pilot in command of an aircraft may, on board the aircraft, with
such assistance as is necessary, arrest without warrant, a person whom he
finds committing or reasonably suspects of intending to commit, or of
having committed, or of having attempted to commit an offence against
safety of civil aviation and that person in command or a person authorised
by him may hold the person so arrested in custody until he can be brought
before the proper authority to be dealt with in accordance with law.
2. Syrianair’s pilot in command of an aircraft may, where he considers it
necessary so to do in order to prevent an offence against the safety of civil
aviation or to avoid danger to the safety of the aircraft or of persons on
board the aircraft, with such assistance, as he thinks necessary -
A. Cabin crew will apply the restrain device to hands only. Such person will
never be restrained to a seat or fixed part of the aircraft in order to facilitate
an emergency evacuation if needed.
B. A cabin crew member will be assigned by the (PIC) to remain close to such
person.
C. If the aircraft is not in the course of a flight, remove a person from the
aircraft.
Subsections (1) and (2) above shall have effect without prejudice to the
operation in relation to any offence against the safety of civil aviation or
other States' legislations.
8.1.9.4 Reporting of In-flight Incident
The following procedures are implemented to deal with any incident that
happened on board the aircraft which is a breach of any existing regulation:
1. The cabin crew must immediately notify the pilot in command of any
incident that takes place on board the aircraft resulting from the carriage of
inadmissible passenger or any related incident that may endanger the
safety of passengers and the aircraft.
2. The PIC will inform the ground staff of the incident who will notify the Airport
Police and request them to meet the aircraft.
3. On arrival, the passenger/s involve will be handed over to the Police after
all passengers have disembarked;
4. Cabin Crew will fill in an occurrence report and submit it in the normal
manner.
8.1.10 Testing of Security Measures
To ensure that adequate protection is afforded for flights and the travelling
public, Syrianair will implement the following procedures to test the
effectiveness of security personnel assigned to different security functions
associated with a flight:
1. A competent personnel appointed by Syrianair will test at random basis
staff members involved in the screening of passengers, aircraft search and
aircraft guarding .
2. Testing will be done without prior notice utilising test objects as handguns,
grenades, pipe bombs, explosives and explosives devices,
3. The level of proficiency will be determined by success or failure to detect
concealed test objects. If the test object is detected, that person is
performing to the required standards. If the test object is not detected, that
person is below the required standard.
4. All persons who fail the test will be re-tested and will not be permitted to
resume duties until they demonstrate proficiency.
5. All tests will be recorded by the testing officer and made available to the
Authority for the purpose of audit, monitoring and inspection.
6. A testing calendar for the year shall be drawn up and records of all tests
carried out shall be maintained for 12 months period.

8.2 Security of Hold Baggage

The practices and procedures contain in this section are implemented by
Syrianair to prevent the risk of unauthorised articles being introduced on
board an aircraft through passenger hold baggage.
To achieve this, all originating hold baggage accepted for carriage on all
Syrianair international or domestic flights are screened prior to being loaded
into an aircraft. The methods available for hold baggage screening include
but are not limited to manual search, trace detection, explosive detection
dogs, conventional X-ray, computer assisted (smart) X-ray systems and
passenger risk assessment techniques.
8.2.1 Purpose of the Security Measures
The purpose of security measures on hold baggage is to:
1. Protect the Company’s passengers, crew, other personnel, aircraft,
facilities and assets from all acts of unlawful interference.
2. Prevent the unauthorised carriage aboard an aircraft of any firearm,
ammunition, explosive, incendiary device or weapon of any type
whatsoever, in the hold baggage.
3. Establish approved practices and procedures for authorised carriage of
firearms on aircraft in hold baggage.
4. Prevent access of passengers to their hold baggage at any time after the
hold baggage has been checked in.
5. Comply with the Civil Aviation (Security) Regulations and Program or other
States' legislations.
8.2.2 Passenger Identification Checks
Syrianair takes all reasonable steps to check the identity and other travel
documents of each passenger do match and are genuine.
Where there is suspicion that the travel documents may not be genuine or
do not match, the passenger must not be checked in and referred to the
Supervisor on duty. All discrepancies are resolved prior to flight departures.
8.2.2.1 Standard of checks on hold baggage
When checking the hold baggage by X-Ray, security personnel must make
sure that it does not contain any unauthorised article.
1. The procedure must be carried out in accordance with Civil Aviation
(Security) Regulations or other States legislation.
2. Where X-ray or where any doubt exists cannot positively identify any item,
the bag is opened and the contents physically examined in the presence of
the passenger who owns the baggage. In any event, where high definition
X-ray equipment is being used, at least one bag in twenty on a rolling
average will be opened and examined. Where duty free purchases are
involved in the screening the rolling average for physical search is at least
1 in 30. Where other than high definition X-ray equipment is being used,
the number of items to be physically searched will be increased
accordingly. Further, high-risk flights may require a higher search rate.
3. Security personnel must not be permitted to continuously view the
presented image on X- ray monitors for periods exceeding 20 minutes in
duration at any one time, with a more frequent rotation of duties at the
screening point being desirable.
4. To test the proficiency of security personnel, performance standards
checks must be carried out. For the purpose of such tests, test items are
hidden in hand baggage. The baggage being used for these tests, and the
items concealed therein, is structured so that the officer being tested has a
reasonable opportunity to locate the test items. False image projection may
also be used for this purpose.
Tests or checks to confirm the security integrity of X-ray screening must be
carried out randomly. The proficiency of each individual carrying out X-ray
screening must be tested randomly.
5. Security personnel assigned to passenger screening must be trained to a
level where they are competent to find and identify all unauthorised articles.
In the final analysis it is the skill of the operator using the X-ray that is the
measure of their efficiency.
6. Security personnel, when checking articles by hand must satisfy
themselves that they do not contain an unauthorised article. Carry-on
baggage is to be examined in a logical manner. When an item is removed
from baggage, it is to be checked before placing it aside and moving to the
next item. Where an article is wrapped or sealed it must be opened for
examination unless otherwise satisfactorily cleared.
7. Tests or checks to confirm the security integrity of these hand searches are
to be carried out randomly. The proficiency of each individual carrying out
these hand searches are to be tested randomly.
8. For the purpose of such tests, test items are hidden in hand baggage. The
baggage being used in these tests, where the items are concealed, is
structured so that the officer being tested has a reasonable opportunity to
locate the test items.
9. Trained security personnel must carry out passenger screening.
8.2.2.2 Location of Checks
Operator and situated as per Civil Aviation (Security) Regulations or other
entering the sterile area pass through them.
8.2.3 Questioning of Passengers

Intending passengers on all Syrianair international services shall be asked
questions, to establish the passenger’s identity and the integrity of the travel
documents, and also if they are carrying some items or baggage for
somebody else that may possibly affect the safety of the flight.
8.2.3.1 Description of Questions
1. Intending passengers on international services will be asked questions
including the following:
A. Are you Mr., Mrs., Miss; wait to give you his name and compare with
the name on this ticket coupon and passport?
B. Is this all your baggage?
C. Are you satisfied with the baggage contents?
D. Are you carrying any parcel or baggage for someone else?
2. The intent of the questions is to ensure that the baggage is safe to carry on
the flight.
3. If the check in staff is not satisfied with the answer to any of the questions
the Supervisor is to be called to determine further course of action.
4. If doubt still exists after conducting an investigation, carriage of the
baggage is to be refused.
8.2.3.2 Location of Delivery
All questions relevant to the security of hold baggage shall be delivered at
the check-in counter during passenger check in.
Syrianair or its agent involved in the checking-in of passengers and the
asking of the security questions are required to meet the minimum standard
required under the Civil Aviation (Security) Regulations or other States'
regulations or legislations.
8.2.4 Procedures for Originating Hold Baggage Screening and Hand-
Searching
Syrianair have security procedures and practices to prevent the carriage of
unauthorised articles in originating hold baggage (including courier
baggage as detailed in paragraph 11.4 of security program) carried in any
aircraft engaged on international passenger operations, and on domestic
operations when so required by the Authority or other States' Regulatory
Authority.
8.2.4.1 Standard of Screening and Searching

1. Screening and searching of originating hold baggage is carried out in
accordance with the minimum requirements of the Syrian Civil Aviation
Security Program and customer airline(s) or other States or other legislation
and as dictated by the authorities, or Syrianair, based on threat level
assessment of an airport or a flight.
2. In addition to any other security measures that may have been accorded to
the originating hold baggage, a positive and accurate reconciliation is
required to confirm that all persons who check-in for an international flight,
board the aircraft. In any situation where the passenger, having been
accepted for boarding leaves or is removed from the aircraft, the provisions
of this policy will also apply.
In every case where originating hold baggage has been accepted, the
baggage is not loaded, or if already loaded to be removed from the aircraft
and not reloaded onto any international passenger aircraft until it has been
subjected to specific inspection by trained and competent security staff.
Such inspection will include detailed hand inspection in addition to any
technical examination.
3. All originating hold baggage will only be accepted for carriage on Syrianair
flights if
A. The baggage is individually identified as accompanied or unaccompanied
baggage.
B. The baggage is screened to the appropriate standard and accepted for
carriage on that flight.
C. The baggage is recorded and such records maintained by the check-in
Agent.
8.2.4.1.1 Security Measures for acceptance/refusal of Cargo Hold
baggage items
1. Items prohibited to be transported, will be removed from aircraft and
passenger will be subject to enquiries.
2. Items allowed to be transported as hold baggage on limited quantities will
be allowed.
entering the sterile area pass through them.

1. The airport operator is responsible for procurement, installation,
maintenance and calibration of screening equipment.
2. The Airport Security Services is responsible for the screening and
searching of originating hold baggage.
3. Electronic devices and machines may be used to screen originating hold
baggage. They allow the operators to visually inspect the contents of
packages and baggage, normally, without having to open them.
4. Explosive detectors may be used to analyse very small quantities of sample
vapour, particulate or traces from around or within an object to detect the
presence of explosives.
5. Dogs and other Bio-sensors may be used, if available.
screening and hand searching of originating hold baggage, whether
employed by Syrianair or by airport security services,, must satisfy the
minimum standard required under Civil Aviation Security Program or other
State’s relevant Legislation. Additionally:
required.
training Program which must be based on stipulations set forth by Civil
Aviation Security Program or similar Legislation.
5. Only screeners employed by the aviation security service organisation that

must be subjected to pre-employment and recurring background checks in
accordance with the requirements of the Civil Aviation Security Program.
8.2.5 Procedures for Transfer Hold Baggage Screening and Hand-
Searching
Syrianair have security procedures and practices in place to prevent the
carriage of unauthorised articles in transfer hold baggage carried in any
aircraft engaged in local & international passenger operations, such
procedure starts from X-ray and Bingo records.
8.2.5.1 Standards and Process of Screening and Searching
1. Transfer hold baggage (for domestic or international flights) will be
screened and hand searched prior being loaded in the aircraft in the same
manner accorded to hold baggage from originating passengers (refer to
5.4.1 & 5.4.1/4) of security program.
2. Transfer hold baggage are treated as unknown cargo for shipment.
3. Transfer hold baggage with a ‘Rush’ tag are not be treated as unknown
cargo for shipment. Such baggage are subjected to security control and
held in customs bond, ready for shipment in the next available flight.
Screening and searching points are provided and maintained by the Airport
Operator and situated as per the Civil Aviation (Security) Regulations or
other States' legislations so that all originating passengers and every
person entering the sterile area pass through them.
1. The airport operator is responsible for procurement, installation,
2. Security personnel employed by Syrianair, the airport operator or the State
is responsible for the screening of transfer hold baggage
3. Electronic devices, X-Ray machines may be used to screen transfer hold
packages and hold baggage, without having to open them.
5. Dogs and other Biosensors may be used when available.

screening and hand searching of transfer hold baggage, whether employed
by Syrianair or by airport security services,, must satisfy the minimum
standard required under the Civil Aviation Security Program or other State’s
relevant Legislation. Additionally,
required.
training Program which must be based on stipulations set forth Civil
8.2.6 Protection of Originating and Transfer Hold Baggage
Syrianair implements specific security procedures and practices to prevent
the carriage of unauthorised articles in hold baggage carried in any aircraft
engaged on passenger operations.
8.2.6.1 Description of Procedures
1. Hold baggage is accepted only from ticketed passengers and only by a
responsible agent or authorised representative of Syrianair.
2. Hold baggage, once accepted from passengers, are protected from
unauthorised access until the time the baggage is returned to the
passenger at the destination, or transferred to another operator. Hold
baggage originating from places other than airport check-in counters are
protected from the point it is checked in until it is placed on board an aircraft.
NOTE: Security guards are positioned in the baggage make up area and
are issued with a SOP detailing their roles. A CCTV camera is also
positioned in the baggage make up area, in case the CCTV is inoperative,
specific instructions will be assigned to security guards.
3. Access to baggage make-up areas and baggage transfer points are
restricted to authorised personnel only. Employees must challenge
unauthorised persons and report them to Airport Security Services and the
Police.
4. Syrianair or its agent responsible for transporting bags to and from aircraft
must ensure that no unauthorised bags or packages are placed on
conveyor belts, carts, or vehicles and that loaded baggage carts are not left
unattended.
5. Access to hold baggage cannot be gained by unauthorised persons from
the point it screened or accepted into its care, whichever is earlier, until
departure of the aircraft in which it is to be carried.
6. Shall such unauthorised interference be suspected to have occurred, such
hold baggage are re-subjected to appropriate screening security measures
prior to their carriage on board the aircraft.
7. Transfer hold baggage are screened prior to being loaded onto an aircraft
engaged in commercial air transport operations unless it has established a
validation process and continuously implements procedures to ensure that
such hold baggage has been screened at the point of origin and
subsequently protected from unauthorised interference from the originating
airport to the departing aircraft at the transfer airport.
8.2.6.2 Security of Mishandled Baggage
Syrianair provides secured storage areas where mishandled baggage may
be held until forwarded, claimed or disposed of in accordance with local
Customs legislation. Such baggage is usually the result of the baggage
having been incorrectly tagged, arrived without a tag, missed a connecting
flight or been carried on the wrong flight.
A. Procedures on Handling of Mishandled Baggage
1. Baggage is identified by the Baggage Officer.
2. Baggage is registered as a mishandled baggage.
3. The Baggage Officer contacts the Customs Department and the baggage
is delivered to them.
4. Baggage is kept under lock and key until the owner is identified.
5. If the owner is in another station the baggage will be removed from customs
and screened before it is loaded on the next flight.
A-1 Claimed Mishandled Bag will be kept in the main lost & found Storage until
being received by the owner. If it was claimed then nobody came to receive, it
will be kept in this storage for 2years then it will moved to the central lost & found
storage (long term)
A-2 Unclaimed Mishandled Bag will be kept in the main lost & found Storage for
100days, then it will be moved to the central lost & found storage (long term).
A-3 Unclaimed bags stored in the central lost & found storage (long term) will
be gathered till they count 1000 pieces, a committee will be assigned to check
and inventory the bags and then all the bags will be handed over to the ministry
of social affairs & labour to handle them as per the law
B. Protection of baggage tags, destination tags and boarding passes
1. Baggage Tags / Destination Tags / Boarding passes / Limited Release Tags
and other documents of Syrian air shall be kept secured at all times and should
be issued to Handling Agent staff on a flight by flight basis. At the end of the
day’s operations all unused tags should be taken charge and placed in a
secured area. It shall be the responsibility of all Syrian air supervisory staff to
ensure the protection of all unused or blank documents mentioned above.
2. It shall be the responsibility of the Syrian air Station Managers, Duty Managers
and Supervisors to ensure that no unauthorized persons have access to
unused or blank documents of Syrian air and to ensure that they are kept in a
secured area when not in use.
3. Baggage Tags / Destination Tags /Boarding Cards / Limited Release Tags and
other documents should not be kept unattended at check-in counters or in any
other place at any time.
8.2.7 Procedures for Off Airport Check-In Hold Baggage
Off airport Check-in of passengers’ hold baggage is not allowed unless prior
approval is obtained from the Authority or other States’ Regulatory Authorities.
8.2.8 Procedures for Carriage of Firearms and Weapons
Syrianair have in place security procedures and practices to prevent the
carriage of firearms and weapons in any aircraft engaged on passenger
operations, except for those that are legally entitled to carry them in the course
of their duties, and in the cargo compartment only.
Syrianair approve only the authorized in-flight security guards (that acting in the
performance of their duties as an armed officers) to have a firearm legally in the
possession on board the aircraft in special case (as specified in 8.2.8.2.3),
provided that the carriage of weapon is legally permitted by all states involved
including the State of (flight departure, transit, arrival and potential diversion),
and Syrianair’s pilot in command is informed of that number and their seat
allocations in the aircraft by the Syrianair security officer using form that found
in item (12.6.12) of this manual.
SECURITY REV 04 / 30 NOV 22
8.2.8.1 Legal Provisions and Regulations

Civil Aviation (Security) Regulations will be in force to comply with following:
1. Any Police Officer, or other person lawfully entitled to carry firearms in the
course of their duties, (other than in-flight security guards) may carry firearms
on board Syrianair provided:
A. traffic staff inform pilot in command and deliver their firearms to Security staff
who will assure it is loaded in cargo compartment in a sealed box tamper proof,
unloaded by qualified person and traffic staff will inform next stations of its
existence and security procedure is applied on its delivery at destination. And
B. With the permission of the Airport Security Authority. The Authority grants such
permission only with the agreement of Syrianair provided that the carriage of
weapon is legally permitted by all states involved including the State of flight
departure, transit and arrival.
2. Except in an emergency, an application to the Authority under this policy is
made not later than 24 hours before the time at which the flight concerned is
expected to depart. And
3. The Authority informs Syrianair of the number of persons approved to be
carrying firearms and Syrianair’s pilot in command is informed of that number
and their seat allocations in the aircraft ( if they are part of the in-flight security
guards).
8.2.8.2 Acceptance Procedures
Syrianair in transporting individuals authorised to carry weapons ensures that:
1. Proper written documentation authorising the carriage of a weapon is presented
either before or when the individual checks in.
2. In order to avoid passenger impersonation, the Check-in Officer or Agent must
ensure the person is properly identified against travel document or identification
documentation.
3. The Check-in Officer or Agent must ensure that the passenger is legally
empowered by the appropriate authorities to possess the weapon and has been
trained in the use, safe keeping and carriage of weapons.
4. Persons granted approvals are provided written documentation, which is
subsequently presented to Syrianair and officials responsible for the security of
the flight.
5. The security responsible for screening of passengers and boarding process of
the flight, and the law enforcement or other armed authority at the airport, are
made aware of the identity of the armed official.
6. Prior to boarding, armed individuals are thoroughly instructed regarding all rules
and regulations pertaining to the carriage of weapons.
7. No alcoholic beverages are served to armed individuals.
8. The pilot-in-command is notified of the number of armed individuals on board

the aircraft and their seat location(s), by the ramp officer prior to the
commencement of flight.
9. Syria shall consider requests by any other State to allow the travel of armed
personnel, including in-flight security officers (if they carry arms), on board
Syrianair flight only after proper written authorization of the Destination State
and other States where en-route stops are planned has first been obtained. The
proper written authorization must first be obtained by the requesting State
before such travel shall be allowed.
10. The requesting State shall also be responsible for notifying the appropriate
airport authority of arrival of the carriage of weapons by law enforcement
officers or other authorized persons.
A. Carriage of Firearm in Hold Baggage

To comply with regulation, a passenger intending to carry firearm/s in hold
baggage must obtain prior approval from Syrianair. Syrianair upon acceptance
of the request will apply for permission for carriage of the firearm/s from the
relevant authorities in all involved states (flight departure, transit and arrival).
NOTE: Request/s for permission/s or approval must be lodged with Security
Authority 10 days prior to the proposed flight.
The following procedures are followed after the check-in agent sights the
authority’s approval;
1. Before any firearm is accepted as hold baggage, the check-in staff shall call for
qualified person to confirm that the firearm is not loaded:
2. Inspection of the firearm shall be conducted in an area well away from the
check-in counter and other passengers / individuals;
3. The handling of the firearm shall be by the individual. In the event of any doubt
concerning the safety of the firearm, the process shall be put on hold until such
doubt has been resolved by the Police;
4. Upon verification that the firearm is not loaded, it must be securely packed,
locked and stored in a compartment inaccessible to passengers;
5. It may then be accepted as hold baggage in the normal manner and consigned
in the aircraft cargo hold.
B. Carriage of Ammunitions
Carriage of ammunitions on all Syrianair Flights is prohibited unless approved
by the appropriate authority.
8.2.8.2.1 Escorts of prisoners / deportees

Syrianair, when carrying persons in lawful custody, persons under arrest,
convicted criminals under escort, or persons who are obliged to travel because
they have been the subject of judicial or administrative proceedings uses the
following procedures;
1. A prisoner shall not be transported on board an Syrianair flight unless escorted
by one or more policing authority officers;
2. Policing authority officers or other authorised persons shall notify a responsible
representative of Syrianair well before the date it is proposed to transport a
prisoner, or as soon as practicable in an emergency, of the identity of the person
being escorted, the flight on which transportation has been arranged, and
whether or not the escorted person is considered dangerous;
3. Syrianair shall not accept a prisoner and escort(s) as passengers unless
concurrence has been obtained in advance from the States and other operators
that may be involved en - route and at the intended final destination. In such
cases sufficient advance notification must be given the airline so that prior
agreements can be obtained;
4. the pilot in command and the cabin crew must be informed by the ground
handling duty officer using the relevant form in /item 12.6.2 of this manual/.
5. Escorting officers shall be informed by Head of Security of the potential danger
to the safe operation of the aircraft shall they take any action during an act of
unlawful interference without direction from the pilot-in-command;
6. Escorting officers shall ensure that a prisoner does not carry contraband,
weapons, matches or other potentially dangerous items;
7. Escorts shall be equipped with adequate restraining devices to be used in the
event they determine that restraint is necessary. Under normal circumstances
a prisoner shall not be shackled to any part of the aircraft, including seats,
tables, etc.
8. Escorts shall not carry mace, tear-gas or similar incapacitating gas-generating
devices on board an aircraft;
9. Escorts shall adequately identify themselves to security personnel, policing
authority officers on duty, and flight attendants, requesting that their presence
on board and seat assignment be transmitted to the pilot-in-command, who
shall acknowledge receipt of this information;
10. Any other security personnel and passengers authorised to carry firearms on
board the aircraft shall be made aware of the transportation of prisoners and
escorts and their location;
11. Escorted persons shall be boarded before all other passengers and
disembarked after all other passengers have left the aircraft;
12. They shall be seated as far to the rear of the passenger cabin as is possible but
not in a lounge area, next to or directly across from an exit;
13. They shall only be seated in a row of two or more seats and at least one escort
shall sit between the escorted person and any aisle;
14. They shall be accompanied at all times and kept under surveillance, including
visits to the lavatory;
15. No intoxicating beverage shall be served escorts or prisoners while on board
the aircraft;
16. Prisoners may be served food at the discretion of escorts but shall not be
provided with metal utensils or a knife;
17. Syrianair shall refuse to accept a prisoner if, in the judgement of a responsible
representative of the airline, such acceptance may jeopardise the safety of the
other passengers.
18. Other than the particularly dangerous prisoners, Syrianair is to limit the number
of prisoners carried on any one flight to:
A. One prisoner on aircraft with up to 29 passenger seats. And
B. Two prisoners on aircraft with up to 50 passenger seats.
C. Four prisoners on an aircraft with up to 100 passenger seats
D. Two additional prisoners for every 50 additional passenger seats.
E. One Security Officer will escort each two prisoners.
F. In the case of deportees, the number to be carried on flights is assessed and
determined by the Head of Security after consultations with Commercial
Department.
19. Deportees for non-criminal offence and other persons travelling under
administrative procedures are to be evaluated for their propensity to endanger
the safety of the flight, by a responsible representative of Syrianair. Where
Syrianair’s representative considers that any risk to safety exists, Head of
Security is consulted and carry out a risk assessment.
20. Based upon such an assessment, Syrianair arranges for additional security
measures as appropriate in the circumstances, sufficient in-flight guards to
ensure the safety of other persons on board, and the flight.
8.2.8.2.2 Bodyguards to Government VIPs
Syrianair establishes security measures outlined above to ensure that the
carriage of weapons on board the aircraft, body guards to Government VIPs,
acting in the performance of their duties, are covered by special authorisation
in accordance with the laws of the States concerned.
8.2.8.2.3 In-Flight Security Guards
When Syrianair assigns In-flight Security Guards, they will be unarmed, except
the case of escorting prisoners where there will be a request for a special
authorisation in accordance with the laws of the States concerned.
In all cases Syrianair establishes security measures to ensure that the carriage
of weapons on board aircraft by In-flight Security Guards acting in the
performance of their duties, are in a controlled manner and covered by an
authorisation.
Information on In-flight guard’s number, seat number, and kind of weapons if

any, must be passed to Pilot in Command before boarding starts.
Note: No Alcohol beverage shall be served for the In-Flight security Guards.
8.2.8.3 Protection on the ground
8.2.9 Treatment of Suspect Hold Baggage
1. Do not touch or remove.
2. If possible leave a distinctive marker near (not touching) the baggage.
3. Move away from the baggage to a designated control point, leaving lights on.
4. Inform Team Leader.
A. Implement the evacuation plan.
B. Stay at the control point and draw an accurate plan of the location of the
suspicious package or device for the assistance of the police and explosives
disposal expert.
5. The Team Leader to notify the Airport Police Unit.
8.2.10 Baggage, Cargo and Mail Security Measures

From the time of acceptance of secured baggage, cargo and mail, and until
completion of aircraft hold loading and air transportation, baggage, cargo and
mail are observed, controlled and protected from unlawful interference.
All personnel involved in the acceptance and handling are subject to
background checks before employment:
A. They must be trained to security matters according to regulations and
guidelines of national authorities or Syrian air security training program;
B. Access to security restricted area must be controlled and limited only to
personnel authorized to that area;
C. All personnel in security restricted areas of airports are required to keep their
identification cards visible.
All baggage, cargo and mail must be screened or subjected to other security
controls prior to being moved into the security restricted area of a baggage
make-up area / cargo warehouse or being loaded on an aircraft.
A security escort must be assigned to accompany each loads or shipments that
transported from baggage make-up area / cargo warehouse (the point of
acceptance after screening and security controls area) to the aircraft on which
the loads / shipments is intended to be loaded.
Baggage, Cargo and mail screening area, acceptance area, security controls
area, baggage make-up area, warehouses, ground service roads and aircraft
loading area must be monitored by surveillance cameras.
The ground handling security observers are responsible to monitor and
supervise this procedure.
8.3 Measures of Passenger and Baggage Reconciliation

The security procedures and practices in this section are implemented by
Syrianair to process passenger and hold baggage reconciliation shall a
passenger fail to board a flight after he or she has checked in for the flight.
Passenger and hold baggage reconciliation’ is carried out when a
passenger that has checked in for a flight fails to board the same flight, as
he or she may have left on board, in the hold baggage, some items that
may affect the safety of the flight, crew, and the rest of the passengers on
board.
8.3.2 Description of Procedures
1. Syrianair will not transport the hold baggage of a passenger who is not on
board the aircraft; unless the hold baggage separated from passengers is
subjected to additional security control measures to that which had been
accorded that hold baggage at check-in and off loaded from aircraft.
2. In every case where a passenger has checked in (including transit and
transfer passengers) for a flight, and fails to board or in the case of a transit
passenger, fails to re-board the flight, the aircraft must not depart until all
items of hold baggage of the passenger concerned have been located and
removed from the aircraft. The hold baggage are not reloaded unless it has
been subjected to further specific security inspection.
3. In addition to any other security measures that may have been accorded to
the passenger’s hold baggage, a positive and accurate reconciliation is
required to confirm that all persons who check-in for an international flight
(whether as joining, transit or transfer passengers) board or re-board the
aircraft. In any situation where the passenger, having been accepted for
board, leaves or is removed from the aircraft, the provisions of (1) and (2)
above will also apply.
4. In every case where hold baggage has been accepted, the hold baggage
must not be loaded, or if already loaded must be removed from the aircraft
and not be reloaded into any international passenger aircraft until it has
been subjected to specific inspection by trained and competent security
staff. Such inspection will include detailed hand inspection in addition to
any technical examination.
8.3.2.1 Details of equipment if automated
Automated system is not applied in Syrianair procedures, anyhow hold
baggage reconciliation at outside stations will not be loaded without a full
security check by outside service provider with an official statement (or
telex) explaining the reason.
8.3.2.2 Details of Manifest if Relevant

The details of number of pieces of hold baggage checked in by passengers
are indicated on the manifest.
The above ensures swift flow of passenger baggage reconciliation process.
The seat allocations of all passengers are recorded on the manifest for
quick reference, in the case where a passenger fails to board.
Unaccompanied baggage that is approved for transport (after applying
security procedure) will be recorded in the manifest in order to match
Bingo procedure.
8.3.2.3 Identification of No-Show Passengers
1. A count of boarded passengers is carried out before departure to ascertain
that every one that checked in for the flight is on board.
2. Seat allocations recorded on passenger manifest are referred to for the
identification of no show passenger.
3. If it is positively identified that a passenger has failed to board the aircraft,
the passenger’s checked baggage are located and off-loaded before the
aircraft departs.
8.3.2.4 Identification of Unaccompanied Baggage
1. The passenger’s unaccompanied baggage must not be transported aboard
an aircraft unless the passenger is on board the aircraft or the
unaccompanied baggage has been subjected to other security control
measures subsequent to a determination that the passenger is not on
board. Special procedures are implemented to ensure that in the event that
passengers disembark at a station earlier than their final destination; their
unaccompanied baggage is removed from the aircraft.
2. Syrianair may transport unaccompanied baggage that has been separated
from the passenger, for reasons beyond the control of the passenger,
provided that the unaccompanied baggage is subjected to further security
control (X-ray, physical search if suspected).
3. Hold baggage of a passenger that is denied boarding must be off-loaded.
8.3.3 Procedures for Screening of Unaccompanied Baggage
Sufficient practices and procedures are implemented by Syrianair to
prevent the risk of unauthorised articles being taken on board an
aircraft through unaccompanied baggage.
8.3.3.1 Standard of screening
1. Unaccompanied baggage screenings are carried out in the same manner
accorded to hold baggage from originating passengers.
2. Transfer of unaccompanied hold baggage is treated as unknown cargo for

shipment.
3. Unaccompanied baggage with a ‘Rush’ tag may be given priority for
shipment but it must be subjected to security control before shipment
8.3.3.2 Location of Screening
Screening and searching points are provided and maintained by the Airport
States' legislations.
The airport operator is responsible for procurement, installation,
1. Security personnel employed by Syrianair are responsible for the screening
of unaccompanied baggage.
2. Electronic devices and machines may be used to screen unaccompanied
packages and unaccompanied baggage, without having to open them.
4. Dogs and other Biosensors may be used when available. The field of public
safety and security has benefited from the olfactory sensitivity of dogs and
their capacity to be domesticated, qualities, which are effective in the
detection of weapons and explosives.
screening and hand searching of unaccompanied baggage, whether
employed by Syrianair or by airport security services, must satisfy the
minimum standard required under the Civil Aviation Security Program or
other State’s relevant Legislation. Additionally,
required.

authority as required by Syria and in compliance with the relevant Syrian
Legislation.
training Program which must be based on stipulations set forth in the Syrian
Civil Aviation Security Program or similar Legislation.
8.3.4 Hold Baggage Authorisation
8.3.4.1 Objective
The objective is to ensure that Each item of hold baggage placed on board
an aircraft is appropriately identified as either accompanied (i.e. the
relevant passenger or crew member is to travel with the bag), or
unaccompanied; and Each item of unaccompanied hold baggage is
subjected to enhanced security controls.
8.3.4.2 Purpose
There is a relationship between hold baggage screening (HBS) and hold
baggage authorization (HBA). HBA is also known as Account for And
Authorised (AAA).
HBA is dependent on all the security processes having been effectively
completed. Each of the parties involved in the implementation of Both HBS
& HBA should have an effective internal quality control system in place,
which maintains the integrity of the process, which that party is undertaking
or providing.
8.3.4.3 Outcomes
The outcomes from HBA are:
The only hold baggage that has been loaded on a flight is that of:
1. The boarded passengers or crew of the relevant flight; or
2. Expedite baggage which has passed enhanced security controls.
International transfer hold baggage is visually identifiable and security

control processes exist to ensure no unauthorised transfer baggage is
loaded into the hold.
Expedite baggage is visually identifiable and has been subject to enhanced
security controls.
Creation of a hold baggage manifest prior to departure which:
1. Identifies the flight:
2. Lists all hold baggage, including expedite, transfer, gate and crew baggage:
3. Records which passenger or crew member is associated with each bag:
4. Records whether baggage is accompanied baggage or expedite baggage:
5. Provides evidence that any expedite baggage has been through enhanced
security controls.
6. Confirms that all items of hold baggage have been authorised to be carried
on the particular flight.
8.3.4.4 Requirements
1. Hold Baggage Manifest
A. The hold baggage manifest includes the hold baggage record cards / bingo
cards form sec/011, annotated transfer bag list, gate baggage manifest
crew baggage manifest, unaccompanied baggage manifest and enhanced
security controls confirmation certificates.
B. It is necessary to ensure that each item of hold baggage loaded onto the
aircraft is recorded (accounted for) on a Hold Baggage Record / Bingo
Card. The Hold Baggage Record / Bingo Card must identify which entries
relate to accompanied hold baggage and which relate to expedite baggage,
crew baggage and gate baggage. Identification on the Hold Baggage
Record / Bingo Card of expedite bags is sufficient for the purposes of
identifying accompanied bags as, by definition, any bag that is not expedite
is accompanied.
2. Baggage Identification and Authorization
A. Each baggage tag shall visually show the flight number, date, baggage tag
number and name.
B. The baggage sorting area for transport to the aircraft must:
(1) Confirm the bag is intended to be carried on that flight; and
(2) Confirm that the passenger associated with the bag has checked in or, in
the case of expedite baggage, that evidence of enhanced security controls
is present; and
(3) Manually create a Hold Baggage Record / Bingo Card detailing each bag
loaded for that particular flight.
3. Baggage Identification and Authorization – Pooled bags

Pooling of bags between passengers is permitted but if any member of the
pool does not travel after having checked in bags for carriage then all bags
in that pool are required to be physically identified by travelling passengers.
A member of the pool cannot take responsibility for the bags of another
member who is not travelling without the bags being physically identified.
4. Baggage Identification and Authorization - Transfer Hold Baggage
A. Annotated Transfer Bag List. Each item of transfer hold baggage must be
as listed in the Annotated Transfer Bag List provided by the aircraft operator
B. Transfer baggage is subject to HBA requirements provided that:
(1) Transfer baggage will need to be visually identifiable as such.
(2) Transfer baggage, with the exception of that whose most recent point of
departure before arrival in Syria is an unapproved airport, which remains in
a dedicated transfer baggage container may be reconciled from the actual
bag tags.
(3) Transfer baggage whose most recent point of departure before arrival in
Syria is an unapproved airport will require reconciliation from actual bag
tags.
5. Baggage Identification and HBA - Gate Baggage Manifest
A. Gate Baggage is subject to HBA requirements provided that:
(1) A bag tag must be attached to gate baggage at the time it is taken from the
passenger.
(2) The bag tag number and passenger name must be recorded in the Gate
Baggage Manifest and later added to the airline DCS.
6. Baggage Identification and Authorization - Crew Baggage Manifest
A. Crew baggage is subject to HBA requirements.
B. Crew baggage is clearly identified on Hold Baggage Record / Bingo Card
but separately loaded on to the Crews baggage container.
7. Baggage Identification and Authorization - Expedite Baggage / Mishandled
Baggage
A. Unaccompanied and mishandled baggage will be stored in a secured
locked place till it is time for transport where it will be subject to security
process for transport.
B. Expedite baggage must be accounted for as part of, and clearly identified
on, Hold Baggage Record / Bingo Card.
C. Each item of expedite baggage must be subjected to Level 4 Hold Baggage

Screening at Damascus and Hand Search with the presence of a Police
Officer.
D. Tangible evidence must be provided to the appointed person (Loading
Officer) that enhanced security controls have been applied. Typically, this
confirmation comprises a security certificate manually completed by the
person who undertakes the screening of the bag (or by a person who
witnessed the screening), and this certificate being attached to the expedite
baggage portion of the Hold Baggage Record / Bingo Card passed to the
Loading Officer or Designated Person prior to departure. The certificate
needs to record that the expedite bag passed security and the time this
occurred. It is not a requirement to record which security means was used
or the person doing the checking.
8. Baggage Identification and Authorization – Diplomatic Pouches (Consular
Bags)
A. Official sealed diplomatic pouches that are clearly and appropriately
marked and identifiable as such are not required to undergo hold baggage
screening but when carried in the hold will need to be included in the Hold
Baggage Record / Bingo Card and HBA. Personal baggage of diplomatic
couriers will be subject to normal processes in the same manner as for
other travellers.
B. Diplomatic pouches bearing visible external indicia of a State shall not be
screened or examined provided that they are sealed and the individual in
possession of the diplomatic pouch produces appropriate identification and
authorization (diplomatic or official passport, authorization letter) to carry
the diplomatic pouch.
9. Baggage Identification and Authorization – Duty free parcels and security
items
A. Duty free parcels taken from passengers at the gate for carriage in the
aircraft hold are to be treated as gate bags and included in the Gate
Baggage Manifest.
B. Security items taken from a passenger when his or her carry on cabin
baggage is screened and which, with the agreement of the air operator, are
placed and carried in the aircraft hold are to be treated as gate baggage
and included in the Gate Baggage Manifest.
10. Passenger and Crew Identification and Boarding
A. Syrianair has a system in place which confirms that each person who is
recorded as having placed hold baggage in the custody of the aircraft
operator boards the flight.
B. A passenger identification document check must be undertaken at check-
in and at the Boarding Gate to ensure that each person who checks in a
bag is the same person who boards the aircraft, i.e. that no “passenger
switch” occurs.
C. At check-in, the name on the passenger’s passport/identity card or other
accepted government issued identification document shall be checked and
verified with the passenger details recorded for the flight and the
photograph checked and verified with the passenger.
D. At the Boarding Gate, the name on the passengers boarding pass shall be
checked and verified with the name in the passport/identity card or other
accepted government issued identification document, and the photograph
checked and verified with the passenger. An additional check must be
made to ensure that the boarding pass relates to the flight that the
passenger is boarding.
E. Effective procedures must be implemented at the Gate to ensure that, shall
a passenger not board this can be readily identified in order that any hold
baggage associated with that passenger can be off-loaded.
11. Checking Hold Baggage Manifest by Loading Officer or Designated Person
A. Prior to push-back of the aircraft, the Loading Officer or Designated Person
must be in possession of all the documentation that make up the hold
baggage manifest, which includes the hold baggage record cards / bingo
cards, annotated transfer bag list, gate baggage manifest crew baggage
manifest, unaccompanied baggage manifest and enhanced security
controls confirmation certificates.
B. Having confirmed that all passengers and crew have boarded, and having
ensured that any baggage offloads have been carried out, the Loading
Officer or Designated Person must check that:-
(1) Each entry in the Hold Baggage Manifest in respect of accompanied hold
baggage shows the correct details relevant to the flight, i.e. date and flight
number;
(2) Each item of hold baggage (including transfer baggage) has been confirmed
as having been authorized to be loaded, and there is written evidence of
this;
(3) There is tangible evidence that each item of expedite baggage has been
subjected to enhanced security controls, e.g. a security certificate is present
with the bag details;
(4) The hold baggage manifest includes gate baggage and crew baggage;
(5) Any baggage offloads have been carried out that are due to passengers or
crew not boarding; and
(6) The hold baggage manifest is a complete record of all bags loaded onto the
aircraft.
C. When the Loading Officer or Designated Person has confirmed that the
above requirements have been met, and then prior to departure of the
aircraft, such person must:
(1) Sign the Hold Baggage Manifest to confirm that the requirements have been
met;
(2) Raise a completed and signed summary document (a Manifest Declaration
Form) that shows the total of hold baggage and expedite baggage loaded,
together with a declaration that all checks have been undertaken. If a
summary document is used, then all supporting documentation must be
attached to the summary document; and
(3) Each hold baggage manifest declaration is retained for 3 years in the trip
file in the ground operations statistics office at Damascus airport, for out
stations in the local Syrianair station office. It not be carried aboard the
aircraft to which it pertains.
8.3.4.5 Quality Control Processes
Syrianair has an effective internal quality management control system and audit
process in place to monitor the compliance with these HBA requirements.
Such systems need to include both quality checks by local management
and programmed checks by the operator's security coordinators. Security
Audit forms are available as appendixes. These audit forms fulfil the local
airport audit procedure.
8.3.5 Security at Transit Airports
Syrianair at transit airports implements the following measures.
1. The Station Airport Manager or Agent will ensure that regular
announcements are made on the need for security awareness.
2. All transit passengers remain within the sterile area of the airport.
3. All transit passengers must not leave items on-board the aircraft during a
transit stop and ensure their cabin baggage remains with them.
4. If passengers must remain on-board, the cabin crew makes an
announcement requiring passengers to identify their personal cabin
baggage while, if required, the rest of the cabin is searched to identify
articles left behind by others.
5. The Station Airport Manager or Agent will ensure that regular patrol, to
include the transit lounges, by the Airport Security Service and Police is
carried out whenever transit passengers are present in the transit lounge.
8.3.6 Prohibited Item List

The items described in the following paragraphs are examples of items which
fall into the five generic categories of prohibited articles. This list is not
intended to be all inclusive but is intended to be used for the guidance of
staff tasked with security screening and searching of persons, staff,
passengers and their cabin baggage.
8.3.6.1 Category 1: Firearms, Guns and Weapons
1. Air pistols, rifles and pellet guns
2. All firearms (pistols, revolvers, rifles, shotguns, etc.)
3. Animal killers
4. Ball bearing guns
5. Catapults and slingshots
6. Component parts of firearms (excluding telescopic sighting devices and
sights)
7. Cross bows
8. Harpoon and spear guns
9. Industrial bolt and nail guns
10. Lighters shaped like a firearm
11. Replica and imitation firearms
12. Signal flare pistols
13. Starter pistols
14. Stun or shocking devices, e.g. cattle prods, ballistic conducted energy
weapons (Taser)
15. Toy guns of all types.
8.3.6.2 Category 2: Pointed/Edged Weapons and Sharp Objects
1. Axes and hatchets
2. Bow, Crossbows, Arrows and darts
3. Crampons
4. Harpoons and spears
5. Ice axes and ice picks
6. Ice skates
7. Lockable or flick knives with blades of any length
8. Knives, both real and ceremonial knives, with blades of more than 2 cm,
made of metal or any other material strong enough to be used as a potential
weapon
9. Meat cleavers
10. Machetes
11. Open razors and blades (not safety or disposable razors with blades
enclosed in cartridge)
12. Sabres, swords and swordsticks
13. Scalpels
14. Scissors — blades more than 2 cm (blunt or rounded-ended scissors less
than 2 cm allowed)
15. Ski and walking/hiking poles
16. Throwing stars
17. Tradesman’s tools that have the potential to be used as a pointed or edged
weapon, e.g. drills and drill bits, box cutters, utility knives, all saws,
screwdrivers, crowbars, hammers, pliers, wrenches/spanners, blow
torches.
8.3.6.3 Category 3: Blunt Instruments
1. Baseball and softball bats
2. Billiard, snooker and pool cues
3. Clubs or batons — rigid or flexible — e.g. Billy clubs, blackjacks, night sticks
and batons
4. Cricket bats
5. Fishing rods
6. Golf clubs
7. Hockey sticks
8. Kayak and canoe paddles
9. Lacrosse sticks
10. Martial arts equipment e.g. knuckledusters, clubs, coshes, rice flails, etc..
11. Skateboards
8.3.6.4 Category 4: Explosives and Flammable Substances
1. Aerosol spray paint
2. Alcoholic beverages exceeding 70% by volume
3. Ammunition (1)
4. Blasting caps
5. Detonators and fuses
6. Explosives and explosive devices
7. Fireworks, flares in any form and other pyrotechnics (including party poppers
and toy caps)
8. Flammable liquid fuel, e.g. petrol/gasoline, diesel, lighter fluid, alcohol,
ethanol
9. Gas and gas containers, e.g. butane, propane, acetylene, oxygen — in large
volume
10. Grenades of all types
11. Mines and other explosive military stores
12. Non-safety matches (2)
13. Replica or imitation explosive material or devices
14. Smoke generating canisters or cartridges
15. Turpentine and paint thinner.
8.3.6.5 Category 5: Chemical and Toxic Substances
1. Acids and alkalis, e.g. Spillable ‘wet’ batteries (3)
2. Corrosive or bleaching substances, e.g. mercury, chlorine
3. Disabling or incapacitating sprays, e.g. mace, pepper spray, tear gas
4. Fire extinguishers
5. Infectious or biological hazardous material, e.g. infected blood, bacteria and
viruses
6. Material capable of spontaneous ignition or combustion
7. Poisons
8. Radioactive material, e.g. medicinal or commercial isotopes.
8.3.6.6 Additional Prohibited Items for Flights Assessed At Higher Risk

A risk assessment made by individual member States may indicate that
certain aircraft operations are at higher risk of an act of unlawful
interference being committed against them. In these circumstances
individual member States may wish to include one or more of the following
items in the State’s list of prohibited items which may not be carried on the
person and within cabin or hold baggage, as appropriate:
1. Corkscrews;
2. Hypodermic needles (unless documented evidence of medical need
provided);
3. Knitting needles;
4. Any Knife;
5. Metal cutlery;
6. Razor blades (This might be too prescriptive by including ‘safety and
disposable types’ and shall be left to the discretion of the Appropriate
Authority.)
7. Any Scissors.
This additional information shall be promulgated to all airports and aircraft
operators engaged in operating passenger-carrying aircraft within the
State.
8.4 Security Measures for Catering, Stores and Supplies

The measures and procedures in this section are implemented by Syrianair
to ensure that its catering, stores and supplies for carriage in the aircraft for
normal flights are subjected to appropriate security controls outlined below.
Syrianair implements security procedures and controls to prevent the
introduction of weapons, explosives, and other dangerous devices into
catering supplies and stores intended for carriage on all flights.
Syrianair in-flight catering implement security procedures and controls to
prevent unauthorised access into their facilities and to prevent the
introduction of weapons, explosives, and other dangerous devices into
catering supplies and stores intended for carriage on all flights.
8.4.2 Description of Measures at Catering Premises
1. All items of aircraft catering and stores (including engineering stores) being
delivered to Syrianair Catering Centre or open charter will be subject to
screening including if appropriate x-ray, physical search,.. etc; even if it is
received from a regular provider, and a detailed approved list of items will
be attached and cross checked.
2. All aircraft catering and stores are protected from interference from the time
of packaging/receipt, or receiving clearance, up until the time of loading
onto the aircraft as the buildings used for the preparation and storage of
catering supplies and stores will be protected by sufficient physical security
measures (physical barriers, access control, and/or surveillance) to prevent
access by unauthorised persons. All doors, windows and other access and
egress points are locked, monitored and secured. All catering and stores
are accompanied by Syrianair employees from facility to the aircraft.
3. A list of regular providers must be kept at all places where catering and
stores for loading on Syrianair aircraft are received (i.e. Airport Manager’s
Office). This list must identify every regular provider who delivers to that
location. The list must be updated quarterly.
Whenever goods are received from anyone other than a ‘regular provider’,
this must be clearly stated on the accompanying documentation and must
pass the security check.
4. The physical examination requirement is satisfied if the delivery is broken
down into its component units. If an item cannot be broken down into
component units, an exterior visual inspection for signs of unlawful
interference will be sufficient.
5. On Company Service items (including aircraft spares) may be loaded into
the aircraft cabin for re-positioning (offload at another port) provided the
operating crew are formally notified in writing. The items must not be
accessible to unauthorised persons prior to loading, and a record of any

such items must be kept until the end of the flight.
6. If the OCS stores contain anything which may be considered a weapon or
prohibited item, they must be loaded in the cargo hold.
7. Where catering and stores are received by Syrianair from a screened air
service, they continue to be treated as cleared provided they remain
inaccessible to unauthorised persons from the time they are received.
8. A physical inspection of the interior catering storage compartment of the
catering vehicle must be conducted prior to loading, to ensure no
suspicious or prohibited items are present.
9. A security guard or catering representative must oversee the loading of the
catering vehicle to ensure no unauthorised or prohibited items are
introduced.
10. Numbered security seals shall be affixed to all access doors on the catering
storage compartment of the catering vehicle before departure from the
facility, unless:
A. All vehicle access doors are locked by either a key or padlock; or
B. The catering loading dock is located airside; or
C. The catering vehicle driver can visually oversee all access doors during
transport; or
D. The catering vehicle driver can visually oversee the catering supplies within
the vehicle (e.g. a vehicle with no partition between the driver and the cargo
compartment, such as a Transit Van); or
E. A catering employee or security guard travels in the same compartment of
the catering vehicle as the catering; or
F. The catering vehicle carries supplies for multiple aircraft (the catering
vehicle must be sealed prior to loading the first aircraft; however, once
airside, the vehicle is not required to be resealed provided the vehicle
remains under supervision of an Syrianair or catering representative); or
G. The catering vehicle has a loading ramp/platform that retracts up and
across the rear access door preventing access to the catering storage
compartment during transit (where the ramp/platform is controlled locally at
the rear of the vehicle but is fitted with a mechanical override to prevent
third party interference during transit, this is considered to be under the
control of the driver).
H. A catering vehicle is considered to be under supervision during the loading
of catering onto an aircraft provided it is in immediate proximity to the
aircraft.
11. If used, the driver must be provided with the seal number prior to departure
from the facility, and must not leave a loaded catering vehicle unattended
from the time of departure from the Catering Facility until all of the catering
supplies have been loaded onto an the designated aircraft (e.g. fuel stops,
meal breaks etc.).
12. Where a driver has a requirement to leave a loaded catering vehicle
unattended they shall apply seals to all catering vehicle access points or
clear (search) all items prior to loading onto an aircraft to ensure no
unauthorised/prohibited items are present.
13. If used, security seals shall only be broken when the catering vehicle arrives
at the aircraft. The person breaking the seal shall verify the seal number
held by the driver (the accompanying security officer is authorised to break
the seal). The only exception is where a seal is broken at the
airside/landside barrier by the Airport Security Authority. In such instances
the driver shall verify the seal number and integrity immediately prior to
arriving at the security checkpoint.
8.4.2.1 Standard of Physical Security of Premises
A Syrianair Catering Premises at Airports
Syrianair implements sufficient practices and procedures for the security of
staff and catering premises at airports and this is the responsibility of the
respective Catering Agent at all airports where Syrianair operates.
B Fences
While perimeter fencing is the responsibility of the Airport Operator,
Catering Agents is responsible for the security fencing of its properties
which is done to the standard required under the relevant regulation.
C Lighting
Syrianair’s Catering Agent is responsible for the lighting at its catering
facilities, which is be done to the standards required by the local authority.
All lightings are checked daily for damage and spare parts must be kept
readily available. Above ground cabling must be protected against unlawful
interference.
8.4.2.2 Standard of Access Control to Premises
1. The Catering Agent is responsible at all times to apply positive access
control to its catering facilities sufficient to prevent unauthorised access
being gained by any person.
2. Where it is suspected that access control may have been breached for any
reason, immediate steps are to be taken to report the situation to the
Catering Supervisor who will take such action as the circumstances may
dictate to eliminate the risk to aircraft operational safety.
3. Vehicles:
A. Security personnel on duty at a checkpoint will ensure that only authorised

catering vehicles are permitted beyond that point. A check of
documentation of the driver and occupants is necessary to establish
whether or not access of the vehicle shall be permitted.
B. Where any concern exists that security may be breached by permitting the
catering vehicle to enter, it shall be prevented from entering until the cause
for concern has been resolved.
C. Security personnel are to be trained on practices and procedures in force
for dealing with the driver of a catering vehicle who does not have sufficient
reason for entering security or operational areas.
D. Security personnel carry out random checks on persons in the catering
facilities to ensure that they have current and valid identity cards or
documentation as required.
8.4.3 Description of Measures for Dispatch and Transportation
Syrianair establishes measures and procedures to ensure that dispatch
and transportation of its airline catering, stores and supplies for carriage on
passenger flights are subjected to appropriate security controls to prevent
prohibited items being taken on board the aircraft through them.
1. The following measures are implemented for catering.
A. All meal and bar carts shall be physically checked before the meals or
drinks are placed inside the carts.
B. The cart shall be sealed with a seal No..
C. After the carts are loaded into the van, the door of the van shall be locked
and sealed.
D. At the airport, a security officer shall be present before the door is opened
and to check to ensure the seal is intact.
E. If the door seal has been broken, all carts shall be inspected to ensure they
have not been tempered with.
F. If the seal in the cart is tempered with, a full inspection of the entire cart
shall be carried out.
G. Any suspicious item/object found shall be reported immediately to the
Airport Security and catering services suspended.
2. The following measures are implemented for aircraft stores (including
engineering stores)
A. All aircraft stores (including engineering stores) are physically checked by
the duty officer before it is issued to the cargo handling agent.
B. The handling agent must ensure all documentation has been properly
completed.
C. The stores must be kept in a secure holding area before it is loaded to the
aircraft.
8.4.3.1 Standard of Access Control to Prepared Meals
1. Syrianair, through its Catering Agent have access control measures to
ensure that prepared meals are protected during make-up and that
prohibited items are not placed on an aircraft through special meals
requested.
2. Where it is suspected that prepared meals may have been tampered with
for any reason, immediate steps are to be taken to report the situation to
the Catering Supervisor who will take such action as the circumstances
may dictate to eliminate risk to aircraft operational safety.
8.4.3.2 Standard of Access Control to the Catering Centre (Dispatch
Bank)
1. Syrianair, through its Catering Agent have access control measures to
ensure that the area where prepared meals are kept prior to dispatch, is
protected and secured at all times.
2. Where it is suspected that prepared meals may have been tampered with
for any reason, immediate steps are to be taken to report the situation to
the Catering Supervisor who will take such action as the circumstances
may dictate to eliminate the risk to aircraft operational safety.
8.4.3.3 Standard of Access Control to Vehicles
1. Syrianair, through its Catering Agent establishes access control measures
on catering vehicles to ensure that vehicles are protected and secured at
all times while carting airline catering, stores and supplies to the aircraft.
2. Where it is suspected that vehicles may have been tampered with for any
reason, immediate steps are taken to report the situation to the Catering
Supervisor who will take such action as the circumstances may dictate to
eliminate the risk to aircraft operational safety.
8.4.4 Security Measures for Company Stores, Items and Equipment
All company stores, items and other equipment introduced into security
restricted areas either to be used in airport facilities or on the aircraft are
subject to the following security measures;
1. The company material/stores are authorised by the Supervisor on duty to
be carried on board;
2. The Supervisor or staffs on duty physically check the material/store to
ensure there is no sign of tempering and there is no unauthorised item
carried together with the material/stores
3. In the aircraft the security officer on duty checks the company
material/stores to ensure there is no sign of tempering and there is no
unauthorised item carried together with the material/stores
4. Company mail and small parcels carried by cabin crew must be cleared first
and authorised by Head of Security.
5. Any material/store that is found to be suspicious must not be accepted for
carriage and a report submitted to Head of Security.
8.5 SECURITY OF AIRCRAFT

Syrianair ensures that aircraft security checks are performed on its originating
aircraft or as when required by the State, as detailed below. Where
sufficient security has not been provided or has not been maintained for
any reason, the aircraft is to be inspected, before being used on an
operation, by competent personnel to ensure its security integrity.
8.5.1 PURPOSE OF SECURITY MEASURES
Security checks are implemented by Syrianair on its aircraft to prevent
unauthorised access to both attended and unattended aircraft and to
confirm the security integrity of the aircraft before the aircraft is released
to service. Syrianair ensures that aircraft security checks are implemented
to minimise risk of unlawful interference to an aircraft being used on
scheduled Passenger and/or Cargo operations. Checks are carried out
irregularly by airport security, and regularly as per checklists (See
Appendixes for Internal and External Checks).
8.5.2 Searches and Checks of Aircraft
1. Those areas of the aircraft reasonably accessible to passengers and
ground personnel are security checked before each originating
international flights or as when required by the State.
2. For normal operations, such checks, using the Aircraft Security Search
Checklist as detailed in Appendixes of /security Program/, is carried out by
cabin crew or ground staff / contracted security service provider, provided
they are sufficiently trained to realize and acquire professional skills to
meet the standards of the task, and are briefed to refer any suspect items
to competent security personnel.
3. Where the aircraft's previous operation did not involve security to
international standards, Syrianair ensures that additional security
inspection of the interior of the passenger cabin is carried out by persons
trained and competent in carrying out of such searches.
4. With respect to any flight that is operating at higher than normal threat
status, the search is in any event, to be carried out by trained and
competent personnel.
5. To facilitate these checks, in respect to aircraft in transit, passengers
leaving the aircraft during the transit stop are required to take with them all
articles of cabin baggage.
6. Any items found on board an aircraft in transit, which are not identified with
a boarding, re-boarding passenger, is treated as a suspect item until
security cleared.
7. When security personnel, aircrew or its duty tarmac engineers carry out an
aircraft search, the search:
A. Includes passenger seating, overhead lockers, floor areas, toilets, and

other areas to which passengers on previous services could have had
ready access; and
B. Is of sufficient intensity to discover any unauthorised article that has been
concealed or otherwise introduced on board.
8. When a flight is assessed to be a high risk flight:
A. The aircraft is subjected to a complete search by security personnel.
B. The search is carried out in a planned manner using Syrianair’s search
check-list for the aircraft; and
C. The search is of sufficient intensity to discover any unauthorised article
that has been concealed or otherwise introduced on board.
9. Record is made of each search carried out that includes details of:
B. The names of the security personnel carrying out the search.
C. Any unauthorised articles found. and
D. Any disposal action taken.
10. Aircraft subject to a security search, as appropriate, is protected from
unauthorised interference from the time the aircraft check or search has
commenced until the aircraft departs.
11. Shall the potential for such unauthorised interference with a particular
aircraft have occurred, the aircraft is subject to a new security check or
search, as appropriate.
8.5.2.1 Standard of Searches and Checks
1. In normal or routine searches, as a minimum, the search will, involve the
checking of the flight deck, overhead lockers, floor areas, toilets, galleys
and receptacles, and other areas to which passengers on previous
services could have had ready access. These searches are to be of
sufficient intensity to discover any unauthorised articles that may have
been left, or placed, in those areas of the aircraft.
2. Syrianair, under this requirement implements sufficient security measures
to prevent unauthorised access to unattended aircraft and to confirm the
security integrity of the aircraft before the aircraft is released to services.
3. Where there is no authorised person/s on board, the aircraft is deemed to
be an unattended aircraft.
4. The following practices and procedures are in place for unattended
aircraft:
A. Syrianair is responsible for security of unattended aircraft while the aircraft
is in preparation for a particular service, while between services in a transit
or similar situation, and while parked over night or otherwise temporarily
out of service.
B. All aircraft doors and emergency exits, baggage and cargo doors are
closed wherever possible and practicable.
C. Access steps, air bridges and other aids to getting into or onto an aircraft
are removed and secured against unauthorised use.
D. Aircraft when parked overnight is provided with full time night security
E. The hangars or bridges doors where aircraft are parked must be closed
when not in service and provided with security guards at all times.
F. Inspections (internal and external) of aircraft are carried out by crews or
other persons after the aircraft has been unattended. Particular attention
is made when the aircraft has been subjected to:
(1) Circumstances where unauthorised access has been or is suspected to
have occurred.
(2) Circumstances where the aircraft is operating under higher than normal
threat factor.
(3) Circumstances where the aircraft has been, or is suspected of having been
interfered with.
G. Identification of persons authorised to have access to aircraft, (ID Cards,
passenger boarding documentation, direct escort by operator or handling
agent staff and crews), and their credentials checked by crew or handling
agent staff.
H. Syrianair will carry out tests or checks to confirm the security integrity of
the aircraft searches randomly and the proficiency of each individual
carrying out aircraft searches is tested randomly. These checks are carried
out in accordance with the recurrent testing provisions of the Civil Aviation
Security Program or other States’ Aviation Security Program or
Legislations.
searching the aircraft, whether employed by Syrianair whether employed
by Syrianair or by airport security services, shall satisfy the minimum
standard required under the Civil Aviation Security Program or relevant
Legislation. Additionally;
records and relevant data shall be readily available for inspection when
required.
Legislation.

training Program which must be based on stipulations set forth in the Civil
4. The aviation security service organisation shall ensure that certain
8.5.3 Control of Access to Aircraft
8.5.3.1 Standards of Access Control to Aircraft:
1. Syrianair shall be responsible for and at all times apply positive access
control to aircraft through its ground facilities sufficient to prevent
unauthorised access being gained by any person or vehicle to security
controlled and operational areas of all aerodromes operating scheduled
passenger services.
2. Where it is suspected that access control may have been breached for any
reason, immediate steps are to be taken to report the situation to the
authorities and take such action as the circumstances may dictate to
eliminate the risk to aircraft operational safety.
3. Where access points are used exclusively by the airline for general
passenger access, or for special ‘hospitality’ boarding access, Syrianair
will check or arrange the checking of boarding passes sufficient to confirm
that it is the correct pass for the particular flight before permitting access
to the persons concerned. Where for any reason access by an
unauthorised or suspected person has not been prevented, immediate
steps are to be taken to notify the responsible authority in accordance with
aerodrome security procedures.
4. Syrianair will ensure access to its aircraft is controlled to prevent
unauthorised entry by any person (other than passengers) to prevent the
introduction of weapon, explosives or any dangerous device or item on
board the aircraft. An aircraft on short turnaround or transit stop may not
be locked, provided it is attended by Syrianair employee, contracted agent
or aviation security service organisation.
8.5.3.1.1 Work instructions for securing an aircraft prior to and

during overnight or layover parking:
The following additional measures, as determined by the assessed risk, to prevent
unauthorized access to Syrianair aircrafts shall be implemented prior to and during
overnight or layover parking by an authorized security staff in all stations:
A. Overnight or layover aircraft shall be parked in a well-lit area and, where
required, additional security light shall be used and aircraft to be parked in
an observable area;
B. Aircraft shall be parked away from fences or buildings that might provide
easier access;
C. Depending on perceived risk, aircraft parked overnight shall have a
tamper-evident seal applied to all exterior doors by maintenance engineer
and only authorised personnel may access the aircraft.
D. Syrianair shall ensure that for aircraft parked remotely from a loading bridge;
(1) All exterior doors and hatches of the aircraft are closed;
(2) Stairs are removed and;
(3) No portable stairs, lift devices or passenger transfer vehicles are in the
immediate vicinity of the aircraft.
E. For aircraft parked with access to a loading bridge;
(1) All exterior hatches of the aircraft are closed;
(2) All exterior doors not served by a bridge are closed;
(3) Door between the terminal and the aerobridge is locked;
(4) Ensure no portable stairs, lift devices or passenger transfer vehicles
are in the immediate vicinity of the aircraft;
(5) Locked or keep doors that provide access to the bridge from the apron
or retracting the bridgehead from the aircraft and deactivating the
bridgehead positioning controls under surveillance.
F. Where a higher level of threat is known to exist, the following additional
precautions may be recommended;
(1) Posting of dedicated guards in close proximity to each aircraft;
(2) Provision of additional security light stands
(3) Provision of irregularly timed security foot patrols or vehicular patrols;
(4) Where available, coverage of closed circuit television (CCTV)
(5)Applying tamper-evident seals by maintenance engineer to doors,
operable windows, and inspection of service panels;
(6) Putting covers on access points such as engine intakes.

The aviation security service organisation, whether employed by Syrianair or
by airport security services, carrying out the function of controlling access
to the aircraft shall satisfy the minimum standards required under the Civil
Aviation Security Program or relevant Legislation. Additionally:
records and relevant data shall be readily available for inspection when
required.
Legislation.
training Program which must be based on stipulations set forth in the Civil
4. The aviation security service organisation shall ensure that certain
A. Action on Locating a “Suspect” Item
If any object is located during an aircraft search and it cannot be positively
identified, it must be dealt with as a “suspect” item.
B. Action by Searcher:
1. Do not touch
2. Notify supervisor
3. Evacuate aircraft
4. Remember description of object
5. Mark area where object is located (e.g. leave a handkerchief or necktie
near the item).
8.5.4 Control of Access to Restricted Areas

The following security measures and procedures are implemented by Syrianair
for access into restricted areas in airports including aircraft and facilities to
prevent the introduction of unauthorised weapons, explosives or other
dangerous devices or items on board an aircraft.
1. General
A. Only its passengers, employees, agents and authorised persons have
access to airport restricted areas including its aircraft and premises.
B. Personnel working under the control of the airline and in the vicinity of
aircraft must challenge and report any persons without aviation security
identification cards to duty supervisors or law enforcement officers or
airport security service. .
C. Access to the security-restricted area through access Checkpoints, which
restricts entrance only to persons with valid Aviation Security Identification
Cards.
D. Where Syrianair is responsible for manning airside access points, the
security officer must ensure that.
(1) Identification of personnel is verified before access is permitted.
(2) Authorised personnel to prominently display an identification badge.
(3) Vehicles movement to and from the aircraft are checked to ensure
unauthorized access of personnel and vehicles to the aircraft.
2. Identification Cards/ Security Identification Permit Cards
A. Persons working under the control of the airline in security restricted areas,
must display Security Identification Permit Cards issued by Airport Security
Authority and Airport Manager, applications will be submitted through the
security department.
B. Security identification permit cards are worn firmly fixed to the outer
clothing at or above chest height.
C. Lost cards must be immediately reported to the duty supervisor who in turn
will inform the Airport Operator.
D. Syrianair crew members are in uniform and display their company
identification cards in security restricted areas.
E. Upon termination or suspension of employment, an employee's ASIC is
surrendered to the Airport Operator.

QUALITY CONTROL REV 05 / 01 JUN 23
9 QUALITY CONTROL
9.1 THE QUALITY MANAGEMENT SYSTEM (QMS)

9.1.1 Introduction:
9.1.2 The Quality Assurance (QA)
9.1.3 The Quality control (QC)
9.1.4 Relation between (The QA & QC)
9.1.5 Quality section for Ground Operations is responsible for
9.1.6 Definitions
9.1.7 Purpose of inspection
9.2 RESPONSIBILITIES AND AUTHORITIES
9.3 QUALITY OF CUSTOMER SERVICES:

9.3.1 Good First Impression:
9.3.2 Bad First Impression:
9.4 QUALITY MANAGEMENT PRINCIPLES

9.4.1 SCOPE
9.4.2 Principle 1- Customer focus
9.4.3 Principle 2- Leadership
9.4.4 Principle 3- Involvement of staff
9.4.5 Principle 4- Process result
9.4.6 Principle 5- System Approach to Management
9.4.7 Principle 6- Continual Improvement
9.4.8 Principle 7- Factual Approach to Decision Making
9.4.9 Principle 8- Flexibility Supplier Relationships
9.5 SUB-CONTRACTORS
9.5.1 General
9.5.1.1 Work instruction for selection a new ground handling / cargo
service provider in out station for the first time
9.5.2 The Sub Contract
9.5.2.1 Responsibilities for Sub-Contractors
9.5.2.2 Monitoring Sub-Contracted Services
9.5.2.3 Monitoring Process:
9.5.3 Qualification
9.5.4 Weight and Balance
9.6 AIRPORT HANDLING QUALITY INSPECTION

9.6.1 Scope
9.6.2 Subject
9.6.3 Purpose
9.6.4 Description
9.6.5 Utilization
9.6.5.1 Note
9.6.6 Inspections
9.6.7 Staff Evaluation
QUALITY CONTROL REV 01 / APR 18
9 QUALITY CONTROL
9.1 THE QUALITY MANAGEMENT SYSTEM (QMS)
9.1.1 Introduction:
- The objectives of the QMS are to proactively identify weakness in the
management system, corporate documentation, operational process,
procedures, and employee training to support the continuous
improvement program.
- The function of quality management is firstly to plan the work then to do
the work then check that work has been done in accordance with the plan
(or supervise the work ), and finally to act upon the results of the check .
- It should include feedback system to ensure that corrective actions are
both identified and promptly addressed and to specify who is required to
rectify non-compliance in each particular case.
- The Quality Management System consists of two elements completing
each other (The Quality Assurance & the Quality Control) (QA&QC)
9.1.2 The Quality Assurance (QA):

- The Quality Assurance is all those planned and systematic actions
necessary to provide adequate confidence that service will satisfy given
requirements for quality.
- The Quality Assurance provides instructions that cover the preparation
and review of written procedures, monitoring of all activities related to the
control of operations and materials, testing and examinations,
measurements and documentation and the maintenance of the overall
Quality Assurance Programme including corrective actions, records and
the periodic auditing required as part of the programme
9.1.3 The Quality control (QC):

- The Quality control is a procedure or set of procedures intended to ensure
that a performed service adheres to a defined set of quality criteria or
meets the requirements of the company or regulator.
- The Quality control is the observation techniques and activities used to
fulfill requirements for quality.
- Quality control requires testing products to check for statistically
significant variations.
- Quality control is a system for verifying and maintaining a desired level of
quality by careful planning, use of proper equipment, continued
inspection, and corrective action as require, provides checklists of load
control & ramp handling, catering & cleaning servicing, cargo & mail
handling, and passenger & baggage handling activities.
- All procedures, authorities and responsibilities conducted in the scope of

Ground activities are extracted in accordance with the requirements of the
Syrianair Quality Assurance.
9.1.4 Relation between (The QA & QC):

- The QC is an important part of the Quality Management System at the
Syrianair company policy; it completes the procedures of Quality
Assurance at each site (directorate) of the Syrianair Company by
observing the results of implementations for these procedures at each site
in the Operational Directorates.
- The QC at each site in the Operational Directorates is connected with the
QA Directorate in duties and responsibilities of monitoring and observing
the operational implemented procedures in scope of related directorate
- The QC prepares regular reports, that Based on various tests and checks,
act as an input to the QA directorate which then reviews and decides on
the corrective and preventive actions required in the processes.
- QC detects a current problem with the quality of the service. QC provides
feedback to QA personnel that there is a problem in the process or
system that is causing service quality problems. QA determines the root
cause of the problem and then brings changes to the process to ensure
that there are no quality issues in future
9.1.5 Quality section for Ground Operations is responsible for:

1. Full supervision and control of all functions related to safety and security
in the scope of ground handling will be performed at all times. Syrianair
ensures that authorities and responsibilities are defined, controlled,
documented and communicated throughout the company, including all
areas critical to the operation. Ensuring that all ground operations
performed by Syrianair are duly accomplished with strict adherence to all
relevant statutory regulations and requirements.
2. Ensuring that all ground operations performed by Syrianair contracted
ground operational organization are duly accomplished , with strict
adherence to all relevant statutory regulations and requirements laid
down in the operations manual.
3. Ensuring that ground operations personnel and passengers handling staff
are properly trained and currently qualified in accordance with all relevant
regulations.
4. Ensuring that the required standards of quality, safety and security are
achieved and maintained by all operational duties by Submitting
checklists contains correct recommended operating procedures
considering safety regulations and instructions at all Ground Handling
(fields) ideally, reported directly to Ground Operation Manager in relation

to all operational matters.
5. Continuous monitoring of correct and proper operating procedures using
Checklists, by performing randomly inspection for the conformity of the
departments and sections with the Ground Operations Directorate
Manual.
6. Send a copy of these reports weekly to the QA Directorate.
7. Follow up executing the annual auditing schedule of the QA directorate at
Syrianair Directorates' sites.
8. Find the incompliance phases between real executed operating
procedures and the documented operating procedures in the directorate
Operational Manual and complete the corrective actions plan of them.
9. Supervising that all of the necessary organizational, personnel and
communicative procedures run smoothly between the sections.
10. The continuous development of ground operational technologies
(methods and procedures).
11. The establishment of the required safety related procedures in the
company's ground operational manuals and keep the GOM current.
12. When Syrianair provides a service to another airline, is also responsible
for arranging compliance with standards as agreed with each customer
airline.
13. Additional duties, responsibilities and delegation of duties for all heads of
branches, and personnel are specified in Syrianair Job Descriptions
manual.
9.1.6 Definitions:
This section outline our goals and the level of service we intend to provide to
our customers for permitting, plan review, and inspections.
this section represents the quality control measures to see if we as GRH
Directorate are meeting our goals in providing our services, and how all the
information always will be reviewed on a regular basis and the inspections
findings and observations will be discussed with the concerned department's
staff and other county departments that play a role in the service we provide.
 Customer:
Person or organization that could or does receive the service that is intended
for or required by this person or organization.
 Provider:
Organization that provides a service, a provider can be internal or external to
the organization.
 External provider:
Provider that is not part of the organization.
 Quality management:
Part of quality management focused on setting quality objectives and

specifying necessary operational processes and related resources to achieve
the quality objectives.
 Quality Assurance:
Part of quality management focused on providing confidence that quality
requirements will be fulfilled
 Quality Control:
Part of quality management focused on fulfilling quality requirements
 Process:
Set of interrelated or interacting activities that use inputs to deliver an
intended result
 Quality management system realization:
Process of establishing, documenting, implementing, maintaining and
continually improving a quality management system
 Procedure:
Specified way to carry out an activity or a process
 Outsource:
Make an arrangement where an external organization performs part of an
organization’s function or process
 Policy:
Intentions and direction of an organization as formally expressed by its top
management.
 Requirement:
Need or expectation that is stated, generally implied or obligatory
 Nonconformity:
Non-fulfillment of a requirement
 Conformity:
Fulfillment of a requirement
 Service:
Output of an organization with at least one activity necessarily performed
between the organization and the customer
 Performance:
Measurable result, performance can relate either to quantitative or qualitative
findings
 Efficiency:
Relationship between the result achieved and the resources used
 Effectiveness:
Extent to which planned activities are realized and planned results are
achieved
 Feedback:
Customer satisfaction opinions, comments and expressions of interest in a
product, a service or a complaints-handling process
 Customer satisfaction:
Customer’s perception of the degree to which the customer’s expectations
have been fulfilled
 Customer service:
Interaction of the organization with the customer throughout the service.
 Human factor:
Characteristics of a person having impact on an object under consideration.
 Monitoring:
Determining the status of a system, a process or a service.
 Inspection:
Determination of conformity to specified requirements.
 Preventive action:
Action to eliminate the cause of a potential nonconformity or other potential
undesirable situation. There can be more than one cause for a potential
nonconformity.
 Corrective action:
Action to eliminate the cause of a nonconformity and to prevent recurrence.
There can be more than one cause for a nonconformity
 Correction:
Action to eliminate a detected nonconformity
 Accident:
An occurrence associated with the operation of an operating Aircraft, which
take place between the timing person boards the A/C with the intention of
flight, until such time as all such person have disembarked.
 Best practice:
A strategy, process, method, tool or technique that is generally recognized as
being effective in helping an operator to achieve operational objectives.
 Corrective action:
The action(s) taken by the Auditee to address and eliminate recurrence of
non-conformity to the organization standard.
 Corrective action plan:
The total plan of an Auditee to close all Findings through implementation of
permanent corrective action.
The need for corrective action based on a Finding, and provides.
 Documented:
The state of a specification as being published and accurately represented in
an operational manual, handbook or other official company guide
 Finding:
The documented statement based on factual evidence that indicates an
operator is not in conformity with Syrian air Standards Requirements.
 Incident:
An occurrence other than an A/C accident associated with the operation of

an A/C, which effects or could affect the safety of operations.
 Implemented:
The state of specification as being activated, integrated, deployed, or made
available as part of operation system, and monitored and evaluated as
necessary for continued effectiveness.
 Checklist:
The document used by an auditor when conducting an audit to document
factual evidence.
 Non-conformity:
Non-fulfillment of specifications contained in the Syrian air Standards
Requirements as determined by the auditor in terms of having been
documented and/or implemented by the operator.
 Observation:
The documented statement by the auditor based on factual evidence
gathering during an audit that indicates an operator has not fulfilled a
Recommended Practice.
 Policy:
The stated intentions and direction of an organization.
 Program:
An organized set of processes directed toward a common purpose, goal or
objective.
 Process:
A planned course of action that is implemented in a controlled manner to
achieve a result.
 Procedure:
A specified way to carry out a process.
 Requirement: A specification in the organization standard that is considered
an operational necessity.
 System:
A combination of interacting or interrelated elements within an organization
functioning in a coordinated manner to reach outcomes.
 Safety:
A condition in which the risk of harm or damage is limited to an operational
level.
 Planning:
A strategy, process, method, tool, support, or technique that is generally
recognized as being effective in helping an operator to achieve operational
objectives.
 Preventive action:
An action implemented to prevent a discrepancy from recurring.
 Training:
Initial and Recurrent formal instructions given to staff.

 Training- additional:
Is the training provided where it is shown to be necessary by a finding made
under the quality assurance program or required by through changes in
regulations, applicable standards, or company procedures.
 Training- basic:
Is the training provided to ensure that persons taking on new responsibilities
are aware of their technical, administrative, and regulatory responsibilities.
 Training- recurrent:
Formal instructions given to maintenance staff on an on-going basis to
ensure that systems and procedures are always kept up to date by these
staff.
 Quality assurance:
Is the independent activity of providing the evidence needed to establish
confidence, among all concerned, that the quality function is effectively being
performed.
9.1.7 Purpose of inspection

Random Ground Services check and inspections shall be conducted to
ground services activities in accordance with Syrianair Ground Services
Procedures. The purpose of the inspection is to improve passengers'
services, minimize their negative effects and to ascertain the ground services
policies, structure, facilities, resources and procedures remain relevant to
Syrianair operation and are effective in maintaining safety and service quality
standards.
9.2 Responsibilities and Authorities

Syrianair arranges a management process that ensures defined
responsibility and monitory for relationship with external parties to ensure that
authority requirements of operations are being fulfilled such as civil aviation
authorities on matters relating to quality. When Syrianair provides services to
other airlines, Syrianair shall conduct operations to include all load control
processes, procedures, documentations, communications, reporting, records
retention, messages, weight and balance calculations, loading/off-loading
and DCS procedures in accordance with requirements of Syrian Civil
Aviation, relevant authorities and/or the customer airline.
All personnel engaged in the ground handling of Syrianair ensure that for
every operational function there is a member of management who,
irrespective of other responsibilities, has the responsibility and authority to
ensure that processes and procedures are established, implemented and
maintained, and is required to report to senior management on the
performance and need for improvement of the management system.
The Manager assuming responsibility in connection with ground handling

inspections is Quality Manager for Ground Operations.
9.3 Quality of Customer Services:

The major purpose for customer service staff is to help their own passenger
in every customer service locations, customer service desk, CHK-IN
counters, immigration area, transit area, boarding gates, bags delivery areas.
The Syrianair ground services staff should make passenger feel confident
that every possible action is being taken on their behalf to solve their
problems during flight irregularities. This will play a large part in selling the
next ticket to the passenger. A poor customer service staff turns a bad
situation for the passenger into a worse situation where the passenger may
vow (never again to travel with this Airline). The Syrianair ground services
staff should deal with complaints from passengers correctly, and that requires
staff to be specially selected and trained.
Staff require training not only on how to use the machinery provided by the
company but how to talk with customers who are frustrated and annoyed and
who may blame the staff personally for their problem. The Syrianair ground
services staff should be: -Patient. -Understanding. -Polite. -Conducting with
caring nature and ability to see other person's point of view.
All these standards make A GOOD CUSTOMER SERVICE.
Training should cover both technical skills and people skills, it is just as
important to be able to offer any necessary service as it is to talk with the
passenger in a way that does not make him more annoyed.
Customer service staff often spends airlines money and not earn any, but
with trained and well motivated staff will help passengers in a professional
way , not only costs will be minimized but revenue will be generated and
retained as passengers with actual experience in problems resolution will fly
with this airline again.
The passenger last contact with the airline will be with customer service staff,
when that contact indicates a caring and helpful attitude the passenger will
remember it. A negative experience can subject the airline not only to a loss
of the customer who has been mishandled. However, possibly other
customers as well, since people tend to share their experience with others
thus influencing their decisions.
It is less costly to retain a customer through good service than it has to earn a
new customer through expensive marketing.
9.3.1 Good First Impression:

Research has shown that passengers start to make up their minds about
customer service staff they meet in the first 7 seconds. Therefore, the
Syrianair ground services staff should remember that:
 Cordial greeting and appropriate opening response is very important part
in creating good first impression
 Check their tones of voice, physical appearance.
 Attitude in a friendly way.
 Never guess or make false promises.
 Never under estimate the length of time the customer is required to wait.
 Offer alternatives if needs, be positive.
 Keep on contact and keep the customer informed.
9.3.2 Bad First Impression:

The Syrianair ground services staff should keep in their minds to be:
-Greeting. -Presentable.
-Dealing promptly with the passenger. -Not ignoring the passenger.
-Speaking with calm voice. -Being polite.
-Having knowledge. -Not smoking.
-Not being negative. -Not interrupting.
-Good listening. -Not being unsympathetic.
QUALITY CONTROL REV 00 / JUL 17
9.4 QUALITY MANAGEMENT PRINCIPLES
9.4.1 SCOPE
Quality management principles introduce the eight principles on which the
quality management system standards are based. These principles can be
used by senior management as a framework to guide their Airlines towards
improved performance. The principles are derived from the collective
experience and knowledge of the international experts who participate in ISO
Technical Committee ISO/TC 176, Quality management and quality
assurance. The Syrianair Ground Services Guide gives the standardized
descriptions of the principles. Also, it provides examples of the benefits
derived from their use and of actions that managers typically take in applying
the principles to improve their Airline's performance.
-Principle 1, Customer focus
-Principle 2, Leadership
-Principle 3, Involvement of staff
-Principle 4, Process result
-Principle 5, System approach to management
-Principle 6, continual improvement
-Principle 7, Factual approach to decision making
-Principle 8, Flexibility supplier relationships
9.4.2 Principle 1- Customer focus

Airlines depend on their customers and therefore should understand current
and future customers’ needs, should meet customers’ requirements and
strive to exceed customer expectations.
Benefits:
1-Increased revenue and market share obtained through flexible and
fast responses to market opportunities.
2-Increased effectiveness in the use of the Airline's resources to
enhance customer satisfaction.
3-Improved customer loyalty.
Applying the principle of customer focus typically leads to:

 Researching and understanding customer needs and expectations.
 Ensuring that the objectives of the Airlines are linked to customer needs
and expectations.
 Communicating customer needs and expectations throughout the
company.
 Measuring customer satisfaction and acting on the results. -
Systematically managing
9.4.3 Principle 2- Leadership

Leaders establish unity of purpose and direction of the company.
They should create and maintain the internal environment in which staff can
become fully involved in achieving the Airline's objectives.
Benefits:
1. Staff will understand and be motivated towards the Airline's objectives.
2. Activities are evaluated , organized and implemented in a unified way.
3. Miscommunication between levels of an organization will be minimized.
Applying the principle of leadership typically leads to:

 Considering the needs of all interested parties including customers,
owners, employees, suppliers.
 Establishing a clear vision of the Airline's future.
 Achieving challenge goals and targets.
 Establishing trust and eliminating fear.
 Providing staff with the required resources, training and freedom to act
with responsibility and accountability.
9.4.4 Principle 3- Involvement of staff

Staffs at all levels are the essence of the company and their full involvement
enables their abilities to be used for the company's benefit.
Benefits:
1. Motivated, committed and involved staff within the company.
2. Staff being accountable for their own performance.
3. Staff eager to participate in and contribute to continual improvement.
4. Creativity when achieving the Airline's objectives.
Applying the principle of involvement of staff typically leads to:

-Staff understanding the importance of their contribution in the Airlines.
-Staff identifying constraints to their performance.
-Staff accepting their responsibilities for solving all problems.
-Staff evaluating their performance against their personal goals and
objectives.
-Staff freely sharing knowledge and experience.
-Staff openly discussing problems and issues.
9.4.5 Principle 4- Process result

A desired result is achieved more efficiently when activities and related
resources are managed as a process.
Benefits:
1. Lower costs and shorter cycle time through effective use of resources.
2. Improved, consistent and predictable results.
3. Focused improvement opportunities.
Applying the principle of Process result typically leads to:

 Systematically defining the activities necessary to obtain a desired result.
 Establishing clear responsibility and accountability for managing key
activities.
 Analyzing and measuring of the capability of key activities.
 Focusing on the factors-such as resources, methods, and materials that
will improve key activities of the Airlines.
 Evaluating risks and impacts of activities on customers, suppliers and
other interested parties.
9.4.6 Principle 5- System Approach to Management

Understanding and managing interrelated processes inside the systems of
Airlines in order to achieve its objectives.
Benefits:
 Integration of the processes will best achieve the desired result
 Providing confidence to interested parties to achieve their consistency and
effectiveness of the Airlines.
Applying the principle of System approach to management typically leads to:

 Achieving the Airline's objectives in the most effective way.
 Targeting and defining how specific activities within a system should
operate.
 Continually improving the system through measurement and evaluation.
9.4.7 Principle 6- Continual Improvement

Continual improvement of the Airline's overall performance should be a
permanent objective of the Airlines.
Benefits:
1-Flexibility to react quickly to opportunities.
2-Establishing of improvement activities at all levels of services.
Applying the principle of continual improvement typically leads to:

 Providing staff with training in the methods and tools of continual

improvement.
 Making continual improvement of services.
 Establishing goals to guide and measures to track.
9.4.8 Principle 7- Factual Approach to Decision Making

Effective decisions are based on the analysis of data and information.
Benefits:
1-Informed decisions.
2-Increasing ability to review .challenge and change opinions and
decisions.
Applying the principle of Factual approach to decision making typically leads

to:
 Ensuring that data and information are accurate and reliable.
 Making data accessible to those who need it.
 Analyzing data and information using valid methods.
 Making decisions and taking action based on factual analysis.
9.4.9 Principle 8- Flexibility Supplier Relationships

An Airline and its suppliers are mutually beneficial relationship; this enhances
the ability of both to create value.
Benefits:
1. Increased ability to create value for both parties.
2. Flexibility to changing market or customer needs and expectations.
3. Optimization of costs and resources.
Applying the principle of Flexibility supplier relationships typically leads to:

 Establishing balance in relationships.
 Selecting key suppliers.
 Sharing information and future plans.
 Inspiring improvements and achievements by suppliers.
QUALITY CONTROL REV 04 / 30 NOV 22
9.5 SUB-CONTRACTORS
9.5.1 General
 Syrianair has the right to sub-contract certain activities to external
agencies. The ultimate responsibility for ensuring an outsourced function is
performed properly always remains on Syrianair.
 A written agreement shall be existed between Syrianair and the provider.
 Syrianair ensures a contract or agreement is executed with such external
service providers, That include several types such as:
1- Ground handling / cargo service provider agreement:

 The Syrianair Ground Operations Directorate is responsible for
contracting such agreements.
 These services include but not limited to (passenger and baggage
handling, aircraft loading, ground support equipment GSE, cargo handling
... etc.)
 These agreements are contracted according to the IATA Standard
Ground Handling Agreement SGHA, and the Services Level Agreement
SLA must be annexed.
 The ground handling services under this agreement must be provided
according to Syrianair ground operations manual (GOM) and cargo
operations manual (COM).
 Syrianair monitors the implementation of the requirements contained in
the agreements (and documented in Syrianair GOM and COM) that affect
safety and / or security through one of the monitoring methods mentioned
in item (GOM 9.5.2.3) of this manual.
2- Aircraft Fuel supplying agreement:

 The Syrianair Technical Directorate is responsible for contracting such
agreements.
 These agreements are contracted according to the IATA standard
contract for the delivery of aircraft fuel.
 The aircraft fuel under this agreement must be delivered in accordance
with the documented standards requirements that adopted by the IATA
Fuel Quality Pool.
the agreement (and documented in the Syrian Ground Operations Manual
GOM and Maintenance Manual MMM) that affect safety and/or security
through one of the monitoring methods mentioned in item (GOM 9.5.2.3)
of this Manual.
3- De-Icing/Anti-Icing service agreement:

 The Syrianair Technical Directorate is responsible for contracting such
agreements.
 This agreement is contracted according to the IATA Standard Ground
Handling Agreement SGHA.
 The De-Icing/Anti-Icing service under this agreement must be provided in
accordance with the documented standards requirements that adopted by
the IATA De-Icing/Anti-Icing Quality Control Pool (DAQCP), ICAO
doc.(9640) manual of aircraft De-Icing/Anti-Icing operations and Syrian air
ground operations manual GOM (section 7)
the agreements (and documented in Syrianair GOM and COM) that affect
safety and / or security through one of the monitoring methods mentioned
in item (GOM 9.5.2.3) of this manual.
 The sub-contractor's safety related activities, relevant to the agreement
shall be included in the operator's Quality Assurance Program.
 Syrianair shall ensure that the sub-contractor has the necessary
authorization approval when required, and commands the resources and
competence to undertake the task.
 If Syrianair requires the subcontractor to conduct an activity, which
exceeds the sub-contractors authorization /approval, Syrianair is
responsible for ensuring that the subcontractor's quality assurance takes
account of the additional requirements.
 The Responsibility of Sub-Contracted services and purchases are used at
many levels of the flight operations and have considerable impact upon
the safety, punctuality and efficiency of the overall outcome and the
standard of service and goods received rests with Syrianair undertakes the
subcontractor, therefore Syrianair has a responsibility to ensure that new
subcontractors are audited, if possible, before finalizing the contract, and
thereafter in accordance with the audit schedule.
9.5.1.1 Work instruction for selection a new ground handling /

cargo service provider in out station for the first time:
A) Purpose:
This Work Instruction explains the methodology, which shall be followed when
Syrian Air wants to contract with a new ground handling / cargo service
provider for the first time, such as when operating to a new destination. It
might also be applied when the term of an existing ground handling service
provider contract is about to expire and one or more replacement providers
are being considered for a new agreement.
The intent of this procedure is to define relevant quality, safety and security
criteria for use in the evaluation and potential selection of ground handling
operations service providers, this procedure need be applied only one time
leading up to the selection of an individual service provider.
B) Scope/Application: all outstation.
C) Responsibilities: Ground operation director, contracts manager, GRH quality

control manager, out station manager and Syrian air representative in this
station.
D) Instructions:
1. The GRH contract manager sends the Agreement Confirmation Letter form
(that found in item 12.2.16 of this manual) to the available providers in the
relevant station.
This is the first step to ensure that the potential selected service provider
complies with local and international quality, safety and security standards, as
the agreement confirmation letter form contains a set of questions related to
operations, services, ramp handling, training, safety and security, and through
the answers that will be obtained from the provider, the level of that provider
can be visualized.
2. The agreement confirmation letter record (that filled out by the ground
handling service provider) and its attachments are evaluated and assessed by
Syrian air GRH quality control manager and contract manager.
3. The following items /6, 8, 9, 10, 11, 12, 13, 14 & 16/ of the confirmation letter
are mandatory items and must be answered with (YES). The contract cannot
be signed if it is not implemented, and the rest of items are negotiable.
4. Priority is always given to the ISAGO certified provider.
5. In case the provider's staff are not full trained on handling the Aircraft types in
the Syrianair flight fleet, Syrianair may train those with necessary courses
especially weight and balance and ramp handling after it is contracted.
6. After the agreement confirmation letters are evaluated by the GRH QC &
contract managers (In case of there is more than one service provider in that
station), the provider with the highest rating is given an initial approval, the
contract manager send a draft copy of the initial contract to the potential
selected provider, which include the terms, rates, required facilities, quality,
safety and security requirements, to reviews it and give their comments.
7. After reaching an initial agreement, the contract manager and / or ground

operations director inspect the potential selected provider's facilities, GSE,
staff …etc. during the course of the on-site visit, to ensure that the provider's
level of service quality, safety and security are satisfies the Syrian air
standard and requirements, safety risk assessment must be conducted.
8. If the provider's level of services is accepted, a meeting will be held between

the contract manager (and / or ground operations director) and provider
representatives to discuss and negotiate the rest aspects of the agreement.
9. If a final agreement is reached, a preliminary contract is concluded for a year,

the company’s performance and services are monitored and evaluated by
Syrianair during this period against the terms stipulated in the contract, to
ensure the provider's compliance with the quality, safety and security of
operations as the following:
 Monthly feedback from the Syrianair's station manager or

representative in the out station to contracts Manager.
 During the first six months of the contract conclusion, the provider must
be monitored through a Self-assessment monitoring method (as item
9.5.2.3 of this manual).
 An audit or other additional monitoring method may be carried out by
Syrianair (please refer to item 9.5.2.3 of this manual).
 If the provider has an ISAGO certificate, he does not need monitoring
any more.
 If the provider complies with the monitoring objectives, the contract is
automatically renewed for period of three years, if no objection is made
by any parts.
 If the provider commits a violation affects the operations safety or
security, the contract will be canceled directly or operation will be
suspended pending the conclusion of contract with another provider.
9.5.2 The Sub Contract

 Post holders who are seeking to conclude new contracts through the
Contracts Department (Guidelines for Service Level Agreements with
Handling Agents and Customer Service Agents are contained in IATA
Airport Handling Manual 803); must to place safety requirements upon
the Sub-Contractor, therefore, at next renewal of the sub-contract or
Service Agreement, a statement of the required safety standards and
procedures shall be included in the agreement.
 Syrianair sub-contracts the following services in that have an impact
on operations safety and quality:
a. Overseas Representatives and ground Handling Agents

b. SITA and Lido
c. Operations Manual printing
d. Aircraft Cleaning ((outstations))
e. Security
9.5.2.1 Responsibilities for Sub-Contractors

 All Post Holders and Managers are responsible for notifying the Quality
Manager when new sub contract negotiations are being considered.
 The Quality Manager will advise on the necessity for audit and will arrange
audits accordingly.
 Post holders are also responsible for ensuring that products acquired from
external suppliers, which directly affect the safety or security of operations,
meet required technical specifications prior to being utilized in the conduct
of ground handling operations. Such as (GSE, ULDs,…etc.) and are up to
the required standards and meet technical provisions in accordance of
service agreement . They are to keep records of the performance of sub-
contractors, and as far as possible, Departmental Managers receiving the
service or goods must closely monitor performance.
 Where the sub-contractors performance is found to be sub-standard, it will
be reported to the Quality Manager, treated as a non-conformance, and
will be subject to corrective action by the process owner.
 Departmental Managers must maintain records of potentially acceptable
sub-contractors based on the following criteria:
1. Formal Directories
2. Acceptable performance to Syrianair over a period of time
3. ISO registration (1994 or later)
4. Reputation and recommendation
 When Syrianair conducts the whole operation as a service provider to
other airline, Syrianair shall comply with all regulatory requirements and
standards as accepted with each customer airline.
9.5.2.2 Monitoring Sub-Contracted Services
 Syrian air would always retain full responsibility for ensuring an outsourced
operational function is performed properly by an external provider, even if
such provider is the parent organization or an affiliate of the operator.
 A contract or agreement is necessary to ensure details of the outsourced
operational functions to be performed by the external service provider are
formally documented. Inclusion of measurable edifications, usually
contained in a service level agreement
 Implementation of a rigorous receiving inspection process (or equivalent
activity) provides another means of verifying that operationally critical
products meet specified technical requirements prior to such products

being put into service.
 In some regulatory jurisdictions, there may be a regulatory control process
that permits certain organizations to meet rigorous standards and become
approved to conduct outsourced operations or maintenance for an
operator. Such regulatory control process would be an acceptable means
for meeting the specification of this provision if it can be demonstrated by
the operator that the regulatory control process:
Includes ongoing monitoring of the approved service providers;
Such monitoring is sufficiently robust to ensure the approved service
providers fulfill the operational requirements of the operator on a continuing
basis.
The statement of work outlines the procedures and methods the
subcontractor will employ in accordance with the goals of the project
proposed by the prime recipient of the contract
Monitoring process to subcontracted service provider enable Syrian air to:
 Determine and justify proportion of work to be subcontracted
 Assess and approve contracting arrangements
 Remain accountable to the sponsor for the performance of
subcontractors
 Monitor subcontractors’ compliance with rules, regulations,
 Prepare written contracts or agreements with subcontractor, with
detailed expected performance and monitoring arrangements
 Appoint personnel to lead monitoring and evaluation with
subcontractors
9.5.2.3 Monitoring Process:

A monitoring process is necessary to satisfy that responsibility, and such
process would be applicable to any external service provider that conducts
outsourced operational functions, including the parent organization or a
separate affiliate of the operator.
Part of the process is a method for identifying products that have a direct
effect on the safety or security of operations.
The process may include:

1- Auditing:
Syrianair shall monitor such external service providers within the scope of
ground handling operations, to ensure requirements that affect the safety and
security of operations are being fulfilled. Therefore, Syrianair has
responsibility to ensure that service providers are audited and their
personnel are filled on the basis of appropriate knowledge, skills, training as

specified in section 10 of this manual.
The authority may conduct some of operational functions. Under such
circumstances, Syrianair shall monitor output of the function being conducted
by the authority to ascertain desired results are being achieved.
Syrianair includes auditing within the scope of ground handling and cargo
operations as an effective element for monitoring external service
providers, to include mother station and out stations. Auditing should
be executed through an effective quality assurance program me or by
the local proficiency check which shall be conducted by Airport
manager for out-stations. It observes a single aircraft handling in order to
verify whether the regulations of the RB Ground Operations Manual are
observed. Any non-compliance with the standards, identified either by a
Station Assessment or by a System Audit which observed by station
manager for out-stations, is reported to the Nominated Post Holder of
Ground Operations. He is responsible to assess corrective action.
Syrian air Quality Assurance Directorate provide for the auditing and
evaluation of the management system and operational functions within the
scope of ground handling operations at planned intervals to ensure the
Operator is:
I. Complying with applicable regulations, standards and IOSA requirements.

II. Satisfying stated operational needs;
III. Identifying undesirable conditions and areas requiring improvement;
IV. Identifying hazards to operations
For out stations audit checklist, please refer to item 12.2.12 of this manual.
2- Self-assessment:
Reviewing the subcontractor is a method of an evaluation of suppliers, with
the selection of suppliers based on their ability to supply products in
accordance with the Syrianair's requirements and technical specifications, by
sending the Quality Control Self-assessment checklists to the considering
external service provider, in order to be filled and sent them back within two
weeks maximum.
In order to ensure the credibility of the information that received from the
service provider, Syrianair conduct random inspection of the external station,
this inspection must conduct during the ground activity on Syrian aircraft on
scheduled flight, through a QC expert auditor in the ground operations
In addition, Syrian Air has the right to conduct an audit in order to recheck this
external service provide ongoing services which provided to Syrian Air flights.
For Self-assessment checklist, please refer to item 12.2.12 of this manual.
QUALITY CONTROL REV 04 / 30 NOV 22
3- ISAGO registration or other IATA inspection programs:

Such registration reflects conformity with all designated regulations, since
participation in the ISAGO audit pool is an acceptable method for utilization of
the GOSARPs and associated checklists for the audit of external service
providers in accordance with,
Achieving and maintaining IOSA and/or ISAGO registration is a way for an
external service provider to demonstrate fulfillment of requirements that affect
the safety and/or security of operations.
Thus, an operator's process that requires such service providers to maintain
IOSA and/or ISAGO registration would constitute an acceptable method of
monitoring those individual providers.
Other IATA inspection programs that acceptable to use as part of the
monitoring of service providers include, as applicable, the IATA De-Icing/Anti-
Icing Quality Control Pool (DAQCP), the IATA Fuel Quality Pool (IFQP) and
the IATA Drinking-Water Quality Pool (IDQP).
4- Risk assessment:
The reported hazards and/or occurrences, monitoring of performance output
(KPIs), reporting and governance processes; monitoring and analysis of
targeted risk areas, as well as the establishment of an effective two-way
communication link with the service provider.
9.5.3 Qualification
Quality Control shall monitor station management and operational positions
to ensure positions filled by personnel who possess the knowledge, skills,
training, and appropriate experience.
Quality inspections shall cover an appropriately qualified load control
personnel who provide a signature certification of compliance with published
load control procedures and authorized loading instructions. Such signature
certification shall be required for, but not be limited to:
I) NOTOC; ii) ULD and bulk load statement; iii) Loading or Off-loading
Instruction/Report; iv) Load Sheet; v) galley module or cart certificate.
9.5.4 Weight and Balance

Weight and balance calculations for passengers and baggage weights shall
be in accordance with company standards and requirements of the customer
airline(s) and shall be forwarded automatically or manually to load control.
9.6 Airport Handling Quality Inspection
9.6.1 Scope
The standard procedure for ground services quality audit encompasses the
following airport activities:
 -Passenger and Baggage Handling:
 -Cargo and Mail Handling:
 -Load Control:
 -Ramp Handling and Ground Support Equipment
9.6.2 Subject
Syrianair is required by its Aviation Authorities to ensure that all personnel
assigned to, or directly involved in, ground operations are properly instructed,
have demonstrated their abilities in their particular duties and are aware of
their responsibilities. Syrianair retain responsibility for the maintenance of
proper ground operations standards, whether all or part of the related
activities is carried out by their own personnel or is contracted to a handling
company. In order to evaluate those standards, Syrianair inspections of the
Airport Handling activities are necessary, as a means of checking that the
standards meet the airlines and Aviation Authorities safety requirements.
9.6.3 Purpose
The purpose of this manual is to provide the ground services for Syrianair
with the standard procedure for inspection/auditing airport handling activities
with relation to the industry commonly accepted standard practices and
procedures. Auditing primarily focuses on ground safety activities which may
impact a safe flight operation. Quality of service is taken into account, when
appropriate.
The first defensive layer that identifies potential hazards and all the primary
operations functions is Quality Audits and Risk Assessment. The key
elements of this function are as follows:
i) Production of an annual Operations audit plan;
ii) Supplementary risk based audits ;
iii)Oversee external providers / pre-contract audits;
iv) Audit of all airline, wet lease, supplier agreements;
v) Conduct conformance and compliance systems audits to identify
deficient procedures;
vi) Audit of front line operational practices including all outsourced
functions
9.6.4 Description
Each activity is inspected/audited by using a checklist that covers the
following aspects:
• Available services and providers.
• Training and qualification.
• Procedure and organization assessment: how identified processes are
translated into effective workable procedures and working instructions,
i.e. the means and ways used for carrying out the various tasks and
duties ,as well as the identity of personnel in charge.
9.6.5 Utilization
The Syrian air Ground Services Audit may be used:
• To evaluate, through an audit process, with purpose of making the
appropriate recommendations to the Syrian air’s management, and a
final evaluation report, and the layout that may complement the
findings and other observations of the evaluation process.
• For station inspections or quality audits of handling companies, to
ascertain that policies, structures, facilities, resources and procedures
remain relevant to the ground services operation and effective in
maintaining safety and quality standards.
9.6.5.1 Note
Auditors shall realize that completing the checklist only is not sufficient.
Finding the root-causes for non-compliance and identifying the area of failure
will require in-depth questioning. The audit report should always contain
observations made, and a list of findings with supported evidence (only facts
as observed can be used to demonstrate a case of non-compliance),
Recommendations of corrective actions with deadlines for completion.
9.6.6 Inspections
The safety and audit management system should include an outlines of the
procedures and methods by which workplaces will be inspected on a regular
basis. Individuals performing audits and inspections should be proficient in
safety auditing, proficiency being in accordance with Syrian air and Aviation
Authorities standards. The audit and the inspection procedures should
include the following:
• Details of how the audit or inspection will be undertaken, including:
• Checklists, frequency of audits and/or inspections, who will conduct
the audits and/or inspections, how control measures will be
implemented.
• Details of hazard reporting procedures including hazard report forms.

• Details of specific activities or areas targeted for inspections,
See inspection forms in section 12 (appendix) of this manual.
9.6.7 STAFF EVALUATION

Ground operations management policy ensures all personnel who perform
operationally functions are evaluated by their direct leader at least once a
year to maintain compliance with regulations and other requirement relevant
to operational quality needs.
The evaluation report must be submitted to the ground operations director,
the report shall identifies the reasons for the bad evaluation levels of some
staff, and makes suggestions and recommendations to avoiding these
reasons.
The ground operations manager makes decisions on staff promotions,
requalification, training, and penalties for staff after receiving the evaluation
report.
See staff evaluation form in section 12 appendix, item (12.2.8) of this
manual.
GROUND OPERATIONS MANUAL PAGE 10-1
TRAINING AND QUALIFICATION REV 04 / 30 NOV 22
SEC 10 TRAINING AND QUALIFICATION

Table of Contents
10.1 General
10.2 Training Programs

10.2.1 Methods
10.2.2 Syllabi
10.2.3 Training Elements
10.3 Qualification Standards for Ground Operations Personnel
10.4 Standards of Competence for Ground Operations Personnel

10.4.1 in – Depth Functional Training
10.4.1.1 Passenger Services
10.4.1.2 Ramp Services
10.4.1.3 Load Control
10.4.1.4 Cargo and Mail Handling Operations
10.4.1.5 Fuelling Operations
10.4.1.6 De/Anti-Icing Operations
10.4.2 Safety Management Systems (SMS) Training
10.4.3 Security Training
10.4.4 Emergency Response Training
10.5 DGs Training for Ground Operations Personnel
10.6 Other Trainings
10.7 External Service Providers Personnel Training
10.8 Instructors
10.9 Training Records
10.10 Attachments

10 TRAINING AND QUALIFICATIONS
10.1 GENERAL
10.1.1 Objective
The objective of training is to promote safety awareness and to provide
Syrianair Ground Handling Operations personnel both at the main base and
at all other locations, to include such personnel of the ground handling agents
(GHA)/external ground service providers that conduct outsourced ground
Handling operations for Syrianair; with the requisite skills, knowledge and the
procedures necessary for safe Ground Handling Operations.
Such process, i.e. training, is filled and conducted by the Training and
Qualification Branch leader in Ground Operations who must have
appropriate knowledge, skills, training, and experience.
10.1.2 Scope
The scope of the training programs is such that thorough ability in the
respective duties and awareness of the relationship of the duties to the
operation as a whole is achieved including awareness of the hazards and to
perform ground operational functions safely, efficiently and competently. This
also includes a guideline of factors that should be considered in establishing
the proficiency and qualifications, enabling and facilitating the development of
competence of Ground Handling Operations personnel, which includes
Aircraft Ground Handling Operations and Cargo Operations.
10.2 TRAINING PROGRAMS

Syrianair has developed and maintained training programs, in accordance
with requirements of the Syrian Civil Aviation Authority (SCAA), IATA
standards, Syrianair and the customer airline(s) (if any), for all personnel
engaged in Ground Handling Operations, in order to achieve the highest
levels of flight safety. The training programs requested for Ground Handling
Operations functions (Passenger Services, Ramp Services, Load Control,
Cargo and Mail Handling Operations) are outlined in the following pages. A
developed curriculum for all functions pertaining to Ground Handling
Operations can be found in Attachment A. Moreover, a template of the
Annual Training Plan in 12.5/1 of this manual.
The training programs are reviewed and updated annually by the
Training and Qualification Branch leader to remain relevant and current,
then determined as an annual training plan, in a meeting, by the heads
of sections in Ground Operations of Syrianair
The training programs (the annual training plan) need the approval of Quality
Control Section in Ground Operations of Syrian air, and must be distributed to
the ground operations sections in-charge annually to notify them of the their
planned training courses .
The IATA annual manuals and Syrian Civil Aviation Regulations are
consulted and monitored to update the training requirements as well as
requests and information received from within Syrianair and Customer
Airline(s) (if any).
The new amendments and changes for the names of the courses are written
in bold in the training programs and then are informed to the concerned
sections by dissemination.
An immediate distribution process for regulatory changes to training material
is discussed and implemented.
If there are any changes to be made, a summary of the changes is laid in (a)
separate page(s) in front of the relevant training material. The new
requirements are documented by the instructors in relation to the training
syllabus subjects/topics approved by the Training and Qualification
Department (i.e. the training provider in Syrianair) which, in its turn, seeks
these updated courses and materials for accreditation from SCAA .The
course materials are published with new revision numbers then courses take
place with these revised training course materials.
For how to revise the training syllabus please refer to this manual 12.5/2-A
“Training Syllabus Revision Sheet” and 12.5/2-B "A Syllabus Revision
History Record".
The Syllabi of Computer Based Training (CBT) are usually user manuals and
are instructed practically to the trainees so there is no need to be accredited.
The following minimum requirements are included in the training of Syrianair
personnel engaged in Ground Handling Operations functions.
10.2.1 Methods
The training programs distinguish between the theoretical and/or practical
training / the on job training and include initial and recurrent courses:
i) Initial Training which must provide detailed training in the requirements

applicable to the function for which that person is responsible and prior to
being assigned to perform new operational duties, functions, positions.
ii) Recurrent Training is required; in accordance with requirements of SCAA,

IATA standards, Syrianair and the customer airline(s) (if any), within 36-
month period, except in Load Control (Load Sheet), Dangerous Goods, SMS
and Security 24months of initial training; to remain qualified to perform
operational duties. The training must take place within the last 3 months of
validity of previous training.
The above intervals of recurrent training shall not be exceeded. Personnel

involved in Ground Handling Operations functions having exceeded the
allowed interval for recurrent training, or the trainee being failed or absent
from the course is not allowed to perform their duties until initial training is
successfully completed.
Each period of recurrent training is to cover and repeat, update the relevant
initial training and revalidate the competency certificates of Load Control or
Dangerous Goods Acceptance.
The due date of recurrent training is set electronically and circulated on paper
to inform the relevant trainees before the commencing date of the course.
iii) Refresher Training is required for operational personnel who have been
previously trained and qualified to perform certain duties and functions, but
who have subsequently become unqualified, or they made violations while
carrying out their duties, "as their work will be suspended temporarily until they re-qualified".
Iv) Requalification Training is designed to ensure that the operational

personnel whose training validity period has expired, or returning to work
following an absence shall receive sufficient to enable qualifications to be
regained by successful completion the training.
10.2.2 Syllabi
In order to achieve the required standards of competence for the Ground
Handling Operations functions concerned , the training programs comprise
the items of theoretical and practical knowledge as outlined in paragraphs
10.4 Standards of Competence for Ground Handling Operations functions
personnel and 10.5 Dangerous Goods Training for Ground Handling
Operations functions personnel. Such training programs include:
i) General Aviation Training: It is divided into:
1- GEN01 Aviation Basics and Safety Course
(Theoretical training) (3 DAYS)
Pre-requisites: N/A
The is designed to ensure the new recruited employee fully learns and
understands the basic terminology and definitions associated with aviation
safety and Emergency response.. Such training is carried out only once in the
beginning of the employee's career time,
The Topics Titles:
1. Terminology
2. Definitions
3. Abbreviations
4. Phonetic Alphabet
5. Universal Time Control and Time Zones

6. Airport Codes
7. IATA and ICAO codes and Hierarchy
8. Work Safety
a) Safety Philosophy
b) Safety Regulations
c) Hazards
d) Personal Protection
e) Incidents and Accidents
i) Injuries and Prevention
ii) Cost of Injuries
iii) Risk Assessment
iv) Reporting
9. Emergency Response*
a) Emergency Situations
b) Abnormal Procedures
c) Reporting
- Written Exam
2- SMS01 SMS BASIC COURSE

(Theoretical training)
Pre-requisites: Nil
This course provides basic level of Safety Management
The Topic Titles:
1. Operational reporting - Advanced
2. Event Investigation Methods
3. Risk Assessment
- Written Exam
(For details on SMS, refer Safety Management Systems Manual SMSM)
3- HF01/ HF02 Human Factors Course

(HF01 Basic and HF02 Advanced are grouped in ONE course)
(Theoretical training) (3 DAYS)
Pre-requisites: Nil
To improve work performance and creates, promotes and reinforces the
culture of safety and compliance where employees practice safe habits and
to establish a system which reports, tracks, addresses, and monitors error is
the essence of a safety management system.
The Ground Operations personnel of Syrianair, each in his specific function,
mainly the front line personnel (The Operational Staff) at the station are
trained and aware of the factors relevant to the job, such as:
The Topic Titles:

1. Motivation/attitude,
2. Communications skills,
3. Stress
4. Effects of psychoactive substances ( drugs and alcohol ).
5. Time pressure,
6. Teamwork,
7. Peer management pressure
8. Human behavior/error,
9. Ergonomics
10. Fatigue concepts & awareness/Fatigue Management
11. Situational awareness,
12. Leadership
- Written Exam
ii) In – Depth Functional Training on Requirements.

Including policies, procedures and operating practices to create efficiency on
the ground through management and operational courses.
Such training addresses the following areas of operations, as applicable to
ground handling duties or function(s) performed:
i. Passenger Services; ii. Ramp Services;
iii. Load control; iv. Cargo and Mail handling;
v. Fueling Operations; vi. De/Anti-Icing Operations;
vii. Other areas of operations as specified by Syrianair.
The content of this training is detailed in 10.4/10.5/10.6
iii) Safety Training on associated operational hazards:

Safety in aviation is a permanent requirement and its first commandment. In
the air and on the ground, safety first is the rule. The Safety of employees,
passengers, facilities and equipment is directly related to the training and
qualifications of Ground Handling Operations personnel of Syrianair
performing their assigned tasks and their ability to identify the operational
safety hazards.
The content of this training is detailed in 10.4.1.2.1 and 10.4.2
iv) Security Training:

The objective of aviation security training is to ensure that individuals in the
aviation industry whose jobs involve security duties are fully aware of the
purpose and practicalities of those activities.
The Security Training Programme of the Syrianair Ground Operations is in
accordance with the Security Program of the customer airlines and is a part of
TRAINING AND QUALIFICATION REV 03 / JUL 21
the Security Training Programme of Syrian air that is consistent with the
Syrian Civil Aviation Security Programme and applicable requirements of
other states where operations are conducted and is approved by Syria's
regulatory authority contains at least the following, and are reviewed and
updated periodically to remain relevant:
i)An initial training; as outlined in paragraph 10.2.1.i
ii) Recurrent training undertaken at intervals (24 months) to ensure personnel
maintain effectiveness in carrying out assigned operational duties; as outlined
in paragraph 10.2.1.ii
iii) Ground handling (frontline) personnel and management personnel are
trained (theoretically and practically) to respond to acts of unlawful
interference and disruptive passenger behavior.) Security procedures that are
applicable to all areas of passengers, baggage, equipment, stores and
supplies intended for transport on aircraft, cargo and mail operations;
including the acceptance area, cargo storage area, transit area and ramp.
Please refer to 10.4.4
v) Emergency Training
It is the responsibility of each Syrianair section involved in ground handling
operations to ensure that personnel are made aware of their specific
responsibilities in the event of an emergency situation. All Ground Operations
personnel of Syrianair, each in his specific function, are trained through the
specific-functional training courses on the emergency response procedures.
To design and execute a comprehensive and efficient emergency plan and to
gain insight into planning of an emergency plan, and the parties and
processes involved The Training Branch in Ground Operations of Syrianair
conducts for those personnel in responsibility, with cooperation with Syrian
Civil Aviation Authority (SCAA) and the other relevant Authorities such
theoretical Emergency training courses associated in practice with drills and
exercises (fire, bomb threat and terminal evacuation drills…etc.) and in the
procedures that must be identified potential issues and enacted in an
emergency response situation.
These procedures must clearly define responsibility for directing passengers
and personnel to a safe assembly area as appropriate to the type of
emergency. Please refer to 10.4.5
vi) Dangerous Goods Training:

The successful application of regulations concerning the transport of
dangerous goods and the achievement of their objectives are greatly
dependent on the appreciation by all individuals concerned of the risks
involved and on a detailed understanding of the Regulations. This can only be
achieved by properly planned and maintained initial and recurrent training

programmers for all persons concerned in the transport of dangerous goods
according to IATA and Syrianair Regulations.
The content of this training is detailed in 10.5
10.2.3 Training Elements

Syrianair has processes to ensure training for ground handling personnel
assigned to perform passenger services, ramp services and load control
include the following training elements which their details found in paragraphs
10.4 Standards of Competence for Ground Handling Operations functions
personnel
I) Passenger Services:
(a) Aviation Basics;
(b) Arrivals/Departures;
(c) Baggage Services;
(d) Check-in;
(e) Passenger Assistance and PRM (passengers with reduced mobility);
(f) Post-Flight Requirements;
(g) Special Category Passengers;
(h) Transfer of Load Information;
(i) Transfer, Transit and Connection;
(j) Boarding Bridge Operations; applicable by Ramp Personnel
(k) Aircraft Cabin Access Doors, applicable by Ramp Personnel
II) Ramp Services:
(a) Basic Ramp;
(b) Airside Driving;
(c) Basic Hand Signals;
(d) Aircraft Marshalling;
(e) Boarding Bridge Operations;
(f) Aircraft Cargo Access Doors;
(g) Aircraft Cabin Access Doors;
(h) Aircraft Loading;
(i) Aircraft Arrival;
(j) Aircraft Departure;

(k) Aircraft Pushback; applicable by MNT Personnel
(l) Aircraft Towing; applicable by MNT Personnel
(m) GSE Operations. applicable by GSE Personnel
Ground-to-Flight Deck Headset Communication and Engine Start;
(n)
applicable by MNT
(o) Ramp Baggage Handling;
(p) Aircraft Loading Supervision;
(q) Airside Safety Supervision.
III) Load Control:
(a) Aviation Basics;
(b) Aircraft Weight & Balance Principles;
(c) Load Planning and Load Sheet;
(d) Documentation and Messaging.
10.3 Qualifications Standards for Ground Handling Ops. Personnel

10.3.1 Methods
Theoretical training completed by knowledge verification are required, in the
form of oral questioning and/or practical test and/or written tests (of 1 hr.
duration) throughout the Ground Handling Operations training programs and
should include initial and recurrent courses; using either multiple choice
questions type or straight question/answer type. Documentation (IATA
manuals, Syrianair manuals) and calculators may be used but no other aids.
These Examinations are administrated by the course instructor(s) under the
supervision of SCAA representative.
When the evaluation is practically conducted after completing the practical
training course (especially for A/C porters/ workers courses) questions are
asked orally by the instructor/evaluator.
Practical competency is determined through instructor/supervisor evaluation.
After successful completion of classroom training, Ground Handling
Operations personnel are subject to a period of practical training in the field
(on the job) under supervision of a qualified person.
Upon completion and subject to final assessment, Ground Handling
Operations personnel may be considered as qualified to fulfill their assigned
duties.
Personnel are continuously updated and reassessed at regular intervals.
Such recurrent Ground Handling Operations training takes place not less than
once in intervals that are not be less than once within 36 months each in his
specific job function or 24 months for Dangerous Goods, Security and SMS
by means of recurrent training.
It involves, mainly, the aircraft loading supervision of all aircraft types
operating at the station. The trainee has to perform the aircraft loading
supervision for a minimum of five flights. The period of supervision is
determined by the Management personnel who take into account factors such
as varying aircraft types, the complexity of the operation at the particular
airport and the performance of the newly personnel or following absence from
duty (over 3 months). These flights are recorded on the form "Supervised
Flight Record" signed by the head of the relevant Branch and filed and
retained at the station for audit purposes. The form can be found in 12.5/3of
this manual.
This form can be used for other Ground Handling Operations Functions such
as Check in /Boarding Gate/ CGO personnel…etc.
An alternative form may be used provided it contains the same information
and is retained for audit purposes.
10.3.2 Contents
For initial training qualification, the questions asked in the tests should
encompass all the items of theoretical and practical knowledge.
For recurrent training tests and checks, the questions asked should cover
every item of the recurrent training, and help improve and maintain general
proficiency of personnel involved.
Where certain procedures have changed and the change is significant, more
weight may be added to questions that focus on the changed procedures.
10.3.3 Correcting and Recording

Tests should be corrected and evaluated (passed/not passed).
For those subjects, that need a final exam, a minimum pass mark of 80 %, is
required for the personnel concerned to satisfactorily demonstrate their
competence in the function that is the subject of the training. If a trainee fails,
he / she must be enrolled in new training courses till getting passed.
Then the final result is passed /not passed /or even attendance in some
awareness courses that do not need a final exam.
A Syrianair Certificate of Completion is awarded to participants obtaining a
grade of 80% or higher on exams.
As soon as the training courses results and certificates of the trainees receive
to the Training and Qualification Branch in Ground Operations of Syrianair,
They will be scanned and inserted to the system electronically and filed on
paper as well to remain updated.
Training and qualification records should be kept on file as outlined in 10.9
(Training Records)
Copies of tests papers samples and certificates are kept as evidences to
show that a test has been completed satisfactorily.
Load Controllers preparing DCS Load sheets produces at least one manual
load documentation (load planning, loading instruction, Load sheet) every
three months under live conditions.
The manual Load sheet must be signed by the Pilot in Command. Manual
load documentation for other airlines operating similar aircraft types is also
accepted.
A record of the manual load documentations for every Load Controller holding
a Syrianair Load Control Competency Certificate is filed at the office of Load
Controllers.
SYRIANAIR issue the DG Acceptance and Load Control licenses if the mark
of min. 80% was achieved.
It is the responsibility of The Head of Training Branch in Ground Operations
of Syrianair to monitor the expiry date of all DG Acceptance and Load Master
Certificates and to ensure their renewal prior 3 months to the expiry date.
The forms can be found in 12.3.9 and 12.5/5 of this manual, It is the
responsibility of SYRIANAIR with delegation of SCAA to issue, renew,
extend, expire, suspend, or withdraw these certificates .Please refer to
2.3.2.4 in this manual.
10.4 Standards of Competence for Ground Handling Ops. Personnel
The theoretical and practical knowledge outlined in paragraphs 10.4

Standards of Competence for Ground Handling Operations personnel and
10.5 Dangerous Goods Training for Ground Handling Operations personnel
determine the standard competence required for personnel engaged in all
Ground Handling Operations functions.
10.4.1 IN-DEPTH FUNCTIONAL TRAINING
10.4.1.1 PASSENGER SERVICES

personnel engaged in Passenger Services functions.
N.B: Passenger Handling function and Baggage Handling function are
consolidated as one function in Syrianair to be carried out by the same
personnel of Passenger and Baggage Handling.
A developed curriculum for Passenger Services personnel of Syrianair can

be found in Attachment B
The subjects of PASSENGER SERVICES include, but are not limited to:
 PAX01 Customer Service Course refer 10.4.1.1.1
 PAX* Passenger and Baggage Handling Course refer 10.4.1.1.2
 DCS- Check in refer 10.4.1.1.3 and 10.4.1.1.4
 E-Ticket Training refer 10.4.1.1.5
 VISA Forgery (Embassies)Training refer 10.4.1.1.6
 PAX03 and PAX04 Baggage Services, Claims and Settlement Course refer 10.4.1.1.7
 PAX12 Dangerous Goods refer 10.5.1
 PAX13 Boarding Bridge Operations; applicable by Ramp Personnel
 PAX14 Aircraft Cabin Access Doors; applicable by Ramp Personnel
10.4.1.1.1 PAX01 Customer Service Course

(Theoretical Training) (3 DAYS)
Pre-requisites: GEN01
Personnel with duties and responsibilities in Passenger and Baggage
Handling will learn the basics of providing excellent customer service, and
how to deal with irate passengers and defuse difficult situations;
The Topic Titles:
1. Customer Service Basics
2. First Impressions
3. Greeting and Salutations
4. Body Language
5. Using positive words.
6. Personal. Service
7. Quick wins
8. Defusing the situation.
9. Acknowledge and apologize
10. Support, intervention and management assistance
11. Follow up and reporting
• Written Exam
10.4.1.1.2 PAX* Passenger and Baggage Handling Course

(Theoretical Training) (10 DAYS Initial/ 5 DAYS Recurrent)
Pre-requisites: GEN01, PAX01
Personnel with duties and responsibilities in Passenger and Baggage
Handling receive training on the applicable grouped topics PAX02, PAX03,
PAX05, PAX06, PAX07, PAX08, PAX09, PAX10 and PAX11 as following:
The Topic Titles:

 PAX02 Arrivals/Departures
1. Preparation of resources, equipment and ETA
2. Arrival paperwork
3. Transfer, connecting and transit passengers
4. Boarding gate preparation
5. Documentation requirements
6. Announcements
7. Boarding of passengers
8. Passenger assessment
9. Carry-on baggage and gate checked items, including DAA
10. Securing of a flight
11. Departure paperwork and crew communication
 PAX03 Baggage Services
1. On hand baggage
2. Missing baggage
3. Delayed baggage
4. Damaged baggage
5. Pilfered baggage
6. Lost and found articles
7. Rush baggage
8. In bound baggage
9. Interline baggage
10. Standby baggage
11. Arrival of a flight
12. Connection. Transfer. And transit baggage
13. Customer and regulatory requirements
14. IATA baggage descriptions
15. Permanent tags and locator devices
16. Report completion
17. Customer airline liability
18. Passenger communication
 PAX05 Check-in;
1. Pre-flight preparation
2. Counter set up
3. Documentation
4. Passenger information collection and vetting
5. Watch list processing
6. Passenger assessment and acceptance
7. Non-revenue processing
8. Seating
9. Carry-on baggage
10. Checked baggage
11. Non-standard loads, handling and boarding of weapons
12. Manual Check-in procedures
13. SSR requirements
14. Collection and payment of fees
15. Passenger direction and information
16. Fight closure
17. Irregular operations
 PAX06 Irregular Operations
1. Delay Handling-Weather
2. Delay Handling-Mechanical
3. Missed connections
4. Flight cancellations
5. Diversions
6. Denied boarding
7. Increased security threat
8. DCS Failure
 PAX07 Passenger Assistance and PRM (passengers with reduced mobility)
1. Types of disabilities
2. Regulatory requirements and restrictions
3. Codes
4. Assistance at check in, arrival, departure and transfer
5. Airport accessibility features
6. Alternate methods of communication
7. Seating
8. Aircraft accessibility features
9. Mobility aids
10. Medical devices and equipment
11. Oxygen and Personal Oxygen cylinders
12. Medical clearance
13. Passengers requiring escort/attendant
14. Passengers with mental disabilities
1S. Passenger transfers and lifting assist devices
16. Service animals
17. Allergies
18. Passengers of size
19. Unaccompanied minors and young passengers
20. Pregnant passengers
21. Infants and children
 PAX08 Post-Flight Requirements

1. Messages
2. Reports
3. Government vetting & API requirements
4. Flight files and document retention
5. Secure disposal of documents
6. Inventory Management
 PAX09 Special Category Passengers
1. Passengers subject to judicial proceedings
2. Inadmissible passengers
3. Deportees
4. Non· standard groups
S. Unruly/disruptive passengers
6. Passengers under the influence of drugs or alcohol
7. Armed passengers, law enforcement officers
8. Passengers travelling with firearms
9. Sealing
10. Communication requirements
11. Reporting
12. Labeling and loading
13. Baggage requirements
 PAX10 Transfer of Load Information
1. DCS System set up
2. Requirements check-in
3. Passenger weights, groups
4. Carry-on baggage
5. Checked baggage
6. Medical equipment and mobility aids
7. Sporting equipment
8. Live animals
9. Musical instruments
10. Other non-normal load items
11. Communication methods to load control
12. Check in closure
13. Final figures for passengers, baggage
14. Seats occupied by zone
15. Passengers available for disembarkation
16. Supernumerary crew members
17. Jump seat occupancy
18. Gate tagged and gate checked items, DAA
19. Last minute changes
 PAX11 Transfer, Transit and Connection
 Pre-arrival preparations
 Disembarkation procedures
 Security requirements
 Immigration and customs requirements

 Gate check in and transfer
 Boarding of transit and connecting passengers
 Loading of transit and connecting baggage communication
 Missing passenger procedures
 Aircraft changes
 Missed flights
 Written and Practical Exam
10.4.1.1.3 DCS- Check in Agent (Local aeroport) Course

(Theoretical and CBT Practical Training) (3 DAYS Initial)
Pre-requisites: GEN01, PAX01, PAX*
 Introduction
 System functions
 Daily flight list display
 Flight information displays and updates
 Seat map display
 Passenger survey display
 Inbound outbound passenger display
 Passenger acceptance / modification
 Flight default assignment and display
 Passenger boarding control
- Practical Exam
10.4.1.1.4 DCS- Check in Supervisor (Local aeroport) Course

Pre-requisites: GEN01, PAX01, PAX* + DCS- Check in Agent
 Introduction
 Schedule flight data display
 Passenger manifest display / PNL creation
 Flight initialization
 Flight / destination remarks
 Flight information displays and updates
 Protective cover
 Seat map characteristic changes
 Flight control limits
 Reserving / blocking seats
 Passenger standby acceptance / passenger notification
 Flight close – out procedures
 Passenger / baggage message displays
 Flight equipment type change

 Bulk recheck passengers to a New Flight
 Interline through check-in (ITCI)
 Special passenger handling procedures
 Miscellaneous check-in operations
 Passenger checked-in statistics
 Flight history journal
 Practical Exam
10.4.1.1.5 E-Ticket Training Course

Pre-requisites: GEN01, PAX01, PAX* + DCS- Check in Agent
 Check-in procedures on own check-in systems versus third-party DCS
 access of e-tickets for check-in and processes for check-in staff boarding
 carrier for e-ticketing access Responsibilities of validating
 access to e-tickets
 E-ticket information on PNL
 Check-in procedures passenger identification
 Check-in and boarding incl. various E-ticket procedures for important
checks
 Status(e-Ticket Life Cycle) update and change of e-ticket
 To e-tickets prior to departure special procedures for changes incl. checks
to ensure rebooking fees are collected
 Processes E-Ticketing flight closure
 Authorizations for specialized check-in special procedures and staff, e.g.
reset of status
 Re-issuing procedures prior to departure exchange, rebooking and
interlining procedures, e.g. control of special e-ticketing e-tickets
 E-tickets Irregularity handling
 Prevention of fraud
 (E-Ticket Life Cycle) Change of e-ticket status
 Practical Exam
10.4.1.1.6 VISA Forgery (Embassies) Training:

(Theoretical Training and Practical Training) (1 DAY Presentation)
Pre-requisites: N/A
Different Visas Workshops and Practical Presentations of one day course for
Airport Authorities Documents such as Passports and Visas of forgers are
usually conducted during the year by Experts, Liaison Officers and Senior
Immigration Officers from the Foreign Embassies in Damascus, Amman and

other Capitals around
 Practical Exam
10.4.1.1.7 PAX03, PAX04 Baggage Services, Claims and Settlement Course

(PAX03 Baggage Services and PAX04 Baggage Claims and Settlement are
grouped in ONE course)
(Theoretical Training) (3 DAYS)
Pre-requisites: GEN01, PAX01
Personnel with duties and responsibilities in Lost and Found Baggage
Handling receive training on the applicable grouped topics as following:
The Topic Titles:
 PAX03 Baggage Services:
1. On hand baggage
2. Missing baggage
3. Delayed baggage
4. Damaged baggage
5. Pilfered baggage
6. Lost and found articles
7. Rush baggage
8. In bound baggage
9. Interline baggage
10. Standby baggage
11. Arrival of a flight
12. Connection. Transfer. And transit baggage
13. Customer and regulatory requirements
14. IATA baggage descriptions
15. Permanent tags and locator devices
16. Report completion
 PAX04 Baggage Claims and Settlement
1. Tracing methods and duration
4. Passenger file action
5. Customer airline central baggage facilities
6. Montreal and Warsaw convention, airline tariffs
7. Claims settlements
8. Insurance responsibility
9. Fraudulent and duplicate

- Written and Practical Exam
10.4.1.2 RAMP SERVICES

personnel engaged in Ramp Services functions.
A developed curriculum for Ramp Services personnel of Syrianair can be
found also in Attachment C.
The subjects of RAMP SERVICES include, but are not limited to:
 RMP01/ RMP02 Ramp & Airside Safety; refer to 10.4.1.2.1
 RMP03 Airside Driving: (operated and trained by GSE Directorate)
 RMP04/ RMP05 A/C Basic Hand Signals and Aircraft Marshalling;
Refer to 10.4.1.2.2
 RMP06 Boarding Bridge Operations, refer to 10.4.1.2.3
 RMP07 Aircraft Cargo Access Doors, please refer to 10.4.1.2.4
 RMP08 Aircraft Cabin Access Doors, please refer to 10.4.1.2.5
 RMP09 A/C Loading; please refer to 10.4.1.2.6
 RMP10 Aircraft Arrival; refer 10.4.1.2.7
 RMP11 Aircraft Departure; refer 10.4.1.2.7
 RMP12 Aircraft Pushback; (operated and trained by MNT)
 RMP13 Aircraft Towing; (operated and trained by MNT)
 RMP14 GSE Operations: (operated and trained by GSE)
 RMP15 Ground-to-Flight Deck Headset Communication and Engine Start;
(operated and trained by MNT)
 RMP16 Ramp Baggage Handling; refer 10.4.1.2.7
 RMP 17 Aircraft Loading Supervision; refer 10.4.1.2.7
 RMP18 Airside Safety Supervision, refer 10.4.1.2.7
 RMP19 Dangerous Goods, refer 10.5.2
 General loader (A/C Porters); refer 10.6.3
 Aircraft fuelling operations; (Provided externally)
 De-/anti-icing servicing;(Provided externally)
10.4.1.2.1 RMP01/RMP02 Ramp & Airside Safety Course

(RMP01 Basic and RMP02 Advanced are grouped in ONE course)
(Theoretical training) (3 DAYS Initial/Recurrent)
Airside safety rules and procedures ensure safe handling and an acceptance
level of safety; therefore, safety regulations should be trained, understood
and always applied on the apron, on and around aircraft, in hangars and
workshops. Airside safety training would be applicable to all personnel of
Ground Handling Operations of Syrianair involved in airside activities:
1- Whose duties require access to airside areas (e.g. A/C Loading
Supervisors, Load Control personnel, Cargo and Mail Handling personnel,
A/C Services (cleaning and catering)...etc.)
2- First level management personnel, to include supervisors having
responsibilities for directing staff and controlling an operational activity
3- Station management personnel having responsibilities for resource issues,
report incident; health and safety and budgetary control.
The Airside Safety Training programs of these personnel above should
comprise the items of theoretical and practical knowledge as following:
The Topic Titles:

1. Safety Philosophy;
a) Company safety policy and programme
b) Employer/employee safety functions and responsibilities
2. Safety Regulations;
a) International aviation regulations
b) National regulations
c) Airport airside regulations
d) Safe Working Practices/Safe Operating Practices
3. Local Airport Layout
4. Types of Aircraft
5. Airside Hazards
a) Vehicle movements
b) Pedestrian movements
c) Aircraft movements
d) Jet engines
e) Propeller-driven aircraft and helicopters
f) Aircraft antennae and other protrusions
g) GSE
h) Aircraft fuelling and fuel spills
i) Adverse and seasonal weather conditions
j) Night operations
k) Working at height
l) Slips, trips and falls
m) Noise
n) Requirements Handling
o) Runway incursions
6. Airside Marking and Signage
7. Emergency Situations
a) Reporting
b) Injuries
c) Security threats
d) Spillage
e) Location and response to alarms and emergency stops
f) Fuel shuts-offs
g) Fire
h) Sever weather
i) Emergency procedures for on stand evacuation
8. FOD & Prevention
9. Personal protection
a) Personal protective equipment
b) Hi-visibility clothing
c) Protective clothing for: Ears, Feet/Toes, Knees, Hands, Eyes.
d) Occupational health and safety
e) Musculoskeletal injury prevention
f) Weather exposure
10. Safe Working Practices
11. Accidents& Incidents Reporting
12. First-aid training
13. Aircraft Fueling/Defueling Safety
14. Vehicle/ GSE Accident
15. Accident & Incident
a) Action to be taken in the event of a vehicle accident,
b) Action to be taken in the event of a vehicle striking an aircraft,
c) Action to be taken in the event of fire,
d) Action to be taken in the event of aircraft accident/incident,
e) Action to be taken in the event of Personal injury
16. Dangerous Goods incident
17. Personal injury event
18. Security incident event
19. Risk Management
 Written Exam
10.4.1.2.2 RMP04/05 Basic Hand Signals & Aircraft Marshalling Course

(RMP04 Basic Hand Signals and RMP05 Aircraft Marshalling are grouped in ONE course)
(Theoretical and practical training) (2 DAYS Initial/Recurrent):
Pre-requisites: GEN01, RMP01/RMP02
The Topic Titles:
 RMP04 Basic Hand Signals
1. Guide person Hand Signals for GSE

2. Technical/Servicing Hand Signal
3. Pushback Hand Signals
 RMP05 Aircraft Marshalling
1. Marshaling Principles, and responsibilities;
2. Marshaling Procedures;
3. Use of Aircraft Parking Guidance System(s).
 Practical Exam
10.4.1.2.3 RMP06 Boarding Bridge Operations Course

(Theoretical and practical training) (3 DAYS Initial/Recurrent)
Pre-requisites: GEN01, RMP01/ RMP02, RMP04/RMP05, RMP08, RMP10
Training for personnel with duties that include passenger boarding bridge
operations typically addresses the following subject areas:
The Topic Titles:
1. Assessment of bridge or ramp area;
2. Pre-arrival/parking position;
3. Pre-movement checks;
4. Equipment system, switches, cut offs and buttons;
5. Operating instructions and procedures;
6. Engagement of safety systems;
7. Emergency slide deployment area;
8. Post departure parking position;
9. Back-off and wind off procedures;
10. Out-of-limits procedures (for returning bridge to normal working limits);
11. Equipment failure, accident, incidents and reporting procedures;
12. Adverse weather conditions;
13. Unattended aircraft;
14. Overnight procedures;
15. Fire drill and procedures (bridge and aircraft)
16. Accidents and incidents response and reporting.
 Practical Exam
10.4.1.2.4 RMP07 Aircraft Cargo Access Doors Course

(Theoretical and practical training) (1 DAY Initial/Recurrent):
The Topic Titles:
1. Aircraft Cargo Access Doors;
2. Overview of Aircraft Types;
3. General Safety precaution;
4. Opening of Cargo access doors;

5. Closing Cargo access doors;
6. Re-Opening of Cargo access doors
 Practical Exam
10.4.1.2.5 RMP08 Aircraft Cabin Access Doors Course

(Theoretical and practical training) (1 DAY Initial/Recurrent) :
The Topic Titles:
1. Aircraft Cabin Access Doors;
2. Overview of Aircraft Types;
3. General Safety precaution;
4. Opening of Cabin access doors from Inside by Trained Crew;
5. Opening of Cabin access doors from Inside by Ground Staff;
6. Opening of Cabin access doors from Outside with Crew/Ground Staff on Board;
7. Opening of Cabin access doors from Outside with no Crew/Ground Staff on Board;;
8. Embarkation or Disembarkation through Cabin access doors
9. Closing Cabin access doors;
10. Re-Opening Cabin access doors
 Practical Exam
10.4.1.2.6 RMP09 Aircraft Loading Course

(Theoretical training) (3 DAYS Initial/Recurrent):
Pre-requisites: GEN01, RMP01/RMP02, RMP04/RMP05, RMP06. RMP07,
RMP08, RMP19.
Personnel, as appropriate to their job function, esp. with duties and
responsibilities in Aircraft Handing and Loading, receive training on the
applicable subjects in the following lists:
The Topic Titles:
1. Principles of aircraft loading;
2. Manual handling of load;
3. Handling of special loads;
4. Loading incompatibilities;
5. Identification of Dangerous Goods during loading;
6. Load damage and spillage;
7. Handling of Unit Load Devices (ULDs);
8. Securing of Unit Load Devices (ULDs) within aircraft cargo holds;
9. Positioning and operating of loading equipment;
10. Operation of aircraft loading systems;
a) Cargo of aircraft loading system (CLS)
b) Identification and consequences of malfunctions of in-plane loading system
11 Aircraft cargo compartment access doors operation;

12 Load notification (LIR);
13 Safety Precautions; Safety during aircraft fuelling;
14. Emergency Procedures and reporting;
 Written Exam
10.4.1.2.7 RMP17 Aircraft Loading Supervision Course:

Pre-requisites: GEN01, RMP01/RMP02, RMP04/RMP05, RMP06, RMP07,
RMP08, RMP09, RMP19. LOD01.
Training for personnel assigned to supervise aircraft loading operations
addresses the following subject areas:
The Topic Titles:
 RMP10 Arrival
1. Preparation of resources,
2. Airport Gate/ Stand Layout
3. Arrival roles & responsibilities;
4. Gate/ Stand Preparation
5. Visual Guidance Docking Systems
6. Types of Aircraft
7. Pre aircraft arrival procedures
8. Securing the passenger route
9. Passenger deplaning method
10. Aircraft Arrival Procedures
11. Aircraft Chocking
12. Aircraft Coning
13. Post aircraft arrival procedures;
14. Irregular conditions & emergencies;
 RMP11 Departure
1. Safety Precautions;
2. Departure roles & responsibilities
3. Passenger embarkation procedures;
4. Gate/ Stand Preparation
5. Pre aircraft departure procedures
6. Steering by pass system for aircraft,
7. Air-start procedures
8. Equipment – Aircraft connect/disconnect procedures
9. Post aircraft departure procedures
 RMP16 Ramp Baggage Handling
1. Safety Precautions;
2. Airport/Airline designators codes

3. Baggage types
4. Baggage Handling Procedures
i) Identification
ii) Sorting
iii) Manual handling procedures
5. ULD handling and loading as per table requirements published in ULDR manual
6. Communication to authorities and customer airlines,
7. Delivery of baggage to passenger
8. Baggage Tracking System (if in use)
i) Fire
ii) Dangerous Goods accidents
iii) Security breach
 RMP18 Airside Safety Supervision
1. Airside Safety Supervision roles & responsibilities;
2. Turnaround Coordination/Supervision requirements
3. Creating an open reporting culture
4. Performance monitoring
5. Coordination of airside activities
6. Workload management
7. Decision making
8. Operational Planning
• Written Exam
10.4.1.3 LOAD CONTROL

A developed curriculum for Load Control personnel of Syrian air can be found
in Attachment D.
The following syllabus indicates the subjects that are included in training of
Load Control personnel (Weight and Balance, Load Planning and Load Sheet).
Training for personnel with duties and/or responsibilities in operational Load
Control functions addresses the following operational subject areas, as a
minimum:
 LOD01 Aircraft Weight & Balance Principles Course; refer 10.4.1.3.1
 LOD02 Dangerous Goods Course; refer 10.4.1.3.2
 LOD03 and LOD04 Load Planning and Load Sheet Course;
(LOD03 Load Planning and Load Sheet and LOD04 Documentation and Messaging are
grouped in ONE course), refer
10.4.1.3.2
 Manual Load Sheet of RB A/Cs Course; refer 10.4.1.3.3
 Automated Load Sheet Course; refer 10.4.1.3.4
Training for personnel with duties and/or responsibilities in operational Load

Control functions addresses the following operational subject areas, as a
minimum:
10.4.1.3.1 LOD01 Aircraft Weight & Balance Principles Course
(Theoretical training) (3 DAYS Initial):
The Topic Titles:
1. Aircraft Weight & Balance Principles
(a) Theory of Flight
(b) The four Forces
(c) Flight Controls
(d) Consequences an overweight or out of balance aircraft
2. Structural Weights
(a) Maximum Zero Fuel Weight
(b) Maximum Taxi Weight
(c) Maximum Take off Weight
(d) Maximum Landing Weight
(e) Maximum weight restrictions
3. Standard and actual weights
(a) Basic Weight
(b) Dry Operating Weight
(c) Operating weight (wet operating weight)
(d) Zero fuel weight
(e) Payload
(f) Traffic load
(g) Under load
(h) Service weight and adjustments
4. Fuel
(a) Ramp (Block) Fuel
(i) Contingency Fuel
(ii) Alternate Fuel
(iii) Landing Fuel
(iv) Fuel Loading (Standard/Non-Standard)
(b) Taxi Fuel
(c) Take-off Fuel
(d) Trip Fuel
(e) Ballast Fuel
(I) Trapped Fuel
(g) Fuel density
5. Principles of Balance
(a) General Principles of Balance
(b) Definition: Ref. Sta., LEMAC, MAC, %MAC, Index Unit %RC
(c) Principles of Centre of Gravity (CG)
(d) Movement of CG
(e) Aircraft CG
(I) Mean Aerodynamic Chord (MAC) reference Chord (RC)

(g) Safe Range of MAC/RC by percent
(i) BI-index for BW
(Ii) DOl -index for DOW
(iii) DLI-dead load index
(iv) L1ZFW-index for ZFW
(v) L1TOW-index for TOW
(vi) L1LAW-index for LAW
(vii) MACZFW-%MAC for ZFW
(viii) MACTOW-%MAC for TOW
(ix) MACLAW-%MAC for LAW
(h) Stab Trim
(i) Ground stability
6. Structural Strength Limits
(a) The Structure
(b) General Design Limits
(c) Fuselage Limits
- Written Exam
10.4.1.3.2 LOD02 Dangerous Goods Course

Pre-requisites : N/A.
Refer 10.5.2
10.4.1.3.3 LOD03 Load Planning and Load Sheet Course

(Theoretical Training) (5 DAYS Initial/3 DAYS Recurrent):
Pre-requisites: GEN01, LOD01, LOD02.
The Topic Titles:
1. Load Control and Distribution
2. General Principles
3, Consequences of improper loading on flight and personnel safety
4. Unit Load Devices
5. Aircraft Locations
(a) Standard Terminology
(b) Designation of Aircraft Holds, Compartments, Net Sections, Bays and Cabin AHM505
6, Aircraft Holds Dimensional Limitations on Loading
(a) Hold/Compartment Loading Position Limits
(b) Dimensions
(i) Door Dimensions
(ii) Height Limitations
(iii) Contour Limitations
(c) Aircraft Structural Load Limitations Principles
(i) Area Load Limitations
(ii) Cumulative Load Limitations
(iii) Combined Load Limitations
(iv) Hold Limitations
(v) Compartment Limitations

(vi) Asymmetrical Load Limitation
(d) Floor Loading Limitations
(i) Contact Load Limitations
(ii) Point Load Limitations
(iii) Maximum Gross Weight of ULD
(iv) Running Load Limitations
(e) Load Spreading/Shoring
7, Loading Restraint Systems
(a) General Principles
(b) Bulk Load
(c) ULD Load
(d) ULD Restraint System
(e) Missing or Inoperative Restraints
(f) Restraining Load in ULDs
(i) Pallets
(ii) Containers
(g) Tie-down Equipment, Rules and Principles
8, General rules for Load Securing
9, Standard Lashing
10. Securing load by filling by volume.
11. Cabin Loading and Securing Lashing (Passenger Aircraft)
(a) Aircraft Type Specific Instructions

(b) Carrier Specific Instructions
(i) Bulk Loaded Aircraft
(ii) Containerized Aircraft
(c) Aircraft Loading Principles
(i) Preparation before Loading an Aircraft
(ii) Cargo Hold Doors
(iii) Anti-tipping Procedures
(iv) Bulk Loading
(v) Off-Load Equipment
(vi) On-Load Equipment
(vii) Seat Loading
(viii) ULD Loading
(ix) Load Categories
(x) Loading and Off-Loading Priorities
(xi) Special Loads
(xii) Optimum Trim
(xiii) Multi-Leg Flights
(d) Special Cargo Loading and Securing/Lashing
13. Loading Instruction/Report
(a) L1R Layout AHM 514 AHM 515
(b) Requirements and/or EDP L1R
(c) L1R Preparation (electronic, manual modes) & Release
(i) Loading Instructions
(ii) Communication of Loading Instructions

(iii) Offloading Instructions
(d) Responsibilities
(e) Signatures
(I) Finalization of L1R
(g) Input of Deviations
(h) Processing of Deviations
(i) Acknowledgement of Deviations
14. Load planning-Passengers and baggage
(a) Passenger and baggage weights (standard/actual/non standard)
(b) Crew weights and crew bag weights
(c) PWR use and calculations
(d) Cabin Sections (zones or areas); trim by cabin section, trim by seat row
(e) Finalization of passenger and baggage
(I) Gate baggage addition to L1R/LS
15. Fuel Planning
(a) Block l trip l taxi
(b) Density
15.LOD03 (c) Fuel and optimum CG
(d) Non standard fuelling
(e) Standby and Top up fuel
(f) Gross error checks of fuel uplift
16. Load & Trim Sheet
(a) Load & Trim Sheet Lay-out
(b) Requirements Load & Trim Sheet (Balance tables/charts)
(c) EDP Load & Trim Sheet
(d) ACARS Load & Trim Sheet
(e) Load Sheet Preparation (electronic and manual modes)
(i) Crosscheck of passenger and baggage and all cargo mail commodities.
(ii) Crosscheck of final loading reports for LS preparation
(iii) Load sheet completion and release.
(I) LMC Procedures
(g) Signatures
 LOD04 Documentation and Messaging
1. General
2. Reading and sending standard messages
3. Movement messaging
4. Load messaging (Le. LOM, CPM)
5. ULO messaging (Le. CPM/UCM)
6. Carrier specific messaging (e.g. UWS)
7. Statistical Load Summary (SLS)
8. Flight File
9. Operational Flight plan
10. Notification to Captain (NOTOC)
11. Specific Requirements
10.4.1.3.4 Manual Load Sheet of RB A/Cs Course

(Theoretical and Practical Training) (5 DAYS Initial/ Recurrent):
Pre-requisites: GEN01, LOD01, LOD02, LOD03, LOD04, RMP09, RMP17
+ completed 3 years in Ramp Services
The Topic Titles:
1. Weight and Balance Theory
2. Last Minute Changes (LMC)
3. Estimate Zero Fuel Weight
4. Special Loads/Codes
5. Dangerous goods /Separation of Radioactive Materials
6. Segregation Chart
7. AIRCRAFT SPECIFICATIONS A320-232
Competency Exam of AIRCRAFT A320-232
8. AIRCRAFT SPECIFICATIONS A340-312
Competency Exam of AIRCRAFT A340-312
9. AIRCRAFT SPECIFICATIONS ATR72-500
Competency Exam of AIRCRAFT ATR72-500
10. AIRCRAFT SPECIFICATIONS IL-76
Competency Exam of AIRCRAFT IL-76
10.4.1.3.5 Automated Load Sheet Course

(Theoretical and CBT Practical Training) (3 DAYS CBT Initial)
Pre-requisites: GEN01, LOD01, LOD02, LOD03, LOD04. RMP09, RMP17
+ Manual Load Sheet of RB A/Cs
Automated load sheet is applied and trained on:
The Topic Titles:
1. Introduction
2. Flight Data Display
3. Fuel Screen
4. Passenger Payload Screen.
5. Cargo Payload and Load distribution Screens
6. Flight Status Screen
7. Add Special Information and Printing Request
8. Flight A/C Changes
9. Check List for Last Minute Changes
- Practical Exam
10.4.1.4 CARGO AND MAIL HANDLING OPERATIONS

personnel engaged in Cargo (revenue or non-revenue) and Mail Handling
Operations functions.
N.B: Cargo and Mail Handling Operations functions are separated in Syrianair
to be carried out by different personnel. However, the Cargo and Mail
Handling Operations training process is managed and controlled by the
Training and Qualification Branch Ground Operations of Syrianair.
A developed curriculum for Cargo and Mail Handling Operations personnel of
Syrian air can be found in Attachment E.
Subject areas to be addressed in a training syllabus applicable to specific
Cargo Handling Operations functions include, mainly:
• Cargo Acceptance and Handling Training; refer 10.4.1.4.1/2
• Automated Cargo (Amelia System) ; refer 10.4.1.4.3
• Aviation Basics and Safety, refer 10.2.2/1
• SMS Training; refer 10.2.2/2 and 10.4.2
• Training in Human Factors Principles; refer 10.2.2/3
• Ramp & Airside Safety; refer 10.4.1.2.1
• Cargo and Mail Security Training ; refer 10.4.3
• Emergency Training; refer 10.4.4
• Dangerous Goods Training; refer 10.5.5
10.4.1.4.1 Cargo Acceptance and Handling Course
(Theoretical Training) (5 DAYS Initial):
The Topic Titles:
1. General Information:
a. International Organizations
b. Traffic Conference Areas
c. Air Traffic Rights
d. Terms & Codes
e. The Air Cargo Strategy
2. Cargo Guides:
a. Definition
b. How to Use
3. Air Cargo Rates and Charges, Sales and Revenue:
- Rates: a. Definition b. Types of Rates
4. Air Cargo Acceptance:
a. Terms of Acceptance
b. .Shipper's Rights
c. carrier liability.
5. Cargo Booking Procedures.
6. Cargo Automation.
7. Cargo Documents:
a. Airway bill: Definition, Validation, AWB Completion.
b. Cargo Manifest
c. Air Cargo Transfer Manifest

8. Special Load (AVI, PER., EAT, WET, OBX, LHO etc.)
9. Cargo IMP Codes.
10. Marking and Labeling
11. Loading Restrictions and Compatibility Rules.
12. NOTOC Completion (Loading Positions).
13. Customs Regulations
14. Communication of Load data to Load Control
15. E – Freight
16. Aircraft Structural Load Limitations
17. Gross Weight Limitations and Hold Restraint Requirements
18. Cargo Preparation for Carriage
19. Handling of Aircraft Unit Load Devices (ULD)/Build Up
20 Cargo Weigh Bridges Process
21. Mail Handling and Documents
22. CGO and Mail Security Procedures and Requirements
23. Human Factors Principles
24. Response to Abnormal or Emergency Situations:
a. Leakage or Spillage of Suspected Dangerous Goods;
b. Suspected Bomb or Explosives;
c. Damaged or Leaking Cargo;
d. Other Emergencies.
- Written Exam
10.4.1.4.2 Cargo Acceptance and Handling (Recurrent) (3 DAYS Course):

Focusing on and reminding with the updated .the most important and
essential elements of the given previous Cargo Acceptance and Handling
Course.
10.4.1.4.3 Automated Cargo (Amelia System Course
(Theoretical and Practical Training) (3 DAYS Initial):
The Topic Titles:
1. Introduction to AMELIA SYSTEM.
2. Login to AMELIA SYSTEM.
3. Amelia System setting/ options.
4. Amelia System Reservations Processing.
5. AWB creating (quick, full AWB).
6. Part shipment Processing.
7. Flight control.
- Practical Exam
10.4.1.5 Aircraft Fuelling Operations Personnel Training
Provided externally and Supervised by the Maintenance Department of

Syrianair and Handling Agents in Outstations).
However, Ground handling personnel must be advised of fuelling is to take
place, by the station engineer, when passengers are remaining onboard, or
are being embarked/ disembarked and take into consideration: the local
airport regulations, the regulations of fuelling and the insurance problem.
Ground handling personnel must be aware of the fire protection emergency
procedures; therefore this personnel must receive Airside Safety initial and
recurrent training related to this topic.
Training for personnel with assigned duties and/or responsibilities in fueling
operations typically addresses the following subject areas, as applicable to
assigned operational function(s):
i. Safe operation of equipment:
a. Equipment specific operational procedures;
b. Product & equipment identification;
c. Water detection;
d. Hoses controls;
e. Bonding and grounding;
f. Interlock functions and warning lights;
g. Gauges indicators (fuel pressure, flow rate, fuel meter);
h. Lift platform operations (if applicable);
i. Fuel ladders operations (if applicable);
j. Fuel sampling and quality controls (dispenser and fuel trucks);
k. Records.
ii. Emergency Procedures:
a. Fuel emergency shutoff;
b. Deadpan operations and lanyards;
c. Firefighting;
d. Aircraft emergency evacuation.
iii. Fuel spillage avoidance response.
iv. Aircraft fueling and defueling procedures:
a. Special weather conditions (Electrical storms and lightning);
b. Fueling with APU, GPU or air conditioning unit in operation;
c. Fueling with one aircraft engine running;
d. Fueling while passenger embarking/disembarking.
v. Aircraft specific training:
a. Fuel panel operations;
b. Communications
The training duration is according to the international Standards &
requirements.
10.4.1.6 Aircraft Ground De/Anti-Icing Operations Personnel Training
Provided externally, However, Syrianair ensures that the personnel of the

contracted / handling agents in Syrian outstations(especially in Europe) are
properly trained and qualified to provide safe, orderly and efficient de-
icing/anti-icing services, facilities and operational procedures(as outlined in
ICAO Doc 9640-AN/940) for Syrianair aircraft on the gate or ramp positions
during the winter season. Personnel responsible for the de-icing/anti- icing
operation and release of the aircraft must receive initial and recurrent training
to obtain and retain a thorough knowledge of aircraft ground de-/anti-icing
requirements, policies and procedures.
Training for personnel with assigned duties and/or responsibilities in de/anti-
Icing operations typically addresses the following subject areas, as applicable
to assigned operational function(s):
Functions:
• L10 Deicing vehicle driver
• L20 Deicing operator
• L30 Supervision of deicing/anti-icing
• L30B Pre-/post deicing/anti-icing inspector
Subjects Functions
L10 L20 L30 L30B
(i) Common standards, regulations and recommendations X X X X
(ii) Basic knowledge of aircraft performance X X X
Effects of frost, ice, snow, slush and fluids on aircraft X X X
(iii)
performance
(iv) Meteorological considerations on ice formation X X X
Basic characteristics of aircraft deicing/anti-icing fluids, X X
(v) including causes and consequences of fluid degradation
and residues
General techniques for removing deposits of frost, ice, X X
(vi)
slush and snow from aircraft surfaces and for anti-icing
Deicing/anti-icing procedures in general and specific X X X X
(vii) measures to be performed on different aircraft types and
deicing using hot air
(viii) Aircraft in general and common critical areas X X X X
(ix) Types of checks required X X X
Deicing/anti-icing equipment and facilities operating X X
(x)
procedures including actual operation
(xi) Fluid application and limitations of holdover time tables X X
(xii) Deicing/anti-icing codes and communication procedures X X X X
(xiii) Conditions which can lead to the formation of ice on the aircraft X X X
(xiv) Local rules and restrictions X X X X
(xv) Airport operational procedures and ATC X X X X
(xvi) Company and customer procedures X X X X
(xvii) Deicing coordination procedures X
The training duration is according to the international Standards & requirements.
10.4.2 Safety Management Systems (SMS) Training
As required by the Safety Management Systems policy, the Ground

Operations of Syrianair develops and maintains a safety-training programme
that ensures that personnel are trained and competent to perform the SMS
duties.
The scope of the safety training are appropriate to each individual’s
involvement in the SMS and those positions that have safety responsibilities
as following functions:
1- Operational personnel; to include Managers and Supervisors
2- Senior Managers
For The components of the SMS training and details please refer to SMSM
(Safety Promotion Section10).
Syrian has a monitoring program (please refer to GOM 9.5.2) that ensures
personnel of external service providers are trained and competent to perform
SMS duties.
10.4.3 Security Training
Ensuring ground operations personnel understand and are instructed and
acquainted on preventive measures and techniques against acts of sabotage
by intruder or other employees.
Scheduled security training courses are found in Attachment F.
The syllabi indicate the subjects that are included in Security Training of all
areas for Ground Handling Operations Personnel are found in The Security
Training Program of the Syrianair (13 Training Section).
10.4.4 Emergency Plan Response Training

It is important that the people assigned to support the Airport Emergency
Plan (AEP) are familiar with their roles and responsibilities and have been
tested through Classroom training, drills and exercises.
For more Emergency Training details please refer to Emergency and
Response Manual of Syrianair (ERM) (Training Section 8.4.4).
10.5 Dangerous Goods Training for Ground Handling Operations:

Training is an essential element in maintaining a safe regulatory regime. It is
necessary for all personnel involved in the preparation or transport of
dangerous goods to be properly trained to carry out their responsibilities and
duties. The intervals for dangerous goods recurrent training is 24 months.
These intervals shall not be exceeded.
The following minimum dangerous goods training requirements as outlined
below are included in the training of Syrianair personnel engaged in Ground
Handling Operations functions.
Please refer to IATA DGR 1.5 (Table H.A.1.5.A, Minimum Requirements for
Training Curricula H.A.1.5.2):
Personnel who are engaged in Ground Handling Operations functions must
have received training according to IATA and Syrianair Regulations and must
have successfully passed a test following this training to verify understanding
of the dangerous goods regulations. As a minimum, this training must ensure
that awareness is gained of the hazards associated with dangerous goods,
how to identify them and what requirements apply to the carriage of such
goods by passengers.
10.5.1 DG Training Programs for Passenger and baggage handling
Passenger and baggage handling Personnel are also aware of (Cats.9 & 8)
(3 DAYS Course Initial/Recurrent)
• General philosophy; (cats.9 and 8)
• Limitations (loading restrictions, compatibility rules…) ; (cats.9 and 8)
• Labelling and marking (ULDs and parcels…) ; (cats.9 and 8)
• Recognition of undeclared dangerous goods; (cats.9 and 8)
• Storage and loading procedures; (cat 8)
• Pilot-in-command notification (NOTOC) ; (cat 8)
• Provisions for passenger and crew; (cats.9 and 8)
• Emergency procedures. (cats.9 and 8)
• Written Exam
However, if Syrianair stops accepting Dangerous Goods for transport, then

the Passenger and baggage handling Personnel are aware of, as a minimum;
• General philosophy;
• Limitations;
• Labelling and marking;
• Recognition of Undeclared Dangerous Goods;
• Provisions for passenger and crew;
• Emergency action.
 Written Exam
10.5.2 DG Training Programs for Load Control, Aircraft loading and

Ramp Services
Load Control Personnel are also aware of (Cat.10), Ramp Services and
Aircraft loading Personnel are also aware of (Cat.8); (3 DAYS Course initial / recurrent)
• General philosophy (Cats.10&8);
• Limitations (loading restrictions, compatibility rules…) ;( Cats.10&8)
• List of dangerous goods; (Cat.10)
• Labelling and marking (ULDs and parcels…);(Cats.10&8)
• Recognition of undeclared dangerous goods; (Cats.10&8)
• Storage and loading procedures; (Cats.10&8)
• Pilot-in-command notification (NOTOC); (Cats.10&8)
• Provisions for passenger and crew; (Cats.10&8)
• Emergency procedures. (Cats.10&8)
• Written Exam
However, if Syrianair stops accepting Dangerous Goods for transport, then
the Load Control and Ramp Services Personnel are aware of, as a minimum;
• Limitations;
• Labelling and marking;
• Recognition of Undeclared Dangerous Goods;
• Provisions for passenger and crew ;
• Emergency action.
 Written Exam
10.5.3 DG Training Programs for Cargo and Mail Handling Operations

Personnel who are engaged in Cargo and Mail Handling Operations functions
are grouped into three categories:
•Acceptance of Dangerous Goods (cat. 6)

•Acceptance of cargo, mail or stores (other than dangerous goods) (cat. 7)
•Handling, ULD loading/build-up and storage of cargo and/or mail (cat. 8)
The personnel of Cargo and Mail Handling Operations are also aware of
(Cats.6, 7&8) (5 DAYS for Initial Course /3 DAYS for Recurrent Course)
i) General philosophy; (cats.6, 7 and 8)
ii) Limitations (loading restrictions, compatibility rules…); (cats.6, 7 and 8)
iii) General requirements for shippers; (cat.6)
iv) Classification (cat.6);
v) List of dangerous goods; (cat.6)
vi) General packing requirements; (cat.6)
vii)Packing instructions; (cat.6)
viii)Labelling and marking (ULDs and parcels); (cats.6, 7and 8)
ix)Shipper's declaration and other relevant documentation; (cats.6 and 7)
x)Acceptance procedures; (cat.6)
xi)Recognition of Undeclared Dangerous Goods; (cats.6, 7and 8)
xii) Storage and loading procedures; (cats.6 and 8)
xiii)Pilot-in-command notification (NOTOC); (cats.6 and 8)
xiv)Provisions for passenger and crew; (cats.6, 7and 8)
 Emergency procedures; (cats.6, 7and 8)
 ULD build-up. (cat.8)
• Written Exam
However, if SYRIANAIR stops accepting Dangerous Goods for transport, then the
Cargo and Mail Handling Operations personnel are aware of, as a minimum (cat.7);
I. General Familiarization;
II. Limitations;
III. Labelling and marking;
IV. Shipper's declaration and other relevant documentation;
V. Recognition of undeclared dangerous goods;
VI. Provisions for passengers and/or crew;
VII. Emergency action.
 Written Exam
10.5.4 DG Training Programs for Maintenance Staff preparing DG as

COMAT
Personnel of Syrianair Maintenance who are assigned for the responsibility
and engaged in shipping COMAT are trained in a course for 3 days Initial and
Recurrent within 24 months and aware of , as a minimum (Categories1&2)
of IATA DGR 1.5 (Table H.A.1.5.A, Minimum Requirements for Training
Curricula H.A.1.5.2):
i) General philosophy; (cats.1, and 2)
ii) Limitations (loading restrictions, compatibility rules…); (cat.1)
iii) General requirements for shippers; (cat.1)
iv) Classification; (cats.1, and 2);
v) List of dangerous goods(cats.1, and 2);
vi) General packing requirements; (cats.1, and 2)
vii) Packing instructions; (cats.1, and 2)
viii) Labelling and marking (ULDs and parcels); (cats.1, and 2)
ix)Shipper's declaration and other relevant documentation; (cat.1)
x)Recognition of Undeclared Dangerous Goods; (cats.1, and 2)
xi)Provisions for passenger and crew; (cats.1, and 2)
xii) Emergency procedures; (cats.1, and 2)
 Written Exam
10.5.5 DG Training Programs for Aircraft Porters
Aircraft Porters Personnel are also aware of (Cat.8); (3 DAYS Course
Initial/Recurrent)
• Limitations (loading restrictions, compatibility rules
• Labeling and marking (ULDs and parcels;
• Recognition of undeclared dangerous goods;
• Storage and loading procedures;
• Pilot-in-command notification (NOTOC);
• Provisions for passenger and crew;
• Emergency procedures.
• Oral Exam
10.6 OTHER TRAININGS
10.6.1 Management, Supervisory and Administrative Personnel

Training:
Most of managers, supervisors for all functions in Ground Operations of

Syrianair were already well qualified and trained as ground services
employees. If not, they must follow specified functional awareness training
such as Load control, Passenger and Baggage Handling and Cargo
Acceptance and Handling.
Therefore, specialized training courses dealing with management
development and skills are programmed for these Management personnel:
both high and middle (high: GOPs. Manager, Deputies, and middle: Heads of
Depts.) Having responsibility for resources issues, health safety, and
budgetary control, and Supervisory personnel (Heads of Branches and Duty
Managers) having responsibility for directing personnel and/or resources and
controlling an operational activity.
Moreover, Managers whose job duties and responsibilities have direct
involvement in Ground Handling Operations should undertake a level of
training at least equivalent to that of Supervisors as well as training courses
in the office skills and techniques are for the Administrators.
A developed curriculum for Management, Supervisory and Administrative
Levels personnel of Syrian air can be found in Attachment G.
The contents of some Management and Supervisory training courses are:
 Managerial Skills for Airline Staff
(5 DAYS Course/ Initial Only)
• The General Trend of the Airline Industry and the Middle East Aviation
Market
• Communication Skills – today’s essential ingredient for a successful
manager
• Negotiation Skills - How to Master Win – Win techniques
• Leadership Skills - Becoming a respected and competent Leader
• Decision Making Skills specifically for the Airline industry
• Coaching Skills – Developing the full potential from your employees
• Managing Diversity – Balancing the ethics of today’s workforce
• Managing Cultural Issues – Working with many different groups, a case
study taken from an Airline Alliance
• Goal Setting – Keeping everything on track
• Time Management – Finding the balance
• Delegating the workload
• Disciplining and Rewarding Employees
 Written Exam
 Supervisory Skills for Airline Staff

• The Management Process
• Supervisory Roles; to include:
- Allocation and Management of Resources
- Coordination of Aircraft Handling functions
- Performance Monitoring
- People Management
- Accident and Incident Reporting
• Types of Managers
• Professional Managers
• Improving Performance
• Delegation
• Motivation and Teamwork
• Communication
• Problem-Solving and Decision-Making
 Written Exam
 Station/ Ground Handling Management

• Cooperation between airlines and service providers
• Duties of the station manager
• Principles of customer service
• Facilitation and simplifying passenger travel
• Ramp, cargo and terminal activities
• Service Level Agreements (SLA)
• Resources and GSE management
• ULD handling
• Aviation security awareness
• Baggage handling
• Emergency response planning
 Written Exam
10.6.2 Quality Control Personnel Training
The Quality Control personnel receive specialized training courses in quality

control related basically to the auditors in this section.
A curriculum for Quality Control personnel of Syrian air can be found in
Attachment G.
The contents of the Quality Control fundamental courses as following:
 Quality Management Systems (QMS) for Airlines (5 DAYS Course)

 ISO 9000 family and quality requirements
 Quality policy
 Quality manual and its contents
 Management review process
 Process management
 Establishing processes
 Planning and writing procedures
 Document control
 Which elements to control and how
 Planning a document infrastructure
 Audit management
 Measuring compliance
 Root cause analysis
 Developing and initiating a corrective action plan
 Levels of non-conformity
 QMS and Safety Management System (SMS) parallels
 Regulatory requirements for safety
 Integrating QMS and SMS
 Quality concept
 Dimensions of quality
 Aviation quality regulatory requirements
 Accountable manager responsibilities
 Quality manual: structure and content
 Quality assurance program
 Gap analysis benefits
 Corrective action requirements
 Practical implementation: baseline measurement, root cause analysis
and action plan
 Activities:
 Practical exercises
 Final examination
 Written Exam
 Aviation Internal Auditor (5 DAYS Course)

 Audit programs: - Establishing and implementing an audit program
- Monitoring and improving an audit program
Audit planning steps
- Defining scope and objectives
- Developing checklists
- Selecting an audit team

 Performing a document review
 Audit methods and techniques
 Audit conduct
 Gathering evidence and analyzing findings
 Reporting results and conducting a follow-up
 Regulatory agencies: laws, regulations and audit requirements
 International Civil Aviation Organization (ICAO)
 Federal Aviation Administration (FAA)
 European Aviation Safety Agency (EASA)
 ISO 19011:2011
 Activities:
 Role plays and audit practice scenarios
 Final examination
 Written Exam
 Ground Operations Safety Audit (5 DAYS Course)

 What is an Audit
 The Safety Audit / Quality Audit
 Safety Management Systems
 Case Study Workshop
 The Need for a Safety Audit
 Planning your Safety Planning
 Understanding the Standards and Research for the Safety Audit
 Safety Audit working site visit
 Safety Audit Investigation
 Human Factor in the Safety Audit
 The Audit Report
 Safety Performance Audits
 Safety Audit Family
 Airport Visit Airside Inspection
 Written Exam
 Security Audits and Inspection- Quality Control (5 DAYS Course)

 International Standards
 Integrated Security Management System
 Threats to Aviation
 The Integrated Security Audit
 Planning and Understanding Security Audits
 Investigation of Security Lapses and Breaches

 Staff checks, work duties
 Human Factor Issues
 Assertive Communication Skills
 Security Training Audits
 Written Exam
 Systems and Procedures (5 DAYS Course)

 Sectional function, aims and objectives.
 Job descriptions, preparation and writing.
 Steps to be taken in the production of a manual including writing
style, presentation, numbering, chapter titles and more.
 Handling the arrival of new aircraft or aircraft type.
 Conducting effective meetings for the Section.
 Standard setting and monitoring.
 New procedures and the effective implementation.
 Communication skills and the importance of teamwork.
 Mind-mapping and brain-storming for procedures development.
 Presentation skills.
 Quality control and procedures development by walkabout.
 The ongoing improvement cycle.
 Practical and lively group exercises and presentations
• Written Exam
 Ground Operations Documentation and ISAGO (5 DAYS Course)

 Elements of a Documentation Control System
 Appearance of documents
 Writing procedures
 Bridging the communication gap
 Accountability and responsibility
 The Quality Policy in Operations
 Operating within the policy
 Elements of the quality system
 Regulations and corporate procedures
 Customer expectations
 ISAGO Standards and Recommended Practices
 Control documentation as per ISAGO
 ICAO regulations and ISO references
 World-wide best demonstrated practices
 The ISAGO Audit
 Gap analysis
 Root cause analysis
 Corrective action plan
 Written Exam
 Document Control Systems (5 DAYS Course)

 Document hierarchy
 Quality manual
 Policy & procedures
 Work instructions
 Records
 Document consistency and referencing
 Communication style
 Numbering systems
 Controlled document list
 Circulation list
 Document retention and amendment
 EU-OPS, ICAO, ISO requirements and resources
 Process and document ownership
 Periodic review
 Documentation standards
 Defining a corporate standard
 Document security and control
 What documentation means to auditors
 IOSA documentation requirements
 Operational Management and Control Systems
 IOSA Audit Standards
 IOSA Documentation Review Requirements
 Written Exam
For more details, please refer to QAM (Training Section).
10.6.3 Aircraft Porters Training

The Training Branch of Ground Operations of Syrianair has in its training
programme awareness training courses (in Arabic) for the aircraft porters
(General Loaders) personnel, such as:
• A/C Porters Training Course, (2DAY I/R) contains:
Loading and Unloading Principles, Opening and Closing A/C Hold Doors,
Airside Safety, Human Factors and Emergency Response Procedures.
•DGR (CAT.8) for A/C Porters Course, (3DAYS I/R)
•SMS Training Course, (3DAYS I/R)
•A/C Porters Security Course, (3DAYS I/R)

•Emergency Response Plan Training Course, (3DAYS I/R)
This is basically for porters, as employees, to be aware of the safety elements
and practices, personal protection, abnormal emergency situations and
security procedures as well.
10.6.4 Aircraft Servicing Personnel Training

10.6.4.1 Aircraft Interior Cleaning, Dressing and Toilet Servicing:
Syrian air conducts courses (in Arabic) for Ground Operations personnel that
carry out aircraft interior cleaning, dressing and toilet and water servicing
operations for Syrian air aircrafts and those that operating into Syrian airports.
10.6.4.2 Aircraft Catering Servicing:
Syrian air conducts courses for Ground Operations personnel that operate
aircraft catering activities to be aware of making, handling, transferring,
loading, stowing, securing and off-loading of food items in- cooperating with
GSE personnel.
Food Safety and Hygiene beside to chef courses may be held for catering
personnel.
10.6.4.3Security and Safety Training for Aircraft Servicing Personnel
Specific training or instruction in aviation security activities and safety
practices including health and safety / hazards, Airside Safety, SMS, human
factors, dangerous goods, emergency response procedures and security are
to be instructed to all Aircraft Servicing personnel of Syrianair either as
subject matters within the A/C Interior Cleaning Courses and A/C Catering
Courses or as separate training courses.
Scheduled Aircraft Servicing Personnel Training courses are found in

Attachment H.
10.6.5 Timely and Additional Training

To develop knowledge and skills of the trainees in additional subjects that are
closely associated with the Ground Operations, and with Aviation Industry
and Safety in general, and to be qualified as station managers in future, the
Training Branch in Ground Operations of Syrian air provides interactive
training, timely and additional courses that offer trainees good practices in
their functional job.
Additional Training Courses for Ground Operations personnel can be found in
Attachments B, C, D, E, F, G and H. However, some of the additional
courses contents are not detailed in this Section, you may find them (if
needed) in IATA and AACO training centers courses.
10.6.6 Awareness Training
"Just Culture" and Awareness Training for Short Period ( one day or a couple
of hours presentation)-without testing- is sometimes provided to Ground
Operations personnel to be aware of the appropriate operations conducted or
to implement new procedure(s) or even to pave the way to in-depth training to
come.
10.6.7 Activities Applicable but Not Operated by Ground

Operations of Syrianair
10.6.7.1 Airside Driving, GSE and Vehicles Operations
(Operated and trained by GSE of Syrianair)
10.6.7.2 Aircraft Ground Movement except Basic Hand Signals A/C Marshalling
(Operated and trained by MNT of Syrianair)
10.6.7.3 Aircraft Fuelling (Provided externally)
10.6.7.4 Aircraft Ground De/Anti-Icing (Provided externally)
10.6.7.5 Passenger, Baggage and Cargo Security Screening
(Operated and trained by SCAA)
10.7 Handling Agents / External Service Providers / Outstations
Personnel Training
Syrianair may have an audit as a monitoring process for the external

providers (please refer to GOM 9.5.2) to ensure the training programs and the
standard training requirements it has, are the same applied in Syrianair
Outstations for the handling agents' personnel.
In case of non-conducting such an audit, a training items for the Syrian out
stations included in Ground Handling Self-Assessment Checklist must be
sent and received a signed/stamped feedback to ensure the completeness of
the required training.(Ground Handling - Self Assessment Checklist is found
in 12.2.12 of this manual).
If the personnel of the external handling agents or service providers /
contractors responsible for ground handling operations for the Syrianair are
not appropriately trained or certified to ensure effectiveness in carrying out
assigned duties. Syrianair sends a qualified trainer to train that personnel;
especially in Load Control including DG and Syrianair special instructions,
and then grants them a Load Control License (for two years) on the operating
aircraft(s) types (please refer to 2.3.2.6 in this manual), and may be extended
it in some cases for no more than twelve months from the expiry date of the
License by the Ground Operations Director(please refer to 2.3.2.4 in this
manual), for load control license form (please refer to 12.3.9 in this manual).
If there is no possibility to send a trainer, the Syrian outstation manger may

send a confirming letter the Handling Agent of Load Control personnel
produce the Load Sheet of the same aircraft type(s) of that Syrianair operates
to that station, provided that Syrianair instructions are applied and prevailed,
for more details please refer to 2.3.2 in this manual.
However, at Syrian Air station where the load control documentation is

produced by a Ground Handling Agent it is recommended that at least one of
Syrian Air personnel, holding a valid Load Control Competency Certificate
endorsed for the aircraft type currently scheduled to operate to the station, is
on duty when load control documentation is being prepared.
Contracted/Outsourced/External ground handling agents and external service
providers must have their own training -initially and recurrently- according to
IATA Standards (esp. AHM 590,591,611,DGR 1.5 and SMS) and maintain
their own records to make these records available to Syrianair upon request.
10.8 Instructors
Theoretical and practical skills training is conducted by specific qualified
personnel who have demonstrated the skills to deliver the training effectively
and who have competence (knowledge, skill and experience) in the subject(s)
to be instructed. Instructors should have undertaken a course in instruction
(basically in Instructional Techniques) to ensure that they are proficient in
development and delivery of training programs. Instructors are prepared and
qualified according to an appropriate plan can be found in Attachment H.
The most necessary instruction courses the instructors may follow are:
 Instructional Techniques (5 DAYS Course)
 Adult learning principles
 Role of the instructor and instructor attributes
 Working with lesson plans, objectives, learning outcomes
 Handling classroom questions and problems
 Use of games, exercises and visual aids
 Course evaluation and feedback
 Activities:
- Interactive exercises and role plays
- Create and deliver training sessions with feedback and guidance from
the instructor
 Written Exam
 Instructional Design (5 DAYS Course)
 From Instructional Design Models to Practical Results: Key Concepts and
Principles
 The Instructional Design Process: Analyze, Design, Develop, Implement,

Evaluate
 The Course Plan as an Essential Framework for Instructional Design
 Converting Training Needs into Performance Objectives
 Selecting and Developing Instructional Content and Instructional Strategies
and Activities
• Written Exam
 Train the Trainer-Advanced (3 DAYS Course)
 Principles of adult learning
 Lesson planning techniques
 Course design and development process
 Key instructor skills
 Presentation, communication, and facilitation techniques
 Written Exam
 Training Needs Assessment (3DAYS Course)
 Determining Problems or Opportunities
 The Performance Model and Principles
 The Human Performance System
 Training Needs Analysis -The First Steps, Data Requirements and
developing the Report
 Determining Return On Investment
 Written Exam
 Management of Training (5 DAYS Course)
 From training to learning in organizations
 Business and operational models for training
 Systems thinking and a systemic approach to managing training
 Training for organizational improvement: developing a strong vision
 Strategic and operational planning
•Written Exam
The Instructors for all functions applicable in Ground Operations are
approved by SCAA; Instructors of initial and recurrent dangerous goods
training programs must have adequate instructional skills and have
successfully completed a dangerous goods programme in the applicable
category of Cat. 6 of Table 1.5 A, IATA DGR Manual, and submit a training
material in DGR approved by SCAA prior to delivering such a dangerous
goods training programme. Instructors of initial and recurrent ,mainly
dangerous goods training programs, must at least within 24 months for DGR,
security and load control, and 36 months for other trainings, deliver such a
course, or in the absence of this attend recurrent training.
Training is a combination of theoretical (suitable and sufficient information

and instruction relating to the topic being trained) and practical skills training
to verify the personnel understanding of, and ability to complete, the task
being trained.
Changes to process or equipment are communicated to relevant personnel
and appropriate additional information and training are delivered.
Instructors (including those candidates to be new instructors) are subject

periodically to an assessment process achieved by observation(s) of the
trainer performance. An Instructor Assessment Form can be found in
12.2.13 of this manual. These assessments are conducted by quality control
inspector who have appropriate knowledge, skills and experience in the
functions being assessed, and the final instructor assessment rate must be at
least 80% to be accepted as nominated and candidate instructor to the
SCAA, which re-evaluate and approve the instructor annually.
If the instructor is a candidate to train several training materials, each material
is evaluated separately.
10.9 Training Records
The management and control of retained records and contents are subjected
to standardized processes of Documentation System.
Please refer to Sec. 0 (0.21) Documentation System of this manual.

10.10 ATTACHMENTS
ATTACHMENT A: THE TRAINING PROGRAMME FOR GROUND OPERATIONS OF SYRIANAIR
TOPIC DURATION
SECTION FUNCTION THE MANDATORY TRAINING
NUMBER DAY= 4HRs.
PASSENGER PAX* PASSENGER AND BAGGAGE HANDLING * 10DAY I/5DAY R
AND - DCS CHECK – IN AGENT 3DAY-Initial
BAGGAGE - E-TICKETING HANDLING 3DAY- Initial
HANDLING - VISA FORGERY (EMBASSIES) 1DAY -Initial
PASSENGER LOST & PAX04 BAGGAGE SERVICES, CLAIMS &SETTELMEN 3DAYS I/R
SERVICES FOUND - WORLD TRACER SYSTEM 3DAYS I/R
COMMON PAX01 CUSTOMER CARE 3DAYS I/R
PAX SVCs. PAX12 DGR (CATEGORIES 9&8) ** 3DAYS I/R
TRAINING
SEC GROUND HANDLING SECURITY ** 3DAYS I/R
COURSES
RMP04/ A/C BASIC HAND SIGNALS &
2DAYS I/R
RMP05 A/C MARSHALLING*
RMP06 BOARDING BRIDGE OPERATIONS* 3DAYS I/R
AIRCRAFT RMP07 AIRCRAFT CARGO ACCESS DOORS* 1DAYS I/R
RAMP HANDLING RMP08 AIRCRAFT CABIN ACCESS DOORS* 1DAYS I/R
SERVICES AND RMP09 A/C LOADING* 3DAYS I/R
LOADING RMP17 AIRCRAFT LOADING SUPERVISION* 3DAYS I/R
RMP19 DGR (CATEGORIES 10&8) ** 3DAYS I/R
LOD01 LOAD CONTROL (WEIGHT& BALANCE ) 3DAYS -Initial
SEC GROUND HANDLING SECURITY** 3DAYS I/R
LOD02 DGR (CATEGORIES 10&8) ** 3DAYS I/R
LOAD LOAD
LOD03 LOAD PLANNING & LOAD SHEET 5DAY I/5DAY R
CONTROL CONTROL
- MANUAL LOAD SHEET OF RB A/Cs** 5DAYS I/R
- AUTOMATED LOAD SHEET 3DAYS I/R
CARGO CARGO - CARGO ACCEPTANCE &HANDLING* 5DAY I/3DAY R
& & - AUTOMATED CARGO (AMELIA SYS.) 3 DAYS-Initial
MAIL MAIL DGR DGR (CATEGORIES 6,7&8)** 5DAYS I/R
SERVICES SEC CARGO AND MAIL SECURITY** 3DAYS I/R
GENERAL GEN01 AVIATION BASIC & SAFETY 3DAYS -Initial
AVIATION SMS01 SMS BASIC** I/R
ALL
TRAINING HF01/02 HUMAN FACTORS * 3DAYS I/R
SECTIONS
RMP01/ RAMP & AIRSIDE SAFETY* EXCEPT
& COMMON 3DAYS I/R
RMP02 PASSENGER SERVICES FUNCTIONS
FUNCTIONS TRAINING
SMS SMS TRAINING** I/R
COURSES
ERP EMERGENCY RESPONSE PLAN* 3DAYS I/R
- A/C PORTERS TRAINING* 2 DAYS I/R
AIRCRAFT
ERP EMERGENCY RESPONSE PLAN * 3DAYS I/R
PORTERs
DGR DGR (Awareness) for A/C PORTERS** 3DAYS I/R
SEC A/C PORTERS SECURITY** 3DAYS I/R
LOAD CONTROLLER of MANUAL LOAD SHEET OF RB A/Cs
HANDLING AGENT - to include DGR (CATEGORIES 10&8) ** 5DAYS I/R
( OUTSTAIONS):( if Necessary)
(*Initial and Recurrent Courses within 36 months),
(**Initial and Recurrent DGR /LOAD CONTROL/SECURITY/SMS Courses within 24 months),
(No asterisk Courses are hold ONCE)
ATTACHMENT B: THE TRAINING PROGRAMME FOR PASSENGER SERVICES OF SYRIANAIR
TOPIC DURATION
NUMBER DAY= 4HRs.
PAX01 CUSTOMER CARE 3DAYS I/R
PAX* PASSENGER AND BAGGE HANDLING * 10DAY I/5DAY R
PAX12 DGR (CATEGORIES 9&8) ** 3DAYS I/R

SEC GROUND HANDLING SECURITY ** 3DAYS I/R
PASSENGER SMS SMS TRAINING** I/R
AND BAGGE - DCS CHECK – IN AGENT 3DAYS -Initial
HANDLING - E-TICKETING HANDLING 3DAYS -Initial
- VISA FORGERY (EMBASSIES) 1DAY I
ADDITIONAL TRAINING (Optional)
- DCS CHECK – IN SUPERVISOR 3DAYS -Initial
PASSENGER - FRAUD PREVENTION (VISA & 3DAYS -Initial
SERVICES PASSPORT)
DURATION
FUNCTION THE MANDATORY TRAINING
DAY= 4HRs.
PAX01 CUSTOMER CARE 3DAYS I/R
PAX04 BAGGAGE SVCS,, CLAIMS &SETTELMENT 3DAYS I/R
PAX12 DGR (CATEGORIES 9&8) ** 3DAYS I/R
LOST ERP EMERGENCY RESPONSE PLAN 3DAYS I/R
AND SEC GROUND HANDLING SECURITY** 3DAYS I/R
FOUND SMS SMS TRAINING** I/R
- WORLD TRACER SYSTEM 3DAYS I/R
- WORLD TRACER MANAGEMENT 3DAYS -Initial
ALL GENERAL GEN01 AVIATION BASIC & SAFETY 3DAYS -Initial
SECTIONS AVIATION SMS01 SMS BASIC* I/R
& MANDATORY
HF01/02 HUMAN FACTORS * 3DAYS I/R
FUNCTIONS TRAINING
PAX*: The applicable topics for PASSENGER AND BAGGAGE HANDLING Course of PASSENGER
SERVICES are grouped in as following:
TOPIC TOPIC
COURSE TITLE
NUMBER TITLES
PAX02 Arrivals/Departures
PAX03 Baggage Services
PAX05 Check-in
PASSENGER
PAX06 Irregular Operations
AND
BAGGAGE PAX07 Passenger Assistance and PRM
HANDLING Post-Flight Requirements
PAX08
COURSE
PAX09 Special Category Passengers
PAX10 Transfer of Load Information
PAX11 Transfer, Transit and Connection
ATTACHMENT C: THE TRAINING PROGRAMME FOR RAMP SERVICES OF SYRIANAIR
TOPIC DURATION
NUMBER DAY= 4HRs.
RMP01/
RAMP & AIRSIDE SAFETY 3DAYS I/R
RMP02
RMP04/ A/C BASIC HAND SIGNALS &
2DAYS I/R
RMP05 A/C MARSHALLING*
RMP06 BOARDING BRIDGE OPERATIONS* 3DAYS I/R
RMP07 AIRCRAFT CARGO ACCESS DOORS* 1DAYS I/R
AIRCRAFT RMP08 AIRCRAFT CABIN ACCESS DOORS* 1DAYS I/R
RAMP HANDLING RMP09 A/C LOADING* 3DAYS I/R
SERVICES AND RMP17 AIRCRAFT LOADING SUPERVISION* 3DAYS I/R
LOADING RMP19 DGR (CATEGORIES 10&8) ** 3DAYS I/R
- FIRE & FIRST AIDS 3DAYS-Initial
& MANDATORY
FUNCTIONS TRAINING

ATTACHMENT D: THE TRAINING PROGRAMME FOR LOAD CONTROL OF SYRIANAIR
TOPIC DURATION
NUMBER DAY= 4HRs.
LOD02 DGR (CATEGORIES 10&8) ** 3DAYS I/R
LOD03 LOAD PLANNING & LOAD SHEET 5DAY I/5DAY R
- MANUAL LOAD SHEET OF RB A/Cs** 5DAYS I/R
- AUTOMATED LOAD SHEET 3DAYS I/R
LOAD LOAD RMP01/
CONTROL CONTROL RMP02
- FIRE & FIRST AIDS 3DAYS I
& MANDATORY
FUNCTIONS TRAINING

ATTACHMENT E: THE TRAINING PROGRAMME CARGO AND MAIL OF SYRIANAIR
TOPIC DURATION
NUMBER DAY= 4HRs.
- CARGO ACCEPTANCE &HANDLING* 5DAY I/3DAY R
- AUTOMATED CARGO (AMELIA SYS.) 3 DAYS-Initial
- DGR (CATEGORIES 6,7&8)** 3 DAYS I/R
RMP01/
RMP02
CARGO CARGO ADDITIONAL TRAINING (Optional)
& & - LOAD CONTROL (WEIGHT AND BALANCE ) 3DAYS -Initial
MAIL MAIL CARGO SKILLS & PROCEDURES 3DAYS -Initial
SERVICES HANDLING CARGO EDI & AUTOMATION 3DAYS -Initial
E-FREIGHT 3DAYS -Initial
LIVE ANIMALS REGULATIONS 3DAYS -Initial
SHIPPING PERISHABLE CARGO 3DAYS -Initial
SHIPPING GUIDELINES FOR INFECT. SUBS. 3DAYS -Initial
CARGO PRORATION 3DAYS -Initial
CARGO MARKETING 3DAYS -Initial
AIR CARGO MANAGEMENT 3DAYS -Initial
- FIRE & FIRST AIDS 3DAYS -Initial
ALL GENERAL GEN01 AVIATION BASIC & SAFETY 3DAY I -Initial
& MANDATO
FUNCTIONS RY HF01/02 HUMAN FACTORS * 3DAYS I/R
TRAINING

Attachment F: THE SECURITY TRAINING PROGRAMME FOR GROUND

HANDLING OPERATIONS
FUNCTION THE MADATORY SECURITY TRAINING

COURSES
1-Security Awareness ( New Staff and Administrators)

2- Ground Handling Security**
3- Cargo and Mail Security**
GROUND OPERATIONS 4- A/C Cleaning Security**
PERSONNEL 5- A/C Catering Security**
(as specified Function ) 6- A/C Porters Security**
& 7- Security Management**
MANAGERS,
ADMINISTRATORS, ADDITIONAL SECURITY TRAINING
AUDITORS, TRAINERS
1- Security Audit and Inspection (Quality Control (
2- Security Management System (SeMS)
3- Airline Security
4- Aviation Security Trainer
(**Initial/Recurrent SECURITY Courses, within 24 months).

(No asterisk Courses are held ONCE only).
Attachment G: THE TRAINING PROGRAMME FOR QUALITY CONTROL

AND MANAGEMENT PERSONNEL
FUNCTION THE TRAINING COURSE
- QUALITY CONTROL:
1-Quality Management Systems (QMS) for Airlines
2-Aviation Internal Auditor
3-Ground Operations Safety Audit
4-Security Audit and Inspection (Quality Control)
5-Systems and Procedures
6-Ground Operations Documentation and ISAGO
7-Document Control Systems
8- And Others…
-MANAGEMENT,SUPERVISORY AND
ADMINISTRATIVE
1-Leadership Skills for Airline Personnel
2-Leadership Development Program
3-Managerial Skills for Airline Staff
4-Supervisory Skills for Ground Operations Staff
5-Negotiation Skills
6-Human Resources Management
7-Time Management
MANAGERS, 8-Stress & Lifestyle Awareness
SUPERVISORS, 9-Developing your Managerial Mindset
ADMINISTRATORS, 10-Office Management Techniques
AUDITORS, 11-Communication & Interpersonal Skills for Managers
AND TRAINERS. 12-Managing a Customer Service Organization
13-Management of Airside Safety
14-Station/ Ground Handling Management
15-And Others…
COMMON TRAINING COURSES
1- Safety Management Systems (SMS)
2- Safety Risk Management
3- Aircraft Accidents & Incidents Investigation
4- Cargo Accidents Investigation and Prevention
5- Security Management
6- Security Management System (SeMS)
7- Airline Security
8- DGR (Cat.8).
10- Airline Emergency Planning & Response Management
11- Ground Handling Agreement
12- Human Factors Training
13- Emergency Response Plan Training*
14- PC Courses & Internet ( Different Stages)
15- SITATEX
16- ENGLISH LANGUAGE (Different Levels)
FOR QUALITY CONTROL PERSONNEL, MANAGER, SUPERVISORS, TRAINERS AND
ADMINISTRATORS TRAINING No Recurrent Training Needed FOR ABOVE LISTED COURSES.
Attachment H: the training programme for a/c services personnel of Syrianair
- A/C INERIOR CLEANING AND DRESSING

- RAMP & AIRSIDE SAFETY *
- HUMAN FACTORS TRAINING*
- SMS TRAINING**
- EMERGENCY RESPONSE PLAN *
A/C - DGR (CATEGORY8)**
CLEANING - A/C CLEANING SECURITY**
ADDITIONAL TRAINING
- ADMINISTRATIVE & MANAGEMENT COURSES
-FIRE & FIRST AID
- SITATEX
- PC COURSES & INTERNET (Different Stages)
- ENGLISH LANGUAGE ( Different Levels )
A/C THE MANDATORY TRAINING
SERVICES
- A/C CATERING (Duties and Responsibilities)
- RAMP & AIRSIDE SAFETY*
- HUMAN FACTORS TRAINING*
- SMS TRAINING**
- EMERGENCY RESPONSE PLAN *
A/C - DGR (CATEGORY 8)**
CATERING - A/C CATERING SECURITY**
ADDITIONAL TRAINING
- ADMINISTRATIVE AND MANAGEMENT COURSES
-CHEF COURSES
- FOOD HYGIEN
-FIRE & FIRST AID
- SITATEX
- PC COURSES & INTERNET (Different Stages)
- ENGLISH LANGUAGE (Different Levels)
ALL DEPTs (NEW EMPLOYEES ) FAMILIARIZATIONWITHGROUND OPERATIONS
(*Recurrent Courses within 36 months),

(**Recurrent DGR /SECURITY/SMS Courses within 24 months),
(No asterisk Courses are held ONCE only)
Attachment I: The qualifying programme for ground operations instructors of

Syrianair
It is recommended that instructors and training managers personnel altogether be

trained in all or most of the following subjects according to the instructor's
specialization:
FUNCTION THE TRAINING COURSE

- INSTRUCTORS QUALIFYING:
* Professional Skills for Instructors and/or Instructional Techniques and/or
Train the Trainer.
* Advanced Techniques for Instructors and/or
Advanced Train The Trainer)
* Instructional Design
* Training Needs Assessment
* Functional Instructor; such as:

 Load Control Instructor
INSTRUCTORS  A/C Handling and Loading Instructor
 Turnaround Coordination and Loading Supervisor Instructor
&
 Human Factors Instructors
TRAINING  SMS Instructor
MANAGERS  Passenger and Baggage Handling Instructor
 DGR Instructors
 Live Animals Instructor
 Aviation Security Trainer
 And Others…
*Computer Skills (mainly : Power Point)
- MANAGEMENT OF TRAINING :
* Professional( Managerial) Skills for Training Managers
* Management of Training

RB AIRCRAFTS SPECIFICATIONS REV 05 / 01 JAN 23
11 RB AIRCRAFT SPECIFICATIONS
11.1 AIRBUS – A320-232 SPECIFICATIONS
11.1.1 GENERAL
11.1.1.1 Aircraft Doors- Sill Heights and Dimensions
11.1.1.2 Aircraft General Dimensions
11.1.1.3 Ground Servicing Points Location
11.1.1.4 Jet blast and intake areas
11.1.1.5 Minimum Turning Radius
11.1.2 CARGO COMPARTMENTS AND DOORS
11.1.3 FORWARD CARGO HOLD

11.1.3.1 Forward Cargo Door Opening Size and Stations
11.1.3.2 General Arrangement
11.1.3.3 Forward Cargo hold Volumes
11.1.3.4 Tie down points arrangement
11.1.3.5 Maximum Package Sizes Forward Hold
11.1.4 AFT CARGO HOLD

11.1.4.1 Aft Cargo Door Opening Size and Stations
11.1.4.3 Aft Cargo Hold Volumes
11.1.4.5 Maximum Package Sizes Aft Hold
11.1.5 REAR (BULK) COMPARTMENT 5

11.1.5.1 Rear Cargo Door Opening Size and Stations
11.1.5.3 Rear Cargo Hold (bulk) Volumes
11.1.5.5 Maximum Package Sizes Rear (Bulk, Comp. 5) Hold
11.1.6 TIE DOWN METHODS
11.1.7 LIVE ANIMALS
11.1.8 DANGEROUS GOODS

11.1.8.1 Magnetized Material Transport
11.1.8.2 Radioactive Material Transport
11.1.9 Syrian air A320-232 Aircrafts Operational Weights

11.2 Intentionally open
11.3.1 GENERAL
11.3.2 AIRCRAFT REFERENCE SYSTEM

11.3.2.1 Mean Aerodynamic Chord (MAC)
11.3.2.2 MAC % and H-Arm Conversion
11.3.3 AIRCRAFT MAIN DIMENSIONS
11.3.4 PITCH TRIM SETTING

11.3.4.1 Effect of Moving Components on the Aircraft CG
11.3.4.2 Extension of the Slats and Flaps
11.3.4.3 Extension of the Thrust Reversers
11.3.4.4 Retraction of the Landing Gear
11.3.5 LIMITATIONS AND OPERATIONAL WEIGHTS

11.3.5.1 Maximum Design Weights
11.3.5.2 CG Limits For Weight Variant (WV) 029
11.3.5.3 Operational Weights
11.3.6 CABIN
11.3.6.1 Floor Loading Limits
11.3.6.2 Structure
11.3.6.3 Flight and Cabin Crewmembers:
11.3.6.4 Passengers
11.3.6.5 Galley and Stowage Units
11.3.7 CARGO ARRANGEMENT
11.3.8 FORWARD CARGO HOLD

11.3.8.1 Floor Load Limits
11.3.8.2 Forward Cargo Hold Capacity for ULDs
11.3.8.2.1 ULD Center of Gravity
11.3.8.2.2 Containers
11.3.8.2.3 Pallets
11.3.8.3 Cargo Hold Door
11.3.8.4 Cross Section
11.3.8.5 ULD Position Arrangement
11.3.8.6 Latch Location
11.3.8.6.1 Description of the Numbering System
11.3.8.7 Tie-Down Point Location
11.3.8.8 Loading Recommendations

11.3.8.9 Ventilation and Temperature Control Systems

11.3.9.2 Cargo Hold Capacity for ULDs
11.3.9.2.1 ULD Center of Gravity
11.3.9.2.2 Containers
11.3.9.2.3 Pallets
11.3.9.4 Cross Section
11.3.9.5 ULD Position Arrangement
11.3.9.6 Latch Location
11.3.10 REAR BULK CARGO HOLD

11.3.10.2 Cargo Hold Capacity
11.3.10.3 Restraint Conditions
11.3.10.3.1 Nets
11.3.10.3.2 Stanchions:
11.3.10.5 Cross Sections
11.3.10.6 Section Arrangement
11.3.10.7.1 Tie-Down Points of the Rear Bulk Cargo Hold
11.3.10.8.1 Loading through the Aft Cargo Door
11.4 ILYUSHIN IL-76 SPECIFICATIONS

11.4.1 GENERAL
11.4.2 AIRCRAFT WEIGHTS AND DIMENSIONS
11.4.3 DOORS AND HATCHES
11.4.3.1 External Doors and Hatches
11.4.3.2 Internal Doors
11.4.3.3 Baggage Compartments
11.4.4 AIR TRANSPORTATION OF EQUIPMENT & CARGO

11.4.5 DUTIES CREW MEMBERS
11.4.5.1 The Aircraft Pilot
11.4.5.2 The Co-Pilot
11.4.5.3 The Flight Engineer
11.4.5.4 The ADS Operator
11.4.5.5 Transported Equipment Attendants
11.4.6 PRELIMINARY PREPARATIONS FOR LOADING

11.4.6.1 Preparation of the Cargo Comp. and Equipment
11.4.6.2 Cargo Loading Procedure
11.4.6.3 Safety Precautions
11.4.7 PREPARING CARGO AND EQUIPMENT FOR

LOADING
11.4.8 LOADING VEHICLES UNDER THEIR OWN POWER
11.4.9 TYING-DOWN CARGO AND EQUIPMENT
11.4.9.1 Tying down cargo and equipment with tie-down chains
11.4.9.2 Tying-Down Cargo with Tie-Down Straps
11.4.9.3 Tying-Down Cargo with Tie-Down Nets
11 AIRCRAFT SPECIFICATIONS
11.1.1 GENERAL
1. Capacity range to idle in 70s, Airflow (kg/min) / Air Supply Pressure

(PSIA) / Air Supply Temperature (°C).
2. Max duct pressure at sea level.
3. Min pressure at ground connection / sea level.
4. Capacity range to idle in 60s, Airflow (kg/min) / Air Supply Pressure
(PSIA) / Air Supply Temperature (°C).
Aircraft Handling Information:
The arc of opening/closing cargo compartment doors is lower than the
operating sill height. Access to the aft cargo compartment by cargo loader is
restricted by flap track fairings. The cargo compartment door handle is lower
than the door arc.
11.1.1.1 Aircraft Doors- Sill Heights and Dimensions
11.1.2 Aircraft General Dimensions

11.1.1.3 Ground Servicing Points Location

11.1.1.4 Jet blast and intake areas

11.1.1.5 Minimum Turning Radius
11.1.2 Cargo Compartments and Doors

The cargo is loaded in three under floor cargo holds, designated forward cargo
hold (compartment 1), aft cargo hold (compartments 3 and 4) and rear (bulk)
cargo hold (compartment 5). Aft cargo hold (compartments 3 and 4) and rear
(bulk) cargo hold (compartment 5) are separated by a lateral divider net. The
general arrangement of the cargo holds is shown below.
Cargo Door Clearances

A minimum clearance of 1.97 meters (78 inches) to the fuselage side must be
respected before the door is operated.
The three cargo holds are each equipped with an individual access door located
on the lower right hand side of the fuselage.
The doors for the forward and aft cargo hold are hydraulically powered. Manual
operation using a hand pump is provided for use when hydraulic power is not
available.
The rear (bulk) cargo door is manually operated from outside or inside the
aircraft.
Loading of the rear (bulk) cargo hold (compartment 5) is achieved either
through the access door in the aft cargo hold after removal of the later divider
net frame or through the rear (bulk) cargo door.
The distance between the rear edge of the forward cargo door and the engine
is given in the following illustration.
11.1.3 Forward Cargo Hold

The forward cargo hold is designed for the transport of bulk cargo and baggage.
The cumulative loads in the forward cargo hold and its individual net sections
must not exceed the maximum permissible load of 3402Kg.
The floor structure is capable of supporting, via the floor panels in the flat and
sloping floor areas, a maximum distributed load of 732 kg/sqm (150lb/sqft)
provided that the maximum permissible load is not exceeded.
Each floor panel is capable of carrying a local load of 204 kg (450lb) acting on
an area of at least 0.1 sqm (1sqft) once per area of 0.28 sqm (3 sqft) and a
walking load of 91 kg (200 lb) acting on an area of 0.00065 sqm (1sqin) once
per area of 0.28 sqm (3 sqft).
The local loads must be separated from each other in such a way that the floor
structure limitations are not exceeded.
11.1.3.1 Forward Cargo Door Opening Size and Stations


The arrangement of the forward cargo hold (compartment 1) and cross sections
are shown below.
The cargo hold is divided into individual sections. For stowage of loose
baggage or cargo, the cargo hold is divided into two net sections by one lateral
divider net.
Lateral and longitudinal door nets are installed around the door to keep the
cargo door area free of cargo. All nets can be removed for loading and
unloading procedures.
During loading and unloading sufficient clearance shall be kept to the cargo
doorframe to prevent damage.

11.1.3.3 Forward Cargo hold Volumes
The maximum usable volume is defined by the subtraction of the door are
protection volume from the total theoretical volume. Additionally, the reductions
due to the protection devices in the area of frame station 24A and the minimum
clearances to the ceiling area are considered.
The usable volumes, cross section areas, extensions and H-arms are given in
the following table for individual cargo hold sections, net sections and total
cargo compartment.
Section Frame Length Cross Usable Volume H-ARM (m)
Designation Stations (m) Section
Area
(sqm) (cum) (cuft) From To Average

11 24A to 1.777 2.300 4.090 144 9.856 11.633 10.744
28
12 28 to 31 1.600 2.984 4.770 169 11.633 13.233 12.433
Sub-Total
Net-Section 11
24A to 3.377 - 8.860 313 9.856 13.233 11.544
and 12
31
13 31 to 34 1.477 2.984 4.420 156 13.233 14.710 13.791
Sub-Total
Net-Section 13
31 to 34 1.477 - 4.420 156 13.233 14.710 13.971
Total 24A to 4.854 - 13.280 469 9.856 14.710 12.283

34

The forward cargo hold is provided with tie down points. Tie down points not
required for net fastening may be used for the restraint of packages. Attachment
points in the lining and ceiling areas are for net fastening only, therefore
restraining of bulk cargo and single items is achieved by tie down to the tie
down points in the compartment floor.
Tie down point’s arrangement in the forward cargo hold can be found on the
following page.
Plug at reference points A, B, C and D are for net fastening only. Tie down
points E, F, G, H and I not used for net fastening may be used for package
restraint.
Forward Hold – Net Attachment and Tie down point Locations
11.1.3.5 Maximum Package Sizes Forward Hold

The maximum dimensions of cargo packages which will pass through the
forward cargo door and which must be restrained in the forward cargo hold
(compartment 1) are shown in the following tables.
Upright Loading
Upright loading refers to large of heavy packages loaded with the assistance of
mechanical ground support equipment and maneuvered through the door in an
upright position.
Width Height Length
(m) (in) (m) (in) (m) (in)
1.499 59.0 1.194 47.0 1.643 64.7

Tilted Loading
Tilted loading refers to large low-density cargo that may require hand
maneuvering through the door in a tilted position to avoid obstructions.
Width Height Length
(m) (in) (m) (in) (m) (in)

0.250 10.0 0.250 10.0 5.000 197.0
0.500 20.0 0.500 20.0 4.930 194.0
0.750 30.0 0.750 30.0 4.890 192.5
11.1.4 Aft Cargo Hold

The aft cargo hold is designed for the transport of bulk cargo and baggage. The
cumulative loads in the aft cargo hold and its individual net sections must not
exceed the maximum permissible load of 2426Kg in compartment 3 and
2110Kg in compartment 4. The floor structure is capable of supporting, via the
floor panels in the flat and sloping floor areas, a maximum distributed load of
732 kg/sqm (150lb/sqft) provided that the maximum permissible load is not
exceeded.
11.1.4.1 Aft Cargo Door Opening Size and Stations


The arrangement of the aft cargo hold (compartment 3 and 4) and cross
sections are shown below.
The cargo hold is divided into individual sections. For stowage of loose
baggage or cargo, the cargo hold is divided into two net sections by one lateral
divider net and is further divided into two compartments for reduction of
operational margins after installation of one lateral divider net at frame station
53.
The aft cargo hold (compartment 3 and 4) is separated from the rear (bulk)
cargo hold (compartment 5) by a lateral divider net positioned at frame station
59.

11.1.4.3 Aft Cargo Hold Volumes

due to the minimum clearances to the ceiling area are considered.
cargo compartment.
The aft cargo hold is provided with tie down points. Tie down points not required
for net fastening may be used for the restraint of packages. Attachment points
in the lining and ceiling areas are for net fastening only, therefore restraining of
bulk cargo and single items is achieved by tie down to the tie down points in the
compartment floor.
Tie down point’s arrangement in the aft cargo hold can be found as shown
below.
Plug at reference points A, B, C and D are for net fastening only. Tie down
points E, F, G, H and I not used for net fastening may be used for package
restraint.
Aft Hold – Net Attachment and Tie Down point Locations

11.1.4.5 Maximum Package Sizes Aft Hold
The maximum dimensions of cargo packages which will pass through the aft
cargo door and which must be restrained in the aft cargo hold (compartment 3
and 4) are shown in the following tables.
Upright Loading
upright position.
Width Height Length
(m) (in) (m) (in) (m) (in)

1.499 59.0 1.194 47.0 1.643 64.7
Tilted Loading
Width Height Length
(m) (in) (m) (in) (m) (in)
0.250 10.0 0.250 10.0 5.000 197.0

0.500 20.0 0.500 20.0 4.930 194.0
0.750 30.0 0.750 30.0 4.890 192.5
11.1.5 Rear (Bulk) Compartment 5

The rear (bulk) cargo hold is designed for the transport of bulk cargo and
baggage.
The cumulative loads in the aft cargo hold and its individual net sections must
not exceed the maximum permissible load of 1497Kg in compartment 5.
The floor structure is capable of supporting, via the floor panels in the flat and
sloping floor areas, a maximum distributed load of 732 kg/sqm (150lb/sqft)
provided that the maximum permissible load is not exceeded.
11.1.5.1 Rear Cargo Door Opening Size and Stations
See diagram on next page.



The arrangement of the rear (bulk) cargo hold (compartment 5) and cross
sections are shown below.
The cargo hold is divided into individual sections. The rear (bulk) cargo hold
(compartment 5) is separated from the aft cargo hold (compartment 3 and 4) by
a lateral divider net positioned at frame station 59.

11.1.5.3 Rear Cargo Hold (bulk) Volumes

due to the minimum clearances to the ceiling area are considered.
cargo compartment.

The rear (bulk) cargo hold is provided with tie down points. Tie down points not
required for net fastening may be used for the restraint of packages. Attachment
points in the lining and ceiling areas are for net fastening only, therefore
restraining of bulk cargo and single items is achieved by tie down to the tie
down points in the compartment floor.
Tie down point’s arrangement in the rear (bulk) cargo hold can be found on the
following page.
Plug at reference points A, B, C and Dare for net fastening only. Tie down
points E, F, F1, G, and H not used for net fastening may be used for package
restraint.
Rear (Bulk) Hold – Net Attachment and Tie Down point Locations
11.1.5.5 Maximum Package Sizes Rear (Bulk, Compartment 5) Hold

The maximum dimensions of cargo packages which will pass through the aft
cargo door (3 and 4) and which must be restrained in the rear cargo hold
(compartment 5) are shown in the following tables.
Upright Loading
upright position.
Width Height Length
(m) (in) (m) (in) (m) (in)
1.499 59.0 1.228 48.3 1.748 68.8

Tilted Loading
Width Height Length
(m) (in) (m) (in) (m) (in)

0.250 10.0 0.250 10.0 5.000 197.0
0.500 20.0 0.500 20.0 4.930 194.0
0.750 30.0 0.750 30.0 4.890 192.5
Loading through rear (bulk) cargo door

The maximum dimensions of cargo packages which will pass through the rear
(bulk) cargo door (compartment 5) and which must be restrained in the rear
bulk cargo hold aft of the separation net are shown in the following tables.
Loading of heavy packages

The maximum dimensions given on the following tables apply to large or heavy
packages that only can be loaded with the assistance of mechanical ground
support equipment and parallel to the floor of the cargo hold. These packages
must be positioned on the horizontal part of the floor under consideration of the
floor loading limits.
Loading of low density packages in a non-tilted position

The maximum dimensions given on the following table apply to low-density
packages that can be maneuvered by hand through the door. These
dimensions refer to upright loading but for transport, the packages may be lifted
on the sloping parts of the cargo hold floor. To use the maximum possible
length, the packages may be positioned with one end on the sloping part of the
floor and the other end on the horizontal part of the floor, provided that the floor
loading limits are observed. Use of load spreaders is recommended to avoid
too high of local loads.
Loading of low density packages in a tilted position

The maximum dimension of low density packages that will pass through the
cargo door in a tilted position are given below.
Width Height Length
(m) (in) (m) (in) (m) (in)

0.950 37.4 0.100 3.9 1.930 75.9
Maximum Dimensions of Heavy Packages
PACKAGE WIDTH (m/in)

Maximum Dimensions of Low Density Packages

11.1.6 Tie down Methods

The forward, aft and rear cargo holds are provided with tie down points as
illustrated previously. Only tie down points located in the cargo hold floor area,
which are not required for net fastening may be used for the restraint of
packages.
Package Restraint
The following diagram shows the general arrangement for tie down of a typical
package to the pallet rims or cargo hold floor.
For each tie down the typical load, directions are as follows:

A table is given permitting a check of maximum load allowed in any direction.

TIE DOWN POINT SIDE
UP FWD AFT LH RH
2
3
5
6
Total Maximum load

allowed
Load factor
Ultimate load
(Weight X load factor)
The total maximum load allowed in each direction must be equal to or greater
than the ultimate load.
11.1.7 Live Animals

The aircrafts registrations number (YKAKH/KG) has not equipped with a
heating and ventilation system for the transport of livestock.
In the aircrafts registrations number (YKAKA/KB/KC/KD/KE/KF), the forward
cargo hold (compartment 1) is equipped with a heating and ventilation system
for the transport of livestock.
The live animal cargo units shall be designed to restrain the live animals, to
withstand handling operations during loading and unloading procedures and to
withstand forces resulting from aircraft flight conditions.
To minimize cleaning of the cargo compartments and to prevent contamination
within the air-conditioning system, the live animal cargo should be treated as
wet freight and the live animal cages should be designed to keep animals waste
inside.
It is recommended that the loading of live animals occur as close as possible
to the departure time and be loaded in such a way that offload occurs
immediately on arrival. This is to ensure that the time with the cargo doors shut
but ventilation and temperature controls not at full performance (standing on
the ramp, taxing, take off, descent) is kept to the absolute minimum.
Further recommendations include the use of thermal insulation to protect the
cargo from cold temperature in the area of the cargo compartment floor, no
loading in front of ventilation outlets and preferably no loading in the cargo door
area.
Each case of live animals transport is different and requires a calculation under
consideration of the particular parameters such as species and number of
animals, the flight profile and cargo compartment environment. The Airbus
manual, Livestock Transportation is recommended to assist in determining
suitability of transport for a particular shipment.
At all times shall the IATA Live Animals Regulations be adhered to. This manual
provides container requirements, space requirements, stocking densities and
other items related to the species being transported in addition to livestock
specific transport requirements .Additional information can be found in the
Airbus Livestock Transportation Manual (LTM).
11.1.8 Dangerous Goods

The transport of dangerous goods is regulated internationally by the legally
binding ICAO Regulations for the safe transport of dangerous goods by air and
the IATA Dangerous Goods Regulations Manual (DGR).
It is important to note that the sole responsibility for the preparation of the
shipments of dangerous goods, including dry ice, lies with the shipper.
Responsibility for the acceptance, loading and the transport of dangerous
goods is the operator.
11.1.8.1 Magnetized Material Transport

The transportation of Magnetized Material is permitted on all aircraft under
precise conditions provide that they must meet all the regulations pertaining
to this transport in the IATA Dangerous Goods Regulations.
11.1.8.2 Radioactive Material Transport

The transportation of Radioactive material is permitted providing the
conditions as set forth in the IATA Dangerous Manual are met and the I ICAO
regulations ( Convention on international Civil Aviation, Annex 18) are satisfied.
This material is based on the International Atomic Energy Agency's document
(Regulation for the safe Transport of Radioactive Material).
When Radioactive material is transported , it is required to have a minimum
distance to the passenger/ personnel area of the aircraft, which is based on
the minimum separation list in the IATA DGR .For both the forward and aft
cargo compartment, the distance from the passenger compartment to the
ceiling of the cargo compartment is 0.158 meters. The maximum height of the
forward and aft cargo compartment is 1.234 meters. As a result of such
measurements, the chart found on the next page would govern the amount and
placement of radioactive material on the bulk loaded A320 aircraft.
Total Sum of Minimum Minimum Maximum

T.I Distance to Distance to Ceiling Loading Height
Passenger
Meters Meters Meters
0.1 to 1.0 0.30 0.142 1.101

1.1 to 2.0 0.50 0.342 0.901
2.1 to 3.0 0.70 0.542 0.701
3.1 to 4.0 0.85 0.692 0.551

4.1 to 5.0 1.00 0.842 0.401
5.1 to 6.0 1.15 0.992 0.251

6.1 to 7.0 1.30 1.142 0.101
7.1 to 8.0 1.45 1.292 NOT VALID
8.1 to 9.0 1.55 1.392 NOT VALID
9.1 to 10.0 1.65 1.492 NOT VALID
10.1 to 11.0 1.75 1.592 NOT VALID
11.1 to 12.0 1.85 1.692 NOT VALID
12.1 to 13.0 1.95 1.792 NOT VALID
Hold compartment height limit the T.I per package to 7.0 as otherwise minimum
distance to the passenger is insufficient. With a package of 7.0 T.I, the height
shall be limited to 10 cm .the maximum amount of T.I that may be transported

per aircraft is 50 as per ICAO and IATA DGR regulations.
The T.I limitation per package may only exceed IATA/ ICAO limit of 10 on
specific request to ALL involved authorities , that is to say the country of origin
,country of destination and if applicable the country of transit or interim stop.
Refer to the IATA Dangerous Goods Manual for all loading of Radioactive
Materials requirements.
11.1.9 Syrian air A320-232 Aircrafts Operational Weights:
11.2 INTENTIONALLY OPEN



11.3.1 GENERAL
The A340 is part of an integrated family sharing the same modern technology
as the A330 and maintaining the commonality that is integrated into the Airbus
Fly-by-Wire Family. It has undergone a program of continuous improvement
and still delivers the value that airline customers expect, as the A340 has over
50 customers and operators with more than 350 A340s flying to over 150
airports every week.
The different models of the A340 Family can carry from 250 to 440 passengers
and are operating on some of the world’s longest routes.
A stand-out benefit of the four-engine A340 is that it does not require any
ETOPS certification. This allows quick start-up of long-haul operations. It also
has good -hot and high- capability at airports that would be off-limits to other
aircraft.
The A340 has one of the quietest and most comfortable cabins in the sky, with
state-of-the-art LED (Light Emitting Diode) lighting, mood styles of lighting and
AVOD IFE systems.
The A340 combines good capability, economics and passenger product in one
package.
11.3.2 AIRCRAFT REFERENCE SYSTEM

The aircraft reference system (OX, OY, OZ) is defined by the three following
reference planes: YOZ plane where H-ARM = 0 is 6.3825 m (251.280 in)
forward of the aircraft nose (A). XOZ plane where Y-ARM = 0 is on the aircraft
datum line. The XOZ plane is the plane of symmetry of the aircraft. XOY plane
where Z-ARM = 0 is 7.000 m (275.59 in) below the aircraft datum line (T). The
Y-ARM is positive on the Left-Hand (LH) side of the aircraft.
Front View
Side View
11.3.2.1 MEAN AERODYNAMIC CHORD (MAC)

A Center of Gravity (CG) position can be provided in terms of percent of a
reference chord.
For Airbus WBM, the reference chord is the Mean Aerodynamic Chord (MAC)
of the aircraft.
The length of the MAC is 7.270 m (286.22 in) (B).
The H-ARM of the Leading Edge of the Mean Aerodynamic Chord (LEMAC) is
34.532 m (1 359.53 in) (C).
11.3.2.2 MAC % AND H-ARM CONVERSION

An H-ARM can be converted into a percent of the MAC via the following
calculations:
Metric Units:
US Units:
A percent of the MAC can be converted into H-ARM via the following
calculations:
Metric Units:
US Units:
11.3.3 AIRCRAFT MAIN DIMENSIONS
The dimensions J, K, and N indicated in the following illustration are nominal

for aircraft at Maximum Taxi Weight (MTW) and CG location at 25 %MAC.

11.3.4 PITCH TRIM SETTING

The following illustration can be used to determine the setting of the pitch trim
wheel, and takes into account all weights and configurations.
11.3.4.1 Effect of Moving Components on the Aircraft CG

The movement of the following components affect the aircraft CG position:
‐ Slats and flaps
‐ Thrust reversers
‐ Landing gears.
This part provides the balance effect due to the movement of each component.
11.3.4.2 Extension of the Slats and Flaps

The following table provides for all lever positions the moment due to the
extension of slats and flaps:
11.3.4.3 Extension of the Thrust Reversers

The extension of the thrust reversers has a negligible balance effect on the
aircraft CG.
11.3.4.4 Retraction of the Landing Gear

The following table provides the moment due to the retraction of each landing
gear:
11.3.5 Limitations and Operational Weights

The LIM Limitations chapter defines rules for the operation of the aircraft in
terms of weight and balance.
The Operator must operate the aircraft within the limits provided in the current
chapter.
The LIM-WGHT-Loading chapter of the Airplane Flight Manual (AFM) refers to
the content of the LIM Limitations chapter.
11.3.5.1 MAXIMUM DESIGN WEIGHTS
11.3.5.2 CG Limits For Weight Variant (WV) 029

The CG limit between two successive weights is a linear variation in term of
moments.
CG TABLES WV 029
11.3.5.3 Operational Weights

RB AIRCRAFTS SPECIFICATIONS REV 05 / 01 JUN 23
11.3.6 CABIN
11.3.6.1 FLOOR LOADING LIMITS
The passenger compartment (cabin) is designed to accommodate passenger
seats up to a configuration of 8 seats abreast.
11.3.6.2 STRUCTURE
The floor structure can sustain the following load:
Cabin Running Load Limitations 1125 (Kg/M) 63 (LB/IN)
The running load limit is the maximum weight acceptable for the distance, in
the flight direction, between two successive seat front studs.
The distance between two successive seat front studs is the seat row pitch.
The running load depends on the number of seats per row, the seat row pitch,
and the assigned weight per seat place.
The weight per seat place is the sum of all of the following:
‐ The weight of the seat
‐ The weight of the seat equipment (IFE, life vest, etc.)
‐ The assigned weight of the passenger hand baggage, transported on the
cabin floor.
‐ The assigned weight of the passenger.
Cabin Layout
11.3.6.3 FLIGHT AND CABIN CREWMEMBERS:
11.3.6.4 PASSENGERS:
11.3.6.5 GALLEY AND STOWAGE UNITS

11.3.7 Cargo Arrangement
The operator can load the items in the lower deck cargo holds. The lower
deck includes the forward, aft, and rear bulk cargo holds.
A divider net and a tarpaulin separate the aft and rear bulk cargo holds.
11.3.8 Forward Cargo Hold

The forward cargo hold is divided into two compartments (compartments 1 and
2).
The cargo hold is equipped with a Cargo Loading System (CLS) for the
transport of Unit Load Devices (ULDs) and non-unitized loads.
The CLS is the equipment installed on the floor of the cargo hold:
‐ To load ULDs and non-unitized load
‐ To restrain ULDs and non-unitized loads against the load factors induced by
aircraft accelerations.
A ULD is a container or a pallet, and the equipment of the pallet (nets, igloo,
etc.). A ULD enables the operator to assemble and restrain individual items in
a standard-sized unit.
The operator must check all the limits, provided in this section, without taking
into account the load factors.
11.3.8.1 FLOOR LOAD LIMITS

The floor structure can sustain the following loads:
The distributed load limit is the maximum weight acceptable on the area
delimited by the external contour of the contact points between the ULD and
ball mats or roller tracks.
The running load limit is the maximum weight acceptable on the distance, in the
flight direction, between the most distant points in direct contact with ball mats
or roller tracks.
PANELS
The operator has no floor loading limits to check for the panels.
11.3.8.2 FORWARD CARGO HOLD CAPACITY FOR ULDS

The operator must use the CLS to restrain the ULD s. The operator must ensure
that the CLS is not damaged.
The loading is subject to restrictions in the case of malfunction of the CLS.
(Refer to CTL-LIM-FWD-CMF-INT Introduction)
The operator must load the cargo hold with ULDs that comply with:
‐ The ULD Transport Requirements (Refer to CTL-LIM-FWD-UTR ULD
Transport Requirements)
‐ The ULD baseplate dimensions and maximum gross weights that the table
below provides.
The gross weight of a container is the sum of:
‐ The tare weight of the container
‐ The weight of the load.
The gross weight of a pallet is the sum of:
‐ The tare weight of the pallet
‐ The weight of the load
‐ The weight of the pallet equipment (nets, igloo, etc.).
The capacity of the cargo hold is 22 861 kg (50 399 LB). The following table
provides the maximum gross weight per ULD, depending on the ULD baseplate
dimensions.
Any ULD position may remain unoccupied, but all the latches of the cargo hold
must be raised to limit inadvertent ULD movement, in the case of latch
malfunctions.
11.3.8.2.1 ULD CENTER OF GRAVITY
The CG of a loaded container is defined as the barycenter of the load and the
empty container.
The CG of a loaded pallet is defined as the barycenter of the load, the empty
pallet, and the pallet equipment (nets, igloo, etc.).
The CG of a loaded ULD must be within the limits defined in the tables below.
The maximum CG height is measured from the bottom of the ULD baseplate.
The lateral and longitudinal CG deviations are measured from the geometric
center of the ULD baseplate.
11.3.8.2.2 CONTAINERS
(1) Any ULD with a contour code that complies with the aircraft design. Refer
to CTL-LIM-FWD-UTR ULD Transport Requirements.
11.3.8.2.3 PALLETS
to CTL-LIM-FWD-UTR ULD Transport Requirements.
11.3.8.3 CARGO HOLD DOOR

The forward cargo hold is equipped with a door on the right side of the
fuselage.
The door opens outward.
The operator must use the forward door to load and unload the forward cargo
hold.
FRONT VIEW OF THE DOOR
SIDE VIEW OF THE DOOR

11.3.8.4 CROSS SECTION

The table below provides the cross section of the cargo hold.
11.3.8.5 ULD POSITION ARRANGEMENT

This part provides the H-ARM tables for each ULD baseplate dimensions.
For the Airbus recommendations about the loading of ULDs, Refer to CTL-
CGO-FWD-RECO Loading Recommendations.
ULD S WITH BASEPLATE 60.4 X 61.5 IN (ULD BASEPLATE CODE K)

The following table provides the H-ARM s of the ULD baseplate for each ULD
position.
Depending on the contour of the ULD, the operator can either:

‐ Load both sides of the ULD position, or
‐ Load only one side of the ULD position.
ULD S WITH BASEPLATE 60.4 X 125 IN (ULD BASEPLATE CODE L)

position.
ULD S WITH BASEPLATE 88 X 125 IN (ULD BASEPLATE CODE A)

position.
ULD S WITH BASEPLATE 96 X 125 IN (ULD BASEPLATE CODE M)

position.
OVERVIEW OF THE ULD ARRANGEMENTS
ULD Position Arrangement - FWD Cargo Hold

11.3.8.6 LATCH LOCATION

This part of the manual provides the location of all the latches of the cargo hold.
To ease the localization of the latches, a numbering system is used. The
numbering system provides a specific code for each latch.
This part contains:
‐ An illustration of the cargo hold floor with all the installed latches
‐ A description of the numbering system
‐ A latch location table that provides for each latch code, the latch position and
the related ULD positions.
LATCHES OF THE FORWARD CARGO HOLD

Top View of the Cargo Hold Floor - FWD
11.3.8.6.1 DESCRIPTION OF THE NUMBERING SYSTEM

The following part describes the numbering system associated with the cargo
hold latches. The latch code provides each latch unit with an individual
identification.
The DD-H-SS-RNNN-TT latch code has the following essential elements to
describe each latch:
‐ DD: cargo deck
‐ H: cargo hold
‐ SS: cargo hold side
‐ RNNN: individual identification number
‐ TT: latch restraint type.
DD - CARGO DECK
H - CARGO HOLD
SS - CARGO HOLD SIDE
RNNN - INDIVIDUAL IDENTIFICATION NUMBER

The individual identification number has 4 characters based on a grid of each
cargo hold.
TT- LATCH RESTRAINT TYPE
EXAMPLE OF LATCH CODE:

The latch code LD-F-RH-2025-XZ means that the relative latch is:
‐ In the lower deck
‐ In the forward cargo hold
‐ On the right-hand side of the cargo hold
‐ In the 2nd position from the AD on the Y axis and the 025th position from 1 on
the X axis
‐ Able to restrain the ULDs in the X and Z directions.
11.3.8.7 TIE-DOWN POINT LOCATION

This part provides the location of all the tie-down points in the forward cargo
hold.
The cargo hold is equipped with tie-down points on the fixed YZ-Latches of the
CLS for the restrain of floating pallets.
For additional information about the requirements for the loading of floating
pallets, Refer to
CTL-LIM-FWD-NLOD Introduction.
To ease the localization of the tie-down points, a numbering system is used.
The numbering system provides a specific code for each tie-down point.
This part contains:
‐ An illustration of the cargo hold cross section with the possible location of the
tie-down points
‐ An illustration of the cargo hold floor with all the installed tie-down points
‐ A location table that provides for each tie-down point code the tie-down point
position.
TIE-DOWN POINTS OF THE FORWARD CARGO HOLD
Front View of the Cargo Hold Cross Section

Top View of the Cargo Hold Floor

The following part describes the numbering system associated with the tie-
down points of the cargo hold. The tie-down point code provides each tie-down
point with an individual identification.
The DD-H-SS-RNNN-LLL-TTT tie-down point code has the following essential
elements to describe each tie-down point:
‐ DD: cargo deck
‐ H: cargo hold
‐ LLL: cargo hold lining
‐ TTT: type of tie-down point
11.3.8.8 LOADING RECOMMENDATIONS

The operator can load the cargo hold with:
‐ A maximum of 18 ULDs (Refer to CTL-LIM-FWD-CHL Cargo Hold Capacity
for ULDs)
‐ Non-unitized loads. (Refer to CTL-LIM-FWD-NLOD Introduction)
To load a ULD or a non-unitized load in the cargo hold, the operator should
consider all of the following:
‐ The dimensions of the permitted ULD baseplate
‐ The dimensions of the maximum permitted contour
‐ The dimensions of the package
‐ The installation of the ventilation and temperature control systems in the cargo
hold, if required by the type of item loaded.
ULD BASEPLATE
The operator can load ULDs with the following baseplate dimensions:
‐ 60.4 x 61.5 in
‐ 60.4 x 125 in
‐ 88 x 125 in
‐ 96 x 125 in.
The operator can:

‐ Load ULDs that all have the same baseplate dimensions
‐ Load a combination of ULD s with different baseplate dimensions.
The operator should consider the compatibility of loading ULDs with different
baseplate dimensions on adjacent positions.
‐ Load non-unitized loads
‐ Load a combination of ULD s and non-unitized loads. The operator should
consider the interference that may occur between ULDs and non-unitized
loads.
‐ Keep one or more ULD positions vacant.
If the ULD baseplate is deteriorated, the baseplate may interfere with the
function of the CLS. To ensure smooth loading and restraint of the ULD in the
CLS, the operator should inspect all of the following:
‐ The baseplate deflection
‐ The baseplate outer dimensions
‐ The baseplate edge profile.
ULD CONTOUR
The ULD dimensions must remain within the limits of the Standard Contour F
defined by the IATA.
PACKAGE DIMENSIONS
The operator can use one of the following techniques to load non-unitized
loads:
‐ The straight loading
‐ The swiveled loading.
The dimensions of the packages that can be loaded depend on all of the
following:
‐ The dimensions of the cargo door
‐ The cross section of the cargo hold
‐ The length of the cargo hold
‐ The restraint system of the cargo hold
‐ The technique used to load the packages.
For both loading techniques, the package dimensions provided in the tables
below are approximate and refer to rectangular packages.
The operator is responsible for the calculation or the loading tests to ensure
that it is possible to load the packages with defined form, dimensions and
weight.
STRAIGHT LOADING
Straight loading means that the packages are maneuvered through the cargo
door in an upright position and moved straight ahead in the cargo hold.
Large heavy packages should be straight loaded with the assistance of ground
support equipment.
The table below provides the maximum dimensions of packages that are
compatible with straight loading.
SWIVELED LOADING
If the package dimensions exceed the permitted dimensions for the straight
loading, the operator may still load the package by swiveling it in the door area.
The swiveled loading of packages requires hand maneuvering.
The table below provides some examples of package dimensions that are
compatible with swiveled loading.
11.3.8.9 VENTILATION AND TEMPERATURE CONTROL SYSTEMS

The forward cargo hold is not equipped with ventilation and temperature control
systems.
Special cargo can require the use of the ventilation and (or) temperature control
systems.
To transport special cargo, the operator should consider both of the following:
‐ The WBM requirements. The requirements or regulations of any specific
documentation related to special cargo.

The aft cargo hold is divided into two compartments (compartments 3 and 4).
The cargo hold is equipped with:

‐ A Cargo Loading System (CLS) for the transport of Unit Load Devices (ULDs)
and non-unitized loads
‐ A provision for the installation of a Lower Deck Crew Rest Container (LDCRC).
The CLS is the equipment installed on the floor of the cargo hold:
‐ To load ULDs and non-unitized load
‐ To restrain ULDs and non-unitized loads against the load factors induced by
aircraft accelerations.
A ULD is a container or a pallet, and the equipment of the pallet (nets, igloo,
etc.). A ULD enables the operator to assemble and restrain individual items in
a standard-sized unit.

The floor structure can sustain the following loads:
delimited by the external contour of the contact points between the ULD and
ball mats or roller tracks.
The running load limit is the maximum weight acceptable on the distance, in the
flight direction, between the most distant points in direct contact with ball mats
or roller tracks.
PANELS
The operator has no floor loading limits to check for the panels.
11.3.9.2 CARGO HOLD CAPACITY FOR ULDS

The operator must use the CLS to restrain the ULD s. The operator must ensure
that the CLS is not damaged.
The loading is subject to restrictions in the case of malfunction of the CLS.
(Refer to CTL-LIM-AFT-ULD-CMF-INT Introduction)
The operator must load the cargo hold with ULDs that comply with:
‐ The ULD Transport Requirements (Refer to CTL-LIM-AFT-ULD-UTR ULD
Transport Requirements)
‐ The ULD baseplate dimensions and maximum gross weights that the table
below provides.
The gross weight of a container is the sum of:
‐ The tare weight of the container
‐ The weight of the load.
The gross weight of a pallet is the sum of:
‐ The tare weight of the pallet
‐ The weight of the load
‐ The weight of the pallet equipment (nets, igloo, etc.).
provides the maximum gross weight per ULD, depending on the ULD baseplate
dimensions.
malfunctions.
malfunctions.
11.3.9.2.1 ULD CENTER OF GRAVITY

The CG of a loaded container is defined as the barycenter of the load and the
empty container.
The CG of a loaded pallet is defined as the barycenter of the load, the empty
pallet, and the pallet equipment (nets, igloo, etc.).
The CG of a loaded ULD must be within the limits defined in the tables below.
The maximum CG height is measured from the bottom of the ULD baseplate.
The lateral and longitudinal CG deviations are measured from the geometric
center of the ULD baseplate.
11.3.9.2.2 CONTAINERS
to CTL-LIM-AFT-ULD-UTR ULD Transport Requirements.
11.3.9.2.3 PALLETS
to CTL-LIM-AFT-ULD-UTR ULD Transport Requirements.

The aft cargo hold is equipped with a door on the right side of the fuselage.
The door opens outward.
The operator must use the aft door to load and unload the aft cargo hold.


11.3.9.4 CROSS SECTION

The table below provides the cross section of the cargo hold.
11.3.9.5 ULD POSITION ARRANGEMENT
This part provides the H-ARM tables for each ULD baseplate dimensions.
When installed, the Lower Deck Crew Rest Container (LDCRC) occupies the
position 31P in the cargo hold.
For the Airbus recommendations about the loading of ULDs, Refer to CTL-
CGO-AFT-ULD-RECO Loading Recommendations.
ULD S WITH BASEPLATE 60.4 X 61.5 IN (ULD BASEPLATE CODE K)

position.
Depending on the contour of the ULD the operator can either:

‐ Load both sides of the ULD position, or
‐ Load only one side of the ULD position.
ULD S WITH BASEPLATE 60.4 X 125 IN (ULD BASEPLATE CODE L)

position.
ULD S WITH BASEPLATE 88 X 125 IN (ULD BASEPLATE CODE A)

position.
The operator can load:

‐ One container with baseplate 60.4 x 125 in on position 33PR/L, or
‐ Two containers with baseplate 60.4 x 61.5 in on position 33PR and 33PL
with four pallets with baseplate 88 x 125 in.
ULD S WITH BASEPLATE 96 X 125 IN (ULD BASEPLATE CODE M)

position.
The latch arrangement prevents the loading of 3 ULDs with baseplate 96 x 125
in on positions 32P, 33P and 41P together.
The operator can load:
‐ One container with baseplate 60.4 x 125 in on position 33PR/L, or
‐ Two containers with baseplate 60.4 x 61.5 in on position 33PR and 33PL with
four pallets with baseplate 96 x 125 in.
OVERVIEW OF THE ULD ARRANGEMENTS
ULD Position Arrangement - Aft Cargo Hold
11.3.9.6 LATCH LOCATION

This part of the manual provides the location of all the latches of the cargo hold.
To ease the localization of the latches, a numbering system is used. The
numbering system provides a specific code for each latch.
This part contains:
‐ An illustration of the cargo hold floor with all the installed latches
‐ A latch location table that provides for each latch code, the latch position and
the related ULD positions.
LATCHES OF THE AFT CARGO HOLD

Top View of the Cargo Hold Floor - Aft

You can find it in (11.3.8.6.1) of this section.
This part provides the location of all the tie-down points in the aft cargo hold.
The cargo hold is equipped with tie-down points on the fixed YZ-Latches of the
CLS for the restrain of floating pallets.
For additional information about the requirements for the loading of floating
pallets, Refer to CTL-LIM-AFT-ULD-NLOD Introduction.
This part contains:

tie-down points.
‐ An illustration of the cargo hold floor with all the installed tie-down points.
‐ A description of the numbering system.
position.
TIE-DOWN POINTS OF THE AFT CARGO HOLD
Front View of the Cargo Hold Cross Section
Top View of the Cargo Hold Floor

DESCRIPTION OF THE NUMBERING SYSTEM

point with an individual identification.
The DD-H-SS-RNNN-LLL-TTT tie-down point code has the following essential
‐ DD: cargo deck
‐ H: cargo hold
EXAMPLE OF TIE-DOWN POINT CODE:
The LD-A-RH-5022-LTC-STP tie-down point code identifies the tie-down point

that is:
‐ In the lower deck
‐ In the aft cargo hold
‐ On the right-hand side of the cargo hold
‐ In the 5th position from the AD on the Y axis and the 022th position on the X
axis
‐ On a fixed YZ-Latch
‐ A standard tie-down point.
The operator can load the cargo hold with:

‐ A maximum of 14 ULDs (Refer to CTL-LIM-AFT-ULD-CHL Cargo Hold
Capacity for ULDs)
‐ Non-unitized loads. (Refer to CTL-LIM-AFT-ULD-NLOD Introduction)
To load a ULD or a non-unitized load in the cargo hold, the operator should
consider all of the following:
‐ The dimensions of the permitted ULD baseplate
‐ The dimensions of the maximum permitted contour
‐ The installation of the ventilation and temperature control systems in the cargo
ULD BASEPLATE
The operator can load ULDs with the following baseplate dimensions:
‐ 60.4 x 61.5 in
‐ 60.4 x 125 in
‐ 88 x 125 in
‐ 96 x 125 in.
The operator can:
‐ Load ULDs that all have the same baseplate dimensions
‐ Load a combination of ULD s with different baseplate dimensions. The
operator should consider the compatibility of loading ULDs with different
baseplate dimensions on adjacent positions.
‐ Load non-unitized loads
‐ Load a combination of ULD s and non-unitized loads. The operator should
consider the interference that may occur between ULDs and non-unitized loads.
‐ Keep one or more ULD positions vacant.
If the ULD baseplate is deteriorated, the baseplate may interfere with the
function of the CLS. To ensure smooth loading and restraint of the ULD in the
CLS, the operator should inspect all of the following:
‐ The baseplate deflection

‐ The baseplate outer dimensions
‐ The baseplate edge profile.
ULD CONTOUR
The ULD dimensions must remain within the limits of the Standard Contour F
defined by the IATA.
PACKAGE DIMENSIONS
The operator can use one of the following techniques to load non-unitized
loads:
‐ The straight loading
‐ The swiveled loading.
following:
‐ The dimensions of the cargo door
‐ The cross section of the cargo hold
‐ The length of the cargo hold
‐ The restraint system of the cargo hold
‐ The technique used to load the packages.
For both loading techniques, the package dimensions provided in the tables
below are approximate and refer to rectangular packages.
weight.
STRAIGHT LOADING
Straight loading means that the packages are maneuvered through the cargo
door in an upright position and moved straight ahead in the cargo hold.
Large heavy packages should be straight loaded with the assistance of ground
support equipment.
The table below provides the maximum dimensions of packages that are
compatible with straight loading.
SWIVELED LOADING
If the package dimensions exceed the permitted dimensions for the straight
loading, the operator may still load the package by swiveling it in the door area.
The swiveled loading of packages requires hand maneuvering.
The table below provides some examples of package dimensions that are
compatible with swiveled loading.

The aft cargo hold is not equipped with ventilation and temperature control
systems.
systems.
‐ The WBM requirements
‐ The requirements or regulations of any specific documentation related to
special cargo.
11.3.10 Rear Bulk Cargo Hold

The rear bulk cargo hold has one compartment (compartment 5).
The cargo hold is equipped with a net restraint system for the transport of bulk
loads.
Bulk loads are defined as loose items, baggage or freight that can be loaded
within a net section.
A net section is a section delimited by two successive nets or by a net and a
wall.
The net restraint system is an arrangement of nets that is certified to restrain
the bulk items against the load factors induced by aircraft accelerations.
All parts of the net restraint system are mandatory.

The floor structure can sustain the following load on the flat and sloped floor:
delimited by the external contour of the contact points between the load and the
floor.
PANELS
Each floor panel can sustain the following loads:
(1) ø is the diameter of the circular area

The local load limit is the maximum weight acceptable on the area in direct
contact with the floor panels that will not lead to permanent deformations. The
operator must check the local load on a delimited area of 0.093 m² (1.00 ft²)
only.
The operator does not need to check the local load on the floor panels if both
the following conditions are satisfied:
‐ The bottom surface of the item loaded is identical to the area in direct contact
with the floor
‐ The distributed load that the operator calculates is below the maximum
distributed load permitted.
The point load is the maximum weight acceptable on the circular area in direct
contact with the floor panels that will not lead to puncture. The operator must
evaluate the point load when a high weight is concentrated on a small bearing
area of the floor panels.
11.3.10.2 CARGO HOLD CAPACITY
Mandatory door nets keep the door area free of load items to ensure a reliable
opening of the cargo door.
Mandatory longitudinal and lateral nets separate the cargo hold into three net
sections. The generated net sections ensure the restraint of the load in the rear
bulk cargo hold.
For additional information on the net section arrangement, Refer to CTL-CGO-
REAR-CHA Section
Arrangement.
provides the maximum gross weight per section.
The operator must only use the above-mentioned values, if the mandatory nets
are installed and used as intended.
The loading of the cargo hold is subject to additional restraint requirements or
weight restrictions in the following cases:
‐ The loading of hazardous, heavy, or long items (Refer to CTL-LIM-REAR-
BULK-CHL Restraint Conditions).
‐ A malfunction of the installed nets or stanchions. (Refer to CTL-LIM-REAR-
BULK-NMF Net Malfunctions).
11.3.10.3 RESTRAINT CONDITIONS
For bulk loading, if the net restraint system is used, no additional restraints are
required, except in the following cases:
‐ When a bulk item may be hazardous due to its nature, form, or density.
‐ When a bulk item has a weight of more than 150 kg (330 LB).
The additional restraint of the above-mentioned items is achieved if:
‐ The operator fills the applicable net section to at least three quarters of its
height, or
‐ The operator fastens the bulk items individually to the tie-down points of the
aircraft.
A bulk item may be too large to fit in a net section. In this case, the operator is
authorized to remove the mandatory net. Then, the operator must fasten all bulk
items individually in the new net section.
The operator must ensure that there is a minimum clearance of 2.00 in (0.051
m) between the top of the load and the cargo hold ceiling.
11.3.10.3.1 NETS:
11.3.10.3.2 STANCHIONS:

The rear bulk cargo hold is equipped with a door on the right side of the
fuselage. The door opens inward. To load and unload the rear bulk cargo hold,
the operator must use: ‐ The door of the rear bulk cargo hold, or ‐ The door of
the aft cargo hold, after removal of the divider net between the aft and rear bulk
cargo holds.

11.3.10.5 CROSS SECTIONS

The form of the rear bulk cargo hold is not regular. The left and right sides of
the cargo hold are not symmetrical on the total length of the cargo hold.
The table below provides the cross sections for different H-ARMs.
METRIC UNITS
US UNITS
11.3.10.6 SECTION ARRANGEMENT
The rear bulk cargo hold is divided into sections and net sections as indicated
in the illustration below.
The maximum theoretical volume of the cargo hold is equal to the total
theoretical volume of the cargo hold minus the volume of the cargo door area.
The maximum usable volume of the cargo hold is based on:
‐ The maximum theoretical volume
‐ The volume reduction due to the minimum clearance of 2 in (0.051 m) between
the top of the load and the cargo hold ceiling
‐ The volume reduction due to the installation of protection panels on the cargo
hold walls.
The following table provides the usable volume and H-ARMs for each section
that is available for the loading of bulk items.
This part provides the location of all the tie-down points installed in the rear bulk
cargo hold.
The rear bulk cargo hold is equipped with tie-down points on the ceiling, the
sloped floor and the flat floor of the cargo hold.
To attach the nets, the operator uses the tie-down points on the ceiling, the
sloped floor and the flat floor of the cargo hold.
The tie-down points on the ceiling and the sloped floor are only dedicated to the
installation of the nets.
To restrain bulk items, the operator only uses the tie-down points on the flat
floor that are not already used to attach the nets.
For additional information about the requirements for the loading of bulk items.
This part contains:
tie-down points
‐ An illustration of the ceiling of the cargo hold with all the installed tie-down
points
‐ An illustration of the sloped and flat floors of the cargo hold with all the installed
tie-down points
position.
11.3.10.7.1 TIE-DOWN POINTS OF THE REAR BULK CARGO HOLD

POSSIBLE LOCATION OF THE TIE-DOWN POINTS
TIE-DOWN POINTS OF THE CEILING

TIE-DOWN POINTS OF THE FLAT AND SLOPED FLOORS
DESCRIPTION OF THE NUMBERING SYSTEM
point an individual identification.
The DD-H-SS-RRNNN-LLL-TTT tie-down point code has the following
‐ DD: cargo deck
‐ H: cargo hold
‐ RRNNN: individual identification number
To load an item in the cargo hold, the operator should consider:

‐ The installation of ventilation and temperature control systems in the cargo
PACKAGE DIMENSIONS
LOADING THROUGH THE REAR BULK CARGO DOOR

following:
‐ The dimensions of the rear bulk cargo door
‐ The cross sections of the rear bulk cargo hold
‐ The restraint system of the rear bulk cargo hold
‐ The dimensions of the net sections of the rear bulk cargo hold.
The package dimensions provided in the tables below are approximate and
refer to rectangular packages.
weight.
Transport on the Flat Floor
Net Section 51
To transport a package on the flat floor of net section 51, trial loading is
recommended.
Net Section 52
The table below provides information on the transport of a package on the flat
floor of net section 52 based on the length and width of the package.
In the following table, all of the following apply:
‐ “Yes” means that loading is possible
‐ “Trial Loading” means that loading may be possible depending the form of the
package.
Net Section 53
The table below provides information on the transport of a package on the flat
floor of net section 53 based on the length and width of the package.
package.
Transport on both the Flat and Sloped Floors
If the package dimensions exceed the dimensions for the transport on the flat
floor, the operator may still transport the package. The package will touch both
the flat and sloped floors, and will be at an angle (refer to the illustration below).
The loading of this type of package requires the operator to manually lift the
package on to the sloped floor.
Net Section 51
To transport a package on both the flat and sloped floors of net section 51, trial
loading is recommended.
Net Section 52
The table below provides information on the transport of a package on both the
flat and sloped floors of net section 52 based on the length and width of the
package.

package.
Net Section 53
The table below provides information on the transport of a package on both the
flat and sloped floors of net section 53 based on the length and width of the
package.
package.
11.3.10.8.1 LOADING THROUGH THE AFT CARGO DOOR
following:
‐ The dimensions of the aft cargo door
‐ The cross sections of both the aft cargo hold and the rear bulk cargo hold
‐ The restraint system of the rear bulk cargo hold
‐ The technique used to load the packages thought the aft cargo door
‐ The dimensions of the net sections of the rear bulk cargo hold.
For additional information about the package, dimensions that are compatible
with a loading through the aft cargo door and the techniques used to load the
packages

The rear bulk cargo hold has heating and ventilation systems.
systems.
‐ The WBM requirements
‐ The requirements or regulations of any specific documentation related to
special cargo.

11.4 ILYUSHIN IL-76 SPECIFICATIONS

11.4.1 GENERAL
The IL-76 transport aircraft is a monoplane with a high mounted swept wing
and tail, and four under wing pylon-mounted turbofan engines. It is converted
to transport version in accordance with solution that was approved by the
general designer of JSC of IL. And this aircraft is transferred to operation under
the documentation of the IL-76T aircraft.
Ramp operating width 3.45 m
Width of central cargo door 2.0 m
Length of central cargo door 10.1 m
Side cargo door turn angle 60 DEG
Width of cargo compartment 3.45 m
Height of cargo compartment 3.4 m
Length of cargo compartment less ramp 20.0 m
Length of cargo compartment with ramp 24.5 m

(up to pressure bulkhead)
Dimensions:
entry doors 1.9 x 0.86 m
Emergency exit. (doors) 1.0 x 0.6 m
upper emergency exit 0.6 x 0.6 m
aft cabin emergency exit 1.2 x 0.7 m
baggage compartment 9.0 x 1.4 x 0.65 m
side, baggage compartment door No.1 1.135 x 1.05 m
lower baggage compartment door No.2 1.135 x 1.05 m
rear baggage compartment door No.3 0.55 x 0.5 m
11.4.2 AIRCRAFT WEIGHTS AND DIMENSIONS

The Ilyushin Il-76 looks quite different from passenger wide bodies. It has a high
mounted 'shoulder' wing, a so-called T-tail and rear loading freight doors under
the tail. The fuselage is fully pressurized. The aircraft is also suitable for
carrying passengers.
The front undercarriage leg has four wheels and the main wheel bogies have
two rows of four tires each. Freight handling is largely mechanized.
ICAO classified the aircraft under Chapter 4 of noise regulations. The aircraft
can be recognized by the larger diameter engine pods.
SPECIFICATIONS
Maximum Payload: 40,000 kgs (IL-76T)
Dry Operating Weight (DOW) 89,500 KGs
Maximum Zero Fuel Weight 139,500 kgs
Maximum Take Off Weight; 170,000 kgs
Maximum Landing Weight 140,000 kgs
Cargo Hold Dimensions; 20.00 x 3.40 x 3.40 meters
Cargo door size; 3.15 x 3.20 meters
Roof mounted gantry hoist 10,000kgs max
Internal winch 20,000kgs max
Maximum hold volume; 180 cubic meters
Runway required for max. takeoff 2300 meters

weight;


11.4.3 DOORS AND HATCHES

External and internal doors and hatches are provided in the aircraft as following:
11.4.3.1 External Doors and Hatches
Two entrance doors.
Cargo door including the cargo ramp, petal doors (one middle and two sides)
and the pressure bulkhead.
Three baggage doors No 1, 2 and 3.
Four emergency exit doors.
Flight compartment emergency hatch.
Emergency-service batch.
Aft. Cabin emergency exit door.
Nose LG doors.
Main LG doors.
11.4.3.2 Internal Doors

Flight compartment entrance door.
Toilet room door.
Door in the pressure bulkhead.
Aft cabin door
Pilot’s compartment floor door.
To service various systems of the aircraft there is an adequate number of

inspection and production access doors.
11.4.3.3 Baggage Compartments

There are two baggage compartments in the aircraft;
Compartment No.1 is to facilitate the loading (unloading) operations. The
baggage compartment is provided with two doors.
Compartment No.2 is provided with one door. The compartment is used as
stowage for the onboard equipment intended for servicing aircraft systems.
11.4.4 Air Transportation of Equipment and Cargo

When the air transporting is carried out, the transported cargo and equipment
are arranged in the aircraft cargo compartment.
The cargo loading and the aircraft C.G position adjustment instructions, as well
as the instruction placard (on the starboard side in the cargo compartment)
specifying the allowable distribution of loads in various areas on the cargo
compartment floor must furnish a guide when loading the equipment and cargo
and arranging them inside the cargo compartment.
There is a provision made for the tail support which is extended to the ground
to prevent the aircraft from falling tail down when cargo are being loaded/
unloaded.
The mechanically-driven extension and retraction of the ramp extensions is
provided for to facilitate the loading (unloading) of wheeled and caterpillar
vehicles.
The self-propelled wheeled and caterpillar vehicles are commonly loaded
(unloaded) under their own power with the first gear engaged. When the
vehicles are loaded (unloaded) with their engines running, the cargo
compartment ventilation fans are driven into operation.
The non self-propelled wheeled vehicles and wheel-mounted cargo are loaded
and unloaded by the aircraft crew members and the equipment attendants with
the help of two LPG -3000A winches each cable of which is capable of
developing the pull up to 3000 kg/f.
When the weight of the cargo being loaded (unloaded) is less than 7500 kg the
loading may be accomplished with the help of one winch, while the cargo
weighing from 7500 to 15000 kg must be loaded (unloaded) only with the help
of two winches without using pulley blocks.
For loading cargo heavier than 15000 kg, it is necessary to assemble the pulley
blocks as shown in the diagram on the placard installed on the portside board
in the cargo compartment near frame No. 48.
The wheel-less cargo up to 10000 kg in weight are handled throughout the
entire working zone in the cargo compartment (between frames No. 21 through
87) with the help of four electric telphers operating along two overhead rails.
Small-size cargo lighter than 2500 kg are loaded with use made of one telphers.
In this case two flows loading (unloading) is permissible.
The telphers control electric circuit incorporates the interlocking device which is
actuated to switch off the telphers when the pressure door is not fully open or
closed (when the locks are not closed).
The cargo and equipment are loaded (unloaded) through the cargo door along
the lowered ramp with the ramp extensions, both with engines running and
stopped. While inside the cargo compartment, equipment and cargo are tied
down in compliance with the tie-down diagrams established for various types
of equipment or for various weights of the cargo.
The equipment and cargo are fixed to the tie-down fittings provided on the cargo
floor with the help of tie-down chains, nets and straps.
Do not keep the cargo heavier than 2000 kg on the ramp.
The cargo compartment is provided for the simultaneous transporting of per-
sonnel, equipment and cargo.
After the cargo and equipment are loaded and tied down inside the aircraft, the
loading equipment is placed to the stowed position and the spare tie-down
fittings are properly attached to the cargo floor, the equipment attendants are
arranged on the sidewall troop seats in the front section of the cargo
compartment.
The transportation of rocket fuels, fuel components, as well as aggressive,

toxic, radioactive and other hazardous cargo must be carried out in compliance
with the current edition of DGR.
In flight the ADS (Arial Delivery System) operator and the attendants' leader
must keep a constant watch over the condition and reliable tie-down of cargo
and equipment and for the health condition of the equipment crews.

11.4.5 Duties of Aircraft Crew Members and Equipment Attendants

11.4.5.1 The Aircraft Pilot
Receives the reports from the crewmembers as to the preparation of the
equipment and the check results;
Receives the report from the load supervisor and receives the inventory list of
the equipment being transported;
Organizes the inspection of the cargo with a view to determining its readiness
for loading and transportation;
appoints the group in charge of loading the cargo, determines the location of
the members of this group and outlines their duties depending on the adopted
loading technique, performs the briefing of the group members and checks to
ensure they are properly familiarized with their assigned duties;
Must know the cargo handling and safety rules to be observed in flight and
when loading and unloading the cargo and must check to ensure that these
rules are really observed;
While in the cargo compartment, performs the guidance over the loading and
unloading of the cargo;
Must know the quantity, overall size and weight of the cargo;
Must know how to handle the hazardous situations, which may occur with the
cargo in flight;
Briefs the aircraft crewmembers as to the sequence of the actions to be
undertaken to properly handle the particularly dangerous accidents, which may
occur with the cargo in flight;
Must know the flight limitations placed by particular types of cargo and must
check to ensure that these limitations are observed in flight;
Whenever necessary, demands that the cargo sender perform additional jobs
if they are needed for the proper delivery of the cargo, or that the persons be
replaced who have heavily violated the established rules of conduct at the
airfield or on board the aircraft;
Must not accept the cargo for loading unless the latter is not prepared for aerial
delivery or if it's loading results in exceeding the allowable aircraft take-off-
weight or C.G.-position limitations.
11.4.5.2 The Co-Pilot

Checks to ensure that the categorization and the quantity of the cargo cor-
respond to those specified in the documentation;
Clarifies the limitations imposed on the aerial delivery of the cargo as indicated
in the shipping documentation;
Checks to ensure that the cargo and equipment is reliably attached inside the
transported vehicles;
Determines the optimum cargo distribution inside the aircraft. When doing so,
the co-pilot must be guided by such factors as the allowable C,G, position of
the aircraft, optimum cargo arrangement inside the cargo compartment and the
maximum permissible loads acting on the cargo compartment floor, the ramp
and the ramp extensions;
While on the ground, supervises loading and unloading of the cargo;
Checks to ensure that the persons working outside the aircraft observe the
established safety precautions;
determines the total weight of air-lifted load, the takeoff and landing weight and
C,G, position of the aircraft and records these data in the check list;
Makes the roll call of the air-transported equipment attendants;
Must know the duties to be fulfilled by the aircraft pilot during loading and
unloading of the cargo and be ready to substitute the pilot should the necessity
arise.
11.4.5.3 The Flight Engineer

Organizes the work on preparing the cargo compartment for accommodation of
the cargo;
Determines the cargo loading technique;
Must know how to handle the mechanized cargo loading equipment;
Supervises the operation of the cargo loading system;
Checks to ensure that the cargo are properly arranged and tied-down inside the
aircraft and that the equipment not used in the flight mission is placed in the
stowed position;
Checks to ensure that the cargo is loaded in full;
Maintains the necessary temperature inside the cargo compartment;
Checks to ensure the delivered cargo is fully unloaded and that no objects are
left inside the cargo compartment;
Must know the duties to be fulfilled by the aircraft pilot and the co-pilot during
loading and unloading of the cargo, and be ready to substitute for them should
the need arise.
11.4.5.4 The ADS Operator
Makes sure that the cargo loading and tie-down equipment is in the serviceable
condition and adequately prepared for a particular flight mission;
Prepares the cargo loading equipment and performs the functional check of this
equipment;
Supervises the cargo-loading jobs performed by the assigned aircraft
crewmembers and the transported equipment attendants;
Inspects the cargo for condition and makes the decision as to the latter's
readiness for being loaded inside the aircraft;
Opens the cargo door and mounts the ramp and the ramp extensions in the
positions corresponding to the selected loading technique;
Checks during the loading that the required clearances are provided between
the equipment and the aircraft structure, and whenever necessary, organizes
the measures intended to safeguard the loaded equipment and the aircraft
structure against damage;
Checks to ensure that loads on the cargo compartment floor, ramp, ramp
extensions, loading and tie-down equipment do not exceed the established
limits;
Makes the decision about the tie-down scheme to be adopted, determines the
necessary amount of the tie-down accessories and supervises tie-down opera-
tions;
Checks to ensure that the tail support, ramp extensions, chocks and other
equipment to be used when loading the cargo and arranging the latter inside
the aircraft, are mounted properly;
Checks to ensure that the equipment not used is in the stowed position and
reliably fixed;
While in flight supervises the condition and reliable attachment of cargo and the
health condition of the equipment crews.
11.4.5.5 Transported Equipment Attendants

Must know the characteristics of the cargo and the safety precautions to be
taken when handling it;
Must know how to handle the fire-fighting, neutralizing and other accessories
attached to the air-transported cargo;
Must know how to eliminate the cargo defects, which may affect the safety of
the flight;
Must familiarize themselves with the instructions on loading and unloading of
air-transported cargo;
Must check to ensure that the aircraft crewmembers properly observe the safety
precautions when handling cargo;
While on board the aircraft, must follow the pilot's commands;
Must take necessary measures to guard the cargo when landings are
performed at intermediary airfields;
Must periodically check to ensure that the air-transported cargo are in
serviceable condition and reliably attached.
11.4.6 Preliminary Preparations for Loading Cargo and Equipment

11.4.6.1 Preparation of the Cargo Compartment and Equipment
Open the cargo door from either of the ADS operator's control panels.
Visually inspect the position of the cargo door elements to make certain that the
cargo door is open (which is also evidenced by illumination of the HATCH
OPEN).
Extend and fix the tail support, check its position - by illumination of the
operation permitted from the tail support down position indicator.
Depending on the selected loading scheme, lower the ramp down to the ground
level or fix it in some intermediate position by means of the ramp bar stops
Mount the ramp extensions in accordance with the loading scheme selected
from the placard.
Whenever necessary, install the front section of the central seats in the vicinity
of frames No 17-21.
Whenever necessary, mount the central seats oxygen hose attachment cable
on the top section of frame No. 17. With use made of the oxygen hose connect
the aircraft oxygen system T-connection to the seat oxygen duct and connect
the hose to the cable.
Check to ensure that the potable water tank and the first aid kits are available
on the rack near frame No. 14.
Check the LPG 3000A winch for reliable functioning from the electrically
powered and manual drives.
Perform the functional check of the electric telphers and make sure that the
telphers are cut off unless the locks both in the open and closed positions
reliably fix the pressure door.
Check to ensure that the fire extinguishers are available in their places: namely,
two extinguishers are fixed on the port and starboard sides near frame No. 24
and four extinguishers are fixed on the port and starboard sides near frame No.
56 (in place of the oxygen bottles).
Check to ensure that the illumination lamps and signal lights are properly
functioning in the cargo and baggage compartments.
Accomplish the operational readiness test of the troops' oxygen system in the
cargo compartment.
Prior to transporting hazardous cargo, make necessary preparations to apply
the safety rules and regulations as inserted in the current edition of DGR or in
other relevant instructions.
11.4.6.2 Cargo Loading Procedure

The co-pilot (ADS operator) supervises by the aircraft pilot or, in the pilot's
absence, the loading of cargo and equipment. The co-pilot is responsible for
maintaining the proper C.G, position.
The cargo and equipment can be loaded on board the aircraft only after the air
transported equipment attendants' leader has submitted the personnel and
equipment boarding lists accomplished in the prescribed manner and the report
on readiness of the cargo and equipment for loading.
The cargo and equipment can be loaded from the ground, from the truck (trailer)
body or from the special trestle in the following manner:
Under its own power,
By means of loading winches,
By means of telphers.



11.4.6.3 Safety Precautions

Prior to loading (unloading) the cargo, check to ensure that the loading
mechanism cables are correctly routed in accordance with the selected loading
cable scheme, that the winches and pulleys are reliably attached and that the
hooks are properly engaged.
Make certain that there are no persons between the loading mechanism cables,
on the cargo downgrade slope side and under the ramp extensions.
Never accomplish the loading (unloading) of cargo unless the tail support is
extended.
Secure the cargo with tie-down chains or chocks to prevent them from rolling
down when the loading mechanism cables are being rehooked or the loading
scheme is being changed.
Observe how the cables are wound on (unwound from) the drum of each winch.
Periodically observe the readings of the aircraft brake system pressure gages
to make sure that the aircraft parking brake is functioning reliably (do it when
the aircraft is not in the chocks).
Use only the approved aircraft equipment and appliances when loading,
unloading and tying-down the cargo.
Load (unload) the cargo with the ramp extensions installed according to the
"Bridge" scheme only on concrete-surfaced sites.
11.4.7 Preparing Cargo and Equipment for Loading

When preparing cargo and equipment mounted on self-propelled and non self-
propelled chassis for air transport mission, the aircraft crew members must
check that the overall sizes of the loaded equipment are in full agreement with
the sizes of the cargo compartment and the cargo door in terms of maintaining
the following clear spaces:
Not less than 150 mm on each side between the side walls and the cargo;
Not less than 150 mm between the cargo and the ceiling,
Not less than 500 mm between the cargo and the ADS operator's seat and
Not less than 500 mm between the cargo and the pressure door.
NOTE:
Each side between the side walls and the cargo;
Not less than 150 mm between the cargo and the ceiling,
Not less than 500 mm between the cargo and the ADS operator's seat.
Not less than 500 mm between the cargo and the pressure door.
NOTE:
The cargo and equipment which cannot be accommodated inside the cargo
compartment with the above-mentioned clear spaces are allowed to be air-
transported only in case there are special agreed instructions allowing the air
transportation of this cargo by the IL-76 aircraft.
The weight and C.G. position of each piece of loaded cargo and equipment
(from the marks on cargo and equipment heavier than 200 kg).
Availability and condition of tow hooks, tie-down fittings and tie-down chain
attachment points.
That the transported equipment systems are properly filled with fuel, oil and
cooling liquid and that filler necks and covers are tightly closed.
Cautions:
Bear in mind that filling of fuel tanks to more than 3/4 of their volume may result
in spillage of the fuel through vent ducts and filler neck covers in high altitude
flights.
Never load the equipment when there is leakage of fuel, oil or special fluids
from their systems and never load containerized fuel and gases if the leakage,
sweating or gas escape is detected in the containers.
The air transported equipment attendants must check:
That the foot and hand brakes are in serviceable condition and that the hand
brake levers are reliably latched up.
That the air pressure in the tires of the transported vehicles is within the
specified limits (prescribed in the instructions on aerial delivery of this
equipment).
That the body sides, the crew (driver's) cabin doors and hatches and the special
unit control compartment doors of the special-purpose trucks are reliably
latched.
That the spare wheels and the loose equipment items are reliably fixed.
That the maintenance tools and spare equipment are reliably secured inside
the vehicle cabins and bodies.
That the cargo is reliably tied-down inside truck bodies.
That the storage batteries are reliably attached and tightly plugged.
That the engines, controls and running gears of self-propelled vehicles are in
serviceable condition.
CAUTION:
When the engine is operating erratically, or when troubles are detected in
operation of the transmission, steering control systems and brakes, or when
wheels are slipping or skidding, load the vehicles only with use made of electri-
cally-powered winches.
11.4.8 Loading Vehicles Under Their Own Power

To prepare the cargo compartment equipment and auxiliary appliances for
loading the self-propelled vehicles, proceed as follows:
Lower the ramp according to the loading scheme selected from the placard.
Depending on the weight, overall sizes and wheel track of the vehicles being
loaded, mount the ramp extensions as shown in the placard.
When the caterpillar vehicles are loaded under their own power, cover the cargo
compartment floor, ramp and the ramp extensions with rope floorings.
CAUTION:
when air-transporting track vehicles weighing above 20 tons, or those without
sprigged tracks, never forget to place under the tracks the wooden flooring of
not less than 30-mm thick.
Prepare the vehicle tie-down devices.
Accomplish the operational check of the cargo compartment ventilation fan by
selecting the OUTSIDE AIR switch on the flight engineer's air-conditioning
control panel to the ON position.
Make report to the senior officer in charge of loading about the readiness for
loading.
11.4.9 TYING-DOWN CARGO AND EQUIPMENT

The loading team under the guidance of the ADS operator accomplishes tying-
down of the cargo and equipment inside the aircraft.
For attachment of the cargo and equipment to the tie-down fittings in the cargo
compartment use is made of tie-down chains, straps and nets:
The tie-down chain is designed to withstand the loads up to 17000 kg and
intended to secure all kinds of air transported equipment and cargo;
The tie-down net is designed for attachment of small-size cargo and containers
up to 2500 kg in weight;
The tie-down strap is designed to withstand the loads up to 1200 kg and is
intended for securing single and group-type cargo.
For securing long-size and bulky cargo use is made of the set of tie down
equipment containing the front and rear shields, supports and upper beams
installed on the cargo compartment floor with the help of standard tie-down
chains.
The box-shaped bulky cargo is tied-down to the cargo compartment by means
of standard tie-down chains equipped with rings and rounding links.
Tying down of cargo and equipment is accomplished in compliance with the
effective instructions on these cargo and equipment including the tie-down,
schemes adopted for the aerial delivery of these items.
The tie-down scheme shown in the placard may be used only for cargo and
equipment, which have no special tie-down schemes.
In this case, the Operator makes the final decision as to the fitness of the tie-
down fittings on the cargo and equipment for attachment of this cargo and
equipment inside the aircraft.
11.4.9.1 Tying down cargo and equipment with tie-down chains

The tie-down chains are used to secure the middle-weight and heavy cargo and
the track and wheeled vehicles to the aircraft tie-down fittings.
Caution: to prevent the accidental shift of cargo inside the cargo compartment'
secure first the chains safeguarding against the shift in the direction of floor
slope.
Turn the hinged pin of the cargo compartment floor tie-down fitting to the vertical
position.
Secure the chain attachment fitting to the hinged pin and turn the tie-down fitting
so that it is directed strictly toward the tie-down fitting on the equipment (cargo)
being loaded.
Fix the tie-down fitting in the selected position with the help of the lock handle
on the fitting body.
Loop the free end of the tie-down chain around the tie-down fitting on the loaded
equipment (cargo), manually tighten the chain and place the chain link in the
chain upper lock. Hook the end of the chain to one of the tightened chain links.
Secure the chain link in the working position in the lock with the help of the lock
clamp.
Install the remaining tie-down chains following the procedure prescribed in
steps (1) through (5).
After installing all tie-down chains, accomplish their final tensioning by turning
the hinged handles on the turnbuckles. Perform the simultaneous tensioning of
two opposite chains inasmuch as the tensioning of chains on one side only may
result in shifting of the cargo.
11.4.9.2 Tying-Down Cargo with Tie-Down Straps

The tie-down straps are used to secure lightweight single or grouped cargo to
the cargo compartment floor.
Properly position the cargo on the cargo compartment floor and, whenever
necessary, lace the belts around the cargo perimeter.
Determine the locations of the bushings of the tie-down fittings intended to
prevent the fore-and-aft shift of the cargo.
In the selected locations turn the hinged pins secured on the cargo
compartment floor in the vertical position and attach to the pins the detachable
tie-down fittings with the shackles, having first locked the fitting bushings by
means of the pins with the springs.
Tie-down the cargo with the straps; to perform this, proceed as follows:
Snap the snap hook permanently attached to the strap to the shackle of one of
the tie-down fittings. Whenever necessary, turn the tie-down fitting bushing in
the required direction and fix it in this position by the pin.
Attach the lock with the hook to the free end of the strap and engage the hook
with the shackle of the tie-down fitting installed opposite to the first fitting.
Whenever necessary, turn the tie-down fitting in the required direction and fix it
by the pin.
With use made of the special appliance pull up the strap to the required tension
and fix the strap with the lock.
Follow the procedure prescribed in step (4) to install the remaining straps. Use
such a quantity of the tie-down straps to reliably prevent the cargo from being
shifted forward and aft (along the longitudinal axis of the aircraft).
11.4.9.3 Tying-Down Cargo with Tie-Down Nets

The tie-down notes are used to secure small-size cargo and containers with
total weight below 2500 kg to the cargo compartment floor.
Find out the locations of the tie-down fitting bushings on the cargo compartment
floor.
Turn the hinged pins in the selected locations on the cargo compartment floor
to the vertical position and secure on the pins the tie down fitting bushings with
the shackles. Fix the bushings by means of the pins with the springs.
Whenever necessary, lace up belts or chains around the perimeter of grouped
cargo.
Cover the cargo on all sides with the net. When doing this, see that the net is
positioned symmetrically relative to the cargo.
The loose net must hang 150 to 200 mm below the upper edge of the bottom
row of the stacked cargo. This provision is made to ensure that the bottom row
of cargo shall be covered with the net when the latter is pulled up.
NOTE: When installing the tie-down net, ensure that about 50 per cent of its
straps hold the cargo against shifting forward, about 30 per cent - against
shifting aft and about 10 per cent - against shifting to either side.
Engage the net tie-down lock hook with the bushing shackle. Whenever
necessary, turn the bushing around the hinged pin until the required position of
the tie-down fitting is obtained and fixes the bushing in this position with the
locking pin.
Engage the snap hook with the permanently attached strap to the nearest
(chosen) mesh of the net.
Engage the snap hook with the lock to the nearest (chosen) mesh of the net.
Since the net tie-down lock has three shafts, attach the net to the lock with the
help of another two straps.
Follow the procedure prescribed in steps (5) through (7) to secure the net by
fixing its straps in the lock on the opposite side of the cargo and repeat these
operations along the whole perimeter of the net.



APPENDIX REV 05 / 01 JUN 23

12 APPENDIX
12.1 SAFETY FORMS
12.1.1 Ramp Safety /Hazards/ Inspection Checklist

12.1.2 P&B Handling Safety /Hazards/ Inspection Checklist
12.1. 3 Dangerous Goods Occurrence Report
12.1.4 Turnaround Coordination / Supervision Requirements Checklist
12.1.5 GRH Occurrence Report
12.1.6 Damaged ULD Report
12.1.7 Ramp Safety Inspection Checklist
12.2 QUALITY CONTROL FORMS

12.2.1 Passenger & Baggage Handling Inspection Checklist
12.2.2 Load Control Inspection Checklist
12.2.3 Ramp Operations Inspection Checklist
12.2.4 Fuel Supplier-Self Assessment Checklist
12.2.5 Gate Service Inspection Checklist
12.2.6 Catering/ Food Service Inspection Checklist
12.2.7 Performance Measures Checklist
12.2.8 Staff Evaluation form
12.2.9 Inspection Report
12.2.10 Cargo & Mail Inspection Checklist
12.2.11 Training & Qualifications Inspection Checklist
12.2.12 Ground Handling – Self Assessment Checklist
12.2.13 Instructor Skills Assessment Checklist
12.2.14 De/Anti Icing -Self Assessment Checklist
12.2.15 List of Service providers
12.2.16 Outstation GRH Agreement Confirmation Letter
12.3 WEIGHT AND BALANCE FORMS

12.3.1 Manual Load Sheet (Standard)
12.3.2 Special Load Notification to Captain (NOTOC)
12.3.3 Fuel Docket Form
12.3.4 A320 Manual Trim Sheet
12.3.5 A320 Manual Loading Instructions Report
12.3.6 ATR-72 Manual Trim Sheet
12.3.7 A340-312 Manual Trim Sheet
12.3.8 A340-312 Manual Loading Instructions Report (LIR)
12.3.9 Cabin Loading Supervision Checklist
12.4 PASSENGER SERVICE FORMS

12.4.1 Passenger Manifest (ICAO Annex 9, Appendix 2):
12.4.2 Deportation Message Form
12.4.3 General Declaration
12.4.4 Flight Interruption Manifest (FIM)

12.4.5 Boarding Pass
12.4.6 Passenger Baggage Label
12.4.7 Flight Documents List
12.4.8 Declaration for Indemnity Release
12.4.9 Medical Report for Air Travel
12.4.10 Medical Information Sheet - (MEDIF)
12.4.11 A/C Disinfection Certificate
12.5 TRAINING & QUALIFICATIONS FORMS
12.5.1 The Annual Training Plan Template for Syrianair Ground Operations
12.5.2 Training Syllabus Revision
12.5.2.1 Training Syllabus Revision Sheet for Syrianair Ground Ops.
12.5.2.2 Syllabus Revision History Record for Syrianair Ground Ops.
12.5.3 Supervised Flight Record
12.5.4 The Training Record Template for GRH Personnel of Syrianair
12.5.5 Dangerous Goods Acceptance License
12.5.6 Load Control License Form
12.6 SECURITY FORM
12.6.1 Unruly passenger report form

12.6.2 Risk Assessment & Notification form /INAD – Deportee – ESC./
12.6.3 Passenger Security Checklist Form / check-in
12.6.4 Passenger Security Checklist Form / Gate
12.6.5 Baggage Declaration Checklist Form
12.6.6 Baggage Security Checklist Form
12.6.7 Baggage Bingo Card Form
12.6.8 Security Incident Report Form
12.6.9 Security Declaration for Raw Material Supplying
12.6.10 Security Declaration for Aircraft Catering Supplying Form
12.6.11 Security Declaration for Aircraft Cleaning Form
12.6.12 Authorized Armed Persons on Board Notification to the PIC Form

12 APPENDIX
Table 12-A GRH Forms Control
Form Form name Form Completed Present Form Rev. &

type owner by to number Date
Ramp Safety / Hazards / Safety GOM REV 00
Inspection Checklist observer 12.1/01 JUL 17
P&B handling safety / Safety GOM REV 00
hazards/inspection checklist observer 12.1/02 JUL 17
GRH Safety Section
GRH Safety Section

Dangerous goods occurrence GRH / CGO GOM REV 05
Safety Forms
report staff 12.1/03 JUN 23

Turnaround coordination / Ramp GOM REV 04
supervision requirements handling staff 12.1/04 NOV 22
GRH Occurrence Report Shift leaders GOM REV 00
12.1/05 JUL 17
Damaged ULD Report GRH / CGO GOM REV 00
staff 12.1/06 JUL 17
Ramp Safety Inspection Safety GOM REV 00
Checklist observer 12.1/07 JUL 17
P&B Handling Inspection GOM REV 04
Checklist Head of 12.2/01 NOV 22
Load Control Inspection Q.C Inspector relevant GOM REV 05
Checklist sections 12.2/02 JUN 23
Ramp Operations Inspection GOM REV 04
Checklist 12.2/03 JUL 22
Fuel Supplier - Self Assessment Supplier Q.A GOM REV 02
Checklist representative Director 12.2/04 JUL 19
Gate Service Inspection GOM REV 03
Checklist Head of 12.2/05 JUL 21
Catering/ Food Service Q.C Inspector relevant GOM REV 00
GRH Quality Control Section
Inspection Checklist sections 12.2/06 JUL 17

Quality Control Forms
Performance Measures GOM REV 00

Checklist 12.2/07 JUL 17
Staff Evaluation form Sections GRH GOM REV 00
managers Director 12.2/08 JUL 17
Inspection Report GOM REV 00
Head of 12.2/09 JUL 17
Cargo & Mail Inspection Q.C Inspector relevant GOM REV 00
Checklist sections 12.2/10 JUL 17
Training & Qualifications GOM REV 00
Inspection Checklist 12.2/11 JUL 17
Ground Handling – Self Supplier Q.A GOM REV 04
Assessment Checklist representative Director 12.2/12 NOV 22
Instructor Skills Assessment Q.C Inspector Training GOM REV 00
Checklist manager 12.2/13 JUL 17
De/Anti Icing - Self Assessment Supplier Q.A GOM REV 00
Checklist representative Director 12.2/14 JUL 17
List of service providers Agreement Q.A GOM REV 04
section Director 12.2/15 NOV 22
Outstation GRH Agreement Out stations grh Agreement GOM REV 05
Confirmation Letter service provider section 12.2/16 JUN 23
* All GRH records retention periods are /3/ years (please refer to item 0.21 of this manual).

Manual Load Sheet GOM REV 00
12.3/01 JUL 17
Special Load Notification to Captain GOM REV 00
Captain (NOTOC) In 12.3/02 JUL 17

Fuel Docket Form Comm. GOM REV 00
12.3/03 JUL 17
Load Control Forms
Load Controller
A320 Manual Trim Sheet GOM REV 00
12.3/04 JUL 17
A320 Manual Loading Load GOM REV 00
Instructions Report control 12.3/05 JUL 17
ATR-72 Manual Trim Sheet Captain GOM REV 00
In Com. 12.3/06 JUL 17
A340-312 Manual Trim Sheet GOM REV 00
12.3/07 JUL 17
A340-312 Manual Loading Load GOM REV 00
Instructions Report (LIR) control 12.3/08 JUL 17
Cabin Loading Supervision Shift GOM REV 05
Checklist leader 12.3/09 JUN 23
Passenger Manifest Cabin GOM REV 00
Check-in Crew 12.4/01 JUL 17
Deportation Form Supervisor Cabin GOM REV 00
Crew 12.4/02 JUL 17
Passenger and Baggage handling Forms
General Declaration Documents Cabin GOM REV 00

staff Crew 12.4/03 JUL 17
Flight Interruption Manifest Check-in Cabin GOM REV 00

(FIM) Supervisor Crew 12.4/04 JUL 17
Boarding Pass GOM REV 00
Check-in PAX 12.4/05 JUL 17
Passenger Baggage Label Staff GOM REV 00
12.4/06 JUL 17
Flight Documents List Documents Cabin GOM REV 02
staff Crew 12.4/07 JUL 19
Declaration Cabin GOM REV 02
For Indemnity Release Check-in Crew 12.4/08 JUL 19
Medical report for air travel Supervisor Cabin GOM REV 02
Crew 12.4/09 JUL 19
Medical Information Sheet - Cabin GOM REV 02
(MEDIF) Crew 12.4/10 JUL 19
A/C Disinfection Certificate Disinfection Cabin GOM REV 03
Staff Crew 12.4/11 JUL 21

Annual Training Plan Head of GOM REV 03
Training and Qualifications Forms
GRH Training and Qualification

training 12.5/01 JUL 21
Training Syllabus Revision T&Q GOM REV 03
Sheet Instructor Director 12.5/2A JUL 21
Syllabus Revision History GOM REV 03
Record 12.5/2B JUL 21
Supervised Flight Record Section Shift Head of GOM REV 03
Leader training 12.5/03 JUL 21
Training Record Template Head of GRH GOM REV 03
training Director 12.5/04 JUL 21
Dangerous Goods Acceptance Training and Captain GOM REV 00
License Qualification In 12.5/05 JUL 17
Load Control License Director Comm. GOM REV 03
12.5/06 JUL 21
Unruly passenger report Check-in SEC004
/INAD – Deportee – ESC/ form Supervisor SEC003
Passenger Security - check-in SEC001
Security authority
Security department
Shift leader And flight file

Passenger Security - Gate SEC002
Security Forms
JUL 2021
baggage declaration checklist SEC010
Baggage Security checklist Loading SEC009
Bingo Card Form supervisor SEC011
Security Incident Report Form SEC008
Raw Material Supplying GRH SEC012
Aircraft Catering Supplying Security SEC013
Aircraft Cleaning Officer SEC014
Authorized Armed Persons on PIC SEC039 APR
Board Notification to the PIC 2023
APPENDIX REV 00 / JUL 17

12.1 SAFETY FORMS
12.1.1 Ramp Safety /Hazards/ Inspection Checklist
Date:……………………….
Time:……………………….
(If item is not applicable, enter N/A in column)
No. Item Y N Comments
1 Is the ramp clean, tidy and free of items that could
cause Foreign Object Damage (FOD)?
2 Do all staff on the ramp (including flight crew
carrying out checks) wear high visibility clothing?
3 Do ramp staff wear hearing protection in areas of
high noise levels?
4 Do ramp staff wear safety shoes and gloves when
appropriate?
5 Are NO SMOKING regulations strictly enforced
and are there sufficient warning signs?
6 Are GSE stands in the specified place behind the
apron safety line?
7 Are Staff or GSE not approach to aircraft until
engines shut down, anti-collision light off, aircraft
chocked and it is safe to approach the Aircraft?
8 Are the safety coins used around the parked
aircraft?
9 Do staff avoid walking in the ramp except those
who carry out specific functions?
10 Do staff avoid walking in moving conveyor belt or
ride on them?
11 Are the mobile belt loaders positioned so that the
end of the belt is 1-3 inches from the fuselage and
level with the hold doorsill for narrow bodied or
above the sill for wide-bodied aircraft?
12 Is fuelling vehicle positioned so that it has a clear
exit from the aircraft?
13 Is fuelling vehicle correctly ‘bonded/earthed’ to
aircraft?
14 Are fire extinguishers well positioned, clearly
identified and suitable?
15 If passengers remain on board during fuelling, are
steps in position at aircraft doors?
16 If passengers remain on board during refueling,
are cabin crew on board and advised?
17 Is there any equipment or personnel located under
the wing tip fuel vent?
18 Is staff avoid use their mobile phone or flash
devices around the aircraft?
Form No. GOM 12.1/01 JUL/2017


19 Are loading porters avoid wearing not necessary
accessories like (rings, ties, necklace, etc.)?
20 Do drivers of vehicles reversing to and from
aircraft use a Marshaller or guide?
21 Are the Aircraft doors opened before the
equipment is in place or kept open without
equipment in position while the aircraft is parked?
22 Are all GSEs retreated from aircraft and all doors
closed before aircraft pushed back?
23 Are safety coins and loading trollies removed from
the ramp before aircraft departure?
24 Is the ramp area cleared before departure?
25 Do ramp staff avoid jet blast and engine intake
areas?
26 Others:
27 Others:
28 Others:
29 Others:
30 Others:
Recommendations:…………………………………………………………………………………
………………………………………………………………………………………………………..………
………………………………………………………………………………………………………………..
…………………………..……………………………………………………………………………………
Safety Observer:…………………….………..…. Signature:……………….……………

12.1.2 P&B Handling Safety /Hazards/ Inspection Checklist
Date:……………………….
Time:……………………….

1 Staff is able to identify passengers whose weight is
proportionately above or below average (athletes,
seamen, children, ethnic groups).
2 Staff is able to identify passengers who might
jeopardize flight safety (e.g. passengers under the
influence of alcohol or drugs, etc.).
3 Staff know the consequences of forbidden DG’s on
flight personnel safety.
4 Staff know which dangerous goods are allowed /
not allowed in baggage.
5 Staff can identify potentially dangerous baggage
(leaks, smoke, smell, etc.).
6 Staff can identify DANGER tags (color, design
symbols).
7 A procedure is in place whereby staff report
particularities concerning passenger weights and
baggage nature to Load Control.
8 All checked in baggage are not exceed 32 kg per
one piece.
9 No passengers handbags are exceed the
permitted weight and dimensions limits.
10 Others:
11 Others:
…………………………………………………………………………………………………………..……
……………………………………………………………………………………………………………..…
………………………………………………………………………………………………………………..
Safety Observer:…………………….………..…. Signature:……………….……………

12.1.3 Dangerous Goods Occurrence Report
Type of occurrence: Accident  Incident  Other Occurrence 

1. Operator 2. Date of 3. Local time of occurrence
occurrence
4. Flight date 5. Flight no
6. Departure airport 7. Destination
8. Aircraft type 9. Aircraft registration

10. location 11. Origin of the goods
12. Description of the occurrence, including details of injury, damage, etc.
13. Proper shipping name 14. UN/ID no

15. Class/division 16. Subsidiary risk 17. Packing group 18. Category
19. Type of packing 20. Packing 21. No of packages 22. Quantity
specification marking
23. Reference no of Air Waybill
24. Reference number of courier pouch, baggage tag, passenger ticket
25. Name and address of shipper, agent, passenger etc.
26. Other relevant information (including suspected cause)
27. Name and title of person making report 28. Tel no
29. Company / dept. code, email 30. Reporting ref.
31. address 32. Date/Signature
Form No. GOM 12.1/03 JUN/2023

APPENDIX REV 04 / 30 NOV 22
12.1.4 Turnaround Coordination / Supervision Requirements Checklist
The table below defines elements that require supervision by individuals assigned to
oversee ground-handling operations. The primary task is to stop all unsafe acts.
Station:……………..……… Flight No. ………..…….. Date:……….………………. Time:……………………….
No. Item
 Com.
.
1 Preflight brief conducted regarding flight requirements and services as needed

2 Pre-arrival check that parking position is free of Foreign Object Debris (FOD),
obstacles and/or spillage
3 Personnel wearing PPE available and ready
4 All GSE and personnel positioned outside the Equipment Restraint Area (ERA)
5 Guidance system is activated and marshaller(s)/wing walkers correctly
positioned as applicable
6 Personnel stay clear of the aircraft, until anti-collision lights have been
switched off (exception applies if Auxiliary Power Unit APU is not operational)
7 Aircraft chocked and coned
8 An arrival external check prior to approach of any GSE is done
9 Equipment is properly positioned and operated (e.g. guide rails)
10 Cargo holds are offloaded and commodities correctly handled as required
11 Cargo holds offloaded according to HR and inspected for damage and Ensure
it is empty of other than documented transit load items
12 Passenger Boarding Bridge (PBB) and/or stairs/steps are set to correct height
before opening cabin access doors and all safety devices are installed
13 Aircraft cabin access door operation by authorized and qualified person
14 During passenger (dis)- -embarkation passenger movement is protected and
guide-...in walkways between the aircraft and bus or terminal
15 Passenger walkways are clean of obstacles and free of undesired contaminated
substances
16 Fuel bowser/tank or pumps is properly positioned and escape route not
obstructed
17 Fuel safety zones are respected
18 Safety precautions for fueling with passengers on board or boarding are adhere
19 On- load started and the person responsible for loading overflight, (i e., Load
Master) is in possession of the HR
20 Condition of load Is inspected prior to loading
21 Baggage and cargo loaded and handled in accordance with the HR
22 Dangerous Goods is correctly handled, segregated, secured and stowed
23 Holds are checked to verify load and locks/nets configuration
24 Load information is exchanged with all deviations noted
25 Final load information is provided to flight crew as required
26 GSE removal procedures are followed
27 Final ramp inspection and aircraft walk-around check are performed
28 Chocks and cones removal procedures are followed
29 Departure sequences conducted as required
30 Post departure activities are conducted as required with appropriate document
retention
Supervisor Name: ……………………….………..…. Signature: ………………………
Form No. GOM 12.1/04 NOV/2022

12.1.5 GRH Occurrence Report

Type of occurrence: Accident  Incident  Other Occurrence 
Operator Date of occurrence Local time of occurrence
Flight date Flight no
Departure airport Destination
Aircraft type Aircraft registration
Location area Origin of the goods
Description of the occurrence, including details of injury, damage, spillage, etc.
Other relevant information (including suspected cause)
Name and title of person making report Date/Signature
Checked by (normally duty officer) Date/Signature
Delivered to: ……………………………...
Name of customer airline representative (If delivered to customer airline)……………..……

Signature:

12.1.6 Damaged ULD Report
Airport Date of occurrence Local time of occurrence
Flight no/ date Destination
Identification ULD Number

Location area Description of the occurrence, including details of injury, damage, etc
- in aircraft compartment  - Broken 
- baggage sorting area  - Hole in 
- during storage  - Crushed 
- during loading  - Torn 
- during transport  - Others 
- during off loading 
- during cargo built up 
- others 
Size of damage………………………….. base  top  walls  door 
Other relevant information (including suspected cause)

………………………………………………………………………………………
………………………………………………………………………………………
Name and title of person making report Date/Signature
Checked by (normally duty officer) Date/Signature
Delivered to: ……………………………...
Name of customer airline representative (If delivered to customer airline)………………

Signature

12.1.7 Ramp Safety Inspection Checklist
Date:……………………….
Time:……………………….

1 Is ramp area properly cleared and ready for
aircraft arrival?
2 All motorized equipment parked clear of the Ramp
Area
3 Are steps in readiness in sufficient time for aircraft
arrival?
4 Are Marshaller in position for aircraft arrival?
Has the Apron been inspected before arrival of
Aircraft?
5 Last check carried out before Aircraft enters the
stand.
6 Has Aircraft stopped at the right stop mark for that
type of Aircraft
7 Is the first to approach the Headset Person?
8 Have they made contact with the Flight Deck
Crew.
9 Are Engines running down?
10 Is it safe to approach the Aircraft?
11 Are the parking brakes on?
12 Are anti-collision light off, engines shut down and
aircraft chocked before equipment is positioned to
aircraft?
13 Are the Ramp agents under control and told when
it is safe to approach the Aircraft?
14 Has the Flight Deck Crew been told that the
chocks are in place and to ‘release brakes’?
15 Are the ramp agents working in teams?
16 Is there anyone in control of the operation?
17 Does the driver/operator of the steps give all clear
before anyone uses them?
18 Are the Aircraft doors opened before the
equipment is in place?
19 Are doors kept open without equipment in position
while the aircraft is parked?
20 Are protective bumpers on equipment/ vehicles
compressed against doorsill or fuselage (should
be space on 1-3 inches)?


1 Are equipment, work stands, and vehicles
positioned in such a way as to prevent a/c door
damage if aircraft settles during unloading/
loading?
level with the hold door sill for narrow bodied or
above the sill for wide bodied aircraft?
3 Do operators of high lift equipment i.e. passenger
steps, catering vehicles etc. fully retract guard
rails before positioning to aircraft?
4 Are guards rails fully extended to aircraft fuselage
after positioning to aircraft?
5 Are elevator container guides used for off and on
loading of ULD’s (Unit Load Device) containers?
6 Are belts in fully down position when mobile belt
loaders (conveyors) are driven around the apron?
7 Do any of the staff walk on moving conveyor belts?
8 Do drivers towing baggage carts/dollies follow a
safe path when approaching and leaving the
aircraft?
9 Are Marshaller visible on apron performing
airside safety monitoring?
10 Do vehicles approach/depart from the aircraft
with fuselage always on right hand side of driver?
11 Do elevators / steps / catering / cabin servicing
equipment have stabilizers deployed when
positioned at aircraft?
12 Is the fuelling examinations monitored by the
Syrian air maintenance engineer?
aircraft?
15 If passengers remain on board during fuelling are
steps in position at aircraft doors?
16 If passengers remain on board during refueling
are cabin crew on board and advised?
17 Is there any equipment on personnel located under
18 Is ground equipment movement carried out in such
a way as to prevent jet blast?
areas?


1 Are aircraft parked to prevent jet blast being
directed at terminal building or other areas where
people may be?
2 Do drivers of vehicles reversing to and from
aircraft use a marshaller or guide?
3 Is there person responsible for supervising the
loading of the aircraft?
4 Are passengers who walk across the ramp to/from
the aircraft subjected to jet blast?
Are they escorted?
Are they kept away from wings and other
hazardous areas?
5 Are all ULD (Unit Load Device) containers
locks/stops and bulk hold restraints and nets
correctly secured?
6 Is there a visual inspection by the ground engineer
prior to departure of the aircraft to establish
security of doors and hatches and to check for
signs of structural damage?
7 Is the ramp area cleared before departure?
8 Is interphone contact with flight deck established?
9 Is nose gear lock pin inserted before the towbar is
connected?
10 When the push out is complete is the nose wheel
chocked for the removal of the tractor and towbar
and is the towbar disconnected from the tractor
before it is disconnected from the aircraft?
11 Are the ramp/taxiway markings for the stand
limits, equipment parking areas, vehicle routes
and aircraft guidance clearly marked?
12 On stands with hydrant fuelling systems, are there
emergency fuel shut off controls and are they
clearly signed?
13 Are ramp staff aware of the location of these
emergency controls and do they know how to
operate them?
14 Are fire extinguishers well positioned, clearly
identified and suitable?
15 Are vehicles/equipment not servicing the aircraft
parked in the correct area?
16 Do all parked, motorized vehicles/equipment have
engine off and brakes applied (may be exceptions
for certain types of vehicles)?


1 Do all parked, non motorized equipment including
carts, dollies, work stands and non motorized steps
have brakes set, stabilizers down or chocks on
place?
2 Are sufficient numbers of rubbish (FOD)
containers available around the ramp areas and
are they emptied regularly?
3 Is the ramp clean, tidy and free of items that could
cause Foreign Object Damage (FOD)?
5 Are vehicles and equipment on the ramp operated
at a safe speed and are there speed limit signs? 30
kmph
6 Do drivers stop their vehicles/equipment at least
25 feet from the aircraft and then proceed at a
speed of not more than 5 mph (walking pace)?
7 Are the ramps sufficiently illuminated?
8 Do ramp workers wear hearing protection in areas
of high noise levels?
9 Do ramp staff wear safety shoes and gloves when
appropriate?
10 Do all staff on the ramp (including flight crew
carrying out checks) wear high visibility clothing?
11 Do staff walk in moving conveyor belt or ride on
them?
12 Are safety rails used on equipment fitted with them,
especially when being operated in a raised
position?
13 Are drivers of vehicles and equipment using their
lights and beacons when necessary?
Recommendations:………………………………………………………………………….………
………………………………………………………………………………………………………..………
…………………………………………………………………………………………………………..……
………………………………………………………………………………………………………………..
QC Inspector:……………………….………..…. Signature:…………….…………………


12.2 Quality Control Forms

12.2.1 Passenger & Baggage Handling Inspection Checklist
Date:………………………. Time:……………………….
1- Passenger handling
1.1 Check-in flights for narrow-body aircraft is
opened before 3 hours of the Scheduled time of
Departure?
1.2 Check-in flights for wide-body aircraft is opened
before 4 hours of the Scheduled time of
Departure?
1.3 The work area are neat and fully stocked with all
the necessary stationary.
1.4 Passengers whose weight is proportionately
above or below average (athletes, seamen,
children, ethnic groups) are identified.
1.5 Passenger with reduce mobility are not be seated
in areas critical to the safety of the flight. (E.g.
exits)?
1.6 Passengers who might jeopardize flight safety
(e.g. passengers under the influence of alcohol or
drugs, etc.) are identified and may refused?
1.7 All passenger are presented personally at the
check –in counter?
1.8 Passenger’ ticket and documents are checked?
1.9 Advanced Passenger Information (API) if
required are collected at the check in process.
1.10 all attached equipment to DCS such as baggage
tag printers, boarding pass printers are in
working order?
1.11 Manual documents are available on case DCS
becomes unavailable for any reason?
1.12 Passengers' tickets and passports are checked?
1.13 Passengers are greeted in a pleasant and
professional manner when they approach the
check in counter
1.14 Baggage for checked- in are identified and the
total weight is known as well as the weight of
cabin baggage so?
1.15 No single piece of baggage is in excess of 32 kg?
1.16 Every piece of baggage in excess of 23kg is
tagged with a heavy tag or marked?
1.17 In case of excess weight, necessary charges shall
be paid?
1.18 Damaged or unsuitably packed baggage which is
being presented at check in, is signed with the
limited release?

1.19 Security questions are asked to the passengers for
the security requirements such as liquids,
aerosols, gels (LAGs) and DG's items?
1.20 Potentially dangerous baggage (leaks, smoke,
smell, etc.) are identified and isolated?
1.21 Passenger are asked for their seating preference?
1.22 Unruly Passengers are identified, refuses and
reported to the appropriate authority
1.23 Deportee / INAD passengers are accepted
according to procedures.
1.24 Baggage tag numbers are entered into the DCS or
recorded appropriately?
1.25 Restricted Articles (DG forbidden for transport)
Signage have been clearly displayed Via notices at
all check-in, baggage drop and boarding locations.
1.26 All passenger and crew checked-in and carry on
baggage do not contain any restricted dangerous
goods except that permitted in table 2.3A
1.27 If DGs is detected the check- in supervisor is
informed immediately?
1.28 All required tags are attached including priority
tags, special assistance tags, unaccompanied
minor tags, limited release tags or transfer tag?
1.29 Incapacitated Passengers are accepted according
to the limitations?
1.30 Power driven wheelchairs or other battery powered
mobility aids is only accepted as a checked baggage
and according to RB procedure in GOM4.5.3.4?
1.31 Special cases of incapacitated passenger are
obtained the necessary medical clearance?
1.32 Check-in flights is closed on 45 minutes prior to
STD for Narrow body aircraft?
1.33 Check-in flights is closed on 60 minutes prior to
STD for wide body aircraft?
2- Check-in supervisor
2.1 All passenger services processes and procedures
are supervised while the performing?
2.2 All passenger complaints are dealt with?
2.3 Passengers with special needs and those who are
facing delays are helped?
2.4 Check- in records and keep them in their files are
maintained?
2.5 In case of DG’s detection the duty manger is
informed?
2.6 All flight-manifested copies to load control office
in case of manual check-in process?
2.7 In case the flight is re-opened at check in, load
control office is informed verbally.
3- Check –in duty officer

3.1 Allocate staff to jobs on a rotation basis and
monitoring shift performance?
3.2 Do the work and tasks that is assigned or
delegated for by the Duty manager?
3.3 Do all the works of the duty manager in case of his
absence according to his area of responsibility?
3.4 Ensure that Syrian air applicable requirements,
standards and procedures comply with safety
standards and policies?
3.5 Keep records, write reports and signed flight
files?
3.6 Supervise all passengers' services including the
arrival and departure of the aircraft?
4- Duty Manager:
4.1 Take care of passengers and their baggage at
arrival, departure and transit points, as well as
supervise the services at claim area and
facilitating passenger's procedures?
4.2 Perform and analyze checks within the
surveillance level and to supply the GRH Director
with feedback?
4.3 Supervise the retention of flight documents in the
station flight files?
4.4 Monitor the shift performance (check-in, ramp,
lost & found, and boarding gate)?
4.5 Supervise all passengers' services including the
arrival and departure of the aircraft?
4.6 Take care of passengers and their baggage at
arrival, departure and transit points, as well as
supervise the services at claim area and
facilitating passenger's procedures?
4.7 Perform and analyze checks within the
surveillance level and to supply the GRH Director
with feedback?
4.8 Report any dangerous goods incidents to the GRH
safety manger?
5- Baggage Handling Staff:

5.1 The calibration of the scales is carried out no less
than every month?
5.2 Any suspected scale is not reporting accurately,
then it must be isolated and removed from use?

5.3 The size, weight and intended number of pieces of
carry-on baggage is assessed?
5.4 Accepted carry-on bags are not to exceed the
specified weight/size limits?
5.5 Carry-on baggage tag/label is affixed to each
piece of baggage accepted for carriage in the
cabin?
5.6 Carry-on baggage which exceed the free
allowance size and/or weight, it is checked to the
final destination as a hold baggage?
5.7 Carry-on baggage contents are checked to comply
with DGR’S?
5.8 Passenger travelling on Syrianair present with
his/her baggage personally at check-in?
5.9 Particular attention to is paid before accepting
the baggage to: Dangerous goods, Fragile,
incorrectly packed or damaged items,
Perishables, Excessive weight and/or size?
5.10 Security questions are asked before accepting
baggage?
5.11 All old tags must is removed?
5.12 The final destination is confirmed to which
baggage is to be accepted?
5.13 The limited release statement or that a designated
limited release tag is used and signed?
5.14 The actual baggage weight is inserted into the
DCS to ensure that correct weights are used for
load-control purposes?
5.15 Transfer baggage always is handled with the
necessary priority to ensure that passengers
always travel with their bags?
5.16 The amount of baggage a passenger carries in
excess of the free allowance is charged as an
excess weight?
5.17 Any single piece of baggage is in excess of 32 kg
is not accepted?
5.18 every piece of baggage in excess of 23 kg is
tagged with a heavy tag or marked?
5.19 Any necessary supplementary tag is used
(priority, heavy, limited release…)?
5.20 The information signage is displaying a quick
reference to the restricted items (DGR’S) in
passenger baggage?
5.21 Checked baggage contents are checked not to
contain any prohibited dangerous goods?
5.22 Sea Food is accepted as checked baggage only if
it is complying with the standard packing?

5.23 Olive oil is not accepted as a checked baggage
under any circumstances?
5.24 Courier Baggage is accepted according to the
arrangements to comply with Syrian air
standards?
5.25 All baggage accepted at check-in shall be inserted
in DCS with correct weight?
5.26 DAA items are handled according to the
standards?
5.27 Accepted AVIH are accompanied with all
necessary document?
5.28 AVIH carried as checked baggage is carried in a
suitable container?
5.29 Excess baggage Charges for the carriage of pets
is paid?
5.30 Only one cat /dog not exceeding 5 Kgs is accepted
as PET in the cabin?
5.31 No passenger accompanied with PET may
allocate an emergency exit seat?
5.32 ULD is subject to a detailed inspection for
damage before use?
5.33 When a ULD is deemed unserviceable is
segregated from other serviceable ULDs?
5.34 Baggage are sorting according To LB, TB,
Priority, etc. in ULDs and bulk carts?
5.35 Each ULD should have a “Container Card”
inside the pouch near the door and a “Bingo
Sheet” attached to the outside?
5.36 Door locks/net or strap fittings and/or any other
device used in the closing of the ULD have to be
fully secured before dispatch?
5.37 Each bag is loaded into a ULD; the security
sticker must be peeled off its bag tag and placed
on the bingo sheet?
Recommendations:………………………………………………….………………………………
………………………………………………………………………………………………….…………....
………………………………………………………………………………………………………..………
…………………………………………………………………………………………………………..……
QC Inspector:……………………….………..…. Signature:…………………….…………

12.2.2 Load Control Inspection Checklist
Date:……………………….
Time:……………………….
1. Load controller & Loadsheet maker:

1.1 Is he Plan the preparation of all documentation
and duties for each flight?
1.2 Is he Assemble all data relating to load
(originating and en route stations)?
1.3 Is he Control and ensure that The weight and
balance conditions and calculations are correct
and within the manufacturer / Syrianair limits.
1.4 Is he Plan uplift/discharge load for easy
accessibility?
1.5 Is he Issue the loading instruction report?
1.6 Is he Plan special loads according to restrictions,
maximum quantities, separation and segregation
requirement?
1.7 Is he Plan cargo shipments in the passenger seats
of the aircraft cabin, according to loading
procedure in the Ground Operation Manual?
1.8 Is he Ensure to prevent cargo shipments, which is
labelled "Cargo Aircraft Only" being loaded onto
aircraft for a passenger flight?
1.9 Is he Consider center of gravity parameters
affecting fuel consumption?
1.10 Is he Ensure that All manufacturer limitations,
operational weights and indexes are correct and
current (DOW- DOI – ZFW- Max’s weights…).
1.11 Is he Plan load for total flight ensuring that hold
maxima are not exceeded?
1.12 Is he Make a pre-calculation of A/C weight&
balance?
1.13 Is he Ensure the Correct dry operating weight and
index used according to aircraft type, version,
number of crew and pantry?
1.14 Is he Ensure the Correct take-off and trip fuel
figures used corresponding with those on fuelling
order or equivalent?
1.15 Is he ensure that the Correct entry of transit load
data from incoming load message/Load sheet?
1.16 Is he ensure that the Cross checking of the final
load sheet against passenger close out data and
Loading Instruction/Report?
1.17 Is he ensure that the Actual loading positions of

dangerous goods and other special load entered
on the NOTOC?
1.18 Is he ensure that the Total traffic load not
exceeding allowed traffic load?
1.19 Is he ensure that the Balance calculation
performed correctly and conditions of loaded
aircraft, including Last Minute Changes (LMCs),
are within prescribed limits?
1.20 Is he ensure that all stations have direct access to
their offload. Baggage must be available first for
immediate delivery?
1.21 Is he ensure When load for different stations is
carried in the same compartment, it must be
clearly segregated in order to eliminate over
carriage by using hold separation netting?
1.22 Is he ensure that the Stations shall not be required
to reload large amounts of transit load for balance
reasons?
1.23 Is he ensure that the stowing regulations
published for baggage, dangerous goods, live
animals and special load must be strictly
observed. As per IATA Dangerous Goods
Regulations and IATA Live Animal Regulations?
1.24 Is he ensure that the Planning for Fuel Economy,
An aircraft loaded in such a way that its CG is
near the aft limit uses less fuel than one whose CG
is further forward?
1.25 Is he ensure that the Dissemination of dangerous
goods and other special load information
applicable to each Flight (NOTOC) to includes
accurate & legible written mandatory information
as per IATA DGR and Syrianair Requirements.
1.26 Is he identify and address passenger loads that do
not comply with conventional aircraft loading
weight allowances?
1.27 Is he ensure that the Weight and balance records
are retained for a period of 3 months at least?
Are Gate delivery items, baggage that exceed
1.28 normal allowance and other non-normal items
communicated to load control office?
Is he ensure that a copy of NOTOC signed by PIC
1.29 retained in flight file for a period of 3 months at
least and ensure that other copy is delivered to
FOO, FOA?
2. Loading Supervisor:
2.1 Is he Obtain LIR and ensures that The aircraft
loaded according to a written loading instruction
(automated or manual)?
2.2 Is he Manage all load control functions for the
flight to ensure that the aircraft remains within the
operational limits, loaded in a manner that
satisfies Syrianair weight & balance requirements
and prevent loads to move during the flight?
2.3 Is he Manage ramp operations with all safety
related issues including loading and A/C servicing
2.4 Is he Ensure ULDs are serviceable, correctly
tagged, load properly secured and loaded with
fully extended locks to prevent ULDs moves
during the flight?
2.5 Is he Ensure lashing/load spreading is correct?
2.6 Is he Check condition of dangerous goods
packages presented for bulk loading?
2.7 Is he Ensure that dangerous goods and other
special loads stowed correctly?
2.8 Is he Upon completion of loading, confirmation or
advice of deviations to the load control agent?
2.9 Is he Ensure LMC, on the load sheet corresponds
with the actual load on the A/C, passengers and
fuel included and presented on a final load sheet?
2.10 Is he Completion of Loading Instructions (LIR)
that including loading standard information /
instructions, Special instructions, e.g. spreading,
lashing, overhangs, special loads, etc?
2.11 Is he ensure that the Off-loading instructions,
(Instructions for transit load and off-load)?
2.12 Is he ensure that the Off-loading report, to include
load discrepancies (space to record items in
transit or for off-load)?
2.13 Is he ensure that the Off-loading certification; -
Summary of special loads?
2.14 Is he ensure that the representation of all loading
positions for that specific hold version?
2.15 Is he ensure that the Dangerous Goods loaded in
a manner that prevent (damage, movement and
leakage) of the shipment and provided with
separation and segregation in accordance with
Syrian air and IATA requirements?
2.16 Is he ensure, when a dangerous goods package or

shipment appears to be damaged or leaking, The
package or shipment is prevented from being
loaded into an aircraft?
2.17 If the leaked or damaged DG shipment is already
loaded, Is he ensure that the package or shipment
is removed from an aircraft, hazardous
contamination is removed from the aircraft
immediately and other contaminated loads have
been prevented from transport?
2.18 In case of the aircraft compartment exposed to
radioactive contamination, is he inform the flight
dick crew, maintenance engineer and his shift
leader to take the necessary actions?
2.19 If he discover an undeclared or mis-declared
dangerous goods in cargo or baggage during
aircraft loading / offloading, is he inform his shift
leader immediately?
2.20 Is he used cabin loading supervision checklist
when cabin seats loaded with cargo or bags?
2.21 Is he ensures that the special load (including
heavy items, outsized items, live animals, human
remains, perishables items, ..etc.) are loaded,
secured and offloaded in accordance with Syrian
air standard and general loading rules as per RB
GOM?
Recommendations:………………………………………………………………………………….
.…..…………………………………………………………………………………………………………..
.……………………………………………………………………………………………………………….
QC Inspector:……………………….………..…. Signature:………………………….……
12.2.3 Ramp Operations Inspection Checklist
Station:………………………….. Date:………………………. Time:…………………..………….
-Actions Prior Arrival:

1 Is ramp area surface inspected by marshaller and
is free of FOD?
2 Is ramp area surface inspected by marshaller and
is it free of Contamination that could be hazardous
to aircraft movement?
3 Is The aircraft movement path clears of objects
and obstacles?
4 Are Personnel not involved in the aircraft
departure positioned outside the equipment
restraint area (ERA)?
5 Is Required GSE available, serviceable and
positioned clear of the ERA?
6 If the aircraft will parked at the gate, is the VDGS
operate?
7 If the aircraft will parked at the remote ramp, is
the marshaller in place?
8 Are the wing walkers personnel present and
carried out the Last check before Aircraft enters
the stand?
- Actions after Arrival:

9 Are Vehicles and personnel remain clear of
parking stand until engines are shut down and
anti- collision lights are turned off?
10 Is the first to approach the Headset Person and
they made contact with the Flight Deck Crew?
11 Are the Ramp agents under control and told when
it is safe to approach the Aircraft?
12 Has the all clear signal to approach the aircraft
been given by the headset person after all safety
stop procedures are in place?
(Such as Engines shut down, parking brakes on
and the anti-collision light turned off).
13 Are aircraft wheel chocked before equipment is
positioned to aircraft?
14 Are safety cones placed around the aircraft and
engines?
Has the Flight Deck Crew been notified
15 verbally/visually that the chocks are in place and
to ‘release brakes’?
Is a walk around inspection completed by the

maintenance engineer or other qualified personnel
16 and had given the confirmation that there is no
damage to the aircraft where GSE will be placed
before the GSE is moved towards the aircraft?
If there is any damage to the aircraft fuselage
17 during the visual inspection mentioned in the
previous item, did the inspector report it to the
supervisor and flight crew?
Are suitable equipment (steps / bridge / catering /
18 medical lift) in place before opening the aircraft
cabin access doors?
Are cabin access doors opened / closed by trained
19 cabin crew / ground staff in a correct manner?
Was there communication between the crew and
ground staff during the opening/closing the doors?
20 Are cabin access doors kept closed or secured by
fall prevention device without equipment in
position while the aircraft is parked?
21 Is the turnaround coordinator in control of the
operation and working in teams?
Are the guide signals given to the GSE operators
22 by the marshaller or other qualified personnel
while they were approaching the aircraft?
Is a GSE that required to reach cargo hold doors
23 through, equipped with safety rails? Are these
rails raised or extended, while personnel are
accessing, opening and closing the doors?
Are protective bumpers on equipment / vehicles
24 compressed against doorsill or fuselage (should be
space on 1-3 inches)?
25 Is the movement of GSE that operating on the
aircraft restricted by extending hydraulic
stabilizers or chocking?
- Actions during Ramp Operations Activities:

25 Are GSE work stands, and vehicles positioned in
such a way as to prevent A/C door damage if
aircraft settles during unloading / loading?
level with the hold door sill for narrow bodied or
above the sill for wide bodied aircraft?
27 Do operators of high lift equipment i.e. passenger
steps, catering vehicles etc. fully retract guard
rails before positioning to aircraft?
28 Are guards rails fully extended to aircraft fuselage
after positioning to aircraft?
29 If the aircraft loaded with ULD, are elevator

container guides used for off and on loading of
ULD’s (Unit Load Device) containers?
30 Are belts in fully down position when mobile belt
loaders (conveyors) are driven around the apron?
31 Do loading-staff avoid walking on moving
conveyor belts?
32 Do drivers towing baggage carts/dollies follow a
safe path when approaching and leaving the
aircraft?
33 Are Marshaller visible on apron performing
airside safety monitoring?
34 Do vehicles approach/depart from the aircraft
with fuselage always on right hand side of driver?
35 Do elevators / steps / catering / cabin servicing
equipment have stabilizers deployed when
positioned at aircraft?
Syrian air maintenance engineer?
aircraft?
39 Is the GSE operator avoid connecting or
disconnecting the electrical equipment to the
aircraft?
40 When it is determined lightning is a threat, is
maintenance engineer ensures cessation of
aircraft fuelling?
41 During the fuelling activity, is the fire engine or
suitable fire extinguisher in place?
additional steps in position at aircraft doors or
other safety exit available?
flight and cabin crew on board advised when
fuelling is about to begin and has been completed?
flight and cabin crew on board notified when
hazardous condition or situation has been
determined to exist such as fuel spillage or fire?
45 If passengers remain on board during fuelling, is
the ground area beneath aircraft exit doors that
have been designated for rapid deplaning or
emergency evacuation kept clear of obstructions?
46 If passengers remain on board during fuelling, and
the boarding bridge is in use, is the interior access
path maintained from the aircraft to the terminal?
47 If passengers remain on board during fuelling, and
the boarding bridge is not in use, is the aircraft
passenger steps or an alternate means of
emergency evacuation in place?
48 In case of fuel spillage, is the ramp agent notify the

flight / cabin crew on board and ensure the fuelling
is stopped and call the airport fire service
49 Is the activities within the fuelling safety zone
(vehicles / GSE operations, restrictions and
limitations for the use of devices) controlled and
under the supervision of the marshaller?
50 Is staff avoid use their mobile phone or flash
devices around the aircraft?
51 Is there any equipment or personnel located under
52 Is ground equipment movement carried out in such
a way as to prevent jet blast?
areas?
54 Is there person responsible for supervising the
loading of the aircraft?
55 Are vehicles/equipment not servicing the aircraft
parked in the correct area?
56 Do all parked, motorized vehicles/equipment have
engine off and brakes applied (may be exceptions
for certain types of vehicles)?
57 Do all parked, non motorized equipment including
carts, dollies, work stands and non motorized steps
have brakes set, stabilizers down or chocks on
place?
58 Are sufficient numbers of rubbish (FOD)
containers available around the ramp areas and
are they emptied regularly?
60 Are vehicles and equipment on the ramp operated
at a safe speed and are there speed limit signs? 30
kmph
61 Do drivers stop their vehicles/equipment at least
25 feet from the aircraft and then proceed at a
speed of not more than 5 mph (walking pace)?
62 Are the ramps sufficiently illuminated?
63 Do ramp staff wear PPE (such as high visibility
vests, hearing protection, gloves, safety shoes,
safety glasses and respirators) when appropriate?
64 Are drivers of vehicles and equipment using their
lights and beacons when necessary?
-Actions Prior Departure:

65 Are cabin access doors equipment (steps / bridge /
catering / medical lift) removed from a door
immediately after such door is closed?
66 Did the marshaller inspect the ramp area to ensure

that it was free of FOD, contaminations that could
be hazardous to aircraft and objects that could be
subjected to jet blast before departure?
67 Are Personnel not involved in the aircraft
departure positioned outside the equipment
restraint area (ERA)?
68 Is GSE detached from the aircraft and positioned
clear of the aircraft movement path?
69 Is there a visual inspection by the ground engineer
prior to departure of the aircraft to establish
security of doors and hatches and to check for
signs of structural damage?
70 Is interphone contact with flight deck established?
71 Is the aircraft movement path clears of objects and
obstacles?
72 Is nose gear lock pin inserted before the towbar is
connected?
73 Is the maintenance engineer ensures that the
pushback equipment and /or towbar is suitable for
the aircraft type prior pushback?
74 Is the headset person using standard verbal
communications with flight crew?
75 Are the ground staff aware of anti-collision lights
switched on safety procedures?
76 Is the pushback operator aware of the maximum
aircraft nose gear turn limits to not exceed it prior
pushback?
77 Is the ground engineer supervise the connection,
operation and disconnection of the pushback to
ensure safe operations?
78 When the push out is complete is the nose wheel
chocked for the removal of the tractor and towbar
and is the towbar disconnected from the tractor
before it is disconnected from the aircraft?
79 Is the headset person remove the landing gear
safety pins after pushback?
80 Are the ramp/taxiway markings for the stand
limits, equipment parking areas, vehicle routes
and aircraft guidance clearly marked?
81 Other:
Recommendations:……………………………………………………………………………….…
……………………………………………………………………………………………………………..…
……………………………………………………………………………………………………………..…
QC Inspector:……………………….………..…. Signature:……………….………………
12.2.4 Fuel Supplier-Self Assessment Checklist
Station:.................................... Company:............................................. Date:………………….

1 Does Fuel Supplier have Quality Program?
2 Does Fuel Supplier have Safety Management
system in place?
3 Does Fuel Supplier have reporting system in
place?
4 Does Fuel Supplier have hazard identification
in place?
5 Does Fuel Supplier have risk management and
mitigation process in place?
6 Does Fuel Supplier have approved training
program in place?
7 Does the training program ensure completion
of initial and recurrent training for
operational personnel?
8 Are the personnel that perform operational
duties trained and competent?
9 Are the operators certified and authorized to
drive their equipment?
10 Do All fuelling Truck operators put ID and
training cards?
11 Has Fuel Supplier been audited by IATA
Inspector? When was the last Audit?
12 Get copy of Refinery Certificate of Quality
RCQ (fuel passport).
13 Copies of the fuel receipts are retained?
14 Does Fuel Supplier have Fuel Test program?
 How often and where?
 What equipment is used for water
detection during re-fuelling process (shell
water detectors, POZ-T device)
15 Does Fuel Supplier perform water -
contamination test?
Syrianair maintenance engineer?
17 Is fuelling vehicle positioned at aircraft so that
it has a clear exit from the aircraft?
18 Is fuelling vehicle correctly ‘bonded/earthed’
to aircraft?
19 Fuel origin (How often delivered and what mean
of transport)
20 Does Fuel Supplier have Equipment Calibration

Program in place (fuel delivery meters, master
pressure gauge, fuelling nozzle etc.)
21 Are fire extinguishers positioned, clearly identified
with valid date?
22 Does Fuel Supplier Verify the age of hose (max
allowed age is 10 years from production date)?
23 Other:
Comments and Recommendations:……………………………………………………………………
…………………………………………………………………………………………….…………………
…………………………………………………………………………………………….…………………
Fuel Supplier Company Representative:

Name:..................................................
Position:...............................................
Signature:............................................
Form No. GOM12.2/4 JUL/2019

12.2.5 Gate Service Inspection Checklist
Date:………………………. Time:……………………….

1 Boarding gate for wide-body aircraft is opened
before 2 hrs.?
2 Boarding gate for narrow-body aircraft is opened
before 1hrs. 30 mns.?
3 Gate monitors are displaying all flight
information?
4 Dangerous Goods and Prohibited Articles notices
are displayed at the boarding gate?
5 Preliminary boarding announcement is made,
and an announcement informing passengers of
the estimated boarding delay?
6 All boarding pass are checked against the
passport to indicated passengers are boarded?
7 Gate reader must is used In case of DCS usable?
8 manually check of boarding number against
entered passenger boarding pass
9 Passengers and their cabin baggage are security
screened?
10 Adequate arrangements are made for business
class passengers?
11 Adequate arrangements are made for families,
incapacitated passenger, UM…?
12 If passenger fail to board the baggage tag
information is informed to the ramp to offload the
baggage?
13 Matching the checked-in passengers to the
boarded passengers is made?
14 The load-control office is informed about the
number of pcs of bag collected at the gate?
15 The excessive cabin baggage are tagged to be
loaded in the aircraft hold?
16 The actual boarded passengers correspond to the
figures recorded in the DCS?
17 Final passenger numbers is informed to the ramp
agent?
18 Final passenger numbers is informed to the cabin
and/or flight crew?
……………………………………………………………………………………………………………….
QC Inspector:……………………….………..…. Signature:……………………….………
12.2.6 Catering / Food Service Inspection Checklist
Date:……………………….
Time:……………………….

1 Cooking and frying is done under chimney having
appropriate suction capacity.
2 Adequate number of wash-hand basin fitted with
taps for running hot and cold water.
3 Facilities for staff to change their cloths; wherever
necessary.
4 Working areas and equipment / utensils are
properly cleaned.
5 Adequate supply of portable water.
6 The water is examined chemically and
bacteriologically.
7 Ice and steam wherever in use during processing
is made from portable water.
8 Preparation of Fruits/ Vegetables.
9 Uncooked, ready-to-eat fruits & vegetables are
treated before peeling in chlorinated water.
10 The equipment used for peeling/ cutting etc. of
fruits & vegetables is clean and of non-absorbent
food grade materials.
11 Preparation of Non-Veg. Product
12 Raw meat and processed meat is kept separate
from other food items.
13 Used surface is cleaned properly with anti-
bacterial agents.
14 Others:
……………………………………………………………………………………………………….………
……………………………………………………………………………………………………….………
……………………………………………………………………………………………………………….
QC Inspector:……………………….………..…. Signature:………………………………

12.2.7 Performance Measures Checklist

Date:……………………….
Time:……………………….
PLACE: FLIGHT NUMBER: ROUTE:
Safety and security Compliance

Key performance indicator(s) Target yes no
Compliance with state regulations 100%
Compliance with company regulations
Breaches of group policy/procedures and Unlawful interference
Closures rate for audit findings and investigations
Security compliance
Aviation incidents per 100,000 sectors
Staff satisfaction
Handling company to perform (number) of airside safety Performance audits per
(period).
Preventing accidents/incidents compliance 100%
Take off-
Target: 75% of aircrafts take-off exactly at time departure (range 15/m)
Check-in and Boarding-

First class business class economy class
PAX acceptance time(max) 1.5m 1.5m 2.0m
PAX in the row (Queuing time)max 4m 6m
PAX in the line at counter (max) 6 6
Min counters 1 1
Check-in to be open prior to STD …/h …/h
Check-in closing time before STD(max) ….m ….m
Starting boarding time before STD(max) 70m 70m
Pax not to wait in the bus before Dep longer 2m 2m
than
Allowed INF at aircraft row(max) 1 1
Minimum connecting time 75m 75m
Allowed hand bag volume(max) 115cm 115cm 115cm
Allowed Checked baggage volume(max) 158cm 158cm 158cm
Handbag max weight …kgs …kgs
Checked baggage max weight 32kgs 32kgs
Allowed WCHR (per flight)

Allowed blind pax (per flight)
Allowed deaf pax (per flight)
Allowed INF(per flight)
Allowed UM (per flight)
Allowed DEPO(per flight) TBN
Form No. GOM 12.2/07A JUL/2017

RAMP SERVICES-
Performance Indicator(s) Target
Load sheet delivered time to pilot (max): 10m before Dep
Aircraft documents delivered time (max):
First premium bag to be delivered after on blocks (arrival):
First economy bag to be delivered after on blocks (arrival):
Transfer baggage to be delivered to the accepting carrier (max): 30m before take-
GSE to be available at parking position before on blocks:
Chocks to be positioned after on blocks :
Pushback equipment available prior to Dep: TBN
Fuelling to be completed:
Cleaning to be completed:
Cargo and mail arrival to warehouse (max): 35m after arrival 35m after arrival
Transfer cargo to be available to the accepting carrier:
Cargo acceptance waiting time at landside to be no more than:
Aircraft door closing: 5m before schedule Dep
Load message (LDM) to be sent after ATD: 5m
Pax arrival-
To achieve the best arrival services including best baggage delivering time:
Performance Indicator(s) Target

Pax steps to be positioned:
First premium bag to be delivered after on blocks (arrival):
First economy bag to be delivered after on blocks (arrival):
Last premium bag to be delivered after on blocks (arrival):
Last economy bag to be delivered after on blocks (arrival): 25m
Mishandled baggage, max: 2 pieces per 1000
Damage baggage, max: 2 pieces per 1000
Mishandled travel documents, max:
Mishandled cargo, max:
Recommendations:………………………………………………………………
………………………………………………………………………………………
………………………………………………………………………………………
………………………………………………………………………………………
QC Inspector:…………………….………..…. Signature:………….………
Form No. GOM 12.2/07B JUL/2017

12.2.8 Staff Evaluation form
‫تقييم أداء موظف‬

Qualification: :‫المؤهل العلمي‬ Name: :‫االسم‬
Job starting: :‫تاريخ مباشرة العمل‬ Job Title: :‫الوظيفة الحالية‬
Commitment and personal relationships: :‫االلتزام والعالقات الشخصية‬
A ‫المظهر العام‬-1
B C
General appearance is well maintained
A ‫التقيد بالتعليمات‬-2
B C
Instructions are properly applied
A ‫ االلتزام بالقوانين واألنظمة‬-3
B C
Adherence to regulations and procedures
A ‫تقديم المساعدة المهنية عند الحاجة‬-4
B C
Offer assist to any service required
A ‫ تقديم المساعدة لكل الزمالء‬-5
B C
Offer assistance to all friends
A ‫المواظبة على الدوام‬-6
B C
Attendance
A .‫القدرة على التعامل مع اآلخرين باحترام ولطف‬-7
B C
Dealing with others, respect and kindness.
A ‫ خلق روح التعاون‬-8
B C
Create a spirit of cooperation.
Competences ‫الكفاءات‬
A ‫القدرة على تحديد أولويات العمل‬-1
B C
Ability to identify priority for actions
A ‫القدرة على التخطيط والمتابعة‬-2
B C
Ability of planning and follow up.
A ‫القدرة على حل مشكالت العمل وتحمل المسؤولية‬-3
B C
Troubleshooter and endure responsibility
A ‫القدرة على االبتكار والتطوير‬-4
B C
Ability to create and develop
A ‫القدرة على التعامل مع تقنيات العمل‬-5
B C
Ability to deal with techniques
‫ القدرة على متابعة قضايا الصحة والسالمة المهنية‬-6
A
B C Response to matters relating to health and safety
issues.
Personal indicators ‫مؤشرات الشخصية‬
A B C Level of performance ‫ مستوى األداء‬-1
A B C Confidence and Dependability ‫ الثقة‬-2
A B C Behavior ‫ السلوك‬-3
A B C Leadership and Supervision ‫ القيادة واإلشراف‬-4
A B C Evaluation capacity :‫ القدرة على التقييم‬-5
A B C Productivity ‫ اإلنتاجية‬-6
A B C Trail matters ‫ محاكمة األمور‬-7
A B C English language ‫ اللغة األجنبية‬-8
:Remarks ‫مالحظات‬
:Result ‫النتيجة‬
:‫مدير املديرية‬ :‫رئيس ادلائرة‬ :‫الرئيس املبارش‬
A- Strong B- Moderate C- Weak

‫‪GROUND OPERATIONS MANUAL‬‬ ‫‪PAGE 12 -41‬‬
‫‪APPENDIX‬‬ ‫‪REV 00 / JUL 17‬‬
‫‪12.2.9‬‬ ‫‪Inspection Report‬‬

‫‪Number:‬‬
‫‪Date:‬‬ ‫‪/‬‬ ‫‪/20‬‬
‫السيد رئيس دائرة‬
‫‪ 20 /‬قامت دائرة مراقبة الجودة بمتابعة سير العمل في ‪ ……….‬وقد تم تسجيل‬ ‫بتاريخ ‪/‬‬
‫المالحظات التالية‪:‬‬
‫‪.-1‬‬
‫يرجى اإليعاز لمن يلزم للقيام باإلجراءات التصحيحية حيال المالحظات المسجلة وموافاتنا بها‬
‫لمتابعة إغالقها بالشكل الصحيح طبقاً للمراجع واألدلة التشغيلية‪.‬‬
‫شاكرين حسن تعاونكم‬
‫رئيس دائرة مراقبة اجلودة‬
‫نسـ ـخة إلى‪:‬‬

‫السيد مدير المديرية ‪ /‬يرجى االطالع‪.‬‬ ‫‪-‬‬
‫السيد مسؤول السالمة في المديرية‪.‬‬ ‫‪-‬‬
‫مصنف ‪ /‬صادر متابعة يومية‪.‬‬ ‫‪-‬‬
‫‪Form No. GOM 12.2/09‬‬ ‫‪JUL/2017‬‬

12.2.10 Cargo & Mail Inspection Checklist

Date:……………………….
Time:……………………….
1- Cargo & Mail Preparation

1.1 Weight of BULK cargo/mail is normally
established by Weighing carts on a weighbridge
established by Weighing individual pieces
established by Tallying weights recorded on cargo
manifests
1.4 Table of the A/C hold capacities and structural
limitations are available
1.5 A procedure is in place ensuring that cargo
dimensions and weights do not exceed the
aircraft’s loading limitations
1.6 ULDs and tie-down accessories are checked for
service ability according to IATA and RB
regulations
2- Cargo & Mail Acceptance


2.1 there is Process for ensuring cargo shipments
comply with applicable requirements, and
accepted in compliance with:
i. RB COM for revenue or non-revenue cargo.
ii. IATA interline requirements for interline cargo,
2.2 Acceptance processes for verifying the security
status of known cargo, ensuring application of
screening/ security controls for unknown cargo
2.3 Scales are calibrated and checked
2.4 Table of aircraft hold capacities and structural
limitations are available
2.5 A procedure is in place ensuring that cargo
dimensions and weights do not exceed the
aircraft's loading limitations
2.6 ULD’s do not contain DG’s and are built-up and
secured
2.7 ULD’s are checked for serviceability
2.8 ULD’s are checked for correct build-up and non
DG’s loading
2.9 Special load (AVI, PER, HUM, etc.)is accepted in
accordance with the IATA and/or RB regulations
2.10 DG’s shipments are accepted according to an

acceptance sheet, shipper’s declaration and
qualified staff, as directed by IATA and RB
regulations.
2.11 Storage and Handling of Cargo /Mail between
Acceptance and Loading Segregation, suitable
storage facilities and special care for special
types of cargo is provided for as per IATA
and/or RB regulations.
2.12 DG shipments are segregated according to RB
incompatibility Chertoff IATA DG regulations 9.
2.13 The DG shipments are transported to / from the
aircraft in a manner that prevent damage to
packages and containers.
2.14 Security in all aspects, as well as prevention of
damage, pilferage and mishandling of all cargo is
provided.
2.15 Is DGs Emergency Response Information available
and used by the handling company?
2.16 The Shipper’s Declaration for Dangerous Goods,
if required, and information to the pilot-in-
command, are retained for a minimum period of
three months after the flight on which the
dangerous goods were transported.
2.17 Emergency procedures available at Cargo/mail
handling.
3- Special Load

3.1 cargo terminals are equipped with specifically
configured facilities appropriate for storage of
dangerous goods, radioactive material and other
special cargo, such as human remains, live
animals, perishables, valuable cargo and fragile
goods
3.2 All personnel involved in the handling of such
shipments are fully aware of the special handling
and palletisation rules of such shipments
3.3 Suitable arrangements are made for appropriate
security measures for valuable and vulnerable
cargo
3.4 Special cargo shipments have the appropriate
labelling attached to the package and are clearly
marked
3.5 PER and AVI are handled according to the
requirements of the particular commodity.
3.6 Incompatible loads are segregated according to RB

and IATA regulations.
3.7 Aircraft pallet is tie-down for ordinary and
particular cargo (dense, fragile instable, etc.) is
carried out according to IATA and RB regulations.
3.8 The destination, net weight, tare weight and total
weight are clearly entered on the ULD tag.
3.9 Procedures that ensure human remains/
valuable/fragile/outsized/heavy cargo acceptance/
handling in accordance with COM
4- Acceptance of Dangerous Goods Cargo:

4.1 Availability/accessibility of DGR or Technical
Instructions where dangerous goods cargo is
accepted or handled.
4.2 Dangerous goods acceptance checklist reflects all
applicable requirements.
4.3 Use of dangerous goods acceptance checklist to
verify package marking/labelling, documentation
compliance.
4.4 Procedures for retention of applicable information
associated with dangerous goods shipments.
4.5 Procedures for inspection of dangerous goods
shipments prior to acceptance.
4.6 In case of DGs shipments, it should not being
carried on in an aircraft cabin occupied by
passenger, or on the aircraft flight deck.
4.7 Display of dangerous goods notices.
………………………………………………………………………………………………….……………
………………………………………………………………………………………………….……………
……………………………………………………………………………………………………………….
QC Inspector:……………………….………..…. Signature:………………………………

12.2.11 Training & Qualifications Inspection Checklist

Date:……………………….
Time:……………………….
1- General
1 All training programs for ground operations
functions in accordance with requirements of
SCAA.
2 All initial and recurrent training records
undertaken by staff members engaged in aircraft
ground handling operations are maintained.
3 All training programs for ground operations
function in accordance with requirements of the
customer airlines (if Syrian air is a service
provider).
4 All new recruited employee complete general
familiarization training.
5 All person assigned to perform operational duties
are provided in specific training applicable to the
functions prior of being assigned.
6 Training Programs contents and records shall
periodically be reviewed and updated.
7 training records are retained for a minimum
period of 36 months from the most recent training
completion date.
2-Training & Qualifications of Load Control Staff

1 Initial and recurrent training must be completed
by a written test
2 Dangerous Goods Training is certified by initial
and recurrent training must be completed by a
written test.
3 Dangerous goods training is given according to:
Carrier regulations.
IATA Dangerous Goods Regulations.
4 Dangerous goods recurrent training not exceed
24months.
5 Load control and safety related recurrent training
not exceed 24 months
6 Load Controller (Weight and Balance, Load
Planning) passing rate is 80%
7 A/C loading supervisor(ramp officer) passing rate
is 80%
Form NO. GOM12.2/11A JUL/2017

3-Training & Qualifications of Passenger & Baggage Handling Staff

1 Initial training is Certified by and must be
completed by a written test
2 Recurrent Training is certified and must be
completed by a written test
3 Dangerous goods training(concerning the
carriage of DG in baggage) is given according to:
Carrier regulations
IATA Dangerous Goods Regulations.
4 Dangerous Goods Training is certified and must
be completed by a written test.
5 Dangerous goods recurrent training not exceed
24months.
6 Passenger and Baggage Handling and safety
related training recurrent not exceed 36 months
4-Training & Qualifications of Cargo & Mail Staff

1 All personnel engaged in cargo & mail functions
and responsibilities shall be trained complete the
familiarization training on applicable regulations.
and responsibilities shall complete the training of
cargo acceptance.
and responsibilities shall complete training of
human factors principles.
and responsibilities shall complete the training of
SMS.
5 Dangerous Goods Training
Dangerous goods training is given according to:
Carrier regulations
IATA Dangerous Goods Regulations
5-Miscellaneous Training
1 GRH operational personnel, each in his specific
function, shall be trained on security (Initial &
Recurrent courses) according to Syrian air
security program.
function, shall be trained and aware of the human
factors (Initial & Recurrent courses) relevant to
their job.
function, shall be trained on emergency response
according to Syrian air ERM.
Form NO. GOM12.2/11B JUL/2017

function, shall be trained on SMS (Initial &
Recurrent courses) relevant to their job.
5 All porters in GRH must be aware of Loading and
Un -loading, DG labelling and transportation,
Ramp Safety and Emergency Response
Procedures and Security.
6 All porters in GRH must be trained on Operating
A/C Type(s) Doors per Customer Airline(s) in
case Syrian air is a service provider.
…………………………………………………………………………………………………….…………
……………………………………………………………………………………………………….………
……………………………………………………………………………………………………………….
QC Inspector:……………………….………..…. Signature:…………………..…………
Form No. GOM 12.2/11C JUL/2017

12.2.12 Ground Handling – Self Assessment Checklist
Station:…………………………………………..…. Date:……………………………………………………………
1- Station Documentation:
NO. Requirements Yes No Comment
1.1 Current edition (soft or hard copies) of Syrian air
manuals (GOM-COM-ERM-SECM) Are in place.
1.2 Current edition of IATA DG Regulations or equivalent
manual is in place.
1.3 The IATA DGR or equivalent manual is accessible at
each location where GR operations involving the
loading of DG as cargo are conducted.
1.4 Station flight file contains all mandatory documents.
1.5 Others:
2- Training and Qualification:

2.1 All staff have required training as per RB GOM.
2.2 All staff have initial & recurrent training as required.
2.3 Dangerous goods' training is given according to
Syrianair instructions & IATA Dangerous Goods
Regulations.
2.4 Dangerous goods' training is certified.
2.5 Training records are updated and secured.
2.6 All GSE operators received initial & recurrent
training.
2.7 Basic training exams are written.
2.8 All trainers are approved by Civil Aviation Authority.
2.9 All staff have required training of SMS and Security.
3- Check-in:
3.1 Check in baggage are screened.
3.2 Check in counters have all necessary stationary tags.
3.3 DGs posters are placed and visible on check in
counters.
3.4 Check in staff are asking Security questions.
3.5 Dangerous Goods in an aircraft cabin occupied by
passengers is prevented except as permitted by the
Authority or the IATA DGR.
3.6 Check in supervisor is available at the counter.
3.7 Check in staff are applying identification of
passengers.
3.8 Deportee passengers are accepted according to

procedures.
3.9 Limited release procedure are in place.
4-Load Control:
4.1 License of load controllers are valid and current.
4.2 Load controller has received all necessary
information from cargo and mail DEP in time.
4.3 The weight and balance conditions and calculations
are correct and within limits.
4.4 Aircraft loaded in accordance with Syrianair
regulations and specific loading instructions for the
flight
4.5 All manufacturer limitations, operational weights
and indexes are correct and current (DOW- DOI –
ZFW- Max’s weights…).
4.6 The aircraft loaded according to a written LIR
(automated or manual).
4.7 The Communications between loading supervisor
and load controller have been performed.
4.8 All DG shipments loaded correctly and secured on
board the aircraft by trained and qualified individual
is designated to be responsible for.
4.9 Dangerous Goods loaded in a manner that prevent
(damage ,movement and leakage ) of the shipment
and provided with separation and segregation in
accordance with applicable requirements
4.10 Shipments labeled “Cargo Aircraft Only” is
prevented to load onto an aircraft for a passenger
flight.
4.11 ULDs are inspected to identify damage and to
determine airworthiness and serviceability
4.12 LIR requirements / remarks / loading are applied.
4.13 Dissemination of dangerous goods and other special
load information applicable to each Flight ( NOTOC)
4.14 Weight and balance records are retained for a period
of 3 months at least.
4.15 DG/SL NOTOC includes accurate and legible written
mandatory information as per IATA DGR and
Syrianair Requirements.
4.16 Gate delivery items are communicated to load
control office
4.17 Fuel docket is performed.
4.18 Verbal exchange of load information is documented

prior to flight departure.
4.19 Information, to include last minute changes, that is
in agreement with the actual load on the aircraft and
presented on a final load sheet
4.20 Flight messages (MVT/LDM/CPM….) are submitted
correctly and on time.
4.21 Others:
5- Ramp Operations:
5.1 FOD dropped into or observed in the apron have
been picked up.
5.2 Aircraft guidance system is available/marshaller is
available.
5.3 All clear signal given by marshaller before
approaching the aircraft.
5.4 Positioning of shocks, loading equipment and Safety
cones are positioned in place.
5.5 All persons attending around aircraft wear personal
protection equipment.
5.6 Check all compartments after off load.
5.7 Ramp safety rules are applied.
5.8 GSE traffic on ramp obeys safety rules.
5.9 GSE movement under aircraft is supervised.
5.10 The boarding device from the aircraft has not been
removed until the door is fully closed and locked.
5.11 Fuelling safety rules are applied.
5.12 The fuelling examinations have been conducted
5.13 Fuelling vehicle Is positioned so that it has a clear
exit from the aircraft
5.14 fuelling vehicle Is correctly ‘bonded/earthed’ to
aircraft
5.15 If passengers remain on board during fuelling, steps
or additional path is in position at aircraft doors
5.16 fire extinguishers are well positioned, clearly
identified with valid date
5.17 All GSE operators are certified and authorized to
drive their equipment.
5.18 All GSE operators put ID and training cards.
5.19 All operators are check for clearance before
operating the equipment.
5.20 Guide person is used when positioning equipment in

confined areas.
5.21 After vehicle is stopped, brakes are set and chocks /
stabilizers are used.
5.22 All ground handling activities are supervised and
performed in accordance with Syrianair regulations
by trained and qualified personnel
6- Cargo and Mail:

6.1 All cargo staff have required training.
6.2 All cargo shipments are 100% screened prior to
dispatch.
6.3 Weighing scales are calibrated periodically.
6.4 DGs are kept in separate ventilated area.
6.5 DGs are accepted by current license holders.
6.6 Warehouses have adequate facilities.
6.7 Cargo acceptance and handling are according to
COM procedures and current IATA DGR.
6.8 DG acceptance checklist are reflects the current IATA
DGR requirement and shown the acceptance
identifies information.
6.9 Notices providing information about DG
transportation and handling (including hazard
labels, visual example of DG, segregation charts and
emergency response instructions) are prominently
displayed at all locations where cargo shipments
accepted and handled.
Comments:………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………………
…………………………………………………………………………………..…………………………………………………………...
Ground Handling Service Provider Representative

Name: ……………………………………………………
Position: …………………………………………………
Signature:……………………………………………..…

12.2.13 Instructor Skills Assessment Checklist

Instructor's Name: Course Title:
Course Date: Course Place:
Needs to
Skill Area Specific Task Poor
Improve
Good Comments
Start the Training Session
Greet learners prior to beginning
Put learner at ease
Conduct GRPI(Goals, Roles, Processes and
Interpersonal Relations)
Set the context for the session summary of
objectives
Follow the Lesson Plan
Begin with an overview & a statement of
objectives
Present content accurately
Conduct learning activities as in the lesson
plan
End lesson with summary & link to next
lesson
Keep to the schedule specified in the lesson
plan
Administer formal evaluation
Present Course Content
Present course content conversationally
Maintain eye contact with learners
Speak in clear, audible voice
Use language that learners understand
Use natural gestures & body movements
Demonstrate a positive attitude towards the
course
Use Instructional Aids
Use instructional aids enriching learning
experience
Use prepared instructional aids
Record learner responses accurately&
clearly

Facilitate Learning
Ask questions to stimulate participation
Ask questions to check for learner
understanding
Explain how to apply the content
Give appropriate feedback to learners'
answers
Provide opportunities for learners to ask
questions
Provide correct & concise answers
Confirm understanding of comments or
responses
Relate content to on-the-job experience
Respond to nonverbal cues to ensure full
participation
Manage Discussion & Exercise
Set the stage for the discussion & exercises
Keep discussions focused on the key issues
Maximize learner participation in
discussions
Summarize & relate to the learning
objectives
Assessment date:
Final Assessment Rate:
Evaluator's Name, Position and Signature:

12.2.14 De/Anti Icing -Self Assessment Checklist
Station:.................................... Company:............................................. Date:………………….

1 Service provider De-/Anti icing program is
approved by the authority?
2 Service provider De-/Anti icing program ensures
adherence to Clean Aircraft Concept?
3 Service provider De-/Anti icing program defines
responsibilities within the program?
4 Service provider ensures fluids are using in De-
/Anti icing operations are stored ,handled and
applied in accordance with fluid manufacturer?
5 Service provider ensures fluids are using in De-
/Anti icing operations are stored ,handled and
applied in accordance with aircraft
manufacturer?
6 Service provider ensures De-/Anti icing
procedures considering configured aircraft prior
to process beginning?
procedures considering the flight crew receives all
necessary information relevant to fluid?
procedures considering the flight crew receives
confirmation of a clean aircraft?
procedures considering the flight crew receives an
“all clear” signal at the completion of the
process?
Comments and Recommendations:……………………………………………………………………………………
……………………………………………………………………………………………………………..…….................……
…………………………………………………………………………………………………………..……….................……
De/Anti Icing supplier company representative:
Name:..................................................
Position:...............................................
Signature:............................................
Form No. GOM12.2/14 JUL/2017

12.2.15 List of Syrian Air’s Service Providers
Type of Service ………………………..

NO. Station Service Provider Address
Name
1
2
3
4
5
6
7
Ground Operation Director Date: / /

………………………………
Form NO. GOM 12.2/15 NOV/2022

12.2.16 Outstation GRH Agreement Confirmation Letter
Station:………………………. Date:……………………….
Information of Ground Service Agency

Name of airlines or agency
Name of the person with overall responsibility
Contact telephone numbers / WhatsApp
Fax
E-mail address
(Please tick the appropriate box)

No. Item Remarks
1 Do you have Aircraft Ground Service (ramp A320 A340
service) course of these types of aircraft?
2 Please provide the reference of the Aircraft ICAO IATA
Ground Service (ramp service) course AACO EASA
FAA . OTHERS
3 Please provide copy of training record of
authorized ground service/ramp service staff.
4 Do you have any experiences of ramp service for A320 YEARS
these types of aircraft? How long of each? A340 YEARS
5 Are you a department of Airlines? What is the YES Airlines
major Aircraft types in the flight fleet? NO. A/C type
6 Do you have your won operational manuals YES NO
approved by civil aviation authority and up to
date?
7 Have you obtained IOSA / ISAGO certificate of YES NO
registration? If yes, please provide a copy.
8 Do you have an approved training program? If YES NO
yes, please provide a copy.
9 Is the safety management system implemented? YES NO
10 All staff have required training of SMS? YES NO
11 All staff have required initial - recurrent safety, YES NO
security and in-depth training in ground
handling?
12 Do you have security program? YES NO
13 Have all company personnel received YES NO
appropriate DG initial - recurrent training?
14 Is The IATA DGR or equivalent manual YES NO
accessible at each location where services are
conducted?
15 Are required GSE available and serviceable? YES NO
16 Do you have emergency response plan? YES NO
Completed by:
Name: ………………………………………. Position: …………………………………….
Signature: ………………………….……… Date: ………..………………………………..
Form NO. GOM 12.2/16 JUN/2023

12.3 Weight and Balance Forms

12.3.1 Manual Load Sheet (Standard)

12.3.2 Special Load Notification to Captain (NOTOC)

12.3.3 Fuel Docket Form

12.3.4 A320 Manual Trim Sheet form

12.3.5 A320 Manual Loading Instructions Report

12.3.6 ATR-72 Manual Trim Sheet

12.3.7 A340-312 Manual Trim Sheet

12.3.8 A340-312 Manual Loading Instructions Report (LIR)

12.3.9 Cabin Loading Supervision Checklist
Flight no.:……..….. From:…..…….. To:……..…… Date: / /20 Time:…………..………

(Please tick the OK box)
No. ITEM OK COMMENTS
1 Do not restrict access to any emergency exits.
2 Do not use any emergency exits seats to load.
3 Only small items shall be put on the front seats only
that do not obscure passenger's view of the seat sign,
smoking sign or required exit sign.
4 Seats shall be protected against dirt and tear by using
a seat cover before loading in a seat.
5 Each seat to be loaded on must not accommodate
more than 72Kgs, also each package of the loaded
cargo must not exceed 72Kgs.
6 Only odorless, dry load to be accommodated in the
cabin. Restricted articles are not permitted in
passenger cabin
7 The load must be secured and well restrained in such
a way that it cannot move during the flight maneuver
or properly secured by a safety belt having enough
strength to eliminate the possibility of shifting under
all normal anticipated flight and ground conditions.
8 Load is to be stacked not higher than the lower edge
of the window.
9 Cabin loading is preferably for single sector flights,
but for multi-sector flights, it shall be from the point
of origin to the point of last destination.
10 The load on seats must be covered with blankets or
covered in an adequate manner to avoid possible
injury to passengers and cabin crew members and to
conceal it from view.
11 Courier baggage may be placed on the same seat unit
as the accompanying courier passenger and cabin
load may only be performed without passengers on
board.
12 Loading and unloading of the cabin may only be
performed without passengers on board.
13 Prior to passenger boarding, the authorized
Syrianair representative on duty must check the
entire cabin load for safety and cleanliness,
deficiencies must be corrected
Remarks:………………………………………………………………….………………………………………………..
Loading Supervisor:………………………….……………..…. Signature:…………………..……………


12.4 Passenger Service Forms

12.4.1 Passenger Manifest (ICAO Annex 9, Appendix 2):
Marks of Nationality: …………….………..…………… Flight No.: ………………… Date: …………………………

Point of Embarkation: …………………...…………. Point of Disembarkation: ………...…….…………………
Surname Transfer Ticket Nr. For
NO. and Initials F/cl Y/cl Free To Form NO. Pe Wt PLD Official
Use Only
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40

12.4.2 Deportation Form
DEPORTATION FORM ‫منوذج املبعدين‬
Station: :‫احملطة‬
1- Name :‫االسم‬-1
2- NO. Inbound TKT :‫رقم تذكرة القدوم‬-2
3- Carrier :‫الناقل‬-3
4- Arrival Point :‫حمطة الوصول‬-4
5- Date :‫التاريخ‬-5
6- INADMISSIBLE :‫االرجاع‬-6
Missing Document(s) Specifically ))‫((الوثيقة الناقصة بالضبط‬
7- NO. Outbound TKT :‫رقم تذكرة اإلبعاد‬-7

8- Carrier(s) :‫الناقل‬-8
9- ITINERARY :‫خط السري‬-9
10- Point of Deportation :‫نقطة اإلبعاد‬-10
11- Passport NO. :‫رقم اجلواز‬-11
12- Amount to Collect :‫املبلغ الواجب حتصيله‬-12
13- Authority Attest (If Obtainable) :‫مصادقة السلطة‬-13
))‫((إن أمكن حتصيلها‬
14- Deportee (Reason if Known) :‫اإلبعاد‬-14
))‫((السبب إن أمكن معرفته‬
……………………………………………………………..…... ……………………………………………………………..…...
……………………………………………………………..…... ……………………………………………………………..…...
……………………………………………………………..…... ……………………………………………………………..…...
……………………………………………………………..…... ……………………………………………………………..…...
……………………………………………………………..…... ……………………………………………………………..…...

DEPORTATION MESSAGE FORM
Addresses: ………………,………………,………………,………………,……………….,………………..,
Originator: ……………RB
DEPORTATION MESSAGE
PLEASE NOTE THAT O/B ……………… FLT NO… ……………… MR/MRS/MISS/CHD/INF
…………………….………………...… DEPORTED FOR ………………… VIA ………/………/………/
STP ADDRESS AT DEST…………………………………………………………………………..……………
PASSPORT NO …………………………… HOLDING ((DE)) TKT NO. ………………………………
ATD …………… HRS ETA DEST …..……… HRS ON …………… ./ 19 STP AMOUNT TO BE
COLLECTED ………………………… RPT …………..…………… STP OSI REQUEST PROVIDE
SAME PA… HOTAC AT ………………………… / WHEEL CHAIR / STRETCH / …………………
STP RGDS …………………………
……………………………… MANAGER

12.4.3 General Declaration

12.4.4 Flight Interruption Manifest (FIM)

12.4.5 Boarding Pass
12.4.6 Passenger Baggage Label

‫‪GROUND OPERATIONS MANUAL‬‬ ‫‪PAGE 12 -74‬‬
‫‪APPENDIX‬‬ ‫‪REV 02 / JUL 19‬‬
‫‪12.4.7‬‬ ‫‪Flight Documents List‬‬
‫‪Flight Documents List‬‬ ‫الئحة وثائق رحلة‬
‫رقم الرحلة‪Flight No.....‬‬ ‫التاريخ‪Date.......................‬‬ ‫محطة اإلقالع‪Station............‬‬ ‫محطة الوصول‪Dest..........‬‬
‫‪General Declaration‬‬ ‫البيان العام‬

‫‪Passenger Manifest‬‬ ‫الئحة أسماء المسافرين‬
‫‪Load Sheet‬‬ ‫بيان الحمولة‬
‫‪Cargo Manifest‬‬ ‫وثائق الشحن‬
‫‪Cargo Air Waybills‬‬ ‫بوالص الشحن‬
‫‪Mail Manifest‬‬ ‫وثائق البريد‬
‫‪Deportee / INAD Documents‬‬ ‫وثائق ركاب ُمبعدين ‪ُ /‬مرحلين‬
‫‪UM Documents‬‬ ‫وثائق طفل بدون مرافق‬
‫‪Another Documents‬‬ ‫وثائق أُخرى على الرحلة‬
‫……………………………………………………………………………………‬
‫……………………………………………………………………………………‬
‫……………………………………………………………………………………‬
‫……………………………………………………………………………………‬
‫استُلمت الوثائق في محطة الوصول‬ ‫المضيف األول على الرحلة‬ ‫سلمت الوثائق في محطة اإلقالع‬
‫ُ‬
‫من قبل‬ ‫من قبل‬
‫‪Documents Received By‬‬ ‫‪Flight Purser‬‬ ‫‪Documents Delivered By‬‬
‫……………………… ‪Name:‬‬ ‫………………………‬ ‫االسم‪……………………. :‬‬
‫………………… ‪Signature:‬‬ ‫………………………‬ ‫التوقيع‪…………………….:‬‬
‫يتم اعداد الئحة وثائق رحلة لكل مقطع‪.‬‬ ‫‪‬‬

‫يتم اعداد الالئحة من قبل محطة اإلقالع وتسلم للمضيف األول مع وثائق الرحلة‪.‬‬ ‫‪‬‬
‫المسلمة للرحلة √ ‪.‬‬
‫يتم وضع إشارة على الخانات المناسبة وفق الوثائق ُ‬ ‫‪‬‬
‫يتم توقيع الالئحة في المحطة الخارجية من قبل ناظر المحطة او وكيل الخدمات األرضية عند استالمه للوثائق المذكورة فيها‪ ،‬وتبقى‬ ‫‪‬‬
‫الالئحة مع المضيف األول لحين العودة للمحطة االم‪.‬‬
‫يتم تسليم الئحتي الذهاب والعودة من قبل المضيف األول مع وثائق رحلة العودة في المحطة األم‪.‬‬ ‫‪‬‬
‫تُحفظ هذه الالئحة في سجل الرحلة‪.‬‬ ‫‪‬‬
‫‪Form No. GOM12.4/07‬‬ ‫‪JUL/2019‬‬

12.4.8 Declaration for Indemnity Release
Declaration for Indemnity Release ‫تعهد والتزام‬
Whereas passenger :…………………………… ‫ الذي‬.....................................‫حيث أن المسافر‬

Bearer of passport no……………. and who suffers ‫ والذي يعاني‬......................... ‫يحمل الجواز رقم‬
from a medical illness, wishes to travel on Syrian
air’s on its flight number ………….. Dated ‫من حالة صحية ويرغب بالسفر على متن مؤسسة‬
………/…………/………… .......... ‫الطيران العربية السورية على الرحلة رقم‬
Where for hereby warrant the following: ......../........... /............ ‫تاريخ‬
1- To shoulder all the damages which might occur ‫ فأنني‬.............. ‫ إلى‬................ ‫والمتجهة من‬
in consequence of the transportation of the
passenger.
:‫أتعهد بما يلي‬
2-To bear all the fees expenses, claims and ‫تحمل كافة األضرار التي قد تحدث جراء عملية النقل‬-1
lawsuits which might devolve in consequence of ‫تحمل كافة الرسوم والمصاريف والمطالبات‬-2
the transportation. .‫والدعاوي التي قد تنشأ عن عملية النقل‬
3-To release Syrian air’s board of directors, director ‫اعفاء مؤسسة الطيران العربية السورية ومجلس‬-3
general and employees from any contractual
responsibility whatsoever or negligence that might ‫إدارتها ومديرها العام وموظفيها من أية مسؤولية عقدية‬
accrue in consequence of the transport on the flight ‫كانت أو تقصيرية قد تترتب من إجراء عملية النقل على‬
referred to above. .‫الرحلة أعاله‬
4-To release Syrian air from any obligation ‫عدم تحمل مؤسسة الطيران العربية السورية إي‬-4
compensation or guarantee As result of nor
rerouting the flight in consequence of the
‫التزام أو تعويض أو ضمان عن عدم تغيير المسار‬
passenger medical condition moreover, I waive my ‫الرحلة نتيجة لحالة المسافر الصحية وأسقط حقي وحق‬
right as well as his public and private heirs right or ‫المسافر وخلفه العام والخاص في المطالبة بأي تعويض‬
claim any consumption resulting from .‫نتيجة ذلك‬
aforementioned. ‫إن مؤسسة الطيران العربية السورية غير مسؤولة‬-5
5-Syrian air shall not be responsible towards me
or towards the passenger or his public and private ‫تجاهي واتجاه المسافر أو الخلف العام أو الخاص عن‬
heirs for consumption resulting from the flight; ‫ وإرجاع أي مبلغ أو‬،‫أي تعويض ناتج عن عملية النقل‬
furthermore, in case Syrian air pays to any person ‫تعويض في حال دفع مؤسسة الطيران العربية السورية‬
or guarder shall be entitled to reclaim what it has .‫ألي شخص أو جهة من أموالي المنقولة وغير المنقولة‬
paid from me from my movable and immovable
properties.
Station…………... Date:……./……../………
Name of passenger..………………….............................................................................‫اسم المسافر‬

Permanent address ……………………............................................................................. ‫العنوان‬
Ticket no...………................................... ‫ رقم التذكرة‬Passport no….............................‫رقم جواز السفر‬
Nationality ………………….......………..…........................................................................ ‫الجنسية‬
Witness ……………………....………..…............................................................................ ‫الشاهد‬
Occupation…………...……..……..…............................................................................. ‫صلة القرابة‬
To be handed over to passenger
Received from………………………………………………………….………………………
Date:……../………./………
From indemnity in respect of:
………………………………………………………..…………………………………………
………………………………………………………..…………………………………………
To be presented if requested ‫يجب ابرازها عند الطلب‬
Original : departure station file

Copy : to passenger
Form No. GOM12.4/08 REV02 / JUL2019

12.4.9 Medical Report for Air Travel
Airport Flight no. Date
Patient Name:
Age : Sex:
Attending Physician’s Name :
Medical Diagnosis (including vital signs):
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------
Recommendation & Other Comments:
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------
Fit to Travel: Yes No
Attending Physician’s Signature:
Distribution:
Original : departure station file
First Copy : to passenger
Second Copy : arrival station file

12.4.10 MEDICAL INFORMATION SHEET - (MEDIF)

MEDICAL INFORMATION SHEET - (MEDIF) (for official
use only)
To be This form is intended to provide CONFIDENTIAL information to enable The form
completed the airlines’ MEDICAL Departments to assess the fitness of the must be
by: passenger to travel. If the passenger is acceptable, this information will returned to:
permit the issuance of the necessary directives designed to provide for
the passenger’s welfare and comfort. The PHYSICIAN ATTENDING
ATTENDING the incapacitated passenger is requested to ANSWER ALL (Carrier’s
PHYSICIAN QUESTIONS. Enter a cross “x” in the appropriate “yes” or “no” boxes, Designated
and/or give precise concise answers. Office)
Completing Of The Form In Block Letters Or By Typewriter Will Be
Appreciated.
Airlines’ Ref. PATIENT’S NAME,
Code MEDA INITIAL(S), SEX, AGE:
01
MEDA 02 ATTENDING PHYSICIAN
Name & Address
Telephone Contact Business: Home:
MEDA 03 MEDICAL DATA:
DIAGNOSIS in details (including vital signs)
Day/month/year of first symptoms Date of operation Date of
diagnosis
MEDA 04 Prognosis for the flight(s):
MEDA 05 Contagious AND communicable disease? Yes____ No____ Specify:
MEDA 06 Would the physical and/or mental condition of the patient Yes____ No___ Specify:
be likely to cause distress or discomfort to other passengers?
MEDA 07 Can patient use normal aircraft seat with seatback Yes____ No____
placed in the UPRIGHT position when so required?
MEDA 08 Can patient take care of his own needs on board Yes____ No___
UNASSISTED* (including meals, visit to toilet, etc.)?
MEDA 09 If to be ESCORTED, is the arrangement Yes____ No___
satisfactory to you? If not, type of escort proposed by YOU:
MEDA 10 Does patient need OXYGEN**equipment in flight? Yes__ No__ _____Yes__ No__
(If yes, state rate of flow) Liters per Minute Continuous?
MEDA 011 Does patient need any (а) on the ground while at the
MEDA 012 MEDICATION* other than self- airport(s): Yes____ No____ Specify:
administered, and/or the use of (b) on board of the AIRCRAFT:
special apparatus such as Yes____ No____ Specify:
respirator, incubator, etc.**?
MEDA 013 Does patient need (а) during long layover or night stop
MEDA 014 HOSPITALISATION? (If yes, at connecting points en route:
indicate arrangements made Yes____ No____ Action:
or, if none were made, indicate (b) upon arrival at destination:
“NO ACTION TAKEN”) Yes____ No____ Action:
MEDA 015 Other remarks or information in None____ Specify if any**:
the interest of your patient’s
smooth and comfortable
transportation:
MEDA 016 Other arrangements made by attending physician:
NOTE (*) Cabin attendants are NOT authorized to give special Important: Fees, If Any, Relevant
assistance (e.g. lifting) to particular passengers, to the detrimentTo The Provision Of The Above
of their service to other passengers. Additionally, they are Information And For Carrier-
trained only in FIRST AID and are NOT PERMITTED to Provided Special Equipment (**) Are
administer any injection, or to give medication. To Be Paid By The Passenger
Concerned.
Date: Place: Attending Physician’s Signature:
STAMP OF MEDICAL INSTITUTION
PASSENGER’S DECLARATION
“I HEREBY AUTHORISE __________________________________________
(Name of nominated physician)
to provide the airlines with the information required by those airlines’ medical departments for the
purpose of determining my fitness for carriage by air and in consideration thereof I hereby relive that
physician of his/her professional duty of confidentiality in respect of such information, and agree to meet
such physician’s fees in connection therewith.
I take note that, if accepted for carriage, my journey will be subject to the general condition of
carriage/tariffs of the carrier concerned and that the carrier does not assume any special liability
exceeding those conditions/tariffs.
I agree to reimburse the carrier upon demand for any special expenditures or costs in connection with
my carriage.*
(Where needed, to be read by/to passenger, dated and signed by him/her or on his/her behalf).
Date: Place: Passenger’s Signature:

12.4.11 A/C Disinfection Certificate

12.5 TRAINING & QUALIFICATIONS FORMS
12.5.1 The Annual Training Plan Template for Syrianair Ground Operations
THE INTERNAL/EXTERNAL TRAINING PLAN FOR THE YEAR OF--------
Serial Total Course

Section/ Course
Number of Course Name
Function Type
No. Trainees Duration
Approved by: QC in Ground Operations of SYRIANAIR

12.5.2 Training Syllabus Revision

12.5.2.1 Training Syllabus Revision Sheet for Syrianair Ground Ops.
NAME OF TRAINING SYLLABUS REV: -- / --- ----

REV: NO/ MONTH YEAR
Activity Position Signatures & Date

(/MONTH
Stamp /YEAR)
SYRIANAIR
Ground Operations
--- /----
Prepared &
Instructor:
Updated By
……………………
SYRIANAIR
Training
Verified By & --- / ----
Qualification
Director
--- / ----
SCAA
Accredited
Flight Safety
By
Director

12.5.2.2 Syllabus Revision History Record for Syrianair Ground Ops.
SYLLABUS REVISION HISTORY

Specific Course Title -----------------------------
Prepared /
Source Rev. Updating Approved Accredited
Syllabus Source Updated
Year No. Date by by
by

12.5.3 Supervised Flight Record
Name: Airport:
Function:
Date: A/C Type: Flt. No.:

Supervision taken by
Name:
Remarks:
Name:
Remarks:
Name:
Remarks:
Name:
Remarks:
Name:
Remarks:
Successful Level of Competence Attained:
Recommendations:
Position:
Signature:
Date:

12.5.4 The Training Record Template for GRH Personnel of Syrianair

12.5.5 Dangerous Goods Acceptance License
‫اخلطوط اجلوية السورية‬ Dangerous Goods

Acceptance License
SYRIAN AIRLINES
Holder Name
License No. Station:
Agency:
Valid up to Issue Date:
Is Authorized to accept and handle the Dangerous Goods
According to IATA DGR Table1.5A and RB requirements
Issuing Authority
Syrian Civil Aviation Authority (SCAA)
By Delegation
Syrian Air
Training & Qualification Director
Form No. GOM 12.5/05 Rev. 00 / JUL 2017
Syrian Air Dangerous Goods Acceptance License

 License holders must comply with requirements of Syrianair Ground and
Cargo Operations Manual (GOM&COM) in addition to IATA DGR.
 This license authorized the holder to accept and handle shipments of
dangerous goods, within the validity period.
 Syrianair is owner of this license and reserves the right to revoke or restrict the
validity at any time.
 If the license is lost, it must be reported to the Syrianair T&Q director within
three working days.
I confirm I have read and understood
the above instructions.
Holder Signatures

12.5.6 Load Control License Form
‫اخلطوط اجلوية السورية‬ Load Control

License
SYRIAN AIRLINES
Holder Name
License No. Station / Agency: /
Valid up to Issue Date:
Is Authorized to Complete Weight & Balance Documentation of
Aircraft Type;-
Issuing Authority
Form No. GOM 12.5/06 Syrian Air
Rev. 03 / JUL 2021 Training & Qualification Director
Syrian Airlines Load Control License

 License holders must comply with requirements of Syrianair Ground
Operations Manual (GOM) and other relevant Syrianair instructions.
 This license authorized the holder (according to RB GOM 2.3.2.6) to prepare
weight and balance documents for the aircraft specified, within the validity
period.
 Syrianair is owner of this license and reserves the right to revoke or restrict the
validity at any time (according to RB GOM 2.3.2.3).
 If the license is lost, it must be reported to the Syrianair T&Q director within
three working days.
I confirm I have read and understood
the above instructions.
Holder Signatures


12.6 Security Form
12.6.1 Unruly passenger report form


12.6.2 Risk Assessment & Notification form /INAD – Deportee – ESC./

12.6.3 Passenger Security Checklist Form / check-in

12.6.4 Passenger Security Checklist Form / Gate

12.6.5 Baggage Declaration Checklist Form

12.6.6 Baggage Security Checklist Form

12.6.7 Baggage Bingo Card Form

12.6.8 Security Incident Report Form

12.6.9 Security Declaration for Raw Material Supplying

12.6.10 Security Declaration for Aircraft Catering Supplying Form

12.6.11 Security Declaration for Aircraft Cleaning Form

12.6.12 Authorized Armed Persons on Board Notification to the PIC

Gom 2023

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SYRIANAIR

GROUND OPERATIONS MANUAL

REVISION SHEET REV 05 / 01 JUN 23

GROUND OPERATIONS MANUAL ISSUE 03 REV. 05 / 01 JUN 2023

TABLE OF CONTENTS REV 05 / 01 JUN 23

GROUND OPERATIONS MANUAL

ISSUE 03 REV. 05 / 01 JUN 2023

SECTION no. SECTION TITLE PAGE no.

SECTION 00 ADMINISTRATION AND CONTROL 07

SECTION 01 MANAGEMENT AND RESPONSIBILITIES 41

SECTION 02 LOAD CONTROL .. 95

SECTION 03 ULD CONTROL 195

SECTION 04 PASSENGER HANDLING 223

SECTION 05 BAGGAGE HANDLING 277

SECTION 06 RAMP HANDLING 315

SECTION 07 AIRCRAFT SERVICING 419

SECTION 08 SECURITY 449

SECTION 09 QUALITY CONTROL 519

SECTION 10 TRAINING AND QUALIFICATION 545

SECTION 11 RB AIRCRAFTS SPECIFICATIONS 607

SECTION 12 APPENDIX 737

TABLE OF CONTENTS REV 05 / 01 JUN 23

INTENTIONALLY LEFT BLANK

ADMINISTRATION AND CONTROL REV 03 / JUL 21

Section 0 -Table of Contents

0 ADMINISTRATION AND CONTROL

0.7 RECORDS OF AMENDMENTS )FILLED BY THE MANUAL

0.14 MANUAL SIZE

0.15 CONTROLLING AND CUSTODIAN OF GROUND

0.20 REVISION PROCESS

ADMINISTRATION AND CONTROL REV 03 / JUL 21

0.21.1 Operational Records:

ADMINISTRATION AND CONTROL REV 03 / JUL 21

0 ADMINISTRATION AND CONTROL

0.2 KNOWLEDGE AND COMPLIANCE

ADMINISTRATION AND CONTROL REV 03 / JUL 21

communications, reporting, trainings, planning, documentations,

 In event of Ground Operations Directorate is a service provider to another

ADMINISTRATION AND CONTROL REV 03 / JUL 21

0.6 System of amendment

0.6.1 Mandatory Regulations to be Held:

Current edition of the Ground operations manuals, policies and procedures

ADMINISTRATION AND CONTROL REV 05 / 01 JUN 23

0.7 Records of amendments

0.8 Handwritten amendments

0.9 System of annotation of pages and effective dates

0.10 Annotation of changes

0.11 Temporary revisions

ADMINISTRATION AND CONTROL REV 05 / 01 JUN 23

Table 0-2 Table of TR Amendments

TR01 01 JAN 2023 01 JAN 2023 GRH Q.C Manager

0.12 Distribution of the manuals

ADMINISTRATION AND CONTROL REV 03 / JUL 21

0.12.1 Distribution List

ADMINISTRATION AND CONTROL REV 03 / JUL 21

LTK Traffic duty manger E 33

ADMINISTRATION AND CONTROL REV 03 / JUL 21

0.13 Type of manual

0.14 Manual size

0.15 Controlling and Custodian of Ground Operations Manual

It is the responsibility of each manual holder (Document Custodian) to:

ADMINISTRATION AND CONTROL REV 03 / JUL 21