Gom A e 02 03 TR 01 Final

㜀
GROUND OPERATION MANUAL
PART A
ISSUE 02, REV 03, 01OCT2017
This manual is uncontrolled when printed

LONR/P1
LIST OF NORMAL REVISIONS

Rev 03
22Aug2017
GROUND OPERATION
MANUAL – PART A
LIST OF NORMAL REVISIONS
Issue Number Revision Number Effective Date Approval

Issue 02 Rev 00 01Jul2015 VNA
Issue 02 Rev 01 18Jan2017 VNA
Issue 02 Rev 02 10May2017 VNA
Issue 02 Rev 03 01Oct2017 VNA

SIG/P1
LIST OF SIGNIFICANT CHANGES

Rev 03
GROUND OPERATION 22Aug2017
MANUAL – PART A
SIGNIFICANT CHANGES OF GOM ISSUE 02 REV 03
Section/ item Significant changes

Part A
2.1/2 Update VNA and VNA Ground organization chart; Post Holder’s name
3.3.2.2 Clarify the method to implement Flight handling checksheets
3.3.4 Add ground handling checklist for VNA representatives
4.3.2.21 Do not carry extra personnel during GSE movement
4.3.2.22 Every operator shall check all GSE involved in aircraft handling prior to initial
use, in particular the “parking” brake, rubber protective bumpers, safety system
and all other proximity sensors
4.5.2 Notice: gather factual information including photographs, testimonials, reports,
sketches, video footage, maps and any other relevant information.
7.4.3(b) Time: Safety cones (if be used) must be position after chocks insert and be
stowed before chocks remove. When not in use, place safety cones in the
desginated storeage area.
7.4.3 (c) Cones must not be placed in high wind conditions (refer to section 7.5.3 (b) (3)
for the speed of high wind)
7.4.3 (d) Position: Cones must be placed in front of A/C engines: 1m. Beside, outside of
the engine: 1m. It is recommended to put safety cones under wing tips ( distant
1m from A/C) and in front of nose and bedind tail distant 1m when A/C is
parked on an open ramp ajacent to a service road. The representatives of VNA
will consider to operate base on operation safety condition of airports and labor
of servicing companies like the following diagrams:..
7.5 Office update of Chocks content to replace the temporary yellow pages applied
by at Circuar 560/TCTHK-DVTT, 30th May 2017
7.6.1 Notices for VNA representatives when operating ground handling activities in
adverse weather condition.
7.6.5 Notices for ground handling staffs when working at the ramp in winter or
slippery conditions.
7.9.1.1 (f) Make sure additional ground personnel (such as wing walkers) are present (if
required). These personels must be positioned approximately 1m outside the path

SIG/P2
LIST OF SIGNIFICANT CHANGES

Rev 03
MANUAL – PART A

of wingtips.
7.9.2.1 Add ground handling operations for aircraft arrival when the docking guidance
system.
7.9.2.2 mục 3 When all engines are completely shut down and the anti-collision lights have
been switched off: Installs the main landing gear chocks and announces:
“AIRCRAFT CHOCKED” then place cones for A/C
8.2.2.2 Add the checklist for coordinator to ensure the safety of ground handling
activities on the ramp.
.

LOTEP/P1
Atik
Vietnam Airlines LIST OF TEMPORARY EFFECTIVE PAGES
TR 01
GROUND OPERATION 06Mar2018
MANUAL - PART A
LIST OF TEMPORARY EFFECTIVE PAGES

Section/ Pages Issue Revision Temporary Revised
Item Number Number Revision Number Date
7.2 15-18 02 03 01 06Mar2018
This Ground Operation Manual Issue 02, Rev 03, Temporary revision 01 is compiled by
Marketing Service Department, reviewed & recommended by Safety - Quality Department,
approved by Vietnam Airlines' Vice President.
Prepared by Reviewed & Recommended bit Approved by
Le Xufin Du'eing
Trinh Anh Thang Deputy Director Le on Ha
Deputy Director Safety - Quality Dept. Vi e esident
Marketing service Dept. Vietnam Airlines Jsc.
Date: 03 Plar 07,01a Date: la II arZa Date: .20 narga

TSIG/P1
LIST OF TEMPORARY SIGNIFICANT
CHANGES TR 01
GROUND OPERATION 06Mar2018
MANUAL – PART A
SIGNIFICANT CHANGES OF GOM ISSUE 02 REV 03

TEMPORARY REVISION 01
Part A
Update regulations about:
- Disinfection of water;
- Frequency, locations, labeling and methods of water sampling;
7.2.4.5 (b)
- Quality standard apply of water;
- Maintaining analysis records for water;
- Action when infection is detected.

- Quality standard of hoses;
- Servicing vehicles;
7.2.4.5 (c)
- Disinfection of hoses and servicing vehicles;
- Protecting the fill point;
- Recording and checking the quality of hoses and hose connectors.
- Order of service for A/C for GSEs;
- Training and recording qualified operators;
- Cleanliness for servicing staff;
- Identifying and reference of fill points;
7.2.4.5 (d) - Maintaining for the cleanliness of A/C filling port and hose connectors;
- Example for flights that need to be drained;
- Note for the using of water obtained by draining and sampling;
- Action before connecting the fill hose to A/C;
- Time to drain for hose filling line and protecting hoses when not in use.
Move the content of section c) 1) about the fill point connectors to item “Note”
7.2.4.5 (d)
of section d)

LOD/P1
LIST OF DISTRIBUTIONS
Rev 02
10May2017
GROUND OPERATION
MANUAL – PART A
No Users Quantit Remark

01 Civil Aviation Authority of Vietnam 03
y
02 President 01
03 Vice President 06
04 Human resources development Dept. 01
05 Operation Control Centre 01
06 Flight Crew 919 02
07 Cabin Crew Division 02
08 Flight Training Centre 01
09 Technical Dept. 01
10 Emergency Response Centre 01
11 Cargo Marketing & Planning Dept. 01
12 Safety-Quality Dept. 02
13 Supply and Material Management Dept. 01
14 Marketing Services Dept. 02
15 Vietnam Airlines Northern regional branch 02
16 Vietnam Airlines Middle region branch. 02
17 Vietnam Airlines Southern regional branch. 02
18 Noibai Operation Centre 01
19 Tansonnhat Operation Centre 01
20 Danang Operation Centre 01
21 Vietnam Airport Ground Services Co., Ltd 07
22 Vietnam
(VIAGS)Airlines Engineering Company 02
23 Vietnam
(((VAECO)Air Petrol Company Limited (SKYPEC) 01
Vietnam Airlines branches in: HPH, VDH, VCL,
24 VII, THD, HUI, BMV, DLI, PXU, UIH, CXR, 13
PQC, VCA.
Vietnam Airlines branches in: CGK, RGN, VTE,
LPQ, BKK, KUL, SIN, NGO, KIX, NRT, FUK,
HND PUS, ICN, CAN, PEK, CTU, HKG, PVG,
KMG, TPE, KHH, PNH, REP, MEL, SYD, FRA,
25 51
CDG, DME, LHR, HGH, XIY, CKG, WNZ,
NKG, NNG, XMN, NGB, SHE, FOC, CSX, CGO,
WUH, TNA, WUX, DLC, HET, LHW,
SJW,MFM, BAV, TYN, TSN.

LOD/P2
Rev 02
10May2017
GROUND OPERATION
MANUAL – PART A
Ground handling company in: HPH, VDH, VCL,

26 VII, THD, HUI, BMV, DLI, PXU, UIH, NHA, 13
PQC, VCA.
Ground handling company in: CGK, RGN, VTE,

LPQ, BKK, KUL, SIN, NGO, KIX, NRT, FUK,
HND, PUS, ICN, CAN, PEK, CTU, HKG, PVG,
27 KMG, TPE, KHH, PNH, REP, MEL, SYD, FRA, 51
CDG, DME, LHR, HGH, XIY, CKG, WNZ,
NKG, NNG, XMN, NGB, SHE, FOC, CSX, CGO,
WUH, TNA, WUX, DLC, HET, LHW,
SJW,MFM, BAV, TYN, TSN.

TOC/P1
TABLE OF CONTENT
Rev 03
22Aug2017
GROUND OPERATION
MANUAL – PART A
TABLE OF CONTENT
Item/Page
Item Content No.
Chapter 1 General
1.1 Introduction 1.1/P1-P6
Compliance with Company manuals and
1.1.1 documentation 1.1/P1
1.1.2 Scope 1.1/P1
1.1.3 Applicable objects 1.1/P1
1.1.4 Subdivision of manual 1.1/P1
1.1.5 Definitions and abbreviations 1.1/P2-P6
1.2 System of Amendments and Distribution 1.2/P1
1.2.1 General 1.2/P1
1.2.2 Temporary Revisions 1.2/P1
1.2.3 Distribution responsibility 1.2/P1
Chapter 2 Organisation and responsibility
2.1 Organizational structure 2.1/P1-P2
2.1.1 Vietnam Airlines organizational chart 2.1/P1
2.1.2 Ground operations organization chart 2.1/P2
2.2 Nominated Post-holder 2.2/P1
Responsibilities and duties of operations
2.3 management personnel 2.3/P1-P6
2.3.1 Post-holder 2.3/P1-P2
2.3.2 Director of the Marketing Service Department 2.3/P2
2.3.3 Director of Operations Centre 2.3/P2-P4

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GROUND OPERATION
MANUAL – PART A
Item/Page
Item Content No.
Manager of Operations Centre of Middle Region
2.3.4 Branch 2.3/P4-P5
Director of Regional Branches and The General
2.3.5 Manager oversea branches 2.3/P5
Representative at domestic airports and Station
2.3.6 Manager at abroad airports 2.3/P5-P6
2.3.7 Delegation of power 2.3/P6
2.4 Communication 2.4/P1-P5
2.4.1 Communication system 2.4/P1
2.4.2 Contact address 2.4/P1-P5
Chapter 3 Quality Assurance
3.1 Management commitment 3.1/P1-P3
3.2 Ramp service standards 3.2/P1-P2
3.3 Supervision and audit 3.3/P1-P6
3.3.1 Principles 3.3/P1
3.3.2 Local Supervision 3.3/P1
3.3.3 Vietnam Airlines Station Audit 3.3/P2
3.3.4 Samples of Flight Handling Checksheets 3.3/P3
3.4 Control of documents 3.4/P1-P2
Chapter 4 Safety in ground handling operation
4.1 Safety principles in loading and unloading 4.1/P1-P2
4.1.1 Loading and unloading 4.1/P1-P2
4.1.2 Loading bulk cargo 4.1/P2
4.2 Safety precautions in loading and unloading 4.2/P1-P2
4.2.1 Loading and unloading of bulk 4.2/P1
4.2.2 Loading and unloading of ULDs 4.2/P1-P2

TOC/P3
TABLE OF CONTENT
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GROUND OPERATION
MANUAL – PART A
Item/Page
Item Content No.
Safety requirements for personnel and ground
4.3 support equipment on the ramp 4.3/P1-P5
4.3.1 Personnel 4.3/P1-P2
4.3.2 Ground support equipments (GSEs) 4.3/P2-P5
4.4 Incident/ Accident handling procedures 4.4/P1-P5
4.4.1 Leakage or spillage of fuel on the apron 4.4/P1-P2
Damage, leakage and spillage of normal liquid
4.4.2 or substances: 4.4/P2
Incident/accident caused by GSEs onto the
4.4.3 aircraft 4.4/P2
4.4.4 Incident/accident of ground support equipments 4.4/P3
Incident/ accident caused by spillage of normal
4.4.5 goods during the transportation 4.4/P3
4.4.6 Apron accident occurred to personnel 4.4/P3
4.4.7 Fire/smoke in the aircraft cabin 4.4/P3-P4
4.4.8 Fire in the GSEs or at the aircraft parking bay 4.4/P4
Damage, leakage and spillage of dangerous good
4.4.9 during loading, unloading and on aircraft’s hold 4.4/P4-P5
4.4.10 Security Incident 4.4/P5
Emergency vacuation of ground personnel during
4.4.11 handling operations (no aircrew present) 4.4/P5
Investigations and report of safety related
4.5 incident(s) at ramp 4.5/P1-P8
4.5.1 Definition 4.5/P1
4.5.2 Grade of occurrence 4.5/P1
4.5.3 report 4.5/P1-P2
4.5.4 Investiagtion 4.5/P2-P3

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MANUAL – PART A
Item/Page
Item Content No.
4.5.5 Document 4.5/P3-P4
4.5.6 Occurrence Report 4.5/P5-P6
4.5.7 Corrective action request: 4.5/P7-P8
4.6 Job competency requirements for personnel 4.6/P1-P2
4.6.1 Genaral 4.6/P1
For the Load control agent and loading
4.6.2 supervisor: 4.6/P1
4.6.3 For the ramp handlers and operators: 4.6/P1-P2
For the baggage handling, loading and cabin
4.6.4 cleaning staff 4.6/P2
4.6.5 For the passenger handling staff 4.6/P2
Chapter 5 Load control
5.1 Principle of load distribution 5.1/P1-P11
Designation of aircraft holds, compartment, bays
5.1.2 and cabin 5.1/P1-P9
5.1.3 Distribution of load for multi-sector flights 5.1/P9-P11
Handling/ load information codes to be used on
5.2 traffic documents and messages 5.2/P1-P
5.2.1 Load information/volume codes 5.2/P1-P2
5.2.2 Codes for load requiring special attention 5.2/P2-P14
5.2/P15-
5.2.3 Pallet contour codes P16
5.3 Loading instruction/ report 5.3/P1-P20
A EDP LOADING INSTRUCTION /REPORT 5.3/P1-P7
5.3.1 General 5.3/P1-P2
5.3.2 EDP Loading instruction/report 5.3/P2-P7

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TABLE OF CONTENT
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GROUND OPERATION
MANUAL – PART A
Item/Page
Item Content No.
MANUAL LOADING
B INSTRUCTION/REPORT 5.3/P8-P
5.3.3 General: 5.3/P8
5.3.4 Description of forms: 5.3/P9-P16
5.3.5 Additional information 5.3/P16
5.3/P17-
5.3.6 Attachment: P20
5.4 Loadsheet 5.4/P1-P17
5.4.1 Manual loadsheet 5.4/P1-P6
Loadsheet produced by electrinic data
5.4.2 processing machine 5.4/P7-P12
5.4/P13-
5.4.3 Loadsheet produce through ACARS P16
5.4.4 Loadsheet retention 5.4/P17
5.5 Special loads 5.5/P1-P6
5.5.1 Equipment in compartments procedure 5.5/P1-P4
5.5.2 Ballast 5.5/P5
Aircraft unit load device – weight and balance
5.5.2 control 5.5/P5-P6
5.6 Last minute changes 5.6/P1-P3
5.6.2 Definitions 5.6/P1
5.6.3 Entry of last minute changes 5.6/P1
5.6.4 Correction of balance conditions 5.6/P1
5.6.5 Responsibility of the load control agent 5.6/P1
5.6.6 Information of flight crew 5.6/P2-P3
5.7 Load control messages 5.7/P1-P15

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MANUAL – PART A
Item/Page
Item Content No.
5.7.1 Loadmessage 5.7/P1-P4
5.7.2 Container/pallet distribution message 5.7/P5-P10
5.7/P10-
5.7.3 ULD management message P11
5.7/P11-
5.7.4 Flight movement messages P15
Load control procedure, training and
5.8 qualifications 5.8/P1-P12
5.8.2 Load control functions. 5.8/P1-P5
5.8.3 Load control procedure. 5.8/P5-P7
5.8.4 Training and qualification. 5.8/P7-P9
5.8.5 Standard of competence. 5.8/P9-P12
Chapter 6 Loading instruction
6.1 Securing of load 6.1/P1-P4
6.1.2 Tie-down rules 6.1/P3-P4
6.1.3 Information about number of lashings required 6.1/ P4
6.1.4 Lashing equipment and lashing rings 6.1/P4
6.2 Loading Aircraft 6.2/P1-P9
6.2.1 General 6.2/P1-P5
6.2.2 Bulk loading 6.2/P6-P6
6.2.3 Handling of unit load devices 6.2/P6-P9
6.3 Handling of special loads 6.3/P1-P34
6.3.1 General 6.3/P1-P2
6.3.2 Heavy and/or bulky cargo 6.3/P2-

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MANUAL – PART A
Item/Page
Item Content No.
P104
6.3/P10-
6.3.3 Perishable cargo P14
6.3/P14-
6.3.4 Wet cargo P20
6.3/P20-
6.3.5 Human remains P21
6.3.6 Obnoxious cargo 6.3/P21
6.3/P21-
6.3.7 Live animals P30
6.3.8 Dangerous good 6.3/P30
6.3/P30-
6.3.9 Miscellaneous P34
Chapter 7 Aircraft handling on the ramp
7.1 Safety and restraint areas on the ramp 7.1/P1-P12
Dangerous areas caused by jet engines and 7.1/P1-P6
7.1.2 propellers
7.1.3 Fire safety perimeter 7.1/P6-P8
7.1.4 Equipment Restraint Area (ERA) 7.1/P8-P12
7.2 Ground support equipment (gse) manual 7.2/P1-P16
7.2.2 GSE position in cabin access 7.2/P2-7
7.2.3 GSE for cargo, baggage and mail services 7.2/P7-P8
7.2.4 Other services and equipment 7.2/P8-P15
7.2.5 GSE without Auxiliary Power Unit (A.P.U) 7.2/P15
7.2.6 De-icing and anti-icing of aircraft on the ground 7.2/P16

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Item/Page
Item Content No.
7.3 Refueling 7.3/P1-P8
7.3.2 Location of refueling equipment 7.3/P1
7.3.3 Prevention of fuel fire hazards 7.3/P2-P5
7.3.4 Re-fuelling with passengers on board 7.3/P5-P8
7.4 Safety cones 7.4/P1-P2
7.4.1 Purpose 7.4/P1
7.4.2 Safety cones requirement 7.4/P1
7.4.3 Positioning principle 7.4/P1-P2
7.5 Chocks of aircraft at the parking position 7.5/P1-P3
7.5.1 Chock’s configuration, dimension and material 7.5/P1
7.5.2 Personnel 7.5/P1
7.5.3 Chocking principles 7.5/P1-P3
7.6 Operation in adverse weather conditions 7.6/P1-P4
7.6.2 Strong winds 7.6/P1-P2
Precautions in the event of high winds and heavy 7.6/P3
7.6.3 rains
7.6.4 Precautions in the event of lighting conditions 7.6/P3-P4
7.6.5 Winter or slippery apron conditions 7.6/P4
7.7 Aircraft interior cleaning 7.7/P1-P5
7.7.1 Aircraft interior cleaning at departure stations 7.7/P1-P4
Aircraft interior cleaning at base stations (NBA, 7.7/P4-P5
7.7.2 SGN)
7.8 Hand Signals 7.8/P1-P18
7.8.1 Introduction 7.8/P1

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Item/Page
Item Content No.
7.8.2 Conditions for Using Hand Signals 7.8/P1
7.8.3 Guide Man Hand Signals (For GSE) 7.8/P1-P4
7.8.4 Marshalling Hand Signals (For Aircraft) 7.8/P4-P11
Technical/Servicing Hand Signals–Ground Staff 7.8/P11-
7.8.5 to Flight Crew P14
Technical/Servicing Hand Signals–Flight Crew 7.8/P14-
7.8.6 to Ground Staff P15
Pushback Hand Signals–Headset Operator to Tug 7.8/P15-
7.8.7 Driver. P17
Pushback Hand Signals–Wingwalker to Headset 7.8/P17-
7.8.8 Operator/Tug Driver P18
7.9 Aircraft Arrival 7.9/P1-P3
7.9.1 Actions Prior to Arrival 7.9/P1
7.9.2 Standard Arrival Procedure 7.9/P1-P3
7.10 Operating of aircraft doors 7.10/P1-P6
7.10.1 Cabin access doors 7.10/P1-P4
7.10.2 Cargo Hold Doors 7.10/P4-P6
7.11/P1-
7.11 Aircraft Departure P14
7.11.1 Introduction 7.11/P1
7.11.2 Wheel Chock Removal 7.11/P1
7.11.3 Action Prior to Departure 7.11/P2
7.11.4 Pre-Departure Table 7.11/P2-P4
7.11.5 Pre-Departure Check 7.11/P4-P5
7.11.6 Communication Requirements 7.11/P5-P7
7.11/P7-
7.11.7 Departure Communication P10

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Item/Page
Item Content No.
7.11/P10-
7.11.8 Departure with Pushback P13
7.11.9 Open Ramp Departure 7.11/P13
7.11.10 Anti-Collision Lights 7.11/P13
7.11.11 Engine Cross Bleed Start 7.11/P13
7.11/P13-
7.11.12 Re-Establishing Communication After Departure P14
7.11.13 Interphone Communication Failure. 7.11/P14
7.12/P1-
7.12 Aircraft pushback and towing P14
7.12/P1-
7.12.1 Definition P16
7.12.2 General 7.12/P1-P5
7.12/P5-
7.12.3 Pushback P10
7.12/P10-
7.12.4 Towing P16
Chapter 8 Departure co-ordination
8.1 General 8.1/P1-P2
8.1.1 Purpose and scope 8.1/P1
8.1.2 Principles 8.1/P1-P2
8.2 Supervision on handling process 8.2/P1-P3
8.2.1 Handling planning 8.2/P1
8.2.2 Performance Supervision 8.2/P2-P3
8.3 Professional requirements for a Coordinator 8.3/P1
Vietnam Airlines Station Manager’s
8.4 responsibilities 8.4/P1

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Item Content No.
8.5 Example of handling plan 8.5/P1-P10
8.5.1 Handling plan A321 8.5/P1
8.5.2 Irregular handling plan A321 8.5/P2
8.5.3 Handling plan B777 8.5/P3
8.5.4 Irregular handling plan B777 8.5/P4
8.5.7 Handling plan B787 8.5/P7
8.5.8 Irregular handling plan B787 8.5/P8

ADMINISTRATION AND CONTROL OF OPERATIONS
MANUAL
GROUND OPERATION
MANUAL – PART A
CHAPTER 1
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

1.1/P1
ADMINISTRATION AND CONTROL OF
OPERATIONS MANUAL Rev 03
Introduction 22Aug2017
GROUND OPERATION
MANUAL – PART A
1.1 Introduction
Vietnam Airlines’s Ground Operations Manual issued shall comply with up-
to-date Vietnam Aviation law, Vietnam Aviation Regulations, IATA Ground
Handling Manual applicable, other IATA regulations and shall be in
accordance with the terms and conditions of the Company’s Air Operator
Certificate (AOC).
The Ground Operation Manuals are accepted by the CAAV before being
used. VAR 12.177; VAR 12.076 (b)(c)(d)
1.1.1 Compliance of Ground operation manual

Ground handling operations of Vietnam Airlines’s aircraft must conform
with regulations, guidance raised in this document. .In case, not able to
conform with the regulations, it’s necessary to explain by documents and
accepted that doesn’t obstruct carrying out other regulations by certain cases.
1.1.2 Scope VAR 12.177

This document control ground handling operations, included: load control,
loading/unloading, ground handling on the ramp, control, arrange and
coordinate the flight.
1.1.3 Applicable objects VAR 12.177

Vietnam Airlines’s Ground Handling Operations Manual is applied to all of
Vietnam Airlines flights operation controllers, ground handling companies
1.1.4 Subdivision of manual

The Manual is subdivided into the following two parts:
Part A: General, which consists of policies and regulations of Vietnam
Airlines applied in ground handling operations.
Part B: Handling Instruction for aircrafts of Vietnam Airlines, which
consists of data of each type of aircraft of Vietnam Airlines and manual for
handling their flight.

1.1/P2
Introduction 01Jul2015
GROUND OPERATION
MANUAL – PART A
1.1.5 Definitions and abbreviations

1.1.5.1 Definitions:
a) “Aerodrome” is an area on land or water ( including any buildings,
installations and equipment) intended to be used either wholly or in
part for the arrival, departure and surface movement of aircraft.
b) “Aircraft” means any machine that can derive support in the
atmosphere from the reactions of the air against the earth’s surface.
c) “Apron” is a defined area, on a land aerodrome, intended to
accommodate aircraft for purposes of loading or unloading
passengers, mail or cargo, fuelling, parking or maintenance.
d) “Ground handling” is services necessary for an aircraft’s arrival at,
and departure from, an airport, other than air traffic services.
e) “Crew member” is a person assigned by an operator to duty on an
aircraft during flight time. The crew members shall include those who
are designated by the aircraft operator to perform their duties during a
flight. Crew member may include on –duty mechanics, dispatcher,
load control staff onboard ( if required).
f) “Flight crew members” are those who navigate the aircraft, including
the principal pilot, assistant pilot and other aviation personnel suitable
to the aircraft class.
g) “Aircraft operator” means an organization, individual engaged in the
aircraft operation.
h) “Vietnam Airlines” is Vietnam Airlines JSC.
i) “President & CEO” is President of Vietnam Airlines JSC.
j) “Organ” is offices, specialized departments of VNA which have
consulting function to Board of Directors and CEO.
k) “Board of directors” is Vietnam Airlines board of director.
l) “Pilot in command” is a flight crewmember designated for a flight by
the operator or the aircraft owner in case of general aviation not for
commercial purposes. The pilot-in-command shall have the highest
authority on board an aircraft and be responsible for the safety and
security of the aircraft, persons and properties on board the aircraft
during the flight.
m) “Taxiing” is movement of an aircraft on the surface of an aerodrome
under its own power, excluding take-off and landing

1.1/P3
GROUND OPERATION
MANUAL – PART A
n) “Taxiway” is a defined path on a land aerodrome established for the

taxiing of aircraft and intended to provide a link between one part of
the aerodrome and another.
o) “Basic weight”: Aircraft weight including the furnishing, fixed
equipment
p) “Dry operating weight” (DOW): Basic weight plus crew and pantry
weight and the other operational items (such as ballast fuel,
stretcher..., if applied).
q) “Deadload”: Gross weight of the cargo, mail, baggage and empty
ULDs.
r) “Operating weight”: Dry operating weight plus take off fuel.
s) “Payload”: Weight of the passengers, cargo, mail, baggage and
ULDs.(these may be revenue and/or nonrevenue)
t) “Zero fuel weight”: (ZFW) Dry operating weight plus payload.
u) “Take off weight”(TOW): Zero fuel weight plus take off fuel
v) “Deadload weight”: (DLW) Zero fuel weight minus the weight of
passengers.
w) “Maximum take off weight”: (MTOW) Maximum weight at brake
release as limited by aircraft strength and airworthiness requirements.
x) “Maximum landing weight”: (MLDW) Maximum weight for landing
as limited by aircraft strength and airworthiness requirements.
y) “Maximum zero fuel weight”: (MZFW) Maximum weight allowed
before usable fuel must be loaded in the aircraft as limited by strength
and airworthiness requirement.
z) “Maximum taxi weight”: (MTW) Maximum weight for ground
maneuver as limited by aircraft strength and airworthiness
requirements. (It includes weight of taxi fuel.)
aa) “Index”: The parameter used to express the variation or location of
C.G. which is the shortened moment of a certain I weight.
bb) “Basic index” (BI): The C.G. Of aircraft basic weight expressed with
index
cc) “Dry Operating Index”: (DOI) The C.G. Of aircraft dry operating
weight expressed with index.
dd) “Laden Index Zero Fuel Weight”: (LIZFW) The C.G. Of aircraft zero
fuel weight expressed with index.

1.1/P4
GROUND OPERATION
MANUAL – PART A
ee) “Laden Index take off weight”: (LITOW) The C.G. Of aircraft take off
ff) “Index of deadload weight”: (DLI) The C.G. Of aircraft dead load
gg) “Percentage of Mean Aerodynamic Chord”: The location of the
aircraft C.G. relative to the leading edge of mean aerodynamic chord.
hh) “%MAC of Zero Fuel Weight”: (MACZFW) The C.G. Of aircraft
zero fuel weight expressed with % MAC.
ii) “%MAC of take off weight”: (MACTOW) The C.G. Of aircraft take
off weight expressed with % MAC.
jj) “%MAC of dead load weight”: (MACDLW) The C.G. Of aircraft
dead load weight expressed with % MAC.
kk) “Take off fuel”: The amount of fuel on board less the fuel consumed
before the take off run.
ll) “Taxi fuel”: A standard quantity of fuel to cover engine starts and
ground maneuvers until start of take off, APU consumption, the
amount may be increased when required by local conditions.
mm) “Trip fuel”: Fuel required to fly from the airport of departure to the
planned destination, based on "Planned Operating Conditions". This
amount shall include fuel for take off, acceleration, climb, cruise,
descent, approach and landing.
nn) “Ballast fuel”: The fuel in lieu of payload which is specifically loaded
for longitudinal balance control.
oo) “Usable fuel”: Fuel available for aircraft propulsion.
pp) “Unusable fuel”: Fuel can not be used due to technical limitations and
must be included in weight and balance concerns.
1.1.5.2 Abbreviations:
a) “A/C” is Aircraft.
b) “AMM” is Aircraft Maintenance Manual.
c) “APU” is Auxiliary Power Unit.
d) “ASU” is Air Starter Unit.
e) “ATA” is Actual Time of Arrival.

1.1/P5
GROUND OPERATION
MANUAL – PART A
f) “ATD” is Actual Time of Departure.

g) “C.G” is Centre of Gravity.
h) “BA”: is Balance arms which are a true measure in inches from the
reference datum.
i) “BI”: The C.G. Of aircraft basic weight expressed with index
j) “CAPT” is Captain.
k) “DEST” is Destination
l) “DOI” is Dry Operating Index
m) “DOW” is Dry Operating Weight
n) “ENG” is Engine
o) “ETA” is Estimated Time of Arrival
p) “ETD” is Estimated Time of Departure
q) “IATA” is International Air Transport Association
r) “ICAO” is International Civil Aviation Organization
s) “ISO” is International Standard Organization
t) “GOM” is Ground Handling Manual document.
u) “GSE” is Ground support equipment
v) “kg” is Kilogram
w) “kHz” is kilohertz
x) “km” is kilometer
y) “kt” is Knot
z) “lb” is pound
aa) “L/G” is Landing Gear
bb) “LH” is Left Hand
cc) “LIZFW” is the C.G. of aircraft zero fuel weight expressed with index.
dd) “LITOW” is the C.G. of aircraft take off weight expressed with index.
ee) “m” is Meter
ff) “MAC” is Mean Aerodynamic Chord

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Introduction 18Jan2017
GROUND OPERATION
MANUAL – PART A
gg) “%MAC” is Percentage of Mean Aerodynamic Chord).

hh) “MACZFW” is the C.G. of aircraft zero fuel weight expressed with %
MAC.
ii) “MACTOW” is the C.G. of aircraft take off weight expressed with %
MAC.
jj) “MACDLW” is the C.G. Of aircraft dead load weight expressed with %
MAC.
kk) “MEL” is Minimum Equipment List
ll) “MLW” is Maximum Landing Weight
mm) “mm” is Millimeter
nn) “MTOW” is Maximum Take-off Weight
oo) “MZFW” is Maximum Zero Fuel Weight
pp) “NA” is Not Applicable
qq) “NOTAM” is Notices to Airman
rr) “PAX” is Passenger
ss) “PSI” is Pound per Square Inch
tt) “RH” is Right Hand
uu) “RWY” is Runway
vv) “TOW” is Take-off Weight
ww) “TWY” is Taxiway
xx) “VHF” is Very High Frequency (30 – 300MHz)
yy) “Vietnam Airlines” is Vietnam Airlines JSC.
zz) “WBM” is Weight and Balance Manual
aaa) “ZFCG” is Zero Fuel Centre of Gravity
bbb) “ZFW” is Zero Fuel Weight
ccc) “NOC” là Trung tâm Khai thác Nội Bài
ddd) “DOC” là Trung tâm Khai thác Đà Nẵng
eee) “TOC” là Trung tâm Khai thác Tân Sơn Nhất
fff) “VIAGS” is Vietnam International Airport Ground Services.
ggg) “VAECO” is Vietnam Airlines Engineering Company
hhh) “SAGS” is Saigon Ground Services

1.2/P1
OPERATIONS MANUAL
Rev 00
GROUND OPERATION
System of amendments and distribution 01Jul2015
MANUAL – PART A
1.2 System of amendments and distribution

1.2.1 General
The Ground Operations Manual is issued by President & CEO and all
amendments or revisions shall be issued by the Executive Vice President
Services.
The Ground Operations Manual is issued by PDF file or CDs. It will be
deployed and replaced the out of date version by two way:
a) For organs have portal address: PDF file through portal.
b) For organs don’t have portal address: CDs
The units use this document can print this document if necessary and must
be responsible for the effectiveness of the documents.
1.2.2 Temporary Revisions
Temporary revisions that may be urgently required in the interests of the
flight safety shall be promulgated as bulletins and issued on yellow paper.
Those of a temporary nature shall be cancelled as soon as they are no longer
relevant. Those of long term application shall be incorporated into the
manual when it is next amended, or within six months of their effective date,
whichever is the sooner.
1.2.3 Distribution responsibility
The Ground Handling Operations Manual shall be deployed to ground
service handlers at airport that Viet Nam Airlines have operations. The
departments of contract managing have to responsibility of distributed
correlative content of Ground Handling Operation Manual (totally or partial)
to concerning partners.
Notice: Marketing Services Department has responsibility to guide the
necessary content in case of Ground Handling Operations Manual partial
deployment.

ORGANISATION AND RESPONSIBILITY
GROUND OPERATION
MANUAL - PART A
CHAPTER 2

2.1/P1
Organisation structure Rev 03
MANUAL - PART A
P
2.1 Organisation structure
2.1.1 Function and duty chart

2.1/P2
Organisation structure Rev 03
MANUAL - PART A
P
2.1.2 Ground operations organization chart

2.2/P1
Nominated postholder Rev 03
MANUAL - PART A
2.2 Nominated postholder
Position Name
President & CEO Mr. Duong Tri Thanh
(accountable
manager)
Maintenance Mr. Dang Ngoc Hoa – Vice President of Technical
System
Mr. Le Hong Ha –Vice President of Ground Operation and
Ground Operations
Services
Flight Operations Mr. Phan Xuan Duc – Vice President of Flight Operations
Safety Mr. Nguyen Thai Trung – Vice President of Safety
Mr. Nguyen Thanh Son – Deputy Director of Human
Crew Training
Resources
Mr Le Ba Tung - General manager of Aviation Security
Security
Division
These persons shall have proven competency in civil aviation and be

available and serving in their positions during operations.
Note: See appendix 1 to 12.060 of VAR for additional management
personnel requirements.

ORGANISATION AND RESPONSIBILITY 2.3/P1
Responsibilities of operations management

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GROUND OPERATION personnel 10May2017
MANUAL - PART A
2.3 Responsibilities of operations management personnel
2.3.1 Ground operations post-holder VAR 12.060 (b)(4)
a) Responsibilities: Be mainly responsible to President and CEO on

managing, monitoring all ground operation activities of Vietnam Airlines
relating to AOC for ensuring safe, effective operations in compliance with
requirements of CAAV mentioned in VARs, other aviation authorities,
ICAO, IATA and Vietnam Airlines’s Policy
b) Duties:
1) Organizes and orients all operation of the ground operation discipline;
2) Directs to establish, implement and maintain policies, standards,
procedures and requirements for Ground Operations in accordance
with Vietnam Aviation Regulations, other Aviation Authorities,
ICAO, IATA and Vietnam Airlines; monitor carrying out of policies,
standards, regulations and procedures of ground operations;
3) Audit and select ground services providers for Vietnam Airlines
flight which meet regulation of CAAV and requirment of Vietnam
Airlines. Sign contracts with ground handling, catering and other
ground services providers under the President &CEO authorization;
4) Ensure that all ground services provided for Vietnam Airlines flight
by ground service companies meet the articles of contracts and
standards of Vietnam Airline;
5) Responsible for ensuring necessary budget, human resources and
other favourable conditions, ensuring that Vietnam Airlines flights
during ground operation follows the current regulations of CAAV
and policies of Vietnam Airlines;
6) Responsible for monitoring and settling payments relating to the
flights’ ground handling activities;
7) When necessary, Ground Operation Postholder will authorize his
executive responsibilities for the Marketing Services Director,


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GROUND OPERATION personnel 10May2017
MANUAL - PART A
simultaneously ensure for full authorized functions to subordinate are

in accordance with the requirements of the law as well as the
provisions of Vietnam Airlines;
8) In addition, Ground Operation Postholder has safety powers,
responsibilities and obligations stated in SMSM, Section 6.2.3;
9) Perform other duties assigned by CEO & President.
2.3.2 Director of the Marketing Service Department
The Director of the Marketing Service Department reports to the Ground
Operations Post-holder and is responsible for the following functions:
a) To set up the service quality standards of Vietnam Airlines in civil air

transportation, including the standards in ground services and in-flight
services which shall be submitted to the President for issuance and
application. To study and amend these standards according to the market
requirements.
b) To study and propose the alternatives for development of all kinds of civil
aviation products and services.
c) To discuss, get signed the ground handling contracts, catering contracts

between Vietnam Airlines Corporation and other service providers within
the authority. To manage and supervise the execution of the signed
contracts.
d) To organize, manage the survey to check and supervise the execution of air
transportation service standards.
e) To analyze and evaluate Vietnam Airlines’ passenger service quality and

propose recommendations for quality improvement.
2.3.3 Director of Operations Centre

The Director of Operations Control Centre reports to Executive Vice
President Ground Operations and is responsible for the following functions:
a) To receive and inform all concerned organizations of flight schedules,

schedule changes and other changes related to daily flight operations.


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GROUND OPERATION personnel 18Jan2017
MANUAL - PART A
b) To support flight crew do their mission (support document, data related to

flight, aircraft…).
c) To collect information, report to Flight Operations Control Centre and co-

ordinate with duty person to solve irregular situation of aircraft, flight and
flight crew at airport.
d) To supervise, co-ordinate to perform duties related to aircraft maintenance

and safety operation.
e) To represent Vietnam Airlines to contract out other services of supply,

supervision for Vietnam Airline’s flights at the airport (passenger
transportation, hotels, meal booking, business lounge…). To check and
verify the monthly invoices of Operation Airport Company of Authority’s
(or other partners) fees and charges of parking-landing, safety-security,
follow-me, quarantine based on the actual number of Vietnam Airline’s
flights; verify other documents and to settle all compensations related to
passengers and baggage.
f) To analyze and evaluate Vietnam Airlines’ service quality at the airport

and make proposals in order to enhance the Vietnam Airlines’ service
quality as well as reputation at the airport, minimize damages resulting
from incidents.
g) To preside over daily, weekly, monthly and quarterly briefings with other
Vietnam Airlines’ departments on the quality assurance of ground and
flight services. To participate in periodically briefing with airport
authority.
h) To execute, coordinate to perform duties related to passenger and baggage

services at airport of Vietnam Airlines flights, co-operation flights of
Vietnam Airlines and other carriers.
i) To supervise services of Airport authority and agencies for passengers,

baggage to ensure these services are undertaken in compliance with the
policies, procedures, regulations and standards stipulated by Vietnam
Airlines.
j) To direct and make decisions to settle all irregularities at the airport

involving passengers and baggage.


Rev 01
MANUAL - PART A
k) To manage, control and supervise ground services for Vietnam Airlines

flights according to contracts, agreements or deals to ensure these services
are undertaken in compliance with the policies, procedures, regulations
and standards stipulated by Vietnam Airlines.
l) To manage Vietnam Airlines ’s storehouse of drink, instrument, material,

production, label, tag. Ensure to arrange in-flight instrument balance
between airports.
m) To make/ adjust orders of meals, drinks, materials and other production…

for Vietnam Airlines flights according to contracts, agreements or deals.
n) To control, supervise Vietnam Airlines ’s in-flight services (catering,

entertainment, toilet material…) according to policies, procedures,
regulations and standards stipulated by Vietnam Airlines.
2.3.4 Manager of Danang Operations Centre of the Middle Region Branch.
The Manager of Operations Control in the Middle Region Office reports to

Director of Middle Region Office and is responsible for the following functions:
a) To control and supervise the services supplied by the providers at Danang

Airport in order to ensure that all the departure and arrival flights are
served safely and punctually in compliance with the schedules and
regulations of Vietnam Airlines and the aviation authority.
b) To supervise and coordinate the operations at Danang Airport to ensure

that all flights are operated in accordance with the schedules and
regulations of Vietnam Airlines.
c) To receive information about flight schedules, schedule changes and other

changes related to daily flight operations from Vietnam Airlines’ relevant
management bodies and cause to implement them. To provide assistance to
flight crews on duty at Da Nang Airport.
d) To represent Vietnam Airlines to contact and coordinate with the Middle

Airport Authority and its agencies functioning therein in dealing with all
matters relating to passenger and baggage services at Danang Airport.
e) To contact, coordinate with other Vietnam Airlines’ units functioning at

the airport and other departments elsewhere to handle all irregularities
relating to all flights.


Rev 01
MANUAL - PART A
f) To make all the reports about the operations and other matters in
accordance with the regulations of Vietnam Airlines and of the Middle
Region Office.
2.3.5 Director of Regional Branches and The General Manager oversea

Branches.
The General Manager and Director are mainly responsible for ground
operations of Vietnam Airlines flights at his assigned stations with the
following functions:
a) To manage, coordinate, control and supervise the operations relating to

the Vietnam Airlines flights.
b) To assign tasks to the Station Manager and other operations staff.
c) To deal with all matters that is beyond the Station Manager’s authority.
d) To be directly responsible for all the procedures relating to flight

permissions, operator license, operator certificate with the local aviation
authority.
e) To propose solutions and to be on behalf of Vietnam Airlines to deal with

all matters arising from the operations and from flight irregularities.
2.3.6 Representative at domestic Airports and Station Manager at abroad

Airports.
The Person reports to the General Manager (or Director of Regional

Branches) with the following functions:
a) To directly handle the operations of all Vietnam Airlines’ flights at the

assigned airport.
b) To manage the operations of the flights to and from the assigned market.
c) To be responsible for assigning duties to the staff at the airport.
d) To be responsible for the handling of passengers at the airport, which may

include upgrading, downgrading and transfer of passengers in compliance
with the regulations of Vietnam Airlines and of the aviation laws and report
to the General Manager in case of irregularities


Rev 01
MANUAL - PART A
e) To manage and control the excess baggage and all matters relating to load
control: to decide to offload the cargo in case of overload (in special cases,
be able to decide on excess baggage). To supervise the passenger check-in
procedures at check-in counters and all aircraft handling procedures at the
ramp, and complete all post-departure procedures.
f) To ensure the handling of arrival, departure and transit baggage, and

coordinate with the concerned departments to find the missed baggage, and
promptly respond when requested. To supervise the handling of baggage
and cargo at the airport in accordance with Vietnam Airlines’ regulations
thereof.
g) To assist the General Manager in applying for all relevant permissions.
h) To prepare, receive the plans and provide the flight crew with special
information.
i) To check and supervise the provision of in-flight services such as meals,

beverage, newspapers to make sure that they are in compliance with quality
standards regulated by Vietnam Airlines.
j) To make regular and specific case-by-case operational reports; to propose

alternatives to adjust and improve the standards based on the actual
operations situations.
k) To take part in regular and special meetings arranged between the Vietnam
Airlines and the ground handling companies in order to review all SLA
activities and constantly improve service quality.
2.3.7 Delegation of power.
a) To ensure continuous control when absence at office, ground duty

manager/operation should hold delegation of power to junior.
b) Accordance function and duty, delegation of power shall be regular or
irregular and ensured that:
1) Attorney must have enough ability and responsibility for the delegation;
2) All function of delegation in accordance with the law and other rules of
Corporation.

2.4/P1
Communication Rev 01
GROUND OPERATION 18Jan2017
MANUAL - PART A
2.4 Communication
2.4.1 Communication system
Means of communication are applied to ensure an exchange of

operationally relevant information to each staff for reasons of safety,
security, quality and business efficiency improvement in ground
operations.
Communication system in ground operations may include some means as

follows:
a) In hard copy: Complying with regulations of editing and issuing documents
of Vietnam Airlines. This means is applied to reports, including operation
reports, safety, security and quality ones.
b) In soft copy: Complying with regulations of management of network, email
and phone of Vietnam Airlines:
1) Email
2) Sitatex
3) Phone, Fax
4) Internet.
c) Others:
1) Memoranda, letters, bulletins
2) Internal bulletins, professional books and newspaper.
2.4.2 Contact address
Related addresses in ground operations are mentioned in this manual.

Moreover, addresses of Vietnam Airlines’s branches and departments are
updated in telephone directory and website of Vietnam Airlines.
Name Address
Marketing Service Department SITA: HDQHDVN
Ground Services TEL: 84-4-38723376

SITA: HDQHGVN
Ramp Handling TEL: 84-4-38730755

SITA: HDQHRVN
DCS & SSR Centre TEL: 84-4-38730929

SITA: HDQHDVN

2.4/P2
MANUAL - PART A
Name Address
Noibai Operations Centre TEL: 84-4-35844343
SITA: HANOAVN
Tansonnhat Operations Centre TEL: 84-8-38485839

SITA: SGNAZVN
Danang Operations Centre – Middle region TEL: 84-511-3655089

branch SITA: DADADVN
VIAGS at Noi Bai TEL: 84-4-38865060

SITA: HANKDVN
VIAGS at Da Nang TEL: 84-511-3650390

SITA: DADAPVN
VIAGS at Tan Son Nhat TEL: 84-8-38442172

SITA: SGNDMVN
Vietnam Airlines’ Branch in HPH TEL: 84-31-3849242

SITA: HPHKKVN
Vietnam Airlines’ Branch in DIN TEL: 84-23-3735366

SITA: DINAPVN
Vietnam Airlines’ Branch in VII TEL: 84-38-3595777

SITA: VIIAPVN
Vietnam Airlines’ Branch in THD TEL:

SITA: THDAPVN
Vietnam Airlines’ Branch in HUI TEL: 84-54-3824709

SITA: HUIKKVN
Vietnam Airlines’ Branch in VDH TEL: 84-52-3810909

SITA: VDHKKVN
Vietnam Airlines’ Branch in VCL TEL: 84-0510-3550550

SITA: VCLKKVN
Vietnam Airlines’ Branch in PXU TEL: 84-59-3823058

SITA:PXUKKVN

2.4/P3
MANUAL - PART A
Name Address
Vietnam Airlines’ Branch in BMV TEL: 84-50-3954442

SITA: BMVKKVN
Vietnam Airlines’ Branch in DLI TEL: 84-63-3833499

SITA: DLIKKVN
Vietnam Airlines’ Branch in TBB TEL: 84-057-3810510

SITA: TBBKKVN
Vietnam Airlines’ Branch in UIH TEL: 84-56-3825313

SITA:UIHKKVN
Vietnam Airlines’ Branch in NHA TEL: 84-58-3826768

SITA: CXRKKVN
Vietnam Airlines’ Branch in PQC TEL: 84-77-3980778

SITA: PQCAPVN
Vietnam Airlines’ Branch in VCA TEL: 84-710-3744320

SITA: VCAAPVN
Vietnam Airlines’ Branch in VKG TEL: 84-77-3923477

SITA: VKGKKVN
Vietnam Airlines’ Branch in ICN TEL: 82-2-6636648

SITA: ICNKKVN
Vietnam Airlines’ Branch in PUS TEL: 82-(0)51-941 6568

SITA: PUSKKVN
Vietnam Airlines’ Branch in KIX TEL: 81-7-245 68931

SITA: KIXKKVN
Vietnam Airlines’ Branch in NRT TEL: 81-3-3508 1481

SITA: NRTKKVN
Vietnam Airlines’ Branch in FUK TEL: 81-92-436 1818

SITA: FUKKKVN
Vietnam Airlines’ Branch in NGO TEL: 81-52-58-35171

2.4/P4
MANUAL - PART A
Name Address
SITA: NGOKKVN
Vietnam Airlines’ Branch in HKG TEL: 81-3-5157 7399

SITA: HKGKKVN
Vietnam Airlines’ Branch in BJS TEL: 86-10-6459 1089

SITA: BJSAPVN
Vietnam Airlines’ Branch in CTU TEL: 86-28-85268971

SITA: CTUAPVN
Vietnam Airlines’ Branch in PVG TEL: 86-13-795249190

SITA: PVGKKVN
Vietnam Airlines’ Branch in CAN TEL: 86-20-86130731

SITA: CANKKVN
Vietnam Airlines’ Branch in KHH TEL: 886-7-8057875

SITA: KHHKKVN
Vietnam Airlines’ Branch in TPE TEL: 886-3-398 3026

SITA: TPEKKVN
Vietnam Airlines’ Branch in BKK TEL: 66-(0)2-5352671

SITA: BKKKKVN
Vietnam Airlines’ Branch in VTE TEL: 856-21-512 240

SITA: VTEKKVN
Vietnam Airlines’ Branch in LPQ TEL: 856-71-213 049

SITA: LPQKKVN
Vietnam Airlines’ Branch in PNH TEL: 855-23-300 385

SITA: PNHKKVN
Vietnam Airlines’ Branch in REP TEL: 855-63-964 488

SITA: REPAPVN
Vietnam Airlines’ Branch in SIN TEL: 65-6542 2181

SITA: SINKKVN

2.4/P5
MANUAL - PART A
Name Address
Vietnam Airlines’ Branch in KUL TEL: 60-3-877 64620
SITA: KULKKVN
Vietnam Airlines’ Branch in RGN TEL: 95-1-255066

SITA: RGNAPVN
Vietnam Airlines’ Branch in FRA TEL: 49-69-29725650

SITA: FRAKKVN
Vietnam Airlines’ Branch in PAR TEL: 33-1-4862 2562

SITA: CDGKKVN
Vietnam Airlines’ Branch in MOW TEL: 7-095-5408661

SITA: DMEKKVN
Vietnam Airlines’ Branch in LGW TEL: 44-0-20-32632062

SITA: LGWAPVN
Vietnam Airlines’ Branch in MEL TEL: 61-3-9330 0499

SITA: MELKKVN
Vietnam Airlines’ Branch in SYD TEL: 61-2-9693 5588

SITA: SYDKKVN

QUALITY ASSURANCE
GROUND OPERATION
MANUAL - PART A
CHAPTER 3
QUALITY ASSURANCE

3.1/P1
QUALITY ASSURANCE
Management commitment Rev 02
GROUND OPERATION 10May2017
MANUAL - PART A
3.1. Management commitment
3.1.1 Vietnam Airlines always encourages and appreciates all its staff to report
all discrepancies related to safety and quality in service performance and
commits as well as not to apply any penalties to the involved person
making true, objective report in time.
3.1.2 Vietnam Airlines always carries out education and training program to
ensures that all Vietnam Airlines staff taking part in operation and service
performance shall be strictly obey the law and other regulations of
Vietnam and of other countries/ airport to where Vietnam Airlines
operates.
3.1.3 Vietnam Airlines always commits and ensures that all Vietnam Airlines
staff taking part in operation and services performance are physically and
mentally fit for duty in accordance with the issued regulations.
3.1.4 Vietnam Airlines commits to honor its official agreement made with any
ground handler at airport and to facilitate all ground services to be
performed with the best quality.
3.1.5 Vietnam Airlines grant the Authority access to and co-operation with any
of its organizations, facilities and aircraft; Ensure that the Authority is
granted access to and co-operation with any organization or facilities that
it has contracted for services associated with commercial air transport
operations and maintenance or services VAR 12.053(a)
3.1.6 Vietnam Airlines arrange appropriate ground handling facilities at each

aerodrome used to ensure the safe servicing and loading of our flights.
VAR 12.065 (b)
3.1.7 Record completion requirements VAR 12.080
Vietnam Airlines shall ensure that all records required to be completed

under this Subpart are completed
a) For qualification and experience of that personnel, prior to the use of

the person, aircraft or component in commercial air transport
operations.

3.1/P2
QUALITY ASSURANCE
Ramp service standards Rev 02
MANUAL - PART A
For all other records, as the necessary information is provided to the

person designated to complete the record.
b) Vietnam Airlines shall ensure that its procedures for providing
information to the persons designated to complete a specific record are
provided in a timely way so that the record is continuously up-dated
and available for consideration for the planning and conduct of
commercial air transport operations.
c) The person(s) designated to complete a specific record shall be given
that designation in writing and provided training and written policy
guidance for the completion of the document with respect to timing
and accuracy.
d) Each person designated to complete and/or sign a record required
under this Subpart shall make the required entries accurately and in a
timely manner so that the record used for planning and conduct of
commercial air transport reflects the true situation at the time of use.
e) Each record required for Vietnam Airlines operations and maintenance
purposes shall be completed in ink or indelible pen, unless otherwise
approved by the Authority.
3.1.8 Staffs record general rules VAR 12.083
a) The Vietnam Airlines shall maintain current records which detail the
qualifications and training of all its employees, and contract
employees, involved in the ground operations.
b) The Vietnam Airlines shall maintain records for those employees
performing crew member or operational control duties in sufficient
detail to determine whether the employee meets the experience and
qualification for duties in commercial air transport operations.
c) This record, its contents, layout and the procedures for its use shall be
approved by the Authority prior to its use in commercial air transport.
d) This record shall be identifiable to the Vietnam Airlines and the
specific individual.
e) This record shall be retained by the Vietnam Airlines in safe custody
for at least six months after the individual no longer employed by the
Vietnam Airlines.
3.1.9 The Authority has the power to conduct tests and inspections, at anytime
or place, to determine whether VNA is complying with the applicable
laws, regulations and AOC terms and conditions VAR 12.055(b)
3.1.10 Vietnam Airlines commit that Ground handling companys which serve
Vietnam Airlines shall have the organizational structure approved by
CAAV with the responsibility and authority of controlling ground
operations include: operations on ramp, passenger and baggage

3.1/P3
QUALITY ASSURANCE
MANUAL - PART A
handling, cabin cleaning, weight and balance, ground support equipments,

fuel services. VAR 12.076 (a)
3.1.11 Vietnam Airlines will submit to CAAV list of ground handling companies
and the list of specific tasks delegated to these companies at airports VNA
arrive to. VAR 12.076 (d)
3.1.12 In case all or part of ground operation functions are authorized to the
ground handling company, VNA will conclude Ground Handling
Agreement with this company. These agreements must comply with
IATA’s Standard Ground Handling Agreement VAR 12.067 (b)(3)(c)

3.2/P1
QUALITY ASSURANCE
GROUND OPERATION 01Jul2015
MANUAL - PART A
3.2. Ramp service standards
In principle, the following quality standards should be strictly followed in

Vietnam Airlines aircraft handling on the ramp.
Items Standards
Information for flight GOM updated and available
handling Flight information immediately available to all
responsible personnel by the means of SITATEX,
Sabre, flight schedule …and local station
instructions.
Ground Service a/ Approaching the aircraft after chock on:
Equipment - 2 Passenger Stairs: ATA + 02 min.
- GPU (on request): ATA + 02 min.
- ACU (on request): ATA + 03 min.
- Aerobridge: ATA + 05 min
b/ Pushback truck: ETD – 05 min.
Offloading Offloading at ATA + 03 min.
Cleaning Completion:
& For B787/B777/A350/A330: ETD – 40 min.*
Catering For A320/A321: ETD – 30 min.
For ATR72: ETD – 25 min.
(* Don’t applied for ground time < 90 min)
ULD-cargo Last unit at aircraft:
For B787/B777/A350/A330: ETD – 45 min.
For A321: ETD – 35 min.
Bulkload, Mail Available at aircraft:
For B787/B777/A350/A330: ETD – 50 min.
For A321:
ETD – 35 min.
Start boarding For B787/B777/A350/A330: ETD – 40 min.*
For A321: ETD – 30 min.
(* Don’t applied for ground time < 90 min)
NOTOC In cockpit: ETD – 10 min.
Loadsheet In cockpit:
1. EDP/Manual ETD – 10 min.
2. ACARS ETD – 15 min.
Last minute change Not later than ETD – 5 min.
Baggage Last bag at aircraft ETD – 4 min.
Stairs/Aerobridge Remove as soon as the aircraft door closes,
but no later than ETD – 3 min.

3.2/P2
QUALITY ASSURANCE
MANUAL - PART A
Cargo doors The latest closed at ETD – 3 min.

Aircraft pushback STD/ETD
Operational messages To be dispatched after takeoff within:
60 minutes for longhall flight*
30 minutes for mediumhall flight*
15 minutes for shorthall flight*
10 minutes for domestic shorthall flight
*Movement messages MVT no later than:
ATD + 15 min
ATA + 15 min

3.3/P1
QUALITY ASSURANCE
Supervision and control Rev 03
MANUAL - PART A
3.3. Supervision and control
The following policy is valid for maintaining quality of weight & balance
and ramp handling of Vietnam Airlines’s aircraft.
3.3.1 Principles
In principle, being responsible for safe aircraft handling is Vietnam

Airlines. Vietnam Airlines assures that its aircraft is handled according to
its established and issued regulations and procedures. The standard met
quality shall be supervised through the quality assurance system as stated
below. It covers two parts, the Local Supervision and the Vietnam Airlines
Station Audit.
The Safety, Quality Department of Vietnam Airlines shall be responsible

for maintaining the station quality assurance system at all Vietnam Airlines
operated airport.
3.3.2 Local Supervision
3.3.2.1 Responsibility
For quality assurance, the Vietnam Airlines Station Manager or his
assigned supervisor shall be responsible for any arrangement of supervisory
measurement for flight handling. At least once a month, he/she shall check
the strict compliance of the valid safety related regulation and procedures
by means of the “Flight Handling Checksheet”
3.3.2.2 Procedures
What: Local performance checks of handling by means of Flight

Handling Checksheet.
Sections must be checked: 1. Crew briefing 2. Weight& Balance
3. Ramp Handling
Who: Local Vietnam Airlines Station Office – Supervisor of the
ramp operation
When: Once a month. To illustrate, for a month, several flights could be
evaluated and one or more sections of “Flight Handling Checksheet”
could be done for each flight depend on the arrangement of branchs’
labor. Moreover, it is requied to check every sections of “Flight
Handling Checksheet” during evaluating period.

3.3/P2
QUALITY ASSURANCE
MANUAL - PART A
`
How: The compliance of flight handling with the valid regulation
sand procedures shall be cross checked and analysed by the responsible
local Vietnam Airlines Station Staff.
The local Vietnam Airlines Station Staff shall be responsible for

determining and initiating corrective action needed to correct
nonconformity or to correct the cause of nonconformity. The local
Vietnam Airlines Station Staff shall be responsible for following up and
documenting the process and reporting periodically to HDQ.
3.3.3 Vietnam Airlines Station Audit
3.3.3.1 Responsibility
The station audit shall be performed with checklist at item 3.3.3.2 under
responsibility of Vietnam Airlines
3.3.3.2 Audit contents:
Weight & Balance Equipment

Ramp Handling Procedures and Reporting
Security Crew briefing
Cargo Handling Qualification
The auditing of station/ground handling supplier is performed by various

concerned departments of Vietnam Airlines, at least once per two years,
according to valid audit program/procedures of Vietnam Airlines with
reference to the supervisory monthly reports from Station Manager.

3.3/P3
QUALITY ASSURANCE
MANUAL - PART A
`
3.3.4 Samples of Flight Handling Checksheets
Flight Handling Checksheet
Station: _____________________________________________________
Responsible Manager:______________________________________________
Handing Agent - W&B_____________________________________________
Handling Agent - Ramp coor_________________________________________
Cargo Handling___________________________________________________
Technical Handling________________________________________________
Type of Aircraft _________________________________________________
Flight per week _______________________________________________
Flight Handling (W&B) Manual_________ EDP System________
Passenger Handling Manual_________ EDP System________
Cargo Handling (doc) Manual_________ EDP System________
Flight No. Date From To A/C Reg A/C type
Results Crew Briefing Weight&Balance Ramp Handling

Finding
No Findings
Not applicable
Non conformity Corrective Action

__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
Checked by________________ Approved by: ______________

3.3/P4
QUALITY ASSURANCE
MANUAL - PART A
`
a) Crew Briefing
Compliance
Contents
Y N N/A
Preparation of Documents
Preparation of Operation Flight Plan
SLOT- Information to Crew
b) Weight& Balance
Compliance
Contents
Y N N/A
Work Preparation
Incoming load information to Handling Agent
Operation A/C data for Loadsheet& Balance
chart
Load plan preparation (incl. signature)
Fuel Data (communication, correct entry…)
Load data in Load sheet & Balance chart
(complete? Correct entry?, etc)
Number of Passengers and seating
Bag weight calculation
Loadsheet calculation
Trimsheet
Consistency of LIR, loadsheet & trimsheet
NOTOC
Messages
Filing
c) Ramp handling
Compliance
No Contents
Y N N/A
A: AIRCRAFT ARRVAL/OFFLOAD
1 Proper hearing protection is used
by all employees.
2 Proper safety footwear is worn by
all employees.
3 High visibility /reflective clothing
is worn
4 An FOD inspection has been

3.3/P5
QUALITY ASSURANCE
MANUAL - PART A
`
made, FOD removed and properly
disposed.
5 All equipment is positioned
outside aircraft clearance lines.
6 The gate area is clear.
7 The bridge is fully retracted. If
driveable type it is parked within
its “Ramp Box”
8 The bridge operator makes a
visual check for clearance and the
area beneath and within the travel
of the boarding bridge is clear
9 The gate and bridge areas are
ready for arrival
10 The bridge operator uses hearing
protection
11 There are not any obstructions
present in the bridge
12 Fall protection devices
(doors/barriers) are utilized on the
bridge
13 The proper hand signals are used
by marshaller, if marshaller is used
14 Wands are used for marshalling
and all signalling (illuminated in
low visibility)
15 Aircraft chocks are properly
installed according to airline
procedures
16 The grounding cable is connected
to grounding point on Nose Leg
(where available)
17 Personnel wait until the aircraft
has stopped, is chocked, anti-
collision light off, engines shut
down and “all clear” given by
marshaller before approaching
18 Wingtip/engine cones are properly
positioned according to airline

3.3/P6
QUALITY ASSURANCE
MANUAL - PART A
`
procedures
19 The bridge operator is alert to
devices on the fuselage
20 Bridge warning devices operate
(beacon, bell, etc.)
21 The bridge auto levelling system is
deployed and operating
22 The boarding bridge is properly
lighted
23 The bridge is properly aligned to
the aircraft
24 The weather canopy is deployed to
the aircraft
25 Employees observe ramp safety
rules (no horseplay, no smoking,
etc.
26 Employees adhere to the “no seat,
no ride rule”
27 Employees walk rather than run on
the ramp
28 Local speed limits are observed by
all drivers
29 Roadways are used by equipment
operators
30 A guide-person is used when
positioning equipment in confined
areas
backing equipment to the aircraft
positioning high-reach trucks
33 After positioning elevated units to
the aircraft, stabilizers are
immediately deployed
34 All vehicles make a stop for a
brake check at the distance from
the aircraft required by the airline
35 The areas around cargo/passenger
doors are visually checked for

3.3/P7
QUALITY ASSURANCE
MANUAL - PART A
`
existing damage (dents, scratches,
etc.) before ground equipment
approaches
36 Personnel check clearances when
opening cargo/passenger doors
37 Cargo/passenger doors are opened
and secured properly by
authorized personnel using
required signals
38 When mobile passenger steps are
used, they are properly positioned
to the aircraft. Stabilizers are
deployed
39 Personnel refrain from
“Horseplay”
40 The beltloader is in the full down
position with handrail stowed
when approaching the aircraft,
when possible
41 The beltloader front bumper is
positioned below and away from
the cargo door sill
42 The beltloader handrail is raised
when up to a wide body aircraft
43 Employees refrain from walking,
standing or sitting on a moving
conveyor belt
44 Safety rails on wide body loaders
are down upon approach to aircraft
45 The container loader is properly
positioned to the aircraft with
stabilizers deployed
46 Loader guardrails are installed for
off/on load and stowed when
cargo door is closed
47 Employees use the ladder rather
than riding up or down the loader
platform
48 Brakes are set on vehicles

3.3/P8
QUALITY ASSURANCE
MANUAL - PART A
`
49 Where equipped, chocks are used
on vehicles
50 When carts/dollies are dropped
off, the tractor comes to a
complete stop, the hand brake is
engaged and the driver dismounts
to engage the brakes
51 Locks on dollies are properly set
prior to approach to container
loader
52 The operator’s arms and legs are
within the profile of vehicle at all
times when moving
53 Employees use correct body
mechanics when
loading/unloading or lifting
54 Baggage is properly handled
55 All container/cart doors or curtains
are closed and fastened after
loading
56 Baggage tractor hood/fender/seat
or top of containers are free of
baggage/cargo/mail
57 All employees avoid driving
equipment under the aircraft wing
and fuselage
58 Employees wear protective gloves
when servicing lavatories
59 The plug (donut) is properly
installed and all access panels
secured when lavatory servicing is
finished
backing high-reach trucks away
Compliance
No Contents
Y N N/A
B: AIRCRAFT ONLOAD/DEPARTURE

3.3/P9
QUALITY ASSURANCE
MANUAL - PART A
`
1 The bridge is properly aligned to
the aircraft
2 The bridge auto-levelling system
is deployed and operating
3 The bridge weather canopy is
deployed to the aircraft
4 The bridge is properly lighted
5 Proper hearing protection is used
by all employees
6 Proper safety footwear is worn
7 Employees walk rather than run on
the ramp
8 Local speed limits are observed by
all drivers
9 Roadways are used by equipment
operators
10 Operator’s arms and legs are
within the profile of vehicle at all
times when moving
11 All vehicles make a stop for a
brake check
12 All container/cart doors or curtains
are closed and fastened during
transport
13 Before entering cargo
compartment, all containers
checked for safe condition
14 When mobile passenger steps are
used, they are properly positioned
to the aircraft door. Stabilizers are
deployed
15 Personnel refrain from
“Horseplay”
16 All employees avoid driving
ground equipment under the
aircraft wings and fuselage
17 Baggage tractor hood/fender/seat
or top of containers are free of
baggage/cargo/mail

3.3/P10
QUALITY ASSURANCE
MANUAL - PART A
`
18 The beltloader front bumper is
positioned below and away from
the cargo door sill
19 The beltloader handrail is raised
when up to a wide body aircraft
20 Employees refrain from walking,
standing or sitting on a moving
conveyor belt
21 The container loader is properly
positioned to the aircraft with
stabilizers deployed
22 Loader guardrails are installed for
off/on load and stowed when
cargo door is closed
23 Employees use the ladder rather
than riding up or down the loader
platform
24 Locks on dollies are properly set
prior to approach to container
loader
25 Brakes are set on vehicles
backing equipment to the aircraft
positioning equipment in confined
areas
28 When carts/dollies are dropped
off, the tractor comes to a
complete stop, the hand brake is
engaged and the driver dismounts
to engage the brakes
29 Baggage is properly handled
30 Employees use correct body
mechanics when
loading/unloading or lifting
31 All required locks set/cargo
nets/barriers are installed and
secured before cargo doors are
closed

3.3/P11
QUALITY ASSURANCE
MANUAL - PART A
`
32 Personnel check clearances when
closing cargo/passenger doors
33 The correct size of tractor is used
for pushback
34 A complete walk-around
inspection is done to check that
cargo/access doors are closed and
secured, that there is no visible
damage to the aircraft and that the
gate area is clear of equipment
35 Ground equipment is parked to
avoid jet blast/prop wash/engine
ingestion
36 The loading bridge is retracted
before start of pushback
37 The agent checks for clearances
before retracting the bridge
38 The bridge operator is alert to
devices on the fuselage
39 Bridge warning devices operate
(bell, beacon, etc.
40 The weather door is closed when
the bridge is stowed
41 The agent remains on the bridge
until the aircraft has pushed back
42 Wingtip clearance cones are
removed and correctly stowed (if
applicable)
43 If the headset operator is not in the
tractor they are clear of the nose
gear when the aircraft is moving
44 When utilized, Wing walkers are
in position and using proper hand
signals
45 Wing walkers are aware of engine
hazard zones
46 Employees understand the
meaning of aircraft rotating
beacons

3.3/P12
QUALITY ASSURANCE
MANUAL - PART A
`
47 Wands are used for marshalling
and all signalling (illuminated in
low visibility)
48 Employees avoid walking under
the fuselage or stepping across the
tow bar
49 The marshaller is at the correct
position to hold the aircraft brakes
50 The tow bar is disconnected
properly
51 Chocks removed and correctly
stowed.
Compliance
No Contents
Y N N/A
C. EQUIPMENT
1 Vehicles are properly maintained
a) Parking Brake - Foot Brake
b) Windshield Mirrors, Windows
Cracked/dirty
c) Windshield wipers
d) Wheels/tires
e) Lights/reflectors
f) Horn/back-up alarms
g) No evidence of fluid leakage
h) Cleanliness-interior and
exterior
i) Functional operating controls
(levers, switches, etc.)
j) Functional operating features
(belts, casters, hoses, etc.)
2 All vehicles requiring them have
chocks
3 The brake systems on carts/dollies
operate properly
4 There is a complete complement
of locks on all dollies

3.3/P13
QUALITY ASSURANCE
MANUAL - PART A
`
5 Brakes are set on all carts/dollies
6 Seats are provided for any
passengers riding on equipment
7 All safety devices are functional
8 Fire extinguishers are installed on
specified vehicles. Inspection tags
are current
9 Baggage containers are checked
for serviceability prior to being
loaded
10 Sides on carts are in the up
position; curtains closed during
transport. Container doors are
securely closed
11 The beltloader is in the full down
position when parked or moving
on the ramp
12 Rear doors of trucks are closed at
all times when elevated and during
movement on the ramp
13 Trucks are driven with body
lowered
14 Vehicle doors are closed after the
driver leaves
Compliance
No Contents
Y N N/A
D. HOUSEKEEPING
1 The ramp is free of items which
could cause FOD
2 The ramp is swept regularly
3 The ramp area is free of any fluid
spillage
4 The ramp area is free of
unnecessary congestion
5 Gates are clear of equipment
which may block the arrival or
departure of an aircraft
6 Ramp markings (taxi lines, etc.)

3.3/P14
QUALITY ASSURANCE
MANUAL - PART A
`
are clearly identified
7 Ground equipment is parked
within marked areas
8 All motorized vehicles are backed
into parking spaces
9 When not in use, all vehicles are
shut off with parking brake on and
transmission in park or neutral
10 Aircraft chocks are properly stored
when not in use
11 There are sufficient numbers of
trash cans, and they are emptied
regularly
12 All vehicles are free of any debris
which could interfere with the safe
operation of the vehicle or cause
FOD
13 Vehicles are free of evidence of
smoking
14 Towbars are disconnected from
tugs when not in use
15 Pallets/containers are stored off
the ground and secured
16 Emergency exits and equipment
access is kept clear
No Compliance
Contents
Y N N/A
E. FUELING
1 Fuel truck approach procedures
followed
2 Fuel truck positioning procedures
followed
3 Fuel truck operating procedures
followed
4 Fueling apparatus operating
procedures followed
5 Fueling clear zone requirements
followed

3.3/P15
QUALITY ASSURANCE
MANUAL - PART A
`
Fuel Warning flag, cone, sign, etc.
in place at fuel pit
6 Post fueling inspection walk
around completed
Personnel
8 PPE worn
9 Personnel exhibit appropriate
work behavior (e.g., no
“horseplay”)
10 Personnel use correct manual
handling, ergonomics (e.g., proper
lifting techniques)
11 Personnel avoid walking where
not authorized (e.g., under the
fuselage, stepping over towbar, or
between carts)
12 All traffic regulation procedures
followed
Compliance
No Contents
Y N N/A
F. CATERING
1 Catering truck approach
procedures followed
2 Catering truck positioning
procedures followed
3 Catering truck operating
procedures followed
4 Engine inlet plugs used as required
5 Catering truck removal procedures
followed
6 Catering truck is free of FOD; any
FOD/garbage dropped on ramp
removed
Truck operated safely (e.g., speed,
safety zones, reckless)
8 Truck properly configured prior to
removing from A/C

3.3/P16
QUALITY ASSURANCE
MANUAL - PART A
`
Personnel
9 PPE worn
“horseplay”)
lifting techniques)
between carts)
followed
Compliance
No Contents
Y N N/A
G. LAVATORY/ PORTABLE WATER SERVICE
1 Lavatory vehicle operating
procedures followed
2 Lavatory servicing procedures
followed
3 PPE worn
“horseplay”)
lifting techniques)
between carts)
followed
Potable Water Service
8 Water vehicle operating
procedures followed
9 Water servicing procedures

3.3/P17
QUALITY ASSURANCE
MANUAL - PART A
`
followed
10 Potable water units kept away
from lavatory units or other
sources of contamination
11 PPE worn
“horseplay”)
lifting techniques)
between carts)
followed
Compliance
No Contents
Y N N/A
H. CABIN SERVICE
1 Cleaning vehicles approach
procedures followed
2 Personnel pay attention to
operating A/C beacons
3 Cleaning vehicles positioning
procedures followed
4 Cleaning vehicles operating
procedures followed
5 All cabin cleaning safety
procedures (e.g., biohazard,
needle sticks) followed
6 Cabin personnel support a FOD-
free ramp/airside (e.g., pick up
FOD)
7 A/C door(s) operational
procedures followed
Personnel
8 PPE worn

3.3/P18
QUALITY ASSURANCE
MANUAL - PART A
`
“horseplay”)
lifting techniques)
between carts)
followed
Compliance
No Contents
Y N N/A
I. DE-ICE/ ANTI-ICE
1 De-ice/anti-ice truck approach
procedures followed
2 De-ice/anti-ice truck positioning
procedures followed
3 De-ice/anti-ice truck operating
procedures followed
Personnel
1 PPE Worn
2 Communication between bucket
and cab established (e.g., headset
worn)
“horseplay”)
lifting techniques)
between carts)

3.3/P19
QUALITY ASSURANCE
MANUAL - PART A
`
followed
d) Vietnam Airlines Loading Checklist
Flight/Date:
A/C Rag:
Tick appropriate box(es) or note time by the person responsible for flight
loading
Items Yes No Note

1. All restraints (latches, lock) conveying system (rollers)
are at the original position
2. Loading location ………..loaded as instructed………
3. Restraining of ULD…….properly installed…………
4. Net assembly in bulk compartment……properly
installed…
5. ULD and load in bulk compartment …normal (check
damage/leakage)
6. Loading of DG/AVI/PER/WET/HEA/BIG is in the
consideration compliance with the regulation set in GOM.
7. ULD are in the serviceable condition, without any
missing/ incomplete tag, missing net fittings, or
unserviceable net/ lashing rope condition
8. All cargo arrived at airside at the agreed time
If not, please note the last cargo arrival time.
9. All baggage arrived at airside at the agreed time
If not, please note the last bag arrival time………….
Last minute baggage loaded in H5 compartment
No. of pieces:Loading commenced….,loading finished…..
Supervisor’s Signature:

3.4/P1
QUALITY ASSURANCE
Control of documents and records Rev 02
MANUAL - PART A
3.4. Control of documents and records
3.4.1Control of documents
3.4.1.1 All units in ground operations shall have management and control
system for documentation and/or data used directly in the conduct or
support of ground operations, including:
a) A means of identifying the version of ground operational documents;
b) Distribute the current version of the applicable Ground Operation
Manual to appropriate personnel in unit and services providers for
VNA before the effective date;
c) Review and revision as necessary to maintain the currency of
information contained in documents;
d) Retention of documents that permits easy reference and accessibility;
e) Control the current versions, Identification and disposal of obsolete
documents;
f) Reception of documentation and/or data from external sources to ensure
information is received in time to satisfy operational requirements;
g) Identify and decentralize the access, use and modify right
documents/datas.
3.4.1.2 If units utilize an electronic system for the management and control of
documentation, the system shall provide for a scheduled generation of
back-up files for documents used directly in the conduct or support of
ground operations.
3.4.1.3 All units in ground operations shall have a process to ensure the content
of documentation used directly in the conduct or support of ground
operations:
a) Contains information that is clear, legible and accurately represented;
b) Is presented in a usable format that meets the needs of ground
operational personnel;
c) Is accepted or approval by the authority, if applicable.
3.4.2Control of records
3.4.2.1 All units in ground operations shall have a records system that ensures
the fulfillment of operational requirements is documented and retained,
to include, but not limited to training and qualification requirements for
ground operational personnel. Such system shall be in accordance with
requirements of the authority, as applicable, and provide for the
management and control of records to ensure: identification; legibility,
maintenance; retrieval; protection and security; disposal. VAR 12.083

3.4/P2
QUALITY ASSURANCE
MANUAL - PART A
3.4.2.2 If units in ground operations utilize an electronic system for the

management of records, the system shall provide for a scheduled
generation of back-up files for records associated with ground
operations.

SAFETY IN GROUND HANDLING
GROUND OPERATION
OPERATION
MANUAL – PART A
Chapter 4
SAFETY IN GROUND HANDLING OPERATION

4.1/P1
Safety principles in loading and unloading Rev 00
MANUAL – PART A
4.1 Safety principles in loading and unloading
It is obvious that the actual loading of the aircraft must be in accordance

with the Loading Instruction Report (LIR). The prepared Loading
Instruction Report (LIR) issued by load control officers has been transmitted
to the load master for loading process and any detail of variations in the last
minutes must be signed and recorded as a part of official flight handling
documents after successful loading operation.
4.1.1 Loading and unloading
Special precautions in the loading and unloading process must be taken to

prevent the aircraft against any damage that may result from different
sources, such as:
a) Exceeding aircraft floor or compartment load limitations.
b) Inadequate tie-down and failure to fasten separation and door nets or not
fulfill all compartment retracting floor locks and side restrains
appropriately.
c) Loading cargo on seats in the passenger cabin or in the aircraft toilets.
d) Incorrect opening or closing of door and operation of cargo door during
strong or gusty wind, heavy rain, typhoon conditions.
e) Failure to use the tails-trust or nose wheel weight, if provided.
f) Mishandling of catering equipments.
4.1.1.1 Care must be exercised during the loading and unloading operation to
avoid any damage to the cargo doors or their opening equipment. During
this operation, there may be vertical movement of an aircraft up or down
and full allowance must be made for this movement when ground
support equipments are approached, positioned and operated at the
aircraft. Doorstep protector must be installed if provided.
4.1.1.2 When moving large or heavy items within the compartments, and within
the cabin in case of cargo aircraft, that are not equipped with a
mechanized in-plane loading system, a movable rollers track system
should be utilized. Crowbars and similar instruments should never be
used directly upon aircraft floor or frame.
4.1.1.3 When loading pallets or containers make sure that the edges are either
guided by the side rails or fit under the stops/ locks/ guides and that the
height and width of the pallet allows for sufficient clearance in the
aircraft door size.

4.1/P2
MANUAL – PART A
4.1.1.4 When containers and pallets are handled manually, full control of them
should be maintained as their impact against locks and stops at high
speed can cause damage of aircraft parts.
4.1.1.5 Spilling of acid, liquid or/ and other dangerous goods, wet cargo, live
animal wastes in the cargo compartments must be reported immediately
and necessary actions must be taken prior aircraft departure.
4.1.1.6 When a poorly packaged shipment is acknowledged, handle with

caution. All contents should be prevented from spilling out and causing
possible injuries. Should a package containing dangerous goods be
damaged or found to be leaking, immediate actions must be taken in
accordance with the Vietnam Airlines policy and regulations.
4.1.1.7 The estimated loads to the aircraft have been transported timely to the
agreed location at the apron and be secured from any thief, damage or
weather effects.
4.1.1.8 The surface of the apron should be kept clear to avoid that the items
from loose equipment or other foreign objects that might cause damage
to aircraft or engines. Any spillage on the apron such as fuel, machine
oil, hydraulic liquids, etc…must be reported immediately and the area
must be cleaned before aircraft arrival or departure.
4.1.1.9 Prior to aircraft departure, a visual inspection must be completely taken

to ensure that all cargo and service doors/ panels are closed and locked.
4.1.2 Loading bulk cargo
4.1.2.1 The condition of the load shall be checked prior to loading in order to
detect the irregularities such as leaking or damage etc. This is of
particular importance when loading live animals, dangerous goods, all
type of wet cargo (fresh fish, sea food, meat, etc.) or any other baggage
or cargo items which might leak or damage during transportation
4.1.2.2 Packages which are damaged or with leaking contents must not be
loaded.
4.1.2.3 Cargo hold must be inspected visually before unloading. Upon

completion of unloading cargo, the cargo compartment shall be checked
to ensure that all load for a given station has been removed.

4.1/P3
MANUAL – PART A
4.1.2.4 In the event of leakage or suspicion of leakage, the cargo compartment

or containers, pallets in which the goods were carried shall be inspected
and cleared for leaking resources and contamination.

4.2/P1
Safety precautions for loading and unloading Rev 00
MANUAL – PART A
4.2 Safety precautions for loading and unloading
All loading procedures must be strictly followed Vietnam Airlines policy

and regulations.
For the purpose of safety in the loading or unloading process, it is
necessary to implement successfully the preventive actions as follow:
4.2.1 Loading and unloading of bulk
4.2.1.1 Personnel should estimate the weight of cargo or baggage pieces in order
not to attempt to lift or move it than their physical capabilities. In case of
necessity, the recognized lifting techniques should be utilized at all time
to reduce the risk of personnel injury.
4.2.1.2 “Heavy baggage” tags/ labels should be placed on all bags/ pieces within
32 kg or more. The actual weight should be shown on the “heavy
baggage” tags/ labels for bags/ pieces weighing 32 kg or more.
4.2.1.3 The heavy baggage/pieces should be placed at the bottom and lighter
upper. The baggage within additional tags such as Fragile, This is side
up, MAAS…shall be placed regularly and correct.
4.2.1.4 Safe operating procedure, training and supervision of personnel should

clearly monitor “at-risk” behavior and conditions related to
baggage/pieces handling operations.
4.2.2 Loading and unloading of ULDs
4.2.2.1 ULDs which are ready for loading shall be inspected for actual ability
and identified by the number by the responsible loading supervisor
before loading. Any the snow or ice on the ULDs (if any) has to be
cleared before loading to the aircraft.
4.2.2.2 ULDs containing load with any evidence of damage or leakage from
dangerous goods, cargo or baggage containing live animals or wet
cargo (fresh fish, sea foods, meat, casings, etc…) must not be loaded.
4.2.2.3 ULDs which are loading on holds must be totally restrainted,

unmoveable during the flights. All of the guidances of textbook of
loading instruction must be complied, raising locks at empty positions
on holds is not an exclusion.

4.2/P2
Safety precautions for loading and unloading Rev 00
MANUAL – PART A
4.2.2.4 ULDs unloaded from arrival fights have been checked of quantity and
identification number prior to being transported to other locations. Any
ULDs identified as irregularities have been reported and solved
accordingly to the Vietnam Airlines policy and regulations.

4.3/P1
Safety requirements for personnel and ground Rev 00
GROUND OPERATION support equipments on the ramp 01Jul2015
MANUAL – PART A
4.3 Safety requirements for personnel and ground support equipments on

the ramp
For safety and security of aircraft, personnel and ground support

equipments, following rules and requirements must be strictly followed:
4.3.1 Personnel
4.3.1.1 Only qualified personnel should be permitted to drive and operate

equipments. The equipment’s operators should be qualified on the basic of
both mental and physical test requirement (physical fitness, visual acuity,
color vision, depth perception and hearing).
4.3.1.2 Personnel should be trained all necessary safety IATA recommended

training program such as Ramp Safety, Dangerous Goods, and also
always carry a working permission card for inspection if necessary.
4.3.1.3 Personnel shall not stand, jump or ride up and down on belt conveyor,
lifting platforms when they are raising or lowering, and vehicles are
moving on the apron.
4.3.1.4 Personnel on moving equipments must be seated properly and should keep
their body within the confines of the vehicle structure and great care has
exercised when incoming or outgoing of the aircraft access compartment
doors to avoid damage and incidents.
4.3.1.5 Entrance or personal exit of aircraft cabins, compartments shall be done

only by using stands, steps, loading bridges or belt conveyor and cargo
loader which have been properly positioned and secured.
4.3.1.6 Personnel must always keep a good visibility and clearance when
moving on apron, restrain to walk across the aircraft taxi ways or
embarking and disembarking passengers, take an adequate clearance of
engine’s intake/ exhaust hazard area or propeller dangerous area.
Extreme care must be taken to avoid intake of hats, gloves or other
personal properties into aircraft engines.
4.3.1.7 Personnel should use appropriate prevented gloves, shoes and hats; jewelry
such as rings and bracelets should not be worn too much as possible; long
hair shall be safe secured.

4.3/P2
MANUAL – PART A
4.3.1.8 When handling live animal, take care for checking and controlling animal’s
containers and hands should be kept clear of it to avoid being bitten or
animal moving out.
4.3.1.9 Personnel working in the intensively noisy areas, i.e. on the apron,
maintenance lines, baggage sorting areas and etc…shall have appropriate
hearing protection items.
4.3.1.10Smoking is strictly prohibited at any time and any where on the airport apron
areas or in the vehicles.
4.3.1.11 Personnel shall ensure that there is no danger during the loading and
unloading. When moving the containers or pallets, full attention should
be paid to avoid from any injures at hands, toes, heads or shoulders by
the locks, bars etc.
4.3.1.12 Personnel shall wear outer garment that contains reflective material
during working on apron.
4.3.1.13 Using hand-held electronic portable devices on the ramp:
a) Must be attached with a hand-free connecting devices.

b) In case, it is not available, operating staff shall suspend the GSE when
using hand-held electronic portable devices.
4.3.2 Ground support equipments (GSEs)
4.3.2.1 GSEs shall be in good mechanical and technical operational conditions

within appropriate powerful capacity and cleanness. They are also shall
be well equipped with good chocks, effective fire extinguisher and an
orange rotating lamp for signaling at night working conditions and in bad
visual conditions.
4.3.2.2 GSEs shall have been maintained periodically and regularly by

manufacturers’ instructions and company regulations. All service or
working hours, repair/maintenance activities of ground support
equipments must be recorded fully into a specific technical log-book for
controlling and checking purposes.
4.3.2.3 In order to prevent aircraft cargo compartment and passenger door

damage, all the contact parts of GSEs with aircraft shall have protective
rubber bumpers. They must not be compressed against aircraft fuselage

4.3/P3
MANUAL – PART A
and to allow for the aircraft setting during service. Steps, hi-lift truck,
catering truck, etc…must be equipped particularly within front folding or
safe sliding handrail frames/ plates on their main platforms to avoid
damage to aircraft passenger doors and fuselage or incoming/outgoing
passenger’s incidents/accidents.
4.3.2.4 Side safe handrails on belt-conveyor, loaders and other elevated devices
must be securely fixed on the equipments and in the working position
when the units are in use (regardless special cases).
4.3.2.5 All stabilizers of GSEs shall be painted of special recognized color and
must be deployed when equipment is to be raised above 2.5m (98in) or
working in the high-speed windy condition.
4.3.2.6 Loaders such as high loaders, belt-conveyors (except constructed

personal seated units) shall not be allowed to carry on persons or cargo
onboard when moving on the apron and all equipments platforms has
been fully secured at the lowest position.
4.3.2.7 The door locks of GSEs for personnel or cargo transportation in the
cabin shall be secured properly to ensure that personnel or cargo cannot
fall out during the movement on the apron.
4.3.2.8 GSEs must not approach onto the aircraft until it has come to a complete
stop, the parking brake on, chocks are positioned, engines shut down,
anti-collision beacon switch off. The speed of approaching or removal of
the GSEs to/ from aircraft must not more than 5km/h (as the pedestrian’s
walking speed).
4.3.2.9 The GSEs approaching to/ move away from aircraft, it should have
ground staff support. The GSEs approaching to aircraft by reverse have
followed directly guide-man signals (Used guide-man hand signals for
ground support equipments in section 7.3 chapter 7).
4.3.2.10 The connecting air hoses, fuel hose or electric cables, etc…of GSEs or
other underground supplied station with aircraft must not be spiral,
securely and safely connected as well as does not make any obstructions
to the other vehicles’ services.
4.3.2.11 When engine or special parts are running, duty staff at the position easy
to control or shut-down at emergency. In case of without outside

4.3/P4
MANUAL – PART A
emergency switch, duty staff must always present at control area of

equipment.
4.3.2.12 Equipment shall have parking brakes applied, with gear selector in
park or neutral when parked away from, or positioned at, the aircraft.
Equipments that approach or direct contact to aircraft (except high
loader) must be chocked after approach immediately. The chock is
installed at both sides of chocked-wheels and parallel with the axles.
Dimension of chock must be covered all the wide of wheel and soft
contact with the wheel. The section of chock must be triangle with 45˚ at
the corner contact to the tire and the height of chock is suitable with the
diameter of wheel.
Warning: Installing chock on fuel truck’s wheel:
a) Interlock type: not necessary to chock on.
b) Non – interlock type: put chock solely on one side toward the
aircraft.
4.3.2.13 GSEs shall not be parked under aircraft wings except the special GSEs
to be mentioned in chapter 7 sections 7.3 and 7.4.
4.3.2.14 The vehicle’s driver/ operators must be proactively control the vehicle’s
movement and accurate distance to the aircraft when approaching to the
compartments doors.
4.3.2.15 Prior to aircraft arrival or departure, a visual inspection must be

completed to ensure that all foreign objects have been cleared.
4.3.2.16 GSEs when driven or operated on the apron, particularly in the vicinity
of an aircraft must be operated with great care to avoid any hazard to
personnel or any damage to the aircraft. GSEs must not move across the
areas of aircraft taxiing or passengers embarking and disembarking.
GSEs’ service positions at the aircraft shall not cause any obstruction to
the passenger disembarkation in emergency cases.
4.3.2.17 After GSEs such as steps, catering, hi-lift truck, and aerobridge had
approached/removed completely to/from the aircraft arrival/ departure,
ground staff shall communicate with cabin crew by giving a remarkable
signal OK and then accordingly extend/remove relating safe
handrail/frames of equipments main platform to avoid damage to the
aircraft, injury to passengers to embark and disembark or incidents.

4.3/P5
GROUND OPERATION support equipments on the ramp 22Aug2017
MANUAL – PART A
4.3.2.18 GSEs must not be removed from any aircraft access or cabin doors
unless a safety device has been put across the door opening or the doors
are closed by the cabin crew. After service, the GSEs has removed to the
proper areas and kept at a safe distance to the aircraft, but not cause any
obstacles to the operation of aircraft emergency slides.
4.3.2.19 In any case of aircraft damage/ incident as a consequence of GSEs

touching with aircraft parts before/in/after aircraft handling process, the
operator must inform immediately to Vietnam Airlines ’s representative,
crew or ground engineer for further responsible actions.
4.3.2.20 Don’t use the high loader to open/close cargo door, use techinical
ladder or conveyor belt with safety side rail to open/close cargo.
4.3.2.21 Do not carry extra personel during GSE movement
4.3.2.22 Every operator shall check all GSE involved in aircraft handling prior
to initial use, in particular the “parking” brake, rubber protective
bumpers, safety system and all other proximity sensors.

4.4/P1
Incident/ accident handling principles Rev 00
MANUAL – PART A
4.4 Incident/ accident handling principles
The great care must be exercised in all ground handling procedures operating on
the apron. In the event of incident /accidents that may cause personal injury,
aircraft damage or loses of other properties, the immediate responsive actions
shall be taken in regarding of handling principles below:
a) Utmost priority must be given to ensure the personal safety as passengers,
crew, and staff.
b) Immediate actions must be taken properly and securely to overcome
incident/ accident by utilizing either local usable facilities or other supported
resources (if necessary).
c) As soon as possible, personnel, GSEs and other facilities should be
evacuated from incident/accident occurring areas.
d) An incident/ accident report must be established and submitted to Vietnam
Airlines ’s representative, the airport authority, etc…for further actions and
responsibilities.
4.4.1 Leakage or spillage of fuel on the apron
If any fuel leakage or flow projection of aircraft or GSEs in handling

process on the apron has been recognized, the necessary actions must be
taken:
4.4.1.1Fuel of aircraft
a) Stop refueling, loading/unloading and other service activities in the aircraft
vicinity (if any).
b) Evacuate GSEs, goods, unauthorized personnel from a leaking area. If
necessary, the movement of the aircraft is applied.
c) As soon as possible, utilize available facilities to overcome an incident.
d) Stop passenger embarkation if it in progress on aircraft. Evacuate all
persons, if required.
e) The incident/ accident has been notified to the crew, carrier representative,
and airport authority.
f) Make an incident/ accident report as regulated.
4.4.1.2 Fuel of GSEs

a) Stop refueling, loading/unloading and other service activities in the aircraft
vicinity (if any).
b) Evacuate GSEs, goods, unauthorized personnel from a leaking area. If
necessary, the movement of the aircraft is applied.
c) As soon as possible, utilize available facilities to overcome an incident.

4.4/P2
MANUAL – PART A
d) Make an incident/ accident report as regulated.
Depend on the level, position/area of the leakage, additional actions may

be taken:
e) Stop passenger embarkation if it in progress on aircraft. Evacuate all
persons, if required.
f) The incident/ accident has been notified to the crew, carrier representative,
and airport authority.
4.4.2 Damage, leakage and spillage of normal liquid or substances:
In the event of damage, leakage or suspected leakage/ spillage of normal

liquid or other substances which take place onto aircraft holds or in the
process of loading/unloading and that might effect the structure of the
aircraft or damage of goods or property, immediate action shall be taken to
establish the source of such leakage/spillage/damage. Depending on the
extent of contamination and/ or damage, specialized assistance shall be
requested with current local instruction and/or the instruction of Vietnam
Airlines. Immediate actions shall be taken as below.
4.4.2.1 Cleaning all the affected areas on the aircraft, ULDs and other GSEs in
accordance with appropriate procedures.
4.4.2.2 Shipments of damaged, spillage ULDs or cargo to a safe position (if
applicable).
4.4.2.3 Limitation to the effect of damage, spillage by the appropriate measures.
4.4.2.4 Notify Vietnam Airlines’s representative, crew or airport authority.
4.4.2.5 Make a detailed report with incident original identified sources as
regulated in Vietnam Airlines “Cargo Operation Manual”.
4.4.3 Incident/accident caused by GSEs onto the aircraft
When a ground incident/accident caused by collision between GSEs and

aircraft parts such as fuselage, wings or compartment doors, or among
GSEs at the service positions happens, the necessary actions must be
immediately taken:
4.4.3.1 Stop handling process, the real site must be kept for further investigation
purposes.
4.4.3.2 Notify Vietnam Airlines ’s representative, airport authority and crew (if
applicable)
4.4.3.3 The incident/ accident report has been distributed with concerning
photographs or site mapping.
4.4.3.4 The GSE with the incident/ accident shall be moved to other appropriate
location.

4.4/P3
MANUAL – PART A
4.4.4 Incident/accident of ground support equipments
In the event that the incident/accident of GSEs has occurred at the aircraft
service position, ground handlers shall not take any repairing work and
have to quickly evacuate the incident/accident equipments to the other
safe place except the cases of any leakage/ spillage of fuel, hydraulic oil
or other machine liquid of those equipments concerned, it must be fixed
completely before equipment removal.
4.4.5 Incident/ accident caused by spillage of normal goods during the

transportation
If any incident / accident caused by spillage of normal goods during the

transportation on the apron or during the loading/unloading into the
aircraft occurs, it shall be necessary to:
4.4.5.1 Notify immediately to Vietnam Airlines ’s representative, airport
authority ( if applicable)
4.4.5.2 Repackage suitable overall configuration of goods if applicable.
4.4.5.3 Identify the root causes of occurred damage (if applicable).
4.4.5.4 A detailed report shall be made as regulated.
4.4.6 Apron accident occurred to personnel
If any accident has occurred in the ground handling operation at the apron,
which have associated or resulted in personal injury such as passengers,
crew members or ground staff, in order to avoid of a fatality or serious
injury of personnel, it shall be necessary that/ to:
4.4.6.1 The immediate medical aid must have been taken firstly to engage injury
persons.
4.4.6.2 A quick transportation of injury person to nearest medical centers shall
be applied.
4.4.6.3 Notify Vietnam Airlines ’s representative, airport authority and cabin
crew if applicable.
4.4.6.4 Make an accident report as regulated.
4.4.7 Fire/smoke in the aircraft cabin
4.4.7.1 In the event of fire or fire/smoke suspicion in the aircraft cabin, all
passengers and/or other personnel must be quickly evacuated all persons.
Utilize all the possible and available aircraft’s or ground devices to
extinguish the fire/smoke.

4.4/P4
MANUAL – PART A
4.4.7.2 If necessary, the aircraft movement to the other proper position is forced
to secure other surrounding aircraft, GSEs and other properties.
4.4.7.3 Clearly identify the fire/smoke resources and relative occurrences.
4.4.7.4 Notify to the crew, carrier representative, airport authority.
4.4.7.5 The incident/accident report shall be made as regulated.
4.4.8 Fire in the GSEs or at the aircraft parking bay
If the fire/smoke is appeared in the GSEs or at the aircraft parking

position during the handling operation, it shall be:
4.4.8.1 To extinguish quickly fire/smoke by utilizing equipments /local devices.
4.4.8.2 Evacuate fired/smoked the GSEs from aircraft and other facilities.
4.4.8.3 Determine the fire/smoke resources
4.4.8.4 Notify Vietnam Airlines ’s representative, airport authority and crew (if
applicable)
4.4.8.5 Make an incident/accident report as regulated.
4.4.9 Damage, leakage and spillage of dangerous good during loading,
unloading and on aircraft’s hold.
If any damage, leakage and spillage of dangerous goods (or suspected of

dangerous goods) are recognized when handling aircraft on the ramp, the
following action should be taken:
4.4.9.1 The services are progress must be stopped immediately.

4.4.9.2 Block of all area around the shipment until it has been how it can be
safely handled.
4.4.9.3 Notify to Vietnam Airlines ’s representative, crew, airport authority (if
necessary).
4.4.9.4 Determine type of Dangerous goods (Class, Article number...)
4.4.9.5 Evacuate all persons, if required.
4.4.9.6 Apply suitable procedure for:
a) Moving the damaged shipment to a safe area.
b) Determine and evaluate the effects of occurrence to: personnel, aircraft,
equipment, other shipment.
c) Applied corrective action in affected areas.
d) Reject damage equipment (GSEs, ULD...) cause by occur from handling
services process.
e) Continue handling aircraft after safety condition is established
Note: Refer section 11.2.2 and 11.2.3.4 “Cargo Operation Manual” of
Vietnam Airlines.
4.4.9.7 Make a detailed incident/accident report as regulated.

4.4/P5
MANUAL – PART A
4.4.10 Security Incident

4.4.10.1 Assess threat and follow the appropriate procedures.
4.4.10.2 Evacuate all persons, if required.
4.4.10.3 Aircraft/Equipment to be positioned as directed.
4.4.11 Emergency evacuation of ground personnel during handling

operations ( no aircrew present)
4.4.11.1 All ground handling company which provides personnel (such as
engineering, catering, cleaning, ramp etc.) should establish their own
emergency evacuation procedure/guidelines when there is no aircrew
on board. All procedure/guidelines should meet the followed basic
requirements:
a) Appropriate to the airport emergency program /procedure.
b) Design one person to be in charge of activities on board the aircraft and
take charge of the emergency, co-ordinate and direct personnel in
emergency evacuation situations.
c) Contain different methods of evacuation from the aircraft (mobile
stairs, loading bridge, emergency slides etc.).
d) Contain means of communicating; warning signals will be used during
the evacuation process (horn, light, radio, audible warnings etc). Other
means of communicating, warnings should be considered to ensure the
appropriate and effective types of emergency situations.
4.4.11.2 Staff should be trained and be able to implement the
procedures/guidelines which are being applied in the evacuation
process.
4.4.11.3 Vietnam Airlines representatives should co-ordinate with the airport
authorities and contractors to review, audit periodically the
appropriateness and effectiveness of the emergency evacuation
procedure/guidelines.
Note: When there is aircrew on board, the evacuation from the aircraft
should be followed the aircrew guidance.

4.5/P1
Investigation and report of incident on the ramp Rev 03
MANUAL – PART A
4.5 Investigation and report of incident on the ramp
4.5.1 Definition:
An occurrence in ramp happens in the process of handling for the flight,

directly or indirectly, and/or affects the safety in operation in airside, and
could lead to:
a) Make danger and/or damage the aircraft
b) Damage property
c) Damage, loose cargo & mail, baggage of the flight
d) Effect on the health and/or environment
4.5.2 Grade of occurrence
a) Group 1: includes occurrence which leads to unsafe in ramp, unusually

happens and do not affect on structure and/or any part of aircraft, as well as
any injuries to man, such as:
1) Occurrence occurs when the aircraft collide with the ground handling
equipments, but not lead to damage/deform structure and any part of
aircraft.
2) Occurrence occurs due to the collision among facilities, equipments
on ground in handling.
3) Overflow, spillage and leakage of fuel, fluid, gas...in ramp and/or
airside
4) Burn, explosion and smoke from handling equipments in ramp.
5) Fall, spillage and breakage of the cargo in loading and delivery.
b) Group 2: includes all the type of occurrence which could lead to:
1) Damage partly or deform the structure of aircraft.
2) Occurrence which happens systematically and/or repetitively and
affects seriously on the Prestige and Brand name of Vietnam Airlines.
3) Occurrence seriously damages about property and/or handling
equipments and facilities.
4) Occurrence leads to injuries and/or affects on health and environment.
Notice: gather factual information including photographs, testimonials,
reports, sketches, video footage, maps and any other relevant information.
4.5.3 Report:
4.5.3.1 All occurrences occurred in ground handling are encouraged to be
reported. But the below occurrences must be reported in accordance with
Decree 75/2007/ND-CP dated 9th May 2007 of Government and Vietnam
Airlines’s Safety Management System Manual, annex 8.2:

4.5/P2
MANUAL – PART A
a) Aerodrome and Aerodrome Facilities:

1) Significant spillage during fuelling operations.
2) Loading of incorrect fuel quantities likely to have a significant effect
on aircraft endurance, performance, balance or structural strength.
3) Unsatisfactory ground de-icing / anti-icing.
4) Significant contamination of aircraft structure, or systems and
equipment arising from the carriage of baggage or cargo.
b) Passenger Handling, Baggage and Cargo services
1) Incorrect loading of passengers, baggage or cargo, likely to have a
significant effect on aircraft mass and/or balance.
2) Incorrect stowage of baggage or cargo (including hand baggage) likely
in any way to hazard the aircraft, its equipment or occupants or to
impede emergency evacuation.
3) Inadequate stowage of cargo containers or other substantial items of
cargo.
4) Dangerous goods incidents reporting: see operating rules.
c) Aircraft Ground Handling and Servicing:
1) Failure, malfunction or defect of ground equipment used for test or
checking of aircraft systems and equipment when the required routine
inspection and test procedures did not clearly identify the problem
when this results in a hazardous situation.
2) Non compliance or significant errors in compliance with required
servicing procedures.
3) Loading of contaminated or incorrect type of fuel or other essential
fluids (including oxygen and potable water).
4.5.3.2 Reporting procedure and responsibilities accordance with Vietnam

Airlines’s Safety Management System Manual, chapter 8, section 8.2.
4.5.4 Investigation:
4.5.4.1 Occurrence in Group 1:

a) Responsibilities of investigation:
1) When occurrence happens at the airport, Station Manager shall
coordinate with the handling company, related/involved parties to the
occurrence, make investigation and determine its level and causes, as
well as propose and implement necessary corrective actions and
prevent it again.
2) The report of occurrence shall be made and stored as regulated in item
4.5.6 by Station Manager at the airport. This document shall be sent to
functional Departments of Vietnam Airlines when be required.

4.5/P3
MANUAL – PART A
b) Content of the report:

1) Narrative (time, place, content, involved parties...)
2) Consequences, effects of the occurrence
3) Methods, ways to deal with, overcome and prevent and corrective
actions.
4) Results of investigation and evaluation (if available)
5) Other information
4.5.4.2 Occurrence in Group 2:
a) Occurrence does not damage to aircraft:

Doing investigation as regulated in item 4.5.3.1. The results of
investigation shall be sent to The Marketing Service Department and
Safety & Security Department by the Representative of Vietnam
Airlines.
b) Occurrence damages to aircraft and/or injuries do as regulated of

Vietnam Airlines:
1) “Flight Operation Manual”, Chapter 11.
2) “Safety Management System Manual”, Chapter 11.
3) “Flight Safety Program”, Item 6.2.4.
Note: With incidents, accidents caused by ground handling suppliers (ground

handling company, catering company), Representative of Vietnam Airlines at
the airport shall make a report immediately to Marketing Service
Department for co-ordinate reactions at the following address:
Tel: 84-4-8730755
Fax: 84-4-8730754
SITA: HDQHDVN
4.5.5 Document
Documents about occurrence in ramp shall be stored as the following:
Document Duration Place

Reports of Occurrence in 24 months - Vietnam Airlines Representative at
Group 1 the airport
- Handling supplier
Reports of Occurrence in 36 months - Safety & Security Department
Group 2 - Marketing Service Department
- Department who makes report

4.5/P4
MANUAL – PART A
4.5.6 Occurrence Report.
BÁO CÁO SỰ CỐ MẤT AN TOÀN TẠI SÂN ĐỖ

OCCURRENCE/INCIDENT REPORT
SÂN BAY/AIRPORT:
...................................................................................................
1. THÔNG TIN CHUNG/ GENERAL

Ngày,Giờ xảy ra sự cố/Date,Time of
Occurrence):.....................................................................................
Nơi xảy ra sự cố/ Place:
.......................................................................................................
Số hiệu chuyến bay/Flight number:
...................................................................................
Số hiệu/Reg. A/C: ............................ Loại/Type A/C: ............................................
2. CÁC BÊN LIÊN QUAN/ INVOLVED PARTIES

....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
...................................................................................................................................
3. SƠ ĐỒ/SKETCH
4. TƯỜNG THUẬT QUÁ TRÌNH SỰ CỐ/NARRATIVE

....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................

4.5/P5
MANUAL – PART A
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
..........................................................................................
5. NGUYÊN NHÂN SƠ BỘ/INITIAL FINDINGS

....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
......................................
6. HÀNH ĐỘNG KHẮC PHỤC/CORRECTIVE ACTION

....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....................................................................................................................................
....
7. NGƯỜI BÁO CÁO/REPORTED BY:

..........................................................................
Chữ ký/Sign: ..................................................................................................
Recipient: - Safety & Security Department, Fax: (84-4) 8732775

- Marketing Services Department, Fax: (84-4) 8730754

4.5/P6
MANUAL – PART A
4.5.7 Corrective action request:

PHIẾU YÊU CẦU KHẮC PHỤC
CORRECTIVE ACTION REQUEST (CAR)
1. Số phát hành (CAR Issue No) Trang (Page)
2. Khu vực đánh giá:(Audit area) Ngày (Date)
3. Nơi gửi: (From) Nơi đến (To):
4. Những điểm không phù hợp (Non-Conformance/ 5. Mức :
Recommendation): (Level)
6. Tên, chữ ký của người lập Phiếu 7. Tên, chữ ký của đại diện đơn vị
CAR (Auditee Name/ Signature)
8. Thời hạn khắc phục (Target Date for Corrective Action reply):
9. Những công việc khắc phục & kế hoạch khắc phục

(Corrective, preventive and improvement action plan)
10. Người/bộ phận thực hiện khắc phục Ngày hoàn thành :
(Actionee) (Completed Date)
11. Đại diện Đơn vị khắc phục (Audited Rep) Ký tên (Signature)
12. Ngày kết thúc (Closed Date) Chữ ký của Người lập phiếu CAR

4.6/P1

Job competency requirements for personnel Rev 00
MANUAL – PART A
4.6 Job competency requirements for personnel
4.6.1 General
In order to ensure safety in ground handling operation, personnel from all
departments and divisions involved in airside activities shall have been
not only promoted safety awareness and knowledge but also qualified
with essential requirements, such as:
a) Be trained and practiced professionally, established minimum airside
safety courses within anti-fire knowledge.
b) Be familiar and have experiences to solve emergency cases that may
happen on the airport apron.
c) Be performed as Vietnam Airlines safety principle requirements and
regulations requested.
d) Be strictly followed-up Vietnam Airlines airside safety ground handling
principles, requirements and Airport rules and regulations.
4.6.2 For the Load control agent and loading supersvisor:

a) In order to demonstrate their competency to fulfill ramp handling and
loading functions, the staff must be physically and mentally fit for the
duty. They shall not only have been qualified the above mentioned
requirements but also must have an effective professional certification
issued by Vietnam Airlines for each type/model of aircraft.
b) The staff must have annual healthy check, be continuously updated and
tested on:
1) Knowledge on Dangerous Goods according to the IATA effective
programmed for every two years; Ramp Safety for every three years.
2) Recurrent professional training for every three years (exclude Weight
& Balance for every two years). In case that the staff is not assigned
the right job or having the leave of more than 6 months, it’s necessary
to re-test and re-certify.
4.6.3 For the ramp handlers and operators:

a) The staff must be physically and mentally fit for the duty, fully complete
the training in terms of theory and practice in order to meet the job’s
requirements. Besides those, the staff must hold the effective certificate
in correspondence with the GSE that staff can operate from the Airport
Authority or the State Civil Aviation Authority.
b) The staff must have annual healthy check, be continuously updated and
tested:
1) Knowledge on Dangerous Goods according to the IATA effective
programmed for every two years; Ramp Safety for every three years.

4.6/P2

Job competency requirements for personnel Rev 00
MANUAL – PART A
2) Recurrent professional training for every three years (exclude Weight

& Balance for every two years). In case that the staff is not assigned
the right job or having the leave of more than 6 months, it’s necessary
to re-test and re-certify.
4.6.4 For the baggage handling, loading and cabin cleaning staff:
The staff must be physically and mentally fit for the duty, fully complete
the training in terms of theory and practice in order to meet the job’s
requirements. Besides those, the staff must have annual healthy check, be
continuously updated and tested on Dangerous Goods according to the
IATA effective programmed for every two years; Ramp Safety for every
three years.
4.6.5 For the passenger handling staff

For the safety handling of flight, the passenger handling staff must be
fully complete the training in terms of theory and practice in order to meet
the job’s requirements. Besides those, the staff must be continuously
updated and tested on Dangerous Goods according to the IATA effective
programmed and Ramp Safety for every two years.

CHAPTER V
LOAD CONTROL

5.1/P1
LOAD CONTROL
Principle of load distribution Rev 03
MANUAL – PART A
5.1 Principle of load distribution
5.1.1 General
5.1.1.1 Documented comminication is required to ensure correct weight and

balance calculations are conducted and provided to pilot in command
prior to an aircraft’s departure
5.1.1.2 To assist in distributing the load to ensure that all loading limitation and
balance requirement are met the various baggage and cargo areas
subdivided. The load planners can then make detailed plan and give
precise introductions to the head loader where the various items of load
are to be located in the aircraft.
5.1.1.3 In addition to meeting balance and structure limitations the load should,
where possible, be distributed in such a way as to ensure rapid handling
and quick turn-rounds particularly on multi-sector flights.
5.1.1.4 Aircraft are categorized into:
a) Passenger – aircraft;
b) Cargo – aircraft;
c) Passenger/cargo aircraft. ( an aircraft type to carry both passenger and
cargo on the main deck).
5.1.2 Designation of aircraft holds, compartment, bays and cabin.
5.1.2.1 General:
a) The design of compartments, sections, ULDs bays and passenger cabin

is standardized.
b) Compartments and section are numbered in black in any prominent

position to prevent mistakes when loading. Any supplementary making
for ULD bays should be in colours other than black.
a) Deck: a structural floor level. For aircraft having one structural level
only, this floor level shall be referred to as the main deck. For aircraft
having more than one structural floor level, the different levels shall be
referred to as lower deck main deck and upper deck, starting from
bottom to top.
“This manual is uncontrolled when printed”

5.1/P2
LOAD CONTROL
MANUAL – PART A
b) Hold: the space confined by ceiling, floor, walls and bulk-head, used
for carrying load.
c) Compartment: a part or all of space designated within a hold.
d) Bay: a subdivision of a containerised/palletised compartment, i.e., ULD

position.
e) Section: a subdivision of a non-containerised/palletised compartment,

i.e. net section.
f) Cabin: the compartment of an aircraft where passenger seats are

installed.
g) Cabin Section: a division of the cabin into zone for the purpose of
balance.
h) Left/Right: to be understood as left and right in the direction of flight.
5.1.2.3 Numbering of compartments
a) Aircraft with lower deck compartments or with both lower and main
deck compartments.
Compartme
nts No
1 The forward part of the lower forward hold or the total lower
2 forward hold.
3 The aft part of the lower deck forward hold.
4 The forward part of the lower deck aft hold.
5 The aft part of the lower deck aft hold or the total lower aft hold.
The total main deck forward compartment or the bulk compartment
6 of containerised/palletised aircraft.
0 The total main deck aft compartment.
Cabin
Note: on certain aircraft types aft sections of compartment 4 may be

designated as compartment 5, e.g. A320.
b) Aircraft with main deck compartments only:

5.1/P3
LOAD CONTROL
MANUAL – PART A
1) The compartments shall be numbered from the rear of the aircraft

and from right to left in descending order from compartment No.6 to
No.
2) Compartments No.0 is cabin.
5.1.2.4 Designation of section (compartments)
A figure indicating the compartment number and a second figure the

section in that compartment, starting from the front to the back and from
right to left.
4 3 2 1
43 42 41 33 32 31 23 22 21 13 12 11
Cargo
doors
4 3 2 1
36 35 34 24 23 15 14
42 41 33 22 13
32 31 21 12 11
5.1.2.5 Designation of bays
a) Designation of bays in compartments.
1) One ULD in a row:
A first figure to indicate the compartment number, a second figure to indicate

the position of the lateral row and the two figures are followed b the letter “P” to
indicate a pallet position.
Example:

5.1/P4
LOAD CONTROL
MANUAL – PART A
5 4 3 2 1
43 42 41P 32P 31P 23P 22P 21P 13P 12P 11P
2) Two ULD in a row.

the position of the lateral row followed by the letters “L” (for left) or “R” (for
right) to indicate a left or right hand side ULD position.
Example:
5 4 3 2 1
43 42
L L 4 3 3 2 2 1 1 1
1 2 1 2 1 3 2 1
43 42
4
L 3L 3L L
2 2L L
1 L
1 1L
R R
1 2 1 2 1 3 2 1
R R R R R R R R
3) Three or more ULDs in a row.

the position of the lateral row followed by a numeric to indicate the ULD
position in the row, starting with the figure “1” from the left to the right.
Example :

5.1/P5
LOAD CONTROL
MANUAL – PART A
5 4 3 2 1
411 321 311 221 211

23L
43 42 412 322 312 222 212 13 12 11
23R
413 323 313 223 213
641 631 621 611
642 632 622 612
643 633 623 613

CABIN
644 634 624 614
b) Designation of row and bays on the main deck.
1) Main deck row designation.
i) All aircraft cargo layout:
The lateral rows shall be indicated by alpha characters always starting

with “A” from the nose-end of the aircraft.
Example:
A B C D E F GH J K L M P R S
ii) Cargo and passenger aircraft layout.
Depend on compartment position and cabin position, the aircraft is

separated:
Type 01: Cargo – Passenger – Cargo layout:

5.1/P6
LOAD CONTROL
MANUAL – PART A
the lateral rows shall be indicated by alpha characters always starting

with “A” from the nose-end of the aircraft to the rear, omitting the row
designators occupied by the cabin.
Example:
A B C D CABIN P R S
Type 02: Cargo – Passenger layout:

with “A” from the nose-end of the aircraft to the rear, omitting the row
designators occupied by the cabin.
Example:
A B C D E F CABIN
Type 03: Passenger – Cargo layout:

with “A” from the nose-end of the aircraft, omitting the row designators
occupied by the cabin. Optionally, the lateral rows of the cargo section
shall be designated by alpha characters starting with “A” from the front
to the rear.
Example:
CABIN K L M P R S
CABIN A BC D E F
Note: For all configurations the letters I , N ,O , Q , V and W shall not

be used as row designators.
2) Mail deck bay designation.

5.1/P7
LOAD CONTROL
MANUAL – PART A
i) One ULDs in a row.

An alpha character to indicate the position of the row.
Example:
A B C D E F G FH
ii) Two ULDs in a row.

An alpha character to indicate the position of the row, followed by the
letters “L” (for left) or “R” (for right) to indicate the left or right hand
side position.
Example:
AR BR CR DR ER FR GR HR
AL BL CL DL EL FL GL HL
iii) Three or more ULDs in a row.
An alpha character to indicate the position of the row followed by a

numeric to indicate the ULD position in the row, starting with the figure
“1” from the left to the right.
Example:
B3 C3 D3 E3
A B2 C2 D2 E2 F G FH
B1 C1 D1 E1
iv) Single ULD occupying two or more positions in the same line.
An alpha character to indicate the forward position in the line, followed
by an alpha character to indicate the rear position in the line. Followed
by “L” or “R” to indicate the left or right line, e.g. CDR or EGL...
Example:
AR BR CDR ER FR GR HR
AL BL CL DL EGL HL

5.1/P8
LOAD CONTROL
MANUAL – PART A
v) Variable configuration on the same aircraft.

When ULDs are carried across, the bay positions shall be designated
according to “One ULDs in a row” above.
When ULDs are carried lengthwise, the bay positions shall be delived
from (a) and designated according to “Single ULD occupying two or
more positions in the same line” above.
Example:
Across A B C D E F G
configuration
A B C D E F G
Lengthwise A B C D E F G
configuration
ABR BCR CER EFR FGR
ABL BCL CEL EFL FGL
vi) Pallet identifier.
The ULD position indicator may be followed by the letter “P” if a pallet
position needs to be identified.
vii) Additional bay positions at the forward part of the main deck.
Some high capacity nose-loading freighter aircraft feature additional

bay positions at the forward part of the main deck. These bay positions
shall be identified starting with an alpha character “A” to indicate the
forward position as the row followed by the numeric “1” for the first
ULD position and “2” to indicate the second ULD position at the
forward part of the main deck.
Example:
CR DR ER FR GR HR JR KR LR MR PR RR SL
A1 A2 B
CL DL EL FL GL HL JL KL LL ML PL RL SR
5.1.2.6 Designation of cabin.

5.1/P9
LOAD CONTROL
MANUAL – PART A
a) Designation of cabin sections:
The cabin sections shall be identified starting with a zero (0) as a first figure to
indicate the cabin followed by an alpha character starting with “A” from the
front to the rear to identify the applicable cabin section.
Example:
OA OB OC OD
16F+12Y 30Y 36Y 18Y
b) Designation by class:
If the cabin sections correspond with the configuration layout per class, the
following designator may be applied for weight and balance purposes:
F : first class cabin section.
Y :economy class cabin section.
Example:
F Y
16 F 96 Y
Note: Cabin sections on decks other than the main deck shall be identified
by the corresponding main deck designator. For example, if the upper deck
cabin were to be used for Y class passenger, both would be identified as
“0A” for balance purposes.

5.1/P10
LOAD CONTROL
MANUAL – PART A
5.1.2.7 Numbering schemes for passenger aircraft of Vietnam airlines:
1 /0 0
/4 Boeing 787, 777
ATR72
Airbus 350, 330, 321 1 + 2 3+4
+5
5.1.3 Distribution of load for multi-sector flights
Load destined for the various stations en route must be easily accessible. On
a multi-sector flight this aim might not always be feasible and some times a
partial reloading en route will be required to safeguard the balance and
interests of next stations.
5.1.3.1 Segregation by destination.
Load should therefore be distributed in the following manner:

Route – from station A to B to C to D
Load baggage, cargo and mail in the reverse of destination i.e. load for
destination D first.
DOOR
Load
for
D
This “first on last off” procedure must be applied to load for other
destinations. Transit stations will then have ready access to their
disembarking load immediately the aircraft arrives.
Example: as loaded at station A

5.1/P11
LOAD CONTROL
MANUAL – PART A
DOOR
B B C C D
To preserve the sequence of off-loading, transit stations must, whenever

space permits, stow joining load with transit load for the same destination.
This is essential to ensure the smooth working of the hold stowage
pattern. It may, however, sometimes entail pulling aside or restowing
transit load.
Example: as loaded at station B:
DOOR
D C C D
Load for the same destination should preferably be stowed in the same
hold. Loading baggage, cargo and mail together in this way will facilitate
offloading at a subsequent point.
Example:
DOOR DOOR
B C D
5.1.3.2 Segregation by category (baggage, cargo and mail)

Baggage should be loaded last so that it is readily available for offload
first at its destination.
Example – as loaded at station A:
DOOR DOOR
MAIL
BAGGAGE MA BAGGAGE
MAIL CARGO IL
CARGO CARGO
B B B C C D D

5.1/P12
LOAD CONTROL
MANUAL – PART A
5.1.3.3 Segregation to speed unloading

It might be more worthwhile to split the load for the next station between
two holds. This method is particularly valuable to speeding up the
delivery of baggage off the aircraft.
Example – as loaded at station A:
DOOR DOOR
MAIL
BAG
B BAGGAGE BAG
BAGGAGE B MAIL
CARGO
CARGOGAG CARGO GAG
C E C C D E D D

5.2/P1
LOAD CONTROL
Handling/load information codes to be used on Rev 00
GROUND OPERATION traffic documents & messages 01Jul2015
MANUAL – PART A
5.2 Handling/load information codes to be used on traffic documents and

messages
5.2.1Load information/volume codes.
The codes listed below shall be used to identify load categories and to give
information in connection with ULD handling.
5.2.1.1 Load information codes.
B Baggage.
C General cargo or mixed units.
D Crew baggage (when not included within “E” or “S”).
E Equipment, e.g. unmanifested flight spares, in compartment.
F First class baggage and/or priority handled baggage.
ULD and/or its load to be transhipped to a connecting flight (onward
H
destination and/or flight to be shown in SI element on CPM).
M Mail
N No ULD at position.
Q Courier baggage.
Sort on arrival (describes a rummage container, i.e. contents of
S
different categories and on-line destinations).
T Load for transfer to various connecting flight.
U Unserviceable ULD.
W Cargo in security controlled ULD.
X Empty ULD.
Load deliberately mixed by destination when these destinations are
Z
known to be beyond a planned reloading station.
5.2.1.2 Additional Cargo Load Information Codes:
The codes listed below shall be used to distinguish different cargo ULD load
categories and to give information in connection with ULD handling of cargo.
a) CA : Domestic Transfer.

5.2/P2
LOAD CONTROL
MANUAL – PART A
b) CG : Through Units.
c) CI : International Transfer.
d) CL : Local.
e) CP : Priority.
5.2.1.3 ULD load volume codes.
0- No volume available.
1- Quarter volume available.
2- Half volume available.
3- Three quarter volume available.
Note: Should a ULD include more than one category of load, a combination of
Load Information codes will be used, e.g. “B/C” meaning contents comprise
baggage and cargo.
Example 1:
. 26L/HND/C0: in compartment two, lateral row six, left hand side there is for
Tokyo (Haneda Airport) a full container of cargo.
Example 2:
. 25R/BKK/TB2: in compartment two, lateral row five, right hand side there is
for Bangkok a container, which contents transfer baggage with more than half
of its volume available.
5.2.2Codes for load requiring special attention
5.2.2.1 Generals:
a) When used on Loadsheet/Loadmessage the codes (and the details) are

entered as follows:
1) For passenger or passenger/cargo aircraft in the “Remarks” box of the

respective destination;
2) For all cargo aircraft in the “SI” box preceded by the destination code in
case of multi - sector flight. The destination code must be preceded by
full stop;

5.2/P3
LOAD CONTROL
MANUAL – PART A
3) Each code must be preceded by full stop. The code is followed by an

oblique (/) if further loading details are to be shown;
4) Loading positions to be shown must be in accordance with designation

of aircraft holds, compartment, bays and cabin at section 4.2 above.
5) For dangerous goods, if restriction based on total quantity apply,

quantity may be shown in the “SI” box together with the Cargo-IMP
code, when necessary.
b) On other documents only the code need be used, other details are optional.
5.2.2.2 Table of format:
The codes shown below shall be used to identify those types of load which
require special handling and/or special treatment.
Code Description Format

Spare Parts required for Aircraft on Ground.
AOG 1-3 alpha-numeric to indicate the loading .AOG/Position
position.
Example:
.AOG/1 .AOG/A .AOG/12L
Live Animals.
AVI 1-3 alpha-numeric to indicate the loading .AVI/ Position
position.
Example:
.AVI/4 .AVI/CL
Ballast hold loaded (Unmanifested).
BAL 1-3 alpha-numeric to indicate the loading .BAL/
position followed by an oblique and 2-4 Position/weight
numeric to indicate the weight.
Example:
.BAL/1/75 .BAL/4/1000

5.2/P4
LOAD CONTROL
MANUAL – PART A
Stretcher installed (Unmanifested).

BED 1 or 2 numeric to indicate the total number of .BED/seats/Quantity
seats blocked by the stretcher arrangement(s) of pax by class
followed by an oblique and 1 or 2 numeric
plus 1 alpha character to indicate the number
of passengers (invalid and accompanying)
and class, travelling on these seats. These
passengers must be included in the PAXFY
distribution.
Example:
. BED/6/3Y
Stretcher hold loaded (Unmanifested)
BEH 1-3 alpha-numerics to indicate the loading .BEH/
position followed by an oblique and two Position/Weight
numerics for the weight of the stretcher.
Example:
.BEH/34L/50
BIG An item loaded on two or more pallets or .BIG/Position/Weight
which, due to its size or weight, requires
special handling/equipment for loading and
off-loading.
1-3 alpha – numeric to indicate the forward
position and
1-3 alpha – numeric to indicate the rear
position of the pallet bays over which the
piece is loaded, followed by an oblique and
2-5 numeric to indicate its weight in
kilograms.
Example: .BIG/11P12P/1567
Note 1: the code BIG is applicable only to

loads on pallets.
Note 2: Floating pallet (which is a method
where a pallet with cargo is placed beyond
the boundaries and the pallet is used not for
the restraining purpose but for the weight
spread and conveying in the compartment)
are to be treated as BIG.
Note 3: The code BIG can also be used in
conjunction with the code OHG

5.2/P5
LOAD CONTROL
MANUAL – PART A
Example:
.BIG/PRR/13000.OHG/PRR/SR85
CAO Dangerous Goods Cargo Aircraft Only .CAO/Position/Weigh

(labeled). t
1-3 alpha – numeric to indicate the loading
position followed by an oblique and 1-4
Example: .CAO/A/58
CAT Cargo Attendant on Cargo Aircraft. .CAT/quantity

1-3 alpha – numeric to indicate the number.
Example: .CAT/2
COM Company Mail (Unmanifested). .COM/

1-3 alpha – numeric to indicate the loading Position/Weight
Example: .COM/1/16 .COM/12P/216
Catering equipment and food supply not used

CSU on flight (Unmanifested). 1-3 alpha - numeric .CSU/
to indicate the loading position followed by Position/Weight
an oblique and 2-4 numeric to indicate the
weight.
Example: .CSU/32R/1100
DHC Crew positioning to/from duty not directly .DHC/Quantity of

involved in the operation of the flight, who DHC by class
are occupying passenger seats.
Example: .DHC/0/2/16
Note: DHC are included in passenger
figures.

5.2/P6
LOAD CONTROL
MANUAL – PART A
Diplomatic Mail.
DIP 1-3 alpha – numeric to indicate the loading .DIP/
position followed by an oblique and 1-2 Position/quantity
numeric to indicate the number of bags.
Example: .DIP /4/2 .DIP/32L/4
Foodstuffs for human consumption other than
EAT meat and fish/seafood as specific handling .EAT/ Position
codes are designated for such codes.
1-3 alpha - numeric to indicate the loading
position.
Example: .EAT /2
EIC Equipment in Compartment (Unmanifested). .EIC/

Miscellaneous items not included in the Dry Position/Weight
Operating Weight/Index but not including
BAL, BED, COM, CSU, FKT and BEH.

Example: .EIC /4/50
ELD Extra Load Devices. .ELD/

1-3 alpha - numeric to indicate the loading Position/Weight
Example: .ELD /32/L425
FIL Undeveloped Film/Unexposed Film. .FIL/ Position

position fol.
Example: .FIL/3
FKT Flight kit (Unmanifested). .FKT/

1-3 alpha – numeric to indicate the loading Position/Weight
numeric to indicate the weight (not applicable
when weight is included in the Dry Operating
Weight/Index) .
Example: .FKT/54/450

5.2/P7
LOAD CONTROL
MANUAL – PART A
HEA Heavy cargo above 150 kg per piece. .HEA/

Example: .HEA/1/196
Note: Two or more heavy pieces in the same

compartment need to be shown individually.
Example: .HEA/1/196 .HEA/1/204
Note: For heavy cargo above 150 kg per

piece loaded on pallets/in containers the code
HEA is not required.
HEG Hatching Eggs. .HEG/ Position

position.
Example: .HEG/21L
HUM Human Remains in Coffins. .HUM/

Example: .HUM/4/258
Note: The code HEA is not required for
funeral urns.
ICE Carbon Dioxide, solid (Dry Ice) (Shipment) .ICE/ Position

(labeled)
position.
Example: .ICE/11R
LHO Live Human Organs/Blood. .LHO/ Position

position
Example: .LHO/2

5.2/P8
LOAD CONTROL
MANUAL – PART A
MAG Magnetized Materials (labeled). Not to be used on

Loadsheet and
Loadmessage.
MOS Miscellaneous Operational staff other than .MOS/Quantity by

crew, who perform functions relating to the class
flight and occupy passenger seats.
Example: .MOS /0/0/2
Note: MOS are included in passenger figures.
NIL No items loaded or manifested. .NIL
OBX Obnoxious dead load that produces strong .OBX/Position

offensive odor.
position.
Example: .OBX/22P
OHG An item loaded on one or more pallets that .OHG/Position/Positi

overhangs position other than those on which on of OHG
it is loaded. 1-3 alpha - numeric to indicate
the forward position and 1-3 alpha - numeric
to indicate the rear position of the pallet bays
on which the item is loaded, followed by an
oblique, 1-3 alpha - numeric to indicate the
position the pallet bay overhung by the load
and 1-3 numeric to indicate the length of
the overhang in centimeters. The overhang
information is to be repeated, if required.
Example: .OHG/EF/G100
.OHG/DR/CR100/ER80
Passengers not entitled to a firm booking who
PAD may be offloaded at a station enrooted to their .PAD/Quantity by
ticketed destination in order to accommodate class
joining passengers who have higher priority.
Example: .PAD/2/1 .PAD/0/1/5
PEA Hunting trophies, skin, hide and all articles .PEA/Position

5.2/P9
LOAD CONTROL
MANUAL – PART A
made from or containing parts of species

listed in the CITES.
position.
Example: .PEA/2
PEF Flowers. .PEF/Position

position.
Example: .PEF/5
PEM Meat. .PEF/ Position

position.
Example: .PEM/5 .PEM/11P

Fruits and vegetables.
PEP 1-3 alpha - numeric to indicate the loading .PEP/ Position
position.
Example: .PEP/3
PER All perishable cargo other than flowers, meat .PER/Position

and fish/seafood as individual handling codes
are designated for such codes.
position.
Example: .PER/2 .PER/31L
PES Seafood/Fish for human consumption. .PES/ Position

position.
Example: .PES/3

5.2/P10
LOAD CONTROL
MANUAL – PART A
RCL Cryogenic Liquids (refrigerated liquefied .RCL/ Position

gases).
position.
Example: .RCL/5
RCM Corrosive (labeled). .RCL/ Position

position.
Example: .RCM/2
Explosive 1.3C (labeled).
RCX 1-3 alpha – numeric to indicate the loading .RCL/ Position
position.
Example: .RCX/CR
REX Normally Forbidden Explosive (1.1, 1.2, 1.3 .REX/ Position

[with a few exception], 1.4F, 1.5 and 1.6)
(labeled).
position.
Example: .REX/A
Flammable Gas (labeled).

RFG 1-3 alpha – numeric to indicate the loading .RFG/ Position
position.
Example: .RFG/21
Flammable Liquid (labeled).
RFL 1-3 alpha – numeric to indicate the loading .RFL/ Position
position.
Example: .RFL/B
Flammable Solid (labeled).

RFS 1-3 alpha-numeric to indicate the loading .RFS/ Position
position..
Example: RFS/2

5.2/P11
LOAD CONTROL
MANUAL – PART A
RFW Dangerous When Wet (labeled). .RFW/ Position

position.
Example: .RFW/21P
RGX Explosive 1.3G (labeled). .RGX/ Position

position.
Example: .RGX/FL
RIS Infectious Substance (labeled). .RIS/ Position

position .
Example: .RIS /22
RMD Miscellaneous Dangerous Goods (labeled). Not to be used on

Loadsheet and
Loadmessage
RNG Non-Flammable Non-Toxic Gas (labeled). .RNG/ Position

position.
Example: .RNG/31
ROP Organic Peroxide (labeled). .ROP/ Position

position
Example: .ROP/2
ROX Oxidizer (labeled). .ROX/ Position

position.
Example: .ROX/2

5.2/P12
LOAD CONTROL
MANUAL – PART A
RPB Toxic (labeled). .RPB/ Position

position.
Example: .RPB/2
RPG Toxic Gas (labeled). .RPG/ Position

position.
Example: .RPG/A
RRW Radioactive Category I - White (labeled). Not to be used on

Loadsheet and
Loadmessage
RRY Radioactive Category II and III - Yellow .RPB/Position/

(labeled). Transport index
numeric to indicate the sum of transport
indexes. If decimals are shown this must be
separated by the abbreviation “PT”.
Example: .RRY/1/6PT4 .RRY/D/25
RSB Polymeric Beads (labeled). .RSB/Position/Weigh

1-3 alpha - numeric to indicate the loading t
numeric to indicate the weight in kilograms.
Example: .RSB/23L/95
RSC Spontaneously Combustible (labeled). .RSC/ Position

position.
Example: .RSC/12

5.2/P13
LOAD CONTROL
MANUAL – PART A
RXB Explosive 1.4B (labeled). .RXB/ Position

position.
Example: .RXB/B
RXC Explosive 1.4C (labeled). .RXC/ Position

position.
Example: .RXC/13
RXD Explosive 1.4D (labeled). .RXD/ Position

position.
Example: .RXD/13
RXE Explosive 1.4E (labeled). .RXE/ Position

position.
Example: .RXE/22R
RXG Explosive 1.4G (labeled). .RXG/ Position

position.
Example: .RXG/1
RXS Explosive 1.4S (labeled). .RXS/ Position

position.
Example: .RXD/FL

5.2/P14
LOAD CONTROL
MANUAL – PART A
SOC Seats occupied by baggage, cargo and/or SOC/Quantity by

mail. class
1-3 alpha - numeric to indicate the number of
seats occupied in each class separated by an
oblique.
Example: .SOC/11/32 .SOC/0/140

.SOC/32/44
VAL Valuable Cargo Not to be used on

Loadsheet and
Loadmessage
WET Shipments of wet materials not packed in .WET/ Position

watertight containers, e.g. fish packed in wet
ice.
position.
Example: .WET/53
XCR Operating Crew requiring passenger seat(s). .XCR/Quantity by

1-3 alpha - numeric to indicate the number of class
seats occupied in each class separated by an
oblique.
Example: .XCR/2/0/3
Note: XCR are included in the operating

crew figures, i.e. not included in passenger
figures.
XPS Priority Small Package. .XPS/ Position

position.
Example: .XPS/47R

5.2/P15
LOAD CONTROL
MANUAL – PART A
5.2.3Pallet contour codes
5.2.3.1 General principles.
a) The contour codes listed below apply only to pallets loaded on the main
deck. The codes are not necessary for containers since these units have a
fixed contour.
b) The contour may be further specified by adding the contour reference

number according to the IATA ULD Technical Manual.
c) Contour code and contour reference number are to be separated by an

oblique.
d) The codes PLD, PMD and PWG shall be used for aircraft types with pallet
capability on both the lower deck and the main deck.
e) These codes shall be used on the ULD/Bulk Load Weight Signal (UWS)
and the Loading Instruction /Report, as well as in the Container Pallet
Distribution Message (CPM) and the load message (LDM).
5.2.3.2 Table of format
Description Format
PLD Pallet Lower Deck. .PLD

Indicates a pallet which can be loaded on the
lower deck of a particular aircraft type. Two
alpha-numeric preceded by an oblique to
indicate the pallet contour, if required.
Example: .PLD
Note: Without any further specification the

code PLD indicates a pallet with a height of
not more than 162 cm (62 in).

5.2/P16
LOAD CONTROL
MANUAL – PART A
PMD Pallet Main Deck. .PMD

Indicates a pallet which can only be
accommodated on the main deck of a
particular aircraft type. Two alpha-numeric
preceded by an oblique to indicate the pallet
contour.
Example:
.PMD/Q6 (up to 8 ft high).
.PMD/Q7 (8-10 ft high).
PWG Paleets that utilise extension (wings) to .PWG

increase the capacity of the pallet.
Note: Whenever a winged pallet is loaded in

such way that the overhang affects adjacent
positions, the code OHG shall be used in
addition.

5.3/P1
LOAD CONTROL
Loading instruction/ report Rev 00
MANUAL – PART A
5.3 Loading instruction/report
A. EDP LOADING INSTRUCTION /REPORT
5.3.1 General
5.3.1.1 For every departing flight a loading instruction/report must be issued.

For transit flights a separate off-loading instruction/report may be issued
when off loading at transit airport. For flights terminating at a station no
off-loading instruction/report is required. The incoming CPM or LDM
can be used instead.
5.3.1.2 The formats to be used shall be as shown in the attachments.
5.3.1.3 The loading instruction/report and the off-loading instruction/report must

be completed and signed by the persons responsible for loading and/or
off-loading respectively (loading supervisor). The form must contain a
certificate, signed by the person responsible for the loading respectively
off-loading of this flight, worded in accordance with the text shown in
the specimens.
Note 1: Loading and loadsheet activities are not complete and the
aircraft not cleared to leave until the loadsheet and the loading
instruction/report are in agreement.
Note 2: Deviations must be checked against the weight, balance and

loading limits. Any necessary corrections made to the recorded weight
and balance conditions before the aircraft departure must be in
accordance with Vietnam Airlines 's regulations.
5.3.1.4 The loading instruction/report and the off-loading instruction/report must

contain:
a) Loading Instruction/Report form:
1) Instruction for transit load, off-load (if not as per Section 2), reload
and on load;
2) Loading report part and space to record deviations from original
instructions;
3) A summary of special loads;
4) Representation of all loading positions for that specific hold
version.

5.3/P2
LOAD CONTROL
MANUAL – PART A
b) Off-Loading Instruction/Report form:
1) Instruction for transit load and off-load;

2) Report part for items in transit or for off-load;
3) A summary of special loads;
4) Representation of all loading positions for that specific hold
version.
5.3.1.5 The completed loading instruction/report form and, if used the off-
loading instruction/report form must be filed at the issuing station for
minimum period of 3 months.
5.3.1.6 To ensure the importance of accuracy in their company manual and rule
that:
a) Any figure passed verbally to the load control staff must be confirm
before aircraft departure, by written confirmation or by means of other
effective pre-departure checks;
b) Staff must check the accuracy of manual calculations before departure.
5.3.1.7 When a standard weight is used for hold baggage, the number of checked
pieces per compartment may be entered as an alternative to the weight in
the space provided for the report.
5.3.1.8 When ULDs are loaded or off-loaded, their IATA ID codes may be used
in addition to the weight entries.
5.3.1.9 The examples in the attachments illustrate a standard EDP loading

instruction/report including TRANSIT/RELOAD/ONLOAD DETAILS
and a separate off-loading instruction/report to, reflect an AT
TRANSIT/ARRIVAL situation.
The examples of such layouts are shown in the attached specimens.
5.3.2 EDP Loading instruction/report
Reference numbers that are used in this procedure refer to the numbers that
are show in the 5.3.2.2 and 5.3.2.3.
The format to be used is shown in the 5.3.2.2 and 5.3.2.3.

5.3/P3
LOAD CONTROL
MANUAL – PART A
5.3.2.1 Table of format
Ref
. Printed
Definition/Description Format/Example Remarks
No Heading
.
Part 1. Heading
1 From 3-letter IATA code of airport of e.g. ZRH
departure
2 To 3-letter IATA code of airport of e.g. JFK
first intended landing
3 Flight Flight number with optional e.g. VN214
local scheduled departure date
4 A/C Reg. Aircraft registration e.g. VNA144
5 CONFIG Version/configuration code of e.g. C32Y306
A/C
6 CREW Number of the flight crew e.g. 2/09
7 Date Local date of issue of this e.g. 12mar93
edition
8 Time Local time of issue of this e.g. 2200
edition
9 EDNO Edition number Maximum 2
numeric, e.g. 01
Part 2. General Information
10 Planned Summary of the estimated See example
joining load joining load by destination and
class/load
11 Joining Joining special loads followed See example
specificatio by 'see summary' or 'nil'
ns
12 Transit Transit special loads followed by See example
specificatio 'see summary' or 'nil'
ns
13 Reloads Information relating to e.g. 12L to 34R
repositioning or transit load
Part 3.Loading Instruction
14 CPT Compartment followed by e.g. CPT 3 MD=Main
identifier and optional description CPT MD deck
of compartment location AUF
14. MAX Maximum structure weight e.g. 9355
1 followed by compartment see example
combination limitations
14. Position/Bay/net section followed see example
2 by ULD identification code, if
available
15 Offload/Tra self-explanatory see example see Notes

5.3/P4
LOAD CONTROL
MANUAL – PART A
nsit/On-load
15. Off-load Load/ULDs to be off-loaded see example see Note 1
1 from a specific location
15. Transit Transit load per see example
2 compartment/location
15. On-load Joining load by destination, see example see Note 4
3 category and weight. For baggage,
number of pieces may be used in
lieu of weight if required, provided
that 'PCS' follows the number
16 SPECS Special loads, if any, followed see example
by 'see summary'
Part 4. Loading Report
17 Report Actual total weight per position/ see example to be
bay/ section and compartment completed by
including any deviation. Volume the person
remaining may be added, if responsible
required. for loading
Note 1: Show the off-load only if no separate off-loading instruction/report is
prepared.
Note 2: For each container and pallet location there must be an entry in the
corresponding location in the loading instruction. Positions to be left empty must
be indicated by the letter 'N', 'NOFITS' are to shown to the next destination.
Positions occupied by empty ULDs must be indicated by the letter 'X' followed by a
slash and the appropriate tare weight. Empty ULDs must be shown to the next
destination unless otherwise specified.
Note 3: Where load for more than one destination is located on a single loading
position, each destination must be shown on a separate line.
Ref Printed Heading Definition/Description Format/Example Remarks

No.
Part 5. Supplementary Information
18 SI Supplementary
Information in free
format
Part 6. Signatures
19 Prepared by Identification of the
agent responsible for
the preparation of the
loading instruction
20 Signature Loading certificate see example
according to company
policy signed by the
person responsible for
loading

5.3/P5
LOAD CONTROL
MANUAL – PART A
Commentary
In all applicable parts of the loading instruction, locations will be

described in ascending order of load location, e.g in the order main
deck/forward compartments/aft compartments/bulk. The description of
all locations must be as per section 5.1. For clarity, left and right
locations must be shown adjacent, and main deck locations can be
shown centrally. To assist loading staff, the position of compartments
doors and any other useful information can be show to the right of the
appropriate location, e.g DOOR vertically, stretched over all positions
involved. All spec-s must be shown in the Summary of Special Loads
printed at the end of the loading/instruction report.
In order to assist persons responsible for loading transit flights, a

calculation table can be provided optionally. An example of such a table
is shown in the attachments. Within Part 3, it is recommended that
separation of bay/section and compartments be shown as follows:
Between deck and lower deck us a single row of asterisk. If dispatch via
teletype is necessary use a single line of slashes. Between lower
compartments use a single uninterrupted line. Between bay/sections use
a single dotted line. Further, if it is consider desirable to separate main
deck from forward lower deck, and the latter from the after lower deck,
three blank lines are to be used to assist with physical separation of the
loading instruction.

5.3/P6
LOAD CONTROL
MANUAL – PART A
5.3.2.2 Layout of loading instruction/report

LOADING INSTRUCTION REPORT CONFIG PREPARED BY 19 EDNO
9
ALL WEIGHTS IN KILOS
FROM/TO FLIGHT A/C REG 5 CREW DATE TIME
1 2 3 4 6 7 8
PLANNED JOINING LOAD
10 F C Y C M B
JOINING SPECS:
11
TRANSIT SPECS:
RELOADS: 12
ACTUAL
13
LOADING INSTRUCTION WEIGHT
********************************************************************************************************
CPT MD AUF MAX : : D
14 :FL :FR : O
:ONLOAD: :ONLOAD: : O
14 14
:SPECS: 2 :SPECS: : R
1
:REPORT: :REPORT: FL/FR TOTAL:
CPT MD AUF MAX :

:G :
:ONLOAD: JFK C/1234 :
:SPECS: :
:REPORT: G TOTAL :
********************************************************************************************************
16 CPT 1 FLF MAX :
:11 :
:TRANSIT: :
:SPECS: :
:REPORT:
15
2
:
................................................................................................................................................................................................................
:12L 15 :12R : D
3
:ONLOAD: :ONLOAD: : O
:REPORT: :SPECS: 17 : 17 O
: :REPORT: : R
...............................................................................................................................................................................................................
15 17
:13L 1 13R :
:OFFLOAD: :OFFLOAD: :
:ONLOAD: :ONLOAD: :
:REPORT: :REPORT: CPT 1 TOTAL :
CPT 2 FLC.......
ETC.
18 ************************************************************************************
SI.
THIS AIRCRAFT HAS BEEN LOADED IN ACCORDANCE WITH THESE INSTRUCTIONS AND THE DEVIATIONS
SHOWN ON THIS REPORT. THE CONTAINERS/PALLETS AND BULK LOAD HAVE BEEN SECURED IN
ACCORDANCE WITH COMPANY INSTRUCTIONS. 20
SIGNATURE:

5.3/P7
LOAD CONTROL
MANUAL – PART A
5.3.2.3 Example of loading instruction:

Note: Due to limited space not all ULD positions, bay, section show.
LOADING INSTRUCTION/REPORT CONFIG PREPARED BY EDNO
ALL WEIGHTS IN KG C32Y306 BAO 02
FROM/TO FLIGHT A-C/REG CREW DATE TIME

SGNHAN VN 0214 VNA144 2/14 19DEC 0402
PLANNED LOAD
HAN C 32 Y 306 C 018520 M 000724 B 006040 E 000000
JOINING SPECS
TRANSIT SPECS
RELOADS
-------------------------------------------
CPT 1 FWD MAX 015306 ::CPT TOTAL :
----------------------
:11L AKE00050BL :11R AKE00095BL :
:ONLOAD HAN M/00569 :ONLOAD HAN C/00560
:REPORT :REPORT
...............................
---------------------------------------------------------------------------------
---------------------------------------------------------------------------------------
CPT 3 AFT MAX 011524 ::CPT 2 TOTAL :
----------------------
:31L AKE15097VN :31R AKE00106BL :
:ONLOAD HAN C/00966 :ONLOAD HAN C/00825
:REPORT :REPORT
...............................
:32L AKE00071BL :32R AKE15192VN :
:REPORT :REPORT
...............................
:33L AKE15913VN :33R AKE15191VN :
:REPORT :REPORT
-------------------------------------------
CPT 4 AFT MAX 012700 3+4 024224 ::CPT 3 TOTAL :
-------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------------------------------
CPT 5 AFT MAX 003806 +5 026032 ::CPT 4 TOTAL :
----------------------
-------------------------------------------
::CPT 5 TOTAL :
----------------------
SI
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.
SIGNATURE:---------------------------

5.3/P8
LOAD CONTROL
MANUAL – PART A
B. MANUAL LOADING INSTRUCTION/REPORT
5.3.3 General:
5.3.3.1 Recommended that: For every departing flight a Loading Instruction

must be issued.
5.3.3.2 The Loading Instruction/Report forms should contain:

a) A header line
b) A sketch of the compartments layout with compartments doors
indicated
c) An arrival instruction part, to be completed by the loadsheet agent/load
planner to inform the loading supervisor about the incoming load
details for intermediate stops on multi sector flights only.
d) A loading report part to be completed by the Loading supervisor, to
confirm that the aircraft has been loaded in accordance with the given
instructions. Loading Supervisors are not allowed to deviate from the
instruction has been obtained from the Load sheet Agent/Load planner.
Deviations from the instruction must be clearly stated on the report.
e) A special instructions part to be completed by the Load sheet
Agent/Load planner to instruct the Loading Supervisor about any other
information which might be consider essential for a safe and optimum
load handling.
f) The maximum weight of each compartment
g) A certificate to be signed by the Loading Supervisor worded in
accordance with the text shown on the specimen forms.
5.3.3.3 The complete Loading Instruction Report shall be filed at the issuing
station for minimum period of 3 months.
5.3.3.4 Any figures passed verbally to the load sheet staff must be confirmed
before aircraft departure, preferably in writing or by means of other
effective pre-departure checks.
5.3.3.5 When a standard weight is used for hold baggage, the number of checked
pieces per compartment may be entered as an alternative to the weight.
5.3.3.6 The accuracy of the calculations must be checked before departure of the
flight concerned.

5.3/P9
LOAD CONTROL
MANUAL – PART A
5.3.4 Description of forms:
5.3.4.1 Aircraft not equipped with ULDs:
a) Heading:
The heading of the form must be filled in by the Load sheet Agent/Load
planner:
Ref.
Description
No. Printed Heading
1 Station 3-letter IATA airport code of issuing station
2 Flight nr Flight number of flight for which the instructions are
issued
3 Destinations 3-letter IATA airport code(s) of route station(s)
4 A/C Reg. Aircraft registration
5 Date Local date
6 Prepared by: Name in capital letters
b) Compartment Number and Weight Limitations:
Compartment numbers and weight limitations must be filled in by the Load

sheet Agent/Load planner, if not pre-printed on the form
Ref.
Printed Heading Description
No.
7 Compt nr. Compartment number
8 Maximum weight Maximum allowable weight per compartment
c) Arrival:
The arrival information must be completed by the Load Agent
Ref.
No.
Arrival The arrival information shall include details of the load
per compartment as follows, copied from the incoming
LDM:
9 For multi-sector flights indicate destination using
the 3-letter IATA airport codes
Followed by category of load, as per “LOAD
INFORMATION CODES” i.e Baggage (B), Cargo

5.3/P10
LOAD CONTROL
MANUAL – PART A
(C) and Mail (M).

Followed by weight
Followed by specific handling code(s) in case of
special load in accordance with section 4.2
“IDENTIFICATION CODES”, if necessary give
further instruction under “Special Instruction”
Example: BAH/C/1200/AVI.PER
Load to be off loaded from the respective
compartment(s) shall be encircled.
d) Loading Instructions
The Loading Instructions must be completed by the Load sheet Agent/Load

planner.
Ref.
No.
Instructions Instructions on where the load is to be stowed and
for transit flights, the load information of the off
load and through load.
For multi-sector flights indicate destination using
INFORMATION CODES” i.e. Baggage (B), Cargo
10
(C) and Mail (M).
Followed by weight
special load in accordance with
e) Loading Report:
The loading report must be completed by the Loading Supervisor. The
entries must be made continuously while loading is in progress.
Ref.
No.
Report Actual load details per compartment or deviations
from original instructions
11
Where the load at any position is unchanged at the
transit station, the entries are the same as in the

5.3/P11
LOAD CONTROL
MANUAL – PART A
2.1.3 “arrival instruction”.

When a change has occurred the new situation must
be reported.
Followed by category of load, as per AHM 510
“LOAD INFORMATION CODES” i.e. Baggage
(B), Cargo (C) and Mail (M).
Followed by weight
special load in accordance with AHM 510
f) Special instructions:
Special Under this heading give instructions for:

instructions - goods which require special handling or stowage,
e.g. live animals, dangerous goods, etc.
- lashing and supporting of heave items
- securing of items which may cause a hazard
- relocation of transit load
- load to be located in the passenger cabin
In addition to the specific instructions mentioned
12 above, any other information which is useful for the
Loading Supervisor may be given in this part, e.g.
summary of planned onload. Air waybill number of
special cargo items, etc.
Note: The absence of special instructions does not
preclude the person responsible for the physical
loading from restraining individual items which
may cause a hazard. e.g high density or awkward
shaped load.
g) Signatures
Ref.
No.
13 Signature of responsible Load sheet Agent/Load
14 planner.
Name and signature of responsible Loading

5.3/P12
LOAD CONTROL
MANUAL – PART A
Supervisor. He/she confirms that the aircraft has

been loaded in accordance with the instructions,
including the deviations shown on the report, and
that the load has been secured in accordance with
company instruction.
5.3.4.2 Aircraft equipped with ULD's:
a) Heading
The Loading Instructions must be completed by the Load sheet Agent/Load

planner.
Ref. Printed Heading Description

No.
1 Station 3-letter IATA airport code of issuing station
2 Flight nr Flight number of flight for which the instructions
are issued
3 Destinations 3-letter IATA airport code(s) of route station(s)
4 A/C Reg. Aircraft registration
5 Version Version/configuration code of aircraft
6 Date Local date
7 Prepared by: Name in capital letters
b) General information:
Weight limitations must be filled in by the Load sheet Agent/Load planner if

not pre-printed on the form.
Ref.
Nbr
8 Compartment/net section/ULD bay identification
c) Arrival
Off-load, reload and transit load information must be filled in by the Load
sheet Agent/Load planner for transit flights.
Ref.
No.
Arrival The arrival information shall include details of the
9
load per ULD bay and bulk compartment copied

5.3/P13
LOAD CONTROL
MANUAL – PART A
from the incoming CPM:

Followed by the IATA ULD identification code
Followed by category of load as per “LOAD
INFORMATION CODES”.
Note: For containers loaded with baggage enter the
available volume next to the baggage code e.g. B.0,
F.2.
Followed by weight (weight entries for baggage
ULD’s are optional)
Followed by specific handling codes in case of special
load in accordance with section 4.2, if necessary give
Example: 21P BKK/PAG 1234AF/C/1250/AVI
d) Loading Instructions:
The loading instructions must be completed by the Load sheet Agent/Load

planner.
Ref.
No.
Instructions Show in this part the location of joining ULD’s and
bulk load.
Followed by the IATA ULD identification code
Followed by category of load as per “LOAD
Note: For containers loaded with baggage enter the
available volume next to the baggage code e.g. B.0,
10 F.2.
Followed by weight (weight entries for baggage
ULD’s are optional)
Followed by specific handling codes in case of
special load in accordance with section 4.2, if
necessary give further instruction under “Special
Instruction”
Indicate ULD’s to be topped-up with the text
(TOPUP) in brackets.

5.3/P14
LOAD CONTROL
MANUAL – PART A
For empty ULD’s write ‘X’.

Write ‘N’ (nofit) when a ULD position is to be left
empty.
Show transit ULD’s which remain on the same
position, i.e. which are not topped-up or
resequenced with the text (TRANSIT) in brackets.
e) Loading Report:
The loading report must be completed by the Loading Supervisor. The
entries must be made continuously while loading is in progress.
Ref. Printed
Description
No. Heading
Report Actual load details per ULD position or bulk
compartment or deviations from original instructions
Where the load at any position is unchanged at the
transit station, the entries are the same as in the “AT
ARRIVAL”. When a change has occurred the new
situation must be reported.
For multi-sector flights indicate destination using the 3-
letter IATA airport codes
Followed by the IATA ULD identification code e.g.
PAG, PMC, AKE.
11 Note: For containers loaded with baggage enter the
available volume next to the baggage code e.g. B.0, F.2.
Followed by weight (weight entries for baggage ULD’s
are optional)
Followed by specific handling codes in case of special
load in accordance with “IDENTIFICATION CODES”,
if necessary give further instruction under “Special
Instruction”
Important: The weight taken from the container pallet
tags must be compared with those of the Loading
Instruction. In case of discrepancies the Load sheet
Agent/Load planner must be informed immediately.

5.3/P15
LOAD CONTROL
MANUAL – PART A
f) Special Instructions:
The Special Instructions must be completed by the Load sheet Agent/Load
planner.
Ref.
No.
Special Under this heading give instructions for:
instructions - goods which require special handling or stowage,
e.g. live animals, dangerous goods, etc.
- lashing and supporting of heave items (bulk
compartment)
- securing of items which may cause a hazard
- relocation of transit ULD’s
In addition to the specific instructions mentioned
12 above, any other information which may be useful
for the Loading Supervisor may be given in this
part, e.g. summary of planned onload. Air waybill
number of special cargo items, etc.
Note: The absence of special instructions does not
preclude the person responsible for the physical
loading from restraining individual items which
may cause a hazard. e.g high density or awkward
shaped cargo.

5.3/P16
LOAD CONTROL
MANUAL – PART A
g) Signatures:
Ref.
No.
Signature of responsible Load sheet Agent/Load
13
planner.
Name and signature of responsible Loading
Supervisor. He/she confirms that the aircraft has
been loaded in accordance with the instructions,
14 including the deviations shown on the report, and
the ULD’s and bulk load has been secured in
accordance with company instructions. VAR
17.025(b)
5.3.5 Additional information
The extra data may depend on type of aircraft:
5.3.5.1 Missing restraint limitations:
a) When part of the restraint provisions is missing or unserviceable, the

maximum allowable gross weight of ULD’s may be reduced as specified
by the airframe manufacturer.
b) A Carrier may decide to include Missing Restraint Limitations on the
Loading Instruction Form, to ensure structural Loading Limitations are not
exceeded in case of missing or unserviceable restraint provisions.
5.3.5.2 Maximum hold and/or ULD contour information:
To prevent damage to the aircraft structure due large pieces of load the
addition of the maximum hold and/or ULD contour information may be
useful.
5.3.5.3 Listing of Load Information Codes:
The load Information Codes as per section 5.2 in this document may be
added to the Loading Instruction Report.
5.3.5.4 Location and type of ULD restraints:
A drawing showing location and type of the various ULD restraints per
compartment may be added to the Loading Instruction Report.

5.3/P17
LOAD CONTROL
GROUND OPERATION 01JuL2015
MANUAL – PART A
5.3.6 Attachment:
Attachment 1: Specimen Form, Aircraft not equipped with ULD’s

5.3/P18
LOAD CONTROL
MANUAL – PART A
Attachment 2: Completed Specimen Form, Aircraft not equipped with ULD’s

5.3/P19
LOAD CONTROL
MANUAL – PART A
Attachment 3: Specimen Form, Aircraft equipped with ULD’s

5.3/P20
LOAD CONTROL
MANUAL – PART A
Attachment 4: Completed Specimen Form, Aircraft equipped with ULD’s

5.4/P1
LOAD CONTROL
Loadsheet Rev 02
MANUAL – PART A
5.4 Loadsheet VAR 12.113(b)
5.4.1Manual loadsheet VAR 17.023(a)
5.4.1.1 General
a) Forms: Use standardized forms issued at item 1.7;2.7;3.7;5.7;6.7;7.7 –

GOM PART B:
1) Passenger aircraft - four destinations, format A4; nine destination, format
A4 plus A5;
2) Passenger/cargo aircraft - nine destinations, format A3;
b) Preparation: Prepare the Loadsheet in four-fold. Distribution as follows:

VAR 12.113 (d)
1) One copy for Captain.
2) One copy for aircraft or next station;
3) One copy for departure station file for minimum period of 3 months;
VAR 17.027 (d); VAR 12.113 (e)
4) One copies for Vietnam Airlines’s representative.
5.4.1.2 Completion of loadsheet
The loadsheet shall be prepared according to the following instructions:

a) The reference No. refer to those as stated in the specimen Loadsheets;
b) The description is divided in eight parts.

5.4/P2
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
TABLE OF FORMAT:
Ref.
Printed Heading Definition/Description Format/Example Remarks
No.
Part 1. Addresses and Heading
1 Priority Priority indicator e.g. QU or QX As required by carrier
Teletype address(es) for
2 Address(es) e.g. HANKLVN
loadmessage as required
Teletype address of
3 Originator e.g. SGNKLVN Always to be shown
originator
4 Recharge Recharge facility e.g. VN/
5 Date/time Date and time group e.g. 120111
6 Operators initials Self-explanatory
7 LDM Standard message indicator Format: LDM Pre-printed
Flight number/identifier Format: Two-or
three- character
airline code followed
by up to eight
characters. Maximum
11 characters for
flight identifier.
8 Flight
A two-character date
may be included in
the 11 characters
preceded by an
oblique (/)
e.g. VN210/06
SR504
Aircraft registration Format: 2-10
characters. No
hyphen to be shown
9 A/C regn. and/or transmitted.
e.g. VNA141
VNB206
VNA501
Version/configuration code Fromat:1-12
of aircraft used by carrier characters
10 A/C config.
e.g. 12C/138Y
32C/306Y
Number of crew excluding Format: 3-7 Crew figures must be
11 Crew crew traveling as passengers characters separated by an oblique
Cockpit crew followed by e.g. 2/6 or 3/12

cabin crew
12 Date Self-explanatory e.g. 01JAN07 Local date

Note: Address and communication references (Ref. Nos. 1-7) must be in accordance with ATA/IATA Interline
Communications Manual
Part 2. Operating Weight Calculation
The "Basic Empty Weight" No entries to be made
and includes all fixed if carrier is publishing
13 Basic Weight
equipment including galley dry operating weights
structure
Weight of crew members
14 Crew
shown under Ref. No. 11
Weight of pantry and No entries to be made
15 Pantry
additional unmanifested if carrier is publishing

5.4/P3
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
catering material transported dry operating weights

in the galley
Spare line for adjustments to
16
the basic weight
The "Basic Weight" plus Sum of items 13, 14, 15
"Operational Items", e.g. crew, and 16 (see also AHM
crew baggage, flight 540)
17 Dry Operating equipment and pantry, as per
company specification and is
equal to "Operational Pantry
Weight"
The amount of fuel on board
18 Take-off Fuel less the fuel consumed
before take-off
19 Operating Weight Sum of Ref. Nos.17 and 18
Part 3. Allowed Traffic Load Calculation
Maximum weight for Equal to "Maximum Design
20
Zero Fuel Zero Fuel Weight"
The "Maximum Design
Take-off Weight" or
Maximum weight for
21 "Operational Take-off
Take-off
Weight", whichever is
lower.
Maximum weight for The "Maximum Design
Landing Landing Weight" or
22
"Operational Landing
Weight", whichever is lower
Trip Fuel The amount of fuel planned
to be consumed from take-
23
off to the station of first
intended landing
Allowed Weight for Self-explanatory, use lowest
24
Take-off of items 24a, b or c
Allowed Traffic Load Difference between 19 and
25
the lowest of 24a, b or c
Note: For aircraft operating with injection water methanol, the weight of this is to be included in the take-off and
trip fuel entries. For Captain's information the note box shall include specification, e.g. "Injection Water 1,500kg".
On EDP-Loadsheet same information to be shown under "Captain's Information/Notes".
Part 4. Load Information per Destination and Totals
Dest. Airport of destination e.g. SGN Ref. Nos. 26-44
26 referring to an
individual destination
No. of Passenger Total number of transit format according
27
passenger(s), including PAD(s) Ref. No. 29
No. of Passenger Total number of joining format according
28
passenger(s), including PAD(s) Ref. No. 29
No. of Passenger Total number of outgoing Loadmessage
passenger(s).
29
Sum of Ref. Nos. 27 and 28 and
LMC
Option 1: Adult/Children/Infant e.g. 123/22/3
(Boxes b, c and d must be used)
Option 2: e.g. 76/94/22/3
Male/Female/Children/Infant
((Boxes a, b, c and d must be
used)
Note: If there is a deadload e.g. 0/0/0
to this destination but no 0/0/0/0

5.4/P4
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
passengers, zeros must be

filled in.
If there is no traffic load to e.g. NIL
this destination, enter NIL
Note: On cargo aircraft load
sheets include the weight of
any passenger, e.g. cargo
attendants carried in
specially fitted seats in a
cargo bay, in the appropriate
bay position.
Use SI-box to notify onward
station.
Cab Bag Cabin baggage not included in
standard passenger weight.
30
Split-up in: Transit, Joining
and Total, including LMC
Total Tr. Weight of transit deadload
(to be obtained from
31
incoming LDM or
loadsheet)
Total B Weight of joining baggage
32
excluding Ref. No. 30
Total C Weight of joining cargo To be in accordance
33
with AHM 540
34 Total M Weight of joining mail
Total T Total weight of deadload per Loadmessage
35 destination, Ref. No. 31-34
and LMC
TW Total weight of deadload per Cargo aircraft only
35a
destination, Ref. No. 37
Distribution Weight distribution of the
different load categories per
36
compartment and/or
position(s) of united load.
Total weight of deadload Loadmessage
(transit deadload plus
joining baggage, cargo, mail
and LMC) per compartment
37
and/or position(s) of unitised
load.
Entries to be made only for
compartment(s) holding load
REMARKS
PAX Seat(s) occupied by transit
passenger(s) per class,
38
including PAD(s) (Ref. Nos.
27a, b and c)
Seat(s) occupied by joining
passenger(s) per class,
39
including PAD(s) (Ref. Nos.
28a, b and c)
.PAX/ Total seat(s) occupied by e.g. .PAX/2/111 Load message on a one
outgoing passenger(s) per PAX/19/93 class aircraft PAX
class, including PAD(s) and information may be
40
LMC. Sum of Ref. No 38 omitted. If transmitted
and 39 it must be in the
standard format
41 PAD Seat(s) occupied by transit

5.4/P5
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
PAD(s) per class

Seat(s) occupied by joining
42
PAD(s) per class
.PAD/ Total seats occupied by e.g. .PAD/3/2 Load message. If no
outgoing PAD(s) by class, PAD/5/16 PAD(s) are on board,
including LMC. Figure PAD information may
43 group of each class to be be omitted. If
separated by an oblique. All transmitted it must be
PAD(s) are included in the in the standard format,
FY distribution e.g. PAD/0/0
Additional remarks e.g. .RRY/1/6
44
.HUM/4/258
45 Total number of passengers
Total weight of cabin Ref. Nos. 45-50
46 baggage referring to the totals of
all destinations
Total weight of deadload.
47 Sum of Ref. Nos. 31, 32, 33
and 34
Total weight of deadload per
48 compartment and/or position
of unitised load
Total number of seats
occupied by passengers per
49
class. Sum of Ref. Nos. 38
and 39
Total Passenger total passenger weight is
Weight calculated according to
50 company procedures based
on the figures of items 45a,
b, c and d
Total Traffic Load The total weight of
passengers, baggage, cargo
and mail. Operational items
51
not included in DOW, e.g.
pallets, nets, must be added
to the cargo weight figures
Under load Under load before LMC.
52
Ref. Nos. 25 minus 51
Part 5. Actual Gross Weight Calculation
Zero Fuel Weight Actual zero fuel weight,
53
Sum of Ref. Nos. 17 and 51
Take-off Weight Actual take-off weight. Sum
54
of Ref. Nos. 18 and 53
Landing Weight Actual landing weight. Ref.
55
No. 54 minus Ref. No.23
Part 6. Last Minute Changes
56 Dest. Destination of LMC
57 Specification Kind of LMC
CL/CPT Compartment and/or
58
position of unitised load
+/- Identification of on or off-
59
load
Weight Weight of LMC stated in
60
Ref. No. 57
LMC total +/- Identification of LMC, sum
61
total

5.4/P6
LOAD CONTROL
Loadsheet Rev 02
MANUAL – PART A
62 (LMC total weight) Resultant weight of all LMC

LMC Ref. No. 63 equals Ref. No.
62. Entry to be made
63
regulation
Part 7. Supplementary information and Notes
SI Supplementary information
64 to be included in LDM. Free
format
Notes Information not transmitted
65
with LDM
Part 8. Balance and Seating Conditions
Balance Balance conditions according to
66
requirements
Basic Index BI
Dry Operating Index DOI
Deadload Index DLI
Loaded Index at zero fuel LIZFW
weight
Loaded Index at take-off LITOW
weight
Loaded Index at landing LILAW
weight
%MAC -at deadload MACDLW
weight
%MAC -at zero fuel MACZFW
weight
%MAC -at take off fuel MACTOW
weight
%MAC -at landing weight MACLAW
Stabilizer trim setting at STAB TO
take off
Seating Seating conditions

67
conditions
Total Total number of passengers on board.
68
Passengers Sum of Ref. No. 45a, b, c, d and LMC
Prepared by Loadsheet agent signature and full name
69
VAR 17.025 (a)
70 Approved by Signature of authorized person, if required Refer to AHM 550
5.4.2Loadsheet produced by electronic data processing machine VAR

17.023(a)
5.4.2.1 General
a) Features: EDP Loadsheets shall include the following features:
Use standardised pre-printed form, or use plain paper with recommended

format; as shown and described in these instructions.
b) Colour: For pre-printed forms use pale green as printing colour.

5.4/P7
LOAD CONTROL
Loadsheet Rev 02
MANUAL – PART A
c) Distribution: Prepare the Loadsheet in four-fold. Distribution as follows:

1) One copy for captain.
2) One copy for aircraft or next station;
3) One copy for departure station file for minimum period of 3 months;
VAR 12.113 (e)
4) One copy for carrier.
d) Check: Before a loadsheet can be printed the following checks shall be

made automatically:
1) The maximum gross weights valid for the flight shall not be exceeded;
2) In all cases the appropriate weight capacity limitations for each
compartment shall not be exceeded;
3) The centre of gravity of the aircraft, if calculated by the system, shall
be between limits;
4) All information which is essential for the safe operation of a flight is
inserted, e.g. operating data, cargo and mail weights, transit
loadmessage, ect.
e) Provisions: EDP load sheets shall:
1) Provide printing space per category as shown in the description;
2) Under the heading "Load in Compartments" or "Distribution" two or
more lines must be provided;
3) Include captain's information and the loadmessage before LMC when
require;
4) Make a breakdown for load by destination in the loadmessage only

5.4/P8
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
5.4.2.2 Regulations with loadsheet sent by Internet

 Document agent sends loadsheet to Captain by Internet through website
FIMS, Captain uses provided user to confirm it.
 Confirm message:
Caution:
 Loadsheet has to be save as text file (.txt) and file’s name has to meet the
following format: “LOADSHEET_FLTN_RXX_DATE”
STT Thành phần Ký hiệu Ví dụ

1.1 Loadsheet LOADSHEET LOADSHEET
1.2 Flight number FLTN VN154
1.3 Version R R
Number of
1.4 XX 01
Version
1.5 Date DATE 15DEC15
 In case of not receiving Captain’s feedback for a regulated period (2-3 mins),
load control agent has to connect to Captain to check, if captain confirm that
he does not receive it then perfrom in general way (printed paper version or
make a general loadsheet and deliver to captain).
 Apply for flights use ATR72, A330, B777 which departures from HAN,
DAD, SGN

5.4/P9
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
 In case of having last minute load changes or loadsheet is rejected, loadsheet

has to be remaked and send to Captain undated version and then receive
confirm message of captain on FIMS.
 If Internet can not be used, the following methods will be used:
+ With ATR72: load control agent has to switch to deliver manual loadsheet
to Captain sign and confirm.
+ With A330, B777: use ACARS method to take place. In case of ACARS is
broken, load control agent has to switch to deliver manual loadsheet to
Captain sign and confirm.
5.4.2.3 Explanation of loadsheet
The printed positions shown in the specimen must be strictly adhered to.
Line No. 1 may be used for handling agents identifier, if required.
TABLE OF FORMAT
Ref. Format/
Printed Heading Definition/Description Remarks
No. Example
Part 1. Heading
1 From 3-letter IATA code of airport e.g. SGN
of movement HAN
2 To 3-letter IATA code of airport
of first intended landing
3 Flight Flight number/identifier Format: Two-or
three- character
airline code
followed by up to
eight characters.
Maximum 11
characters for flight
identifier.
A two-character
date may be
included in the 11
characters preceded
by an oblique (/)
e.g. VN210/06
SR504

5.4/P10
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
4 A/C Reg. Aircraft registration Format: 2-10

characters. No
hyphen to be
shown and/or
transmitted.
e.g. VNA141
VNB206
5 Version Version/configuration code of Fromat:1-12
aircraft used of carrier characters
e.g. 30C/306Y
12C/138Y
6 Crew Number of crew excluding Format: 3-7 Crew figures must be
crew traveling as passengers characters separated by an oblique
Cockpit crew followed by e.g. 2/6 or 3/12

cabin crew
7 Date Self-explanatory e.g. 01JAN07 Local date

8 Time Four-digit value of local time e.g. 0920
this edition was produced 1215
9 Ed. No. Edition number Maximum two
figures e.g. 01
12
Part 2. Load and Distribution
10 Total weight Total of weight of deadload in
compartments
11 Load in compartments Total weight of deadload per
compartment and/or position of
unitised load
12 Total weight Total passenger weight
calculated according to
company procedures based on
the figures of items 13, 14, 15,
16 and 18
13 M Total number of males
14 F/Adults Total number of female or
adult passengers
15 Chad Total number of children
16 Inf Total number of infants
17 Total No. Total number of passengers
onboard.
Sum of items 13, 14, 15 and 16
18 Cabin Bag Weight of cabin baggage not
included in passenger weight
19 PAX Passenger Identifier
20 Actual class of service
designator(s)
21 Total number of seats, per
class, occupied by outgoing
passengers including PAD.
Maximum of three classes.
22 SOC Seats occupied by cargo,
baggage and/or mail per class

5.4/P11
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
23 Blocked Fitted seats not available for

passengers or deadload
23a BLKD
24 Total Traffic Load The total weight of passengers,
baggage, cargo and mail.
Operational items not included
in DOW, e.g. pallets, nets, must
be added to the cargo weight
figures
Part 3. Gross Weight Calculation
25 Dry Operating Weight The "Basic Weight" plus
"Operational Items", e.g. crew,
crew baggage, flight equipment
and pantry, company
specification and is equal to
"Operation Empty Weight"
26 Actual Zero Fuel Sum of Ref. Nos. 24 and 25
Weight
27 Maximum Zero Fuel Equal to "Maximum Design
Weight Zero Fuel Weight"
28 Take-off Fuel The amount of fuel on board
less the fuel consumed before
take-off
29 Actual Take-off Weight Sum of Ref. Nos. 26 and 28
30 Maximum Take-off The "Maximum Design Take-
Weight off Weight", whichever is lower
31 Trip Fuel The amount of fuel planned to
be consumed from take-off to
the station of first intended
landing
32 Actual Landing Ref. No. 29 minus Ref. No. 31
Weight
33 Maximum Landing The "Maximum Design
Weight Landing Weight" or the
"Operational Landing Weight",
whichever is lower
34 Indicator showing which of the L
maximum weights is limiting
the allowed traffic load
35 Under load before Difference between maximum
LMC and actual gross weight
indicated by L
Note: For aircraft operating with injection water methanol, the weight of this is to be included in the take-off
and trip fuel entries. For Captain's information a specification, e.g. "Injection Water 1,500kg" to be shown
under "Captain's Information/Notes" (Ref. No. 45)
Part 4. Balance and Seating Conditions
36 Balance and Seating According to carriers
Conditions requirements. Use standard
abbreviations for balance
according to AHM 516 and
AHM 050

5.4/P12
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
37 Dest. Destination of LMC

38 Specification Kind of LMC
39 CL/Cpt Class/Compartment and/or
position of unitised load
40 +/- Identification of LMC on or
off-load
41 Weight Weight of LMC stated in Ref.
No. 38
42 LMC total +/- Identification of LMC sum total
43 (LMC total weight) Total weight of all LMC
44 Adj Ref. No. 43 affects Ref. No.
44. Entry to be made
regulations
Part 5. Captain's Information/Notes
45 Captain's Any entries or remarks the
Information/Notes company requires to be
printed in this area
Part 6. Loadmessage Before LMC
46 Loadmessage If Loadmessage is shown it Refer to AHM 583 for
must be in standardised conditions of dispatch
format
Part 7. Signatures
47 Checked Loadsheet agent's signature
and full name VAR 17.025
(a)
48 Approved Signature of authorised
person, if required
5.4.3Loadsheet transmited through ACARS system
5.4.3.1 General
a) Loadsheet transmited through ACARS system is an abridge loadsheet,
which comprise necessary data to Pilot in command (PIC) and transmitted
through ACARS system.
b) The procedure describes as follow: Load control agent send the loadsheet
to PIC through ACARS system, then receive confirmation message from
PIC. Load control agents’s name and VNA ID number must be displays in
ACARS loadsheet. In confirmation message, PIC confirm received and
accepted with the ACARS loadsheet, PIC’s VNA ID number must be
attached. In case the printer fail or is out of paper, PIC inform the load
control agent to implement general manual/electronic procedure.
c) Loadsheet must be formed to 2 copies and stored along with flight record
after flight, comply with regulations at item 2.1.2.7.6 – Flight operation
manuals (FOM). The origin copy (from aircraft’s printer) with PIC’s
signature, will be hand over to VNA representative at Arrival airport
through Chief purser; the duplicate copy (printed by the load control

5.4/P13
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
agent) accompanied with PIC’s confirmation message will be stored by

the load control agent at the departure airport.
d) In case of last minute change or loadsheet must be remaken, load control
agent reedit and send back to the PIC, and receive the confirmation
message from PIC.
e) Attention: In case, load control agent does not receive PIC’s reply message
on fix time (2-3 minutes), load control agent must contact with the PIC, if
the PIC does not receive the loadsheet message, then implement general
manual/electronic procedure.
5.4.3.2 Explaination of loadsheet

AGM
AN VN-A376
- ATTN: LOADSHEET VN262 1646
1 LOADSHEET FINAL 01 1646
2 VN262 24APR15
3 SGN HAN VNA376 2/12
4 TTL CPTS 13000 1/2000 2/2000 3/4000 4/4000 5/1000
5 PAX WT 19950 266/0/0 TTL 266
6 DOW 122984
7 ZFW 155934 MAX 170000
8 TOF 16700
9 TOW 172634 MAX 233000
10 TIF 9000
11 LAW 163634 MAX 182000
12 UNDLD 14066
13 DOI 106.5
14 LIZFW 139.0 LITOW 140.3 LILAW 130.9
15 ANU 5.8
16 MACZFW 26.6 MACTOW 26.5 MACLAW 24.8
17 A24.B131.C111
18 PANTRY CODE C WATER 350
19 PREPARED BY NGUYEN VAN ANH (A09-15)
20 APPROVED BY (SIGN)
21 SI:
Ref. Element Character Example of Element

1.1No Message Format
LOADSHEET LOADSHEET
1.2 Designator
Message Status
1.2.1 Preliminary Status PRELIM PRE

5.4/P14
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
1.2.2 Final Status FINAL FINAL

1.3 Eddition Number ff 01
1.4 Four-digit UTC ffff 1646
2.1 time
FlightofNumber
departure VN262
station of issue of
Local Date of
this edition
2.2 DDMMMYY 24APR15
departure
3.1 Three-letter IATA aaa SGN
3.2 airport of IATA
Three-letter aaa HAN
deparuture
airport
Aircraftof arrival
3.3 VNA376
Registration
3.4 Number of Crew 2/12
Number of Cockpit
3.4.1 f 2
Crew
3.4.2 Seperator Oblique /
Number of Cabin
3.4.3 ff 12
Crew
Load in
4
Compartments
Total weight of
4.1 TTL CPTS TTL CPT 13000
deadload
Total weight per
4.2 1/2000 2/2000…
compartment
Total passenger
5. PAX WT PAX WT 19950
weight
Distribution of
5.1 266/0/0
passenger
Total number of
5.1.1 fff 266
adults
Total number of
5.1.2 f 0
children
Total number of
5.1.3 f 0
infants

5.4/P15
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
Total number of
5.2 passengers on fff TTL 266
board
Dry Operating
6 DOW DOW 122984
Weight
7.1 Zero Fuel Weight ZFW ZFW 155934
Maximum
7.2 Structural Zero MAX 170000
Fuel Weight
8 Take off Fuel TOF TOF 16700
9.1 Take off Weight TOW TOW 172634
Maximum
9.2 Structural Take off MAX 233000
Weight
10 Trip Fuel TIF TIF 9000
11.1 Landing Weight LAW LAW 163634
Maximum
11.2 Structural Landing MAX 182000
Weight
12 Underload UNDLD UNDLD 14066
Dry Operating
13 DOI DOI 106.5
Index
Loaded Index at
14.1 LIZFW LIZFW 139.0
Zero Fuel Weight
Loaded Index at
14.2 LITOW LITOW 140.3
Take off Weight
Loaded Index at
14.3 LILAW LILAW 130.9
Landing Weight
15 Stab trim setting STAB TRIM STAB TRIM 5.8
MAC at Zero Fuel
16.1 MACZFW MACZFW 26.6
Weight

5.4/P16
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
MAC at Take off

16.2 MACTOW MACTOW 26.5
Weight
MAC at Landing
16.3 MACLAW MACLAW 24.8
Weight
Passenger
17 Distribution each A24.B131.C111
cabin
18.1 Pantry Code PANTRY CODE C
18.2 Water Weight WATER 350
Loadsheet agent’s PREPARED BY NGUYEN
19 name and VAN ANH
identification (A09-15)
Pilot in
20 command’s APPROVED BY (SIGN)
signature
Supplementary
20 SI
Information
5.4.3.3 Confirmation and acceptance message from the PIC
“LS 01 OK-12345”
Ref. Character Example of

Element
No Format Element
1.1 Loadsheet LS LS
1.2 Version ff 01
1.3 Loadsheet Status
1.3.1 Accept OK OK
1.4 PIC’s VNA ID fffff 12345
number

5.4/P17
LOAD CONTROL
Loadsheet Rev 00
MANUAL – PART A
5.4.3.4 Deny message from PIC
“LS 01 NOT OK REMAKE LS”
Description of ACARS Loadsheet Acknowledge
Ref. Character Example of

Element
No Format Element
1.1 Loadsheet LS LS
1.2 Version ff 01
1.3 Loadsheet Status
1.3.1 Deny NOT OK NOT OK
Re-make new
1.4 REMAKE LS
loadsheet
5.4.4 Loadsheet retentionLưu trữ bảng cân bằng trọng tải

a) Loadsheet shall be stored after the flight take of with all of flight
document (item 2.1.2.7.6 – FOM)
b) For Manual and EDP loadsheet:
1) One original copy submitted to TOC/NOC/DOC in flight envelope
xem mục 8.1.12 FOM).
2) One copy shall be save by ground handling company in Departure
Flight Record.
c) For E-loadhsheet sent through internet:
1) 01 E-copy with confirmation message of PIC in printed editon and
save in Departure Flight Record.
d) For ACARS loadsheet:
1) One original copy submitted to TOC/NOC/DOC in flight envelope
xem mục 8.1.12 FOM.
2) 01 E-copy with confirmation message of PIC in printed editon and
save in Departure Flight Record.

5.5/P1
LOAD CONTROL
Special loads Rev 00
MANUAL – PART A
5.5 Special loads
5.5.1 Equipment in compartments procedure.
5.5.1.1 Definition of EIC

EIC shipments are company items which are carried on the aircraft but
which are not manifested and not included in the DOW/DOI data such as:
FKT - flight kit (when a flight kit is included in the
DOW/DOI it shall be identified with a flight kit tag or sticker (see
example) and no mention of the flight kit shall be made as EIC)
CSU - catering equipment and food supply hold loaded not used on
flight;
BAL - ballast hold loaded (see paragraph 3);
BED - stretcher installed in cabin;
BEH - stretcher equipment hold loaded;
COM - company mail;
EIC - types of equipment in compartments not covered by the
above specified categories not in use;
ELD - extra load devices.
5.5.1.2 Handling
a) Labeling
Each EIC shipment must be labeled with a completed EIC tag as Specified
below, except loading accessories and lashing material in use.
b) Specification of EIC Tag

Size - standard A5 size.
Colour - black printing on white.
Provide boxes for:
header EIC;
destination and Flight No.;
from or delivering office if required;
total number of pieces;
weight of piece;
remarks.
(see example)
c) Marking
Each EIC item should be marked with the name of the carrier owning it and
when applicable the station at which the equipment is controlled, and the
weight in kg.

5.5/P2
LOAD CONTROL
MANUAL – PART A
5.5.1.3 EIC notice
For weight and balance calculation, load planning purposes and in order
to ensure that details are included in the loading instruction report the load
control department must be notified about the EIC shipment as early as
possible.
The delivering department shall complete a EIC Notice and forward it to
the load control department.
The EIC Notice shall contain the minimum information as shown in the
specimen. A copy of the EIC Notice shall be filled with the flight
documents, according to local procedures.
5.5.1.4 Loadsheet procedure
The weight of EIC shipments must be included in the cargo weight

according to destination and shown as are mark in accordance with
section 5.2.
Load accessories and lashing material in use need not to be shown as are
mark.
Note: This procedure is in the interest of correct weight and balance, and
the proper handling and control of EIC shipments.
TAG
EIC
Flight No Destination
Total No Pieces Weight This Piece (kg)
REMARKS
ORIGINATOR RETURN TO

5.5/P3
LOAD CONTROL
MANUAL – PART A
EIC NOTICE
Station Flight No.: Date

Destination Number Weight Contents
of pieces (kg)
Delivering Notice of above shipment(s)

Office: was given to load control by:
Telephone No.:
(signature)

5.5/P4
LOAD CONTROL
MANUAL – PART A
FLIGHT KIT TAG OR STICKER
FLIGHT KIT
DO NOT
OFFLOAD
Weight .......... kg (included in DOW/DOI)
Position ...
Acft reg ...

5.5/P5
LOAD CONTROL
MANUAL – PART A
5.5.2 Ballast
5.5.2.1 General
On occasion, ballast is required to bring the centre of gravity within
operational limits.
5.5.2.2 Definition of ballast

There are two methods of carrying ballast:
a) Ballast (hold loaded);
b) Ballast fuel.
5.5.2.3 Loadsheet procedure

a) Ballast (hold loaded)
The information for handling ballast (hold loaded) is contained in paragraph
2 (EIC -BAL).
b) Ballast Fuel
Ballast fuel must be shown as an adjustment to the dry operating weight
which will then be included in the ZFW.
Note 1: Ballast fuel must not be part of the flight plan fuel and must remain in
the tanks for the duration of the relevant sector of the flight. Any fuel
jettisoned or used in flight could cause balance problems and jeopardize the
safety of the aircraft.
Note 2: If ballast fuel is carried over a sector where it is not required, it must
be considered either as further ballast or usable fuel and included
appropriately in the loadsheet.
Note 3: when ballast fuel is carried, it should be shown in the supplementary
information (SI) of load message as information to the next station.
5.5.2.4 Flight crew information
The loadsheet must include all ballast data and in case of ballast fuel, the
Pilot-in-Command must be informed during briefing and via the loadsheet
entries.
5.5.3 Aircraft unit load device – weight and balance control
5.5.3.1 The tare weights of Unit Load Devices (ULDs) shall be included in the
traffic load. For loaded ULDs, the tare weight shall be combined with
the weight of their contents.

5.5/P6
LOAD CONTROL
MANUAL – PART A
5.5.3.2 If a ULD contains loads for more than one destination, the tare weight is
to be included in the weight of the load for the last destination of the
ULD.
5.5.3.3 Any empty ULD shall be entered on the Loadsheet as traffic load for the
next station, unless forwarded to a specific destination. Standard tare
weights shall be used for empty ULDs.

5.6/P1
LOAD CONTROL
Rev 00
GROUND OPERATION
Last minute changes 01Jul2015
MANUAL – PART A
5.6. Last minute changes
5.6.1 General
The load sheet must reflect the actual loaded state of the aircraft prior to
take-off. Adjustments of the loadsheet after completion are called last
minute changes (LMC). They are usually done at the aircraft's side and
mostly under pressure of time, cause the risk of marking errors. This duty
may therefore only be performed by personnel trained and experienced in
load control.
5.6.2 Definitions
5.6.2.1 "TRAFFIC LOAD LMC" means the difference between:

a) The actual loading according to the Loading Instruction/Report and the
relevant figures on the loadsheet;
b) The actual number of passengers according to the gate check and the
relevant figures on the loadsheet.
5.6.2.2 "FUEL LMC" means the difference between the final amounts stated on
the Fuelling Order and the respective amounts used for the calculations
on the loadsheet.
5.6.3 Entry of last minute changes
5.6.3.1 Traffic Load
In general, only changes in the weight of the traffic load (passengers,

baggage, cargo and mail) or in its distribution are to be recorded in the
LMC box of the loadsheet. However, in additional to the load categories
mentioned above, changes to items absorbed in the DOW such as crew,
crew baggage, pantry, potable water, ballast fuel, etc. may also be entered
in the LMC box. The total weight change represented by the LMC entries
must be shown in the LMC total box. A weight increase must not exceed
the underload before LMC.
In case of the situation mentioned above, Vietnam Airlines should not

require subsequent corrections to be made to the previously calculated zero
fuel, take-off and landing weights.
5.6.3.2 Fuel
Fuel LMCs must not be entered in the LMC box.
“This manual uncontrolled when printed”

5.6/P2
LOAD CONTROL
Rev 02
GROUND OPERATION
Last minute changes 10May2017
MANUAL – PART A
5.6.4 Correction of balance conditions
5.6.4.1 Vietnam Airlines establish tolerances for such changes. The previously
calculated balance conditions need not be corrected if the changes in the
number of passengers and/or in the weight of the deadload do not exceed
the LMC tolerances specified for the aircraft type concerned. Aside from
these tolerances mentioned above, the load control agent will recompute
all factors.
Note: Refer to “Part B: Aircraft handling manual” for detail tolerances for
each aircraft.
5.6.4.2 Correction tables for LMC purposes on their balance tables or balance
charts.
5.6.5 Responsibility of the load control agent
After completion of the LMC entries on the loadsheet, the Load Control Agent
must check that:
a) The maximum gross weights (ZFW, TOW, LDW) applicable for the flight are
not exceeded;
b) The maximum weight limitation of each compartment or ULD position and, if
applicable, the limitations for combined load, cumulative load and
asymmetrical load are not exceeded;
c) The calculated center of gravity at TOW and, if applicable, at ZFW and LDW
is within the allowed limits.
5.6.6 Information of flight crew
5.6.6.1 Standard Procedure VAR 17.027 (a)
Normally the load sheet presented to the Pilot-in-Command should include

all last minute changes. These should be shown as entries in the LMC box
and, if required, as corrections to gross weights, fuel figures and balance
conditions.
Note: If EDP loadsheets are issued, it is advisable to adjust the passenger
and load figures before the final version is printed.

5.6/P3
LOAD CONTROL
Rev 00
GROUND OPERATION
Last minute changes 01Jul2015
MANUAL – PART A
5.6.6.2 Alternative Procedure

a) In the interests of punctual operations, the loadsheet may be handed over to
the flight crew before any last minute adjustments are made. This
procedure hs the advantage of allowing late acceptance of passengers or
other load without delay to cockpit preparations.
Note: If national legislation requires LMCs to be included in the loadsheet
handed over to the Pilot-inCommand, Vietnam Airlines’s Representative
advised to ask the relevant authorities to withdraw this requirement.
b) Before presenting the loadsheet to the Pilot-in-Command, the Load Control

Agent should check the loadsheet for accuracy, and establish whether the
fuel figures correspond to those shown on the Fuelling Order. If they do
not, the procedure stated in 5.6.6.1 is to be applied.
c) Last minute changes are to be communicated to the flight crew only after
the Load Control Agent has entered all changes and corrections on the
loadsheet copies retained on the ground, and after he has carried out the
checks listed in subsection 5.6.5 above.
d) The flight crew may be informed verbally of last minute changes either
directly or by using the internal communication facilities of the aircraft
(interphone, intercommunication system), or by radio communication. In
case were last minute changes are conveyed verbally to the flight crew, the
following details should be recorded in writing:
1) Name of agent;
2) Time of transmission;
3) Confirmation that the flight crew has acknowledge the changes.
This record must be kept in the flight file.

5.7/P1
LOAD CONTROL
Rev 00
Load control messages 01Jul2015
GROUND OPERATION
MANUAL – PART A
5.7Load control messages
5.7.1 Loadmessage
5.7.1.1 User the standard format for manual and automatically composed
loadmessage.
5.7.1.2 Abolish the loadmessage on point-to-point flight as well as on the last

leg of multi-sector flight.
Note: The loadmessage is sent primarily to enable the transit station to
know in advance the load which continues on the same aircraft.
The message is composed of four parts.
TABLE OF FORMAT
Part 1. Address and communication reference
Must be in accordance with ATA/IATA interline communications manual

or AFTN when required.
Part 2. Standard message identifier and flight record
Element
Element Format
No.
1. Standard message identifier LDM <
Flight identifier, composed of maximum 11
2.
characters
Airline designator, 2-3 characters. The third
2.1 character included for possible extension of the VN
airline designator
2.2 Flight number VN210
Scheduled GMT date of departure out of
originating station, oblique followed by two
numeric which are include in the 11 characters of
2.3 the flight identifier.
Example:
VN347 VN347
VN347/12 VN347A/12
Registration of aircraft. 2-10 printable characters
3. preceded by a full stop. No hyphen to be
transmitted.
This manual uncontrolled when printed

5.7/P2
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
Example:
.VNA141
Version of aircraft. 1-12 printable characters
preceded by a full stop.
4.
Example:
.32/306 .12/138
Number of crew
One digit for cockpit crew, oblique, 1-2 digits for
5. cabin crew, preceded by a full stop.
Example:
.2/5 or .3/15
Part 3. Load information and remarks per destination
(for passenger and passenger/cargo flight)
Destination. Airport of disembarkation of
passengers and/or unloading of deadload. Use
6. new line, preceded by hyphen.
Example:
-SGN
NIL, if there is no traffic load to this destination,
7. .NIL<
NIL is printed and preceded by a full stop.
Number of passengers
Adults/children/infants, preceded by a full stop.
Example:
.8/3/0 .120/11/3
8.
Example:
.5/3/3 or .100/11/3
Note: If there is deadload to this destination but
no passengers, zeros must be filled in.
Cabin baggage weight. 1-4 digits for cabin
baggage weight, preceded by a full stop.
9.
Example:
.218
Total deadload. 1-6 digits, preceded by a full stop
and letter T
10.
Example:
.T4156
Load in compartments and/or positions of
unitised load. 1-3 digits compartment/unitised
11. load designator, oblique, 1-5 digits weight of
deadload, preceded by a full stop.
Example:

5.7/P3
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
.1/615.3/500.4/350.A/2150
Seat occupying passengers per class including
PADs (see section 5.2). Element identifier PAX,
preceded by a full stop and followed by and
oblique and class information. The class
information is composed of 1-3 numeric for the
number of seat occupying passengers. Class
12 information is repeated for each class and this is
separated by oblique. The sequence of the classes
is shown in descending order of priority.
Example:
.PAX/12/138
.PAX/0/306
.PAX/32/101/44
PAD, seat occupied by outgoing PADs per class
including LMC. Identifier PAD preceded by a
full stop, followed by an oblique and class
information. The class information is composed
of 1-3 numeric for the number of PADs. Class
information is repeated for each class and this is
12.1
separated by oblique. The sequence of the classes
is shown in descending order of priority. All
PADs are included in PAX distribution.
Example:
.PAD/3/2
.PAD0/12/6 PAD/0/16
Part 4. supplementary information
Supplementary information passenger and
passenger/cargo flight. Any other information
14. pertaining to the whole flight may be printed at SIt[..N]
the bottom of the loadmessage. It must begin a
new line with the letters SI followed by a space.
Supplementary information and LMC for cargo
flights only. Enter remarks and any other
15 information pertaining to the whole flight. It must SIt[..N]
begin a new line with the letters SI followed by a
space.
Destination code. In case of a multi-sector flight
the remarks for individual destinations are to be
15.1
preceded by a full stop and the destination code.
15.2

5.7/P4
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
LMC. LMC identifier always to shown on a

separate line. LMC information must be
transmitted according to the entries in the LMC
box of the loadsheet. Destination code is always
preceded and followed by a full stop.
Specification, compt./pal.pos, plus/minus and
weight are separated by an oblique.
Example - Loadmessage for passenger and passenger/cargo flights:
LDM
VN940/26.VN-A762.C25W196.2/10
-
KIX.217/3/2.0.T17733.1/3371.2/6776.3/4972.4/2184
.5/430.B5092.C12497.M144.ENIL
.PAX/25/195.PAD/0/0
SI CAPT COPELAND / WINGTANKFUEL 8430 CENTERTANK
FUEL 2460
Commentary:
A need exists for a standard format for loadmessages to allow automatic
reading. Computerised departure control systems automatically input from
incoming loadmessages.
As a result this format is compatible with both manual and automatically

produced loadsheets. This common format will speed and facilitate
interline handling.
5.7.2 Container/pallet distribution message
5.7.2.1 Shall use the standard format described in this procedure for manually
and automatically composed message.
5.7.2.2 Shall use this message for aircraft equipped with Unit Load Devices
(ULDs), regardless whether passenger only or combination aircraft. The
necessary information for compiling the message shall be obtained from
the Loading Instruction/Report.

5.7/P5
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
5.7.2.3 May omit destination, special load and volume information as well as
ULD type codes in messages sent for single-sector flights (the last leg of
multi-sector flights is to be treated as single-sector flight). In addition
volume codes are not required for containers being disembarked at the
next station.
5.7.2.4 Container/Pallet Distribution Message (CPM) must show all ULD

positions including those not occupied by an ULD (N). To facilitate
manual reading of the CPM the ULD positions should be shown in the
sequence corresponding to the actual arrangement of the ULDs in the
aircraft.
TABLE OF FORMAT
Part 1. Address and Communication References
Must be in accordance with ATA/IATA Interline Communications Manual.
Part 2. Standard Message Identifier and Flight Record
Element Element Format

No.
1. Standard Message Identifier CPM CPM<
2. Flight identifier, composed of maximum 11
characters
2.1 Airline designator, consisting of two alpha-
numeric characters and one alpha character. The
third character included for possible extension of
the airline designator
2.2 Flight Number
2.3 Scheduled GMT date of departure out of
originating station. The two-digit date is preceded
by an oblique and is included in the 11 characters
of the flight identifier.
Example:
VN347 VN347A
VN347/12 VN1347A/12
3. Registration of aircraft composed of 2-10
printable characters, preceded by a full stop. No
hyphen to be transmitted.
Example:
VNA141

5.7/P6
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
4. ULD configuration code composed of 1-12

printable characters, preceded by a full stop.
5. Carriage return and line feed <

Part 3. Distribution and Load Information
6. ULD information composed of:
6.1 ULD bay designation consisting of 1-3 alpha-
numeric characters. The element is preceded by a
hyphen.
Example:
- 11R
- 21P
- 24
6.2 ULD type code preceded by an oblique. The
codes according to IATA ULD Technical Manual
are to be used.
Example:
/P6P /AKH
/AKE /PMC.
VNA add the ULD serial number and airline
designator to the ULD type code, following
format.
Example:
/P6P01234VN /AKE0647VN
/DQF05543VN /PMC5836VN.
6.3 Station of unloading of ULD preceded by an

oblique. Use the three-letter IATA airport codes.
Example:
/HAN
Condition: Station of unloading not necessary for
empty ULDs position (N) and in messages sent
for single-sector flights
6.4 Weight of ULD preceded by an oblique.
Note: If the ULD contains load for more than one
destination is to be shown. The ULD tare weight,
if not absorbed in the DOW is to be included in
the weight of the load for the last destination of
this ULD. This note does not apply to "S"
containers.
6.5 Load category codes. Each code or group of

5.7/P7
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
codes is preceded by an oblique. Use the codes

according to Đ4 chapter II.
Example:
/B
/C/M /HB
/TF/TB
/X
/N
6.6 Volume code.
6.7 Contour code for pallets. The codes are preceded
by a full stop
6.8 Special load remarks according to section 5.2,
omitting the loading position and weight. Each
remark is preceded by a full stop.
Condition: Special load remarks shall either be
included in the CPM or LDM.
Example:
.RRY/5 .FIL
Note 1: Complete information regarding BIG and
OHG are to be given under SI.
Note 2: If the ULD contains load for more than
one destination, Element Nos. 6.3-6.8 are to be
repeated for each destination.
7. Bulk load information.
7.1 Designation of compartment or compartment
section (see section 5.2) The two-digit code is
preceded by a hyphen.
Note: Empty compartments or sections shall be
omitted.
7.2 Destination of the load carried in this
compartment or compartment section. The three-
letter IATA airport code is preceded by an
oblique.
7.3 Weight of load for this destination, preceded by
an oblique
7.4 Load category codes. Each code or group of
codes is preceded by an oblique. Use the codes
according to Đ4 chapter II.
Example:
/B /H /Q
/C/M
/TF/TB

5.7/P8
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
7.5 Special load remarks. Use the remarks as per Đ4

chapter II, omitting the loading position. Each
remark is preceded by a full stop.
Example:
.RRY/5 .FIL
.HEA/350
7.6 Available volume information. Identifier VR
preceded by a full stop and followed by one
numeric to indicate the available volume in
quarters of the total capacity.
Example:
.VR2
Available volume represents the overall unavailed
space of the compartment or compartment
section, regardless of the number of destinations
of load contained therein. For empty compartment
or compartment sections, the code "NIL" is used
preceded by a full stop.
Example:
-51.NIL
Note: If load for more than one destination is
carried in the same compartment or compartment
section, Element Nos. 7.2-7.5 are to be repeated
for each destination.
Part 4. Supplementary Information
8 Supplementary information. Use a new line SIt(...N)
beginning with the letters "SI" followed by a
space.
Condition: Any other information/instruction may
be printed at the bottom of the message
Example 1- message for multi-sector flight with transfer and transship ULD/load
on board:
CPM
VN741/05.S7-ASB.C12W138
-11/AKH16032VN/SGN/653/B0
-12/AKH16275VN/SGN/653/B0
-13/AKH16285VN/SGN/665/M/C
-31/AKH16088VN/SGN/486/C2
-32/AKH16093VN/SGN/407/M2
-41/AKH16379VN/SGN/703/F0

5.7/P9
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
-42/AKH16368VN/SIN/324/C3
-51/SIN/103/B.AV0
-52/SGN/118/B.AV0
-53/SGN/116/F.AV0
SI BAG/KUL LDD IN BULK
Example 2 - message example for a single-sector flight:
QD TPELDCI TPEKKVN
.SGNKLVN
CPM
VN928/25.VN-A762.C25W196
-13/DQF00083VN/TPE/1156/T0
-14/DQF00089VN/TPE/723/C2
-21P/PMC12108VN/TPE/1329/C2
-23P/PMC12081VN/TPE/2346/C0
-31/DQF00027VN/TPE/156/X
-32/DQF14194VN/TPE/156/X
-33/DQF00087VN/TPE/956/B1
-34/DQF14001VN/TPE/956/B1
-41/DQF14287VN/TPE/956/B1
-42/DQF14200VN/TPE/258/F3
-43/DQF14243VN/TPE/806/T1
-5/TPE/305/B/M/C.AV0
SI B/HB LDD IN BULK
Commentary
A need exists for a machine readable format for the CPM to allow both
automatic transmission and reading as well as automatic distribution of ULDs
and bulk load by ULDs and bulk load by EDP systems offering automatic
loadplanning capability.
The CPM is intended to:
a) Enable the next station to provide adequate equipment and manpower for
handling containers and pallets;
b) Show the position of the ULDs to be off-loaded;
c) Show the weight, contents, contour and base dimensions of the ULDs;
d) Show distribution of container and pallets on the lower deck and maindeck as
well as the remaining volume in the containers available for joining load on
multi-sector flights;
e) Show the position of ULDs containing special load.
This common format will speed and facilitate interline handling.

5.7/P10
LOAD CONTROL
Rev 00
GROUND OPERATION
MANUAL – PART A
5.7.3 ULD management message
5.7.3.2 Shall use this message for aircraft equipped with Unit Load Devices
(ULDs), regardless whether passenger only or combination aircraft. The
the Loading Instruction/Report.
5.7.3.3 May omit destination, special load and volume information as well as
ULD type codes in messages sent for single-sector flights (the last leg of
multi-sector flights is to be treated as single-sector flight). In addition
volume codes are not required for containers being disembarked at the
next station.
TABLE OF FORMAT
Example
UCM
VN741/07.VNA343.SGN
IN
.AKH16179VN.AKH16447VN.AKH16090VN.AKH16154VN
.AKH16354VN.AKH16430VN
OUT
.AKH16174VN.AKH16192VN.AKH16322VN
.AKH16411VN.AKH16210VN.AKH16206VN.
.AKH16432VN
SI
5.7.4 Flight movement messages

Page: 5.7/11
LOAD CONTROL
Load control messages Rev 00
MANUAL – PART A
5.7.4.2 Shall use this message for passenger only or combination aircraft. The
loadsheet and loading supervisor.
5.7.4.3 Use the standard delay code table to inform the reason of flight delay in
the movement message.
a) Chock off time: The moment aircraft begin to taxi to the runway to
take off.
b) Take off time: The moment aircraft take away from the runway.
c) Landing time The moment aircraft touch the ground on the
runway.
d) Chock on time: The moment aircraft stop totally at the parking
stand which allocated for the arrival flight.
Note:Used GMT in all message.
TT Sample Interpret
A DEPARTURE MOVEMENT MESSAGE
1 MVT Standard code
2 VN218/13.VN141.SGN Flight number/ Scheduled departure
date/Registration number/ Departure airport.
3 AD0100/0110 EA0255 HAN Actual depature time: (date) hour chock off
/ take off. Estimated arrival time (landing).
Arrival Airport.
Notice: In case the actual departure date
coincides with Scheduled departure date ,
its not necessary to supply the actual
departure date.
4 PX 140 Passenger quantity

5 SI TOF 10300 APLD3399Supplement information, take off fuel (kg)
Traffic load (kg)
B ARRIVAL MOVEMENT MESSAGE
1 MVT Standard code
2 VN217/13. VNA141.HAN Flight number/ Flight date/Registration
number/ Arrival airport.
3 AA0250/0255 Notice: In case the actual departure date
coincides with Scheduled departure date ,
its not necessary to supply the actual
departure date.

Page: 5.7/12
LOAD CONTROL
MANUAL – PART A
A. DEPARTURE MOVEMENT MESSAGE

MVT
VN218/13.VNA141.SGN
AD0100/0110 EA0255 HAN
PX140
SI TOF 10300
B. ARRIVAL MOVEMENT MESSAGE

MVT
VN217/13.VNA141.HAN
AA0250/0255
B1. CORRECTIVE ACTUAL TIME ARRIVAL
COR
MVT
VN217/13.VNA141.HAN
AA0310/0317
C. DEPARTURE MOVEMENT MESSAGE AND REASONS OF

DELAY FLIGHT
MVT
VN218/13.VNA141.SGN
AD0100/0110 EA0255.HAN
DLRA/DLTD/0015/0005
PX140
SI TOF 10300
D. MOVEMENT MESSAGE TO INFORM THE NEXT

INFORMATION FOR THE DELAY FLIGHT
MVT
VN218/13.VNA141.SGN
NI130200
DLTD
SI ENGINE TROUBLE
E. MOVEMENT MESSAGE TO INFORM THE DELAY

FLIGHT
MVT
VN218/13.VNA141.SGN
ED130200
DLTD

Page: 5.7/13
LOAD CONTROL
MANUAL – PART A
STANDARD DELAY CODE TABLE
A) Flight plan
SG : Ground time is lower than standard
B) Passenger, baggage
PD : Late check-in, acceptance after deadline
PL : Late check-in, congestion in check-in area
PE : Check-in error, passenger and baggage
PO : Oversales, booking errors
PH : Boarding, discrepancies and paging, missing check-in passenger.
PS : Commercial publicity, passenger convenience, press, ground meal
and missing personal items.
PC : Catering order, late or incorect order given to supplier
PB : Baggage processing, sorting.
C) Cargo and mail

CD : Documentation errors.
CP : Late positioning
CC : Late acceptance
CO : Oversales or booking errors
CU : Late preparation in warehouse
CE : Documentation, packing in mail.
CL : Late positioning in airmail
CA : Late acceptance of mail
D) Aircraft and ramp handling

GD : Arcraft documentation late, inaccurate
GL : Loading, unloading, bulky, special load, cabin load, lack of
loading staff.
GE : Loading equipment, lack of or breakdown, e.g container/
palletloader, lack of staff
GS : Servicing equipment lack of or breakdown, lack of staff, steps.
GC : Aircraft cleaning
GF : Fueling, defueling, fuel suplier.
GB : Catering, late delivery of loading.
GU : ULD, lack of or serviceability.
GT : Technical equipment, lack of or breakdown, lack of staff, push-
back

Page: 5.7/14
LOAD CONTROL
MANUAL – PART A
E) Technical and aircraft equipment

TD : Aircraft defects
TM : Scheduled maintenace, late release.
TN : Non scheduled maintenace. Special check and/or additional work
beyond normal maintenance schedule
TS : Spare and maintenance equipment, lack of or breakdown.
TA : AOG spares, to be carried to another station.
TC : Aircraft change for technical reasons..
TL : Stanby aircraft, lack of planned stanby aircraft for technical
reason.
TV : Scheduled cabin configuration/ version adjustment.
F) Damage to aircraft
DF : Damage during flight operation, bird or lightning strike,
turbulence, heavy or overweight landing, collision during taxiing.
DG : Damage during ground operation, collisions(other than during
taxiing), loading, off-loading damage, contamination, towing, extreme
weather conditions.
G) EDP/Automated Equipment Failure:

ED : Departure Control.
EC : Cargo preparation/documentation.
EF : Flight plans.
H) Flight operations and crewing:

FP : FLIGHT PLAN, late completion or change of, flight
documentation.
FF : Operational requirements,fuel, load alteration.
FT : Late crew boarding or departure procedures, other than connection
and standby (flight deck or entire crew).
FS : Flight deck crew shortage, sickness, awaiting standby. Flight time
limitations, crew meals, valid visa, health documents, etc.
FR : Flight deck crew special request, not within operational
requirements
FL : Late cabin crew boarding or departure procedures, other than
connection and standby.
FA : Cabin crew error special request, no operational requirements.
FB : Captain request for security check, extraordinary .
I) Weather:
WO : Departure station.
WT : Destination station.

Page: 5.7/15
LOAD CONTROL
MANUAL – PART A
WR : En route or alternate.
WI : De-icing of aircraft of ice and/or snow, frost prevention excluding
unserviceability of equipment.
WS : Removal of snow, ice water and sand from airport.
WG : Ground handling impaired by adverse weather conditions
J) Air traffic Flow Management Restrictions

AT : ATFM due to ATC en route demand/capacity, standard
demand/capacity problem.
AS : Mandatory Security
AG : Immigration, customs health.
AF : Airport facilities, parking stands, ramp congestion, lighting,
buildings, gate limitations, etc...
AR : Departure airport closed.
AA : No parking.
AD : Destination airport closed.
AM : ATC on ramp.
K) Miscellaneous:
RL : Load connection, awaiting load from another flight
RT : Through check-in error passenger and baggage.
RA : Aircraft rotation, late arrival of aircraft from another flight or
previous sector.
RS : Cabin crew rotation, awaiting cabin crew from another flight.
RC : Crew rotation, awaiting crew from another flight (flight deck or
entire crew).
RO : Operations control, rerouting, diversion, consolidation, aircraft
change for reasons other than technical.
MI : Industrial action with own Airline
MO : Industrial action putside own airline, excluding A.T.S.
MX : This code shall be used only when it is clear that a reason cannot
be matched to a code above (explain in SI section).

5.8/P1
LOAD CONTROL
Load control procedure, training Rev 02
GROUND OPERATION and qualifications 10May2017
MANUAL – PART A
5.8 Load control procedure, training and qualifications
5.8.1 General
5.8.1.1 To ensure the safety and operational requirements and for the efficient
utilisation of load, regulation on load control is to be established by
Vietnam Airlines and applicable to Vietnam Airline’s flights.
5.8.1.2 The contents of the regulation includes:

a) Requirements, principles of load control.
b) Contents of load control functions.
c) Load control procedure.
d) Training and qualification.
e) Qualification standard.
5.8.1.3 This regulation is acting as a basis for setting up and responsibility

demarcation within load control work, training and qualification for staff
assigned to Vietnam Airline’s flights.
Notice: VNA shall be in charge of providing data of mass and balance
of each operating aircraft, AHM 560 included, to ground handling
companies involved. Ground handling companies shall provide this data
to load control staffs who are responsible for VNA flights – VAR 12.180.
5.8.2 Load control functions.
5.8.2.1 Load control requirements.
Load control is to ensure the basic requirements as follows:
a) To ensure the safety and flight operation requirements as well as the

efficient utilisation of aircraft load.
b) Weight and balance conditions of the aircraft are correct and within
limits.
c) The aircraft is loaded in accordance with Vietnam Airline’s
regulations in general and the loading instructions for the flight in
particular.
d) The information on the loadsheet corresponds with the actual load on
the aircraft, passengers and fuel included.
5.8.2.2 Load control principles.

5.8/P2
LOAD CONTROL
MANUAL – PART A
In order to meet the above requirements, the Load Control Procedure

shall be based on the following principles:
a) At every airport an efficient control system shall be in operation

ensuring compatibility of all figures on the loadsheet with the
corresponding actual loading of the aircraft.
b) This system, called “Load Control”, shall be based on three functions:
1) Function 1: “Load planning” including:

i) Load planning.
ii) Weight and balance recalculation.
iii) Completion of loading instruction/report (LIR)
2) Function 2: “Supervising the loading” Supervising the loading of

the aircraft in accordance with the Loading Instruction/Report
(LIR).
3) Function 3: “Completion and checking of the loadsheet”

Completion and checking of the loadsheet against the LIR and other
documents.
c) The three functions should be performed by at least two agents. Staff

performs function 1 and/or 3 called load control agent VAR
17.020(a)(2)(,3); staff performs function 2 called loading supervisor.
VAR 17.020 (a)(1); These staff must be assigned task by VNA in
writing.
d) Any work done by staff without the necessary experience or training

must be supervised by qualified personnel.
e) Any significant figures passed verbally in connection with load

control work must be confirmed by load control agent in writing
before aircraft departure.
f) The VNA load control agent shall compute the load manifest using
any method, policy or information other that specifically approved or
accepted by CAAV for the aircraft type, supplemental loading
documents, seasonal issues, non-standard passengers, and type of
operation to be conducted. VAR 17.023 (a);

5.8/P3
LOAD CONTROL
GROUND OPERATION and qualifications 01Jul2015
MANUAL – PART A
Note: Written confirmation by the flight deck crew of verbally

transmitted last minute changes is not required provided that such
information is confirmed by flight deck crew and written in flight file.
See “Last Minute Changes on Loadsheet”.
5.8.2.3 Load Control Functions:
It is important to define the three Load Control functions clearly and

assign these functions to qualified personnel. For each function, the
following procedures should be adhered to:
a) Function 1 “Load Planning”.
1) Load planning:
i) Assemble all data relating to load (originating and en route stations).
ii) Plan uplift / discharge load for ready accessibility.
iii)Plan special loads according to restrictions, maximum quantities,
separation and segregation requirements.
iv) Consider center of gravity parameters affecting fuel consumption.
2) Weight and Balance Recalculation:

i) Plan load for total flight ensuring that hold maximal are not exceeded.
ii) Make a recalculation of aircraft weight and balance ensuring that the
center of gravity of aircraft is within limits.
3) Completion of Loading Instructions:

Completion of off-loading, loading standard information / instructions
and special instructions e.g. spreading, lashing, overhangs, special
loads, etc.
b) Function 2 “Loading Supervision”.
1) Obtain LIR.
2) Ensure ULDs are serviceable, correctly tagged and load properly
secured.
3) Check compartment conditions: restraints, nets, ...
4) Ensure lashing / load spreading is correct.
5) Check condition of dangerous goods packages presented for bulk
loading.
6) Ensure that dangerous goods and other special loads stowed correctly.
7) Ensure loading and stow of load conform to loading instruction/report.

5.8/P4
LOAD CONTROL
MANUAL – PART A
8) Upon completion of loading, confirmation or advice of deviations to

the load control agent (function 3).
Note: Though it can not be dissociated from the Load Control Procedure,
function 2 belongs to the ramp handling activities.
c) Function 3 “ Check and Completion of Loadsheet”.

The load control agent’s signature, printed name of printed code on the
worksheet confirms:
1) Correct dry operating weight and index used according to aircraft

type, version, number of crew and pantry;
2) Correct take-off and trip fuel figures used corresponding with those on
fueling order or equivalent;
3) Correct entry of transit load data from incoming load message /
loadsheet;
4) Cross checking of final loadsheet against passenger close out data and
Loading Instruction/Report;
5) Actual loading position of dangerous goods and other special load
entered on the NOTOC;
6) Total traffic load not exceeding allowed traffic load;
7) Balance calculation performed correctly and conditions of loaded
aircraft, including LMCs, are within prescribed limits.
Note: To cover the various operational possibilities of EDP systems, e.g.:
8) Decentralised input of data
9) Decentralised loadsheet issuance
10) Decentralised LMC
11) The responsibility for correct loadsheet data as shown under (c) must
be shared. Therefore demarcation of responsibilities must be clearly
indicated.
5.8.3 Load control procedure.
To ensure the requirements, principles and contents of the load control

functions mentioned above, load control procedure would conform to the
following steps:
5.8.3.1 Supplying information to the load control agent: VAR 17.020 (c);
Following information should be obtained by load control agents:
a) Passenger and baggage information: passenger number / destination / class,
baggage weight / number / category / destination from the reservation
system and transit / transfer messages.

5.8/P5
LOAD CONTROL
MANUAL – PART A
b) Cargo and mail, ULD information: number / weight / destination / category

from warehouse.
c) Aircraft information: aircraft registration, crew number, equipment in
compartment (EIC), dry operating weight, dry operating index.
d) Other necessary information.
The division who control the information mentioned above, are responsible
supplying fullfilled and precisely to the load control agent.
5.8.3.2 Load planning:
Load control agents shall establish estimated traffic load, weight and
balance and issue Loading Instruction Report (LIR).
5.8.3.3 Load plan deployment:
Load plan is to be advised to units concerned for necessary action as per

regulated.
5.8.3.4 Loading supervision:
Loading onto aircraft shall be done according to loading instruction report

and supervised by loading supervisor. Ensure safe, prompt and correct
loading / unloading.
5.8.3.5 Advise of loading deviation:
Loading supervisor shall immediately advise load control agent of any

loading deviation and conform to instruction from load control agent. Upon
completion of loading, confirmation or advice of deviations to the load
control agent.
5.8.3.6 Process load control related information: VAR 17.027 (a)(c)
Load control agent shall closely follow the load control process and take
necessary adjustment to ensure the maximization of aircraft load, the
requirements on safety and operation.
Load control agent shall have procedures to ensure all changes of actual
load must be informed to duty load control agent of flight (last minute
change included). Immediately after received change of actually load
information, duty load control agent must be pay attention to the affect of
some kind of load to load and balance calculation as below:

5.8/P6
LOAD CONTROL
MANUAL – PART A
a) Changed at gate: hand luggage move to compartment, materials/supplies

adding for cabin or compartments of flight…
b) Exceeding regular weight: Passengers, hand luggage, transit baggage (from
the operator with piece concept)…
5.8.3.7 Completion of loadsheet: VAR 17.027 (b)(c)
Upon flight close out, all load data (passengers, baggage, cargo and mail...)
shall be updated. Load sheet shall be completed by load control agent. Last
minute change shall be reflected on the loadsheet. Worksheet and NOTOC
(if applicable) shall be forwarded to captain.
5.8.3.8 Assemble and send out flight document:
Load control agent must assemble and send out all applicable flight
documents to stations en-route.
5.8.3.9 Flight message:
Upon aircraft take-off, post-flight messages shall be sent to units concerned

by load control agent.
5.8.3.10 Flight document filing:
Load control agent shall assemble and file all flight documents.
5.8.4 Training and qualification VAR 17.020 (b)
5.8.4.1 Training
The staff who perform VNA’s load control, will be trained to competence
for these tasks on each aircraft type of VNA’s aircraft and variant before
being allowed to sign the load manifest and meet the following minimum
requirements:
a) Training program requirements
1) The training programs should include theoretical and practical training

courses.
2) The training programs should include basic and recurrent courses.

5.8/P7
LOAD CONTROL
MANUAL – PART A
3) The duration of the basic training should be sufficient to comply with (b)
below.
4) The following principles should be applied to recurrent training:
i) Not to exceed 24 months (dangerous goods);
ii) Not to exceed 24 months (load control);
b) Syllabi.
In order to achieve the required standards of competence for the Load

control functions concerned, the training programs should comprise the
items of theoretical and practical knowledge as mentioned in Paragraph 5.8.5
- “Standards of competence”.
5.8.4.2 Qualification standards.
Validity of qualification should be subject to the following test

conditions:
a) Methods
1) Theoretical training completed by a written test using either multiple

choice question type or straight question/answer type. Documentation
(IATA manuals, Vietnam Airlines Instruction) and calculator may be
used but not other aids.
2) Practical training checked in real life conditions.
3) Qualification tests and checks should comply with the minimum

criteria of the chart below:
Theoretical Practical
Load Control Duration (h) Passing rate (%) Number of flights
Functions correctly handled
1 and 3 2 80 narrow body: 05 flights
2 1 80 wide body: 10 flights
b) Contents.

5.8/P8
LOAD CONTROL
MANUAL – PART A
1) For basic training qualification, the questions asked in the tests

should encompass all the items of theoretical and practical
knowledge of paragraph 5.8.4.1- Syllabi
2) For recurrent training test and check, the questions asked should
cover every item of the basic training, on the one hand, and help
improve and maintain general proficiency of staff involved, on the
other hand.
c) Correcting and Recording.
Test should be corrected and evaluated (passed/ not passed) by the

training department of the handling agent or any other agreed body.
Training and qualification records should be kept on file by the handling
company and regularly checked for validity.
Specific regulations on recording are mentioned in “Regulation on

Qualification and Licence management in Commerce – Service and
Ground Activity” issued by Vietnam Airlines.
5.8.4.3 Handled Vietnam Airlines responsibility.
The Vietnam Airlines shall be responsibility to:
a) Evaluate and approve the handling company’s training program.

b) Inspect the qualification records of the staff most likely involved in the
handling of Vietnam Airline’s aircraft;
c) Submit the personnel involved to a single or periodical qualification test
(if necessary).
d) Vietnam Airlines’s Representative at airport shall have a record of load
control and loading instruction staff’s qualification, classified by aircraft
type and validated period that includes confirmation these staff are
qualified as required by Vietnam Airlines and handling for Vietnam
Airlines’s flight.
5.8.5 Standard of competence.
Requirements of theoretical and practical knowledge mentioned below are

required standards of competence for load control agents.

5.8/P9
LOAD CONTROL
MANUAL – PART A
5.8.5.1 Functions 1 and 3
a) General weight and balance proficiency and awareness.

1) Terms used in the Load Control environment (vocabulary, acronyms,
operational codes and abbreviations).
2) Definition and composition of the aircraft design and operational
weights.
3) Aircraft balance principles.
4) Consequences of improper loading on flight and personnel.
b) Aircraft structural load limitations.

1) Linear (running load) limitation.
2) Area limitation (spreader floors).
3) Limitation per compartment/section/ULD position.
4) Monologue (combined) limitation.
5) Cumulative limitation.
6) Missing restraints limitations.
c) Unit Load Devices (ULDs)

1) Knowledge of the IATA ID codes.
2) Gross weight limitations and hold restraint requirements.
3) Container/pallets build-up and tie-down limitations and rules.
4) Tagging.
d) Bulk hold loading.

1) Load spreading rules.
2) Load restraint rules: aircraft nets, tie-down, and volume restraint.
e) Loadsheet.
1) Computation, issuance and check in both manual and computerized
modes.
2) Last minute change procedure.
3) Computation, issuance and check in all conventional methods
(indexed weights, graphic charts etc.).
f) Loading Instruction Report.

1) Knowledge of the aircraft holds designation and numbering.
2) Issuance and check in both manual and computerized modes.
g) Loading messages.
Reading and sending of the standard loading messages: LDM and CPM.

5.8/P10
LOAD CONTROL
MANUAL – PART A
h) Dangerous goods.
1) Cargo IMP codes.
2) ULD and parcels labeling and marking.
3) Loading restrictions and compatibility rules.
4) NOTOC completion (loading positions).
5) Emergency procedures in case of incidents.
i) Other Special Load (Perishables, EAT, AVI, WET, OBX, LHO etc.)
1) Cargo IMP codes.
2) Marking and labeling.
3) Loading restrictions and compatibility rules.
j) Load planning.
1) Loading/off-loading priorities.
2) Baggage categories and hold locations.
3) Optimums hold loading (multi sector flights, volume utilization, fuel
conservation, etc.).
k) Aircraft specific instructions.

Knowledge of all specific weight and balance aspects, loading restrictions
and hold particularities pertaining to the aircraft types operating to the
station concerned.
5.8.5.2 Function 2.
a) General weight and balance proficiency awareness.

1) Terms used in the aircraft loading environment (vocabulary,
operational codes and abbreviations).
2) Aircraft balance principles.
3) Consequences of improper loading and aircraft damage on flight and
personal safety.
4) Basic knowledge of bulk hold floor resistance.
5) Basic knowledge of containerized hold resistance (relationship
between missing or damaged restraints and ULD gross weight
limitations).
b) Unit Load Devices and tie-down limitations and rules.

1) Tagging.
2) Rejection criteria for ULD and tie-down accessories when damaged.
3) Physical loading rules concerning baggage, cargo and mail.
4) Tie-down and spreader floor procedures.

5.8/P11
LOAD CONTROL
MANUAL – PART A
5) Net section utilization.
c) Loading Instruction/Report (LIR).

1) Knowledge of the aircraft holds designation and numbering.
2) Utilization of the Loading Instruction/Report document.
d) Loading messages.
Reading of the standard loading messages for off-loading of the holds
(LDM and CPM).
e) Dangerous goods.
1) Cargo IMP codes.
2) ULD and parcel labeling and marking
3) Loading compatibilities.
4) On board accessibility.
5) Rejection criteria (damaged and leaking packages, etc.).
6) Emergency procedures in case of incidents.
f) Other special load (perishables, EAT AVI, WET, OBX, LHO etc...)
1) Cargo IMP codes.
2) Marking and labeling.
3) Loading compatibilities.
g) Positioning and operation of loading equipment.

1) Procedure and approaching of ground support equipment.
2) Knowledge of the aircraft areas susceptible to damage by ground
support equipment.
3) Recording and reporting of damage to aircraft caused by ground
support equipment.
h) Operation of aircraft loading system.

1) Opening and closing of hold doors.
2) In plane loading systems.
3) ULD automated and hand operated restraints
4) Handled Vietnam Airline’s hold configuration and layout.

LOADING INSTRUCTION
GROUND OPERATION
MANUAL – PART A
Chapter 6
LOADING INSTRUCTION

6.1/P1
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
Security of load 01Jul2015
MANUAL – PART A
6.1 Security of load
6.1.1 General
a) All individual items of load which by their nature, shape or density may
constitute a hazard shall be restrained. Restraint can be achieved by filling
the compartment, net section, or ULD volumetrically, or by tie-down.
Compartments and ULDs which are filled up to three-quarters of their
heights are considered to be volumetrically full.
b) Pieces weighing 150kg or more when bulk-loaded in compartments should

always be tied down, except that tie-down is not necessary on single sector
flights when the compartment is volumetrically full.
c) Pieces weight 150kg or more, when packed in certified ULDs, should be

individually tied down, except when the unit is volumetrically full.
d) Particular attention must be given to restraining dangerous goods. All

packages containing dangerous goods must be stowed in an upright
position if so indicated, have the hazard label visible, and they should be
restrained to prevent themselves shifting, or any crushing tipping or
damage by other load.
e) Non-certified ULDs shall not contain individual items in excess of 150kg

or items which by their nature, shape or density may constitute a hazard.
f) All ULDs must be secured in the aircraft in accordance with the operator's
instructions.
6.1.2 Tie-down rules
a) Lashing equipments should be against difference forces and directions in

which the force depending on gravity of load as the aircraft changes its
speed or direction.
If the gravity of load is G, lashing equipments must be with-stand the
following forces in directions ensuring to secure of load:
1) Forward - 1.5G or 9G*

2) Backward - 1.5G
3) Sideway - 1.5G
4) Upward - 3G

6.1/P2
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
(* Forward restraint of the load to 9G is required in cabin/main deck if

there is no 9G crash net or stressed bulkhead installed between the load in
cabin/main deck and the passenger and/or crew).
b) It is not allowanced to tie-down a load with different equipment (fittings,

ropes, straps). Tie-down must be performed exclusively either with traps
or with ropes, without any mixing.
c) Except in absolute necessity (no other equipment available), single stud
fitting and ropes may be used only for tie-down in bulk compartments or
inside containers.
d) A single tie-down fitting may receive three straps or ropes in three

different restraint directions (forward, aft and up). But it shall not receive
more than one straps or ropes in the same direction.
e) The straps or ropes in a tie-down arrangement must be tightened in

appropriate equal number, but without excess- stronger tightening does
not increase tie-down strength. Particularly, when tying down on pallets,
check the straps is not tightened to extent they raise the pallet edges.
f) Standard lashing of a normal shaped load.
Figure 1: Standard lashing of a normal shaped load

Side-view
Top-view
F
W
D
Security
rope
This basic tie-down pattern solves most tie-down problems.

It consists in four straps and four tie-down fittings, located as shown in the
illustration.
Note: Ropes may be used to maintain straps in correct position.

6.1/P3
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
6.1.3 Information about number of lashings required
6.1.3.1 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.*
Load to be Restrained Number Number of Standard Straps or Steel Cables

of Hooked on Two Fittings**
Double 1.5G 3G
kg lb Stud left*** right*** forwar aft upwar
Fittings d ds
< 3000 < 6600 4 1 1 1 1 2
3001 - 6601 - 6 2 2 2 2 3
4500 10000
4501 - 10001 - 8 2 2 2 2 4
6300 13300
6301 - 13301 - 10 3 3 3 3 5
7500 16500
7501 - 16501 - 12 3 3 3 3 6
9000 20000
* The values shown allow for a maximum strap angle of 30o to the restraint
direction. Minimum distance between two fittings should 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.
6.1.3.2 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 1,000lb) attached to single stud fittings (based on

6.1/P4
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
strength 900 kg or 2,000 lb) in the bulk hold of an aircraft or inside a

container.*
Load to be Restrained Number Number of Ropes Hooked on Two Fittings**

of (One on Each Side of the Load)
Single 1.5G 3G
kg lb Stud left*** right*** forwar aft upwards
Fittings d
< 300 < 660 2 1 1 1 1 1
301 - 661 - 1320 4 1 1 1 1 2
600
610 - 1321 - 6 2 2 2 2 3
900 1980
901 - 1981 - 8 2 2 2 2 4
1200 2640
1201 - 2641 - 10 3 3 3 3 5
1500 3300
1501 - 3301 - 12 3 3 3 3 6
1800 3960
1801 - 3961 - 14 4 4 4 4 7
2100 4620
2101 - 4621 - 16 4 4 4 4 8
2400 5280
* The values shown allow for a maximum strap angle of 30 o to the restraint
direction. Minimum distance between two fittings should 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.
6.1.4 Lashing equipment and lashing rings
a)The handling agent should ensure that lashing equipment to be used to meet
the restraint requirements of Vietnam Airlines. If such equipment is not
available the handling agent must ask the Vietnam airlines for it.

6.1/P5
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
b) Lashing equipment and lashing rings (except for standard pallet restraint
equipment, compartment nets forming part of the aircraft standard equipment
ropes and webbing) must be marked permanently with the breaking strength
in kg.
c) The breaking strengths should be limited to a few convenient values, such as

500kg, 1000kg, 2250kg and 4500kg.
d) Only equipment for which a definite breaking strength can be ascertained

should be used.

6.2/P1
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
Loading aircraft 01Jul2015
MANUAL – PART A
6.2 Loading aircraft
6.2.1 General
6.2.1.1 Preparations before loading aircraft
a) To permit a methodical and speedy operation, the entire load should be

checked and pre--assembled in sequence according to the load plan and
the loading method to be used.
b) Items should not be loaded into the aircraft if:

1) Are not properly packed;
2) May cause damage to the aircraft or other load;
3) May contaminate the aircraft or other load.
c) One person only should supervise the team carrying out the loading and
offloading of the aircraft. The supervisor should instruct his team
according to the data at his disposal, (loading instructions, load message,
loadsheet, and manifest).
6.2.1.2 The hold doors
a) Great care must always be taken when opening and closing the doors,
especially when they are hydraulically or electrically operated. This duty
must be performed by qualified staff.
b) Most lower deck doors hinge upwards-often when opening or closing the
door the lower edge will swing down before going upward. Be careful that
no equipment obstructs the free passage of the door.

6.2/P2
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
c) During high or gusty wind conditions special precautions are necessary

when opening hold doors.
d) Before closing the doors, ensure that the door protector nets are installed
and properly secured.
e) When both offloading and loading operations are complete, the supervisor
should ensure that all hold doors are properly closed and secured.
6.2.1.3 Anti -tipping procedure
a) Definition
A critical aft centre of gravity situation which may lead to aircraft could tip
back about its main wheels with resulting damage to the aircraft and ground
equipment and possible danger to passengers and personnel.
Therefore, precautions must be taken to eliminate this possibility. It can
occur on certain aircraft types, e.g. A320, ATR72, etc.
In order to avoid the risk of tail tipping of the aircraft, the following precautions
shall be taken.
b) Loading planning
When planning the load distribution, sufficient load should be allocated in

the compartments forward of the centre of gravity to obtain proper ground
stability. Particular attention must be paid to the distribution of the transit
load on multi-sector flights. The distribution of the load remaining in the
compartments at the next station must be such that it meets above condition.
Note: Passenger distribution shall not be used to secure ground stability.

6.2/P3
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
c) Loading/Off-loading
1) In principle, loading should start in the forward compartments then the

aft ones whilst off-loading should start in the aft compartments then
the forward ones. The same sequence applies for forward and aft
galleys.
2) Must be fitted a tail strut or noise wheel weights before the loading
operation commences in certain aircraft types as recommended or
required by Vietnam Airlines and/or their manufacturers.
Note: Any restrictions in the sequence of loading/offloading imposed

by the Vietnam Airlines to maintain the aircraft’s balance condition
while on the ground must be observed.
6.2.1.4 Technical malfunctions limiting load on aircraft.
Members shall adopt the following procedures whenever technical

malfunctions such as missing/ damaged items of the aircraft restraint
system, unserviceable doors, etc. which could limit load on aircraft are
discovered:
a) Report the technical malfunction to the Captain, Vietnam Airlines

Representative and Station Engineer for function action.
b) Adhere to any resulting load limitations according to the carriers

instructions.
c) Inform the onward stations of the load limitations according to the

instructions of the Vietnam Airlines representative, if the defect cannot be
rectified before departure.
Commentary:
Technical malfunctions can cause limitations to the carriage of load on an
aircraft and must be considered as an important safety factor. Handling
company must ensure that, whenever observed, they are immediately
brought to the attention of the Vietnam Airlines representative.
6.2.1.5 Loading precautions for incompatible loads
TABLE OF INCOMPATIBILITIES

6.2/P4
LOADING INSTRUCTION
Rev 00
GROUND OPERATION
MANUAL – PART A
Legend:
◄▬► Minimum separation distance as specified by IATA Regulations.
◄►Shall not be loaded in close proximity of one another.
◄► 1 Must not be stowed in the same compartment, unless loaded in ULDs not
adjacent to one another or in closed ULDs.
◄► 2 The ◄► segregation requirement applies only to laboratory animals and
to animals which are natural enemies.

6.3/P5
LOADING INSTRUCTION
GROUND OPERATION
Handling of special loads Rev 00
01Jul2015
MANUAL – PART A
* Codes RCX and RGX are assigned exclusively to those items which is
merely transported on cargo flights and comply with procedures of the
up-to-date IATA Dangerous Goods Regulations.
Note: Animals that are natural enemies such as cats and dogs should not
be loaded in sight, sound, smell or reach of each other.
6.2.2 Bulk loading
6.2.2.1 The offloading operation:
a) Commence offloading without waiting for passengers to disembark,

wherever customs and health authorities allow this practice.
b) Always offload baggage first, before cargo items and send it as quickly as
possible to the terminal building, so that passengers are not delayed
waiting for their baggage (except impossible).
c) Check cargo and mail against the relevant documents as soon as possible.
Carry out this check at aircraft side whenever possible and report any
discrepancy at once to the supervisor, e.g. documents without goods, or
goods without documents.
d) Report also to the supervisor and the agent planning the flight any
discrepancy or suspected irregularity in the transit load, that is, the load
which remains on the aircraft for transportation beyond your station.
These irregularities may include:
1) Presence of load in compartments that should be empty;
2) Over carried goods;
3) Misrouted goods, etc.
e) The supervisor should check that all items for the station have been
removed from the holds before reloading takes place.
6.2.2.2 The on loading operation
a) Before starting to load, ensure that the floor, walls, and bulkhead are in
good condition and, in particular, that there are no sharp edges likely to
damage the goods.
b) Ensure that the separation nets are properly secured to subdivide the cargo
holds/compartments.

6.3/P6
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
c) Leave access panels and hatches in the cabin floor free.
d) The following precautions should be observed:
1) Distribute the load evenly;

2) Place heavier items at the bottom;
3) Stack neatly for maximum stability and maximum use of the available
volume;
4) Observe the specific instruction labels.
e) The following rules should be apply when loading aircraft:
1) Endeavour to place the articles so that the labels and tags remain
visible instead of being hidden;
2) Do not exceed the published floor limitations. Whenever necessary,

use spreaders. When a spreader is used for an item to meet the floor
requirements, do not load other articles on the item or the spreader
without checking with the load agent, as the total weight might exceed
the limits;
3) Use approved mechanical handling aids for heavy items;
4) After loading in the aircraft, the load must be secured in accordance

with the tie- down rules. Articles likely to cause damage to other load
or to the aircraft must be secured individually. These would include
for instance: heavy items, high density articles, and pieces with sharp
points or edges. Other articles are tied down for their own protection:
tall pieces, image – orthicon tubes, etc.
5) When unable to comply with the loading instructions staff should

always advise the supervisor load agent.
6.2.3 Handling of unit load devices
6.2.3.1 General principles:
a) Before units load devices (ULD) are presented for loading into the aircraft
they should be cleared of snow, ice and water. When loading ULD ensure
that:
1) The ULD foes to the pallet position (or bay) designated in the loading
instruction, and that this is confirmed by the load supervisor marking
an appropriate entry in the loading report;

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LOADING INSTRUCTION
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01Jul2015
MANUAL – PART A
2) All obstacles are removed to give a clear path to oncoming ULD,

including retracting floor locks and side restraints, as appropriate;
3) The load on the pallet has not shifted outside its proper contour, and
that any loose net ends are tied up;
4) No staff is in front of a ULD when it is pushed or driven into position.
5) ULD are moved at a steady speed and not crashed into stops or other
equipment;
6) As each ULD is loaded, the appropriate stops, locks, and restraints are
erected or engaged.
b) For logistical control purposes each ULD is permanently marked with and
IATA identification code, e.g. DQF 14125 VN.
c) For handling purposes ULD are identified by tags, which must be

properly completed and which must contain the essential details of the
unit destination, weight entries, lading position and contents.
d) For ULD with a fixed side, the tag should be inserted in a fixed placard
holder. For a pallet with net, the tag should be affixed to the net in an
easily read position, preferably at eye level.
Note: To usage and control ULD of Vietnam Airlines, refer chapter 10 –

“Cargo Operation Manual”.
6.2.3.2 Pallets
a) The rules listed earlier for bulk loading apply equally to the build-up of
pallets, for example:

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LOADING INSTRUCTION
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01Jul2015
MANUAL – PART A
1) Even distribution of load;

2) Floor loading requirements and use of spreaders;
3) Destination labels/tag visible;
4) Observation of instruction labels and marks;
5) Heavy or awkward items which have to be secured individually;
6) Use the entire available area. Place heavy items at the bottom and
lighter ones at the top.
b) Besides these rules on 6.2.3.2 point a, the following points applicable to

pallet build-up must be kept in mind:
1) Remember that a concentration of heavy items at the centre of the

pallet may result in "dishing": the sides will have a tendency to rise
and will not match the guidance and restraint system properly;
2) Stack packages for maximum stability (interlocking). This prevents
movement of the outer packages when installing the net;
3) Ensure that the contour of loaded pallets corresponds to the gauge.
6.2.3.3 Certified containers
a) Handling baggage and cargo in containers shoud be conformed the

principles below:
1) Stach neatly for maximum stability and maximum use of the available
volume.
2) Loading heavy packages at fist and weak structure packages above.
3) Loading the packages in the bottom with the best direction of force
resistant (for example: the right direction of suicase is vertical) in
order to minimize damage cause of other weight at above.
b) In addition to the normal careful handling that all equipment should
receive, particular care should be exercised as listed:
1) Do not lift or move containers with a forklift truck unless these are a
platform or pallet between container and fork. In addition, containers
carrying any load must be secured to the platform or pallet before
being lifted by forklift truck;
2) Do not drag or push a container over any surface other than a proper
roller or ball transfer system. Such handling will damage the bottom
of the container base, which in turn will damage the aircraft
container handling system and the rollerised dolly bed;
3) Ensure that the container doors/curtains are closed and latched before
transporting/loading;
4) Ensure that level transfers are made;
5) Do not stack containers.

6.3/P1
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
6.3 Handling of special loads
6.3.1 General
6.3.1.1 Definition
A special load is a load which, owing to its nature or value, requires special
attention and treatment during the process of acceptance, storage,
transportation, loading and unloading.
6.3.1.2 General Provisions
a) Loads transported by air are normally exposed to vibrations and changes

in pressure, temperature and humidity. These facts must, therefore, be
taken into consideration by shippers and cargo agents when choosing
packing and labeling, and to a certain extent also by the airline when
handling the cargo.
b) Most special loads require a specific label in order to ensure correct

handling and loading. Those labels are shown in IATA publications such
as IATA Dangerous Goods Regulations and Live Animals Regulations.
Labels must be affixed properly so as to be easily recognizable.
c) For some categories of dangerous goods (specified in IATA Dangerous

Goods Regulations ) transported by air must have shipper's declaration
information attached.
d) For certain types of special loads, advance bookings and arrangements

should be made, e.g. for perishables, valuables, human remains and live
animals.
e) The quantity of special loads carried on an aircraft is often limited due to

different factors such as the aircraft type (passenger or all cargo), and
company, IATA or governmental regulations.
f) Before loading special loads in a compartment or a ULD, the condition

of the load must be carefully checked in order to detect any damage.
Damaged shipments shall never be loaded.
Note: Refer to Chapter 6, 7 of “Cargo operation manual”, for more detail

regulation.

6.3/P2
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
6.3.1.3 Special Load - Notification to Captain
a) The presence of special loads on board may have to be reported to the

flight crew, e.g. by means of the Special Load – Notification to Captain.
This procedure is mandatory when Dangerous Goods are involved (see
NOTOC form).
b) The presence of special loads on board an aircraft should be noted on the

loadsheet and load message by entering the appropriate code and other
necessary information in the “Remarks” or “SI” Box. Chapter 5, Section
5.2 of this publication shows the IATA standard codes for special loads
along with the format to be used on the loadsheet and loadmessage.
c) NOTOC must be tranfered to the operation controller at departure,
details as follow:
Notice: Content are fulfiled as NOTOC send to Pilot in command
Receiver:
1) At NBA, DAD, TSN: NOC, DOC, TOC.
2) At local airport (Exclude NBA, DAD, TSN): Manager
3) At overseas airports: Station manager.
Tranfer by paper or email,fax and not later than time to begin taxi to
depart.
6.3.2 Heavy and/or bulky cargo
6.3.2.1 General Information
Heavy and/or bulky cargo can be defined as cargo which by size, shape
and/or weight requires special handling procedures, e.g. loose machinery,
pipes, cable drums and cable reels, aircraft engines.
6.3.2.2 Acceptance
a) Prior to acceptance, shall ensure that the necessary en route arrangements

have been made to make certain that:
1) Aircraft limitations will not be exceeded;
2) Suitable ground handling equipment and manpower is available;
3) Handling can be performed within the scheduled ground times.
b) And advance request shall be sent to stations involved in the

loading/unloading, requesting their agreement to handle the item. The
request shall contain the following minimum information to enable them
to evaluate the handling requirements.
1) The weight of each piece;

6.3/P3
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
2) The dimensions of each piece (LWH) with the units used clearly
stated;
3) Other useful handling information, e.g. a description of the item, its
lifting characteristics and its general shape.
c) Prior to shipping, conformation should be received from the station(s)

involved that they are able to handle the shipment.
6.3.2.3 Loose Machinery
a) Packing
1) All fragile parts should be correctly protected to avoid any damage.

2) All protruding parts should be protected to avoid self damage or
damage to adjacent and neighboring cargo or aircraft structure.
3) If upright position is required, “This Way Up” labels or orientation
arrows should be affixed.
4) When necessary, lifting or hoisting points should be clear indicated.
5) When the contact area is not uniformly distributed, e.g. motor,
engines, pumps, etc.; machinery should be supported on easily
forklift able stands, wooden pallets or spreaders.
6) If several light parts are delivered loose, they should be affixed
together or bulled, to facilitate handling, e.g. car parts, car doors, ...
7) The center of gravity position should be clearly marked for any
heavy load which may have to be lifted during transportation.
b) Loading
1) All loose machinery should be correctly secured on board the

aircraft or on the pallet prior to loading.

6.3/P4
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
2) When loading heavy machinery in bulk holds, a support stand may

be provided to increase the base area and spread the load to avoid
exceeding the aircraft floor limitations.
3) When tie-down is performed on board the aircraft, care must be
taken not to damage any fragile cargo parts with lashing material.
4) Damage to the aircraft structure must be avoided when
loading/unloading machinery with a forklift.
5) When loading cargo with a forklift, the mast height may increase
when raising the forks and damage the aircraft, for instance, top
hinged doors.
6) The code BIG, the loading position and the weight of the shipment
should be entered on the loadsheet and loadmessage in the
appropriate box, e.g. BIG/AB/2000.
6.3.2.4 Pipes
Pipes are generally not packed. However, if they are carried in large
quantities and not bulk loaded, a rigid banding may be requested from
the shipper.

6.3/P5
LOADING INSTRUCTION
GROUND OPERATION
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MANUAL – PART A
Note: When handling a shipment of steel pipes over 400 kg, care should be
made due to the magnetic of shipment.
a) Pipes in Bulk Holds
7) Loading/Unloading: When loading or unloading pipes or similarly

shaped long pieces in bulk holds, care should be taken not to
damage the aircraft structure with the pipes or the equipment.
8) Lashing: All pipes loaded in bulk holds must be securely lashed to
avoid any movement during flight as partition nets will not assure
adequate restraint. For example, strap hooks may be attached
directly to the edge of the tubes
b) Pipes on Pallets
1) Loading/Unloading
i) When pipes are loaded on aircraft and overhang the pallet area,
care should be taken not to damage the aircraft floor. To avoid any
damage, the pipes shall be raised above the pallet surface, e.g. by
means of wooden warehouse pallets or other cargo. A minimum
distance of 15cm (6in) shall be kept between the pipes and the
aircraft floor to allow erection of pallet locks.
ii) Pipes may be loaded on pallets with either a symmetrical or a non-

symmetrical overhang from the pallet area.
iii) In both cases if must be ensured that:
Downward deflection at the end of the pipes will not damage the
aircraft systems in flight and during loading and unloading;

6.3/P6
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
Loading and unloading equipment, especially the loader, will

accept the overhang without problems. Under certain
circumstances, e.g. where the overhang is too long and the loader
cannot accommodate the loaded pallet, it may be necessary to
place an empty pallet on the loader and to use a crane to hoist the
pipe onto the pallet.
iv) When the non-symmetrical overhang loading method is used,

care should be taken not to exceed the limits of the pallet’s centre
of gravity.
v) The code BIG, the loading position and the weight of the shipment
should be entered on the loadmessage in the appropriate box, e.g.
BIG/11P13P/6000.
2) Lashing

6.3/P7
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
i) When pipes are loaded on pallets, they shall be correctly secured

against forward forces. When a shipment consists of several pipes,
the shipper should be required to provide a strong end restraint
device made of wood or steel to allow tie-down.
ii) If no special restraint device is provided, some planks or boards

should be used as a restraint device for lashing at the forward and
aft end of the load. When planks or boards are used, they should
be cut to the appropriate size and placed vertically rather than
horizontally, to avoid the straps slipping between the planks. It is
recommended that chocks be placed on the side of the pipes to
avoid rolling.
6.3.2.5 Cable Reels and Drums
a) Transportation of cable reels can be performed in two ways:
1) Cable reel flat on the pallet in horizontal position.

2) Cable reel vertical on the pallet in upright position.
b) The horizontal position is always preferable for loading. However,

shippers sometimes prohibit the transportation of cable reels in

6.3/P8
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
horizontal position as the lower cable layers may collapse and be

damaged by the weight of the upper cable layers. Upright transportation
should be accepted only if the shipper explicitly confirms that it is
impossible to carry the reel horizontally without damaging the cable.
c) If applicable, the code BIG, the loading position and the weight of the
shipment should be entered on the loadsheet and loadmessage in the
appropriate box, e.g. BIG/AB/2500.
d) Transportation in Horizontal Position
e) Loading on the Pallet
It is recommended that cable reels or drums be delivered in the way

they are intended to be carried. A spreader floor may only be required if
the reel dimensions exceed the pallet dimensions of the maximum load
area of the pallet. If there are protruding parts on the reel, such as bolts
and screw heads, it may be necessary to raise the reel to avoid
damaging the pallet. The material used to raise the reel from the pallet
shall offer sufficient contact area not to bend the pallet. Warehouse
wooden pallets would meet that requirement.
f) Lashing
Forward and aft lashing should be performed with straps, according to
the company manual rules. To avoid slipping of the straps, security
ropes or straps should be used to maintain the correct angle.
Lashing against upward forces should be performed using straps

crossed one into the other at the reel like a spider’s web.

6.3/P9
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
g) Transportation in Upright Position
h) Loading on the Pallet
When cable reels are carried in an upright position, care shall be taken
to ensure correct load distribution on the pallet area in order to prevent
damage to the pallet or to the aircraft loading systems and to avoid
exceeding the maximum aircraft floor limitations. A support stand is
mandatory to spread the load. The cable reel should be positioned on
the stand in such a manner as to avoid any contact with the pallet
surface and ensure a correct weight distribution. In addition, a spreader
floor may be necessary to avoid bowing of the pallet (see Figure 36 for
examples of support stands to be used).
i) Lashing
Lashing of cable reels in upright position should be performed with straps,

according to the company manual rules. However, depending on the reel
characteristics, different methods may be used.

6.3/P10
LOADING INSTRUCTION
GROUND OPERATION
01Jul2015
MANUAL – PART A
6.3.3 Perishable cargo
a) 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.
b) For regulation detail, refer to the subsection 6.1.5; 6.1.6; 6.3.3 and 7.2.3
of “Cargo operation manual” of Vietnam Airlines.
6.3.3.2 Acceptance
a) Perishable cargo shall only be accepted for carriage when it is reasonably

certain that it will reach its destination in good condition.
b) The shipper shall provide written instructions as to the maximum
acceptable duration of transportation and of any special handling
requirements. These instructions shall be shown on the air waybill and the
packages.
c) Prior to acceptance, the carrier shall ensure that the necessary en-route
arrangements have been made, including:
1) Ensuring that the shipper is advised of the maximum time before
flight departure that the carrier will accept the cargo;
2) Making any necessary onward reservations;
3) Ensuring that special handling facilities such as re-icing are available
and arranged for, if required.
6.3.3.3 General Packing Requirements

6.3/P11
LOADING INSTRUCTION
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MANUAL – PART A
a) Changes in temperature and humidity during transportation can affect

perishable goods. To reduce the risk of deterioration, the packaging
should be designed to withstand those climatic effects. The material used
should be strong enough to allow stacking.
b) When cooling or freezing agents such as dry ice or cryogenic liquids, e.g.
liquefied argon or nitrogen, are used, the packing requirements published
in the IATA Dangerous Goods Regulations apply. In the case of wet ice,
reference is made to 6.3.4 below.
6.3.3.4 Vegetables and Fruits
a) General Information
1) Vegetables and fruits should be properly packed.
2) Different types of packages are accepted for carriage such as wooden
crates, trays, cartons bags, wicker baskets, etc. For most vegetables and
fruits, ventilation is necessary to keep them in good condition. For this
purpose, ventilation holes are generally provided on the package.
3) Packing material should be strong enough to allow the stacking of
packages on top of each other.
4) “This Way Up” and “Perishable” labels should be affixed on all
packages.
5) Packages should be adapted to the type of vegetable or fruit carried, e.g.
a carrots gunny sack should not be used to carry tomatoes.
6) It is essential to keep transportation time to a minimum to guarantee

freshness of vegetables and fruits on delivery.
7) If the use of dry ice for cooling purposes is required, it should be
consistent with the current edition of VIETNAM AIRLINES and IATA
Dangerous Goods Regulations.
b) Loading
1) Should considered stacking height when building ULDs with vegetable
or fruit packages to avoid sloping on sides.

6.3/P12
LOADING INSTRUCTION
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01Jul2015
MANUAL – PART A
2) Vegetables and fruits should be stacked into ULDs or bulk holds in

such a manner as to avoid crushing, which could also damage other
load and aircraft holds.
3) Heavy packages which could cause damage shall not be loaded on top
of vegetable or fruits.
4) Vegetables and fruits shall not be loaded in close proximity of non-

cremated human remains. Foodstuff and poisonous and infectious
substances shall be loaded in accordance with incompatibility chart in
section 6.2 above.
5) Vegetable or fruit consignments must not be stowed or loaded in close
proximity of live animals at any stage of the journey because of the
serious risk of contamination.
6) If specific temperatures in holds are required for transportation, the
NOTOC form should be used to notify the aircraft captain who will
ensure that adequate ventilation and temperature are provided.
7) The code EAT and the loading position of the shipment should be
entered on the loadsheet and the loadmessage in the appropriate box,
e.g. EAT/21L.
6.3.3.5 Eggs
The shippers should specify whether the eggs shipment consists of

hatching eggs or eggs for human consumption. Hatching eggs are
considered to be unencumbered fertile eggs containing a living embryo
in dormant form. A fertile egg is said to be incubated once the incubation
process has started.
1) Eggs should be properly packed.

2) Eggs are generally packed in fiberboard or wooden boxes with
honeycombed separation trays.
3) Packing material should be strong enough to allow stacking of parcels on
top each other.

6.3/P13
LOADING INSTRUCTION
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MANUAL – PART A
4) A “This Way Up” and a “Perishable” label should be affixed to all

packages.
5) It is essential to keep transportation time to a minimum to maintain the
eggs in good condition for delivery.
b) Loading
1) Should considered stacking height when building ULDs with eggs to

avoid crushing of lower packages.
2) Eggs should be stacked into ULDs or bulk holds in such a manner as to
avoid crushing, which also could damage other loads or aircraft holds.
3) No other load shall be positioned on top of packages containing eggs.
4) Eggs for human consumption shall not be loaded in close proximity of
live animals.
5) Eggs for consumption shall not be loaded in close proximity of non-
cremated human remains. Specific stowage requirements for foodstuffs,
poisonous (toxic) or infectious substances are show in section 5.2
chapter 5 this document.
6) When hatching eggs are loaded with consignments of radioactive
materials, a minimum separation distance must be applied as published
in the current edition of IATA Live Animals Regulations.
7) Hatching eggs shall not be loaded in close proximity of dry ice and
cryogenic liquids.
8) The code HEG for hatching eggs or EAT for consumption eggs and the
loading position of the shipment should be entered on the loadsheet and
loadmessage and CPM in the appropriate box.
c) Temperature Requirements
1) As low temperatures in holds are needed for transportation, the

NOTOC form should be used to notify the aircraft captain in order to
ensure adequate ventilation and temperature.
2) Hatching eggs require a temperature range from 10o C (50o F) to 15o
C (60o F).
3) Eggs should never be exposed to too high or too low or so much
change temperatures.
6.3.3.6 Flowers
1) Flowers should be properly packed.

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LOADING INSTRUCTION
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01Jul2015
MANUAL – PART A
2) Flowers are usually wrapped in protective paper and then packed in

cardboard boxes or wicker baskets.
3) Packing material should be strong enough to allow stacking of
packages on top of each other.
4) “This Way Up” and “Perishable” labels should be affixed to all
packages.
5) It is essential to keep transportation time to a minimum to guarantee
freshness on delivery.
6) Flowers should not be stowed in the same hold or ULD as fresh fruits
and vegetables due to ethylene gas produced by vegetable which may
deteriorate flowers.
b) Loading
1) Should considered maximum stacking height when building ULDs

with flower packages to avoid sloping on sides.
2) Flowers should be stacked into ULDs or bulk holds in such a manner as
to avoid crushing.
3) Heavy packages which could cause damage shall not be loaded on top
of flower parcels.
4) The code PER and the loading position of the shipment should be
entered on the loadsheet and loadmessage in the appropriate box, e.g.
PER/31R.
c) Temperature Requirements
1) If low temperatures in holds are needed for transportation, the NOTOC

form should be used to notify the aircraft captain in order to ensure
adequate ventilation and temperature.
2) Flowers should not be stowed in direct contact with the compartment
floor or wall.
6.3.4 Wet cargo
a) Shipments containing liquids or shipments which by their nature may

procedure liquids and which are not subject to the IATA Dangerous
Goods Regulations shall be designated as “Wet Cargo”.
b) The following types of cargo are to be considered as Wet Cargo:

1) Shipments of liquids in watertight containers;

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LOADING INSTRUCTION
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01Jul2015
MANUAL – PART A
2) Shipments of wet materials not packed in watertight containers, e.g.

fish or shell fish packed in wet ice, fresh or frozen meat, wet hides and
skins, etc.;
3) Goods which may produce liquids e.g. live animals.
c) To prevent spillage or leakage, special requirements for shipments

containing Wet Cargo must be adhered to.
d) Refer subsections 6.1.5; 6.1.6; 6.3.4 and 7.2.4.2 “Cargo operation

manual” of Vietnam Airlines for more detail regulations.
a) Receptacles and packages must always be securely closed and of such

construction as to prevent loss of content. Bags of sacks must be water
resistance and made tight against sifting of contents during transportation.
b) Water tight containers must fulfill the requirements as stated in the

VIETNAM AIRLINES and IATA Dangerous Goods Regulations. These
containers are commonly used to carry wine, essential oils, non-restricted
paint, etc.
c) “Non-watertight containers” must be of good quality waterproof materials

and, furthermore, be constructed to withstand stacking to levels specified
by the carrier.
d) The VIETNAM AIRLINES and IATA Live Animals Regulations specify

the types of containers in which animals shall be loaded.
6.3.4.3 General Loading Precautions.
Aircraft, unit load devices (ULD) and load shall be protected against
spillage from wet shipments as the customer claims and the costs
incurred for cleaning and repair are high. Therefore, following
precautions are applicable.
a) Aircraft and/or ULD floor and walls shall be protected by means of plastic
sheets or tarpaulins so as to retain any spillage or leakage. Edges of plastic
sheets or tarpaulins shall be turned up against the aircraft or ULD wall
and other cargo so as to create a basin around the shipment.
b) Wet shipment containers shall be stowed and secured in an upright

position, i.e. the closure must be at the top. Special handling instructions

6.3/P16
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01Jul2015
MANUAL – PART A
(labels or imprints) attached to container, e.g. “This Way Up” labels, shall
be strictly observed.
c) If a Wet Cargo shipment is loaded in containers that are not watertight,

secondary measures must be 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. If necessary, absorbent material, such as sawdust or similar
material shall be put in the bowl.
d) Wet Cargo stacked to several levels shall receive special attention to

avoid crushing of the lower containers especially if the container strength
is influenced by wetness or moisture.
e) 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.
6.3.4.4 Meat
a) Strict hygiene conditions shall be maintained during all stages of handling

meat.
b) Meat shall be enclosed in waterproof material and handled as Wet Cargo.
c) The temperature ranges to be maintained are:
1) Between 0o C (32o F) and 5o C (41o F) for fresh meat;

2) Below -12o C (10o F) for frozen meat.
d) The code PER and the loading position of the shipment should be entered
on the loadsheet and loadmessage in the appropriate box, e.g. PER/1.
e) Loading meat in a ULD should be performed in the following sequence:
1) Plastic sheeting shall be laid out inside the ULD. The protective
material must be of sufficient size to completely surround the planned
meat shipment;
2) The edges of the plastic sheeting shall be pulled up and fixed by tape
to the ULD walls. Now the ULD can be loaded;
3) After completion of loading, the ends of the plastic sheet shall be
pulled over the meat and secured with adhesive tape;

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4) If cooling is necessary, boxes of dry ice shall be placed on top of the

shipment. In that case, the shipment shall also be treated as a dry ice
shipment;
5) If the ULD is not structural, e.g. a pallet, the load shall be secured by a
tarpaulin and a net.
f) Loading meat in bulk holds should be performed in the following

sequence:
1) Tie-down rings shall be fitted into the tie-down tracks on the

compartment floor;
2) Plastic sheeting shall be laid out inside the compartment. The
protective material must be of sufficient size to completely surround
the planned meat shipment;
3) The edges of the plastic sheeting shall be pulled up and taped to the
walls of the compartment.
4) A foam rubber mat or strong corrugated paper together with a layer of
packing wool or other absorbent and insulation material shall be laid
out. Now the compartment is ready for loading;
5) After completion of loading, the ends of the plastic sheet shall be
pulled over the meat and secured with adhesive tape;
6) The load shall be tied down to secure it against shifting;
7) If cooling is necessary, boxes of dry ice shall be placed on top of the
shipment. In that case, the shipment shall also be treated as a dry ice
shipment.
6.3.4.5 Fresh Fish
a) Fresh fish shall be completely enclosed in waterproof containers and

handled as Wet Cargo. The temperature shall no exceed 5o C (41o F).
b) The code PER and the loading position of the shipment should be entered
on the loadsheet and loadmessage in the appropriate box, e.g. PER/25L.
c) Packing Method Using Ice Bags
1) The outside container must be a wooden, Styrofoam or corrugated

fiberboard box. A waterproof polyethylene film shall cover the inside
of the box.

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2) When ice cubes are used for cooling purposes, they shall be packed in
waterproof polyethylene bags, sealed with and elastic band.
3) Fresh fish will be surrounded by ice bags and put into another
polyethylene bag securely closed and tied with and elastic band. It is
essential to let the air out of the bag before twisting the top in order to
prevent the bag from being inflated and bursting when the pressure in
the cargo compartment decreases.
4) The shipment will then be put in the outside container and the
remaining polyethylene film pulled over the bag.

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5) The cover of the outside container shall be closed and sealed with
adhesive tape and “This Way Up” labels affixed to the outside
container.
d) Packing Method Using Loose Ice Cubes

1) The outside container must be a wooden, Styrofoam or corrugated
fiberboard box. A waterproof polyethylene film shall cover the inside
of the box.
2) Ice cubes for cooling purposes and fresh fish will be packed together
in a waterproof polyethylene bag, sealed with an elastic band. Air
remaining in the bag shall be let out before sealing the bag. This bag
shall be packed in a second polyethylene bag, the top of which should
be sealed in the same way as the first one.
3) The two bags containing ice cubes and fresh fish shall be packed in
the box. The remaining polyethylene film shall cover the shipment
completely.

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4) The cover of the outside container shall be closed and sealed with
adhesive tape and “This Way Up” labels affixed to the outside
container.
6.3.4.6 Frozen Fish
a) Frozen fish must be packed in Styrofoam or fiberboard with internal

paraffin lining. The temperature within the boxes must not exceed –12o C
(10o F). If necessary, cooling of such shipments shall be performed by
means of dry ice.
b) The code PER and the loading position of the shipment should be entered
on the loadsheet and loadmessage in the appropriate box, e.g. PER/DR.
6.3.5 Human remains
a) Acceptance and transportation of human remains shall be in compliance

with all applicable governmental regulations, e.g. death certificate must be
part of the documentation. Special storage facilities are available at many
international airports.
b) Handling and loading of human remains should always be performed with

respect.
a) When not cremated, human remains must be contained in a hermetically

sealed lead or zinc inner coffin placed inside a wooden coffin, which has
at least six handle on sides. The wooden coffin may be protected from
damage by an outer packing and covered by canvas or tarpaulin so that
the nature of its contents is not apparent.

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b) Cremated remains must be shipped in funeral urns which are efficiently

cushioned by suitable packaging against breakage.
6.3.5.3 Loading
a) Funeral urns shall be treated as normal cargo.
b) For human remains in coffins, special rules apply:

1) Coffin must be loaded in horizontal and never in an upright position;
2) Non-cremated human remains shall not be loaded in close proximity of
dogs and other sensitive animals as well as food for human
consumption, when such food is not packed hermetically;
3) Generally, coffins are to be considered as heavy items (HEA);
4) The captain should be advised by means of the “Special Load –
Notification to Captain” form;
5) The code HUM, the loading position and the weight of the shipment
should be entered on the loadsheet and load message in the appropriate
box, e.g. HUM/3/150.
6.3.6 Obnoxious cargo

Obnoxious cargo is cargo that, due to its strong smell, should only be
accepted when packed in watertight containers which have to be sealed in
such a way that no odour of any kind can escape from the package.
6.3.6.2 Packing and Loading

Obnoxious cargo such as wet hides, essential oils and green or salted
casings (intestines) are to be considered as Wet Cargo.
Reference is made to 6.3.4.2 and 6.3.4.3 for packing requirements and
loading precautions.
6.3.6.3 Essential Oils

Essential oils are slightly oily liquids, usually with a high flash point.
Therefore, with a few exceptions, they are not classified as dangerous goods.
However, even very slight leakage could cause damage through impregnation
of strong odours. To avoid that risk, essential oils should be transported in
metal or plastic cans or barrels complying with the specifications listed in the
current edition of IATA and Vietnam Airlines Corp. Dangerous Goods
Regulations.

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6.3.7 Live animals
6.3.7.1 Introduction
a) The IATA Live Animals Regulations (LAR) and live animals regulations
of Vietnam Airlines are intended for use by shippers, cargo agents,
forwarders, handling staff of airlines and other interested parties involved
in the acceptance, handling and processing of live animals.
b) These Regulations cover the aspects which must be considered to ensure

animals are carried without harm to themselves or to the handling
personnel. They detail the general handling precautions and airlines’
acceptance requirements which apply for all animals and specify the
principles of design of the container to be used for each animal species.
a) Two main sets of international regulations govern carriage by air of live

animals:
1) The IATA LAR states general rules for transportation by air of live
animals. It specifies the type of container to be used and the handling
procedures to be followed for individual animal species. Special
attention is given to animal comfort, safety of handling staff and
prevention of damage to and spoilage of aircraft.
2) The Washington Convention on International Trade in Endangered

Species of Wild Fauna and Flora (CITES) limits the import and/or
export of animal species in danger of extinction.
The IATA LAR includes the CITES information relevant to air

transportation of animals.
b) When live animals are carried by air, several factors should be considered,
of which the most important are:
1) The species of animal to be carried, their characteristics, breed, sex,
age, individual body weight;
2) Their condition, e.g. shorn or unshorn, pregnancy, winter or summer
coat, wearing, sucking, etc.;
3) Type of packaging used;
4) Competent staff.
5) Type of aircraft used;
6) The amount of required space in the cargo compartment;

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7) The environment conditions in those compartments; ventilation rates

and airflow direction, heating or cooling provisions;
8) The environment conditions at intermediate stops and the climatic
effects on ground during loading, unloading and ground transport;
9) The best possible location within the cargo compartments;
10) The presence of other load affecting the animals;
11) The necessity of in-flight attendance;
12) The availability of ground storage facilities;
13) The documents required, e.g. Shipper’s Certification for Live
Animals, welfare and health certificate, import, transit and/or export
permits.
c) Only trained staff will be permitted to serve the live animals and must
obey strictly IATA, Vietnam Airlines regulations.
d) Refer subsections 6.1.5; 6.1.6; 6.3.2; 7.2.2.2; 7.2.2.3 and 7.2.2.4 “Cargo
operation manual” of Vietnam Airlines for more detail regulations.
a) Animals will be accepted only in suitable clean containers, which must be

leak-proof and escape-proof.
b) The container shall be constructed in accordance with the IATA LAR

which will permit handling staff to give the necessary attention to the
animals without risk of the animals harming them.
c) For general transport purposes, animals will be carried only in closed

containers. Carriage in open stalls must be specially arranged with the
carriers concerned.
d) As most animals are considered to be wet cargo, absorbent material is

necessary.
e) The use of straw as absorbent shall be avoided due to combustibility and

quarantine regulations by countries.
f) If stacking is planned, the containers must be strong enough to prevent

crushing of the lower layers.
g) “This Way Up” labels or markings shall be placed where possible on all
four sides of the container to show the proper upright position.

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h) Live Animal labels, properly completed with the statement of contents,

shall be attached to each live animal container unless otherwise specified
in the individual container requirements.
i) Minimum packing requirements are defined by IATA LAR which states

for each species of live animals a specific container requirement.
Figure shows the design and the specific requirements for the construction
of a container to carry day-old-chicks, ducklings, goslings and turkey
poults (LAR container requirement 55).
6.3.7.4 Handling
a) Greatest care must be taken when handling live animals to protect their
welfare.
b) Particular care must be taken to give the greatest possible sense of

security to animals not accustomed to humans.
c) Traveling has an unsettling effect on animals and they should be disturbed

little as possible. People should be stopped from disturbing animals by
looking at them unnecessarily for the sake of curiosity. Visual
examination to check welfare should be kept to a minimum.
d) Generally, wild animals (other than most birds) prefer to travel in

darkness or semi-darkness as this encourages them to rest. Domesticated
animals and most (but not all) birds prefer dim light.
e) Generally, it is not necessary to feed and animal in transit. If this is

required, it is the shipper’s responsibility to make advance arrangements
for it.
f) Any water provided should be fresh and uncontaminated, preferably

suitable for human consumption, and shall not be iced.

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g) Do not allow tidbits to be given to animals; wrong feeding can be

dangerous.
h) Sedation is not generally recommended. When sedatives are administered,

it should be done so under veterinary supervision.
i) Avoid tilting and jointing the containers
j) Live animal shipments should be kept in an area with adequate ventilation

but away from strong drafts.
k) Care should be taken to keep preferred temperature level. Live animals

should be protected against extremes of cold and heat, rain or snow.
l) Depending on the type and quantity of animals as well as on the outside

weather conditions, compartment doors should be kept open during transit
stops or, if necessary, air conditioning unit used at loading and transit
stations and connected immediately upon arrival at destination. For
aircraft with APUs, the doors should be kept closed providing hold
ventilation is switched on.
m) For full aircraft loads of live animals, air conditioning units shall used at
loading and transit, and be connected immediately upon arrival at
destination.
n) In case of extended delays, rerouting or flight cancellations, the shipper or

the consignee should be notified as soon as possible.
o) When feasible, arrangements should be made to remove or separate sick

animals from cages carrying multiple animals in transit.
p) After offloading the containers, the aircraft holds shall be inspected and
cleaned in case of leakage or spillage.
6.3.7.5 Loading
a) Live animals shall only be loaded into suitable aircraft compartments

authorized by the carrier.
b) Most live animal shipments should be treated as wet cargo. Therefore

plastic sheeting or tarpaulin should be placed under live animal containers
in order to avoid spoilage of aircraft holds, ULDs and other load.

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c) Live animal containers should be inspected before loading.
d) Animals should be loaded and unloaded as close as possible to the aircraft

departure or arrival.
e) Live animal containers shall be loaded in an upright and level position.
f) Live animals should not be loaded directly onto the floor of the aircraft
but should be placed on spreader boards to stop the transfer of cold from
the airframe to the containers.
g) Generally, livestock consignments shall be tied down to prevent

movement in flight.
h) Depending on the nature of the animals, containers shall not be loaded on

top of or underneath other load.
i) When special care fore the animal is requested, e.g. during transit stops or
in case of in flight attention, the containers should be accessible.
j) The containers shall not be loaded directly in front of or below air

ventilation outlets or other sources having an adverse effect on the
environmental condition.
k) The ventilation apertures of containers shall not be blocked by other

loads, compartment or ULD walls. Precautions shall be taken to prevent
other load from shifting and falling or leaning onto the animal container.
To avoid any movement of the animal container, it may be necessary to
tie it down.
l) Live animals shall not be packed inside a closed ULD with the exception
of tropical fish.
m) 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.
n) Animals which are natural enemies, e.g. cats and dogs, may be loaded in
the same hold providing they are not in sight of one another.
o) Dogs and other sensitive animals shall not be loaded adjacent t human
remains.

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p) Shipments of laboratory animals labeled “Laboratory Animals” shall be

loaded apart from other animals to reduce the risk of cross-infection or
contamination.
q) Live animals shall not be loaded in close proximity of:

1) Foodstuffs, if not hermetically sealed;
2) Dry ice or shipments packed in dry ice. As the vapors emitted by dry
ice are heavier than air, they concentrate on the lower level of the hold.
Therefore, live animals should be stowed above the upper level of
packages containing dry ice (ICE);
3) Cryogenic liquids, such as liquid argon and nitrogen (RCL);
4) Poisonous substances (RPB, RHF) and infectious substances (RIS);
5) Radioactive materials (RRY); the minimum separation distances must
be observed, as shown in VIETNAM AIRLINES and IATA Dangerous
Goods Regulations
r) The flight crew should be notified on the form “Special Load –

Notification to Captain” of any live animals load and of the required
action on hold heating and ventilation controls.
s) The code AVI and the loading position of the shipment should be entered
on the loadsheet and loadmessage in the appropriate box, e.g. AVI/CL.
6.3.7.6 Bulk Movement
a) The aircraft can be specially equipped to receive a full load of bulk loaded
animals. In this case, company manuals will provide the handling and
loading information.
b) Alternatively, the animals are placed in a pen mounted on a regular

aircraft pallet.
c) The pen must be absolutely leak proof. Strong polyethylene sheeting must
be placed between the container and the aircraft pallet and stapled to the
sides of the container.
d) Absorbent material should be supplied in ample quantity. The use of straw

should be avoided due to quarantine restrictions and its combustibility.
e) Sufficient ventilation must be provided. Maximum quantity of animals

allowed per hold should be obeyed regulations of transport live animals in
“Cargo Handling Operation” (chapter 6,7) of Vietnam Airlines.

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f) Attendants may be required.
g) Loading and unloading of animals into or out of the container should be

carried out by the shipper or the consignee.
h) After delivery of the animals at destination, the containers shall be

cleaned thoroughly when intended to be reused.
6.3.7.7 Poultry
a) Poultry are very sensitive to climatic changes, e.g. changes in temperature

and humidity. The optimal temperature range lies between 150 C (590 F)
and 200 C (680 F).
b) As poultry are generally moved in large quantities, special care must be

taken to provide for sufficient air circulation and to stack the boxes
properly to avoid crushing:
1) Poultry boxes shall not be loaded in closed ULDs;
2) During ground and air transportation as well as storage, poultry boxes
shall never be covered with plastic sheets or tarpaulins unless due
weather conditions on ground, e.g. rain;
3) When poultry boxes are stacked, a minimum space of approximately
40 cm (15 in) shall remain between the top boxes and the
compartment ceiling;
4) When poultry boxes are stacked, spacers shall be used to maintain the
necessary separation distance between the boxes and guarantee
sufficient air circulation.

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MANUAL – PART A
6.3.7.8 Ornamental Fish
a) Ornamental fish (both tropical and cold water) shall be carried in a

polyethylene bag filled with water to approximately 1/3 of its capacity.
The remaining 2/3 of the container is to be filled with pure oxygen. Use of
ice cubes or chemicals such as methylene blue, volume of water and
amount of fish in the container are the shipper’s responsibility.
b) The polyethylene bag shall be sealed with an elastic band. This bag
should be packed in a second polyethylene bag, the top of which is sealed
in the same way as the first.
c) The two bags containing the fish shall then be placed in an outer container
which can be constructed of fiberboard, wood, wood products or any
plastics material or expanded polystyrene of adequate strength. To ensure
that no sharp edges or stapled closings on the outer container puncture the
inner plastic bag, it is recommended to use expanded polystyrene outer
container or to line the outer container with sheets of expanded
polystyrene on all sides including the top and bottom.
d) For tropical fish, adequate insulation shall be provided by the shipper for
each unit so that the temperature of the water will be stabilized at 200 C
(700 F) for at least 48 hours.
e) Tropical fish must be held in areas where the ambient air temperature
reduces the heat transfer to the absolute minimum.
f) The code AVI and the loading position of the shipment should be entered
on the loadsheet and loadmessage in the appropriate box, e.g. AVI/5.

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MANUAL – PART A
6.3.8 Dangerous good
a) All actions have concern with acceptance, handling and transportation

dangerous good should be conformed to “Dangerous Goods Manual”
(Chapter 3 and 4) was issued by Viet Nam Airlines.
b) It is a mandatory requirement to notify captain of existing and location of

dangerous goods at aircraft in writing (NOTOC) (detail content refer to
“Dangerous Goods Manual” item 2.10.5; 3.5.2.3; 4.6.2 and 7.5).
6.3.9 Miscellaneous
6.3.9.1 Aircraft on Ground (AOG)
a) Shipments labeled or marked AOG are aircraft spare parts required with
highest priority to rectify a technical defect which keeps an aircraft on
ground. Therefore, such shipments should be loaded in such a way that
they accessible immediately upon arrival.
b) The code AOG and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. AOG/A.
6.3.9.2 Company Mail (COM)
a) Unmanifested company mail is generally carried in special bags, pouches

or sacks.
b) The code Com, the loading position and the weight should be entered in
the appropriate box of the loadsheet and loadmessage, e.g. COM/1/15.
6.3.9.3 Diplomatic Mail (DIP)
a) Due to the confidential character of such shipments, special attention may

be required. Sometimes, they are accompanied by a courier.
b) The code DIP and the number of bags should be entered in the appropriate
box of the loadsheet and loadmessage, e.g. DIP/5
6.3.9.4 Priority baggage
a) Priority baggage is checked baggage of VIP, Business class, GLP,

connecting flight’s passenger and crewmember. These baggages should

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MANUAL – PART A
always be loaded by the door side of all aircraft types for first off-loading
and quickly delivering to the owner.
b) Priority baggage is divided as below:
1) VIP baggage
2) Business baggage and Priority baggage (GLP)
3) On-line and interline baggage (For short connecting flight).
4) Crew baggage
c) Loading regulations for priority baggage are at the part B, particular

aircraft handling manual.
6.3.9.5 Living Human Organs and Fresh Blood Plasma (LHO)
a) LHO shipments are vital to save human lives. Therefore, they must be
handled with extreme urgency.
b) These shipments are usually cooled with dry ice or cryogenic liquids
and must be handled accordingly. LHO shipments should be loaded in
such a way as to be immediately accessible upon arrival.
c) The code LHO and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. LHO/1.
6.3.9.6 Newspapers and Magazines
Newspapers and magazines are very time sensitive. Speedy transportation

is vital for that type of cargo as it will become worthless when longer
delays occur.
6.3.9.7 Semen - Animal (PER)
a) Such shipments are generally cooled by means of liquid nitrogen which is

a dangerous goods and must be treated in compliance with the VIETNAM
AIRLINES and IATA Dangerous Goods Regulations.
b) The shipper must provide a thermally insulated packaging.
c) The code PER and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. PER/23R.

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6.3.9.8 Serum (PER)
a) When serum is packed with dry ice of cryogenic liquids, the VIETNAM
AIRLINES and IATA Dangerous Goods Regulations apply.
b) The code PER and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. PER/2.
6.3.9.9 Undeveloped Film (FIL)
a) In order to avoid that undeveloped films or plates are spoiled by

radiations, packages identified as containing such films or plates must be
separated from packages containing radioactive materials, in accordance
with the VIETNAM AIRLINES and IATA Dangerous Goods
Regulations.
b) The code FIL and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. PER/2.
6.3.9.10 Vaccines
a) Vaccines may be classified as a restricted article, because they may

consist of either infectious substances or biological products. However,
even when the vaccine itself does not classify as a dangerous goods, the
packages may contain cooling agents such as dry ice or cryogenic liquids
to keep the vaccine at a constant low temperature during all stages of
transportation. In this eventuality again, reference is made to IATA
Dangerous Goods Regulations.
b) The applicable code and the loading position should be entered in the
appropriate box of the loadsheet and loadmessage, e.g. PER/2, RIS/2.
6.3.9.11 Valuables (VAL)
a) Valuable items are prone to pilferage and security measures have to be

applied during all phases of transportation.
b) The security measures to be adopted within warehouses, during aircraft

loading and unloading, and during customs clearance and ground
transportation, depend entirely on local regulations and conditions, and
should be arranged accordingly.

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c) Valuables shall not be noted on the loadsheet and on the loadmessage.
d) Refer subsections 6.1.5; 6.1.6; 6.3.1 and 7.2.1.3 “Cargo operation

manual” of Vietnam Airlines for more detail regulations.
6.3.9.12 Wheelchairs
a) Wheelchairs carried as checked baggage should be loaded last and

unloaded first for the convenience of the passenger concerned.
b) Wheelchairs are fragile items and shall always be handled with care to
avoid damage.
c) Power-driven wheelchairs may be carried as checked baggage on

passenger aircraft, provided the following rules are complied with:
1) when powered by non-spill able-type battery or dry-cell battery, as
defined by the VIETNAM AIRLINES and IATA Dangerous Goods
Regulations, the battery must be disconnected. The battery terminals
shall be insulated to prevent accidental short circuits, and the battery
must be securely attached to the wheelchair;
2) when powered by type-type battery, as defined in the VIETNAM
AIRLINES and IATA Dangerous Goods Regulations, the battery must
always be loaded, stowed and unloaded in an upright position. The
battery terminals shall be insulated to prevent accidental short circuits,
and the battery must be securely attached to the wheelchair.
d) Wheelchairs powered by type batteries which cannot be loaded, stowed,

secured and unloaded in an upright position, must have the battery
removed and the wheelchair may then be carried as checked baggage
without restriction. The removed battery must be carried in strong, rigid,
outside packaging as described below:
1) these outside packaging must be leak proof and impervious to battery
fluid. They shall be protected against upset by being secured on pallets
or restrained in cargo compartments using appropriate means of
restraint (bracing with freight or baggage is insufficient);
2) the battery must be protected against short circuits, secured upright in
the outside packaging and surrounded by compatible absorbent
material in sufficient quantity to absorb their total liquid contents;
3) the outside packaging must be marked “Battery wet, with wheelchair”
and be labeled with a Corrosive label.

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e) When loading wheelchairs powered by spill able type batteries, the Pilot-
in-Command must be informed of the location of the battery abroad the
aircraft, by means of the NOTOC.
f) A message shall be sent to the destination or transfer station to ensure the

availability of the wheelchair to the passenger as soon as possible. The
message should indicate the passenger’s name and seat number, and the
location of the wheelchair and the battery.

AIRCRAFT HANDLING ON THE RAMP
GROUND OPERATION
MANUAL – PART A
CHAPTER 7
7.1/P1
AICRAFT HANDLING ON THE RAMP
Safety and restraint areas on the ramp Rev 00
MANUAL – PART A
7.1 Safety and restraint areas on the ramp
7.1.1 General
a) It is strictly forbidden to smoke and to use lighter or matches:
1) On the ramp.
2) In aircraft parking.
3) In hangars or in aircraft maintenance workshops.
4) In any vehicle on the ramp.
5) Inside the aircraft.
6) In the passengers boarding bridge.
b) Any ground staff operating on the ramp should wear garment (a high
visibility jacket is required) according to local rules.
c) When embark on /disembark off the aircraft, in case the passenger must
moving on the ramp, the following must be implemented:
1) An appropriate moving line must be applied to ensure that the passenger
do not cross danger areas on the ramp (propeller, engines, fire safety
perimeter);
2) An staff with ramp safety knowledge shall supervise this process.
7.1.2 Dangerous areas caused by jet engines and propellers
7.1.2.1 Critical areas

a) Definition
1) All areas in the parking apron where persons and equipment could be
endangered cause by jet engines and propellers are to be considered as
critical areas, both for departure and arrival.
2) Whole of critical areas is divided into the following:
i) An area swept by an idling engine blast.
ii) An area swept by a breakaway blast.
iii) An area affected by the engine suction.
iv) An area affected by the propeller rotation.
3) Entry corridor: Between the suction area and the blast area, there is an
intermediate area called the entry corridor. This corridor may only be
accessed by qualified personnel (maintenance access). During engine
operation, access to the engine may be required for maintenance
purposes.
b) Extent of the critical areas

The critical areas are represented in each section for each type of aircraft
involved. The reference blast speed is 56 km/h. Blast speeds exceeding 56

7.1/P2
MANUAL – PART A
km/h are considered unsuitable to personnel comport and equipment

operation.
1) Behind the engines:

The extent of the critical area varies according to the speed of the
engines, i.e. the maneuvers in progress. These maneuvers can
practically be classified in two types:
i) Breakaway: The breakaway corresponds to a maneuver performed
starting from a standstill with a high engine speed in order to travel along a
straight line for approximately 10 m.
(Safety clearance equivalent to 2 aircraft length)
ii) Idle: The idle corresponds to the maneuvers performed at a low
engine speed, from the start, after the 10 m breakaway, and through
to the aircraft standstill point of arrival.
(Safety clearance equivalent to one aircraft length)
Note:
i) The height of the blast axis depends on the aircraft engine’s height
and orientation.
ii) On the side, the blast shall usually not go beyond the tip of the
aircraft wings.
iii) The ambient wind may, depending on its direction, increase, reduce
or more the jet blast. This factor must be taken into account.
2) Ahead of the engines
The extent of the critical area can be considered as constant, whatever
the speed of the engines.
Safety radius: 3m to 7,5 m (10ft to 25ft) manufacturers standards

7.1/P3
MANUAL – PART A
JET INTAKES, BLAST & ENTRY CORRIDOR

7.1/P4
MANUAL – PART A
3) Ahead of the propellers

The critical area is represented on a plane by 4 m radius circles centered
on the propellers centerline.
Note:
1) Propellers are silent especially after engine shutdown.
2) Even when stopped always go around propeller path.
AREA AFFECTED BY PROPELLER ROTATION

7.1/P5
MANUAL – PART A
7.1.2.2 Safety measures to be taken in critical areas
Note: Ramp staff and passengers shall not be allowed to enter in these
areas.
a) Behind the engines

1) The area swept by an idle or breakaway blast must be kept free of all
ground equipment whose inertia is not big enough for it to withstand
the affects of these blasts, or which does not have an efficient means
of attachment.
2) Special care must be taken to avoid having containers or igloos
packed in the startup area.
Caution: Attention to the effects of the blast on aircraft parked at the
adjacent parking stands, (parallel stands, nose out, etc).
b) Ahead of the engines or propellers

The suction areas must also be clear:
1) For arrivals, until the complete stop of the engines or propellers,
2) For departures, from just before the engines startup until the
aircraft’s departure.
3) At all times while engines are running
Caution: + Turbine engine propellers will keep spinning long after the
engines have been shut down.
+ There is a danger that persons or loose object may be sucked
into the engine. Always keep this distance in front of running
engines.
c) Entry corridor: must be used only under the following conditions:

1) Engine operation may not exceed low idle whole personnel are in the
entry corridor.
2) Positive communication between personnel in the flight
compartment and entry corridor is mandatory.
d) Application
These safety instructions are not the result of an agreement between
airlines, therefore the following cases must be considered:
1) When an Vietnam Airlines aircraft, or an aircraft assisted by
Vietnam Airlines, creates a critical area affecting a stand occupied by
an aircraft belonging to another airline, this airline must be warned
sufficiently in advance so it may taken whichever actions it seem
suitable,

7.1/P6
MANUAL – PART A
2) When Vietnam Airlines aircraft, or an aircraft assisted by Vietnam

Airlines, creates a critical area affecting a stand occupied by a
Vietnam Airlines aircraft or aircraft assisted by Vietnam Airlines, the
instructions in paragraph a) and b) apply.
3) When an aircraft belonging to another airline creates a critical area
affecting a stand occupied by a Vietnam Airlines aircraft or an
aircraft assisted by Vietnam Airlines, Vietnam Airlines should be
warned in advance, depending on local agreements between airlines
or local airport authority regulation. In any case, all necessary
dispositions shall be made so as not to be taken unaware in a critical
situation.
e) Engine or propeller startup indication

1) The lighting up of the beacons indicates the imminent startup of the
engines or propellers.
2) No personnel or equipment are allowed in the immediate vicinity of
the aircraft while the beacons are lit, except for necessary case
where the qualified staff performs.
7.1.3 Fire safety perimeter
7.1.3.1 Definitions
a) While the aircraft and the fueling vehicle(s) are parked in normal fueling
position, the immediate dangerous area surrounding the aircraft and
vehicles is delimited by a fire safety perimeter.
b) This area is included within a curve running 3 meters around the tanks,
the refueling hoses and the out ground tanks.
c) In case of fuel projection or running leakage, the contaminated area will
be increased of a safety distance of 3 m, added to the fire safety perimeter.
d) Unless otherwise stated, no part from this fire safety perimeter will be
positioned less than 10 m from any building.
7.1.3.2 Particularly dangerous area

Within the previously defined perimeter, one zone is particularly
dangerous. This zone is defined by the following volumes:
a) Vertical cylinders, 3 meters radius by an axis crossing tanks vent pipes.
b) Volumes limited by ground and surface from which each point is 3 m

away from hoses.
c) Vertical cylinders, 3 m radius centered on refueling plugs and pistols and
aircraft refueling ports.

7.1/P7
MANUAL – PART A
SAFETY PERIMETER AND EQUIPMENT RESTRAINT AREA

7.1/P8
MANUAL – PART A
7.1.3.3 Applicable prohibitions in fire safety perimeter

a) Aircraft refueling is not allowed when aircraft engines are running.
(Refueling when one aircraft engine is running, apply sub section 8.2.1.5
of FOM )
1) The APU is allowed to operate during refueling. It must be started
before or after the refueling operations when it is located in the safety
perimeter.
2) When the aircraft is being towed with its APU operating, respect a
minimum distance of 15 m between the APU exhaust nozzle and the
wing tips (tanks vent pipes) of any aircraft refueling.
b) All cause of flame production, electrical spark or other, is pro-scribed

within the fire safety perimeter during refueling operations, it is especially
not allowed:
1) To operate a Ground Power Unit (GPU), the GPU must be imperatively
place outside the fire safety perimeter.
2) To connect or disconnect batteries.
3) To use a flash.
4) To use a mobile phone (even in stand by mode)
7.1.3.4 Vehicles and equipment allowed in the fire safety perimeter

a) During refueling operations, only persons and vehicles or equipment
directly required to handling the aircraft are allowed within the fire safety
perimeter.
b) Vehicles and equipment operating in Vietnam Territory must comply with
the Air Transport Regulations of GSE published by the Vietnam authority.
Vehicles and equipment operating in out stations must comply with IATA
requirements and recommendation for GSE
c) Ground equipment and vehicles admitted in the fire safety perimeter or
parking to immediate vicinity have to be placed so as not to constitute an
obstacle if refueling vehicles have to be moved.
d) Refueling vehicles:
e) Useful refueling motors and electrical devices placed in the fire safety
perimeter must be operated before refueling operations start and cannot be
shut down as long as operations are not completed.
f) Vehicles refueling an aircraft always have to be arranged in order to allow
a rapid start up and release without particular maneuver or without
obstruction for ground staff evacuation.
7.1.4 Equipment Restraint Area (ERA)
7.1.4.1 Definition

7.1/P9
MANUAL – PART A
a) The ERA is the ground area located 7.50 m (25 ft) from any peripheral point
of the aircraft.
b) The ERA must be normally marked on ground by a red continuous line with
a minimum width of 10 cm.
c) Compulsory precautions must be applied for all service equipment which
have to move around the ERA.
7.1.4.2 Vehicles and Equipment allowed inside the ERA
Only essential vehicles or equipment required to handling aircraft are allowed

inside the ERA (Airbridge, Passenger Step, Hi-Loader, Conveyor bell, etc…)
7.1.4.3 Vehicles and Equipment traffic
a) When approaching the red line, drivers must be very careful and, if the
line is not marked, they must stop at 7.50 m from aircraft before entering
the ERA and not stop in front of aircraft nose.
Aircraft movement
(Self Propelled or Towed)
Do not enter in E.R.A or approach

aircraft as long as beacon lights are on

7.1/P10
MANUAL – PART A
b) Motorised equipment must make a full stop as a brake check before

entering the ERA and again before the first time reaching the aircraft
side (for a flight).
c) Allowed Enter in ERA or approach aircraft when:
1) Aircraft have been stopped
2) Aircraft chocked
3) Engine shut down or propeller completely stop
4) Beacon lights off
d) Inside the ERA, speed is limited to walking speed.
e) All reverse motions of vehicles or equipment must be guided when
backward visibility is limited.
f) As a rule, in order to prevent aircraft damage, manoeuvres should always
be made very carefully.
g) For every vehicle moving in ERA, the minimum safety distance from
any part of aircraft’s engines must be 01 m.
7.1.4.4 Passing and parking under the wing

a) Passing under the wing of VNA’s aircraft type is strictly forbidden
to all kind of equipments, except:
1) Fuelling units, hand steps (height under the wing’s fuelling point)
2) Dollies tractor is permitted to move on the outside part of wing (not
over a half of distance between the outer wing to outer edge of the
engine).

7.1/P11
MANUAL – PART A
b) Before any trailing-edge flap manoeuvre, ground staff connected to

cockpit has to make sure that no vehicle is moving or parking under
wings.
7.1.4.5 Passing under fuselage

Passing under fuselage is usually forbidden (except lavatory & water
vehicles in point positions).
7.1.4.6 Vehicles and Equipment parking
a) When inside the ERA, any vehicle or equipment temporarily stopped
with drivers on board or not, must have the parking brakes applied, and
the speed control in neutral position.
b) Equipment direct approach (Passenger step, Hi-loader, Conveyor
bell…): in Ground servicing point position
c) Equipment no-direct approach (tractor, dolly, baggage cart…): The
parked vehicle or equipment must be parallel to the fuselage centerline.
d) Parking is not allowed:
1) On guidance lines before aircraft arrival,

7.1/P12
MANUAL – PART A
2) Forward refueller,
3) Forward cabin access,
4) Forward emergency escape slide deployment areas,
5) On air bridge manoeuvre zone,
6) Under fuselage.
7.1.5 Foreign Object Debris – FOD

7.1.5.1 FOD is any article which causes, or has the potential to cause, damage to
an aircraft or malfunction of an aircraft system or component. It could be
an object, material or substance which :
a) Gets ingested into an engine.
b) Jams a control surface.
c) Damages or punctures a tire.
d) Causes a fire
e) Otherwise causes damage.
f) Be thrown across big distances is another problem resulting from the
blast strength
7.1.5.2 Examples of FOD:
a) Plastic and paper, bags/sheets, rags
b) Metal: nuts and bolts, empty oil and hydraulic fluid cans, tools and
equipment
c) Natural objects: rocks, pebbles and wood
d) Other debris: burst ballast bags, luggage handles and luggage wheels,
etc.
7.1.5.3 Every individual has a responsibility to ensure that the risk of damage to
aircraft from FOD is minimized. All FOD must be removed and properly
disposed of as soon as it is discovered. Strictly forbidden to discard or
place on the parking apron, even for a very short period of time, any
object, which could later be projected or sucked in by the engines.
7.1.5.4 The airlines or airport authorities must install suitable located waste
containers.
7.1.5.5 FOD Checks: The following checks must be conducted prior to any
aircraft movement (come/from) or servicing operation:
a) Check apron and stand areas.
b) Check ground equipment staging and parking areas in proximity to area
of operation.
c) Check ground equipment (including floors of enclosed cabins).
d) Check any garbage bin areas for cleanliness and ensure covers are
securely fitted.
e) Ensure that anything carried in or on a vehicle is secured.
f) Conduct a FOD walk of the aircraft parking stand removing all FOD
found.

7.1/P13
MANUAL – PART A
g) Pick-up and dispose all FOD in designated garbage bins.
Caution: If you see Foreign Object Debris – PICK IT UP !!

7.2/P1

Ground support equipment manual Rev 00
01Jul2015
GROUND OPERATION
MANUAL – PART A
7.2 Ground support equipment (GSE) manual

7.2.1 General
7.2.1.1 The coordination principles for GSE in the process of aircraft
approaching
a) General:
1) All GSE in the progress of approaching aircraft must be operated in
accordance with the safety operating regulation for GSEs in airside
issued with the Local Airport Authority.
2) All handling GSEs must stop, park, wait for handling and
approaching aircraft in accordance with the Section 6.1 - SAFETY
AND RESTRAINT AREAS ON THE RAMP.
3) In case of irregular situation, GSEs movement shall be performed in
accordance with the direct instructions from Ramp Co-ordinator of
Vietnam Airlines (or the person be appointed by Vietnam Airlines)
for the flight.
4) Ground handling procedure for Vietnam Airlines shall be
assessment including:
i) Assessment, approved according to Quality Manual of Vietnam
Airlines.
ii) Provider is audited according to auditing procedure approved by
service buyer.
iii) Safety satisfy audit according to regular in article 3.3 – GOM at
airport level.
b) Priorities for approach aircraft:
For a regular flight, GSEs will approach aircraft in following priority
order:
1) GSEs used for handling passenger emplane/deplane will have the
first priority to approach aircraft as soon as possible:
7.2/P2

22Aug2017
GROUND OPERATION
MANUAL – PART A
i) Passenger loading bridge and passenger steps: always has the

first priority to approach aircraft.
ii) Incapacitated Passenger Boarding Vehicle: have higher priority
than catering trucks in the case of approach in the same door.
Representative of Vietnam Airlines must notify catering
company about using the equipment in advance.
Note: When be used for staff, passenger steps shall be approach
aircraft as other direct- positioning GSE.
2) GSEs used for baggage and cargo handling such as high loader,
conveyor bell, pallet/container transporter… shall be approached
upon being instructed until aircraft has come to complete stop,
chocks are positioned, engines shut down, anti-collision beacons
switched -off.
3) Cleaning van: be positioned in the left middle or aft aircraft as
absence of the bridge or steps. If it positioned in the right aircraft,
the Catering truck has the first priority.
4) GSEs such as catering trucks, fuel trucks, passenger trucks, staff
trucks shall be approach only if GSEs for passenger and cargo
handling completely approach and not obstruct to the approach of
other handling GSEs.
5) All the other GSEs for technical handling such as ASU, GPU, ACU,
cleaning van, toilet, water trucks, etc… shall be approached aircraft
if it shall not obstruct to the approach and operate of GSEs
mentioned in the above items.
Note: In special case, when APU can not be used, GPU permitted
approaching before other equipments.
7.2.2 GSE position in cabin access
7.2.2.1 Doors to be used
DPT
Disabled Catering Cleaning
Aircraft Airbridge/ Stair
Passenger truck van
Transporter
- 1 door: L1 - L4 - L4,R4
A321
- 2 doors: L1; L4 - R1; R4 R1; R4; L4
7.2/P3

22Aug2017
GROUND OPERATION
MANUAL – PART A
- 1 door: L1 - L3 - L4
- 2 doors: L1; L2 - R1; R2; R4 R1; R2; R4; - R1; R2; R4
A350
(L4) L4
A330
- 3 doors: L1; L2;
L4
- 1 door: L2 - L4 R1; R2; R4; - L4
B787
- 2 doors: L1; L2 - R1; R2; R4 L4 - R1; R2; R4
B777
- 3 doors: L1;L2; L4
Note:
1) Doors numbering in ascending order 1,2,3,4 from nose to tail of
aircraft.
2) L: Left hand side of aircraft (flight heading).
3) R: Right hand side of aircraft (flight heading).
7.2.2.2 Airbridge
a) Arrival aircraft:
1) As a general rule, the airbridge must remain in stowed position until
aircraft arrival.
2) In certain cases (local infrastructure, commercial requirements, etc.)
an airbridge may, in specific conditions, be pre-positioned before the
arrival of the aircraft. It should never be an obstacle on aircraft arrival
path.
3) A careful check should be made to ensure that no vehicles or
equipment are obstructing the horizontal or vertical movement of the
bridge.
4) When positioning it at the aircraft, be particularly careful with probes
and antennas located in the immediate vicinity of the door.
5) The aircraft passenger door should remain closed until the airbridge
has been docked, the canopy has been lowered on the fuselage and the
autoleveller device has been set.
6) In open position, passenger doors which open out-wards, may press
against the airbridge floor during aircraft loading. In order to ovoid
this risk, it is essential to ensure that:
7.2/P4

22Aug2017
GROUND OPERATION
MANUAL – PART A
i) The airbridge floor is lower than the cabin door threshold a 10-20
cm and must be attended by an operator whenever it is positioned at
an aircraft.
ii) Other wise, the airbridges are fitted with a leveling system
operating automatically according to aircraft movement and ensure
this system is serviceable.
7) The airbridge operator should remain in attendance in the cab until
passenger disembarkation is completed.
b) Departure Aircraft:
1) Before airbridge moving ensure:
i) Aircraft door must be closed or the safety device has been put across
the door opening.
Warning: Vietnam Airlines doesn’t recommend that the safety device
has been put across the door opening. During aircraft serving
process, the time of opening the door along with the acrossing safety
device should be limited to minimum.
ii) Check that: electrical power cable 400Hz and/or air-condition tube
(if equipped) is completely stow and do not risk occurring aircraft
damage.
iii)The airbridge canopy and autoleveller must be retracted.
iv) Before airbridge moving, check the right direction of wheel.
v) A check should be made that there are no vehicles, equipment or any

object obstructing the movement of the airbridge before it is moved.
2) For aircraft departure, once doors are closed airbridge must be:
i) Either holds in place and then backed immediately 1,50meter
minimum from the aircraft fuselage before pushback with driving
agent ready for a possible repositioning.
Note: If two air-bridges to be used and the second air-bridge at
above position, lookout must be used (for wing-tip point).
ii) Or completely removed in retracted position, or at least 8 m clear
from the aircraft fuselage to allow the possible deployment of
emergency slides.
Note:
7.2/P5

22Aug2017
GROUND OPERATION
MANUAL – PART A
i) Intermediate positions must not be use.
ii) Airbridge must imperatively be moved back before all aircraft

moving. Even in case of airbridge failure.
7.2.2.3 Stairs (Tower and self - propelling passenger stairs)
a) Before approach or removal, it is essential to ensure that:
i) Check that the walking surfaces are safe for use.
ii) Aircraft door must be closed or a safety device has been put across
the door opening.
iii) Upon deployment, the removable railings, telescopic platforms and
mobile parts of canopy must be fully retracted. They will be
adapted to the aircraft after doors opening.
iv) No component in the stair's structure must be interfering with the
door opening. Otherwise, the stairs must be replaced.
b) Never climb up on stair and platform when being positioned.
c) When positioning it at the aircraft ensure:
i) Both the side platform rails, the movable canopy (if fixed) must be
extended forward, a small gap must be left between surfaces of
aircraft and rails.
ii) The stairs platform must be lower than cabin doors threshold a 10-
20cm throughout the aircraft service process for all doors opening
outwards. The presence of this gap must be monitored and adjusted
as required throughout the aircraft service process if the passenger
stairs are not equipped with an auto leveler. If the stair equipped
with an auto-leveler must have it engaged.
iii) During the serving time, please make sure that:
The edge of passenger step parallel with cabin door.
For the passenger step lack control itself, the protective rubber
bumper on the edge of the platform not compress to aircraft
fuselage, must have a gap between them. This gap should be not
over 5 cm ( 10 cm for L4 door) from the center point of the cabin
door threshold.
For the passenger step with movement control panel (in/out), the
protective rubber bumper on the edge of platform is permitted to
7.2/P6

22Aug2017
GROUND OPERATION
MANUAL – PART A
compress gently in order to not effect when the aircraft fuselage

change the altitude up and down.
iv) Stabilizers must be deployed.
d) Within 3m of the aircraft, tower stairs must mandatory be uncouple
from the tractor and manually positioned at the aircraft and blocked.
e) The final approach and removal of self-propelling stairs must be made
at very slow speed.
f) If the stairs are not positioned on the aircraft, they must be moved out
of equipment restraint area (7,5m) for sufficiently to allow the
deployment of slides in case of emergency.
7.2.2.4 Elevators buses
a) Because buses are only stationed at the aircraft for short periods and the
driver is constantly present, the platform may be lifted to the height of
the aircraft door.
b) Before approach the aircraft, the following precautions must be taken:
1) Aircraft door must be closed.
2) When positioning it at the aircraft, be particularly careful with
probes and antennas located in the immediate vicinity of the door.
c) The platform must be lower than cabin doors threshold a 05 – 15cm
throughout the aircraft service process for all doors opening outwards.
d) During the serving time, please make sure that:
1) The edge of bus parallels with cabin door.
2) For the bus lack control itself, the protective rubber bumper on the
edge of the platform not compress to aircraft fuselage, must have a
gap between them. This gap should be not over 5 cm ( 10 cm for L4
door) from the center point of the cabin door threshold.
3) For the bus with movement control panel (in/out), the protective
rubber bumper on the edge of platform is permitted to compress
gently in order to not effect when the aircraft fuselage change the
altitude up and down.
7.2.2.5 Disabled Passenger Vehicle, Catering Truck, Cleaning Van
a) Before approach or removal, the following precautions must be taken:
7.2/P7

22Aug2017
GROUND OPERATION
MANUAL – PART A
1) Aircraft door must be closed. or the safety device has been put
across the door openning.
Warning: Vietnam Airlines doesn’t recommend that the safety
device has been put across the door openning. During aircraft
serving process, the time of openning the door along with the
acrossing safety device should be limited to minimum.
2) Upon deployment, the removable railings, telescopic platforms
must be fully retracted.
3) Never climb up on front/rear platform when being positioned.
4) Ensure the safety distance between the front platform and aircraft
fuselage before van lifting.
b) When cabin doors open outwards, they could press on the truck floor as
the aircraft is being loaded and is lowering itself on its dampers. In order
to avoid this risk, the truck floor must be lower than the door thresholds a
05cm - 15cm. This safety margin must be monitored and adjusted as
appropriate. When positioning van to door R1, be careful with the probes
and antennas located in the door vicinity.
c) In order to protect the cabin door thresholds, a moving bridge should
always be used for trolley (goods & catering transfer).
d) During the serving time, please make sure that:
1) The edge of them parallels with cabin door.
2) For them lack control itself, the protective rubber bumper on the edge of
the platform not compress to aircraft fuselage, must have a gap between
them. This gap should be not over 5 cm ( 10 cm for L4 door) from the
center point of the cabin door threshold.
3) For them with movement control panel (in/out), the protective rubber
bumper on the edge of platform is permitted to compress gently in order
to not effect when the aircraft fuselage change the altitude up and down.
7.2.3 GSE for cargo, baggage and mail services
7.2.3.1 High loader
a) Before use, the loader must be prepared, i.e.:
1) All telescopic parts (mobile cabin) must be retracted.
7.2/P8

22Aug2017
GROUND OPERATION
MANUAL – PART A
2) All railing must mandatory be lowered (if interfere to moving hold

door).
3) Adapters (out of door hold) at the bridge must be retracted.
4) Guidance rails must be at the largest position (if required).
b) Approach to the aircraft is made at low speed, with the bridge in the
lowered position, on a clear path. During the maneuver constantly monitor
parts of the aircraft, which could come into contact with the loader
(sensors, turbo-jet unit air inlets, flat track fairing). Compressing to
aircraft is not permitted. The protective rubber bumper of the bridge must
be parallel and keep in gap about 5-15cm.
c) During operating process, only the agent with certification permitted in
the driving place of loader.
d) Constantly monitor the parts of the aircraft that could come into contact
with the loader (e.g. edge of cargo hold opening, aircraft cargo door,
control panel doors, fairings on fuselage and wings).
e) Adjust the loader's front platform during loading as required when the
aircraft's level varies as the load changes.
f) Never stand on raised lower-platform (Pull/push the ULD on a fully
lowered platform only).
g) Check the passage of the ULDs into their position is not obstructed by
stops/locks/guides.
Notice : When open/close cargo door do not use the high loader, instead
use the technical ladder or converyor belt, and notic as follow:
1) Set up the stabilizer (if avaiable)
2) The safety side rail must be raised prior operate the door.
3) The staff is not permited to move on conveyor belt when lift up/down.
7.2.3.2 Conveyor belt
a) General installation precautions:
1) Approach the aircraft VERY SLOWLY in the LOWERED position.
2) Avoid any contact between the belt and the fuselage or the hold
threshold.
3) Carrying personnel is forbidden while conveyor belt being moved.
7.2/P9

22Aug2017
GROUND OPERATION
MANUAL – PART A
4) Personnel access to the threshold will be made with the railings in

position and the conveyor belt stopped.
b) It is not allowed that:
1) Any part of belt comes into contact with aircraft fuselage
2) Any part of belt comes into contact with cargo compartment
threshold
3) Any part of belt comes into the hold (except specially designed belt
loaders, e.g. Ramp Snake)
7.2.3.3 Forklift truck
a) The use of this type of equipment is reserved for the (un)loading of HEA
packages.
b) The vehicle must always advance very slowly, avoiding tight turnings and
braking abruptly.
c) When driving, keep forks lowered.
d) Do not step on forks or any other part of the truck.
e) Guidance is mandatory when approaching the aircraft.
f) Always drive with visibility.
Caution: When raising forks slowly, the mast height must constantly be
monitored in order to avoid any risk of interference with the hold door, its
frame and the fuselage.
7.2.3.4 Cargo - Baggage tractor and dolly
a) The maneuvering of tractor in the vicinity of aircraft engine must take
place with utmost care and accuracy.
b) Direct-handle aircraft (ATR72, F70…): dollies unhooked at 3m and
brought by hand to aircraft with chocks for safety.
c) Dollies train tractor are not permitted tow more than 4 ones. The total
length of dollies comply with local authorities’s regulation.
d) Loaded transporters & dollies must have the load secured from movement
by the use of stops/locks/rails or straps at all times except when the load is
being transferred onto or off the equipment.
e) Adjust tractor speed according to dolly train composition, no suddenly
turns, slow down when occur zigzags at the end of train.
f) Baggage tractor cabin (hood/fender/seat) must be free of
baggage/cargo/mail.
7.2/P10

22Aug2017
GROUND OPERATION
MANUAL – PART A
7.2.4 Other services and equipments

7.2.4.1 Ground power unit (GPU)
a) The GPU (if reduce the use of the aircraft’s APU or APU fall) is the only
moving equipment allowed in the ERA before aircraft arrival on the stand.
b) If the GPU has not been positioned before aircraft arrival, it must be
brought over and connected to the aircraft only once nose landing gear has
been chocked.
c) It must be positioned on the right-hand side of the nose. The GPU must be
stationed as:
1) At a minimum distance of 3 meters (10ft) from aircraft axis parking
position.
2) And 3 meters (10ft) forward nose gear stop mark.
Caution: Make sure that the GPU is parked in such a way that the exhaust pipe
is directed from the aircraft fuselage so as to avoid coating distortion
due to high temperature.
a) Towed GPU with the towbar at the front always braked and chocked
wheel in both direction. In this second case, the tow-bar must be
uncoupled from the towing tractor.
b) Depending on aircraft type, the connector up holding straps must
imperatively be hanged at the designated place.
c) Switch off power and unplug before GPU removing.
d) When GPU are in operating mode, the Operator must remain in control at
all times, easy reach of the emergency controls.
7.2.4.2 Air start unit (ASU)
a) Used the ASU with adequate special technical to start engine each type of
aircraft.
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(Refer air start requirement for each aircraft in part B: Handling aircraft
manual).
b) The air start unit (ASU) is positioned so as not to hinder operations
around the aircraft (loading, refueling, etc.).
c) It shall be positioned at least 2 meters from the aircraft. For towed ASU,
tow-bar shall be on the outside and coupled to the tractor so as to simplify
its removal after engine startup.
d) Make sure that pipe on ground is not twisted and against foreign object
being inside the hose.
e) Once coupled to the aircraft, check the proper locking.
f) After turbo-jet unit startup, the ASU must be removed, take care not to
enter in the suction area.
7.2.4.3 Heating and air conditioning unit (ACU)
a) Same positioning precautions as for ASU are applied to heating and air
conditioning units.
Caution: Make sure that at least one door is left open, in order to avoid
injury due to cabin overpressure when maneuvering cabin doors.
b) If APU is not used, the following must be used:
1) A321, A330 used ACU with standard performance levels: 65 to 85
refrigerating tons.
2) B787, A350, B777: used ACU with 02 above mentioned standard
performance level or with high performance levels: 110 to 120
refrigerating tons.
7.2.4.4 Toilet services
a) General:
1) Toilet servicing must be performed after cumulated flight time as
follows:
i) B787, A350, A330, B777: up to 8 hours
ii) A321, ATR72: up to 5 hours
2) Toilet servicing must be performed after arrival flight in case of long
stop (more than 3 hours).
3) Toilet servicing is systematically performed (all aircraft arrivals) in
Vietnam Airlines base stations are Noi Bai, Tan Son Nhat and aircrafts
night stop at Da Nang airport.
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4) Toilet servicing is divided into 3 operations:

i) Draining,
ii) Rinsing (to be repeated as much as necessary),
iii) Pre-charge with disinfectant.
b) Prevention of the corrosion & Blue-ice:
1) Do not permit toilet fluids to contact the airplane structure. Toilet fluids
can cause corrosion, which will damage the airplane structure.
2) If a service panel drain valve leaks, and blue-ice buildup occurs around
the valve during the cruise. It can cause damage to the engines, wings
of the aircraft. During the descent to the airport of destination, the
release of blue-ice in-flight can cause injury to the people on the
ground. When find any leaking, operator must:
i) Dry clean the Service Compartment after finishing operation.
ii) Inform the technician about leaking so that leaking be solved.
c) Precharge with disinfectant:
1) Precharge with disinfectant to the waste tanks through the service
panel:
Quantity per
Aircraft Service panel location rinsing connector
(USG)
A350 Aft: 2 connectors 23
B787 Aft: 2 connectors 49.2
A321 Aft: 1 connector 2.64
A330 Aft: 2 connectors 4.75
B777-200 Aft: 3 connectors 6.0
ATR72 Aft: 1 connector 2.5
2) Add chemical precharge or powder to the waste-tanks by flushing it
down the each toilets:
i) When the chemical powder is used, put a packet 20grs into each
toilet and flush the toilet two times.
ii) Precharge with water in service panel location must be performed as
above tables.
d) Servicing during Freezing Conditions:
To prevent freezing of the fluid in the aircraft toilet tanks and lines during
freezing conditions, the following measures must be taken:
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1) Drain the waste tanks if the aircraft is parked in the open for several
hours without electrical power supply and the temperature is, or is
expected to be, below the freezing point.
2) Fill the aircraft toilet system only after electrical power supply has been
restored, and as close to the flight departure time as possible.
3) Leave the draining cap open to prevent freezing of fluid in the fill line.
7.2.4.5 Potable water servicing (FWS)
a) Potable water available on aircraft:
1) For reducing inner weight carried on board aircraft, potable water
available on flight depend on each type of aircraft as table follow:
Tank
Aircraft type Capacity Available on aircraft Available route
(liter)
1070 liter FRA, CDG, DME,
(7/8 tank) LHR
770 liter
MEL, SYD
(5/8 tank)
B777 1237
620 liter Routes departure
(1/2 tank) from Japan
460 liter
Remaining route
(3/8 tank)
(7/8 tank) LHR
660 liter
MEL, SYD
(5/8 tank)
B787 1055
530 liter Routes departure
(1/2 tank) from Japan
400 liter
Remaining route
(3/8 tank)
(7/8 tank) LHR
795 liter
A350 1060 MEL, SYD
(3/4 tank)*
530 liter
Remaining route
(1/2 tank)*
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(7/8 tank) LHR
525 liter
A330 700 MEL, SYD
(3/4 tank)*
350 liter
Remaining route
(1/2 tank)*
200 liter
Japan, Korea
(1/1 tank)
A321 200
150 liter
Remaining route
(3/4 tank)
ATR72 15 Full All route
* ½, ¾ tank is determined by the arithmetic value of indicator on both
water-meters (each water-meter indicate one tank on the aircraft) at the
filling panel.
2) Regulations.
i) At the Vietnam Airlines base stations (NBA, SGN), water
replenishment are not performed if the volume of remaining water
higher than standard level. The actually volume of potable water on
aircraft was determined by VIAGS at NBA,TSN staff and use the
exactly value in load sheet of that flight.
ii) Depending on actually passenger, Captain should decide to reduce
the volume of water available on aircraft. However, the average
consume for each passenger is not lower than 0.25 liter for each
flight hour.
iii) For any route and/or type of aircraft without above – mention,
Potable water is performed the same standard with the route that
have familiar aircraft type and flight time.
Note:
i) Checking and ensure actually volume of potable water before flight
is the responsibility of purser.
ii) At the airport with irregular potable water servicing (KMG, VTE,
LPQ, PNH, REP, BKK), the Purser has the responsibility to check
and ensure actually volume of potable water before flight. If the
remaining volume of potable water is equal or less than 50% of the
regulation volume, purser will inform the representative of Vietnam
airlines at the airport about the requirement of potable water
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charging. The representative of Vietnam airlines at the airport will

order the ground handling agent to charge potable water according to
requirement of GOM.
iii) At Tansonnhat airport, for all flights operating at Terminal T2,
using passenger bridges, cabin crew has to check the volume of
potable water before flight. If the remaining volume of potable water
is less than the volume of regulation, the purser will inform TOC to
order Ground handling company(Tan Son Nhat International Airport
– TIA) for charging the potable water following the regulation,
iv) At domestic airport, potable water volume regulation in table above
is only applied at HAN and SGN.
b) Quality standards:
1) Potable water systems are susceptible to contamination by bacteria and
other micro-chemical-organisms, are used for drinking.
2) If the potable water is chlorinated, the total chlorine content at the point
of filling into the aircraft must be in the range of 0,3 – 0,8 mg/l. Once
filled, the potable water service unit may only be used for aircraft
servicing after a minimum of 30 minutes, in order to allow the
chlorination agent time to react. The water should be circulated within
the servicer during this time to ensure thorough mixing with the
chlorination agent.
3) Water samples for examination from water supply systems, servicing
vehicles and aircraft water systems should be collected regularly.
Sampling should be carried out not less than four (4) times per year. The
frequency may be increased if the need arises. Physicochemical and
bacteriological contamination of the water must not exceed the standards
below:
i) At domestic airport: the water supplied to the aircraft must satisfy
standard of bottled water follow the Vietnamese standard QCVN 6-
1:2010/BYT issued along with circular 34/2010/TT-BYT by
Ministry of Healh Portal, 02/6/2010, about national technical
standard of natural mineral water and bottled water.
ii) At foreign airport: the water supplied to the aircraft must satisfy
applied standard at domestic airport or local health authorities’s
standard if it’s at higher level.
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4) If the water supplied to the aircraft is checked by the local health

authority, the results should be made available to Vietnam Airlines upon
request.
c) Sanitary regulations for Water vehicles
1) The main fill point connectors shall be at least one meter above the
ground level and at more than 30m from waste storage or treatment,
water toilet servicing and trucks.
2) Potable water service units and toilet service units must not be parked in
the same area (minimum distance is 15m) and must not handled an
aircraft at the same times.
3) Personnel engaged in toilet servicing are not allowed to perform water
service at the same time.
4) Before the fill hose is connected to an aircraft, a few liters of water shall
be pumped to waste, to ensure thorough flushing of hose and nozzle.
When the hoses are not in use, all nozzles or connectors must be
protected from contamination either by covers or by immersing them in
receptacles containing chlorinated water.
5) The contents of the potable water servicer must be drained not later than
twenty-four (24) hours after filling.
6) The outside cleaning and disinfecting of servicing vehicles must be
performed weekly.
7) The interior of the water tank should be scoured monthly, to remove any
deposits.
8) Latest disinfecting date and frequency must appear and tagged obviously
on each water vehicle
d) Servicing procedure:
1) Filling of the aircraft water system must take place as close to the
departure time of the aircraft as possible.
2) Servicing during freezing conditions: To prevent freezing of the water in
the aircraft water tanks and lines during freezing conditions, the
following measures must be taken:
Drain the water tanks if the aircraft is parked in the open for several hours
without electrical power supply and the temperature is or is expected to be
below the freezing point.
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GROUND OPERATION
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charging. The representative of Vietnam airlines at the airport will

order the ground handling agent to charge potable water according to
requirement of GOM.
iii) At Tansonnhat airport, for all flights operating at Terminal T2,
using passenger bridges, cabin crew has to check the volume of
potable water before flight. If the remaining volume of potable water
is less than the volume of regulation, the purser will inform TOC to
order Ground handling company(Tan Son Nhat International Airport
– TIA) for charging the potable water following the regulation,
iv) At domestic airport, potable water volume regulation in table above
is only applied at HAN and SGN.
b) Quality standards:
1) Potable water systems are susceptible to contamination by bacteria and
other micro-chemical-organisms, are used for drinking.
2) If the potable water is chlorinated, the total chlorine content at the point
of filling into the aircraft must be in the range of 0,3 – 0,8 mg/l. Once
filled, the potable water service unit may only be used for aircraft
servicing after a minimum of 30 minutes, in order to allow the
chlorination agent time to react. The water should be circulated within
the servicer during this time to ensure thorough mixing with the
chlorination agent.
3) If peroxide is added for disinfection result shall be 0.1 to 0.3 ml/l
peroxide
4) Sampling shall be carried out at least every 3 months for microbial
parameters and 6 months for physic-chemical parameters. The frequency
may be increased if the need arises. Sampling points, methods and
labeling shall comply with IATA AHM – 440. Physicochemical and
bacteriological contamination of the water must not exceed the standards
below:
i) At domestic airport: the water supplied to the aircraft must satisfy
standard of bottled water follow the Vietnamese standard QCVN 6-
1:2010/BYT issued along with circular 34/2010/TT-BYT by
Ministry of Healh Portal, 02/6/2010, about national technical
standard of natural mineral water and bottled water.
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ii) At foreign airport: the water supplied to the aircraft must satisfy
applied standard at domestic airport or local health authorities’s
standard if it’s at higher level.
iii) At every domestic and foreign airport, quality of portable water shall
at least meet the parameters of drinking water for IATA – AHM 440
5) Water analysis records shall be maintained at least for three year and
shall be displayed.
6) If the water supplied to the aircraft is checked by the local health
authority, the results should be made available to Vietnam Airlines upon
request.
7) If visible particulates or other pollution are still present, the source
supply shall not be used and the installation Manager should be notified.
c) Sanitary regulations for Water vehicles

1) Hose connectors and water vehicles have to apply to technical standards
and ensure cleanliness
2) Servicing equipment shall be checked to ensure no leakage. Leak test
should be conducted periodically or as defined by the maintenance
requirements.
3) Hoses shall be in good condition with no crack and kink and shall be
secured to prevent accidental contamination and pest infestation.
4) Fill point and fill point hoses shall be secured by metal and lockable.
5) The inspection for hoses shall be ensure. Dates of last inspection of the
filling point shall be labeled on the outside panel of the enclosure door.
6) Potable water service units and toilet service units must not be parked in
the same area (minimum distance is 15m) and must not handled an
aircraft at the same times.
7) Vehicles shall be identified by an fleet number and a company name (as
applicable) and shall be clearly indicate the content of Portable Water
Truck.
8) The contents of the potable water servicer must be drained not later than
twenty-four (24) hours after filling.
9) Daily and weekly checks, cleaning/scaling and disinfecting frequency
shall be recorded and filed.
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10) The outside cleaning and disinfecting of servicing vehicles must be

performed weekly and the last cleaning disinfection dates shall be
displayed.
11) The interior of the water tank should be scoured monthly, to remove
any deposits. The last cleaning of the interior of the water tank shall be
displayed on a tag that located on every truck.
12) The logbook/records shall contain information as a minimum: daily
checks, methods of cleaning, methods of water treatment, frequency of
cleaning and treatment, laboratory analysis, details of work carried out,
hoses-manufacturer documentation and inspections (if applicable)
* Note: regulations about Water vehicles shall comply with regulations that
“shall be complied” for IATA AHM – 440.
d) Servicing procedure:
1) It is compelled to serve water service before serving toilet service and
personnel engaged in toilet servicing are not allowed to perform water
service at the same time.
2) Training and qualified operators shall be recorded. List of qualified
oeperators shall be available.
3) Servicing staff should be dressed with clean working clothes and
operator’s hands should be cleaned before connecting.
4) Operators shall not touch the aircraft filling port with bare hands.
5) Fill points shall be clearly identified and can be referenced on a map at
the handling company operation room.
6) Aircraft filling port shall be cleaned/wiped dry before the hose is
connected to the aircraft adaptor.
7) Hose connectors shall be checked for cleanliness before connecting to
the aircraft fill port.
8) Filling of the aircraft water system must take place as close to the
departure time of the aircraft as possible.
9) Servicing during freezing conditions: To prevent freezing of the water in
the aircraft water tanks and lines during freezing conditions, the
following measures must be taken:
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i) Drain the water tanks if the aircraft is parked in the open for several
hours without electrical power supply and the temperature is or is
expected to be below the freezing point.
ii) Fill the aircraft water system only after electrical power supply has
been restored, and as close to the flight departure time as possible.
iii) Ensure the fill line is fully drained before closing the cap to prevent
freezing of fluid in the fill line.
10) Draining: Draining of the potable water tanks must also be performed:
i) During a technical weekly check by VAECO.
ii) During night stop, if a freezing hazard exists (except when a heater is
connected and running on the aircraft).
iii) In case of a non-drinking water suspicion.
iv) Before filling, whenever there were complaints about taste, smell or
appearance of thfe water on board during the last flight.
v) Before filling, for flights have special requirements (e.g. to HKG or
China).
* Note: water obtained by draining and sampling shall not be returned to
the tank. This water may be used for other purpose than drinking water.
11) Before the fill hose is connected to an aircraft, a few liters of water
shall be pumped to waste, to ensure thorough flushing of hose and
nozzle. When the hoses are not in use, all nozzles or connectors must be
protected from contamination either by covers or by immersing them in
receptacles containing chlorinated water.
12) Hose filling line shall be drained before stowing only after the last A/C
servicing of the day. When not in use, all filling point/transfer point
hoses shall be secured and locked.
* Note: The main fill point connectors shall be at least one meter above the
ground level and more than 30m away from waste storage or treatment, water
toilet servicing and trucks.
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i) Fill the aircraft water system only after electrical power supply has
been restored, and as close to the flight departure time as possible.
ii) Ensure the fill line is fully drained before closing the cap to prevent
freezing of fluid in the fill line.
3) Draining: Draining of the potable water tanks must also be performed:
i) During a technical weekly check by VAECO.
ii) During night stop, if a freezing hazard exists (except when a heater is
connected and running on the aircraft).
iii) In case of a non-drinking water suspicion.
iv) Before filling, whenever there were complaints about taste, smell or
appearance of thfe water on board during the last flight.
v) Before filling, for flights have special requirements (e.g. to HKG).
7.2.5 GSE without Auxiliary Power Unit (A.P.U)
a) In case of APU switch off, ground equipment such as ground power unit
(GPU), heating and air conditioning unit (ACU) are prepared for aircraft
ground service. Vietnam Airlines encouraged in utilize GPU and ACU in
stead of APU at the airport that satisfy service level.
b) At airport, arranging GPU, ACU for ground service according to
requirement in case of APU was switch off under pilot permit or APU
failed is responsibility of VN Representative or Station manager.
7.2.6 De-icing and anti-icing of aircraft on the ground
a) Vietnam Airlines will implement de-icing and anti-icing of aircraft at
European airports: CDG,LHR,FRA,DME; Asian airports: Australia,
China, Japan, Korea.
b) Safety, Quality & Security Department will evaluate the relevance of
Supplier’s De-icing and anti-icing procedure to consider an approvement
which is basis for Marketing Service Department of VNA to sign a
contract with the supplier and the supplier. VNA will evaluate
periodically to ensure the procedure mention aboved will be complied.
c) PIC and the technical staff of VNA will supersive de-icing and anti-icing
operation as mentioned in FOM – 8.2.3 and LMM issued by VNA.
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7.3 Refueling
Refuelling operations on ramp must conform with :
a) Circular 38/2014/TT-BGTVT “ Regulations of technical standards of
air fuel at Vietnam”, issued at 05/09/2014, by Ministry of Transport;
b) IATA requirement of refuelling operations.
c) JIG (Joint Inspection Group) documents, updated edition.
7.3.1 General
7.3.1.1 Refueling operations
a) Refueling operations are performed by the supplier’s personnel or
refueling company’s personnel (hereafter call supplier’s personnel) in
close touch with Vietnam Airline staff.
b) Fuel supplier makes sure that duty staffs are enough ability to operation
equipment, appropriated with all regulations of section 3.7.2 in this
manual, is allowed handling for the flights of Vietnam Airlines.
c) Extinguishers provided by fuel supplier/local station must be available.
Operational staff is well trained.
d) According to agreement between Vietnam Airlines and fuel suppliers,
during refueling operations, fuel suppliers are committed to delivering
products according standard quality, enforcing the applicable safety rules
and instructions, and complying with allocated refueling times.
e) Open and close refueling coupling cap is responsibility of technical staff.
7.3.1.2 Station manager check
At any time, in order to check the accordance of fuel delivery to
specifications, the station manager or the representative from Vietnam
Airlines may proceed to check refueling systems in presence of supplier
representative.
7.3.2 Location of refueling equipment

7.3.2.1 Location
a) Each station manager must mandatorily study and agree, with the fuel
service company, the optimum installation and positioning conditions for
type of fuel trucks available at the airport for each type of Vietnam
Airlines aircraft using this station.
b) This position must be known by vehicle drivers and all other operators
intervening on the aircraft. The following general principles should
always be complied with:
1) Left wing is priority for refueling.
2) Each fuel truck, trailer or hydrant service must be positioned to be able
to, in case of an emergency, uncouple its pipes and move away from the
aircraft using an identified clear route. This way must be clear from

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GROUND OPERATION
MANUAL – PART A
other vehicles or equipment (circulating or parked). Each trainer tanks

or towed service must remain coupled to the tractors.
3) Position of fuel trucks and their pipes must not block access to the
cabin and hold door.
4) Relative parking position of fuel truck and aircraft must be similar to
specify aircraft servicing arrangement in section 1.5.3; 2.5.3; 3.5.3;
5.5.3; 6.5.3, 7.5.3 of GOM part B and direction of steering wheel
suitable for equipment move away from aircraft by forward.
5) In case of can not applied the aircraft servicing arrangement mention
above because of other reason such as: fix barricade, narrow parking
position, restrict line on ramp…Fuel provider must establish
approaching procedure, specify handling position for each aircraft
parking for Vietnam Airlines Representative make decision and ensure
that:
i) Fuel truck position is suitable for move away rapidly form aircraft in
emergency.
ii) Fuel truck is not face directly to engine (forward and backward).
iii) Fuel truck position avoids maximum affect to operation of other
equipments.
iv) Approaching procedures and handling position mention above must
be published, updated, communicated, training for duty staff before
official develop.
Notice:
1) Vietnam Airlines representative have responsibility to check the
applied of process such as: random example audit, check the validated
of processes, certificated of duty staff.
2) In case of different to practical, Vietnam Airlines representative should
be announced and make the decision.
c) Complete or partial positioning of fuel trucks below the aircraft wings is
only authorized for B787, A350, B777, A330,A321 aircraft and only in
the following conditions:
1) Complying with above-mentioned principles.
2) Maximum overall height 3,6m (12ft) for the B787, A350, B777, A330
and 3.00m for the A321.
3) No operation of wing flaps during truck presence.
7.3.3 Prevention of fuel fire hazards
7.3.3.1 Sparks risk due to static electricity

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a) In order to eliminate all risk of sparks due to static electricity discharges,

the refueler must set up an equipotential, link between the aircraft and the
refueler vehicle. The link shall be connected to ground. The grounding
link should be compliance with local authority regulations.
b) In case of weather conditions producing static electricity (storms),
decision to start or continue the refueling shall be made in agreement with
the Station Manager and captain.
c) Moreover, in case stormy conditions and according to weather forecasts,
the Airport Commander may forbid refueling operations.
7.3.3.2 Precautions regarding aircraft operation
a) Aircraft handling during refueling:

1) Loading unloading operations, freight and luggage handling may be
performed during refueling operations.
2) APU is allowed to operated:
i) May be started during refueling if the start is an initial start or a
restart after normal shutdown.
ii) Do not attempt to start the APU during fueling if the APU had an
automatic shutdown or a failed start attempt.
iii) May be shutdown (manual or automatic) during the refueling
operation.
3) GPU is allowed to operated:
i) Are positioned out of fire safety perimeter (see 6.1.3) and 6m
from the aircraft fueling vent and venting points.
ii) Shall be started and electrical connections made before fueling
begins. Shall not be disconnected or switches operated during
fueling.
iii) In the event of fuel spillage, if safe to do so, the GPU shall be
stopped immediately and must remain station until the spill is
removed and there is no danger from flammable vapour.
4) Servicing operations may be undertaken during refueling:
i) Jobs performed must not generate sparks.
ii) Ground/ board intercoms communications have to be reduced to
minimum.
iii) Each agent has to make sure that easy evacuation is assured at his
working position.
5) A distance of 1m should be maintained between ground support
equipment and any fueling equipment, i.e. vehicles, hoses, hydrant
pits….

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Caution: Parking of vehicle/GSE under the aircraft wingtip fuel vents is

forbidden.
b) Lighting:
1) Board lighting and fixed position lights: Use is authorized during
refueling operations, but the circuits must be switched ON before the
refueling is started.
2) Flashing lights: Operation is not allowed during refueling.
c) Mobil phone: to be turn off.
d) Brake blowers: Possible use during refueling but switched ON and

switched OFF before or after refueling operations.
e) Landing gears status: Wait for sufficient wheels and brakes heat
dissipation before beginning refueling operations.
f) Behavior in case of fuel leakage:

Any flow or projection of fuel, due to a leak that cannot be stopped immediately
will give rise to a fire hazard and must trigger an alarm procedure like in case of
a real fire. In this case:
1) Give the alarm: inform crew, Control Tower, the airport firemen,
personnel ensuring cabin supervision and station staff at departure
gate.
2) Stop refueling and bring the extinguishers.
3) Switch off all thermal and electrical devices on ground equipment.
4) Take refueling vehicle away.
5) Stop all activity around the aircraft.
6) Evacuate all unauthorized handling persons and any persons who
have received fuel projections.
7) Stop passengers boarding operations if in progress on aircraft.
8) Facilitate passenger’s disembarkment or evacuation (as prescribed by
flight crew) of people on board.
9) Inform Vietnam Airlines station manager.
10) Fuel will be treated by the Fire Dept., using pressurized water or
foam.
11) Do not let any unauthorized vehicle come to less than 15m from
fuel slick.
g) Behavior in case of fire:

1) Complementary operations from e)

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2) Do not wait for fire brigade intervention, immediately attack the fire
source, using powder, carbon dioxide or foam fire extinguishers, as
available (do not use water- type extinguishers)
3) Start emergency evacuation by all usable means (passenger, air-
bridge, stairs, emergency escape, slides).
4) Guide passengers away from dangerous zones.
5) Take all useful safeguard steps.
7.3.4 Re-fuelling with passengers on board VAR 13.065(b);
a) This section is to be read in conjunction with part "Refueling and

Defueling when passengers are embarking on board or disembarking"
in Flight Operation Manual (FOM).
b) The following complementary provision is specific to Vietnam Airlines
and has to be added to the instructions prescribed for fueling without
passengers on board.
c) Vietnam Airlines ’s representative or Pilot-in-Command (at the airport
without representative) shall have responsibility to ensure that the
procedure for re-fueling with passengers on board will be compliance.
Note: Refueling with passenger on board is not permitted when airport
fire department is totally unavailable.
7.3.4.1 General provisions
a) Station responsibility:
1) In this case, aircraft must be parked in an authorized area.
2) Local authorities, airport fire department, and refueler must be
informed each time fuelling is planned in these conditions.
3) Before refuelling, a radio intercom contact has to be tested to ensure
that the flight crew can be alerted by service personnel (radio
intercom must remain connected, agent near the aircraft).
4) Operator must make sure that ground-extinguishing devices are
available, throughout the fueling operations.
5) When locally requested, the station has the responsibility to set up
supplementary resources.
6) Before boarding, passengers must be informed that fuelling is in
progress.
7) Inform the staff the beginning and the end of charging and
discharging. VAR 10.195.(a)(3)

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b) Crew responsibility VAR 10.195(a)(1)(2)

1) Check and ensure that:
i) “FASTEN SEAT BELT” ANNUNCIATORS
checked and OFF VAR 10.195 (a)(4)
ii) “NO SMOKING” and “Exit” ANNUNCIATORS checked and ON
VAR 10.195(a)(5)
iii) CABIN LIGHTING
Illuminated by night
iv) EMERGENCY LIGHTING
Armed or ON
2) During fueling, a flight crew member must stand by the loudspeaker
and listen in order to launch aircraft evacuation in case of necessity.
3) Flight crew must inform cabin crew that fueling will be undertaken
with passengers on board and must also notify cabin crew when
refueling beginning and ending.
4) Flight crew must indicate cabin crew available exits for evacuation
and evacuation devices. VAR 10.195.(a)(3)
c) Responsibility of engineer supervising the re/defueling: VAR
10.195(a)(1)(2):
1) Must remain at a specified location during fuelling operations with

passengers on board,
2) Be able to handling emergency procedures concerning fire protection
and fire-fighting,
3) Be able to initiating and directing an evacuation,
4) Establish and maintain a two-way communication with the pilot(s),
5) Ensure that pilot(s), cabin crew and ramp agent are at their stations,
6) Ensure that the ground areas beneath emergency exits and slide
deployment are kept clear, VAR 10.195.(a)(9);
7) Ensure that the fire service is alerted,
8) Inform the pilot(s) of the beginning and ending of fuelling, VAR
10.195.a(3)
9) Alert pilot(s) if fire occurs,
10) Stop fuelling upon pilot request.
7.3.4.2 Evacuation ways preparation: VAR 10.195.(a)(10)
a) Access doors used:

1) An evacuation device (stair or airbridge) has to be on site at each
door used for passenger boarding and must be suitably positioned in
order to be immediately usable from inside the aircraft.

7.3/P7

Rev 02
Refueling 10May2017
GROUND OPERATION
MANUAL – PART A
2) When aircraft are equipped with an integrated boarding stair, this one
can be considered as an evacuation mean.
3) When passenger boarding is performed by mobile lounge, evacuation
mean must be set up at an accessible door.
4) Inside aircraft, access doors has to be free, partition doors and
curtains for classes or cabin separation have to remain open.
Caution: Mobile lounge (EB, DPT) and technical step-ladder is not taking into
account in definition of minimum emergency evacuation means.
b) Access doors unused:

1) Ground support services have to be performed in such a way that they
allow a sufficient number of slides to be set up as required.
2) Ensure the clearance of the evacuation ways on the left of the aircraft
(Otherwise, the right side must be clear). Its depend on the local
station conditons.
3) Depending on local station conditions, ground operations must be
performed in such a way:
i) Either leave all LH unused exits clear.
ii) Or to have a total number of usable and clear exits at least equal to
half the total of exits.
c) Cabin access door:

1) When access doors open inside cabin, it is permitted to keep doors
closed, but unlocked.
2) When maneuver of access doors is outside cabin and requires stair or
airbridge displacement, these doors have to remain open.
3) Activities inside the cabin (cleaning, catering) must be conducted in
such a manner that they do not create hazard and that the aisles and
emergency doors are unobstructed.
7.3.4.3 Cabin surveillance:
a) Its mandatory that occupied passenger cabin compartments must to be

supervised during the refueling by regular cabin crew capable of
ensuring a possible evacuation by slide inflation. The supervision staff
must:
1) Remain on watch near the doors used for normal or emergency
evacuation in order to be able to rapidly open them and to be
immediately informed of any incident requiring aircraft evacuation.

7.3/P8

Rev 02
Refueling 10May2017
GROUND OPERATION
MANUAL – PART A
2) Inform passengers when refuelling is in progress and that they must

not: smoke, use matches, lighter, mobile phone or other sources of
flames. VAR 10.195.a(3)
3) Notify staff in charge of refueling and flight crew of any fuel vapors
release in cabin or any condition that could create a danger. In this
case, refueling operations are immediately stopped until conditions
return to normal. VAR 10.195.(a)(8)
4) Have enough proper certificated cabin crew on board to prepare for
emergency evacuation. VAR 10.195.a(7)
5) Instructing people to unfasten the seat belts and extinguish smoking
VAR 10.195(a)(6);VAR 10.195(a)(7)
b) Be ready in case of necessity and according to the following flight crew

instructions:
1) Either to evacuate the passengers rapidly using the normal devices
(stair or airbridge).
2) Or evacuate passengers by all prescribed devices (normal devices +
emergency escape slides at normally clear exits) according to the
emergency evacuation instructions.
7.3.4.4 Passengers moving during fuelling:

a) Inside the aircraft, passenger displacement must be organized in such a
way as to avoid congestion along corridors and at access to exits.
1) Outside the aircraft, passenger penetration in the fire safety perimeter
is not allow except in case of air bridge use.
2) The passenger flow is controlled to avoid congestion in corridors and
at exits.
Note: It is strictly forbidden to use mobile phone during fuelling.

7.4/P1

Safety cones Rev 03
MANUAL – PART A
7.4 Safety cones
7.4.1 Purpose
a) To prevent damaging the aircraft engines.
b) Applications for aircrafts: A350, A330, A321, B787, ATR72.
7.4.2 Safety cones requirement

a) Be conical in shape.
b) Be of minimum height of 750mm (28.5'').
c) Have a minimum base weight of 4.5 kg (10 lbs).
d) Be orange in color with reflective striping.
7.4.3 Positioning principle:

a) Safety cone service is provided by duty partner that has technical service
or ground handling service contract with Vietnam Airlines.
b) Time: Safety cones (if be used) must be position after chocks insert and
be stowed before chocks remove. When not in use, place safety cones in
the desginated storeage area.
c) Cones must not be placed in high wind conditions (refer to section 7.5.3
(b) (3) for the speed of high wind)
d) Position: Cones must be placed in front of A/C engines: 1m. Beside,

outside of the engine: 1m. It is recommended to put safety cones under
wing tips ( distant 1m from A/C) and in front of nose and bedind tail
distant 1m when A/C is parked on an open ramp ajacent to a service road.
The representators of VNA will consider to operate base on operation
safety condition of airports and labor of servicing companies like the
following diagrams

7.4/P2

Safety cones Rev 03
MANUAL – PART A
1) For A/C B787, A350, A330, A321

7.4/P3

Safety cones Rev 03
MANUAL – PART A
2) For ATR72

7.4/P4

Safety cones Rev 03
MANUAL – PART A
Wind Speed indication for safety cones

7.5 / P1

Chocks of aircraft at the parking position Rev 03
MANUAL – PART A
7.5 Chocks of aircraft at the parking position
7.5.1 Chock’s configuration, dimension and material
a) Chocks should be triangular in shape with an approximate 45 0 angle at the

point at which the tire makes contact. The length of chocks should be that
it covers the full width and an appropriate part height of the wheel
required to be chocked.
b) Chocks should be made of specific material which could be restrained off

weather effect and may be even elastic to avoid damage of aircraft wheels
such as: Woods, rubber, universal plastic material. Metal or its relative
material with highly sharp corners should not be used for chock
production.
c) Chocks should be of a high visibility colour or be identified by high

visibility markings which could restrained off weather effects.
d) Chocks should be stored in a dedicated area.
7.5.2 Chocking principles
a) The chock-on service is provided by duty partner that has technical

service or ground handling service contract with Vietnam Airlines.
b) The chock-on service shall be applied only when the personnel on duty
ensure that the aircraft has come to complete stop, engines are shut off,
and anti-collision light is off.
c) Personnel should be made aware of protruding point or part of the aircraft

fuselage, such as gear door and antennae, which could cause hazards
when approach to place the chocks.
d) When positioning chocks on an aircraft, in order to avoid engine ingestion

or propeller touch, personnel should only approach the nose wheel from
the direction of the aircraft nose following headset operator’s instruction.
e) Chocks, when positioned, should be parallel to the wheel axel and only
lightly touching the tires.

7.5 / P2

MANUAL – PART A
f) Optionally, one pair of long chocks or two pairs of short chocks can be
used for installation of both aircraft nose wheels.
g) Chocking position:
1) Nose wheels:
When A/C is completely stopped, the chocks are to be installed in front of
and behind both nose wheels prior to the headset being connected.
Parking brake still set on.
2) Main Landing Gear Wheels

In terms of normal wind conditions, after engines shutdown or propellers
completely stop the chocks to be installed in front of and behind the
outboard set of one LH MLG for ATR72 or of both MLG for
A321/A330/A350/B777/B787.
Notice:
If the aircraft is parked on slippery surfaces:
It is recommended to install chocks in front of and behind all wheels of
MLG.
If the aircraft is parked on a slope:
Put more wheel chocks on the down-slope side of the inboard wheel of
each MLG and make sure that the down-slope chocks touch the wheels
and that the up-slope chocks do not touch the wheels.
If the aircraft is parked in cold weather conditions:
It is recommended to put fiber material and/or some layer of coarse sand
between tires and the ground surface.
Refer 7.5.3 for chocking diagram.
h) Parking brake must be set on until finish the installation of the main
landing gear‘s wheel chocks.
i) Chocks should not be removed from aircraft until clearance is given by

the headset operator or flight crew members.
j) The chock installation shall comply with regulations of local authority (if
applied).

7.5 / P3

MANUAL – PART A
7.5.3 Chocking diagram

Note: Refer 7.11.2 for removed chocks.
Chocks shall be placed as the following diagram:
High wind/ slippery

Aircraft Low wind condition
surfaces
ATR72
A321
A330
A350
B787

7.5 / P4

MANUAL – PART A
High wind/ slippery

Aircraft Low wind condition
surfaces
B777
Note: Definition of high wind:

1) Speed of wind > 25 Knots for ATR72, A321, A330, A350.
2) Speed of wind > 35 Knots for B787,B777.

7.6/P1

Rev 03
Operation in adverse weather conditions 22Aug2017
GROUND OPERATION
MANUAL – PART A
7.6 Operation in adverse weather conditions

7.6.1 General
Adverse weather conditions may cause negative effects on the safety of ground
operation. In adverse weather conditions, VNA’s representators and related
divisions shall:
1) Recive notification of adverse weather
2) Acknowledge notification of adverse weather
3) Identify the threat
4) Take action according to established procedures
5) Communicate to all affected parties
6) Ensure compliance with local regulations
7.6.2 Strong winds
Depending on the wind velocity, the following actions must be taken:
37km/h 75km/h 93km/h 110km/h
20KT 40KT 50KT 60KT
Aircraft doors: a) Operating not guaranteed

(Passengers and holds (actuators force). RISK OF DOORS
include NOSE b) If door opened/ latched DAMAGE
CARGO DOOR) resistance is guaranteed by the
Doors operating and manufacturer. ALL DOORS MUST BE
resistance guaranteed c) If risk of winds close to 60 KT CLOSED.
by the manufacturer (even in gusts)
for any wind Doors must be closed in
direction. anticipation
Passenger:(Embarkat
ion/disembarkation) USE OF STAIRS PROHIBITED
By stairs
(For aircraft with
integrated stair see
utilization manual)
7.6/P2

Rev 00
Operation in adverse weather conditions 01Jul2015
GROUND OPERATION
MANUAL – PART A
By elevating vehicle: allowed except if the manufacture USE OF ELEVATING

or the airport authority rules are more VEHICLE
restrictive. PROHIBITED
By loading bridges: (refer to airport authority rules)
Aircraft handling ALLOWED if: Operations must be
- Elevating equipment stabilizers stopped
in working order and effectively - Equipment withdrawn
used. from the vicinity of the
- Parking brakes in working aircraft, parked in low
condition and applied on each position, stabilizers out,
piece of equipment, use chocks parking brake on or
otherwise. chocks.
- Check of effective lock of the - Handling of low and
containers onto the dollies (use heavy equipment remains
strap tie down on pallet dollies allowed: load pallets and
No restriction without vertical restraint). containers effectively
- The empty containers shall be looked on to their dolly,
sheltered or tied (send a message bulk load effectively tied
to the concerned stations). If the onto their dolly.
off-loading is necessary full - The unhook dolly must
containers behind the empty ones, be chock.
rotate the containers only on the - All precautions taken to
full lowered platform. ensure staff and aircraft
- All precautions taken to make safety.
sure nothing light or loses can be
blown away by the wind.
- All precautions taken to ensure
staff and aircraft safety.
Towing Allowed on dry ground Towing prohibited
(empty aircraft)
Allowed on wet Towing prohibited
ground
37 km/h 75km/h 93km/h 110km/h

20KT 40KT 50KT 60K
7.6/P3

Rev 00
Operation in adverse weather conditions 01Jul2015
GROUND OPERATION
MANUAL – PART A
7.6.3 Precautions in the event of high winds and heavy rains

a) Proper absorbent sheet have to be placed to prevent water entering into:
1) Opened electronic equipment and compartment,
2) Hold compartments during loading/unloading process.
3) Passenger cabin if opened doors.
b) Heavy rain occurred before start or encountered during loading/unloading:
Duty of the flight engineer or person in charge ensures that hold compartment
and cabin are safety. All loading/unloading procedure has to stop if it should be
not safety. All doors must be closed.
7.6.4 Precautions in the event of lightning conditions
Vietnam Airlines station manager is responsible to liaise and update
lightning information. Upon receiving the SHUTDOWN airport notice for
lightning from airport authority, the following action should be done:
7.6.4.1 Instructions for ramp traffic:
a) Stop the unloading and loading operations and close the cargo doors.
b) Stop fuelling and do not disconnect the equipment if it is already
connected.
c) Do not connect or disconnect the headset and stop any communication
using the headset connected to aircraft.
d) Stop external servicing operations (refueling, toilet and potable water
servicing, positioning of catering truck, etc…)
e) Do not touch aircraft metallic parts, equipment or connection.
f) Stop aircraft movements (push-back, towing, etc…)
7.6.4.2 Instructions for passenger handling:
The passenger embarking/disembarking will have to be interrupted:
a) If passenger boarding has not begun, let the passengers under cover in the
air terminal.
b) If passengers embarking/disembarking has started, stop the operations:
1) The boarded passengers must stay on board the airplane.
2) Passengers in transit within buses will have to be brought back to the
air terminal and disembarked in a sheltered area
7.6.4.3 Instructions for aircraft:
a) If an aircraft has just arrived during SHUTDOWN, it should be held off
the gate until the lightning alert is over.
b) All aircraft doors must be closed.
c) Do not use PED means like cellular phones, walky-talkies, in an open
area.
7.6.4.4 Instructions for personal: During lightning activity personnel
must not:
a) Get out of enclosed vehicles
b) Use a head set connected to aircraft,
7.6/P4

Rev 03
Operation in adverse weather conditions 22Aug2017
GROUND OPERATION
MANUAL – PART A
c) Use portable electronic devices like mobile phones, pagers, two-way

radios in open areas or in front of windows,
d) Stay in open areas or under aircraft,
e) Seek shelter under the loaders, a tree
f) Load or unload explosive or flammable material.
7.6.5 Winter or slippery apron conditions
Winter weather bring extra hazards which require awareness and more care
on the part of personel working on the aprons to prevent accidents. The
following precautions to reduce accident risk must be taken:
a) Plan additional time for all ramp activities and take extra care when
walking across apron surface which can be slippery
b) Take extra care when driving, especially approaching the aircraft.
Remember thar vehicles require greater distance to stop safety.
c) Operators of portable water tankers and toilet servicing vehicles must be
vigilant that there is no spillage or leakage that can lead to subsequent
freezing. Care must be taken to keep spillage and overflow to a minimum.
d) Close all entrance and cargo hold doors as soon as possible and keep them
closed to avoid precipitation or slow entry into the aircraft.
e) Reduce speeds in slippery apron conditions. Adjust all activities and
operations on the ramp to suit the conditions at the time.
7.7/P1
Aircraft interior cleaning Rev 00
MANUAL – PART A
7.7 Aircraft interior cleaning
7.7.1Aircraft interior cleaning at departure stations
Turnaround/transit cabin cleaning should be done before departure for

domestic and international flight as follows.
Normal Minimum
Contents cleaning for standard
turnaround
station
7.7.1.1 Cabin floor
- Remove all litter (rubbish, papers, plastics, X X
sticks…) X
- Remove all the loose dust and dirt, vacuum. X
- Wipe out (wet) entrance area floor covering, no X
visible trace X
- Check cabin area generally, clean & set dirty or X
untidy place
7.7.1.2 Aircraft seat

- Sweep all litter: To brush or vacuum. X X
- Clean the ashtrays
+ Empty all rubbish and dust X
+ Wipe the ashtrays X
- Pillow and Headrest cover:
+ Complete change all pillows and the
headrest cover for arrival flight with a flight X X
time of more than 6 hours.
+ Check and brush headrest cover (change if X X
necessary) for flight of less than 6 hours. X
+ Replace used blankets
- Folding tables: no visible trace of oil/meal/sauce… X
+ Wet cleaning. X X
+ Dry wipe
- Seat pocket X X
+ Remove rubbish from seat back pocket
(inside)
7.7.1.3 Galley area

- Floor: Wipe out (wet) floor covering and then dry. X X

7.7/P2
MANUAL – PART A
No visible dirty trace.

- Waste bin: Empty and clean with plastic bag, X X
disinfected and placed with cover if possible.
- Oven & counter area with sink screen: Wipe out X
(wet) clean, remove dust from screen. Then dry. No
visible dirty trace. X
- Check galley area generally, clean & set dirty or X X
untidy place
- Sink: tydy and clean: no rubbish.
7.7.1.4 Lavatory area
- Toilet bowl and cover: Wipe out wet clean and
dry.No dirty trace. Deinfected X X
- Washstand and wash basin: Wipe out wet clean and
dry. Emty drain holes. X X
- Lavatory mirror: Wipe dry out clean. No visible X X
trace. X X
- Floor: Wipe out wet clean and dry. No dirty trace, X X
no rubblish X X
- Ash tray and waste bin: Empty and wipe X X
- Vanity shelf and rack: Wipe clean X X
- Dispenser unit: Fill up with toilet articles
- Check lavatory area generally, clean, dry & set
dirty or untidy place
7.7.1.5 Baggage holder and Stowage areas

- Empty all rubbish X
- Brush all loose dust and dirt clean X
- Using cleaning solvent to remove all unwanted X
material from outside surfaces. Dry the wet surfaces.
7.7.1.6 Cargo Compartment

- Remove cargo tympan and rubbish X
- Additional special cleaning after seafood/ wet X X
cargo shipment: Only applicable if leakage from a
shipping container has been reported.
7.7.1.7 Cockpit Compartment

Only applicable on request of aircraft person
in charge. X X
- Trash containers, ashtrays: Empty and clean X X
- Surface of seats, carpets: lean with vacuum cleaner X X

7.7/P3
MANUAL – PART A
- Meal trays: wipe clean
7.7.1.8 Setting
- Seat belts of each seat are to be dressed by crossing X X
over each other on the seat
- Curtain: Open & tow position X X
- Window shade: Open position X X
- Seat backrest: Up-right position X X
- Ctr. armrest: Normal position. X X
- Fold table: Put in place. X X
- Blankets: Straighten and place right in the middle X X
of seat surface X X
- All pillows are to be straightened and placed on the
middle of the seat uniformly X X
- Dress seat back pocket accordingly: Each seat
pocket shall be dressed in sequence facing the
passenger seat, airsickness bag, safety folder, VNA X X
magazine… X X
- Foot (leg) rest: stow (up) position.
- Reading lights: Straighten
7.7.1.9 Remove more specific stains from the

carpets, seats, walls arrising during in
flight
All obvious stains must be systematically clean,

regardless of cleaning process:
- Airsickness residue, blood, ink, grease and oil:
Apply the solution to remove grease residue. X X
- Chewing-gum, caramel, sugar: Using
nonflammable Gum remover or other solution X
- Labels, stickers on seat surfaces: Using spray label
remover X X
- Seat covers: if dirty, damaged or non-compliant X X
inform the Technical supervisor for decision (change
the news if possible)
7.7.1.10 Fumigation (odor eliminate and

disinfect) of the Aircraft
- Fumigate the aircraft to handle problems that arrise
during in flight

7.7/P4
MANUAL – PART A
+ Apply odor eliminator for odor abatement caused X X

by lavatory, cargo spills, foods and beverages,
human/ animal waste and urine, smoke arise during
in flight X
+ Spray with jet fogger in all the cabin, toilet, galley X
+ Dry all wet surfaces and covers immediately. X X
- Disinfection: Spray disinfectant on the places of
dead body (human or animals)
7.7.1.11 Certification
- A checklist should be prepared by the X X
handling agent and certified by the in flight
Supervisor upon completion of cleaning
Note: “X”: Cleaning must be performed.
Caution:
a) Only use approved cleaning agents, odor- eliminator.
b) Non-approved cleaning agents can cause damage to paint finishes and
craze sensitive materials
c) Obey the manufacturers instructions when using solvents, cleaning agents
or sealants
7.7.2Aircraft interior cleaning at base stations (NBA, SGN)
7.7.2.1 Scope
a) This category of cleaning must be performed for aircraft when on

overnight or lay-over in Noibai, Tansonnhat Airports more than 6 hours.
b) Responsibilities: VIAGS at NBA, TSN perform this category of interior

cleaning for night-stopover or long time lay-over aircraft (over than 6
hours).

7.7/P5
MANUAL – PART A
7.7.2.2 Cleaning program
a) Perform all Paragraphs steps 7.7.1.1 thru 7.7.1.11 above
b) Clean the carpets, the upholstery, and equivalent equipment:

1) Remove the loose dirt from all seats with a vacuum cleaner
2) Remove more specific stains perform:
i) Soak the area of the stain with moist sponge
ii) Dry the area of the stain with paper towels
iii) Carefully apply Cleaning agent to the area of the stain.
iv) Dry the area
c) Plastic surfaces (baggage holder covers, armrest, folding tables, galley

floor), toilet and mirrors cleaning:
1) Wet clean the surface.
2) Apply cleaning agents to the surface.
3) Clean and dry the surface.
d) Galley area: Wipe out (wet) waste container inside
e) Window dust cover: Wipe dry out dirty area only
f) Stowage bin: Wipe dry out inside and see throu panel
g) Headrest cover:
h) Complete change all headrest cover in all class seats
i) Notify maintenance if any unsatisfactory condition fould

7.8/P1
Hand signals Rev 00
MANUAL – PART A
7.8 Hand Signals

7.8.1 Introduction
In order to standardize “ground staff–ground staff” communication or
“ground staff–flight crew” communication, the following hand signals are
defined:
a) Guide Man Hand Signals–to be used by a specific guide man in direct
liaison with the equipment operator to facilitate movements of any type of
GSE.
b) Marshalling 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/towbar
connection/disconnection process, and at the start and end of the pushback
operation.
7.8.2 Conditions for Using Hand Signals

The person giving the hand signals must:
a) Use only approved hand signals.
b) Be clearly identified to avoid any possible confusion.
c) Maintain the same role throughout the procedure.
d) Keep in constant, visual contact with the other ground staff and flight
crew throughout the maneuver. If visual contact is lost, the operation
must stop and not re-commence until visual contact is re-established.
7.8.3 Guide Man Hand Signals (For GSE)

To Attract Operator's Attention and To End Command:
Take Command:
Arms held above head in vertical Arms crossed on chest.

position with palms, facing forward.
Meaning: I am in charge of this Meaning: I am no longer giving you
maneuver. You will take orders only orders
from me.
Forward Movement (Toward man): Backward Movement:

7.8/P2
Hand signals Rev 00
MANUAL – PART A
Arms a little aside and repeatedly Arms by sides, palms facing forward,
moving upwards, backwards, upward swept forward and beckoning
repeatedly. onwards.
Turn Right: Turn Left:
Right arm downward, hand extended,

Left arm downward, hand extended,
left arm repeatedly moved upward
right arm repeatedly moved upward
backward. Speed of arm movement
backward. Speed of arm movement
indicating rate of turn.
indicating rate of turn.
Lift: Lower:
Stretch both arms toward load or Stretch both arms toward load or
equipment, palm up, hand movement equipment, palm down, hand
in upward direction. movement in downward direction.
Accompanied Movement: Stop:

7.8/P3
Hand signals Rev 00
MANUAL – PART A
Come with Load or equipment. Arm repeatedly crossed above head

Maintain eye to eye contact with (the speed of the arm movement must
operator or driver. Swing down be related to the urgency of the stop).
opposite arm. Immediate stop: Hands cross over
head with clenched fists.
Indicate Distance: OK. All is Clear
or continue by Your Own
or Drive Away:
Distance shown between hands must Lift stretched right arm, hand closed,
correspond exactly with existing thumb raised.
margin.
Chocks Inserted; Stabilizers On: Chocks Removed; Stabilizers Off:

7.8/P4
Hand signals Rev 00
MANUAL – PART A
Arms down, hand closed facing Arms down, hands closed facing
inward, thumbs extended, move arms outward, thumbs extended, move arms
outward. inwards.
To Interrupt Power Source Stop Engine:
(Electricity, Fuel, Air):
Right arm and hand level with Right arm and hand level with
shoulder, palm downward horizontally shoulder, palm downward, hand on
swinging from extended arm to throat. throat making horizontal move to the
right, passing hand across throat.
To Connect or Disconnect: Brakes On/Off:
Raise left arm and hand, with fingers Right arm and hand raised horizontally
extended horizontally. in front of body.
Connect: Right hand with clenched Release brakes: With fist clenched,
fist moving upward to inward. then extend fingers, palm contact left
Disconnect: Right hand with clench palm.
fist leaving left palm downward. Engage brakes: With extended
fingers, palm inward, then clenched
fist.
7.8.4 Marshalling Hand Signals (For Aircraft)

a) Do not perform aircraft marshalling unless it is permitted by the local
airport authority and you have been trained and authorized.
b) Give marshalling hand signals from a position forward of the aircraft while
facing and within view of the pilot.

7.8/P5
Hand signals Rev 00
MANUAL – PART A
c) Use illuminated torch lights/wands to improve the visibility of the hand

signals in the following situations:
1) Insufficient apron lighting
2) Poor visibility
3) Night conditions
4) When required by local Airport Authorities or regulations.
Caution:
To avoid any possible confusion by the Flight Crew, do not use guide man
hand signals for equipment until all aircraft marshalling has been completed.
Note:
a) 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 torch lights are used.
b) • It is not possible to give signals for engaging/releasing parking brakes
with the use of bats or illuminated torch lights.
c) 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

7.8/P6
Hand signals Rev 00
MANUAL – PART A
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 Pilots 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 Pilots Point of View)

7.8/P7
Hand signals Rev 00
MANUAL – PART A
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.
Stop/Emergency Stop
Fully extend arms and wands to cross above the head.

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

7.8/P8
Hand signals Rev 00
MANUAL – PART A
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

7.8/P9
Hand signals Rev 00
MANUAL – PART A
Fire–Move right hand in an exaggerated figure of eight (8), or a fanning type

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

7.8/P10
Hand signals Rev 00
MANUAL – PART A
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 authorised 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
aircraft.

7.8/P11
Hand signals Rev 00
MANUAL – PART A
Emergency Engine Shut Down
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.
7.8.5 Technical/Servicing Hand Signals–Ground Staff to Flight Crew

a) Only use manual signals when verbal communication is not possible.
b) Make sure acknowledgement is received from the flight crew on all
occasions.
Connect Towbar:
Bring arms above the head and grasp forearm with opposite hand.
Air Up (Supply Pressurised Air for Engine Start):

7.8/P12
Hand signals Rev 00
MANUAL – PART A
Wave arms up & down from thigh to waist with palms up.
Connect/Disconnect Ground Power

To connect ground power:
Hold arms fully extended above head, open left hand horizontally and move
finger tips 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 authorised by the

7.8/P13
Hand signals Rev 00
MANUAL – PART A
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.

7.8/P14
Hand signals Rev 00
MANUAL – PART A
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.
7.8.6 Technical/Servicing Hand Signals–Flight Crew to Ground Staff
Brakes Engaged: Brakes Released:
Raised arm and hand, with fingers

extended, horizontally in front of face.
Hand is then closed to a fist.

7.8/P15
Hand signals Rev 00
MANUAL – PART A
Raised arm, with fist clenched,

horizontally in front of face. Hand is
then opened to an open palm.
Insert Wheel Chocks: Remove Wheel Chocks:
Arms extended, palms outwards, and Hands crossed in front of face, palms
hands moving inwards. inwards, and arms moving outwards.
Ready to Start Engine(s): All Clear:
One hand raised with the appropriate

number of fingers stretched indicating Acknowledgement of all ground
the number of the engine to be started. actions.
7.8.7 Pushback Hand Signals–Headset Operator to Tug Driver

Vehicle Brakes Off
Raise hand just above shoulder height with closed fist and ensuring eye
contact with tug driver open palm.
Clear to Push

7.8/P16
Hand signals Rev 00
MANUAL – PART A
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

7.8/P17
Hand signals Rev 00
MANUAL – PART A
indicates to tug driver that aircraft brakes have been set. Tug driver should
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.
7.8.8 Pushback Hand Signals–Wingwalker to Headset Operator/Tug Driver

Clear to Move Aircraft

7.8/P18
Hand signals Rev 00
MANUAL – PART A
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.
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.

7.9 / P1
Aircraft arrival Rev 03
MANUAL – PART A
7.9 Aircraft Arrival

7.9.1Actions Prior to Arrival
7.9.1.1 The responsible Ground Staff must ensure, that prior to the arrival
of the aircraft:
a) Conduct FOD check on entire stand removing all debris.
b) Make sure the stand surface condition is sufficiently free of ice, snow,
etc., to ensure safe aircraft movement.
c) 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.
d) Make sure all Ground Support Equipment (GSE) is positioned well clear
of the aircraft path, outside the Equipment Restraint Area (ERA).
e) Make sure aircraft docking guidance system is operating, or marshalling
staff is present.
f) Make sure additional ground personnel (such as wing walkers) are present
(if required). These personels must be positioned approximately 1m
outside the path of wingtips.
Danger: All persons not involved in the aircraft arrival operation must stay
well clear of the arriving aircraft and must not approach the aircraft until:
a) The engines have been switched off and are spooling down.
b) The anti-collision lights have been switched off, and
c) The main gear wheel chocks are positioned.
d) Clearance to approach the aircraft has been given by the agent
responsible for the arrival operation, if applicable.
7.9.1.2 Prior to the arrival of the aircraft, the following equipment must be
serviceable and available on the stand:
a) Chocks (as required by aircraft type)
b) Safety Cones (as required by aircraft type)
c) Ground power (as required)
d) Preconditioned air (as required)
e) Headset interphone (if applicable)
f) Day or night wands (whichever is applicable)
7.9.2Standard Arrival Procedure

7.9.2.1 Aircraft Arrival
For a standard arrival procedure at a stand without an automated guide-in
system or at an open ramp:
a) 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.

7.9 / P2
MANUAL – PART A
b) While the aircraft taxies along the guide-in line, the marshaller gives the
“Continue to Taxi ahead” signal with marshalling wands.
c) 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.
d) 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.
e) Once the aircraft has come to a complete stop and all conditions for
chocking are met, the aircraft can be chocked.
f) Ground power and Pre-Conditioned Air are connected (if
required/available).
g) If at any time during aircraft movement you are unsure or identify an
imminent danger, STOP the aircraft!
h) The agent responsible for the arrival, “Mashaller” shall verify that the
correct aircraft has been selected for the arrival and the equipment is
operational.
i) The agent responsible for manning the emergency stop button shall be
positioned with an unobstructed view for the arriving aircraft and within
reach of the system to stop the aircraft in the event it is needed. It is
essential to maintain a continuous unobstructed view between the agent
responsible for manning the emergency stop button and the ground
personnel ensuring clearance.
j) 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.
7.9.2.2 Actions After Arrival
Standard Arrival Procedure

Actions by the Crew Actions by Ground Staff
1 Applies parking brake As soon as the aircraft has stopped,
and without waiting for engine shut
down, staff in charge of the arrival
procedure installs the nose wheel
chocks and contacts the crew.
In case of not use or APU failure
only: installs and connects the GPU
and informs the crew.
2 Confirms that the parking brake is
applied or gives information in case

7.9 / P3
MANUAL – PART A
of hot brakes.
3 When all engines are completely
shut down and the anti-collision
lights have been switched off:
Installs the main landing gear
chocks and announces:
“AIRCRAFT CHOCKED” then
place cones for A/C
4 Releases the parking brake and
confirms to the ground staff:
“PARKING BRAKE
RELEASED”.
5 Checks that the aircraft is stabilized
and confirms to the crew:
“AIRCRAFT STABILIZED’ or
“AIRCRAFT NOT
STABILIZED”.
6 Headset Operator has to give
“thumb up” signal to confirm that
aicrafts are in stable condition to
enable GSE approach the aircraft.
(Notice: staff who runs GSE to
approach the aircraft has to keep a
good visibility on signals of
headset operator to approach as
regulated)
7 Installs and connects the GPU.
Note: If any damage is found, report it immediately to supervisor and do

not approach the aircraft with any GSE in the area where the damage has
been found.
Caution: If an aircraft arrives with an unserviceable anti-collision light,
do not approach the aircraft until headset communication has been
established with the flight crew.
7.9.2.3 Arrival with Tow-in

The tow-in procedure consists of a standard arrival procedure followed by
towing, which must be done at a reduced speed. The driver must be ready
for braking, if necessary. During the whole manoeuvre the use of the
interphone is mandatory.

7.9 / P4
Aircraft arrival Rev01
MANUAL – PART A
For towing procedure and dialogue refer to section 6.12 – pushback and
towing.
Note: In this case the brake operator is a Cockpit Crew member.
Caution: In case of an APU failure an engine will remain running until the
end of the towing
procedure and the GPU has been installed and connected.

7.10/P1
Rev 00
Operating of aircraft doors 01Jul2015
GROUND OPERATION
MANUAL – PART A
7.10 Operating of aircraft doors
a) Do not operate any aircraft doors unless you have been trained and
authorized to do so.
b) Seek assistance from maintenance personnel if any difficulty is
experienced during normal door operation.
Caution: Do not operate or leave doors open in winds exceeding those
indicated in the manufacturer's limitations.
7.10.1Cabin access doors

This section provides generic safety precautions and does not constitute
training on opening/closing of aircraft doors.
7.10.1.1 General
a) When cabin crew is available on board, cabin access doors shall be
operated by cabin crew from inside. The ground staff is in charge of
access means positioning.
b) When cabin crew isn't available on board, cabin access doors shall be
operated by specially trained, approved by VNA station manager ground
staffs (technician normally) from inside or outside.
c) The cabin door just open if an compatible facility apprroach to this. On
some specific circumstance, while cabin door have no passenger and no
facilities approach, it can be opened with the safety device put across. the
time of openning the door along with the acrossing safety device should
be limited to minimum.
d) If a cabin access door is found open without a boarding device positioned
at the door you must immediately notify a supervisor or the airline
representative.
 Do not attempt to close the cabin access door unless trained and
qualified.
 Guard the cabin access door until a qualified person is present to close
it.
Danger:
a) There is a risk of falling while operating cabin doors.
b) Slide deployments can be fatal. If an armed door begins to open, do not
attempt to hold the door, as you risk being seriously injured or killed.
7.10.1.2 Opening Cabin Access Doors

7.10.1.2.1 Opening of 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.

7.10/P2
Rev 00
GROUND OPERATION
MANUAL – PART A
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.
Cabin crew shall give a slow count of 10 to allow ground staff time to
retreat to a safe position before doors are opened.
7.10.1.2.2 Opening of 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.
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.
7.10.1.2.3 Opening Cabin Access Doors from Outside with no Crew/Ground

Staff on Board
a) Check that all indicators show that it is safe to open the door.
b) Open the door slowly and carefully in accordance with the instructions
instructions.
c) If integral airstairs (other than those permanently affixed to a boarding
door) are to be used, then slightly open the door (ajar) until the airstairs
are fully extended.
d) Move the door to the fully opened position and engage the gust lock.
7.10.1.3 Embarkation or Disembarkation through Cabin Access Doors

Before allowing passengers or crew embarkation or disembarkation via a
cabin access door, a member of cabin crew will check and ensure that the
boarding device is properly positioned at the door, and if stairs or integral
airstairs are to be used, that both guard rails (if applicable) are extended.
7.10.1.4 Closing Cabin Access Doors

a) Make sure service doors are closed immediately after servicing is
completed.
b) Receive confirmation from the crew that the cabin access door(s) may be
closed for departure.
c) Look for any possible obstructions around the door area and remove them.
d) Make sure the door gust lock is released and assist the person closing the
door by moving it to the ajar position.

7.10/P3
Rev 00
GROUND OPERATION
MANUAL – PART A
Caution: If the cabin access door cannot be closed with the boarding
device connected, then the operation must be performed from inside the aircraft
with extra vigilance and without assistance of ground staff outside the aircraft.
e) Do not remove the boarding device from the aircraft until the door is fully
closed and locked.
f) If stairs were used at a cabin access door, then retract the stair handrails if
necessary to close the door.
g) Close the door slowly and carefully in accordance with the instructions
instructions.
h) 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.
i) Seek assistance from aircraft maintenance personnel any time a door
malfunction occurs.
j) Do not retract equipment stabilizers in advance of the cabin door being
fully closed.
k) Before retracting equipment from the door, check to ensure the
maneuvering area is clear of all obstructions and personnel.
l) 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).
m) Make sure that the cabin access door and the surrounding door frame and
panels show no visible signs of damage.
Note: If damage is discovered during inspection of the cabin access door
or frame, then immediately report it to aircraft maintenance personnel,
and if available, the Pilot-in-Command.
7.10.1.5 Re-Opening Cabin Access Doors

a) 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.
b) If there is no crew on board the aircraft, follow the applicable Opening
Cabin Access Doors procedures in 7.10.1.2.3.
c) 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.

7.10/P4
Rev 00
GROUND OPERATION
MANUAL – PART A
d) 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.
e) If the crew requires a door to be re-opened, they will notify ground staff.
f) Regardless of which party requested that the door be re-opened, once the
flight crew gives clearance for the door to be reopened, follow the
actions/steps in: Opening Cabin Access Doors.
g) 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.
7.10.2Cargo Hold Doors

7.10.2.1 General
7.10.2.1.1 Responsibility
a) Lower deck cargo doors and bulk compartment doors (hold 5) shall
normally be operated by the qualified ground staffs
b) In any case it is the duty of the station engineer, or technician in charge to
check and ensure that compartment doors are closed and locked properly
after loading has been completed.
7.10.2.1.2 Training Requirements

a) Manually Operated Doors: The operation of this type of door requires no
special training but should be demonstrated to the personnel concerned
before they are permitted to do so.
b) Electrically, Pneumatically or Hydraulically Operated Doors: Due to the
technical complexity of these doors, no person shall be authorised to
operate such doors without having received proper theoretical and
practical training by qualified staff.
7.10.2.2 Opening cargo hold doors

a) Do not operate cargo doors unless trained and authorized.
b) 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.
c) Open the cargo doors in accordance with the respective aircraft type
specific instructions.
d) Always stand apart, never in front of the door, avoid the door suddenly
opened.
e) Allow adequate space for door clearance to avoid equipment obstructing
the free passage of the door.

7.10/P5
Rev 00
GROUND OPERATION
MANUAL – PART A
1) 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.
2) On aircrafts, the door operation be performed on ground, (A320,
A321, F70, ATR), the loader, conveyer belt must be at a minimum
distance of 3m (10ft) from the fuselage prior to door opening.
f) 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.
g) When an aircraft arrives with a suspected fire or smoke warning in the
hold:
1) A full passenger evacuation of the aircraft should be carried out before
any hold door is opened.
2) Hold door must not be opened except by a fire fighting crew with the
necessary equipment.
3) Failure to obey this instruction would result in an inrush of air into the
hold which could cause the fire to erupt with explosive force and with
disastrous consequences if passenger or crew is still on board the
aircraft.
7.10.2.3 Closing cargo hold doors

h) Do not operate cargo doors unless you have first been trained and
authorized.
i) Before closing the cargo doors, ensure:
1) that load restraint and door protection nets are properly fitted;
2) that the cargo compartment lights have been switched off unless
required for carriage of AVI;
3) that the door area including the door sill and frame are free of gravel,
water, ice and other foreign substances or obstructions;
4) that the door and door frame show no visible signs of damage;
5) 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.
j) 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.
k) 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.

7.10/P6
Rev 00
GROUND OPERATION
MANUAL – PART A
7.10.2.4 Re-Opening of cargo hold doors

a) If a cargo compartment door is not closed properly, it must be re-opened
and re-closed.
b) Once the pre-departure walkaround has taken place, do not attempt to re-
open any aircraft door without the authorization of the flight crew.
c) 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.
d) If the flight or cabin crew requires a door to be re-opened, they will notify
ground staff.
e) Regardless of which party requested that the door be re-opened, if the
flight crew gives clearance for the door to be reopened, follow the
actions/steps in: Opening Cabin Access Doors.
f) 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.

7.11/P1

Rev 00
Aircraft departure 01Jul2015
GROUND OPERATION
MANUAL – PART A
7.11 Aircraft Departure

7.11.1 Introduction
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 ground agent in charge of the departure operation remains in
continuous contact with the flight crew and is responsible for the ground
maneuver.
Definitions
a) Push-back: Moving of a loaded aircraft from parking position to taxi
position by use of conventional towbar tractor or towbarless tractor.
b) Towing: Moving of aircraft, with/without load on board, to maintenance
area or an other parking stand by use of conventional towbar tractor or
towbarless tractor.
c) Taxi out (or Powerback): Moving of aircraft from parking position to
taxi position by use of aircraft’s engines.
Note: The term “headset” also applies where an interphone system is used.
7.11.2 Wheel Chock Removal

a) Remove wheel chocks when directed by the Headset Operator.
b) Do not remove wheel chocks until such clearance is given.
c) Before give clearance to remove chocks, Headset Operator:
1) Confirm all GSE has been disconnected from the aircraft;
2) The tow tractor and tow bar (or towbarless tractor) are fully secured to
the nose gear and parking brakes are set on the tractor, if applicable.
3) Via the interphone, request chock removal approval from the flight
crew, and confirm the aircraft parking brakes are set.
4) Note:
i) Taxi out: Noise wheel chocks are removed after communications to
crew completed
ii) Pushback using towbarless tractor: Noise wheel chocks are
removed before connect tractor to aircraft.
d) Chocks remove Operator:
1) Remove wheel chocks when directed by the Headset Operator.
2) Once the chocks have been removed, stand in clear view of the Headset
Operator and give the ‘Chocks Removed’ hand signal.
3) If a chock is stuck, then:
i) Remove it by tapping it with a spare chock,
OR

7.11/P2

Rev 01
Aircraft departure 18Jan2017
GROUND OPERATION
MANUAL – PART A
ii) Advise the Headset Operator who will arrange to have the aircraft
eased off the chock using the aircraft ground movement equipment,
after the aircraft brakes have been released.
e) After chocks are removed, headset operator must inform to flight crew
that “chocks removed”.
Note:
a) If hand signals are used to communicate to flight crew, ground crew must
ensure the flight crew had acknowledgement.
b) Do not leave wheel chocks on the ramp. When not in use, stow them in
their designated stowage place.
c) 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.
7.11.3 Action Prior to Departure

Before aircraft’s movement, Headset Operator has to take responsible to ensure
that:
a) the ramp area is clear of all FOD and any loose articles;
b) the apron surface condition is sufficiently free of ice, snow, etc., to ensure
safe aircraft movement;
c) the ramp area is free of objects/obstacles which may be impacted by the
aircraft or may endanger others due to jet blast effects;
d) all persons not involved in the aircraft departure operation must remain
clear of the departing aircraft, behind the ERA;
e) additional ground staff such as Wing Walkers are present (if
applicable/required);
f) verbal communication with flight crew is established by means of an
interphone system:
Note: Departures using marshalling hand signals without any headset
communication is only conducted in exceptional cases.
7.11.4 Pre-Departure Table

Before aircraft’s movement, Headset Operator has to take responsibility to
ensure that the following requests are met:
Legend: TT–towbar tractor TBL–towbarless tractor
APPLICABLE TO
ACTION PUSHBACK TOWING TAXI
TT TBL TT TBL OUT

7.11/P3

Rev 01
GROUND OPERATION
MANUAL – PART A
The required Pre-Departure Servicing

x x x x x
Checks are complete.
Fire protection devices are available
x x x x x
and correctly positioned (as per local
rules).
Communication with flight crew is
x x x x x
established via the interphone system.
The path and area that the aircraft is
moving towards is clear of objects
x x x x x
(FOD) ensuring safe aircraft
movement.
The stand surface condition is
sufficiently free of ice, snow, etc., to x x x x x
ensure safe aircraft movement.
The GSE is outside the ERA, and
Loading bridge is fully retracted (if x x x x x
applicable).
If an Air Start Unit is required, check
the equipment is ready and suitable x x x
for the operation.
Wing Walkers are present (if
x x x x
applicable).
The air intake and blast areas of the
aircraft engines are clear of persons
x x x
and obstacles, such as ground support
equipment.
The bypass pin is installed correctly
x x x x
(if applicable).
Nose gear steering torque links are
x x x x
disconnected. (if applicable)
All persons involved in the aircraft
movement stay well clear of the
x x x x
danger areas around the tractor,
landing gear and aircraft engines.
A qualified brake operator is in the
x x
cockpit.
Wheel chocks are not removed from
MLG until Flight Deck has confirmed
that Aircraft parking brake is set, the x x x x
tractor is fully secured to NLG and
the parking brake of the tractor is set.

7.11/P4

Rev 01
GROUND OPERATION
MANUAL – PART A
The tractor and shearpin combination

(if applicable) are suitable for the
operation, considering the aircraft x x
type and weight, the weather and
surface conditions.
The completion of these requirements
is indicated to the Flight Deck by
means of the announcement x x x x
“GROUND READY FOR
PUSHBACK” via interphone.
Prior to connecting the tractor to the
aircraft, the tractor may be parked in
x x
front of the aircraft or outside of the
ERA, but never behind the wings.
7.11.5 Pre-Departure Check

The pre-departure walk around check includes, but is not limited to,
ensuring the following:
a) The apron is clear of all FOD items that may cause aircraft damage or
pose a risk.
b) Power cables and passenger boarding devices are detached.
c) The stand area is clear of obstructions. Equipment and vehicles are
positioned clear of the aircraft path.
d) Adequate clearance exists between the aircraft and facilities or fixed
obstacles along the aircraft movement path.
e) All aircraft servicing panels and/or hatches are closed and latched (except
- external power and headset panels).
f) Cabin/cargo doors
1) handles are flush with the fuselage;
2) there is no visible damage on the aircraft, particularly around cabin and
cargo doors.
g) Any abnormalities on the aircraft observed (e.g. obvious damage, fluid
leakage) are immediately brought to the attention of the pilot in command
and maintenance.
h) Landing gear safety pins are removed.
i) There are no obvious signs of unmarked dents or other skin panel damage.
Caution:
a) If any of the above conditions or actions are not met or corrected, inform
your supervisor, maintenance and the pilot in command.
b) This notification is imperative in the event that:

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GROUND OPERATION
MANUAL – PART A
1) You notice signs of unmarked aircraft damage or abnormal flow of

liquid under the aircraft.
2) You observe any fault, failure, malfunction or defect and believe it may
affect the safety of the intended flight.
7.11.6 Communication Requirements
7.11.6.1 Communication During Engine Start

7.11.6.1.1 Non push-back start
Procedures to be followed during a non push-back start are as follows:
Commander “Cockpit to ground”
Dispatching engineer “Ground to cockpit”
Commander “Ready for start”
Dispatching engineer “Confirm brakes are set”
Commander “Brakes set”
Dispatching engineer “Clear to start one, two (or both)”
Commander “Starting one, two (or both)”
When start complete:
Commander “Start complete, disconnect”
Dispatching engineer “Disconnecting”
The dispatching engineer will move clear of the aircraft (either left or right
hand side) and give a “thumbs up” signal when the aircraft is clear to move
under its own power.
7.11.6.1.2 Push-back start

Procedures to be followed during a push-back start are as follows:
Commander “Cockpit to ground”
Dispatching engineer “Ground to cockpit”
Commander “Ready for push back and start”
Dispatching engineer “Brakes off”
Commander “Brakes off”
Dispatching engineer “Commencing push back”
When clear to start.
Dispatching engineer “Clear to start one, two (or both)”
Commander “Starting one, two (or both)”
When push back complete:
Dispatching engineer “Park brakes”
Commander “Brakes parked”
When start complete:
Commander “Start complete, disconnect”
Dispatching engineer “Disconnecting”
The dispatching engineer will move clear of the aircraft (either left or right
hand side) and give a “thumbs up” signal when the ground equipment has

7.11/P6

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GROUND OPERATION
MANUAL – PART A
cleared the aircraft and the aircraft is clear to move under its own power.
7.11.6.2 Communication During Engine Fire
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 interphone headset if flames are noticed from the
engine or engine pylon.
In the event that an interphone is not available, the appropriate “Fire” hand
signal must be used. (Refer to the Marshalling Hand Signals section in this
chapter)
Tailpipe/Exhaust Fire
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.
Caution: Do not fight engine fires with fire extinguishers on the ground
when the flight crew is in the flight deck. The flight crew will take all
necessary action.
7.11.7 Departure Communication

7.11.7.1 Items to be Communicated Between Ground Staff and Flight
Crew
Phase Task Ground Staff Action

Departur GPU removal When instructed by flight crew, remove
e GPU.
Preparati Towbar/Towbarl 1. Get confirmation that the aircraft's
on ess Tractor parking brake is set.
connection 2. Get confirmation that the nose wheel
steering is depressurized–if applicable.
3. Advise flight crew that the lockout pin is
inserted–if applicable.
4. With permission from the flight crew,
connect the towbar/tractor.
5. With permission from flight crew, raise
the nose (towbarless only)
Chock removal 1. Get confirmation from flight crew that
aircraft parking brakes are set.
2. Remove chocks with permission from
flight crew.
Pre-departure Advise the flight crew that the pre-departure
check check has been completed or if something is
not as expected.

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GROUND OPERATION
MANUAL – PART A
Engine By APU When requested by the flight crew, advise

Start when the engines may be started.
By ASU When requested by the flight crew, signal to
the ASU operator to supply the required
pressure.
Pushback Brakes Get confirmation that aircraft's parking
and brakes have been released.
engine Movement of the Get permission from flight crew, then
start aircraft commence the pushback.
(pushback/ pull
out)
Direction of If applicable, ask in which direction the
push/nose aircraft has to pushed/in which direction the
nose should point after pushback.
When requested by the flight crew, advise
Engine start
when the engines may be started.
Pushback Towbar/Towbarl 1. Get confirmation that the aircraft's
complete ess Tractor parking brake is set.
d& disconnect 2. Get permission from flight crew to lower
Engine the nose or disconnect the towbar.
start 3. Remove the steering bypass pin–where
complete applicable.
d 4. Get permission from the flight crew to
remove any remaining chocks.
Headset removal 1. Get permission from flight crew to
disconnect the headset.
2. Advise flight crew to hold position and
wait for visual signal at left/right of the
aircraft.
Departur “All Clear” 1. Display the steering bypass pin–where
e signal applicable.
2. Give the “All Clear” signal when the
path of the aircraft is clear of all
obstacles.
3. Get acknowledgement of “All Clear”
signal.
7.11.7.2 Departure Communication Dialogue

The specific dialogue below will be used (and adapted to the situation, and
in particular in case of autonomous departure) during the various phases of
the departure procedure:

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Rev 00
GROUND OPERATION
MANUAL – PART A
Dialogue between Ground Staff and Flight Crew

Phase Ground Staff Flight Crew
Preparation Call: CONFIRM PARKING Reply: PARKING BRAKES
BRAKES ARE SET. SET.
Call: CONFIRM BYPASS
PIN INSTALLED.
Reply: BYPASS PIN
INSTALLED & CLEARED
TO PRESSURIZE (IF
APPLICABLE)
Reply: ROGER BYPASS PIN
INSTALLED,
PRESSURIZING (IF
APPLICABLE)
After Call: PRE-DEPARTURE Reply: ROGER.
completion CHECKS COMPLETED, STANDBY FOR
of the pre- GROUND READY FOR PUSHBACK or YOU MAY
departure “PUSHBACK” or LIFT THE AIRCRAFT.
servicing “LIFTING” (TOWBARLESS) or
checks (TOWBARLESS) STARTING ENGINE(S)...
CLEAR TO START
ENGINE(S) (FOR OPEN
RAMP DEPARTURE
ONLY)
Request pushback and engine
start clearance from ground
control.
After clearance received:
Call: READY FOR
PUSHBACK
Call: RELEASE PARKING
Pushback
BRAKES or LIFTING
and engine
COMPLETED, RELEASE
start
PARKING BRAKES
(TOWBARLESS)
When brakes are released:
Reply: PARKING BRAKES
Call: COMMENCING RELEASED
PUSHBACK AND CLEAR
TO START ENGINE(S)...

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Rev 00
GROUND OPERATION
MANUAL – PART A
Reply: STARTING
ENGINE(S)...
Pushback Call: PUSHBACK
completed COMPLETED, SET
PARKING BRAKES. When parking brakes are set:
SET
Call: YOU MAY
Tractor is disconnected and DISCONNECT.
positioned in view of the
flight deck.
Clearance to Reply: DISCONNECTING,
Taxi HOLD POSITION AND
WAIT FOR VISUAL
SIGNAL ON YOUR
LEFT/RIGHT. Reply: HOLDING POSITION
AND STANDING BY FOR
VISUAL SIGNAL TO MY
LEFT/RIGHT.
Disconnect headset and give
the “All Clear” hand signal.
(“All Clear” signal includes
showing the steering bypass Acknowledges “All Clear”
pin) signal.
Taxi clearance may only be
requested after the “All
Clear” signal is received
This specific dialogue does not forbid the exchange of additional important
information between flight crew and ground staff using non-standard
phraseology (e.g. request for authorization to disconnect ground support
units etc.)
In case of departure without push back, the actions related to the push back
will not be made. The specific dialogue must be adapted to these
operations.
Stations have to take the necessary measures, so that this procedure is
correctly applied.
Note:
a) If the pushback must be stopped, the following call will be made: STOP
PUSH BACK.

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GROUND OPERATION
MANUAL – PART A
b) For towbarless pushback operations, only engage the towbarless tractor

and lift the aircraft once the passenger boarding device is away from the
aircraft and the flight crew has requested for the lifting mechanism to be
engaged.
7.11.7.3 Departure Communication without Interphone

An aircraft departure must always be conducted using interphone
communications.
In the event that the interphone becomes unserviceable or under extreme
circumstances where the interphone is not available, you must use conventional
hand signals (see 6.8.4 and 6.8.5) for the departure.
Prior to departure a briefing must be held between the Captain and the ground
agent responsible for the departure, including:
a) Review of departure specifics, e.g. direction of movement, final
positioning, and taxi out direction;
b) The hand signals to be used, including emergency signals.
Caution: Read back all given instructions or acknowledge them in a manner
clearly indicating that they have been understood and will be complied with.
7.11.8 Departure with Pushback
7.11.8.1 Connecting the Pushback tractor

Procedure for Connecting the Pushback Tractor
No. Conventional Tractor Towbarless Tractor
Confirm: The main gear wheel Confirm: The main gear wheel
1
chocks are in position. chocks are in position.
Confirm: The aircraft parking Confirm:The aircraft parking
2
brakes are set. brakes are set.
Install steering bypass pin in Install steering bypass pin in
3
accordance with the aircraft type accordance with the aircraft type
4 Connect the towbar to the aircraft -
Remove the nose gear chocks
5 Connect the tractor to the towbar.
and connect the tractor.
Set ‘‘Neutral’’ or ‘‘Park’’ and set Set ‘‘Neutral’’ or ‘‘Park’’ and set
6
the tractor parking brake the tractor parking brake
7 Remove the main gear wheel Remove the main gear wheel
chocks chocks
Caution: Do not remove the main landing gear chocks until the pushback
vehicle is connected to the aircraft and the parking brakes of both the
pushback tractor and the aircraft are set.

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GROUND OPERATION
MANUAL – PART A
In case of nose out departure, the nose landing gear chocks are to be
removed when the interphone communication is switch off.
7.11.8.2 Aircraft Pushback

Caution: When a towbarless is used, the Ground Staff must received
authorization from the cockpit crew to lift the aircraft.
a) Actions of crew and ground staff:
Flight crew actions Ground staff actions

Request pushback clearance from
ground control. After clearance
received:
Call: READY FOR PUSHBACK
Call: RELEASE PARKING BRAKES
or LIFTING COMPLETED,
RELEASE PARKING BRAKES
When brakes are released: (towbarless).
RELEASED
Remove nose gear chocks (for
conventional tractor)
Call: COMMENCING PUSHBACK
Aircraft stopped and aligned on taxiway (With wheels in axis)
Call: PUSHBACK COMPLETED,
SET PARKING BRAKES.
When parking brakes are set:
Reply: PARKING BRAKES SET
b) The agent in charge of departure operations is the person performing the

communications with the flight crew and in permanent ratio contact with
the crew (using an interphone link)
c) Located at the front left side of aircraft, of which he follows evolution and
should stay in view of the flight deck (except in special cases:
Towing/pushback using single agent tow-bar-less tractor, etc....). Agent
must be away from engine suction area and never come close to aircraft
nose gear tow-bar or tractor while the aircraft is in motion.
d) For a pushback maneuver with a towbarless tractor, and when the agent
responsible of aircraft departure drives the tractor, he must ensure the
ability of communication with the flight deck throughout the operation.
e) In some aircraft there have a parking brake indicator light visible from
tractor cab, maneuver must never start until the indicator light is off and

7.11/P12

Rev 00
GROUND OPERATION
MANUAL – PART A
pushback authorization have been given by agent responsible of departure

operations.
f) Pushback operations must start on a straight line (a few meters before
turning it).
g) Maneuver must be carried out smoothly at a low speed (maximum speed
must not exceed 10km/h), driver being ready to stop the tractor if
necessary. He must keep in sight the agent in charge of the departure
operations.
h) The stop of aircraft must be done smoothly, after the aircraft has been
moved in a straight line for a few meters. Aircraft/tractor assembly must
be in line and tractor must be brake.
Caution: refer section 7.12 for requirements, instructions of push-back.
7.11.8.3 Disconnecting the Pushback Tractor
Towbarless tractor
Conventional tractor Two agents
One agent procedure
procedure
The agent in charge of The agent in charge The agent in charge of
the departure operation of the departure the departure operation
disconnects the tow bar operation requests moves the tractor
from the aircraft, and to the tractor driver backwards in view of
removes the bypass pin for tractor the Cockpit Crew, if
from the nose gear. disconnecting in possible on cockpit side.
view of the Cockpit
Crew.
The driver withdraws The agent in charge The agent in charge of
the tractor and tow bar of the departure the departure operation
from the taxiway, but operation removes removes the bypass pin
stays in sight of the the bypass pin from from the nose gear.
Cockpit Crew until the the nose gear.
Agent in charge of the
aircraft departure
procedure is in sight of
the cockpit.
7.11.8.4 End of Interphone Connection – Switching to Visual Contact

The agent responsible for the departure operations confirms to the Cockpit
Crew the withdrawal of the push-back equipment (tow bar and tractor in

7.11/P13

Rev 00
GROUND OPERATION
MANUAL – PART A
case of conventional push-back or towbarless tractor) and requests the

authorization to stop listening.
After authorization to stop listening, the agent confirms:
a) The end of the operations,
b) On what side she/he is going to stand to give the departure signal
(Right or left),
c) To wait for his/her signal before switching on the taxi lights.
7.11.8.5 Start of Aircraft Taxiing

As soon as the manoeuvre area and critical jet blast zone are clear, the
agent in charge of the departure operation moves away in sight of the
Cockpit Crew and give the “ALL CLEAR” signal, with the bypass pin and,
if applicable, wireless headset box visible.
When the aircraft is ready to taxi and the agent in charge of the departure
operation is in sight, giving the conventional signal, the Cockpit Crew
switches on the lights.
Note: The Cockpit Crew must wait for the “All Clear” signal from the
agent in charge of the departure operation, before releasing the parking
brake, switching on the lights and starting to taxi.
Caution: Switching on the lights provides Ground Staff with a visual
indication that taxiing will start or is imminent. In the other case, lights
unlit means the aircraft stopped.
7.11.9 Open Ramp Departure

a) Complete all pre-departure checks.
b) Refer to departure communication section and follow required phases of
dialogue.
c) Ensure all staff and equipment is clear of the aircraft behind the ERA.
d) Position for marshalling in an area behind the ERA while being in clear
view of the flight crew on either side of the aircraft (depending on
facility).
The nose landing gear chocks are to be removed when the interphone
communication is switch off.
7.11.10 Anti-Collision Lights

Once all aircraft doors are closed, and clearance obtained from ATC for
pushback and/or start engines, the flight crew will switch on the aircraft's
anti-collision lights.
Caution: Anti-collision lights that are switched on are a visual indication
to ground staff of imminent engine start-up or aircraft movement. Vehicle
traffic must stop until the aircraft has departed from the area.

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GROUND OPERATION
MANUAL – PART A
7.11.11 Engine Cross Bleed Start

Engine start using cross bleed can only be performed once the pushback
has been completed, the aircraft brakes have been engaged, and the area
around the aircraft is clear.
Caution: With engine(s) above idle thrust, blast and suction effects are
greater.
7.11.12 Re-Establishing Communication After Departure

This procedure is to be used in case the ground staff or flight crew wishes
to re-establish interphone communication after it has been disconnected.
7.11.12.1 Initiated from the Cockpit
The flight crew sets the parking brake and re-establishes communication
with ground staff via company channel or ATC. If visual communication
with responsible ground agent is still established then visual signals may be
used.
7.11.12.2 Initiated from the Ground
If ground staff needs to re-establish communication with the aircraft after
dispatch, do NOT approach the aircraft. If communication cannot be
established using hand signals, make contact via company channel or
through ATC.
When preparing to re-establish communication with aircraft, take the
following precautions:
a) Make sure you have been seen by the flight crew and the intention to
approach the aircraft to re-establish interphone communication is
understood.
b) Approach the aircraft from the direction where visual contact with the
flight crew is maintained as long as possible.
c) Only the person establishing the interphone communication shall
approach the aircraft.
d) Stay outside the aircraft's engine danger area when approaching the
aircraft.
e) If possible, position pushback tractor in front of aircraft in clear view of
flight crew to act as a safety barrier and prevent premature movement
of the aircraft.
Caution: For safety reasons, the interphone communication system
cannot be used when there is thunderstorm activity over the airport as
there is a risk of electrical discharges between the aircraft and the
interphone system. Under these conditions communication headsets
cannot be worn.

7.11/P15

Rev 00
GROUND OPERATION
MANUAL – PART A
7.11.13 Interphone Communication Failure

Aircraft pushback/towing require a communication interphone. In the
event the interphone becomes unserviceable or communications is lost,
the following procedure must be followed:
Pushback:
a) In case of a single person operation and if no other means of
communication are available, stop the movement (depending on local
situations and regulations) and immediately request assistance to continue
the movement.
b) In case of multiple person operation then communication with the flight
crew will be established using hand signals as described in this chapter.
The tractor driver must be able to receive the visual signals as relayed
from the flight crew. Once hand signal communication has been
established the pushback can resume.
c) Notify ATC (if radio available) and continue the movement in co-
operation with ATC, depending on local regulations.
Towing
The tow must immediately be stopped and an alternate means of
communication established before continuing. If this is not possible,
assistance must be requested.

7.12/P1
Aircraft pushback and towing Rev 01
MANUAL – PART A
7.12 Aircraft pushback and towing
7.12.1 Definition.
a) Push-back: Moving of a loaded aircraft from parking position to taxi

position by use of conventional towbar tractor or towbarless tractor.
b) Towing: Moving of aircraft, with/without load on board, to maintenance
area or an other parking stand by use of conventional towbar tractor or
towbarless tractor.
c) Agent responsible for maneuver:
He is responsible maneuver the pushback and communication with the
crew. He must speak English and have competence defined in standard of
this task. He has the required competence, including:
1) Knowledge of this instruction, ground to cockpit dialogue, departure
procedure and safety precautions on parking areas,
2) Applying instructions specific to the aircraft type,
3) Using conventional signals.
Note: At airports in Vietnam, the person “in charge” of the operation is an
aircraft mechanical agent who performs communication with the flight
deck.
d) Wing walker: he is a staff of ground handling company or technical
handling company and takes part in pushback procedure and be responsible
for standing in specific position for the pushback. He must understand
instructions before maneuver.
e) The tractor driver: is responsible in control speed and steering angle, to
avoid of over-steering damage.
Note:
1) When a push back maneuver is performed with one agent, he must have
the competence described above.
2) Agent responsible for maneuver and tractor driver must be trained
thoroughly about the procedure of ramp operation, flight area, the
environment in which the maneuver will take place, restrictions to
various movements to be performed and any temporary limitations
which could affect area in which aircraft/ tractor set moves.
3) Agents who takes part in pushback procedure must be trained
thoroughly about this procedure.
7.12.2 General.
7.12.2.1 Responsibilities
a) Agent responsible for maneuver
1) be in charge of the entire pushback

7.12/P2
MANUAL – PART A
2) Ensure that the towbar/shearpin/towbarless tractor is suitable for the

specific aircraft type
3) Conduct briefings with all persons involved in the aircraft movement to
review and confirm how the aircraft will be maneuvered
4) Have ultimate responsibility to review pushback procedures based on
conditions he/she observes and must inform the flight crew: (e.g. if ramp
conditions are below standard for a normal pushback (e.g. hazards,
obstacles, slippery or icy) then:
i) Determine whether lookouts should be use or not, and in the first case,
specify their position, instructions, means of communication with agent
responsible of departure operations
ii) Inform the flight crew that engine start clearances will not be given
until either:
The aircraft is moving over an area of the ramp where the conditions
are considered to be safe for an engine start; OR
The pushback has been completed, the aircraft has come to a complete
stop and the parking brake has been set;
5) Connect/disconnect of the towbar to the aircraft, installs/removed the nose
gear steering bypass pin.
6) Conduct a Pre-Departure walk-around;
b) The tractor driver
1) Completely raise the towbar wheels before the start of the aircraft
movement (if used)
2) Prior to the aircraft movement, make sure that the parking brakes are
released and the anti-collision lights are switched on (depending on the
local airport regulations)
Caution: In some aircraft there have a parking brake indicator light visible
from tractor cab, maneuver must never start until the indicator light is off
and pushback/towing authorization have been given by agent responsible
of departure operations.
3) Be responsible in control speed of pushback/towing.
4) Ensure during pushback the steering turn limits are not exceeded and
advise flight crew if any are exceeded. Damage to nose gear will occur.
c) Wing-walker personnel: to be used at conditional on point a subsection

7.12.2.3 below or by local airport authority’s regulations.
1) be under the direction of the responsible ground crew at all times
2) use 2 marshalling wands, either day-wands or illuminated wands for low
visibility operations
3) Constantly keep in sight a specific point (wing tip, stabilizer, engines),
during aircraft maneuvers, identified as potentially hazardous or with a
clearance smaller than usual.

7.12/P3
MANUAL – PART A
4) Be in constant communication with the person in charge of departure

operations or tractor driver. Aircraft must be stopped if a hazard is
confirmed. Means of communication must be agreed previously. During
push back operation, a lookout position must be chosen so that agent in
charge of departure operations can constantly keep in sight, lookout, and
aircraft cockpit and tractor driver with out needing to move.
7.12.2.2 Safety
a) General:
1) The agent in charge of departure operations, using an interphone link with
the crew, is in permanent ratio contact with the crew.
2) The position of Pushback Hand Signals-Headset Operator is located at the
front left side of aircraft, of which he follows evolution. He must be far
away from engine suction area and never come close to aircraft is in
motionFor a towing/pushback maneuver with a towbarless tractor, and
when the agent responsible of aircraft departure drives the tractor, he must
ensure the ability of communication with the flight deck throughout the
operation.
Notice: Agent responsible for maneuver is allowed to sit in tractor cabin
during pushback process when the speed of pushing aircraft higher than
the speed of walkers (more than 5 km/h). However, Pushback Hand
Signals-Headset Operator has to make sure that he can control safety
conditions during the whole pushing process at any time. At positions or
times that can not control from tractor cabin, Pushback Hand Signals-
Headset Operator has to get off and follow the aircraft.
3) If the interphone line fails during maneuver, communication may be
achieved by VHF, the pushback may continue by using conventional
signals.
4) The tractor or tractor and towbar combination must be in-line with the
centre line of the aircraft before the aircraft movement.
5) The tow-bar wheels should be fully retracted/off the ground before the
pushback/towing commences.
6) For aircraft fitted with Steering By-pass system, ensure that the By-pass
pin is correctly installed prior to connecting the towbar to the aircraft and
before pushback/towing commences.
7) For aircraft maneuvering using towbarless tractor, before connecting the
towbarless tractor, ensure that the chocks at the aircraft nose-gear have
been removed and the main landing gears are chocked. Chocks should not
be removed from the main-gear until the tractor is fully secured to the
nose-gear and parking brakes confirmed as set on the tractor.
8) Maneuver must be carried out smoothly at a low speed (maximum speed
must not exceed 10km/h), driver being ready to stop the tractor if

7.12/P4
MANUAL – PART A
necessary. He must keep in sight the agent in charge of the departure

operations.
Caution: Presence of an agent in the second cab (if applicable to the tractor) is
forbidden during pushback.
9) In some aircraft there have a parking brake indicator light visible from
tractor cab, maneuver must never start until the indicator light is off and
pushback/towing authorization have been given by agent responsible of
departure operations.
Note: Without stair in the vicinity, emergency passengers evacuation from

aircraft will be performed using emergency escape slides on Captain decision.
b) Nose gear turning angle:

1) In order to protect nose gear from damage, visual markings indicate
aircraft nose gear turn limits.
2) These indications must be constantly visible for driver, event at nose gear
maximum rotations angles.
3) In case of towbarless tractor utilization “over-steering” and “over-torque”
system must be operative.
4) Angle given by the nose gear index depends on aircraft type:
i) On the mobile part of the gear.
ii) On the nose gear doors
iii)On the fuselage.
iv) The Towbar and the longitudinal axis of the towbarless tractor must
never pass this mark when turning the nose gear.
c) Aircraft movement path:

1) This path must take two indications into account:
i) Parking stand axis,
ii) Taxiway axis,
2) Towing/Pushback operations must start on a straight line (a few meters
before turning the start of the turn depends on:
i) Aircraft characteristics
ii) Type of Tractor used
iii)Environment (narrow margins, construction work, etc....)
iv) Ramp condition
v) Ramp slope
3) The stop of aircraft must be done smoothly, after the aircraft has been
moved in a straight line for a few meters.
7.12.2.3 Specific precautions

7.12/P5
MANUAL – PART A
a) Necessity: Specific precautions may be necessity when:

1) Parking stand doesn’t comply with normal safety clearance with an
adjacent aircraft or obstacle (light-post).
2) Parking stand have maneuvering difficulty (S maneuver) or due to events
occurring during Towing/push back in this stand.
3) Work is in progress on or near stand reducing margins or requiring usual
maneuver may be changed.
4) Evaluation of specific precautions need is the responsibility of the person
“in charge”.
5) Permanent indications concerning a given parking stand. They must be
included as a note in the list of parking stands.
b) Operation: compell to arrange wing walker during pushback process.
1) Setting up of one or more additional lookout(s) where permanent or

temporary hazards have been detected. These include the following:
i) Nearby obstacles reducing the clearance with the aircraft (other aircraft,
anti-blast barrier, light-post, etc.),
ii) Earth near the turning point giving access to the taxiway,
iii) Service lane which has to be crossed during the maneuver,
iv) Airport construction work on the taxiway or adjacent parking
stands restricting the maneuver clearance,
v) Insufficient lighting level or total lighting failure restricting night-time
vision,
vi) Severe atmospheric conditions,
2) More generally, in all situations where distances are hard to estimate,

one or more lookouts must be used.
3) Before operation, during briefing organized by agent in charge of
departure operations, these different points must be specified
unambiguously.
Caution: Shouted instructions are to be avoided (sign should be used).
7.12.3 Pushback
Note: see also section 7.11 – Departure Procedure
7.12.3.1 Noise gear pushback
a) Personnel:

7.12/P6
MANUAL – PART A
1) Minimum number of agent requirement for a standard maneuver with

tractor and towbar is:
i) 1 agent responsible of departure operations with an interphone link
with crew,
ii) 1 tractor driving agent,
2) For a standart operation with a towbarless tractor:
1 Agent responsible for maneuver responsible for linking with the crew &
driving the tractor
b) Pushback maneuver: The following precautions must be applied:

1) Aircraft orientation for pushback operation is indicated by the crew to
the agent responsible of departure operations, then this command is
indicated to the pushpack tractor’s driver by speaking or sign . If
available, the driver cross-check about the pushback command through
VHF to ATC before pushing back aircraft.
2) Aircraft must stop smoothly after moving a few meters in a straight
line. Aircraft/tractor assembly must be in line and tractor must be brake.
3) Tractor driver uses conventional signals to inform the agent responsible
of departure operations that tractor brakes are on.
4) The agent in charge of departure operations unhooks bar or towbarless
form aircraft, proceeds to by pass removal from nose gear.
5) Then the towbarless tractor is placed in view of cockpit crew. For
conventional tractor, the driver locates tractor and bar away from the
taxiway and stay in view of cockpit
7.12.3.2 Special pushback procedure
a) Push-pull
This maneuver is used when obstacles are nearby at the back of the
aircraft. It consists in pushing aircraft and, as soon as it is possible,
without risk, pulling it with the same tractor to line up on the taxiway.
b) Angled push-back:
1) This action is used when local aiport authority assign in ramp handling
operation for aircraft.
2) It is cumpulsory to arrange lookout personnel when performing this
action.
3) During pushing back process, tractor driver has to stop the nose wheel
right at its stop line.

7.12/P7
MANUAL – PART A
Notice: nose wheel stop line is the limitation of ceasing aircraft’s

pushback which is painted clearly on taxiway markings.
c) Push aircrafts back into vacuous parking position:

1) This action is used when local aiport authority assign in ramp handling
operation for aircraft.
2) It is compulsory to arrange lookout person when performing this action.
3) During pushing back process, tractor driver has to stop the nose wheel
right at its stop line.
Notice: nose wheel stop line is the limitation of ceasing aircraft’s
pushback which is painted clearly on taxiway markings.
7.12.3.3 Emergency procedure
a) Instruction in case of safety pins shear on towbar:
1) Action of the crew and ground staff:

The agent in charge of departure
operations informs immediately the
captain:
“PINS SHEARED”
- Give the tractor driver the “APPLY
BRAKES” signal.
Announce to CAPT:
“ENGAGE PARKING BRAKE”
Or
- Then captain gently stops the “APPLY BRAKES” signal
aircraft and as soon as stop is
completed, applies the parking
brake.
CAPT Announce
“PARKING BRAKE APPLIED”
Or
“BRAKES APPLIED” signal - Inserts nose gear chocks.
According to aircraft position at the moment of incident, and relative to

taxiway axis, captain decides to move aircraft by its own means or to
stand-by after replacement of the tow bar or pins.

7.12/P8
MANUAL – PART A
2) To move aircraft by its own as:

Captain switch ON the light for
a few seconds.
“DISCONNECT
INTERPHONE, I AM - The agent in charge of departure
WAITING FOR YOUR operations unhooks tow bar and removes
SIGNAL” chocks from nose gear.
- The tractor driver places the tractor and
the tow bar in view of crew.
- The agent responsible of departure
operations shows the by pass to crew and
makes signal “YOU ARE CLEARED
TO TAXI” as soon as the taxi lights are
switched on.
3) To continue pushback after replacement of the towbar or pins as:

- The agent responsible of departure
operations requests pins or bar
replacement and as soon as aircraft is
ready to be pushed.
- Announce to CAPT:
“RELEASE BRAKES”
Or
CAPT announces “BRAKES “RELEASE BRAKES” signal
RELEASED, OK FOR PUSH
BACK”
Or
“BRAKES RELEASED” signal
then waves forearm lifted, hand
stretched with palm in rolling
direction.
Note:
When duration of operations has required engines shutdown, pushback
procedure is totally resumed from beginning.
If the nose gear has been positioned at the turning limit, after safety pins
change and before any further movement, aircraft must be back to the
parking stand in order to check if the gear is not damaged.
b) Overtorque/Oversteering Alarm

7.12/P9
MANUAL – PART A
Alarm Actions
Amber (caution) Stop aircraft/tractor set.
Line up aircraft/tractor till the caution is off.
Continue towing once the caution is off.
No need to inform Crew.
Red (Warning) Stop aircraft/tractor set.
Inform Crew/Operations “in
charge”/Control/Maintenance Department/…
Do not move the aircraft before aircraft maintenance
inspection and agreement.
AC Maintenance Department takes charge of the aircraft.
GSE Maintenance Department takes charge of the tractor.
c) Instructions in case of tractor failure during pushback:

Actions of crew and ground staff as:

- Stops immediately
- Asks to PIC set the parking brake and
- The PIC set the parking brake. reports the trouble.
- Advises control and traffic and
specifies the trouble.
- Asks to Maintenance Department
a preliminary check before any - The station asks for ground equipment
motion. (tractor) inspection before any motion.
d) Emergency stop:
1) If required, aircraft must be stopped by tractor.
2) Aircraft brakes must only be used in case of strict necessity. If this
maneuver is not coordinated, the aircraft could be damaged.
Caution: If maneuver is not coordinated, the aircraft could be damaged.
e) Tractor fire: In case of tractor fire on nose gear:

1) Departure operations officer will advise crew about fire nature, its
location and remains in contact with them.
2) Maneuver is stopped and aircraft parking brakes are applied.
3) Tractor is moved away from the aircraft as soon as possible.
4) Fire is fought with extinguishers.
f) Interphone Failure
1) Ground staff stops immediately aircraft/tractor set.

7.12/P10
MANUAL – PART A
2) Ground staff informs Cockpit Crew about the interphone system

failure using marshalling signals.
3) Cockpit Crew gives permission to check the interphone connection,
using marshalling signals.
4) After permission from the Cockpit Crew, Ground staff tries to restore
the interphone system, by checking the connection.
If the connection is not restored: In case of multiple person operation
then communication with the flight crew will be established using hand
signals as described in section 7.8.
5) Cockpit Crew gives permission to resume pushback using marshalling
signals (thumb up).
6) After receiving permission from the Cockpit Crew, resumes pushback
using marshalling signals.
In case of a single person operation and if no other means of
communication are available, stop the movement (depending on local
situations and regulations) and immediately request assistance to
continue the movement.
7.12.4 Towing
7.12.4.1 General
a) Aircraft’s pushback procedure includes 3 following missions:
1. Controlling tractor
2. Communicate between ground operators and cockpit.
3. Managing brakes in cockpit.
These missions must be performed by atleast 2 agents who qualify the
requirements of skills and qualification. 01 agent will perform missions
number 1 or/and 2, 01 agent will perform missions number 3.
b) Station or maintenance department must provide required staff to ensure
aircraft safety upon arrival and departure on parking stand (lookout), if
required.
c) Agents must work in close collaboration and be extremely prudent in order to
comply with personnel, aircraft and equipment safety rules.
Caution: Runway safety precautions must be strictly complied with.
7.12.4.2 Equipment
a) Tractor:
1) Tractor used must be suited to weigh of the aircraft to be moved.

7.12/P11
MANUAL – PART A
2) It must be fitted with two aircraft chocks (min.), preferably red painted
and assigned to the tractor.
b) Towbar:
1) Towbar and safety pins must be adapted to type of aircraft to be moved.
2) 400 Hz cable support must be fitted on the towbar (if the aircraft have
to be powered by the tractor’s GPU).
3) A towbar with an un-lockable head must be use in order to guarantee
uncoupling of assembly if towbar safety pins shear.
4) Use of a 400 Hz cable fitted with an un-lockable system is
recommended in order to safeguard aircraft 400 Hz connector, if
towbar/aircraft assembly accidentally uncoupled.
5) When off loaded, the towbar must be towed, not pushed.
7.12.4.3 Personnel
a) Tractor driver:
i)He must check compliance of towbar.
ii) He is responsible for driving assembly throughout the towing
operations. He will be in constant communication with headset man or
in constant interphone communication with the mechanic in cockpit (in
case of towing consist of two agents), and be on VHF standby on the
towing frequency (if tractor has VHF).
b) Mechanic:
iii) Mechanic must use specific checklist to aircraft type to be moved.
iv) He will install aircraft nose gear and main gear safety pins.
Note: Aircraft safety pins must be used.
He is responsible for towing, and provides communication between cockpit
and control tower.
Agent responsible for maneuver has to deploy the pushback method to
tractor drivers before pushing the aircraft back (in case of pushback with 3
agents)
Note: communications with driver and control tower must be brief and
accurate.
Received messages are always repeated to ensure they are correctly
understood.
c) The lookout(s): The lookout(s) assist(s) aircraft during arrival/departure

operations at/from parking stand.
7.12.4.4 Towing preparation

7.12/P12
MANUAL – PART A
Performed by
Action Brake Tractor Ground
Operator Driver Communication
Apply the cockpit checklist for 
towing. Refer
Connect to AMM.
and test the interphone link.  
Insert the bypass pin. 
Give permission to connect the
towbar and tractor or towbarless

tractor after applying the aircraft
parking brake.
Connect the towbar; first to the 
aircraft,connecting
Before then to thethetractor.
towbarless 
tractor, ensure the aircraft main
landing gears are symmetrically
chocked.
Connect the tractor or towbarless 
tractoralland
Once set has
GSE the been
parking brake.
cleared away
from the aircraft, remove or check 
removal of aircraft chocks.
Switch on the external and anti-
collision lights

of the aircraft.
Caution: do not apply for ATR72 and
aircraftsthe
Contact have brokenTower
Control APU for
clearance to start moving the aircraft 
(depending on local regulations).
After receiving the clearance, release 
the aircraft
Give parking
clearance brake.
to the Tractor Driver 
to start moving
Request the aircraft.
confirmation from the Brake
Operator that the aircraft parking 
brake has been released.
Conduct tow. 
Caution: an agent can undertake both “drive tractor” and “ground

commnunication” missions. Refer to section 7.12.4.1 GOM
7.12.4.5 Towing
Towing must be made smoothly and at low speeds (maximum speed must
not exceed 10 km/h).

7.12/P13
MANUAL – PART A
Tractor driver must do:

1) Communicate all control tower instructions to the headset man.
2) Inform control tower or ground regulation (depending on the station) of
any incident.
3) Perform mandatory all instructions transmitted by mechanic via
interphone link.
4) Comply with distance requirements 100 m to another towed aircraft and
200m to an aircraft in motion with its engines running.
5) Stop 50m before any taxiway intersections when don’t use lookout.
7.12.4.6 End of towing
Performed by
Action
Brake Tractor
Operator Driver
Set tractor parking brake. 
Request Brake Operator to set the aircraft parking

brake.
Inform the Control Tower that towing is completed and
the frequency will be left (depending on local  
regulations).
Set the aircraft parking brake and check the pressure.
Inform the tractor Driver: PARKING BRAKE SET, 
PRESSURE CHECKED.
Chock the aircraft main landing gear. 
Switch off the external and anti-collision lights of the

aircraft.
Inform Brake Operator: AIRCRAFT CHOCKED. 
Request permission from Brake Operator to disconnect

the towbar or towbarless tractor.
Give permission to disconnect the towbar or towbarless

tractor.
Disconnect the towbar or towbarless tractor and

remove the bypass pin.
Chock the aircraft. 
Inform: TOWBAR/TRACTOR DISCONNECTED. 
Release the aircraft parking brake and inform:

PARKING BRAKE OFF.
Check and inform: AIRCRAFT STABILIZED. 
After permission from the Brake Operator, shut down 

7.12/P14
MANUAL – PART A
and disconnect the tractor GPU.

Install and connect a GPU. 
Remove and stow gear safety pins in the dedicated

location.
7.12.4.7 Incidents during towing
a) GPU tractor failure: If GPU cannot be restarted:

1) Towing continue using aircraft battery circuit after selecting backup
power supply, if applicable, depending on aircraft type,
2) Control tower shall be notified according to local regulations,
3) Since aircraft beacons are no longer in operation, the tractor driver will
light up tractor warning beacons or blinkers if they are not already in
operation.
4) After towing, technical support must be informed in order to check
batteries or to perform the aircraft trouble shouting.
b) Interphone link cut off:

1) If tractor is fitted with VHF, movement continues with caution. Remain
in contact with control tower.
2) Communicate with tractor driver by means of light signals (aircraft
taxiing lights):
STEADY = STOP
BLINKING = GO
3) If tractor has no VHF communication means, mechanic informs control
tower and waits for ground crew to continue maneuver.
c) Full aircraft VHF failure:

1) Assembly must come to an immediate standstill and aircraft parking
brake must be applied.
2) Tractor driver must advise control tower (if radio available) and
continue maneuver in cooperation with,
3) If the tractor has no radio, wait for support assistance (follow me, etc.)
d) Aircraft braking system failure:

Caution: Towing with convention tractors is only concerned.
1) Mechanic must warn tractor driver that an immediate stop is necessary
and advise control tower.
2) Tractor driver must chock aircraft. THE TRACTOR MUST NOT BE
UNCOUPLED.

7.12/P15
MANUAL – PART A
3) Maintenance crew must be awaited and the movement may only

continue after having notified the tower.
e) Coupling break-off: Tractor driver and mechanic will inform each other
by means of the following dialog:
Mechanic Tractor driver

“COUPLING BREAK-OFF”
-The assembly must be brake by - The tractor must not be brake.
progressively stepping on both
brake pedals.
- Aircraft path must be followed
attentively and the tractor must be
stopped according to the aircraft
position...
Note: If aircraft’s engine is running,
- As soon as the aircraft is at a quickly move tractor out of direction of
standstill, parking brake must be move aircraft.
applied before releasing the pedals.
- Aircraft must be chocked.
Note: If safety pins are broken, they must be retrieved, nothing should be left on
taxiway.
f) Tractor breakdown: Once assembly has stopped:

1) Aircraft parking brake must be applied and aircraft chocked,
2) Mechanic must advise control tower,
3) Tractor must not be coupled, maintenance crew must be awaited.
g) Tractor fire:
4) Tractor driver must notify mechanic,
5) Assembly must be stopped immediately.
6) Mechanic must do:
i) Notify control tower,
ii) Apply aircraft parking brake.
7) Tractor driver must do:
i) Move tractor away as rapidly as possible,
ii) Fight to fire using extinguishers,
iii) Chock aircraft,
h) Fire on board the aircraft:
1) Assembly must be stopped immediately.

7.12/P16
MANUAL – PART A
2) Mechanic must do:

i) Notify control tower,
ii) Apply aircraft parking brake,
iii) Fight fire with onboard fire extinguishers,
iv) Evacuate aircraft using onboard means if required.
3) Tractor driver must do:
i) Move tractor away,
ii) Chock aircraft.
7.12.4.8 Overtorque/Oversteering Alarm
Alarm Actions
Amber Stop aircraft/tractor set.
(caution) Line up aircraft/tractor till the caution is off.
Continue towing once the caution is off.
No need to inform Crew.
Red (Warning) Stop aircraft/tractor set.
Inform Crew/Operations “in
charge”/Control/Maintenance Department/…
Do not move the aircraft before aircraft maintenance
inspection and agreement.
AC Maintenance Department takes charge of the
aircraft.
GSE Maintenance Department takes charge of the
tractor.

DEPARTURE COORDINATION
GROUND OPERATION
MANUAL – PART A
CHAPTER 8

8.1/P1
General Rev 00
MANUAL – PART A
8.1 General
8.1.1 Purpose and scope
a) This part of the manual is established in order to define the basic

requirements on handling coordination of Vietnam Airlines flights in the
ramp to ensure safety and continuously improve ground handling quality for
flights.
b) The departure coordination functions to ensure that, on each flight:

1) The various necessary tasks must be done in accordance with regulated
procedures, started and ended in due time to allow on time departure and/
or to minimize the departure delay in the event of late arrival or incident.
2) Any risk/incident of delay occurring during a task is identified as soon as
possible. The corrective action is determined and initiated in due time.
c) The principles are applied for coordination in ramp handling for Vietnam
Airlines flights.
8.1.2 Principles
a) All tasks relating to flight handling, regardless of who performs them (e.g.
handling company, line maintenance, fuelling or catering agent, etc...) shall
be done in accordance with handling plans (usual and/or unusual) which
have been agreed with Vietnam Airlines’ Representative.
b) In case of out-of-plan (usual and/or unusual), Vietnam Airlines’

Representative (or authorized staff) shall be responsible as a coordinator for
flight handling and as a decision maker to supervise all activities (limited to
flight handling) in the basics of actual conditions and the agreements among
the related parties.
c) The coordinator must act as an information provider between the captain and
other related parties in flight handling.
d) In all circumstances, the following principles shall ensure to be applied:

1) Define with the related parties the completion time for each service
(according to Vietnam Airlines’ Service Quality Standards).
2) Availability and accessibility to contact with the agent in charge of
coordination during the whole handling.

8.1/P2
General Rev 00
MANUAL – PART A
e) The related parties must master the job standards and timing precision to
ensure the flight handling and punctuality, and have to inform the
Coordinator immediately if there are any difficulties or potentials that may
cause the flight delay.

8.2/P1
Control of ramp handling process Rev 01
MANUAL – PART A
8.2 Control of ramp handling process
8.2.1 Handling Planning
a) The station shall establish for each type of Vietnam Airlines turnaround
flight a normal planning basing on the minimum time needed to finish
ground handling services. This time will be use as the data base to build up
the public seasonal schedule. The plan must be reviewed, discussed and
agreed by the Vietnam Airlines Station Manager with other parties in charge
of coordination (handling company) according to the followings:
1) Requirements and criteria for handling regulated by Vietnam Airlines
2) Regulations of authority and airport facilities.
3) Ability of handling companies
4) Nature of the flight and the time for handling.
5) Regulation and airport facilities
Notice: Vietnam Airlines Station Manager have to follow regularly and
update timely different temporary regulations of each airport (special
pushback, operating in non-standard condition…)
b) The handling plan shall include the following contents:

1) Handling services for flight
2) The task order in handling, in which:
i) Each task shall be defined: the beginning, the ending, the duration for
handling and waiting time (if any).
ii) Task or the chain of tasks to effect on the time of handling shall be
noted and defined clearly.
c) Vietnam Airlines Station Manager and the other parties (handling company)
shall prepare the plan for the irregularities and for shortening service time.
d) The solutions to shorten the service shall be applied according to following

priorities orders:
1) Minimize the waiting time of each task
2) Shorten the service time by strengthening the handling abilities
(manpower, facilities, equipment...)
3) Apply the minimum service standards (or possibly eliminate some
unnecessary services)
e) The handling plan (normal or irregularity) shall be deployed by the Station

Manager to the concerned parties after discussion and agreement.

8.2/P2
Control of ramp handling process Rev 02
MANUAL – PART A
Notice: VNA's representatives will be responsible for defining the minimum

groundtime enough for the proper servicing of aircraft shall be implemented
followed VNA standards. This time will be used as the basis of flight
schedule set up. This minimum groundtime will be calculated by
establishing the handling plan mentioned at item b above with the minimum
time to finish each services. VAR 12.070 (a)
8.2.2 Performance supervision
The agent in charge of departure coordination on a flight shall:
8.2.2.1 Before the flight.
a) Gather and analyze the provisional information concerning the flight

(estimated time of arrival, passengers, baggage and cargo loads, parking bay
and airport constraints, passengers and cargo commercial particularities,
VIP, special request passengers, planning provided by the Vietnam Airlines’
Station Manager ...).
b) Select the turnaround planning based on the estimated time of arrival and
determine with an effort to reduce consecutive delay, if necessary for flight
re-schedule, the new departure time shall be revised as a target for all related
parties to propose a proper handling plan.
c) Inform each department handling the aircraft about the target and detailed
requirements (beginning and ending times for his task). As for the Passenger
Services Department, the information shall include the boarding schedule as
planned.
d) Inform the flight’s Captain and if necessary obtain his agreement on the
main decisions taken to ensure the flight punctuality taking into account of
the safety and commercial aspects.
8.2.2.2 During the flight handling
a) Control, either directly or through the information obtained, the time to

begin, the duration of performance and achievement of the turnaround tasks.
b) Identify as soon as possible any delay of a task in each period of the
handling process and in this basis to determine and initiate the necessary
corrective actions.

8.2/P3
Vietnam Airlines station manager’s Rev 03
GROUND OPERATION responsibilities 22Aug2017
MANUAL – PART A
c) Decide, if necessary, during the flight handling, the re-scheduling of certain

tasks, and then inform the involved staff and the Captain (e.g. boarding
time).
d) Actively refer to the Vietnam Airlines Station Manager any important
decisions pertaining to flight punctuality (e.g. waiting for connecting
passengers, re-scheduling), quality of service (e.g. operational irregularity)
or costs (e.g. passenger meals).
8.2.2.3 After the flight handling
a) Asses the flight handling performance; propose suggestion/ recommendation

to improve the service quality if necessary.
b) Take notes into the station’s log-book the main features, incidents or
anomalies encountered during the flight handling, as well as any proposal
which may contribute to improve the service quality for the next flights.
Notice : VNA assigns individuals to perform as co-ordinators only at VNA hub

stations.
The co-ordinators shall use the following checklist to ensure the safety of
ground handling activities on the ramp.
No ACTION  REMARKS
1. Pre-flight brief conducted regarding flight requirement(s) and
services as needed
2. Pre-arrival check parking position free of Foreign Object
Damage (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. Ensure guidance system is activated and marshaller(s)/wing
walkers correctly positioned as applicable
6. Personnel must stay clear of the aircraft, until anti-collision lights
have been switched off (exception applies if APU is not
operational)
7. Ensure aircraft chocked and coned
8. Ensure an arrival external check prior to approach of any ground
support equipment is done
9. Ensure equipment is properly positioned and operated (e.g. guide
rails)
10. Ensure cargo holds are offloaded and commodities correctly
handled as required
11. Ensure all cargo holds offloaded according to LIR and inspected
for damage
12. Passenger Bridge and/or Steps set to correct height before

8.2/P4
GROUND OPERATION responsibilities 22Aug2017
MANUAL – PART A
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
protected and guided in walkways between the aircraft and bus or
terminal
15. Passenger walkways clean of obstacles and free of undesired
contaminated substances
16. Fuel bowser/tank is properly positioned and escape route not
obstructed
17. Ensure FUEL SAFETY ZONES are respected
18. Ensure safety precautions for fuelling with passengers on board
or boarding are adhered to as applicable
19. Ensure on-load started and the person responsible for loading
oversight, such as a Load Master in possession of the LIR
20. Ensure condition of load inspected prior to loading
21. Ensure baggage and cargo loaded and handled in accordance
with the LIR
22. Ensure DG correctly handled, segregated, secured and stowed
23. Ensure holds are checked to verify load and locks/nets
configuration
24. Ensure Load information is exchanged with all deviations noted
25. Ensure final load information provided to Flight crew as required
26. Ensure GSE removal procedures followed
27. Ensure final ramp inspection and aircraft walk-around check
performed
28. Chocks and cones removal procedures followed
29. Ensure departure sequence conducted as required
30. Ensure post departure activities conducted as required with
appropriate document retention

8.3/P1
Rev 00
Coordinator’s professional requirements 01Jul2015
GROUND OPERATION
MANUAL – PART A
8.3 Coordinator’s professional requirements
The Coordinator in the flight handling shall finish a necessary professional

training and knowledge level to deal with:
a) Give instructions concerning flights scheduling, regulation and handling.
b) Master the very basic knowledge on flight handling: planning, handling

know-how (the order in handling), and limitations for each task.
c) Give instructions concerning Load Control (definition and relationship of

Load Control functions).
d) Be familiar with the Local Station procedures, the agreements with the
various related parties, as well as the contractual responsibilities and
obligations of the non-Vietnam Airlines parties on the basic of contracts and
limitations for each task.
e) Be competent and be able to implement the normal and irregularity plans

established at each station for various types of flight handling.
f) Master the Vietnam Airlines policies and regulations on passenger and cargo
handling.
g) Master the preventive actions for safety and security measures applicable
during the departure coordination activity (the general measures as well as
the local special measures).

8.4/P1
GROUND OPERATION responsibilities 01Jul2015
MANUAL – PART A
8.4 Vietnam Airlines station manager’s responsibilities.
The Vietnam Airlines Station Manager’s responsibilities in flight handling

coordination include:
a) Basing on principles and instructions within this procedure, Vietnam

Airlines’ Station Manager in cooperation with the related parties at each
station shall establish the Vietnam Airlines flight handling plan (for regular
and irregular flight) according to actual situations and conditions. The
agreed handling plan should be sent to Marketing Service Department –
Vietnam Airlines.
b) Be consistent on the flight handling plan with the Coordinator on the base of
his job description and the limitations of major decisions which has to be
referred to the Vietnam Airlines’s Station Manager.
c) Deploy to the agents whose job description includes the coordination in the
flight handling at the station, handling policy and service standards to be
used in case that there is a conflict between flight punctuality and
commercial purpose (passenger or cargo quality of service).
d) In the event of a delay due to the failure at the airport, systematically analyze
the flight handling operations and propose the necessary actions to avoid
against a similar delay.
e) Control the performance of flight handling and the coordination among the
parties as in procedures.
f) Systematically investigate and report the significant events, anomalies or

suggestions concerning the flight irregularities onto the station’s log-book.
g) In the station’s responsibilities, make “The Irregularity Report in Flight

Handling” to Marketing Services Department and Safety – Quality and
Security Department periodically and irregularly as regulated.

8.5/P1
Rev 00
Example of handling plan 01Jul2015
GROUND OPERATION
MANUAL – PART A
8.5 Example of handling plan

8.5.1 Handling plan A321

8.5/P2
Rev 00
GROUND OPERATION
MANUAL – PART A
8.5.2 Irregular handling plan A321

8.5/P3
Rev 00
GROUND OPERATION
MANUAL – PART A
8.5.3 Handling plan B777

8.5/P4
Rev 00
GROUND OPERATION
MANUAL – PART A
8.5.4 Irregular handling plan B777

8.5/P5
Rev 00
GROUND OPERATION
MANUAL – PART A

8.5/P6
Rev 00
GROUND OPERATION
MANUAL – PART A

8.5/P7
Rev 00
GROUND OPERATION
MANUAL – PART A
8.5.7 Handling plan B787

8.5/P8
Rev 00
GROUND OPERATION
MANUAL – PART A
8.5.8 Irregular handling plan B787

8.5/P9
Rev 00
GROUND OPERATION
MANUAL – PART A

8.5/P10
Rev 00
GROUND OPERATION
MANUAL – PART A

Gom A e 02 03 TR 01 Final

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GROUND OPERATION MANUAL

ISSUE 02, REV 03, 01OCT2017

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LIST OF NORMAL REVISIONS

LIST OF NORMAL REVISIONS

Issue Number Revision Number Effective Date Approval

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LIST OF SIGNIFICANT CHANGES

SIGNIFICANT CHANGES OF GOM ISSUE 02 REV 03

Section/ item Significant changes

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LIST OF SIGNIFICANT CHANGES

Section/ item Significant changes

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LIST OF TEMPORARY EFFECTIVE PAGES

Date: 03 Plar 07,01a Date: la II arZa Date: .20 narga

SIGNIFICANT CHANGES OF GOM ISSUE 02 REV 03

Update regulations about:

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No Users Quantit Remark

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Ground handling company in: HPH, VDH, VCL,

Ground handling company in: CGK, RGN, VTE,

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This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

This manual is uncontrolled when printed

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

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1.1.1 Compliance of Ground operation manual

1.1.2 Scope VAR 12.177

1.1.3 Applicable objects VAR 12.177

1.1.4 Subdivision of manual

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1.1.5 Definitions and abbreviations

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n) “Taxiway” is a defined path on a land aerodrome established for the

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f) “ATD” is Actual Time of Departure.

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gg) “%MAC” is Percentage of Mean Aerodynamic Chord).

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1.2 System of amendments and distribution

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ORGANISATION AND RESPONSIBILITY

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2.2 Nominated postholder

These persons shall have proven competency in civil aviation and be

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Responsibilities of operations management