GOM Rev 10

Section: TOC
Ground Operations
Page: 1
Manual GOM Rev date: 01 JAN 2015
Table of Contents
RoR Record Of Revisions
LEP List Of Effective Pages
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1 GENERAL
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2 GROUND OPERATIONS MANAGEMENT
3 STATION PROCEDURES
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4 TICKETING, RESERVATIONS AND FACILITATION
5 PASSENGER AND BAGGAGE HANDLING

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6 MESSAGES
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7 LOADING & LOAD CONTROL
8 CARGO OPERATION
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9 DANGEROUS GOODS
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10 DE-ICE
11 RAMP HANDLING
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12 MISCELLANEOUS
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13 AIRCRAFT GUIDE
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Section: RoR
Ground Operations
Page: 2
Rev date: 01 JAN 2015 Manual GOM
Record of revision
Keep the folder UP-TO-DATE by inserting all revisions immediately
If any number of the list is found to be missing, please notify Flight Operations Department.
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Section: LEP
Ground Operations Manual
Page: 1
GOM
Date/Rev: 01 MAY 2015 / 10
LIST OF EFFECTIVE PAGES

List of Effective Pages

To provide means of checking the contents of the GOM, a List of Effective Pages (LEP) is
filed in the front of this GOM. The LEP lists all required pages including the pages of the LEP
with the correct number and date. The contents of the GOM must at all times comply with the
contents as given on the LEP.
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Section: LEP Ground Opertions Manual
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GOM
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Section: 1
Ground Operations Page: 1
Manual GOM Date: 01 JAN 2015
SECTION 1 GENERAL
CONTENTS
1 General ........................................................................................................................ 3
1.1 Introduction / Foreword ............................................................................................. 3
1.1.1 Purpose of the Ground Operations Manual.................................................................. 3
1.1.2 Scope of the manual .................................................................................................... 3
1.1.3 Use of manual .............................................................................................................. 4
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1.1.4 Holder of manual .......................................................................................................... 4
1.1.5 Maintaining and revisions............................................................................................. 4
1.1.6 Copyright ...................................................................................................................... 4
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1.1.7 Abbreviations................................................................................................................ 5
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Section: 1
Page: 2
Ground Operations
Date: JAN 2015 Manual GOM
SECTION 1 GENERAL
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INTENTIONALLY BLANK
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Section: 1
SECTION 1 GENERAL
1 General
1.1 Introduction / Foreword
The NextJet Ground Operations Manual will be distributed digitally via e-mail as a pdf file, or as a
paper copy. The distribution list is kept and maintained electronically by NPH Ground Operations. The
GOM is also accessible on the Company intranet, under manuals
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This copy of the GOM is personal. Take good care of it, always have it available as a quick reference
and keep it out of the hands of unauthorized persons. Should your service with this company
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terminate, immediately return this manual to NextJet.
Only keep the latest issue at your office, delete all old copies. If the manual in its whole or parts of it is
printed, these pages shall be stamped "No revision service"
The Ground Operations Manual is property of NextJet.
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In case new operational procedures and directives are implemented in between two GOM revisions or
if applicable routines and procedures are not followed, NextJet will publish a CIS (Company
Information System), which serves as a temporary operating instruction, overriding the applicable
existing information in Nextjets Ground Operations Manual until a new revision is released. As soon
as a new revision of the Ground Operations Manual is released the information contained will
supersede the information provided through ealier CIS.
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groundoperations@nextjet.se
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Jesper Fredmark NextJet AB

NPH
Director Ground Operations
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1.1.1 Purpose of the Ground Operations Manual

NextJet is the trade name of NextJet AB, and it is used throughout this manual instead of the
complete name of the company. The main purpose of this manual is to ensure safe and smooth
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handling of NextJets aircraft, ground and cargo handling at all stations operated by NextJet. This
manual is meant to be general guideline and source of information for procedures, practices and
company policies for all personnel engaged in ground and cargo handling duties.
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1.1.2 Scope of the manual

The manual contains procedures, regulations and information for aircraft and passenger handling for
NextJet passengers and aircraft. The contents is based on NextJet policies, international and national
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aviation regulations and requirements such as EU OPS-1 together with standards and recommended
practices published by IATA and ICAO.
Section: 1
Page: 4
Ground Operations
SECTION 1 GENERAL
1.1.3 Use of manual

At the beginning of the manual there is a list of effective pages. Each page has a header which
indicates the effective date and section/page number. Each user of the manual shall ensure, as
necessary, from the issuer, which revision is the official up-to-date version.
Manual must be available to all personnel engaged in NextJet ground and cargo handling duties.
1.1.4 Holder of manual

For simplicity and clarification the holder of each copy will be referred to as he or him. The true
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meaning of these terms is he/she and him/her and should not be interpreted as discriminating in
any way.
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1.1.5 Maintaining and revisions
The Ground Operations Manual is distributed as a choice between two different document types and
the choice is made by the holder of each copy. Either a paper copy or a PDF document copy can be
obtained.
Each holder of the Ground Operations Manual shall keep his copy revised. Each amendment and
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revision includes an amendment letter as a cover page(s). Hand-written amendments or revisions are
not permitted.
NOTE: When an amendment concerns any provision or procedure, which must be approved by the
Authority, such an approval shall have been obtained before the amendment becomes
effective. Only when immediate amendments or revisions are required in the interest of
safety, they be published and implemented immediately provided that any approval required
has been applied for.
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Each revision includes a list of effective pages. The list of effective pages indicates all pages that are
valid at that date.
When the holder of the paper manual has updated the manual according to revision instructions he
must sign the revision record page and return it to the Director of Ground Operations, as stated on the
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revision record page, by email, fax, regular mail or by other means. The receivers of the PDF manual
need to verify receiving the updated document via email.
In order to indicate changes, additions or deletions in the text, a vertical line is used to highlight the
revised or newly published paragraphs on the pages.
In addition, the Amendment letter includes a brief description of revisions. The manual holder is
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required to carefully take note of all changes.

The Director of Ground Operations shall be informed about all discrepancies or errors in this manual.
Manuals which are no longer needed shall be returned to
NextJet Flight Operations Support

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Box 123, 190 46

Stockholm-Arlanda, Sweden
which shall also be informed of any change of manual holder or change in the holders address.
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The Director of Ground Operations is responsible for all information published in this manual.
1.1.6 Copyright
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Copyright NextJet AB 2014. All rights reserved. The contents must not be reproduced without prior
permission from the owners of the copyright.
NextJet
Ground Operations
Box 123, 190 46
Stockholm-Arlanda, Sweden
Tel.+46 (0) 70 870 88 00
email: groundoperations@NextJet.se
Section: 1
SECTION 1 GENERAL
1.1.7 Abbreviations
Abbreviations used in Aeronautical Information are listed below. The list mainly conforms to ICAO Doc
8400, ABBREVIATION AND CODES, with some additional Swedish abbreviations.
Abbreviation for units of measurement is normally in accordance with the SI.
NOTE 1 Abbreviations marked with> are the international Aeronautical Telecommunications

Service.
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NOTE 2 Abbreviations marked with * are, when radiotelephony is used, transmitted as spoken
words.
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NOTE 3 Abbreviations marked with # are, when radiotelephony is used, transmitted using the
individual letters.
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A
A Amber
(AAA,AAB,AAC) Amended meteorological message
A/A Air-to-air
AAL Above aerodrome level
ABM Abeam
ABN Aerodrome beacon
ABT About
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ABV Above
AC Altocumulus
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ACAS* Airborne collision avoidance system
ACC Area control centre
ACCID Notification of an aircraft accident
ACFT Aircraft
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ACK Acknowledge
ACL Altimeter check location
ACN Aircraft classification number
ACP Acceptance message
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ACPT Accept or accepted

ACT Active or activated or activity
AD Aerodrome
ADA Advisory area
ADDN Addition or additional
ADF# Automatic direction finding equipment
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ADIZ * Air defence identification zone

ADJ Adjacent
ADR Advisory route
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ADS Automatic dependent surveillance

ADSU Automatic dependent surveillance unit
ADVS Advisory service
ADZ Advise
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AES Aircraft earth station

AFIL Flight plan filed in the air
AFIS Aerodrome flight information service
AFM Yes or affirm or affirmative or that is correct
AFS Aeronautical fixed service
AFT After;... (time or place)
AFTN# Aeronautical fixed telecommunication network
A/G Air-to-ground
AGA Aerodromes
AGL Above ground level
AGN Again
AIC Aeronautical information circular
Section: 1
Page: 6
Ground Operations
SECTION 1 GENERAL
AlP Aeronautical information publication

AIRAC Aeronautical information regulation and control
AIREP Air-report
AIRMET Information concerning en-route weather phenomena which may affect the safety of low-level
aircraft operations
AIS Aeronautical information services
ALA A lighting area
ALERFA* Alert phase
ALR Alerting message
ALRS Alerting service
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ALS Approach lighting system
ALT Altitude
ALTN Alternate or alternating (light alternates in colour)
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ALTN Alternate (aerodrome)
AM Accountable Manager
AMA Area minimum altitude
AMD Amend or amended
AMDT Amendment (AIP Amendment)
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AMS Aeronautical mobile service
AMSL Above mean sea level
AMSS Aeronautical mobile satellite service
ANS Answer
AOC Aerodrome obstacle chart
AP Airport
APAPI > Abbreviated precision approach path Indicator
APCH
APP
Approach
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Approach control office or approach control Service
APR April
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APRX Approximate or approximately
APSG After passing
APV Approve or approved or approval
ARCC Aeronautical Rescue Coordination Centre
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ARFOR Area forecast (in aeronautical meteorological code)

ARNG Arrange
ARO Air traffic services reporting office
ARP Air-report (message type designator)
ARP Aerodrome reference point
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ARQ Automatic error correction

ARR Arrive, or arrival, or arrival message
ARS Special air-report (message type designator)
AS Altostratus
ASC Ascend to or ascending to
ASDA Accelerate-stop distance available
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ASPH Asphalt
ASR Aviation Safety
AT.. At (followed by time at which weather change is forecast to occur)
ATA# Actual time of arrival
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ATC# Air traffic control (in general)

ATD # Actual time of departure
ATFM Air traffic flow management
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ATL Aircraft Technical Log

ATIS* Automatic terminal information Service
ATM Air traffic management
ATN Aeronautical telecommunication network
ATP At.. (time or place)
ATIR Air Traffic Incident Report
ATS Air traffic service
ATTN Attention
ATZ Aerodrome traffic zone
AUG August
AUTH Authorised or authorisation
AUM All up Mass
AUX Auxiliary
Section: 1
SECTION 1 GENERAL
AVASIS Abbreviated visual approach slope indicator system

AVBL Available or availability
AVG Average
AVGAS* Aviation gasoline
AWTA Advise at what time able
AWY Airway
AZM Azimuth
B
B Blue
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BA Braking action
BASE* Cloud base
BCFG Fog patches
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BCL> Regulations for civil aviation (Swedish regulations)
BCN Beacon (aeronautical ground light)
BCST Broadcast
BDRY Boundary
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BECMG Becoming
BFR Before
BFT> Procedures for air traffic services (Swedish regulations)
BKN Broken
BL. . Blowing (followed by DU = dust, SA = sand ot SN =snow)
BLDG Building
BLO Below clouds
BLW Below..
BOMB Bombing
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BR Mist
BRF Short (used to indicate the type of approach desired or required)
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BRG Bearing
BRKG Braking
BS Commercial broadcasting station
BTL Between layers
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BTN Between
C
C Centre (runway identification)
C Degrees Celsius (Centigrade)
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CAT Category
CAT Clear air turbulence
CAVOK* Visibility, cloud and present weather better than prescribed values or conditions
CB# Cumulunimbus
CC Cirrocumulus
CCA Corrected meteorological message (CCB, CCC etc)
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CD Candela
CDL Configuration deviation List
CDN Coordination message
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CF Change frequency to . .
CGL Circling guidance light(s)
CH Channel
CHG Modification message
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CI Cirrus
CIDIN* Common ICAO data interchange network
CIT Near or over large towns
CIV Civil
CK Check
CL Centre line
CLA Clear type of ice formation
CLBR Calibration
CLD Cloud
CLG Calling
CLR Clears or cleared to.. or clearance
CLSD Close or closed or closing cm Centimetre
Section: 1
Page: 8
Ground Operations
SECTION 1 GENERAL
CMB Climb to or climbIng to

CMS Company Manual System
CMPL Completion or completed or complete
CNL Cancel, or cancelled, or flight plan cancellation message
CNS Communication, navigation and surveillance
COM Aeronautical Telecommunications Service or communications
CONC Concrete
COND Condition
CONS Continuous
CONST Construction or constructed
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CONT Continue or continued
CONT Contaminated RWY
COOR Coordinate or coordination
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COP Change-over point
COR Correct, or correction or corrected
COT At the coast
COV Cover or covered or covering
CPL Current flight plan message
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CR Cabin Report
CRDF> Cathode Ray Direction Finder
CRZ Cruise
CS Cirrostratus
CTA Control area
CTAM Climb to and maintain
CTC Contact
CTL
CTN
Control
Caution
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CTR Control zone
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CU Cumulus
CUF Cumuliform
CUST Customs
CW Continuous wave
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CWY Clearway
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D.. Danger area (followed by identification)
D Downward (tendency in RVR during previous 10 minutes)
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DA Decision altitude
DCD Double channel duplex
DCKG Docking
DCS Double channel simplex
DCT Direct (in relation to flight plan clearances and type of approach)
DEC December
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DEG Degrees
DEP Depart, or departure, or departure message
DES Descend to, or descending to
DEST Destination
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DETRESFA* Distress phase

DEV Deviation or deviating
DFTI Distance from touchdown indicator
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DH Decision height
DIF Diffuse
DIST Distance
DIV Divert or diverting
DLA Delay, or delayed, or delay message
DME# Distance measuring equipment
DNG Danger or dangerous
DOI Dry operating index
DOM Domestic
DOM Dry Operating Mass
DP Dew point temperature
DPT Depth
DR Deviation Report
Section: 1
SECTION 1 GENERAL
DR Dead reckoning
DR.. Low drifting (followed by DU = dust, SA = sand or SN = snow)
DRG During
DS Duststorm
DSB Double sideband
DTAM Descend to and maintain
DTG Date-time group
DTRT Deteriorate or deteriorating
DTW Dual tandem wheels
DU Dust
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DUC Dense upper cloud
DUR Duration
DVOR Doppler VOR
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DW Dual wheels
DZ Drizzle
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E East or eastern longitude
EAT Expected approach time
EB Eastbound
EET Estimated elapsed time
EFAS > Electronic Flashing Approach System lights
EFC Expect further clearance
EHF Extremely high frequency (30 000 to 300000 MHz)
ELEV Elevation
ELR Extra long range
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ELT Emergency locator transmitter
EM Emission
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EMBD Embedded in a layer (to indicate cumulonimbus embedded in layers of other clouds)
EMERG Emergency
EN > English
END Stop-end (related to RVR)
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ENE East north east

ENG Engine
ENRT En route
EOBT Estimated off-block time
EQPT Equipment
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ER Hereor herewith
ESE East south east
EST Estimate, or estimated, or estimate message
ETA# Estimated time of arrival or estimating arrival
ETD# Estimated time of departure or estimating departure
ETO Estimated time over significant point
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EUR European region

EV Every
EXC Except
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EXER Exercises or exercising or to exercise

EXP Expect or expected or expecting
EXTD Extend or extending
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F
F Fixed
F> Aviation fuel
FAC Facilities
FAF Final approach fix
FAL Facilitation of international air transport
FAP Final approach point
FATO Final approach and takeoff area
FAX Facsimile transmission
FBL Light (used to indicate the intensity of weather phenomena, interference or static reports,
e.g;\pard FBL RA = light rain)
FC Funnel cloud (tornado or water spout)
Section: 1
Page: 10
Ground Operations
SECTION 1 GENERAL
FCST Forecast
FCT Friction coefficient
FEB February
FEW Few
FG Fog
FIC Flight information centre
FIR# Flight information region
FIS Flight information service
FISA Automated flight Information service
FL Flight level
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FLD Field
FLG Flashing
FLR Flares
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FLT Flight
FLTCK Flight check
FLUC Fluctuating or fluctuation or fluctuated
FLW Follow(s) or following
FLY Fly or flying
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FM From
FM.. From (followed by time weather change is forecast to begin)
FMU Flow management unit
FNA Final approach
FO Flight Operations
FOR Flight Operation Report
FPL Filed flight plan message
FPM
FPR
Feet per minute
Flight plan route
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FR Fuel remaining
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FREQ Frequency
FRI Friday
FRNG Firing
FRONT* Front (relating to weather)
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FRQ Frequent
FSL Full stop landing
FST First
Ft Feet (dimensional unit)
FU Smoke
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FZ Freezing
FZDZ Freezing drizzle
FZFG Freezing fog
FZRA Freezing rain
G
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G Green
G/A Ground-to-air
G/A/G Ground-to-air and air-to-ground
GCA# Ground controlled approach system or ground controlled approach
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GEN General
GEO Geographic or true
GES Ground earth station
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GLD Glider
GND Ground
GNDCK Ground check
GNSS Global navigation satellite system
GOM Ground Operations Manual
GP Glide path
GR Hail or soft hail
GRASS Grass landing area
GRIB Processed meteorological data in the form of grid point values (in aeronautical meteorological
code)
GRVL Gravel
GS Ground speed
GS Small hail and/or snow pellets
Section: 1
SECTION 1 GENERAL
H
H> Hangars
H+> Hours plus...minutes past the hour
H24 Continuous day and night service
HAPI Helicopter approach path indicator
HBN Hazard beacon
HDF High frequency direction-finding station
HDG Heading
HEL Helicopter
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HF# High frequency (3 000 to 30 000 kHz)
HGT Height or height above
HJ Sunrise to sunset
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HKP# -
HLDG Holding
HN Sunset to sunrise
HO Service available to meet operational requirements
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HOL Holiday
HOSP Hospital aircraft
hPa Hectopascal
HR Hours
HS Service available during hours of scheduled operations
HURCN Hurricane
HVDF High and very high frequency direction finding stations (at the same location)
HVY Heavy
HVY
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Heavy (used to indicate the intensity of weather phenomena, e,g; HVY RA - - heavy rain)
HX No specific working hours
HYR Higher
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HZ Haze
Hz Hertz (cycle per second)
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IAC Instrument approach chart

IAF Initial approach fix
IAO In and out of clouds
IAR Intersection of air routes
IAS Indicated air speed
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IBN Identification beacon

IC Ice crystals (very small crystals in suspension, also know as diamond dust)
ICE Icing
ID Identifier or identification or identify
IDENT* Identification
IF Intermediate approach fix
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IFF Identification friend/foe

IFR# Instrument flight rules
IGA International general aviation
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ILS# Instrument landing system

IM Inner marker
IMC# Instrument meteorological conditions
IMG Immigration
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IMPR Improve or improving

IMT Immediate or immediately
INA Initial approach
INBD Inbound
INC In cloud
INCERFA* Uncertainty phase
INCH> Hours of increased charges
INFO* Information
INOP Inoperative
INP If not possible
INPR In progress
INS Inertial Navigation System INS
Section: 1
Page: 12
Ground Operations
SECTION 1 GENERAL
INSTL Install or installed or installation

INSTR Instrument
INT Intersection
INTL International
INTRG Interrogator
INTRP Interrupt or interruption or interrupted
INTSF Intensify or intensifying
INTST Intensity
IR Ice on runway
ISA International standard atmosphere
T
ISB Independent sideband
ISOL Isolated
IN
J
JAN January
JF> Jet fuel
JTST Jet stream
JUL July
PR
JUN June
K
Kg Kilograms
kHz Kilohertz
km Kilometres
kmh Kilometres per hour
kPa
kt
Kilopascal
Knots
L
kW Kilowatts
IA
L
L Locator
L> Litres
IC
L Left (Runway identification)

LAM Logical acknowledgement message
LAN Inland
LAT Latitude
LDA Landing distance available
FF
LDAH Landing distance available, helicopter

LDG Landing
LDI Landing direction indicator
LEN Length
LF Low frequency (30 to 300 kHz)
LFV> The Swedish Civil Aviation Administration
O
LGT Light or lighting

LGTD Lighted
LI> Locator inner
LIH Light intensity high
N
LIL Light intensity low

LIM Light intensity medium
LLZ Localizer
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LM Locator, middle
LMC Last Minutes Change
LMT Local mean time
LNG Long (used to indicate the type of approach desired or required)
LO Locator, outer
LOC Local, locally or location or located
LONG Longitude
LORAN* LORAN (long range air navigation system)
LRBL Least Risk Bomb Location
LRG Long range
LTD Limited
LTF> Landline telephone
LTT Landline teletypewriter
Section: 1
SECTION 1 GENERAL
LTTdx Landline teletypewriter, duplex

LV Light and variable (relating to wind)
LVE Leave or leaving
LVL Level
LVO Low visibility Operations
LYR Layer or layered
M
M Mach number (followed by figures)
M Metres (preceded by figures)
T
MAA Maximum authorised altitude
MAG Magnetic
MAINT Maintenance
IN
MAP Aeronautical maps and charts
MAPT Missed approach point
MAR March
MAR At sea
MAS Manual AlA simplex
PR
MAX Maximum
MAY May
MBST Microburst
MCA Minimum crossing altitude
MCW Modulated continuous wave
MDA Minimum descent altitude
MDF Medium frequency direction-finding station
MDH Minimum descent height
MEA
MEHT
Minimum en-route altitude
L
Minimum eye height over threshold (for visual approach slope indicator)
MET* Meteorological or meteorology
IA
METAR * Aviation routine weather report (in aeronautical meteorological code)
METO> Meteorological office
METS> Meteorological station
MF Medium frequency (300 to 3 000 kHz)
MHDF Medium and high frequency direction-finding stations (at the same location)
IC
MHVDF Medium, high and very high frequency direction finding stations (at the same location)
MHz Megahertz
MID Midpoint (related to RVR)
MIFG Shallow fog
MIL min Military Minutes
FF
MKR Marker radio beacon

MLM Max landing mass
MLS# Microwave landing system
MM Middle marker
MNM Minimum
MNPS Minimum navigation performance specifications
O
MNT Monitor or monitoring or monitored

MNTN Maintain
MOA Military operating area
MOC Minimum obstacle clearance (required)
N
MOD Moderate (used to indicate the intensity of weather phenomena, interference or static reports
e;g; MOD RA = moderate rain)
MON Above mountains
U
MON Monday
MOTNE Meteorological Operational Telecommunications Network Europe
MOV Move or moving
mps Metres per second
MSA Minimum Sector Altitude
MTOM Max takeoff mass
MZFM Maximum Zero Fuel Mass
N
N North or northern latitude
N No distinct tendency (in RVR during previous 10min)
NAT North Atlantic
NAV Navigation
Section: 1
Page: 14
Ground Operations
SECTION 1 GENERAL
NB Northbound
NBFR Not before
NC No change
NEB North eastbound
NDB# Non-directional radio beacon
NE Northeast
NGT Night
NIL * None or I have nothing to send to you
NM Nautical miles
NML Normal
T
NNE North northeast
NNW North northwest
NOF International NOTAM Office
IN
NOSIG * No significant change (used in trend type landing) fore-
NOTAM * (Notice to airmen)A notice containing information zoncerning the establishment, condition or
change in any aeronautical facility, service, proce dure or hazard, the timely knowledge of
which is essential to personnel concerned with flight operations.
NOV November
PR
NR Number
NRH No reply heard
NS Nimbostratus
NSC Nil significant cloud
NSW Nil significant weather
NW Northwest
NWB North-westbound
NXT Next
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OAC Oceanic area control centre
OAH Operation Administrations Handbook
OAS Obstacle assessment surface
OBS Observe or observed or observation
OBSC Obscure or obscured or obscuring
IC
OBST Obstacle
OCA Obstacle clearance altitude
OCA Oceanic control area
OCC Occulting (light)
FF
OCH Obstacle clearance height

OCL Obstacle clearance Limit
OCNL Occasional or occasionally
OCS Obstacle clearance surface
OCT October
OFP Operational Flight Plan
O
OHD Overhead
OM Outer marker
OPA Opaque, white type of ice formation
OPC The control indicated is operational control
N
OPMET* Operational meteorological (information)

OPN Open or opening or opened
OPR Operator or operate or operative or operating or operational
U
OPS * Operations
O/R On request
ORD Indication of an order
OSV Ocean station vessel
OTP On top
OTS Organized track system
OUBD Outbound
OVC Overcast
P
P Prohibited area (followed by identification)
PALS Precision approach lighting system (specify category)
PANS Procedures for air navigation service
Section: 1
SECTION 1 GENERAL
PAPI * Precision approach path indicator

PAR# Precision approach radar
PARL Parallel
PATC > Precision approach terrain profile chart
PAX Passenger(s)
PBE Protective Breathing Equipment
PCD Proceed or proceeding
PCN Pavement classification number
PDP Pre-determinded Point
PDG Procedure design gradient
T
PE Ice pellets
PER Performance
PERM Permanent
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PJE Parachute jumping exercise
PLA Practice low approach
PNR Point of no return
PO Dust/Sand whirls (dust devils)
PR
POB Persons on Board
POSS Possible
PPI Plan position indicator
PPR Prior permission required
PPSN Present position
PRFG Aerodrome partially covered by fog
PRI Primary
PRKG Parking
PROB * Probability
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PROC Procedure
PROV Provisional
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PS Plus
PSG Passing
PSN Position
PSP Pierced steel plank
IC
PSR > Primary radar

PTN Procedure turn
PTS Polar track structure
PWR Power
P3 > Prognostic chart for 300 hPa surface
FF

Ps > Prognostic chart (surface)
Psw > Prognostic significant weather chart
Q
O
QAR Quality Audit Report

QBI Compulsory IFR flight
QDM# Magnetic heading (zero wind)
N
QDR Magnetic bearing

QFE# Atmospheric pressure at aerodrome elevation (or at runway threshold)
QFU Magnetic orientation of runway
QIR Quality Investigation Report
U
QNH# Altimeter sub-scale setting to obtain elevation when on ground

QTE True bearing
QUAD Quadrant
R
R Right (runway identification)
R> Repairs
R Red
R.. Restricted area (followed by identification)
R..> Radial
RA> Radio altimeter reading
RA Rain
Section: 1
Page: 16
Ground Operations
SECTION 1 GENERAL
RA Resolution Advisory
RAC Rules of the air and air traffic services
RAFC Regional area forecast centre
RAG Ragged
RAG Runway arresting gear
RAI Runway alignment indicator
RB Rescue boat
RCA Reach cruising altitude
RCC Rescue coordination centre
RCF Radiocommunication failure message
T
RCH Reach or reaching
RCL Runway centre line
RCLL Runway centre line light(s)
IN
RCLR Recleared
RDH Reference datum height (for ILS)
RDL Radial
RDO Radio
RE. . Recent (used to qualify weather phenomena e.g, RERA = recent rain)
PR
REC> Receive or receiver
REDL Runway edge light(s)
REF Reference to.. or refer to..
REFF> Rescue and fire fighting category
REG Registration
RENL Runway end light(s)
REP Reporting point
REO
RERTE
Request or requested
Reroute
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RG Range (lights)
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RIF Reclearance in flight
RITE Right (direction of turn)
RL Report leaving
RLA Relay to
IC
RLCE Request level change enroute

RLLS Runway lead-in lighting system
RLNA Requested level not available
RMK Remark
RNAV * Area navigation
FF
RNG Radio range

RNP Required navigation performance
ROC Rate of climb
ROD Rate of descent
ROFOR Route forecast (in aeronautical meteorological code)
RON Receiving only
O
RPL Repetitive flight plan

RPLC Replace or replaced
RPS Radar position symbol
RQMNTS Requirement
N
RQP Request flight plan (message type designator)

RQS Request supplementary flight plan (message type designator)
RR Report reaching
U
RRA Delayed meteorological message (RRB. RRC etc)

RSC Rescue sub-centre
RSCD Runway surface condition
RSP Responder beacon
RSR Enroute surveillance radar
RTD Delayed (used to indicate delayed meteorological message)
RTE Route
RTF Radiotelephone
RTHL Runway threshold light(s)
RTN Return or returned or returning
RTODAH Rejected takeoff distance available, helicopter
RTG Radiotelegraph
RTT Radioteletypewriter
Section: 1
SECTION 1 GENERAL
RTZL Runway touchdown zone light{s)

RUT Standard regional route transmitting frequencies
RV Rescue vessel
RVSM Reduced Vertical Separation Minima
RVR# Runway visual range
RWY Runway
S
S South or southern latitude
SA Sand
T
SAF> Swedish Air Force
SALS Simple approach lighting system
SAN Sanitary
IN
SAP As soon as possible
SAR Search and rescue
SARPS Standards and Recommended Practices {ICAO)
SAT Saturday
PR
SATCOM* Satellite communication
SB Southbound
SC Stratocumulus
SCT Scattered
SDBY Stand by
SE Southeast
SEB South-eastbound
SEC Seconds
SECT Sector
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SELCAL* Selective Calling System (SELCAL)
SEP September
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SER Service or servicing or served
SEV Severe (used e.g. to qualify icing and turbulence reports)
SFC Surface
SG Snow grains
IC
SGL Signal
SH.. Showers (followed by RA = rain, SN = snow, PE =ice pellets, GR = hail, GS =small hail and/or
snow pellets or combinations thereof, e.g. SHRASN = showers of rain and snow)
SHF Super high frequency (3 000 - 30 000 MHz)
SID * Standard instrument departure
FF
SIF Selective identification feature

SIGMET* Information concerning en route weather phenomena which may affect the safety or aircraft
operations
SIGWX Significant weather
SIMUL Simultaneous or simultaneously
SIWL Single isolated wheel load
O
SKC Sky clear

SKED Schedule or scheduled
SLP Speed limiting point
N
SLW Slow
SMC Surface movement control
SMR Surface movement radar
SN Snow
U
SNOWTAM * A special series NOTAM notifying the presence or removal of hazardous conditions due to
snow, ice, slush or standing water associated with snow, slush ice on the movement area SNT
> Swedish Standard Time (= UTC +1 HR)
SPECI * Aviation selected special weather report (in aeronautical meteorological code)
SPECIAL * Special meteorological report (in abbreviated plain language)
SPI> Special position indicator
SPL Supplementary flight plan message
SPOC SAR point of contact
SPOT* Spot wind
SQ Squall
SR Squall line
SR Sunrise
Section: 1
Page: 18
Ground Operations
SECTION 1 GENERAL
SRA Surveillance radar approach

SRE Surveillance radar element of precision approach radar system
SRG Short range
SRR Search and rescue region
SRY Secondary
SS Sandstorm
SS Sunset
SSB Single sideband
SSE South southeast
SSR# Secondary surveillance radar
T
SST Supersonic transport
SSUT> Swedish Summer time (UTC + 2 HR)
SSW South southwest
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ST Stratus
STA Straight in approach
STAR Standard instrument arrival
STD Standard
STF Stratiform
PR
STN Station
STNR Stationary
STOL Short takeoff and landing
STS Status
STWL Stopway light(s)
SUBJ Subject to
SUN Sunday
SUP
SUPPS
Supplement (AlP Supplement)
Regional supplementary procedures
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SVC Service message
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SVCBL Serviceable
SW Southwest
SW> Swedish
SWB South-westbound
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SWY Stopway
S3> 3-hourly surface synoptic chart
T
T Temperature
FF
TA Transition altitude
TA Traffic Advisory
TACAN * UHF Tactical Air Navigation Aid
TAF* Aerodrome forecast
TAFOR> Aerodrome forecast in full form
TAIL * Tail wind
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TAR Terminal area surveillance radar

TAS True airspeed
TAX Taxiing or taxi
TC Tropical cyclone
N
TCAS Traffic Collision Avoidance System

TCU Towering cumulus
TDO Tornado
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TDZ Touchdown zone

TECR Technical reason
TEL Telephone
TEMPO * Temporary or temporarily
TEND * Trend forecast
TFC Traffic
TFN > Telephone (apparatus)
TGL Touch-and-go landing
TGS Taxiing guidance system
THR Threshold
THRU I am connecting you to another switchboard
THU Thursday
TIA > Traffic Information Area
Section: 1
SECTION 1 GENERAL
TIL * Until
TIP Until past..;(place)
TIZ > Traffic Information Zone
TKOF Take off
TL. . Till (followed by time by which weather change is forecast to end)
TLOF Touchdown and liftoff area
TMA# Terminal control area
TMC > Terminal control centre
TNA Turn altitude
TNH Turn height
T
TO To.. (place)
TOC Top of climb
TOD Top Of Descend
IN
TODA Takeoff distance available
TODAH Takeoff distance available, helicopter
TOP Cloud top
TP Turning point
PR
TR Track
TRA Temporary reserved airspace
TRANS Transmits or transmitter
TRL Transition level
TROP Tropopause
TS Thunderstorm (In aerodrome reports and fore casts, TS used alone means thunder heard but
no precipitation at the aerodrome)
TS.. Thunderstorm (followed by RA = rain, 5N = snow, PE ice pellets, GR = hail and/or snow pellets
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or combinations thereof, eg. TSRASN = thunder storm with rain and snow)
TT Teletypewriter
TTL Total traffic load
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TUE Tuesday
TURB Turbulence
TVOR Terminal VOR
TWR Aerodrome control tower
IC
U
U Upward (tendency in RVR during previous 10minutes)
UAB Until advised by;
UAC Upper area control centre
FF
UAR Upper air route

UDF Ultra high frequency direction-finding station
UFN Until further notice
UHDT Unable higher due traffic
UHF# Ultra high frequency (300 w 3 000 MHz)
UIC Upper information centre
O
UIR # Upper flight information region

ULR Ultra long range
UNA Unable
N
UNAP Unable to approve

UNL Unlimited
UNREL Unreliable
U/S Unserviceable
U
UTA Upper control area

UTC # Coordinated Universal Time
Section: 1
Page: 20
Ground Operations
SECTION 1 GENERAL
V
VA Volcanic ash
VAC Visual approach chart
VAL In valleys
VAN Runway control van
VAR Visual-aural radio range
VAR Magnetic variation
VASlS * Visual approach slope indicator system
VC In vicinity of the aerodrome (followed by FG = fog, FC = funnel cloud, PO = dust devils, BLDU =
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blowing dust, BLSA = blowing Mnd, or BLSN = blowing snow, e;g. VC FG = fog in vicinity)
VCY Vicinity
VDF Very high frequency direction-finding station
IN
VER Vertical
VFR # Visual flight rules
VHF # Very high frequency {30 00 kHz - 300 MHz)
VIP # Very important person
VIS Visibility
PR
VLF Very low frequency (3 - 30 kHz)
VLR Very long range
VMC # Visual meteorological conditions
VOLMET * Meteorological information for aircraft in flight
VOR # VHF omnidirectional radio range
VORTAC * VOR and TACAN combination
VOT VOR airborne equipment test facility
VR
VRB
Voyage Report
Variable
L
VSA By visual reference to the ground
IA
VSP Vertical speed
VTOL Vertical takeoff and landing
W
IC
W White
W West or western longitude
WAC World Aeronautical Chart - ICAO 1 :1 000 000
WAFC World area forecast centre
WAT Weight at takeoff
FF
WB Westbound
WBAR Wing bar light
WDI Wind direction indicator
WDSPR Widespread
WED Wednesday
WEF With effect from or effective from
O
WI Within
WID Width
WIE With immediate effect or effective immediately
WILCO * Will comply
N
WINTEM Forecast upper wind and temperature for aviation

WIP Work in progress
WKN Weaken or weakening
U
WNW West north west

WO Without
WPT Way point
WRNG Warning
WS Wind shear
WSPD Windspeed
WSW West south west
WT Weight
WTSPT Waterspout
WX Weather
Section: 1
SECTION 1 GENERAL
X
X Cross
XBAR Crossbar (of approach lighting system)
XNG Crossing
XS Atmospherics
Y
Y Yellow
YCZ Yellow caution zone (runway lighting)
T
YR Your
IN
HT Operational hours (ppethllningstider)
PR
L
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IC
FF
O
N
U
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Ground Operations
SECTION 1 GENERAL
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Section: 2
Manual GOM Date: 01 MAY 2015
SECTION 2 GROUND OPERATIONS MANAGEMENT
CONTENTS
2 Ground Operations Management ............................................................................. 5
2.1 Ground Operations .................................................................................................... 5
2.1.1 Purpose and aim .......................................................................................................... 5
2.1.2 Scope ........................................................................................................................... 5
2.1.3 Reference to instructors ............................................................................................... 5
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2.2 Duties and responsibilities........................................................................................ 6
2.2.1 Director Ground Operations (Nominated Person Ground Operations) ........................ 6
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2.2.1.1 Responsibilities ............................................................................................................ 6
2.2.1.2 Delegation of duties:..................................................................................................... 6
2.2.1.3 The responsibilities of the post holder.......................................................................... 7
2.2.1.3.1 Key Responsibilities and Accountabilities .................................................................... 7
2.2.1.3.2 Duties and Essential Job Functions ............................................................................. 7
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2.2.1.3.3 Qualification Requirements .......................................................................................... 7
2.2.1.3.4 Initial training ................................................................................................................ 8
2.2.1.3.5 Recurrent training......................................................................................................... 8
2.2.1.4 Deputy Director Ground Operations............................................................................. 8
2.2.1.4.1 Key Responsibilities and Accountabilities .................................................................... 8
2.2.1.4.2 Duties and Essential Job Functions ............................................................................. 8
2.2.1.4.3 Qualification Requirements .......................................................................................... 8
2.2.2
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Supervision Ground Operations ................................................................................... 9
2.2.2.1 Assestment................................................................................................................... 9
2.2.2.2 Station Inspection......................................................................................................... 9
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2.2.2.3 Station Audit ................................................................................................................. 9
2.2.2.4 Station Contracts.......................................................................................................... 9
2.2.2.5 Company Reports ........................................................................................................ 9
2.2.2.6 Meetings..................................................................................................................... 10
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2.2.2.6.1 Airline Management Group (AMG)............................................................................. 10

2.2.2.6.2 Nominated Postholders Meetings .............................................................................. 10
2.2.2.6.3 Flight Safety Meetings................................................................................................ 10
2.2.2.6.4 Report - meeting process ........................................................................................... 11
FF
2.2.2.7 Contract - Process...................................................................................................... 11

2.2.2.8 Audit/Inspection Process............................................................................................ 12
2.2.2.8.1 Station Self Inspection................................................................................................ 12
2.2.2.8.2 Inspection and audit findings...................................................................................... 12
2.2.2.8.3 De-icing and Fuel Audit .............................................................................................. 12
2.2.2.8.4 Training ...................................................................................................................... 12
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2.3 Ground handling agents.......................................................................................... 13

2.3.1 General....................................................................................................................... 13
2.3.1.1 Station Responsibility Chart ....................................................................................... 14
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2.3.2 IATA Standard ground handling agreement............................................................... 15

2.3.2.1 SGHA versions........................................................................................................... 15
2.3.3 The structure of the SGHA ......................................................................................... 15
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2.3.3.1 Main agreement ......................................................................................................... 15

2.3.3.2 Annex A...................................................................................................................... 15
2.3.3.3 Annex B...................................................................................................................... 15
2.3.4 Simplified procedure................................................................................................... 16
2.3.5 Ground handling charge note..................................................................................... 16
2.3.6 Execution of the handling agreements ....................................................................... 16
2.3.7 Quality standards ....................................................................................................... 16
2.3.8 Definitions and terminology ........................................................................................ 17
2.3.9 Service delivery standards ......................................................................................... 19
2.3.9.1 General....................................................................................................................... 19
2.3.9.1.1 Handling Relation ....................................................................................................... 19
Section: 2
Page: 2
Ground Operations
Date: 01 MAY 2015 Manual GOM
2.3.9.1.2 Passenger Service Philosophy................................................................................... 19

2.3.9.1.3 Visibility ...................................................................................................................... 19
2.3.9.1.4 General and employee appearance ........................................................................... 19
2.3.9.1.5 Medications, alcohol and drugs.................................................................................. 19
2.3.9.1.6 Emergency Preparations............................................................................................ 19
2.3.9.1.7 Service Delivery Management ................................................................................... 19
2.3.9.1.8 Qualifications and Experience.................................................................................... 20
2.3.9.1.9 Punctuality.................................................................................................................. 20
2.3.9.1.10 Performance review ................................................................................................... 20
2.3.9.1.11 Communication .......................................................................................................... 20
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2.3.9.1.12 Requirements ............................................................................................................. 21
2.3.9.2 Check-in and Baggage Handling................................................................................ 21
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2.3.9.2.1 Flight editing ............................................................................................................... 21
2.3.9.2.2 Meal order and meal count......................................................................................... 21
2.3.9.2.3 Check-in positions ...................................................................................................... 21
2.3.9.2.4 Common Check-in...................................................................................................... 21
2.3.9.2.5 Special passengers .................................................................................................... 21
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2.3.9.2.6 Seat selection............................................................................................................. 22
2.3.9.2.7 Special check-in facilities ........................................................................................... 22
2.3.9.2.8 Document Check........................................................................................................ 22
2.3.9.2.9 Check-in material ....................................................................................................... 22
2.3.9.2.10 Baggage check-in....................................................................................................... 22
2.3.9.2.11 Excess baggage......................................................................................................... 22
2.3.9.2.12 Handling of special baggage ...................................................................................... 22
2.3.9.2.13
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Baggage reconciliation ............................................................................................... 22
2.3.9.2.14 Crew baggage reconciliation ...................................................................................... 23
2.3.9.2.15 Acceptance and handling of LMC baggage ............................................................... 23
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2.3.9.2.16 Acceptance of stand-by baggage............................................................................... 23
2.3.9.2.17 Baggage segregation ................................................................................................. 23
2.3.9.2.18 Baggage irregularity on departure.............................................................................. 23
2.3.9.3 Lounges...................................................................................................................... 23
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2.3.9.4 Gate Service............................................................................................................... 23

2.3.9.4.1 Cockpit door ............................................................................................................... 23
2.3.9.4.2 Commencement of boarding ...................................................................................... 23
2.3.9.4.3 Document check......................................................................................................... 23
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2.3.9.4.4 Carry-on baggage check/removal .............................................................................. 24

2.3.9.4.5 Boarding announcements and languages.................................................................. 24
2.3.9.4.6 Pre-boarding and boarding sequence ........................................................................ 24
2.3.9.4.7 Completion of the flight handling ................................................................................ 24
2.3.9.5 Flight Arrival ............................................................................................................... 25
2.3.9.5.1 General....................................................................................................................... 25
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2.3.9.5.2 Disembarkation procedures ....................................................................................... 25

2.3.9.6 Baggage handling / arrival service ............................................................................. 25
2.3.9.6.1 Baggage delivery........................................................................................................ 25
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2.3.9.6.2 Baggage irregularities on arrival................................................................................. 26

2.3.9.7 Flight irregularities ...................................................................................................... 26
2.3.9.7.1 General....................................................................................................................... 26
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2.3.9.7.2 Flight delay ................................................................................................................. 26

2.3.9.7.3 Flight cancellation....................................................................................................... 26
2.3.9.7.4 Denied boarding ......................................................................................................... 27
2.3.9.8 Load Control............................................................................................................... 27
2.3.9.8.1 General....................................................................................................................... 27
2.3.9.8.2 Cockpit door ............................................................................................................... 27
2.3.9.8.3 Load planning, weight and balance information ......................................................... 28
2.3.9.8.4 Pre-flight Communication ........................................................................................... 28
2.3.9.8.5 Finalization of load control documents ....................................................................... 28
2.3.9.9 Flight Operations and Crew Administration................................................................ 29
2.3.9.9.1 Flight Preparation at the Airport of Departure ............................................................ 29
2.3.9.9.2 Company Flight Plan .................................................................................................. 29
Section: 2
2.3.9.9.3 Slot Allocation............................................................................................................. 30

2.3.9.9.4 Meteorological Pre-flight Documentation ................................................................... 30
2.3.9.9.5 Post-flight Communications........................................................................................ 31
2.3.9.9.6 Departure Control System (DCS)............................................................................... 31
2.3.9.9.7 Centralized Load Control (CLC) ................................................................................. 31
2.3.9.10 Unit Load Device (ULD) Control and Administration .................................................. 31
2.3.9.11 Ramp.......................................................................................................................... 31
2.3.9.11.1 Safety on the ramp ..................................................................................................... 31
2.3.9.11.2 Parking ....................................................................................................................... 32
2.3.9.11.3 Use of Marker Cones ................................................................................................. 32
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2.3.9.11.4 Moving of Aircraft ....................................................................................................... 32
2.3.9.11.5 Departure Check and Ramp to Flight deck Communication ...................................... 33
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2.3.9.11.6 Push-back of Aircraft and Starting of Engines............................................................ 33
2.3.9.12 Aircraft Servicing and Interior Cleaning...................................................................... 33
2.3.9.12.1 Toilet and Potable Water Service............................................................................... 36
2.3.9.12.2 Cooling and Heating................................................................................................... 36
2.3.9.12.3 De-Icing/Anti-Icing Services and Snow/Ice Removal ................................................. 36
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2.3.9.12.4 Replenishing of Oils and Fluids.................................................................................. 36
2.3.9.13 Security ...................................................................................................................... 36
2.3.9.13.1 Emergency and threat ................................................................................................ 36
2.3.9.13.2 Protection of aircraft ................................................................................................... 37
2.3.9.13.3 Security Search .......................................................................................................... 37
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Ground Operations
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Section: 2
2 Ground Operations Management

2.1 Ground Operations
2.1.1 Purpose and aim
Ground Operations is a function within NextJet, responsible for arranging safe, efficient, economical
and customer oriented ground and cargo handling operations for all NextJet flights. These services
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are carried out in accordance with the approved NextJet quality standards as well as safety rules
imposed by NextJet or any appropriate authority.
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In the NextJet service chain the ground operations department is an essential element of the
passengers journey and shall provide and secure to the passengers, load and aircraft punctual
service that meets the expectations of the customers and thus helps in maintaining and developing
loyal ties between NextJet and its customers.
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2.1.2 Scope
All ground and cargo handling operation is outsourced to external parties (Handling Companies and
service providers) in order to perform the work for NextJet.
These ground services include:

Passenger check-in, gate- and arrival services.
Baggage handling
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Cargo handling
Aircraft handling
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Load planning, load control
Catering loading
De-/Anti-Icing
Fueling
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2.1.3 Reference to instructors

The general instructions and guidelines for ground operations are described in the Operations Manual
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(OM) and Ground Operations Manual (GOM).

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Section: 2
Page: 6
Ground Operations
2.2 Duties and responsibilities

2.2.1 Director Ground Operations (Nominated Person Ground Operations)
Scope
Ground Operations include the following functions:
Passenger and baggage handling;
Cargo operations/handling;
Aircraft ground handling services;
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Defining requirements for sub-contracted ground services;
Proper evaluation and compliance control of subcontracted ground services, including self
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monitoring;
Arranging the ground operations in such a manner that the requirements set by the authorities
and NextJet are fulfilled;
Procedures, instructions and documentation of ground services; and
Inspection and reporting of ground services.
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2.2.1.1 Responsibilities
Responsibility to direct the ground and cargo operations, including all services related to flights
operated under NextJets AOC so that they are performed in accordance with the methods and
procedures described in the NextJet Ground Operations manual (GOM) and OM-A.
Responsible for reception of documentation and/or data from external sources to ensure
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information is received in time to satisfy operational requirements
Responsible for the contents of the NextJet Ground Operations Manual and acting as a principal
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point of contact between NextJet and the Authority for all matters related to Ground Operations.
The Ground Operations Manual fulfils both internal and external requirements.
Responsible for the management and supervision of all functions within ground handling and
cargo operations and is accountable to senior management for the safe and secure operations of
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ground and cargo operations.
2.2.1.2 Delegation of duties:

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Director Ground Operations shall ensure delegation of duties and responsibilities are communicated
by e-mail, sms or other info sources to all necessary personnel/functions in case of own absence. In
case the absence exceeds 30 days, the Swedish Transport Agency shall be informed.
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Section: 2
2.2.1.3 The responsibilities of the post holder
2.2.1.3.1 Key Responsibilities and Accountabilities

Director Ground Operations has the overall responsibility for all operational ground activities within
NextJet.
He is responsible for:
Ensuring the safety and security of the ground and cargo handling operation;
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Ensuring a cost effective ground handling operation, and
Ground Operations budget.
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2.2.1.3.2 Duties and Essential Job Functions
Director Ground Operations is responsible for the following internal and external demands:
Take all measures required for the security of aeroplanes, passengers, baggage and cargo;
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Publish company and aeroplane type specific procedures needed to ensure that ground and
cargo operations is performed safely and efficiently;
Supervise and perform quality inspections of contracted companies (incl. fuel and de-icing) in
order to assure that required standards are met.
Ensure that all staff within the department are properly trained
Provide long-term resource planning
Develop and maintain a compliance inspection plan
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In cooperation with the Director Crew Training establish relevant training.
Provide operational basis for budgeting
Participate in meeting according to meeting schedule in OM Part A and Corporate manual.
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Responsible for Dangerous Goods within NextJet
Be responsible for agreements with outsourced ground handling activities.
When necessary participate in training conferences or seminar held by external entities.
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2.2.1.3.3 Qualification Requirements

DGO shall be accepted by the Authority.
Possess relevant experience within the scope of Ground and Cargo Operations.
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Be well acquainted with international/national regulations and other relevant industrial norms.
Minimum 2 years management experience or relevant education.
Minimum 5 years of work experience from the aviation business
Good knowledge of contract negotiations and supervision.
Have good knowledge and/or experience in ground operations activities.
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Green belt certification

IOSA familiarization training
Dangerous Goods training according to regulations
Security awareness training
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Quality briefing.
Computer skills
Proficiency in English language.
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Section: 2
Page: 8
Ground Operations
2.2.1.3.4 Initial training

For compliance training see CM chapter 2.
For safety training see CM chatper 5.
IOSA familiarization
Dangerous Goods training according to regulations
Security awareness
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2.2.1.3.5 Recurrent training
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For compliance training see CM chapter 2.
For safety training see CM chatper 5.
Dangerous goods
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Security awareness
2.2.1.4 Deputy Director Ground Operations
2.2.1.4.1 Key Responsibilities and Accountabilities

Deputy Director Ground Operations shall support and assist Director Ground Operations with regards
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to operational ground activities within NextJet.
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2.2.1.4.2 Duties and Essential Job Functions
Deputy Director Ground Operations will assist and support the following internal and external
demands:
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Develop procedures to ensure safe, punctual and economic operation of all Company flights by
establishing or contracting professional ground handling of Company airplanes, their load, flight
crew and all passengers at all aerodromes to which the Company operates
Take all measures required for the security of airplanes, passengers, baggage and cargo in
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cooperation with relevant Authorities

Develop procedures to establish, maintain and conduct training programs for ground personnel to
achieve safe and effective ground handling in the most appropriate manner
Develop procedures to administer training activities required for operational personnel as
described in Operations Manual Part D
Publish and keep up-to-date appropriate directives for personnel under training and for ground
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handling personnel, airplane type specific procedures needed for ground handling activities
Develop procedures to ensure that legal requirements and the provisions of AOC relating to
ground operations are strictly followed, act as Company representative to all Authorities as far as
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ground operations are concerned

Develop procedures to supervise contracted companies in order to assure that required standards
are met since the Company retains the overall responsibility
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Develop Dangerous Goods procedures and routines

Support and assist Director Ground Operations in contacts with companies providing ground
handling services
2.2.1.4.3 Qualification Requirements

Minimum 3 years of operational experience from the aviation business
Good knowledge of contract negotiations
Experience from working with Authorities
Have good knowledge of operational regulations
Have good knowledge of contract supervision
Section: 2
2.2.2 Supervision Ground Operations

The methods and activities used to supervise ground and cargo operations are as follows.
2.2.2.1 Assestment
Assestment is a process used in order to verify that a planned sub-contractor fulfill NextJet safety and
quality needs. Assessment of ground handling companies should be made by the Director Ground
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Operations prior to the start of new scheduled routes and destinations.
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2.2.2.2 Station Inspection
Station Inspections are performed at least once every 24 months and should verify that the contracted
services are delivered to NextJet safety and quality needs. Special attention should be given to
training records in order to verify that all staff involved in the handling of NextJet passengers and
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equipment are competent to perform the tasks required. When special knowledge is required in order
to perform the inspection the task might be contracted to third party. An example of contracted station
inspections could be Fuel and De-Ice inspections.
2.2.2.3 Station Audit

Station Audits will be sample audits part of the Quality Assurance.
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2.2.2.4 Station Contracts
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When an agreement is reached of what services to be provided by a handling company it shall be
formalized into a contract. IATAs Standard ground
Handling Agreements (IATA SGHA), according to IATA Airport Handling Manual shall be used to the
extent possible.
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All signed contracts are filed and kept in Ground Operations Department.
A signed contract shall be established for all services at stations with regular NextJet operations.
However for occasional flights and for service of short duration, an agreement by exchange of letter or
email with reference to the IATA SGHA may be sufficient. See GOM 2.3.2 for more information
regarding SGHA.
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All SGHA should have an appendix LSP, Local Station Procedure, in order to monitor the quality
delivered with respect to local conditions.
See also GOM 3.2.
2.2.2.5 Company Reports

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Company Reports is an important tool in order to monitor daily operations. If there is a deviation from
normal procedures and plans all NextJet staff is urged to write a report. This report will be sent to all
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parties involved in the issue and correctional actions must be taken to prevent the nonconformance to
occur again. A reply to the report should be sent as soon as possible, but no later than 30 days after
receiving the company report.
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Section: 2
Page: 10
Ground Operations
2.2.2.6 Meetings
The objective of an operational control is to collect and process the entire valuable information from
the different departments the meeting schedule below applies. This is a tool for the management to
keep track of companys performance. The sequences of these meetings are designed to optimize the
effect and make sure that all the information is taken care of as soon as possible.
2.2.2.6.1 Airline Management Group (AMG)
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See Corporate Manual Chapter 2.4.
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2.2.2.6.2 Nominated Postholders Meetings
In order to coordinate the Companys activities and to promote a general understanding and
cooperation between the flight operational, training, technical and ground handling functions within
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NextJet, the Accountable Manager will arrange a meeting normally the week before the AMG meeting
between the Technical Department, Ground Operations Department, Flight Operations Department,
Training Department and the Quality Department.
Normally the Director of Flight Ops, Director Ground Ops, Director Training, Quality Manager and
Technical Director should be present.
2.2.2.6.3 Flight Safety Meetings

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Flight Safety Meetings constitutes an important platform for safety related issues between the airport
station and NextJet. These meetings will be initialized by the airport station and be performed at least
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once every 12 months. During these meetings all safety related reports should be discussed together
with other safety related issues.
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Section: 2
2.2.2.6.4 Report - meeting process
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2.2.2.7 Contract - Process
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Section: 2
Page: 12
Ground Operations
2.2.2.8 Inspection Process
Self Inspections
GOM 2.2.2.8.1
Responsible: Local Station Manager
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Station Inspections
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GOM 2.2.2.2
Inspection and
Responsible: NextJet Ground Ops audit findings AM-System
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GOM 2.2.2.8.2
De-/Anti-Icing Inspections
GOM 2.2.2.8.3
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Fueling Inspections
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GOM 2.2.2.8.3
Carried out by subcontractor.

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2.2.2.8.1 Station Self-Inspection

The stations should monitor internal routines on a regular basis, at least once every second week
using NextJets inspection sheets which are provided by Nextjet Ground Operations department. The
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completed station self-inspection sheets shall then be sent to groundoperations@nextjet.se on a

monthly basis to verify that the contracted services are fulfilled. The completed station self-inspection
sheets shall be retained for a minimum of 12 months on the station.
2.2.2.8.2 Inspection findings

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Findings will be followed up by the AM system by report with attached inspection /audit protocol.
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2.2.2.8.3 De/Anti-icing and Fuel Inspections

De-/Anti-icing and Fuel inspections are carried out by subcontracted companies in accordance with
the applicable regulations. Assessment is performed in the beginning and in the end of deicing
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season.
2.2.2.8.4 Training
Personnel performing inspections on behalf of Nextjet shall be given training in relevant part of the
company operations. In case this service is provided by a sub-contracted company this shall be
stated in the contractual agreement between Nextjet and the sub-contracted company.
Section: 2
2.3 Ground handling agents

2.3.1 General
The handling relation between NextJet and the organization providing ground and/or cargo handling
services for NextJet is managed by executing a ground handling agreement between the two parties.
This agreement specifies the legal and administrative elements of the relation as well as many
different practical details, e.g. list of the handling services included in the agreement, the locations
where the services are to be provided, and the charges for these services.
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Section: 2
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Ground Operations
2.3.1.1 Station Responsibility Chart
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Section: 2
2.3.2 IATA Standard ground handling agreement

In the ground handling relations the IATA Standard Ground Handling Agreement (SGHA) AHM810 is
used, when contracting for these services with a handling company.
The SGHA provides NextJet with an excellent and simple framework tool for establishing the relation
with a service provider. It is written in a format that can be understood and applied anywhere in the
world by any ground handling provider, including IATA and non-IATA airlines and independent
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handling companies. The use of this standardized document enables us to handle the agreements
smoothly and with reasonable administrative and legal work compared to a situation where all
agreements would be unique and different.
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The use of the SGHA allows NextJet to sign an agreement with local providers for only those services
needed at each location. Therefore it is possible to maintain at these locations a minimum or no
presence of our own personnel and without the need to position any ground support equipment at
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these airports.
2.3.2.1 SGHA versions

The first IATA SGHA was taken into use in 1964. The document has since then been extensively
revised to meet the changing needs of the handling business. Though the document is being
constantly updated, the members of the IATA Ground Handling Council (a forum consisting of airlines
and independent handling companies) have agreed to officially publish a new version of the SGHA in
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five year intervals to avoid unnecessary re-issuing, confusion or conflicts which may arise from the
simultaneous use of the different versions.
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The latest IATA SGHA version became official as of 2013 and has been published in the 2013 AHM.
In NextJet contracts this version will be taken into use gradually, as the parties agree.
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2.3.3 The structure of the SGHA
2.3.3.1 Main agreement

This is the basic element where the parties agree on the legal and administrative clauses and details.
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The Standard of Work represents here the qualitative part of the SGHA. In addition to the Articles and
Sub-Articles also a Definitions and Terminology section is included. (See GOM 2.3.8).
2.3.3.2 Annex A
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This is a list and description of all handling activities imaginable. The terms and wording used in this
connection have been accepted by the IATA Ground Handling Council and are well known and
understood all over the world which is important for avoiding any misinterpretations. Annex A contains
sections which are further divided into various Sub-Sections.
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2.3.3.3 Annex B
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This is the varying part of the agreement including the following elements presented in Paragraphs
and Sub-Paragraphs:
Date of effectiveness (of the original agreement)
Date of validity (of the current issue)
Locations where the handling services are provided
List of handling services to be provided (selected from Annex A)
Handling charges for the services per aircraft type
Any other conditions agreed
The Main Agreement and the Annex A are concluded only once between the parties. The Annex B is
reproduced whenever the contents change or other conditions so require.
Section: 2
Page: 16
Ground Operations
2.3.4 Simplified procedure

The preferred and most common format of the SGHA today is the Simplified Procedure version. This
version of the handling agreement has greatly reduced the paperwork as the only part of the
agreement that is actually written and executed between the parties is the Annex B. The parties to the
agreement accept that the terms of the Main Agreement and Annex A form part of the handling
agreement in the format they are published in the IATA Aircraft Handling Manual (AHM 810). Any
possible deviations from these are recorded in the Annex B.
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2.3.5 Ground handling charge note
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In situations where no handling agreement has been signed between NextJet and the company
providing the handling services to us a Ground Handling Charge Note (GHCN) or similar document
will be issued by the Handling Company. This document can be considered as a handling agreement
for one single flight.
The services provided are recorded on the GHCN and the Handling Company will collect the
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signatures of an authorized representative of NextJet (often the Commander) for the handling
services rendered and for any limitation of the liability of the Handling Company (as specified on the
GHCN) as a protection for any incident that might happen during the handling process.
2.3.6 Execution of the handling agreements

At NextJet the handling agreements for all flights are negotiated and administered under the direction
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and responsibility of the Ground Operations. The agreements shall be executed according to the
company rules by persons authorized to sign legal documents on behalf of NextJet.
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2.3.7 Quality standards
In addition to listing and describing the handling services to be provided in the handling relation, the
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SGHA contains also qualitative elements (STANDARD OF WORK). In recent years the airlines have
emphasized the importance of these elements by further determining the quality standards to be
followed and the targets to be reached by the service provider.
For practical reasons it is preferable to produce a separate document to the
SGHA (which can be an amendment or addendum), which identifies measurable specifications that
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can be monitored by NextJet to ensure requirements that affect the safety and/or security of ground
handling operations are being fulfilled by the service provider.
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Section: 2
2.3.8 Definitions and terminology

For the sake of clarity, the following definitions and terminology apply to the SGHA:
AIRPORT TERMINAL
means all buildings used for arrival and departure handling of aircraft.
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ARRANGE (or MAKE ARRANGEMENTS FOR)
implies that the Handling Company may request an outside agency to perform the service in question.
The charge of the outside agency shall be paid by the Carrier.
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The Handling Company assumes no liability toward the Carrier for such arrangements.
AS MUTUALLY AGREED or BY MUTUAL AGREEMENT or BY THE CARRIER'S REQUEST,

it is recommended that, whenever this terminology is used, such items be supported by specific
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documentation or reference.
CARGO
includes the Carrier's service cargo and company mail.
THE CARRIER'S AIRCRAFT

means any aircraft owned, leased, chartered, hired or operated or otherwise utilized by or on behalf of
the Carrier and in respect of which the Carrier has either expressly or implicitly contracted, instructed
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or otherwise requested the Handling Company to perform or carry out any ground handling service(s).
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DEPARTURE CONTROL SYSTEM (DCS)
means an automated method of performing check-in, capacity and load control and dispatch of flights.
DIRECT LOSS
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means a loss arising naturally or directly from an occurrence and which excludes remote, indirect,
consequential, or special losses or damages, such as loss of revenue or loss of profit.
ELECTRONIC DATA INTERCHANGE (EDI)

means the computer-to-computer (application-to-application program processing) transmission of
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business data in a standard format.
LOADS
means baggage, cargo, mail and any aircraft supplies including ballast.
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OWNING CARRIER
means a carrier who is the owner or lessee of a Unit Load Device.
PASSENGERS
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includes the Carrier's service and free passengers.
PROVIDE
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implies that the Handling Company itself assumes responsibility for the provision of the service in
question.
RECEIVING CARRIER
means a carrier who receives a Unit Load Device from a transferring carrier
at a transfer point.
Section: 2
Page: 18
Ground Operations
SPECIAL SHIPMENTS
means, for example, perishables, live animals, valuables, vulnerable cargo, news material, dangerous
goods etc.
SPECIALIZED CARGO PRODUCTS

means, for example, express cargo, courier shipments, same day delivery.
TECHNICAL LANDING
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is a landing for other than commercial reasons where no physical change of load occurs.
TICKET
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means either the document entitled "Passenger Ticket and Baggage Check" or any electronic ticket
data held in the Carrier's database.
TRANSFERRING CARRIER
means a carrier who transfers a Unit Load Device to a receiving carrier at a transfer point.
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TRANSIT FLIGHT
is an aircraft making an intermediate landing for commercial reasons where a change of load occurs.
TRUCK HANDLING
means loading and/or unloading a truck operating as a Truck Service.
TRUCK SERVICE
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means a service operated by truck on behalf of an airline carrying loads documented in accordance
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with the applicable IATA and/or ICAO rules, regulations and procedures. In the Main Agreement and
in Annex A, the word "aircraft" will read "truck" and "flight" will read "truck service" when it concerns
the handling of a truck as meant under the above definitions. In Section 5, Item 5.3.1 (a) of Annex A,
the word "vehicle" means a conveyance of any kind to be used within the ramp area for transport of
cargo between warehouse and truck or between two trucks or between two warehouses.
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TURNROUND FLIGHT
is an aircraft terminating a flight and subsequently originating another flight following a complete
change of load.
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UNIT LOAD DEVICES (ULDs)

means devices which interface directly with an aircraft restraint system and are registered by the IATA
ULD Technical Board.
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Section: 2
2.3.9 Service delivery standards
2.3.9.1 General
2.3.9.1.1 Handling Relation

The Handling Company is acting on behalf of NextJet on the basis of the agreement(s) signed
between the parties. The Handling Company represents NextJet towards the customers and crew.
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The agreed duties and services shall be performed in line with the NextJet standards to support the
company efforts to provide the NextJet customers, crew, aircraft and loads with the best available
quality in ground handling.
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2.3.9.1.2 Passenger Service Philosophy
Passengers shall be treated with politeness, consideration, respect, smile and friendliness and the
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passengers preferences shall always be taken into consideration in an appropriate manner. Prompt
service is required and the customers shall be provided with all available assistance and information.
NOTE: (The open space and percentage mark in following text indicate a standard to be
locally agreed when the actual Service Delivery Standard is prepared.)
2.3.9.1.3 Visibility
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The NextJet sign and logo shall be clearly visible according to the NextJet standards at check-in, gate
and other passenger service locations and areas. Layout and colours are to be strictly in line with
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NextJet instructions.
2.3.9.1.4 General and employee appearance

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The appearance of all staff serving NextJet customers and handling NextJet flights shall be tidy and in
line with uniform rules. The staff shall wear NextJets brand clearly visible to passengers. Also all
passenger service facilities must appear tidy and there shall not be any litter or waste visible.
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2.3.9.1.5 Medications, alcohol and drugs

Ground handling personnel (including subcontractors) shall not perform any of their duties while under
the influence of any medications, alcohol or drugs that may affect their performance or endanger
aviation safety.
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2.3.9.1.6 Emergency Preparations

The Handling Company shall understand the importance of the Local Emergency Plan and maintain
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readiness to deal with crisis situations in co-operation with the responsible airport and NextJet
organizations.
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2.3.9.1.7 Service Delivery Management

The Handling Company shall provide adequate duty manager coverage in order to oversee NextJets
operation and ensure that the desired levels of quality and customer service are achieved at all times.
Section: 2
Page: 20
Ground Operations
2.3.9.1.8 Qualifications and Experience

All ground operations personnel (Load control, Passenger and Ramp handling, Cargo and Catering
handling) shall have received an adequate training complying with both NextJet and EU-OPS 1
requirements.
They shall also have demonstrated a sufficient level of knowledge appropriate to their responsibilities
prior to their assignment on a duty on a NextJet flight.
All ground operations personnel must understand the relation of their duties to safety and the
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operation as a whole.
Access to relevant manuals and procedures
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The Handling Company shall arrange for adequate equipment to enable access to NextJet manuals,
procedures and instructions via Internet and CD-ROM.
2.3.9.1.9 Punctuality
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When the time frame available for the handling is limited, the full handling of the flight must be
performed and completed within the minimum ground time for the aircraft type as specified by
NextJet. The Handling Company shall do their utmost to reduce or eliminate delays of aircraft arriving
behind schedule to the station.
The station on-time performance target is locally agreed with NextJet Director of Ground Operations.
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2.3.9.1.10 Performance review
The responsible representatives of the Handling Company and NextJet will communicate on a regular
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basis, at least once a month, to audit punctuality and performance quality and to discuss and agree
on measures and action to be taken to correct any deviations from the agreed standards.
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2.3.9.1.11 Communication
General.
NextJet have an effective and establish communication system throughout the organization, which
enables easy and instant information exchange of operationally relevant information for handling
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and cargo operation e.g. by email "CIS", Ground and Cargo Station Service Info.
The communication system enables and ensures an exchange of operationally relevant information
throughout the management system and with the external service providers. The communication
takes places mainly by daily contact through emails but also via:
Meetings such as stations meeting and "Performance Review Meetings" with external handling
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and/or cargo operators

Telephone
Fax
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Safety and operational reporting system (occurrence reporting system, AM System)

SGHA & SLA
GOM
CIS (Company Information System)
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NOTE: NPH publish the stations information letter when required but at least once a year. This
information letter can for example contain information about a rapid change in the traffic
situation or a forthcoming revision of GOM that will take effect before the revision gets
published.
If you need to contact answerable personnel at Nextjet regarding cargo operations, use one of the
ways stated above but preferably through email or telephone.
Section: 2
2.3.9.1.12 Requirements
It is most important that also the external service providers, including the cargo service providers have
a communication system, which enables easy information exchange of operationally relevant
information throughout the management system for cargo operation and all other areas in the
organization that is related to handling and/or cargo operation.
Nextjet, via NPH, will ensure that the requirements stated above are being fulfilled by continuously
monitor and control the communication system. This means that the external service providers are, at
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every internal airport meeting obligated to ensure that everybody throughout their organization takes
part of necessary and important information concerning both their own and Nextjet organization. This
shall also be recorded at every meeting and thus be included in the documents enclosed to NPH.
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The NPH will also evaluate the communications system via contract reviews, which will take place as
agreed.
NPH Ground Operations shall also at every quality meeting and airport meeting make sure that
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everybody feels and knows that they are most welcome to present their opinions and point of views at
all times.
2.3.9.2 Check-in and Baggage Handling
2.3.9.2.1 Flight editing

See GOM 5.4.
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2.3.9.2.2 Meal order and meal count
Initial meal order is placed with the catering supplier as locally instructed by NextJet. The Handling
Company shall review and liase, as instructed, with the catering supplier and adjust the meal order at
agreed timing(s) and monitor the meal count during check-in and boarding as instructed. With regard
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to any eventual last minute catering order and delivery the agreed local procedure shall be followed.
This applies also for flights with return catering on board. Special meals are ordered according to
NextJet instructions.
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2.3.9.2.3 Check-in positions

Sufficient number of counters and staff must be available to achieve the specified standards. Check-in
positions available for NextJet flights must be clearly marked. All time limits (opening and closing
before departure, last minute passengers time limits) for check-in positions shall be locally agreed in
SLA.
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2.3.9.2.4 Common Check-in

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If only common check-in is available at the airport the signs and guidance must clearly show to the
passengers where the check-in for NextJet flights is performed.
All check-in services (baggage check-in, seat selection, issuing of boarding passes, through check-in)
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should preferably be available at one position (one stop check-in).

If any of the services mentioned above is provided at a separate counter this must be displayed
accordingly.
2.3.9.2.5 Special passengers

Passengers needing special attention are to be treated in a courteous, professional and thoughtful
manner.
For more information see GOM 5.2 and 5.4.
Section: 2
Page: 22
Ground Operations
2.3.9.2.6 Seat selection

Not applicable.
2.3.9.2.7 Special check-in facilities

Not applicable.
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2.3.9.2.8 Document Check
Document check to departing passengers (and for any subsequent flights on which the passenger is
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checked-in) is to be performed by the Handling Company in accordance with NextJet instructions (see
GOM 5.5). Handling Company customer service staff must be competent to identify potential use of
fraudulent documents and shall prevent the boarding of passengers not qualified to travel to the
destination(s) of the flight concerned in accordance with the NextJet instructions.
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2.3.9.2.9 Check-in material
Check-in material must conform to the prevailing industry rules and standards. Handling Companys
stock can be used when available to NextJet at no additional cost. NextJet logo in passenger handling
material shall be used only in accordance with the NextJet brand policy.
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2.3.9.2.10 Baggage check-in
Free baggage allowance, see GOM 5.10.
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For standard baggage weights, see GOM 7.4.
Any obvious damage to baggage which can be observed shall be tagged with the Limited Release tag
before accepting the baggage.
The check-in staff shall ask the passengers to present their carry-on baggage at the check-in.
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Carry-on baggage allowances: See GOM 5.10.

All carry-on baggage must be stowed in accordance with NextJet safety rules either under the seat in
front of the passenger or in the overhead lockers. Oversized or excessive carry-on baggage not
detected at check-in shall be collected latest at the departure gate, labeled with Limited Release Tag
and transferred to the hold. When the passenger load and space permit the volume of carry-on
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baggage accepted in the cabin may be increased.
2.3.9.2.11 Excess baggage

The Handling Company shall provide excess baggage handling (including payment handling), if not
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otherwise agreed. Documents are provided by NextJet or by the Handling Company as locally
agreed. The payment transactions shall be verified with copies of Handling Company receipts.
For baggage regulations and restrictions see GOM 5.10
Excess baggage rates are published in www.NextJet.se
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2.3.9.2.12 Handling of special baggage

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For regulations, restrictions and charges see GOM 5.10.

Pets in cabin, Wheelchairs, Baggage with odd dimensions/shapes, Animals in hold (AVIH): see GOM
5.10.
Loading instructions/restrictions see GOM 8.2.
2.3.9.2.13 Baggage reconciliation

Baggage reconciliation (in accordance with ICAO Annex 17) is mandatory prior to loading for all
baggage, local and connecting. Passengers and baggage are to travel on the same aircraft. Expedite,
crew and courier baggage is handled according to NextJet instructions.
Section: 2
2.3.9.2.14 Crew baggage reconciliation

The aim is to enhance the reconciliation process, i.e. to ensure that the correct number of correct
baggage is loaded on the correct flight. Crew baggage shall be reconciled with the crew baggage list
before loading.
The person responsible for the correctness of the list and for delivering the list to the aircraft is the
First Officer, or other flight crew member, of the flight and the reconciliation shall be complied by the
NextJet representative at the aircraft (ramp agent or loadmaster) before loading.
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2.3.9.2.15 Acceptance and handling of LMC baggage
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Instructions are given locally. Limited Release Tags are to be used. Any baggage irregularities
occurring at the station shall immediately be brought to attention of all en-route stations, allowing
them to make arrangements for any additional customer service required.
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2.3.9.2.16 Acceptance of stand-by baggage
Standby -labels (or similar) are to be used. Standby baggage is loaded on board only if the passenger
is actually accepted on the flight.
2.3.9.2.17 Baggage segregation

Hold baggage is to be sorted and segregated at loading according to NextJet instructions. Baby
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buggies shall be separated from other baggage in order to avoid damage.
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2.3.9.2.18 Baggage irregularity on departure
For baggage left behind at the departure station a message shall be sent to the destination airport
immediately when the situation becomes known. The message shall include information of the
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planned means of re-delivery of the baggage. Such baggage shall be re-delivered to the destination
airport on the first possible flight/connection.
Baggage handling standards shall include individual targets for each station for baggage mishandling.
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2.3.9.3 Lounges
Not applicable.
2.3.9.4 Gate Service

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2.3.9.4.1 Cockpit door

See GOM 2.3.9.8.2
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2.3.9.4.2 Commencement of boarding

Time limits for opening and closing the gate are agreed as described in the SLA.
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The agent in charge of the gate service shall co-ordinate the boarding with the crew, and checks that
the cabin configuration corresponds to the planned operating version.
2.3.9.4.3 Document check

Document check at gate is to be performed in accordance with NextJet instructions. (see GOM 5.5)
Section: 2
Page: 24
Ground Operations
2.3.9.4.4 Carry-on baggage check/removal

The gate staff will check that the passengers carry-on baggage is in line with the company rules and
will be prepared to collect any oversized or excessive pieces and transfer them to the hold. See GOM
5.10 for the allowances and rules.
2.3.9.4.5 Boarding announcements and languages
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The following announcements shall be made at the departure gate:
1. Boarding preparation and pre-boarding announcement
2. Boarding announcement
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3. Boarding delay announcement, if applicable
4. Flight delay announcement, if applicable
Standard boarding languages are English and local language(s) and whenever possible Swedish.
See GOM 11.1.
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2.3.9.4.6 Pre-boarding and boarding sequence
Pre-boarding is arranged for all passengers travelling with small children, unaccompanied minors and
other passengers needing special assistance. The pre-boarding announcement shall be performed
every time the passenger list shows that there has been checked-in families travelling with small
children.
Whenever the aircraft is parked at a remote stand, the boarding at the gate and utilization of apron
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buses shall facilitate a quick and smooth embarkation. Both aircraft entrances may be used and the
buses are to be parked accordingly.
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The Handling Company shall inform the Chief of Cabin in advance if two doors shall be utilized for
passenger boarding.
2.3.9.4.7 Completion of the flight handling

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To secure the departure on time the handling activities at the flight should be fully completed and the
aircraft doors closed latest 5 minutes before the scheduled time of departure.
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Section: 2
2.3.9.5 Flight Arrival
2.3.9.5.1 General
The Handling Company shall provide or arrange for a trained operator of the passenger bridge/aircraft
guidance lights and check the functioning of these prior to the operation. A copy of PTM (if applicable)
and PSM messages shall be on hand to assist and guide arriving (or connecting) passengers.
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2.3.9.5.2 Disembarkation procedures
Passengers requiring assistance disembark last. The Handling Company shall inform NextJet in
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advance if two aircraft exits can be used simultaneously.
One agent with a copy of PTM (if applicable) and PSM information shall remain at the gate to assist
and guide arriving/connecting passengers (if any).
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For flights parked at a remote position both forward and aft aircraft doors shall be used for
disembarkation (unless otherwise agreed). The passenger steps (if required) shall be positioned
immediately after the aircraft come to a still stand.
A sufficient number of apron buses (based on the actual passenger figures) shall be available to
support a smooth transfer to the passenger terminal. The buses shall be parked at the stairs
immediately after the stairs have been properly positioned.
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2.3.9.6 Baggage handling / arrival service
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2.3.9.6.1 Baggage delivery
The loading crew shall be ready at the parking stand with all required Ground Support Equipment on
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arrival of the flight to ensure prompt unloading and delivery of baggage and other load in accordance
with NextJet instructions. The passengers shall be informed about any specially designated delivery
area for special/irregular baggage.
The delivery times for local baggage to the baggage pick-up area are defined in SLA.
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Handling of transfer baggage is not a normal procedure at NextJet. However, it may be requested
occasionally by NextJet.
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Section: 2
Page: 26
Ground Operations
2.3.9.6.2 Baggage irregularities on arrival

The arrival service shall be clearly visible and available during all NextJet arrivals and until all
baggage has been delivered and reconciled. When the Handling Company has been informed about
any left behind baggage at the station of the flight origin or some earlier airport in the passengers
itinerary the staff shall page the passenger(s) concerned to minimize any unnecessary waiting at the
baggage pick-up area. Arriving passengers shall be also duly informed about any local/technical
problems delaying the baggage delivery to the pick-up area.
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For baggage irregularities, tracing, compensation and service procedures see GOM 5.10 and 5.11.
The initial baggage irregularity report (PIR) shall be completed.
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For baggage left behind at the departure station a message shall be sent to the destination airport
immediately when the situation becomes known. The message shall include information of the
planned means of re-delivery of the baggage. Such baggage shall be re-delivered to the destination
airport on the first possible flight/connection.
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When left behind baggage arrives at the passengers destination airport it shall be delivered to the
passenger during the same day or at a time agreed with the customer.
Baggage handling standards shall include individual targets for each station for baggage mishandling.
2.3.9.7 Flight irregularities

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2.3.9.7.1 General
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All flight irregularities must be handled in accordance with the NextJet service policy and with the aim
of minimizing the inconvenience to the passengers. The Handling Company shall do their utmost to
reduce or eliminate departure delays of aircraft arriving behind schedule at the station. The NextJet
instructions shall be regularly reviewed by the Handling Company staff concerned.
Whenever the flight is delayed the passengers must be informed immediately and in situations where
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the length of the delay is not known the passengers have to be kept informed at regular intervals in
such a manner that the needs of all different passenger categories on the flight concerned are
fulfilled. Good coordination of the handling of the irregularity situation with the flight crew is of
essential importance. See GOM 5.9 for more info.
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2.3.9.7.2 Flight delay

The first announcement about a delay is to be given as soon as it is known, the very latest at the time
of the scheduled boarding call.
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Delay announcement shall include the reason for the delay and the expected time of departure. If the
duration of the delay is not known announcements shall be made at regular intervals and at least one
agent shall be present at the gate or appropriate service counter. Proper delay information shall be
forwarded to the crew.
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Passenger service shall be arranged as specified in GOM 5.9.

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2.3.9.7.3 Flight cancellation

All actions are to be planned and prepared in advance according to NextJet instructions in LSP. See
also GOM 5.9.
Section: 2
2.3.9.7.4 Denied boarding

No customer is to be involuntarily denied boarding. For procedures for voluntary offloading see GOM
5.9.
For passenger priorities see GOM 5.3. In case of an overbooking or other service irregularity see
GOM 5.6.
The admittance on the flight for the following passenger categories shall be ensured beforehand:
customers needing special assistance (families with small children, UM, WCH, MEDA, PRM). See
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GOM 5.3.
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2.3.9.8 Load Control
2.3.9.8.1 General
Each Handling Company (including subcontractors of the Handling Company) must assign a loading
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supervisor that is responsible for function 2 in the load control process on each flight including
responsibility for handling, loading/unloading, segregation, securing and documentation of dangerous
goods.
The loading supervisor must be qualified and trained in accordance with GOM 3.4 in order to meet the
requirements set by NextJet when providing services with an safety aspect such as load control and
particularly the handling and documentation of dangerous goods.
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The Handling Company must ensure that their staff only carries out duties for which they have been
trained.
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Load control documents e.g. loading instruction report, loadsheet, NOTOC, are to be prepared and
handled in accordance with local and/or international regulations (IATA, EU OPS-1) and NextJet
instructions as stated below.
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All information that needs to be available or edited in the departure control system such as aircraft
registration, booking figures, cabin configuration, amount of cargo etc. will be obtained as locally
agreed.
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Actual cargo and mail figures have to be available in good time to enable loading instructions to be
completed. Timing to be locally agreed.
The Commander or the local NextJet representative will inform the Handling Company about TOF,
TF, flight time and alternate airport.
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2.3.9.8.2 Cockpit door

The Commander shall ensure that the cockpit door;
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is closed during embarkation/ disembarkation of the passengers with the exception that the door
may be open during embarkation/disembarkation at the Commanders discretion to arrange the
cockpit ventilation.
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is locked, when cabin doors are closed within the provisions of the MEL or according to the more
demanding State Requirements.
The cockpit door shall be opened only according to the defined Cockpit Door Procedure. (OM-A 8)
Section: 2
Page: 28
Ground Operations
2.3.9.8.3 Load planning, weight and balance information

The agent in charge of the load control shall co-ordinate and check that the load control documents,
e.g. loading instruction, loadsheet, balance table, NOTOC, General Declaration and any other flight
related documents are prepared and issued in accordance with local and/or international regulations
(IATA, EU OPS-1) and NextJet instructions. Load planning shall be economical and take any tipping
risk in consideration.
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All load control documents shall be calculated using metric standards.
For any weight critical flight, payload information must be calculated by counting male, female, child
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and infant weights separately.
Handling of Dangerous Goods and special loads
NOTE: NextJet is authorized to carry dangerous goods.
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Handling of special cargo items, e.g. AVIH, PER must be done according to IATA standards. Details
can be found in GOM 8.2. Handling of VAL items shall be separately agreed with Director of Ground
Operations. When unloading HEA items, lashing material shall be returned to NextJet in the bag
available for lashing material and placed in FWD hold of the narrow body aircraft. Any unloading limits
for heavy items established by the Handling Company must be reported to Director of Ground
Operations.
Ballast may be used only after checking the need with OP or commander.
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2.3.9.8.4 Pre-flight Communication
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Not applicable.
2.3.9.8.5 Finalization of load control documents

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Actual loading and loading report shall be verified by qualified staff, so that weight and balance
calculation can be prepared in due time. A report containing loading information shall be submitted to
the load control agent and/or Commander so that it can be tallied with the loadsheet and that all
deviations to the loading instruction are taken into account.
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At this time the following details must be checked:

the figures recorded on the loadsheet reflect the actual loaded state of the aircraft
prior to the departure
the aircraft is loaded in accordance with company regulations
the structural and operational weight limits of the aircraft are not exceeded
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the position of the center of gravity of the aircraft is within prescribed limits
transportation capacity of the aircraft is maximized
any last minute changes have been recorded
baggage security reconciliation is performed
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Actual aircraft trim and loadsheet shall be checked and loadsheet signed. Passenger figures must
match with head count from the gate.
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Whenever applicable, the weight and balance calculation and other documents (e.g. NOTOC) for that
particular flight shall be dispatched to the flight deck for approval latest 10 minutes before departure.
Flight deck shall be notified about any deviations to preliminary weight data given to them during the
flight preparation. Need for additional functions, such as de-icing shall be determined and
implemented together with the Commander and/or station engineer.
All aircraft doors should be closed 5 minutes before STD.
All NextJet forms can be obtained via OP.

Section: 2
2.3.9.9 Flight Operations and Crew Administration

OP is in charge of the control of all NextJet flights and must be notified immediately about any
irregularities in or affecting NextJet traffic.
OP SITA code is STOHK2N, telephone +46 8 639 6520 Ext 520 and telefax +46 8 639 83 29.
All messages addressed to OP in irregularity situations must be treated as urgent.
2.3.9.9.1 Flight Preparation at the Airport of Departure
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ATS-flight plans (RPL or FPL) for NextJet flights are filed by OP.
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Handling Company must check that ATC has the valid flight plan for each flight and that any traffic
restrictions are taken into account in the flight plan, where needed.
In accordance with local procedures Handling Company must take care of informing any delays due
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to late incoming of the aircraft, technical problem etc. to local AIS or ATC.
If any re-routing is necessary or recommendable due to ATC restrictions, Handling Company must
inform OP about any suggested re-routing. OP will send revised Company Flight Plan and ATS-flight
plan to be forwarded to the flight crew. Handling Company must check that the local ATC has
received updated ATS flight plan.
In urgent cases Handling Company is allowed to make change to the ATS-flight plan by themselves.
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Any change to the ATS-flight plan must be forwarded to crew and copied to OP.
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2.3.9.9.2 Company Flight Plan
Company flight plan (CFPL) is prepared by OP. All CFPLs are available in the PPS system. It is the
responsibility of the local handling agent and the Director of Ground Operations to agree on the
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methods for printing and delivering of the briefing package to departing crew.
All requests regarding to CFPL must be sent to OP only.
In case of known local strikes, fuelling problems etc. OP must be informed as soon as possible.
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If the flight crew requests a revised CFPL, Handling Company must immediately contact OP.
One set of the CFPL must be provided to the flight crew.

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In case the delay can be avoided or reduced by getting a better slot when re-routing the flight, the
Handling Company is allowed to contact ATC and request re-routing. The new ATS-flight plan must
be copied to the crew.
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The Handling Company must take care that Eurocontrol CFMU has their valid address for incoming
slot messages and OP has their valid contact information (CUT, SITA, AFTN, telephone and telefax)
available.
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Section: 2
Page: 30
Ground Operations
2.3.9.9.3 Slot Allocation

When requested by the Commander or OP, The Handling Company shall take appropriate action to
obtain an ATC slot, inform the crew about it and respond to the possible new slot messages (SIP,
SLC etc).
As instructed by NextJet the Handling Company can contact local ATC requesting a re-routing, if
available, if such a measure helps avoiding or reducing a delay of the flight through a better slot.
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Any information about delays at the station must be given to OP as early as possible. Handling
Company must ensure that delay information is also sent to Eurocontrol, whenever necessary.
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Handling Company must take care that Eurocontrol CFMU has their valid address for incoming slot
messages and OP has their valid contact information (CUT, SITA, AFTN, telephone and telefax)
available.
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2.3.9.9.4 Meteorological Pre-flight Documentation
The Handling Company shall deliver the MET folder (as instructed by NextJet) to flight deck upon
aircraft arrival or immediately when the departing crew is available. This MET folder shall cover the
flight in respect of time, altitude and geographical extent. Documentation shall be based on latest
available information. In case of a delay an update, especially concerning TAF and METAR, is
required.
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Standard MET documentation should be obtained for flight preparation when the crew begins flight
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duty or after a break of more than two hours during intermediate stops. It should contain:
1. Aerodrome forecast (TAF) of destination and its alternate(s), main aerodromes en-route and
aerodrome of departure.
2. Actual report (METAR), including runway report (i.e. MOTNE group, when available), of
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aerodromes acc to 1. above.

3. SNOTAMs for destination and its alternates and aerodrome of departure if weather information
gives an indication of contaminated runway conditions.
4. SIGMET(s) for the planned route available at the time of collecting documents.
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5. Significant Weather/Maximum Wind/Tropopause Chart (SWC)

6. Upper Wind/Temperature Chart for FL 240 (if available), 300, 340 and 390.
Reduced MET documentation may be used for updating the standard MET documentation for
operations other than those specified above. It should comprise at least items 1, 2, 3 and 4 of the
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standard documentation.
The Handling Company shall deliver the MET folder to flight deck upon aircraft arrival.
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Section: 2
2.3.9.9.5 Post-flight Communications

All flight related operational messages (e.g. LDM, MVT, and SLS) are to be checked and dispatched
in the correct IATA format as soon as possible. LDM shall include appropriate information about the
location of transfer, priority and local bags. Statistics and reports are to be compiled and filed as
mutually agreed. In case of an expected delay, either ED or NI message must be sent as early as
feasible. For unexpected delays the message shall be sent latest 15 minutes after STD.
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NextJet has zero (0) minutes tolerance in departure delays. All delays must be recorded in the MVT
messages.
Standard IATA alphabetic delay codes and appropriate NextJet sub-codes shall be used. Any
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departure delay must be attributed to the real cause of the delay and if required, the OP can be
consulted about the delay code to be used.
Flight files shall be retained for 3 months by the Handling Company and the file must contain at least
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loadsheet, loading instruction/report and all flight related messages.
Dangerous Goods Acceptance Checklist and shippers declaration has to be retained for 3 month at
cargo warehouse.
2.3.9.9.6 Departure Control System (DCS)

NextJet flights can be handled in other than NextJets own departure control system only after the
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EDPdata (if applicable) stored in the system provided by the Handling Company has been checked by
and the use approved in writing by NextJet.
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2.3.9.9.7 Centralized Load Control (CLC)
Not applicable.
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2.3.9.10 Unit Load Device (ULD) Control and Administration

Not applicable.
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2.3.9.11 Ramp
2.3.9.11.1 Safety on the ramp

It is the responsibility of all staff on the ramp to conduct their duties according to all safety and
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security rules. If any breach of safety rules is observed or detected, it must immediately be brought to
the attention of the person(s) concerned or if need be, to the attention of the responsible supervisor or
authority. It is the responsibility of the respective supervisors to ensure that proper instruction on ramp
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safety is given to all staff before allowing them to perform any duties on the ramp.
Any damage to the aeroplane skin or structure, however slight, which occurs or is noticed during ramp
handling, must be immediately reported to the Commander or responsible supervisor. The same
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applies to injuries to passengers and damage to the load. All staff operating and/or maneuvering any
self propelled vehicles or equipment on the ramp must have been properly instructed in the operation
of such a vehicle or equipment.
For reporting see GOM 12.1.6.
Section: 2
Page: 32
Ground Operations
2.3.9.11.2 Parking
Agreed number of wheel chocks shall be placed at the proper positions immediately after the aircraft
has
come to a complete standstill and the engines have been shut down. This procedure, when
completed must
be confirmed to the Commander The agent in charge of the arrival handling and unloading must
ensure
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that the apron area is free of obstructions and that all equipment is clear of the aircrafts path. The
positioning
and operation of loading/unloading equipment must not prevent or disturb any other handling
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function of the flight during the turnaround.
The number and placing of the wheel chocks is the same at passenger bridge and remote parking
positions.
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Landing gear locking pins, engine covers, tail stands i.e. are to be positioned and removed as
instructed by Technical Department.
2.3.9.11.3 Use of Marker Cones

The purpose of "coning" aircraft is to create a safety buffer around specific areas on aircraft that are
susceptible to ground damage. It is the ramp foremans responsibility to see to that the cones are
positioned as stated below.
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Cones shall be positioned:
in front of all wing-mounted engines (if applicable)
in front of other areas on an aircraft that are in conflict with the normal flow of equipment during
handling operations
at areas where the proximity of the aircraft could impact on the flow of ramp traffic, e.g.
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tail/roadway
at wing tips immediately after the aircraft is at its parking position
at others areas around the aircraft only when clearance to approach the aircraft has been given
at a distance from the "protected" area such that the intended purpose of the cone is not
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diminished.
Positioning of the marker cones for each aircraft type, see GOM 9 / Aircraft Guide.
2.3.9.11.4 Moving of Aircraft

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The person in charge of aircraft moving (push-back or towing) shall check that equipment (and
towbar, if needed) is available on time.
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Section: 2
2.3.9.11.5 Departure Check and Ramp to Flight deck Communication

Departure check and communication between ramp and flight deck upon departure shall be
performed by trained personnel only. This service shall be performed by the station engineer, or by
qualified Handling Company personnel.
Careful attention must be followed when an aircraft departure check is performed. Before the
communication
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is established a walk-around must be made. This walk-around must include visual check that:
all hatches, access doors/inlets (toilet, water, fuel etc.) and service doors/panels are
appropriately closed and locked
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structure at door areas, wings, tail and engines are free of impact damage
there is no evidence of fuel, oil, hydraulic or water or lavatory waste leaks
no foreign objects are found
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The ice check (whenever required) shall be performed by qualified personnel only, as instructed by
Technical Department.
2.3.9.11.6 Push-back of Aircraft and Starting of Engines

Aircraft movement operations must be performed with extreme caution. Only personnel trained and
qualified shall perform aircraft movement operations functions. Before the push-back is started an
inspection should be made to verify that:
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it is safe to conduct the operation on the surface conditions (e.g. ice, snow etc.)
the loading bridge is detached from the aircraft, all ground support equipment has been removed
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and there are adequate clearances between the aircraft and facilities/equipment and that the
area of the operation is clear of FOD
power cables and all wheel chocks are removed
all personnel involved in the operation have agreed on how communication shall be performed
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and towing manoeuvred

external covers and landing gear safety pins (if installed) have been removed
During aircraft movement the airframe manufacturers instructions shall be followed and maximum
nosegear turn limits may not be exceeded. Further information is available at Technical Department.
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2.3.9.12 Aircraft Servicing and Interior Cleaning

The scope and details of the interior cleaning and the quality standards shall be agreed separately for
each station. All services performed by the aircraft interior cleaning company shall be conducted in
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accordance with international flight safety regulations. Additionally, the services performed shall be in
accordance with the NextJet instructions and, if specified, under the control of a person authorized by
NextJet.
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Only detergents that meet the specifications of AMS (Aerospace Material Specification) 1550 Cleaner
water base, aircraft interior may be used when performing aircraft interior cleaning services for
NextJet.
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The Cleaning-company shall exercise flexibility in handling ad-hoc situations, such as delays,
schedule and version changes in a smooth and prompt manner.
Suppliers of NextJet cleaning services, stores and supplies shall introduce security measures
necessary to prevent the introduction of prohibited articles into cleaning supplies to be taken on
board.
The Cleaning-company shall provide sufficient staff training, guidance and upkeep of its staffs
professional knowledge.
Section: 2
Page: 34
Ground Operations
This chart provides guidelines for Aircraft Interior Cleaning depending on ground time:
Area Task Transit Turn Night

flight around stop
flight flight
Flight deck emptying of ashtrays x
disposing of litter (incl. crumbs) x x x
clearing waste from seat pockets and stowage racks x x x
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wiping of crew tables x
cleaning and tidying seats x
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mopping of floor x
cleaning windscreen on inside and sun visors, if requested as locally agreed
Galleys, disposing of litter x x x
pantries,
cloakrooms and
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vestibules
emptying (and cleaning) of refuse bins x x x
emptying of ice-cube boxes x x
cleaning and disinfecting of ice-cube boxes when required
wiping of work surfaces, sinks and racks x x x
cleaning stains off walls and doors x x x
cleaning of floors (carpets and surrounds) x x x
emptying of ash trays
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cleaning of coffee-makers and ovens x
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emptying of ash trays x x
arranging of blankets and pillows as required x x x
realigning of headrest covers and replacing any creased or x x
soiled ones as agreed
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disposing of litter (incl. crumbs) from seats, seat pockets, x x

floor, overhead stowages and aisles
removing contamination caused by airsickness, spilled food on request
or drinks or other offensive stains
cleaning of telephones, fax machines, LCD screens and
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any other equipment according to the car-riers instructions

Cabin realigning of seatbelts x x
wiping of tray tables x x
wiping of overhead stowage bins
cleaning of floor x x x
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cleaning of windows on the inside, if requested x

vacuuming of air-vents on request
placing Safety Instruction Cards up front in seat-pockets x x
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Lavatories emptying of refuse bins and ash trays x x x

wiping of wash basins, bowls, seats, mirror and surrounds x x
mopping of floor x x
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distributing in lavatory items provided by the carrier x x x

inspecting and cleaning up of any offensive con-tamination x x x
or waste
Section: 2
Crew resting wiping of tables x

area/bunks
cleaning of walls x
disposing of litter (incl. crumbs) x
cleaning of floor x
making the beds x
Miscellaneous distributing in cabin items provided by the carrier x x
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disinfecting and/or deodorizing of aircraft when as locally agreed
needed (materials can be supplied by the carrier)
removing and/or destroying of food and material left according to regulations
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over from incoming flight in accordance with local
regulations and/or the carriers regulations
providing or arranging for cleaning and/ or laundering as locally agreed
of cabin blankets and linen
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collecting and/or distributing airline magazines according to the carriers in-
newspapers/magazines menus headphones structions
other items
providing suitable storage space for the carriers as locally agreed

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cabin material as mutually agreed
taking periodic inventory of material stored as locally agreed
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Section: 2
Page: 36
Ground Operations
2.3.9.12.1 Toilet and Potable Water Service

NextJets hygiene instructions must be strictly followed concerning the supply for these services as
well as for the daily maintenance of the equipment in use.
Toilet Service
General toilet service should include the following:
(a) Providing of toilet service unit
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(b) Positioning and removing of toilet service unit
(c) Emptying, cleaning and flushing of toilets and replenishing of fluids
(d) Cleaning of excess fluids from aircraft exterior
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Normally the toilet service should be performed on arriving flights before night stop. However, local
procedures may be applicable.
Potable Water
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Potable water uplift for NextJet flights may only be performed when hygienic requirements for potable
water are fulfilled. The stations, which NextJet operates to, are divided into two (2) categories based
on the quality of fresh water.
1. Uplift can be made (scheduled line stations)
2. No uplift to be performed (other stations, unless approved by Director of Ground Operations)
Water criteria must meet at a minimum level IATA AHM 440 and WHO standards.
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For more details concerning potable water uplift and sending of test reports see GOM 12.1.7.
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2.3.9.12.2 Cooling and Heating
Instructions for providing and operating of cooling/heating equipment are given by Technical
Department.
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2.3.9.12.3 De-Icing/Anti-Icing Services and Snow/Ice Removal

De-/anti-icing is to be performed according to international standard ISO 11076 and NextJet
requirements for each aircraft type. Instructions are available from Technical Department.
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2.3.9.12.4 Replenishing of Oils and Fluids

Specific instructions will be given by Technical Department.
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2.3.9.13 Security
2.3.9.13.1 Emergency and threat

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In emergency and threat cases the commander and the OP shall be notified immediately as above.
Also local NextJet representative and/or Handling Company shall be informed as soon as possible
according to local emergency plan.
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In other security matters contact:

NextJet Head of Security by SITA (STOHK2N),
or by phone +46 8 639 85 38,
mobile phone +46 707 81 1217.
Mail: security@NextJet.se
Section: 2
2.3.9.13.2 Protection of aircraft

Regardless of where the aircraft is positioned it should be protected against unauthorized access.
Any unauthorized person trying to get access to the aircraft shall be stopped and challenged about
the intention and if not authorized escorted away to the relevant location and/or authority.
Furthermore should doors and other means of entry be kept closed and stairs or other equivalent
means of assistance should be withdrawn to prevent access. (Reference to Security Manual 3.2.)
The responsibility to ensure all doors are closed when the aircraft is left unattended lies within NextJet
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and the Commander. However; doors, cargo doors and stairs are often operated by subcontractors
and these should be vigilant to the fact that all doors shall be closed when leaving the aircraft.
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2.3.9.13.3 Security Search
A Security search shall be performed before boarding of passengers if any of below listed conditions
exists;
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If the aircraft has been left unattended and there is suspicion of unauthorized access.
If the aircraft has not been sealed and has been left unattended for any period of time outside
airport security restricted area.
If the aircraft arrives from third country to CSRA, after disembarkation and offloading of luggage.
If the aircraft arrives from a member state where it has been in transit after arriving from third
country.
If the aircraft has been sealed and seals have been tampered with.
If unauthorized access to the aircraft has been established.
If suspicious items have been found.
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If the aircraft arrives or departs from other airport than CSRA.
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(Reference to OM part A section 10.5)
The security search is done by flight deck or cabin crew, or if applicable by technician. It is included in
the Pre Flight Inspection. Data should be noted and stored concerning who completed the security
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check (i.e. cabin report). The captain notes that the security search is complete by signing the ATL.
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Section: 2
Page: 38
Ground Operations
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INTENTIONALLY BLANK
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Section: 3
SECTION 3 STATION PROCEDURES
CONTENTS
3 Station Procedures .................................................................................................... 3
3.1 Duties and responsibilities for station operations.................................................. 3
3.1.1 Director of Ground Operations ..................................................................................... 3
3.1.1.1 General Duties ............................................................................................................. 3
3.1.1.2 Specific Duties.............................................................................................................. 3
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3.1.1.2.1 Management ................................................................................................................ 3
3.1.1.2.2 Service levels ............................................................................................................... 3
3.1.1.2.3 Irregularities.................................................................................................................. 3
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3.1.1.2.4 Flight safety .................................................................................................................. 3
3.1.1.2.5 Security and Emergency Response ............................................................................. 3
3.1.1.2.6 Commercial issues ....................................................................................................... 4
3.1.1.2.7 Staff qualifications ........................................................................................................ 4
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3.1.1.2.8 Financial issues............................................................................................................ 4
3.1.2 Station managers ......................................................................................................... 4
3.1.2.1 Definition of the Function.............................................................................................. 4
3.1.2.2 General Duties ............................................................................................................. 4
3.1.2.3 Specific duties .............................................................................................................. 5
3.1.2.4 Co-operation and liaison with NextJet units and external service providers ................ 5
3.1.2.4.1 Local NextJet co-operation........................................................................................... 5
3.1.2.4.2 Flight Operations .......................................................................................................... 5
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3.1.2.4.3 Cabin Services ............................................................................................................. 5
3.1.2.4.4 Crew Operations .......................................................................................................... 5
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3.1.2.4.5 Technical services........................................................................................................ 6
3.1.2.4.6 Security and Emergency Response ............................................................................. 6
3.1.2.4.7 Catering........................................................................................................................ 6
3.1.2.4.8 Cargo............................................................................................................................ 6
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3.1.2.4.9 Customer Relations...................................................................................................... 6

3.1.2.4.10 Departure Control System............................................................................................ 6
3.1.2.4.11 Compliance .................................................................................................................. 6
3.1.2.4.12 Corporate Communications.......................................................................................... 7
3.1.2.4.13 Training ........................................................................................................................ 7
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3.1.2.4.14 Finance......................................................................................................................... 7
3.1.2.4.15 Traffic Planning ............................................................................................................ 7
3.1.2.4.16 Lounge Services........................................................................................................... 7
3.1.2.4.17 Ground Handling Contracts.......................................................................................... 7
3.1.2.4.18 Ground Operations / Agreements and Procedures ...................................................... 7
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3.1.2.5 Co-operation and liaison with Authorities and other external groups ........................... 8
3.1.2.5.1 Airport, Immigration, Customs and Other Authorities................................................... 8
3.1.2.5.2 AOC and Similar Organisations ................................................................................... 8
3.1.2.5.3 Codeshare Partners and Other Airlines ....................................................................... 8
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3.1.2.6 Other duties.................................................................................................................. 8

3.1.2.7 Ground Handling Occurrences, Incidents and accidents ............................................. 8
3.1.2.7.1 Introduction................................................................................................................... 8
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3.1.2.7.1.1 Scope ........................................................................................................................... 8

3.1.2.7.1.2 Responsibilities ............................................................................................................ 8
3.1.2.7.1.3 Types of emergencies .................................................................................................. 9
3.1.2.7.1.4 Emergency evacuation of ground personnel during handling operations
(no aircrew present) ..................................................................................................... 9
3.1.2.7.2 Local Emergency plan.................................................................................................. 9
3.1.2.7.3 Reporting and sharing of information with NextJet..................................................... 10
3.1.2.7.3.1 Aircraft Damage Report.............................................................................................. 10
3.1.2.7.3.2 Aviation Safety Report (ASR)..................................................................................... 10
3.1.2.7.3.3 Company Report (CR)................................................................................................ 10
3.1.2.7.3.4 Storage of reports....................................................................................................... 10
Section: 3
Page: 2
Ground Operations
3.1.2.7.4 Responsibility ............................................................................................................. 11

3.1.2.7.5 The Emergency Response Team............................................................................... 11
3.2 Local station procedure........................................................................................... 11
3.2.1 Purpose ...................................................................................................................... 11
3.2.2 Responsibility ............................................................................................................. 11
3.2.3 Structure of the LSP ................................................................................................... 12
3.3 Stations manuals, files and statistics .................................................................... 17
3.3.1 General principles ...................................................................................................... 17
3.3.2 Manuals...................................................................................................................... 17
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3.3.2.1 List of Manuals Required at Airport Office.................................................................. 17
3.3.3 Files............................................................................................................................ 17
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3.3.3.1 Flight files ................................................................................................................... 17
3.3.3.2 Dangerous Goods acceptance checklist and shippers declaration............................ 18
3.3.3.3 Legal documents ........................................................................................................ 18
3.3.3.4 Internal correspondence............................................................................................. 18
3.3.3.5 External Correspondence........................................................................................... 18
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3.3.4 Statistics ..................................................................................................................... 18
3.3.5 Minimum storage periods ........................................................................................... 18
3.3.6 Invoice control ............................................................................................................ 18
3.3.7 Reporting of passengers that are denied boarding due to travel
documents and inadmissible passengers .................................................................. 19
3.3.8 Handling of accidents, incidents and occurrences ..................................................... 19
3.4 Training requirements for ground and cargo operations personnel .................. 21
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3.4.1 Ground and Cargo Operations Personnel.................................................................. 21
3.4.2 Initial Training ............................................................................................................. 21
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3.4.3 Recurrent training....................................................................................................... 21
3.4.4 Training programs ...................................................................................................... 22
3.4.5 Training records ......................................................................................................... 22
3.4.6 DGR Training ............................................................................................................. 23
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3.4.7 Ground & Cargo Operation Training Plan .................................................................. 24

3.4.8 The Training Syllabus for each training shall be in accordance with the following:.... 25
3.5 Appendix 3.1 - Legal Document.............................................................................. 29
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Section: 3
3 Station Procedures
3.1 Duties and responsibilities for station operations
3.1.1 Director of Ground Operations
3.1.1.1 General Duties
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Direct the stations in the designated area by maintaining the highest possible service standards at all
times and ensuring that all ground and cargo operations functions are performed in line with company
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and authority rules and regulations and in a most cost-effective way.
Act as the main contact between NextJets departments and Handling Companies. Promote, support
and protect the interests of NextJet and establish good relations towards all respective authorities,
airport and handling companies, media and the travelling public.
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3.1.1.2 Specific Duties
3.1.1.2.1 Management
Act as the coach for Station Managers and other management personnel of the Handling Company,
chair regular meetings with the management of the Handling Company and give guidelines and
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instructions in operational and administrative matters.
Manage the preparation and arrangement of NextJet handling agreements.

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Take full responsibility for the proper performance of the Station Managers duties presented in
chapters 3.1.2 below.
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3.1.1.2.2 Service levels

Ensure that a Service Level Agreement is signed with all the NextJet sub-contractors at the stations
and that agreed Service Delivery Standards are followed by all the service providers. Systematically
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monitor the NextJet quality standards, follow the results of all service and quality surveys and take
immediate action whenever the results are not in line with the targets.
Develop local station procedures (LSP) in aim to meet and fulfill customer expectations and see to
that self-monitoring is performed as agreed.
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3.1.1.2.3 Irregularities
Ensure that proper customer service arrangements are in place for any flight irregularities/local
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disruptions and follow up the strict compliance of these instructions. See Local Station Procedure
(LSP)
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3.1.1.2.4 Flight safety

See to that all rules and regulations are followed on NextJet flights at the stations and control that
audit non-conformities are corrected accordingly and without delay.
3.1.1.2.5 Security and Emergency Response

Implement, maintain and follow up NextJet local security arrangements as stated in CSM and update
the Local Emergency Plan.
Section: 3
Page: 4
Ground Operations
3.1.1.2.6 Commercial issues

Direct the co-operation with code-share partners at stations. Ensure that proper NextJet visibility is
displayed at all respective airport facilities and in line with NextJet brand policy.
3.1.1.2.7 Staff qualifications

Control that all required training requirements are fulfilled.
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3.1.1.2.8 Financial issues
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Prepare, submit and supervise the budget. Continuously look for synergies and cost effectiveness.
Monitor local cost-efficiency at stations.
3.1.2 Station managers
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3.1.2.1 Definition of the Function
Station Manager is a function with the authorization by NextJet for a person (regardless of one's job
title) to represent NextJet, supervise and co-ordinate the appropriate airport and/or handling functions
at an airport, with the duties, responsibilities and rights arising from this authorization.
Station Managers report to the Director of Ground Operations.

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3.1.2.2 General Duties
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Safeguarding the interests related to the handling and servicing of NextJet flights is the main duty of
Station Managers.
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Plan, organize, direct, supervise and follow-up all airport functions dealing with the passenger service,
load control, aircraft loading/ unloading and servicing of NextJet flights in such a way that all relevant
NextJet instructions are followed and that the functions are carried out in a cost effective way obeying
all safety rules and regulations and ensuring that the highest possible service level is maintained in
the handling of the flights, their passengers, load and crew.
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Ensure that all staff is aware of the agreed services and NextJet service standards and that they know
the procedures in case of non-compliance or substandard service.
Whenever needed, report matters of importance, irregularity or non-compliance to Director of Ground

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Operations.
E-mail is the preferred channel in all communication.

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Section: 3
3.1.2.3 Specific duties

To see that the handling services provided to NextJet flights by the Handling Company are performed
in accordance with the appropriate handling agreements and in conformity with all operative, quality
and safety requirements.
More specifically, arrange for the following:

Co-ordination and follow up all ground handling activities before arrival, during ground time and
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after departure.
Evaluation and taking action upon all possible factors that can influence, hinder or prevent safe
and punctual operation of the flight.
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Provision of correct flight and aircraft related data that Handling Companies will need in their
work to ensure safe and punctual handling of the flight.
As required, provision of all flight operation permits and documents necessary for the proper,
safe and punctual operation of the flight.
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Ensuring that the meal count is appropriately observed and the agreed local procedure for the
order and delivery of any last minute meals is followed.
Preparation and forwarding any necessary data or information for the flight deck and/or cabin
crew concerning the flight operation or customer service.
Ensuring that the Commander and Chief of Cabin are informed of any actual or expected
irregularities or delay concerning the flight.
Supervision of the interests and priority of the NextJet flight with regard to handling services, e.g.
de-icing, parking etc.
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Dispatching of all operational messages and preparation and handling of statistics related to the
flight.
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Ensuring that any information concerning irregularities or special passenger services are
forwarded to stations or departments concerned.
Representing NextJet towards local airport authority.
Nominate a specific person that is responsibelfor the supervision of all airside operational
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areas.
3.1.2.4 Co-operation and liaison with NextJet units and external service providers
It is compulsory to use external service that is contracted to NextJets operations.
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3.1.2.4.1 Local NextJet co-operation

As locally agreed, supply the local NextJet administrative and sales organization with necessary
information or data regarding NextJet flight operations and service quality.
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3.1.2.4.2 Flight Operations

Arrange and control the use of company (radio or satellite) ground to air communication as required
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by NextJet.
Follow up weather and other conditions which might affect the safe and punctual operation of the
flight and keep OP informed.
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3.1.2.4.3 Cabin Services

Not applicable.
3.1.2.4.4 Crew Operations

Follow development, local arrangements and offers for crew accommodation and transport and report
matters of importance to Director of Ground Operations.
Section: 3
Page: 6
Ground Operations
3.1.2.4.5 Technical services

Report problems and non- compliance to Director of Ground Operations.
3.1.2.4.6 Security and Emergency Response

Maintain, supervise and follow up NextJet's local security arrangements. Update the Local Emergency
Plan.
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Review Local Emergency Plans at least once a year with the respective Handling Companies and
other organizations involved in executing these plans.
Report local developments, problems or non-compliance to Director of Ground Operations.
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3.1.2.4.7 Catering
Follow up the quality and standard of catering services, including the compliance with the regulations
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for catering loading and functioning of equipment
3.1.2.4.8 Cargo
Co-ordinate with local Cargo organization and/or Cargo handling agent as agreed that all NextJet
packaging, loading and unloading procedures are known to relevant staff. Check that all relevant staff
has a valid DGR training. Control on time delivery of cargo as described in SLA (Service Level
Agreement).
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3.1.2.4.9 Customer Relations
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Together with NextJet Customer Relations and in accordance with NextJet instructions provide quick
and efficient handling of customer feed back and reports.
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3.1.2.4.10 Departure Control System

Follow and control the availability and functioning of the Departure Control System (DCS). Report any
problems to Director of Ground Operations.
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3.1.2.4.11 Compliance
Ensure that airport facilities used by NextJet customers as well as the service and operational
procedures are maintained according to the standards (See NextJet Service Delivery Standards).
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Make all necessary arrangements for Compliance Audits, assist the auditors and make immediate
arrangements for the correction of any non-conformity or any other items reported by the auditors.
Co-operate with the Director of Ground Operations in all issues related to benchmarking and
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improving NextJet service quality.

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Section: 3
3.1.2.4.12 Corporate Communications

When available and appropriate, supply Director of Ground Operations with news and articles
published in local airport or public media that could be of common interest and could be used in
NextJet publications.
3.1.2.4.13 Training
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Control the applicability and validity of the training of the Handling Company personnel working on
NextJet flights (see GOM 3.4).
It is the responsibility of the Station Manager to control that the subcontractors performing handling
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services for NextJet fulfill the requirements applicable to the accomplishment of the job in question.
Where applicable, ensure that all NextJet own staff/Supervision Company staff has received the
required operational training and that a recurrent program is in place. This concerns both customer
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service and technical skills training.
3.1.2.4.14 Finance
Look for synergies and cost-effectiveness in all ground handling activities and keep Director of
Ground Operations informed of any potential and relevant opportunities that might bring cost savings
to NextJet.
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Inform Director of Ground Operations and any other relevant department of any planned or actual
change in pricing of handling or traffic charges.
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3.1.2.4.15 Traffic Planning
Follow and constantly analyze the actual NextJet flight and ground times to/from/at the airport vs. the
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published schedule. Report major problems and deviations and propose revisions supported with
factual data.
3.1.2.4.16 Lounge Services

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Not applicable.
3.1.2.4.17 Ground Handling Contracts

Follow-up the provision and standard of all ground handling services at the airport. Report all
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irregularities. Follow the development and standard of other ground handling business at the airport
and make, when necessary, proposals for new arrangements.
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3.1.2.4.18 Ground Operations / Agreements and Procedures

Instruct own staff, Handling Companies and, as required, the authorities of all instructions and
standards and control their implementation. In case they can not be implemented, inform the Director
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of Ground Operations without a delay.
Ensure that GOM and other manuals as well as other documentation are kept updated at all times
and that any information in revisions or bulletins issued by the authorities or NextJet will be
implemented and brought to the attention of the Handling Companies and own staff concerned.
All comments or suggestions concerning the contents in the GOM can be forwarded via e-mail to
Director of Ground Operations and Ground Operations Department.
Section: 3
Page: 8
Ground Operations
3.1.2.5 Co-operation and liaison with Authorities and other external groups
3.1.2.5.1 Airport, Immigration, Customs and Other Authorities

Maintain good relations and co-operation with all various authorities. Ensure that all concerned staff is
aware of any local rules or regulations that need to be observed or followed.
Arrange for contact with respective authority as requested by the relevant NextJet organizations.
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3.1.2.5.2 AOC and Similar Organisations
The AOC and similar organizations are important bodies in developing and maintaining airport
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facilities and procedures and in co-operating with the local authorities. They also serve as a vital
channel of information between the airlines and other bodies participating in the work of these
organizations.
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The Station Managers shall participate in the AOC meetings, as agreed or when locally accepted,
arrange for a suitable substitute delegate.
3.1.2.5.3 Codeshare Partners and Other Airlines

Maintain good relations with NextJet code share partners and other airlines operating at the station.
Make prior arrangements, as requested by NextJet, for procedures with airlines that can be used for
substitute transportation in case of any irregularities in the NextJet operation. When planning such
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arrangements ensure that they will provide best possible customer service and/or revenue protection
to NextJet.
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3.1.2.6 Other duties
Any duties not mentioned above shall be considered as other duties necessary on the local level.
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In such duties and other non-routine duties the use of common sense and own initiative is required.
Practical implementation of the duties can be further delegated to other station personnel bearing in
mind that the responsibility based on the authorization by NextJet lays on the Station Manager.
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3.1.2.7 Ground Handling Occurrences, Incidents and accidents

3.1.2.7.1 Introduction
In the event of an emergency situation occurring during ground handling operations, evacuation of an
aircraft may be necessary. The safety of passengers and staff in such circumstances is of utmost
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importance. The decision and method of evacuation will depend on the circumstances and the
discretion of the Commander or designated authority.
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3.1.2.7.1.1 Scope
The scope of this procedure is to outline the circumstances that may require and evacuation of the
aircraft and/or the general work area. The action guidelines specified should be read in conjunction
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with the relevant emergency plans i.e. company/airport emergency plan.
3.1.2.7.1.2 Responsibilities
It is the responsibility of each agency involved in handling operations to ensure that personnel are
made aware of their specific responsibilities in the event of an emergency situation. All organizations
shall instruct and train their staff in the procedures that must be enacted in emergency situations. The
procedures must clearly define responsibility for directing passengers and staff to a safe assembly
area as appropriate to the type of emergency and the conditions at the time.
Section: 3
3.1.2.7.1.3 Types of emergencies

Aircraft fire:
Notify the Aircraft Commander or designated authority, Emergency services and Airport Authority.
If directed, evacuate passengers and staff.
Attempt to extinguish the fire.
Secure the area.
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Dangerous Goods Incident:
Notify the Aircraft Commander or designated authority, Emergency services and Airport Authority.
Evacuate all persons if required.
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Secure the area, isolate the consignment and identify source.
Security Incident:
Assess threat and follow the appropriate procedures.
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Evacuate all persons if required.
Aircraft/equipment to be positioned as directed.
Genera Items to Consider:

Electrical devices, portable electronic devices (PEDs), cameras including flashes must not be
used.
Restrict all vehicle movement.
Secure the area and comply with the emergency services directions.
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Control potential ignition sources.
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3.1.2.7.1.4Emergency evacuation of ground personnel during handling operations (no
aircrew present)
Emergency of aircraft by ground personnel may be required when there is no aircrew on board.
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Guidelines:
a) Procedures shall be established in conjunction with stakeholders and implemented for aircraft
emergency evacuation situations.
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b) These procedures only apply when aircrew are not on board the aircraft and are applicable to
ground personnel such as engineering, cleaning, catering, ramp etc.
c) A designated person in charge (supervisor etc.) on board the aircraft would take charge of the
evacuation.
d) Different methods of evacuation from the aircraft should be included in the procedures, e.g. mobile
stairs, loading bridge etc. Escape slides are not intended as the primary means of exit.
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e) Means of communicating the evacuation should be considered (radios, audible warnings).

f) Staff should be trained in the evacuation procedures including periodic evacuation drills/practices.
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3.1.2.7.2 Local Emergency plan

Each handling agent shall have a Local Emergency Plan including checklists for:.
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fuel spillage
Aircraft Fire
Dangerous goods Incident
Security Incident
emergency evacuation of Ground staff during handling operation
major aircraft damage
injury to staff or passengers during ramp operations
(Guidlines AHM 633)
This plan shall be in accordance with local rescue plans and include action plans and NextJets
Emergency Plan
Section: 3
Page: 10
Ground Operations
3.1.2.7.3 Reporting and sharing of information with NextJet

A well-established occurrence reporting system is an essential part of a Safety Management System.
The objective of the reporting is to identify adverse trends and to address deficiencies, i.e. improve
the level of safety performance. It is important that NextJet has a just culture in which personnel can
report their errors without fear of reprisal, as long as negligence or willful disregard for safety is not
evident. The purpose of safety reporting and internal investigation is to improve safety, not to appoint
blame to individuals. It is a tool to identify those instances where routine procedures have failed. All
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reports shall at least contain report date, occurrence date, description and if applicable flight number,
aircraft registration, delay in minutes, weather conditions, improvement suggestions and if not
anonymous the reporters full name.
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Reports regarding safety related and/or security related events shall be sent to safety@nextjet.se as
soon as practicable. All reports received by NextJet are treated confidentially. As a minimum,
occurrences that could affect the safety of NextJets operation negatively shall be reported. All
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NextJet subcontractors shall establish a reporting system where reports regarding events,
observations and occurrences can be sent. These reports should also be possible to send
anonymously by the issuer. For organizations where SMS is a requirement this recommendation is
mandatory.
For airports where SMS is a requirement NextJet Safety Department shall be invited to the Safety
meeting and if not able to attend the meeting protocol shall be made available for review by NextJet
safety department.
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NextJet will provide safety related information applicable to the subcontractor to enhance the safety
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related information sharing.
Contact information NextJet Safety Department: safety@nextjet.se

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3.1.2.7.3.1 Aircraft Damage Report

When damage has been caused to or has been discovered on an aircraft the flight crew and NextJets
Operation Department immediately have to be informed about the damage. If the flight crew is not
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available or close to the aircraft at the time the damage was caused/discovered, the person that
caused or discovered the damage has to wait at the aircraft to see to that the aircraft does not depart
with an uninspected damage. An Aircraft Damage Report using the latest version of the IATA
AHM650 Ground Incident Damage Report Sheet including pictures of the damage shall thereafter be
completed and sent to safety@nextjet.se.
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3.1.2.7.3.2 Aviation Safety Report (ASR)

An ASR shall be completed when an occurrence concerning flight safety has taken place. An ASR
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may be filed even if no occurrence has taken place. If any personnel observes a procedure, condition
or similar circumstances that could develop into a breach in Flight Safety if not properly managed an
ASR shall be filed and sent to safety@nextjet.se.
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3.1.2.7.3.3 Company Report (CR)

The Company Report is used for reporting anything out of the ordinary that do not require an ASR to
be filed. The Company Report can be used by all personnel for all types of remarks, observations and
suggestions. Company reports are also to be sent to safety@nextjet.se.
3.1.2.7.3.4 Storage of reports

Aviation Safety Reports and Company Reports have to be stored for a minimum of (5 years).
Section: 3
3.1.2.7.4 Responsibility
It is the responsibility of each handling agent involved to ensure that personnel are made aware of
their specific responsibilities in the event of an emergency situation.
All organisations personnel shall be instructed and trained in procedures that shall be enacted in
emergency situations.
The procedures shall clearly define the responsibilities for directing passengers and staff to a safe
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assembly area as appropriate to the type of emergency and conditions at the time.
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3.1.2.7.5 The Emergency Response Team
In the event of a major accident/incident, all Emergency Response Team members will immediately
report, in person, to the Emergency Response Centre to coordinate all matters pertaining to the
accident/incident. The CEO or his nominee, will authorize press releases, and will be the only
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Company spokesperson.
Executive Emergency Response Team

(a) Chief Executive Officer CEO (Chairman)
(b) Director Emergency Response ED
(c) Media / Public Relations
(d) Finance Representative
(f) Director Ground Operations - Station Liaison
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(g) Human Resources - Passenger Welfare
(h) Director Flight Operations - Crew Welfare
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(i) Director Continuing Airworthiness - Aircraft Investigation & Recovery
3.2 Local station procedure

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3.2.1 Purpose
The purpose of the local station procedure (LSP) is to document local information, and procedures
that are not described in other manuals or relevant documents.
When documented, such information provides the basis for uniform performance of a station and also
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the data required by the Company quality system.

LSP must be prepared and maintained for all scheduled Company stations where it has been deemed
necessary.
3.2.2 Responsibility
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The Director of Ground Operations is responsible for preparing and maintaining LSPs.
Each LSP must be revised whenever a change occurs, and must be sent to respective station.
The official LSP is published in NextJet intranet or as a printed version.
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Any changes in names or contacts must be corrected in LSP as soon as they occur.
Performance target items are agreed in the SDS.
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Section: 3
Page: 12
Ground Operations
3.2.3 Structure of the LSP

A standard structure, as described below, must be used to in compiling the LSP.
1.1 HANDLING AGREEMENT(S) BETWEEN NEXT TIME JET AB (NEXTJET) AND

1. (Name of handling company)
Annex B.X.X (IATA SGHA XXXX) valid from (date) until (date)
Handling charges valid until (date)
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2. (Name of handling company)
1.2 HANDLING DUTIES AND SERVICES
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1.2.1 Responsible NextJet Ground Operations organization
The handling company/companies report to:
NextJet Director of Ground Operations has the responsibility to ensure that all the ground
operations duties are provided and performed at agreed quality level and in line with NextJet
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and authority rules and regulations.
1.2.2 General responsibilities of the handling company

(Name of handling company) main contact towards NextJet:
XXXX
XXXX
XXXX
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The handling services to be provided by (handling company) are listed in the handling
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agreement. All services provided for NextJet flights are to be carried out in accordance with the
agreed service and quality standards (Annex B and Service Level Agreement SLA) and this
Local Station Procedure.
(Handling company) is responsible for the proper performance of the agreed services and the
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supervision of their own work. In accordance with the guidelines given by NextJet, (handling
company) shall regularly monitor the provision and quality of the services provided for NextJet.
(Handling company) general duties cover at least the following areas:

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- Monitor that all handling company departments are performing according to agreed service
standards (SDS) and other NextJet/authority rules and regulations. Monthly Quality Reports
from handling company self monitoring shall be sent to NextJet as instructed
- Take immediate corrective measures on staff or performance related problem issues
- Ensure that handling company staff as well as all subcontractors staff performing on
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NextJet flights has been given proper training (for guidelines see GOM 3.4), is fully
acquainted of all requirements necessary for a successful accomplishment of their work
and that their appearance and behavior is in line with the NextJet guidelines and our
customer expectations
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- Control the availability and functioning of the DCS system utilized in the handling of NextJet
flights
- Update NextJet manuals and all related information
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- See to that all staff are updated with revisions/amendments made in the NextJet manuals
and procedures and that a record of this sharing of information is kept up to date
- Manage and report of all irregularities according to NextJet instructions and agreed
procedures
- Prepare and update all internal statistics as instructed by NextJet
- Report immediately any errors/mistakes/incidents occurred in handling of NextJet flights
(GOM 3.1.2.7.3)
Section: 3
1.2.3 Handling company operational duties

Operational duties are carried out by (name or description of the responsible handling company
organization) and cover at least the following:
- Inform NextJet about any irregularities or expected operational problems and/or delays
- Manage slot co-ordination issues as agreed
- Check the flight and aircraft data for load and crew details and eventual special handling
arrangements required
- Arrange for the collection and delivery of weather/flight information documents for departing
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crew by following instructions provided by NextJet
- Arrange for the delivery of the new/revised flight plan, as required
- Handle all irregularities as instructed by NextJet
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- Handle crew issues in co-operation with OP in case of any irregularity affecting their
rotation or working hours
- Manage all post flight procedures and reporting
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1.2.4 Handling company passenger service duties
Passenger service duties are carried out by (name or description of the responsible handling
company organization) which has the responsibility to plan, instruct, perform and supervise all
passenger handling and information functions (check-in, gate service, arrival service).
Procedures for passenger handling are described in NextJet GOM and these guidelines must
be followed.
1.2.4.1 Flight editing

Not applicable.
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1.2.4.2 Flight arrival
- NextJet disembarkation policy is described in GOM 2.3.9.5.2.
- At least one agent must be at the gate meeting the arriving aircraft with the relevant PTM
and PSM
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- information on hand, if any transfer or special passengers onboard

- Agent will ensure that any assistance required for arriving special or connecting passengers
is in order
- After connecting the loading bridge, agent will meet the passengers and be available in
case any help needed.
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- After disembarkation or immediately after the departing crew is available,, the agent will
provide the purser with any relevant flight/passenger information (as locally agreed),
forward the weather/flight documents to the Commander and check that all passengers
have left the aircraft
- Arrival of cleaners should be confirmed before agent can leave the aircraft
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1.2.4.3 Check-in
Check-in will be performed according to the guidelines described in GOM 5.5
Sufficient number of counters will be opened as agreed in SLA.
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1.2.4.4 Transfer/Connections check-in

Not applicable.
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Section: 3
Page: 14
Ground Operations
1.2.4.5 Departure gate

- Boarding procedures are described in GOM 5.6
- Staff shall be present at the gate in good time before departure as agreed in SLA
- Minimum requirement for gate personnel present is one lead agent and one other agent
- The lead agent shall check that aircraft and crew are ready for boarding and inform the
purser of special passengers or any other relevant issues
- Lead agents responsibility is to see that the boarding is started in good time and that it is
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performed according to NextJet instructions, announcements (including pre-boarding) done
accordingly and self monitoring completed
- Possible booking errors and offloads are to be coordinated by lead agent and performed
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according to NextJet instructions
- The flight coupons are properly handled and forwarded in the revenue accounting envelope
and any reports required are completed and delivered as instructed by NextJet.
1.2.4.6 Arrival /Baggage Services
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- Arrival service functions are performed by baggage tracing staff
- Their duty is to handle missing / damaged / lost baggage issues as instructed in NextJet
GOM 5.8 and more detailed in 5.11
- They will also take action in case baggage is short shipped and left behind at station
1.2.5 Handling company load control duties

Load control duties are carried out by (name or description of responsible handling company
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organization) and/or cockpit crew as agreed in SLA. These duties will include planning,
instructing, performing and supervising all load control and weight and balance related
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functions as described in GOM 7, specifically:
- Check availability of all load information (passengers, baggage, cargo)
- Plan load distribution and issue loading instructions in due time so that an on-time
departure can be achieved
- Communicate with inbound/outbound flight crew if applicable
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- Perform weight and balance calculations

- Check load sheet and perform LMC corrections if needed
- Deliver required load control information to flight deck as instructed by NextJet
- Deliver flight documents, including NOTOC to flight deck
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- Inform pilots of any operational changes and expected delays or SLOT problems
- Arrange for sending a copy of NOTOC to destination airport
- Send all operational messages, including SLS as instructed
- File all flight documents as instructed by NextJet
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1.2.6 Handling company ramp handling (NextJet specific) duties

(Name or description of responsible handling company organization) shall plan, instruct,
perform and supervise
all ramp handling duties as described in GOM 12, specifically
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- Check amount of arriving load so that needed offloading equipment is available on time
- Ensure that the aircraft parking position is free of any obstructions and all equipment is
clear
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- of the aircrafts path

- Place safety cones on arrival
- Observe NextJet instructions when placing wheel chocks (number and positioning)
- Perform agreed additional services for night-stopping aircraft
- Sort outgoing load according to NextJet rules and instructions
- Perform push-out procedures and ramp to flight deck communication as instructed by
NextJet
Section: 3
1.3 IRREGULARITY ARRANGEMENTS

1.3.1 Refreshment/meal arrangements
(delays, cancellations, missed connections)
- (Name or description of responsible handling company organization) shall handle any
irregularities with
- NextJet flights as instructed in GOM 5.9
- In case of irregularity, staff will be available to passengers and provide information about
the status of the irregularity as instructed
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- Refreshment vouchers will be issued by at check-in and/or departure gate and/or
transfer/connections desk (airside) in accordance with NextJet service policy
- For meal service separate instructions apply. See GOM 5.9.4.4.
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- Special emphasis must be placed on keeping the passengers continuously informed during
a delay or other irregularity
- Other passenger service options (e.g. re-routing) shall be handled according to NextJet
rules.
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1.3.2 Preferred hotel(s)
Names addresses and contact information for hotels with special agreements, if any
Transportation arrangement, if any
1.3.3 Other suitable Hotels (no special agreement)

Name:
Address:
Contact information:
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Transportation:
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1.4 GROUND TRANSPORTATION CONTACTS AND RATES
1.4.1. Taxi transportation
Special agreements/arrangements, if any
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1.4.2 Buses/minibuses
Name:
Address:
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Transportation:
1.4.3 Train services

Special agreements if any
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Section: 3
Page: 16
Ground Operations
1.5 CANCELLATION/DIVERSION PLAN

1.5.1 Basic guidelines in case of cancellation / diversion
- OP is to be informed immediately via Telex message or telephone about the status of the
aircraft in case of technical delay/damage to aircraft or any other local cause for a delay
and/or provide constant updates of situation, including ETD
- OP shall make the decision for the re-routing/cancellation of any NextJet flight. The airport
in question shall give all information and assistance required prior to such decision
- When a NextJet flight (inbound and/or outbound) has been cancelled, the handling
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company supervisors in co-operation with (name of service provider) ticket desk shall
arrange without any unnecessary delay re-routing of departing passengers (see below
preferred alternative flights/connections).
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- Handling of passengers baggage shall be rearranged as above and the destination airport
immediately informed about any left behind bags
- Handling of flights coupons and/or FIM shall be as instructed by NextJet
- Priority in such arrangements shall be given to passengers requiring special
assistance/attention
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- The handling agent on the arrival station shall be informed via SITA message of
names/flight numbers for re-routed passengers
1.5.2 Preferred alternative flight connections and carriers

Next available NextJet flight
1.5.3 Priority diversion airport

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Priority diversion airport based on operational/economical and passengers service facility
criteria is (name of airport)
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Handling company at preferred diversion airport: (name of handling company)
1.5.4 Other diversion airports and contact information

XXX
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Handling Agent: (name)

XXX
Handling Agent: (name)
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1.5.5 Back-up arrangements in case of industrial actions or similar exceptional situations

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Section: 3
3.3 Stations manuals, files and statistics

3.3.1 General principles
A uniform standard for stations manuals and files has been established in order to define the
minimum requirement of such documents at any station. Such standard will also enhance the
uniformity of station procedures, and aid in setting up new stations.
3.3.2 Manuals
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The Station Manager is responsible that the manuals as described in the following list are kept at the
station, and that each such manual has a nominated person and a substitute responsible for
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maintaining the manuals updated, and that any necessary information on revisions will be brought to
the attention of all personnel concerned.
A manual is not needed when an electronic version is available. The Station Manager is also
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responsible that a filing system as described below is maintained at the station.
3.3.2.1 List of Manuals Required at Airport Office

NextJet Ground Operations Manual (GOM)
Dangerous Goods manuals, IATA-DGR or ICAO-TI
IATA AHM
IATA-LAR
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IATA-PCR (if perishable cargo is accepted/handled)
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3.3.3 Files
The Station Manager is responsible that the filing of documents is arranged according to a
standardized system, and that the files are stored the minimum required period of time.
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3.3.3.1 Flight files

A flight file consisting of flights weight and centre of gravity and other documentation must be
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maintained on ground by the handling company at least the following documents must be stored in
flight file for each flight:
copy of mass and balance information and sheets
copy of loading instruction/report (when applicable)
copy of NOTOC, must be readily accessible (when issued)
copy of OFP (FFP) amendment data
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PNL
"Pieces and weight" from checkin system
any other documents required by local authorities
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Following documents are recommended to be filed in flight file:

copies of traffic messages
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copies of cargo manifests

copy of balance table if available
Other documents to be stored in flight file can be decided by each station. The general principle is to
store documents that can be of use and help if flight related information is needed afterwards e.g. for
handling of customer feedback.
Section: 3
Page: 18
Ground Operations
3.3.3.2 Dangerous Goods acceptance checklist and shippers declaration

Stations accepting dangerous goods shall ensure the Dangerous Goods Acceptance Checklist and
shipper documentation, to include the Shipper's Declaration for Dangerous Goods are retained for a
minimum period of three months after the flight on which the dangerous goods were transported.
3.3.3.3 Legal documents
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Only NextJets documents listed i appendix 3.1 shall be used by all subcontractors. All nextjet
documents which are outdated or not listed in appendix 3.1 have to be destroyed.
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3.3.3.4 Internal correspondence
A file for internal correspondence must maintained at the station.
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3.3.3.5 External Correspondence
A file of external correspondence must be maintained at the station.
3.3.4 Statistics
Not applicable.
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3.3.5 Minimum storage periods
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Minimum storage periods as required by JAR-OPS 1 or the Company are described in the following
table:
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Name of document Min storage time

Copy of OFP amend data 2 days
Flight file 3 months
Internal correspondence 12 months
External correspondence 12 months
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PIRs 12 months
Company notices until date of validity
NOTE: If local regulations require longer storage periods these regulations must be observed.
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3.3.6 Invoice control

NextJet accepts charges for payment at current rates only and pays only for such services which
have been ordered and properly provided.
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Attention shall be paid also to invoices that the Handling Company may pay to third parties
(subcontractors) on behalf of NextJet. Such invoices are to be requested to be addressed directly to
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NextJet instead of being paid by the Handling Company.

Invoices from civil aviation and other authorities shall also be carefully controlled to detect any
incorrect traffic fees and charges, passenger charges or other unjustified payments being imposed on
NextJet.
Section: 3
3.3.7 Reporting of passengers that are denied boarding due to travel documents and
inadmissible passengers
Passengers who are denied boarding due to suspicious travel documents, missing visas or other
reasons related to travel documents, as well as all cases of inadmissible passengers are to be
reported to OP as soon as possible.
The reports can be sent by SITA to STOHK2N
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or by fax +46 8 639 83 29.
DATA needed for denied boarding reports:
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FLT/DATE:
Station:
Name of pax:
Suspected Nationality:
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Holding Travel Doc of :
Intended routing:
Type of Travel Doc irregularity: Free format explanation
DATA needed for INAD passenger reports:

FLT/DTE:
Station:
Name of pax:
Nationality:
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Travel Document used:
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Penalty/other costs to NextJet:
Reason for INAD: Free format explanation
3.3.8 Handling of accidents, incidents and occurrences

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See GOM 12.1.6.

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Section: 3
Page: 20
Ground Operations
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INTENTIONALLY BLANK
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Section: 3
3.4 Training requirements for ground and cargo operations personnel

3.4.1 Ground and Cargo Operations Personnel
All staff involved in ground handling and cargo activities must be qualified and trained in accordance
with industry standards as per the IATA relevant manuals within the scope of their assigned duties.
The training requirements documented in this chapter shall apply to all service providers.
It is a NextJets requirement that all operational positions within the scope of ground and cargo
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operations are filled by personnel on the basis of knowledge skills, training and experience
appropriate for the position. This shall be checked during NextJets station inspections.
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Training shall be completed by personnel that perform operational duties in the following functions
within I the scope of ground and cargo handling operations:
Passenger handling
Baggage handling
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Aircraft loading
Load control
Cargo handling
Fuelling
De/Anti Icing
3.4.2 Initial Training

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Must take place prior to being assigned to perform duties autonomously. (See training syllabus below)
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3.4.3 Recurrent training
Except dangerous goods recurrent training (24-month period)must take place within the period
specified by the local authority, but not less than once during every 36-month period. (Training
syllabus subjects are the same for recurrent).
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Section: 3
Page: 22
Ground Operations
3.4.4 Training programs

Training programs shall distinguish between theoretical (off the job) and practical (on the job) trainings
to establish full competency in the required function and to be able to work autonomously and
correctly. Trainings are to maintain, a standardized proficiency among all operational and handling
personnel.
The content and structure of training completed by ground handling and cargo operations personnel
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shall be reviewed and updated to remain relevant annually or every time changes occur in the
operational environment or new regulatory requirements occur. The relevant manager in each
company (eg Training Manager/Departmental Operational Manager) shall be responsible to review
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the training program and the attached syllabus. If there are any changes to be made, the new
requirements shall be documented in relation to the training syllabus subjects/topics and the training
provider shall be sent the new updates. The training provider will then update their courses and
materials and seek approval/acceptance as to whether all courses have been updated correctly.
Course materials will be published with new revision numbers and future courses shall take place with
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these revised course materials. The process to ensure that all other training programs (handling-
agents/training providers) are reviewed and updated in accordance with the above, is performed by
NextJet during station inspections.
The content of training courses shall provide the knowledge necessary to perform duties, execute
procedures and operate equipment associated with specific ground handling and cargo functions and
responsibilities, to include:
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Familiarization training on applicable regulations
In-depth training on requirements, including policies, procedures and operating practices
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Training in human factors principles
Safety training on associated operational hazards
Trained and qualified to operate equipment associated with duties
All personnel shall undergo examination or evaluation by written, oral or practical means, as
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applicable, to satisfy the requirement for operational personnel to demonstrate adequate knowledge,
competency or proficiency to perform duties, execute procedures or operate equipment. The
minimum pass rate for examinations and/or evaluations shall be 80% if not otherwise specified by the
applicable regulations.
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3.4.5 Training records

All completion of required training by personnel shall be recorded and such records shall be retained
in accordance with the following process. All Trainings/qualifications/licences/tests shall be recorded
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in an employees training file utilizing a standard format. The responsible department/handling agent
shall have a system for maintaining training records that provides for retention, identification, storage,
protection, retrieval and disposition of records in accordance with NextJets company requirements.On
the job training shall also be recorded on each employees training file in conjunction with each
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theoretical course that was taken.
Training records shall be made available for review by an authorized NextJet representative and/or
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regulatory authority. Where electronic or computer based training record systems are maintained, the
content shall include, as a minimum, the trainees name, course undertaken, test mark achieved, date
of training and next training date for recurrency.
Copies of training records shall be provided on request during station checks or NextJets corporate
quality audits.
Section: 3
3.4.6 DGR Training

All relevant personnel shall receive and successfully complete dangerous goods training, to include
initial training and recurrent training, on a frequency in accordance with requirements of the regulatory
authority, but not less than once within 24 months of previous training in dangerous goods.
Such training shall be completed by personnel that perform operational duties in the following
functions within the scope of ground and cargo handling operations:
Passenger handling
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Baggage handling
Aircraft loading
Load control
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Cargo handling
All DGR TRAINING SHALL BE WITH CURRENT IATA DGR TABLE 1.5
REF GOM 5.13
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Section: 3
Page: 24
Ground Operations
3.4.7 Ground & Cargo Operation Training Plan

FUNCTION Course/Seminar/Computer Based Training/Briefing
DGR (IATA 1.5)
Airside Safety/Security*
and baggage handling
General loading principles
planning
Type specific Load
/Airside driving* training
operation familitization
Equipment
Weight and balance
AC and Load limitation
Workstation training
A/C fuelling**
A/C De-/anti-icing***
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Ramp agent IR2 IR3 IR3 IR3 IR3 ICA IR3
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Passenger handling IR2 IR3 I
Baggage and cargo handling IR2 IR3 IR3 IR3 I
Marshalling IR2 IR3 IR3 IR3
Pushback IR2 IR3 IR3
Ground to cockpit Communication IR2 IR3 IR3
GSE operator IR2 IR3 IR3
Loadmaster IR2 IR3 IR3
Cargo Handling (Physical Handling) IR2
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IR3 IR3 I
Cargo Handling (DGR Acceptance) IR2 IR3 IR3 I
Cargo Handling (General acceptance) IR2 IR3 IR3 I
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Load control IR2 IR3 IR3 ICA IR3 I
Fuelling personnel IR2 IR3 IR3 IR1
Passenger boarding IR2 IR3 IR3 I
Bridge/dock operation IR2 IR3 IR3 I
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De-/Anti-icing IR2 IR3 IR3 IR1
*According to JIG requirements

**According to AEA and IATA requirments
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I=Initial Training
R1=Recurrent training every 12 months
R2=Recurrent training minimum every 24 months
R3=recurrent training minimum every 36 months
CA=Annual competence check
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NOTE: Weight & Balance on NextJet flights is performed by the PIC. Pilots training in Weight and
balance has to reflect AHM 590, referring to OM-D.
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Section: 3
3.4.8 The Training Syllabus for each training shall be in accordance with the following:
DGR Training - refer to IATA Table 1.5
AVSEC Training - refer to airports Security Program
Cargo Basic & Recurrent in accordance with IATA AHM 51/300-384
De/Anti Icing Training in accordance with the latest AEA/ISO/IATA De/Anti Icing Pool training
recommendations
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Airside Safety Training Syllabus in accordance with AHM 611/613/630:
Safety Philosophy (safety policy & employer/employee responsibilities)
Safety Regulations (international, state, airport & safe working practises)
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Hazards (eg vehicle movements, jet engines, aircraft protrusions etc)
Human Factors (eg stress, time pressure, peer management etc)
Airside Markings & Signage Emergency Situations (eg reporting, alarms & emergency stops,
ramp emergency etc)
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FOD prevention
Personal protection (eg protective clothing, occupational health & safety etc)
Accidents, Incidents (eg personal/GSE/aircraft damage, risk assessment, investigation etc)
Airside supervision (eg creating a reporting culture, performance monitoring etc)
Load Control Functional Training Syllabus in accordance with IATA AHM 590:
General weight & balance proficiency (eg terminology, balance principles etc)
Aircraft structure load limitations, loading incompatabilites
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Unit load devices (eg load limitations, tagging etc)*
Bulk hold loading (eg load spreading rules, load restraints and tie down rules etc)
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Loadsheet (eg issuance, checking, last minute changes etc)
Balance tables/charts (eg issuance, checking etc)
Load Instruction plan and report (LIR) (eg issuance and reporting procedures after load)
Load messages (eg sending and reading messages)
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DCS training as applicable for computerised loadsheets
Passenger Handling Training Syllabus in accordance with IATA AHM 51/100 - 180:
Check in procedures
Baggage check in procedures
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Manual check in procedures

Cabin seating, exit row and special passengers
Passenger boarding policies and procedures
Dangerous goods procedures if found in passenger cabin/hold baggage
Security procedures
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Load control coordination and procedures

Handling and boarding of weapons and persons authorised to carry weapons
Passengers requiring special handling
Communication procedures (customer airlines, load control, authorities)
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Data protection and security

Emergency procedures (eg fire, security threat, dangerous goods incident)
Health and safety at the workplace
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Baggage Handling Training Syllabus:

Baggage handling procedures (eg identification, storage, ULD loading*)
Manual baggage handling procedures
ULDs (inspection, loading, tagging, removal from service) *
Load control (coordination and consequences of baggage loadrng procedures,
Communication procedures (customer airlines, load control, authorities)
Data protection and security
Emergency procedures (eg fire, security threat, dangerous goods incident)
Health and safety at the workplace
Section: 3
Page: 26
Ground Operations
Aircraft handling and loading Training Syllabus in accordance with AHM 611/613/630:
Incident/accident reporting procedures
Manual loading
Safety during aircraft fuelling
Principles of aircraft loading
Handling special attention loads
Loading incompatabilities
Handling of ULDs *
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Operation of aircraft loading system/securing of loading &ULD*
Identification/consequences of malfunctions of in-plane loading systems
Consequences of load damage and spillage
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Positioning and operation of loading and service equipment
Load notification to PIC/Load control office
Passenger embarkation/disembarkation procedure
Standards of aircraft cleaning, lavatory and potable water servicing
Aircraft movement operations
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Passenger Boarding Bridge Training Syllabus:
Standard opertating procedures of equipment
Bridge control system, including on/off buttons and emergency switch off buttons
Out-of-limits procedures (returning bridge to normal working limits)
Back-off procedures and applications
Manual wind-off procedures
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Accident/incident response and reporting procedures
Fire procedures whilst bridge is on the aircraft
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Section: 3
Aircraft Loading Supervisor Training Syllabus:

General weight and balance proficiency and awareness
basic knowledge of containerised holds resistance (relationship between missing or damaged
restraints and ULD gross weight limitations);*
area limitation (spreader floors);
limitation per compartment/section/ULD position; *
monocoque (combined) limitation;
cumulative limitation;
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missing restraints limitation;
Unit load devices (ULDs)*:
tie-down limitations and rules; *
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rejection criteria for damaged ULD and tie-down accessories; *
tagging; *
Bulk hold loading:
physical loading rules concerning baggage, cargo;
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tie-down and spreader floor procedures;
utilisation of nets.
Loading Instructions/Report (LIR):
designation and numbering of aircraft holds;
utilisation of the LIR document;
Loading messages:
reading standard loading messages for off-loading of holds;
Dangerous goods:
cargo IMP codes;
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ULD and parcels labelling and marking; *
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loading compatibilities;
onboard accessibility;
rejection criteria;
emergency procedures.
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Other special loads:

cargo IMP codes;
marking and labelling;
loading compatibilities
Positioning and operations of loading equipment:
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areas of aircraft susceptible to damage by ground support equipment;

recording and reporting of damage to aircraft caused by ground support equipment.
Positioning and operations of loading equipment:
areas of aircraft susceptible to damage by ground support equipment;
recording and reporting of damage to aircraft caused by ground support equipment.
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Operation of aircraft loading systems: *

opening and closing of aircraft hold doors;*
In-plane loading systems; *
ULD automated and hand-operated restraints;*
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Operator's hold configurations and layouts *

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Section: 3
Page: 28
Ground Operations
Aircraft Ground Movement Training Syllabus:

Aircraft ground movement operations
scope of operations
principles, responsibilities
practices, procedures
hazards, risk assessment
safety precautions
Operation of equipment
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nose gear towbar tractor(s)
Nose gear towbarless tractor(s)
main gear tractor(s), if applicable
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towbars
Equipment-aircraft connect and disconnect procedures
Aircraft ground movement standard verbal communications (ground-flight deck)
nose gear controlled pushback and towing operation
main gear controlled pushback operations, if applicable
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powerback operations, if applicable
Aircraft marshalling
Scope of operations, principles, responsibilities
standard hand signals
use of aircraft parking guidance system(s)
Aircraft ground movement assistance
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scope of activities, principles, responsibilities
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standard hand signals
*not mandatory due to NextJet do not carry ULD

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Section: 3
3.5 Appendix 3.1 - Legal Document

ARTIKEL
4512-0001-01 NOTOC
4512-0002-01 BOARDINGCARD
4512-0003-03 UM ENVELOPE
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4512-0004-01 BAG TAGS 18"
4512-0005-01 ARN TAG
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4512-0006-01 OSD TAG
4512-0007-01 LLA TAG
4512-0008-01 BMA TAG
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4512-0009-01 TRD TAG
4512-0010-01 UME TAG
4512-0011-01 CABIN TAG CCB
4512-0012-01 NAMN TAG PAX
4512-0013-01 TRANSFER TAG
4512-0014-03 STANDBY TAG
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4512-0015-03 FIRE ARMS TAG
4512-0016-04 ASSISTANCE TAG
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4512-0017-01 TRANSIT TAG
4512-0018-01 HEAVY TAG
4512-0019-01 SERVICE CHECK 50 KR
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4512-0022-01 HOTEL VOUCHER
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4512-0023-01 EXCESS BAGAGE TICKET

4512-0023-02 EXCESS BAGAGE TICKET
4512-0024-01 INPLASTADE BOARDING CARDS
4512-0025-01 ID-TICKET
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4512-0026-01 STANDBY TICKET

4512-0027-01 CHECKED CABIN BAGAGE TAG
4512-0027-02 TAG-CCB( cabin bagage)
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4512-0028-01 YOUTH TICKET

4512-0029-01 Bagagetag AX-ARN
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4512-0030-01 Bagagetag AX-HEL

4512-0031-01 Bagagetag AX-MHQ
4512-0032-01 Bagagetag AX-Baksida
4512-0033-01 Bagagetag AX-Doorside
4512-0034-01 Boardingkort neutral
4512-0035-01 Boardingkort NextJet
Section: 3
Page: 30
Ground Operations
ARTIKEL
4512-0036-02 Stdkvittens
4512-0037-01 Traffic Irregularity report
4512-0038-01 Medical Information Form
4512-0039-01 Local Service procedure (lsp)
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4512-0040-01 Aeoroplane Ground Handling Report
4512-0041-08 Station Inspection Checklist
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4512-0042-01 Bagagetag AX-TKU
4512-0042-01 bagagetag AX-TKU vektor
4512-0043-01 Station Assessment Checklist
4512-0044-01 SLA
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4512-0045-01 SLA-AJR
4512-0046-01 Acceptance Checklist UN3373
4512-0047-01 Acceptance Checklist Cargo
4512-0048-01 servicecheck blank
4512-0049-01 Checklist cargo containing DG or RRY
4512-0050-01 Company_Report_-_4135
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4512-0051-02 Seating Report
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4512-0052-01 ID/STBY Ticket
4512-0053-01 RUSH TAG
4512-0054-03 LR TAG
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4512-0055-02 SC TAG
4512-0056-02 COM TAG
4512-0057-02 CRW TAG
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4512-0058-01 ATP Loading Instruction Report

4512-0059-01 SF3 Loading Instruction Report
4512-0060-01 CRJ 900 Loading Instruction Report
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Section: 4
SECTION 4 TICKETING, RESERVATION & FACILITATION
CONTENTS
4 Ticketing, Reservation & Facilitation ....................................................................... 3
4.1 Ticketless travel ......................................................................................................... 3
4.1.1 Ticketless travel............................................................................................................ 3
4.1.2 E-Ticket ........................................................................................................................ 3
4.1.3 Paper tickets................................................................................................................. 3
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4.2 Lost ticket procedure................................................................................................. 3
4.2.1 Lost ticket ..................................................................................................................... 3
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4.3 Endorsements ............................................................................................................ 4
4.3.1 General......................................................................................................................... 4
4.3.2 Change of carrier.......................................................................................................... 4
4.3.3 Acceptance of other airlines tickets for NextJet flights ................................................. 4
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4.3.4 Endorsement waiver agreements................................................................................. 4
4.3.5 Codeshare agreements................................................................................................ 4
4.3.6 Endorsement requests for NextJet tickets.................................................................... 4
4.3.7 Before commencement of journey ............................................................................... 4
4.3.8 Retroactive endorsements ........................................................................................... 4
4.3.9 Endorsement to NextJet ticket ..................................................................................... 4
4.3.10 Not endorsable tickets.................................................................................................. 4
4.3.11 Acceptance of stickers ................................................................................................. 5
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4.3.12 Involuntary changes ..................................................................................................... 5
4.4 Facilitation .................................................................................................................. 5
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4.4.1 General......................................................................................................................... 5
4.4.1.1 The duties of the airline Facilitation (FAL) representative ............................................ 5
4.4.1.2 NextJet Facilitation Representative.............................................................................. 6
4.4.2 APIS Advance Passenger Information System ......................................................... 6
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4.4.3 Cargo manifest ............................................................................................................. 6

4.4.4 Covering letter .............................................................................................................. 6
4.4.5 Customs ....................................................................................................................... 6
4.4.6 Customs form ............................................................................................................... 6
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4.4.7 Deportees..................................................................................................................... 7
4.4.8 Direct airside transit visa .............................................................................................. 7
4.4.9 Embarkation/disembarkation card................................................................................ 7
4.4.10 Entry regulations of different countries......................................................................... 7
4.4.11 ETAS Electronic Travel Authority System ................................................................. 7
4.4.12 General declaration ...................................................................................................... 7
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4.4.12.1 Purpose ........................................................................................................................ 7

4.4.12.2 Issue............................................................................................................................. 7
4.4.12.3 Completion ................................................................................................................... 7
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4.4.12.4 Distribution ................................................................................................................... 8

4.4.13 Health and vaccination ................................................................................................. 8
4.4.14 Immigration liaison officer............................................................................................. 8
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4.4.15 Immigration penalty ...................................................................................................... 8

4.4.16 Inadmissible passengers.............................................................................................. 8
4.4.17 Reserved ...................................................................................................................... 8
4.4.18 Passenger escort procedures ...................................................................................... 8
4.4.19 Passenger manifest...................................................................................................... 8
4.4.20 Passenger manifest information................................................................................... 8
4.4.21 Passport and visa......................................................................................................... 9
4.4.22 Reporting...................................................................................................................... 9
4.4.23 Schengen agreement ................................................................................................... 9
4.4.23.1 General......................................................................................................................... 9
4.4.23.2 Instructions on visas regulations .................................................................................. 9
4.4.23.3 Transfers between Non Schengen flights .................................................................... 9
Section: 4
Page: 2
Ground Operations
4.4.23.4 Schengen member-states ............................................................................................ 9

4.4.24 TIM, Travel Information Manual ................................................................................. 10
4.4.24.1 General....................................................................................................................... 10
4.4.24.2 Ordering of Manual..................................................................................................... 10
4.4.24.3 Further information ..................................................................................................... 10
4.4.25 Timatic........................................................................................................................ 10
4.4.25.1 General....................................................................................................................... 10
4.4.26 TWOV Transit Without Visa .................................................................................... 10
4.4.27 Visa waiver permanent program ................................................................................ 10
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Section: 4
4 Ticketing, Reservation & Facilitation

4.1 Ticketless travel
4.1.1 Ticketless travel
All reservations made via internet (www.NextJet.se) are ticketless and no traditional paper ticket is
needed as the passenger information is transmitted electronically.
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Receipt and confirmation
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The passenger is always issued an itinerary/receipt after booking. It is sent via email to the
passenger. It is not obligatory to bring the document along on a flight as long as the booking
reference is presented at check-in.
Passenger identification
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The passenger must be able to verify his/her identity together with the booking reference. This applies
even for children. This does not forego the need to carry a passport (or at least a photo ID within the
Nordic countries) as is required by the border formalities (See GOM 5.5.5).
4.1.2 E-Ticket
Some passengers may have e-tickets. These tickets have the same status as a paper ticket, but are
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electronic, and can be displayed on a credit card or on a printout.
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4.1.3 Paper tickets
NextJet will not issue any paper tickets. However, SK documents (117) may have been issued to the
passenger.
All ticket coupons shall be forwarded to NextJet without delay. The address is;
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NextJet
Avrkningen
Flygplatsvgen 5
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842 93 Sveg
4.2 Lost ticket procedure

4.2.1 Lost ticket
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If passenger has lost his NextJet ticket during the journey, a new ticket shall be bought. The new
booking should have information that it is bought to replace a lost ticket.
Because most NextJet reservations are ticketless, these cases will be very few.
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The travel agency who issued the ticket can apply for a refund for the original ticket if the ticket is
located.
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Section: 4
Page: 4
Ground Operations
4.3 Endorsements
4.3.1 General
Airline document is an agreement for carriage by air between the passenger and the carrier.
Documents are not freely exchangeable between carriers but rules and agreements limit the changes
from one carrier to another.
4.3.2 Change of carrier
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A change of carrier(s) can only be effected by
the issuing carrier
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the carrier designated in the carrier box
original issuing carrier shown in original issue box.
4.3.3 Acceptance of other airlines tickets for NextJet flights
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Coupon(s) must be designated for NextJets flights. SK117 documents can be accepted.
4.3.4 Endorsement waiver agreements

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4.3.5 Codeshare agreements
Not applicable.
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4.3.6 Endorsement requests for NextJet tickets
Only authorized personnel may endorse NextJet tickets.
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4.3.7 Before commencement of journey

Revenue Department Manager
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4.3.8 Retroactive endorsements

Only NextJet Revenue Department Manager is authorized to give retroactive endorsements.
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4.3.9 Endorsement to NextJet ticket

ENDORSED to/ Face Value Add carrier
by NextJet. Add department code, date, initials
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4.3.10 Not endorsable tickets

If stated in endorsement box
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not endorsable
valid on 2N only
valid on ... only
non end/ non re-route
non end specified sector
change of reservation restricted check fare note
Section: 4
4.3.11 Acceptance of stickers

NextJet accepts stickers written in airline offices only. The sticker must be clearly written so that it can
be noted at the check-in counter that the sticker concerned was written by an airline (e.g. IATA-code
and office name must be written).
4.3.12 Involuntary changes
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Normal Endorsement rules apply also for involuntary re-routings.
Endorsement must not be withheld by issuing carrier in involuntary situations.
NextJet policy is to obtain endorsement before we accept any involuntary rerouted passengers on 2N
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services.
Always state in ticket involuntary re-routing in question.
4.4 Facilitation
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4.4.1 General
The purpose of facilitation is to create efficient and economical business processes that will enhance
customer satisfaction. The basic aim is to improve the procedures and facilities used for clearance of
aircraft, crew, passengers, baggage and cargo, both inbound and outbound.
Processes included to achieve this aim are:

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a) eliminating all unessential documentary requirements
b) simplifying and standardizing the remaining forms
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c) liberalization of visa requirements and entry procedures
d) development of electronic data processing techniques to simplify and speed up government
control procedures (i.e. machine readable passports and other travel documents)
e) speedy handling and clearance procedures of baggage, cargo
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f) elimination, as far as possible, of requirements for documentation or examination in respect of

transit traffic
Improvements in the above processes are to be made in adherence with the necessary security
requirements.
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In addition to reducing procedural formalities, efforts in the facilitation field are aimed at the provision
of adequate airport terminal buildings for passengers, their baggage as well as for air cargo, with all
related facilities and service. Special attention is being paid at improving the accessibility of air
transport for elderly or disabled passengers.
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4.4.1.1 The duties of the airline Facilitation (FAL) representative

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The duties of the airline Facilitation (FAL) representative include;
a) acting as coordinator within the company, as facilitation affects different branches of airline
operation.
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b) working with different levels of various departments of the government (customs, immigration,
quarantine, ministries)
c) acting as the companys primary contact with IATA, ICAO, ATA, ECAC and various government
departments in Facilitation matters
Tools to assist the airline FAL-representative:

ICAO Annex 9 provides a non-binding frame
ECACs Document 30 seeks to harmonize policy within the European Community
IATAs guide to facilitation
IATAs facilitation website
Section: 4
Page: 6
Ground Operations
4.4.1.2 NextJet Facilitation Representative

NextJet Facilitation Representative: Director of Ground Operations
4.4.2 APIS Advance Passenger Information System

Basic information from machine-readable passports/visas is captured at or prior to passenger check-
in, and then dispatched electronically to the destination. For non machine-readable passports data
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has to be added manually before dispatching the edifact-message. By sending the captured Advance
Passenger Information (API) to the destination, pre-clearance can be performed prior to passengers
actual arrival.
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Normally passenger data is entered into computer terminals by the immigration officials at port of
entry once the passenger presents himself at the counter, with API the immigration officials receive
the information in advance and can inspect and process the passenger prior to his arrival. API
information is dispatched according to a standard UN EDIFACT message format developed by IATA
and the World Customs Organisation (WTO). Advance passenger information expedites significantly
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immigration clearance at the destination.
4.4.3 Cargo manifest

Where electronic data interchange (EDI) techniques are available for air cargo facilitation, data can be
forwarded electronically, in conformance with relevant UN/Electronic Data Interchange For
Administration Commerce and Transport (UN/EDIFACT) international standards, in advance of the
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arrival of the aircraft to, facilitate cargo processing.
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Where manual cargo manifests are in use, the manifest should include the following information of the
cargo and unaccompanied baggage;
a) the air waybill number

b) the number of packages related to each air waybill number
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c) the nature of goods
4.4.4 Covering letter

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When public authorities have seized a fraudulent, falsified or counterfeit travel document of an
inadmissible passenger, to return the document to the appropriate authorities in order to hinder further
circulation of such document, a Covering Letter shall be issued by the removing State. Attached to the
Covering Letter will be a photocopy of the forged travel document (if available) as well as any
important information.
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The Covering Letter and its attachments shall be handed over to the operator responsible for the
removal of the inadmissible person. It will serve to give information to the authorities at the transit
and/or the original point of embarkation. Take note that it is only an ICAO recommendation for ICAO
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Contracting States to accept a Covering Letter as a legal document, many countries do not allow
entry with a Covering Letter.
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4.4.5 Customs
Information on customs regulations for different countries can be obtained in TIM or Timatic.
See GOM 4.4.24 and 4.4.25.
4.4.6 Customs form

Some countries require arriving passengers to submit a declaration form of items they are bringing/or
not bringing with them. The forms are distributed to passengers either at the time of reservation,
check-in or during the flight. The passenger will hand in the completed form to the customs officer at
the customs clearing point.
Section: 4
4.4.7 Deportees
See GOM 5.2.7
4.4.8 Direct airside transit visa

Certain nationals require Direct Airside Transit Visa (even when remaining in the transit area). See
Timatic for further information.
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4.4.9 Embarkation/disembarkation card
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Some countries require passengers to fill in embarkation/disembarkation cards. The cards are to be
distributed to the passengers prior to their arrival in to that country, either at the time of
reservation/check in or during the flight. Passengers are to present the filled in cards to the
immigration officer at the passport checkpoint. The station, at which these cards are required, is to
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obtain the cards, normally free of charge, and forward them to NextJet OP (STOHK2N).
The embarkation/disembarkation cards are required for example in Thailand, Singapore, Malaysia as
well as U.S. (in U.S. the card is called Arrival/Departure Record I-94). Stock of
embarkation/disembarkation cards is kept at the NextJet head office, from where sufficient amounts
are uplifted directly to the flights departing ex ARN.
4.4.10 Entry regulations of different countries

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Detailed information concerning travel documents required for entry into various destinations can be
obtained from Travel Information manual (TIM) or TIMATIC). See GOM 4.4.24 and 4.4.25.
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4.4.11 ETAS Electronic Travel Authority System
Not applicable.
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4.4.12 General declaration
4.4.12.1 Purpose
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The general declaration serves the following purposes:

- to report crew members to authorities
- to replace separate inward and outward declarations
- to replace separate aircraft health declarations
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4.4.12.2 Issue
The general declaration is only to be issued if required at the destination(s). It shall be issued at the
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station of flight and/or in case of a crew change, en route.
NOTE: A survey of states that require a general declaration can be found in NextJet OP.
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4.4.12.3 Completion
General declarations established by means of an EDP system are acceptable. Entries in the manually
completed form must be made in block letters if no typewriter is available. All information required by
the authorities of the state concerned must be given in the general declaration. It has to be issued in
the number of copies required.
NOTE: Several states require a different number of copies for scheduled flights and charter flights.
Section: 4
Page: 8
Ground Operations
4.4.12.4 Distribution
The required number of copies has to be put into the Documents Folder.
4.4.13 Health and vaccination

Please see Timatic for information on health and vaccination matters. See GOM 4.4.24.
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4.4.14 Immigration liaison officer
The basic aim of having a Liaison Officer (LO) in a foreign country is to reduce the number of
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inadequately documented passengers travelling from or through that country. The LO assists airlines
by helping to establish whether individual passengers have the right travel documents and visas for
their proposed journey.
In addition they can advice the airline staff on whether travel documents and visas are genuine,
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forged or fraudulently obtained. The LO has no legal power in a foreign jurisdiction, they may advise
airline staff but they have no power to insist that the airline does not carry the passenger. It is
recommended that each station finds out whether any LO exists at their station and if so establishes
contact with the LO for future assistance and reference.
4.4.15 Immigration penalty

Immigration penalties or fines, occurring from inadequately documented passengers, will be debited
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to the operator at the station that has originally accepted the passenger for travel. A thorough
investigation will be made to determine the causing station.
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4.4.16 Inadmissible passengers
See GOM 5.2.8
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4.4.17 Reserved
4.4.18 Passenger escort procedures

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See GOM 5.2.9
4.4.19 Passenger manifest

A Passenger Manifest, required by customs and immigration at many airports, can be sent either by
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SITA message or as a paper copy, uplifted onboard the aircraft, in the form of a printout from the
departure control system, or when manual check-in is practiced as a hand written list. The list is to be
delivered to the customs office upon the arrival of the flight. The manifest shall include the surname(s)
and the initial of the first given name of the passenger.
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4.4.20 Passenger manifest information

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(Boarding Information Card to U.S.)

Not applicable.
Section: 4
4.4.21 Passport and visa

If the passenger has lost his passport, visa or other corresponding travel document or they are
insufficient, he must get them in order before he can be accepted onto the flight.
A passenger with insufficient documents may be denied entrance into the country concerned by the
authorities of that country. They may also impose a penalty on the air carrier or bind it to pay other
expenses.
(Ref. Inadmissible passengers GOM 5.2.8). Passport and visa requirements for specific countries can
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be found in TIM or Timatic (see GOM 4.4.24)
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4.4.22 Reporting
Whenever a passenger is denied boarding due to suspicious travel documents, missing visas or other
reasons related to travel documents, a report is to be sent to NextJet OP (e-mail
operations@NextJet.se, SITA STOHK2N), all inadmissible passenger cases are to be reported to OP
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as well. For instructions how to report please see GOM 3.3.7.
4.4.23 Schengen agreement
4.4.23.1 General
The Schengen Agreement, which was originally signed in 1985, came into force on 26th March 1995.
It is an agreement between several member states of the European Union (EU) to remove
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immigration controls for travel within their collective territories. This creates a border-less region,
known as the Schengen Area. Anyone coming from outside Schengen, connecting at an airport in any
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of the Schengen States, and destined to another country in the Schengen Area will undergo
immigration controls at the first airport in the area. The journey within the area will be without any
controls (like domestic travel).
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4.4.23.2 Instructions on visas regulations

Please see TIM or Timatic for detailed instructions on Schengen visas and TWOV regulations.
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4.4.23.3 Transfers between Non Schengen flights

Transfers between flights coming from and going to points outside the Schengen Area are treated as
international flights with the passengers remaining in the airside area.
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4.4.23.4 Schengen member-states

Schengen States:
Austria, Belgium, France, Germany, Greece, Italy, Luxembourg, Netherlands, Portugal and Spain
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EU-countries implementing the Schengen-agreement as of 25.3.2001:

Denmark, Finland and Sweden
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Non-EU countries implementing the Schengen-agreement as of 25.3.2001:

Iceland and Norway
Section: 4
Page: 10
Ground Operations
4.4.24 TIM, Travel Information Manual
4.4.24.1 General
The Travel Information Manual (TIM) is a joint publication of 14 IATA airlines. It is published for the
main purpose of providing airlines; their agents and other parties in the travel industry with up-to-date,
official information on government travel regulations, procedures and restrictions for air travel to more
than 200 countries.
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4.4.24.2 Ordering of Manual
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The manual can be ordered from IATA Netherlands, at the following address:
IATA Netherlands Data Publications, P.O.Box 75636,
Triport 1, 1118ZR, Amsterdam Schiphol Airport, The Netherlands.
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4.4.24.3 Further information
For further information contact: customerservice@iata.nl or visit the web-site http://www.iata.nl.
4.4.25 Timatic
4.4.25.1 General
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Timatic, Automatic Information Manual, is the user friendly on-line TIM database from which passport-
, visa-, health- and customs-regulations of various countries can be obtained. The database is
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accessible for example through Amadeus.
4.4.26 TWOV Transit Without Visa

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Not applicable.
4.4.27 Visa waiver permanent program

Not applicable.
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Section: 5
SECTION 5 PASSENGER AND BAGGAGE HANDLING
CONTENTS
5 Passenger And Baggage Handling........................................................................... 5
5.1 General ........................................................................................................................ 5
5.1.1 Policy............................................................................................................................ 5
5.1.1.1 Conditions of Carriage for Passengers and Baggage .................................................. 5
5.1.1.2 Interline Agreement Policy ........................................................................................... 5
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5.1.2 Assignment of passenger information .......................................................................... 5
5.1.2.1 General......................................................................................................................... 5
5.1.2.2 Assignment of Information to the Passenger in Question ............................................ 5
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5.1.2.3 Assignment of Information to Authorities...................................................................... 5
5.2 Special Passenger Categories .................................................................................. 6
5.2.1 Infants, Children And Unaccompanied Minors ............................................................. 6
5.2.1.1 Infants........................................................................................................................... 6
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5.2.1.2 Children ........................................................................................................................ 6
5.2.1.3 Unaccompanied Minors and Young Persons (UM and YP) ........................................ 6
5.2.2 Persons with Reduced Mobility (PRM)......................................................................... 7
5.2.2.1 Limitations .................................................................................................................... 7
5.2.3 Inadmissible passengers (INAD).................................................................................. 8
5.2.3.1 Definition ...................................................................................................................... 8
5.2.3.2 Policy............................................................................................................................ 8
5.2.3.3
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Limitations .................................................................................................................... 8
5.2.3.4 Seating ......................................................................................................................... 8
5.2.4 Deportee Assisted (DEPA)........................................................................................... 9
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5.2.4.1 Definition ...................................................................................................................... 9
5.2.4.2 Policy............................................................................................................................ 9
5.2.4.3 Limitations .................................................................................................................... 9
5.2.4.4 Seating ......................................................................................................................... 9
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5.2.4.5 Handling ....................................................................................................................... 9

5.2.4.6 Responsibility ............................................................................................................... 9
5.2.4.7 Equipment .................................................................................................................... 9
5.2.5 Deportee Unassisted (DEPU) .................................................................................... 10
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5.2.5.1 Definition .................................................................................................................... 10

5.2.5.2 Policy.......................................................................................................................... 10
5.2.5.3 Limitations .................................................................................................................. 10
5.2.5.4 Seating ....................................................................................................................... 10
5.2.6 Passenger in custody ................................................................................................. 10
5.2.6.1 Policy.......................................................................................................................... 10
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5.2.6.2 Limitations .................................................................................................................. 10

5.2.6.3 Seating ....................................................................................................................... 10
5.2.7 Unruly and/or intoxicated passengers ........................................................................ 11
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5.2.7.1 Introduction................................................................................................................. 11
5.2.7.2 Legal aspects ............................................................................................................. 11
5.2.7.3 Policy for unruly and/or intoxicated passengers......................................................... 11
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5.2.7.4 Smoking and alcohol .................................................................................................. 12

5.2.7.5 Guideline for levels of disturbance ............................................................................. 12
5.2.7.5.1 Response guidelines .................................................................................................. 13
5.3 Passenger priority.................................................................................................... 14
5.3.1 General....................................................................................................................... 14
5.3.2 Passenger priority list ................................................................................................. 14
5.4 Flight Editing ............................................................................................................ 15
5.4.1 General....................................................................................................................... 15
5.4.2 Choosing of cabin version .......................................................................................... 15
5.4.3 Seating of special passengers ................................................................................... 15
5.4.3.1 Children, Families with Children................................................................................. 15
Section: 5
Page: 2
Ground Operations
5.4.3.2 Pet Animal in Cabin (PETC)....................................................................................... 15

5.4.3.3 Passengers with reduced mobility (PRM) .................................................................. 15
5.4.3.4 Seating Instructions.................................................................................................... 16
5.4.3.5 Seating Chart by Aircraft Type ................................................................................... 17
5.4.4 Use of vacant crew seats ........................................................................................... 18
5.4.5 Upgrading................................................................................................................... 18
5.4.6 Passenger assessment (profiling) .............................................................................. 18
5.4.7 List of 4-letter SSR codes........................................................................................... 19
5.5 Passenger check in.................................................................................................. 20
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5.5.1 Policy.......................................................................................................................... 20
5.5.2 Acceptance of flight coupons ..................................................................................... 20
5.5.3 Check-in routine ......................................................................................................... 21
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5.5.3.1 Special procedures for passengers holding a paper ticket......................................... 21
5.5.3.2 Pooling of Baggage .................................................................................................... 22
5.5.3.3 Through Check-In / Transfer and Transit Passengers ............................................... 22
5.5.3.4 Return Check-In ......................................................................................................... 22
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5.5.3.5 E-ticket check-In......................................................................................................... 22
5.5.3.6 Check-In after Deadline and Latest Check-In Times.................................................. 22
5.5.4 Check-in options......................................................................................................... 23
5.5.4.1 Check-In at the Check-In Counter.............................................................................. 23
5.5.4.2 Gate Check-In ............................................................................................................ 23
5.5.4.3 Self Service Check-In Kiosk ....................................................................................... 23
5.5.4.4 Check-In Service on NextJet Web Site ...................................................................... 23
5.5.5 Passenger identity checks, assessment and document control identity check .......... 23
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5.5.5.1 Flights within Schengen ............................................................................................. 24
5.5.5.2 Flights outside Schengen ........................................................................................... 25
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5.5.6 Process for identifying excess bag weight anD announce weight to PIC................... 26
5.6 Passenger embarkation........................................................................................... 27
5.6.1 Policy.......................................................................................................................... 27
5.6.2 Boarding preparations and preboarding..................................................................... 27
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5.6.3 Boarding procedure.................................................................................................... 27

5.6.3.1 Boarding Control ........................................................................................................ 28
5.6.3.2 Process ...................................................................................................................... 29
5.6.4 Closing the flight......................................................................................................... 30
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5.6.4.1 LMC Passengers........................................................................................................ 30

5.6.4.2 Matching the Number of Passengers Onboard .......................................................... 30
5.6.4.3 Passenger Transfer Message (PTM) ......................................................................... 30
5.6.4.4 Passenger Service Message (PSM) .......................................................................... 31
5.6.4.5 Passenger Information ............................................................................................... 31
5.6.5 Refusal of embarkation .............................................................................................. 31
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5.6.5.1 Reasons for refusal .................................................................................................... 31

5.6.5.2 Making the Decision to Refuse Embarkation ............................................................. 31
5.6.5.3 Offloading of Baggage................................................................................................ 31
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5.6.5.4 Reporting.................................................................................................................... 31
5.6.6 Post-departure tasks .................................................................................................. 31
5.7 Passenger disembarkation...................................................................................... 32
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5.7.1 Pre-arrival arrangements............................................................................................ 32

5.7.2 Arrival assistance ....................................................................................................... 32
5.8 Arrival service........................................................................................................... 33
5.8.1 General....................................................................................................................... 33
5.9 Passenger handling irregularities .......................................................................... 34
5.9.1 General....................................................................................................................... 34
5.9.2 Policy.......................................................................................................................... 34
5.9.2.1 Co-ordination of action and information ..................................................................... 34
5.9.2.2 Advance preparations ................................................................................................ 34
5.9.2.3 Co-operation with crew............................................................................................... 34
Section: 5
5.9.3 Common NextJet rules on long delay, cancellation and denied boarding ................. 34
5.9.3.1 Applicability of rules.................................................................................................... 35
5.9.3.2 Required passenger information ................................................................................ 36
5.9.3.3 Passenger rights (simplified table) ............................................................................. 37
5.9.3.4 Rights of passenger in the event of long delay .......................................................... 38
5.9.3.5 Rights of passenger in the event of flight cancellation
(when not due to extraordinary circumstances) ......................................................... 39
5.9.3.6 Rights of passenger in the event of denied boarding (DB)......................................... 41
5.9.3.7 Downgrading (DGN)................................................................................................... 43
5.9.3.8 Distances between NextJet scheduled traffic stations ............................................... 43
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5.9.4 Delayed flight departure ............................................................................................. 43
5.9.4.1 Authority to delay flights ............................................................................................. 43
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5.9.4.2 Reporting.................................................................................................................... 43
5.9.4.3 Information ................................................................................................................. 44
5.9.4.4 Meal service arrangements ........................................................................................ 46
5.9.4.5 Accommodation.......................................................................................................... 47
5.9.4.6 Policy for involuntary re-routing in case of a flight irregularity .................................... 48
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5.9.5 Delayed flight arrivals ................................................................................................. 48
5.9.6 Cancelled flights ......................................................................................................... 49
5.9.6.1 Authorization to cancel a flight ................................................................................... 49
5.9.6.2 Information to passengers.......................................................................................... 49
5.9.6.3 Anticipation of a cancellation...................................................................................... 49
5.9.7 Flight diversions ......................................................................................................... 49
5.9.8 Reservation irregularities............................................................................................ 50
5.9.8.1
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Reservation and ticketing errors................................................................................. 50
5.9.8.2 Overbooking ............................................................................................................... 50
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5.9.8.3 Denied Boarding Compensation ................................................................................ 53
5.10 Baggage handling .................................................................................................... 53
5.10.1 General....................................................................................................................... 53
5.10.2 Unchecked baggage .................................................................................................. 53
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5.10.2.1 NextJet carry-on baggage allowance ......................................................................... 53

5.10.2.2 Excessive carry-on baggage ...................................................................................... 54
5.10.2.3 Security removed items from carryon baggage.......................................................... 54
5.10.2.4 Use of door side tag ................................................................................................... 55
5.10.3 Checked baggage ...................................................................................................... 55
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5.10.3.1 Maximum checked baggage weight ........................................................................... 55

5.10.3.2 Piece concept............................................................................................................. 55
5.10.3.3 Piece Concept ............................................................................................................ 55
5.10.3.4 Labeling of baggage................................................................................................... 55
5.10.3.5 Baggage tags and special labels................................................................................ 56
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5.10.4 Excess baggage......................................................................................................... 56

5.10.4.1 Weight concept........................................................................................................... 56
5.10.4.2 Piece concept............................................................................................................. 56
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5.10.5 Special baggage......................................................................................................... 57

5.10.5.1 Live animals ............................................................................................................... 57
5.10.5.2 General....................................................................................................................... 57
5.10.5.3 Pet in Cabin (PETC)................................................................................................... 58
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5.10.5.3.1 Transport container .................................................................................................... 58

5.10.5.4 Animal in hold (AVIH) ................................................................................................. 59
5.10.5.4.1 Transport container .................................................................................................... 59
5.10.5.4.2 Optimum temperature range ...................................................................................... 59
5.10.5.4.3 Handling and loading procedures............................................................................... 59
5.10.5.5 Animal transportation charges.................................................................................... 60
5.10.5.6 Preparations and restrictions in international traffic ................................................... 60
5.10.5.7 Assistance dogs ......................................................................................................... 60
5.10.5.8 Sporting equipment .................................................................................................... 61
5.10.5.9 Firearms and ammunition........................................................................................... 62
5.10.5.10 Wheelchairs................................................................................................................ 63
Section: 5
Page: 4
Ground Operations
5.10.5.11 Baby buggies.............................................................................................................. 64

5.10.5.12 Dialysis liquid.............................................................................................................. 64
5.10.5.13 Human remains and cremated human remains ......................................................... 64
5.10.5.14 Baggage on seat (CBBG)........................................................................................... 65
5.10.5.15 Use of electronic equipment on board (PED) in the aeroplane .................................. 67
5.10.6 Dangerous goods ....................................................................................................... 69
5.10.7 Baggage delivery........................................................................................................ 69
5.11 Baggage handling irregularities ............................................................................. 70
5.11.1 NextJet claims handling policies and procedures ...................................................... 70
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5.11.1.1 Baggage claims process ............................................................................................ 70
5.11.1.2 How and when to contact baggage claims................................................................. 70
5.11.1.3 Loss of baggage......................................................................................................... 71
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5.11.1.4 Baggage delayed ....................................................................................................... 71
5.11.1.5 Baggage damaged ..................................................................................................... 72
5.11.1.6 Baggage replacement ................................................................................................ 72
5.11.1.7 Contents damaged ..................................................................................................... 73
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5.11.1.8 Fragile, valuable or perishable items damaged.......................................................... 73
5.11.1.9 Pilferage ..................................................................................................................... 74
5.11.1.10 Cabin Incidents........................................................................................................... 74
5.11.1.11 Limited release tagged items ..................................................................................... 74
5.11.1.12 Security removed items.............................................................................................. 74
5.11.1.13 Station settlement limit ............................................................................................... 74
5.11.1.14 Time limitations for reporting damages ...................................................................... 74
5.11.1.15 Time limitation for sending a claim ............................................................................. 75
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5.11.2 Baggage tracing ......................................................................................................... 75
5.11.2.1 General....................................................................................................................... 75
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5.11.2.2 PIR, AHL and DPR..................................................................................................... 75
5.11.2.3 Advance payments and overnight kit ......................................................................... 75
5.11.2.4 Tracing and baggage management systems ............................................................. 75
5.11.2.5 Tracing ....................................................................................................................... 75
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5.11.2.6 Passenger figure input into Worldtracer ..................................................................... 75

5.11.2.7 Forwarding mishandled baggage and security........................................................... 76
5.11.2.8 Missing checked baggage.......................................................................................... 76
5.11.2.9 Found checked baggage............................................................................................ 76
5.11.2.10 Found unchecked items ............................................................................................. 77
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5.11.3 Damages to unchecked baggage............................................................................... 77

5.11.4 Individual baggage insurance..................................................................................... 77
5.12 Customer relations, claims and compensations................................................... 78
5.12.1 Customer relations office............................................................................................ 78
5.12.1.1 Functions.................................................................................................................... 78
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5.12.2 Feedback from passengers to the customer relations office...................................... 78

5.12.3 Handling of customer feedback.................................................................................. 79
5.12.3.1 Appointing responsible persons ................................................................................. 79
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5.12.3.2 How to file and process a claim.................................................................................. 79

5.12.4 Liability limitations ...................................................................................................... 79
5.12.4.1 Liability limitations as stated in the Montreal Convention........................................... 80
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5.12.5 Compensations .......................................................................................................... 82

5.12.5.1 Denied Boarding Compensation (DBC) ..................................................................... 82
5.12.5.2 Downgrading compensation....................................................................................... 83
5.12.5.3 Other compensations ................................................................................................. 83
5.12.5.4 Injuries to person........................................................................................................ 83
Section: 5
5 Passenger And Baggage Handling

5.1 General
5.1.1 Policy
The check-in of passengers and baggage is usually performed on the day of departure within given
time limits.
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A passenger can be accepted after closing time only when it can be done without delaying the flight or
with the duty managers approval. The flight documents and other travel documents and baggage
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shall be presented at the same time at the check-in counter.
5.1.1.1 Conditions of Carriage for Passengers and Baggage

The conditions of carriage observed by our company are based on international conventions, on the
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Swedish law of aviation and on the recommendation and resolutions given by IATA.
Information regarding dangerous goods and forbidden articles in passenger baggage must be clearly
displayed in check-in/boarding areas.
NextJet Conditions of Carriage can be found in www.nextjet.se
5.1.1.2 Interline Agreement Policy

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TBA
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5.1.2 Assignment of passenger information
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5.1.2.1 General
Passenger information can in principle not be assigned to other than corporate use.
There are two exceptions to this rule:
Passenger information can be assigned to the passenger himself upon request;
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Authorities may in some cases have legal rights to gain passenger information.
5.1.2.2 Assignment of Information to the Passenger in Question

Passenger information to the passenger himself can be assigned by a Company representative after
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ensuring the identity of the passenger requesting the information.
5.1.2.3 Assignment of Information to Authorities

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NextJet will deliver passenger information to authorities only when obliged by local laws and
regulations.
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The request for passenger information must be received in writing. The request must contain the
name and status of the person who makes the request, as well as the basis by which the authority is
entitled to receive the requested information.
Requests for passenger information shall always forwarded to the NextJet Revenue Department
(SITA-code: STOHK2N, fax: +46 8 639 83 29) who assigns the information.
Section: 5
Page: 6
Ground Operations
5.2 Special Passenger Categories

5.2.1 Infants, Children And Unaccompanied Minors
5.2.1.1 Infants
An infant is a passenger who has not reached his/her 2nd birthday. Newborn infants who are younger
than 7 days are not acceptable for transport due to medical reasons. Infants shall be seated with a
travel companion over the age of 16.
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An adult shall not bring more than two infants on board. When an adult is travelling with two infants,
the following additional requirements shall be complied with, whenever the fasten seat belt sign is on:
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One infant shall sit on the adults lap with the infant belt secured;
The other infant shall be seated in a car type infant seat. The car seat must be secured in an aft
facing position only. The car seat must not be located in a row of seats which is either next to an
emergency exit or is immediately in front or behind such a row. Also see CCM.
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The total number of infants onboard must not exceed the number of infant life vests carried onboard.
An infant life vest must always be placed in the seat pocket before take off and the adult shall be
informed and instructed how to use the life vest in case of an emergency.
5.2.1.2 Children
A child is a passenger who has reached his/her 2nd but not his/her 12th birthday and:
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Whenever the fasten seat belt sign is on, the child shall be restrained in its own seat with a seat
belt;
Children who have reached 2 but not 6 years shall be seated with a travel companion over the
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age of 16;
Children up to the age of 12 shall be booked in the same class as their travel companion over the
age of 16.
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Multiple occupancy of seats:

Multiple occupancy of seats is only permitted when one occupant infant is under 2 years old and
the other is responsible adult aged 16 years or more.
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5.2.1.3 Unaccompanied Minors and Young Persons

(UM and YP)
The UM shall generally board before other passengers. Prior to flight, station staff shall inform the
CMD and SCC of the total number and seating of UM. Service to an UM implies that the child is under
the airline supervision from check-in until the child has been met upon arrival by parent/guardian.
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An UM is a child who travels alone and:

Has reached his/her 5th but not his/her 12th birthday; or
Has reached his/her 12th but not 16th birthday, and requires assistance.
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Aircraft Max number of UM

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BAe ATP 8
SAAB 340 4
Young persons (YP) between 12-16 years, travelling alone, are not included in the restricted number.
UM shall not be seated on jump seats. If there is a high probability of diversion, the CMD decides
whether the child shall be accepted for transportation.
Section: 5
5.2.2 Persons with Reduced Mobility (PRM)

A person with reduced mobility (PRM) is a person whose mobility is reduced due to physical
incapacity, an intellectual deficiency, age, illness or any other cause of disability.
The following codes are used to define the degree of assistance needed:
Code Definition
WCHR The passenger only requires a wheelchair for transportation to/from the aircraft.
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He/she can ascend/descend steps and make his/her own way to/from the cabin seat.
WCHS The passenger cannot ascend/descend steps, but is able to make his/her own way
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to/from the cabin seat. The passenger requires a wheelchair for transportation
to/from the aircraft and needs to be carried up/down the steps.
WCHC The passenger is completely immobile and requires a wheelchair for
transportation to/from the aircraft. Also, these passengers need to be carried
up/down the steps and to/from the cabin seat.
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DEAF Passenger who is deaf or a passenger who is deaf-mute.
BLIND Passenger who is blind.
DEAF/ Blind AND deaf passenger. This type of passenger is only permitted for transport if
BLIND accompanied by an escort.
MAAS Passengers who require meet and assist service.
DPNA Disabled passenger with intellectual or developmental disability. This type of passengers
shall always travel together with an escort.
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Passengers who need help because of language problems.
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The commander must be notified when PRM's are to be carried on board. They will be, where
possible, pre-boarded and individually briefed with regard to emergency exits:
Point out exits to be used in the event of an emergency;
Inform the passenger that all exits and reassure them that in an evacuation they would be helped
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by a Crew member or assigned passenger;

Ask the passenger to read the Safety Information Card.
Pre-board/disembarking of PRMs:
On the occasions when a PRM passenger is pre-boarded or remains on-board awaiting ambu-
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lifts and wheelchair, there must be a minimum CC compliment on-board.
An Able-Bodied Person, ABP, is defined as a person responsible for the comfort and well being of a
PRM during embarkation/disembarkation, his/her general safety during flight and necessary
evacuation assistance. An ABP shall be at least 18 years of age.
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Seat allocation:
PRM shall never be seated or allocated where their precense could impede the crew in their
duties.
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PRM shall never be seated on an emergency exit, over wing areas or in areas where access to
emergency equipment could be obstructed;
A person responsible will occupy the seat next to the PRM.
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5.2.2.1 Limitations
When persons of reduced mobility (PRMs) are carried as passengers the seating policy applies.
When the number of PRMs forms a significant proportion of the total number of passengers carried
they must not exceed the number of able bodied persons capable of assisting with an emergency
evacuation.
The NextJet policy is that flights with transport of more than 2 WCHC/WCHS passengers should be
approved by the Flight Operations Department and proper measurements must be taken for a number
of cabin crew required and/or designation of ABPs.
As a guidline, maximum 2 WCHC/WCHS are accepted for SAAB 340 and maximum 4 WCHC/WCHS
are accepted for BAe ATP.
Section: 5
Page: 8
Ground Operations
5.2.3 Inadmissible passengers (INAD)

5.2.3.1 Definition
An INAD is a passenger who is refused entrance to a country by authorities of such country, or who is
refused onward carriage by a Member or government authority at a point of transfer, e.g., due to lack
of a visa, expired passport etc.
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5.2.3.2 Policy
A Supervisory Staff shall always evaluate the INAD passengers fitness for continuous travel before
departure to ensure the safety of the aeroplane and its occupants. The CMD shall always be informed
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about an INAD transportation.
5.2.3.3 Limitations
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No restrictions.
5.2.3.4 Seating
An INAD shall never be seated on an emergency exit row or directly near an emergency exit. Also the
INAD shall never be seated on an aisle seat.
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Section: 5
5.2.4 Deportee Assisted (DEPA)

5.2.4.1 Definition
A DEPA is a passenger who is being deported, for any reasons and in any directions, flying within,
inwards and/or outwards the nation, and due to the Authorities is escorted by a person authorized to
do so by the Authorities.
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5.2.4.2 Policy
NextJet and the CMD of the flight shall be notified prior to departure if a DEPA is to be transported.
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The notification shall include reason for travel together with a risk evaluation carried out by the
Authorities.
5.2.4.3 Limitations
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A maximum number of 2 DEPA per flight is accepted unless special permit is given by Director
Security.
5.2.4.4 Seating
The DEPA and her/his escort shall always be seated together. They shall not be seated on an
emergency exit row or directly near an emergency exit and not on an aisle seat. The DEPA shall also
be seated as far aft in the aircraft as possible.
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5.2.4.5 Handling
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The following extra security measures shall be taken when accepting a DEPA:
Strict security screening of the DEPA and her/his cabin baggage shall be carried out;
The DEPA together with his/her escort shall board prior to the other passengers and leave the
aircraft after the rest of the passengers;
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The DEPA is not to be served any alcohol during the flight,

Special attention shall be paid to the escorts needs and assistance shall be given if required.
When the DEPA is under sedative medication during a flight or the behaviour of the DEPA indicates
that medication may be required during the flight, he/she shall always be transported by professional
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medical staff in addition to normal escorts.
5.2.4.6 Responsibility
The escort is responsible for the DEPAs behaviour and he/she shall prevent any disturbance caused
by the DEPA.
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5.2.4.7 Equipment
The escort shall be equipped with handcuffs in case the passenger behaves violently. Firearms and
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gas weapons are not allowed as means of equipment on-board NextJet flights in these
circumstances.
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Section: 5
Page: 10
Ground Operations
5.2.5 Deportee Unassisted (DEPU)

5.2.5.1 Definition
A DEPU is a passenger who is being deported, for any reasons and in any directions, flying within,
inwards and/or outwards the nation, and due to the result of a risk evaluation carried out by the
Authorities do not require escort during his/her travel.
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5.2.5.2 Policy
NextJet and the CMD of the flight shall be notified prior to departure if a DEPU is to be transported.
The notification shall include reason for travel together with a risk evaluation carried out by the
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Authorities. The company policy is that the transportation of DEPU with only one cabin crew member
on board the aircraft is prohibited. If more than one cabin crew member on board, the deportee should
be considered as a regular passenger provided not otherwise stated.
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5.2.5.3 Limitations
The maximum number of DEPU is 2 per flight unless operation with only one CC onboard, see policy
above.
5.2.5.4 Seating
A DEPU shall not be seated on an emergency exit row or directly near an emergency exit and not on
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an aisle seat. The DEPU shall also be seated as far aft in the aircraft as possible. The DEPU shall
board prior to the other passengers and leave the aircraft after the rest of the passengers;
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5.2.6 Passenger in custody
5.2.6.1 Policy
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NextJet and the CMD of the flight shall be notified prior to departure if a person in custody is to be
transported. The notification shall include reason for travel together with a risk evaluation carried out
by the Authorities.
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5.2.6.2 Limitations
Maximum number of persons in custody are 2 per flight. Each passenger in custody shall have a
minimum of 2 escorts but shall always be enough in number to handle the passengers in custody.
The person in custody shall be handcuffed and his/her cabin-and hold-baggage shall be thoroughly
searched.
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5.2.6.3 Seating
A person in custody and his/her escort shall not be seated on an emergency exit row or directly near
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an emergency exit not either on an aisle seat.

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Section: 5
5.2.7 Unruly and/or intoxicated passengers

5.2.7.1 Introduction
An Unruly Passenger is a passenger that acts aggressively or threatening, fails to obey the rules, or in
any way acts in a manner that might jeopardize;
1. The safety of an aircraft,
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2. Any passengers or crew members,
3. Property therein, or
4. Good order and discipline onboard such as:
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a. Refusing to follow instructions of the ground personnel and/or crew.
b. Damaging airline property or airport facilities.
c. Acting physically or mentally threatening (i.e. assault, verbal abuse, sexual
harassment).
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d. Being under the influence of drugs, intoxicated and/or disorderly conduct.
e. Disregarding smoking regulations and tampering with smoke detectors.
f. Using force to claim services or stealing goods.
g. Disrupting ongoing services to other passengers.
h. Consuming carry-on alcoholic beverages.
5.2.7.2 Legal aspects

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NextJet may refuse carriage or onward carriage of any passenger, if it is necessary:
1. For reasons of safety, or

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2. In order to prevent violation of any applicable law or regulations,
3. Because the conduct, age, or mental or physical state of the passenger is such as to;
a. Require special assistance of the company
b. Cause discomfort or make himself objectionable to other persons or property, or
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c. Involve any hazard or risk to himself or other persons or to property, or

4. Because the passenger has failed to observe the instructions of the company.
5.2.7.3 Policy for unruly and/or intoxicated passengers

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NextJet acknowledges its obligation to take all reasonable steps to ensure a safe and secure
environment for its customers and employees at all company facilities, including the aircraft of the
company.
NextJet shall:
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Take all reasonable measures to prevent unruly passenger scenarios to evolve, by minimizing
risks in a proactive way.
Provide all relevant personnel with adequate training in handling unruly and/or intoxicated
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passengers.
Provide all relevant personnel with guidelines for handling unruly and/or intoxicated passengers.
Deny carriage of unruly and/or intoxicated passengers on the companys aircraft.
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Give full support to employees having taken all reasonable measures in encountering an unruly
and/or intoxicated passenger, including human, welfare and legal support.
Encourage authorities to prosecute offenders.
Continuously improve the procedures related to the phenomena of unruly passengers, to the
greatest extent possible.
Section: 5
Page: 12
Ground Operations
5.2.7.4 Smoking and alcohol

Smoking on NextJet flights is prohibited. A passenger violating the non smoking rule shall
immediately be asked to stop. If not adherent to the warning the escalation of warnings shall take
place. Any person who appears to be under the influence of alcohol or drugs to the extent that the
safety of the aircraft or its occupants is likely to be endangered shall be refused embarkation. Alcohol
shall not be served to a person onboard the aircraft that seams to be under such influence of alcohol
or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered.
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5.2.7.5 Guideline for levels of disturbance
For Ground Operations NextJet has defined three levels of disturbances as a guideline to handle
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unruly and disruptive persons, this to take reasonable and appropriate measures in the handling of
such a person.
NOTE: Flight Operations has 4 threat levels defined instead of 3. Always take that into
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consideration when communicating with the applicable flight crew. Instead of mentioning the
thread level describe the unruly/disruptive persons behaviour as detailed as possible.
Level 1: Aggressive but possible to influence:

The passenger is loud heated, difficult to approach. The passenger is initially insensitive to others and
to what is happening around him. (These are actions, which do not interfere with flight safety such as
minor verbal abuse).
Level 2: Aggressive but not easily to influenced:

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Passenger continues disturbance which interfere with safety, such as continuation of verbal abuse or
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continuing refusal to comply with the requests of the airline personnel. There is reason to believe that
the passengers behaviour may continue or escalate.
Level 3: Physical violence and other punishable behaviour:

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The passenger does not react to the threat of official intervention. There are explicit threats of
physical violence against people or company property, or such violence has actually occurred.
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Section: 5
5.2.7.5.1 Response guidelines

General
Ground staff shall always inform the Commander of the applicable flight about any Unruly Passenger
situation, if Ground staff is the category that has observed, or confronted, the unruly behavior. This
information shall be forwarded regardless of whether the ground staff has been able to, or not been
able to, convince the perpetrator to improve his/her behavior. The Ground staff has full authority to
deny check-in or boarding of any passenger that is believed to jeopardize flight safety.
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Based on the classification of an unruly passenger a set of recommendations are presented below.
They are to be regarded as general recommendations, and should not hinder the use of common
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sense.
Level 1
Utilize conflict control techniques.
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Consider verbal warning by informing the unruly passenger what the result of his/her behavior
could be if it continues.
Inform the Commander of the applicable flight about any unruly passenger situation, if Ground
staff is the category that has observed, or confronted, the unruly behavior. This information
shall be forwarded regardless of whether the ground staff has been able to, or no been able to,
convince the perpetrator to improve his/her behavior. The Ground staff has full authority to
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In case of denied boarding, all baggage belonging to the passenger should be offloaded.
Level 2
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Consider refusal of carriage.
Inform the Commander of the applicable flight about any unruly passenger situation, if Ground
staff is the category that has observed, or confronted, the unruly behavior. This information
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shall be forwarded regardless of whether the ground staff has been able to, or no been able to,
convince the perpetrator to improve his/her behavior. The Ground staff has full authority to
If applicable, consider closure of the speed gates.
Consider denying boarding. If boarding is denied, all baggage belonging to the passenger
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should be offloaded.
Contact supervisor.
Consider calling for assistance by airport police or/and security personnel.
Complete Company Report in accordance with GOM 3.1.2.7.3.3.
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Level 3
Use self defense techniques as necessary. Keep distance if possible.
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Request all help possible, e.g.;

o Police
o Airport Security
o Supervisor
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o Colleagues
o Others
Refusal of carriage.
All baggage belonging to the passenger should be offloaded.
Complete Company Report in accordance with GOM 3.1.2.7.3.3.
Section: 5
Page: 14
Ground Operations
5.3 Passenger priority

5.3.1 General
If due to lack of space (seats, weight or volume) load has to be offloaded, proceed according to the
priority list below.
Baggage and excess baggage has the same priority as the passenger concerned. NextJet Load
Priority including baggage and cargo can be found in GOM 7.5.
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5.3.2 Passenger priority list
In case of involuntary denied boarding, the following priority order for off--loading passengers shall
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apply:
In all categories do not offload UM , PRM and positioning crew (DH)
1. Non--booked ID passenger
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o Other airline
o To NextJet Associated airline
o NextJet
2. Non--booked Revenue passenger

o Other airline
o To NextJet Associated Airline
o NextJet
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3. Booked ID passenger
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o Other airline
o NextJet
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4. Booked Revenue passengers

o Other airline
o NextJet
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The station may also try to find passenger who are willing to give up their seat voluntarily.
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Section: 5
5.4 Flight Editing

5.4.1 General
It is a duty of the station staff to know the basic principles of passenger seating.
5.4.2 Choosing of cabin version

Not applicable.
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5.4.3 Seating of special passengers
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5.4.3.1 Children, Families with Children
Families shall preferably be seated so as that they have easy access to toilets and galleys.
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Passengers carrying a baby basket onboard shall be reserved extra space whenever possible. An
infant under two years of age can always be provided with a seat if space available.
The seating of infants shall be done according to the Infant preference seats per each aircraft type.
See Chart in GOM 5.4.3.4.
5.4.3.2 Pet Animal in Cabin (PETC)

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Due to passengers suffering animal allergies a person travelling with a pet in cabin should be seated
whenever possible in the rear of the cabin. If there are more than one pet unknown to each other,
approximately 10 rows should be left between them.
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5.4.3.3 Passengers with reduced mobility (PRM)
According to safety instructions the seating of PRM must never obstruct access to emergency exits or
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aircraft doors (OM-A 8). The seating of PRM passengers shall not hinder the evacuation of other
passengers.
For more details and instructions, see Chart in GOM 5.4.3.4.
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5.4.3.4 Seating Instructions
PRM
The maximum number of PRM consists of all passengers with reduced mobility. Due to company
safety regulations the total number of PRM carried must not exceed the number of able bodied
persons capable of assisting with an emergency evacuation. The maximum number of PRM shall
always be strictly followed and cannot be exceeded without prior approval from Director of Flight
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Operations.
The maximum amount of PRMs on NextJet aeroplanes are as follows;
ATP 4
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SAAB 2
When seating PRM the following guidelines shall be followed:

all seats can be used for seating except for the exit seats and seats in the prohibited category.
it is essential to consult the recommended category to ensure passenger comfort. The seats in the
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recommended category either have liftable armrests are located near toilets or have easier access
to the passenger exit.
If possible, a PRM should be seated near the toilet.
PRM passengers travelling with service/guide dogs shall normally be seated where sufficient floor
space for the dog is available, excluding bulkheads and emergency exits, and if booking allows an
adjacent seat shall be blocked. See OM-A 8.
if passenger needs to keep any equipment on the floor the first row can not be used for PRM-
seating
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PRM shall be seated by the window in general but if the following conditions are met aisle or
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middle seats can be used:
a) adjacent seat(s) is/ are left unoccupied
b) adjacent seat(s) is/are occupied by PRM escort(s) or
c) there is enough space from the adjacent seat for easy access to the aisle (i.e. first row)
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STRETCHER
Not applicable.
MEDICAL OUTLETS
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Not applicable.
INFANT SEATING
Seating of infants depends on the locations of the oxygen masks and therefore the number of infants
is limited per row in most aircraft types.
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The maximum amount of infants on NextJets aeroplanes is as follows;

ATP 5
SAAB 3
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Without prior approval from Director of Flight Operations the maximum number of infants per flight is
limited to the standard amount of extra oxygen masks, infant life jackets and infant/extension belts
onboard.
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Section: 5
UM SEATING
The number of unaccompanied UMs per flight is limited to the following;
ATP 8
SAAB 340 4
The number of UM can be exceeded only by Commander's decision. If a booking error has been
made at the time of reservation and cannot be solved in any other way, the quota may be exceeded
by an exception approved in advance by DO or Chief Pilot. The sales instance that confirms the
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special requests is responsible for the correctness of the UM quota.
Preferably all UM of the flight shall be seated together and may not be seated at the emergency exits.
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UMs shall be seated in FWD/AFT part of the cabin, close to every C/A station. Pre-boarding shall
always be performed for UM.
5.4.3.5 Seating Chart by Aircraft Type
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Due attention must be paid to seat allocation affecting emergency evacuation of the aeroplane.
Therefore the seats must be assigned accordingly, noting that passengers that might hinder
evacuation shall not be seated in exit rows.
Such passengers include:

passengers whose physical or mental condition is such that they would have difficulty in moving
quickly if required to do so.
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passengers whose sight or hearing is impaired to the extent that they might not readily become
aware of instructions given to begin evacuating the aeroplane.
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children (2-11 yrs.) and infants (under 2 yrs.) whether or not they are accompanied by an adult.
passengers in custody and those who are being deported.
pregnant women.
passengers with pet animal.
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Passengers whose physical size would prevent them from being able to move quickly.
Passengers who, due to language problems, might not become aware of instructions given.
Extension and infant safety belts shall not be used at type III exit (non-floor level exit) rows.
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Only persons who appear reasonably fit and strong should be seated adjacent to self-help exits.
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5.4.4 Use of vacant crew seats

A person intending to travel on a vacant crew seat shall ask for prior permission of the commander.
Such a passenger shall have a valid airline staff discount ticket; the use of vacant crew seats by
revenue passengers is not allowed.
Passengers not permitted to be seated on exit rows (GOM 5.4.4) shall not be permitted to occupy a
vacant crew seat.
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Cockpit
The final decision regarding admission to the cockpit shall be under the authority of the commander
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(ref. OM-A 8).
NextJet Crew ( pilot, cabin crew)

Instructors
Authority personnel i.e Swedish Civil Aviation Authority or foreign aviation authority
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Other vacant crew seats
NextJet policy is to allocate the other vacant crew seats according to passenger priority list, see GOM
5.3. However, the final decision as to the disposition of vacant crew seats shall be under the authority
of the commander.
No person shall be carried in the vacant crew seat in the cabin, unless that person is:
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a) An employee or a dependant of the employee of the Company;
b) An employee or a dependant of the employee of another operator;
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c) An employee of the authority holding right for special transportation agreement.
The CC shall ensure that a person who occupies a vacant cabin crew seat, is briefed on all safety
related aspects connected with that seat and, if the seat is at an emergency exit, on how to operate
and open the door in an emergency; It shall be stressed that the door shall be opened only after the
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appropriate command has been given.
Crew Rest seats

No passenger, revenue or non-revenue, shall be seated on crew rest seats.
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5.4.5 Upgrading
Not applicable.
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5.4.6 Passenger assessment (profiling)

Not applicable.
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5.4.7 List of 4-letter SSR codes

Extract from the Airimp codes that concern passenger and baggage handling and instructions for
handling are described in GOM.
AVIH Animal in hold. GOM 5.10.5.

BIKE Bicycle. GOM 5.10.5.
BLND Blind passenger. GOM 5.2.
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BSCT Baby basket. GOM 5.2., 5.4., 9
BULK Bulky baggage
CBBG Baggage on seat. GOM 5.10.5.
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COUR Courier.
DEAF Deaf passenger. GOM 5.2., 5.4.
DEPA Escorted deportee. GOM 5.2.
DEPU Unescorted deportee. GOM 5.2.
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EXST Block extra seat
INAD Inadmissible passenger. GOM 5.2.
MAAS Meet and assist. GOM 5.2.2.1
MEDA Medical case. GOM 5.2.
PETC Pet in cabin. GOM 5.10.5.
SPML Special meal (description required).
STCR Stretcher. GOM 5.2.
TWOV Transit without visa. GOM 4.4.26.
UMNR Unaccompanied minor. GOM 5.2.
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WCHC Wheelchair passenger must be carried
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WCHR Wheelchair passenger able to walk short distances and climb stairs.
WCHS Wheelchair passenger needs help with climbing stairs but can walk to/from seat.
GOM 5.2.
WEAP Firearms and Ammunition. GOM 5.10.5.3
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5.5 Passenger check in

5.5.1 Policy
Check in is performed by NextJet staff or authorized handling agent. In general, baggage is only
accepted for check in on the same day the passenger travels. Baggage and ticket must always be
presented at the same time and check in agents are responsible for correct handling.
NextJet is using free seating concept for all flights.
Free seating has to be printed on the boarding card and has to be announced during the check-in
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process to the passenger.
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5.5.2 Acceptance of flight coupons
Prior to the acceptance on the flight and detachment of the coupon from the flight ticket it should be
made certain, that the following data is correct and correspond to the situation:
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name of the passenger
validity of the ticket
airport of departure and destination
flight number
date and time
reservation status
Regarding the reservation status the following entries may exist:

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OK Reservation confirmed
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RQ Reservation requested, but confirmation has not been received or the passenger is on
the waiting list
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WL/WTL Passenger is on the waiting list.
SA The passenger may be accepted to the flight if there are free seats in the aircraft
(space available). This entry will be made when the price and rules prohibit advance
reservation. This entry is also used in the ID 2 tickets.
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OPEN No reservation has been made or the entry thereof has not been transferred in the flight
ticket.
The flight ticket is an individual document of transportation. Transferring it to another person is

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prohibited.
In order to prevent abuse, NextJet has the right to check the passenger's identity at the check-in. In
case there are imperfections in the flight ticket regarding e.g. passenger's name, name of agency,
stamp or validity of the ticket, they have to be cleared out and corrected before accepting the
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passenger on the flight.
For each flight segment there is a single flight coupon.

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Section: 5
5.5.3 Check-in routine

Check-in can be done faster, more efficiently and without mistakes by following these correct
procedures and general instructions, however, always taking into consideration each passengers
individual needs and local requirements and practices.
greet the passenger
check travel documents, identity of the passenger, passport and visa if necessary
check reservation status
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handle the baggage
weigh the baggage
be alert for dangerous goods (see OM-A 9)
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in case of excess weight extra charge has to be debited and passenger shall be informed about it
(see GOM 5.10.4)
enter the number and weight of the baggage into the flight coupon when applicable (avoid
markings on optically readable zone of ATB)
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remove old tags
check that each piece of baggage has passengers name and address
check condition of baggage; inform passenger if any damage is found and attach Limited
release- tag on it
note the carry-on baggage rules (see GOM 5.10.2)
enter necessary information into the departure control system
enter all special information needed (e.g. PSM)
print and attach the tags on the baggage and give the receipts to the passenger
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check that the information on the tags is correct
check also the need of any other special tag on the baggage.
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GOM 5.10.3.4
issue the boarding card and insert the flight coupon in it (when applicable)
hand over the boarding pass and inform the passenger about the gate number and boarding time
wish the passenger a good journey.
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5.5.3.1 Special procedures for passengers holding a paper ticket

all checked baggage shall be marked on the flight ticket into the first PCS CK. WT-box.
unchecked baggage shall be marked into the UCK. WT-box.
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in case of special baggage or excess weight remarks shall be made to the Endorsement-box.
WARNING: Do not write on optically readable zone of ATB.

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5.5.3.2 Pooling of Baggage

When two or more passengers are travelling as one party to a common destination from the same
place by the same flight, they shall be permitted a total free allowance equal to the combination of
their individual free baggage allowances.
The total number of pieces and weight of baggage of the entire group shall be entered on the ticket of
the Head of Group. Also PL with the total number of passengers pooling the baggage shall be
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written in the Endorsement box. On the tickets of the other passengers of the group, PL shall be
written in the PCS CK:WT-box and last two digits of the serial number of the Head of Groups ticket
entered.
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To comply with the passenger and baggage reconciliation and security requirements, each passenger
of a non-family group shall be given their own individual baggage claim receipts (IATA 746). Each
passenger of a non-family group has to identify his/her own bag(s) at the time of check-in.
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As baggage of non-family groups may be pooled under i.e. the group leaders name, the name printed
on the tag itself may not be that of the passenger himself. For baggage identification purposes, each
member of the group shall however hold the tag receipt, the tag number of which tallies with the
actual bag that he checked in.
5.5.3.3 Through Check-In / Transfer and Transit Passengers

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Through check-in of passengers is only used when specifically requested from NextJet.
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Transit passenger is a person who will continue his journey on the same flight from the transit station.
Due to the circumstances of the transit station concerned, waiting time, regulations of the authorities
or other matters, transit passenger may be asked to stay on board the aircraft or be conducted to the
transit hall.
If the passengers leave the aircraft during the stop-over, they shall show, as they return to the aircraft,
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a boarding pass they have received at the departure airport. When the passenger has no boarding
pass he shall be given a transit card at the gate when leaving the aircraft.
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5.5.3.4 Return Check-In

Not applicable.
5.5.3.5 E-ticket check-In

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5.5.3.6 Check-In after Deadline and Latest Check-In Times

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Generally, passengers are not accepted for check-in after deadline. Exceptions may be granted by
duty manager or supervisor as stated in LSP. For the correct handling of LMC-passenger, see
instructions in GOM 5.6.4.1 See information on check-in times in www.nextjet.se
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Section: 5
5.5.4 Check-in options
5.5.4.1 Check-In at the Check-In Counter

See GOM 5.5.3 for check-in routines.
5.5.4.2 Gate Check-In
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Gate check in is performed for passengers with only carry-on baggage. Basic rules for check- in apply
to these passengers who are checked in at the gate. Special attention shall be paid to document
check as well as checking if passenger has any checked in baggage and inserting that
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information in to the DCS system.
5.5.4.3 Self Service Check-In Kiosk
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NextJet utilise CUSS, Common Use Self Service at Stockholm-Arlanda Airport.
5.5.4.4 Check-In Service on NextJet Web Site

NextJet offers the possibility to check in through http://www.nextjet.se
5.5.5 Passenger identity checks, assessment and document control identity check
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NextJet is following EU Regulation 300/2008 and the national security program.
You must have a valid boarding pass to enter through security.
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Id-controll is not mandatory, the passanger shall be prepared to show ID-paper for identity-,
nationality-check when necessary.
Document Control
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The document for travel shall be authentic,valid and adequate for the destination,and for possible
transit stations.
The document shall be verified at the time of check-in in a case of a non-shengen flight.
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5.5.5.1 Flights within Schengen

Legal Schengen requirements
It is required by legislation in the Schengen states that a person travelling from one Schengen state to
another shall be in possession of a passport or an EU-standard photo-ID stating the nationality of the
person as well as the validity of the card. It is the personal responsibility of each person travelling
within Schengen whether he fulfils that requirement. Nordic citizens are however exempted from this
legal requirement when travelling within the Nordic countries.
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NextJet requirements and accepted documents Schengen legislation does not overrule the fact that
NextJet has right to check the identity of each person for the reasons stated in 5.5.5. above. For this
purpose a valid and authentic passport issued by any state or a photo-ID issued by the authority of a
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Schengen state can be accepted, such documents incl.;
passports
ID-cards
drivers licenses
health insurance cards
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social security cards
ETA-citizen in Schengen-cards
The passenger shall be informed that unless he carries a valid passport or an EU-standard ID-card
(for EU nationals) he is committing a border crossing offence and could face problems at his
Schengen destination.
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If the passenger decides to travel without the appropriate travel document within Schengen it will be
completely at his own risk, remark of this decision shall be inserted in passengers booking profile of
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the flight and NextJet will not bear any responsibility for any inconvenience that may occur.
Children and Unaccompanied Minors

When travelling with his family, a minor up to 15 years who is Nordic citizen travelling within Nordic
states may be accepted on a flight without a photo-ID.
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Minor between 12-15 travelling alone is required to have a photo-ID in order to be able to prove he is
entitled to the special fare ticket and for security reasons if he has checked baggage.
Unaccompanied Minor (5-11yrs) may be accepted on flights within Nordic states without a photo-ID.
This is because the guardians of the UM are required to prove their identity at the departure and upon
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arrival and the procedure meets the security standards. On other Schengen flights UM should be able
to prove his identity as stated on NextJet requirements above.
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Section: 5
5.5.5.2 Flights outside Schengen

The identity of every passenger, as well as the authenticity, validity and adequacy of documents for
the destination, and possible transit stations, shall be verified at the time of check-in. For passengers
using self-service kiosks, or those checking in via the Internet, document checks shall always be
made at the baggage drop counter or latest at the gate on all flights outside Schengen.
Special document checks
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For some specified flights the documents of all passengers shall be re-checked at the time of
boarding. In addition gate checks shall always be performed on flights to Canada, Russia, United
Kingdom and USA.
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Accepted documents
The following documents are accepted for the above mentioned purpose on flights outside the
Schengen area;
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EU-nationals (and nationals of Switzerland)
valid passport and a valid visa (if the passenger in question requires one for his/her destination)
EU-standard photo-ID is accepted for certain EU-nationals travelling i.e. to Ireland, Switzerland
and United Kingdom (please see Timatic for specific information, TIDFT/country/PA)
Other nationals
valid passport and a valid visa (if the passenger in question requires one for his/her destination or
transit station).
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5.5.6 Process for identifying excess bag weight anD announce weight to PIC
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Section: 5
5.6 Passenger embarkation

5.6.1 Policy
The Gate Agent shall be present at the gate according to the time limits stipulated in LSP.
The Gate Agent shall commence boarding according to LSP if not otherwise informed.
It is the responsibility of the ground staff to co-ordinate embarkation with the crew. This is to ensure
that the CC has made certain that there is at least one CA at each cabin door or pair of doors. The
minimum number of cabin crew is described in table 1.
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5.6.2 Boarding preparations and preboarding
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Before starting the actual boarding, the Gate Agent shall perform following:
ensure that all equipment is functioning.
make sure that the Dangerous Goods -sign is at sight of passengers.
check the PSM -lists for all special passengers and passengers travelling with infants and young
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children.
inform cabin crew of special passengers.
pre-boarding announcement shall be performed for passengers travelling with young children on
all NextJet flights when appropriate.
give extra time and board these passengers first: PRM, unaccompanied children, passengers with
infants and young children.
verify whether a gate document check has to be performed and ensure that information on such a
check is given to the passengers prior to boarding.
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Table 1. Minimum number of cabin crew during embarkation and disembarkation.
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Type Minimum cabin crew
ATP 2
S340 1
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Before starting embarkation the ground staff must ensure that:

minimum number of cabin crew is on board
servicing and cabin preparation functions do not conflict with safety requirements
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5.6.3 Boarding procedure

Make standard boarding announcements. See GOM 11.1.
Gate announcement for carry-on baggage shall be made when the passenger load is 80%, or
above, of the total seat capacity. See GOM 11.1.5.
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5.6.3.1 Boarding Control

When passengers are allowed to embark, disembark or remain on board during refuelling or
defuelling, the following additional precautions are to be observed:
a) air traffic control and the aerodrome fire services are to be advised that refuelling /defuelling will
take place with passengers on board
b) Crew and passengers are to be advised that refuelling / defuelling is about to take place.
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c) Fasten Seat Belt signs must be off. No Smoking signs must be on together with interior lighting
to enable emergency exits to be identified
d) Passengers are to be briefed not to smoke at any time on the ground and to remain seated, but
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with seat belts harnesses unfastened, until the refuelling / defuelling has been completed.
e) a Crew Member is to be stationed at the main exit door or assist in the evacuation if an emergency
should occur.
f) On aeroplanes with more than 19 seats, minimum cabin crew for the type of aerplane must be at
their stations to assist in an evacuation.
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g) Ground servicing activities and work inside the aeroplane. such as cleaning and catering, should
be conducted in such a manner that they do not create a hazard and that the isle and emergency
exits are unobstructed.
h) if the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises
refuelling / defuelling must be stopped immediately,
i) no individual items of electrical equipment may be switched on or off while refuelling / defuelling is
in progress.
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j) the position of the refuelling unit relative to the aeroplane is to be such that it will not impede the
rapid exit of passengers if an emergency evacuation becomes necessary.
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Section: 5
5.6.3.2 Process
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5.6.4 Closing the flight

The Gate Agent shall close the flight for Check-in within the agreed time limits.
The Gate Agent shall then take care of the following:

handle the stand-by list
check-in last minute passengers (Permission to accept last minute passengers should be obtained
from the Captain. If on-time-performance is endangered, this information should be relayed to flight
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deck and permission obtained.)
When the flight is ready to depart the Gate Agent shall update the Departure Control System (DCS)
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with possible LMC and then close the flight completely, which enables an automatic transmission of
the PSM messages to the destination. In case of system failure the mentioned messages shall be
transmitted manually via SITA. See GOM 6.1.13 (PTM) and GOM 6.1.14 (PSM).
To secure on time departure all activities at the flight should be fully completed and the aircraft doors
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closed latest 5 minutes before the scheduled time of departure.
5.6.4.1 LMC Passengers

Passengers that are accepted after deadline are recorded as LMC (Last Minute Change). The
following shall be noted when accepting an LMC passenger at the gate:
ensure that the flight coupon has been correctly uplifted
mark the passengers boarding card: LMC
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let the passenger know that there may not be any meal on board for him/her
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inform the crew of the LMC
ensure that the LMC passenger is recorded in the system and that the person (Ramp or Load-
control Agent), who prepares the flight documents to be uplifted to the pilot is aware of the
accepted LMC.
no delay is made for the LMC passenger. If the on time departure of the flight is threatened,
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permission to accept the LMC passenger must be obtained from the Duty Manager (or at some
Stations Ramp Agent).
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5.6.4.2 Matching the Number of Passengers Onboard

The Gate Agent shall ensure that all passengers that were checked-in are onboard. The actual
boarding control is performed either manually or by using a gate reader, matching of passengers
being up-to-date all the time.
The names of late or missing passengers shall always be retrievable from the Departure Control
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System without delay.
The total number of passengers can be obtained either by;

matching the number of boarding passes to the number of passengers accepted in the departure
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control system or by;

matching the amount of passengers/boarding passes with the manual passenger list and/or with
the information received from the Ramp Agent
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5.6.4.3 Passenger Transfer Message (PTM)

Not applicable.
Section: 5
5.6.4.4 Passenger Service Message (PSM)

PSM informs down line stations of passengers who require assistance or special handling.
A PSM is sent automatically from the departure station when the flight is closed in the departure
control system. If for any reason it is not sent automatically, a manual PSM must be transmitted.
If the aircraft should divert in flight from its original route and should land at an airport other than the
original destination, the Airline/Handling agent, who has received the PSM-message shall transmit it
to the deviation station. An example of the standard IATA format Passenger Service Message with
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obligatory contents is found in GOM 6.1.14.4.
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5.6.4.5 Passenger Information
Cabin Crew shall be provided with necessary information concerning passengers on board.
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5.6.5 Refusal of embarkation
5.6.5.1 Reasons for refusal
A passenger can be refused carriage due to any of the following reasons;
being under the influence of alcohol, medication or drugs to such a degree as to constitute a
disturbance or a hazard to the flight (see GOM 5.2.10).
unruly behavior (see GOM 5.2.10 )
physical conduct, medical or mental condition that renders the passenger incapable of taking care
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of him/herself during the flight without special assistance. Such a passenger needs to travel with a
qualified escort to be accepted
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being a source of dangerous infection or discomfort to other passengers
being unable to use a standard aircraft seat in a sitting upright position during take-off and landing,
except stretcher passengers
insufficient, invalid or fraudulent travel documents (see GOM 5.5.5)
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misuse of ticket/travel document (i.e. passenger using someone elses ticket or passport to travel)
5.6.5.2 Making the Decision to Refuse Embarkation

Refusing embarkation is always a delicate situation and shall be handled with utmost tact, in a
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sensitive yet firm manner. In unquestionable cases the Duty Manager/ Supervisor can make the
decision to refuse embarkation of a passenger without consulting the crew. In borderline cases the
Duty Manager/Supervisor shall consult with the Commander and the CC of the flight (the final
decision lying with the Commander).
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5.6.5.3 Offloading of Baggage

Whenever a passenger is refused embarkation it is essential to check whether he/she has any
checked in baggage, as the baggage must be offloaded from the flight. An amendment of the
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offloaded bag(s) must be made to the check-in records and to the relevant flight documents.
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5.6.5.4 Reporting
Refusal of embarkation must always be reported as follows:
in cases of Unruly behavior a Passenger Disturbance Report shall be filled in (see GOM 5.2.10)
in cases of denied boarding due to travel documents a report has to be forwarded to OP (see
format in GOM 3.3.7)
5.6.6 Post-departure tasks

After the aircraft departure the Gate Agent shall finalize the traffic statistics and the revenue envelope
for the flight, prepare reports and send messages relating to any irregularities (e.g. FIM-messages,
wrongly extracted flight coupons, denied boarding reports etc.).
Section: 5
Page: 32
Ground Operations
5.7 Passenger disembarkation

5.7.1 Pre-arrival arrangements
Arrival assistance is an important part of customer service. Based on the respective passenger
service messages (PSM) or information about in-flight incidents organize appropriate arrangements in
advance.
5.7.2 Arrival assistance
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Cabin crew and/or ground staff are responsible for directing the passengers to the terminal and
ensuring that they refrain from smoking and keep well clear of propellers, jet engine intakes and
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exhaust and blast danger areas
(See GOM 9 and GOM 12.1) while on the apron area.
On arrival, it is the responsibility of the CC to obtain an acknowledgement from the ground staff or
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from the Commander if no ground staff is available that passenger disembarkation can be
commenced.
Staff shall be at the gate at a time agreed separately in SDS (Service Delivery Standard) before the
flight arrival. The passenger bridge is to be docked to the aircraft immediately after the aircraft has
come to a standstill. A copy of PSM messages shall be on hand to assist and guide
arriving/connecting passengers.
One agent shall remain at the gate until all transfer passengers (if any) have disembarked.
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The Handling Company shall provide or arrange for a trained operator of the passenger bridge/aircraft
guidance lights and check the functioning of these prior to the operation.
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Disembarkation policy
Passengers requiring assistance disembark last.
For flights parked at a remote position both forward and aft aircraft doors shall be used for
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disembarkation (unless otherwise agreed). The passenger steps (if required) shall be positioned
immediately after the aircraft has fully stopped.
A sufficient number of apron buses (based on the actual passenger figures) shall be available to
support a convenient transfer to the passenger terminal. The buses shall be parked at the stairs
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immediately after the aircraft has fully stopped.

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Section: 5
5.8 Arrival service

5.8.1 General
The arrival service at the arrival hall shall be available during all NextJet arrivals until all baggage has
been reconciled. NextJet identity shall be clearly visible.
Arriving passengers shall be informed immediately about left behind baggage and/or any local
problems delaying the baggage delivery to the pick-up area.
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A message shall be sent to the destination airport if baggage has been left at the departure station.
This shall be done immediately when the situation becomes known. The message shall include
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information of the planned means of re-delivery of the baggage. Such baggage shall be re-delivered
to the destination airport on the first possible flight/connection. For baggage irregularities, tracing,
compensation and service procedures see GOM 5.11 and 5.12.
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An initial baggage irregularity report (PIR) shall be completed.
Whenever possible the mishandled baggage shall be delivered to the passenger during the same day
when received at the arrival station. Please note that local delivery circumstances may have effect on
the delivery schedule (e.g. customs restrictions, limitations in delivery options etc.).
For detailed instructions see GOM 5.11.

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5.9 Passenger handling irregularities

5.9.1 General
Irregularities in air traffic cause trouble and inconvenience to passengers. Handling of these situations
demands professional approach, promptness and skill from all staff handling the flights. Customer
service
shall be well planned and flexible.
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5.9.2 Policy
NextJet will take care of its passengers regardless of the source of the irregularity. It is important to
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remember that good care of the passengers and the airline's legal responsibility are not the same
thing.
The principle of taking good care of the passenger means to look after his welfare irrespective of
whether the company has legal obligation to do so or not. Information regarding the companys
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responsibilities is available in the General Conditions of Carriage.
As an EU member state carrier, NextJet is obliged to follow the EC Regulations that set the common
rules for all EU member state carriers (EC Regulation no 261/2004). The aim of the regulation is to
strengthen the rights of passengers and to ensure that air carriers operate under harmonized
conditions in the liberalized market (for measures set by the regulation see GOM 5.9.3).
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5.9.2.1 Co-ordination of action and information
Co-ordination of all arrangements, customer service and information shall be provided by the
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responsible supervisor.
5.9.2.2 Advance preparations

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Updated plan for handling of flight irregularities, share of responsibilities and contact numbers shall be
found at the LSP of each station.
5.9.2.3 Co-operation with crew

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If passengers have to wait for the aircraft departure at the airport, the cabin crew may be requested to
assist in customer service according to the instructions given by the ground staff.
5.9.3 Common NextJet rules on long delay, cancellation and denied boarding
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The following rules concern compensation and assistance in the event of long delay of flight,
cancellation of flight and denied boarding of passengers. The rules are based on the EC regulation
(no 261/2004) that was established by the European Parliament and council and which came into
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effect February 17, 2005.

The NextJet irregularity procedures and company policies have been amended to be in line with the
regulation.
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Section: 5
5.9.3.1 Applicability of rules

The regulation rules shall be applied on;
passenger on NextJet scheduled traffic flight that operate from/to EU member states
passenger on NextJet leisure flight that operate from/to EU member states
passenger holding code share partners code in the ticket on NextJet operated flight
passenger holding confirmed status in the reservation on a NextJet code share flight operated by
other carrier
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Provided that;
passenger has confirmed reservation on the flight concerned (OK status)
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passenger has presented himself for check-in on time as stated in writing or alternatively minimum
scheduled departure time minus 45 minutes
No compensation is paid for;
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passenger without confirmed reservation
passenger who has not presented himself for check-in on time
EU inbound passenger, who is paid higher benefits or compensation in a third country
passenger on a flight that both departs and arrives from/to a non-EU member state (intra non-EU
flight, e.g. SIN-BKK) in which case the DBC policy sums stated in GOM 5.12.5.1 apply
if passenger has been involuntarily rerouted due to another carriers irregularity situation (delay,
cancellation, denied boarding) and passenger is therefore holding re-issued ticket or FIM for a
NextJet flight. If the causing carriers representative is not available at the station NextJet will
provide care and rerouting
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passenger travelling on free or reduced fares not directly or indirectly available to the public (ID,
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AD, OD). In such a case care (meals, accommodation etc. when passenger already accepted for
flight) is still provided according to NextJet policy.
passenger who is refused carriage for reasons of safety, security, health or inadequate travel
documents (DB)
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when delay, cancellation or denied boarding have been caused by extraordinary circumstances. Care
is still provided according to NextJet policy (GOM 5.9.3.4), but compensation or reimbursements
shall not be paid. Such extraordinary circumstances are:
o political instability
o meteorological conditions (fog, snow, storms, ice formation etc.) and their impact on aircraft
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rotation
o security risks (exceptional passenger, baggage and aircraft or airport security measures)
o unexpected flight safety shortcomings (technical aircraft problems, airport related limitations
such as runway closures and limitations, equipment malfunctioning etc.)
o strikes (airline strikes or essential services such as ATC, airport etc.)
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o air traffic management decisions (ATC delays, scheduled slots not being available)
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Section: 5
Page: 36
Ground Operations
5.9.3.2 Required passenger information

There shall be a clearly visible notice at the NextJet check-in containing the following text:
If you are denied boarding or if your flight is cancelled or delayed for at least two hours, ask at the
check-in counter or at the boarding gate for the text stating your rights, particularly with regards to
compensation and assistance.
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Please note that not every desk is required to have such a notice, but every check-in area shall have
one notice visible.
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In case of denied boarding, cancellation or delay (over 2 hours), each passenger affected shall be
handed an individual written notice setting out the rules for compensation and assistance. There is
one notice concerning each event.
For a blind/visually impaired passenger the information in the notice is given by reading the rights to
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the passenger.
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Section: 5
5.9.3.3 Passenger rights (simplified table)
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Section: 5
Page: 38
Ground Operations
(1) Compensation may be lowered if pax are not delayed more than 2, 3 or 4 hours respectively
(2) Compensation shall not be paid if
a) pax are informed in advance and if
b) pax is not required to depart more prior than the specified time (GOM 5.9.3.5) compared to the
original time and if
c) pax is not delayed more than the specified time (GOM 5.9.3.5) compared to the original arrival
time.
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5.9.3.4 Rights of passenger in the event of long delay
Check the applicability;
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no care if that would result in further delay
the rules only apply to long delays and only cover the situation when a flight is delayed at
departure, not when a flight leaves on time and is subsequently delayed
Flight length Delay
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Trips less than 1500 km has to be more than 2 hrs
Trips 1500 3500 km and has to more than 3 hrs

all intra EU in excess of
1500 km
Trips more than 3500 km has to more than 4 hrs

(non intra EU)
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In all these cases right to care
meals and refreshments are offered according to the NextJet policy (see table below) by using
service voucher/meal card
2 telephone calls/telex/emails/fax
when necessary, hotel accommodation including transfers between airport and hotel
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NextJet policy for scheduled and leisure flights
Duration of delay Type of meal service

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Over 2 hours Coffee/soft drink and

pastry or sandwich
Over 4 hours Meal

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If delay implies staying over night

hotel accommodation including transfers between airport (and a meal when applicable)
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Section: 5
If delay lasts more than 5 hours:

hotel accommodation including transfers between airport and hotel
passenger has the right to decide not to travel on the delayed flight. In such case passenger has
the right to be reimbursed within 7 days as follows;
o outbound passengers: cost of ticket (both ways)
o inbound passengers: cost of non-used coupons
o transit passengers: cost of non-used coupons
o if the flight no longer serves any purpose for the passenger: also cost of the ticket for parts
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already made and if relevant, return flight to first point of departure
o for package tour passengers: as the first priority, the agreements between NextJet and
package tour operators shall be followed
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the reimbursement is only made upon affected passengers request
reimbursement is made in cash/electronic bank transfer and always in the same form payment
(e.g. same credit card no.) as when the ticket was purchased. A refund application form shall be
given to the passenger, who may then fill in the form and send it to NextJet, Customer Relations,
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Box 123, 190 46 Stockholm-Arlanda, Sweden
whenever passenger informs of change of plan and chooses to be reimbursed it shall be noted in
the reservation.
5.9.3.5 Rights of passenger in the event of flight cancellation

(when not due to extraordinary circumstances)
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When the flight is cancelled, the passenger is entitled to all following elements A, B and C and
passenger may not be asked to choose between them under any circumstances.
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A. Right to compensation
50% reduction in
compensation if
Flight length Compensation levels CASH
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arrival to destination
is delayed
Trips less than 1500 km Euro 250 less than 2 hrs
Trips 1500 3500 km and
all intra EU in Euro 400 less than 3 hrs
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excess of 1500 km
Trips more than 3500
Euro 600 less than 4 hrs
km(non intra EU)
the compensation payable to the passenger is based on the passengers last destination on the
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ticket accepted for check-in (for calculating distances see GOM 5.9.3.8)
whenever passenger is given a cash payment, the info shall be inserted in the reservation
payment shall be made in cash or by electronic bank transfer
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no compensation is paid, if the information of the flight cancellation has been delivered to the
passenger;
o 2 weeks before STD
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o between 14 days and 7 days, if re-routed with such flights that the departure takes place less
than 2 hours before and arrival 4 hours after the original times.
o less than 7 days before if passenger is rerouted with departure less than 1 hour before and
arrival 2 hours after the original flight
Due to the information delivery requirement, all responsible for NextJet bookings are instructed to try
to contact the passenger on time and to insert the info in to the reservation whether the passenger
was informed or not.
Section: 5
Page: 40
Ground Operations
B. Right to choose between re-imbursement and rerouting:
Step 1: Identify passenger type:

outbound passengers: cost of ticket (both ways)
inbound passengers: cost of non-used coupon
transit passengers: cost of non-used coupon.
if the flight no longer serves any purpose for the passenger: also cost of the ticket for parts already
made and if relevant return flight to first point of departure
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for package tour passengers: as the first priority, the agreements between NextJet and package
tour operators shall be followed
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Step 2: Identify reimbursement/rerouting options:
either
rerouting to final destination at earliest opportunity under comparable transport conditions
or
rerouting to final destination at a later date according to passenger convenience, but subject to
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availability of space
or
reimbursement (as stated) within 7 days of coupons not used and for the parts already made if flight
no longer serves any purpose, plus an earliest possible return flight to the first point of departure

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Box 123, 190 46 Stockholm-Arlanda, Sweden.
the reservation.
C. Right to care:
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Over 2 ours Coffee/soft drink and pastry

or sandwich
Over 4 hours Meal

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Section: 5
5.9.3.6 Rights of passenger in the event of denied boarding (DB)

When NextJet expects to deny a passengers boarding on a flight, staff shall first and foremost call for
volunteers. This is not only the company policy but also mandated by the lawful regulation (EC No
261/2004).By efficient calling for volunteers at the check-in, the costs resulting from denied boarding
can be remarkably reduced. Each station shall locally prepare its own efficient method to call for
volunteers.
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If there are not enough volunteers and the passenger is involuntarily denied boarding, he shall be
given the NextJet notice concerning his DBC rights. No compensation or re-imbursement is paid if
passenger is refused for reasons of safety, security, health or inadequate travel documents. Boarding
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priority must always be given to all PRM, PRM accompanying person, and families with small
children. It shall be noted that confirming the boarding of these passengers as well as of package tour
passengers is highly important. (See GOM 5.3.2)
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Step 1: Mandatory call to identify volunteers
When seeking for volunteers, the passengers are offered cash amounts (see next table) in the form of
cash or bank transfer. According to the NextJet policy, the volunteers also have the right to care
(meals etc. as stated before).
In addition to the payments, they are also entitled to choose between re-imbursement and rerouting
with the following options:
either
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or
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rerouting to final destination at a later date according to pax convenience but subject to availability of
space
or
reimbursement within 7 days of coupons not used and for the parts already made if flight no longer
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serves any purpose, plus an earliest possible return flight to first point of departure
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the reservation.
50% reduction in
compensation if
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is delayed
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excess of 1500 km
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km(non intra EU)
Section: 5
Page: 42
Ground Operations
Step 2: If not enough volunteers => involuntary denied boarding

If passenger must be involuntarily denied boarding, the passenger is entitled to all following elements
A, B
and C and passenger shall not be asked to choose between them.
A. Right to compensation
50% reduction in
compensation if
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is delayed
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excess of 1500 km
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km(non intra EU)
the compensation payable to the passenger is based on the passengers last destination on the
ticket accepted for check-in (for calculating distances see GOM 5.9.3.8)
whenever passenger is given a cash payment, the info shall be inserted in the reservation
payment shall be made in cash or by electronic bank transfer
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B. Right to choose between reimbursement /rerouting
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Step 1: identify passenger type
outbound passengers: cost of ticket (both ways)
inbound passengers: cost of non-used coupon
transit passengers: cost of non-used coupon.
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if the flight no longer serves any purpose for the passenger: also cost of the ticket for parts already
made and if relevant return flight to first point of departure
for package tour passengers: as the first priority, the agreements between NextJet and package
tour operators shall be followed
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Step 2: identify reimbursement/ rerouting options:
either
or
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rerouting to final destination at a later date according to passenger convenience, but subject to
availability of space
or
reimbursement (as stated) within 7 days of coupons not used and for the parts already made if flight
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no longer serves any purpose, plus an earliest possible return flight to the first point of departure

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the reservation.
Section: 5
C. Right to care;
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pastry or sandwich
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Over 4 hours Meal
5.9.3.7 Downgrading (DGN)
Not applicable.
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5.9.3.8 Distances between NextJet scheduled traffic stations
These distances are to be used when compensating passengers as stated in GOM 5.9.3.5 and
5.9.3.6.
The compensation payable to the passenger shall be based on the last destination on the ticket
accepted
for check-in at the check-in counter.
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5.9.4 Delayed flight departure
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5.9.4.1 Authority to delay flights
All planned delays must be authorized by OP. All delays, whether planned or unplanned (incl.
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technical and operational delays) should be handled in accordance with NextJet instructions stated in
GOM 5.9.4.
Authority of the station manager / supervisor

Station managers are not authorized to delay flights without consulting OP.
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Authority of the OP
Permission to delay flights must be obtained from OP. In order to enable OP to make appropriate
decisions, factors both for and against delaying a flight, as well as constructive proposals for action
shall be included in the request.
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5.9.4.2 Reporting
In situations of delay the station must ensure that accurate information is given, not only to the
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passengers, but to OP (STOHK2N) and to other stations involved. A delay message must be sent
about all delays.
Details are available in GOM 6.1.8, or stated in instructions given to the stations separately.
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Section: 5
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Ground Operations
5.9.4.3 Information
Information to passengers
Information is essential in the settling of all irregularities. It is the responsibility of all personnel to
satisfy the passengers' need of information as well as possible. Passengers find the lack of
information aggravating, as they are concerned about continuing their journey and reaching their
destination.
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Even if there is no new info available, passengers must be informed every 15 minutes.
In case of long flight delay (over 2 hours), each passenger affected shall be given an individual written
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notice setting out the rules for compensation and assistance. There is one notice concerning each
event.
Reliability
Information given to passengers must be accurate and reliable. Regrets and when appropriate also
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apologies on behalf of the company are essential details not to be forgotten. If the irregularity is
clearly caused by the company, information of the situation should be given out with care. Only
certain and accurate information shall be given to passengers.
Also information which is bound to cause questions that cannot be answered at once, shall be
avoided.
Although it is important to make the passengers feel that their individual problems are taken care of,
empty promises must not be made.
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Who does the informing
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The duty manager/supervisor of the handling agent shall provide information to the passengers. The
duty manager/ supervisor shall ensure that all staff handling the flight are aware of the developments
and decisions.
If the delay is known prior to passengers arriving at the airport, all efforts shall be made to contact the
passengers in advance. This shall be done as locally agreed in the LSP.
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Information channels to passengers

All available information channels should be employed. In addition to personal information, the
passengers shall be informed through public announcements. The accuracy of notice boards and
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monitors shall be checked and the staff at information desks kept continually informed of the situation
and its developments
Special attention must be paid to the information and guidance of passengers, who are unable to
follow
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the information given via public information channels. Special attention shall be paid to PRM
passengers, families with children, and people with language difficulties.
Information to other parties

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Besides informing the passengers there are other important reporting obligations within and outside
the
company in connection with the situation.
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Section: 5
Any flight delay shall be reported immediately to:

OP (STOHK2N) with up-to-date information of the developments.
stations en route
possible airports of diversion
airport of destination
flight crew
tour operators, hotels (if applicable)
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The efficient use of telephone, telefax, telex or e-mail connections is essential in nearly all
irregularities.
Close co-operation between the cockpit-crew/engineers and ground personnel will ensure consistent
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and correctly timed information to all passengers.
Timing the information

When a flight delay is confirmed, it is essential to give information of the delay to the passengers as
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early as possible, reaching the passengers already at home (if the delay is known well in advance), at
check-in or at boarding gate. In any case information of delay must be given latest at the scheduled
time of departure.
Intermediate reports
If the duration of the delay cannot be given immediately, but additional information to passengers is
promised later, it is most important to inform passengers at the given time as promised.
Intervals between announcements must not exceed 15 minutes, even if there is no new info. Letting
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out information slowly drop by drop shall be avoided whenever the cause and duration of the
irregularity is known.
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If the delay turns out to be shorter than informed, efficient information must be given immediately
when the situation has become apparent, to ensure a prompt departure.
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Change of route or aircraft type

If the flight has to divert from its original routing or if a considerably smaller aircraft is used than what
published or if the flight is operated with a charter version, passengers must be informed of the
situation and the reason behind it prior to boarding.
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Leaving the airport during waiting time

When it is not possible to offer accommodation to the passengers during a long delay, some
passengers may want to leave the airport during waiting time. The passengers will do this at their own
risk and this must be made clear to them. In this case their bags shall be removed and put on
standby. If the delay turns out to be shorter than expected, the departure of the flight will not be
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delayed by waiting for such passengers.
If a long delay is known beforehand, reservations office staff (or other staff depending on what has
been agreed upon locally in the LSP) shall try to contact the passengers in advance and inform them
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when to arrive at the airport in accordance with the delayed schedule.

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Section: 5
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Ground Operations
5.9.4.4 Meal service arrangements

Subject to the duration or other circumstances of the delay, passengers shall be offered meals while
waiting for departure. The well-being of the passengers and the company's reputation must be
considered when deciding about meal service, its nature and extent.
Factors determining the arrangements

Besides the duration of the delay, meal service is determined among other things by the following
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factors:
time of day
nature of the flight (scheduled or leisure)
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airport facilities for meal service
special passengers
Basic Time Limits for Meal Service:
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Scheduled and leisure flights
pastry or sandwich
Over 5 hours Meal
Passengers entitled to meal service

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Meal service arrangements in connection with delays concern booked passengers. They also concern
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passengers who have already started their journey on a NextJet flight or have been checked in for the
flight concerned.
Practical arrangements
All meals and similar services at NextJet's expense shall be ordered and arranged by handling
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agents staff and authorised by OP. Meals are served against service coupons of the handling
company. When convenient, the coupons can be handed out already at check-in when informing the
passengers about the delay.
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The well-being of PRM and families with small children must be ensured, because they may find it
difficult to take part in the service without assistance.
Costs
Careful consideration shall be observed as to expenses. The costs of meal service must be known in
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advance
or settled while giving the order. The passengers may not arrange and pay their meals themselves
and charge NextJet afterwards. Meal service cannot be arranged by handing out cash but if a
passenger
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is given a voucher with certain face value he may use it according to own convenience.
Timing
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When the news of a long delay have been received, meal service arrangements shall be made
immediately.
Organizers of meal service shall be notified without delay in order to leave sufficient time for
preparations.
It is not necessary to wait for the time determining the nature of service. Meal service shall be timed
considering the duration of the delay. When planning meal service, the meals to be served on board
must also be taken into account, so as to avoid two meals being served in too close succession. This
must be considered in co-operation with the cabin crew.
Meal service and similar care must not cause additional delay to the flight.
Section: 5
Place
Meals shall be served on the airport premises.
Service during waiting time

When passengers spend the waiting time in the aircraft, meal service may be arranged on board
when circumstances permit it. Meals reserved for the flight may be used for the service or depending
on the duration or other circumstances of the flight new meals may be ordered from the local caterer.
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Checking of invoices and reporting
OP shall write a short explanation of the cause of the service on all meal service and similar invoices
(flight number, date, cause and duration of delay and number of passengers) and check it off with his
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signature before passing it on.
5.9.4.5 Accommodation
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When a long delay occurs in the evening or at night, passenger comfort may require accommodation
with appropriate transportation and meals. In principle, accommodation is offered at NextJet's
expense only when authorised by OP, and when the delay exceeds five (5) hours. In connection with
shorter delays hotel accommodation may be offered to special passengers, such as PRM and families
with children.
To whom shall accommodation be offered

Accommodation arrangements apply besides booked passengers to stand-by passengers, provided
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that they have already started their journey by NextJet flight.
Accommodation at NextJet's expense shall be arranged only to passengers not resident at the place
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of delay. Transportation from the airport to their homes and vice versa can be remunerated to resident
passengers.
Transportation of non-resident passengers to private accommodation can be remunerated provided
that the costs do not exceed the expense of hotel accommodation. Passengers who refuse
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accommodation offered by NextJet must be informed that the company will not cover expenses
arising from accommodation arranged privately.
Reservation and arrangements

Arrangements for accommodation shall be started when definite information is received that the
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duration of the delay require it. All accommodation and other arrangements shall be ordered and
handled by OP.
Passengers are not allowed to arrange and pay for their own accommodation and charge NextJet for
the costs. Detailed information of costs to be covered by NextJet on behalf of the passenger shall be
given to the hotel. All costs that are not mentioned in this information or are not ordered by NextJet,
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passengers
are to pay for themselves.
Meals
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Breakfast is always included in accommodation. Other meals will be offered in case no other meal
service has been arranged during waiting time and/or the time of day indicates a meal.
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Telephone calls
Telephone, telefax, long-distance calls placed from the hotel are to be paid by the passengers
themselves.
Telephone calls should be handled at the airport before transportation to the hotel. Passenger
affected has right to 2 telephone calls/telex/emails/fax.
Invoicing and reporting

The names of passengers must be filed in the OP logbook. The list of names must be attached to the
hotel invoice, and the name of OP duty manager must be used as a reference.
Section: 5
Page: 48
Ground Operations
5.9.4.6 Policy for involuntary re-routing in case of a flight irregularity

In accordance with IATA regulations (IATA RESO 735d) and EC Regulation (261/2004) NextJet
observes the following main rules in international as well as domestic scheduled traffic when re-
routing passengers involuntarily.
Changes to routing can be made in the following situations

flight is cancelled.
flight cannot be operated reasonably in accordance with schedule.
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flight cannot be performed to the point of destination or transfer indicated on the passenger's flight
ticket.
passenger's confirmed reservation (OK) cannot be honoured.
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Main procedures
For passenger rights and procedures see GOM 5.9.3
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In the above situations, the passenger may also ask for a refund (see GOM 5.9.3).
For charter flights the passenger cannot be rebooked. They will have to wait for another aircraft.
However, food and drink vouchers will be given to the passengers according to the agreement
between NextJet and tour operator.
5.9.5 Delayed flight arrivals

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Not applicable.
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Section: 5
5.9.6 Cancelled flights
5.9.6.1 Authorization to cancel a flight

Cancellations other than prearranged ones can be authorized only by OP.
5.9.6.2 Information to passengers
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Passengers must be informed about a cancellation as soon as it has been confirmed. If the
cancellation is uncertain at first and the situation is comparable to a flight delay, the instructions in
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GOM 5.9.4.3 regarding information apply.
It is the passengers right to be informed of the cancellation as soon as possible and if this has not
been done successfully, the passenger is entitled to compensations as stated in GOM 5.9.3.5.
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In case of flight cancellation, each passenger affected shall be given an individual written notice at the
airport setting out the rules for compensation and assistance. There is one notice concerning each
event.
Information to stations
Cancellation of a flight shall be confirmed by OP to all stations and call centers. In addition, the
information is also given, as applicable, to the handling company and supervisors in charge of local
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information at the station. When a scheduled intermediate landing is omitted without pre-arrangement,
the station concerned must immediately report the incident to OP and all subsequent stations, and
forward the traffic messages (MVT, LDM, PTM, PSM etc.) of the flight concerned.
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5.9.6.3 Anticipation of a cancellation
OP shall give advance information about a possible cancellation to enable the stations to make
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preparations for the situation. If the aircraft takes off for a flight but weather at the destination makes
landing uncertain, the station of origin must inform stations of destination and diversion about the
possible irregularity.
When the probability of an over flight is more than 50 per cent, passengers must be informed in
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advance and given the option of cancelling their trip. If the aircraft waits above the airport e.g. for the
weather to clear up, the station must inform OP and subsequent stations within 15 minutes of the
originally estimated time of arrival (ETA). Traffic messages shall also be forwarded to the stations
(see above).
When a flight cancellation is known in advance, call centers should give the information as early as
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possible to the passengers, if possible already before they leave for the airport.
5.9.7 Flight diversions

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Due to weather conditions, technical problems, political situations or emergency situations flights may
be diverted to other stations than their normal destinations.
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Arrangements shall be in place for possible flight diversions. Each station shall have up to date
contact numbers/SITA addresses for the designated alternate stations to which a flight may be
diverted.
If the alternate station is not a station where NextJet normally operates to, agreements are in place as
to which company will handle the flight should it become imminent to divert there. It is essential that
the station of origin/destination are familiar with these agreements and have up- to-date contacts so
that the station of diversion can be reached and information obtained without delay.
Information of a flight diversion shall be given to persons meeting the flight at the intended
destination, and intermediate information as to a possible new estimated time of arrival shall be given
as soon as it becomes known.
Section: 5
Page: 50
Ground Operations
5.9.8 Reservation irregularities
5.9.8.1 Reservation and ticketing errors
The airlines obligations

The airlines obligations toward its passengers are determined on the basis of NextJet rules and
regulations on www.nextjet.se
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Passenger service
When the booking error has occurred, it is essential to win back passengers confidence by efficient
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and cordial actions. The situation must be handled immediately taking care of the passengers needs
with responsibility, without blaming the others for the incident.
Follow-up
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The reservation history must be printed. The reason for the problem has to be solved. The
responsible party has to be informed about the incident.
5.9.8.2 Overbooking
If an overbooking arises, the following apply:
1. The passenger is offered a seat on next available NextJet flight
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2. The passenger is offered a seat on another airlines flight
For passenger care, other compensations and further details see GOM 5.9.3.6.
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Characteristics of an overbooking
Only passengers with confirmed reservation can be regarded as overbooked (see GOM 5.9.3.1).
Description of confirmed reservation

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As a principle, a passenger must hold a reservation code. The reservation must be valid for the flight
in question on the day in question, and the confirmed reservation must be found in the passenger list.
Passenger, who has a confirmed reservation on the website www.nextjet.se or other system, but the
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reservation is not found in the company's reservation data, will be treated as a booked passenger,
unless there is reason to suspect fraudulent action on the passenger's part.
A passenger who has an open reservation for a different flight, but who has a confirmed reservation in
the companys reservation data, will be treated as a booked passenger.
A passenger who does not have an appropriate confirmation on the ticket and for whom there is no
confirmed reservation in the reservation data, will be treated as an stand-by passenger.
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Appealing to confirmed status

If a passenger is to appeal to his confirmed reservation in an overbooking situation, he must further
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meet the following requirements:

Passenger checks in for the flight at the right location within the given check-in time (see GOM
5.9.3.1).
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Passenger's late check-in can be given as a reason for denied boarding only when it can be definitely
proved.
Passenger observes all rules, regulations and instructions of the airline for acceptance on board, such
as:
passenger holds all necessary travel documents
passenger submits to security check and observes authority regulations passenger's behavior or
condition of health does not give the airline cause to deny boarding on the grounds of its general
conditions of carriage, and there are no other circumstances entitling the airline to deny boarding
by virtue of its conditions of carriage or existing law.
Section: 5
Conditions overruling an overbooking situation

It is not a question of overbooking when a confirmed passenger is denied carriage on a flight for any
of the following reasons:
authorities have requested seats for their own use on the flight.
unusually low weight limits have to be used due to factors beyond control of the airline (e.g.
unexpected shortening of available runway by order of the authorities).
In such situations the instructions concerning passenger service in case of flight cancellation shall
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apply, (see GOM 5.9.6).
Advance measures to settle overbookings
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Reservation follow-up
In order to keep overbooking situations under control, stations and especially reservations offices
shall survey flights carefully and detect overbooking to be settled already before passengers arrive at
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the airport.
When overbooking is to be expected for a flight, the alternative routings shall be investigated and
whenever possible advance re-routing plans shall be made
Non-revenue and discount passengers

These passengers may only travel on a stand-by basis.
Transit waitlisted passengers

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If the station of departure accepts for carriage a passenger who does not hold a confirmed reservation
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for the entire flight, it is important to inform the passenger that he may have to give up his seat at a
transfer station in case the flight becomes full. Accurate information of such waitlisted passengers
shall be given to all transfer stations.
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Asking for volunteers

Always try to find passengers who are willing to give up their seats voluntarily, either by studying the
flight coupons or by visual estimate. The passengers shall be asked personally and without attracting
attention.
First the staff should establish if there are ID passengers and try to settle the situation with them.
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PRM passengers shall not be asked to volunteer.
Boarding priority
When a flight is overbooked, the passengers will be allowed to board in accordance with the priority
list (See GOM 5.3)
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Station staff shall give the company's written explanation on the overbooking situation to passengers
who are entitled to the compensation, or explain the situation verbally. For details on compensation
see GOM 5.12. and GOM 5.9.3.6.
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Advance selection of passengers to be transferred

When choosing passengers who voluntarily give up their seats airport staff should try to find
passengers, who are not PRM, whose trip is not urgent and whose exclusion from the flight causes as
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little inconvenience as possible to the passenger himself and on the other hand also is as favorable to
the airline as can be under the circumstances. Special attention shall be paid to the location of the
passenger's destination (e.g. as near as possible or within reach of the best alternative connections).
Advance transfer of revenue passengers to another flight requires tactful contacting of selected
passengers.
NextJet will cover all possible accommodation and other costs involved.
Section: 5
Page: 52
Ground Operations
Overbooking of part charter quotas

If it can be clearly proved that a travel agent has sold seats which are not included in its quota
confirmed by the airline, NextJet will undertake the arrangements for the carriage of passengers who
have been denied boarding for this reason in accordance with the instructions regarding overbooking.
The arrangements shall be made as far as possible in co-operation with the travel agent involved and
all additional costs incurred shall be charged from the travel agent responsible.
Leisure Flights
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A travel agent that has exceeded its seat quota shall be responsible for arrangements in case of the
overbooking
of a leisure flight. NextJet may execute the arrangements at the airport on the travel agent's request
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but all costs incurred from the situation shall be recharged from the travel agent.
Use of vacant crew seats

The use of vacant crew seats at the aircraft exit (jump seats) is permitted only to passengers over 12
years of age travelling on free or discount ID-ticket. Passengers with infants must not be seated on
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such seats neither revenue passenger, see also GOM 5.4.5.
Crew rest seats

It is prohibited to seat passengers on Crew rest seats.
Information in overbooking situations
Information to passengers
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Passengers who have been denied boarding involuntarily must be informed of the situation truthfully
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and with special care and tact. An apology on behalf of the company must always be extended
regardless of who is responsible for the overbooking. A bulletin containing NextJets DBC rules and
the rights of the passenger in such a situation shall always be given to the passenger.
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Costs
All costs of denied boarding compensation and arrangements made in consequence of an
overbooking must be reported accurately and without delay in the station log/irregularities. Cases
where there is a reason to suspect deliberate overbooking shall be reported in special detail.
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Financial compensations
Denied boarding compensation shall be paid in accordance with GOM 5.12 and GOM 5.9.3.6. The
compensation shall be settled in addition to other above services.
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Refunds
When a passenger wants refund for his flight ticket see GOM 5.9.3 for passenger rights.
Substitute transportation due to overbooking or reservations error

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Passengers are re-routed on first available NextJet connection to the destination. Stations shall have
ready negotiated alternative connections. Depending on the situation, advance re-routing is to be
considered, booking passengers on to an earlier flight, without having to wait the departure of the
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actual overbooked flight.
The case should always be settled in a manner satisfactory to the passenger but still observing costs
as far as possible.
If it is clearly shown that the overbooking has been caused by an outside agent or airline, all costs
involved shall be recharged from the responsible party by writing the appropriate invoicing order on
the invoices and receipts.
Section: 5
5.9.8.3 Denied Boarding Compensation

See GOM 5.12.3.1 for compensations and GOM 5.9.3.6 and GOM 5.9.8.2 for the handling of
overbooking.
In the event of a flight, at time of departure having more passengers than seats available, each airline
will first seek volunteers who are prepared to stand down from the flight. This arrangement is naturally
subject to any security and/or operational constraints at the airport concerned.
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The airline can ask for volunteers with confirmed reservation to give up their seats against denied
boarding compensation, see GOM 5.12 for compensations and GOM 5.9.8.2 for the handling of
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overbooking.
5.10 Baggage handling

5.10.1 General
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Baggage admitted for carriage shall be properly packed. Items which are poorly packed or susceptible
to damage during carriage can be refused. Items which can cause damage to aircraft or other
property, passengers or their baggage shall not be admitted to carriage. Admission of items from, to
or via another country when it is against its laws or regulations shall be refused. Airlines are entitled to
inspect the contents of all baggage (exception: diplomatic baggage).
An airline is responsible for the accepted baggage under the airlines general conditions of carriage.
The passengers receipt of the bag tag is the only valid receipt of the baggage.
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The categories of baggage are:
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checked baggage
unchecked baggage / hand baggage
special baggage
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5.10.2 Unchecked baggage

In the airline industry following terms meaning the same are generally used for unchecked baggage:
carry-on baggage, hand baggage or cabin baggage.
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5.10.2.1 NextJet carry-on baggage allowance

A passenger is allowed one piece of baggage 45 x 35 x 20 cm or alternatively a garment bag
(maximum 20 cm thick when folded up).
TOTALLY: 1 piece / 5 kg
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In addition to this in all classes: ladies handbag, umbrella, walking stick, camera, overcoat,
reasonable amount of reading material can be taken into cabin.
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Depending on the booking situation the amount of carry-on baggage allowed into cabin may be
increased or decreased.
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NOTE: In case 80% or more of the total seat capacity of the aircraft is occupied, only one carry-on
baggage per passenger is allowed.
Section: 5
Page: 54
Ground Operations
5.10.2.2 Excessive carry-on baggage

Excessive hand baggage shall be removed at the check-in counter or gate area, labeled with a
doorside-tag and loaded into the aircraft hold. Items which are necessary during the journey (e.g.
money, medicines, flight tickets, travel documents or similar articles) shall be taken out and kept in
custody of the passenger.
The passenger handling staff has to inform the passengers verbally at all times during the check-in
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and/or boarding process about certain items of dangerous goods that are specifically prohibited in
hold baggage (e.g. spare lithium batteries). This is especially important when carry-on baggage has to
be transported in the cargo hold due to volume limitations in the cabin.
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For details on dangerous goods prohibited in hold bagage refer to the latest version IATA DGR Table
2.3A also found in GOM Appendix 9.1. For additional information and handling instructions on lithium
ion batteries refer to GOM 9.5.4.6.
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5.10.2.3 Security removed items from carryon baggage
The Swedish Civil Aviation Administration has standardized its flight passenger and hand luggage
security check procedures according to European practice. All items that could be conceived as a
security risk, including knives, scissors and cork screws, are to be confiscated. All such items,
whatever their material or make, will be confiscated
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Only in case the item is desperately needed for example for work or has special value, passenger can
discuss
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with the airline about tagging the item or placing it into checked baggage if that is still possible.
NextJet policy is that accepting security removed items as checked baggage is a very rare
exception instead of becoming a normal routine.
security boxes shall not be used if you decide to accept the item as checked baggage. Neither
shall the loading personnel be asked to send the passengers (possibly already) checked in bag, if
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any, up to the check in area so that the passenger could place the item in it. Passenger is advised
to check in his carryon luggage in to which the security removed item is placed.
item must be tagged with a Limited Release tag and both "Not admissible in cabin" and "security"-
boxes shall be marked. Passenger shall be informed that the airline does not bear any
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responsibility in case such an item is lost or damaged.

checking in the item shall not cause any delay to the flight.
See also GOM 5.11.1.11
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Section: 5
5.10.2.4 Use of door side tag

The Door Side Tag is used to mark wheelchairs and carry-on baggage that does not fit into specified
cabin areas. This tag shall be used to indicate that passengers need access to their personal items
immediately upon arrival.
5.10.3 Checked baggage
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Checked baggage is the baggage left for transportation by the airline in the aircrafts hold on the same
flight with the passenger. Passengers are entitled to check in free of charge the amount of checked
baggage indicated in the booking conditions.
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5.10.3.1 Maximum checked baggage weight
The maximum total weight of a single piece of baggage is 23 kg. For weights above 23 kg, an
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overweight charge is charged the passenger. For the actual overweight charge refer to NextJet
website www.nextjet.se.
The maximum checked single baggage weight for all baggage on NextJet flights is 32 kg. NextJet will
not accept single baggage exceeding this limit with the exception of special baggage (sporting
equipment, musical instruments, pets, wheelchairs etc.) that has been noted already at the time of
reservation.
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Passengers arriving at the airport with baggage weighing over 32 kg shall be advised to repack or
redistribute the weight into other baggage.
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5.10.3.2 Piece concept
Piece concept is applied on all scheduled and leisure flights. The maximum total weight of checked
baggage is 23 kg. The maximum size of checked in baggage is 81 x 56 x 56 cm for convenient fit
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through all cargo doors.
Exceptions:
Infants - 10 kg plus one collapsible stroller or pushchair.
Dialysis liquid of kidney patients is carried free of charge.
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5.10.3.3 Piece Concept

The maximum size of checked in baggage is 81 x 56 x 56 cm for convenient fit through all cargo
doors.
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5.10.3.4 Labeling of baggage

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General rules
Passenger and his baggage travel always on the same flight. The baggage shall be tagged to the final
destination written on the ticket. Final destination has to be confirmed by asking it from the passenger.
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Exceptions
no further than the first STOP-OVER-point.
no further than the station from where the reservation status is OPEN.
no further than the station the excess charge is paid to
no further than the station where passenger wants to pick up his baggage or part of it.
if the passenger has an onward connection which is on a separate ticket on a non-interline point-
to-point carrier, the baggage cannot be tagged through to the final destination.
If the transfer flight departs from another airport, be sure to tell the passenger where his baggage is
tagged to and where the customs clearance will take place.
Section: 5
Page: 56
Ground Operations
5.10.3.5 Baggage tags and special labels

Baggage tags are documents issued for identification of checked baggage, i.e. of baggage placed by
the passenger under custody of the airline for transportation. Every piece of checked baggage must
bear a baggage tag.
All baggage shall be marked with the passengers name. It is recommended that passengers name
also appear inside the bag.
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Identification label for Heavy baggage
Handling heavy baggage can cause physical harm to staff and mechanical damage to conveying
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systems.
All checked baggage weighing over 20 kg must be marked with a Heavy label. Enter the actual weight
on both sides of the label. This tag is addition to the baggage tag. Please note that these items shall
be notified of already at time of reservation as NextJet has maximum checked baggage weight limit of
32 kg.
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See GOM 5.10.3.1 and also GOM 7.4.3.
Identification label for Standby baggage

In order to quickly identify checked baggage of waitlisted passengers, a special identification label
shall be filled out and attached in addition to the baggage tag.
Identification lable for weapon

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All bags containing a weapon/firearm shall be marked with an identification lable making it quick to
identify as a weapon. For more information see GOM 5.10.5.3.
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Limited Release tag
Use the Limited Release tag for:
Excessive or oversized carry on baggage taken from the passenger at the gate
Security removed items from carry on baggage if the item can be accepted as checked baggage,
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for conditions, see GOM 5.10.2.3.

Unsuitably packed baggage
Baggage received damaged at check-in
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Specify the damage on the reverse side of the tag: encircle the location of the damage and write a
short description of the damage in the remarks field.
5.10.4 Excess baggage

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5.10.4.1 Weight concept

The excess baggage charge is found on www.nextjet.se
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5.10.4.2 Piece concept

Not applicable.
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Section: 5
5.10.5 Special baggage
5.10.5.1 Live animals

5.10.5.2 General
Only dogs and cats may be carried in the cabin. Other animals must be transported in the cargo hold.
Kittens or puppies have to be at least 8 weeks old to be accepted for carriage. Kittens younger than
14 weeks also require a veterinary certificate attesting that they are fit for transport.
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The transport cage has to be big enough so that the animal can stand up, turn around and lie down in
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a natural position. If the cage does not meet these requirements, the airport staff can deny the
transport of the animal.
PETC and AVIH limitations:
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Airplane type PETC AVIH
st st
ATP (1 of May until 31 of October) 2 2
st th
ATP (1 of November until 30 of April) 2 1
S340 2 1
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NOTE 1: On flights operating for Hga Kusten Flyg no animals in hold (AVIH) are permitted.
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st
NOTE 2: On flights to/from HMV/VHM no AVIH are permitted during the period 1 of November and
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30 of April.
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Section: 5
Page: 58
Ground Operations
5.10.5.3 Pet in Cabin (PETC)

Only one container per passenger is allowed. The transport container must be large enough for the
pet to be able to stand, lie down and turn naturally. If not, check-in staff can refuse to accept the
PETC.
Pet in cabin should be seated whenever possible in the rear of the cabin and approximately 10 rows
shall be kept between animals unknown to each other. It is the responsibility of the ground staff and
cabin crew to use their best judgment to ensure that animals accepted in cabin will not be offensive or
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disturb other passengers. Final acceptance is always subject to Commanders approval and removal
of pet to the cargo hold may be ordered if one of the established conditions is not respected.
Requests for more detailed information about PET-rules shall be addressed to the Director of Ground
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Operations. In unforeseen conditions with the Commanders decision the number of PETC and AVIH
may be exceeded.
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5.10.5.3.1 Transport container
The animal and transport cage counts as hand luggage, i.e. it is not allowed to bring additional
hand luggage on board alongside with an animal transport.
The transport cage with the animal has to be closed and placed on the floor in front of the
passenger during the entire flight. During takeoff or landing the transport cage with the animal has
to be placed under the seat in front of the passenger.
The size of the transport cage may not exceed the dimensions 40 cm x 25 cm x 23 cm
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(Length/Width/Height) in order to ensure transportation.
The maximum allowable total weight of the animal and the cage together during transport in the
cabin is 8 kg. If this weight is exceeded the animal has to be transported in the cargo hold.
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Pets in cabin must be transported in a watertight transport cage or approved watertight carrying
case in which the whole animal fits, can stand up, turn around and lie down in a natural position.
For example a Sherpa-bag (small) which can be bought in animal shops.
It is not allowed to transport animals in ordinary bags.
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Section: 5
5.10.5.4 Animal in hold (AVIH)

Only animals of the same family or animals that are well acquainted with each other and which are
booked in the same reservation can be accepted in the same cage. No more than two full grown
animals (weighing max 14kg each) and who are used to staying together may be transported in
the same cage. Animals weighing over 14 kg must travel individually. Moreover, three animals up to
six months of age and littermate, can be carried in the same cage.
The maximum allowable total weight of animals and cage together during transport is 50 kg.
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5.10.5.4.1 Transport container
In order to ensure transportation, the size of the transport container may not exceed the
dimensions 81 cm x 56 cm x 56 cm (Length/Width/Height).
The transport container has to be approved for transport. It has to be sturdy, leak-proof and
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disinfected.
The transport container has to be sturdy enough to withstand to be tied down with straps. It has to
be made of glass-fiber, metal or hard plastic and be equipped with handles on the side.
Transportation cages entirely made of wire or with a baseplate with edges that are to low are not
allowed to be used for the transport of dogs and cats. The transport cage has to be built in such a
way that there is no risk the animal can escape, hurt itself or damage other cargo.
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The transport container has to be equipped with containers for food and water. The baseplate has
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to be covered with a layer of newspaper or similar material. It is forbidden to use wood chips,
sawdust, hay or straw.
The transport container has to be big enough so that the animal can stand up, turn around and lie
down in a natural position without any problem. If the cage does not meet these requirements, the
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airport staff can deny the transport of the animal.
The Commander shall be notified by the ground staff when live animal(s) are carried in the hold via a
NOTOC.
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Clarifications concerning these rules and exceptions to the limits of AVIH shall be addressed and
approved by Director of Ground Operations.
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5.10.5.4.2 Optimum temperature range

The IATA recommended optimum temperature range for transporting cats and dogs as AVIH are as
follows:
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Dog (short hair) minimum 10C, maximum 32C

Dog (long hair) minimum 4C, maximum 27C
Cat (short hair) minimum 10C, maximum 29C
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Cat (long hair) minimum 7C, maximum 27C
In unforeseen conditions with the Commanders decision the number of PETC and AVIH may be
exceeded. Refer to OM-A 8.
5.10.5.4.3 Handling and loading procedures

See GOM 7.10.16
Section: 5
Page: 60
Ground Operations
5.10.5.5 Animal transportation charges

Pets are never included in the free baggage allowance. The excess charges can be found on
www.nextjet.se.
The weight consists of animal plus container.
An assistance dog may accompany a blind passenger in the cabin free of charge on all NextJet flights
(see below and GOM 5.2.1.7).
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5.10.5.6 Preparations and restrictions for international traffic
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The passenger must have an advanced booking in Nextjets reservation system and has to provide all
necessary documents (export/import/transit permits, health/vaccination certificates etc.) and other
necessary preparations (quarantine/veterinary meeting on arrival etc.). NextJet does not take any
responsibility if an animal is refused entry into or transit through a country. The import of live animals
is totally prohibited to/via some countries, e.g. Great Britain, Ireland, South Africa, Hong Kong,
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Australia. Nextjet can receive fines for carrying any animals as either pet in cabin or live animal in
hold to/via the above named destinations. Live animals may only be carried as air cargo under an
appropriate Air Waybill to countries with these restrictions.
Upon departure from Great Britain it is required that a pet in cabin (PETC) is accommodated in a hard
container which can be closed properly. The owner has to hand in the pet at the check-in counter
from where it will be transported to the aircraft in custody of the airline staff. It is prohibited to bring
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animals into the waiting area beyond customs and immigration.
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Detailed information on customs and health regulations of individual countries can be obtained from
TIM (Travel Information Manual).
5.10.5.7 Assistance dogs

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A trained assistance dog for a blind or for other PRM passenger may be carried in the cabin when
accompanying a passenger who is dependent upon it. The assistance dog is always carried free of
charge.
The dog shall be properly harnessed. The passenger and the dog will normally be seated where
sufficient floor space for the dog is available, excluding bulkheads and emergency exits. The guide
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dog is not included in the PETC (pet in cabin) count. In international traffic entry regulations for live
animals shall be verified.
The Commander shall be notified by ground staff when live animal(s) are carried onboard.
In special cases the Commander may give permission for more than one trained dog (military-dogs,
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search-dogs, etc.) to be carried in the cabin with an accompanying passenger. See also GOM 5.2.1.7.
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Section: 5
5.10.5.8 Sporting equipment

Skiing equipment
Skiing equipment may include:
One pair of skis or snowboard and ski poles
One pair of ski boots
The equipment must be packed into an appropriate ski bag to prevent damage to other load. The
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equipment shall be charged according to the normal excess baggage rates, found on www.nextjet.se
Golfing equipment
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The equipment shall be charged according to the normal excess baggage rates, found on
www.nextjet.se
Bicycles
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www.nextjet.se
Preparatory to transportation of bicycles, the handlebars shall be fixed sideways, the pressure of the
tires reduced to avoid any problems in the unlikely event of pressurization changes during flight and, if
possible, the pedals removed. When necessary, sharp projective parts shall be protected with plastic
or cardboard to avoid damage to other load. All bicycles are recommended to be enclosed in a bicycle
bag on all NextJet flights.
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Wind surfing and surfboard equipment
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Wind surfing and surfing boards may be transported as baggage.
www.nextjet.se
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Parachutes
Parachutes may be transported as baggage.
www.nextjet.se
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Scuba diving equipment

Air bottles must be empty when accepted for carriage.
www.nextjet.se
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Camping stoves and fuel containers:

With the approval of the operator, as checked baggage only, camping stoves and fuel containers for
camping stoves that have contained a flammable liquid fuel may be carried provided the fuel tank of
the camping stove, and/or fuel container has been completely drained of all liquid fuel and action has
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been taken to nullify the danger. To nullify the danger, the empty fuel tank and/or container must be
allowed to drain for at least 1 hour, the fuel tank and/or container must then be left uncapped for a
minimum of 6 hours to allow any residual fuel to evaporate. Alternative methods, such as adding
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cooking oil to the fuel tank and/or container to elevate the flash point of any residual liquid above the
flash point of flammable liquid and then emptying the fuel tank and/or container, are equally
acceptable. The fuel tank, and/or container must then have the cap securely fastened and be
wrapped in an absorbent material such as paper towel and placed in a polyethylene or equivalent
bag.
The top of the bag must then be sealed or gathered and closed with an elastic band or twin.
Section: 5
Page: 62
Ground Operations
5.10.5.9 Firearms and ammunition

NOTE: Carriage of military arms and military ammunition is not allowed.
Weapons of war and munitions of war are not accepted of any flight without prior approval from the
authorities.
Arms and ammunition will be accepted only after prior approval from NextJet OP STOHK2N.
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Passenger is not allowed to hold firearms and/or other arms such as daggers, knives and other
offensive articles in his cabin baggage.
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Firearms and ammunition (for sporting purposes) may only be accepted as checked baggage and
loaded inaccessibly in the airplane cargo holds.
Firearms must be carried in a suitable case, unloaded and with the firing pin or vital part removed if
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possible. The passenger must be in possession of the necessary export, transit and import permits.
A maximum of two (2) weapons per passenger is accepted.
Under no circumstances may these articles be permitted in the cabin and must be loaded in an
inaccessible compartment from cabin area. It not allowed to carry weapon as load in cpt5 on ATP.
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NOTE 1: The amount of ammunition accepted per passenger is limited to 5 kg gross weight provided
they are securely boxed (original package of manufacturer) and is valid for safety cartridges
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only.
NOTE 2: Whenever firearms are carried a telex must be sent to down line station(s) in order to advise
police and customs before arrival.
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Prior to departure of the aircraft the ground handling personnel must inform the commander about any
loaded firearms by handing over a NOTOC containing information about the amount and location of
firearms loaded onboard the aircraft.
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If a piece of baggage seems to contain a weapon, the baggage shall not be placed on the carousel on
arrival. The baggage shall be delivered to the passenger in person.
The bag carrying weapon should be marked with an identification label as weapon or firearm.
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www.nextjet.se
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Section: 5
5.10.5.10 Wheelchairs
To improve customer service delivery to physically challenged PRM passengers using a wheelchair,
the following procedures apply.
A foldable wheelchair may be sent as checked in baggage.
Wheelchairs accepted for transport may not exceed the following size; 80 x 50 x 70 cm. The
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maximum weight is 50kg. The wheelchair must be entered in the passengers booking.
Note that wheelchairs with an acid battery must be sent as cargo. For the transportation of power-
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driven wheelchairs, see also GOM 5.2.1.8,
GOM 5.10.6, GOM 8.2.1.2 and OM-A 9.
Passengers using a wheelchair for mobility, who are capable of using it without assistance, shall be
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allowed to use the wheelchair to the departure gate if required by passenger. A wheelchair, as well as
other mobility aids such as a walking frame etc. is transported free of charge and shall always be
transported in the cargo hold only. Special attention shall be paid to labeling, as it is of special
importance that the wheelchair arrives at the destination on the same flight as the passenger.
Also Door Side -tag and procedure may be used. The wheelchair shall be suitably tagged with a Door
Side tag to the passengers final destination or alternatively to the destination where other bags
belonging to the passenger have been checked. It is essential to remind the passenger of the
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importance of being at departure gate well on time in order to avoid delays due to the door side
procedure. All stations on the passengers journey shall be advised of the status and location of the
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wheelchair in LDM and the wheelchair shall be transported as door side to enable immediate delivery
on arrival. Please note that heavy power-driven wheelchairs may not be tagged as door side baggage
as delivery to aircraft door may not be possible at destination due to heavy weight of item.
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The destination station will arrange assistance until the passenger has uplifted the wheelchair from
the aircraft door on arrival when wheelchair is transported as door side baggage. Each station will
require a local procedure for transporting these items from the departure gate to the hold and vice
versa.
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To enable assistance service in the best way possible, a notification about this should be sent to
NextJet minimum 48 hours before the flight.
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Section: 5
Page: 64
Ground Operations
5.10.5.11 Baby buggies

To improve customer service delivery to families with infants and young children the following
procedure applies.
Families travelling with baby buggies shall always be primarily encouraged to leave the buggy at the
check-in as checked baggage, especially at airports that provide passengers with local baby buggies.
When seen necessary, only families travelling with a small, light and fully collapsible baby buggy with
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small wheels (ca 10-15cm of width) shall be allowed to use the buggy to the departure gate.
Where it is not possible to stow the buggy in the cabin due to lack of space in cabin, it will be
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necessary to stow the buggy in the hold of the aircraft. The buggy shall be suitably tagged with a Door
Side tag to the passengers final destination or alternatively to the destination where other bags
belonging to the passenger have been checked. It is essential to remind the passenger of the
importance of being at departure gate well on time in order to avoid delays due to the door side
procedure.
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All stations on the passengers journey shall be advised of the status and location of the buggy in
LDM and the buggy shall always be transported as door side to enable immediate delivery on arrival.
The buggy shall be included in the baggage total. The destination station will arrange assistance until
the passenger has uplifted their buggy from the aircraft door on arrival. Each station will require a
local procedure for transporting these items from the departure gate to the hold and vice versa.
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5.10.5.12 Dialysis liquid
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Dialysis liquid of kidney dialysis passengers are transported free of charge. Notification of the liquid
shall always be made at time of reservation and Booking Department shall confirm the transportation.
Information of liquid transportation shall be submitted to all concerned at departure station as well as
station of arrival.
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As a rule, the liquid is transported as checked baggage in the cargo hold. Quantities of liquid within
cabin baggage allowance can be transported in cabin, but if the allowance is exceeded, a special
permit must be obtained from Director of Ground Operations and all staff concerned shall be informed
of the excess amount of liquid. When passenger has liquid as baggage, it is recommended that some
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of the liquid is packed as hand baggage in case of baggage irregularities etc. In cabin the liquid shall
be placed and kept
under the seat in front of the passenger.
5.10.5.13 Human remains and cremated human remains

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Human remains (HUM) shall be transported as cargo according to GOM 8.2.1.16.

Cremated human remains are acceptable both as checked baggage and as hand baggage in cabin.
Cremated human remains must be transported in funeral urns, which are efficiently cushioned by
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suitable packaging, against breakage.
It is passengers responsibility to be in possession of all necessary documentation. When transporting

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remains from one country to another, it is recommended for the passenger to confirm with the
consulate about the possible local authority requirements.
Section: 5
5.10.5.14 Baggage on seat (CBBG)

Valuable or fragile items (e.g. paintings, instruments, musical instruments, diplomatic baggage,
courier's bag) may be transported in the cabin on a passenger seat. Such transportation must always
be prearranged with the carrier. Pre-boarding is recommended. All safety measures shall be taken
into consideration when accommodating such an item on seat.
When securing cabin baggage items with extra seats following restrictions must be followed:
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all items must be secured in such a way that any movement in any directions is prevented by the
use of seat belts, extra seat belts, or other airline accepted lashing material and permanent fixtures
of the cabin
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items must not restrict the access to the emergency exits and to the aisle
load on one seat must not exceed 75 kg
cabin windows should, when necessary, be protected to avoid damage
the passenger view of Fasten Seat Belt/No Smoking and Exit signs must not be blocked
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any damage to the interior of aircraft is to be avoided
such items must not prevent seats in front from reclining
Cello
Place the heavier end of the cello case into the under seat stowage area of the window seat.
Fasten with the seat belt and extension belt to hinder movements in any directions.
Tighten the belts carefully.
Examples:
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Section: 5
Page: 66
Ground Operations
Painting
a) occupying one or more seats ( pictures 1 and 2 )
place the item horizontally or inclined on the seat
fasten with the normal seat belt to hinder sideward and forward movements and with the extension
belt to hinder upwards movement
tighten the belts carefully
b) occupying two or more seats ( pictures 3, 4 and 5 )
remove seat track covers
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install tie-down fittings into the seat track (minimum two pieces per track)
fasten other ends of the ropes into the tie-down fittings
tie-down the item with ropes to prevent movement in any directions
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NOTE: Also the seat belts can be used for lashing.See OM-A 8
The maximum weight of baggage is 75 kg.

Pictures of painting on seats:
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For an additional seat a ticket shall be issued by using a normal / special fare applicable at the time of
booking of the additional seat. Youth, child, spouse, agent ships crew or similar discounts can not be
used. However, a published youth fare can be applied.
Section: 5
5.10.5.15 Use of electronic equipment on board (PED) in the aeroplane

General
The use of Portable Electronic Devices (PED) on board aeroplane presents a source of uncontrolled
electromagnetic radiation with the risk of adverse interference effects to aeroplane systems. The
intention of these limitations for the use of PED is to reduce the risk to acceptable limits.
The limitations for the use of PED are based on the PED categories; unrestricted, restricted,
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forbidden. The list inside the category is not comprehensive, but it gives examples of typical devices
inside the category.
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The limitations do not apply to:
approved equipment permanently installed; or
approved passenger entertainment equipment;
or installed telephone systems.
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The Commander may prohibit the use of any PED, if required in the interest of safety.
Restrictions on use of PEDs by passengers

Unrestricted use - devices that can be used at any time
devices powered by micro battery cells
devices powered by solar cells
electric watches
hearing aids (including digital devices)
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pagers (only receivers)
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heart pace makers
other similar type of equipment.
Restricted use - devices limited to be used in cruise flight

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The PED of this category may only be used between the time period: Fasten Seatbelts OFF after
takeoff - ON before landing. All other times the PED must be switched OFF.
laptops with CD ROM or DVD Drives

palmtops Organizers
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handheld calculators without printers

mobile phones in Flight Mode
portable audio equipment (tape - i.e. Walkman, CD-player, mini disk-player, MP3-player - i.e.
Discman)
computer games (i.e. Gameboy)
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cameras (digital, video etc.)

display units (except cathode ray tubes)
GPS-satellite navigators
electric shavers
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electronic toys (excluding remote controlled)

other similar type of equipment
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Section: 5
Page: 68
Ground Operations
Mobile phone - limited to be used on ground only

Mobile phone must be switched OFF during the time period; Fasten Seat Belts ON (before the flight) -
OFF (after the flight). Mobile phones with Flight Mode active may be used in the air when the seat belt
sign is OFF. The ban on the use of mobile phones shall be announced to the passengers.
At the Commanders discretion the use of mobile phones may be permitted when the aeroplane is
stationary during prolonged departure delays, provided that sufficient time is available to check the
cabin before the flight proceeds. Similarly, after landing the Commander may authorize mobile phone
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use in the event of prolonged delay for a stand/gate even though doors are closed and engines are
running.
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When the use of mobile phones is based on the Commanders discretion, he shall indicate this by his
announcements (start and end).
Prohibited use - devices forbidden to be used at all times in the aeroplane

The PED of this category are not only intentional transmitters but also non-intentional transmitters
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which will possibly radiate emissions from the internal oscillators, processors, clocks, some type of
motor and power supply converters.
The PED of this category must be switched OFF inside the aeroplane.
devices transmitting RF intentionally
walkie-talkies
remote controlled toys
display units with cathode ray tubes
wireless computer equipment (mouse)
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PC-printers
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CD-writers and mini-disk-recorder in recording mode.
big portable stereo sets.
pocket radios (AM/FM)
TV-receivers
telemetric-equipment
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Bluetooth devices , WLAN or other similar type of equipment
Devices where case by case decision must be obtained from the relevant organization
Condition: The device is required to go with the intended flight.
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electric or electronic medical support equipment

special cargo utility equipment
all devices which cannot be clearly categorized in the categories above.
Restrictions on use of PEDs by Flight Crew

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PEDs provided to assist the flight crew in their duties shall not be used during critical phases of the
flight and shall be deactivated. Detailed instructions for the use of this kind of PED are included in the
OM-B. Mobile phones and associated radio link devices (e.g. Bluetooth) must be switched OFF during
the flight excluding the taxiing. The other PED restrictions for passengers apply.
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Restrictions on use of PEDs by Cabin Crew

PEDs provided to assist the cabin crew in their duties shall not be used during critical phases of the
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flight and shall be deactivated. The PED restrictions for passengers, including mobile phone, apply.
Restrictions on use of PEDs by Ground Personnel

PEDs provided to assist the ground personnel in their duties may be used on ground. The other PED
restrictions for passengers apply. See OM-A 8
Section: 5
5.10.6 Dangerous goods

The passenger handling staff has to inform the passengers verbally at all times during the check-in
and/or boarding process about certain items of dangerous goods that are prohibited for air transport
or are specifically prohibited in hold baggage (e.g lithium batteries). Especially in cases when items
have to be removed from cabin bagage that cannot be accommodated in the passenger cabin and
therefor will be placed in the aircraft cargo hold. The removed item(s) always have to be carried in the
passenger cabin.
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For details on dangerous goods prohibited in hold bagage refer to the latest version IATA DGR Table
2.3A also found in GOM Appendix 9.1. For additional information and handling instructions on lithium
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ion batteries refer to GOM 9.5.4.6.
5.10.7 Baggage delivery
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Baggage shall be delivered in accordance with NextJet instructions agreed in LSP. Transfer and
priority baggage is off-loaded and delivered first. Minimum Connecting Times (MCT) must be
achieved for all transfer baggage. The time standards for delivering local baggage to pick up area are
(aircraft on blocks plus) are defined for each station in Service Delivery Standards (GOM 2.3.9).
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Section: 5
Page: 70
Ground Operations
5.11 Baggage handling irregularities

5.11.1 NextJet claims handling policies and procedures
5.11.1.1 Baggage claims process

This instruction has been created, to assist in processing baggage claims. If the answer to the
baggage problem concerned can not be found in this guide, then Baggage Claims at Customer
Relations / Head Office should be contacted.
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When handling baggage claims, staff should be familiar with the following:
the Warsaw Convention 1929 as amended at the Hague 1955
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The Montreal Convention 1999, ratified by the European Community June 28, 2004 (for liability
limits see GOM 5.12.4)
EC Regulation 889/2002 articles 6.1 and 6.2
NextJets General Conditions of Carriage for Passengers and Baggage
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IATA Resolution 780e Articles 4 & 5 (Mishandled Baggage/Baggage Claims/Proration)
Company policy
Depending on the passengers itinerary, liability of the airlines involved in the passengers journey
may alternatively be governed by the Montreal Convention or the Warsaw Convention. In general
the settlement of NextJet baggage claims follows the policy of the Montreal Convention as
regulated by the EC Regulation, as NextJet is an EU community carrier. As a result, the Montreal
Convention liability limits apply on NextJet flights.
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Under international convention, the final carrier is responsible for the tracing and where necessary
for the payment of the claim. Some or all the costs may be recharged to the carrier that caused the
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mishandling; damage or loss.
The passenger has the right to claim from any carrier participating in the journey.
All claims are subject to proof of value.
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5.11.1.2 How and when to contact baggage claims
EXTERNAL ADDRESS E-MAIL

NextJet Customer Relations op@nextjet.se
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Box 123,
190 46 Stockholm-Arlanda, Sweden
FAX
+ 46 8 639 83 29
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Faxed correspondence will not be processed any quicker than normal mail received
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Section: 5
5.11.1.3 Loss of baggage
ON ARRIVAL CLAIM RECEIVED

- Create Worldtracer file Ensure the following have been
- Treat as delayed baggage done before processing/
settling the claim:
- ensure that the person claiming is the passenger in PIR report
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- ensure that the PIR report is attached to the claim
- ensure that 30 days has passed from the date World Tracer
was created
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Please also note:
- claims are subject to documentary evidence (where possible)
in support of values
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- deduct advance payments from final settlement
- airlines are not liable for valuable, fragile or perishable items
- settle claim based on the value of the contents or up to
maximum liability, which ever is less
PASSENGER HAS AN INSURANCE NO INSURANCE

1. Give passenger a copy of the AHL Settle up to maximum liability or amount claimed,
2. Advise passenger to submit whichever is less
claim either to his/her insurance
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company or to the airline
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5.11.1.4 Baggage delayed
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Consideration to be given passengers with special needs

Infants/ - Offer to lend or hire buggy/pram
Children - Replace baby needs Sufficient supplies for 3 days
Passengers who are Ex-gratia payment should be made considering impact of:
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disabled or attending a - Loss/temporary loss

wedding or funeral - Moral obligation
- Media impact
Other non-resident After 24 hours offer payment via NextJet Customer Relations subject
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passengers to original receipts.
NOTE: Any action taken must be entered in worldtrace and copy of payments sent to NextJet
Customer Relations tor registration.
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Claim received for delayed baggage

acknowledge letter within 3 days
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calculate value of claim

take following into consideration
number of passengers travelling
number of pieces mishandled
number of days without luggage
Time limitation for reporting loss / delay

7 days
Time limitation for handling a claim for lost luggage

30 days from the date of travel
Section: 5
Page: 72
Ground Operations
5.11.1.5 Baggage damaged

ON ARRIVAL
(Handling agent at station)
- create Worldtracer record
- remember to note condition, age and type of bag
- original cost if known
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Repairable
- offer repair service locally
- submit passenger with copy of DPR
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Irreparable
- Offer replacement service locally or give the passenger a replacement bag
- Supply passenger with copy of DPR
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CLAIM RECEIVED
(NextJet Customer Relations)
- acknowledge within 3 days
- calculate value of claim
Repairable
- settle claim for repair costs NOT to exceed maximum liability
- update Worldtracer
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Irreparable
- Settle claim for replacement - costs NOT to exceed maximum liability
- Update Worldtracer
Remember that luggage is designed to protect its contents. In the course of mechanical handling in
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air traffic, the luggage may show evidence of wear and tear. NextJet assumes no liability for damages
that do not affect usability of the luggage.
5.11.1.6 Baggage replacement

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Replacement process:
DPR report shall be raised in WorldTracer.
damage is to be assessed. Normal wear and tear is not part of airline responsibilities.
wheels, locks and handles and other items that protrude from luggage will not be compensated for
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an address that is available during office hours shall be used as delivery address. The full mail
address shall be used, including postal code and country name, to enable delivery by courier.
only the bag which is the closest match to the damaged one should be suggested as replacement
and shown to the passenger.
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agent shall confirm with the passenger that the bag is accepted as full compensation for the
damage.
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Section: 5
5.11.1.7 Contents damaged

ON ARRIVAL (Handling agent at station)
- note value of contents damaged
Repairable
- advise passenger to carry out repairs and submit claim with supporting documents
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Irreparable
- advise passenger to submit claim in writing with supporting documents
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- advise passenger to send the damaged items to NextJet
CLAIM RECEIVED
(NextJet Customer Relations)
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- acknowledge within 3 days
- calculate value of claim
Repairable
- settle claim for repair costs NOT to exceed maximum liability
Irreparable
- settle claim for replacement- costs NOT to exceed maximum liability
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5.11.1.8 Fragile, valuable or perishable items damaged
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- advise passenger we are NOT liable for Fragile, Valuable or Perishable items in checked baggage
as per Conditions of Carriage.
- advice passenger to contact his/her insurance company
CLAIM RECEIVED (NextJet Customer Relations)

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- deny claim and advise passenger we are NOT liable for Fragile, Valuable or Perishable items in
checked luggage
NOTE: exceptions can be considered if due care was taken in packing and the surface of baggage
is also damaged
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- settlement not to exceed maximum liability

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Section: 5
Page: 74
Ground Operations
5.11.1.9 Pilferage

With receipts Create Worldtracer record make claim in writing
Without receipts Make claim in writing
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CLAIM RECEIVED (NextJet Customer Relations)
With receipts Settle up to maximum liability or amount claimed whichever is less.
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Without receipts Settle on actual weight if known or up to maximum liability or amount claimed
whichever is less.
Remember as per NextJet conditions of carriage, NextJet does not accept liability for valuable, fragile
or perishable items packed in checked luggage.
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5.11.1.10 Cabin Incidents
Create Worldtracer record
If a bag, which is intended to be taken into cabin but removed at the gate, tagged and placed in the
hold, is subsequently lost/damaged.
Settle on actual weight if known or up to maximum
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liability for checked luggage or amount claimed
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whichever is less
Loss/damage in cabin:
- flight attendant or other Settle up to max. liability for unchecked luggage
passenger handled subject to proof
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- in passengers own care Reject, NextJet not liable
- passenger left item on board Reject, NextJet not liable

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5.11.1.11 Limited release tagged items

The claim may be denied in case of fragile or perishable baggage was tagged with Limited Release
tag as of NextJet Conditions of Carriage. In case of late check-in (if known to be late check-in) pocket
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expenses shall not be offered nor such claims settled. For security removed items (eg. knives,
scissors) see conditions in GOM 5.10.2.3
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5.11.1.12 Security removed items

See GOM 5.10.2.3 and above
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5.11.1.13 Station settlement limit

Not applicable.
5.11.1.14 Time limitations for reporting damages

If the baggage is damaged, delayed, lost or destroyed, the passenger must write and complain to the
air carrier as soon as possible. In the case of damage to checked baggage, the passenger must write
and complain within seven (7) days, and in the case of delay within 21 days, in both cases from the
date on which the baggage was placed at the passenger's disposal.
Section: 5
5.11.1.15 Time limitation for sending a claim

2 years from the date of travel (subject to reporting damage within above mentioned time limits)
5.11.2 Baggage tracing
5.11.2.1 General
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Baggage tracing consists of tracing activities which are performed at passengers final destination in
order to locate the missing checked baggage. It is a duty of the tracing station to provide all possible
assistance to passenger when a baggage irregularity has occurred. A friendly, discreet and
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professional customer service is of utmost importance.
5.11.2.2 PIR, AHL and DPR
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When passengers checked baggage is missing at the final destination or point of stopover to which
the baggage has been checked or should have been checked, a Property Irregularity Report (PIR)
has to be completed either direct to Worldtracer-system or on a PIR form. The last carrier shall
commence tracing immediately (creating AHL-file). In case of damage the procedure is the same
without tracing actions (DPRfile). PIR must be completed no later than seven days from the date of
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5.11.2.3 Advance payments and overnight kit
Not applicable.
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5.11.2.4 Tracing and baggage management systems
Most major airlines are using computerized tracing systems like Worldtracer, Easytrac and ACTS.
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NextJet recommends the use of Worldtracer tracing and management modules for tracing and
storage and baggage statistics. Efficient baggage tracing is based on quick action and accurate input
of data concerning both found and missing baggage. Input of all unclaimed checked baggage must be
done within three hours from bag being found.
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5.11.2.5 Tracing
The primary tracing is commenced by the station where the baggage has been reported missing. AHL
input is done immediately into Worldtracer, File reference station is responsible for the tracing for five
first days.
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If the baggage has not been located in 48 hours the tracing station has to contact the passenger for
more details concerning the contents and any details that might help locating and identifying the bag.
When the baggage has been received, it shall be delivered to the passenger at reasonable costs. If
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the tracing is unsuccessful after five days the tracing responsibility will be taken over by NextJet.
All bags left unclaimed at the station shall be reported to Worldtracer as OHD-files. On-hand bags are
held at the station until another station requests the bag to their AHL-file.
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5.11.2.6 Passenger figure input into Worldtracer

Not applicable.
Section: 5
Page: 76
Ground Operations
5.11.2.7 Forwarding mishandled baggage and security

Mishandled bags must be expedited to tracing station with first available flights using RUSH-tags.
Forwarding message shall be sent to all stations involved. A copy of the message shall be attached to
the RUSH tag. All expedite luggage must be security checked, before dispatching to the destination.
Acceptable methods are the use of X-ray equipment, explosive sniffers, bomb dogs, or manual search
of baggage. The responsibility to perform the above named actions lies on the departing station and
more specifically the check in agent and loading supervisor on duty.
See 5.11.2.9 for further information.
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5.11.2.8 Missing checked baggage
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When baggage is missing upon arrival, a PIR has to be completed either directly into Worldtracer or
filling manual PIR-report. Manual report has to be transferred to a computer file as soon as possible.
All file related information shall be inserted. The file shall be closed from tracing as soon as the bag
has been received at the tracing station
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If the bag is missing more than 24 hours, passenger has to be contacted for file update.
Following questions are essential:

ask for full description of the bag type
does the bag bear a name label (and what name)
is the address in the report correct and the same as on the bag
ask for detailed list of contents (colors, brand names, sizes)
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The file reference station is responsible for tracing during the five first days. After that the tracing
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responsibility will be taken by NextJet.
A written claim for the insurance company or NextJet can be presented 30 days after the travel if the
bag is still missing.
5.11.2.9 Found checked baggage

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Found checked baggage is baggage which has remained unclaimed or has been found at the
baggage sorting area. It may have been incorrectly labelled or wrongly loaded or the bag tag may
have torn off. If the baggage bears tag with other destination, it must be expedited to the final
destination with first available flight. (See FWD message in Worldtracer Quick Reference Guide).The
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message shall be copied to all stations and airlines involved.

A RUSH tag is used for forwarding unaccompanied baggage and print-out of the message or the
original tag must be attached to it. If the tag is missing or the baggage has been tagged to your
destination, OHD-input into Worldtracer shall be completed within the same day. OHD-file has to be
closed when the owner of the bag has been located or the bag has been picked up. OHD baggage
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has to be sent to tracing station by using FOH/FLZ message.

All items of unaccompanied baggage, both originating and transfer hold baggage, shall be screened
by one of the following methods, before being
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loaded onto an aircraft:

a) EDS, or
b) a multi-level PEDS, where at Level 2 the images of all baggage are viewed by the operators, or
c) conventional X-ray equipment with each baggage being viewed from two different angels by the
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same operator at the same screening point, or

d) hand search supplemented by the application of Trace Detection Equipment on open pieces of
baggage, unless the unaccompanied baggage, which has been previously screened to the
appropriate standard, has been separated due to factors beyond the passengers control, and the
unaccompanied baggage has been within the care of NextJet
All unaccompanied baggage shall be equipped with a RUSH tag or RUSH sticker attached to the
original baggage tag. Protective measures shall be stated on the tag.
Section: 5
5.11.2.10 Found unchecked items

All items found on board a NextJet aircraft or any NextJet premises must be sent after security
screening to Lost and found services at the airport, except:
passports, drivers licenses, and other official documents are given to the police.
flight tickets are stored at airlines ticket counter.
tax free items found inside customs controlled area are stored by the Customs Office
Found items are stored for three months, except food and other perishables are destroyed and other
items sold at public auction.
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5.11.3 Damages to unchecked baggage
Unchecked baggage includes not only the baggage which is in the passenger's care during the flight
but also everything the passenger is wearing, e.g. jewelry and eyeglasses.
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The air carrier is liable for destruction, loss or damage to baggage up to 1,000 SDRs (approximately
EUR 1,230). In the case of checked baggage, it is liable even if not at fault, unless the baggage was
defective.
In the case of unchecked baggage, the carrier is liable only if at fault.
5.11.4 Individual baggage insurance

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As the airline's liability for damages during transportation is limited, the customers should be
recommended to purchase individual baggage insurance, e.g. when selling the ticket. Such insurance
is not affected by the airline's limits of liability, and moreover the individual insurance covers all stages
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of the passenger's journey.
When damages occur, the customer can usually get better coverage from the insurance company
than from the airline. However, having caused the damage, the airline cannot refuse to handle the
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claim on the grounds that the customer has an insurance.
It is not possible to get simultaneous compensation. If the insurance company pays full remuneration
to the customer, he cannot seek further compensation from the airline.
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Section: 5
Page: 78
Ground Operations
5.12 Customer relations, claims and compensations

5.12.1 Customer relations office
The field of customer relations includes any feedback from customers in relation to services offered
by NextJet: compliments, complaints, suggestions and claims. The feedback is received in the form of
letters, telephone calls, Internet and personal visits. The Customer Relations Office handles of all
passenger feedback.
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5.12.1.1 Functions
The main functions of the Customer Relations Office are:
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to handle customer feedback in accordance with international agreements, domestic law and the
company's internal instructions, keeping in mind that the passengers' confidence must be
maintained.
to produce statistics of topics reflected in the feedback
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to approve compensations to be paid and to control the costs involved.
to keep up with the international development in the field and to co-operate with other airlines,
travel agents and insurance companies.
to give training and instructions in customer relations matters.
Postal address
NextJet Customer Relations
Box 123,
190 46 Stockholm-Arlanda, Sweden
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Internet
info@nextjet.se
Other
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Direct line +46 8 5000 60 55

Fax +46 8 639 83 29
SITA EVGHZ2N
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5.12.2 Feedback from passengers to the customer relations office

The letters of opinion from customers are sent to Customer Relations Office for handling. The office
will register the feedback and send a copy of the passengers letter to departments concerned for
information and possible action. To ensure prompt replies to customers, reports requested from the
departments shall be given to Customer Relations Office immediately. The letters of opinion are
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answered in a manner deemed appropriate. The time target for answering is five days from receipt of
the letter.
Feedback can also be sent via e-mail to info@nextjet.se
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Section: 5
5.12.3 Handling of customer feedback
5.12.3.1 Appointing responsible persons

As most of the feedback comes from dissatisfied customers, special attention should be paid to the
handling of claims and complaints. Therefore the handling should be concentrated to persons
sufficiently competent to deal with customers both in person and in writing.
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5.12.3.2 How to file and process a claim
Customers claiming reimbursement for damages to baggage must file a detailed claim, signed by the
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customer, and supported by relevant documentation, such as
property irregularity report PIR
ticket cover
baggage tag(s)
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purchase receipts or proof of ownership for all items valued at 100 USD or more
experts report on value damaged / lost property
receipts, guarantee etc. of damaged / lost property
All claims are free formed.
With a few exceptions claims are handled by Customer Relations Office. If claims are processed
without separate approval by Customer Relations Office all payments must be reported to Customer
Relations Office for registration without delay.
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NOTE: Claims must always be forwarded to Customer Relations Office for handling if they involve:
personal injury
damage to property involving another carrier
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insurance company recourse
5.12.4 Liability limitations

When handling irregularity situations or customer claims, staff should be familiar with the following:
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the Montreal Convention 1999, ratified by the European Community June 28, 2004
EC Regulation 889/2002 articles 6.1 and 6.2
the Warsaw Convention
NextJets General Conditions of Carriage for Passengers and Baggage
IATA Resolution 780e Articles 4 & 5
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Company policy
Depending on the passengers itinerary, liability of the airlines involved in the passengers journey
may alternatively be governed by the Montreal Convention or the Warsaw Convention. In general
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the settlement of NextJet baggage claims follows the policy of the Montreal Convention as
regulated by the EC Regulation, as NextJet is an EU community carrier. As a result, the Montreal
Convention liability limits apply on NextJet flights.
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Section: 5
Page: 80
Ground Operations
5.12.4.1 Liability limitations as stated in the Montreal Convention

Disclaimer:
This is a notice required by European Community Regulation (EC) No. 889/2002. This notice cannot
be used as a basis for a claim for compensation, nor to interpret the provisions of the Regulation or
the Montreal Convention, and it does not form part of the contract between the carrier(s) and you. No
representation is made by the carrier(s) as to the accuracy of the contents of this notice.
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IMPORTANT:
This notice, required by European Community Regulation (EC) No. 889/2002, is inaccurate in stating
that the air carrier cannot contest claims for compensation for damages up to 100,000 Special
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Drawing Rights. Rather, the Regulation and the Montreal Convention provide that the air carrier is
liable for damage sustained in case of death or bodily injury of a passenger upon condition only that
the accident which caused the death or injury took place on board the aircraft or in the course of any
of the operations of embarking or disembarking. For damages up to 100,000 Special Drawing Rights
in respect of such death or bodily injury the air carrier cannot exclude or limit its liability except where
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there is contributory negligence. Also, unlike the notice would suggest, the air carrier's liability for
baggage delays, destruction, loss or damage to baggage is limited to 1,000 SDRs in the aggregate.
Further, the statement that if the name or designator code of an air carrier is indicated on the ticket,
that carrier is the contracting carrier, does not apply in all cases.
Also, please note that, depending on your itinerary, the liability of the airlines involved in your journey
may be governed by the Warsaw Convention, in which case the liability limits are generally lower than
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those set forth here under. For further information, please contact NextJet.
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If the journey involves carriage by other airlines than NextJet, they should be contacted for
information on their limits of liability.
Air carrier liability for passengers and their baggage

This information notice summarizes the liability rules applied by Community air carriers as required by
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Community legislation and the Montreal Convention.
Compensation in the case of death or injury

There are no financial limits to the liability for passenger injury or death. For damages up to 100,000
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SDRs (approximately EUR 123,000) the air carrier cannot contest claims for compensation. Above
that amount, the air carrier can defend itself against a claim by proving that it was not negligent or
otherwise at fault.
Advance payments
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If a passenger is killed or injured, the air carrier must make an advance payment, to cover immediate
economic needs, within 15 days from the identification of the person entitled to compensation. In the
event of death, this advance payment shall not be less than 16,000 SDRs (approximately EUR
20,000).
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Passenger delays
In case of passenger delay, the air carrier is liable for damage unless it took all reasonable measures
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to avoid the damage or it was impossible to take such measures. The liability for passenger delay is
limited to 4,150 SDRs (approximately EUR 5,100).
Baggage delays
In case of baggage delay, the air carrier is liable for damage unless it took all reasonable measures to
avoid the damage or it was impossible to take such measures. The liability for baggage delay is
limited to 1,000 SDRs (approximately EUR 1,230).
Section: 5
Destruction, loss or damage to baggage

The air carrier is liable for destruction, loss or damage to baggage up to 1,000 SDRs (approximately
EUR 1,230). In the case of checked baggage, it is liable even if not at fault, unless the baggage was
defective.
In the case of unchecked baggage, the carrier is liable only if at fault.
Higher limits for baggage

If the baggage has not been insured for its full value the passenger can benefit from a higher liability
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limit by making a special declaration at the latest at check-in and by paying a supplementary fee.
Complaints on baggage
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If the baggage is damaged, delayed, lost or destroyed, the passenger must write and complain to the
air carrier as soon as possible. In the case of damage to checked baggage, the passenger must write
and complain within seven days, and in the case of delay within 21 days, in both cases from the date
on which the baggage was placed at the passenger's disposal.
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Liability of contracting and actual carriers
If the air carrier actually performing the flight is not the same as the contracting air carrier, the
passenger has the right to address a complaint or to make a claim for damages against either. If the
name or code of an air carrier is indicated on the ticket, that air carrier is the contracting air carrier.
Time limit for action

Any action in court to claim damages must be brought within two years from the date of arrival of the
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aircraft, or from the date on which the aircraft ought to have arrived.
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Basis for the information
The basis for the rules described above is the Montreal Convention of 28 May 1999, which is
implemented in the Community by Regulation (EC) No. 2027/97 (as amended by Regulation (EC) No.
889/2002) and national legislation of the Member States.
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Section: 5
Page: 82
Ground Operations
5.12.5 Compensations
5.12.5.1 Denied Boarding Compensation (DBC)

General
The following instructions concerning compensation payable to passengers in case of overbooking
shall apply in NextJet international scheduled traffic with the exception of flights departing from the
United States of America and of flights both originating and arriving in countries outside of the EU
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member states.
The following compensation rules are based on the EC regulation (no 261/2004) that was established
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by the European Parliament and council and which came into effect February 17, 2005. The NextJet
procedure and company policy has been amended in order to follow the regulation. For procedures
see GOM 5.9.3.1 and GOM 5.9.3.6.
Passenger eligible for compensation
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passenger has confirmed reservation on flight concerned (OK status).
passenger has presented himself for check-in on time as stated in writing or alternatively minimum
scheduled departure time minus 45 minutes
Exemptions -> when no compensation;

see GOM 5.9.3.1 and GOM 5.9.3.6
Compensation amounts and options

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By efficient calling for volunteers at the check-in, the costs resulted from denying boarding can be
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remarkably avoided. When seeking for volunteers, the passengers are offered cash amounts (see
next table) in the form of cash or bank transfer.
Flight Lenght Compensation 50% reduction

Levels Cash in comp. if arrival to
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dest is delayed
Trips less than 1500 km 100 < 2 hrs

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trips 1500-3500 km and all 125 < 3 hrs

intra EU > 1500 km
Trips > 3500 km (non-intra EU) 150 < 4 hrs

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In addition to the payments, passengers are also entitled to choose between re-imbursement and
rerouting.
See GOM 5.9.3.6 for passengers further rights and correct procedure.
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Flights both originating and arriving in countries outside of the EU member states
Passenger is entitled to receive the following amounts as compensation:
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Flight Distance Delay time Amount

<3500 km < 2 hrs 75
<3500 km > 2 hrs 150
>3500 km < 4 hrs 150
>3500 km > 4 hrs 300
Reporting
All incidents involving payment of denied boarding compensation to a passenger, shall be reported to
Customer Relations Office.
Section: 5
Method of payment
Payment shall be made in cash or by electronic bank transfer on the spot.
Payment at the station of departure

As a rule, the compensation should be settled at the station of departure whenever possible. The
passenger must not be encouraged to delay his decision regarding acceptance of the compensation.
Still, the passenger has a right to request compensation from the airline afterwards as well.
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5.12.5.2 Downgrading compensation
Not applicable.
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5.12.5.3 Other compensations
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Damages during meal service
E.g. in rough weather the cabin staff may spill coffee over a passenger's clothes. In such cases the
cabin attendant will fill out a Company Report. The customer may claim the costs later against the
laundry bill.
If the garment concerned is not claimed to be especially valuable and the claim is obviously
reasonable, the matter can be handled locally and a compensation of up to 100 USD may be paid.
Clothes damaged on seats/in overhead compartments

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The proceedings are the same as above.
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5.12.5.4 Injuries to person
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Limitations of liability
The airline's liability for injuries to persons in air transportation is limited by national laws, which are
based on international agreements. Information on the applicable limitations of liability is available e.g.
in a printed notice in international flight tickets and on NextJet home web site: www.nextjet.se For
liability limitations see GOM 5.12.4.1.
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The airline's liability covers the actual air carriage including embarkation and disembarkation. The
airline is not liable for accidents in airport terminal buildings or passenger buses.
Handling of claims
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Claims for injuries to persons are handled by Customer Relations Office.

In case of injury to passengers the OP shall ensure that an accurate report of the incident, including
reports of eye witnesses, is written.
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Private insurance
It is most recommended that customers purchase individual travel insurance from an insurance
company.
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Such insurance covers all stages of the journey - not only the flight - and it is not affected by any
limitation of the carrier's liability. The compensations are paid in accordance with the terms of
insurance. Note, however, that simultaneous compensation for actual costs cannot be obtained.
Section: 5
Page: 84
Ground Operations
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INTENTIONALLY BLANK
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Section: 6
SECTION 6 MESSAGES
CONTENTS
6 Messages .................................................................................................................... 3
6.1 SITA ............................................................................................................................. 3
6.1.1 SITA-NETWORK.......................................................................................................... 3
6.1.2 HOW TO COMPOSE A SITA MESSAGE .................................................................... 3
6.1.2.1 Address Group ............................................................................................................. 3
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6.1.2.2 Originator Group........................................................................................................... 3
6.1.2.3 Message Text............................................................................................................... 4
6.1.3 TELEX .......................................................................................................................... 4
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6.1.4 MOVEMENT MESSAGES ........................................................................................... 4
6.1.4.1 Time Definition ............................................................................................................. 4
6.1.4.2 Abbreviations................................................................................................................ 5
6.1.5 DEPARTURE MESSAGE ............................................................................................ 5
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6.1.5.1 Dispatch ....................................................................................................................... 5
6.1.5.2 Distribution ................................................................................................................... 5
6.1.5.2.1 Standard distribution .................................................................................................... 5
6.1.5.2.2 Delayed flights / diverted flights.................................................................................... 5
6.1.5.3 Corrections to Departure Message .............................................................................. 6
6.1.5.4 Message description .................................................................................................... 6
6.1.5.5 Message examples ...................................................................................................... 9
6.1.6 ARRIVAL MESSAGE ................................................................................................. 10
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6.1.6.1 Dispatch ..................................................................................................................... 10
6.1.6.2 Distribution ................................................................................................................. 10
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6.1.6.2.1 Standard Distribution.................................................................................................. 10
6.1.6.3 Corrections to arrival message................................................................................... 10
6.1.6.4 Message description .................................................................................................. 11
6.1.6.5 Message examples .................................................................................................... 11
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6.1.7 DELAY CODES.......................................................................................................... 12

6.1.7.1 General....................................................................................................................... 12
6.1.7.2 Delay Code List .......................................................................................................... 13
6.1.7.3 Correlation between IATA Delay Codes and the CFMU Reasons for Regulations.... 15
6.1.8 DELAY MESSAGE..................................................................................................... 16
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6.1.8.1 Dispatch ..................................................................................................................... 16

6.1.8.1.1 General....................................................................................................................... 16
6.1.8.1.2 Dispatch of departure message ................................................................................. 16
6.1.8.2 Distribution ................................................................................................................. 16
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6.1.8.3.1 Duration of delay unknown:........................................................................................ 18

6.1.8.3.2 Notice of delayed departure: ...................................................................................... 18
6.1.8.3.3 Notice of return to ramp:............................................................................................. 18
6.1.8.3.4 Notice of return after takeoff:...................................................................................... 18
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6.1.8.3.5 Revised estimated time of arrival: .............................................................................. 18

6.1.8.3.6 Notice of revised taxiing time of arrived aircraft: ........................................................ 19
6.1.9 DIVERSION MESSAGE............................................................................................. 19
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6.1.9.1 Dispatch ..................................................................................................................... 19

6.1.9.1.1 General....................................................................................................................... 19
6.1.9.1.2 Relaying handling messages ..................................................................................... 19
6.1.9.1.3 Dispatch of departure message ................................................................................. 19
6.1.9.2 Distribution ................................................................................................................. 19
6.1.9.4 Message examples .................................................................................................... 22
6.1.10 Load Message............................................................................................................ 22
6.1.10.1 Dispatch ..................................................................................................................... 22
6.1.10.2 Distribution ................................................................................................................. 22
6.1.10.2.1 Standard Distribution.................................................................................................. 22
Section: 6
Page: 2
Ground Operations
SECTION 6 MESSAGES
6.1.10.2.2 Diversions................................................................................................................... 22
6.1.10.2.3 Last minute changes (LMC) ....................................................................................... 22
6.1.10.2.4 Message description .................................................................................................. 22
6.1.10.2.5 Message examples .................................................................................................... 27
6.1.11 CONTAINER/PALLET DISTRIBUTION MESSAGE................................................... 27
6.1.12 ULD MOVEMENT CONTROL MESSAGE ................................................................. 27
6.1.13 PASSENGER TRANSFER MESSAGE (PTM)........................................................... 27
6.1.14 PASSENGER SERVICE MESSAGE (PSM) .............................................................. 27
6.1.14.1 Dispatch ..................................................................................................................... 27
6.1.14.2 Corrections To Passenger Service Message ............................................................. 27
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6.1.14.3 Message Description.................................................................................................. 28
6.1.14.4 Examples of PSM Message ....................................................................................... 29
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Section: 6
SECTION 6 MESSAGES
6 Messages
6.1 SITA
6.1.1 SITA-NETWORK
All types of messages relating to the companys activities can be forwarded through the SITA
network.
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6.1.2 HOW TO COMPOSE A SITA MESSAGE
The SITA message consists of the following groups:
address
originator
text
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6.1.2.1 Address Group
A priority code can be entered in front of the address as follows.
QS
Emergency Message affecting the safety of human life
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(use of this code is permitted only in actual situations of emergency)
QU
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Urgent Message
(to be used only when necessary, the cost is twice the charge of a normal message)
QD
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Deferred Message, sent by night

(especially practicable when a message will not reach the addressee during the same day, e.g.
due to time difference. The cost is half the charge of a normal message.)
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Normal messages are sent without any prefix.

The possible prefix is followed by the address, a 7-letter code of the address, consisting of a three-
letter destination code, two-letter office code and two-letter airline or other organizations code.
Maximum number of address codes is eight to the line and 32, i.e. four lines, to the message.
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6.1.2.2 Originator Group

The line starts with a full stop (.) followed by the senders 7-letter code and a 6-character entry
representing sending time: day, hour and minute in UTC.
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Example:
. STOHK2N 131927
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Section: 6
Page: 4
Ground Operations
SECTION 6 MESSAGES
6.1.2.3 Message Text

The text shall be kept as short as possible, using generally approved abbreviations in English
language. No other characters than the following may be used.
letters: ABCDEFGHIJKLMNOPQRSTUVWXYZ
all figures
punctuation marks: oblique (/), hyphen (-) and full stop (.). If other characters are required, they
must be indicated using words.
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The text of one message must not exceed 2000 characters (spaces are also regarded as characters).
If the text is longer, the message must be divided into two or more messages. The succession of such
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part messages is indicated by writing at the beginning of the first part PART ONE CONTINUED, at
the beginning of the second part PART TWO CONTINUED etc. and at the beginning of the last part
PART NN END.
Example of a SITA message:
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MX QD CPHAPXH
. STOHK2N 131235
DISTRIBUTION PAMPLHETS POSTPONED
REVERTING SOONEST
= The message shown is addressed to Novia in Copenhagen. The message was sent on the 13th of
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present month at 12.35 hrs UTC.
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6.1.3 TELEX
Not applicable.
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6.1.4 MOVEMENT MESSAGES

Traffic punctuality and the movements of aircraft and crew can be surveyed in messages concerning
aircraft movements. By using standard message formats as shown in the examples, stations can
send all departure, arrival and irregularity messages. These messages shall be sent by the station
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staff (or representative of the handling company) after each departure, arrival and irregularity, using
the IATA standard format shown in under examples. IATA format is mandatory due EDP
handling/storage of messages.
6.1.4.1 Time Definition

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Aircraft movement times are defined according to the following time definitions.
Estimated time of Departure (ED)

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Date + time
Actual time of Departure (AD)

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Date, off-block time and actual time of take-off
Estimated time of Arrival (EA)

Date + time
NOTE: EA time is obtained by adding the estimated flight time informed by captain to the AD time.
Actual time of Arrival (AA)

Date, actual landing time and on-block time
Section: 6
SECTION 6 MESSAGES
6.1.4.2 Abbreviations
AA Actual time of Arrival
AD Actual time of Departure
ALT Alternate
DL Delay Reason
EA Estimated time of Arrival
EB Estimated on-block time
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ED Estimated time of Departure
EO Estimated time of Take-off
FR Forced Return
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MVT Movement Message
NI Time of Next Information
PX Passengers
RF Ramp Fuel
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RR Return to Ramp
RW Ramp Weight
SI Supplementary Information
TOF Take-off Fuel
TOW Take-off Weight
6.1.5 DEPARTURE MESSAGE

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6.1.5.1 Dispatch
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A departure message must be dispatched for every:
charter flight
diverted flight
non-scheduled flight
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pleasure flight
scheduled flight
training/test flight
The message is to be dispatched immediately after take-off of the flight concerned.

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6.1.5.2.1 Standard distribution

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The departure message is to be sent to:

to the next station ahead
STOHK2N
recipients of diversion message in cases where diversion warning or a diversion message has
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been sent
NOTE: The arrival message is to be addressed to the station management and/or dispatch office
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and to the company(ies) acting as handling and/or dispatch agent(s) for NextJet.
6.1.5.2.2 Delayed flights / diverted flights

The departure message of flights for which a delay or diversion message has been dispatched must
be addressed to all stations that received the previous delay message or diversion message.
Section: 6
Page: 6
Ground Operations
SECTION 6 MESSAGES
6.1.5.3 Corrections to Departure Message

The instructions given below must be obeyed if corrections to an already dispatched departure
message become necessary:
a complete departure message must be dispatched again

the message identifier COR is to be used in addition to the normal identifier MVT
a corrected departure message must be dispatched before arrival of the flight at the station of
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next intended landing
6.1.5.4 Message description
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The message description is divided as follows:
Part1: Address and communication references
Part 2: Standard message identifier and flight record
Part 3: Flight information
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Part 4: Supplementary information
IMPORTANT: If not otherwise required all dates and times in movement messages must be
expressed in
UTC (Universal Time Co-ordinated).
Part 1: Address and communication references

Element Number Element definition
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1 Priority indicator for movement messages QU
2 Teletype address/es for QU STOHK2N
departure message
3 Originator, recharge, date/time group and .STOHK2N AY/
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operators initials composed of the elements 120340 PH

No. 3.1 thru 3.4
.STOHK2N
121340
3.1 Teletype address of originator .RHOKKOA
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3.2 Recharge, if required. 2N

Teletype address of originator (element No.
3.1) and designator of the airline to be
charged for the message (element No. 3.2)
must be separated by a space.
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3.3 Date and time group. /121340

Recharge designator (element No. 3.2) and
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date/time group (element No. 3.3) must be

separated by an oblique.
Note: The oblique is to be omitted if no
recharge designator is shown.
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3.4 Operators initials, if required. HY

Date and time group (element No. 3.3) and
operators initials (element No. 3.4) must be
separated by a space.
NOTES: Element No. 3 must be on one line.
Section: 6
SECTION 6 MESSAGES

Element Number Element definition Examples
4 Standard identifier for movement messages:

MVT The identifier MVT must be on a
separate line.
5 Flight number and scheduled UTC date of 2N303/01
departure out of its originating station.
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6 Aircraft registration. .SEMAK
1. Flight number (element No. 5) and
aircraft registration (element No. 6)
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must be separated by a full stop.
2. The hyphen between country code
and aircraft code is to be omitted.
7 Airport of movement. .CPH
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1. Aircraft registration (element No. 6) .ARN
and airport of movement (element No.
7) must be separated by a full stop.
2. The 3-letter IATA airport or city codes
must be used.
NOTE: Elements No. 5 thru 7 must be on one line.
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Section: 6
Page: 8
Ground Operations
SECTION 6 MESSAGES

8 Actual departure time AD0958/1004

The departure indicator AD is followed by off-
block and airborne time. the time groups are
to be separated by an oblique.
9 Estimated time of arrival EA1128
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1. The indicator EA is followed by the
estimated time of arrival in UTC.
2. Estimated departure time (element
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No. 8) and estimated arrival time
(element No. 9) are to be separated
by a space.
10 Airport of next intended landing. ARN
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1. The 3-letter IATA airport codes are to
be used.
2. Estimated arrival time (element No. 9)
and code for airport of next intended
landing (element No. 10) are to be
3. Elements No. 8 thru 10 must be on
one line.
11
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Irregularity code and duration of delay. DLTD/0121
1. The delay indicator DL is followed by
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not more than 2 irregularity codes and DLAT/RA/0017/0125
the duration of the delay in hours and
minutes. Irregularity codes and time
groups are to be separated by
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obliques.
2. NextJet has five (5) minutes tolerance
in departure delays. All delays must
be recorded and included in MVT
messages. Not more than 2 delay
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reasons can be shown.

3. If there are more than 2 delay
reasons, attribute the total delay time
to the 2 main reasons.
12 Total number of seats occupied by PX9
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passengers. PX321
1. The passenger indicator PX is
followed by the number of seats
occupied by passengers including
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PADs
NOTE: The number of seats occupied

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by passengers shall be copied from

the loadsheet.
2. Element No. 12 must be on a

separate line.
Section: 6
SECTION 6 MESSAGES

13 Supplementary information
The supplementary information indicator SI is
followed by a space. It must begin a new line.
Subcodes for delay codes published in GOM
6.1.7.2 may be informed in SI element on a
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separate line.
Examples:
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2 delay codes but 1 subcode SI SC 01/
no subcodes SI SC
2 delay codes and 2 subcodes SI SC 01/99
2 delay codes but 1 subcode SI SC/03
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6.1.5.5 Message examples
>MX ARNNOXH
. STOHK2N 221745
MVT
2N302/22.SEMAK.ARN
AD1721/1744 EA1405 ARN
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DL/0021
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PX13
SI
=
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>MX CPHAPXH
. STOHK2N 221732
MVT
2N301/22.SEMAK.ARN
AD1700/1721 EA1345 CPH
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PX13
SI
=
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Section: 6
Page: 10
Ground Operations
SECTION 6 MESSAGES
6.1.6 ARRIVAL MESSAGE
6.1.6.1 Dispatch
An arrival message is to be dispatched for every:
charter flight
diverted flight
non-scheduled flight
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scheduled flight
training/test flight
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The message is to be dispatched immediately after arrival of the flight concerned.
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6.1.6.2.1 Standard Distribution
The arrival message is to be sent to:
the station of next intended landing, if applicable (Note)
the originating station of the flight or flight leg (Note)
the station of the originally intended landing in case of a diversion
recipients diversion message in cases where diversion warning or a diversion message has
been sent
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NOTE: The arrival message is to be addressed to the station management and/or
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dispatch office and to the company(ies) acting as handling and/or dispatch
agent(s) for NextJet.
6.1.6.3 Corrections to arrival message

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The instructions given below must be obeyed if corrections to an already dispatched arrival message
become necessary:
a complete arrival message must be dispatched again
the message identifier COR is to be used in addition to the normal identifier MVT
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a corrected arrival message must be dispatched before departure of the outbound flight
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Section: 6
SECTION 6 MESSAGES

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IMPORTANT:
If not otherwise required all dates and times in movement messages must be expressed in UTC
(Universal
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Time Coordinated).

Same element definitions and formats as for the standardized departure message
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Same element definitions and formats as for the standardized departure message
Element Element definition Examples

Number
8 Actual arrival time
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1. The arrival identifier AA is followed
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by touch down and on-block time.
The time groups are to be separated
by an oblique.
2. Element No. 8 must be on a
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separate line.

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Number
Additional information pertaining to
the flight. A new line must be used
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beginning with the indicator SI and

followed by a space.
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>MX STOHK2N
.ARNNOXH 140556
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MVT
2N440/14.SEMAK.ARN
AA0608/0611
=
Section: 6
Page: 12
Ground Operations
SECTION 6 MESSAGES
6.1.7 DELAY CODES
6.1.7.1 General
The codes given in the list below shall be used to express the reason for delay, diversion or other
handling irregularities in aircraft movement messages. It is essential that these codes are applied
impartially and not be considered as reasons for blame. A description of a code may cover several
possible statements.
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Where there is still some doubt of interpretation, the SI-part of the movement message may be used
for amplification. (See GOM 6.1.5.4, part 4, element 13) If there are more than 2 delay reasons
attribute the total delay time to the 2 main reason.
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Section: 6
SECTION 6 MESSAGES
6.1.7.2 Delay Code List

PASSENGER AND BAGGAGE
PD 11 LATE CHECK-IN, acceptance after deadline
PL 12 LATE CHECK-IN, congestion in check-in area
PE 13 CHECK-IN ERROR, passenger and baggage.
PO 14 OVERSALES, booking errors
PH 15 BOARDING, discrepancies and pageing code
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PS 16 COMMERCIAL PUBLICITY/PASSENGER CONVENIENCE
PC 17 CATERING ORDER, late incorrect order given to supplier
PB 18 BAGGAGE PROCESSING Use code AF when sorting system owned by airport auth
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CARGO
CD 21 DOCUMENTATION, errors, etc.
CP 22 LATE POSITIONING
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CC 23 LATE ACCEPTANCE OF CARGO
CI 24 INADEQUATE PACKING, All delays due to inadequate cargo, including leaking,
spillage and odoro
CO 25 OVERSALES, booking errors
CU 26 LATE PREPARATION IN WAREHOUSE
AIRCRAFT AND RAMP HANDLING

GD 31
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AIRCRAFT DOCUMENTATION, late inaccurate, weight&balance, psgr manifest
GL 32 LOADING/UNLOADING, bulky, special load
GE 33 LOADING EQUIPMENT
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GS 34 SERVICING EQUIPMENT, lack of or breakdown, lack of staff.
FLIGHT OPERATIONS AND CREWING

FP 61 FLIGHT PLAN, late completion or change of flight documentation
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FF 62 OPERATIONAL REQUIREMENTS
FT 63 LATE FLIGHT OR CABIN CREW BOARDING OR DEPARTURE PROCEDURES,
other than connection and standby (flight deck or entire crew)
FS 64 FLIGHT DECK CREW SHORTAGE, sickness, awaiting stand-by, flight time
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FR 65 FLIGHT DECK CREW SPECIAL REQUEST, not within requirements

FL 66 LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES
FC 67 CABIN CREW SHORTAGE
FA 68 CABIN CREW ERROR OR SPECIAL REQUEST
FB 69 CAPTAIN REQUEST FOR SEQURITY CHECK
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AIRCRAFT AND RAMP HANDLING

GC 35 AIRCRAFT CLEANING. Applicable for water/toilet servicing activities
GF 36 RAMP FUELING/DEFUELING
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HANDLING//
GB 37 CATERING
GU 38 ULD, All delays du lack of/or ULD serviceability
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GT 39 TECHNICAL EQUIPMENT
Section: 6
Page: 14
Ground Operations
SECTION 6 MESSAGES
TECHNICAL AND AIRCRAFT EQUIPMENT

TD 41 AIRCRAFT DEFECT
TM 42 SCHEDULED MAINTENANCE, late release
TN 43 NON-SCHEDULED MAINTENANCE, special checks and add. works
TS 44 SPARES AND MAINTENANCE EQUIPMENT, lack of/breakdown
TA 45 AOG SPARES, to be carried to another station
TC 46 AIRCRAFT CHANGE, for technical reasons
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TL 47 LACK OF AIRCRAFT FOR TECHNICAL REASONS
TV 48 SCHEDULED CONFIGURATION/VERSION ADJUSTMENT
IN
DAMAGE TO AIRCRAFT
DF 51 DAMAGE DURING FLIGHT OPERATIONS
DG 52 DAMAGE DURING GROUND OPERATIONS, All delays due to collision

PR
EDP/AUTOMATED EQUIPMENT FAILURE
ED 55 DEPARTURE CONTROL SYSTEMS, owned by aircraft operator
EC 56 CARGO PREPARATION/DOCUMENTATION SYSTEMS
EF 57 FLIGHT PLANS
EO 58 OTHER COMPUTER SYSTEMS, All delays due to system of handling agent,

WEATHER
WO 71
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DEPARTURE STATION, weather below aircraft operating minima
WT 72 DESTINATION STATION, weather below aircraft operating minima
WR 73 EN ROUTE OR ALTERNATE, weather below aircraft operating minima
IA
WI 75 DEICING AND DE-SNOWING OF AIRCRAFT, removal of ice and/or snow
WS 76 REMOVAL OF SNOW, ICE, WATER AND SAND FROM AIRPORT
WG 77 GROUND HANDLING IMPAIRED BY ADVERSE WEATHER CONDITIONS
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ATC RESTRICTIONS
AT 81 ATFM DUE TO ATC EN-ROUTE DEMAND/CAPACITY, standard

AIRPORT AND GOVERNMENT AUTHORITIES
FF
AS 85 MANDATORY SECURITY,Passenger,baggage,crew
AG 86 IMMIGRATION, CUSTOM, HEALTH,Passenger,crew
AF 87 AIRPORT FACILITIES, All delays due parking stands, ramp congestion, lighting, buildings,
gate limitations
AM 89 RESTRICTIONS AT A/P OF DEPARTURE

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REACTIONARY
RL 91 LOAD CONNECTION, awaiting load from another flight
RT 92 THROUGH CHECK-IN ERROR, passenger and baggage.
N
RA 93 AIRCRAFT ROTATION, late arrival of aircraft from another flight or previous sector
RS 94 CABIN CREW ROTATION
RC 95 FLIGHT CREW ROTATION, delays due awaiting Flight crew from another flight or
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A/C change
RO 96 OPERATIONS CONTROL. Note:
Codes to be used when a delay is accepted by STOHK2N
MI 97 MISCELLANEOUS INDUSTRIAL ACTION WITHIN OWN AIRLINE,
Meetings, actions by all parties aff. gnd hndl.
MO 98 MISCELLANEOUS INDUSTRIAL ACTION OUTSIDE OWN AIRLINE
MX 99 MISCELLANEOUS Only to use after approval by STOHK2N
Section: 6
SECTION 6 MESSAGES
6.1.7.3 Correlation between IATA Delay Codes and the CFMU Reasons for Regulations
CFMU IATA
REASON REGULATION
FOR LOCATION
CODE EXAMPLE CODE DELAY CAUSE
REGULATIO
N
D 89 RESTRICTIONS AT AIRPORT OF DEPARTURE
ATFM due to ATC ENROUTE
E Demand exceeds the 81
T
ATC Capacity C DEMAND/CAPACITY
capacity
ATFM due to RESTRICTIONS AT DESTINATION
A 83
AIRPORT
IN
ATFM due to ATC STAFF/EQUIPMENT
ATC Ind E 82
I Controllers strike ENROUTE
Action
A 83
AIRPORT
Phasing in of new ATFM due to ATC ENROUTE
ATC Routings R E 81
PR
procedures DEMAND/CAPACITY
E Illness, traffic delays on 82
ATC Staffing S ENROUTE
the highway
A 83
AIRPORT
ATC Equip- E 82
T Radar failure, RTF failure ENROUTE
ment
A
L 83
AIRPORT
IA
Accident/Inci- RWY23 closed due
A ATFM due to RESTRICTIONS AT DESTINATION
dent A accident 83
AIRPORT
D Lack of parking; taxiway 87 AIRPORT FACILITIES
closure; areas closed for
Aerodrome
G maintenance; demand ex-
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Capacity A 87 AIRPORT FACILITIES

ceeds the declared airport
capacity
De-Icing D D De-Icing 89 RESTRICTIONS AT AIRPORT OF DEPARTURE
Equipment D Runway or taxiway lighting 87 AIRPORT FACILITIES
E
non-ATC A failure 87 AIRPORT FACILITIES
FF
Ind Action D 98 INDUSTRIAL ACTION OUTSIDE OWN AIRLINE

N Firemens strike
non-ATC A 98 INDUSTRIAL ACTION OUTSIDE OWN AIRLINE
Military ATFM due to ATC STAFF/EQUIPMENT
M E Brilliant Invader; ODAX 82
Activity ENROUTE
A 83
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AIRPORT
D European football cup; 89 RESTRICTIONS AT AIRPORT OF DEPARTURE
Special Event P Heads of Government ATFM due to RESTRICTIONS AT DESTINATION
A meeting 83
AIRPORT
N

Thunderstorm; low
Weather W E 73 WEATHER EN ROUTE OR ALTERNATE
visibility; X winds
A 84 ATFM due to WEATHER AT DESTINATION
U
ATFM due to ATC ENROUTE

Other O E Security alert 81
DEMAND/CAPACITY
A 83
AIRPORT
Section: 6
Page: 16
Ground Operations
SECTION 6 MESSAGES
6.1.8 DELAY MESSAGE
6.1.8.1 Dispatch
6.1.8.1.1 General
The rules given below must be obeyed with regard to dispatch of delay messages.
1. A delay message must be dispatched always when the departure of a flight will be delayed 3
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minutes or more relative to schedule or otherwise stated departure time.
2. The message shall be sent as soon as the delay can be foreseen, but not later than the
originally estimated departure time.
IN
3. If a flight is delayed beyond the estimated departure time specified in a previously dispatched
message, a new delay message shall be sent as soon as the further delay becomes apparent,
but not later than the departure time specified in the previous delay message.
PR
6.1.8.1.2 Dispatch of departure message
A normal departure message shall be sent to all addressees that received the delay message(s) after
departure
of the flight concerned.
NOTE: For instructions regarding departure message refer to GOM 6.1.5
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The delay message is to be sent to all stations of the flight schedule (Note 1) and STOHK2N.
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NOTE: The delay message is to be addressed to the station management and/or dispatch
office and to the company(ies) acting as handling and/or dispatch agent(s) for
NextJet.
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For delay codes refer to GOM 6.1.7.

FF
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Section: 6
SECTION 6 MESSAGES

Part 1: Addresses and communication references
T
IMPORTANT:
(Universal
IN
Time Coordinated).

Same element definitions and formats as for the standardized departure message.
PR

Element
Element definition / description Examples
Number
8 Estimated time of departure or next information.
Estimated time of departure.
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8.1 Estimated departure time indicator ED is followed by the estimated departure ED060555
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time.
Next information.
1. If a revised time of departure (element 8.1) cannot be estimated even
approximately at the time of the origination of the delay message, the indicator NI
8.2 NI060800
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for Next information shall be used in lieu of the indicator ED.

2. The indicator NI is followed by the date/time group at which further information
will be issued.
Irregularity code(s)
FF
1. The delay indicator DL is followed by not more than 2 irregular- DLRA

9
ity codes. The irregularity codes must be separated by an oblique. DLPH/GD
2. Element No. 9 must be on a separate line.

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Element
Element definition / description Examples
Number
Additional information pertaining to the flight may be shown at
N
the end of the delay message. A new line must be used beginning
with the indicator SI and followed by a space.
U
Message examples:
>MX STOHK2N
.ARNNOXH 221655
MVT
2N052/22.SEMAK.ARN
ED221720
DLRA
=
Section: 6
Page: 18
Ground Operations
SECTION 6 MESSAGES
6.1.8.3.1 Duration of delay unknown:

>MX STOHK2N
.ARNNOXH 221211
MVT
2N051/22.SEMAK.HEL
NI221800
SI GENERATOR TROUBLE
T
=
6.1.8.3.2 Notice of delayed departure:
IN
>MX STOHK2N
.JYVKKAY 221745
MVT
2N300/22.SEMAK.JYV
AD1721/1744 EA1820 ARN
PR
DLRA/0021
PX016
SI
=
6.1.8.3.3 Notice of return to ramp:

>MX STOHK2N
L
.HELKLAY 201007
IA
MVT
2N285/20.SEMAK.HEL
AD0959 RR1005
SI ABORTED TAKE OFF
=
IC
6.1.8.3.4 Notice of return after takeoff:

>MX STOHK2N
FF
.ARNNOXH 191139
MVT
2N003/19.SEMAK.ARN
FR1130/1138
SI BIRD STRIKE ENG 2
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6.1.8.3.5 Revised estimated time of arrival:

N
>MX STOHK2N
.LHRKKAY 300900
MVT
U
2N831/30.SEMAK.LHR
EA0930
SI HOLDING DUE TO ATC RADAR FAILURE
=
Section: 6
SECTION 6 MESSAGES
6.1.8.3.6 Notice of revised taxiing time of arrived aircraft:

>MX STOHK2N
.JFKKKAY 062136
MVT
2N004/06.SEMAK.JFK
AA2112 EB2200
SI NO STAND AVAILABLE
T
=
IN
6.1.9 DIVERSION MESSAGE
6.1.9.1 Dispatch
6.1.9.1.1 General
PR
The diversion message (DIV) be used to inform stations and services concerned of an inflight
diversion. It shall be dispatched by the station or service first receiving notification of the diversion.
6.1.9.1.2 Relaying handling messages

The station of the originally intended landing shall relay the loadmessage and other handling
messages to the airport of diversion without delay.
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6.1.9.1.3 Dispatch of departure message
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A normal departure message shall be sent to all addressees that received the diversion message
after departure of the flight concerned.
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The diversion message is to be sent to all stations of the flight schedule (Note) and STOHK2N.
NOTE: The diversion message is to be addressed to the station management and/or

FF
dispatch office and to the company(ies) acting as handling and/or dispatch

agent(s) for NextJet.
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Section: 6
Page: 20
Ground Operations
SECTION 6 MESSAGES

Part 1: Addresses and communication references
Part 3: Diversion information
T
IMPORTANT:
(Universal Time Coordinate).
IN
PR
Number
4 Standard identifier for diversion
message: DIV
The identifier DIV must be on a
separate line.
L
5 Flight number and scheduled UTC 2N512/13
IA
date of departure out of its
originating station.
6 Aircraft registration .SEMAK

1. Flight number (element No. 5)
IC
and aircraft registration (element

No. 6) must be separated by a full stop.
FF
7 Airport of originally intended landing .FRA

1. Aircraft registration (element No. 6) .OUL
and airport of movement (element
No. 7) must be separated by a full stop.
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2. The 3-letter IATA airport or city codes

must be used.

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Section: 6
SECTION 6 MESSAGES

Number
8 Estimated time of arrival at diversion EA1534

airport The indicator EA is followed by
the estimated time of arrival over
the diversion airport.
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9 Diversion airport MUC
1. The 3-letter IATA airport or city codes CGN
are to be used.
IN
2. Estimated arrival time (element
No. 8) and code for diversion
airport (element No. 9) are to be
PR
3. Elements No. 8 and 9 must be
on one line.
10 Reason for diversion DLWT

The indicator DL is followed by the
irregularity code.
NOTE: For irregularity codes refer
to GOM 6.1.7.
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11 Total number of seats occupied PX16
IA
by passengers
1. The passenger indicator PX is
followed by the number of seats
occupied by passengers including
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PADs.
2. The total number of seats occupied
by passengers shall be copied
from the loadmessage or departure
message.
FF
3. Reason for diversion (element No. 10)

and total number of seats occupied
by passengers (element No. 11) are
to be separated by a space.
4. Elements No. 10 and 11 must be
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on one line.

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Element Element definition

Number
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1. Additional information pertaining to the flight may be
shown at the end of the diversion message. A new line
must be used beginning with the indicator SI and
followed by a space.
2. The reason for the diversion in plain language or other
information.
Section: 6
Page: 22
Ground Operations
SECTION 6 MESSAGES

>MX STOHK2N
.LHRKKAY 221400
DIV
2N832/22.SEMAK.ARN
EA1505 SPL
PX103
T
SI PAX REQUIRES MEDICAL TREATMENT
=
IN
6.1.10 Load Message
6.1.10.1 Dispatch
PR
A loadmessage (LDM) must be dispatched for all single-sector and multi-sector flights.
The loadmessage shall be dispatched not later than 5 minutes after departure of the flight concerned.
6.1.10.2.1 Standard Distribution

The LDM is to be sent to the station of next intended landing (Note) and STOHK2N.
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NOTE: The LDM is to be addressed to the station management and/or dispatch office and to the
company(ies) acting as handling and/or dispatch agent(s) for NextJet.
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6.1.10.2.2 Diversions
In case of an in flight diversion to an alternate airport, the station of the original destination shall re-
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forward the LDM and other handing messages to the diversion airport without delay.
6.1.10.2.3 Last minute changes (LMC)

The LDM must show the final passenger and load figures. Care shall therefore be taken to include
FF
any lastminute change in the figures affected before the LDM is dispatched.
6.1.10.2.4 Message description

The description is divided as follows:
O

Part 3: Load information and remarks per destination
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IMPORTANT:
U
(Universal Time Coordinated).

Section: 6
SECTION 6 MESSAGES

Number
1 Priority indicator: QU
2 Teletype address(es) for Teletype QU STOHK2N
T
address(es) for loadmessage
3 Originator, recharge, date/time group .ARNNOXH 2N/
IN
and operators initials composed 120340 HY
of the elements No. 3.1 thru 3.4
3.1 Teletype address of originator .ARNNOXH
PR
3.2 Recharge, if required 2N
Teletype address of originator
(element No. 3.1) and designator of
the airline to be charged for the
message (element No. 3.2) must
be separated by a space.
3.3 Date and time group

L /121340
Recharge designator (element
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No. 3.2) and date/time group (element
No. 3.3) must be separated by an oblique.
NOTE: The oblique is to be omitted
if no recharge designator is shown.
IC
3.4 Operators initials, if required. HY

Date and time group (element No. 3.3)
and operators initials (element No. 3.4)
must be separated by a space.
FF
NOTE: Element No. 3 must be on one line.

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N
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Section: 6
Page: 24
Ground Operations
SECTION 6 MESSAGES

Number
4 Standard identifier for
loadmessage: LDM
The identifier LDM must be on
a separate line.
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5 Flight number and scheduled UTC 2N831/12
date of departure out of its originating
IN
station.
6 Aircraft registration .SEMAK

1. Flight number (element No. 5)
and aircraft registration (element No. 6)
PR
7 Aircraft version/cabin configuration .Y16
Aircraft registration (element No. 6)
and aircraft version number
(element No. 7) must be separated
by a full stop.
L
IA
8 Number of crew including working .3/15
crew members occupying passenger .2/0
seats .3/4
1. First figure indicates number of
flight crew, subsequent figure(s)
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number of cabin crew.

2. Crew figures must be separated
by an oblique.
3. Aircraft version number (element No. 7)
FF
and number of crew (element No. 8)


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Section: 6
SECTION 6 MESSAGES
Part 3: Load information and remarks per destination

Number
9 Destination -JFK
Airport of disembarkation of -LHR
passengers and/or unloading -JYV
of deadload.
T
1. The 3-letter IATA airport or city
codes must be used.
2. The code is to be preceded
IN
by a hyphen.
10 Number of passengers .11/3/2
1. The figures for adults, children Adults
and infants must be separated Children
PR
each by an oblique. Infants
2. Destination (element No. 9) and
number of passengers (element .13/1/0
No. 10) must be separated by .0/0/0 *
full stop. * Zeros must be
shown if there is
only deadload for
a destination.
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11 Nil must be shown if there is no .NIL
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traffic load for a destination.
The element must begin with a
full stop.
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11.1 The weight of cabin baggage, .25

preceded by a full stop.
12 Total weight of deadload .T12165

The element must begin with a full .T0 *
FF
stop followed by the identifier T. * A zero must

be shown if
there is no
deadload for a
destination.
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Section: 6
Page: 26
Ground Operations
SECTION 6 MESSAGES

Number
13 Total weight of the load per .1/1288.2/
compartment and/or ULD position. 2195.3/1941
1. This element is to be repeated for
each compartment//ULD position
containing load.
2. Each element must begin with a
T
full stop.
14 Total number of seats occupied by .PAX/116
IN
passengers per class.
The element must begin with a full
stop followed by the identifier PAX.
15 Remarks .HEA/1/220
PR
Any information and/or remarks .AVI/5
received on an incoming LDM, .BAL/1/200
which are of importance for the next
station(s), must be retransmitted
on the outgoing LDM.
NOTE: Elements No. 9 thru 15 are to be repeated for each destination.

L
IA
Number
16 Supplementary information SI
Any other information pertaining to BALLAST FUEL
IC
the whole flight may be shown at the

end of the loadmessage. A new line
must be used beginning with the
indicator SI and followed by a space.
FF
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Section: 6
SECTION 6 MESSAGES
6.1.10.2.5 Message examples

NextJet example (transit load):
MX: STOHK2N
.ARNNOXH 151212
LDM
2N245/27.SEMAK.Y164.2/4
-UME.5/1/2.T250.1/250.PAX/0/0/6
T
.AVI/1/30
-KRN.10/0/0.T50.2/50.PAX/0/0/10
.HEA/2/10
IN
SI UME C 50 M 0 B 200
SI KRN C 50 M 0 B 200
6.1.11 CONTAINER/PALLET DISTRIBUTION MESSAGE
PR
Not applicable.
6.1.12 ULD MOVEMENT CONTROL MESSAGE

Not applicable. L
6.1.13 PASSENGER TRANSFER MESSAGE (PTM)
Not applicable.
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6.1.14 PASSENGER SERVICE MESSAGE (PSM)
6.1.14.1 Dispatch
IC
As soon as possible after completion of check-in of passengers, a Passenger Service Message

(PSM) must be dispatched to inform the disembarking / transit station(s) of any passengers carried on
a flight who require assistance or special handling. PSM must always be send also to addresses
STOHK2N.
FF
6.1.14.2 Corrections To Passenger Service Message

The instructions given below must be obeyed if corrections to an already dispatched departure
message become necessary:
O
a complete departure message must be dispatched again

the message identifier COR is to be used in addition to the normal identifier PSM
a corrected departure message must be dispatched before arrival of the flight at the station of next
N
intended landing.
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Section: 6
Page: 28
Ground Operations
SECTION 6 MESSAGES
6.1.14.3 Message Description
Element definition Examples

The Standard Message Identifier code PSM
"PSM" on a separate line
Flight number/scheduled UTC date of AY003/24JAN HEL
T
departure out of its originating station,
boarding point
IN
Part number PART1
If required on multi-sector flights, the -SYD

airport of disembarkation, followed by the
passengers name and the category
PR
(using AIRIMP codes where applicable)
details of each passenger requiring
special handling, such as (but not
necessarily limited to) the following
Unaccompanied minor SMITH ROGER UMNR
Wheelchair passengers
L BROWN WCHC OWN
IA
Stretcher passengers JONES MEDA STCR
Blind passengers GREEN/ROBERT BLND
Use a separate line for each SMITH/ROGER UMNR

IC
passenger. The airport of 2N112/29

disembarkation may be repeated
on each line.
FF
NOTE: In each case, if the passenger is making an onward transfer, add the connecting
carrier and flight.
NOTE: Due to length restrictions, a Passenger Service Message

may have to be transmitted in parts.
O
End of part ENDPART10
End of final part ENDPSM

N
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Section: 6
SECTION 6 MESSAGES
6.1.14.4 Examples of PSM Message

HELKKAY HELQMAY HELRMAY
.LHRKKAY 241110
PSM
2N832/24JAN LHR PART1
-HEL BROWN WCHC OWN
-HEL SMITH ROGER UMNR 2N367/24
T
ROBERTS BLND
ENDPSM
IN
=
HELKKAY HELQMAY HELRMAY
.SINKKAY 241530
PSM
PR
AY098/02JAN SIN PART1
-HEL BLACK/BOB UMNR 2N831/03
GREEN/ROBERT MR BLND
GREEN/MARILYN MRS BLND
ENDPSM
L
IA
IC
FF
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Section: 6
Page: 30
Ground Operations
SECTION 6 MESSAGES
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IN
PR
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INTENTIONALLY BLANK
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FF
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Section: 7
SECTION 7 LOADING & LOAD CONTROL
CONTENTS
7 Load Control ............................................................................................................... 5
7.1 Load control................................................................................................................ 5
7.1.1 Purpose of load control ................................................................................................ 5
7.1.2 Load control duties ....................................................................................................... 5
7.1.3 Responsibilities ............................................................................................................ 6
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7.1.4 Company procedure for load control ............................................................................ 7
7.2 Load planning............................................................................................................. 8
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7.2.1 Load planning............................................................................................................... 8
7.2.2 Responsibilities ............................................................................................................ 8
7.2.3 Load conversion figures ............................................................................................... 8
7.2.3.1 General......................................................................................................................... 8
7.2.3.2 Baggage ....................................................................................................................... 8
PR
7.2.3.3 Ballast........................................................................................................................... 8
7.2.3.4 Cargo............................................................................................................................ 8
7.2.3.5 Passengers .................................................................................................................. 9
7.2.3.6 Stowing loss ................................................................................................................. 9
7.2.4 Load distribution ........................................................................................................... 9
7.2.4.1 General Principles ........................................................................................................ 9
7.2.4.2 Planning for Fuel Economy .......................................................................................... 9
7.2.4.3
L
Bulk Load ..................................................................................................................... 9
7.2.4.4 Unit Load Devices ........................................................................................................ 9
IA
7.3 Loading ..................................................................................................................... 10
7.3.1 General....................................................................................................................... 10
7.3.1.1 The loading operation................................................................................................. 11
7.3.1.2 The Unloading Operation ........................................................................................... 12
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7.3.1.3 Handling of ULDs ....................................................................................................... 12

7.3.1.4 Damaged or leaking goods ........................................................................................ 12
7.3.1.4.1 Baggage ..................................................................................................................... 12
7.3.1.4.2 Cargo.......................................................................................................................... 13
7.3.1.4.3 Compartment Soilage................................................................................................. 13
FF
7.3.2 Supporting .................................................................................................................. 13

7.3.2.1 General....................................................................................................................... 13
7.3.2.2 Actual floor contact area............................................................................................. 14
7.3.2.3 Minimum required floor contact area.......................................................................... 15
7.3.2.3.1 Minimum required floor contact area.......................................................................... 15
O
7.3.2.3.2 Minimum required /length of floor contact area .......................................................... 15

7.3.2.3.3 Determining whether load spreading is required........................................................ 15
7.3.2.3.4 Width of floor contact area ......................................................................................... 16
7.3.2.3.5 Number of longitudinal planks .................................................................................... 16
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7.3.2.3.6 Arrangement of planks ............................................................................................... 17

7.3.3 Securing of bulk load.................................................................................................. 21
7.3.3.1 General....................................................................................................................... 21
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7.3.3.2 Explanations............................................................................................................... 21
7.3.3.3 Securing load ............................................................................................................. 23
7.3.3.4 Restraint capacity of lashing equipment..................................................................... 24
7.3.3.5 The maximum allowed restraint capacity for lashing equipment's ............................. 24
7.3.3.6 Minimum Number of Ropes and Tie-down Fittings Required..................................... 24
7.3.3.7 Lashing regulations .................................................................................................... 25
7.3.4 Stowing of load in passenger cabin............................................................................ 25
7.3.4.1 General....................................................................................................................... 25
7.3.4.2 Exception.................................................................................................................... 25
7.3.4.3 Cargo.......................................................................................................................... 25
7.3.4.4 Permission.................................................................................................................. 25
Section: 7
Page: 2
Ground Operations
7.3.4.5 Stowing Regulations................................................................................................... 25

7.3.4.5.1 Use of Seat Containers .............................................................................................. 25
7.3.4.5.2 7.3.4.5.2 Seats Released for Installation of Seat Containers..................................... 25
7.3.4.5.3 Weight Limit................................................................................................................ 26
7.3.4.6 Documentation ........................................................................................................... 26
7.3.4.6.1 Loadsheet................................................................................................................... 26
7.3.4.6.2 Balance Calculation.................................................................................................... 26
7.3.4.7 Seat Containers.......................................................................................................... 26
7.3.4.8 Lashing requirement................................................................................................... 26
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7.4 Definitions and codes .............................................................................................. 27
7.4.1 Definitions................................................................................................................... 27
7.4.1.1 Other Load Control Abbreviations .............................................................................. 37
IN
7.4.2 Handling/load information codes to be used on load
control documents and traffic messages.................................................................... 38
7.4.2.1 Load Information/Volume Codes................................................................................ 38
7.4.2.2 ULD Load Volume Codes........................................................................................... 38
PR
7.4.3 Codes for loads requiring special attention ................................................................ 39
7.4.3.1 Identification Codes.................................................................................................... 39
7.4.3.2 Table of Format .......................................................................................................... 39
7.5 Standard Weight Values .......................................................................................... 45
7.5.1 Passengers ................................................................................................................ 45
7.5.1.1 Standard mass of Passengers Including Hand Baggage in kg. ................................. 45
7.5.1.2 Standard mass for checked in baggage on aeroplanes with more than 30 seats...... 45
7.5.2
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Crew ........................................................................................................................... 45
7.5.2.1 Standard Weights for Crew ........................................................................................ 45
7.5.3 Baggage ..................................................................................................................... 45
IA
7.5.3.1 Actual Weight ............................................................................................................. 45
7.5.3.2 Standard Weight of Checked Baggage ...................................................................... 45
7.6 Load priority ............................................................................................................. 47
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7.6.1 General....................................................................................................................... 47
7.6.2 Priority list................................................................................................................... 47
7.7 Load Instructions / Report....................................................................................... 48
7.7.1 Loading Instruction / Report SAAB 340...................................................................... 48
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7.7.2 Loading Instruction / Report ATP ............................................................................... 49

7.7.3 Load Instruction Report (LIR) Process ....................................................................... 50
7.7.4 Communication and report procedure for LIR ............................................................ 51
7.7.4.1 Written Report of Compartment Load ........................................................................ 51
7.7.4.2 Load information codes .............................................................................................. 51
7.7.4.3 Verbal Communication procedure LIR ....................................................................... 52
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7.8 Loadsheet ................................................................................................................. 52

7.8.1 System for calculation ................................................................................................ 52
7.8.2 Load sheet.................................................................................................................. 52
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7.9 Last Minute Change Procedures ............................................................................ 55

7.9.1 General....................................................................................................................... 55
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7.10 Special Load ............................................................................................................. 56

7.10.1 Ballast (BAL) .............................................................................................................. 56
7.10.1.1 General....................................................................................................................... 56
7.10.1.2 Definition of ballast ..................................................................................................... 56
7.10.1.3 Loadsheet procedure ................................................................................................. 56
7.10.1.4 Flight crew information ............................................................................................... 56
7.10.2 Battery-Driven Wheelchair (WCHR)........................................................................... 56
7.10.3 Cargo aircraft only (CAO)........................................................................................... 56
7.10.4 Company mail (COM)................................................................................................. 57
7.10.5 Crew baggage ............................................................................................................ 57
7.10.6 Diplomatic consignments with DIP AWB.................................................................... 57
Section: 7
7.10.7 Diplomatic cargo with IATA AWB ............................................................................... 57

7.10.8 Dry ice (Carbon Dioxide, solid, UN1845) used as refrigerant .................................... 57
7.10.8.1 Limitations .................................................................................................................. 57
7.10.8.2 Handling of dry ice...................................................................................................... 57
7.10.9 Equipment in compartment (EIC) ............................................................................... 57
7.10.9.1 Handling of EIC .......................................................................................................... 57
7.10.9.1.1 EIC Notice .................................................................................................................. 57
7.10.9.1.2 Loadsheet procedure ................................................................................................. 57
7.10.10 Films (FIL) .................................................................................................................. 58
7.10.11 Fragile cargo .............................................................................................................. 58
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7.10.12 Outsized and heavy cargo.......................................................................................... 58
7.10.13 Foodstuffs for human consumption (EAT).................................................................. 58
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7.10.14 Perishable Cargo (PER)............................................................................................. 59
7.10.14.1 Responsibilities .......................................................................................................... 59
7.10.14.1.1 Shippers responsibilities............................................................................................ 59
7.10.14.1.2 Carriers responsibility ................................................................................................ 59
7.10.14.1.3 Documentation ........................................................................................................... 60
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7.10.14.1.3.1 Air Waybill .................................................................................................................. 60
7.10.14.1.4 Packing....................................................................................................................... 60
7.10.14.1.5 Labeling and Marking ................................................................................................. 60
7.10.14.1.6 Provision of information.............................................................................................. 60
7.10.14.2 Fresh Fish, Salted Fish and Seafood (PES) .............................................................. 61
7.10.14.3 Frozen fish and frozen seafood (PES) ....................................................................... 61
7.10.14.4 Fruits and vegetables (PEP) ...................................................................................... 61
7.10.15
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Human remains (HUM) .............................................................................................. 62
7.10.15.1 Handling of urns ......................................................................................................... 62
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7.10.16 Live Animals (AVI)...................................................................................................... 62
7.10.16.1 General....................................................................................................................... 62
7.10.16.2 Handling ..................................................................................................................... 63
7.10.16.2.1 Loading....................................................................................................................... 63
7.10.16.2.2 In-Flight Attention ....................................................................................................... 63
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7.10.16.2.3 Health And Hygiene ................................................................................................... 63

7.10.16.2.4 Documentation for live animal cargo shipments......................................................... 64
7.10.16.2.5 Special Procedures .................................................................................................... 64
7.10.16.2.5.1 AVI on pallets ............................................................................................................. 64
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7.10.16.2.5.2 Tropical fish ................................................................................................................ 64

7.10.16.2.5.3 Day-old poultry ........................................................................................................... 64
7.10.16.2.6 Live animal acceptance checklist ............................................................................... 65
7.10.16.3 Magnetized materials (MAG)...................................................................................... 66
7.10.16.4 Radioactive materials (RRW/RRY) ............................................................................ 66
7.10.16.5 Valuable Cargo (VAL) ................................................................................................ 66
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7.10.16.6 Wet cargo ................................................................................................................... 66

7.10.16.6.1 Classification .............................................................................................................. 66
7.10.16.6.2 Stowing....................................................................................................................... 66
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7.10.16.7 Vaulting Poles ............................................................................................................ 66

7.10.17 Segregation of dangerous goods and special loads .................................................. 67
7.10.18 Notification to Captain ................................................................................................ 68
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7.10.18.1 General....................................................................................................................... 68
7.10.18.2 NOTOC Form ............................................................................................................. 68
7.11 Baggage reconciliation............................................................................................ 69
7.11.1 Policy.......................................................................................................................... 69
7.11.2 Definition of Unaccompanied/ mishandled hold baggage .......................................... 69
7.11.3 Handling Instruction.................................................................................................... 69
7.11.4 Baggage Reconciliation Procedure ............................................................................ 70
Section: 7
Page: 4
Ground Operations
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INTENTIONALLY BLANK
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Section: 7
7 Load Control
7.1 Load control
7.1.1 Purpose of load control
Load Control is a procedure ensuring that:
weight and balance of the aircraft are correct and within limits;
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the aircraft is loaded in accordance with carriers regulations in general and the loading
instruction for the flight in particular;
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the information on the loadsheet corresponds with the actual load on the aircraft, passengers
and fuel included;
the structural and operational weight limits of the aircraft are not exceeded.
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7.1.2 Load control duties
Load control shall be based on three functions:
Function 1
Completion of Loading Instruction Report (LIR) and loadsheet according to relevant instructions in
GOM
Function 2
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Supervising the loading of the aircraft in accordance with the LIR. Upon completion of loading,
confirmation of an advice of deviations must be passed to the loadsheet agent or load controller
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Function 3
Checking of the loadsheet against the LIR and other documents.
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It is important to define these functions clearly and assign them to qualified personnel. Any work done
by staff without the necessary experience or training must be supervised by qualified personnel.
Any figures passed verbally in connection with load control work must in written form be confirmed on
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LIR before aircraft departure.

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Section: 7
Page: 6
Ground Operations
7.1.3 Responsibilities
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:
Function 1
Load Planning:
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Assemble all data relating to load (originating and en route stations). Plan uplift/discharge load for
ready accessibility. Plan special loads according to restrictions, maximum quantities, separation and
segregation requirements. Consider center of gravity parameters affecting fuel consumption.
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Weight and Balance Pre-calculation:
Plan load for total flight ensuring that hold maxima are not exceeded.
Completion of Loading Instructions:
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Off-loading and loading standard information/instructions. Special instructions, e.g. spreading,
lashing, overhangs, special loads, etc.
Function 2
Obtain LIR.
Ensure that load is properly secured.
Ensure lashing/load spreading is correct.
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Ensure that special loads are stowed and segregated correctly.
Upon completion of loading, confirm or advice of deviations to the person responsible for function 3.
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Function 3
The following shall be confirmed by signing the loadsheet:
Correct dry operating weight and index used according to aircraft type, version, number of crew
and pantry
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Correct take-off and trip fuel figures used corresponding with those on fuelling order or
equivalent
Correct entry of transit load data from incoming load message/load sheet; cross checking of the
final loadsheet against passenger close out data and Loading Instruction/Report
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Actual loading positions of special load entered on the NOTOC

Total traffic load not exceeding allowed traffic load
Balance calculation performed correctly and conditions of loaded aircraft, including LMCs, are
within prescribed limits.
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Section: 7
7.1.4 Company procedure for load control

The person issuing the loading instructions (Function 1) shall always hand over the instructions in
written form using a Loading Instruction/Report form to the person supervising the loading
(Function 2).
It is the responsibility of the loading supervisor to ensure that the loading of an airplane has been
performed and completed according to the Company loading procedures and methods as defined in
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the GOM and that during any phase of the operation the loading, weight and ground stability of the
airplane complies with the limitations specified in the OM-B.
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The person supervising the loading (Function 2) must always confirm to the person responsible for
preparing and/or checking the loadsheet (Function 3) the actual amount and distribution of the load
and that the load has been securely stowed by handing over a written Loading Instruction/Report
form.
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Airplane weights and CG shall be calculated using Loadsheet and Balance Table forms. The load
control documentation is normally prepared by the flight crew.
Weight and CG calculations are performed by using the actual weights of baggage, cargo, or by using
the standard baggage weights, as decided by the Commander.
For passenger weights, standard weights must be used.

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If deemed necessary, the Commander has the final authority to rearrange the airplane loading, e.g.
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the number of passengers on board, usable cabin seats and loading and distribution of load in cargo
compartments.
The person responsible for preparing or checking the Loadsheet and Balance Table (normally the
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flight crew) is also responsible for ensuring that the amount and distribution of the load is as stated by
the person supervising the loading and in accordance with the Loadsheet and Balance Table.
The final weight and CG documentation must contain details of the disposition of all loaded items,
including fuel (standard/non-standard fuel distribution) and they must indicate whether standard or
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actual weight values have been used. The person preparing and/or checking the weight and CG
documentation must be named on the document. This document must be accepted by the
Commander, with his counter signature or equivalent as the sign of this acceptance.
The weight and CG documentation will be distributed and stored as follows:

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One copy of the Loadsheet and Balance Table (and Loading Instructions/Report if applicable) in
the flight envelope in the cockpit
One copy of the Loadsheet for CC
One copy of Loadsheet and Balance Table (and Loading Instructions/Report if applicable) for
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the ground handling company

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Section: 7
Page: 8
Ground Operations
7.2 Load planning

7.2.1 Load planning
The following procedures should be adhered to:
assemble all data relating to load (originating and en route stations)

plan load for total flight ensuring that hold maxims are not exceeded and balance condition is
within safety limits
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plan uplift/discharge load for ready accessibility
plan special loads according to restrictions, maximum quantities, separation and segregation
requirements
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to consider centre of gravity parameters affecting fuel consumption.
achieve the utmost punctuality taking into account the length of the planned ground stops en
route
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7.2.2 Responsibilities
Load planning is generally performed for flights with one or several transit stops. The extent of
the planning activities may vary according to aircraft type, number of transit stops and traffic
volume.
Normally the originating station of a flight will do the planning unless specific circumstances.
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7.2.3 Load conversion figures
7.2.3.1 General
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The figures given below are to be considered as a guide-line for load planning purposes. Wherever
more exact or different conversion factors are available, these shall be applied.
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7.2.3.2 Baggage
Volume:
For conversion of weight into volume, 180 kg shall be considered as 1 m3.
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Baggage weight per passenger.

Weight planning shall be based on established average baggage weights per passenger.
Load distribution
For the load distribution, the standard baggage weights in GOM 7.4.3 may be used.
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7.2.3.3 Ballast
For conversion of weight into volume, the density of 1400 kg/m3 shall be used.
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7.2.3.4 Cargo
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Cargo volume shall be planned according to actual dimensions. In case the actual dimensions are not
known, locally established average density figures may be used. If such figures are not available, a
density of 180 kg/m3 shall be applied as a rough average for cargo consisting of different
commodities mixed in roughly even proportions.
Section: 7
7.2.3.5 Passengers
Adults and children shall be considered separately in all weight calculations using the standard
passenger weights published in GOM 7.4.1.
7.2.3.6 Stowing loss

In order to compensate the loss of available volume due to unavoidable gaps between individual
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pieces of load in the compartments, actual volume figures must be increased by the "Broken Stowage
Factor". As an average 30% increase over the actual volume figure shall be planned. For low density
cargo, i.e. large pieces causing big gaps, a higher broken stowage factor of up to 50% or more may
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be necessary. If a sufficient amount of small soft load is available this can be used to fill gaps
between
large pieces, the stowage loss may be correspondingly reduced.
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7.2.4 Load distribution
7.2.4.1 General Principles
When planning the distribution of the onload from one or different station(s) en route, the following
points must be carefully considered:
On all sectors, the balance conditions of the aircraft and the total load in the compartments must
be within limits.
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On arrival, all stations shall have direct access to their offload. Baggage must be available first,
for immediate delivery.
Where load for different stations is carried in the same compartment, it must be dearly separated
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in order to eliminate over carriage of shipments.
Stations shall not be required to reload large amounts of transit load for balance reasons.
The stowing regulations for baggage, dangerous goods, live animals and other special loads
must be strictly observed.
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If the cargo load comprises live animals and/or perishable goods, particular attention must be
paid to temperature requirements, loading restrictions and maximum quantities per
compartment.
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7.2.4.2 Planning for Fuel Economy

The position of the centre of gravity (CG) of an aircraft affects its fuel consumption. An aircraft loaded
in such a way that its CG is near the aft limit uses less fuel than one whose CG is further forward.
Shifting the CG towards the aft limit has the effect that the negative lift required on the horizontal
stabilizer to maintain proper longitudinal trim is reduced. Consequently, less additional lift must be
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produced by the wing to

counterbalance the negative lift of the horizontal stabilizer. Accordingly the aircraft flies at a lower
angle of attack, drag is reduced and hence fuel consumption. In view of the escalation of fuel costs,
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this fuel saving possibility shall be exploited whenever possible.
7.2.4.3 Bulk Load

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The possibility of loading errors can be reduced and their detection facilitated by introducing a
standard load distribution or alternatively by stowing each category of load in a different compartment
or compartment section.
7.2.4.4 Unit Load Devices

Not applicable.
Section: 7
Page: 10
Ground Operations
7.3 Loading
7.3.1 General
Only qualified personnel shall perform opening and securing of hold doors. Appropriate number of
carts and/or other suitable transport equipment for bulk load shall be available at the parking stand
upon arrival of the flight.
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The agent in charge of the loading will check that cargo is delivered at aircraft side well in advance
and shall proceed to the aircraft in good time in order to secure a safe and economical handling and
an on-time departure of the flight. Loading, stowing and securing of loads in the aircraft must be
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carried out in accordance with IATA regulations (AHM 310, 311 and 330 - 333) and/or GOM.
Loading is normally permitted only in the regular compartments.

No unfastened load may be placed in the passenger cabin. The instructions are to be followed in the
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case of cabin loading.
It is absolutely prohibited to place load in the toilets, aisles or the cockpit.
The quality and condition of the load should always be checked before loading in order to detect
leaking or otherwise damaged items. This concerns particularly live animals, restricted articles and
other exceptional cargo.
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Leaking items may not be loaded and they must be returned to the cargo warehouse.
(See also GOM 8.1.1.4 )
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Necessary protective equipment should be used to avoid damage to the aircraft structure and to
protect the load from moisture and dirt.
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To guarantee a good customer service all baggage, cargo must be handled carefully thus
avoiding unnecessary claims for damaged items.
In order to guarantee on-time departures loading / unloading operations shall be planned well in
advance.
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Section: 7
7.3.1.1 The loading operation

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. Check empty compartments for
possible remaining load and/or suspected articles. Suspected articles shall be reported to airport
security for inspection and removal.
Ensure that the separation nets are properly secured to subdivide the cargo holds / compartments.
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Leave access panels and hatches in the compartment ceiling free as required by the regulations.
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Also for light fittings in compartments must be left free space to prevent overheating when lights are
on.
Use the basic precautions for loading a cart:

a) Distribute the load evenly.
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b) Place heavier items at the bottom.
c) Stack neatly for maximum stability and maximum use of the available volume.
d) Observe the specific instruction labels.
Beside these precautions, the following rules apply when loading:

a) Place the articles so that the labels and tags remain visible.
b) Do not exceed the floor limitations. Whenever necessary, use supporting platforms or planks.
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When a platform or planks are used for an item to meet the floor requirements, do not load other
articles on the item nor the platform without checking, as the total weight might exceed the limits.
c) Use mechanical handling aids for heavy items.
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d) In the aircraft, the load must be secured in accordance with regulations. Articles likely to cause
damage to other load or to the aircraft must be secured individually. These are for instance:
heavy items, high density articles and pieces with sharp points or edges.
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When unable to comply with the loading instructions, always advise the supervisor.
NOTE: Observe the ground stability of the aircraft. ( See GOM 9 )

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Carry-on baggage loaded in Compartment

A baggage trolley shall be placed close to the aircraft stairs on which the passengers can place their
oversized carry-on baggage in case it cannot be transported in the cabin. The baggage on the trolley
shall be loaded last into the cargo compartment and preferably as close to the cargo door as possible
in order to support quick offloading at the arriving station. Mixing of baggage with different
destinations shall be avoided.
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The number of carry-on baggage shall be reported in writing on LIR before it is being handed over to
the flight deck.
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Section: 7
Page: 12
Ground Operations
7.3.1.2 The Unloading Operation

Start unloading without waiting for passengers to disembark.
Always unload baggage first. Send it as quickly as possible to the terminal building so that
passengers are not delayed waiting for their baggage.
Forward cargo to the warehouse for check against the relevant documents as soon as possible.
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Report to the supervisor or the agent planning the flight any irregularity in the transit load:
a) Presence of load in compartments that should be empty (Overcarried goods).
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b) Misrouted goods.
The supervisor should check that all items for the station have been removed from the holds before
items of boarding load are placed on the aircraft.
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NOTE: Observe the ground stability of the aircraft. ( See GOM 9 )
NOTE: When approaching the aircraft at arrival, observe the hazard areas. ( See GOM 9 )
7.3.1.3 Handling of ULDs

Not applicable.
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7.3.1.4 Damaged or leaking goods
During the loading/unloading process all goods has to be checked for damages or leakage. Damaged
goods shall not be accepted for transport. When leaking goods is discovered the loading/unloading
operation has to be stopped and all compartments have to be checked. If the compartment floor has
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been contaminated by leaking goods the following actions shall be taken:
Leaking items (baggage, cargo) have to be removed.

The Commander has to be informed.
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A detailed report has to be sent immediately to NextJet operation

(SITA STOHK2N, e-mail: operations@nextjet.se).
7.3.1.4.1 Baggage
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For leaking bags the following details are to be transmitted:

Flight number and date
Baggage tag number
Passengers name and address (according to name label on bag, or inquiry at baggage delivery
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area etc.)
Type of bag (material and description of packing)
Name and/or description of substance having caused the soilage.
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Location of bag
Section: 7
7.3.1.4.2 Cargo
For leaking cargo packages the following details are to be transmitted:
Flight number and date
AWB number
Description of contents, i.e. technical name of substance (for information refer to AWB).
For dangerous goods: UN number and proper shipping name (for information refer to NOTOC or
Shippers Declaration for Dangerous Goods)
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Type of packaging used, e.g. cardboard-box, wooden box, textile bag, steel drum, etc.
For dangerous goods: UN specification code of packaging (for information refer to marking on
packaging).
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NOTE: For more information refer to Section 5 of IATA Dangerous Goods Regulations.
Part of packaging found to be damaged, e.g. bottom lid, closure etc.
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Location of cargo
7.3.1.4.3 Compartment Soilage

In case of heavy soilage / damage to aircraft or other property, evidence must be sought including
photographs.
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7.3.2 Supporting
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7.3.2.1 General
An aircraft is designed to be efficient and to carry load at minimum structure weight. This results in an
essentially light structure which is never strong enough to permit loading without regard to certain
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limitations. Restrictions are therefore imposed on the loads which may be carried and on the manner
in which these loads are transmitted through the compartment floor into the aircraft structure.
The limitations are as follows:
Maximum floor load:

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This is the maximum load per unit of floor area (kg/m2) which may be allowed within a specified
compartment. For applicable maximum floor load, refer to Aircraft Guide.
Maximum running load:

This is the maximum load per unit of length (kg/m) measured in the longitudinal (fore-aft) direction
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which may be allowed within a specified compartment or compartment section. For applicable
maximum running load refer to Aircraft Guide.
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In order to be able to load items which otherwise exceed the maximum area load and/or running load,
such items must be supported by planks or platforms distributing the weight over a larger floor area.
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Section: 7
Page: 14
Ground Operations
7.3.2.2 Actual floor contact area

Whenever a heavy item is to be loaded, always determine first:
the actual floor contact area, (i.e. the area actually in contact with the floor)
the length over which the item is actually in contact with the floor.
The floor loading and the running load must always be considered together. A piece may have to be
supported because the actual floor loading or the actual running load or both together exceed the
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permissible maximum.
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The piece is in contact with the floor on its entire length, which is therefore the applicable dimension
for establishing the actual running load.
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Contact area: 0,3 m x 0,05 m x 3 = 0,045 m2

Only the battens are in contact with the floor and only that area must be taken into account when
working out the floor loading.
For the same reason given for the floor loading, only the length measured over the outer two battens
(marked X) can be considered for the actual running load.
NOTE: To minimize the spreading requirement, the heavy item should be placed, if possible, in
such a way that its side of greatest area is in contact with the compartment floor.
Section: 7
7.3.2.3 Minimum required floor contact area

In order to prevent overloading of the aircraft structure, an item must be in contact with the
compartment floor on a certain minimum area (floor load) and over a certain minimum length (running
load). These requirements are dictated by the weight of the item, the maximum floor load and the
maximum running load.
The minimum required floor contact area and its minimum length are calculated as follows:
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7.3.2.3.1 Minimum required floor contact area
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Weight of item (kg)
= Min. required lenght of floor contact area (m)
Max. running load (kg/m)
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7.3.2.3.2 Minimum required /length of floor contact area
Min. requred floor contact area (m2)
= Width of floor contact area (m)
Min. required lenght of floor contact area (m)
The minimum required floor contact area and length are only applicable if no other load is stowed on
top of and/or alongside the item.
When working out the required floor contact area, bear in mind that any load which is placed on top of
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and/or alongside of the heavy item increases the floor load and the running load and must therefore
be accounted for. The number and length of the supporting planks must therefore be selected so that
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they cover an area which is slightly larger than the minimum required according to the calculations.
7.3.2.3.3 Determining whether load spreading is required

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After having worked out the minimum required floor contact area and length, determine now whether
the item concerned must be supported so as to distribute its weight over a greater area and/or length.
Load spreading is always required if either the actual floor contact area or the length over which the
item is in contact with the floor is smaller than what is required according to GOM 8.1.2.3.
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Section: 7
Page: 16
Ground Operations
7.3.2.3.4 Width of floor contact area

Establishing the width of the floor contact area is the next step. With the given area and length, the
width is calculated as follows:
Min. required floor contact area (m2)

= Lenght of floor contact area (m)
Chosen width of floor area (m)
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In case the calculated width of the contact area exceeds the width of the item or is even greater than
the space available between the compartment floor tracks, it is permissible to reduce the width of the
area by increasing its length:
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Min. required floor contact area (m2)
= Lenght of floor contact area (m)
Width of item (m)
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In order to avoid having to use transversal planks, the width of the contact area can be limited to the
width of the heavy item.
The length of the contact area is calculated using the following formula:
Width of floor contact area (m)

= Number of planks
Width of plank (m)
Note that the above is not applicable to the length of the floor contact area. The required length
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calculated according to GOM 8.1.2.3 above cannot be reduced by increasing the width of the contact
area.
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When establishing the width of the contact area, the dimensions of the planks available must be taken
into account too. The width should be such that a whole number of planks can be accommodated
within the given width of the contact area.
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7.3.2.3.5 Number of longitudinal planks

The number of planks which can be accommodated within the given width of the floor contact area
depends on the width of the planks available. The formula given below is valid only if all planks are of
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the same width.

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Section: 7
7.3.2.3.6 Arrangement of planks

Depending on the width of the floor contact area in relation to the width of the item, 3 different
arrangements of the supporting planks are possible.
A) THE CALCULATED WIDTH OF THE CONTACT AREA IS SMALLER THAN THE WIDTH OF
THE ITEM.
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The required number of planks above must be equally distributed over the entire width of the item in
order
to prevent it from tilting.
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B) THE CALCULATED WIDTH OF THE FLOOR CONTACT AREA IS EQUAL TO THE WIDTH OF
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THE ITEM.
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The planks must be placed adjacent to each other. Their total width must be equal to the width of the
item.
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Section: 7
Page: 18
Ground Operations
THE CALCULATED WIDTH OF THE FLOOR CONTACT AREA EXCEEDS THE WIDTH OF THE
ITEM.
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Longitudinal planks
Transversal planks (if more than two are required, space inter mediate planks equally between
the outer two)
The longitudinal planks are to be placed adjacent to each other. Their total width must be equal to the
required width of the floor contact area. In order to distribute the weight of the item over the whole
floor' contact area. transversal planks must be put on top of the longitudinal' planks as shown above.
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The number required depends on the chosen thickness and the total protruding length.
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Note: All planks used for load spreading must be continuous lengthwise.
D) PLANK ARRANGEMENT FOR PIECES HAVING FORK LIFT SKIDS

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Method 1 Method 2
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A. total protruding length of transversal planks

B. spacing between transversal planks must be equal or less than the total protruding length of the
longitudinal planks
Section: 7
E) PROTRUDING LENGTH
To distribute the weight of an item effectively over the required floor contact area, it is obvious that the
planks must be sufficiently stiff to accomplish the load transfer. The degree of stiffness is a function of
the ratio between width and thickness of the plank. For a given width, the required thickness depends
on the weight of the item, the number of planks, and primarily on the length of plank projecting beyond
each side of the actual length or width of the item (protruding length).
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Longitudinal planks Transversal planks
A. actual length of piece A. protruding length
B. protruding length B. actual width of piece
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F) EXAMPLE
The following example illustrates how the instructions given in the preceding paragraphs are to be
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applied.
Package weight 250 kg

This heavy piece is to be loaded into a compartment of a generic aircraft
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FF
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Step 1: Check by referring to the Maximum Dimension

Table whether the piece can be loaded through
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the door of compartment 1.

Section: 7
Page: 20
Ground Operations
Step 2: Actual floor contact area:

0,15 m x 0,9 m x 2 = 0,27 m2
Actual length over which the item is in contact with
the floor = 0,90 m
Step 3: Minimum required floor contact area:

250 kg / 732 kg/m2 = 0,34 m2
Minimum required length of floor contact area:
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250 kg / 428 kg/m = 0,58 m
Step 4: Comparison of the actual floor contact area (0,27
IN
m2) and length (0,90 m) with those required
(0,34 m2, 0,58 m), reveals that the item must be
supported in order to distribute its weight over a
greater area.
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Step 5: Width of floor contact area:
0,34 m2 / 0,9 m = 0,38 m
Step 6: Number of longitudinal planks:

0,38 m / 0,15 m = 2,5
* Assumed that the width of the planks available
is 15cm.
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Step 7: Since only 2 planks can be put underneath the
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skids but according to the calculations 2,5 planks
are required, it is necessary to increase the length
of the floor contact area.
Length of floor contact area = 0,34 m2 / 0,30m =
1,13 m
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(2 x 0,15 m = 0,30 m)
The result of the calculation is:

For supporting the package, two planks must be used. The minimum length of the planks is 1,13 m
FF
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Section: 7
7.3.3 Securing of bulk load
7.3.3.1 General
Purpose of load securing
All load must be secured in such a way that: In flight, it cannot work loose and cause hazardous
displacement of the centre of gravity of the aircraft, injure passengers or crew members or damage
the aircraft's interior. In case of forced landings, it cannot injure passengers or crew members.
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IN
7.3.3.2 Explanations
FORCES ACTING ON THE LOAD
In order to prevent shifting during take-off, landing or in flight, load must be restrained against the
forces shown in the following drawing.
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L
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LOAD FACTOR
Any load carried on board an aircraft is subjected to inertia forces (G-forces) resulting from
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acceleration or deceleration. These forces can cause displacement of the load unless it is properly
restraint. In order to take inertia forces into account, load factors, expressed in units of "G", have to be
applied for the calculation of restraint requirements. For example, a tie-down against 3 G must be
able to restrain an item, without breaking, against a force equal to 3 times its weight.
CALCULATION OF NUMBER OF LASHINGS REQUIRED

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The following formula may be used to calculate the minimum number of lashings required to restrain
an item:
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NOTE: For restraint capacities of lashing equipment refer to table in GOM 8.1.3.6
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Section: 7
Page: 22
Ground Operations
DEFINITION OF A LASHING
a) Single rope or strap

A single rope or strap which is attached to two tie-down fittings installed on opposite sides of the item,
and runs from one fitting to the other so hat the item is restrained in one or more force directions,
counts as one lashing.
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IN
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A. Tie-down fitting
B. Rope or strap
b) Two ropes or straps

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Two ropes or straps attached to the piece itself and securing the item in the same force direction
count as one lashing.
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FF
A. Tie-down fitting
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B. Rope or strap
C. Force direction
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Section: 7
7.3.3.3 Securing load

METHODS:
All individual items which by their nature, shape or density may constitute a hazard must be
restrained.
This can be achieved by:
Filling the compartment or net section to its volumetric capacity thereby securing the load in all
directions by the floor, walls and ceiling of the compartment.
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NOTE: Tying down individual items to the tie-down tracks of the compartment by means
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of tie-down fittings and ropes or straps.
ITEMS TO BE SECURED
Lashing is always required for:
Items weighing 150 kg or more, irrespective whether the compartment or net section is
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volumetrically full or not.
Items with an individual weight between 50 kg and 150 kg provided the compartment is not
volumetrically full:
Items with an individual weight of less than 50 kg but having a density of more than 240 kg/m3
(high density load), such as pieces of machinery, metal bars, etc. Lashing is not required
provided the compartment or net section is loaded to its volumetric capacity and remains full up
to point of unloading of these items.
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Dangerous goods:
A dangerous goods package must be tied down or effectively blocked and secured by other loads in
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every direction.
This rule applies in all circumstances.
Specially check that:
small packages cannot pass through pallet net mesh
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with bulk loading, no packages move in the hold,

drums and cans (difficult to tie down) are effectively blocked by other loads
blocking by means of other loads must be. performed in five directions: forward. backwards, on
each side and upwards
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N
Load factors:
Load put in the lower compartments must be restrained to withstand the load factors given in the table
below:
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Force Direction Load Factor ( G )

Forward 1,5
Aft 1,5
Side 1,5
Up 3,0
Section: 7
Page: 24
Ground Operations
7.3.3.4 Restraint capacity of lashing equipment

GENERAL
For the purpose of securing load, straps and tie-down fittings with various restraint capacities are
available.
The weakest component in a strap and tie-down fitting assembly determines the restraint capacity of
the lashing. In addition the angle between the actual force direction and the strap must be taken into
consideration too (see drawing below). The maximum restraint capacity of a strap can only be applied
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if the angle between the actual force direction and the strap is 0. The greater this angle is, the
greater the reduction in restraint capacity. When tying down an item care should therefore be taken
that the angle between actual force direction and strap is not greater than 45.
IN
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L
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A. strap or rope
B. maximum restraint capacity of strap or rope
C. restraint capacity of strap or rope in horizontal direction.
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D. restraint capacity of strap or rope in vertical direction
7.3.3.5 The maximum allowed restraint capacity for lashing equipment's

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Lashing equipment Restraint capacity

Rope 300 kg
Light-weight tie-down fitting 900 kg
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7.3.3.6 Minimum Number of Ropes and Tie-down Fittings Required

Item weight Up Other force directions
[kg] Ropes Fittings* Ropes Fittings*
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up to 199 1 2 1 2
200 - 399 2 2 1 2
400 - 599 3 2 2 2
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600 - 799 4 4 2 2
800 - 999 5 4 3 2
*) Light-weight ( 2000 lbs. ) fittings only
NOTE: Table valid only for lashing around the load from one fitting to another
Ropes and tie-down fittings must be of the types approved by NextJet.

Tie-down fittings shall be installed with a minimum spacing of 50 cm.
The ropes shall be attached to and/or placed around the item.
Maximum 3 ropes attached to one fitting for same directions ( refer also GOM 9 )
Section: 7
7.3.3.7 Lashing regulations

The minimum number of 900 kg tie-down fittings required for securing load must be determined in
accordance with the weight of load. See GOM 8.1.3.6.
NOTE: Wet lashing material shall not be used, as tautness will slacken when material dry out. It is
not permitted to use other lashing equipment as mentioned in GOM 8.1.3.6, unless the rated
strength of such equipment is known to fulfil the requirements.
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IN
7.3.4 Stowing of load in passenger cabin
7.3.4.1 General
Except as provided in GOM 8.1.4.2 the carriage of checked baggage, cargo (deadload (Note 1)) in
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the passenger cabin of an aircraft (scheduled or charter flight) is not permitted.
NOTES:
1. The term deadload is used in these instructions as collective name for checked baggage, cargo.
2. The regulations contained in this subsection do not apply to pieces of checked baggage
accepted in accordance with the regulations laid down in GOM 5.10.5.7 as well as to pets and
"assistance dogs". GOM 5.10.5.1.
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7.3.4.2 Exception
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Exceptions are only permissible for items which due to their nature, are best carried in the passenger
cabin, e.g. temperature sensitive items, fragile items, etc.
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7.3.4.3 Cargo
The carriage of cargo in the cabin on Nextjet flights is not permitted.
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7.3.4.4 Permission
If stowing of deadload in the passenger cabin should become necessary prior permission must be
obtained well in advance from the Director of Ground Operations.
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7.3.4.5 Stowing Regulations
7.3.4.5.1 Use of Seat Containers

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Deadload may only be accommodated in the passenger cabin if stowed in seat containers. The
carriage of such load in the cabin without using seat containers is not permitted.
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7.3.4.5.2 7.3.4.5.2 Seats Released for Installation of Seat Containers

Seat containers may only be installed in the rear-most seat rows of the cabin. No passengers may be
seated on seats which are immediately in front of seats occupied by deadload.
Section: 7
Page: 26
Ground Operations
7.3.4.5.3 Weight Limit

The maximum weight of deadload which can be accommodated on one seat is 75 kg.
7.3.4.6 Documentation
7.3.4.6.1 Loadsheet
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The weight of deadload carried in the passenger cabin is to be shown on the loadsheet as load in
compartment 0. In addition such load is to be indicated in traffic documents and messages with the 3-
letter code SOC.
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7.3.4.6.2 Balance Calculation
For balance calculation purposes the total weight of the load stowed on passenger seats is to be
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converted into an equivalent number of passengers using the standard passenger weight. The
number thus obtained is to be added to the number of Y-class passengers to be considered in the
balance calculation.
7.3.4.7 Seat Containers

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Two types of seat containers are available, one for double seats and one for triple seats. Both types
are manufactured from fire resistant nylon fabric. They are equipped with straps tension buckles and
tie-down fittings required for the installation in the passenger cabin.
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7.3.4.8 Lashing requirement
Cabin load shall be tied down to withstand the forces acting on the load as follows.
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Force directions Required load factors for load in passenger cabin ( G )

Forward 10,5
Aft 2,0
FF
Side 2,0
Up 3,5
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N
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Section: 7
7.4 Definitions and codes

7.4.1 Definitions
AGENT - HANDLING See Company - Handling.
AGENT - RAMP A person who supervises and co-ordinates on the ramp the tasks of
ground handling for an aircraft departure or arrival.
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AIRCRAFT
CONFIGURATION Planned utilization layout of aircraft interior space.
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AIRCRAFT -
CONTAINERISED An aircraft of which the cargo compartments are equipped with a
unit load devices conveyance and restraint system, in order to
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accommodate aircraft containers or pallets. This may be either a
wide-body or a narrow- body aircraft.
AIRCRAFT -
HIGH CAPACITY (sometimes referred to Wide-Body) designates aircraft types with
two aisles in the passenger cabin.
AIRCRAFT-
SMALL CAPACITY
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Any type of passenger aircraft with 6 seats abreast or less and a
single aisle in the passenger cabin.
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AIRPORT - ALTERNATE Planned alternative en route and destination airport(s) for a flight.
AIRPORT - DEPARTURE The Airport from which the aircraft last departed, using the same
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Flight Number.
AIRPORT - DESTINATION Ultimate intended terminating airport of a flight.
AIRPORT - MOVEMENT See Airport - Origin/Departure/Destination.

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AIRPORT - ORIGIN The place from where the flight commences.
AIR WAYBILL The document entitled Air Waybill/Air Consignment Note made out
by or on behalf of the shipper which evidences the contract between
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the shipper and carrier(s) for carriage of goods over routes of the
carrier(s).
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ALLOWED TRAFFIC
LOAD The load which can be carried on the aircraft on any one sector and
is the difference between the allowed weight for take-off and the
operating weight.
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ATTENDANT - CARGO Person travelling for the specific purpose of supervising cargo
needing special attention.
AUTOMATED LOAD
PLANNING Load planning performed by an EDP system.
Section: 7
Page: 28
Ground Operations
BAGGAGE which is equivalent to the term Luggage. Such articles, effects and
other personal property of a passenger as are necessary or
appropriate for wear, use, comfort, or convenience in connection
with his trip. Unless otherwise specified, it includes both checked
and unchecked baggage.
BAGGAGE - CABIN Baggage of which the passenger retains custody (also known as
Hand and/or Unchecked).
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BAGGAGE - CHECKED (also known as Registered). Is equivalent to Registered Luggage
means baggage of which the carrier takes sole custody and for
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which carrier has issued a baggage check.
BAGGAGE - CREW Baggage which is the property of operating crew and which is
separately identified.
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BAGGAGE - TRANSFER Baggage arriving at a point on one flight and continuing its journey
there from on another flight within a defined time limit.
BALANCE CONDITION A numeric expression of the position of the centre of gravity.
BALANCE LIMITS The end points forward and aft of the range thin which the centre of
gravity must lie for safe flight.
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BALLAST Dead load weight carried to achieve a particular balance condition.
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BASIC INDEX A numerical expression of the centre of gravity of the aircraft at its
basic weight.
BAY A subdivision of a containerized/palletized compartment, i.e. unit

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load device position.
BOARDING Equivalent to term Embarkation, means passengers entering an

aircraft.
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BREAKING STRENGTH The breaking strength quoted for a lashing or tie-down fitting
represents the maximum load which an item of equipment (lashing
or lashing point) can sustain without: loss in strength due to
deformation under repeated application of load during normal flight
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conditions; risk of breakage at 1 G.
BULK Loading piece by piece.

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BULKHEAD A rigid partition.
BULKHEAD - STRESSED A bulkhead which in combination with the aircraft structure has been
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designated to restrain load.
CABIN A compartment where passenger seats are installed.
CARGO Any goods carried on an aircraft which are covered by an air waybill
CARGO - SERVICE Any goods the property of an airline carried on an aircraft.

Section: 7
CARRIERS The air carrier issuing the ticket (or air waybill) and all air carriers
that carry or undertake to carry the passenger and/or his baggage
(or the cargo) there under or to perform any other services related to
such air carriage.
CATEGORY The nature of the load.
CENTRE OF GRAVITY
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(C of G) The C of G of an aircraft, is the point at which its total weight may be
considered to act as a concentrated force.
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CLASS Segregation of passengers according to the facilities and services
offered.
COCKPIT That part of an aircraft from which the crew control the aircraft.
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COMPANY - HANDLING A company/organization appointed by an airline to perform ground
handling functions.
COMPARTMENT A space designated within a hold.
CONFIGURATION See Aircraft Configuration.
CONSIGNMENT
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which is equivalent to the term Shipment. One or more pieces of
goods accepted by the carrier from one shipper at one time and at
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one address, receipted for in one lot and moving on one air waybill
to one consignee at one destination address.
CONSIGNMENT NOTE See Air Waybill.

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CONTAINER See Unit Load Device.
CREW - CABIN Persons performing duties on the flight other than in the cockpit.
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CREW - FLIGHT Persons operating the flight in the cockpit.

OR COCKPIT
DANGEROUS GOODS Dangerous goods are articles and substances which are capable of
posing a risk to health, safety, property or the environment and
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which are shown in the list of dangerous goods in the ICAO

Technical Instructions or which are classified according to those
Instructions.
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DEADLOAD Baggage, cargo, mail, ballast and equipment in compartments not

included in dry operating weight of the aircraft.
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DECK A structural floor level. For aircraft having one structural level only,
this floor level shall be referred to as the main deck. For aircraft
having more than one structural floor level, the different floor levels
shall be referred to as lower deck, main deck and upper deck,
starting from bottom to top.
DENSITY The relationship of weight to volume in a unit, i.e. kg per m3 or

kg/m3 (lb per ft3 or lb/ft3).
Section: 7
Page: 30
Ground Operations
DEPARTURE CONTROL
SYSTEM (DCS) An automated method of performing check-in, capacity and load
control and dispatch of flights.
DESTINATION See Airport - Destination.
EDP SYSTEM Electronic data processing system, i.e. electronic computer system.
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EMBARKATION See Boarding.
EN ROUTE Equivalent to Through. Movement or point between point of
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departure and point of destination.
EQUIPMENT IN
COMPARTMENT (EIC) Equipment which is carried on the aircraft but which is not
manifested and which is not elsewhere included in the weight
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composition, such as additional flight kit.
FACILITATION (FAL) A general term reflecting the action being taken within the airline
industry with governments and other bodies to reduce costs,
simplify procedures and improve formalities.
FLIGHT The operation of an aircraft between two or more points.

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FLIGHT NUMBER The alpha-numerical designator of a flight, prefixed by a two-letter or
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three-character designator.
FLOATING PALLET A unit load device (ULD), including its load, which is positioned over
at least two pallet positions, and is not secured by the pallet locking
devices of the ULD restraint system, but is restrained to the aircraft
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structure by means of tie-down fittings and lashings.
FUEL - BALLAST An adjustment to DOW, which will then be included in ZFW. Must
not be part of flight plan fuel and must remain in the tanks.
FF
FUEL - BLOCK Weight of total amount of fuel on board before starting engines. The
official amount of fuel on board is the amount indicated by the Fuel
Quantity Indication System of the aircraft.
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FUEL - BURN-OFF Taxi fuel plus trip fuel.
FUEL - TAKE-OFF (TOF) The amount of fuel on board less the fuel consumed before the
take-off run.
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FUEL TAXI Weight of fuel expected to be used prior to take-off including

allowances for operations of APU and ice protection systems.
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FUEL - TRIP (TIF) The amount of fuel planned to be consumed from take-off to the
station of first intended landing.
FUELLING Fuelling and defueling, aircraft fuel tank calibration, aircraft fuel flow
tests and the draining of aircraft tanks.
Section: 7
G FORCES Increase/decrease of gravity forces exerted upon load during flight.

Acceleration or deceleration can cause the weight of a load to
increase or decrease and the change is expressed in G. Thus 2G
would indicate that an item is, or must be, capable of withstanding,
double the weight.
GALLEY The integral part of the aircraft where pantry/ catering material is
stored.
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GENERAL A standard document giving certain details about a flight required
DECLARATION for aircraft clearance by government authorities in certain countries.
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(GEN DEC)
HARD COPY A printed copy of an electronically transmitted text.
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HOLD A space confined by ceiling, floor, walls, and bulkhead, used for
carrying load.
IGLOO -
NON-STRUCTURAL A bottomless rigid shell made of fiberglass, metal or other suitable
material. Its shape conforms to the contours of cargo aircraft
envelopes. It covers the maximum usable area of an aircraft pallet
to which it is secured during flight. This shell used in combination
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with an aircraft pallet and net assembly is known as a non-structural
igloo.
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INDEX UNIT An expression of moment, i.e. weight x lever arm caused by weight
added to the aircraft, in order to establish the C of G.
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INJECTION WATER Fluid carried on an aircraft to improve the performance of the aircraft
during take-off under certain ambient conditions.
INTERCHANGE Transfer between different types of aircraft, or usable on different

types of aircraft, whether owned by the same carrier or by different
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carriers.
INTERFACE A translation function between a user and a system or between a

user and a number of systems or between two or more systems.
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INTERLINE Transfer from one carrier to another.
JOINING Boarding or loading at a transit station.

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LANDING - WEIGHT See Weight.
LASHING See Tie-Down.

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LAST MINUTE Difference on the loadsheet between the actual loading as

CHANGE (LMC) confirmed in the loading report and/or passenger figure as
confirmed by the gate check.
LAYOUT See Aircraft Configuration.
LEFT To be understood as left-hand side in the direction of flight.

Section: 7
Page: 32
Ground Operations
LOAD Any item carried in an aircraft other than is included in the basic
operating weight.
LOAD CATEGORY See Category.
LOAD CONTROL A function to ensure the optimum utilization of the aircraft capacity
and distribution of load as dictated by safety and operational
requirements.
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LOAD PLANNING A part of load control.
IN
LOAD SECURING
EQUIPMENT See Tie-Down Equipment.
LOAD TOTAL TRAFFIC

(TTL) The total weight of passengers, baggage and cargo, mail including
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any non-revenue load, such as ballast, flight kit, empty ULDs etc.
LOADED INDEX An expression of the C of G of an aircraft after it has been fuelled

and/or loaded.
LOADING Stowing load or ULDs on board the aircraft in accordance with

loading instructions.
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LOADING Includes tie-down equipment, seat containers (for the carriage of
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ACCESSORIES load on passenger seats in the cabin of an aircraft), containers for
carriage of load which have been installed after removal of seats,
stretchers, any containers used for isolation or protection of goods,
e.g. plastic bowls or plastic bags, garment racks, supporting planks
and platforms, equipment for valuable cargo (pouches), collecting
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nets and bags, kennels for live animals and covers of any kind.
NOTE: Unit load devices are not loading accessories.
LOADING Instructions given by Load Control to the person responsible for

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INSTRUCTION the aircraft loading.
LOADING REPORT Signed loading instruction, with any deviations recorded, passed
back to Load Control for action as required.
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LOADSHEET A completed loadsheet contains all weight data pertaining to a

particular flight, i.e. the weight of the aircraft, crew, pantry, fuel,
passengers, baggage, cargo and mail. It also contains where
necessary details of the distribution of this load in the aircraft.
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MAIL Goods carried under the terms of an international postal convention.

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MAIL - DIPLOMATIC Governments' property carried under special agreements.
MAIL - SERVICE Correspondence inter- or intra-airline which is carried on an aircraft

under special permission from postal authorities.
MANIFEST - CARGO A traffic document listing the details of the cargo to be carried on a
flight.
MANIFEST - A traffic document listing the names of passengers to be carried

PASSENGER on a flight.
Section: 7
MESSAGE Where quoted it is assumed that the fastest possible means of

sending a message will be used. This refers to SITA, telex or data
link.
MOVEMENT The arrival or departure of an aircraft.
NETS A network of webbing affixed to an aircraft within its holds or to an

aircraft ULD for the purpose of restraining a load within the hold or
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in the ULD.
NET SECTION See Section.
IN
NET WEIGHT The difference between total weight and the tare weight.
ON-LINE Within one airline or one system or connected to a computer
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system.
PALLET - AIRCRAFT A platform with a flat undersurface, to standard aircraft requirements

on which goods are assembled and secured by nets/straps/igloos,
and subsequently locked into the aircraft, to achieve rapid
loading/unloading on compatible aircraft conveying and restraint
systems. As such, it becomes a component of the aircraft loading
and restraint system.
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PALLET - A part of equipment which can be installed on the short
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EXTENSION WINGS sides of a pallet in order to increase the loading capacity of such
pallet up to the standard LD3, LD5, LD6, etc. contours.
PANTRY See Weight - Pantry

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PASSENGER CLOSE The time after which further passengers will not be accepted for
OUT TIME carriage on that flight.
PAYLOAD The weight of passengers, baggage, cargo and mail and includes
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both revenue and non-revenue items.
REALTIME A computer system which processes the input and gives a response
immediately or within seconds.
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REGISTRATION
AIRCRAFT A unique alpha/numeric designation for an aircraft.
N
RESTRAINT See Tie-Down.
RESTRICTIONS The limitations applied to the occupying of certain seats to achieve

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SEATING a satisfactory balance. Such restricted seats are not to be occupied

during take-off and landing.
RIGHT to be understood as right-hand side in the direction of flight.
SEATING The procedure whereby passengers obtain their seats - it may be

free, allocated or selected.
SEATING CONDITION The situation achieved after passengers are seated.

Section: 7
Page: 34
Ground Operations
SECTION A subdivision of a non-containerized/palletized compartment, i.e.

net section.
SECTION CABIN A division of the cabin into zones for the purpose of balance.
SECTOR Equivalent to Leg means the space between two consecutive

scheduled stops on any given flight.
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SHIPMENT See Consignment.
SPECIAL LOAD A load which, owing to its nature or value, requires special
IN
attention and treatment during the process of acceptance, storage,
transportation, loading and unloading.
SPREADER Devices, usually boards, on which items of dead load are placed to
distribute the weight of the load over a greater area to ensure that
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maximum floor loading limitations are not exceeded.
STATION The equivalent to the term Airport.
SYSTEM An automated method, including equipment and programs for

performing functions like reservations, weight and balance, etc.
TAKE-OFF WEIGHT See Weight.

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IA
TARE WEIGHT The weight of an empty unit load device. It includes all liners and/or
fittings, etc. when these are required by the specification or as
registered with IATA.
TIE-DOWN Equivalent to Restrain/Secure/Lash, means the term used to

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describe the securing of the bulk-load or part thereof to fixed

restraint points within an aircraft or in a ULD, to conform to restraint
and safety requirements.
FF
TIE-DOWN EQUIPMENT May comprise any or all of the following items which have been
authorized for use: tie-down/lashing rings, straps, webbing, nets,
ropes, cable and chains.
TIE-DOWN POINTS Attachment points for the tie-down equipment to secure load on
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aircraft and/or ULDs.
TOP UP Additional load that may be added because capacity is still

available.
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TRAFFIC The activity of the transportation of passengers, baggage, cargo and

mail.
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TRAFFIC LOAD See Pay Load and Allowed Traffic Load.
TRANSFER Traffic which arrives on a flight and continues on another flight of the
same airline or another airline within a defined time limit.
TRANSIT Traffic which arrives on a flight and continues on the same flight.
TRANSIT FLIGHT OR A flight transiting one or more airports enroute

THROUGH FLIGHT
Section: 7
TRANSIT STATION/ A scheduled en route stopping place on a flight

AIRPORT .
TRANSIT TIME The time an aircraft remains in transit.
TRANSHIP A direct aircraft to aircraft transfer of ULD and/or its load.
UNDERLOAD The difference between the allowed traffic load and the payload
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(total traffic load).
UNIT LOAD DEVICE (ULD) A unit in which dead load is bulk loaded and subsequently loaded as
IN
a unit into the aircraft.
UNLOADING Removing load from an aircraft.
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VERSION The designator used to indicate the aircraft configuration together
with the details of the equipment carried.
WEIGHT The term weight is used herein in lieu of the correct technical term
mass, in order to conform to standard industry terminology.
WEIGHT - BASIC (BW) The Basic Empty Weight or Fleet Empty Weight and includes all
fixed equipment, system fluids, unusable fuel and configuration
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equipment including galley structure.
IA
WEIGHT CATERING Equipment and supplies for in-flight distribution to passengers and
crew.
WEIGHT -
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DRY OPERATING (DOW) The Basic Weight plus Operational Items, e.g. crew, crew baggage,
flight equipment and pantry, as per company specification and is
equal to Operational Empty Weight.
WEIGHT LANDING Take-off weight minus trip fuel.

FF
(LAW)
WEIGHT - Weight limitation for landing, in normal conditions.

MAXIMUM LANDING governed by structural and/or operational requirements.
(MLAW)
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WEIGHT OPERATING Dry operating weight plus take-off fuel.

(OW)
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WEIGHT PANTRY Removable catering equipment.
WEIGHT STANDARD The statistically arrived at weights approved by government

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(WEIGHTS) authorities for weight and balance purposes for items of load
regularly carried.
WEIGHT - TAKE-OFF Zero fuel weight plus take-off fuel.

(TOW)
WEIGHT - TAXI (TW) Actual take-off weight plus taxi fuel i.e. weight of loaded aircraft
before ground maneuvers.
Section: 7
Page: 36
Ground Operations
WEIGHT MAXIMUM Maximum gross weight for ground maneuvers. May under
TAXI (MTW) no circumstances be exceeded.
WEIGHT
MAXIMUM TAKEOFF
(MTOW) The maximum permissible total aircraft weight at the start of the
takeoff run limited by structural or operational requirements.
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WEIGHT -
ZERO FUEL (ZFW) Total traffic load plus the dry operating weight.
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WEIGHT - MAXIMUM
ZERO FUEL (MZFW) The weight limit imposed beyond which an increase in load must
consist entirely of usable fuel and any other consumable fuel, e.g.
injection water.
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Section: 7
7.4.1.1 Other Load Control Abbreviations

ADJ Adjustment (in case of LMC)
A/C Aircraft
AND Aircraft Nose Down
AFT After
ANU Aircraft Nose Up
BAL Ballast
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BI Basic Index
BLKD Blocked Seats
BW Basic Weight
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CG Center of Gravity
CL Class
CPT Compartment (hold)
CPM Container/Pallet Message
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CSU Catering Supply Unit
DCS Departure Control System
DHC Dead Head Crew
DL Dead load
DLI Dead load Index
DOI Dry Operating Index
DOW Dry Operating Weight
EIC Equipment In Compartment
EMACZFW
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Estimated Mean Aerodynamic Chord Zero Fuel Weight
EZFW Estimated Zero Fuel Weight
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FKT Flight Kit
FWD Forward
LDM Load Message
LI Loaded Index
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LITOW Loaded Index Take-Off Weight

LIZFW Loaded Index Zero Fuel Weight
LMC Last Minute Change
MACZFW Mean Aerodynamic Chord Zero Fuel Weight
MACTOW Mean Aerodynamic Chord Take-Off Weight
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MID Middle
MOB Meals On Board
NOTOC Notification To Captain
OHG Overhang (BIG)
PAD Passenger Available for Disembarkation
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PAX Passenger Identifier

PIC Pilot In Command, Commander
PIL Passenger Information List
PL Passenger Load
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PNL Passenger Name List

PRY Pantry
SI Supplementary Information
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SOB Souls On Board

SOC Seats Occupied (Cabin)
SPEC Specification (Type Of Load)
STAB TO Stabilizer Setting
TTL Total, or Total Traffic Load
ULD Unit Load Device
Section: 7
Page: 38
Ground Operations
7.4.2 Handling/load information codes to be used on load control documents and traffic
messages
7.4.2.1 Load Information/Volume Codes
The codes listed below shall be used on all load control documents and traffic messages.
B Local baggage
BT Transfer baggage
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EXP Expedite baggage (Rush)
C Cargo
M Mail
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D Crew baggage
EIC Equipment in compartment (e.g. load support material, straps, etc.)
NIL No items loaded (empty compartment)
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7.4.2.2 ULD Load Volume Codes
Not applicable.
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Section: 7
7.4.3 Codes for loads requiring special attention

7.4.3.1 Identification Codes
The codes shown below shall be used to identify those types of load which require special handling
and/or
special treatment.
When used on Load sheet Load message the codes (and the details) are entered as follows:
for passenger or passenger/cargo aircraft in the Remarks box of the respective destination; for all
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cargo aircraft in the SI box preceded by the destination code in case of multi-sector flights. The
destination code must be preceded by a full stop
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each code must be preceded by a full stop. The code is followed by an oblique (/) if further loading
details are to be shown.
for dangerous goods, if restrictions based on total quantity apply, quantity may be shown in the SI
box together with the Cargo-lMP code, when necessary.
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7.4.3.2 Table of Format
Code Description
AOG Spare Parts required for Aircraft on Ground. 1-3 alpha-numerics to indicate the
loading position. Example: .AOG/1
AVI Live Animals. 1-3

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alpha-numerics to indicate the loading position.
Example: AVI/1
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BAL Ballast hold loaded (Unmanifested).
1-3 alpha-numerics to indicate the loading position followed by an oblique and 2-4
numerics to indicate the weight. Example: .BAL/1/1000
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BED Stretcher installed (Unmanifested).

1 or 2 numerics to indicate the total number of seats blocked by the stretcher
arrangement(s) followed by an oblique and 1 or 2 numerics plus 1 alpha character to
indicate the number of passengers (invalid and accompanying) and class, travelling
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on these seats. These passengers must be included in the PAXCM distribution.

Example: .BED/6/3M
BIG An item loaded on two or more pallets or which, due to its size or weight, requires
special handling/ equipment for loading and off-loading. 1-3 alpha-numerics to
indicate the forward position and 1-3 alpha-numerics to indicate the rear position of
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the pallet bays over which the piece is loaded, followed by an oblique and 2-5
numerics to indicate its weight in kilograms.
Example: .BIG/11P12P/567
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NOTE 1: The code BIG is applicable only to loads on pallets.

NOTE 2: Floating pallets are to be treated as BIG.
NOTE 3: The code BIG can also be used in conjunction with the code OHG.
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CAO Dangerous Goods Cargo Aircraft Only (labeled). 1-3 alpha-numerics to indicate the
loading position followed by an oblique and 1-4 numerics to indicate the weight.
Example: .CAO/A/58
CAT Cargo Attendant on Cargo Aircraft. 1 or 2 numerics to indicate the number.

Example: .CAT/1
Section: 7
Page: 40
Ground Operations
COM Company Mail (Unmanifested).

numerics to indicate the weight.
Example: .COM/1/16
CSU Catering equipment and food supply not used on flight (Unmanifested).
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Example: .CSU/1/180
DHC Crew positioning to/from duty not directly involved in the operation of the flight, who
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are occupying passenger seats.
Example: .DHC/0/2/16
NOTE: DHC are included in passenger figures.
DIP Diplomatic Mail.
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numerics to indicate the number of bags.
Example: .DIP/4/2
EAT Foodstuffs for human consumption other than meat and fish/seafood as specific
handling codes are designated for such codes. 1-3 alpha-numerics to indicate the
loading position.
Example: .EAT/2
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EIC Equipment in Compartment (Unmanifested).
Miscellaneous items not included in the Dry Operating Weight/Index but not including
BAL, BED, COM, CSU, FKT and BEH e.g. pre-orders. 1-3 alpha-numerics to indicate
the loading position followed by an oblique and 1-4 numerics to indicate the weight.
Example: .EIC/4/50
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ELD Extra Load Devices.

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Example: .ELD/32/L425
FIL Undeveloped Film/Unexposed Film.

1-3 alpha-numerics to indicate the loading position.
Example: .FIL/3
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FKT Flight Kit (Unmanifested).

numerics to indicate the weight (not applicable when weight is included in the Dry
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Operating Weight/Index).
Example: .FKT/42R/450
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HEA Heavy Cargo above 150 kg per piece.

Example: .HEA/1/196
NOTE 1: Two or more heavy pieces in the same compartment
need to be shown individually.
Example: .HEA/1/196 .HEA/1/204
NOTE 2: For heavy cargo above 150 kg per piece loaded on
pallets/in containers the code HEA is not required.
Section: 7
HEG Hatching Eggs.

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

Example: .HUM/4/258
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NOTE: The code HUM is not required for funeral urns
ICE Carbon dioxide, solid (Dry Ice) (Shipment) (labeled).
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Example: .ICE/21L
LHO Live Human Organs/Blood.
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Example: .LHO/2
MAG Magnetized Materials (labeled).

Note: Not to be used on Load sheet and Load message.
MOS Miscellaneous Operational staff other than crew, who perform functions relating to the
flight and occupy passenger seats.
Example: .MOS/0/0/2
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NOTE: MOS are included in passenger figures.
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NIL No items loaded or manifested.
OBX Obnoxious dead load that produces strong offensive odor.

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Example: .OBX/22P
OHG An item loaded on one or more pallets that overhangs positions other than those on
which it is loaded. 1-3 alpha-numerics to indicate the forward position and 1-3 alpha-
FF
numerics to indicate the rear position of the pallet bays on which the item is loaded,
followed by an oblique, 1-3 alpha-numerics to indicate the position of the pallet bay
overhung by the load and 1-3 numerics to indicate the length of the overhang in
centimeters. The overhang information is to be repeated, if required.
Example:
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.OHG/EF/G100
.OHG/DR/CR100/ER80
PAD Passengers not entitled to a firm booking who may be off-loaded at a station en route
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to their ticketed destination in order to accommodate joining passengers who have

higher priority.
Example: .PAD/2/1 .PAD/0/1/5
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PEF Flowers.
Example: .PEF/1
PEM Meat.
Example: .PEM/4 .PEM/11P
Section: 7
Page: 42
Ground Operations
PEP Fruits and vegetables.

Example: .PEP/2
PER All perishable cargoes other than flowers, meat and fish/seafood as individual
handling codes are designated for such codes.
Example: .PER/2
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PES Seafood/Fish for human consumption.
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Example: .PES/2
RCL Cryogenic Liquids (refrigerated liquefied gases).

Example: .RCL/5
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RCM Corrosive (labeled).
Example: RCM/2
RCX Explosive 1.3C (labeled).

Example: RCX/CR
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REX Normally Forbidden Explosive (1.1, 1.2, 1.3 [with a few exceptions], 1.4F, 1.5 and 1.6)
(labeled). 1-3 alphanumeric to indicate the loading position.
Example: .REX/A
RFG Flammable Gas (labeled).

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Example: .RFG/21
RFL Flammable Liquid (labeled).

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Example: :RFL/B
RFS Flammable Solid (labeled).

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Example: .RFS/2
RFW Dangerous When Wet (labeled).

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

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

Example: .RIS/22
RMD Miscellaneous Dangerous Goods (labeled).

Note: Not to be used on Load sheet and Load message.
Section: 7
RNG Non-Flammable Non-Toxic Gas (labeled).

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

Example: .ROP/2
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ROX Oxidizer (labeled).
Example: .ROX/2
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RPB Toxic (labeled).
Example: .RPB/2
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RPG Toxic Gas (labeled).
Example: .RPG/A
RRW Radioactive Category I - White (labeled).

Note: Not to be used on Load sheet and Load message
RRY
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Radioactive Categories II and III - Yellow (labeled).
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numerics 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
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RSB Polymeric Beads (labeled).

numerics to indicate the weight in kilograms.
Example: .RSB/23L/95
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RSC Spontaneously Combustible (labeled).

Example: .RSC/12
RXB Explosive 1.4B (labeled).

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

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

Example: .RXD/3
RXE Explosive 1.4E (labeled).

Example: .RXE/22R
Section: 7
Page: 44
Ground Operations
RXG Explosive 1.4G (labeled).

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

Example: .RXS/FL
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SOC Seats occupied by baggage, cargo and/or mail.
1-3 numerics to indicate the number of seats occupied in each class separated by an
oblique.
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Example: .SOC/11/32 .SOC/0/140 .SOC/32/44
VAL Valuable Cargo.

Note: Not to be used on Load sheet and Load message
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WET Shipments of wet materials not packed in watertight containers, e.g. fish packed in
wet ice. 1-3 alpha-numerics to indicate the loading position.
Example: .WET/52
XCR Operating Crew requiring passenger seat(s).

1-3 numerics to indicate the number of seats occupied in each class separated by an
oblique.
Example: .XCR/2/0/3
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NOTE: XCR are included in the operating crew figures, i.e. not included in passenger
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figures.
XPS Priority Small Package.

Example: XPS/47R
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Section: 7
7.5 Standard Weight Values

7.5.1 Passengers
7.5.1.1 Standard mass of Passengers Including Hand Baggage in kg.
Passenger Seats 20 and more

30 or more, all adult
Male Female
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Scheduled flights 88kg 70kg 84kg
Charter flights 83kg 69kg 76kg
Children 35kg
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NOTE: The above figures include 6 kg of handbaggage. Any additional baggage must be
taken into account.
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7.5.1.2 Standard mass for checked in baggage on aeroplanes with more than 30 seats
Type of flight Standard mass for baggage
Domestic 11 kg
European flights 13 kg
Intercontinental flights 15 kg
Other flights 13 kg
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7.5.2 Crew
7.5.2.1 Standard Weights for Crew
FLIGHT CREW 85 kg Including hand baggage
CABIN CREW 75 kg Including hand baggage
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7.5.3 Baggage
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7.5.3.1 Actual Weight

Baggage weight on NextJet flights should primarily be given in actual weight.
If actual weight is not available for some reason, standard weight may be used but the Captain of the
flight must be consulted before this method is applied.
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7.5.3.2 Standard Weight of Checked Baggage

If standard weight is used, the following weights shall apply;
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Domestic: 11kg
International: 13kg
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The average weight of bags and passenger does not apply to special groups, such as sports teams or
groups carrying exceptional quantities of baggage.
When several pieces of baggage exceed the average bag weight, this difference must be informed to
the Load planner as well as individual pieces weighing more than 30 kg. Respective amendment must
be added to weight and balance calculations of mentioned flight.
NOTE: Before using standard weight the Captain of the flight should be consulted.
Section: 7
Page: 46
Ground Operations
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INTENTIONALLY BLANK
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Section: 7
7.6 Load priority

7.6.1 General
If due to lack of space (seats, weight or volume) load has to be offloaded, proceed according to the
priority list below.
Baggage and excess baggage has the same priority as the passenger concerned.
Passenger priority list with more information can be found in GOM 5.3.
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7.6.2 Priority list
A- Top Priority Load
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A1 AOG (Urgently needed spare parts for NextJet aircraft on ground)
A2 Urgently needed medicines and organ transplants intended to save human lives.
A3 See GOM 5.3.1, upper part of Passenger Priority List, rows 1 - 2
A4 LC-mail (letters, postcards, valuable post shipments)
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B- Booked Load
B1 See GOM 5.3.1, upper part of Passenger Priority List, rows 3 - 7
B2 Mishandled baggage of passengers
B3 AO-mail (printed matter, samples, newspapers, etc.)
B4 CP-mail (parcel mail)
B5 Booked revenue cargo as follows:
22.1 Live animals
22.2 Human remains
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22.3 Other cargo
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C- Unbooked Load and Booked ID Load
C1 See GOM 5.3.1, upper part of Passenger Priority List, row 8
C2 Unbooked revenue cargo.
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C3 See GOM 5.3.1, upper part of Passenger Priority List, rows 9 - 12

C4 Mishandled baggage of passengers (others)
D- Stand-by load
D1 See GOM 5.3.1, lower part of Passenger Priority List, rows 1 - 11
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Notes:
1. Transit passengers on the same flight have always priority to joining passengers.
2. Priority order is:

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1. NextJet,
2. Westair and code share partners,
3. Other co-operational partners,
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4. Others.
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Section: 7
Page: 48
Ground Operations
7.7 Load Instructions / Report

7.7.1 Loading Instruction / Report SAAB 340
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In case of C.G limit problems and decision has been made to load the compartments from i.e. aft to
fwd, this shall be clearly indicated on the form.
Terms like BAG for baggage, CGO for cargo and other standard load abbreviations shall be used to
indicate type of load.
Section: 7
7.7.2 Loading Instruction / Report ATP
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In case of C.G limit problems and decision has been made to load the compartments from i.e. aft to
fwd, this shall be clearly indicated on the form.
Terms like BAG for baggage, CGO for cargo and other standard load abbreviations shall be used to
indicate type of load.
Section: 7
Page: 50
Ground Operations
7.7.3 Load Instruction Report (LIR) Process
Collect estimated baggage, cargo and passenger 3igures.

Function 1
If applicable collect all necessary information regarding special load and/or dangerous
goods.
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Issue LIR in accordance with standard loading instructions and hand over to loading
supervisor performing function 2.
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Load the aircraft in accordance with the loading instructions.
Function 2
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Make sure all load is handled, loaded and secured in accordance with applicable
company procedures.
Report the actual load written on LIR. Hand over the signed LIR to 3light deck
performing function 3.
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Complete loadsheet and weight & balance calculations based on the information
Function 3
contained in the LIR.

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Perform LMC in case any minor alterations to the dead load have been made after the
LIR has been received. If major alterations to the dead load have been made a new LIR
has to be issued and signed by the loading supervisor.
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Hand over a copy of the LIR to the loading supervisor performing function 2. The copy
that has been handed over shall then be stored in the 3light 3ile at the departing station.
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1) Cargo Advising
Cargo handler has to advice Handling company by faxing actual NOTOC , cargo manifest and freight
weight at least 45 min before ETD of flight.
2) Loadplanning advising
Before loading Load planner advice PIC about dangerous goods and loadplanning
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3) The following Dangerous Goods documents shall be filed at the station for departure:
A copy of the Air Waybill (when applicable);
Shippers Declaration for Dangerous Goods;
A copy of the Acceptance Checklist; and NOTOC.
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In addition all dangerous goods occurrence, incident or accident reports shall be filed for a minimum
period of five (5) years.
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NOTE Also see GOM Chapter 2.3.9.9.5

Section: 7
7.7.4 Communication and report procedure for LIR

7.7.4.1 Written Report of Compartment Load
All load that is handled (loaded or alternated dead load) at the station.
Ex.Flight123 from Departure dest

Flight123
Leg AAA-BBB-CCC ( BBB is transit/transfer destination)
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Load from AAA:
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Checked in to CCC is 500kg of bags Load in cpt6
Checked in to BBB is 200kgof bags load in cpt5 and 6
All load had to be confirmed on the LIR written
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Exemple LIR Report flight 123
Report
Cpt5 Cpt6
CCC/B/500kg
BBB/B/100kg
BBB/B/100kg
Max cpt5 = 766 kg Max cpt6 = 1055kg
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Ex.Flight 123 from Transfer/transit dest
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Flight 123
Leg AAA-BBB-CCC ( BBB is transit/transfer destination)
Load from BBB:

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Checked in to CCC is 50 kg of bag
Exemple LIR Report

Report
Cpt5 Cpt6
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TRA
NIL
CCC/B/50kg
Max cpt5 = 766 kg Max cpt6 = 1055kg
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NOTE: cpt5 shall be visually checked to verify NIL (No Items Loaded) Cpt6 TRA means
transitload (loader at BBB can not verify weight and report only the load he can verify
weight on LIR ( if TRA load has to be alternated ,load will be standard weight(11kg/bag)
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and communicated to PIC)
7.7.4.2 Load information codes

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B -baggage not otherwise specified

C -general cargo
D -Crew baggage
M -Mail
TRA -transit load from previous station
Definition of special load

AVI -live animal in hold
LHO -Live human organ or blood
EIC -equipment in compartment. Definition of EIC .see GOM 8.2.1.9
Section: 7
Page: 52
Ground Operations
7.7.4.3 Verbal Communication procedure LIR

Verbal communication between the Loader and the Commander shall be:
Weight and compartment for
- Local checked in bags and other deadload.
- Alternated transfer load ( if loaders been told by PIC to move TRA load)
- Special load
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All load shall be verified at the Load instruction that will be signed and handed over to PIC
By Loaders before depature.
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Ex . Communication Flight 123 from Transfer/transit dest
50kg of bags loaded in compartment 6
7.8 Loadsheet
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7.8.1 System for calculation
The centre of gravity is calculated by using an Index System where each individual airplane has a Dry
Operating Index. The Loaded Index Zero Fuel Weight (LIZFW) and the Loaded Index Takeoff Weight
(LITOW) are calculated by adding the payload and takeoff fuel. The Company Loadsheet and
Balance form shall be used. Both the Loaded Index Zero Fuel Weight (LIZFW) and the Loaded Index
Takeoff Weight (LITOW) must be within the envelope on the loadsheet and balance chart.
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7.8.2 Load sheet
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The Company uses a standard IATA loadsheet and Company balance charts which are designed in
accordance with the standards of IATA in order to simplify the contacts with handling agents and
other airlines.
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Section: 7
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Section: 7
Page: 54
Ground Operations
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Section: 7
7.9 Last Minute Change Procedures

7.9.1 General
If any last minute changes to the load and its distribution occur after the completion of the weight and
CG documentation, this must be brought to the attention of the Commander and these changes must
be entered on the weight and CG documentation.
For aircraft specific LMC procedures refer to OM-A 8.1 and/or applicable OM-B.
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When checking the loadsheet the Commander shall ensure that fuel on board is sufficient to cover
also LMC.
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Section: 7
Page: 56
Ground Operations
7.10 Special Load

7.10.1 Ballast (BAL)
7.10.1.1 General
On occasion, ballast is required to bring the centre of gravity within operational limits.
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7.10.1.2 Definition of ballast
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There are two methods of carrying ballast:
Ballast (hold loaded)
(Standard weight for ballast sack is 25 kg )
Ballast fuel.
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7.10.1.3 Loadsheet procedure
Ballast (hold loaded)
The information for handling ballast (hold loaded)
See GOM 7
Ballast Fuel
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Ballast fuel must be shown as an adjustment to the dry
operating weight which will then be included in the ZFW.
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NOTE: 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.
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NOTE: 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: When ballast fuel is carried, it must be shown in the supplementary information (SI) of the
load message as information to the next station.
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7.10.1.4 Flight crew information

The loadsheet must include all ballast data and in case of ballast fuel, the Commander must be
informed during briefing and via the loadsheet entries.
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7.10.2 Battery-Driven Wheelchair (WCHR)

Battery-driven wheelchairs as defined in the IATA and ICAO Dangerous Goods Regulations, may be
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accepted for carriage. For instructions refer to GOM chapter 9.

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7.10.3 Cargo aircraft only (CAO)

"DANGER" ( cargo aircraft only label ) Packages with "DANGER" ( cargo aircraft only label ) must not
be loaded on passenger aircraft.
Section: 7
7.10.4 Company mail (COM)

All company mail and company material must be subject to security control. Company mail and
material may not be left unaccompanied on the ramp or close to the aircraft at any time before
departure. If an external operator wants to send company mail with NextJet a separate agreement
has to be signed in which any special requirements may be specified.
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7.10.5 Crew baggage
Specially tagged crew baggage shall be loaded last as close to the compartment door as possible.
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7.10.6 Diplomatic consignments with DIP AWB
Not applicable.
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7.10.7 Diplomatic cargo with IATA AWB
Not applicable.
7.10.8 Dry ice (Carbon Dioxide, solid, UN1845) used as refrigerant
7.10.8.1 Limitations
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See GOM Chapter 9.
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CAUTION: No live animals may be loaded in the same compartment as dry ice.
7.10.8.2 Handling of dry ice

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If more than 5 kg dry ice has been transported, the hold door must be left open for a minimum 2
minutes before anyone enters the hold. This reason is to allow any carbon dioxide gas to be vented
out.
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7.10.9 Equipment in compartment (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, for example pre orders, load and lashing material, etc.
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7.10.9.1 Handling of EIC

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7.10.9.1.1 EIC Notice

For weight and balance calculation and load planning purposes the weight and location of the EIC
used has to be specified in the loading instruction report.
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7.10.9.1.2 Loadsheet procedure

The weight of EIC shipments must be included in the total load to destination and shown as a remark.
Section: 7
Page: 58
Ground Operations
7.10.10 Films (FIL)

Unexposed or undeveloped film must be separated from radioactive Material Category II or III (see
Radioactive material).
7.10.11 Fragile cargo

Fragile cargo may easily be damaged if exposed to jolting, dropping, dumping etc. For these reasons,
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special attention should be paid to cargo marked with FRAGILE label or otherwise characterized as
fragile. Packages with the ARROW labels affixed shall be placed in an upright Position, i.e. the arrows
shall point upwards. See special instructions, if any, in the Air Waybill.
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7.10.12 Outsized and heavy cargo
Oversized or heavy cargo should first be visualized as whole to be able to plan the loading procedure.
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Heavy items shall if possible loaded on or as close to the hold floor as possible. Heavy items can be
subject to lashing and or supporting. When loading heavy items consideration to Maximum Area Load
or Maximum Running load shall be taken in accordance with GOM 7.3.2.
7.10.13 Foodstuffs for human consumption (EAT)

The regulations given below refer to shipments of foodstuffs other than fish, meat, fruits and
vegetables.
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Separate regulations exist for:
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Fruits and vegetables (PEP),
Fresh fish, salted fish and seafood (PES),
Frozen fish and frozen seafood (PES),
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Meat and meat products (PEM).
NOTE: PES and PEM shipments must be treated as wet cargo. For instructions refer to GOM
8.2.1.13.
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SEGREGATION FROM OTHER LOAD

Bulk compartments:
EAT shipments must not be loaded in the same compartment together with toxic substances (RPB),
infectious substances (RIS) or human remains in coffins (HUM).
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ULD compartments:
Not applicable.
TEMPERATURE CONDITIONS
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Whenever possible, EAT shipments must be loaded in compartments where low temperatures can be
set.
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SPECIAL LOAD REMARK

EAT shipments must be indicated in traffic documents and messages with the 3-letter code EAT.
Section: 7
7.10.14 Perishable Cargo (PER)

Perishable goods are those whose condition or suitability for original purpose may deteriorate if
exposed to undue changes in temperature, humidity or delay in transport. Perishable goods shall only
be accepted for transport when it is reasonable certain that it will reach its final destination in good
condition. The shipments of perishable cargo shall be accepted and handledand accepted in
accordance with the AHM 330 , the current IATA Perishable cargo manual (PCM) and applicable
authority requirements, regarding documentation, packing, containers and classification.
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7.10.14.1 Responsibilities
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7.10.14.1.1 Shippers responsibilities
The shipper must provide such information to his employees as will enable them to carry out their
responsibilities with regard to the transport of perishable goods. The shippers responsibilities
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includes, but are not limited to the following items.
The shipper is responsible for:

Declaring all details relevant to the shipment, based on requirements at origin, transit and
destination as may be required by NextJet and other applicable authorities.
Ensure that the goods are not prohibited for transport by air.
Ensure that the goods are properly classified, packed, marked and labelled.
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Establish procedures and policies with those parties involved in case of emergency, delay,
rerouting or any other incident.
Informing and training staff for any such responsibilities endorsed under his obligations or duties.
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Reference: See IATA PCM 1.2 for more information regarding shippers responsibilities for air
transport of perishable goods.
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7.10.14.1.2 Carriers responsibility

The carrier must, at least ensure whether:
Special storage requirements are available, reserved and prepared to accommodate such cargos
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The shipper has arranged for appropriate government permits or any other document
The shipper has provided all relevant information as it related to the shipments content or need
and these have been agreed to
All cargo security measures have been adhered to
Alternative procedures are in place for handling such cargoes in the event of delay, rerouting or
cancellation of flight
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Reference: See IATA PCM 1.3 for more information regarding the carriers responsibilities for air
transport of perishable goods.
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Section: 7
Page: 60
Ground Operations
7.10.14.1.3 Documentation
7.10.14.1.3.1 Air Waybill

The Air Waybill for perishable shipments must be completed and accurate in all respects.
The Shippers name and address and consignees name and address boxes on the waybill must show
the fill name and address and no abbreviated version. If a health certificates or other official permits
are enclosed with the shipment these should be listed as accompanying documents in the Handling
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Information box of the air waybill and the document should be firmly attached to the air waybill.
Reference: See IATA PCM 7.1 for more instructions regarding Air waybill in relation to perishable
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shipments and IATA CSC Resolution Manual 600 for more detailed instructions regarding Air
Waybills.
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7.10.14.1.4 Packing
Packing must be of a standard that will help maintain the condition of the contents and minimize the
effects of transportation time and environmental change (temperature, humidity, etc.). The packing
must also provide adequate protection of its contents and prevent contamination of other load or
spillage or leakage over the entire period of transportation. If perishable arrive at destination on time
but in a spoiled condition, the packing must be treated as suspect and its suitability evaluated. The
same vigilance must be maintained in the case of wet cargo. Any instance of spillage or leakage
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should be investigated and immediate action taken to prevent a recurrence.
Reference: See IATA PCM 6.3 for more information and instructions on how to pack different goods.
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7.10.14.1.5 Labeling and Marking
All perishable shipments should be labeled with the standard IATA PERISHABLE label and where
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appropriate package and containers of perishable goods should also be labeled with the standard
IATA package orientation THIS WAY UP label.
Reference: See IATA PCM 7.6 for more instructions regarding labeling of perishable goods.
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All the packages should, at least, be marked with the name, address and telephone number of the
consignee and with any special information on the nature of the contents.
Reference: See IATA PCM 7.7 for more instructions regarding labeling of perishable goods.
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7.10.14.1.6 Provision of information

At the pre-flight briefing or as soon as practicable before departure the commander must be informed
about perishable goods to be loaded, by means of the Special Load Notification to Commander
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(NOTOC).
Reference: See IATA AHM 381 for detailed instructions regarding the document form to be used.
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Section: 7
7.10.14.2 Fresh Fish, Salted Fish and Seafood (PES)

PREVENTION OF COMPARTMENT SOILAGE
As a precautionary measure, plastic sheeting shall be spread on the compartment floor. The
protective material must be of sufficient size to surround the shipment completely. At the unloading
station the plastic sheeting is to be carefully removed so that accumulated liquid is not spilled in to the
compartment.
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For instructions regarding of fresh fish, salted fish and seafood shipments from other load see GOM
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8.2.1.11.
SPECIAL LOAD REMARK

Fresh fish, salted fish and seafood shipments shall be indicated in traffic documents and messages
with the 3-letter code PES.
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7.10.14.3 Frozen fish and frozen seafood (PES)
PREVENTION OF COMPARTMENT SOILAGE
Frozen fish and frozen seafood packages normally contain dry ice to keep the goods frozen during
transportation.
Precautionary measures to prevent spillage of liquid are therefore not required.
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Adequate segregation from live animals (AVI) and hatching eggs (HEG) is essential. For further
instructions refer to GOM 8.2.1.11.
SPECIAL LOAD REMARK

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Frozen fish and frozen seafood shipments shall be indicated in traffic documents with the 3-leper
code PES.
If dry ice is used as refrigerant, the 3-leper code ICE is to be shown in the CPM and LDM, in addition
to the code PES.
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7.10.14.4 Fruits and vegetables (PEP)

For instructions refer to GOM 8.2.1.11
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TEMPERATURE CONDITIONS
For instructions refer to GOM 8.2.1.11
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SPECIAL LOAD REMARK

Fruits and vegetables shipments must be indicated in traffic documents and messages with the 3-
letter code PEP.
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Section: 7
Page: 62
Ground Operations
7.10.15 Human remains (HUM)

NextJet will not accept Humain remains in Coffin.
7.10.15.1 Handling of urns

Handling and loading as normal cargo or baggage.
Documentation as copy of death cerificate and cremate certificate has to be shown to checkin.
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Cremated remains must be shipped in funeralurns which are efficiently cushioned by suitable
packaging,against breakage. If urns will be transported as hand baggage it has to be placed under
the seat during transport in cabin and not exceed the criteria of approved handbag i.e. 45x35x20 cm
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and 6kg.
7.10.16 Live Animals (AVI)
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7.10.16.1 General
The following general principles apply when loading live animals, carried as cargo or passengers'
checked baggage. Animals are to be transported in accordance with the IATA Live Animals
Regulations and Live Animals Acceptance checklist. Live animals shall only be loaded into suitable
aircraft compartments authorized by the carrier, taking into account the needs of the animals.
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When carrying any type of live animals, the basic environmental requirements shall be ascertained
from the shipper or passenger and/or the IATA Live Animals Regulations, considering in-flight
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conditions (temperature range and oxygen needs) and possible climatic effects on ground during
transit stops. For loading, the orientation of the animal in relation to the longitudinal or lateral axis of
the aircraft should be checked with the shipper/passenger. At the same time, the shipper/passenger
should provide feeding, ventilation and temperature requirements. Those requirements should appear
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on the container. Company regulations shall also be checked to make sure that conditions in the
planned cargo compartment can be adjusted to meet these requirements. The flight crew shall be
notified on the form "Special Load Notification to Captain" of any live animals load and the required
action on hold heating/ ventilation controls.
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Live animals shipments shall be treated as wet shipments, and must be manifested in all documents
as AVI. Where appropriate, the floor of the container shall be covered with absorbent material, e.g.
wood shavings, peat or sawdust. The use of hay or straw shall be avoided due to combustibility and
quarantine regulations by some countries.
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Laboratory animals, carrying infectious diseases communicable to humans, shall only be carried by
special arrangement with the carriers and authorities concerned. For full aircraft loads of live animals,
air conditioning units shall be used at loading and transit and be connected immediately upon arrival
at destination. Loading and unloading of the animals into or out of the container should be carried out
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by the shipper/ passenger, the consignee or, when agreed, by qualified handling staff.
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Section: 7
7.10.16.2 Handling
Ground transportation and loading/unloading should be performed smoothly in order not to startle the
animals. Animal shipments should not be left standing unnecessarily in the open, nor on standing
aircraft when the departure is delayed.
7.10.16.2.1 Loading
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Live animals shall only be loaded into suitable aircraft compartments authorized by the carrier, taking
into account the needs of the animals. . For loading, the orientation of the animal in relation to the
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longitudinal or lateral axis of the aircraft should be checked with the shipper/passenger. At the same
time, the shipper/passenger should provide feeding, ventilation and temperature requirements. Those
requirements should appear on the container. Company regulations shall also be checked to make
sure that conditions in the planned cargo compartment can be adjusted to meet these requirements.
The flight crew shall be notified on the form "Special Load Notification to Captain" of any live
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animals load and the required action on hold heating/ ventilation controls. Live animals shipments
shall be treated as wet shipments, and must be manifested in all documents as AVI. Where
appropriate, the floor of the container shall be covered with absorbent material, e.g. wood shavings,
peat or sawdust. The use of hay or straw shall be avoided due to combustibility and quarantine
regulations by some countries. Laboratory animals, carrying infectious diseases communicable to
humans, shall only be carried by special arrangement with the carriers and authorities concerned. For
full aircraft loads of live animals, air conditioning units shall be used at loading and transit and be
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connected immediately upon arrival at destination. Loading and unloading of the animals into or out of
the container should be carried out by the shipper/ passenger, the consignee or, when agreed, by
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qualified handling staff.
7.10.16.2.2 In-Flight Attention

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When carrying any type of live animals, the basic environmental requirements shall be ascertained
from the shipper or passenger and/or the IATA Live Animals Regulations, considering in-flight
conditions (temperature range and oxygen needs) and possible climatic effects on ground during
transit stops more information see GOM 9.11.3.1 sepaeration of dangerous Goods and Other Load.
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7.10.16.2.3 Health And Hygiene

After delivery of the animals at destination, the carriers' container shall be cleaned and washed
thoroughly before returning, and disinfected before re-use, in accordance with the requirements of the
exporting, transiting and importing countries.
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It is recommended that no equipment, with which animals will come into direct contact, be replaced in
the aircraft until it has been disinfected, and then washed with clean water to remove any traces of
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disinfectant which might cause damage to the aircraft structure.
When feasible, arrange for injured animals, or those which have apparently become ill during
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carriage, to receive veterinary treatment.
When feasible, arrange for the removal of sick or dead animals from containers. Such action should
only be taken in consultation with the best expert advice available at short notice. When, for whatever
reason, such action cannot be carried out, the next en-route station(s) and destination station should
be informed. After off-loading the containers, the relevant aircraft holds shall be inspected and
cleaned in case of leakage or spillage.
Section: 7
Page: 64
Ground Operations
7.10.16.2.4 Documentation for live animal cargo shipments

Live animal shipments shall be accompanied by the shipper's certification, air waybill and in some
situations CITES (Convention on Internationl Trade in Endangered Species of Wild Fauna and Flora).
Some states have additional requirements, which may include helth certificates, export or import
permits. Refter to guidance contained in the IATA LAR, 2.2.
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7.10.16.2.5 Special Procedures
RELEASED COMPARTMENTS FOR LIVE ANIMALS:
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BAE ATP CPT 6
S340 CPT 1
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7.10.16.2.5.1 AVI on pallets
Only leak-proof containers are acceptable. The pallet floor must be protected against urine spillage by
means of tarpaulins, plastic covers or similar suitable equipment. To prevent suffocation, crates must
be loaded either on top of the pallet or with the ventilation holes next to the net. No plastic sheet must
cover the part of the pallet where live animals have been loaded. Day-old chickens, ducklings and
turkey poults must be stowed in such a manner that sufficient air ventilation around all boxes is
granted during transportation, i.e. a minimum of 10 cm around each stack and at least 20 cm
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separation between other load. Boxes may only be stowed 4 high.
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7.10.16.2.5.2 Tropical fish
Tropical fish shall be carried in the fish muffs provided for this purpose. The Commander must be
notified of the fish by means of NOTOC to set the appropriate temperature.
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7.10.16.2.5.3 Day-old poultry

Sufficient space must be left between the cages to ensure needed ventilation. Maximum permitted
quantity per pallet: 700 kg gross weight. The pallets shall not be loaded higher than approximately
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1.20 meters.
NOTE: In case radioactive materials are carried on the same aircraft, see under "Radioactive
material" for released pallet positions/compartment and required separation distances.
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Section: 7
7.10.16.2.6 Live animal acceptance checklist
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NOTE: Always use the current version of the IATA Animal acceptance checklist found in the latest
IATA-LAR revision.
Section: 7
Page: 66
Ground Operations
7.10.16.3 Magnetized materials (MAG)

Magnetized materials must not be loaded in the vicinity of aircraft magnetic compasses or compass
master units.
Magnetic fields may be detected with a hand siting compass.
Released compartments and pallet positions:

BAe ATP compartment 6
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S340 compartment C1
Following items of iron or steel shall always be handled as magnetized material:
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pieces weighing more than 300 kg
assemblies or single pieces weighing more than 150 kg and measuring more than 200 cm in
length.
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7.10.16.4 Radioactive materials (RRW/RRY)
NOTE: NextJet is not allowed to carry radioactive materials.
7.10.16.5 Valuable Cargo (VAL)

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To be stowed with the other load for the same destination. Must be stowed away from the entrance
and protected by other cargo.
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7.10.16.6 Wet cargo
Shipments containing liquids, or shipments which by their nature may produce liquids, and which are
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not subject to the IATA Dangerous Goods Regulations, are designated as 'Wet Cargo'. Special
precautions are to be taken since spillage or leakage during damage by air could lead to corrosion or
other damage to the aircraft structure or its components, or damage to other load.
NOTE: Leaking or otherwise damaged or evidently weak packages, kegs or tins, etc., must not be
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loaded.
7.10.16.6.1 Classification
The following types of cargo are to be considered as wet cargo:
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Shipments of liquids in watertight containers.

Shipments of wet materials not packed in watertight containers e.g. fish packed in wet ice, wet
hides and skins, etc.
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Goods which may produce liquid, e.g. live animals.

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7.10.16.6.2 Stowing
It should be noted that when they are wet or damp, the strength of some packaging can be
considerably reduced. Special care must be taken to avoid crushing of the packages when stacked
several levels high.
7.10.16.7 Vaulting Poles

Vaulting Poles (sport equipment) or other equipment of similar size are not allowed for transport on
NextJets aircraft.
Section: 7
7.10.17 Segregation of dangerous goods and special loads
NOTE: NextJet is allowed to carry dangerous goods.
Due to a specific demand from the Swedish authorities NextJet is required to handle UN3373,
biological substances, as dangerous goods according to a simplified checklist. This checklist must be
completed before acceptance by handling personnel and a NOTOC must be completed and
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presented to the commander of the aircraft.
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Section: 7
Page: 68
Ground Operations
7.10.18 Notification to Captain
7.10.18.1 General
If any special loads are transported as cargo or as checked baggage, the Handling Company or
relevant ground staff shall notify the Commander about this by means of the Special Load
Notification to Captain (NOTOC). It is the responsibility of the Handling Company to present this to
the Commander.
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The NOTOC should be presented to the Commander as soon as possible before departure. NOTOC
shall be readily available to the Commander during the entire flight.
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A NOTOC shall always be used when dangerous goods are transported. For more information on
handling of dangerous goods see GOM Chapter 9.
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7.10.18.2 NOTOC Form
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Section: 7
7.11 Baggage reconciliation
7.11.1 Policy
Customer and checked baggage must always be transported on the same aircraft.
Mandatory to offload the cabin and hold baggage of any passanger who disembarks earlier than the
station of arrival.
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7.11.2 Definition of Unaccompanied/ mishandled hold baggage
Unacompanied bag:
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The bag is regarded as unaccompanied baggage provided that it shall be transported by air.
Mishandled hold baggage :
Baggage that is not accompanied by their "owner" and that at no time left airside
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7.11.3 Handling Instruction
Unaccompanied baggage to be transported by air shall be x-rayed in two (2) different angels, or with
an EDS x-ray, according to the authoritys regulation.
This has to be done before the bag will be sent by air as "rush" to final destination.
The agent designated by the airport authorities must perform x-ray and the designated handling agent
[loading supervisor or gate agent] must ensure that unaccompanied luggage is x-rayed according to
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the above instruction before loaded in to the hold (compartment).
It has to be indicated on the "forward messages" or by other equivalent methods that the baggage has
been x-rayed according to above-mentioned instruction.
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.
In any doubt that the baggage(s) has not been handled according to the instruction, the bag must
undergo the above instruction.
Transfer bag(s)/ inbound bag(s) has to be 100% x-rayed if re-entered to airside.
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Section: 7
Page: 70
Ground Operations
7.11.4 Baggage Reconciliation Procedure

Loading Supervisor must establish the actual number of checked in bag(s) and compare with the
number of checked in bags that is loaded in hold, this will secure that all loaded bags has a
dedicated owner onboard the aircraft.
Local and/ or transfer bags/ inbound bags (bags from other carriers) has to be matched with the
gate/boarding staff using a baggage manifest (controlled document) before loading on to aircraft,
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this to secure that the bag(s) has an owner onboard the aircraft/ flight.
If passenger is no show [passenger that do not show up at the gate during boarding time and
who will miss their flight] and have a checked in bag, off-load the bag(s) from aircraft, inform the
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gate agent and CMD that the bag(s) have been off-loaded and matched with the baggage
manifest. The off-loaded bag(s) must be handled no later than after departure by dedicated staff
[e.g. ticket office personnel or gate agent]. The loading supervisor is responsible to return the
bag(s) to land side if needed.
Hand/ cabin and crew bag(s) require a DAA (Delivery At Aircraft) tag for passengers and a Crew
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Bag tag for crew before the loading supervisor can accept to load the bag(s) in to the hold. A
receipt of the DAA tag must be given to the owner (passenger) when the DAA tag in placed on
the bag. If a passenger disembark during and/ or after boarding the loading supervisor must
perform a DAA baggage reconciliation by matching the DAA tag number(s) in the hold
compartment with the tag number receipt(s) possessed by the passenger(s) onboard the aircraft.
NOTE: Outgoing (loaded) rush bag(s) must be reported in the DCS departure system and
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included on the baggage manifest, this must be performed by the gate agent in
cooperation with the loading supervisor. Rush bag(s) as any other load must
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always be reported on the LIR (Loading Instruction). The rush bag must have a
rush-identification tag clearly visible, this must be controlled by the loading
supervisor.
NOTE: Baggage manifest must always be used to match the bag(s) to an owner. A
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secured loading is performed by manually ticking of each bag/ name on the

manifest after loading, this shall be performed by the loading supervisor. The
baggage manifest must be stored with the flight file for a period of three (3)
months.
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NOTE: Above instruction/ procedure must be followed on all NextJet flights.

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Section: 8
SECTION 8 CARGO OPERATION
CONTENTS
8 Cargo Operations ....................................................................................................... 3
8.1 General ........................................................................................................................ 3
8.2 Introduction ................................................................................................................ 3
8.2.1 Management Duties ..................................................................................................... 3
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8.3 Components In Cargo Operation.............................................................................. 4
8.3.1 Local Instructions ......................................................................................................... 4
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8.4 Cargo Handling Requirements.................................................................................. 5
8.4.1 Introduction................................................................................................................... 5
8.4.2 Definition ...................................................................................................................... 5
8.4.3 Regulations .................................................................................................................. 5
8.4.4 Requirements ............................................................................................................... 6
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8.4.4.1 Equipment .................................................................................................................... 6
8.4.4.2 Acceptance................................................................................................................... 7
8.4.4.3 Loading and Unloading ................................................................................................ 7
8.4.4.4 Compliance monitoring and Control ............................................................................. 7
8.4.4.5 Security ........................................................................................................................ 7
8.4.4.6 Occurrence Reporting .................................................................................................. 8
8.4.4.7 Procedure Manuals ...................................................................................................... 8
8.4.4.8
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Qualification Requirements .......................................................................................... 8
8.4.4.8.1 Personnel Engaged In Cargo Handling Activities, That Affects
Safety Or Security ........................................................................................................ 8
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8.4.4.8.2 Dangerous Goods Training For Acceptance Personnel............................................... 9
8.4.4.8.3 Personnel Assigned The Responsibility for Accepting or Handling of Cargo............... 9
8.4.4.8.4 Personnel Assigned the Responsibility for Handling, Storing or Loading
Such Cargo on or Into Unit Load Devices (ULDs) or Onto the Aircraft. ....................... 9
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8.5 Packaging and Loading Equipment ....................................................................... 10

8.5.1 Unit Load Devices ...................................................................................................... 10
8.5.2 Collection Trolleys ...................................................................................................... 10
8.5.3 Restraint of Items in The Hold and Unit Load Devices............................................... 10
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8.5.3.1 Securing of ULDs ....................................................................................................... 10

8.5.3.2 Definition of Breaking Strength................................................................................... 10
8.5.3.3 Lashing Equipment and Lashing Rings...................................................................... 10
8.6 Provisions of Information........................................................................................ 11
8.6.1 Special Load Notification To Commander (NOTOC) .............................................. 11
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8.7 Handling of Special Cargo....................................................................................... 12

8.8 Damaged Cargo........................................................................................................ 13
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8.8.1 Damaged Cargo Fit For Journey................................................................................ 13

8.8.2 Damaged Cargo Not Fit For Journey ......................................................................... 13
8.8.3 Damaged Cargo Dangerous Goods........................................................................ 13
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8.8.4 Cargo Acceptance Checklist ...................................................................................... 14

Section: 8
Page: 2
Ground Operations
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INTENTIONALLY BLANK
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Section: 8
8 Cargo Operations
8.1 General
This manual complies with the Cargo regulations published by the Swedish CAA, EU-OPS and
applicable standards published by IATA: DGR, LAR, PCR and AHM which is applicable for the
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handling and acceptance of Cargo. This manual also complies with the aircraft manufacturers loading
instructions, i.e. Saab Aircraft and ATP.
It is the responsibility of all employees and sub contractors to adhere to the policies, procedures,
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processes and regulations published in this manual and associated documentation.
8.2 Introduction
Within the ground operation set up, certain work is done within a cargo unit and goods are delivered
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to NextJet aircraft for transportation. NPH Gound Operations therefore has demands on such cargo
units to apply a cargo operation control.
This Chapter describes the demands as specified duties and responsibilities in a cargo operation (i.e.
revenue and non-revenue). In addition the following specific areas are described in various chapters
of NextJets manuals. The table below shall be used as reference in where these areas are described.
TOPICS AREA REFERENCE

Response to Dangerous Goods
L GOM Chapter 9
Abnormal or Leakage or spillage of suspected GOM Chapter DG
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Emergency Situations Dangerous Goods
Suspected bomb or explosives Security Manual Chapter 13 &
Chapter 14
Damaged or leaking cargo GOM Chapter 7
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Other emergencies Emergency Response Manual

Cargo Acceptance General Cargo GOM Chapter 8
and Handling, Security Requirement Security Manual Chapter 7
including Conditions of Dangerous Goods GOM Chapter 9
Carriage. Live Animals. GOM Chapter 5 & Chapter 7
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Other Special Cargo: GOM Chapter 7

Perishable Cargo
Human Remains
Outsized and Heavy Cargo
Fragile Goods
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Valuable Cargo GOM Chapter 7

ULDs GOM Chapter 7
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Each cargo unit delivering goods for transportation by air on NextJet aircraft shall have a recognized
unit management led and monitored by a responsible manager.
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8.2.1 Management Duties

See CM for information regarding the cargo management duties and responsibilities.
Section: 8
Page: 4
Ground Operations
8.3 Components In Cargo Operation

Cargo operation includes everything described in GOM, IATA-DGR, -LAR and -PCR as well
as any specified items in appendices to the SGHA.
Mandatory items are:

Acceptance and storage of dangerous goods.
Physical handling of dangerous goods and special load.
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Accuracy of scales and weighing equipment.
Procedures for giving load weights and NOTOC info to load control office.
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Security.
Quality assurance.
Handling of occurrences.
Local Emergency Response procedures.
Local instructions.
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Training.
8.3.1 Local Instructions

Each unit shall have well-adapted and documented local instructions. These are the Cargo
Managements main instruments to regulate and control the work within the unit.
The quality system for stations managed by a subcontractor will be assessed in connection with the
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subcontractor assessment and regulated by the agreement and applicable appendices.
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Section: 8
8.4 Cargo Handling Requirements
8.4.1 Introduction
NextJet only performs transportation of cargo. The company has no own cargo handling facilities or
personnel employed to handle or load such goods. All such activities are
subcontracted and shall be governed by a contract stipulating responsibilities, duties, requirements
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and regulations to be adhered to.
NextJet is approved to transport Dangerous Goods,
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NOTE: NextJet does not operate with all cargo aircrafts. Therefore it is prohibited to load
packages/overpacks bearing Cargo Aircraft Only labels onboard any NextJet aircraft.
For loading instructions, see GOM Chapter 9.3. 8.
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8.4.2 Definition
Cargo handling includes, but is not limited to, the following activities:
Acceptance and storage.
Identification, acceptance, storage, delivery to aircraft and loading/unloading.
Proper documentation as required for the goods intended for transportation.
Inspection for damage and leakage.
Security.
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Emergency procedures
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Handling of occurrences.
Maintenance and control of ground support equipment including accuracy of scales.
Local instructions.
Quality assurance and control.
Training.
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8.4.3 Regulations
Cargo handling activities are regulated by this GOM, CAA regulations as well as IATAAHM, -LAR, -
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DGR and PCR. In addition any local regulations shall be adhered to.
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Section: 8
Page: 6
Ground Operations
8.4.4 Requirements
A unit, responsible and contracted by NextJet to handle and deliver cargo, shall ensure that the
following are in place (GOM Chapter 8.3.4.4 and subchapters):
GENERAL
Procedures and instructions shall be available for the personnel involved at all levels. They shall
contain information that is clear, legible and accurately represented. They should be presented in a
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usable format that meets the requirement of the cargo operational personnel. If required approved by
the Authority and acceptable to NextJet.
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Facilities for acceptance and storage shall be suitable for the goods intended to be carried. Cargo
terminals shall be equipped with specifically configured facilities appropriate for storage of dangerous
goods, radioactive material and other special cargo, such as human remains, live animals,
perishables, valuable cargo and fragile goods.
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A copy of the current edition of the IATA Dangerous Goods Regulations (DGR) or the ICAO Technical
Instructions (TI) for the Safe Transport of Dangerous Goods by Air (Technical Instructions),
Perishable Cargo Regulations (PCR), Live Animal Regulation (LAR) and applicable NextJet
instructions, including addendum as appropriate, shall be available at each location where revenue or
non-revenue cargo operations are conducted.
Notices providing information about Dangerous Goods shall be prominently displayed at the cargo
acceptance point.
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When dangerous goods hazard and handling labels are discovered to be lost, illegible or detached
from shipments subsequent to the time of acceptance, such labels shall be replaced in accordance
with the information provided on the Shippers Declaration for Dangerous Goods. Such requirement
for the replacement of labels is not applicable where labels are found to be missing or illegible at the
time of acceptance.
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8.4.4.1 Equipment
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Products and equipment, which directly affects safety and security, shall meet required technical
specifications.
Weighting facilities shall be periodically checked and calibrated. Such actions are recorded and
retained in accordance with applicable regulation.
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No ULD, loaded or empty, shall be loaded on a NextJet aircraft unless it has inspected to be airworthy
and serviceable. If any damage or irregularity is discovered shall this immediately be reported to
NextJet.
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A process shall be in place to ensure that cargo operations personnel assigned to operate equipment
in the performance of their duties in cargo operations are trained and qualified to operate the
equipment associated with those duties.
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Section: 8
8.4.4.2 Acceptance
All revenue and/or non-revenue cargo which is transported on Next Jet aircraft must be accepted and
stored in accordance with the cargo chapter requirements in order to ensure that all standards are
complied with.
Procedures and regulations for acceptance by handling and storage of cargo shall be documented
and acceptable to NextJet and fulfill requirements of applicable authorities (if Interline cargo,
requirements in IATA Interline cargo manual applies). The procedures shall ensure and verify that the
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cargo has been packed in a manner:
For safe transport with ordinary care in handling;
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To prevent and preclude injury or damage to any person, cargo or property.
No goods shall be accepted and delivered to an aircraft unless it is made certain it can reach its
destination in good shape.
An acceptance checklist shall be utilized when handling special cargo as required in applicable
International-, IATA- or local-regulations. See GOM 8.1.8.4.
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8.4.4.3 Loading and Unloading
Prior to loading the goods shall be inspected for damage or leakage. If any sign of this is to be
discovered the shipment shall be retained on ground and reported to the Commander and the local
authorities.
Any package, overpack, freight container, or ULD containing dangerous goods shall be inspected and
is not accepted, unless:
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Properly marked and labeled;
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There is no leakage;
Its integrity has not been compromised.
It shall be ensured that ULDs containing dangerous goods have a dangerous goods tag that:
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Is marked with the class or division number(s) of such dangerous goods;

If a ULD contains packages bearing a Cargo Aircraft Only label, indicates the ULD can only be
loaded onto a cargo aircraft.
NOTE: NextJet does not operate with all cargo aircrafts. Therefore it is prohibited to load ULDs
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bearing Cargo Aircraft Only or CAO labels onboard any NextJet aircraft.
8.4.4.4 Compliance monitoring and Control

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A well documented system for compliance monitoring and control shall be in force and acceptable to
NextJet. Any non-conformity or concerns affecting the handling of NextJet goods or aircraft shall
immediately be submitted to the NPH Ground Operations.
NextJet shall have the right to perform Audits and inspection when deemed necessary, any
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nonconformities or concerns shall be corrected and presented to NextJet in writing.

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8.4.4.5 Security
The security procedures stipulated in NextJet Security Program as well as local procedures shall be
adhered to.
Section: 8
Page: 8
Ground Operations
8.4.4.6 Occurrence Reporting

Any occurrence affecting NextJet shall be reported to the company, the Authority of the state of the
company and the local authority.
Mis-declared or undeclared Dangerous Goods discovered in cargo consignment shall be reported to

NextJet, the Authority of the state of the company and the local authority. See chapter 9.
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8.4.4.7 Procedure Manuals
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Standard operating procedures for Ramp Handling and loading/unloading are described in GOM
Chapter Ramp.
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8.4.4.8 Qualification Requirements
GENERAL
No person shall work unsupervised until the initial training is finished and applicable tests are
approved.
In order to stay qualified, recurrent training shall be completed on a frequency in accordance with
requirements of the regulatory authority, but not less than once during every 36-month period,
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dangerous goods recurrent training shall be attended as required by IATA-DGR Table 1.5A.
Initial and recurrent training shall be tested or evaluated by written, oral or practical means, as
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applicable, to satisfy the requirement for operational personnel to demonstrate adequate knowledge,
competency or proficiency to perform duties, execute procedures or operate equipment.
The minimum performance level is 80%. Results of tests or evaluations shall be recorded and
retained.
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See GOM Chapter 3.1.1.3 for information regarding Training Records.

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8.4.4.8.1 Personnel Engaged In Cargo Handling Activities, That Affects Safety Or Security
Personnel engaged in cargo handling activities that affects safety or security shall have appropriate
knowledge, skills training and experience appropriate to the position.
Personnel who perform duties in functions within the scope of cargo operations shall complete initial
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and recurrent training in the following areas:

Cargo acceptance;
Cargo handling;
Application of required security measures; and
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NextJet procedures, regulations and requirements.
The training structure and content shall be reviewed and updated to remain relevant and provide the
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knowledge necessary to perform duties, execute procedures and operate equipment associated with
specific cargo operations functions and responsibilities, to include:
Familiarization training on general provisions and regulations.
In-depth training on requirements, including policies, procedures and operating practices.
Safety training and associated operational hazards.
Training in human factors principles.
Section: 8
8.4.4.8.2 Dangerous Goods Training For Acceptance Personnel

Personnel assigned the responsibility for cargo acceptance shall receive initial and recurrent
dangerous goods training, on a frequency in accordance with requirements of the regulatory authority,
but not less than once within 24 months of previous training in dangerous goods. Such training shall
address, as a minimum:
Emergency action;
General philosophy;
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Limitations;
General requirements for shippers;
Classification;
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List of dangerous goods;
General packing requirements;
Packing instructions;
Labeling and marking;
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Shippers declaration and other relevant documentation;
Acceptance procedures;
Recognition of undeclared dangerous goods;
8.4.4.8.3 Personnel Assigned The Responsibility for Accepting or Handling of Cargo

Personnel assigned the responsibility for accepting or handling of cargo shall receive initial and
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recurrent dangerous goods training on a frequency in accordance with requirements of the regulatory
authority, but not less than once within 36 months of previous training in dangerous goods.
Such training shall address, as a minimum:
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General philosophy;
Limitations;
For personnel that accept cargo, shippers declarations and other relevant
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Documentation;
Provisions for passengers and/or crew;
Emergency procedures.
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8.4.4.8.4 Personnel Assigned the Responsibility for Handling, Storing or Loading Such Cargo
on or Into Unit Load Devices (ULDs) or Onto the Aircraft.
Personnel assigned the responsibility for handling, storing or loading such cargo on or into Unit Load
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Devices (ULDs) or onto the aircraft shall receive dangerous goods training on a frequency in
accordance with requirements of the authority, but not less than once within 24 months of previous
training in dangerous goods. Such training shall address as a minimum:
General philosophy;
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Limitations
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Section: 8
Page: 10
Ground Operations
8.5 Packaging and Loading Equipment
8.5.1 Unit Load Devices

NextJet is not carrying ULD.
Examples of Unit Load Devices are pallets, containers and trolleys.
8.5.2 Collection Trolleys
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NextJet shall use collection trolleys for the carriage of small items of load from one point of loading to
another point of unloading.
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As the trolleys may contain urgent cargo they shall be emptied immediately on arrival of the aircraft
and the contents tallied in by the Post Authorities.
NOTE: Trolleys containing priority cargo shall be marked accordingly.
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8.5.3 Restraint of Items in The Hold and Unit Load Devices
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 by tie-down.
Compartments and net sections, which are filled up to three-quarters of their heights, are considered
to be volumetrically full.
NextJet uses lashings for strap-down and nets placed between each section.
The straps hold 650 kg.
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The nets are made to hold the horizontal force of 9G.
The vertical force on the equipment can be no greater than 3G.
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8.5.3.1 Securing of ULDs
Loads onboard have to be properly secured during the flight to prevent the load from break loose and
therefore cause hazardous displacement to the centre of gravity of the aircraft, injure crew or the
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aircrafts interior. It is very important that in case of forced landing it will not injure crewmembers or
other loads.
The bulk load shall be restrained and/or secured during the entire flight in order to prevent the load
from braking loose.
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8.5.3.2 Definition of Breaking Strength

The breaking strength quoted for a lashing or tie-down fitting is the maximum load, which the item
shall withstand without failure.
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8.5.3.3 Lashing Equipment and Lashing Rings

The Handling Agent shall ensure that they use lashing equipment, which meet the restraint
requirements of NextJet. If such equipment is not available the Handling Agent shall ask the airline for
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it. Only equipment for which a definite breaking strength has been ascertained should be used.
NOTE: Lashing material that is wet shall never be used since the tautness will slacken when dried
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up.
Section: 8
8.6 Provisions of Information
8.6.1 Special Load Notification To Commander (NOTOC)

Perishable cargo that requires special stowage or special handling, in the case of delays or diversions
as well as notification of any Dangerous Goods carried onboard, shall be included on the NOTOC
form.
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The NOTOC should be completed on the intended form, but alternative documents are acceptable if
they, at least, contain the following applicable information:
Air Waybill number, or other applicable reference number.
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UN/ID-number (only for dangerous goods).
Proper shipping names, supplemented with the technical name(s), where required
(only for dangerous goods).
Class or division, any identified subsidiary risk. For explosives also the compatibility group
(only for dangerous goods).
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Packing group (where applicable) (only for dangerous goods).
For non-radioactive material, the number of packages, the net quantity or gross weight, if
applicable, of each package, except for UN 1845: carbon dioxide, solid (dry ice) only the UN
number, proper shipping name, class, total quantity in each hold on the aircraft and the airport of
unloading need be shown (only for dangerous goods).
For radioactive material, the number and category of packages, overpacks or freight containers
and the transport index and dimensions for each, if applicable (only for dangerous goods).
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Cargo Aircraft Only (if applicable) (only for dangerous goods).
IMP-Code (only for dangerous goods).
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Loading location.
Station of loading.
Station of unloading (for each shipment on the NOTOC).
Indication that the goods carried under state exemption (if applicable) (only for dangerous goods).
Drill Code letter (ERG-code) (only for dangerous goods).
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The NOTOC shall be written in duplicate, the Commander shall sign both copies. By this the
Commander accepts the load to be loaded onboard the aircraft. One of these copies shall be filed
according to GOM Chapter 1.6.
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Section: 8
Page: 12
Ground Operations
8.7 Handling of Special Cargo

See GOM 7.10 special Load.
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Section: 8
8.8 Damaged Cargo

If cargo is found to be damaged action shall be taken to:
Assess the extent of the damage.
Assess the possible effects of the damage on the aircraft or other loads.
Ensure the safety of the proposed flight.
Assess if the shipment itself in a fit state to continue its journey.
If necessary remove the damaged item from the aircraft.
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Record details of the damage so that proper notification can be given to the Commander.
Inform NextJet Operations Control Department by telephone immediately.
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8.8.1 Damaged Cargo Fit For Journey
If damaged cargo is nevertheless considered fit to continue its journey ensure that all details of the
extent of the damage, time, location and other important information is recorded on the Damage
Report, Loading Instruction Report and other applicable reports. Notify by message the en route and
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destination stations of the fact that damage has been recorded and if necessary give any instructions
for the safe handling of the items.
8.8.2 Damaged Cargo Not Fit For Journey

If damaged cargo is not fit to continue its journey remove the packages to a safe place.
Amend the following documents as necessary: the Load Sheet, the Loading Instruction Report and
the Load Information Report. Also amend the Cargo Manifest and the Air Waybill if applicable.
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8.8.3 Damaged Cargo Dangerous Goods
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NextJet does not accept any damaged cargo containing Dangerous Goods in accordance with IATA-
DGR. Also see GOM Chapter 7.10.
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Section: 8
Page: 14
Ground Operations
8.8.4 Cargo Acceptance Checklist

DOC5412-047-01
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Section: 9
SECTION 9 DANGEROUS GOODS
CONTENTS
9 Dangerous Goods ...................................................................................................... 3
9.0 Definition..................................................................................................................... 3
9.0.1 Policy on Transport of Dangerous Goods .................................................................... 3
9.0.2 Information, Instructions and General Guidance.......................................................... 3
9.0.2.1 General Instructions for Staff Involved ......................................................................... 4
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9.0.3 Instructions on the Carriage of Operator Employees ................................................... 4
9.1 DGR Regulations........................................................................................................ 4
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9.1.1 State and Operator Variations...................................................................................... 4
9.1.2 Terminology.................................................................................................................. 5
9.2 Responsibilities.......................................................................................................... 8
9.2.1 The Shipper is responsible for:..................................................................................... 8
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9.2.2 The Operator is responsible for:................................................................................... 8
9.3 Approval For Transportation Of DGR....................................................................... 9
9.3.1 Restrictions on Transport of Dangerous Goods ........................................................... 9
9.4 Dangerous Goods In Operators Property ............................................................. 10
9.5 Dangerous Goods Carried By Passengers Or Crew............................................. 11
9.5.1 Dangerous Goods for medical aid to a patient ........................................................... 11
9.5.2
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Wheelchairs/Mobility aids........................................................................................... 12
9.5.2.1 Wheelchairs and other mobility devices with spillable batteries................................. 12
9.5.2.2
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Wheelchairs/Mobility aids with non-spillable wet batteries or with batteries
which comply with IATA-DGR special provision A123 or A199.................................. 13
9.5.2.3 Wheelchairs/Mobility Aids with Lithium Batteries ....................................................... 14
9.5.3 Approved veterinary dangerous goods. ..................................................................... 15
9.5.4 Provision of Information to Passengers...................................................................... 15
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9.5.4.1 Information at ticket purchase .................................................................................... 15

9.5.4.2 Information at check-in and boarding areas ............................................................... 15
9.5.4.2.1 Information content..................................................................................................... 15
9.5.4.3 Provisions for passengers and crew .......................................................................... 16
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9.5.4.4 Remote check-in (Internet)......................................................................................... 16

9.5.4.5 Automated check-in at airport .................................................................................... 16
9.5.4.6 Lithium Ion Batteries................................................................................................... 16
9.5.4.7 Passenger Check-in Procedures................................................................................ 16
9.6 Identification Of Dangerous Goods........................................................................ 17
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9.6.1 Identification of Forbidden Dangerous Goods Subject to Exemption......................... 17

9.7 Acceptance Of Dangerous Goods .......................................................................... 18
9.7.1 Acceptance Checklist (DGAC) .................................................................................. 19
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9.7.2 Accepting Infectious Substances ............................................................................... 19

9.7.3 Acceptance of Dry Ice UN1845 ............................................................................... 19
9.7.4 Denied acceptance of dangerous goods.................................................................... 19
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9.8 Packing Requirements............................................................................................. 20

9.9 Marking Of Dangerous Goods ................................................................................ 21
9.9.1 Baggage/Load that can be Suspected of Containing Dangerous Goods................... 22
9.10 Labelling Of Dangerous Goods .............................................................................. 24
9.10.1 Replacement of Labels............................................................................................... 24
9.10.2 Hazard Labels ............................................................................................................ 24
9.10.2.1 Class 1 Explosives (REX RCX, RGX) .................................................................. 24
9.10.2.2 Class 2 Gases ......................................................................................................... 24
9.10.2.3 Class 3 Flammable Liquid (RFL)............................................................................. 25
9.10.2.4 Class 4 Flammable Solids etc. ................................................................................ 25
Section: 9
Page: 2
Ground Operations
9.10.2.5 Class 5 Oxidizing Substances and Organic Peroxides ........................................... 25

9.10.2.6 Class 6 Toxic and Infections Substances................................................................ 25
9.10.2.7 Class 7 Radioactive Material................................................................................... 26
9.10.2.8 Class 8 Corrosive Material (RCM)........................................................................... 26
9.10.2.9 Class 9 Miscellaneous Dangerous Goods (RMD, RSB, ICE, MAG) ....................... 26
9.10.2.10 Handling Labels.......................................................................................................... 27
9.11 Loading Of Dangerous Goods ................................................................................ 29
9.11.1 Loading and Stowage................................................................................................. 29
9.11.1.1 General principles ...................................................................................................... 29
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9.11.2 Securing of Dangerous Goods ................................................................................... 29
9.11.3 Separation of Incompatibel Dangerous Goods .......................................................... 30
9.11.3.1 Separation of Dangerous Goods and Other Load...................................................... 31
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9.11.3.1.1 Living Human Organs/Blood ...................................................................................... 31
9.11.4 Loading of Radioactive Materials ............................................................................... 32
9.11.4.1 Separation of Radioactive Materials........................................................................... 33
9.11.4.2 Separation of Radioactive Materials vs Photographic Film and Plates ...................... 34
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9.11.5 Damaged and Leaking Dangerous Goods ................................................................. 35
9.12 Notification To Commander .................................................................................... 36
9.12.1 Submission of NOTOC Information............................................................................ 37
9.13 Emergency Procedures ........................................................................................... 39
9.13.1 Commanders Responsibilities ................................................................................... 39
9.13.2 Treatment of Dangerous Goods in the Cabin............................................................. 39
9.13.3 Dangerous Goods Incident and Accident Reports ..................................................... 40
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9.13.4 Damaged or Leaking Dangerous Goods.................................................................... 41
9.14 Training ..................................................................................................................... 42
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9.15 Conditions Under Which Weapons, Munitions Of War And Sporting
Weapons May Be Carried ........................................................................................ 43
9.15.1 Carrying of Weapons of War and Munitions of War ................................................... 43
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9.15.2 Exemptions................................................................................................................. 43
9.15.3 Notifying of the PIC .................................................................................................... 43
9.15.4 Sporting Weapons...................................................................................................... 43
9.15.5 Ammunition for sporting purposes.............................................................................. 43
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9.16 Appendices ............................................................................................................... 44

9.16.1 Appendix 9.1 Dangerous Goods Carried By Passenger or Crew (IATA-DGR 56th Ed.)
................................................................................................................................... 44
9.16.1.1 Process for approval of Dangerous goods excepted ................................................. 47
9.16.2 Appendix 9.2 ERG code Table................................................................................... 48
9.16.3
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Appendix 9.3 Checklist to be followed by flight crew in case of Dangerous Goods

incident ....................................................................................................................... 50
9.16.4 Appendix 9.4 Cabin Crew checklist for Dangerous goods incidents in the passenger
cabin during flight ....................................................................................................... 50
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9.16.5 Appendix 9.5 Sample of Shippers Declaration........................................................... 51

9.16.6 Appendix 9.6 Sample of Air waybill ............................................................................ 52
9.16.7 Appendix 9.7 Acceptance Checklists ......................................................................... 53
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9.16.8 Appendix 9.8 Dangerous Goods Incident Report....................................................... 58

9.16.9 Appendix 9.9 Report to Swedish Rescue Services (1-8) .......................................... 60
9.16.10 Appendix 9.10 Quick Reference List for National State Approvals ............................ 68
Section: 9
9 Dangerous Goods
9.0 Definition
Dangerous goods are articles or substances that are capable of posing a significant risk to health,
safety, property and the environment when transported by air.
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Dangerous goods may be divided into four categories:
DG acceptable for transport by air as cargo, provided that all the provisions of the IATA
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Dangerous Goods Regulations are complied with.
DG forbidden for transport by air under any circumstances.
DG forbidden for transport by air unless exempted by the states concerned.
DG excepted from the provisions of the IATA DGR.
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9.0.1 Policy on Transport of Dangerous Goods
NextJet shall conduct transport of dangerous goods in accordance with Annex18 to the Chicago
Convention as last amended and amplified by the `Technical instructions for tha safe transport of
dangerous goods by air (ICAO DOC 9284-AN/905), including its supplements and any other
addenda or corrigenda.
9.0.2
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Information, Instructions and General Guidance
Except on routes with a Dangerous Goods agreement* approval must be obtained from Flight
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Operations Department. All applications, requests and inquiries regarding dangerous goods for which
an approval from NextJet is required must always be sent to NextJet Ground Operations
groundoperations@nextjet.se - prior to departure. This applies to all dangerous goods even those
permitted for carriage as per Appendix 9.1 but where approval from the operator is required.
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To prevent Dangerous Goods from inadvertently being accepted for transport, notices on limitations
and restrictions as per IATA DGR, sufficient in number must be prominently displayed at each of the
places at an airport where:
1. tickets are issued

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2. passengers check in
3. passengers board the aircraft
4. passengers claim their baggage
5. cargo is checked in
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NextJet Ground Handling personnel or contracted Ground Handling Company is responsible for the
acceptance, inspection and storage, loading and issue of information of the dangerous articles to the
affected personnel and crew.
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The Dangerous Goods Coordinator (Director Ground Operations) must ensure that all contracted
parties and customers are aware of NextJets procedures and restrictions.
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* Dangerous Goods agreement means routes where local agreements have been made and the
involved parties (handing agents etc.) have been audited as opposed to an ad-hoc flight or and ad-
hoc shipment). See also 9.7.1.
For information about provision of dangerous goods information to passengers refer to GOM 9.5.4.
Section: 9
Page: 4
Ground Operations
9.0.2.1 General Instructions for Staff Involved

NextJet provide information and instructions to involved staff through various channels and media to
enable them to carry out their duties with regard to the transport of dangerous goods, including the
action to be taken in the event of incidents and accidents involving dangerous goods.
Ground staff/handling staff through the GHM 5.6

General organisation and operations personnel through this section in the OM.
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In general, the duties of all personnel involved are to ensure that:
Dangerous goods are not be carried onboard the aircraft unless permitted in accordance with 9.4
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9.5 and/or IATA DGR/ICAO TI taking into account the company restrictions in 9.3.1;
Dangerous goods, which are approved for carriage are loaded, segregated, stowed and secured
on an aeroplane in accordance with the IATA DGR/ICAO TI;
The commander of the aeroplane is informed about approved dangerous goods on board;
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If an in-flight emergency occurs and the situation permits, information is passed to the appropriate
ATS;
If there is an aircraft incident or accident, information is passed to the State where the incident or
accident occurred, as required by the IATA DGR/ICAO TI (see 9.13.1, 9.13.3 and OM-A Section
11);
If there is a dangerous goods incident or accident a report is made to the appropriate Authority
(see 9.13.1, 9.13.3).
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9.0.3 Instructions on the Carriage of Operator Employees
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There is no restriction of the carriage of employees on an aircraft carrying dangerous goods which are
permitted on a passenger aircraft, providing the requirements of the IATA DGR/ICAO TI are complied
with. Should Cargo Aircraft Only (CAO not acceptable to NextJet at the moment see 9.3.1) be
carried, crew member, an operators employee, an authorised representative of an authority and/or a
person with duties in respect of a particular shipment of dangerous goods or other cargo on board,
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provided they are in an official capacity, can also be carried.
9.1 DGR Regulations

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The legal requirements, required by EASA OPS are based on the ICAO Technical Instructions for the
Safe Transport of Dangerous Goods by Air, abbreviated ICAO TI, but in everyday life amongst airlines
and forwarders the IATA Dangerous Goods Regulations is used, which fully comply with the ICAO TI.
In some cased the IATA DGR is even more restrictive.
These regulations apply irrespective of whether the flight is wholly or partly within or outside the
Swedish territory.
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9.1.1 State and Operator Variations

State and Operators may submit variations to the Dangerous Goods Regulations. Some
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Governments require that prior authorisation is obtained before certain dangerous goods may be
shipped to, from, through and/or over their country. There can also be restrictions on the use of
certain packaging. (Some operators have similar restrictions). The same applies to dangerous goods
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that are normally forbidden but where national approvals may be obtained (see 9.7).
NOTE: If in doubt: Check the applicable Government or Operator variations in the IATA DGR 2.9
to ensure compliance. See also Appendix 9.10.
Section: 9
9.1.2 Terminology
Acceptance Check
A procedure used to assist in carrying out a check on the external appearance of packages of
dangerous goods and their associated documents to determine that all appropriate requirements have
been met including to ensure that forbidden dangerous goods under any circumstances are not
accepted for transport and that all necessary approvals for normally forbidden dangerous goods and
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state variations as per IATA DGR 2.9 have been obtained.
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Acceptance Check List
A document used to assist in carrying out the acceptance check.
Approval
An authorisation by the STA (Swedish Transport Agency) for the operator to carry dangerous goods.
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An authorisation from NextJet to customers to carry dangerous goods that requires an approval from
the operator.
Cargo Aircraft
Any aircraft which is carrying goods or property but not passengers. In this context the following are
not considered to be passengers:
1. A crew member.
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2. An operators employee permitted by, and carried in accordance with, the instructions contained in
the Operations Manual.
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3. An authorised representative of an authority; or a person with duties in respect of a particular
shipment on board.
Cargo IMP Codes

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A standard system of coding for cargo message elements.
Dangerous Goods
Articles and substances which are capable of imposing a significant risk to health, safety, property
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and environment when transported by air and which are classified according to section 3 of the IATA
Dangerous Goods Regulations.
Dangerous Goods Accident

An occurrence associated with and related to the transport of dangerous goods by air which results in
fatal or serious injury to a person or persons, or major property damage.
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Dangerous Goods Incident

An occurrence other than a dangerous goods accident associated with and related to the transport of
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dangerous goods by air, not necessarily occurring on board an aircraft, which results in injury to a
person or persons, property damage, fire, breakage, spillage, leakage of fluid or radiation or other
evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the
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transport of dangerous goods which seriously jeopardises the aircraft or its occupant is also deemed
to constitute a dangerous goods incident.
Dangerous Goods Regulations, IATA DGR

The latest effective edition of the IATA Dangerous Goods Regulations including the Supplement and
any Addendum, approved and published by decision of council of the International Air Transport
Association (IATA).
Section: 9
Page: 6
Ground Operations
Dangerous Goods Transport Document (Shipper's Declaration)

A document which is specified by the IATA DGR and/or ICAO TI. It is completed by a person who
offers dangerous goods for air transport and contains information about those dangerous goods. The
document bears a signed declaration indicating that the dangerous goods are fully and accurately
described by their proper shipping names and UN numbers (if assigned) and that they are correctly
classified, packed, marked, labelled and in a proper condition for transport.
Exemption
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An approval from states concerned regarding transportation of normally forbidden dangerous goods
to be flown from, to over or in transit where such state agrees to an exemption from the certain
provisions of the IATA DGR. Exemptions may also concern other parts of the regulations.
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Excepted quantities
Very small quantities of dangerous goods as cargo, which except them from the usual provisions for
dangerous goods such as documentation, hazard labels and packagings, see IATA DGR 2.6
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Freight container
A freight container is an article of transport equipment for radioactive material designed to facilitate
the transport of such material, either packed or unpacked, by one or modes of transport.
Handling Agent
An agency which performs on behalf of the Company some or all of the latters function including
receiving, loading. unloading. transferring or other processing of passengers or cargo.
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High Consequence Dangerous Goods
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DG for which Security Plans according to IATA DGR 1.6 need to be applied (see 9.3.1 mom 2).
ID-number
A temporary identification number for dangerous goods (starting with 8) for which a UN-number has
not yet been allocated.
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Overpack
An enclosure used by a single shipper to contain one or more packages and to form one handling unit
for convenience of handling and stowage. Dangerous goods packages contained in the overpack
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must be properly packed, marked, labelled, and in proper condition as required by the IATA-
Dangerous goods Regulations.
Package
The complete product of the packing operation consisting of the packaging and the contents prepared
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for transport.
Packing Groups
An indication of the relative degree of danger presented by various articles and substances within a
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class or division. Roman numerals, I, II, III are used to represent "high danger", "minimum danger"
and "minor danger". The following substances have been assigned Packing Groups: Classes 3, 4, 8,
9 and division 5.1 and 6.1.
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Proper Shipping Name

The name to be used to describe a particular article or substance in all shipping documents and
notifications and, where appropriate, on packagings.
Safety Advisor
The person responsible for monitoring compliance with the rules governing the transport of dangerous
goods and other practices and procedures.
Section: 9
Serious Injury
An injury which is sustained by a person in an accident and which:
1. Requires hospitalisation for more than 48 hours, commencing within seven days from the date the
injury was received, or
2. Results in a fracture of any bone (except simple fractures), or
3. Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage, or
4. Involves injury to any internal organ, or
5. Involves second or third degree burns affecting more than 5% of the body surface, or
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6. Involves verified exposure to infectious substances or injurious radiation.
State of Origin
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The state in whose territory the dangerous goods were first loaded on an aircraft.
Technical Instructions, ICAO TI

The latest effective edition of Technical Instructions for the Safe Transport of Dangerous Goods by Air
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(Doc 9284-AN/905), including the Supplement and any Addendum, approved and published by
decision of council of the International Civil Aviation Organisation (ICAO).
UN number
The four digit number assigned by the United Nations Committee of Experts on the Transport of
Dangerous Goods to identify a substance or a particular group of substances.
Unit Load Device

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Any type of aircraft container, aircraft pallet with a net or aircraft pallet with a net over an igloo.
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NOTE: An overpack is not included in this definition; for a container containing radioactive
material, see definition for freight container.
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Section: 9
Page: 8
Ground Operations
9.2 Responsibilities
Everybody involved in the transport chain of dangerous goods have to be properly trained in order to
maintain safety and adherence to the regulations.
9.2.1 The Shipper is responsible for:

1. If the substance/item is classified as dangerous goods.
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2. That the substance/item is not forbidden for transport by air.
3. That the substance/item is properly classified, packed, marked and labelled and documented.
4. That special arrangements are made as applicable.
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5. Shippers is responsible for training of own personnel.
9.2.2 The Operator is responsible for:

1. Accepting the shipment by ensuring, as far as possible, that the shipment has been prepared in
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accordance with the IATA DGR and/or ICAO TI.
2. Storage, loading, inspection, information, reporting and training (including retention of records).
NOTE: Within NextJet the Ground Operations Manager has the overall responsibility for
Dangerous Goods.
Basic requirement for transportation of dangerous goods is the permanent approval held by NextJet
which requires that following are satisfied:
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1. All relevant documents for ground handling, aircraft handling and training containing information
and instructions on dangerous goods.
2. Procedures must be at hand to ensure the safe handling of dangerous goods at all stages of air
transportation.
3. Adequate training must have been given to all staff who is either engaged in the transport of
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dangerous goods or who may come into contact with them during their duties.
4. The Company is responsible that only those dangerous goods will be transported which are
labelled and marked according to the IATA/ICAO regulations.
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NOTE: All documents concerning Dangerous Goods shall after the flight be stored in the flight
envelope to be kept minimum 3 months. Responsible OP
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Section: 9
9.3 Approval For Transportation Of DGR

NextJet is approved by the STA to Transportation of Dangerous Goods. The approval is found on the
Operations Specifications of which there is a copy in the aircraft log. The AOC is numbered SE-056.
NOTE: Some states requires that an approval is obtained from the national authorities in spite of
that NextJet holds a permanent approval to carry dangerous goods. See Appendix 9.10
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for details.
NOTE: For dangerous goods that is normally are forbidden for transport exemptions/approval
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from states concerned must be present (see 9.7)
Ground Operations Manager is responsible for operational coordination of dangerous goods within
NextJet. The Commander is in all cases responsible for goods taken on board.
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All documents concerning Dangerous Goods shall after flight be stored in NextJet Flight Envelope
for a minimum of 3 months. Responsible OP.
9.3.1 Restrictions on Transport of Dangerous Goods

NextJet do not accept transportation of the following without prior approval:
1. 1. Class 7, Radioactive Material Category II and III.
2. 2. High Consequence Dangerous Goods, (DG for which Security Plans according to IATA DGR
1.6 need to be applied), which are:
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a) Division 1.1 explosives
b) Division 1.2 explosives
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c) Division 1.3 compatibility group C explosives
d) Division 1.4 explosives UN:0104, 0237, 0255, 0267, 0289, 0361, 0365, 0366, 0440, 0441,
0455, 0456 and 0500
e) Division 1.5 explosives
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f) Division 2.3 Toxic Gas (excluding aerosols)

g) Class 3 desensitised explosives UN: 1204, 2059, 3064, 3343, 3357 and 3379
h) Division 4.1 desensitised explosives UN1310, 1320, 1321, 1322, 1336, 1337, 1347, 1348,
1349, 1354, 1355, 1356, 1357, 1517, 1571, 2555, 2556, 2557, 2852, 2907, 2956, 3241, 3342,
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3251, 3317, 3319, 3344, 3364, 3365, 3366, 3367, 3368, 3369, 3370, 3376, 3380 and 3474
i) Division 6.1 Toxic Substances of Packing Group I except when carried as Excepted Quantities
according to IATA DGR 2.7.
j) Division 6.2 Infectious Substances of Category A (UN2814 and UN2900) and
k) Class 7 Radioactive Material in quantities greater than 3000 A1 (special form) or 3000 A2 as
applicable in Type B and Type C packages.*
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NOTE: Item k just listed as definition reference as NextJet do not normally carry ANY Category II
and/or III packages.
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3. Substances in Division 4.1, Flammable Solids, and Division 5.2, Organic Peroxide, for which the
Keep Away From Heat-label is required.
4. Cargo Aircraft Only shipments/packages.
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Section: 9
Page: 10
Ground Operations
9.4 Dangerous Goods In Operators Property

An approval is not required for dangerous goods, which are required to be on board an aircraft for
operating reasons or airworthiness, safety and for the health of passengers and crew. Such
dangerous goods include but are not limited to:
1. Batteries
2. Fire extinguishers
3. First Aid kits
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4. Portable Oxygen Supply
5. Life Saving Appliances
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6. Air fresheners and insecticides
7. Catering and cabin service supplies
NOTE: Articles intended as replacements for those referred to above must be transported as
dangerous goods in accordance with the provisions of the dangerous goods regulations.
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An approval is not required for dangerous goods that are carried for use in flight as a veterinary aid or
as a humane killer for an animal.
An approval is not required for Dangerous Goods which are carried in flight for medical aid for a
patient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilising wipes) and
wet cell or lithium batteries, providing:
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a) the gas cylinders have been manufactured specifically for the purpose of containing and
transporting that particular gas;
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b) the drugs and medicines and other medical matter are under the control of trained personnel
during the time when they are in use;
c) the equipment containing wet cell batteries is kept, and, when necessary secured, in an upright
position to prevent spillage of the electrolyte; and
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d) proper provision is made to stow and secure all the equipment during take-off and landing and at
all other times when deemed necessary by the commander in the interests of safety.
These Dangerous Goods may also be carried on a flight made by the same aircraft to collect a patient
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or after that patient has been delivered when it is impracticable to load or unload the goods at the time
of the flight on which the patient is carried.
NOTE: The Dangerous Goods carried may differ from those identified above due to the needs of
the patient. They are not those that are a part of the normal equipment of the aircraft.
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Section: 9
9.5 Dangerous Goods Carried By Passengers Or Crew

Dangerous Goods must not be carried in checked or carry-on baggage by passengers or crew except
as otherwise provided in Appendix 9.1 (GOM 9.16.1). All items requiring approval of the operator are
forbidden to bring on board without approval from the Flight Operations Manager or Director Ground
Operations through operations@nextjet.se. Approval shall be forwarded to the applicable handling
agent, and crew on duty.
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For items shown in Appendix 9.1 where "Approval of the Operator" is required, a request shall be sent
to operations@nextjet.se, preferably 14 days prior to departure.
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Baggage containing dangerous goods carried by passengers and/or crew members in accordance
with the IACO TI and/or IATA DGR or which has been separated from its owner during transfer/transit
(lost baggage/improperly routed) are excluded from the ICAO TI/IATA DGR and shall be handled as
any other normal mishandled baggage.
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9.5.1 Dangerous Goods for medical aid to a patient
Requests must always be sent to operations@nextjet.se preferably 14 days prior to departure.
Dangerous goods which are carried in flight for medical aid for a patient, such as gas cylinders, drugs,
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medicines, other medical material (sterilising wipes) and wet cell or lithium batteries, providing:
1. The gas cylinders have been manufactured specially for the purpose of containing and
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transporting that particular gas,
2. The drugs and medicines and other medical matter are under the control of trained personnel
during the time when they are in use,
3. The equipment containing wet cell batteries is kept and when necessary secured, in an upright
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position to prevent spillage of the electrolyte, and

4. Proper provision is made to stow and secure all the requirement during take-off and landing and at
all other times when deemed necessary by the Commander in the interest of safety.
The dangerous goods described above, for the benefit of appropriate medical care of the patient, may
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be on board on the flight to the patient, and the goods may remain on board after the patient has been
delivered when it is impracticable to load or unload the goods.
NOTE: The dangerous goods carried may differ from those above due to the needs of the
patient.
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Section: 9
Page: 12
Ground Operations
9.5.2 Wheelchairs/Mobility aids
9.5.2.1 Wheelchairs and other mobility devices with spillable batteries

Requests must always be sent from the customer to operations@nextjet.se preferably 14 days prior
to departure.
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Battery-powered wheelchairs or other similar mobility aids for use by passengers whose
mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g.
broken leg), with spillable batteries:
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1. provided that the wheelchair or mobility aid can be loaded, stowed, secured and unloaded
always in an upright position then the battery may remain installed in the wheelchair.
The handling agent must verify that:
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a. the battery terminals are protected from short circuits, e.g. by being enclosed within
a battery container;
b. the battery is securely attached to the wheelchair or mobility aid;
c. electrical circuits have been inhibited;
d. the wheelchair/battery-powered mobility aid must be carried such that it is protected
from being damaged by the movement of baggage, or cargo.
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2. if the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in an
upright position, the battery must be removed. The wheelchair or mobility aid may then be
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carried as checked baggage without restriction;
3. the removed battery must be carried in strong, rigid packagings as follows:
a. packagings must be leak-tight, impervious to battery fluid and be protected against

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upset by securing to pallets or by securing them in cargo compartments using

appropriate means of securement (other than by bracing with freight or baggage)
such as by use of restraining straps, brackets or holders;
b. batteries must be protected against short circuits, secured upright in these
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packagings and surrounded by compatible absorbent material sufficient to absorb

their total liquid contents; and
c. these packagings must be marked BATTERY, WET, WITH WHEELCHAIR or
BATTERY, WET, WITH MOBILITY AID and be labelled with the Corrosive label
and with the Package Orientation label.
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The pilot-in-command must be informed of the location of a wheelchair or mobility aid with an installed
battery or the location of a packed battery. It is recommended that batteries which are spillable should
be fitted with spill-resistant vent caps when feasible.
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Section: 9
9.5.2.2 Wheelchairs/Mobility aids with non-spillable wet batteries or with batteries which
comply with IATA-DGR special provision A123 or A199
to departure.
Battery-powered wheelchairs or other similar mobility aids for use by passengers whose mobility is
restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg),
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with non-spillable wet batteries or with Batteries which Comply with IATA-DGR special provision A123
or A199:
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1. non-spillable batteries must comply with IATA-DGR special provision A67 or the vibration and
pressure differential tests of IATA-DGR packing instruction 872;
2. the handling agent must verify:
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a. the battery terminals are protected from short circuits, e.g. by being enclosed within a
battery container;
b. the battery is securely attached to the wheelchair or mobility aid.
c. electrical circuits have been inhibited.
3. the wheelchair/battery-powered mobility aid must be secured against movement in the cargo
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hold and must be carried such that it is protected from being damaged by the movement of
baggage, or cargo;
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4. where a battery-powered or other similar mobility aid is specifically designed to allow its
battery(ies) to be removed by the user (e.g. collapsible):
a. the battery(ies) must be removed. The wheelchair/mobility aid may then be carried as
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checked baggage without restriction;

b. the removed battery(ies) must be carried in strong, rigid packagings which must be
carried in the cargo compartment;
c. the battery(ies) must be protected from short circuit;
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d. the pilot-in-command must be informed of the location of the packed battery.

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Section: 9
Page: 14
Ground Operations
9.5.2.3 Wheelchairs/Mobility Aids with Lithium Batteries

to departure.
Lithium-ion battery powered wheelchairs or other similar mobility aids for use by passengers whose
mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g.
broken leg), subject to the following conditions:
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1. the batteries must be of a type which meets the requirements of each test in the UN Manual of
Tests and Criteria, Part III, subsection 38.3;
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2. the operator must verify:
a. the battery terminals are protected from short circuits, e.g. by being enclosed within a
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battery container;
b. the battery is securely attached to the wheelchair or mobility aid;
c. electrical circuits have been inhibited.
3. mobility aids must be secured against movement in the cargo hold and must be carried in a
manner so that they are protected from being damaged by the movement of baggage or other
cargo;
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4. where a battery-powered wheelchair or other similar mobility aid is specifically designed to
allow its battery(ies) to be removed by the user (e.g. collapsible):
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a. the battery(ies) must be removed. The wheelchair/mobility aid may then be carried as
checked baggage without restriction;
b. the battery(ies) must be protected from short circuit by insulating the terminals (e.g.
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by taping over exposed terminals);

c. the removed battery(ies) must be protected from damage (e.g.) by placing each
battery in a protective pouch. The battery(ies) must be carried in the passenger cabin;
d. removal of the battery(ies) from the device must be performed by following the
instructions of the manufacturer or device owner;
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e. the battery must not exceed 300 Wh, or for a device that is fitted with two batteries
required for operation, each battery must not exceed 160 Wh;
f. a maximum of one spare battery not exceeding 300 Wh or two spares each not
exceeding 160 Wh may be carried.
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5. the pilot-in-command must be informed of the location of the mobility aid with an installed
battery or the location of the lithium battery when removed and carried in the cabin;
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Section: 9
9.5.3 Approved veterinary dangerous goods.

to departure.
An approval is not required for dangerous goods which are carried for use in flight as a veterinary aid
or as a humane killer for an animal. Note that live animals are not permitted onboard without special
approval.
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9.5.4 Provision of Information to Passengers
9.5.4.1 Information at ticket purchase

An operator must ensure that information as to the types of dangerous goods which a passenger is
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forbidden from transporting aboard an aircraft is provided at the point of ticket purchase. Information
provided via the Internet may be in text or pictorial form but should be such that ticket purchase
cannot be completed until the passenger, or a person acting on their behalf, has indicated that they
have understood the restrictions on dangerous goods in baggage.
9.5.4.2 Information at check-in and boarding areas

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An operator or the operator's handling agent and the airport operator must ensure that notices
warning passengers as to the type of dangerous goods which are forbidden for transport aboard an
aircraft are available and:
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(a) must be prominently displayed in sufficient number at each of the places at an airport:
where tickets are issued,

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where passengers check-in,
in aircraft boarding areas,

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(b) prominently displayed at any other location where passengers are checked in; and
(c) should be prominently displayed in sufficient numbers in baggage claim areas.

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9.5.4.2.1 Information content

These notices must include visual examples of dangerous goods forbidden from transport aboard an
aircraft.
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Section: 9
Page: 16
Ground Operations
9.5.4.3 Provisions for passengers and crew

An operator, of passenger aircraft, should have information of dangerous goods which may be carried
by passengers, prior to the check-in process on their web sites or other sources of information.
9.5.4.4 Remote check-in (Internet)
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When provision is made for the check-in process to be completed remotely (e.g. via the Internet), the
operator must ensure that information on the types of dangerous goods which a passenger is
forbidden to transport aboard an aircraft is provided to passengers. Information may be in text or
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pictorial form but must be such that the check-in process cannot be completed until the passenger, or
a person acting on their behalf, has indicated that they have understood the restrictions on dangerous
goods in baggage.
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9.5.4.5 Automated check-in at airport
When provision is made for the check-in process to be completed at an airport by a passenger
without the involvement of any other person (e.g. automated check-in facility), the operator or the
airport operator must ensure that information on the types of dangerous goods which a passenger is
forbidden to transport aboard an aircraft is provided to passengers. Information should be in pictorial
form and must be such that the check-in process cannot be completed until the passenger has
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indicated that they have understood the restrictions on dangerous goods in baggage.
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9.5.4.6 Lithium Ion Batteries
Lithium ion batteries may be carried as spare batteries in carry-on baggage only, or installed inside
the equipment in either checked or carry-on baggage. Batteries must be of a type that meet the
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requirements of the UN Manual of Tests and Criteria, Part III, subsection 38.3. Not more than two
individually and separated spare batteries that are protected against short circuit, may be carried per
person.
Both the operators handling agent and the airport operator shall ensure that every passenger verbally
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is informed about the applicable regulations and procedures regarding lithium Ion batteries (E.g. A
lithium battery installed in an electronic device [laptop, cell phone, etc.] is classified as protected
against short circuit and can be carried as either checked or carry-on baggage).
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9.5.4.7 Electronic Cigarettes (E-Cigarettes)

Electronic Cigarettes (E-Cigarettes) may only be accepted in carry-on baggage only. The E-cigarette
must be easy accessible during the entire flight and is not allowed to be placed in a bag that will be
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transported in the aircrafts cargo hold, that includes DAA (Delivery At Aircraft) baggage. To clarify, the
E-cigarette may be carried on ones person, in the carry-on baggage placed under the seat in front of
the passenger or in the overhead compartment/bin.
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Note: The operators handling agent shall always inform all passengers about these E-cigarette
procedures alongside with other relevant dangerous goods information during the check-in and/or
boarding process.
9.5.4.8 Passenger Check-in Procedures

Operators' check-in staff must be adequately trained to identify and detect dangerous goods carried
by passengers other than as permitted according to the latest version of IATA DGR Table 2.3 A.
Section: 9
9.6 Identification Of Dangerous Goods

Proper Shipping Name and UN numbers identifies dangerous goods. These are assigned by the
United Nations to a specific article or substance. In some cases where a UN number has not yet been
assigned, a temporary ID-number in the 8000-series has been assigned until a UN-number has been
published.
The absence of an article or substance from the IATA DGR list should not be interpreted as permitting
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its unregulated carriage by air. There will be occasions when substances will be offered for transport
which do not appear in the list of dangerous goods. To cover such dangerous goods, un number of
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generalised entries have been included on the list which refer to groups or categories of substances,
for example Toxic, liquid, organic n.o.s (n.o.s.= not otherwise specified). These entries may require
the technical name of the substance in parenthesis following the Proper Shipping Name.
NOTE: Listing of Dangerous Goods ca be found in the IATA DGR or in the ICAO Document
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9481/-AN/928 Emergency Response Guidance for Aircraft Incidents Involving
Dangerous Goods
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Consumer Warning Labels

An article or substance may bear a warning symbol or consumer hazard labelling.
The article or substance contained in the package may not necessarily meet the criteria for
classification according to IATA DGR. Clarification should be obtained from the Shipper before the
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package is accepted as non restricted.
9.6.1 Identification of Forbidden Dangerous Goods Subject to Exemption

Exemptions may be granted by the states concerned to carry dangerous goods which are identified
as FORBIDDEN by IATA DGR Section 4, but where UN-No is shown in column A in subsection 4.2
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and the PROPER SHIPPING NAME are shown in BOLD type.

Dangerous Goods which are identified as FORBIDDEN by IATA DGR Section 4 WITHOUT UN-No in
Column A are forbidden for transport under any circumstances.
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Section: 9
Page: 18
Ground Operations
9.7 Acceptance Of Dangerous Goods

Dangerous goods shall be accompanied by a dangerous goods transport document (Shipper's
Declaration) issued by authorised person, unless otherwise specified in the IATA DGR and/or ICAO
TI.
When dangerous goods are transported the transport document, labelling and marking must be in the
English language in addition to any other language requirement.
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NOTE: Articles and substances which are identified in the IATA DGR and/or ICAO TI as being
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forbidden for transport under any circumstances, may not be accepted for transport on
NextJet aircraft.
NOTE: Special attention shall be given to such dangerous goods that normally are forbidden but
for which state exemption/approval can be granted to ensure that such
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exemption/approval are present. It must also be ensured that state approval required
according to Special Provisions A1, A2 and A109 in the IATA DGR 4.2 column M have
been obtained
NextJet does not accept a unit load device containing dangerous goods from a shipper other than:
A freight container for radioactive material
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A unit load device containing consumer commodities when prepared according to Packing
Instruction 910
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A unit load device containing Carbon Dioxide (Dry Ice) used as an refrigerant for other dangerous
goods.
A unit load device containing magnetised material provided prior approval has been obtained
NextJet will not accept a package, over-pack or a unit load device containing dangerous goods for
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transport unless it is accompanied by two copies of the Shippers Declaration for Dangerous Goods.
One copy shall accompany the shipment to its destination and one copy will be retained by NextJet
where it will be possible to obtain access to it within a reasonable period.
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All packages must be in compliance with ICAO TI / IATA DGR and prepared according to the packing
instructions therein.
NextJet will not accept a package, over-pack or unit load device unless it has been inspected and
found it free from damage or evidence of leaking or other indication that the shipment has been
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compromised with and that it is properly marked and labelled (see 9.11.5 and 9.13.4 for
damaged/leaking DG).
With regard to overpacks it is imperative that the overpack does not contain package(s) bearing the
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Cargo Aircraft Only label
The statement INNER PACKAGES COMPLY WITH PRESCRIBED SPECIFICATIONS appears on

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an over-pack to enclose any packages bearing the UN Specification Markings or Type A or B

markings for radioactive material, unless these packages are clearly visible.
The marking LIMITED QUANTITY or LTD QTY on packages containing dangerous goods in limited
quantity
Proper Shipping Names, UN or ID numbers, labels, special handling instructions and the name and
address of the shipper and consignee appearing on the interior packages are clearly visible or
reproduced on the outside of the over-pack.
Section: 9
9.7.1 Acceptance Checklist (DGAC)

Before dangerous goods are accepted a checklist (DGAC) as described in IATA DGR must be used
by the dedicated staff (normally with the handling agent) trained to perform acceptance checks to
ensure as far as possible that shipments are not leaking or damaged, that they are correctly marked
and labelled and that all documents have been prepared and completed and all other requirements of
the IATA DGR has been fulfilled.
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Where the acceptance check is performed by a handling agent it shall be clear, through an agreement
that the handling agent is to perform this on behalf of NextJet. Compliance shall be verified through
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the quality assurance programme.
In conjunction with an ad-hoc charter or ad-hoc shipment on routes where no DG agreement is
present i.e. where local arrangements has not yet been made, the Commander shall not accept
Dangerous Goods.
All acceptances shall be recorded on a list either manually or by computer.
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An example of a DGAC is found in Appendix 9.7.
9.7.2 Accepting Infectious Substances

Advance arrangements must be made with the Shipper before a shipment of infectious substances is
accepted, due to ensure expeditious carriage.
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Shipping papers must show commercial transport flight numbers with date and destination and all
airport(s).
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The package(s) must be clearly marked with the name and telephone number of a responsible
person.
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9.7.3 Acceptance of Dry Ice UN1845

The amount of dry ice that can be carried on board the aircraft is a function of the aircraft volume, rate
of air exchange, and the size of the dry ice packages. NextJet has limited the total amount of Dry Ice
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to be carried to 15 kg. A shippers declaration is not required if the dry ice is a cooling agent for non-
DG however a NOTOC must be issued (For dry ice in passenger bagage see appendix 9.16.1).
9.7.4 Denied acceptance of dangerous goods

If a dangerous goods consignment does not pass the acceptance check due to errors or omissions by
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the shipper the applicable acceptance documentation has to be retained for a minimum period of
three months after the completion of the acceptance checklist. Dangerous goods shipments that show
any signs of leakage, damage or loose markings/labels may never be accepted for transport and shall
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be rejected.
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Section: 9
Page: 20
Ground Operations
9.8 Packing Requirements

Dangerous Goods must be packed in packagings that has been subjected to performance tests
designed to ensure that the packages tested will not lose any of their contents under normal transport
conditions, by changes in temperature, humidity or pressure (resulting from altitude, for example) or
by vibration. The severity of the tests on a packaging is dependent on the degree of danger of the
intended contents as expressed by their packing group. These will bear UN markings. These
provisions apply to both new packagings and packagings which are reused.
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For packing purposes, dangerous goods are divided into three packing groups, depending upon the
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degree of danger they represent, and the packagings are also manufactured according to these
hazard degrees.
Packing Group I - great danger - requires a "X"-packaging

Packing Group II - medium danger - requires a "Y"-packaging (or X)
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Packing Group III - minor danger - requires a "Z"-packaging (or X or Y)
Limited Quantity Packaging

Limited Quantities of dangerous goods are dangerous goods that, when shipped in reasonable limited
quantities present a reduced hazard during transport and can be safely carried in good quality
packagings. These packagings meet the construction requirements, but have not been tested and do
not bear UN markings. These packages must however bear the marking "Limited Quantity" or "LTD.
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QTY. "to indicate that they qualify for these provisions. "Y"- Packing Instructions are used for
dangerous goods that are permitted in Limited Quantities as shown in the List of Dangerous Goods.
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Other types of packaging
Certain packing instructions do not require UN Specification Packaging. For example, some
Consumer Commodities can be shipped in packagings of a type intended for retail sale.
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Section: 9
9.9 Marking Of Dangerous Goods

The shipper is responsible for marking each package of dangerous goods and each overpack and/or
ULD containing dangerous goods in compliance with the provisions of the requirements in IATA DGR
and/or ICAO TI.
1. Markings which identify the design or specification of a packaging, irrespective of its use and/or
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contents. These markings specification packaging markings are normally applied by the
packaging manufacturer.
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Below is shown an example of a Specification Packaging Marking:
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4G/Y50/S/96/A/PA-02/2909
There are many variations of this marking but they all have the symbol in common.
2. Markings, which identify the use of a particular packaging for a particular shipment, e.g. indication
of contents, shipper, consignee etc. These are called PACKAGE USE MARKING and shall as a
minimum consist of:
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a) The Proper Shipping Name(s)
b) Example: CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S. (Caprylyl Chloride)
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c) UN or ID Number(s) example: UN 3265.
d) Name and address of the shipper and consignee.
e) Net of gross mass for class 2-8 + Dry Ice as required by IATA DGR.
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IN ADDITION
to the minimum required package use markings, additional markings are required for certain types of
goods each of which, or combination of, is an indication that dangerous goods may be present. These
additional markings are shown in the table below and also what kind of dangerous goods they may
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indicate.
Marking: Indicates presence of:

Net weight Dry Ice
Net weight and Gross weight Explosives
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Name and telephone number Infectious substances

Type An Type B or Type C Radioactive material
Keep upright Refrigerated liquefied gas
Do not drop handle with care Refrigerated liquefied gas
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General emergency instructions Refrigerated liquefied gas

Limited Quantity or LTD QTY Any dangerous goods in
quantities
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Inner packages comply with Any dangerous goods

prescribed specifications
A natural, healthy level of curiosity is recommended. Why does a package bear the marking e.g.
Keep up right? What can happen if it falls over? Even though it does not contain dangerous goods
per definition, it may contain substances that could cause a clean up problem or affecting other load.
Section: 9
Page: 22
Ground Operations
9.9.1 Baggage/Load that can be Suspected of Containing Dangerous Goods

When inquiring about the contents of a package, either at check-in or onboard, special attention
should be given to the customers answer with aspect to hidden dangerous goods. The list below
shows some typical examples of generic answers worth paying extra attention to. Note that the list is
not in anyway complete. Special attention shall be paid to the following when in doubt whether the
item is allowed on board or not, or has been properly declared as dangerous goods, the item shall be
left on ground:
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The items left on ground has be reported as an incident of Dangerous goods according to GOM
9.13.3
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Description Possible contents Conditions
Back packs and Charcoal for barbecue Forbidden
camping Gas ring and gas stove with Forbidden
equipment fuel
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Kerosene Forbidden
Matches or lighter Not allowed in baggage on ones person only
Lighter flints Forbidden
Light flares Forbidden
Boat equipment Flammable liquids Forbidden
Compressed gas Forbidden
Flares Forbidden
Paint Forbidden unless fully demonstrated that the paint is neither
Bull Semen Dry ice or liquefied gas

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flammable nor toxic
Approval needed see table in Appendix 9.1
Breathing Cylinders of com-pressed air or
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Apparatus oxygen
Camping gear See Back packs above
Car parts Wet batteries Forbidden without electrolyte fully discharged
Paint Forbidden unless fully demonstrated that the paint is not
dangerous
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Solvents and sealant Forbidden unless demonstrated that they are not dangerous
Chemicals Often found to be dangerous Forbidden unless demonstrated that they are not dangerous
Cylinders Compressed gas Forbidden unless oxygen required for medical aid see 9.5.1 and
table in appendix 9.1
Dental apparatus May contain hazardous
chemicals such as resins or
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solvents
Diagnostic Infectious substances Forbidden unless no risk of pathogenicity as per risk groups 2-4
specimen assigned by WHO in The WHO laboratory Biosafety Manual
If Dangerous goods not permitted in checked in baggage is discovered in checked in bags, the bag
shall be removed and not loded at the aircraft . The incident shall be reported in accordance to 9.13
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Section: 9
Description Possible contents Conditions

Diving equipment High intensity diving lamps which Approval needed see table in Appendix 9.1
can generate high heat when
exposed to open air, Bulb or
battery should be disconnected
Compressed gas Forbidden unless demonstrated to be empty at check-in
Drilling or mining Explosives Forbidden
equipment
Electrically Wet cell batteries Forbidden unless installed in a mobility aid - see table in
powered Appendix 9.1. or without electrolyte and fully discharged
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apparatus
Expedition May contain explosives (flares). Forbidden
equipment Flammable liquids, flammable
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gas or other dangerous goods
Frozen May contain liquid nitrogen or dry Approval needed see table in Appendix 9.1
substances ice.
Household good May contain hazardous material Forbidden unless fully demonstrated that they are not
such as paint, glue, aerosols, dangerous
bleeching goods powder,
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detergents etc
Industrial Chemical tests Forbidden
packages Radioactive material Forbidden
Gas tubes for diving Forbidden unless demonstrated to be empty at check-in
Dry batteries Not restricted
Dry batteries containing Forbidden
potassium hydroxide
Wet cell batteries Forbidden unless installed in a mobility aid see table in
Appendix 9.1. or without electrolyte and fully discharged.
Contagious substances
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Forbidden
Paint Forbidden unless fully demonstrated that the paint is not
dangerous.
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Instruments May conceal barometers, Forbidden except barometers and thermometers carried by a
manometers, mercury switches, official representative see table in Appendix 9.1.
thermometers, rectifier tubes etc,
containing mercury.
Medical supplies May contain dangerous Forbidden unless fully demonstrated to be not dangerous
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chemicals
Military baggage Blank cartridges Forbidden
Ammunition Forbidden, unless for sporting purposes see Appendix 9.1.
Hand- and smoke grenades Forbidden
Pharmaceuticals May contain dangerous Forbidden unless fully demonstrated to be not dangerous
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chemicals.
Photo equipment May contain dangerous Forbidden unless fully demonstrated to be not dangerous
chemicals.
Repair kit May contain adhesives paint, Forbidden
peroxides, solvents etc.
Show, film special May contain explosive and Forbidden
effects flammable dangerous goods.
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Swimming pool May contain chemicals or other Forbidden

equipment. dangerous goods.
Tools May contain explosives, Forbidden unless fully demonstrated to be not dangerous.
compressed gas, flammable gas
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flammable adhesives, paint,

corrosive etc.
Vaccines Infectious and packed in dry ice. Forbidden unless no risk of pathogen city as per risk groups 2-4
assigned by WHO in The WHO Laboratory Bio safety Manual
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or needed for medical as per 9.5.1 If established to be non-

dangerous and packed in dry ice, carriage is approved regarding
the dry ice see table in Appendix 9.1.
NOTE: The entry Forbidden unless fully demonstrated to be not dangerous or wording to that
effect means that if the customer cannot show a certificate from the manufacturer or by
other means satisfactory ensure that the item is not to be classified as dangerous goods,
the item shall be left behind.
Section: 9
Page: 24
Ground Operations
9.10 Labelling Of Dangerous Goods

It is the responsibility of the Shipper to ensure that all packages, overpacks and/or ULDs are correctly
labelled according to IATA DGR. Packages, overpacks and/or ULDs with labels missing or wrongly
affixed at the time of acceptance will not be accepted for transport.
9.10.1 Replacement of Labels
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When a label has become lost, illegible or detached from shipments subsequent to the time of
acceptance, such labels are must be replaced in accordance with the information provided on the
Shippers Declaration for Dangerous Goods.
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Such requirement for the replacement of labels shall not apply where labels are found to be missing
or illegible at the time of acceptance.
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9.10.2 Hazard Labels
9.10.2.1 Class 1 Explosives (REX RCX, RGX)
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9.10.2.2 Class 2 Gases

Div 2.1 Flammable Gas Div 2.2 Non Toxic, non- Div 2.3 Toxic gas (RPG)
(RFG) flammable gas (RNG; RCL)
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Section: 9
9.10.2.3 Class 3 Flammable Liquid (RFL)
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9.10.2.4 Class 4 Flammable Solids etc.
Div 4.1 Flammable Div 4.2 Spontaneously Div 4.3 Dangerous when wet
Solids (RFS) Combustible (RSC) (RFW)
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9.10.2.5 Class 5 Oxidizing Substances and Organic Peroxides
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Div 5.1 Div 5.2 -

Toxic Substances Infections Substances
(RPB) (RIS)
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9.10.2.6 Class 6 Toxic and Infections Substances

Div 6.1 Toxic Substances Div 6.2 - Infections Substances
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(RPB) (RIS)
Section: 9
Page: 26
Ground Operations
9.10.2.7 Class 7 Radioactive Material

Category I White (RRW) Category II Yellow, (RRY) Category III Yellow (RRY) (Not
(Not accepted by NextJet, see accepted by NextJet, see 9.3.1)
9.3.1)
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Critically Safety Index (CSI)
label for fissile material.
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9.10.2.8 Class 8 Corrosive Material (RCM)
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9.10.2.9 Class 9 Miscellaneous Dangerous Goods (RMD, RSB, ICE, MAG)

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Section: 9
9.10.2.10 Handling Labels

Magnetized material Cargo Aircraft Only (CAO) Cryogenic Liquids
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Package orientation Package orientation Keep away from heat
(alternate design)
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Radioactive Material Lithium Battery Label
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Excepted Package
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Section: 9
Page: 28
Ground Operations
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Section: 9
9.11 Loading Of Dangerous Goods

Articles and substances which are identified in the IATA DGR and/or ICAO TI as being forbidden for
transport under any circumstances, may not be accepted for transport on NextJet aircrafts (see 9.6.1
and 9.7).
Dangerous goods must not be carried in the cabin of an aircraft occupied by passenger or on flight
deck, except as provided for in the IATA DGR and/or ICAO TI.
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9.11.1 Loading and Stowage
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Dangerous goods must be loaded, stowed and secured on an aircraft as required by IATA DGR
and/or ICAO TI. This includes segregating package from each other when they contain incompatible
dangerous goods. Packages shall be secured to ensure their orientation or position does not change
to the extent that they may be damaged or may affect baggage and other load. Likewise, other load
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must be secured so it cannot shift so that it affects dangerous goods an/or segregation thereof.
9.11.1.1 General principles

1. Damaged parcels must not be loaded.
2. The package must agree with the loading list.
3. Liquids must be loaded in an upright position.
4. The package must be secured against movement.
5.
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Light packages must be protected against heavier cargo.
6. Compatibility must be checked. Incompatible dangerous goods have to be segregated.
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7. Additional state regulations must be adhered to.
8. The cargo hold must be checked for spills prior to loading and upon unloading.
9. Cargo Aircraft Only packages must never be loaded on NextJet aircraft.
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9.11.2 Securing of Dangerous Goods

When dangerous goods are loaded in an aircraft it must be protected from damage. The goods must
be secured in the aircraft in a manner that will prevent any movement in flight which could change the
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orientation of the goods.
For goods containing Radioactive material the securing must be adequate to ensure that the
separation requirements are met at all times.
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Section: 9
Page: 30
Ground Operations
9.11.3 Separation of Incompatibel Dangerous Goods

The following charts are used to determine if dangerous goods are allowed to be stowed together or
not. X indicates classes which are incompatible with each other and MUST be physically separated by
non-dangerous cargo, or separately tied down on the pallet or the aircraft floor.
Basis for the compatibility check are the hazard labels on the packages which have the class or
division number displayed in the bottom hand corner of the label.
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Hazard Label 1 1.4S 2 3 4.2 4.3 5.1 5.2 8
1 excluding Note 1 Note 2 X X X X X X X
1.4.S
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1.4 S Note 2 - - - - - - -
2 X - - - - - - -
3 X - - - - X - -
4.2 X - - - - X - -
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4.3 X - - - - - - X
5.1 X - X X - - - -
5.2 X - - - - - - -
8 X - - - X - - -
Note 1: Explosives bearing to the same compatibility group letter and the same division number
may be stowed together. Explosives of the same compatibility group but different
divisions may
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Only Div 1.4.S are permitted on passenger aircraft.
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Only Division 1.3C and G and Div 1.4B, C, D, E, G and S are permitted on Cargo aircraft
only.
Div 1.4B and Div 1.3 must not be loaded together. When in ULDs, they must be
separated with other cargo with minimum 2 m. When not in ULDs, they must be loaded
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in different, non-adjacent loading positions and separated by other cargo with a minimum
of 2 m
Note 2: Explosives in Compatibility Group S may be stowed with explosives in all compatibility
groups.
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Note 3: Division 4.1, Class 6, 7 and 9 are not included as they do not need segregation from
other types of dangerous goods.
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Section: 9
9.11.3.1 Separation of Dangerous Goods and Other Load

Class or Name ICE FIL HUM EAT HEG AVI
Division
/Cargo
Imp
Code
2.2 / Cryogenic
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RCL Liquid
6 / RPB, Toxic and
RIS Infectious 1 1
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substances
7 / RRY Radioactive 3 3 3
ICE Dry Ice 2
HUM Human
Remains
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EAT Foodstuffs
HEG Hatching
eggs
AVI Live 2
animals
Shall not be loaded in close proximity of one another (min 0.8 m

apart).
1
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Must not be loaded in the same compartment unless loaded in ULDs
not adjacent to one another or in closed ULDs.
2 Must not be loaded in the same compartment.
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Applies to laboratory animals and to animals which are natural
enemies.
3 Minimum separation distance as specified by IATA regulations.
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9.11.3.1.1 Living Human Organs/Blood

Living Human Organs/BloodLiving human organs/blood (LHO) may be loaded in the same hold as
radioactive materials Categories II and III (Yellow labelRRY), provided that LHO shall be separated
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by the same distance as applicable to persons in accordance with the DGR requirements (see DGR
9.3.12 and Table 9.3.D).
Living human organs/blood (LHO) should be adequately separated from human remains in coffins
(HUM).
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Section: 9
Page: 32
Ground Operations
9.11.4 Loading of Radioactive Materials
NOTE As NextJet do not accept to transport Radioactive Materials of Cat II and III without prior
approval from Flight Operations Department, this section is for information only and to be
readily available should an exemption be made.
Category Transport Index Radiation Level
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I White 0 - 5Sv/hr (0.5 mrem/h)
II - Yellow 01 5Sv/hr (0.5 mrem/h) 0.5 mSv/h
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(50 mrem/h)
III - Yellow 1- 0.5 mSv/h (50mrem/h)
In order to keep the exposure to radiation as low as possible, packages of radioactive materials
should be stowed as far away from passengers and crew as possible. The separation distances
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shown in tables below are the minimum distances that should be applied.
Any package or over-pack having a transport index greater than 10 (ten) as well as where the total
transport indices for a shipment exceeds 200, must be carried only under exclusive use meaning that
the entire aircraft must be for the sole use of a single shipper.
If the shipment contains fissile material the total sum of transport indices must not exceed 100 if the
transport is under exclusive use. If the transport is not under exclusive use the transport indices for
the fissile part of the shipment must not exceed 50.
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Section: 9
9.11.4.1 Separation of Radioactive Materials

If more than one package, over-pack or freight container is placed in the aircraft, the minimum
separation distance for each individual package, over-pack or freight container must be determined in
accordance with the above table, on the basis of the sum of the transport indices of the individual
packages, over-packs or freight containers. Alternatively, if the packages, over-packs or freight
containers are separated into groups, minimum distance from each group to the nearest inside
surface of the partitions or floors of the passenger cabin or flight deck is the distance applicable to the
sum of the transport indices within the individual groups, provided that each group is separated from
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each other group by at least three times the distance applicable to the one that has the larger sum of
transport indices.
Total Sum of Minimum Distance
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Transport Indices metres ft.In
0.1 to 1.0 0.30 10
1.1 to 2.0 0.50 18
2.1 to 3.0 0.70 24 Note
3.1 to 4.0 0.85 210
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4.1 to 5.0 1.00 34 For larger sums of transport
5.1 to 6.0 1.15 310 indicies, to be carried by
6.1 to 7.0 1.30 44 cargo aircraft only, see IATA
7.1 to 8.0 1.45 49 DGR Table 9.3.E
8.1 to 9.0 1.55 51
9.1 to 10.0 1.65 55
10.1 to 11.0 1.75 59
11.1 to 12.0 1.85 61
12.1 to 13.0 1.95 65
13.1 to 14.0 2.05 69
14.1 to 15.0 2.15 71
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15.1 to 16.0 2.25 75
16.1 to 17.0 2.35 79
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17.1 to 18.0 2.45 81
18.1 to 20.0 2.60 86
20.1 to 25.0 2.90 96
25.1 to 30.0 3.20 106
30.1 to 35.0 3.50 116
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35.1 to 40.0 3.75 124

40.1 to 45.0 4.00 131
45.1 to 50.0 4.25 1311
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Section: 9
Page: 34
Ground Operations
9.11.4.2 Separation of Radioactive Materials vs Photographic Film and Plates
Category II Yellow and Category III Yellow packages must be separated as per the minimum
distances shown in the table below.
Total sum Duration of Carriage

of 2 hours or 2-4 hours 4-8 hours 8-12 hours 12-24 hours 24-28 hours
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Transport less
Indices (m) ft.in. (m) ft.in. (m) ft.in. (m) ft.in. (m) ft.in. (m) ft.in.
1 0.4 14 0.6 20 0.9 30 1.1 38 1.5 50 2.2 72
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2 0.6 20 0.8 28 1.2 40 1.5 50 2.2 72 3.1 102
3 0.7 24 1.0 34 1.5 50 1.8 510 2.6 86 3.8 126
4 0.8 28 1.2 40 1.7 58 2.2 72 3.1 102 4.4 146
5 0.8 28 1.3 44 1.9 62 2.4 710 3.4 112 4.8 15*10
10 1.4 48 2.0 66 2.8 92 3.5 116 4.9 160 6.9 228
20 2.0 66 2.8 92 4.0 132 4.9 160 6.9 228 10.0 32*10
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30 2.4 710 3.5 116 4.9 160 6.0 198 8.6 282 12.0 394
40 2.9 96 4.0 132 5.7 188 6.9 228 10.0 32*10 14.0 4510
50 3.2 106 4.5 14*10 6.3 208 7.9 2510 11.0 360 16.0 526
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Section: 9
9.11.5 Damaged and Leaking Dangerous Goods

Immediately before being loaded (onto the aircraft or into an ULD) and prior to and after unloading (of
the aircraft or out of an ULD) all packages, overpacks and freight containers must be inspected by the
responsible person (Loading supervisor, Teamleader, Red Cap, TRC or what ever the term locally
may be) for evidence or damage or leakage according to the IATA DGR and/or ICAO TI. On routes
where no local arrangements have been made, the accompanying dedicated acceptance staff (as
per 9.7.1) or a crewmember allocated by the Commander will be responsible for all inspections.
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NOTE: Any leaking or damaged packages or overpacks may not be loaded onto an aircraft.
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If a package of dangerous goods is found damaged or leaking it shall be removed (or arrangements
for removal be made according to local procedures) from the aircraft and reported according to the
procedure in 9.13. The aircraft interior and surrounding load shall be inspected in order to ensure that
no damage has occurred to the aircraft or its equipment. In addition an evaluation shall be conducted
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to identify and prevent from transport any baggage, cargo, transport devices or other items that may
have become contaminated.
NOTE: Shipper /Customer must be informed of any and non-conformity and/or irregularity.
Contamination found as a result of leakage or damage of the dangerous goods shall be removed
immediately. An aircraft which has been contaminated by radioactive materials must be taken out of
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service immediately. The aeroplane shall not be returned into service until it has been
decontaminated by qualified staff (see note below) and the radiation level at any accessible surface
resulting from fixed-radiation is less than 5Sv/h and non-fixed contamination does not exceed the
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values in the table below:
Contamination Applicable limit*

Bq/cm2
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Beta and Gamma emitters and low

toxicity alpha emitters 4,0
All other alpha emitters 0,4

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* The above limits are applicable when averaged over any area of 300cm2 of any part of the
surface.
NOTE: Removal of contamination, handling of spillage etc. must be performed by specially

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trained staff in accordance with national legislation. Contact handling agent to ensure
that local rescue services are alerted and ensure that all persons are moved away from
the vicinity of the aircraft.
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Section: 9
Page: 36
Ground Operations
9.12 Notification To Commander

The PIC of an aircraft on which dangerous goods are carried must be informed before the flight of
dangerous goods on board, as provided for in the IATA DGR and/or ICAO TI. This statement is called
Dangerous Goods Notification to Commander (NOTOC). The information shall be in English (in
addition to any other language requirements specified in IATA DGR 2.9) and must be provided well
before departure in writing, to enable the PIC to check the validity of this information should he wish to
do so. The PIC must indicate on a copy of the NOTOC, or in some other way, that he has received
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the information and shall include the following information:
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1. Air Waybill number (when issued)
2. The proper shipping name and UN number
3. The class or division, any subsidiary risk and, for explosives, the compatibility group,
4. The packing group (where assigned),
5. The number of packages, net quantity or gross mass per package (for radioactive material
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Transport Index TI-shall be shown),
6. Loading location, and
7. Station of unloading
8. Confirmation that there is no evidence of damaged or leaking packages.
9. 24 hr emergency contact number where required by IATA DGR 2.9.
10.Preferably the emergency response guidance code (drill code), see also Appendix 9.2 where
these drill codes are deciphered.
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11.Indication that the goods are carried under a State exemption (when applicable)
The PIC must sign a copy of the NOTOC which shall remain on the departing station. A copy of the
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signed NOTOC must also be made readily available to Nextjet Operations.
When a Commander takes over a transit aircraft, a written notification for all the goods loaded at
previous stations which remain on board the aircraft must be readily available.
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The NOTOC is also used to inform the Commander of such dangerous goods in passenger's
baggage onboard where information to him/her is required according to Appendix 9.1.
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The Commander shall brief all crew members of the dangerous goods carried onboard.
NOTE: NOTOCs come in many shapes and forms and vary from operator to operator. The
sample on next page shows a generic, IATA recommended format.
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Section: 9
9.12.1 Submission of NOTOC Information

The function issuing the NOTOC (normally with the handling agent) is responsible for informing
NextJet by sending either a copy of the NOTOC or a NTM (NoToc Message) to
operations@nextjet.se; or STOHK2N and to send the same to the next schedule arrival station to the
address specified by that stations handling agent.
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Section: 9
Page: 38
Ground Operations
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Section: 9
9.13 Emergency Procedures

If you need to seek emergency medical information on Dangerous Goods, call 112 or applicable
national emergency number and ask for Toxic Information. For non-emergency in Sweden, call +46-
8-331231 during office hours.
In case of an accident all information about the dangerous goods carried shall be given to the
Authority of the State where the accident occurred and to the Authority issuing the AOC.
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9.13.1 Commanders Responsibilities
For transportation of Dangerous Goods, when a Dangerous Goods Transportation Document
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(Shippers Declaration) is required, the Commander must be provided with information which can be
used on board in planning the action required if an emergency situation is developed in flight.
The Commander is to retrieve the emergency response information from the ICAO Doc 9481 carried
onboard in order to have an idea of which hazards are carried.
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In case of an emergency the Commander must inform the Air Traffic Control about the Dangerous
Goods on board. If time permits, the information shall include the proper shipping names, class and
subsidiary risks for which labels are required. The compatibility group for class 1 and the quantity and
location of the dangerous goods on board the aircraft and UN number, if assigned, shall also be given
to the ATC. As an alternative, the Commander can defer to company operations office or departing
station but should try to give a summary of the quantities and class/division.
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In case of an accident the Company shall give all information about the dangerous goods carried to
the Authority of the State where the accident occurred and to the Authority issuing the AOC.
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9.13.2 Treatment of Dangerous Goods in the Cabin
(see Appendices 9.3 and 9.4)
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When/if dangerous goods are discovered in the hand baggage of a passenger during flight, the crew
must:
1. Ask the passenger concerned to identify the item and explain its nature;
2. Inform the Commander who will take precautionary actions as necessary, e.g. switch on the no
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smoking sign if there is a risk of ignition or explosion;

3. Check for leakage, spillage, smoke or fire;
4. Inform ground personnel after landing;
5. File a Dangerous Goods incident report according to 9.13.3.
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Section: 9
Page: 40
Ground Operations
9.13.3 Dangerous Goods Incident and Accident Reports

Any type of dangerous goods incident or accident shall be reported to the Authority (in the State
where it occurred and to the Authority issuing the AOC), irrespective of whether the dangerous goods
are contained in cargo, or baggage including miss- or undeclared dangerous goods.
The report must reach the Authority within 72 hours. Initial reports may be made by telephone or fax
which must be followed by a written report. The Director Ground Operations is responsible for the
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report to the Authority (see Appendix 9.8) and the Dangerous Goods Safety Advisor is responsible for
the report to MSB (see Appendix 9.9).
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The Commander reports through ordinary report routines as described in OM-A 11 to ensure that the
internal quality assurance loop regarding cause, circumstance recurrence prevention etc. is activated.
Commander shall ensure that his/her report includes as many items possible as shown in the form in
Appendix 9.8.
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Relevant documents (NOTOC, Shippers Declaration etc.) and photos, where available, shall be
attached to the report.
In case of an accident (not caused by DG) NextJet shall give all information about the dangerous
goods carried to the Authority of the State where the accident occurred and to the Authority issuing
the AOC.
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Any type of dangerous goods incident or accident shall be reported to the Authority (in the State
where it occurred and to the Authority issuing the AOC), irrespective of whether the dangerous goods
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are contained in cargo, or baggage including miss- or undeclared dangerous goods.
A dangerous goods incident immediately has to be reported to NextJet by phone

+46 (0) 8 639 85 38.
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Within 24 hours
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Thereafter a dangerous goods occurrence report has to be filled in (Appendix 9.8) and sent to
NextJet Ground Operations at groundoperations@nextjet.se.
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Within 72 hours
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NextJet will complete and send report to the applicable authority (authority in the state where the
incident occurred and to the authority issuing the AOC). The report and flightfile for the concerned
flight/incident has to be stored for a minimum of 24 months.
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The Commander reports through ordinary report routines as described in OM-A section 11 to ensure
that the internal quality assurance loop regarding cause, circumstance recurrence prevention etc. is
activated. Commander shall ensure that his/her report includes as many items possible as shown in
the form in Appendix 9.8.
Section: 9
9.13.4 Damaged or Leaking Dangerous Goods

If a package of dangerous goods is found damaged or leaking it shall be removed (or arrangements
for removal be made according to local procedures) from the aircraft and reported. Even the aircraft
interior and surrounding load shall be inspected in order to ensure that no damage has occurred to
the aircraft or its equipment. If other load has been affected by leakage, all efforts must be made to
inform the owner/shipper through the local handling agent.
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Contamination found as a result of leakage or damage of the dangerous goods shall be removed
immediately. An aircraft which has been contaminated by radioactive materials must be taken out of
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service immediately and must not be returned into service until the radiation level at any accessible
surface are not more than the values specified in 9.11.5.
NOTE: Removal of contamination, handling of spillage etc. must be performed by specially

trained staff in accordance with national legislation. Contact handling agent to ensure
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that local rescue services are alerted and ensure that all persons are moved away from
the vicinity of the aircraft.
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Section: 9
Page: 42
Ground Operations
9.14 Training
Flight crews, cabin crews and ground and cargo handling personnel, both company employees and
contracted ground handling personnel who may come in contact with Dangerous Goods when on duty
shall receive training adequate to their duty and as specified in the table below.
NOTE: All ground handling personnel (e.g. loading supervisor) engaged in the acceptance of
Dangerous Goods and who have to take decisions on either acceptance or refusal of
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dangerous goods must pass specific training for these tasks. Compliance verified
through quality assurance program.
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Flight crews must also pass specific training in order to understand and be prepared to handle
dangerous goods in an appropriate manner both during routine operations and emergency situations.
The Dangerous Goods training to meet the EASA OPS requirement is stated in OM, Part D.
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The Crew Training Manager is responsible of administer the required Initial training in Dangerous
Goods and the recurrent training within the Company.
Aspects of transport of dangerous goods by Shippers Freight Operators and ground handling Security
air with which they should be familiar, as a and forwarders agents screeners
minimum packers
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Category
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1 2 3 4 5 6 7 8 9 10 11 12
General philosophy X X X X X X X X X X X X
Limitations X X X X X X X X X X X
General requirements for shippers X X X
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Classification X X X X X
List of Dangerous Goods X X X X X
General Packing requirements X X X X
Packing specifications markings X X X
Package Marking and labelling X X X X X X X X X X X X
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Shippers Declaration and other relevant X X X X X

documentation
Acceptance Procedures X
Recognition of undeclared dangerous goods X X X X X X X X X X X X
Storage and loading, restrictions on loading and X X X X
segregation
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Pilots Notification X X X
Dangerous Goods in Passengers and crew X X X X X X X X X X X X
bags.
Emergency procedures X X X X X X X X X X X X
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1. Shippers and persons undertaking the responsibilities of shippers, including operators staff acting
as shippers, operators staff preparing dangerous goods as COMAT.
2. Packers.
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3. Staff of freight forwarders involved in processing dangerous goods.

4. Staff of freight forwarders involved in processing cargo (other than dangerous goods).
5. Staff of freight forwarders involved in the handling, storage and loading of cargo.
6. Operators and ground handling agents staff accepting dangerous goods.
7. Operators and ground handling agents staff accepting cargo (other than dangerous goods).
8. Operators and ground handling agents staff responsible for the handling, storage and loading of
cargo and baggage.
9. Passenger handling staff.
10.Flight crew members and load planners
11.Crew members (other than flight crew).
12.Security staff who deal with the screening of passengers and their baggage and cargo.
Section: 9
9.15 Conditions Under Which Weapons, Munitions Of War And Sporting

Weapons May Be Carried
9.15.1 Carrying of Weapons of War and Munitions of War

Weapons of war and munitions of war can only be carried provided an approval to do so has been
granted by all the States concerned before a flight (i.e. all states whose airspace is intended to be
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used for the flight). They must be carried in the aeroplane in a place which is inaccessible to
passengers during flight and, in the case of firearms, unloaded, except as specified in 9.15.2 below.
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9.15.2 Exemptions
In exceptional circumstances weapons of war and munitions of war may be carried other than in an
inaccessible place on the aircraft and may be loaded, provided an approval to do so has been granted
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by all the States concerned before a flight These exceptional circumstances are intended primarily to
permit the carriage of law enforcement officers, protection officers, etc
9.15.3 Notifying of the PIC

The PIC must always be notified if weapons, munitions of war or sporting weapons are to be carried
on the aircraft using a NOTOC.
9.15.4 Sporting Weapons

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air are reported to the company.
Firearms or other objects that can be considered dangerous or risky in terms of flight safety and/or the
general order on board, shall not be accepted for transportation in the cabin or cockpit.
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For transportation as checked baggage the following restrictions apply:
Before checking in the weapon the passenger handling staff verbally has to ensure by questioning
the passenger carrying the weapon, that the weapon is unloaded and the vital part of the weapon
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has been separated from the main part. The vital part shall be packed and transported in a
separate bag;
Both the vital part and the main part of the weapon and ammunition shall be placed in a cargo
compartment inaccessible from the cabin;
The bag containing the weapon has to be maked with a firearm-tag.
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Upon arrival, the bag containing the weapon must be delivered to the passenger in person (not
left on the conveyor belt or similar). Before hand over firearm the passenger must show his or her
ID and/or baggage receipt.
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The PIC must always be notified if weapons, munitions of war or sporting weapons are to be carried
on the aircraft using a NOTOC.
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9.15.5 Ammunition for sporting purposes

Ammunition for sporting purposes may be checked in as baggage (UN0012 and UN0014) upon
approval from NextJet. (For details and limitations see GOM Appendix 9.1).
Section: 9
Page: 44
Ground Operations
9.16 Appendices
9.16.1 Appendix 9.1 Dangerous Goods Carried By Passenger or Crew (IATA-DGR 56th Ed.)
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IATA-DGR 56 Edition, 1 JANUARY 2015
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Section: 9
9.16.1.1 Process for approval of Dangerous goods excepted
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9.16.2 Appendix 9.2 ERG code Table

DRILL INHERENT RISK TO RISK TO OCCUPANTS SPILL OR LEAK PROCEDURE FIREFIGHTING ADDITIONAL
NO. RISK AIRCRAFT PROCEDURE CONCIDERATION
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1 Explosion may Fire and/or As indicated by the drill Use 100% oxygen; no smoking All agents according to Possible abrupt
cause structural explosion letter(s) availability; use standard loss of
failure fire procedure pressurization
2 Gas, non- Minimal Smoke, fumes and heat and Use 100% oxygen; establish and All agents according to Possible abrupt
flammable, as indicated by the drill maintain maximum ventilation for availability; use standard loss of
pressure may letter(s) A, I or P drill letter fire procedure pressurization
create hazard in fire
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3 Flammable liquid or Fire and/or Smoke, fumes and heat and Use 100% oxygen; establish and All agents according to
Possible abrupt
solid explosion as indicated by the drill maintain maximum ventilation; no availability; no water on W
loss of
letter(s) smoking; minimum electrics drill letter pressurization
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4 Spontaneously Fire and/or Smoke, fumes and heat and Use 100% oxygen; establish and All agents according to
Possible abrupt
combustible or explosion as indicated by the drill maintain maximum ventilation availability; no water on W
loss of
pyrophoric when letter(s) drill letter pressurization;
exposed to air minimum electrical
if F or H drill
letter
5 Oxidizer, may ignite Fire and/or Eye, nose and throat Use 100% oxygen; establish and All agents according to Possible abrupt
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other materials, explosion, possible imitation; skin damage on maintain maximum ventilation availability; no water on W loss of
may explode in corrosion damage contact drill letter pressurization
heat or fire
6 Toxic may be fatal Contamination with Acute toxicity effects may Use 100% oxygen; establish and All agents according to Possible abrupt
or inhaled, ingested toxic liquid or solid be delayed maintain maximum ventilation; do availability; no water on W loss of
or absorbed by skin not touch without gloves drill letter pressurization;
minimum electrical
if F or H drill
letter
7 Radiation from Contamination with Exposure to radiation and Do not move packages; avoid All agents according to Call for qualified
broken/unsheilded spilled
packages
or personnel contamination
radioactive material
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aircraft
8 Corrosive, fumes Possible corrosion Eye, nose and throat Use 100% oxygen; establish and All agents according to Possible abrupt
disabling if inhaled damage imitation; skin damage on maintain maximum ventilation; do availability; no water on W loss of
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or in contact with contact not touch without gloves drill letter pressurization;
skin minimum electrical
if F or H drill
letter
9 No general inherent As indicated by the As indicated by the drill Use 100% oxygen; establish and All agents according to None
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risk drill letter letter maintain maximum ventilation if availability; no water on W

A drill letter drill letter
10 Gas, flammable, Fire and/or Smoke, fumes and heat, Use 100% oxygen; establish and All agents according to Possible abrupt
high fire risk if any explosion and as indicated by the drill maintain maximum ventilation; no availability loss of
ignition source letter smoking; minimum electrics pressurization;
present
11 Infectious Contamination with Delayed infection to Do not touch. Minimum All agents according to Call for qualified
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substances may Infecious humans or animals recirculation and ventilation in availability.No water on Y person to meet the
affect humans or substances avvected area drill letter aircraft
animals if inhaled,
ingested or
absorbed through
the mucous
membrane or an
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open wound
DRILL DRILL
LETTER ADDITIONAL RISK LETTER ADDITIONAL RISK
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A ANAESTHETIC N NOXIOUS
C CORROSIVE P TOXIC* (POISON)
E EXPLOSIVE S SPONTANEOUSLY COMBUSTIBLE OR PYROPHORIC
F FLAMMABLE W IF WET GIVES OFF POISONOUS OR FLAMMABLE GAS
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H HIGHLY IGNITABLE X OXIDIZER

I IRRITANT/TEAR Y DEPENDING OF THE TYPE OF INFECTIOS SUBSTANCE, THE APPROPRIATE
PRODUCING NATIONAL AUTHORITY MAY BE REQUIRED TO QUARANTINE INDIVIDUALS,
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NONE Z AIRCRAFT CARGO FIRE SUPPRESSION SYSTEM MAY NOT EXTINGUISH OR
M MAGNETIC CONTAIN THE FIRE,CONSIDER LANDING IMMEDIATELY.
*Toxic has the same mening as poison.
Section: 9
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9.16.3 Appendix 9.3 Checklist to be followed by flight crew in case of Dangerous Goods
incident
1. Follow the appropriate aircraft emergency procedures for fire or smoke removal and
recommendations obtained from Emergency Response Guide (ICAO Doc 9481, see 9.6).
2. No smoking sign ON
3. Consider landing as soon as possible
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4. Consider turning off non-essential electrical power
5. Determine source of smoke / fumes / fire
6. or dangerous goods incidents in the passenger cabin, see cabin crew checklist and co-ordinate
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cockpit / cabin crew actions
7. Determine emergency response code
8. Use guidance from the emergency response drill chart (see appendix 9.2) to help deal with
incident
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9. If the situation permits, notify ATC of the dangerous goods being carried
After landing
1. Disembark passengers and crew before opening any cargo compartment doors
2. Inform ground personnel / emergency services of nature of item and where stowed
3. Make appropriate entry in technical log L
9.16.4 Appendix 9.4 Cabin Crew checklist for Dangerous goods incidents in the passenger
cabin during flight
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Notify pilot-in-command
Identify the item
Collect DGR response kit/ PBE/ other useful equipment.
Don rubber gloves.
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Isolate spillage, move passenger away from area.

Clean up spillage using polyethylene bags
Cover spillage on floor
Stow away contaminated item.
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Monitor item.
Prepare for normal/emergency landing.
In case of fire use standard procedure.

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Section: 9
9.16.5 Appendix 9.5 Sample of Shippers Declaration
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9.16.6 Appendix 9.6 Sample of Air waybill
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Section: 9
9.16.7 Appendix 9.7 Acceptance Checklists
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9.16.8 Appendix 9.8 Dangerous Goods Incident Report
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9.16.9 Appendix 9.9 Report to Swedish Rescue Services (1-8)
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9.16.10 Appendix 9.10 Quick Reference List for National State Approvals
State National Approval Approval Remarks
Approval Obtained Number
Required
Belgium Yes Not required for overflight.
Denmark Yes Fissile only. Not carried by N2.
France Yes Radioactive and UN3373 (not overflight) only.
Germany Yes Radioactive only Not carried by N2.
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Italy Yes Radioactive (Not carried by N2) and Class 1 only.
Netherlands Yes
Poland Yes Nuclear fuel and radioactive waste only. Not carried
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by N2
Russia Yes Fissile only (not carried by N2)
Switzerland Yes Radioactive only. Not carried by N2.
Turkey Yes Radioactive (Not carried by N2) .and Class 1 only.
Ukraine Yes Radioactive only. Not carried by N2.
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NOTE: States not found in the list above do not have any state variations registered.
NOTE: National approvals are always required for Munitions of War

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Section: 10
SECTION 10 DE-ANTI ICE
CONTENTS
10 De- Anti Icing .............................................................................................................. 3
10.1 De-Icing And Anti-Icing On The Ground .................................................................. 3
10.1.1 General......................................................................................................................... 3
10.1.2 Clean Aircraft Concept ................................................................................................. 3
10.1.3 Effectively ..................................................................................................................... 4
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10.1.4 Duties and Responsibilities .......................................................................................... 4
10.1.5 Terminology.................................................................................................................. 5
10.1.6 Type of Fluids............................................................................................................... 8
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10.1.7 Approved Fluids ........................................................................................................... 8
10.1.8 Fluid handling ............................................................................................................... 9
10.1.9 Storage......................................................................................................................... 9
10.1.10 Aeroplane Ice Inspection.............................................................................................. 9
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10.1.11 Preparation of aeroplane de/anti-icing ......................................................................... 9
10.1.12 De/anti-icing procedures ............................................................................................ 10
10.1.13 Contamination Checks ............................................................................................... 11
10.1.13.1 Contamination Check (Check for the need to de-ice) ................................................ 11
10.1.13.2 Clear Ice Check.......................................................................................................... 11
10.1.13.3 Post De-icing/Anti-icing Check ................................................................................... 11
10.1.13.4 Cold soaked wing Check............................................................................................ 11
10.1.13.5 Pre take-off Contamination Check ............................................................................. 12
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10.1.13.6 Pre take-off Check...................................................................................................... 12
10.1.14 Communication and reporting procedures ................................................................. 12
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10.2 Procedure ATP ......................................................................................................... 13
10.2.1 Anti-icing (Ref. Figure 3 and Ref. Figure 4)................................................................ 14
10.2.2 Snow and ice removal ................................................................................................ 16
10.2.3 Precautions to be observed when de-icing aircraft .................................................... 17
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10.2.4 After Deice Check .................................................................................................... 17

10.3 Procedure SAAB 340 ............................................................................................... 19
10.3.1 Dispatch with frost on the underside surface of the wing ........................................... 19
10.3.2 Do not spray the following areas with de-/anti-icing fluid: .......................................... 20
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10.3.3 Before engine starting ................................................................................................ 21

10.3.4 Pre-takeoff contamination check. ............................................................................... 21
10.3.5 S340 De-Ice Spray Zones .......................................................................................... 21
10.4 Procedure CRJ 700/900/1000 .................................................................................. 23
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Section: 10
10 De- Anti Icing

10.1 De-Icing And Anti-Icing On The Ground
10.1.1 General
An aeroplane may not take-off when frost, ice, snow or slush is adhering to the wings, control
surfaces, engine inlets, pitot tubes, static ports or other critical surfaces of the aeroplane. This
standard represents the Clean Aeroplane Concept. Exposure to weather conditions can cause
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accumulation of frost, snow, slush or ice on aeroplane surfaces and components. Such deposits can
seriously affect performance, control and stability of the aeroplane and cause mechanical damage.
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Clear ice can also form on the upper surface of the wings when cold soaked fuel is in the wing fuel
tanks and the aeroplane has been exposed to high humidity, rain, drizzle or fog, even when the
ambient temperature is well above the freezing point.
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Snow or ice in engine nacelles, inlet guide vanes or ingested into the engines, can result in engine
vibration and engine stall, causing partial or total loss of engine power. If frozen deposits are present,
the airworthiness of the aeroplane may be invalid and no attempt should be made to take-off until the
aeroplane has been restored to clean configuration.
This procedure provides the general minimum requirements for de-icing and anti-icing of aeroplane
on ground. The procedure is based on ISO, SAE standards and AEA recommendations. However,
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aeroplane inspection after de/anti-icing must be performed in accordance with OM Part B.
This procedure does not specify requirements for particular aeroplane type, and it does not overrule
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the specific requirements in OM Part B.
In case of conflict, the OM Part B shall take precedence over this procedure.
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De-icing by mechanical means or hot air is not covered in this procedure. For this subject consult OM
Part B.
Before commencing flights to new destinations during winter season NextJet has to make sure that
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the applicable station has adequate facilities and equipment for aircraft de-/anti-icing operations in
place.
10.1.2 Clean Aircraft Concept

The Clean Aircraft Concept prohibits flight deck crew from conducting or attempting to conduct
a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces such as
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wings and/or engines etc. Therefore, if the Commander cannot confirm that the aircraft is clean,
takeoff shall not be attempted until confirmation is obtained that the aircraft is free of frozen
contaminants. With exception of the areas defined below, the Companys aircraft shall be operated
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according to the Clean Aircraft Concept;
Frost is permissible on the underside of the wings over the general area of the fuel tanks provided
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that the depth does not exceed 3 mm.
Frost is permissible on the fuselage provided the layer is thin enough to distinguish surface
features such as paint lines or markings underneath, but all vents, probes and ports shall be clear
of frost.
Section: 10
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Ground Operations
10.1.3 Effectively
The procedures and guidelines for de-/anti-icing operations outlined in this chapter are effective and
applicable to all de-/anti-icing operations performed by the company as well as for all de-/anti-icing
operations performed by subcontractors.
10.1.4 Duties and Responsibilities

The Commander has the ultimate responsibility to determine that the aircraft is in a condition for safe
flight. Flight crew members, ground or maintenance personnel, or any other operational personnel
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shall report frozen contamination adhering to the aircraft, to the Commander. There is a potential
need for de/anti-icing throughout the Companys route network. The Commander, Co-pilot and the
technician has the authority to order de/anti-icing whenever it is deemed necessary. All de/anti-icing is
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performed by external service providers contracted by the Company.
The person responsible for the departure check shall check that the aeroplane is free of frost, snow,
slush or ice, in accordance with OM Part B. If the check is performed by
anyone else than the Commander, the result shall be reported to him.
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The authority to decide whether a de/anti-icing treatment is necessary lies with the Commander.
When operating out of home base, a technician will release the aeroplane.
If a technician is not available, or the aeroplane is not operating out of home base, the duty of
releasing the aeroplane lies with the Commander. An ice check shall be performed accoding to OM
Part B Vol 1 appdx 2.2.
The authorized person (e.g technician) who releases the aeroplane is responsible for reporting the
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performed treatment, including the anti-icing code, to the Commander.
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The responsibility for accepting the aeroplane with the performed de/anti-icing always lie with the
Commander.
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Section: 10
10.1.5 Terminology
Anti-icing
is a precautionary procedure by which clean aeroplane surfaces are protected against the formation
of ice and frost and the accumulation of snow and slush for a limited period of time.
Clear ice
is a coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed
objects at temperatures below or slightly above the freezing temperature by freezing of supercooled
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drizzle, droplets or raindrops.
Cold-soak effect
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of the wings of an aeroplane are when they contain very cold fuel as a result of having landed after
flight at high altitude or from having been refuelling with very cold fuel. Whenever precipitation falls on
a cold-soaked aeroplane when on the
ground, clear icing may occur. Even in ambient temperatures between -2C and +15C, ice or frost
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can form in presence of visible moisture or high humidity if the aeroplane structure remains at 0C or
below. Clear ice is very difficult to detect visually and may break loose during or after take-off.
The following factors contribute to cold-soaking:

temperature and quantity of fuel in fuel tanks,
type and location of the fuel tanks,
length of time at high altitude flights,
temperature of refuelled fuel and
time since refuelling.
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Critical surfaces
is surfaces of the aeroplane which shall be completely free of ice, snow, slush or frost before take-off.
The critical surfaces shall be determined in OM Part B by the aeroplane
manufacturer.
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De-icing
is the process which remove ice, snow, slush or frost from aeroplane surfaces. This may be
accomplished by mechanical methods, pneumatic methods or through the
use of heated fluids, Mechanical methods may be preferred under extremely cold condition or when it
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has been determined that the frozen contaminant is not adhering to the aeroplane surfaces. When
using heated fluids and optimum heat transfer is desired, fluid should be applied at a distance from
the aeroplane surfaces in accordance with the approved operator procedure and fluid manufacturer
specifications.
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De/anti-icing
is a procedure combining both the de-icing and the anti-icing processes. This can be performed in
one or two steps:
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1. One step de/anti-icing procedure is carried out with an anti-icing fluid which is typically heated. The
fluid is used to de-ice the aeroplane and remains on the aeroplane surface to provide anti-icing
capability. Type I or Type II fluids can be used, but the protection provided by Type I fluid is less
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than that provided by Type II fluid.
2. Two step de/anti-icing procedure contains two distinct steps. The first step, de-icing, is followed by
the second step, anti-icing, as a separate fluid application. After de-icing, a separate overspray of
anti-icing fluid is applied to protect the aeroplanes critical surfaces, thus providing maximum anti-
icing protection.
Drizzle
is fairly uniform precipitation composed exclusively of fine drops very close together. Drizzle appears
to float while in following air current, although, unlike fog droplets, it falls to the ground.
Section: 10
Page: 6
Ground Operations
Fog and ground fog

is a visible aggregate of minute water particles (droplets) in the air reducing the horizontal visibility at
the Earths surface to less than 1000 m.
Freezing fog
is formed of supercooled water droplets which freeze upon contact with exposed objects and form a
coating of rime/glaze.
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Freezing rain and drizzle
in the form of super-cold water drops which freeze upon impact with any surface.
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Frost
Referred to as hoar frost. A deposit of ice having a crystalline appearance, generally assuming the
form of scales, needles or fans. Frost is formed by sublimation, e.g when water vapour is deposited
on surfaces whose temperatures are at or below freezing.
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High humidity
is an atmospheric condition where the relative humidity is close to saturation.
Holdover time (HOT)

is the estimated time the anti-icing fluid will prevent the formation of ice and frost and the
accumulation of snow on the protected (treated surfaces of an aeroplane). To calculate Holdover
time(HOT), see Operations Manual Part C RM Operational information.
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Lowest operational use Temperature
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The lower temperature limit where a given fluid is aerodynamically acceptable, defined as the highest
of the following two temperatures:
1. The lowest aerodynamic acceptable temperature test limit;

2. The lowest acceptable temperature with regards to the freezing point in accordance with the
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holdover table
Precipitation intensity
is an indication of the amount of precipitation collected per unit time interval. It is expressed as light,
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moderate or heavy. Each intensity is defined with respect to the type of precipitation occurring, based
either on rate of fall for rain and ice pellets or visibility for snow and drizzle. The rate of fall criteria are
based on time and do not accurately describe the intensity at a particular time of observation.
Rain
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is precipitation of liquid water particles, ether in the form of drops of more than 0.5mm in diameter or
smaller drops which, in contrast to drizzle, are widely separated.
Rime
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is a deposit of ice, produced by freezing of supercooled fog or cloud droplets on objects at

temperatures below or slightly above freezing. It is composed of grains separated by air, sometimes
adorned with crystalline branches.
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Shear force
is a force applied laterally on a anti-ice fluid. When applied to a Type II fluid, the shear force reduce
the viscosity of the fluid; when the shear force is no longer applied, the anti-icing fluid should recover
its viscosity. For instance, shear forces are applied whenever the fluid is pumped, forced through an
orifice or when subjected to airflow.
If excessive shear force is applied, the thickener system could be permanently degraded and the anti-
icing fluid viscosity may not recover and may be at an unacceptable level.
Section: 10
Slush
is water-saturated snow which with a heel and toe slap-down motion against the ground will be
displaced with a splatter.
Snow
is a precipitation of ice crystals, mostly branched in the form of six-pointed stars. The crystals are
isolated or agglomerated to form snowflakes.
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Dry snow
When the ambient temperature is below or well below freezing.
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Wet snow
is when the ambient temperature is near or above freezing.
Visible moisture
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is fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals or when taxy-ways
and/or runways are contaminated by water, slush or snow.
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10.1.6 Type of Fluids

Type-I fluid
Un-thickened fluid whose viscosity is shear independent. Contains a minimum of 80% by mass of
glycol. If diluted 1:1 with distillate water, the freezing point must not be greater than -20 C. The
freezing point of Type-I fluid mixture used for either one-step de/ant-icing or as a second step in the
two-step operation shall be at least 10 C below the ambient temperature. The fluid must have
demonstrated acceptable aerodynamic performance.
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Type-II fluid and Type IV
Thickened fluid with a non-Newtonian flow behavior. Contains a minimum of 50% by mass of glycols.
Type II fluid have normally a lower temperature application limit of -25 C.
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The application limit may be lower, provided a 7 C buffer is maintained between the freezing point of
the neat fluid and outside air temperature. In no case shall this temperature be lower than the Lowest
Operational Use Temperature as demonstrated in an aerodynamic acceptance test, the fluid type and
fluid/water mixture must be in line with airframe/engine manufactures requirements.
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Type-III fluid
So called type-III fluid are not covered in this procedure and must not be used on company aeroplane.
Fluids in accordance with MIL-A-8243D MIL-A-8243D de/anti-icing fluid are also classified in type-I
and type-II. However, this classification is entirely different from the ISO/SAE classification. Both MIL-
A-8243D types are un-thickened fluids with a minimum of 88% glycol, and both types are different
from ISO/SAE type-I and type-II fluids.
MIL-A8243 type-I fluid are propylene glycol based, type-II fluid are ethylene glycol based.
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CAUTION: MIL-A-8243D fluid are normally not qualified as ISO/SAE fluid and the holdover tables
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must not be used for such fluid.
NOTE: In an exceptional case for an individual take-off, when a ISO/SAE type of fluid is not
available, de-icing may be performed with a MIL-A.8243D fluid provided that:
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no holdover time is assigned to the treatment; and

the wings are inspected in accordance with OM Part B within maximum five minutes prior to take-
off.
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10.1.7 Approved Fluids

Qualification requirements
In order to use a fluid for de/anti-icing of aeroplane, at least one of following requirements must be
met:
The product is listed as approved material in the airframe manufacturers aeroplane maintenance
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manual of the affected aeroplane type.

The products are listed in NextJet OM Part B
The product shall be qualified in accordance with the following documents:
o ISO 11075 for type I fluids;
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o ISO 11078 for type II and type IV fluids;

o AMS 1424/AMS1424 A for SAE type I fluids;
o AMS 1428/AMS1428 C for SAE type II and type IV fluids.
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The fluid must have passed the aerodynamic acceptance test as per ISO/SAE requirements.
CAUTION: Fluids from different manufacturers and different brands must not be mixed. Severe
performance degradation could result!
Section: 10
10.1.8 Fluid handling
De-icing/anti-icing fluid is a chemical product with environmental impact. During fluid handling, avoid
any unnecessary spillage and comply with local environmental and health laws and the fluid
manufacturers safety data sheet. Different products shall not be mixed without additional qualification
testing.
10.1.9 Storage
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Refer to latest edition of AEA Recommendations 3.7.1.
10.1.10 Aeroplane Ice Inspection
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The inspection for need for de/anti-icing must be done in accordance with the appropriate
airframe/engine manufacturers manuals. Consult OM Part B Vol 1 for ice inspection.
10.1.11 Preparation of aeroplane de/anti-icing
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The preparation of the aeroplane for de/antiicing must be done in accordance with the affected
OM Part B with special requirements which may have been released by the company.
During de/anti-icing, the moveable surfaces must be in a position as specified by OM Part B.
NOTE: De/anti-icing must not be started without authorization from the Commander.
Before de/anti-icing starts, all doors and windows shall be closed to prevent fluid penetration and
contamination of stairs with slippery fluids.
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NOTE: Before doors are closed, all snow and ice must be removed from the surrounding area.
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OM Part B may provide more detailed instruction for snow and ice removal/precaution in
door areas.
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Section: 10
Page: 10
Ground Operations
10.1.12 De/anti-icing procedures

General
This procedures specify the methods for de/anti-icing of aeroplane on ground with fluids, in order to
provide an aerodynamic clean aeroplane.
When the aeroplane surfaces are contaminated by snow, frost, slush or ice, they shall be de-iced
prior to dispatch. The selection of one or two step process depends upon actual weather conditions,
available equipment, available fluids and the condition of the aeroplane ( snow, ice, slush or frost
covering or adhering to the critical aeroplane surfaces). When critical surfaces are free of snow, frost,
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slush and ice, but freezing precipitation is expected during the ground stop or during taxi, the surfaces
shall be anti-iced as a precautionary measure.
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Large quantities of snow can also be removed with other methods, e.g. with brooms/brushes, heated
air, or with a cotton rope. For details and limitations see OM Part-B.
De/anti-icing shall be coordinated with Flight Crew and local function in due time.
All efforts shall be made to maintain the traffic flow and to minimize delays.
Aeroplane may be de/anti-iced at a remote stand or area, which will normally be positioned between
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the terminal building and runway. Also in these situations OM Part A and OM Part B requirements
must be fulfilled.
One Step Procedure

One step de/anti-icing is performed with an anti-icing fluid. The fluid used to de-ice the aeroplane
remains on the aeroplane surfaces to provide limited anti-ice capability. The correct fluid and
concentration shall be chosen with regard to desired holdover time, and is dictated by ambient or
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measured skin temperature, and weather conditions.
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Two Step Procedure
The first step is performed with de-icing fluid. The correct fluid shall be chosen with regard to the
temperature, and shall provide protection of treated surfaces until the second step is performed. After
de-icing, a separate overspray with anti-icing fluid shall be performed to give the best possible
protection. The second step shall be performed within 3 minutes after the first step, if necessary area
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by area. The correct anti-ice fluid and concentration shall be chosen with regard to desired holdover
time, and is dictated by ambient or measured skin temperature, and weather conditions.
NOTE: When holdover time is critical, a two step procedure should always be considered, using
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undiluted fluid for the second step.
De-icing
For maximum de-icing effect, fluids shall be applied close to the surface of the skin to minimize heat
loss. Recommended fluid temperature at the spray nozzle is 85-90 C.
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CAUTION: The fluid temp at the spray nozzle must not exceed 90 C.
Heavy accumulation of snow will always be difficult to remove from the aeroplane surfaces and vast
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quantities of fluid will be consumed. Serious consideration should be given to manual remove of
deposits with long soft brooms before normal de-icing with fluid.
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CAUTION: Prior to de-icing of wings, it must be determined whether or not ice exist under the
snow.
NOTE: A thin layer of frost on the upper half of the fuselage is generally permitted, provided that
painted markings or letters are still visible.
NOTE: A thin layer of frost not exceeding 3 mm thickness is generally permitted on the lower
wing surfaces within the tank areas. All other wing areas must be clean.
NOTE: When de/anti-ice has been completed, the holdover time, as well as the type of fluid and
mixture shall be entered in the Aeroplane Flight and Technical Log.
Section: 10
10.1.13 Contamination Checks
10.1.13.1 Contamination Check (Check for the need to de-ice)

This check shall be performed in accordance with 1.2.2.1. The check shall cover all critical parts of the
aircraft and shall be performed from points offering sufficient visibility of these parts (e.g. from the de-
icing truck itself or any other suitable piece of equipment). Additional requirements e.g. special Clear
Ice Checks (such as tactile checks on wings), exist for specific aircraft types.
The Contamination Check does not cover these special checks. Any contamination found, except for
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frost mentioned in 8.2.4.9, shall be removed by a de-icing treatment followed by an anti-icing
treatment if required.
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10.1.13.2 Clear Ice Check
The Clear Ice Check shall be performed at the Commander's request if prevailing conditions are
indicative of the formation of clear ice. The Clear Ice Check shall be performed by physically touching
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the suspected area with bare hands to confirm the presence/absence of clear ice.
The use of protective gloves is allowed to protect skin from fluids. Any contamination found shall be
removed by further de-/anti-icing treatment and a repeated check. The removal of clear ice (if
applicable) shall be included in the transmission of the Anti-Icing Code as described in 8.2.4.11
10.1.13.3 Post De-icing/Anti-icing Check

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The Final Release Person or the Commander should perform a post de-icing/anti-icing check during
or immediately after the de-icing/anti-icing process. Areas to be inspected depend on the aircraft
design and should include all items recommended by the aircraft manufacturer. Generally, the check
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includes the following items:
Wing leading edges, upper and lower surfaces;
Vertical and horizontal stabilisers, leading edges, upper and lower surfaces and side
panels;
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High-lift devices such as leading edge slats and leading or trailing edge flaps;
Spoilers and speed brakes;
Propellers, engine inlets, particle separators and screens;
Windshields and other windows necessary for visibility;
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Antennas, fuselage, entrance doors, cargo doors areas and hinges, exposed instrumentation
devices such as angle-of-attack vanes, stall warning and pitot/static pressure probes and ports;
Fuel tanks and fuel cap vents;
Cooling and air intakes, inlets and exhausts;
Landing gear.
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10.1.13.4 Cold soaked wing Check

A check of the treated areas and a visual check of the untreated areas of both wings shall be
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performed immediately before the aircraft leaves the parking position. These checks are conducted to
insure that both wings are clean and free of frost. The applied de-icing/anti-icing fluid shall still be
liquid and shall show no indication of failure, such as colour turning to white, loss of gloss, getting
viscous, showing ice crystals, etc.
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Section: 10
Page: 12
Ground Operations
10.1.13.5 Pre take-off Contamination Check

A check, of the critical surfaces for contamination. This check shall be performed when the condition
of the critical surfaces of the aircraft cannot be effectively assessed by a Pre take-off Check or when
the applied holdover time has been exceeded. This check is normally performed from outside the
aircraft. The alternate means of compliance to a Pre take-off Contamination Check is a complete de-
icing/anti-icing retreatment of the aircraft.
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10.1.13.6 Pre take-off Check
CMD shall perform a Pre Take-off Check within 2 minutes before take-off when the conditions are
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such that ice, frost or snow may have been accumulated on the aircraft. The check may be performed
from inside the aircraft (at the best vantage point) by one of the pilots. A mental review of prevailing
conditions shall include:
Anti-icing treatment and HOT.
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Precipitation type, rate and variations experienced since anti-icing was performed.
Temperature, normally OAT, but also skin temp if aircraft has been cold soaked.
Relation temperature/dew point.
Wind or experienced jet blast from other aircraft (especially for Type I fluid).
Visual cues as available from flight deck.
The Pre Take-off Check is passed satisfactorily only if review confirms, beyond any doubt, that critical
surfaces are and will remain free from frost, ice and snow during take-off. When deposits are evident
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or freezing has occurred, the de/anti-icing treatment shall be repeated and a new holdover time shall
be established.
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10.1.14 Communication and reporting procedures
CMD shall receive a verbal or written report stating fluid type, concentration and local time when the
final anti-icing step was initiated. The CMD shall note this information on the loadsheet. A copy of the
loadsheet shall be available on the ground at departure.
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The De-/Anti-icing code or an all Clear signal confirms to the Commander that a check after de-/anti-
icing is completed and the de-/anti-icing agent considers the aircraft clean. It is the responsibility of
the de-/anti-icing person to issue a De-/Anti-icing statement or verify that all ice, frost and snow has
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been removed. Commander shall receive a verbal report or written confirming that the aircraft is free
from frost, ice and snow.
If no radio communication is possible, and the CMD has been given information in advance
concerning fluid type and concentration, and CMD can make a visual check from the cockpit when the
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anti-icing step started.
If remote de/anti-icing, see procedure in applicable OM-B.

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Section: 10
10.2 Procedure ATP

CAUTION: DO NOT SPRAY DE-ICE OR DE-ICE/ANTI-ICE FLUID OR WATER:
- INTO ENGINE INTAKES OR EXHAUST
- DIRECTLY ONTO FLIGHT DECK WINDOWS
- DIRECTLY ONTO CABIN WINDOWS
- DIRECTLY AT OR INTO PITOT PROBES, TOTAL AIR TEMPERATURE PROBES OR ANGLE OF
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ATTACK SENSORS
- DIRECTLY AT OR INTO STATIC VENTS
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- INTO ECS INLETS/EXITS
- INTO AIRCRAFT EXHAUST OR INTAKE VENTS
- IN THE VICINITY OF THE AIRCRAFT BRAKES.
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- LANDING/TAXI LIGHT LENSES ON WING LEADING EDGES
CAUTION: DO NOT CAUSE THESE PARTS TO BECOME TOO HOT:
- PAINTED SURFACES
- RUBBER COMPONENTS
- GLASS COMPONENTS
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- ACRYLIC OR GLASS FIBER SURFACES
- HYDRAULIC PIPELINES
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- SURFACES THAT HAVE OIL OR GREASE.
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Section: 10
Page: 14
Ground Operations
10.2.1 Anti-icing (Ref. Figure 3 and Ref. Figure 4)

CAUTION: DO NOT ALLOW ANTI-ICING FLUID CONTAINING ALCOHOL TO COME INTO
CONTACT WITH ACRYLIC WINDOWS OR LANDING/TAXI LIGHT LENSES AS
CRAZING WILL TAKE PLACE. CLEAN WINDSCREENS BEFORE FLIGHT
AFTER ANY FLUID CONTACT. AVOID OVER-USE OF THE FLUID AS IT
COULD AFFECT THE MASS BALANCE OF THE CONTROL SURFACES.
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Before commencing treatment, make sure all doors and hatches are closed. A suitable anti-icing
procedure is to apply an even film of anti-icing fluid on all the aircraft surfaces which are to be
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protected. Apply fluid, undiluted, at a fluid temperature of below 20 C or to manufacturers
requirements. Start the spray on the highest part of the aircraft and cover evenly down to the lower
parts. The correct thickness is applied when fluid just starts to run off the aircraft.
Anti-icing fluid can be applied over a light frost covering, but a heavy frost covering must be de-iced
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followed by the anti-icing film. A thin coating of anti-icing paste may be applied to the leading edges of
control surfaces to prevent adherence of any accumulation in flight.
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Figure 3
Section: 10
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Figure 4
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De-icing (Ref. Figure 3) and (Ref. Figure 4)
CAUTION: DUE TO THE PROPERTIES OF TYPE II FLUID, IT IS ESSENTIAL TO REMOVE

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ALL DEPOSITS OF PREVIOUSLY APPLIED FLUID PRIOR TO A SECOND

APPLICATION OF DE-ICING/ANTI-ICING FLUID.
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Section: 10
Page: 16
Ground Operations
10.2.2 Snow and ice removal
SNOW AND ICE CAN BE REMOVED FROM THE AIRCRAFT EXTERIOR BY:
Hot de-icing fluid.
Brush and/or squeegee.
Cold air
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Make sure all the doors and the access panels are closed.
Remove the loose-dry snow with a brush or blow it off the surface with cold air.
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When you remove the loose-dry snow from the external surfaces of the aircraft:
Make sure you do not cause damage to the:
Vortex generators
Angle of attack vanes
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Pitot/static tubes/vents
Landing-gear microswitch assemblies
Antennas.
Make sure there is no snow in the clearances between the:
Wing trailing-edges and the ailerons, flaps and the tabs
Horizontal stabilizer and the elevators
Vertical stabilizer and the rudder.
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Make sure you remove all the loose-dry snow systematically from the aircraft. Start at the highest
point of the aircraft and move down. On the wings and the horizontal stabilizer, move from the root to
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the tip. Remove the snow along the trailing edges.
Do an inspection of the external surfaces of the aircraft
NOTE: If you find ice on the external surfaces of the aircraft after you have removed the snow.
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Then do the procedure to remove the ice
CAUTION: DO NOT SPRAY DE-ICE OR DE-ICE/ANTI-ICE FLUID OR WATER:

- INTO ENGINE INTAKES OR EXHAUST
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- DIRECTLY ONTO FLIGHT DECK WINDOWS

- DIRECTLY ONTO CABIN WINDOWS
- DIRECTLY AT OR INTO PITOT PROBES, TOTAL AIR TEMPERATURE PROBES OR ANGLE
OF ATTACK SENSORS
- DIRECTLY AT OR INTO STATIC VENTS
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- INTO APU INTAKES OR EXHAUST

- INTO AIRCRAFT EXHAUST OR INTAKE VENTS
- IN THE VICINITY OF THE AIRCRAFT BRAKES.
- LANDING/TAXI LIGHT LENSES ON WING LEADING EDGES
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CAUTION: DO NOT CAUSE THESE PARTS TO BECOME TOO HOT:

- PAINTED SURFACES
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- RUBBER COMPONENTS
- GLASS COMPONENTS
- ACRYLIC OR GLASS FIBER SURFACES
- HYDRAULIC PIPELINES
- SURFACES THAT HAVE OIL OR GREASE.
CAUTION: DO NOT USE SCRAPERS OR OTHER TOOLS TO BREAK FROZEN SNOW OR

ICE OFF THE SURFACE OF THE AIRCRAFT. THEY CAN CAUSE DAMAGE TO
THE AIRCRAFT SKIN.
Section: 10
10.2.3 Precautions to be observed when de-icing aircraft

Apply only enough fluid to remove the ice and snow and to leave a light coating on the aircraft
exterior. Do not drench the aircraft. Over use could affect control surface balance.
Do not spray fluid into intakes, pitot heads, engine inlets or other open vents. Keep hot spray away
from windscreens and windows. Avoid spraying bearings or areas where grease has been applied.
Do not use sharp tools to remove ice and snow from the aircraft.
De-icing of the wing, tail plane and fin trailing edges and leading edges of control surfaces should only
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be done if ice or snow is present to avoid degreasing the bearings. If de-icing is necessary in these
areas, then a greatly reduced flow rate must be used.
When removing loose snow or melting ice from horizontal surfaces, a brush or squeegee should be
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used taking care not to damage any protrusions e.g. vents, aerials etc. which may be concealed by
the snow. Sweep the snow and ice in such a direction as to prevent it entering into control surface
gaps and hinges.
Always mix the de-icing fluid according to the manufacturer's instructions. The mixture should not be
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weaker than recommended because when the snow and ice melt, the fluid will be further diluted and
therefore become less effective.
Always keep power plant blanks and covers in a serviceable condition to maintain good intake
protection against rain and snow entering the engine. Before fitting blanks, examine the intakes for
the presence of ice. If any present, remove it. All apertures leading into the engine must be cleared of
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10.2.4 After Deice Check
It is very important to check that the aircraft is free from all contamination in general, but there are
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some areas of the ATP that are of extreme importance, these are shown below.
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When the Commander does not perform the after de-ice check, the NextJets technicians, or
contracted de ice personnel, performs the check, in these cases they will give the Commander a de-
ice release in writing or by radio.
It is very important that the Commander has received information regarding start time of the de-ice,
type of fluid and amount of liters used, fluid mixture, freezing point and holdover time.
Section: 10
Page: 18
Ground Operations
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INTENTIONALLY BLANK
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Section: 10
10.3 Procedure SAAB 340

10.3.1 Dispatch with frost on the underside surface of the wing
A thin layer of frost, up to 3 mm, on the underside surface of the wing in the fuel tank areas which has
formed as a result of cold fuel in high humidity conditions, is acceptable for dispatch and has no effect
on take-off performance or aircraft controllability.
NOTE: If upper side of wing is de-iced also de-ice a frosty underside.
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Below are general guide lines for ground de/anti-icing. The prime responsibility rests with the operator
to establish operational procedures.
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If possible, de-/anti-ice with the engines stopped.
This makes it easier to check that the airfoils are free from ice after the treatment.
Always apply de-/anti-icing fluid symmetrically on both sides even when local deposit may be
present on one side only.
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Start de-/anti-icing of the fuselage, if required, by spraying along the top center-line and then
outboard.
Then start to de-/anti-ice the left wing. Start from the tip and progress inwards. Then do the right
wing and last the tail section.
De-/anti-ice the vertical tail before the horizontal tail, if needed, and start at the top and work
down.
On the horizontal tail, start from the tip as on the wing.
Keep the time between de-/anti-icing and takeoff as short as possible.
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De-ice with flaps up is recommended to avoid spraying into cavities. However, when both de-icing
and anti-icing then select the flaps in takeoff position to protect the flaps in their correct position
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for takeoff.
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Section: 10
Page: 20
Ground Operations
10.3.2 Do not spray the following areas with de-/anti-icing fluid:

(1) Probes and sensors
(2) Cockpit windows/cabin windows
(3) Control surface cavities
(4) Static vents
(5) Air inlets
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(6) Direct into engine intake.
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Application of de-icing fluid on landing gear and in wheel bays shall be kept to a minimum. De-icing
fluid shall not be sprayed directly into wheels and brakes.
The fluid must be removed from the nose of the fuselage, in front of the cockpit windows, and also on
the lower side. The fluid might otherwise flow on to the cockpit windows during takeoff.
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All traces of Type II / IV fluid on cockpit windows shall be removed prior to departure. Particular
attention shall be paid to the front windows (fitted with wipers).
It becomes more and more common to de-/anti-ice at remote centralized areas requiring the engines
to be running. The following procedure in addition to the
above, is recommended to be followed:
NOTE This procedure assumes that the propeller has been cleared from ice before engine start.
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(1) Establish contact with ground crew. (Use
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aircraft registration not flight number in communication.)
(2) Taxi into the dedicated area
(3) Set condition lever to START
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(4) Switch all bleeds off; leave only recirculation fans on.
NOTE Leaving only recirculation fans on is acceptable due to expected low ambient temperatures
and the relatively short time.
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(5) Advise ground crew that the aircraft is ready for de-/anti-icing
(6) When de-/anti-icing is completed, select:
- Condition Levers in MIN-MAX range
- Bleeds ON (not earlier than 30 sec. after completion of de/anti-icing).
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Always after de-/anti-icing has been performed it must be checked that the aircraft is free from ice.
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Section: 10
10.3.3 Before engine starting

Check propellers for freedom by turning the propellers in the normal direction by hand. If a propeller is
stuck, do not use force. Check bird catcher and exhaust pipe to be free.
If residual ice/snow is found in the bird catcher, this must be removed before takeoff. The preferred
method is to use hot air. If this is not possible, de-icing fluid (heated) Type I or III may be used. In this
case the engines must be run with BLD OFF for a short while to prevent fluid smell in the cabin.
Under conditions with no residual ice/snow in the bird catcher, de-icing fluid shall not be directed into
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engine intakes. Under no circumstances may de-icing fluid be directed into engine intake with the
engine running.
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NOTE: Should de-icing be restricted to remote de-icing areas only, the aircraft may be taxied under
own power (below flight idle) to this area before the ice is removed.
After removal the intake and bird catcher must be inspected for absence of ice/snow.
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Check Gust Lock release and full freedom of all flight controls. Clear ice may form on the wing over
the fuel tank due to cold fuel and is very difficult to detect.
Make it a rule to check for ice. It might be easier to detect from behind the wing than from the leading
edge. It is not sufficient to look at the wing to detect clear ice, use the hand to feel if there is ice. Be
aware that ice may form on the outer part of the wings (outside the tank area) and the horizontal
stabilizers while the wing areas over the fuel tanks are free. This can occur if refueling with fuel
warmer than ambient temperature, typically refueling from a hydrant tank.
The structure behind the wing tank area is made of composite material with different characteristics.
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- Check full trim travel.
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CAUTION: Any abnormal control force or trim end-to-end travel time indicates frozen controls
and the cause must be corrected before take-off
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10.3.4 Pre-takeoff contamination check.

From cockpit observe left and right wing surfaces both over the fuel tank area and outside that area
for contamination. If any doubt exists about the wing surface condition, one of the pilots must position
himself in the cabin at the over wing emergency exit area and observe the left and right wing surface
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as
well as flaps and aileron for contamination. In darkness use wing inspection light and flashlight to
improve visibility.
Experience from f1ight test with Type IV fluid has shown that, with engines running, the area where
anti-icing fluid starts to deteriorate is inside the nacelle on the left wing.
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10.3.5 S340 De-Ice Spray Zones

General precautions:
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(a) Do not spray heated fluid on cold windows. If necessary remove any fluid from windshields and
passenger compartment windows by rinsing with clean water. Excess fluid on the nose of the
aircraft must be wiped off before take off to ensure that it will not blow back onto the
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windshields.
(b) Do not spray deicing/anti-icing fluid directly at or into pitot/static tubes, static pressure ports or
the total temperature probe. Fluids containing a thickener must never be allowed to enter pitot
tubes as it does not drain off easily. Fit pitot head covers if there is a possibility that fluid will
enter the pitot tubes.
(c) Do not spray deicing/anti-icing fluid directly into the cooling air scoops, vents, drains and so on.
(d) Deicing or anti-icing of the propeller may be performed by using a brush to apply the fluid or by
the use of spray equipment, provided that no fluid is sprayed directly:
- At the blade root
- Into the blade ports of the spinner
- Into the engine air intake.
Section: 10
Page: 22
Ground Operations
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CAUTION 1: DO NOT SPRAY HEATED ANTI-ICING FLUIDS ON COLD WINDOWS.

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CAUTION 2: DO NOT SPRAY ANTI-ICING FLUIDS DIRECTLY AT OR INTO PITOT/STATIC

TUBES OR TO THE TEMPERATURE PROBE.
CAUTION 3: DO NOT SPRAY ANTI-ICING FLUIDS DIRECTLY AT OR INTO:
-THE PROPELLER BLADE ROOT.
-THE BLADE PORTS OF THE SPINNER.
-THE ENGINE AIR INTAKE.
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-THE COOLING AIR SCOOPS.VENTS AND DRAINS.

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Section: 10
10.4 Procedure CRJ 700/900/1000
F CRJ700/900/1000
AIRCRAFT MAINTENANCE MANUAL
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**ON A/C ALL
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TASK 123100910801 (Config A01)
Aircraft DeIcing/AntiIcing, Standard Practices
1. General
A. The precautions and standard practices given in this procedure gives data to help prevent snow,
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ice, and frost to collect on the aircraft. It also includes other related data for the operation of the
aircraft in cold weather. The operator must find and use the correct procedures for the weather
conditions that occur.
Aircraft deicing is a procedure to remove the frost, ice or snow that collects on the aircraft
surfaces. Usually, hot water or a hot mixture of water and deicing/antiicing fluid is applied on
the contaminated surfaces to do this.
NOTE: There is no technical objection to use the infrared energy deicing system as an
alternative deicing method. However, since the infrared energy system can support
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only the deicing process, airplanes requiring antiicing protection will still need the
application of an appropriate antiicing Freezing Point Depressant (FPD) fluids.
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When you deice the aircraft using the infrared energy system, make sure you obey
the precautions that follow:
Refer to the pertinent FAA Advisory Circular dealing with infrared deicing system.
Make sure that all temperatures are within the operational envelope.
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Only surfaces heating is delivered to the fuselage.

No overheating and no heat absorption into the cabin is permitted.
Aircraft antiicing is a procedure to help make sure that the ice, snow or frost does not collect
(and become attached) on the aircraft surfaces. The antiicing fluid or a mixture of antiicing fluid
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and water is applied to the contaminated surfaces to do this.
2. Job SetUp Information
A. Tools and Equipment

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REFERENCE DESIGNATION
NOT SPECIFIED Truck Aircraft deicing

COMMERCIALLY AVAILABLE Goggles
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COMMERCIALLY AVAILABLE Gloves

COMMERCIALLY AVAILABLE BroomLong handle
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CSP B001 MASTER

EFFECTIVITY:
Page 337
See first effectivity on page 337 of 123100
123100 Aug 25/2011
Section: 10
Page: 24
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660801 (Config A01)

Snow Removal
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1. General
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A. It is necessary to remove the snow from the aircraft structure and the area around the aircraft,
specifically during the conditions that follow:
When the temperature causes freezing rain or melted snow.

When the depth of the snow below and around the aircraft prevents the regular inspection of
the aircraft. Removal of the snow is also necessary before it is possible to move the aircraft.
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COMMERCIALLY AVAILABLE ShovelSnow removal

NOT SPECIFIED
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Cart Heating/Air Conditioning
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B. Consumable Materials
05001A Cloths, cleaning, for aircraft fuel tanks

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C. Reference Information
MANUAL NO REFERENCE DESIGNATION

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CSPB001 TASK 123100660802 Aircraft DeIcing/AntiIcing 1Step Procedure

CSPB001 TASK 244100861801 Energize the External ACElectrical System
CSPB001 TASK 244100861802 Remove Power from the External ACElectrical
System
CSPB001 TASK 275200864801 Electrical Extension of the Slats and Flaps
O
CSPB001 TASK 275200864802 Electrical Retraction of the Slats and Flaps

CSPB001 TASK 491000866801 Auxiliary Power Unit (APU) Start Sequence
N
CSPB001 TASK 491000866802 Auxiliary Power Unit (APU) Stop Sequence (Usual)
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3. Job SetUp
A. Remove the snow from the area around the aircraft.
T
B. Apply electrical power to the aircraft as follows:
(1) For external electrical power source, connect and energize the external ac power
IN
(TASK 244100861801).
(2) For internal electrical power source, start the auxiliary power unit (APU)
(TASK 491000866801).
4. Procedure
PR
A. Make sure the snow is removed from around the nose and main landing gear as follows:
CAUTION: IF THE TIRES ARE FROZEN TO THE GROUND, DO NOT MOVE THE
AIRCRAFT. THE TIRES MUST TURN FREELY WHEN YOU MOVE THE
AIRCRAFT. IF YOU DO NOT OBEY, YOU CAN CAUSE DAMAGE TO
EQUIPMENT.
CAUTION: WHEN YOU RELEASE FROZEN TIRES, DO NOT USE SALT OR OTHER
MATERIALS THAT CAN CAUSE CORROSION. YOU CAN CAUSE DAMAGE
TO THE AIRCRAFT.
L
(1) If the tires are frozen to the ground, release the tires as follows:
IA
(a) If you use warm air, do the step that follows:
1 Use forced warm air to heat the ground and tire.

IC
(b) If you use deicing fluid, do the steps that follow:
1 Use warm deicing fluid to heat the ground around the tires.
2 Make sure you remove all the unwanted deicing fluid from the area.
FF
NOTE: The deicing fluid can freeze when the temperature decreases or
precipitation falls.
O
N
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WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU DO WORK ON OR NEAR
THE WINDSHIELD OR THE WINDOWS:
BE CAREFUL BECAUSE THE WINDOW SURFACES HAVE HIGH LEVELS OF
T
STATIC VOLTAGE FOR MANY HOURS AFTER FLIGHT.
MAKE SURE THAT YOU USE ONLY APPROVED TOOLS THAT CANNOT
SCRATCH THE SURFACES.
IN
MAKE SURE THAT YOU DO NOT HAVE JEWELRY OR OTHER SHARP
OBJECTS ON YOU.
USE ONLY APPROVED CLEANING AGENTS. OTHER SOLVENTS CAN CAUSE
DAMAGE TO ACRYLIC SURFACES. THE LIQUID USED IN THIS PROCEDURE
CAN CAUSE INJURY TO YOUR SKIN AND EYES.
PR
DO NOT USE TOO MUCH FORCE ON THE SURFACE. THE SURFACE CAN
BECOME HOT AND HAVE DEFORMATION.
YOU CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE EQUIPMENT.
CAUTION: USE APPROVED GROUND DEICING EQUIPMENT TO REMOVE ICE FROM THE
WINDSHIELD AND ITS TEMPERATURE SENSORS. DO NOT USE
HIGHTEMPERATURE FLUID OR AIR TO REMOVE ICE FROM THE WINDSHIELD.
YOU CAN CAUSE DAMAGE TO EQUIPMENT.
L
B. Use a soft broom to carefully remove all the snow from the aircraft components that follow:
IA
Total air temperature (TAT) probes
Static pressure ports
Angleofattack (AOA) sensors
Antennas
IC
Door sills and surrounds

Fuselage
Top and bottom wing surfaces
Upper and lower horizontal stabilizer surfaces
FF
Vertical stabilizer surfaces

Winglets
Leading edges of the wings
Slats
O
Flight controls
Flight control hinges
Flaps
N
Engine intake and exhaust ports
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Fuel drains
NACA vent scoops
Landing gears
T
Landing gear doors
Landing gear bays
IN
Waste water and condensation drains
Ram air intake
Auxiliary power unit (APU) inlet and exhaust areas.
PR
C. Remove all remaining snow from the slat and flap as follow:
WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE NOT NEAR THE
FLIGHT CONTROL SURFACES. FLIGHT CONTROL MOVEMENT CAN
CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
CAUTION: MAKE SURE THAT ALL OF THE FLAP SYSTEM COMPONENTS MOVE
FREELY. THE COMPONENTS MUST NOT CATCH ON THE STRUCTURE
WHEN THE FLAPS ARE EXTENDED OR RETRACTED. YOU CAN CAUSE
DAMAGE TO THE COMPONENTS OR THE STRUCTURE.
(1)
L
On the center pedestal, electrically extend the slats and flaps (TASK 275200864801).
IA
(2) Make sure the flaps and slats extend correctly.
(3) Do a visual examination and manually remove any snow from the components of the wing
that follow:
Trailing and leading edge of the wing

IC

Flaps
Flap vanes
FF
Slats
(4) If the components are free of snow, electrically retract the slats and flaps
(TASK 275200864802).
D. If necessary, do the applicable deicing procedure as follows:
(1) Do the 1step deicing/antiicing procedure (TASK 123100660802).

O
NOTE: The 1step procedure is usually done when the precipitation is not continuous
and the antiicing protection is only necessary for a short time.
N
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NOTE: The 2step procedure is necessary when precipitation is continuous and the
antiicing protection is necessary for a longer time.
T
E. In the flight compartment, on the overhead panel, set the switches as follows:
IN
(1) On the ANTIICE control panel set the LH and RH WSHLD switches to LOW.
(2) On the ANTIICE control panel set the LH and RH PROBES to ON.
WARNING: WHEN YOU TOUCH COLD SURFACES OF THE AIRCRAFT, ALWAYS USE
APPROVED PROTECTION. COLD METAL SURFACES CAN CAUSE INJURY TO
PR
PERSONS.
F. Do an inspection of the aircraft components and their areas as follows:
(1) Make sure the pitot static probes are clear of blockage and unwanted material.
(2) Make sure the static pressure ports and their areas are clear of blockage and unwanted
material.
(3) Make sure all the doors are clear of blockage and unwanted material.
L
(4) Make sure all the flight control surfaces and their travel areas are clear of blockage and
unwanted material.
IA
(5) Make sure the main and nose landing gears and bays are clear of blockage and unwanted
material.
(6) Make sure the engine intakes and exhausts are clear of blockage and unwanted material.
IC
(7) Make sure all inlets, exhaust, and drains are clear of blockage and unwanted material.
(8) Make sure the windshields are clean and clear of unwanted material.
(9) Make sure the TAT probes are clear of unwanted material.
FF
(10) Make sure the antennas are clear of unwanted material.
(11) Make sure the AOA is clear of unwanted material.
(12) Make sure the slats, flaps, spoilers, and the applicable travel areas, are clear of blockage
and unwanted material.
O
G. If necessary, do the snow removal procedure again, until all the snow is removed from the
aircraft.
N
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5. Close Out
A. Remove the electrical power as follows:
T
(1) If internal electrical power was used, shutdown the APU (TASK 491000866802).
(2) If external electrical power was used, do the removal of the external power supply
IN
(TASK 244100861802).
B. Remove all tools, equipment, and unwanted materials from the work area.
PR
L
IA
IC
FF
O
N
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Page: 30
Ground Operations
F CRJ700/900/1000
T
IN
CSPB001 TASK 123100660801 Snow Removal

PR
3. Job SetUp
A. Make sure that all loose snow is removed from the aircraft before you do the deicing/antiicing
procedures (TASK 123100660801).
4. Procedure
WARNING: FOR SUFFICIENT HOLDOVER TIME, MAKE SURE THE FREEZING POINT OF THE
L
DEICING/ANTIICING MIXTURE IS LESS THAN THE AIRCRAFT AND AMBIENT
TEMPERATURES. THE HOLDOVER TIME WILL ALSO DECREASE DURING THE
CONDITIONS THAT FOLLOW:
IA
THERE ARE STRONG WINDS.
THERE IS PRECIPITATION.
THE AMBIENT TEMPERATURE DECREASES.
IC
THERE ARE WINDS CAUSED BY OTHER AIRCRAFT ENGINES.

THE AIRCRAFT FUEL TEMPERATURE, ADJACENT TO THE SKIN, IS LESS
THAN THE AMBIENT TEMPERATURE.
IF YOU DO NOT OBEY THIS WARNING, ICE CAN COLLECT ON THE WINGS.
THIS CAN CAUSE THE LOSS OF LIFT THAT CAN CAUSE INJURY TO PERSONS
FF
AND/OR DAMAGE TO EQUIPMENT.

O
N
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WARNING: IF YOU DO THE ANTIICING PROCEDURE MORE THAN ONE TIME, MAKE SURE
THAT YOU ALSO DO THE DEICING PROCEDURE AGAIN. MORE THAN ONE
LAYER OF ANTIICING FLUID WILL CHANGE THE AERODYNAMIC PROPERTY
OF THE WINGS. THIS CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE
T
TO EQUIPMENT.
A. Obey the precautions and standard practices that follow when you do the deicing/antiicing
IN
procedures:
WARNING: DO NOT LET THE DEICING FLUID GO IN THE APU. DEICING FLUID CAN
CAUSE THE APU SPEED TO BE OUT OF CONTROL. THIS CAN CAUSE
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
PR
(1) The APU should be shut down for all antiicing/deicing operations.
(2) If it is necessary to operate the engines or the APU while you do the deicing/antiicing
procedures, obey the precautions that follow:
(a) Make sure that the engines are at idle speed.
(b) Keep the deicing/antiicing fluid that goes into the engines to a minimum.
CAUTION: IF THE ENGINES OR THE APU ARE IN OPERATION WHEN YOU DO

L
THE DEICING/ANTIICING PROCEDURE, MAKE SURE THAT ALL
BLEED AIR SOURCES ARE CLOSED. YOU CAN CAUSE DAMAGE TO
COMPONENTS.
IA
(c) Make sure that all bleed air valves are closed.
(d) Make sure the valves for the air conditioning unit are off.
IC
(3) When deicing the control surfaces, make sure that the ice/snow is not pushed between the
leading edge of the control surface and its adjacent structure.
(4) Remove the snow, frost or ice from all the luggage/cargo before you put them into the cargo
compartment.
FF
(5) Remove the snow, frost or ice from door sills and the door surrounds before the doors are
closed.
(6) Do not directly spray the deicing/antiicing fluid at or into the aircraft components that
follow:
NOTE: Direct spray occurs when the fluid stream hits the aircraft or component, but does
O
not touch another object first. A spray trajectory of more than 10 feet (3m) is
recommended to make sure that the direct spray does not damage the aircraft or
components.
N
Windshields
Side windows
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Page: 32
Ground Operations
F CRJ700/900/1000
Passenger compartment windows

Pitot/static probes
Total air temperature (TAT)
T
Angle of attack (AOA) sensors
IN
Antennas
Winglets.
Engine thrust reversers
PR
Fuel drains
NACA vent scoops
Wheels and brakes
Ram air intake
APU inlet and exhaust areas
Emergency door handles
L
Door and window seals
Landing gear.
IA
(7) If the aircraft is moved from a warm hangar during freezing precipitation, do one of the steps
that follows:
NOTE: Freezing precipitation will melt when it touches the warm surfaces, then freeze to
IC
the surface when it becomes cold.
(a) Do the antiicing procedure before the aircraft is moved out of the warm hangar.
(b) Let the aircraft temperature decrease below freezing, before it is moved out of the
hangar.
FF
(8) If you use warm water to remove the ice and frost, do the steps that follow:
(a) Do the procedure in warm hanger.
(b) If antiicing fluid is not applied, then keep the aircraft in the warm hanger until it is dry.
O
(9) If possible, increase the temperature of the deicing fluid and water mixture to 180 to 200 F
(174 to 194 C), at the source.
(10) Do not use a continuous flow of deicing fluid directly at one location on the aircraft
N
surfaces.
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(11) Apply the fluid at a low angle to prevent damage to the aircraft surfaces.
(12) Do not use more than 10 psi of pressure to blow the ice and snow off the surfaces.
T
(13) To apply the fluid across a large area of snow or ice, use a light to moderate spray.
(14) Do not spray the fluid into the wind.
IN
(15) Apply the deicing/antiicing fluid from the highest to the lowest areas. This will allow the
hot fluid to work down the surface.
(16) Apply the spray as near to the surface as possible.
PR
(17) The effect of the deicing/antiicing will decrease with the conditions that follow:
High winds
Winds caused by other aircraft engines
Wet snow
High precipitation
Aircraft skin temperature
L
Fuel temperature in areas near the skin
Sun light.
IA
(18) After the aircraft is operated in very wet snow, do the steps that follow:
(a) Carefully examine the aircraft for snow and damage, in the areas that follow:
The leading edges

IC
The slats, adjacent structure, and travel areas

The flaps, adjacent structure, and travel areas
The spoilers, adjacent structure, and travel areas
The ailerons, adjacent structure, and travel areas
FF
The vertical stabilizer and adjacent structure

The rudder, the adjacent structure, and travel areas
The horizontal stabilizers, the adjacent structure and travel areas
The elevators, the adjacent structure, and travel area
The nose and main landing gear wheel wells and the landing gears travel areas
O
The aircraft skin aft of the nose and main landing gears
Engine intake area.
N
(19) If there is continuous precipitation, do the steps that follow:
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F CRJ700/900/1000
(a) Do the 2step deicing/antiicing procedure (TASK 123100660803).
NOTE: Use the recommended concentration of fluid and water mixture for the
applicable weather conditions and temperature.
T
(b) Do the deicing/antiicing procedure as close to flight time as possible.
IN
(c) Make sure that there is no ice, snow, and unwanted material in the engine intake area.
NOTE: Before you start the engines, examine the fan blades for ice and snow.
Make sure to remove all ice and snow with a flow of hot air pointed at these
areas. Ice and snow can cause damage to the engines.
PR
(d) During freezing fog conditions, examine the rear of the fan blades for ice and frost
before you start the engines.
(e) During wet snow conditions, do the steps that follow:
NOTE: The deicing/antiicing mixture will be less satisfactory if more water is

absorbed into the mixture.
1 Decrease the holdover time, because the deterioration of the fluid mixture will
occur faster.
L
2 Increase the concentration of antiicing fluid and water mixture, as applicable.
IA
B. For short term parking of the aircraft in an open area during cold weather, do the steps that
follow:
(1) Do the pretakeoff inspection as soon to the departure time as possible.

IC
NOTE: If at night, make sure that sufficient light is available to do the inspection of the
aircraft.
(2) Do a visual inspection of the aircraft components and areas that follow:
Make sure that the pitot static tubes are clear of snow, frost, ice, and unwanted material.
FF
Make sure that the static pressure ports are clear of snow, frost, ice, and unwanted
material.
Make sure that all the door are clear of snow, frost, ice, and unwanted material.
Make sure that the TAT and the AOA are clear of snow, frost, ice, and unwanted material.
Make sure that the windshield are clear of snow, frost, ice, and unwanted material.
O
Make sure that all the flight control surfaces and their travel areas are clear of snow, frost,
ice, and unwanted material.
Make sure that the main and nose landing gears and bays are clear of snow, frost, ice,
N
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Make sure that the engine intakes and exhausts are clear of snow, frost, ice, and
unwanted material.
Make sure that all inlets, exhausts, and drains are clear of snow, frost, ice, and unwanted
T
material.
(3) If necessary, do the deicing/antiicing procedure again, until all the snow, frost, and ice is
removed from the critical aircraft components and areas.
IN
5. Close Out
A. Remove all tools, equipment, and unwanted materials from the work area.
PR
L
IA
IC
FF
O
N
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Page: 36
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660802 (Config A01)

Aircraft DeIcing/AntiIcing 1Step Procedure
T
1. General
IN
A. The 1step deicing/antiicing procedure applies a hot deicing/antiicing fluid or mixture of fluid
and water. The 1step procedure is usually done when the precipitation is not continuous and the
antiicing protection is only necessary for a short time. The different types of deicing/antiicing
fluids available and their properties are as follows:
Type I deicing/antiicing (thin) fluids usually contain a minimum of 80% Glycol. Type I fluids
PR
are usually used when antiicing protection is only necessary for a short time.
Type II, Type III, and Type IV deicing/antiicing (thick) fluids usually contain a minimum of
50% Glycol and other additives. Also included is 0 to 50% of water plus other chemicals to help
prevent deterioration of the fluid mixture during icing conditions. Type II, Type III, and Type IV
fluids are usually used when antiicing protection is necessary for a longer time.
B. During winter operations, deicing/antiicing fluid residue should be periodically removed from
the wing trailing edge (TASK 123100140801).

L
IA

IC

FF

10001 Fluid, antiicing/deicing, SAE Type I
10002 Fluid, antiicing/deicing, SAE Type II
O
10003 Fluid, antiicing/deicing, SAE Type IV

10004 Fluid, antiicing/deicing, SAE Type III
N
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Section: 10
F CRJ700/900/1000
T
CSPB001 TASK 123100140801 Removal of SAE TYPE II, III or IV Fluid Residue from
the Wing Trailing Edge
IN
CSPB001 TASK 123100910801 Aircraft DeIcing/AntiIcing, Standard Practices
CSPB001 TASK 215000862802 Release the APU ConditionedAir Pressurization
PR
CSPB001 TASK 215000862806 Release the Engine ConditionedAir Pressurization
System
3. Job SetUp
NOTE: The antiicing/deicing 1step procedure is necessary when precipitation is not

continuous and the protection is only necessary for a short time.
L
A. Examine the aircraft and its surfaces for contamination of frost, snow, and ice.
IA
B. Obey all the deicing/antiicing standard practices (TASK 123100910801).
C. If necessary remove the snow on the aircraft (TASK 123100660801).
D. If the engines or the auxiliary power unit (APU) are not in operation, use external ac power
IC
(TASK 244100861801).
E. In the flight compartment, set the stabilizer trim to takeoff.
F. Make sure that, on the BLEED AIR panel, the BLEED VALVES switch is set to CLSD.
FF
G. Make sure that, on the AIRCONDITIONING panel, the LR PACK is set to OFF.
H. Make sure that, on the ANTIICE panel, the WING switch is set to OFF.
I. Make sure that, on the ANTIICE panel, the COWLs LH and RH switches are set to OFF.
J. Make sure that, on the pilot and copilot WIPER panels, the WIPER switch is set to OFF/PARK.
O
N
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CAUTION: IF THE ENGINES OR THE APU ARE IN OPERATION WHEN YOU DO THE
DEICING/ANTIICING PROCEDURE, MAKE SURE THAT ALL BLEED AIR
SOURCES ARE CLOSED. YOU CAN CAUSE DAMAGE TO COMPONENTS.
T
K. If the engines or the APU will be in operation during the deicing/antiicing procedures, do the
following:
IN
(1) Isolate the environmental control system (ECS) from the APU bleed air sources
(TASK 215000862802).
(2) Isolate the ECS from the engine bleed air sources (TASK 215000862806).
4. Procedure
PR
WARNING: WHEN YOU USE DEICING/ANTIICING FLUID, OBEY THE PRECAUTIONS THAT
FOLLOW:
USE APPROVED EYE, MOUTH, AND BODY PROTECTION.

DO NOT LET THE FLUID TOUCH YOUR SKIN, EYES, OR MOUTH.
DO THE WORK IN AN AREA THAT HAS A GOOD FLOW OF CLEAN AIR.
OBEY THE MANUFACTURER INSTRUCTIONS.
L
IF IRRITATION OCCURS, GET MEDICAL AID IMMEDIATELY.
DEICING/ANTIICING FLUID IS DANGEROUS AND CAN CAUSE INJURY TO

IA
PERSONS.
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU OPERATE THE
AIRCRAFT IN COLD WEATHER DURING CONDITIONS OF HIGH HUMIDITY OR
CONTINUOUS PRECIPITATION:
IC
DO THE DEICING/ANTIICING PROCEDURE AS NEAR TO YOUR

DEPARTURE TIME AS POSSIBLE.
DECREASE THE DEPARTURE TIME INTERVAL IN RELATION TO THE
CONDITIONS THAT OCCUR.
FF
INSPECT THE AIRCRAFT SURFACES REGULARLY FOR SNOW OR ICE

CONTAMINATION.
REMOVE ALL THE WET SNOW BEFORE DEPARTURE. WET SNOW DOES
NOT EASILY BLOW OFF THE SURFACES.
BE CAREFUL DURING OVERCAST OR NIGHT DEPARTURES. A LAYER OF
FROST OR ICE IS DIFFICULT TO SEE.
O
IF YOU DO NOT OBEY THESE PRECAUTIONS, THE AIRCRAFT IS NOT SAFE

AND YOU CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE TO
EQUIPMENT.
N
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T
IN
PR
TO EQUIPMENT.
L
IA
A. Do the deicing/antiicing, 1step procedure as follows:

IC
(1) Because of the frequent revision cycle of the data, Hold Over Time (HOT) tables are
available online through your respective aviation authority web site, or through the
following web sites.
http://www.faa.gov/
FF
http://www.tc.gc.ca/
follow:
not touch another object first. A spray trajectory of more than 10 feet (3 m) is
O
components.
Windshields
N
Side windows
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Page: 40
Ground Operations
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Pitot/static probes
T
Antennas
IN
Winglets
Fuel drains
PR
NACA vent scoops
Wheels and brakes
Ram air intake
L
Landing gear.
IA
(3) For SAE Type I deicing/antiicing fluid, mix to the minimum recommended concentration
as follows:
MINIMUM CONCENTRATION OF SAE TYPE I DEICING/ANTIICING FLUID IN RELATION TO

OUTSIDE AIR TEMPERATURE
IC
OUTSIDE AIR TEMPERATURE 1STEP PROCEDURE

(OAT) (FLUID / WATER MIXTURE CONCENTRATION)
3 C (27 F) and above Heated mixture of Type I fluid and water, with a freezing point of 10C
Below 3 C (27 F) (18F) below the actual OAT.
FF
General Note: The temperature of the fluid mixture shall be no less than 140 F (60 C) at the
nozzle.
General Note: To use Type I holdover time guidelines, at least 1 L/m (2 gal/100 ft) must be applied
to the deiced surfaces
General Note: This table is applicable for Type I holdover guidelines. If holdover times are not
required, a temperature of 140 F (60 C) at the nozzle is desirable.
O
Wing skin temperature may be different, and in some cases, lower than the OAT. A
CAUTION:
stronger mixture (more Glycol) can be used under these conditions.
N
(4) For SAE Type II, Type III and Type IV deicing/antiicing fluid, mix to the minimum
recommended concentration as follows:
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F CRJ700/900/1000
**ON A/C ALL
TASK 123100660801 (Config A01)

Snow Removal
T
1. General
IN

PR

COMMERCIALLY AVAILABLE
L
BroomLong handle
NOT SPECIFIED Cart Heating/Air Conditioning
IA

IC

FF

System
O

N
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3. Job SetUp
T
IN
(TASK 244100861801).
(TASK 491000866801).
4. Procedure
PR
EQUIPMENT.
TO THE AIRCRAFT.
L
IA

IC
FF
O
N
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F CRJ700/900/1000
T
IN
OBJECTS ON YOU.
PR
L
IA
Antennas
IC

Fuselage
FF

Winglets
Slats
O
Flight controls
Flaps
N
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Page: 44
Ground Operations
F CRJ700/900/1000
Fuel drains
NACA vent scoops
Landing gears
T
Landing gear doors
Landing gear bays
IN
Ram air intake
PR
(1)
L

IA
that follow:

IC

Flaps
Flap vanes
Slats
FF
(TASK 275200864802).

O
N
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T
IN
PR
PERSONS.
material.
L
unwanted material.
IA
material.
IC
FF
O
aircraft.
N
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Ground Operations
F CRJ700/900/1000
5. Close Out
T
IN
(TASK 244100861802).
PR
L
IA
IC
FF
O
N
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Section: 10
F CRJ700/900/1000
**ON A/C ALL
TASK 123100910801 (Config A01)

Aircraft DeIcing/AntiIcing, Standard Practices
T
1. General
IN
A. The precautions and standard practices given in this procedure gives data to help prevent snow,
ice, and frost to collect on the aircraft. It also includes other related data for the operation of the
aircraft in cold weather. The operator must find and use the correct procedures for the weather
conditions that occur.
Aircraft deicing is a procedure to remove the frost, ice or snow that collects on the aircraft
PR
surfaces. Usually, hot water or a hot mixture of water and deicing/antiicing fluid is applied on
the contaminated surfaces to do this.
NOTE: There is no technical objection to use the infrared energy deicing system as an
alternative deicing method. However, since the infrared energy system can support
only the deicing process, airplanes requiring antiicing protection will still need the
application of an appropriate antiicing Freezing Point Depressant (FPD) fluids.
When you deice the aircraft using the infrared energy system, make sure you obey
the precautions that follow:
L
Refer to the pertinent FAA Advisory Circular dealing with infrared deicing system.
IA
Make sure that all temperatures are within the operational envelope.
Only surfaces heating is delivered to the fuselage.
No overheating and no heat absorption into the cabin is permitted.
Aircraft antiicing is a procedure to help make sure that the ice, snow or frost does not collect
IC
(and become attached) on the aircraft surfaces. The antiicing fluid or a mixture of antiicing fluid
and water is applied to the contaminated surfaces to do this.

FF

O

N
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Page: 48
Ground Operations
F CRJ700/900/1000
T
IN

PR
3. Job SetUp
A. Make sure that all loose snow is removed from the aircraft before you do the deicing/antiicing
procedures (TASK 123100660801).
4. Procedure
L
IA
IC

FF

O
N
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EFFECTIVITY:
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123100 Mar 25/2012
Section: 10
F CRJ700/900/1000
T
TO EQUIPMENT.
A. Obey the precautions and standard practices that follow when you do the deicing/antiicing
IN
procedures:
WARNING: DO NOT LET THE DEICING FLUID GO IN THE APU. DEICING FLUID CAN
CAUSE THE APU SPEED TO BE OUT OF CONTROL. THIS CAN CAUSE
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
PR
(1) The APU should be shut down for all antiicing/deicing operations.
(2) If it is necessary to operate the engines or the APU while you do the deicing/antiicing
procedures, obey the precautions that follow:
(a) Make sure that the engines are at idle speed.
(b) Keep the deicing/antiicing fluid that goes into the engines to a minimum.
CAUTION: IF THE ENGINES OR THE APU ARE IN OPERATION WHEN YOU DO

L
THE DEICING/ANTIICING PROCEDURE, MAKE SURE THAT ALL
BLEED AIR SOURCES ARE CLOSED. YOU CAN CAUSE DAMAGE TO
COMPONENTS.
IA
(c) Make sure that all bleed air valves are closed.
(d) Make sure the valves for the air conditioning unit are off.
IC
(3) When deicing the control surfaces, make sure that the ice/snow is not pushed between the
leading edge of the control surface and its adjacent structure.
(4) Remove the snow, frost or ice from all the luggage/cargo before you put them into the cargo
compartment.
FF
(5) Remove the snow, frost or ice from door sills and the door surrounds before the doors are
closed.
follow:
O
components.
N
Windshields
Side windows
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Section: 10
Page: 50
Ground Operations
F CRJ700/900/1000

Pitot/static probes
T
IN
Antennas
Winglets.
PR
Fuel drains
NACA vent scoops
Wheels and brakes
Ram air intake
L
Landing gear.
IA
(7) If the aircraft is moved from a warm hangar during freezing precipitation, do one of the steps
that follows:
NOTE: Freezing precipitation will melt when it touches the warm surfaces, then freeze to
IC
the surface when it becomes cold.
(a) Do the antiicing procedure before the aircraft is moved out of the warm hangar.
(b) Let the aircraft temperature decrease below freezing, before it is moved out of the
hangar.
FF
(8) If you use warm water to remove the ice and frost, do the steps that follow:
(a) Do the procedure in warm hanger.
(b) If antiicing fluid is not applied, then keep the aircraft in the warm hanger until it is dry.
O
(9) If possible, increase the temperature of the deicing fluid and water mixture to 180 to 200 F
(174 to 194 C), at the source.
(10) Do not use a continuous flow of deicing fluid directly at one location on the aircraft
N
surfaces.
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Section: 10
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(11) Apply the fluid at a low angle to prevent damage to the aircraft surfaces.
(12) Do not use more than 10 psi of pressure to blow the ice and snow off the surfaces.
T
(13) To apply the fluid across a large area of snow or ice, use a light to moderate spray.
(14) Do not spray the fluid into the wind.
IN
(15) Apply the deicing/antiicing fluid from the highest to the lowest areas. This will allow the
hot fluid to work down the surface.
(16) Apply the spray as near to the surface as possible.
PR
(17) The effect of the deicing/antiicing will decrease with the conditions that follow:
High winds
Winds caused by other aircraft engines
Wet snow
High precipitation
Aircraft skin temperature
L
Fuel temperature in areas near the skin
Sun light.
IA
(18) After the aircraft is operated in very wet snow, do the steps that follow:
(a) Carefully examine the aircraft for snow and damage, in the areas that follow:
The leading edges

IC
The slats, adjacent structure, and travel areas

The flaps, adjacent structure, and travel areas
The spoilers, adjacent structure, and travel areas
The ailerons, adjacent structure, and travel areas
FF
The vertical stabilizer and adjacent structure

The rudder, the adjacent structure, and travel areas
The horizontal stabilizers, the adjacent structure and travel areas
The elevators, the adjacent structure, and travel area
The nose and main landing gear wheel wells and the landing gears travel areas
O
The aircraft skin aft of the nose and main landing gears
Engine intake area.
N
(19) If there is continuous precipitation, do the steps that follow:
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Section: 10
Page: 52
Ground Operations
F CRJ700/900/1000
(a) Do the 2step deicing/antiicing procedure (TASK 123100660803).
NOTE: Use the recommended concentration of fluid and water mixture for the
applicable weather conditions and temperature.
T
(b) Do the deicing/antiicing procedure as close to flight time as possible.
IN
(c) Make sure that there is no ice, snow, and unwanted material in the engine intake area.
NOTE: Before you start the engines, examine the fan blades for ice and snow.
Make sure to remove all ice and snow with a flow of hot air pointed at these
areas. Ice and snow can cause damage to the engines.
PR
(d) During freezing fog conditions, examine the rear of the fan blades for ice and frost
before you start the engines.
(e) During wet snow conditions, do the steps that follow:
NOTE: The deicing/antiicing mixture will be less satisfactory if more water is

absorbed into the mixture.
1 Decrease the holdover time, because the deterioration of the fluid mixture will
occur faster.
L
2 Increase the concentration of antiicing fluid and water mixture, as applicable.
IA
B. For short term parking of the aircraft in an open area during cold weather, do the steps that
follow:
(1) Do the pretakeoff inspection as soon to the departure time as possible.

IC
NOTE: If at night, make sure that sufficient light is available to do the inspection of the
aircraft.
(2) Do a visual inspection of the aircraft components and areas that follow:
Make sure that the pitot static tubes are clear of snow, frost, ice, and unwanted material.
FF
Make sure that the static pressure ports are clear of snow, frost, ice, and unwanted
material.
Make sure that all the door are clear of snow, frost, ice, and unwanted material.
Make sure that the TAT and the AOA are clear of snow, frost, ice, and unwanted material.
Make sure that the windshield are clear of snow, frost, ice, and unwanted material.
O
Make sure that all the flight control surfaces and their travel areas are clear of snow, frost,
ice, and unwanted material.
Make sure that the main and nose landing gears and bays are clear of snow, frost, ice,
N
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123100 Mar 25/2012
Section: 10
F CRJ700/900/1000
Make sure that the engine intakes and exhausts are clear of snow, frost, ice, and
unwanted material.
Make sure that all inlets, exhausts, and drains are clear of snow, frost, ice, and unwanted
T
material.
(3) If necessary, do the deicing/antiicing procedure again, until all the snow, frost, and ice is
removed from the critical aircraft components and areas.
IN
5. Close Out
A. Remove all tools, equipment, and unwanted materials from the work area.
PR
L
IA
IC
FF
O
N
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123100 Aug 25/2011
Section: 10
Page: 54
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660801 (Config A01)

Snow Removal
T
1. General
IN

PR

NOT SPECIFIED
L
IA

IC

FF

System
O

N
CSP B001 MASTER

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EFFECTIVITY:
Page 313
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Section: 10
F CRJ700/900/1000
3. Job SetUp
T
IN
(TASK 244100861801).
(TASK 491000866801).
4. Procedure
PR
EQUIPMENT.
TO THE AIRCRAFT.
L
IA

IC
FF
O
N
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EFFECTIVITY:
Page 314
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Section: 10
Page: 56
Ground Operations
F CRJ700/900/1000
T
IN
OBJECTS ON YOU.
PR
L
IA
Antennas
IC

Fuselage
FF

Winglets
Slats
O
Flight controls
Flaps
N
CSP B001 MASTER

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EFFECTIVITY:
Page 315
123100 May 25/2014
Section: 10
F CRJ700/900/1000
Fuel drains
NACA vent scoops
Landing gears
T
Landing gear doors
Landing gear bays
IN
Ram air intake
PR
(1)
L
IA
that follow:

IC

Flaps
Flap vanes
FF
Slats
(TASK 275200864802).

O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 316
123100 May 25/2014
Section: 10
Page: 58
Ground Operations
F CRJ700/900/1000
T
IN
PR
PERSONS.
material.
L
unwanted material.
IA
material.
IC
FF
O
aircraft.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 317
123100 May 25/2014
Section: 10
F CRJ700/900/1000
5. Close Out
T
IN
(TASK 244100861802).
PR
L
IA
IC
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 318
123100 May 25/2014
Section: 10
Page: 60
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660801 (Config A01)

Snow Removal
T
1. General
IN

PR

NOT SPECIFIED
L
IA

IC

FF

System
O

N
CSP B001 MASTER

U
EFFECTIVITY:
Page 313
123100 May 25/2014
Section: 10
F CRJ700/900/1000
3. Job SetUp
T
IN
(TASK 244100861801).
(TASK 491000866801).
4. Procedure
PR
EQUIPMENT.
TO THE AIRCRAFT.
L
IA

IC
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 314
123100 May 25/2014
Section: 10
Page: 62
Ground Operations
F CRJ700/900/1000
T
IN
OBJECTS ON YOU.
PR
L
IA
Antennas
IC

Fuselage
FF

Winglets
Slats
O
Flight controls
Flaps
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 315
123100 May 25/2014
Section: 10
F CRJ700/900/1000
Fuel drains
NACA vent scoops
Landing gears
T
Landing gear doors
Landing gear bays
IN
Ram air intake
PR
(1)
L
IA
that follow:

IC

Flaps
Flap vanes
FF
Slats
(TASK 275200864802).

O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 316
123100 May 25/2014
Section: 10
Page: 64
Ground Operations
F CRJ700/900/1000
T
IN
PR
PERSONS.
material.
L
unwanted material.
IA
material.
IC
FF
O
aircraft.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 317
123100 May 25/2014
Section: 10
F CRJ700/900/1000
5. Close Out
T
IN
(TASK 244100861802).
PR
L
IA
IC
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 318
123100 May 25/2014
Section: 10
Page: 66
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660802 (Config A01)

T
1. General
IN
PR

L
IA

IC

FF

O

N
CSP B001 MASTER

U
EFFECTIVITY:
Page 319
123100 Aug 25/2011
Section: 10
F CRJ700/900/1000
T
IN
PR
System
3. Job SetUp

L
IA
IC
(TASK 244100861801).
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 320
123100 May 25/2014
Section: 10
Page: 68
Ground Operations
F CRJ700/900/1000
T
following:
IN
(TASK 215000862802).
4. Procedure
PR
FOLLOW:

L

IA
PERSONS.
IC

FF

CONTAMINATION.
O

EQUIPMENT.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 321
123100 May 25/2014
Section: 10
F CRJ700/900/1000
T
IN
PR
TO EQUIPMENT.
L
IA

IC
http://www.faa.gov/
FF
follow:
O
components.
Windshields
N
Side windows
CSP B001 MASTER

U
EFFECTIVITY:
Page 322
123100 Aug 25/2011
Section: 10
Page: 70
Ground Operations
F CRJ700/900/1000
Pitot/static probes
T
Antennas
IN
Winglets
Fuel drains
PR
NACA vent scoops
Wheels and brakes
Ram air intake
L
Landing gear.
IA
as follows:

IC

FF
nozzle.
O
CAUTION:
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 323
123100 Aug 25/2011
Section: 10
F CRJ700/900/1000
MINIMUM CONCENTRATION OF SAE TYPE II , TYPE III, AND TYPE IV DEICING/ANTIICING FLUID
IN RELATION TO OUTSIDE AIR TEMPERATURE
T
(OAT) (FLUID / WATER MIXTURE) in %
(50 / 50) Heated mixture of Type II, Type III, or Type IV Fluid
3 C (27 F) and above
IN
(CAUTION)
Below 3 C (27 F) to 14 C (7
(75 / 25) Heated mixture of Type II , Type III, or Type IV Fluid
F)
Below 14 C (7 F) to 25 C
(100 / 0) Heated Type II, Type III, or Type IV Fluid
(13 F)
PR
SAE Type II, Type III or Type IV fluid may be used, provided that the
freeze point of the fluid is a minimum of 7 C (13 F) below the OAT.
Below 25 C (13 F)
Consider the use of SAE Type I fluid when Type II, Type III, or Type IV
cannot be used.
For heated fluids, a fluid temperature of not less than 140 F (60 C) at the nozzle is
Note:
recommended.
CAUTION:
L
CAUTION: Because of possible fluid freezing, 50/50 Type II, Type III, or Type IV fluid shall not be
used as an antiicing step on a cold soaked wing. This can be identified by the presence
IA
of ice or frost on the lower surface of the wing, in the area of the fuel tank.
B. Apply the deicing/antiicing fluid mixture as follows:
NOTE: Make sure you apply the deicing/antiicing mixture equally to both sides of the
IC
aircraft. If necessary, use a broom to remove loose ice and snow.
(1) Apply deicing/antiicing to the horizontal stabilizer as follows:
NOTE: Make sure that there is no ice, snow, and other unwanted material in the
elevators travel area.
FF
(a) Start at the outboard of the horizontal stabilizer and work inboard.
(b) Spray the horizontal stabilizer from the leading edge to the trailing edge.
(2) Apply deicing/antiicing to the vertical stabilizer as follows:

O
(a) Start at the top of the vertical stabilizer, and apply the deicing.
rudder travel area.
N
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Page 324
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Section: 10
Page: 72
Ground Operations
F CRJ700/900/1000
(3) Apply deicing/antiicing fluid to the permitted area of the fuselage as follows:
NOTE: Frost on the upper surface of the fuselage is not considered to be critical if it is
possible to distinguish features (markings and lines). Frost in excess of this must
T
be removed from the fuselage.
(a) Spray the fuselage from the top center to the bottom.
IN
NOTE: Do not spray deicing/antiicing type II and IV fluid to these components:
Air data probes/sensors

Control surface cavities
PR
Windshields and side windows
Lower side of radome
Engine cowlings and thrust reverser components
Engine and APU air intakes
NACA vent scoops.
NOTE: Do not spray deicing/antiicing fluid directly on the windows.
(b)
L
Spray the fuselage from the forward section to the aft section.
(4) Apply deicing/antiicing fluid to the wings as follows:

IA
(a) Start at the outboard of the wing and work to the inboard of the wing.
(b) Spray the wing from the leading edge to the trailing edge.
IC
NOTE: Make sure that there is no ice, snow and other unwanted material in the
ailerons, flaps and slats travel area.
CAUTION: USE APPROVED GROUND DEICING EQUIPMENT TO REMOVE ICE FROM

THE WINDSHIELD AND ITS TEMPERATURE SENSORS. DO NOT USE
HIGHTEMPERATURE FLUID OR AIR TO REMOVE ICE FROM THE
FF
WINDSHIELD. YOU CAN CAUSE DAMAGE TO EQUIPMENT.
(5) In the flight compartment, on the overhead panel set the switches as follows:
(a) On the ANTIICE control panel set the LH and RH WSHLD switches to LOW.
(b) On the ANTIICE control panel set the LH and RH PROBES to ON.
O
C. Use a nolint cloth to remove the deicing/antiicing fluid leakage from the aircraft components
where protection is not wanted.
D. If necessary, remove the unwanted antiice/deicing fluid from the wing trailing edge
N
(TASK 123100140801).
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Page 325
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Section: 10
F CRJ700/900/1000
PERSONS.
T
E. Do a visual inspection of the aircraft components and areas as follows:
(1) Make sure that the pitot static tubes are clear of snow, frost, ice, and unwanted material.
IN
(2) Make sure that the static pressure ports are clear of snow, frost, ice, and unwanted material.
(3) Make sure that all the doors are clear of snow, frost, ice, and unwanted material.
(4) Make sure that all the flight control surfaces and travel areas are clear of snow, frost, ice,
PR
(5) Make sure that the wing and tail surfaces are clear of snow, frost, ice, and unwanted
material.
NOTE: Light frost underside (bottom) of the wing fuel tank area is permitted to a
maximum 1/8 inch 0.125 in. (3 mm) layer of frost.
(6) Make sure that all the aerodynamic seals for the primary flight controls are clear of snow,
frost, ice, and unwanted material.
L
(7) Make sure that the main and nose landing gears and bays are clear of snow, frost, ice, and
unwanted material.
IA
(8) Make sure that the engine and APU intakes and exhausts are clear of snow, frost, ice, and
unwanted material.
(9) Make sure that all inlets, exhausts, and drains are clear of snow, frost, ice, and unwanted
IC
material.
F. If necessary, do the deicing/antiicing procedure again, until all the snow, frost, and ice is
removed from the aircraft.
G. Do a check of the aircraft components that follow:

FF
(1) Operate, through the full travel range, the flight control surfaces that follow:
NOTE: Make sure a member of the ground crew can see the control surfaces move the
full travel range.
The ailerons
O
Ground and flight spoilers

The flaps and slats
The rudder
N
The pitch trim actuator
CSP B001 MASTER

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Page 326
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Section: 10
Page: 74
Ground Operations
F CRJ700/900/1000
The elevators.
(2) If you are not sure of the safety of the aircraft, immediately speak with the flight crew, and
make a report of what you have seen.
T
5. Close Out
IN
A. Remove the external ac power if you have use it (TASK 244100861802).
PR
L
IA
IC
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 327
123100 May 25/2014
Section: 10
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660802 (Config A01)

T
1. General
IN
PR

L
IA

IC

FF

O

N
CSP B001 MASTER

U
EFFECTIVITY:
Page 319
123100 Aug 25/2011
Section: 10
Page: 76
Ground Operations
F CRJ700/900/1000
T
IN
PR
System
3. Job SetUp

L
IA
IC
(TASK 244100861801).
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 320
123100 May 25/2014
Section: 10
F CRJ700/900/1000
T
following:
IN
(TASK 215000862802).
4. Procedure
PR
FOLLOW:

L

IA
PERSONS.
IC

FF

CONTAMINATION.
O

EQUIPMENT.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 321
123100 May 25/2014
Section: 10
Page: 78
Ground Operations
F CRJ700/900/1000
T
IN
PR
TO EQUIPMENT.
L
IA

IC
http://www.faa.gov/
FF
follow:
O
components.
Windshields
Side windows
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 322
123100 Aug 25/2011
Section: 10
F CRJ700/900/1000
Pitot/static probes
T
Antennas
IN
Winglets
Fuel drains
PR
NACA vent scoops
Wheels and brakes
Ram air intake
L
Landing gear.
IA
as follows:

IC

FF
nozzle.
O

CAUTION:
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 323
123100 Aug 25/2011
Section: 10
Page: 80
Ground Operations
F CRJ700/900/1000
T
IN
(CAUTION)
Below 3 C (27 F) to 14 C (7
F)
(13 F)
PR
Below 25 C (13 F)
cannot be used.
Note:
recommended.
CAUTION:
CAUTION:
L
Because of possible fluid freezing, 50/50 Type II, Type III, or Type IV fluid shall not be
IA
IC
FF

O
rudder travel area.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 324
123100 May 25/2014
Section: 10
F CRJ700/900/1000
T
IN

PR
NACA vent scoops.
(b)
L

IA
IC

FF
O
N
(TASK 123100140801).
CSP B001 MASTER

U
EFFECTIVITY:
Page 325
123100 May 25/2014
Section: 10
Page: 82
Ground Operations
F CRJ700/900/1000
PERSONS.
T
IN
PR
material.
L
unwanted material.
IA
unwanted material.
IC
material.

FF
full travel range.
The ailerons
O

The flaps and slats
The rudder
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 326
123100 May 25/2014
Section: 10
F CRJ700/900/1000
The elevators.
T
5. Close Out
IN
PR
L
IA
IC
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 327
123100 May 25/2014
Section: 10
Page: 84
Ground Operations
F CRJ700/900/1000
**ON A/C ALL
TASK 123100660802 (Config A01)

T
1. General
IN
PR

L
IA

IC

FF

O

N
CSP B001 MASTER

U
EFFECTIVITY:
Page 319
123100 Aug 25/2011
Section: 10
F CRJ700/900/1000
T
IN
PR
System
3. Job SetUp

L
IA
IC
(TASK 244100861801).
FF
O
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 320
123100 May 25/2014
Section: 10
Page: 86
Ground Operations
F CRJ700/900/1000
T
following:
IN
(TASK 215000862802).
4. Procedure
PR
FOLLOW:

L

IA
PERSONS.
IC

FF

CONTAMINATION.
O

EQUIPMENT.
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 321
123100 May 25/2014
Section: 10
F CRJ700/900/1000
T
IN
PR
TO EQUIPMENT.
L
IA

IC
http://www.faa.gov/
FF
follow:
O
components.
Windshields
N
Side windows
CSP B001 MASTER

U
EFFECTIVITY:
Page 322
123100 Aug 25/2011
Section: 10
Page: 88
Ground Operations
F CRJ700/900/1000
Pitot/static probes
T
Antennas
IN
Winglets
Fuel drains
PR
NACA vent scoops
Wheels and brakes
Ram air intake
L
Landing gear.
IA
as follows:

IC

FF
nozzle.
O
CAUTION:
N
CSP B001 MASTER

U
EFFECTIVITY:
Page 323
123100 Aug 25/2011
Section: 10
F CRJ700/900/1000
T
IN
(CAUTION)
Below 3 C (27 F) to 14 C (7
F)
(13 F)
PR
Below 25 C (13 F)
cannot be used.
Note:
recommended.
CAUTION:
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CAUTION: Because of possible fluid freezing, 50/50 Type II, Type III, or Type IV fluid shall not be
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rudder travel area.
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IN

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NACA vent scoops.
(b)
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FF
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N
(TASK 123100140801).
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PERSONS.
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material.
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unwanted material.
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unwanted material.
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material.

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full travel range.
The ailerons
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The flaps and slats
The rudder
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The elevators.
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5. Close Out
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**ON A/C ALL
TASK 123100660803 (Config A01)

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1. General
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A. The 2step procedure is usually recommended when the precipitation is continuous. A 2step
procedure includes a first (deicing) step and a second (antiicing) step. The 2step
deicing/antiicing procedure is done in the sequence that follows:
A hot water or a hot mixture of the deicing/antiicing fluid and water is applied to remove the
ice.
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Immediately after, a spray of deicing/antiicing fluid or mixture of fluid and water is applied to
the contaminated surface area. The second step is done no more than 3 minutes after you
begin the first step. If it is necessary to increase the level of protection, the complete 2step
procedure is done again.
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System
3. Job SetUp
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NOTE: The antiicing/deicing 2step procedure is necessary when precipitation is
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continuous and the protection is necessary for a longer time.

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(TASK 244100861801).
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G. Make sure that, on the AIRCONDITIONING panel, the LR PACK is OFF.
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following:
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(TASK 215000862802).
4. Procedure
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FOLLOW:

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PERSONS.
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CONTAMINATION.
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EQUIPMENT.
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TO EQUIPMENT.
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http://www.faa.gov/
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follow:
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components.
Windshields
Side windows
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Pitot/static probes
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Antennas
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Winglets
Fuel drains
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NACA vent scoops
Wheels and brakes
Ram air intake
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Landing gear.
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(3) For SAE Type I deicing/antiicing fluid, mix to the recommended concentration as follows:

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2STEP PROCEDURE
OUTSIDE AIR
SECOND STEP: ANTIICING
TEMPERATURE (OAT) FIRST STEP: DEICING
(Note 1)
Heated water or a heated mixture of
3C (27F) and above
fluid and water
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Heated mixture of fluid and water,

The Freezing Point of the heated with a freezing point of at least 10C
Below 3C (27F) fluid mixture shall not be more than (18F) below the actual OAT.
3C (5F) above OAT
General note: The temperature of the fluid mixture shall be no less than 140 F (60 C) at the nozzle.
To use Type I holdover time guidelines, at least 1 L/m (2 gal/100 ft) must be applied to
General note:
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the deiced surfaces

This table is applicable for Type I holdover guidelines. If holdover times are not required, a
General note:
temperature of 140 F (60 C) at the nozzle is desirable.
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CAUTION:
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2STEP PROCEDURE
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OUTSIDE AIR
SECOND STEP: ANTIICING
TEMPERATURE (OAT) FIRST STEP: DEICING
(Note 1)
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Note 1: To be applied before the fluid applied in the first step freezes, typically within 3 minutes.
(4) For SAE Type II and Type IV deicing/antiicing fluid, mix to the recommended
concentration as follows:
NOTE: Not enough antiicing fluid may cause a important loss of holdover time. This is
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true when using a Type I fluid mixture for the first step in a two step procedure.
2STEP PROCEDURE
OUTSIDE AIR SECOND STEP: ANTIICING

TEMPERATURE (OAT) FIRST STEP: DEICING (FLUID / WATER MIXTURE) in %
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Water heated to 140F (60C) (50 / 50) Type II, Type III, or Type IV
minimum at the nozzle, or a heated Fluid
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mixture of Type 1, Type II, Type III, or
Type IV with water. (CAUTION)
Heated suitable mixture of Type I,

Below 3 C (27 F) to Type II, Type III, or Type IV and water, (75 / 25) Type II , Type III, or Type IV
14 C (7 F) with a Freezing Point of not more than Fluid
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5F (3C) above the actual OAT.

Heated suitable mixture of Type I,
Below 14 C (7 F) to Type II, Type III, or Type IV and water, (100 / 0) Type II, Type III, or Type IV
25 C (13 F) with a Freezing Point of not more than Fluid
5F (3C) above the actual OAT.
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SAE Type II, Type III or Type IV fluid may be used, provided that the freeze
point of the fluid is a minimum of 7C (13F) below the OAT.
Below 25 C (13 F)
Consider the use of SAE Type I fluid when Type II, Type III, or Type IV cannot
be used.
General note:
recommended.
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CAUTION:
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2STEP PROCEDURE
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OUTSIDE AIR SECOND STEP: ANTIICING
TEMPERATURE (OAT) FIRST STEP: DEICING (FLUID / WATER MIXTURE) in %
IN
(Note 1 & Note 2)
Because of possible fluid freezing, 50/50 Type II, Type III, or Type IV fluid shall not be used
CAUTION: as an antiicing step on a cold soaked wing. This can be identified by the presence of ice
or frost on the lower surface of the wing, in the area of the fuel tank.
Note: 1 To be applied before the fluid applied in the first step freezes, typically within 3 minutes.
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Note: 2 Clean aircraft may be antiiced with unheated fluid.
NOTE:
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Make sure that there is no ice, snow, and other unwanted material in the
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rudder travel area.
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NACA vent scoops.
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(b) Spray the fuselage from the forward section to the aft section.
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ailerons, flaps, and slats travel area.

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(b) On the ANTIICE control panel set the LH and RH PROBES to ON

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(TASK 123100140801).
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PERSONS.

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material.
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unwanted material.
unwanted material.
material.
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full travel range.
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The ailerons
The flaps and slats
The rudder
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The elevators.
5. Close Out
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Section: 11
SECTION 11 RAMP HANDLING
CONTENTS
11 Ramp Handling ........................................................................................................... 5
11.1 Ramp safety ................................................................................................................ 5
11.1.1 General......................................................................................................................... 5
11.1.1.1 Corporate Safety Policy................................................................................................ 6
11.1.2 Foreign Object Damage/Debris (FOD)......................................................................... 6
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11.1.3 Use of Marker Cones ................................................................................................... 7
11.1.4 Safety cone placement and removal ............................................................................ 7
11.1.5 Placing of wheel chocks ............................................................................................... 8
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11.1.6 Ground power............................................................................................................... 9
11.1.6.1 ATP .............................................................................................................................. 9
11.1.6.2 S340 ............................................................................................................................. 9
11.1.7 Arrival procedures ...................................................................................................... 10
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11.1.7.1 Walkaround Check Sheet........................................................................................... 12
11.1.8 Embarkation/disembarkation procedures................................................................... 13
11.1.9 Loading / unloading .................................................................................................... 13
11.1.10 Opening of aircraft doors............................................................................................ 13
11.1.11 Servicing the aeroplane.............................................................................................. 14
11.1.11.1 Fuelling and/or Defuelling........................................................................................... 14
11.1.11.1.1 General....................................................................................................................... 14
11.1.11.1.2 Fuel standard and quality ........................................................................................... 15
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11.1.11.1.3 Fuelling Zone.............................................................................................................. 15
11.1.11.1.4 Safe fuelling Procedure .............................................................................................. 16
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11.1.11.1.5 Fuelling with passengers on board............................................................................. 18
11.1.11.1.6 Passenger Boarding Bridge Used .............................................................................. 19
11.1.11.1.7 Passenger Bridge Not Used....................................................................................... 19
11.1.11.1.8 For fuelling with an engine running ............................................................................ 19
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11.1.11.1.9 Refuelling/defuelling with wide-cut fuel ...................................................................... 20

11.1.11.1.10 Emergency Procedures in case of a fire during fuelling and/or fuel spillage.............. 21
11.1.11.2 Potable Water............................................................................................................. 21
11.1.11.3 Toilet Service.............................................................................................................. 22
11.1.11.3.1 General....................................................................................................................... 22
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11.1.11.3.2 Servicing During Freezing Conditions ........................................................................ 23

11.1.11.3.3 Inoperative Toilet Systems ......................................................................................... 23
11.1.11.3.4 Guidelines and procedures for Specific Aircraft types................................................ 24
11.1.11.3.4.1 ATP (SE-MAL, -MAL, -LLO) ....................................................................................... 24
11.1.11.3.4.2 ATP (SE-MEE, -MEX) ................................................................................................ 29
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11.1.11.3.4.3 S340 (AFT LAV) ......................................................................................................... 33

11.1.11.3.4.4 S340 (FWD LAV)........................................................................................................ 36
11.1.11.3.4.5 S340 (FWD LAV, SE-KCH ONLY) ............................................................................. 39
11.1.11.4 Cabin Cleaning........................................................................................................... 42
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11.1.11.5 Cooling and Heating................................................................................................... 42

11.1.12 Departure activities..................................................................................................... 43
11.1.12.1 Ground to cockpit communication .............................................................................. 43
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11.1.12.2 Engine Start-up .......................................................................................................... 43

11.1.12.3 Pushback and Towing ................................................................................................ 43
11.1.12.4 Aeroplane Engine as Ground Power.......................................................................... 43
11.1.13 Fire fighting and protection on the ramp..................................................................... 44
11.1.14 Ground Support Equipment (GSE) / Aircraft-Servicing .............................................. 45
11.1.14.1 General....................................................................................................................... 45
11.2 Pushback operations ............................................................................................... 47
11.2.1 Introduction................................................................................................................. 47
11.2.2 General....................................................................................................................... 47
11.2.2.1 Requirements ............................................................................................................. 47
11.2.3 Pushback operations.................................................................................................. 48
Section: 11
Page: 2
Ground Operations
11.2.3.1 Definitions................................................................................................................... 48
11.2.3.2 Nose-gear controlled (tractor and tow bar)................................................................. 48
11.3 Protection of aircraft ................................................................................................ 49
11.3.1 Protection of aircraft during turnarounds or other ground stops................................. 49
11.3.1.1 Aircraft Security .......................................................................................................... 49
11.3.1.2 Technical Instructions................................................................................................. 49
11.3.1.2.1 Doors, windows, latches, stairs, flaps, spoilers and engine thrust reversers ............. 49
11.3.1.2.2 Protection devices ...................................................................................................... 49
11.3.1.2.3 Actions to be performed during parking to prevent freezing of potable water system 49
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11.3.1.2.4 Usage of interior heating fan ...................................................................................... 49
11.3.1.3 Close-up ..................................................................................................................... 49
11.3.2 Sealing of aircraft ....................................................................................................... 50
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11.3.2.1 Purpose ...................................................................................................................... 50
11.3.2.2 Instructions ................................................................................................................. 50
11.4 Ground/flight deck communication (IATA hand signals) ..................................... 51
11.4.1 Aircraft marshalling..................................................................................................... 51
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11.4.2 Marshalling signals..................................................................................................... 51
11.4.2.1 Identify gate................................................................................................................ 51
11.4.2.2 Continue to taxi straight ahead................................................................................... 52
11.4.2.3 Slow down .................................................................................................................. 52
11.4.2.4 Turn right (from the pilots point of view) ..................................................................... 53
11.4.2.5 Turn left (from the pilots point of view) ....................................................................... 53
11.4.2.6 Stop / Emergency Stop .............................................................................................. 54
11.4.2.7
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Emergency stop ......................................................................................................... 54
11.4.2.8 Hold position/Stand-by ............................................................................................... 55
11.4.2.9 Proceed to next marshaller or clear to taxi................................................................. 55
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11.4.2.10 End marshalling.......................................................................................................... 56
11.4.2.11 Fire ............................................................................................................................. 56
11.4.2.12 Set brakes .................................................................................................................. 57
11.4.2.13 Release brakes .......................................................................................................... 57
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11.4.2.14 Chocks inserted.......................................................................................................... 58

11.4.2.15 Chocks removed ........................................................................................................ 58
11.4.2.16 Start engines .............................................................................................................. 59
11.4.2.17 Cut engines ................................................................................................................ 59
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11.4.3 Technical / servicing signals....................................................................................... 60

11.4.3.1 Connect/disconnect ground power............................................................................. 60
11.4.3.2 Affirmative / all clear ................................................................................................... 61
11.4.3.3 Negative ..................................................................................................................... 61
11.4.3.4 Interphone .................................................................................................................. 62
11.4.3.5 Do not touch controls ................................................................................................. 62
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11.4.3.6 Open / close stairs forward / aft.................................................................................. 63

11.5 Handling During Severe Or Adverse Weather ....................................................... 65
11.5.1 General....................................................................................................................... 65
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11.5.2 Weather definitions..................................................................................................... 65

11.5.3 Working in Extreme Temperatures (hot and cold)...................................................... 65
11.5.3.1 Heat stress will result in poor performance, lack of concentration,
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dehydration, and in the most severe cases hospitalization. ....................................... 65

11.5.3.2 Cold affects the human performance such as loss of feeling in
extremities, fatigue, muscle seizures, loss of awareness, poor
concentration and in severe cases may result in hospitalisation................................ 65
11.5.4 Severe Weather Forecasting...................................................................................... 66
11.5.5 Severe Weather Notification....................................................................................... 66
11.5.6 Notification Methods................................................................................................... 66
11.5.7 Severe Weather procedure ........................................................................................ 67
11.5.7.1 High/Strong winds ...................................................................................................... 67
11.5.7.2 Securing Aircraft......................................................................................................... 67
11.5.7.3 Loading bridges.......................................................................................................... 67
Section: 11
11.5.7.4 Ground support equipment......................................................................................... 68

11.5.7.5 Baggage and Cargo ................................................................................................... 68
11.5.7.6 Passenger Safety ....................................................................................................... 68
11.6 Thunderstorm/Lightning.......................................................................................... 69
11.6.1 Protection ................................................................................................................... 69
11.7 Low visibility............................................................................................................. 69
11.8 Operations in Snow & Ice Conditions .................................................................... 70
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Section: 11
Page: 4
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Section: 11
11 Ramp Handling
11.1 Ramp safety
11.1.1 General
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All ground operations personnel (Load control, Passenger and Ramp handling, Cargo handling) shall
have received an adequate training complying with both NextJet and EU-OPS 1 requirements. They
shall also have demonstrated a sufficient level of knowledge appropriate to their responsibilities prior
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to their assignment on a duty on a NextJet flight.
All ground operations personnel must understand the elation of their duties to safety and the
operation as a whole.
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It is not allowed to have personnel or equipment inside the airport safety lines or the aircrafts safety
area when anti-collision lights are on.
Exemption from this rule is connection of Ground Power source for ATP that has to be performed
between the time when the aircraft has stopped and the engines are shut down. The engine danger
area and local procedures will under no circumstances be ignored. See 11.1.8.4 and 13.1.11
Ramp safety plays a major role in accident and damage prevention during ground operations. It is the
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responsibility of all staff on the ramp to conduct their duties according to all safety and security rules.
If any breach of safety rules, by Company or non-company staff is observed or detected, it must
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immediately be brought to the attention of the person(s) concerned, or if need be, to the attention of
the responsible supervisor or authority.
It is the responsibility of the respective supervisors to ensure that proper instruction on ramp safety is
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given to all staff before allowing them to perform any duties on the ramp.
Any damage to the aeroplane skin or structure, however slight, which occurs or is noticed during ramp
handling, must be immediately reported to the Commander or responsible ground staff. The same
applies to injuries to passengers and damage to the load
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It is the responsibility of all staff working on the ramp to ensure that the aeroplane parking stand areas
where they perform the handling of the aeroplane are free of obstructions and that all ground support
equipment (GSE) is clear of the aeroplanes path.
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All staff operating and/or maneuvering any vehicles or equipment on the ramp must have been
properly instructed in the operation of such a vehicle or equipment. It is the responsibility of every
driver of a vehicle to ensure that the taxiing- and push-out path of any aircraft type is free from
obstacles and equipment at all times.
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When power push-out is performed the ramp staff is responsible of securing and informing flight crew
a clear taxiing- and push-out path at all times.
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All company staff operating vehicles requiring local drivers license and/or other permit(s) required by
local airport authorities must be in possession of such valid document(s). These documents must be
kept available for presentation upon request while operating such vehicles.
Section: 11
Page: 6
Ground Operations
11.1.1.1 Corporate Safety Policy

NextJet is aiming for the highest level of safety.
All levels of NextJet Management are accountable for our safety performance, starting with the VP
Operations (AM), cascading down to each individual.
All employees within NextJet are expected to accept responsibility and accountability for their own
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behavior, participate in developing safety standards and procedures and be concerned for the safety
of others.
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NextJet endorses all personnel to think and work safety at all times, regardless of any real or
perceived pressures to do otherwise.
Through combined efforts, NextJet will achieve the goal of being a safe and reliable airline and
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believes that all accidents and serious incidents are preventable.
Our organization fully supports and encourages a culture of openness and trust between all
personnel. This cannot be achieved unless employees feel motivated to report occurrences or
hazards without the fear of unwarranted retribution. Reporting occurrences or hazards is a priority for
all employees. The purpose of safety reporting and internal investigation is to improve safety, not to
apportion blame to individuals.
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NextJet will not tolerate negligence, willful or intentional disregard, criminal intent or use of illegal
substances.
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NextJets management system shall continuously be reviewed to assure continual improvements
within the Company.
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Necessary recources will be provided to ensure that NextJet can fulfil its obligations concerning
safety and security. All management and non-management personnel shall have the necessary
authority to fulfil their Safety related duties.
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11.1.2 Foreign Object Damage/Debris (FOD)

Foreign object damage (FOD) is a major hazard to aircraft engines and tyres and can cause severe
and costly damages.
Foreign object debris (FOD) found on airside shall immediately be removed and placed in dedicated
FOD bins.
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FOD Checks
The following checks must be conducted prior to any aircraft movement or servicing operation:
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Check apron and stand areas.

Check ground equipment staging and parking areas in proximity to area of operation.
Check ground equipment (including floors of enclosed cabins).
Check any garbage bin areas for cleanliness and ensure covers are securely fitted.
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Ensure that anything carried in or on a vehicle is secured.

Conduct a FOD walk of the aircraft parking stand removing all FOD found.
Pick-up and dispose all FOD in designated
Section: 11
11.1.3 Use of Marker Cones

The purpose of "coning" aircraft is to create a safety buffer around specific areas on aircraft that are
susceptible to ground damage.
The design of cones should:
Be conical in shape.
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Be of a minimum height of 750mm (22.2").
Have a minimum base weight of 4,53 kg (10 lbs.).
Be orange in color with reflective striping.
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Cones shall be positioned:
At the aircrafts wing tips.
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In front of all wing-mounted engines and in front of other areas of an aircraft that are in conflict
with the normal flow of equipment during handling operations.
At areas where the proximity of the aircraft could impact on the flow of ramp traffic, e.g.
tail/roadway.
Cones removal:
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All required safety cones shall remain in place until GSE and vehicle activities around the
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aircraft have ceased prior to departure of the aircraft.
Cones shall be removed as close to the departure of the aircraft as possible, preferably in
combination with the pre-flight inspection to ensure maximum safety at all times.
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11.1.4 Safety cone placement and removal

Do not approach the aircraft to position cones unless all of the following criteria are met:
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1. Aircraft has come to a complete stop.

2. Engines have been shut down and are spooling down.
3. Anti-collision lights are switched off.
4. Aircraft has been chocked.
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Section: 11
Page: 8
Ground Operations
11.1.5 Placing of wheel chocks

Wheel chocks shall be placed at their position immediately after the aircraft has come to a complete
stop. Chocks shall be placed in front and behind one of the wheelpairs on the nose landing gear (one
wheelpair) or main landing gear (one outer wheelpair) depending on the aircraft type.
SF3: Chocks in front and rear of the nose landing gear (one wheelpair).
ATP: Chocks in front and rear of the nose landing gear (one wheelpair).
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ATR: Chocks in front and rear of the nose landing gear (one wheelpair).
The number and placement of the wheel chocks is not affected by the parking position.
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NOTE: The number and positioning of chocks may differ during severe weather conditions. Also
see GOM 11.5.
After use, chocks should be removed and stored in a designated storage area.
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Chocks should be made of a material that has a suitable coefficient of friction and that has adequate
rigidity.
Landing gear locking pins, engine covers, tail stands i.e. are to be positioned and removed as
instructed by Technical Department.
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Section: 11
11.1.6 Ground power
11.1.6.1 ATP
ATP aircraft are equipped with both a AC and DC power sockets. On NextJet ATP aircrafts AC power
shall be used primarily (115/200V, 400 Hz). AC may be connected to the aircraft via a receptacle on
the left side of the fuselage.
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The GPU may only be placed in the green areas shown in the picture below on ATP.
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11.1.6.2 S340
S340 aircraft are equipped with a DC power socket (28V). DC power may be connected to the aircraft
via a receptacle on the right side of the fuselage behind the wing. Lowest acceptable GPU output for
S340 aircraft is 1400 ampere.
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The GPU may only be placed in the green areas shown in the picture below on S340:
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Section: 11
Page: 10
Ground Operations
11.1.7 Arrival procedures

Before arrival:
1. Conduct a FOD check on entire stand and remove all debris.

2. Make sure the stand surface condition is sufficiently free of ice, snow, etc., to ensure safe aircraft
movement and passenger disembarkation.
3. Make sure the equipment restraint area (aircraft safety zone) is free of ground support equipment,
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objects and obstacles.
4. Make sure aircraft docking guidance system is operating, or marshalling staff is present as
appropriate. The staff activating the aircraft docking guidance system is responsible that
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procedures mentioned in points 1-3 have been performed.
ATP specific, upon aircraft stopping:
1. Position wheel chocks as applicable for aircraft type.
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2. Position and connect the Ground Power Unit, if required, before engine shut down.
3. After the engines have been switched off, come to a complete stop and the anti-collision lights
have been switched off:
a. Position the passenger stairs after confirming there is no damage on the cabin door area
of the aircraft.
b. Position the marker cones as applicable for aircraft type.
c. Offload DAA-bagage if applicable and place them beside the aircraft stairs.
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d. Conduct an arrival walkaround to inspect for damage on the following parts of the aircraft
using the walkaround check sheet provided in GOM 11.1.7.1:
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i. All cargo doors
ii. All access panels and servicing access points
iii. Aircraft fuselage
iv. Aircraft engine cowlings
v. Aircraft passenger doors.
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4. Offload remaining bagage/cargo.
ATR specific, upon aircraft stopping:

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2. Position and connect the Ground Power Unit, if required, before engine shut down.
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of the aircraft.
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i. All cargo doors
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Section: 11
SF3 specific, upon aircraft stopping:

of the aircraft.
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i. All cargo doors
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3. Position and connect the Ground Power Unit.
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Section: 11
Page: 12
Ground Operations
11.1.7.1 Walkaround Check Sheet
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Section: 11
11.1.8 Embarkation/disembarkation procedures

Before embarcation/disembarcation, the ramp staff shall make certain that, the bording facilities
(stairway/steps/ramps/bridge) are properly and safely placed at the aircraft entrances and in locked
position. Ramp staff handling these facilities shall give a clear signal to the cabin crew, before
embarkation/disembarkation may start.
When passengers are required to walk on the ramp, they shall be guided by ground staff to/from the
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aircraft or approved transport. Cabin crew shall give a clear signal to the ramp staff indicating that
embarkation is completed and that the cabin is ready for stairway/steps/ramp/briodge removal.
Before boarding of passengers, the CMD must always give his approval to start boarding. SCC or CC
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must always ask the CMD for permission to start boarding. The CMD must be notified when carriage
of inadmissible passengers, deportees or persons in custody by ground handling agent and/or Senior
Cabin Member. Headcount is always required.
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11.1.9 Loading / unloading
Opening and securing of hold doors shall be performed by qualified personnel only.
Appropriate number of carts and/or other suitable transport equipment for bulk load and dollies for
ULDs shall be available at the parking stand upon arrival of the flight.
Loading, stowing and securing of loads in the aircraft must be carried out in accordance with IATA
regulations (AHM 310, 311 and 330 - 333) and/or GOM.
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For preparing of ULD load, please refer to AHM 310, 311 and 420
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11.1.10 Opening of aircraft doors
No passenger/service door shall be opened until appropriate service equipment is in position at that
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door.
Where doors are required to be opened from inside the aircraft, confirmation that equipment is in
position, in the form of two knocks by hand on the outside of the aircraft door must be given.
On ATP, aft cargo door has to be opened from inside after knocking twice by hand on the outside of
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the aircraft door. This in order for the cabin crew to disarm the slide prior to opening the door.
Hand baggage will be loaded last in the same cargo compartment as the checked-in baggage for that
destination.
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11.1.11 Servicing the aeroplane

Aeroplane servicing functions like fuelling/defueling, de-/anti-icing and handling of loads are described
in their respective chapters. For other aeroplane servicing functions, e.g. potable water service, toilet
service and cleaning of the aeroplane cabin, the following rules must be observed.
11.1.11.1 Fuelling and/or Defuelling
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11.1.11.1.1 General
Fuelling/defuelling includes all ground activity that is directly connected with the filling or emptying of
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aeroplane tanks. Fuelling begins when the fuelling hose is pressurized and ends when the fuelling
hose is unpressurized. Jet A-1 fuel shall be used on all NextJet aircraft when available. The fuelling
operator has the first responsibility to inform the CMD when fuelling process is about to begin and
when it has been completed. The CMD then has the responsibility to inform all personnel involved in
the aircraft handling when the fuelling process is about to begin, when it has been completed or a
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(see NOTE) hazardous condition or situation arises during the fueling process.
Fuelling process communication and responsibility procedure:

The Fuelling operator must inform CMD when fuelling process is about to begin and when it has been
completed. The CMD must inform all involved personnel that fuelling is about to begin and when it
has been completed. The responsibility to inform other relevant personnel can be delegated to the
chief cabin crew member [purser] who then must inform other relevant personnel [loaders, cleaning
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personnel, catering personnel etc.] that fuelling is about to begin and when fueling is completed.
When fuelling, the CMD has to confirm that fuelling is permitted and the fuel quantity ordered is
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sufficient to meet the calculated requirements for the flight. During the pre-flight inspection, the CMD
or a flight crew member nominated by the CMD has to confirm that:
The correct type, grade and quantity of fuel has been uplifted and that the aeroplane fuel gauges
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indicate that the tanks have been filled to the required levels
The amount of uplifted fuel has been correctly entered into the Aeroplane Technical Log and a
gross error check has been performed.
All fuel tank caps are properly secured.
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When operating away from base and in addition to the above, the CMD is to ensure that:
Particular care is taken in advising the refuelling agency of the type, grade and fuel quantity
required, with special reference to the units of measurement quoted (liters, US. gallons, pounds
etc.;
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That the correct quantity of anti-freeze additive is dispensed into the fuel where specified by the
aircraft manufacturer.
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The mass of the fuel or oil must be calculated using either actual density or standard density values in
the table below.
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The total mass of fuel on board must always be compared with the fuel remaining prior to refuel plus
the volume of fuel uplifted in order to provide a gross error check.
Type of fluid Specific gravity per liter fluid

Avgas 100LL 0.71kg
JET A1 0.79 kg
JP-4 0.76 kg
Oil 0.88 kg
Section: 11
NOTE: The fuelling operator has the responsibility to inform CMD and other relevant personnel
[ground personnel, catering personnel, cleaning personnel etc.] involved in the flight if,
and when a hazardous condition or situation arises during the fuelling process. The CMD
shall make sure that all personnel [incl. ground personnel] has evacuated the aeroplane if
deemed necessary in case a hazardous condition or situation arises during the fuelling
process.
NOTE: For approved fuel types and fuel operating limits contact groundoperations@nextjet.se.
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11.1.11.1.2 Fuel standard and quality
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Continuous inspections of subcontracted fuelling agents are conducted by a subcontracted company
in order to assure that the fuel uplifted to NextJet aircraft is of the correct specification, grade and free
from contamination according to the latest revision of IATA JIG-1 or JIG-4.
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11.1.11.1.3 Fuelling Zone
A fuelling safety zone shall be established
The refuelling safety zone shall be regarded as an area extending 3 m radially from refuelling
receptacles, tank vents, and fuelling equipment
The purpose of fuelling safety zone is to protect the fuelling operation and prevent damage to the
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equipment used. Damage to a fuel hose may cause extensive fuel leakage.
As a minimum, limitations and restrictions in a fuelling safety zone preclude the use or activation of:
items that could be sources of ignition or fire (e.g., matches, welding equipment, flashbulbs);
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Portable electronic devices with proper separation distance from aircraft fuel vents and/or fuelling
equipment (e.g., mobile telephones, portable radios, pagers).
Equipment performing aircraft servicing functions shall not be positioned within the fuelling safety
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zone during fuelling

Only authorized persons and vehicle are permitted in the fuelling zone
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Section: 11
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11.1.11.1.4 Safe fuelling Procedure
Fuelling is not permitted when there is a thunderstorm close to or inside the aerodrome area.
Only authorized persons and vehicles are permitted in the fuelling zone.
Smoking shall not be permitted within a radius of 15 m of the aeroplane. Local regulations may
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require a wider safety area.
Fuel hoses shall be laid by the shortest distance from the fuel truck, or fuel pump vehicle, to the
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refuelling inlets. However, a clearance of at least 1 m from the wheel brakes must be kept at all
times.
The APU may be on but not started during fuelling. The Flight Crew should be prepared to switch
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it off immediately if necessary.
Bonding connections from the fuel truck or pump vehicle shall be established to discharge any
static electricity before fuel hoses are connected and remain so until the refuelling is completed.
If the bonding cable connecting the aircraft becomes disconnected during ground operation the
fuel operator must be immediately advised.
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Cargo/baggage may be loaded, provided the loading equipment complies with the safety
regulations regarding formation of sparks.
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Spilled fuel shall be removed or dried up by the fire service before passengers are boarded.
In case of over wing refuelling no electrical switches on the aeroplane or on the APU shall be
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operated while the fuelling is in progress.
During pressure refuelling electrical and/or electronic systems may only be operated as far as
required for pre-flight activities, except WX-radar and HF transmitter, which shall not be used.
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Refuelling/defuelling is not permitted during thunderstorms.
No electrical equipment may be connected to, nor disconnected from the aircraft during refuelling
(e.g. GPU).
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Hot refuelling is not used in NextJet operations.
GSE must be positioned so that the fuelling vehicle has a clear exit route and can be moved away
from aircraft in a forward direction
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Fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire shall
be readily available, and personnel shall have been trained in the use of such equipment.
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Fueling vehicle should, if possible, always move forward into the fuelling position. If a fuelling
vehicle has to be reversed, a guidance person must be used.
Fueling vehicle should approach the aircraft at walking speed.
Fueling vehicle and their hoses must not block the access to the cabin and hold doors.
Section: 11
Access to the hydrant emergency stop button must be visible and clear of obstruction. All ramp
staff has to be trained in the location and usage of the hydrant emergency stop button.
A lanyard must be attached to the hydrant pit valve and should be extended on the apron such
that it is free of obstruction and readily accessible to the fuelling operator and ground staff.
Minimize length of hydrant inlet hose to limit the exposure of the hose to damage.
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To avoid damage to the fuel hose it has to be painted with a bright color (e.g yellow, red, orange)
and equipped with reflective striping.
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The fuel operator must maintain control of fuelling operations using the hand held deadman
device throughout the operation, remaining outside the vehicle cab at all times.
Fuelling vehicles and equipment must have hoses of sufficient length to allow the fuelling platform
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to be fully lowered whilst the hoses/couplings are connected to the aircraft fuelling manifold.
Extreme care must be taken to position refueling vehicle and equipment correctly, ensuring that
strain is not applied to the fuelling hoses, coupling and manifolds platform is lowered.
Vehicles must be designed to ensure that the fuelling hoses cannot become entangled on
equipment during movement of the fuelling vehicles platform.
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Platforms must not be raised or lowered while fuelling operations are taking place.
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When raising the lift platform of fuelling vehicle, care must be taken to ensure that it does not
touch any part of the aircraft.
The fuel operator should conduct a final walk around the vehicle before leaving the aircraft to
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ensure all hoses have been disconnected and stowed correctly.
Fuelling of an aircraft which has one propulsion engine running is a non-routine, emergency
operation and requires very strict safety precautions. The procedure outlined below applies
specifically to Underwing fuelling. Overwing fuelling with one engine running is not permitted
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under any circumstances. The procedure should be used only when an aircraft engine cannot be
restarted because of inoperative ground aircraft starting equipment.
NOTE: Pressure refuelling is considered starting when fuel hoses are connected to the aircraft,
and terminated when hoses are disconnected.
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Section: 11
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11.1.11.1.5 Fuelling with passengers on board

The CMD must always consider if there are any special circumstances and local regulations which
could apply when refuelling with passengers onboard, such as disembarking.
When passengers are allowed to embark, disembark or remain onboard during refuelling or
defuelling, the following additional precautions shall be observed:
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Crew, staff and passengers shall be advised that refuelling/defuelling is going to take place.
"FASTEN SEAT BELT signs must be off. "NO SMOKING must be on together with interior
lighting to enable emergency exits to be identified.
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CC shall instruct passengers to unfasten their seat belts and refrain from smoking;
A crew member must be stationed at the main exit door to be able to assist in the evacuation if an
emergency situation should occur and the other emergency exit doors must be guarded by cabin
crew members who must be prepared for an immediate emergency evacuation.
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A fuelling supervisor (i.e. a pilot or a designated person from ground staff) shall be present on the
ground prior to fuelling with passengers on board. He shall be capable of handling emergency
procedures concerning fire protection and -fighting, handling communications with flight deck and
initiating and directing an evacuation from the ground;
If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises,
refuelling/defuelling must be stopped at once.
No individual items of electrical equipment may be switched on or off while refuelling/defuelling is
in progress (E.g. ground power unit).
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The position of the refuelling truck or fuel pump vehicle and other GSE must not impede the rapid
exit of passengers if an emergency evacuation becomes necessary.
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Maintain a 2-way communication whenever re-fuelling. This can be either via oral (radio, vocal) or
visual communication with the fuelling personnel. This is to improve reaction time in an
emergency evacuation if a problem with the re-fuelling should occur.
Exits intended for emergency evacuation areas shall not be blocked. This means that ground
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servicing activities and work in- or outside the aircraft, such as catering, cleaning and cargo
loading/un-loading, shall not in any way obstruct the emergency exits or the aisles;
Have a person acceptable to the Commander to check that the fuelling area (a circle with 3 m
radii below wing tip vent) is not entered.
Flight deck shall be manned by at least one pilot who is responsible for initiating an emergency
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evacuation from/within the aircraft;

The CMD is responsible to establish a two-way communication between the fuelling supervisor
and at least one qualified flight deck crew member, to ensure two-way communication is
maintained, either by the aeroplane inter-communication system, or other suitable means,
between the person supervising the refuelling and qualified personnel on board the aeroplane. If
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verbal or hand signals is used it must be assured that eye contact can be maintained between the
ground crew supervising the refuelling and qualified personnel on board the aeroplane. This can
be achieved by having one qualified person sitting in the right pilot seat and in addition if using
verbal communication that the window is open.
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Passenger loading bridges and/or stairs shall be connected to the aeroplane.

Local Authority requirements may require the presence of the fire services. This must be checked
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before fuelling with passengers on-board starts.
NOTE: Boarding of disabled passengers, UM and other passenger that need special attention,
are not allowed during fuelling. This is due to the fact that cc position must be at the
entrance and therefore cannot assist in seating and giving necessary information to
these passenger.
NOTE: Procedures above are valid only for kerosene fuel. AVGAS or widecut type fuel (JET-B)
or a mixture of these must not be fuelled with passengers onboard.
Section: 11
11.1.11.1.6 Passenger Boarding Bridge Used

Where a passenger bridge is used, entry and exit is allowed with the Commanders permission when
the following requirements are met:
The procedures as in Fuelling with passengers on board (above) are followed.

An interior access path is maintained from the aircraft to the terminal.
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11.1.11.1.7 Passenger Bridge Not Used
Where a passenger bridge is not used, entry and exit is allowed with the Commanders permission
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when the following requirements are met:
The procedures as in Fuelling with passengers on board (above) are followed,
Aircraft passenger steps or alternate means of emergency evacuation is in place.
Only the right hand fuelling adapter is used,
The ground area beneath the exits intended for emergency evacuation and slide deployment
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areas must be kept clear,
Passengers use only the left hand and rear doors, and
Passengers are not allowed to enter the fuelling area, which is at a 5 m radius of the fuelling
truck, fuelling adapters and fuel tank vents.
11.1.11.1.8 For fuelling with an engine running

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An aeroplane may not be refuelled or defuelled when an engine is running.
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Section: 11
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Ground Operations
11.1.11.1.9 Refuelling/defuelling with wide-cut fuel

Wide cut fuel (designated JET B, JP-4 or AVGAS) is an aviation turbine fuel that falls between
gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or
JET A1), has the properties of high volatility (vapour pressure), lower flash point and lower freezing
point.
Wherever possible, the use of wide-cut fuel types should be avoided.
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If a situation arises such that only wide-cut fuels are available for refuelling/ defuelling, operators
should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result in the air/fuel
mixture in the tank being in the combustible range at ambient temperatures. The extra precautions set
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out below are advisable to avoid arcing in the tank due to electrostatic discharge. The risk of this type
of arcing can be minimized by the use of a static dissipation additive in the fuel. When this additive is
present in the proportions stated in the fuel specification, the normal fuelling precautions set out below
are considered adequate.
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Wide-cut fuel is considered to be involved when it is being supplied or when it is already present in
aeroplane fuel tanks. When wide-cut fuel has been used, this should be recorded in the Technical
Log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut
fuel.
Then refuelling/defuelling with turbine fuels not containing a static dissipater, and where wide-cut fuels
are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as
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recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits:
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It allows more time for any static charge build-up in the fuelling equipment to dissipate before the
fuel enters the tank,
It reduces any charge which may build up due to splashing, and
Until the fuel inlet point is immersed, it reduces misting in the tank and consequently the
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extension of the flammable range of the fuel.
The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of
filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote
precise flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is
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employed.
With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends
as far as possible into the tank. Caution should be exercised to avoid damaging bag tanks with the
nozzle.
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Section: 11
11.1.11.1.10 Emergency Procedures in case of a fire during fuelling and/or fuel spillage
Fuelling vehicle should be equipped with spill kits and carrier marked accordingly. In the event of a
fuel spillage the following actions should take place:
1. Fuelling vehicle should be equipped with spill kits and carrier marked accordingly.
2. Immediately stop the fuelling operation, press the fire alarm and if available the hydrant
emergency stop button located at the gate. Advise the captain, appropriate authority and summon
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the airport fire service.
3. As directed by the captain or appropriate authority evacuate all persons from the immediate area.
4. If safe to do so, mobilise fire fighting equipment as Standby protection until the arrival of the
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airport fire service.
5. Control the movement of unauthorised personnel and equipment into the area.
6. As far as possible, restrict all activities inside and outside the spill area to reduce the risk of
ignition.
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7. All electrical equipment in use during the fuelling operation must be switched off immediately.
8. DO NOT start the APU until the spilled fuel is removed and there is no further risk of spilled fuel or
vapours.
9. Normal operations must not be resumed on the aircraft or any engines started before the person
in charge of the emergency, determines that it is safe to continue.
10. If fuel is spilled on any item, then such items are NOT TO BE LOADED into the aircraft.
11. In the event of a fire occurring either on or in the vicinity of the aircraft STOP the fuelling operation
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and immediately summon the airport fire service.
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11.1.11.2 Potable Water
Potable water uplift for NextJet flights may only be performed when hygienic requirements for potable
water are fulfilled. The stations, which NextJet operates to, are divided into two (2) categories based
on the quality of fresh water.
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1) Uplift can be made

2) No uplift to be performed
It is the respective potholders responsibility to manage the categorization of Potable Water.

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Potable Water Sample Reports

It is the Handling Companys responsibility to forward a report of potable water check samples 4 times
a year to Director of Ground Operations.
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Potable water service vehicles and equipment shall not be filled from the same water outlet as toilet
service units. Personnel engaged in toilet servicing are not allowed to perform water services at the
same time. Potable water uplift shall include checking for any leakage.
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Section: 11
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Ground Operations
11.1.11.3 Toilet Service

Instructions must be strictly followed concerning the supply for these services as well as for the
maintenance of the equipment in use.
Each aircraft type has specific requirements for toilet servicing and the amount of precharge and/or
concentrated deodorant precharge product. Refer to the operating airline's GOM for aircraft type
specific instructions for more details.
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11.1.11.3.1 General
Prior to opening a toilet service panel, check for stains around the panel.
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While opening the service panel, stay clear and watch for signs of leakage.
Stay clear of the drain fitting cap while opening, and watch for signs of leakage.
If required for a recirculation toilet, stir up the waste tank contents with an appropriate stick.
Make sure the drain hose Y-fitting coupling is connected correctly, before a drain valve handle is
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pulled.
Empty the waste tank(s).
Flush the waste tank(s) twice and empty them again.
Precharge the tank(s) with the correct quantity of water and disinfectantas applicable.
Fill the waste tank(s) with the correct amount of water and concentrated deodorant precharge
packets or pre-mixed fluid as applicable.
For aircraft equipped with a conventional toilet system, fill the waste tank(s) with the correct
amount of water and precharge, or concentrated deodorant precharge.
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After servicing ensure that there are no leaks at the drain fitting cap and the end of the drain hose
Y-fitting coupling.
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Close the nozzle tightly in order to prevent the accumulation of ice during flight and wipe off
residual water and disinfectant.
Check for possible leakage.
After servicing close and latch the fitting caps and service panel door.
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NOTE: Inform aircraft maintenance or flight crew, if:

Fluid leakage is observed.
The drain valve will not open or the waste tank cannot be drained.
Report any spillage of waste to the supervisor.
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Draining
Drain the aircraft waste system into the waste tank of a Toilet Service Unit.
Observe the waste drain hose during draining to confirm that the waste tank is completely
emptied. The hose will also vibrate for a few seconds as the contents of the waste tank pass into
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the waste tank of a Toilet Service Unit.
NOTE: Drain the waste tanks one at a time for optimal results.
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Section: 11
11.1.11.3.2 Servicing During Freezing Conditions

Take the following measures to prevent freezing of the fluid in the aircraft toilet tanks and lines during
freezing conditions:
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, as per the
operating airline procedure.
Fill the aircraft toilet system only after electrical power supply has been restored, and as close to
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flight departure time as possible.
Ensure the fill line is fully drained before closing the cap to prevent freezing of fluid in the fill line.
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CAUTION: Do not attempt to remove the frozen substance in the fill lines or connections or on the
service panels. Contact maintenance immediately
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11.1.11.3.3 Inoperative Toilet Systems
If defects of the toilet system prevent regular servicing:
Ask qualified technical staff - if available - for assistance (e.g. removal of panels, etc.).
If no technical staff is available, inform the Flight Crew or an airline representative
write an Company Report before ending your shift.
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Section: 11
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11.1.11.3.4 Guidelines and procedures for Specific Aircraft types
11.1.11.3.4.1 ATP (SE-MAL, -MAL, -LLO)
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Section: 11
11.1.11.3.4.2 ATP (SE-MEE, -MEX)
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Section: 11
11.1.11.3.4.3 S340 (AFT LAV)
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11.1.11.3.4.4 S340 (FWD LAV)
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11.1.11.3.4.5 S340 (FWD LAV, SE-KCH ONLY)
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11.1.11.4 Cabin Cleaning

Before passengers can embark, cabin cleaning must be finished or progressing so that it does not
disturb the boarding.
If cleaning is to be performed during a transit stop with passengers remaining on board, it should
be performed in such a way that passengers will not be unnecessarily disturbed.
Refueling regulation specified in GOM 11.1.7 must be taken into account.
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All services provided by the Aircraft Interior Cleaning-company shall be conducted in accordance with
international flight safety regulations.
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In addition services performed shall be in accordance with the carriers instructions and, if specified,
under the control of a person authorized by the carrier. The cleaning performed shall meet the
carriers standards and shall not be the cause of any delays to the carriers departing flights.
Detergent suitable for Aviation, meets AMS (Aerospace Material Specification) 1550 Cleaner water
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base, aircraft interior specifications.
The Cleaning-company shall exercise flexibility in handling ad-hoc situations, such as delays,
schedule and version changes in a smooth and prompt manner.
The Cleaning-company shall provide sufficient staff training, guidance and upkeep of its staffs
professional knowledge.
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This chart provides guidelines for Aircraft Interior Cleaning depending on ground time.
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Toilet, fresh water and cabin cleaning services need not to be performed for an empty flight back to
base.
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11.1.11.5 Cooling and Heating

The purpose of heating the aircraft cabin is to provide a comfortable cabin temperature when the crew
and passengers are embarking the aircraft and to make sure the seats have reached a comfortable
temperature when chilled.
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Aircraft must be heated in case temperature is below +10 degrees Celsius. Unless otherwise
requested by the operator the instructions/procedures below shall be followed.
Instruction/procedure:
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+5 till +10 degrees -> min 1hr STD or according to CMD

0 till +5 degrees -> min 2,5hrs STD or according to CMD
0 till -30 degrees -> entire ground stop or according to CMD
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When in ice- or frozen conditions always install heater

The CMD always have final saying/ decision [e.g. +12 degrees in windy conditions]
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Section: 11
11.1.12 Departure activities
11.1.12.1 Ground to cockpit communication

The interphone system shall be used for communication between the Commander and ground staff
assisting in the start-up and towing/pushback procedure. If proper communication via interphone
system cannot be established or the interphone system cannot be used, the hand signals described in
GOM 11.4 shall be applied to communication between flight deck and the ground.
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The pre-flight inspection and ground to cockpit communication shall be performed by trained
personnel only.
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Also see GOM 11.1.1.4.
11.1.12.2 Engine Start-up
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Depending on the local procedures and regulations, engines can be started before, during or after
pushback.
11.1.12.3 Pushback and Towing

During pushback the person in charge of communication with the flight deck is responsible for safe
ground operation of the aeroplane.
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The responsible ground staff shall ensure that all ground equipment has been removed from the
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aeroplane and that the area around the aeroplane is clear all the time during the pushback or towing.
Before commencing a pushback the Commander shall ensure that the clearance for it has been
received.
See also GOM 11.2.
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11.1.12.4 Aeroplane Engine as Ground Power

If the external power unit or for the aeroplanes below APU is unserviceable, the aeroplane engine
may be utilized as a ground power source provided;
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the procedures and precautions for such operation below are available; and
there is no conflict with local restrictions; and
the engine danger area must be properly marked and secured by the staff responsible for the
aeroplane on the ground.
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Section: 11
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11.1.13 Fire fighting and protection on the ramp

In the event of fire, time is a critical factor. The sooner a fire can be fought, the greater is the chance
of preventing a major disaster. Even if the fire brigade responds quickly to an alarm, several minutes
may elapse before their arrival on the scene.
It is therefore important that ground staff working on the ramp have means at their disposal for
preventing a fire from spreading. If properly applied, a portable fire extinguisher is a very effective
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means of achieving this.
Ground staff working on the ramp must be familiar with the location of portable fire extinguishers. It is
highly recommended that they shall receive appropriate training for the use of such equipment.
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All ground staff must know the location of the nearest telephone or fire alarm, as well as the local
emergency numbers and alarm procedures.
In the event of fire on or in the vicinity of an aeroplane, the airport fire brigade must be called
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immediately and the crew or staff on board the aeroplane must be alerted at once so that evacuation
can be initiated.
Ground staff must refrain from fighting engine fires with fire extinguishers as the flight crew normally
handles them by means of the engine fire extinguishing system.
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Section: 11
11.1.14 Ground Support Equipment (GSE) / Aircraft-Servicing

11.1.14.1 General
The Operator should ensure practices and procedures are in place for the operation of ground
support equipment used in aircraft handling operations that assure such equipment is operated in a
manner that prevents damage to the aircraft and injury to personnel.
Guidance
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Operating practices and procedures are designed to ensure:
Standard operating procedures, applicable to specific location, are followed by drivers (or
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operators) of each type of ground support equipment;
Only qualified and authorized personnel shall operate ground equipment on the ramp area
according t o local airport authority and company procedures
All ground service equipment shall be in good mechanical order and serviceable. Any GSE
unserviceable shall be clearly identified and removed from operational area
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A daily check of the ground service equipment must be performed to ensure the equipment is
serviceable prior to being used in Next jets operations. Any deficiency identified shall be reported,
logged, rectified and / or the equipment should be marked inoperative and removed from use.
Additionally, preventive maintenance program must be in place to ensure the equipment is in good
mechanical condition. The preventive maintenance must be done in accordance with the
manufacturers instructions.
Vehicle brakes shall always be tested before finally approaching the aircraft or entering the
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restraint marked area, in case of motorized vehicles the GSE should be brought to a complete stop
when conducting the brake check.
Records of the corrective and preventive maintenance of ground service equipment must be
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retained for a minimum of 2 years and must be made available to NextJet on request.
Personnel do not operate vehicle equipment while using handheld portable electronic devices
unless a suitable hands free capability exists and is utilized.
Equipment is used only for its intended purpose.
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Unserviceable equipment is clearly identified and removed from operations.

Equipment is never moved across the path of taxiing aircraft or passengers walking between an
aircraft and the terminal.
Safety cones are placed on the apron to mark hazard areas (minimum at wing-tips, engine inlets
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and fuel venting areas).

An equipment restraint line is marked or displayed on the apron.
Equipment is positioned behind the equipment restraint line with parking brakes applied prior to
any aircraft movement (departure and arrival on the apron).
The parking brake is always applied, with gear selector in park or neutral, when equipment is parked
away from or positioned at the aircraft.
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The passenger loading bridge is in the fully retracted position prior to aircraft arrival and departure.
Stairs must be positioned at the aircraft with a light gap in order to avoid damages during boarding
/ de-boarding.
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Equipment (including the loading bridge) Is not moved toward an arriving aircraft until it has come
to a complete stop, chocks are positioned, engines are shut down, anti-collision beacon are
switched off and, if applicable, ground-to-flight deck communication has been established
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(exception: external power may be connected to the aircraft, if necessary).
NOTE: When, in exceptional cases, one engine cannot be switched off (e.g., if no APU available)
Ground support equipment shall only approach the side where the engine has been
switched off. Furthermore please notice that opening the cargo doors is strictly forbidden if
any engine is running!
Section: 11
Page: 46
Ground Operations
Prior to equipment movement, a guide person, visible to the driver (or operator), is in position to
accurately judge clearances and communicate guidance using hand signals;
Equipment movement does not commence or is halted, if the driver (or operator) does not have or
loses visual contact with a guide person;
Equipment or vehicles are not moved into hazard areas associated with the aircraft type
Fuel hoses and connections shall never be run over by Ground support equipment.
Loading and servicing equipment shall not be positioned or maneuvered under the wings.
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With the exceptions of fuel trucks, mobile equipment shall not be positioned within the venting areas
during fuelling / defueling.
During start-up no personnel, vehicles, loading or servicing equipment shall be positioned in the
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range of the emergency exit doors to ensure that the emergency exit chutes can be operated
immediately in case of an emergency.
A brake check is accomplished prior to entering an equipment restraint area.
Motorized equipment make a full stop as a brake check before entering the equipment restraint
area.
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And again before reaching the aircraft side.
Equipment, when approaching or leaving an aircraft, is not driven faster than walking speed
Stabilizers, when fitted on equipment, are deployed when equipment is positioned at the aircraft.
Equipment with elevating devices is not driven in the elevated position, except for final positioning
at the aircraft.
Equipment is not removed from an aircraft cabin access door unless the driver (or operator) has
advised appropriate persons on the aircraft and on the ramp.
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Equipment is not removed from a position at an aircraft cabin access door until the door has been
closed and secured by an authorized person or a highly visible safety device has been placed
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across an open door.
Guidance may be found in AHM 630.

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Section: 11
11.2 Pushback operations

11.2.1 Introduction
Considerable attention must be followed when an aircraft departure check is performed. Specific
requirements are listed below.
Aircraft movement operations must be performed with extreme caution to prevent injuries to
personnel as well as to avoid damage to aircraft, equipment and facilities. Independently of the
minimum safety requirements incorporated into the design of ground support equipment, (see AHM
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913), safety factors should be incorporated into the Standard Operating Procedures (see AHM 997).
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11.2.2 General
11.2.2.1 Requirements
Only those personnel trained and qualified should perform aircraft movement operations functions.
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Personnel should be instructed on the hazards associated with aircraft movement operations, e.g.
engine ingestion, nose wheel movement, aircraft track, visibility, PRIOR TO AIRCRAFT MOVEMENT:
1. an inspection should be made of the surface conditions to determine if it is safe to conduct the
operation, (e.g. ice, snow etc.)
2. a visual inspection should be made of the aircraft to ensure all service doors/panels are closed
and locked.
3.
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personnel should ensure that all ground support equipment is removed from the aircraft and
there are adequate clearances between the aircraft and facilities/equipment.
4. a visual inspection should be made of the area of the operation to ensure it is clear of FOD.
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5. a verification should be made that power cables, loading bridges etc. are detached from the
aircraft.
6. a visual inspection should be made to ensure chocks are removed from all wheels.
7. check that structure at door areas, wings, tail and engines are free of impact damage
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8. check that there are no evidence of fuel, oil, hydraulic or water leaks
NOTE: When headsets are in use the person in charge of the push back informs the flight deck
Departure Check completed, ready for engine start.
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If no headset in use, standard IATA hand signals must be used, see GOM 11.4. When
giving the signal Start engine(s) (GOM 11.4.2.16) the signal ALSO confirms that the
Departure Check is completed.
During aircraft movement the maximum nose-gear turn limits shall not be exceeded in accordance
with airframe manufacturers instructions. This can be checked from Technical Department. Standard
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hand signals should be used for manual communications and prior to moving an aircraft all personnel
involved in the operation must have agreed on how communication should be performed and towing
maneuvered.
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Section: 11
Page: 48
Ground Operations
11.2.3 Pushback operations
11.2.3.1 Definitions
The following definitions will apply: PUSHBACK Moving of aircraft from parking position to taxi
position by use of specialized ground support equipment.
POWERBACK Moving of aircraft from parking position to taxi position by use of the aircrafts
engines.
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TOWING Moving of aircraft, other than pushback operations, with/without load on board by use of
specialized ground support equipment.
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11.2.3.2 Nose-gear controlled (tractor and tow bar)
The tractor and tow bar/shear-pin combination should be suitable for the operation, considering: the
aircraft type and weight, the weather conditions, the apron surface conditions.
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Chocks should not be removed from the main-gear until the tractor and tow bar are fully secured to
the nose-gear and the parking brake set on the tractor. When connecting the tow bar to the aircrafts
nose gear assembly the tow bar should be detached from the tractor.
The tractor and tow bar should be in-line with the centre line of the aircraft before the pushback
commences.
The tractor should not be left unattended with its engine running.
For aircraft fitted with a Steering By-pass system, ensure that the by-pass pin is correctly installed
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prior to connecting the tow bar to the aircraft and before pushback commences and is removed after
pushback is complete.
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For aircraft not fitted with a Steering By-pass system, ensure that either the steering hydraulic system
is depressurized or the noseleg steering torque links are disconnected (as applicable).
At the end of the pushback sequence and before the tow bar is disconnected, the flight deck should
be instructed to set the aircraft brakes and confirm to ground staff. The tow bar should be
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disconnected from the tractor before it is disconnected from the aircraft.

Before the aircraft commences taxiing under its own power, ground staff shall give the all-clear signal,
display the by-pass pin (if appropriate) to the flight deck and receive acknowledgement.
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Section: 11
11.3 Protection of aircraft

11.3.1 Protection of aircraft during turnarounds or other ground stops
11.3.1.1 Aircraft Security
NextJet airplane shall always be kept under control by the company, an authorized maintenance
contractor or an authorized handling agent, when they are parked in ramp areas, maintenance areas
or other parking areas.
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Unless otherwise instructed an airplane without personnel working on board, around or nearby, shall
be secured with all doors closed, gateways and stairways removed from the airplane. Before closing
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the doors make sure no one is left on board the aircraft.
The airplane exterior shall be inspected by maintenance staff, or if not available, by flight crew, prior
to departure. The airplane holds shall be inspected by the loading personnel before loading.
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11.3.1.2 Technical Instructions
11.3.1.2.1 Doors, windows, latches, stairs, flaps, spoilers and engine thrust reversers
Ensure that A/C doors, windows and latches are closed, and that stairs, flaps, spoilers and engine
thrust reversers are retracted.
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11.3.1.2.2 Protection devices
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Attach following protection devices:
Protection device Number
A. Install ALWAYS 2
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Engine air inlet covers during

winter season 1.10- 30.4
(engines have to cooled down
for 10 minutes before installation)
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B. Install at hard wind and/or 3

always when towing the aircraft
Landing gear ground locks and safety pins (as applicable)
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C. Install when snowing or 2 (or as applicable)

or when otherwise weather conditions
demand Pitot-tube covers
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11.3.1.2.3 Actions to be performed during parking to prevent freezing of potable water

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See instructions given from Technical Department.
11.3.1.2.4 Usage of interior heating fan

See instructions from Technical Department.
11.3.1.3 Close-up
Remove the ground air supply unit and all installed covers. Ensure that all covers have been removed
and report to the Commander.
Section: 11
Page: 50
Ground Operations
11.3.2 Sealing of aircraft
11.3.2.1 Purpose
The purpose of sealing the aircraft is to prevent unauthorized access into the aircraft without any
warnings and this way to ensure security of the aircraft during prolonged ground stops and night
stops.
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11.3.2.2 Instructions
The airplane shall be sealed with special seals when considered necessary. The necessity of sealing
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is determined by the Head of Security. Airplane sealing may also be requested by local authorities.
At stations with no sealing obligation the station mechanic may seal the airplane by his own judgment.
However, if this becomes a routine procedure the Head of Security must be informed.
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When an airplane is sealed and the seal has been tampered with, the part of the airplane, which was
protected by this seal, must be fully searched for any irregularities by authorized personnel.
Seals and instructions are available on flight deck.
In case of a broken security seal or signs of tampering, the Commander and NextJet OP must be
immediately notified. The compartment behind the suspicious seals shall be checked for any suspect
items or evidences of an offence against the aircraft or company property. If any suspect items are
found, the appropriate law enforcement officials must immediately be contacted. In most cases the
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visual check and security sweep by the crew is enough to secure the flight in normal security
situations.
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Section: 11
11.4 Ground/flight deck communication (IATA hand signals)

11.4.1 Aircraft marshalling
No person should attempt to marshal or guide an aircraft unless trained, qualified and approved to
carry out such functions and where allowed by the local Airport Authority.
A marshaller will be responsible for providing standard marshalling signals, in a clear and precise
manner, to arriving and departing aircraft.
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This person MUST wear a distinctive Identification Vest to identify to the Flight Crew that they are the
person in charge of the marshalling operation.
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Day-Glo wands, table tennis bats or gloves MUST be used for ALL signaling by ALL participating
Ground Crew personnel during daylight hours. Illuminated wands MUST be used at night or in low
visibility.
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11.4.2 Marshalling signals
In the following, reference to wands may also be read to refer to Day-Glo table tennis bats or gloves
(daytime only).
11.4.2.1 Identify gate

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Raise fully extended arms straight above head with wands pointing up, move hands fore and aft to
keep from blending into background.
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Section: 11
Page: 52
Ground Operations
11.4.2.2 Continue to taxi straight ahead
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11.4.2.3 Slow down
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Section: 11
11.4.2.4 Turn right (from the pilots point of view)
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11.4.2.5 Turn left (from the pilots point of view)
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Section: 11
Page: 54
Ground Operations
11.4.2.6 Stop / Emergency Stop
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11.4.2.7 Emergency stop
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Section: 11
11.4.2.8 Hold position/Stand-by
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Fully extend arms and wands downwards at a 45 deg angle to the sides.hold the position until the
aircraft is clear for the next manoever.
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11.4.2.9 Proceed to next marshaller or clear to taxi
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Section: 11
Page: 56
Ground Operations
11.4.2.10 End marshalling
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11.4.2.11 Fire
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Section: 11
11.4.2.12 Set brakes
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11.4.2.13 Release brakes
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Section: 11
Page: 58
Ground Operations
11.4.2.14 Chocks inserted
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11.4.2.15 Chocks removed

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Section: 11
11.4.2.16 Start engines
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11.4.2.17 Cut engines
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Section: 11
Page: 60
Ground Operations
11.4.3 Technical / servicing signals

Technical / servicing communication
A number of hand signals are used to communicate to flight crews during the aircraft movement
process that relate to servicing or handling functions.
Manual signals should only be used when verbal communication is not possible. Ensure an
acknowledgment is received from the flight crew on all occasions.
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In the following, reference to wands may also be read to refer to Day-Glo table tennis bats or gloves
(daytime only).
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11.4.3.1 Connect/disconnect ground power
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Section: 11
11.4.3.2 Affirmative / all clear
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11.4.3.3 Negative
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Section: 11
Page: 62
Ground Operations
11.4.3.4 Interphone
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11.4.3.5 Do not touch controls
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Section: 11
11.4.3.6 Open / close stairs forward / aft
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Section: 11
Page: 64
Ground Operations
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Section: 11
11.5 Handling During Severe Or Adverse Weather
11.5.1 General
Severe weather is a constant danger to all industries that have activities outdoors. Airside operations
are particularly affected because of the open areas of airports and the large metallic pieces of
equipment including aircraft, and numerous open cabin ground support equipment. working staff shall
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ALWAYS be informed as soon severe weather condition appears.
Shift change: Ensure all personnel coming on duty know that your severe weather procedure is in
effect
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11.5.2 Weather definitions
High(strong) windsWinds in excess of 75 kph (40 knots).
Thunderstorm/Lightningincludes cloud-to-cloud as well as cloud-to-ground activity.
Low visibilityincludes rain, snow, sandstorms or fog conditions when visibility is typically below 800
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m ( mile).
Snow and ice conditionsincludes the presence of snow and ice on surfaces and movement areas
as well as when surface temperatures/windchills can cause freezing.
Heavy RainRainfall so heavy that it splashes off hard surfaces and quickly forms standing water
puddles in the aircraft doorway, on the ground and GSE and/or restricts visibility.
11.5.3 Working in Extreme Temperatures (hot and cold)

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Extreme temperatures might effect personal safety performance depending on time of exposure,
personal protection, activity and work rotation. All staff should be made aware of the hazards, and
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processes that should be adapted to such extreme conditions where applicable. Medical advice
should be sought in the event of extremes in temperatures. Awareness should be given to the
exposure to working in the environment.
11.5.3.1 Heat stress will result in poor performance, lack of concentration, dehydration, and in
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the most severe cases hospitalization.

Heat stress injuries can be reduced by some of the following:
Adequate breaks, ventilation and shelter between activities to reduce exposure to sunrays.
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Ample supply of drinking water located near to work area.

Loose and appropriate clothing.
Work rotation and monitoring.
11.5.3.2 Cold affects the human performance such as loss of feeling in extremities, fatigue,
muscle seizures, loss of awareness, poor concentration and in severe cases may
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result in hospitalisation.
Prolonged exposure to wind is a significant factor in increasing cold weather effects on the human
body (wind chill factor).
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Things to mitigate the cold effects are:

Correct clothing.
Rotation of activity. (essential to sedentary staff)
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Staff monitoring.
Adequate breaks, provision of hot fluids and warmed shelter between activities.
A wind chill chart or forecast shall be made available to staff.
-extra attention that in cold weather the ramparea will be slippery due to ice
Section: 11
Page: 66
Ground Operations
11.5.4 Severe Weather Forecasting

Knowing when severe weather will impact your work site is a key element in prevention of injuries or
damage. Information about weather and weather updates can be from
Local weather service
Local TV and Radio broadcasts
Pilot reports
Airport tower observations
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Ramp tower observations
Local detection devices
Internet
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Aircraft via company radio
11.5.5 Severe Weather Notification
-High Winds
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As the measures to be taken in the event of high winds may require a lot of preparation the earlier the
Warning is given the better.
-Thunderstorm/Lightning
For thunderstorm/lightning activity the notification process may be broken down into 3 phases:
AlertLightning activity is detected at a distance in excess of 8 km (5 miles) from your operation.
Stop/Suspend activitiesLightning activity is detected within 5 km (3 miles) of your operation.
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All ClearLightning activity has moved beyond 5 km (3 miles) and is heading away from your
operation.
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The distances referred to above may vary dependent upon local climatic parameters.
-Low Visibility and Snow/Ice Conditions

As low visibility and/or snow/ice conditions can be associated with various types of weather events
the notification phase will need to be coordinated with the specifics of the weather patterns. The
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airport athorithy decide when low visibility appears.
11.5.6 Notification Methods

Radio-verbally information by company radio .
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Visual-Low visibility light

Flight Information Display Screens (FIDS)-gives weather information
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Section: 11
11.5.7 Severe Weather procedure

Notify all personnel that they need to use Severe Weather Procedure
Notify dispatch, passenger service and planning groups that operations may be interrupted or
delayed.
Shift change: Ensure all personnel coming on duty know that your severe weather procedure is in
effect
Continue to monitor and communicate the weather situation.
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11.5.7.1 High/Strong winds
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Ensure all personnel know of the impending weather event.
Strong wind warning advice will prompt preparation.
11.5.7.2 Securing Aircraft
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Aircraft should be appropriately secured, per aircraft manufacturer's procedures by using
additional chocks, and/or setting aircraft park brakes, parking the aircraft into the wind direction
where feasible and/or tie-down, and/or the ballasting of the aircraft.
Secure all cargo nets and close all cargo doors on aircraft.
Secure all aircraft cabin doors (Note: Securing the passenger cabin doors with the APU/packs
operating or an external conditioned air source connected can pressurize the aircraft).
Where possible add fuel for ballast purposes.
Close cockpit windows.
Close all service panels.

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Lock control surfaces in accordance with aircraft maintenance manuals.
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Secure aircraft nose gear torsion links to prevent weather vanning with free moving nose wheels.
Hook up towbar and attach tugs when possible and install by-pass pins.
If time permits and parking areas are available move aircraft into hangars.
If hangars are not available consider remote parking aircraft to get them away from structures that
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they could be blown into. Use all above securing techniques and face aircraft into the wind if
possible.
11.5.7.3 Loading bridges

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Retract ground power cords.

Close all doors, retract loading bridges, lower them and secure wheels in accordance with the
manufacturers instructions.
Position loading bridges so that they face into the wind or up close to the terminal or where
available in a location for tie down and tie them down.
Remove any loose equipment, e.g. ladders, FOD containers.
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Section: 11
Page: 68
Ground Operations
11.5.7.4 Ground support equipment

Remove non-essential ground support equipment from aircraft.
Position equipment away from the aircraft and outside the path of possible aircraft movement.
If possible, stow equipment indoors. All equipment left outside must be secured with brakes set,
disconnect strings of carts or dollies so each conveyance is held by its own brake or attach a
vehicle to them to help hold them in place.
Ensure all containers are locked on dollies or transporters with doors or curtains secured.
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Remove all empty loose containers from areas around aircraft. If possible tie them together and/or
to a firm structure or store them indoors.
Secure work stands by chain to hitching rails where available or to fences or other secure
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equipment. Put jack screws down if so equipped.

Lower all high-reach equipment, e.g. loaders, steps, catering trucks etc. and deploy stabilizers.
Park into the wind direction if possible.
Remove any loose equipment, e.g. chocks, cones, ladders etc.
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Extreme caution must be observed when transporting, loading and unloading empty ULD's in
strong wind conditions. Use of ballast in empty ULD's should be considered (cautionballast must
be removed after use).
11.5.7.5 Baggage and Cargo

Ensure all baggage room and cargo personnel are aware of conditions and do not continue to
bring load to aircraft or outside to be stored.
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Use baggage rooms to stow luggage if possible.
Secure all cargo equipment the same as above.
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Contact cargo facilities and return unloaded freight and mail.
11.5.7.6 Passenger Safety

Ensure all passenger service personnel have up to date information on weather event.
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Be prepared to move passengers to safe areas in terminal.

Passenger enplaning/deplaning may need to be suspended during the weather alert phases.
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Section: 11
11.6 Thunderstorm/Lightning
Generally if an individual can see lightning and/or hear thunder they are already at risk.
High winds, rainfall, and cloud cover often act as precursors to actual cloud-to-ground strikes notifying
individuals to take action.
Many lightning casualties occur in the beginning, as the storm approaches, because people ignore
these precursors. Also, many lightning casualties occur after the perceived threat has passed.
The lightning threat generally diminishes with time after the last sound of thunder, but may persist for
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more than 30 minutes.
When thunderstorms are in the area but not overhead, the lightning threat can exist even when it is
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sunny, not raining, or when clear sky is visible.
Remember that lightning is always generated and connected to a thundercloud but may strike many
miles from the edge of the thunderstorm cell. Acceptable downtime has to be balanced with the risk
posed by lightning.
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11.6.1 Protection
The purpose of lightning protection is to protect persons, buildings and their contents, or
structures in general, from the effects of lightning, to a certain acceptable level.
There is no 100% protection level seen within technical and economical constraints.
No place is absolutely safe from lightning threat, however, some places are safer than others, e.g.
Inside terminal buildings, fully enclosed metallic vehicles or safety shelters.
Lightning protection is not aimed to prevent the formation of the lightning discharge, instead it is
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intended to prevent the object from being directly hit or affected by a remote lightning discharge.
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11.7 Low visibility
Follow the airports regulations for LVP
All non-essential equipment should leave the Maneuvering Area.
Only the minimum required equipment should be permitted airside during low visibility operations.
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Equipment operating speeds must be considerably reduced.

Motorised equipment should have all running lights on during low visibility operations.
Equipment operators must take extra caution at all intersections and vehicle/apron taxi-lane
crossings.
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Crossing of taxiways, where permitted, should only be undertaken with ATC clearance.
When visibility is low, operators must take additional care to ensure that vehicle windshields are
clean.
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Section: 11
Page: 70
Ground Operations
11.8 Operations in Snow & Ice Conditions

Both ground and work surfaces on equipment will become particularly hazardous during periods
of snow and ice conditions. The use of De/Anti-Icing fluid can add to the slippery conditions on the
ground.
When snow and ice conditions are predicted, special preparations of the equipment will be
necessary to ensure their functionality and safe operation. The apron surface conditions should
be sufficiently free of snow and ice to provide a safe working area during all ramp handling
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activities, including aircraft arrival or departure operations.
Wherever possible, snow and ice formations on equipment and work surfaces should be removed
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prior to the start of operations.
Personnel should allow extra time for activities, drive more slowly and allow a greater distance to
stop equipment.
Personnel should be provided with suitable clothing to be able to maintain efficiency.
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Section: 12
Manual GOM Date: 01 APR 2014
SECTION 12 MISCELLANEOUS
CONTENTS
12 Ticketing, Reservation & Facilitation ....................................................................... 3
12.1 Boarding announcements ......................................................................................... 3
12.1.1 Boarding announcement guidelines ............................................................................. 3
12.1.2 Gate boarding announcement...................................................................................... 3
12.1.3 Bus-gate boarding announcement ............................................................................... 4
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12.1.3.1 Bussbyte / Change of bus ............................................................................................ 4
12.1.4 Delay announcement ................................................................................................... 5
12.1.4.1 Delay Announcement, departure time is known........................................................... 5
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12.1.4.2 Delay Announcement, departure time not known ........................................................ 6
12.1.5 Gate announcement for carry-on baggage .................................................................. 6
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Section: 12
Page: 2
Ground Operations
Date: 01 APR 2014 Manual GOM
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Section: 12
12 Ticketing, Reservation & Facilitation

12.1 Boarding announcements
12.1.1 Boarding announcement guidelines
Announcements shall be:
- TIMELY Be always aware of our customers need for prompt and regular
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information.
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- CLEAR Easily heard and easily understood.
Talk slowly and clearly.
Remember to make a pause between entire thoughts.
- PROFESSIONAL Using well thought out comments and polite language.
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WHEN THE FLIGHT IS DELAYED PAY SPECIAL ATTENTION TO
- TIMELY Be always aware of our customers need for prompt and regular
information.
Give the time of next information, if you dont have all the information at
once.
- REASSURING
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Give forward plans or / and actions:
What is going to happen and when?
Always keep your promises!
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Show that you take the responsibility and are willing to give the best
service that is possible
- HONEST Tell the truth

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- CONSISTENT Ground staff / Flight crew / Cabin

Crew / All departments give consistent message to passengers.
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- POLITE Apologize for the delay
12.1.2 Gate boarding announcement

God morgon / frmiddag / dag/ eftermiddag / kvll, bsta passagerare!
O
NextJets flyg ___ till ___ r nu klart fr ombordstigning vid utgng / gate ___.
Vi ber vnligen barnfamiljer och ni som behver assistans att g ombord frst.
N
Vi nskar er en trevlig resa!
-----------
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Good morning / afternoon / evening, ladies and gentlemen!
NextJet flight ___ to ___ is now ready for boarding at gate.

We would like to invite passengers (travelling) with small children and those of you requiring
assistance to board (the aircraft) first.
We wish you a pleasant flight!

Thank you!
Section: 12
Page: 4
Ground Operations
12.1.3 Bus-gate boarding announcement

God morgon / frmiddag/ dag/ eftermiddag/ kvll bsta passagerare!
Vlkommen till NextJets flyg ____ till ___ via utgng / gate ___. En buss kommer att ta er till planet.
Vi nskar er en trevlig resa!
T
-----------
Ladies and gentlemen!
IN
Welcome to NextJet flight ___ to ___.
We are now ready for boarding through gate number ___.( As the aircraft is parked on a remote
stand) we will take you to the aircraft by coach.
We wish you a pleasant flight!
PR
Thank you!
12.1.3.1 Bussbyte / Change of bus

Bsta passagerare
p NextJets flyg till Vi byter buss och fortstter ombordstigningen om en stund.
(eller) Vi fortstter ombordstigningen s fort fljande buss anlnt.
L
-----------
IA
We shall change bus and then continue boarding on NextJet flight to . in a moment.
(or) Boarding of NextJet flight to .. will be continued as soon as the next bus arrives.
IC
FF
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Section: 12
12.1.4 Delay announcement
12.1.4.1 Delay Announcement, departure time is known

Bsta passagerare / mina damer och herrar
NextJets flyg ___ till____ berknas avg klockan _____ p grund av ________.
(orsaken till frseningen)
T
TD, TM, TN P grund av teknisk kontroll.
TC eftersom planet mste bytas p grund av tekniskt fel.
WO p grund av vdret hr i ___________.
IN
WT p grund av vdret i ______.
AT p grund av flygtrafikbegrnsningar i ____/
p grund av begrnsningar i flygtrafiken.
RL eftersom vi vntar p passagerare frn___.
PR
RA fr att planet kommer frsenat frn ____.
Mera information / Nrmare upplysningar / ges ________. (plats)

eller
Vi ber passagerare kontakta handlingspersonalen vid utgngsporten (och /eller vid

transitinformationen)
Vi beklagar frseningen!
L
IA
-----------

The estimated time of departure for NextJet flight ___ to ___ is ___ due to ___________________
IC
.(the reason for delay)
TD, TM, TN due to technical inspection.

TC due to change of aircraft for technical reasons.
WO due to weather here in _____ (dep. station).
FF
WT due to weather in ____ (arr. station).

AT due to air traffic restrictions.
RL because we are waiting transit-passengers from ____.
RA due to late arrival of the aircraft from ____.
O
We will give you further information at / Further information will be given at _____ (place)
or
We kindly ask passengers to contact handling staff at the gate (and/or Transit information desk)
N
We are sorry for the delay / We apologize for the delay!

U
Section: 12
Page: 6
Ground Operations
12.1.4.2 Delay Announcement, departure time not known

Bsta passagerare!
NextJets flyg ____ till_________ blir frsenat p grund av _____________________.
(orsaken till frseningen)
Mera information / Nrmare upplysningar om starten/ ges klockan _____________.

( tid och plats)
T
Vi beklagar frseningen!
IN
-----------

NextJet flight ______ to ________ will be delayed due to ____________________.
(the reason for the delay)
PR
We will give you further information at. / Further information will be given at ________________.
(time and place)
We are sorry for the delay / We apologize for the delay!

L
12.1.5 Gate announcement for carry-on baggage
This announcement shall be taken when the flight has a booking of 80% or more of the total seat
IA
capacity.
Bsta passagerare!
Fr att kunna transportera allt handbagage tryggt i kabinen, d detta flyg r fullbokat, pminner vi om
att man fr ha ett handbagage med sig ombord, verskridande bagage skall lmnas in vid porten.
IC
Ladies and Gentlemen

To ensure that all passengers hand luggage will be carried in the cabin safely as todays flight is
heavily booked, we would remind you that you may have one piece of carry on baggage onboard. Any
FF
oversized or additional items must be checked at the gate prior to boarding.

O
N
U
Section: 13
SECTION 13 AIRCRAFT PRESENTATION
CONTENTS
13 Aircraft Presentation.................................................................................................. 3
13.1 BAe ATP ...................................................................................................................... 4
13.1.1 Aircraft presentation ATP .......................................................................................... 4
13.1.2 Exterior dimensions ATP........................................................................................... 5
13.1.3 Cabin layout / Seatmap - ATP...................................................................................... 6
T
13.1.4 Cargo compartment...................................................................................................... 7
13.1.5 FWD passenger door ................................................................................................... 8
13.1.6 FWD service door......................................................................................................... 8
IN
13.1.7 AFT passenger door..................................................................................................... 9
13.1.8 AFT baggage compartment.......................................................................................... 9
13.1.9 Ground Service Equipment ........................................................................................ 10
13.1.10 Steering arc - ATP...................................................................................................... 11
PR
13.1.11 Restricted areas - ATP ............................................................................................... 12
13.1.12 Fuel panel ATP........................................................................................................... 13
13.1.13 EMERGENCY/CRASH-CARD - ATP ......................................................................... 14
13.2 SAAB 340 .................................................................................................................. 17
13.2.1 Aircraft presentation SAAB 340.................................................................................. 17
13.2.2 Exterior dimensions SAAB 340 ............................................................................... 18
13.2.3 Cabin layout / Seatmap - SAAB 340 .......................................................................... 19
13.2.4
L
Ground Service Equipment - SAAB 340 .................................................................... 23
13.2.5 Steering arc - SAAB 340A.......................................................................................... 24
13.2.6 Cargo compartment.................................................................................................... 25
IA
13.2.7 Fuel panel SAAB 340B............................................................................................... 26
13.2.8 Water panel SAAB 340 .............................................................................................. 27
13.2.9 Emergency/Crash-card - SAAB 340........................................................................... 28
IC
FF
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N
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Section: 13
Page: 2
Ground Operations
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IN
PR
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IA
INTENTIONALLY BLANK
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FF
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N
U
Section: 13
13 Aircraft Presentation
NextJet presently operates the following aircraft:
Aircraft Type Version Registration
T
ATP 68 SE-LLO
ATP 68 SE-MAK
ATP 68 SE-MAL
IN
ATP 64 SE-MEX
ATP 60 SE-MEE
SAAB 340A 33 SE-ISE
PR
SAAB 340A 33 SE-ISY
SAAB 340A 34 SE-KCS
SAAB 340A 33 SE-KXE
SAAB 340A 36 SE-LEP
SAAB 340A 33 SE-LJM
SAAB 340A 33 SE-LJN
SAAB 340A 33 SE-LMR
L
SAAB 340B 33 SE-KCH
SAAB 340B 33 SE-KXI
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SAAB 340B 33 SE-KXJ
SAAB 340B 33 SE-LJS
SAAB 340B 33 SE-LJT
IC
FF
O
N
U
Section: 13
Page: 4
Ground Operations
13.1 BAe ATP

13.1.1 Aircraft presentation ATP
Manufacturer British Aerospace
Passenger Capacity 68
Crew 2 Flight Deck Crew
T
2 C/C Seats
1 Jump seat in flight deck
IN
Performance
Max cruise speed 230kt IAS
Certified ceiling 25,000 ft 7,622 m
PR
Fuel capacity
TANK CAPACITY with Pressure fuelling with Overwing refuelling

Left Wing 2.546 kg (3.182 litres) 2.560 kg (3.200 litres)
Right Wing 2.546 kg (3.182 litres) 2.560 kg (3.200 litres)
Total Usable fuel 5.092 kg (6.365 litres) 5.120 kg (6.400 litres)
Engines Pratt & Whitney Canada PW126

L
Weights
IA
Maximum Ramp Mass 23 746 kg
Maximum Take Off Mass 23 678 kg
Maximum Landing Mass 23 133 kg
Maximum Zero Fuel Mass 21 772 kg
IC
FF
O
N
U
Section: 13
13.1.2 Exterior dimensions ATP
Aeroplane Wingspan Overall Length Overall Height

BAe ATP 30.6 m 26.0 m 7.37 m
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
Page: 6
Ground Operations
13.1.3 Cabin layout / Seatmap - ATP

Seat numbering per row from left to right, A - D.
Y60
T
IN
PR
Y64
L
IA
Y68
IC
FF
O
N
U
Section: 13
13.1.4 Cargo compartment
FWD Hold
T
IN
PR
L
IA
AFT Hold
IC
FF
O
N
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Section: 13
Page: 8
Ground Operations
13.1.5 FWD passenger door
T
IN
PR
L
IA
13.1.6 FWD service door
IC
FF
O
N
U
Section: 13
13.1.7 AFT passenger door
T
IN
PR
L
IA
IC
13.1.8 AFT baggage compartment

FF
O
N
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Section: 13
Page: 10
Ground Operations
13.1.9 Ground Service Equipment
T
IN
PR
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IA
IC
FF
O
Loading
One baggage trolley will be placed on the left side close to the stairs so the passengers easily can put
N
their hand baggage on it for loading in cargo compartment after boarding.

Hand baggage in trolley shall be loaded last in the same cargo compartment as the checked-in
baggage are loaded, important is to avoid mixing destinations if possible.
U
Section: 13
13.1.10 Steering arc - ATP
T
IN
PR
L
IA
IC
FF
Aeroplane Radius with maximum steering applied

O
Wing tip Tailplane tip Outer Main wheel Nose wheel

BAe ATP 19.71 m 14.81 m 10.64 m 8.6 m
N
U
Section: 13
Page: 12
Ground Operations
13.1.11 Restricted areas - ATP
T
IN
PR
L
IA
IC
FF
O
N
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Section: 13
13.1.12 Fuel panel ATP

Fuelling is possible both by pressure refuelling via one hose connector, or by over wing refuelling with
one refuelling position at each tank.
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
Page: 14
Ground Operations
13.1.13 EMERGENCY/CRASH-CARD - ATP
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
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IN
PR
L
IA
IC
FF
O
N
U
Section: 13
Page: 16
Ground Operations
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IN
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INTENTIONALLY BLANK
IC
FF
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Section: 13
13.2 SAAB 340

13.2.1 Aircraft presentation SAAB 340
Manufacturer SAAB Aerospace

Passenger Capacity 33-36
Crew Capacity 2 Flight Deck Crew
1 C/C
T
1 Jump seat in flight deck
Performance
IN
Max cruise speed 250 kt IAS
Certified ceiling 25,000 ft 7,622 m
Weights
PR
Maximum Ramp Mass 12840 kg
Maximum Take Off Mass 12700 kg
Maximum Landing Mass 12340 kg
Maximum Zero Fuel Mass 11660 kg
Fuel Capacity 2845 lb+200 lb (1290+90 kg)

L
IA
IC
FF
O
N
U
Section: 13
Page: 18
Ground Operations
13.2.2 Exterior dimensions SAAB 340
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
13.2.3 Cabin layout / Seatmap - SAAB 340
T
IN
PR
L
IA
IC
FF
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N
U
Section: 13
Page: 20
Ground Operations
SE-LMR
T
IN
PR
L
IA
SE-ISE, ISY, KXE, LJN, LJM
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FF
O
N
U
Section: 13
SE-LEP
T
IN
PR
L
SE-KXI, KXJ, LJS, LJT
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IC
FF
O
N
U
Section: 13
Page: 22
Ground Operations
SE-KCS
T
IN
PR
L
IA
SE-KCH
IC
FF
O
N
U
Section: 13
13.2.4 Ground Service Equipment - SAAB 340
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
Page: 24
Ground Operations
13.2.5 Steering arc - SAAB 340A
T
IN
PR
L
IA
IC
FF
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N
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Section: 13
13.2.6 Cargo compartment

As NextJet does not have the special tie down nets in the aircrafts, there are special mass limitations
as below.
Cargo C1: Max structural mass = 510 kg.

Cargo C2: Max structural mass = 385 kg.
C1+C2: Max structural mass = 780 kg
T
Package size
The maximum dimensions of package sizes that will comfortably pass through the cargo and
IN
passenger door openings are shown in the following tables.
Dimensions shown in these tables apply to packages that are loaded initially or have no interference
from packages that have been loaded previously.
Package sizes are approximate. Tilting, twisting, bending and/or rotating packages through the door
PR
opening may, in some cases, allow dimensions larger than those found in the tables. A trial loading is
recommended for packages with dimensions close to maximum dimensions.
NOTE: Cargo restraint requirements must always be fulfilled.

L
IA
IC
FF
O
N
U
Section: 13
Page: 26
Ground Operations
13.2.7 Fuel panel SAAB 340B
T
IN
PR
L
IA
IC
FF
O
N
U
Section: 13
13.2.8 Water panel SAAB 340
T
IN
PR
L
IA
IC
FF
O
N
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Section: 13
Page: 28
Ground Operations
13.2.9 Emergency/Crash-card - SAAB 340
T
IN
PR
L
IA
General
The main door and emergency exits will normally be used for emergency evacuation of crew and
passengers. Each of these doors can be operated from inside or outside the aircraft.
IC
An alternative way of emergency evacuation for cockpit crew, is through the overhead escape hatch
in cockpit.
Note: FWD Emergency exit and overwing exits are not available on cargo aircraft.
FF
Cockpit Exits
Cockpit door The Cockpit door provides access to the cabin from the cockpit
and vice versa. The door has a conventional latch mechanism and
is opened by turning a door knob. The door is opened into the
cabin, and the hinge has a special blow out feature in event of a
O
cabin depressurisation.
Overhead EscapeHatch The overhead escape hatch is positioned in the rear end of the
cockpit, centrally in the ceiling. To assist in evacuation, a rope is
N
attached and stowed in the rear end of the hatch opening.

U
Section: 13
Cabin Exits
Main door The main door is located in the forward cabin on the left side of the
fuselage. This door is used as entrance/exit door for passengers
and crew, and as an emergency exit.
Emergency Exits 3 emergency exits are provided in the cabin. The forward
emergency exits on the right side of the fuselage and 2 over wing
emergency exits, one over each wing.
T
The emergency exits are full plug doors with 2 hooks in their lower
end, and a locking mechanism in their upper end.
Each door is opened from the inside by pulling the handle located
IN
at the top of the door inwards, and from the outside by pulling the
handle downwards and pushing the door inwards. The door can
then be lifted up from the bottom hooks and thrown out.
PR
L
IA
IC
FF
O
N
U
Section: 13
Page: 30
Ground Operations
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IN
PR
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INTENTIONALLY BLANK
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FF
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U

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Section: TOC

RoR Record Of Revisions

LEP List Of Effective Pages

5 PASSENGER AND BAGGAGE HANDLING

10 15 APR 2015 OFFICE 25

List of Effective Pages

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