Load Planning and Load Control Manual

Disclaimer The information contained in this publication is subject to constant review in the light of
changes to international, governmental and internal requirements and regulations. Although

every effort has been made to ensure accuracy, S7 Airlines shall not be held responsible for
loss or damage caused by errors, omissions, misprints or misinterpretation of the contents
hereof. Furthermore, S7 Airlines expressly disclaims all and any liability to any person, in
respect to anything done or omitted, and the consequences of anything done or omitted, in
reliance on the contents of this publication, that may be affected by errors, omissions,
misprints or misinterpretation.
No part of this publication may be reproduced, recast, reformatted or transmitted in any form
Copyright by any means, electronic or mechanical, including photocopying, recording or any other
information storage and retrieval system, without prior written permission from the responsible
editor. The LDP is an internal publication. It may not be given to persons or parties not
associated with the Passenger Service Department of S7 Airlines.
Notes and suggestions.
We appreciate any comments, suggestions or recommendations as regards this Manual, in particular, comments
on its application, use and scope. They will be considered in preparing subsequent editions.
Please provide your comments on the Manual orally or in writing to the Directorate of Passenger Management.
Chapter 0
INTRODUCTION
Load planning and load control manual
С7МК-01-025.
JSC Siberia Airlines
INTRODUCTION Chapter 0
0.0. Contents.
0. INTRODUCTION
0.0. Contents
0.1. Scope and Objective
0.2. Flight Safety Declaration
0.3. JSC Siberia Airlines Policies in the Area of Quality
0.4. List of Manual Holders
0.5. System of inserting amendments and changes to the Manual
0.6. Changes (revisions) sheet
0.7. Sheet of valid pages
0.8. Terms and Definitions
0.9. References to Other Descriptions and Computer Systems
0.10. Accountable Persons by Line of Business
1
0.0. Contents
page 1 of 1
С7МК-01-025.
0.1. Scope and Objective.
Load planning and load control manual (hereinafter “the Manual”) is prepared in compliance with the
requirements of IСАО, IATA and IOSA standard, is a regulatory document of JSC Siberia Airlines and stipulates the
organization of balance end loading at all operated airports.
The Manual includes instructions, procedures and practical recommendations to be complied with by the personnel of
service companies in terms of organizing balance end loading at airports.
The Manual contains or may contain trade secret, author material, confidential information, affecting the airline’s
interests and may not be reproduced, transmitted or copied without advance written consent of JSC Siberia Airlines
Management.
The Manual is disseminated in hard copy and in electronic format. The list of Manual holders provides information on
the type of media.
The requirements of this Manual cover the personnel of JSC Siberia Airlines, agents, airline representatives, personnel
of service organizations providing ground services for JSC Siberia Airlines flights.
1
0.1. Scope and objective
page 1 of 1
С7МК-01-025.
0.2. Flight Safety Declaration.
ASSUMPTION
The Airline supports any lawful requirements and best aeronautical practices in the sphere of safety and intends to
provide its entire staff with OHS.
It is the airline’s intention to completely eliminate incidents, to eradicate the probability of damage to equipment,
property, as well as of personnel bodily injuries.
FUNDAMENTAL VALUES
Lour fundamental values include:
• Safety, health and environment;

• Ethical behavior;
• Ability to value people.
FUNDAMENTAL PREMISES
Our fundamental premises in respect of safety consist in the following:

• Safety is the basis of business and personal value of each individual;
• Safety is a resource of competitiveness;
• We will reach enormous heights in our business through top safety as an integral part of all flight and ground
operations;
• We believe that any aircraft accidents and incidents may be prevented;
• Airline managers of all levels are responsible for safety, from the Director General down.
KEY ELEMENTS OF APPROACH TO SAFETY PROVISION
In our approach to safety provisions we rely on five key elements.
Top management commitments:

• Utmost safety assurance is an integral component of our work;
• Senior managers oblige all their subordinate managers and rank-and-file employees to bear responsibility for safe
work performance;
• Senior managers and their subordinate managers realize the full measure of their responsibility for safety
assurance.
Responsibility and accountability of all employees:

• Safety assurance is a major factor in the assessment of our managerial staff and all employees’ performance;
• We recognize, value and encourage achievements in the provision of flight safety and safety of ground services;
• Prior to any engagement each service provider is warned about the obligatory nature of all safety rules and
procedures and personal responsibility for their observance.
General realization of the need to attain zero incident level:

• This written statement formally lays down the acute need to observe safety, and we are confident that each staff
member does realize that and perceives the importance of such need;
• The airline has elaborated for its staff a system of motivation for making maximum use of safety.
Audits and improvement activities:

• Managers shall ensure regular safety audits and participation of each employee in this process;
• Audits are generally focused on the behavior of our people and the condition of work area;
• We will identify an indication system of both active (warning) and passive work performance in terms of safety to
enable ourselves to assess the level of safety within the airline.
Responsibility of all employees

• Each one of us adopts full responsibility and accountability for one’s own behavior;
• Each one of us has an opportunity to take part in the development of safety standards and procedures;
• We shall openly exchange information on safety inhibition and learn by examples together with everyone;
1
page 1of 2
С7МК-01-025.
• Each one of us shall take care of the safety of other employees in our organization.
TASKS ADDRESSED IN THE PROCESS OF SAFETY ASSURANCE
Managers of all levels positively have to do with safety assurance.

We maintain a track record of compliance with safety requirements by each employee with strict allocation of personal
responsibility.
We have arranged an open exchange of safety information.
Each one is involved in the process of decision making.
We provide required training of personnel in the provision and maintenance of reasonable safety assurance with best
practices.
The safety of our employees, clients and suppliers is our strategic objective.
Director General
JSC Siberia Airlines V.F. Filev
Moscow «___» ___________ 2006
2
page 1of 2
С7МК-01-025.
0.3. JSC Siberia Airlines Policies in the Area of Quality.
Key Provisions
The key objective of policies in the area of quality assurance is to provide a guaranteed level of flight
safety, quality and efficiency of Airline operations, to meet to the fullest extent possible customer present and
expected demand.
Key provisions of policies in the area of quality assurance:
a) Airline Director General and Management bear responsibility for the quality of works, services and all types
of operations, and for consistent implementation and continuous improvement of the quality system at the
Airline.
b) Stimulating consumers’ trust by continuous study of their requests, provision of services of required quality
within the required time and in required quantity.
c) Stimulating permanent consumer trust by developing new modern technologies and standards, assessment
of the quality of production organization.
d) Complete regulation of obligations, authority and responsibilities of all Airline officials.
e) Continuous activities to enhance the professional level of all employees and encouragement of their interest
in an efficient quality system.
f) Improving quality system, implementing a flight safety program and preventing (timely correcting) identified
deficiencies, which allows to substantially reduce the costs of their correction or consequence management.
g) Providing top quality transport services.
h) Airline specialists’ and employees’ dedication to their work.
i) Availability of contemporary aircraft fleet.
Key Principles
In internal organization :
a) Management responsibility.
Airline Management bears responsibility for development, implementation and maintenance of flight safety
quality system.
b) Existence of quality system.
The Airline keeps track record of and supports its quality system to ensure and guarantee quality aviation
services.
c) Analysis of factors and contract.
The Airline has documentary procedures for verifying contracts, agreements, orders for services and flight
services.
d) Document and data management.
The Airline has documentary procedures for managing entire documentation and data on which the quality
of services depends.
e) Process management.
All production processes performed by the Airline are controlled, documented and geared to the objectives
of the Airline.
f) Control of flight performance.
The Airline has implemented a system of controlling flights for compliance with the requirements in all
phases of flight performance.
g) Enhancing the quality level is a continuous process.

h) The tasks of enhancing the level of quality and its assurance encompass all elements of production process,
from activity planning and production preparation down to the review of work performed.
i) Enhancing the level of quality and its assurance are the commitment of entire Airline personnel.
1
page стр. 1 из 3
С7МК-01-025.
In the area of flight safety:
a) Developing an Aircraft Accident Prevention Program.

b) Justifying criteria for assessing the capacity of flight and engineering personnel to ensure safe operation of
aircraft.
c) Equipping the Airline with modern aircraft meeting the safety criteria.
d) Raising the intellectual and cultural level of aeronautical personnel.
e) Raising the professional training level of all occupations specialists, certifying and attesting aeronautical
personnel in accordance with the requirements of regulatory documents of RF Civil Aviation Authority.
f) Instilling in the personnel a sense of personal responsibility for performance of production procedures and
measures of enhancing flight safety level.
g) Adjusting the present and elaborating local regulatory documents tailored to contemporary conditions.
h) Recruitment and placement of aeronautical and engineering personnel with account for their training and
psychological compatibility.
In the area of technological development:
a) Introducing into operation new contemporary types of aircraft.

b) Maintaining the operated aircraft airworthy and fit for operation and preparing them for flights.
c) Aviation-engineering support of flight safety and regularity.
d) Mastering new methods of assessing quality and compliance of facilities, works and services with the
requirements of regulatory documents.
e) Regularly audits of the quality systems of certified organizations providing technical support.
In personnel area:
a) Selecting personnel by the criterion of their capability to meet the requirements identified and documented
for this type of work.
b) Providing work conditions stimulating quality performance of functions and correct business relations among
employees.
c) Realizing each employee’s potential by using scientific organization of work, progressive work methods and
broad involvement of personnel in quality assurance.
d) Bringing home to employees the stated problems and set goals.
e) Achieving the realization by entire personnel of their involvement in the process and influence on the quality
of aeronautical services provided by the Airline to users.
f) Encouraging personnel efforts to attain higher quality by due recognition and remuneration.
g) Periodic assessment of factors motivating Airline personnel to assure high quality of processes, works and
services.
h) Stimulating and assuring planned promotion of personnel based on objective appraisal of candidates’
abilities.
i) Ensuring systematic professional development of specialists.
Key Tasks in the Area of Quality Assurance
Key tasks to achieve policy objectives in the area of quality assurance include:
a) Continuous work to identify, correct and prevent deficiencies, violations and deviations from rules and
standards applicable in the Airline, in workmanship relevant to flight safety, production quality and efficiency.
b) Enhancing efficiency of and improving the Quality Management System.
c) Standardizing and documenting production procedures.
d) Certifying the Airline, supporting its compliance with certification requirements.
e) Awareness of personnel and promotion of the concepts of the Quality Management System, training of
personnel for the utilization of obtained knowledge in current production operations.
Key tasks addressed within the framework of the adopted policies in the area of quality assurance:
2
С7МК-01-025.
a) Timely control, analysis and planning of activities and recommendations on the assurance of flight safety,
prevention of aircraft accidents, incidents and provision of aviation security on the ground based on flight,
aerotechnical and airport standards and regulations.
b) Creating and developing a Quality Management Documentation System, an Airline Flight Safety
Documentation System.
c) Implementing a process approach to management, documenting production processes and procedures,
qualification requirements, obligations, authorities and responsibilities of personnel taking part in
implementation thereof, determining the procedure of interaction among the employees involved in the
process.
d) Systematic internal audit, control and inspection of the management system, production procedures, and
organizational and administrative, aeronautical, technical and other local regulatory documents.
e) Organizing the study and application by the entire personnel of methods to prevent aircraft accidents,
regularly improving the skills of Airline personnel.
f) Разработка предложений по внедрению прогрессивных технологий, стандартов и правил.
g) Enhancing personal responsibility of service providers for the quality of work performed, stimulating quality
enhancement activities.
Implementing policies in the area of quality assurance
The policies in the area of quality assurance are implemented by:

a) Issuing current engagements and elaborating decisions;
b) Internal audit procedure;
c) Planning and implementing activities related to quality improvement, flight safety and correction activities for
deficiencies identified by internal audit;
d) Continuous control over the performance of the above activities, tasks and decisions by managers of
structural divisions.
Responsibility for policy making in the area of quality assurance is borne by Airline Director General, and for
policy implementation in the Airline – by Deputy Director General for Quality and Flight Safety.
Responsibility for policy implementation in the area of quality assurance in structural divisions is vested in
managers of structural divisions and officials of structural divisions active in the area of quality.
Managers of structural divisions are obliged to encourage employees’ creativeness and provide conditions
favorable for quality enhancement activities and flight safety.
3
С7МК-01-025.
0.4. List of Manual Holders.
Manual Copy Person in charge of

Copy Format
holder maintaining a Manual
registration (hard-copy,
№№ Status (structural division, Copy
No. electronic)
organization)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
1
page 1 of 5
С7МК-01-025.
Person in charge of
Copy Format Manual Copy holder
maintaining a Manual
registration (hard-copy, (structural division,
№№ Status Copy
No. electronic) organization)
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
2
page 2 of 5
С7МК-01-025.
Person in charge of
№№ Status Copy
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
3
page 3 of 5
С7МК-01-025.
Person in charge of
№№ Status Copy
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
4
page 4 of 5
С7МК-01-025.
Person in charge of
№№ Status Copy
80.
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
5
page 5 of 5
С7МК-01-025.
0.5. System of Inserting Amendments and Changes to the Manual.
This Manual is subject to revisions and amendments from time to time whenever current international and national
legal acts in the field of civil aviation are changed or new ones are adopted, and whenever improvements of processes and
standards regarding land servicing of the flights are introduced in the JSC Siberia Airlines.
The responsibility for conformity of the Manual to the regulatory requirements is beared by the Director of
Passengers Services.
Each holder of the Manual should preserve and timely update his own paper copy of the Manual. The holders
of electronic copy of the Manual (on CDR) support valid version of the Manual by replacing the CDRs.
All amendments and modifications to the Manual should be approved by the management of appropriate
departments or units.
Amendments and modifications are put into effect by the order of the Director General of JSC Siberia Airlines,
are inserted into valid pages and are marked by vertical line. If additional pages are inserted, they are marked by a
lower case letter of the Russian alphabet in parentheses.
Important urgent information is transmitted to the holders of the Manual in the form of bulletins, which should
are approved by the Director of Passengers Services, and are effective until insertion of respective changes into the
Manual and are mandatory from the time of their receipt. Each bulletin is given a sequential number. The bulletin is
placed at the head of respective chapter of paper Manual. Each holder of electronic copy of the Manual receives the bulletin
both in the paper and the electronic form.
Revisions to the Manual on the basis of effective bulletins should be inserted not later than within six months from the
approval of the bulletin.
Editorial corrections (which doesn't change the text) are inserted under the sequential number of revision with addition
of letter R (for instance, Revision 1R)
1
0.5. System of inserting amendments and changes to the Manual
page 1 of 1
С7МК-01-025.
0.6. Changes (Revisions) Sheet.
Revisions are inserted into the paper Manual by replacing out-of-date pages with new ones, and running
header should specify revision No. and effective date. In each further revision all columns of Revisions Sheet
should be filled in and signed by the person, who made changes to the Manual.
Signature and name of the person, who

Revision Page Document, which caused Effective
No. No. the revision date made the change
1
0.6. Changes (revisions) sheet.
page 1 of 2
С7МК-01-025.
2
0.6. Changes (revisions) sheet.
page 2 of 2
С7МК-01-025.
0.7. Sheet of valid pages.
Each holder of the Manual should appoint a person in charge of keeping, preserving and timely
updating the Manual. When receiving updates, it is necessary to check out that all transmitted pages are
received.
Section No. Pages Issue No. Revision No. Effective from Note
0.0. 1-1 1 1 01.07.08

0.1. 1-1 1 1 01.07.08
0.2. 1-2 1 1 01.07.08
0.3. 1-3 1 1 01.07.08
0.4. 1-5 1 1 01.07.08
0.5. 1-1 1 1 01.07.08
0.6. 1-2 1 1 01.07.08
0.7. 1-1 1 1 01.07.08
0.8. 1-2 1 1 01.07.08
0.9. 1-1 1 1 01.07.08
0.10. 1-1 1 1 01.07.08
1.0. 1-1 1 1 01.07.08
1.2. 1-1 1 1 01.07.08
1.3. 1-2 1 1 01.07.08
2.0. 1-1 1 1 01.07.08
2.1. 1-2 1 1 01.07.08
2.2. 1-1 1 1 01.07.08
2.3. 1-1 1 1 01.07.08
2.4. 1-1 1 1 01.07.08
2.5. 1-1 1 1 01.07.08
3.0. 1-1 1 1 01.07.08
3.1. 1-1 1 1 01.07.08
3.2. 1-1 1 1 01.07.08
4.0. 1-6 1 1 01.07.08
5.0. 1-1 1 1 01.07.08
6.0. 1-1 1 1 01.07.08
6.1. 1-2 1 1 01.07.08
6.2. 1-5 1 1 01.07.08
6.3. 1-2 1 1 01.07.08
6.4. 1-8 1 1 01.07.08
1
0.7. Sheet of valid pages.
page 1 of 1
С7МК-01-025.
0.8. Terms and Definitions.
Aviation Security – state of aviation protection against unlawful interference.

Airline – JSC Siberia Airlines
Carrier – JSC Siberia Airlines
Airport – a structural area, including airfield, air terminal and other buildings designed for acceptance and
departure of aircraft and air traffic services, having for the purpose the required equipment, aeronautical
personnel and other employees.
International Airport – airport open for acceptance and dispatch of aircraft performing international air
services, ensuring customs, border, sanitary and other control.
Baggage – passenger personal items moved by the Carrier on board the aircraft under the Aircraft Charter
Agreement.
Flight safety – properties of aeronautical transport system consisting in its capability to perform air services
without jeopardizing people’s lives and of health.
Aircraft takeoff balance (trimming) – aircraft balance (trimming) at start at the aircraft take-off weight and
released landing gear.
Aircraft load - placement (presence) of passengers in cabins, of baggage, mail, cargo and ballast in baggage
and cargo compartments: ballast liquid or fuel in aircraft tanks in compliance with balance, Load Instruction
and Loadsheet.
Aircraft filling – filling of aircraft capacities with fuel, oil, special liquids, gas and water, or presence of the
above components on board of the aircraft in accordance with the flight schedule.
Maximum Traffic weight – the maximum traffic limited by the number of passenger seats, capacity of
baggage and cargo compartments and rigidity of airframe structural components.
Aircraft Maximum Take-off Weight (MTOW) – maximum aircraft take-off weight at start limited by airframe
structure rigidity.
Aircraft Maximum Allowable Take-off Weight – maximum aircraft take-off weight at start determined by
safety requirements in the conditions of pending takeoff, flight and landing.
Aircraft Maximum Allowable Flight Weight – aircraft maximum weight stipulated by safety requirements in
the conditions of pending flight.
Aircraft Maximum Allowable Landing Weight – aircraft landing weight determined by safety requirements in
the conditions of pending landing
Aircraft Maximum Landing Weight – aircraft maximum weight at landing limited by airframe structural rigidity.
Ballast weight – balance weight ensuring aircraft flight balance in the lack of sufficient payload.
Aircraft dry weight – aircraft weight as manufactured at the plant.
Aircraft dry operate weight – aircraft dry weight including main and supplementary equipment.
Zero fuel weight –total weight of aircraft prepared for flight but non-fueled.
Crew weight – weight of cockpit crew and flight attendants.
Traffic weight – total weight of passengers, baggage, mail, cargo and cabin baggage.
Weight characteristics - notions, designations and definitions of aircraft weight as such and of its separate
components, used in the calculation of payload.
Handling company – organization pursuing airport or other operations related to passenger, baggage and
cargo services certificated, acting on behalf of the Carrier, for whose action/omission the Carrier is liable to the
passenger, the consignor and the consignee.
Dangerous Goods – items or substances capable to create hazard for health, safety, property or environment,
indicated in the list of dangerous goods in the technical instructions, or classified in accordance with these
instructions.
Passenger – a person, except for a crew member, carried or to be carried by an aircraft under the Contract of
Air Carriage.
Carriage documents - documents (ticket, baggage check, airway bill) to confirm the conclusion of a
contract of air carriage of passenger, baggage or cargo.
Carrier – JSC Siberia Airlines – an airline undertaking to perform an air service, providing or undertaking to
provide services related to such air service, subject to a carriage or payment document issued by the Airline
or an Agent under Contract terms and conditions.
Density – value determined by the relation of substance mass to the occupied volume.
Aircraft flight weight – aircraft weight at a given moment of the flight.
Aircraft landing balance – aircraft balance at landing with the landing weight and extended landing gear.
Aircraft flight balance – aircraft balance at a given moment of flight with landing gear retracted
1
page 1 of 2
С7МК-01-025.
Maximum allowable flight balances – marginal balance values.

Maximum allowable flight balance on the ground – marginal rear balance value excluding aircraft tail-wise
roll-over on the ground.
Marginal payload weight – maximum payload determined by flight safety requirements in the expected
conditions of upcoming flight.
Recommended aircraft balance – balance instrumental in maximum flight efficiency.
Force – vector value being a measure of mechanical interaction of bodies.
Aircraft Load Instruction – official work document which based on estimated balance data stipulates
required positioning of baggage, mail and cargo in aircraft baggage and cargo compartments.
Labor conditions – combination of production environment and labor process factors influencing employee
working ability and health.
Baggage loss – carriage defect whereby a carrier on the expiry of the time period set for delivery proves
unable to issue to an authorized person baggage accepted for carriage, whether for reason of actual
loss, theft, misdirection or misappropriation at an interim airport.
Aircraft center of gravity – point of application of aircraft gross force of gravity.
Aircraft balance (trimming) – distance from the tip of wing mean aerodynamic chord (MAC) to the center of
gravity expressed as MAC length percentage.
Aircraft overturning on a tail balance – aircraft neutral balance whereby tail-wise roll-over is possible.
Dry aircraft balance – balance obtained after aircraft manufacture or repair at a plant registered in the
aircraft log.
Topped-up dry aircraft balance – balance of dry aircraft with main and supplementary equipment.
Aircraft zero fuel balance – balance of aircraft prepared for a flight but not fueled.
Aircraft crew – consists of a cockpit crew (pilot in command and other flight personnel) and cabin crew (flight
operators and attendants).
BULK – aircraft baggage and cargo compartment for loading of baggage, cargo, mail without using
containers (pallets). Harnessing in the compartment is done with nets, bracing, etc.
LOAD&TRIM SHEET – official work document registering flight data, calculation of limit payload, distribution of
actual load in accordance with a given range of limit aircraft flight balances, and obtained take off and landing
weights and balances.
LOADSHEET – is a key flight document including information on payload and flight safety assurance data in
terms of weight and balance.
Captain – person possessing an effective pilot certificate, as well as training and experience required for
independent control of aircraft of certain type.
2
page 2 of 2
С7МК-01-025.
0.9. References to Other Descriptions and Computer Systems.
Manual on balance and load has been developed in conformity with IСАО and IATA requirements
and in conformity with IOSA standard.
The Manual includes instructions, procedures and recommended practices, which allow the staff of service
companies to organize balance and load calculation in the airports
• The Manuals, which are published by IATA, such as:

- IATA Airport Handling Manual (AHM)
- IATA Passenger Service Conference Resolutions Manual (PSCRM)
1
0.9. References to other descriptions and computer systems
page 1 of 1
С7МК-01-025.
0.10. Accountable Persons by Line of Business.
Line of Business Manager Position/Accountable person Contacts
Chief of Section for DCS

Passenger Manager
Implementation
Organization and control of A/C E-mail: dcs@s7.ru
balance and load Endogur т. +7 495 662 86 17
Berkashev Alexander
Kirill Askoldovich
Anatolievich
1
0.10 Accountable Persons by Line of Business
page 1 of 1
Chapter 1
REQUIREMENTS TO THE STAFF

С7МК-01-025.
REQUIREMENTS TO THE STAFF Chapter 1
1.0. Content
1. REQUIREMENTS TO THE STAFF

1.0. Content
1.1. General
1.2. Training centers
1.3. Training program
1
1.0. Content
page 1 of 1
С7МК-01-025
1.1. General.
1.1.1 Load planning staff operations are allowed to be performed by the personnel who completed theoretical and
practical training as specified by the appropriate national civil aviation authorities.
1.1.2 The operator shall develop and approve job descriptions for each employee, considering his/her functions.
1.1.3 Job descriptions shall provide main requirements for the personnel:
a) required background (university, high school, professional school etc.);
b) required qualification papers, certificates, diploma papers, other documents that allow performance of the
load planning operations;
c) knowledge of regulatory documentation and technical standards;
d) required experience.
1.1.4 Any kind of training (initial training, re-training, and recurrent training) of the load planning personnel shall
be provided periodically as defined by the enterprise, but no less than once every 36 months.
1.1.5 Training of the personnel in different activities shall be provided in the training centers. The programs used
by the training center to train personnel shall be stated in the training center certificate (license) issued for this kind of
activity.
1.1.6 Procedures of the training center certification and approval of the load planning personnel training
programs, in terms of scope and contents, are developed by the national civil aviation authorities.
1.1.7 Upon successful completion of the whole training cycle in the training center, the graduates shall be issued
documents that certify completion of a training course to allow performance of the load planning operations
(theoretical training certificate or practical training certificate). Theoretical training certificate, practical training
certificate shall contain the issuance date and the list of load planning operations which can be assigned to the
personnel who completed the training course.
1.1.8 The training programs shall cover all aspects of training and be adopted to different categories of the
personnel who perform operational duties and functions within the scope of load planning operations.
1.1.9 All types of permissions for the performance of the load planning operations are issued to the load planning
personnel based on the operator’s decree provided the documents that certify successful completion of theoretical
and practical training are available.
1.1.10 Training of the personnel assigned to perform duties and functions within the scope of load planning
operations shall include:
a) recurrent certification or evaluation by written or oral examination on theoretical knowledge;
b) possibility to demonstrate in practice the appropriate knowledge, competency or proficiency required to

perform duties, execute procedures or operate equipment.
1.1.11 The personnel shall be certified no less than once every year.
1.1.12 The operator shall ensure that the professional training of the personnel assigned to perform duties and
functions within the scope of load planning operations is properly recorded. The relevant documentation shall be
properly maintained in the operator’s files in accordance with the recording system, which ensures that records
certifying load planning personnel training are safely retained.
1.1.13 The data on ground handling personnel training shall be reviewed and updated, and include the following:
a) the family name of the employee;
b) the date of completion of the last training course;
c) the description of the training materials, a copy or reference to these materials;
d) the name and address of the organization providing personnel training;
e) a copy of the certificate issued to the employee (theoretical training certificate or practical training certificate)
upon completion of a training course. The certificate shall contain a note that the practical training has been
completed and examination passed successfully.
1.1.14 If the operator uses electronic recording system, such system shall provide back-up for files with the
documents that are used to perform duties and functions within the scope of load planning operations.
1
1.1. General
page 1 of 1
С7МК-01-025.
1.2. Training Centers.
1.2.1 A training center is an establishment for additional professional training. The training center shall have Certificate
and License in the format set out by the national civil aviation authorities, and provide professional training, re-training and
recurrent training for the aviation personnel in accordance with the current laws.
1.2.2 The training center shall have personnel training programs, which include initial training, re-training and recurrent
training in order to enable load planning personnel to perform their assigned duties and functions.
1.2.3 The key objective of the training center in the course of professional and recurrent training of the aviation
personnel is to develop and provide continuous education in all kinds of the provided training.
1.2.4 The training center shall be responsible for the quality of training provided to each separate aviation specialist. To
reach the above goals the training center shall have:
a) laboratories equipped with samples and mockups of the aviation equipment, visual aids, flight training devices,
and other technical means used for training, as well as programs and procedural documentation, and audio and video
equipment;
b) possibility to use aircraft and airfield to train load planning personnel;
c) full time teachers and instructors;
d) library, with required literature, training materials and the appropriate equipment available;
e) rooms for teachers, instructors and support staff.
1.2.5 Upon successful completion of the whole training cycle, the graduates from the training center shall be issued the
document which certifies completion of a training course, and proves that contents, level and quality of the provided
training correspond to a particular type of activity.
1.2.6 The document shall be signed by the director of the training center and registered in a special book maintained in
the training center.
1
1.2. Training centers
page 1 of 1
С7МК-01-025/
1.3. Requirements for Training Programs.
1.3.1 General
A. Load planning staff training programs are developed by the training centers, depending on particular types of
training (theoretical, simulator, operational), and approved by the national civil aviation authorities.
B. Training programs shall be developed in such a manner that the personnel involved in load planning
operations be trained according to their duties and functions.
C. All types of training programs (initial training, re-training, and recurrent training) shall include the following:
1 General Weight and Balance Proficiency and Awareness;
1.1 Terms used in the Load Control environment (vocabulary, acronyms, operational codes and abbreviations).
1.2 Definitions and composition of the aircraft design and operational weights
1.3 Aircraft balance principles
1.4 Consequences of improper loading on flight and personnel safety,
2 Aircraft Structural Load Limitation
2.1 Linear (running load) Limitation

2.2 Area limitation (spreader floors)
2.3 Limitation per compartment/section/ULD/ position
2.4 Monocoque (combined) limitation
2.5 Cumulative limitation
2.6 Missing restrains limitations
2.7 Basic knowledge of bulk hold floor resistance
2.8 Basic knowledge of containerized holds resistance (relationship between missing or damaged restraints and
ULD gross weight limitations
3 Unit Load Devices
3.1 Knowledge of the IATA ID Codes

3.2 Gross weight limitations and hold restraint requirements
3.3 Container/pallets build-up and tie-down limitations and rules
3.4 Tagging.
3.5 Rejection criteria for ULD and tie-down accessories when damaged
4 Bulk Hold Loading
4.1 Load spreading rules

4.2 Load restraint rules, aircraft nets, tie-down, volume restraint.
4.3 Physical loading rules concerning baggage, cargo and mail
4.4 Tie-down and spreader floor procedures.
4.5 Nets utilization.
5 Loadsheet
5.1 Computation, issuance and check in both manual and computerized modes
5.2 Last minute change procedure.
6 Balance tables/charts
6.1 Computation, issuance and check in all conventional methods (indexed weights, graphic, charts etc.)
7 Loading instructions Report
7.1 Knowledge of the aircraft holds designation and numbering. Issuance and check in both manual and
computerized modes.
7.2 Utilization of the Loading Instruction/Report document.
8 Loading Messages
8.1 Reading and sending of the standard loading messages: LDM and CPM
1
1.3. Requirements for training programs
зage 1 of 2
С7МК-01-025/
9 Dangerous Goods
9.1 Cargo IMP codes

9.2 ULD and parcels labeling and marking
9.3 Loading restrictions and compatibility rules.
9.4 NOTOC completion (loading positions)
9.5 Emergency procedures in case of incidents
10 Other Special
10.1 Cargo IMP codes

10.2 Marking and labeling.
10.3 Loading restrictions and compatibility rules
10.4 NOTOC completion (loading positions)
11 Load Planning
11.1 Loading/off-loading priorities.

11.2 Baggage categories and hold locations.
11.3 Optimum hold loading (multi-sector flights, volume utilization, fuel conservation, etc.).
12 Aircraft Specific Instructions
12.1 Knowledge of all specific weight and balance aspects, loading restrictions and hold particularities pertaining
to the aircraft types operating to the station concerned.
13 Positioning and Operation of Loading Equipment
13.1 Knowledge of the aircraft areas susceptible to damage by ground support equipment.
13.2 Recording and reporting of damage to aircraft caused by ground support equipment.
14 Operation of the Aircraft Loading Systems
14.1 Opening and closing of hold doors, in plane loading systems.

14.2 ULD automated and hand operated restraints.
14.3 Handled carrier's hold configurations and layout.
D. Training programs shall also contain materials on aviation security and safety, including the following:
1) accidents at working places,

2) use of auxiliary software ,
3) crisis situations / emergencies,
4) airfield marking,
5) training,
6) aviation safety training.
E. The training course shall provide class-room training required to perform duties, execute procedures and
operate equipment related to certain functions of the load planning personnel.
F. The operator shall have the procedure to ensure that the contents of the training courses provided to the load
planning personnel are regularly reviewed and updated, but no less than once every five years.
G. Specialists of the training center shall monitor the changes in:
1) load planning technologies;

2) technical aspects of aircraft and ULD
3) national laws;
4) world practice.
2
1.3. Requirements for training programs
зage 2 of 2
Chapter 2
LOAD PLANNING PROCEDURES

С7МК-01-025.
LOAD PLANNING PROCEDURES Chapter 2
2.0. Content.
2. LOAD PLANNING PROCEDURES

2.0. Content
2.1. Calculation of payload and balance
2.2. Preliminary calculation of balance and load
2.3. Balance in automated mode
2.4. Aircraft balance with the use of manual trim sheet
2.5. Last minute changes to loadsheet
1
2.0. Content
page 1 of 1
С7МК-01-025.
2.1. Calculation of Payload and Balance.

Calculation of payload is the determination of maximum and actual payload and its such
placement whereby the aircraft center of gravity is located within the range of permissible flight balances
ensuring safety in flight and stability on the ground.
The calculation of aircraft payloads is performed in two phases:

• Preliminary calculation of payload for its timely loading on the aircraft;
• Final calculation of payload for maintaining the limitations on aircraft weight and balance in
specific conditions of the pending flight.
Phase one addresses the matters of maximum complete utilization of aircraft load lifting capacity
and its timely departure to schedule.
Final payload calculation is performed after registration of passengers, check-in of baggage,

navigational flight calculation by the aircrew and pilot-in-command decision on departure after aircraft
loading and MTOW are established.
10 minutes prior to departure all accompanying documentation shall be delivered to the aircraft.
After check-in passenger and baggage have been completed, in case of aircraft incomplete load,
passengers for vacant seats are processed and debriefing held.
The commercial warehouse dispatcher (CWD) of the original airport before passenger registration
commencement, and of the interim airport – following the receipt of reference information – shall report to
the payload dispatcher the presence at the warehouse of mail and freight for the planned flight by point of
landing.
The commercial warehouse dispatcher (CWD) shall put together mail and freight batches and
pass them over to the balance dispatcher. Prior to departure CWD shall adjust the weight and number of
mail and freight items. Adjustment is generally reduced to the disembarkation of surplus freight (by
weight). Freight to be disembarked is identified by the stock-keeper and taken off the board by loaders
under the supervision of the load dispatcher (LD).
The end result of payload calculation is the issuance of carriage documents to IATA form:
• Load Instruction;
• Loadsheet;
• Trim Sheet;
• LDM message — report of aircraft general payload;
• СРМ message – report of container or pallet distribution in A/C compartments.
Aircraft weight calculation and balance are performed with the use of respective reference and
methodological materials provided by the airline by certified personnel. Personnel requirements are
described in Chapter 1 « REQUIREMENTS TO THE STAFF ».
Payload calculation for aircraft on scheduled flights is performed by a Balance Dispatcher. Loading
and the control over observance of rules of loading and conformity to its loading instruction of loading on
board the aircraft is supervised by a Load Dispatcher.
At airports not staffed with balance groups or having no permit for servicing a specific aircraft type
the functions of a Balance Dispatcher are performed by the co-pilot, and those of a Load Dispatcher – by
a flight attendant (operator) operating by supervision and under the control of the co-pilot.
1
page 1 of 2
С7МК-01-025.
The person responsible for A/C balance shall perform the following actions:
• Prepare technological documents required for work.

• Conformity of the All documentation and the calculation data for Aircraft Registration Number
carrying out flight.
• Receive preliminary information on flight payloads.
• Calculate preliminary payload of the flight.
• Perform preliminary planning of A/C load.
• If the payload is insufficient for balance within the acceptable range then ballast should be used.
The Balance Dispatcher shall calculate ballast weight and position. The ballast is included in the
actual payload of the aircraft.
• Timely prepare A/C Load Instructions and deliver them to a person in charge of the organization
of A/C commercial servicing on the apron.
• Instruct the person in charge of the organization of A/C commercial servicing on peculiarities of
each aircraft loading.
• Receive final information on flight payload, introduce required changes and perform timely final
calculation of aircraft balance.
• Immediately inform the person in charge of the organization of A/C commercial servicing of
changes in the loading of aircraft baggage and cargo compartments and amendments to the
Load Instructions.
• Recalculate balance and issue LOADSHEET in removal/addition of payload exceeding the
maximum permissible changes in the column LAST MINUTE CHANGE.
The person in charge of the organization of A/C commercial servicing shall report to the co-pilot
on the aircraft loading performed and together with him check bracing and compliance of weights and
;positioning of cargo, mail and baggage to calculation data given in the Trim Sheet and Load Instruction.
In case of deviation he shall make required changes in the actual placement of cargo and documentation
adjustment.
Reliability of payload calculation and compliance of aircraft load with such calculation; compliance
with the requirements for load lashing is checked by the crew.
In change of en-route meteorological conditions the crew shall make adjustments in the
preliminary payload calculation.
Prior to departure the co-pilot shall check the correctness of payload calculation by Trim Sheet
(Loadsheet) and sign it. If an error is identified he shall correct it personally or with the assistance of the
Balance Dispatcher. He shall verify the compliance of actual payload positioning on the aircraft with
estimated one by Trim Sheet (Loadsheet), Load Instruction and Loadsheet data, and the reliability of
baggage, mail and cargo lashing.
Work plans with payload distribution are kept at least three months, Loadsheet copies – at least
one year.
2
page 2 of 2
С7МК-01-025.
2.2. Preliminary Calculation of Balance and Load.
Balance Dispatcher shall obtain information on the load of planned flight from passenger and cargo
services and have data on aircraft loading (on the basis of navigational calculation) for the planned flight
by landing point.
Balance Dispatcher shall calculate preliminary values of the weights of passengers and baggage,
and the limit weight of mail and cargo. He shall report calculation results to the cargo warehouse
dispatcher and get data from him on the number of items and the weight of mail and cargo planned for
the flight.
The weight of passengers and baggage is calculated on the basis of tickets sold in advance and
the average statistical weight of baggage on this flight. In the use of an check in automated system data
of the weight of passengers, baggage and cabin baggage shall be taken from the check in automated
system (DCS).
On the basis of the limit weight of mail and cargo the cargo warehouse dispatcher shall batch mail
and cargo for the planned flight. The batching results – number of items and their weight – shall be
reported to the balance dispatcher for preliminary payload calculation.
The Balance Dispatcher shall calculate positioning of load on board the aircraft.
To prevent the aircraft inclined the airplane tipping while loading Balance Dispatcher shall perform
a rapid calculation of aircraft balance with cargo, mail and baggage, but without passengers, crew and
fuel. Preliminary loading is only permitted subject to the condition that the estimate balance is less than
the marginal aircraft balance on the ground.
Estimate calculations of balance are only required for aircraft inclined the airplane tipping.
If the payload is insufficient for balance within the acceptable range then ballast should be used.
The Balance Dispatcher shall calculate ballast weight and position. The ballast is included in the actual
payload of the aircraft.
Load Dispatcher having received the Loading Instruction, consultation from the Balance Dispatcher
and having fully realized the assignment shall arrange for aircraft loading and supervise the loading to
completion. The load dispatcher shall assure exact compliance of actual aircraft load with one presented
by the balance dispatcher in the Loading Instruction. It is only in such case that an alignment of payload
and aircraft balance may be achieved.
The unloading of cargo, mail and luggage by planes inclined to tail tipping should be made since
extreme aft cargo compartments. Unloading of forward cargo compartments should be made in last turn.
The Balance Dispatcher should notify on it the Load Dispatcher on by a mark in Loadsheet in SI about
possible plane a tail tipping in while plane unloading.
1
2.2. Preliminary calculation of balance and load
page 1 of 1
С7МК-01-025.
2.3. Balance in Automated Mode.
The key purpose of the automated system is to cut the period of flight commercial support and
raise flight safety by excluding subjective errors of manual calculation. Moreover, it eliminates the need
of the Trim Sheet since the system prints the final results of calculation on the Loadsheet.
Data for payload calculation are split into permanent and online. Permanent data are stored in the
memory of the automated system. The values of online data are identified and input to the system in the
process of aircraft preparation for departure.
Permanent data are presented in the format provided by a special form. The shape of this form is
stipulated by Resolution IATA АНМ 560. A document executed in accordance with this Resolution
contains information on permanent technical characteristics of aircraft and payload, crew number and
limitations of these aircraft in weight and balance.
A service company shall input permanent and online data into the system and bear responsibility
for reliability of these data and results of calculation by the aircraft payload system.
The reliability of payload calculation is verified before the start of system operation by comparing
the results produced by the automated system with those of respective theoretical calculation of aircraft
balance in accordance with Resolution IATA АНМ 561.
In case of aircraft characteristics change following a dispatch of reference data in the form of
АНМ 560, the service company shall be informed thereabout either with a repeated forwarding of
amended АНМ 560, or with a standard short message – notice of change in DEM (Data Exchange
Message) data under Resolution IATA АНМ 562.
The automated system does not print out final Loadsheet in case of violation of set limits of
aircraft payload and balance at takeoff.
The automated system registers violations of set limitations in terms of aircraft weight and
balance for all estimated flight phases and gives respective warning. For flight safety, in case of
overload or violation of aircraft balance at takeoff the issuance of final Loadsheet is forbidden. However,
in the process of calculating payload the issuance of preliminary Loadsheet is possible irrespective of
any violations. Such information is used to address current matters of flight commercial support.
1
2.3. Balance in automated mode
page 1 of 1
С7МК-01-025.
2.4. Aircraft Balance with the Use of Manual Trim.
Aircraft Trim Sheet is a supporting document determining flight safety on the basis of flight commercial
support to next boarding. It is prepared in two counterparts, one for the airport of departure, the other for the crew.
Introducing amendments to the Trim Sheet is a prerogative of the balance dispatcher that originated the
Trim Sheet. If the Trim Sheet was prepared by the co-pilot then the co-pilot is only entitled to amend it.
Following the check of aircraft payload, its weight and balance the co-pilot shall sign copies of Trim Sheet
and Loadsheet. A copy of signed documents are returned by the co-pilot to airport officers, the others are picked up
by him for the flight.
The weight of any items or liquids loaded on board the aircraft shall be accounted for in the respective
section of the Trim Sheet. The weight is determined with weighing (actual weight). If weighing is impossible the
standard weight is used (weight of passengers, catering, etc.).
The Trim Sheet shall be developed and approved by certified personnel of the airline or designer company
for each aircraft modification or layout
Using Trim Sheets for modifications or layouts other than a specific aircraft IS STRICTLY FORBIDDEN!
1
2.4. Aircraft balance with the use of manual trim
page. 1 of 1
С7МК-01-025.
2.5. Last Minute Changes to Loadsheet.
In introducing amendments to column LMC the person in charge of A/C commercial servicing
on the apron (co-pilot) shall consider the following:
- The total weight of introduced payload shall not exceed the weight indicated in the column
UNDERLOAD BEFOR LMC;
- The load of separate baggage and cargo compartments shall not be exceeded;
- A/C balance shall not exceed the acceptable one.
The maximum quantity of added/removed payload without issuance of new LOADSHEET is

300kg for A/C passenger cabin layout up to 150 PAX, and 500kg with passenger cabin layout for over
150 PAX. All changes related to addition (removal) of some payload shall be agreed by the person in
charge of commercial services on the apron with the person in charge of balance. Changes in column
LMC shall be incorporated in all initialed LOADSHEET copies.
1
2.5. Last minute changes to loadsheet
page 1 of 1
Chapter 3
WEIGHT DATA
OF JSC SIBERIA AIRLINES
С7МК-01-025.
WEIGHT DATA OF JSC SIBERIA AIRLINES Chapter 3
3.0. Content
3. LOAD PLANNING PROCEDURES

3.0. Content
3.1. Standard weight data
3.2. Determination of passenger/baggage weights when non-standard
1
3.0. Content
page 1 of 1
С7МК-01-025.
3.1. Standard Weight Data.
• Weight of passengers accepted for carriage by passenger aircraft:

Weight of adult passenger, excluding accompanied items (cabin baggage), is 75kg in spring-summer
season.
Weight of adult passenger, excluding accompanied items (cabin baggage), is 80kg in autumn-winter
season.
Weight of child in the age of 2 to 12 is 30 kg.
Weight if infant under 2 is 15 kg.
• For preliminary calculation weight of the passenger, including baggage to consider 90 kg
• Weight of passenger A/C crew members is set out in АНМ-560.
Mass and type of packaging means in use:
Type Weight, kg Max weight, kg A/C type

LD-3 95 1587 А-310
LD-3 95 1350 IL-86
LD3-46W 90 1134 А-310
In calculating balance the weight of cabin baggage shall be taken into account in passenger
registration and displayed in the Loadsheet in the field “Cabin weight” as the sum of all accompanied
items’ weights.
Using passengers’ average statistical weight with account of cabin baggage is not permitted at
Airline flights.
1
3.1. Standard weight data
page 1 of 1
С7МК-01-025.
3.2. Determination of Passenger/Baggage Weights When Non-Standard.
Any flight identified as exclusively carrying passengers whose weights are expected to fall outside
the standard passenger weight, e.g. fully equipped military personnel or athletic teams, the passenger
weight should be determined either by weighing or by requesting the passenger to provide their individual
weights.
The load sheet must be endorsed to show whether actual weights or weights provided by the
passengers were used. Include the total passenger weight and his endorsement in the SI part of the load
message.
If passengers are scale weighed, they shall be asked to carry their personal articles and
unchecked baggage while being weighed. Where such a group forms only a part of the total passenger
load, the total passenger weight may be calculated using either actual weights or standard weights. A
mixture of both methods is not acceptable. If standard weights are used, an arbitrary adjustment to the
passenger weight must be included in the total passenger weight. Any balance implications have to be
accounted for. When passengers are asked to provide their personal weights, a weight constant being
specified by the carrier must be added to account for clothing, personal articles and unchecked baggage.
An identifiable group, e.g. athletic squad, may have a substantial amount of equipment in addition to
regular checked baggage. Since this is defined as non-standard baggage, it must be weighed. Where
standard baggage weights are used, the difference between the actual weight of the group baggage and
the standard weights must be included in the total baggage weight. Any balance implications must be
accounted for.
BULKLOAD
Trolleys, carts, etc. loaded with bulkload shall be weighed prior to dispatch to the aircraft by use of a
weighbridge of acceptable accuracy. In the absence of such facilities, a tally should be made of the
individual weights of each piece loaded in a trolley, etc. Cargo Manifest weights shall not be used for this
purpose.
Note:
If standard baggage weights are used, a loaded trolley/cart need not be weighed.
The determined net weight of the bulk load shall be entered on a trolley tag or weight slip which is to be
attached to the trolley/cart, etc.
The tag or the weight slip shall contain the following minimum information:
- destination;
- flight number;
- net weight or number of pieces of baggage.
These weight figures shall be recorded in the Bulk Section of the ULD/Bulk Load Weight Statement
and/or on the Loading Instruction/Report and be checked with the Loadsheet figures.
The tare weight marked on the trolleys/carts shall be periodically checked for validity, especially after
technical modifications have been made.
1
3.2. Determination of passenger/baggage weights when non-standard
page 1 of 1
Chapter 4
LAYOUT OF JSC SIBERIA AIRLINE

AIRCRAFT
С7МК-01-025.
LAYOUT OF JSC SIBERIA AIRLINE AIRCRAFT Chapter 4
LAYOUT OF А-310 AIRCRAFT (203 SEATS).

BUSINESS CLASS (12 seats)
Infant cradle Infant cradle

1A 1C 1D 1G 1H 1K
2A 2C 2D 2G 2H 2K
ECONOMY CLASS 1 CABIN (56 seats)
Infant cradle Infant cradle Infant cradle

3A VIP 3C VIP 3D 3E 3F 3G 3H VIP 3K VIP
4A 4C 4D 4E 4F 4G 4H 4K
5A 5C 5D 5E 5F 5G 5H 5K
6A 6C 6D 6E 6F 6G 6H 6K
7A 7C 7D 7E 7F 7G 7H 7K
8A 8C 8D 8E 8F 8G 8H 8K
9A staff 9C staff 9D staff 9E staff 9F staff 9G staff 9H staff 9K staff
EMERGENCY EMERGENCY
EXIT ECONOMY CLASS 2 CABIN (135 seats) EXIT
Infant cradle
11C 11D 11E 11F 11G 11H 11K
T EMERGENCY T
r EXIT 11A r
a 12A 12C 12D 12E 12F 12G 12H 12K a
n 13A 13C 13D 13E 13F 13G 13H 13K n
s s
14A UM 14C 14D 14E 14F 14G 14H 14K UM
f f
e 15A 15C 15D 15E 15F 15G 15H 15K e
r 16A 16C 16D 16E 16F 16G 16H 16K r
17A 17C 17D 17E 17F 17G 17H 17K
18A 18C 18D 18E 18F 18G 18H 18K
19A 19C 19D 19E 19F 19G 19H 19K
20A 20C 20D 20E 20F 20G 20H 20K
21A 21C 21D 21E 21F 21G 21H 21K
22A 22C 22D 22E 22F 22G 22H 22K
23A 23C 23D 23E 23F 23G 23H 23K
24A STCR 24C 24D 24E 24G 24H 24K STCR
27A WCHR 27C WCHR 27D 27E 27G 27H WCHR 27K WCHR
28D 28E 28G
- NOT TO PROVIDE SEATS TO PASSENGERS WITH CHILDREN, CHILDREN, SICK PERSONS AND DISABLED
SEATS
IN INCOMPLETE PAYLOAD DO NOT OCCUPY SEATS 2DG; 9AC DEFG HK; 28DEG.
1
4. Layout of JSC Siberia Airline Aircraft
page 1 of 6
С7МК-01-025.
LAYOUT OF А-310 AIRCRAFT (205 SEATS).

1A 1C 1D 1G 1H 1K
2A 2C 2D 2G 2H 2K
ECONOMY CLASS 1 CABIN (53 seats)
15D VIP 15E VIP 15G VIP

16D staff 16E staff 16F staff 16G staff 16H VIP 16K VIP
T 17A VIP 17C VIP 17D 17E 17F 17G 17H staff 17K staff T
R 18A staff 18C staff 18D 18E 18F 18G 18H 18K R
A A
19A 19C 19D 19E 19F 19G 19H 19K
N N
S 20A 20C 20D 20E 20F 20G 20H 20K S
F 21A 21C 21D 21E 21F 21G 21H 21K F
E 22A 22C 22H 22K E
R R
EMERGENCY EMERGENCY
ECONOMY CLASS 2 CABIN (140 seats) EXIT
EXIT
25A VIP 25C VIP 25D 25E 25F 25G 25H 25K
26A UM 26C 26D 26E 26F 26G 26H 26K UM
27A UM 27C 27D 27E 27F 27G 27H 27K UM
28A 28C 28D 28E 28F 28G 28H 28K
29A 29C 29D 29E 29F 29G 29H 29K
30A 30C 30D 30E 30F 30G 30H 30K
31A 31C 31D 31E 31F 31G 31H 31K
32A 32C 32D 32E 32F 32G 32H 32K
33A 33C 33D 33E 33F 33G 33H 33K
34A 34C 34D 34E 34F 34G 34H 34K
35A 35C 35D 35E 35F 35G 35H 35K
36A 36C 36D 36E 36F 36G 36H 36K
37A 37C 37D 37E 37F 37G 37H 37K
38A 38C 38D 38E 38F 38G 38H 38K
42A WCHR 42C WCHR 42D 42E 42G 42H WCHR 42K WCHR
2
page 2 of 6
С7МК-01-025.
LAYOUT OF А-310 AIRCRAFT (255 SEATS)

1A 1C 1D 1E 1G 1H 1L
2A 2C 2D 2E 2G 2H 2L
ECONOMY CLASS (241 seats)

5A VIP 5B VIP 5C VIP 5D VIP 5E VIP 5G VIP 5H VIP 5K VIP 5L VIP
T 6A 6B 6C 6D 6E 6G 6H 6K 6L T
R 7A 7B 7C 7D 7E 7G 7H 7K 7L R
A Т 8A 8B 8C 8D 8E 8G 8H 8K 8L A
N N
9A 9B 9C 9D 9E 9G 9H 9K 9L
S S
F 10A 10B 10C 10D 10E 10G 10H 10K 10L F
E 11A 11B 11C 11D 11E 11G 11H 11K 11L E
R 12A 12B 12C 12D 12E 12G 12H 12K 12L R
Р
EMERGENCY
14D 14E 14G EMERGENC
EXIT Y EXIT
15A 15B 15C 15D 15E 15G 15H 15K 15L

16A 16B 16C 16D 16E 16G 16H 16K 16L
17A UM 17B 17C 17D 17E 17G 17H 17K 17L UM
18A UM 18B 18C 18D 18E 18G 18H 18K 18L UM
19A 19B 19C 19D 19E 19G 19H 19K 19L
20A 20B 20C 20D 20E 20G 20H 20K 20L
21A 21B 21C 21D 21E 21G 21H 21K 21L
22A 22B 22C 22D 22E 22G 22H 22K 22L
23A 23B 23C 23D 23E 23G 23H 23K 23L
24A 24B 24C 24D 24E 24G 24H 24K 24L
25A 25B 25C 25D 25E 25G 25H 25K 25L
26A 26B 26C 26D 26E 26G 26H 26K 26L
27A 27B 27C 27D 27E 27G 27H 27K 27L
28A 28С 28D 28E 28G 28H 28L
29A 29С 29D 29E 29G 29H 29L
30A 30С 30D 30E 30G 30H 30L
31A STCR 31С 31D 31E 31G 31H 31L STCR
32A STCR 32С 32D WCHR 32E 32G WCHR 32H 32L STCR
33A STCR 33С 33D 33E 33G 33H 33L STCR
34A 34С 34D 34E 34G 34H 34L
IN INCOMPLETE PAYLOAD DO NOT OCCUPY SEATS 34A,DEG,L
3
page 3 of 6
С7МК-01-025.
LAYOUT OF A-319 AIRCRAFT (128 SEATS)

BUSINESS CLASS (8 SEATS)
1А 1B 1C 1D
2A 2B 2C 2D
3A VIP 3B VIP 3C VIP 3D VIP 3E VIP 3F VIP

4A 4B 4C 4D 4E 4F
5A 5B 5C 5D 5E 5F
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
EMERGEN EMERGEN
CY EXIT CY EXIT
9A staff 9B staff 9C staff 9D staff 9E staff 9F staff
T 10A 10B 10C 10D 10E 10F T

R 11A 11B 11C 11D 11E 11F R
A A
N
12A 12B 12C 12D 12E 12F N
S 13A 13B 13C 13D 13E 13F S
F F
E
14A 14B 14C 14D 14E 14F E
R 15A 15B 15C 15D 15E 15F R
16A 16B 16C 16D 16E 16F
17A 17B 17C 17D 17E 17F
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
IN INCOMPLETE PAYLOAD DO NOT OCCUPY SEATS 22 ABC DEF, 8 AF
- NOT TO PROVIDE SEATS TO PASSENGERS WITH CHILDREN, CHILDREN, SICK PERSONS AND
DISABLED
4
page 4 of 6
С7МК-01-025.
LAYOUT OF BOEING 737-500 (104 SEATS)

BUSINESS CLASS (8 SEATS)
1А 1B 1C 1D
2A 2B 2C 2D
4A VIP 4B VIP 4C VIP 4D VIP 4E VIP 4E VIP

5A 5B 5C 5D 5E 5F
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
EMERGEN EMERGEN
CY EXIT CY EXIT
9A staff 9B staff 9 C staff 9D staff 9E staff 9F staff
10A 10B 10C 10D 10E 10F
11A UM 11B 11C 11D 11E 11F UM
12A UM 12B 12C 12D 12E 12F UM
13A 13B 13C 13D 13E 13F
14A 14B 14C 14D 14E 14F
15A 15B 15C 15D 15E 15F
16A 16B 16C 16D 16E 16F
17A 17B 17C 17D 17E 17F
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
IN INCOMPLETE PAYLOAD DO NOT OCCUPY SEATS 19 ABC DEF
DISABLED
5
page 5 of 6
С7МК-01-025.
LAYOUT OF A-320 AIRCRAFT (164 SEATS)

1А 1С 1D 1F
2A 2C 2D 2F
3A VIP 3B VIP 3C VIP 3D VIP 3E VIP 3F VIP

4A 4B 4C 4D 4E 4F
5A 5B 5C 5D 5E 5F
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
9A 9B 9C 9D 9E 9F
EMERGEN 10A staff 10B staff 10C staff 10D staff 10E staff 10F staff EMERGEN
CY EXIT
11A 11B 11C 11D 11E 11F CY EXIT
T 12A 12B 12C 12D 12E 12F
R
A 13A 13B 13C 13D 13E 13F T
R
N 14A 14B 14C 14D 14E 14F A
S
F
15A 15B 15C 15D 15E 15F N
S
E 16A 16B 16C 16D 16E 16F F
R
17A 17B 17C 17D 17E 17F E
R
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
23A 23B 23C 23D 23E 23F
24A 24B 24C 24D 24E 24F
25A 25B 25C 25D 25E 25F
26A 26B 26C 26D 26E 26F
27A 27B 27C 27D 27E 27F
28A 28B 28C 28D 28E 28F
IN INCOMPLETE PAYLOAD DO NOT OCCUPY SEATS 28 ABC DEF, 10 AF
DISABLED
6
page 6 of 6
Chapter 5
BALLAST
С7МК-01-025.
BALLAST Chapter 5
Types of ballast
Used as ballast may be:
• Fuel;
• Maintenance kit (aircraft wheel);
• Additional load (ballast bags).
Ballast bags
In each airport where aircraft balance problems may be expected sufficient number of ballast bags should be
available weighing 25 kg each.
Specification:
• Weight of a bag: 25kg (or other available).
• Bag shall be made of weavable burlap/synthetic material.
• Content: dry pebbles, coarse round gravel or pebble of average 12 -15 mm diameter, sand.
Conditions of ballast bag storage
• Bags should preferably be stored in a closed space.
• If bags are stored in the open air they should be put on desks and protected against outer
precipitation with suitable cover.
• The weight and condition of the bags should be checked periodically.
• Ballast bags may be loaded if in satisfactory condition.
1
5. Ballast
Page 1 of 1
Chapter 6
CARRIAGE DOCUMENTS
С7МК-01-025.
CARRIAGE DOCUMENTS Chapter 6
6.0 Contents.
6 CARRIAGE DOCUMENTS
6.0. Contents
6.1. Introduction
6.2. Manual on filling out Loadsheet
6.3. Notification to captain (NOTOC)
6.4. Examples of flight main supporting documentation
1
6.0. Contents
page 1 of 1
С7МК-01-025.
6.1. Introdaction.
6.1.1 Carriage of payload is performed under a Contract of Air Carriage. Carriage documents include: ticket,
baggage-check and airway bill. For accounting, flight safety decisions and execution of acceptance/delivery of
baggage and cargo the data of carriage documents are inserted in consolidated documents which constitute
supporting documentation (carried by crew in flight).
6.1.2 Carriage management service and balance dispatcher (in compliance with process provided at this
airport) shall prior to departure of a passenger aircraft prepare a Loadsheet and hand it to the crew. The upper
part of the Loadsheet describes the aircraft and the flight, given below are total weights and number of
passengers, mail and cargo and positioning of load throughout baggage and cargo compartments. Last-
minute changes, limit and actual loads are also given. Included in boxes are data which are reported with
LDM to the airport of aircraft landing for preliminary batching of payload. Payload final calculation shall fully
tally the Loadsheet data.
6.1.3 The balance dispatcher of initial and interim airports shall in the process of preliminary and final
payload calculation prepare a Trim Sheet and a Load Instruction and pass them to the crew and the load
dispatcher, respectively. Preliminary payload calculation is performed by the Balance Dispatcher in
accordance with the requirements of Chapter 2
6.1.4 Balance schedule in manual balance calculation or Trimsheet in automated calculation in

combination with flight Loadsheet is the key supporting document determining flight safety for commercial
flight support to the next landing. Weight and balance characteristics of a transit aircraft departing an interim
airport differ from its characteristics at the initial airport. Changed are fuel load, permissible take-off weight,
limit and actual payloads (traffic loads), take-off and landing weights and balance. Therefore, the safety of
continued flight enroute to next landing is determined with a new aircraft payload and balance calculation with
an issuance of a new Balance schedule in manual calculation or a Loadsheet in automated calculation.
6.1.5 Balance schedule (Loadsheet) is prepared in two counterparts: one for the departure airport, the other
for the crew. Prior to departure the Balance schedule (Loadsheet) shall obligatorily be delivered to the crew at
the aircraft.
1
6.1. Introduction
page 1 of 2
С7МК-01-025.
6.1.6 Load Instruction is prepared on the basis of Balance schedule (Loadsheet) data and constitutes a
directive document for the load dispatcher. The Load Instruction is prepared on one copy and is kept at the
airport of departure.
The Load Instruction provides visualized information about the distribution of baggage, mail and cargo
throughout aircraft baggage and cargo compartments, based on which the load dispatcher has the aircraft
loaded. The Load Instruction of a transit aircraft indicated additionally loaded baggage, mail and cargo only.
6.1.7 Amendments to the Balance schedule and the Load Instruction may only be introduced by the balance
dispatcher who prepared them. The co-pilot may amend the “Last minute changes” column only.
Before departure the balance dispatcher shall check the correlation between the Loadshet, the Balance
schedule (Trim Sheet) and the Load Instruction. If the Balance Schedule (Trim Sheet) is prepared by the co-
pilot then he is the only person who may make any amendments to it. If the co-pilot disagrees with the
Balance Schedule (Trim Sheet) prepared by the balance dispatcher amendments may be introduced by the
originator – Balance Dispatcher – only. In case of changes in payload after preliminary calculation it is only the
originator – the balance dispatcher – that may change the Load Instruction. If that is impossible the load
dispatcher registers the final load option in the free field of the same Load Instruction.
6.1.8 Prior to departure from the airport the payload supporting documentation includes baggage,
mail/cargo and load sheets, trim sheet, mail and airway bills of this airport and airports of previous landings.
60.1.9 All flight supporting documentation shall be kept in special storage facilities for at least 1 year.
2
6.1. Introduction
page 2 of 2
С7МК-01-025.
6.2 Manual Loadsheet.
Documentary control of aircraft loading is provided by LOADSHEET.
• Loadsheet filled out manually.
Loadsheet is a key flight document intended for the calculation of payload and preparation of LDM cables.
Loadsheet contains the following flight information:
- Aggregate payload including total weight of passengers, baggage, cargo and mail by route
section;
- Payload distribution, including the total weight of passengers on board the aircraft, by point of
destination, with reference to the number of compartment;
- Data of special cargo, deviations from standard, etc.;
- Calculated aircraft balance;
- Signature of person responsible for LOADSHEET preparation;
- Signature of crew member responsible for LOADSHEET preparation.
Loadsheet is prepared to standard form.
Loadsheet shall be prepared in four counterparts at least and distributed as follows:

• Two counterparts for departing A/C (one for the crew, the other – for the point of first landing);
• One counterpart for the archive of the point of departure;
• One counterpart for the carrier, as requested.
The number of counterparts may be increased as necessary.
1
6.2. Manual Loadsheet
page 1 of 5
С7МК-01-025.
Blank LOADSHEET
2
page 2 of 5
С7МК-01-025.
Loadsheet is filled as follows:
(1) - Priority – telegraph priority code

(2) - Address – telegraph address of destination
(3) - Originator – telegraph address of the airport of LDM dispatch
(4) - Recharge –double-character code of the carrier paying for LDM
(5) - Date/Time – date and time of sending
(6) - Operator initial – sender initials
(7) - LDM – LDM identifier code
(8) - Flight – flight number and day of departure
(9) - А/С – A/C registration number
(10) - Version – A/C layout
(11) - Crew – number of crew (excluding those flying as passengers)
(12) - Date – date of departure by local time/date, month, year/
(13) - BASIC WEIGHT – aircraft dry weight after manufacture is determined by weighing and put into aircraft
logbook. Aircraft dry weight is the sum of the weights of airframe, power unit, cockpit equipment,
passenger cabins, utility and baggage/cargo compartments, avionics, fuel and liquid remaining in
hydraulic systems, which cannot be drained.
(14) - Crew – weight of crew
(15) - Pantry – weight of galley equipment and in-flight catering loaded onto A/C
(16) - DRY OPERATING WEIGHT (DOW) – extra column to specify the dry operating weight of aircraft
(17) - DRY OPERATING WEIGHT - dry operating weight of aircraft includes: BASIC WEIGHT, galley weight,
weight of crew, weight of crew baggage
(18) - Take off Fuel (TOF) – fuel reserve on board A/C excluding the weight of fuel for taxiing
(19) - OPERATING WEIGHT – operating weight (item17 +item18)
(20) - Max. weight for zero fuel – maximum weight of aircraft with zero fuel with load
(21) - Max. weight for take-off - maximum weight of aircraft permitted for take-off
(22) - Max. weight for landing - maximum weight of aircraft permitted for landing
(23) - Trip fuel – total fuel reserve for flight from take-off to landing in the first point enroute
(24) - Allowed weight for take-off – the least of the sums referred to in item 24 «а» or «с», or item 21 is used
(25) - ALLOWED TRAFFIC LOAD – maximum payload stipulated by flight safety requirements, The value is
the difference between the least of the figures referred to in item 24 «а» or «с», or item 21 and item 19
(26) - Destination – airport of destination
(27) - No.of «PAX» - total number of transit passengers including PAD: (column A/F - adults, column СН –
children between 2 and 12, column INF- infants under 2)
(28) - No.of «PAX» - total number of local passengers including PAD (column A/F - adults, column СН –
children between 2 and 12, column INF- infants under 2)
(29) - No.of «PAX» - total number of departing passengers, including PAD
(30) - Cabin baggage – weight of baggage in passenger cabins
(31) - Тr – total weight of transit baggage, cargo and mail
3
page 3 of 5
С7МК-01-025.
(32) - Total – total weight of registered baggage loaded in a particular airport, except for item 30
(33) - С – total weight of loaded cargo
(34) - М - total weight of loaded mail
(35) - Т – total weight of payload without total weight of passengers – sum of items 31- 34
(36) - Distribution – distribution of load weight by category and by destination in each compartment
(37) - Pieces PCS – number of pieces of baggage, cargo and mail
(38) - Seats occupied by transit passengers by class of service, including PAD (item 27)
(39) - Seats occupied by local passengers, including PAD (item 28)
(40) - Total number of seats occupied by departing passengers by class, including PAD
(41) - Seats occupied by PAD transit passengers by class
(42) - Seats occupied by original PAD passengers by class
(43) - Total number of departing PAD passengers
(44) - Supplementary notes on special cargo
(45) - Total number of passengers
(46) - Total weight of baggage in passenger cabins
(47) - Total weight of payload without the weight of passengers, i.e., the sum of points 31-34
(48) - Quantity of payload distributed by compartments except for the weight of passengers
(49) - Total number of seats occupied by passengers by class, i.e., the sum of points 38 and 39
(50) - Total passenger weight – total weight of passengers calculated by carrier rules on the basis of data
taken from item 45
(51) - Total traffic load – actual payload, including the weight of passengers, baggage, cargo and mail.
(52) - Underload – flight underload, i.e., the difference between items 25 and 51
(53) - Zero fuel weight – actual dry operating weight of aircraft with payload
(54) - Take -off weight – actual take-off weight of aircraft
(55) - Landing weight – actual landing weight of aircraft, i.e., difference between items 54 and 23
(56) - Destination – point of destination
(57) - Specification – LMC category/type
(58) - CL/CPT – class of service or baggage compartment loaded with pallets, containers, baggage, mail
(59) - +/- instruction of reloading or its removal
(60) - Weight – weight of additional or removed load
(61) - LMC total +/- designation whether the total weight is (+) or (-)
(62) - LMC total weight – total weight of LMC
(63) - LMC – to be filled out in accordance with carrier rules
(64) - SI – additional information for inclusion in LDM. Text in free format
(65) - Notes – information which is not transferred to LDM, but used for carrier needs
(66) - Balance – aircraft balance
(67) - Seating condition – data on passenger accommodation in aircraft cabin for the provision of required
balance
(68) - Total passengers – total number of passengers on board, i.e., the sum of item 45 «а», «b», «с», LMC
(69) - Prepared by – signature of originator
4
page 4 of 5
С7МК-01-025.
(70) - Approved – signature of carrier representative, pilot in command or another responsible person,
depending on carrier rules.
LOADSHEET check
Prior to delivery of carriage documentation on board the aircraft the person responsible for A/C balance shall
check the compliance of LOADSHEET, Trim Sheet (when balance is attained by graphic method) and
payload of the flight. After the delivery of LOADSHEET on board the aircraft the person in charge of A/C
commercial service shall compare the actual data for payload, load instruction for baggage and cargo
compartments with LOADSHEET. In the absence of discrepancies LOADSHEET is submitted to responsible
member of the crew for review and signature. If any errors are identified instruction to issue a new Loadsheet
is given.
5
page 5 of 5
С7МК-01-025.
6.3. Notification to Captain (NOTOC).
The form "Special Load – Notification to Captain” is practically used whenever it is necessary to
inform the Captain of the presence of specific nature load on board of the aircraft:
- dangerous goods,
- animals,
- human remains,
- perishable cargo,
- valuable cargo,
- and other special load.
Prepared minimum of two copies; one for the Captain, and one for the loading station’s file.
Presence of special load on board is reported to the Captain who signs the form. This procedure is
compulsory for dangerous goods.
1
page 1 of 2
С7МК-01-025.
Example of NOTOC on special cargo
2
page 2 of 2
Load planning and load control manua
С7МК-01-025.
6.4. Examples of Flight Main Supporting Documentation.
1
6.4. Examples of Flight Main Supporting documentation
page 1 of 8
С7МК-01-025.
2
page 2 of 8
С7МК-01-025.
3
page 3 of 8
С7МК-01-025.
4
page 4 of 8
С7МК-01-025.
5
page 5 of 8
С7МК-01-025.
6
page 6 of 8
С7МК-01-025.
7
page 7 of 8
С7МК-01-025.
8
page 8 of 8

Load Planning and Load Control Manual

Încărcat de

Informații document

Descriere originală:

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Load Planning and Load Control Manual

Încărcat de

Drepturi de autor:

Formate disponibile

Disclaimer The information contained in this publication is subject to constant review in the light of

changes to international, governmental and internal requirements and regulations. Although

0.1. Scope and Objective.

0.2. Flight Safety Declaration.

Lour fundamental values include:

• Safety, health and environment;

Our fundamental premises in respect of safety consist in the following:

KEY ELEMENTS OF APPROACH TO SAFETY PROVISION

In our approach to safety provisions we rely on five key elements.

Top management commitments:

Responsibility and accountability of all employees:

General realization of the need to attain zero incident level:

Audits and improvement activities:

Responsibility of all employees

TASKS ADDRESSED IN THE PROCESS OF SAFETY ASSURANCE

Managers of all levels positively have to do with safety assurance.

0.3. JSC Siberia Airlines Policies in the Area of Quality.

Key provisions of policies in the area of quality assurance:

g) Enhancing the quality level is a continuous process.

In the area of flight safety:

a) Developing an Aircraft Accident Prevention Program.

In the area of technological development:

a) Introducing into operation new contemporary types of aircraft.

Key Tasks in the Area of Quality Assurance

Implementing policies in the area of quality assurance

The policies in the area of quality assurance are implemented by:

0.4. List of Manual Holders.

Manual Copy Person in charge of

0.5. System of Inserting Amendments and Changes to the Manual.

0.6. Changes (Revisions) Sheet.

Signature and name of the person, who

0.7. Sheet of valid pages.

0.0. 1-1 1 1 01.07.08

0.8. Terms and Definitions.

Aviation Security – state of aviation protection against unlawful interference.

Maximum allowable flight balances – marginal balance values.

0.9. References to Other Descriptions and Computer Systems.

• The Manuals, which are published by IATA, such as:

0.10. Accountable Persons by Line of Business.

Line of Business Manager Position/Accountable person Contacts

Chief of Section for DCS

REQUIREMENTS TO THE STAFF

1. REQUIREMENTS TO THE STAFF

b) possibility to demonstrate in practice the appropriate knowledge, competency or proficiency required to

1.2. Training Centers.

1.3. Requirements for Training Programs.

1 General Weight and Balance Proficiency and Awareness;

2 Aircraft Structural Load Limitation

2.1 Linear (running load) Limitation

3 Unit Load Devices

3.1 Knowledge of the IATA ID Codes

4 Bulk Hold Loading

4.1 Load spreading rules

7 Loading instructions Report

9.1 Cargo IMP codes

10.1 Cargo IMP codes

11.1 Loading/off-loading priorities.

12 Aircraft Specific Instructions

13 Positioning and Operation of Loading Equipment

14 Operation of the Aircraft Loading Systems

14.1 Opening and closing of hold doors, in plane loading systems.

1) accidents at working places,