UNIT – 3

CARGO SERVICES EXPORT & IMPORT SHED

The Air Cargo Complex at Airport was established on 1st February

1978. It undertakes functions such as: Air Cargo Custodian related
services for storage and processing of both import and export cargo
on behalf of the Customs including postal mail handing.

Cargo terminal services for the airlines to facilitate both export and
import operations.

Provide customer facilitation for exporters, importers and their

representatives for freight forwarding and Customs clearance of
cargo.

Completely Air Conditioned Public Transaction Counter cum Waiting

Area for Documentation / works for Customs Agents.

Standard Canteen facility on 24 x 7 basis.

Medical facility for first aid 24 x 7 basis.

CCTV cameras surveillance at strategic locations.  

Infrastructure Facilities Available

The Air Cargo Complex consists of two major divisions which are
Export Cargo Facility and Import Cargo Facility. Under the Phase-I &
II infrastructure for Export cargo operations and under Phase-III for
Import cargo operations were enhanced to meet the air cargo needs.

EXPORT CARGO FACILITY

  The export facility consists of 17,828 Sqm. of modernized and

mechanized terminal for air cargo handling. The main features of
export terminal include:
 02 Elevated Transfer Vehicles (ETVs) with 178 multilevel
stackers for storage of built up ULDs.
 18 mechanized embedded ULD "build up" positions with inbuilt
UNIT load weighing facility.
 Centre for perishable cargo storage facility with a holding
capacity of 40 MT.
 Strong room for storage and safe custody of valuables.
  Separate storage facilities for dangerous and hazardous goods.
 10 x-ray scanning machines for scanning of export cargo.
 Embedded Electronic and manual weighing scale facilities.
 Availability of various types of cargo handling equipments.
 Scissors lifts for BUPs handling.
 Explosive Trace Detector (ETD)
 CCTV coverage at strategic locations.
 Cargo safety related signages displayed at all conspicuous points.

IMPORT CARGO FACILITY

The import facility consists of 42,000 Sqm. of covered area for

storage and processing of import cargo. The major facilities
available in import include:
A temperature controlled cold storage consisting 03 chambers for
storage of perishable cargo such as Pharmaceuticals, Fruits,
Vegetables, Meat, etc.
Strong room for storage of import valuable cargo.
Separate isolated storage area for dangerous and hazardous cargo.
Separate examination area for unaccompanied baggage unit
equipped with X-BIS.
Adequate number of various cargo handling equipments such as
trolleys, tow-trucks, tractors, forklifts, etc.
State of the art ASRS (Automated Storage and Retrieval System)
having 8000 storage bins with annual holding capacity of
5,84,000MT spread out in an area of 6700 sqms. Upto 17 meters
in height.
CCTV coverage at strategic locations.
Cargo safety related signages displayed at all conspicuous points.
New cold storage facility has been commissioned at Import
Phase-III effective from May 2014 which have a temperature of 0
– 10 Deg. C to store the perishable cargo.

Working System of Air Cargo Operations

The cargo operations are managed through Integrated Cargo

Management System (ICMS).  Software application got developed by
AAI for conducting the air cargo activities in an online mode. The
system is integrated with 10G Oracle data base and customer
interface is provided through web based EDI. In fact, the customer
agents are facilitated to do the online transactions with AAI from the
comforts of their offices using the web based EDI without having the
need to contact cargo complex counters

Cargo Profile of Both Export and Import

Garments, leather and electronics constitutes the major export

commodities, whereas, electronics, machineries, automobile
components, telecommunication equipments, computer hardware,
goods, etc. consists of major import commodities. As on date, on an
average 700 MT (Export 350 MT and Import 350 MT approximately)
is being handled on a daily basis at Chennai Air Cargo Complex
depending upon the economic conditions in the world economy.

Cargo Handling Equipments Available

Type of equipments used for cargo operations

1. Forklift – 12 MT
2. Forklift – 05 MT
3. Forklift – 03 MT
4. Tractor (Diesel)
5. High Mast Stacker
6. Hydraulic Pallet Trucks
7. Tow Trucks
8. Four Wheel Trolleys
9. Two Wheel Trolleys
10. Electronic Weighing Scales
11. Manual Weighing Scales
12. X-Ray Machines
13. Balance stacker (to be added shortly)

Cargo Handling Agencies

AAI have appointed the authorized GHA M/s Bhadra International
India Ltd., who have taken over the export cargo operations w.e.f.
December 2010 and import cargo operations w.e.f. February 2011
who has been taking care of complete cargo ground handling
services. 

Airlines handled by M/s BIIL on behalf of AAI

Air Arabia
Air Asia
Air Austral
Airlines handled by M/s BIIL on behalf of AAI
Blue Dart
British Airways
Cathay Pacific
Emirates
Etihad Airlines
Ethiopian Air
Jet Airways
Gulf Airways
Oman Air
Lufthansa
KLM
Qatar Airways
Spice Jet
Srilankan Airlines
Thai Airways
Fedex
Thai Air Asia (Scheduled)
Indigo Airlines
DHL (Bonded truck)
Fedex (Bonded truck)
Fits Aviation (NSO)
Tiger Airways
Air Berlin

Future Expansion

1. Adding one more freighter bay

2. 09 chambers of new cold storage is being created in Phase-III
import wing where even loaded ULD’s can be stored.
3. Developing of Common User Domestic Cargo Complex.
4. Procurement / Hiring of new x-ray machines for Export Cargo.
 5. Ball-mated flooring with scissor lift in NS-6 / NS-7 shed for
smooth flow of import receiving operations as well as binning
in ASRS.
6. Augmentation of more space in Export Wing after conducting
series of e-auction(s) and subsequent clearance of accumulated
uncleared / unclaimed import cargo.

Facilities Established by AAI at Air Cargo Complex

1. Intl. Air Cargo Terminal all regulatory / facilitating agencies

under one roof
2. Exclusive storage processing and examination areas for import,
export and TP cargo
3. Exclusive unaccompanied baggage unit
4. ETV system having built in ULD weighing facility
5. Cargo Apron for freighter
6. X-ray screening
7. Radioactive material shed
8. Hazardous Cargo shed
9. Cold Storage / Walk in Coolers
10. State of Art Centre for Perishable Cargo
11. Weigh Scale
12. CCTV monitoring
13. Restaurant / canteen
14. Post Office
15. bank
16. Strong room for valuable Cargo
17. PA system with channel music Vehicle Parking
18. Photocopier
19. Bonded Trucking facilities
20. Exclusive Public waiting lounge
21. Scissor Lift (for ULD movement)
22. Automated Storage & Retrieval System
23. Explosive Trace Detector (ETD)
24. Facility for self generation of LSBC is available for
tracking the status of consignments at Import cargo.
25. Facility for online generation of TSP in import & export is
available.
26. Pre-Deposit Accounts with AAI is maintained by CHA’s/
Importers / Exporters for payment of AAI’s charges are
available in public domain for verification of transactions /
available balance by concerned CHA’s / Importers / Exporters.
WMS of ASRS is connected with ICMS for online flow of data
 27. For emergencies and first medical aid, a well equipped
extension of Apollo Hospital is available in Cargo Complex.
28. Facility for online generation of EDI manifest in import is
available on 24 x 7 basis.
29.State of art facilities i.e. Automated Storage and Retrieval
System (ASRS) is in place for storage and retrieval of the
import cargo

. CARGO SERVICES TRANSIT SHED

Transit sheds:-

 Sometimes it is not possible to clear all the import or export cargoes to

their destinations by road transport or by railway, hence these cargos
should be kept in safe in the temporary storage. It is also essential for
general cargo to verify the markings, quantity and safe delivery, hence all
these activities are done in a temporary storage.
 Hence transit sheds is a covered arrangement for the temporary storage of
import cargoes in which incoming & outgoing cargo are kept for the
purpose of safe protection. Transit shield is also termed as a transit go
down.
 Transit sheds may have godown type of structure having one or two
storeys in height.

1. Floor are of shed is 56 m²

2. Capacity of shed is 470 m³
3. Quay space is 11 m²

Following are the various construction requirements

1. Rapid opening & closing doors are to be used

2. Transit sheds should have advanced five fighting system
3. It should have adequate light. In day time there should be continuous sky
light
4. Light & fine resisting materials should be used for the construction of
transit sheds
5. Transit shed should be located adjacent to the quay and it should have
maximum capacity for storing incoming and outgoing cargo at a time.
There should have road and rail path for fast or quick transit of cargo.
Equipment such as cranes should be readily available when required.

Warehouses:
  The structure which is permanently built on shore or directly behind
transit sheds to store the goods for longer duration is termed as
warehouse.
 Bonded warehouse: The cargo which remain under the customs authority
until cleared are stored, then in such case the warehouses are termed as
bonded warehouses.
 Special type of material and equipment’s are requires for the construction
of warehouses. Warehouses building consist of storage areas like grain
storage, meat storage, refrigeration plants for cold storage, special storing
bins and spouts. Light cranes are provided at intermediate floor levels for
loading and unloading the goods.
 Location of warehouses should be such that it should have easy and ready
access to transfer and removal of goods suitable sidings and rows should
be made around the warehouses so as to transfer and removal of goods
easily and within less time.

CARGO AIRCRAFT HANDLING

Description
Safe operation of aircraft requires all hold cargo and baggage to be weighed (or
an accurate estimate of weight provided by using “standard” values), it must be
loaded correctly and secured to prevent movement in flight.

Loading should be in full accordance with the generally applicable regulations

and limitations, the operators loading procedures and in accordance with the
instructions given by the person with overall responsibility for the loading
process for a particular flight. These loading instructions must match the
requirements for baggage/cargo distribution stated within the aircraft load and
trim sheet.

The Operational Safety Issues

In recent years security considerations have led to rigorous procedures to ensure
‘baggage reconciliation’, which ensures only accompanied baggage is loaded,
unless a special additional validation process for each unaccompanied bag has
been followed.

Weight distribution between holds has a considerable effect upon the C of G of
the aircraft; load distribution will be specified on the Loading Instruction Form
(LIF) by hold, or by hold compartment in the case of larger under floor hold
areas..

Bulk Loading
Many narrow body short haul aircraft are bulk loaded with loose individual
items of baggage and cargo. In this case, baggage loading will be by item count,
with prescribed assumptions about the average weight per bag used to complete
the load and trim sheet; precise figures will often vary according
to NAA regulations or be more restrictive to meet the aircraft operator’s own
checked baggage rules. Average checked baggage standard weight assumptions
usually vary depending on whether the flight is domestic, international, charter
(holiday flight) or scheduled. Standard baggage weights must be applied with
care. Incidents have occurred where standard weights have seriously under-
stated the actual mass of the loaded baggage causing both an error in the total
mass of the aircraft and a centre of gravity outside the approved safe envelope.

Netting is used to restrain bulk loaded loose baggage items within holds so that
they do not move in flight. Any load that shifts in flight will move the aircraft’s
centre of gravity and can cause control difficulties (in extreme cases causing
loss of control) and prevent baggage door opening post flight. Cargo netting
may also be used to divide larger holds into sections.

Bulk Loading is usually accomplished by delivery of items to the aircraft in a

baggage train of towed trailers. To help ensure each hold compartment is loaded
correctly, a particular trailer may only contain the baggage destined for only one
designated compartment. The trailer is unloaded into the aircraft hold via
conveyor belts and finally positioned in the hold by loaders working within it.
Usually, bulk loading of baggage items uses a system whereby loading crews
are informed that the last bag for loading on a particular flight has arrived by
use of an ‘End Bag’ identification tag - the tag is applied to the last checked bag
sent to the aircraft. A system of stickers and a reconciliation sheet may also be
used, where each printed baggage tag has a bar-coded sticker, which is removed
and stuck onto the re-conciliation sheet as the bag is loaded. This helps ensure
that all checked baggage for that flight has been loaded and accounted for.

Unit Load Devices

Most wide bodied aircraft, and increasingly some narrow bodies, are able to use
the much simpler system of aluminium containers called Unit Load Devices
(ULD). These can be used to consolidate baggage or cargo items before being
loaded into the aircraft hold by specialised hydraulic lift equipment. The ULDs
are then manoeuvred manually to a final position on board by use of a roller
floor, before being finally secured in position.

ULDs must either be weighed, or the number of baggage items per container
must be within a specified range and standard baggage unit weights applied.
Special Procedures
Under either system, special procedures may be prescribed for abnormal loads
such as:

 those covered by Dangerous Goods Regulations

 heavy items
 oversize items
 items with have unusual dimensions/proportions.
Heavy objects which exceed the hold floor-loading limit published in
the AFM may be able to be carried if prescribed arrangements for load
spreading are available and applied.

Mass and Balance Gross Error Checks

A load instruction/report form will be issued for every aircraft departure to
instruct loading teams on the quantity of baggage/cargo to be loaded into each
hold. Where a computerised or electronic load and trim sheet is prepared on
behalf of the operating crew, usually the handling agent or airline will produce
the Load Instruction/Report Form with reference to the load and trim sheet. The
Load Instruction/Report form will then be given to the loading supervisor to
instruct the load team how the aircraft needs to be loaded and to record formally
the actual loading and any deviations.

When the operating crew produces a manual load and trim sheet, the crew, in
consultation with the loading supervisor, may also complete the Load
Instruction/Report Form.

Once the aircraft is loaded, the Load Instruction/Report Form is generally

provided to the crew for cross-checking against the load and trim sheet, though
sometimes the crew are provided with a certificate stating that the
baggage/cargo has been loaded in accordance with the load and trim sheet
instructions.

With numerous mass and balance documentation formats and different industry
procedures, it is very difficult to provide definitive details of how to conduct
gross error checks. In line with the best industry practices, UK CAA guidance
material - CAP 1009: Gross Error Checks provides information on how any
significant discrepancies in the loading process can be identified and corrected
before departure.

As with the load and trim sheet, there are a number of key entries on the Load
Instruction/Report Form that must be checked for accuracy:
 Airline/Operator
 Flight details (Routing, Flight number and Date)
 Aircraft type, variant and registration
 Distribution of hold loads (including baggage, cargo, ballast, spares,
COMAT, and mail etc.)
 Void/nil fit positions
 Bags per ULD/hold
 Weight allocation to each compartment does not exceed limits
 Document edition number (if applicable)

Principal Hold Loading Risks

The principal risks associated with loading of aircraft holds are as follows:

 Holds are not loaded by the loading crew in accordance with the
Loading Instructions provided - and the Load Instruction/Report Form is
not amended to reflect these changes.
 Where the loading has been different to the original Loading/Report
Form and the Loading/Report form is updated, the last minute change
(LMC) has not been correctly applied to the original loadsheet calculations
and checked for mass and balance limits.
 The load is not secured or restrained appropriately
 Unauthorised items are loaded (e.g. dangerous goods).
 Aircraft structure (or propeller blades if applicable) is damaged by
unintended impact from mechanised loading equipment. Such impacts
may go unnoticed by the loading team or in some cases is noticed but not
reported. This may happen when the load team can see no apparent
damage so consider reporting the impact unnecessary. Where the aircraft
structure is formed using composite materials, all impacts must be
reported. While evidence of significant damage to a metal structure is
usually clearly visible, this is not necessarily true for composite materials.
Although the skin may appear to be undamaged, the core of a composite
structure may have deformed or have been significantly weakened.

Consequences of Mis-loading
 Loss of Control in flight
 Runway Excursion during take off or landing
 Aircraft Hold Damage during flight

Accidents and Incidents

The following events listed on SKYbrary are related to Cargo Aircraft Loading:
 A333, Sydney Australia, 2017 (On 17 December 2017, it was
discovered after completion of an Airbus A330-300 passenger flight from
Sydney to Bejing that freight loading had not been correctly documented
on the load and trim sheet presented to and accepted by the Captain and as
a result, the aircraft had exceeded its certified MTOW on departure. The
Investigation found that the overload finding had not been promptly
reported or its safety significance appreciated, that the error had its origin
in related verbal communications during loading and noted that the aircraft
operator had since made a series of improvements to its freight loading
procedures.)
 AT43, Madang Papua New Guinea, 2013 (On 19 October 2013, an
ATR42 freighter departing Madang had to reject its takeoff when it was
impossible to rotate and it ended up semi-submerged in a shallow creek
beyond the airfield perimeter. The Investigation found that loading had
been contrary to instructions and the aircraft had a centre of gravity
outside the permitted range and was overweight. This was attributed to the
aircraft operator’s lack of adequate procedures for acceptance and loading
of cargo. A lack of appreciation by all parties of the need to effectively
mitigate runway overrun risk in the absence of a RESA was also
highlighted.)
 B748, Prestwick UK, 2017 (On 30 March 2017, a significant amount
of fuel was found to be escaping from a Boeing 747-8F as soon as it
arrived on stand after landing at Prestwick and the fire service attended to
contain the spill and manage the associated risk of fire and explosion. The
Investigation found that the fuel had come from a Bell 412 helicopter that
was part of the main deck cargo and that this had been certified as drained
of fuel when it was not. The shipper’s procedures, in particular in respect
of their agents in the matter, were found to be deficient.)

AIR CARGO

What is Air cargo?

Air cargo is another term for air freight. It is the carriage or the
transportation of goods through an air carrier. Transport services via
air are the most valuable when it comes to moving express shipments
around the globe and it consists of air mail, air freight and air
express.

Air cargo also flies in the same gateway as the commercial or

passenger airlines.
Air India Cargo is one of the world's leading Cargo carrier with an extensive
global as well as domestic network. We possess highly-experienced & skilled
employees to serve growing list of customers as we offer a high-quality of air
freight services with premium facilities.

Air India has a dedicated modern fleet of Boeing and Airbus aircrafts with huge
Cargo capacities available to carry loads to more than 74 online International as
well as 56 Domestic destinations currently besides hundreds of offline trucking
points as we have tied up with various trucking companies worldwide to carry
Cargo safely.

Air India in order to be digitally up-to-date with Industry practice uses the latest
state of Art technology for Cargo activities called Logistic Management System
(LMS) for Cargo Sales & Operational purpose available 24 & 7 to serve our
Customers better. The LMS system supports EDI interface with Indian
Customs. The Logistics Management System (LMS) is in use, providing an
end-to-end solution with accuracy and availability of real-time information with
reference to booking, acceptance, stowage, unitization, handling, manifestation,
carriage, transshipment, delivery etc., within Air India network.

Air India is an active member of IATA as well as ICH & Air India carries all
types of cargo including dangerous goods(hazardous materials) and live
animals, provided such shipments are tendered according to IATA Dangerous
Goods Regulations, IATA Live Animals Regulations, Perishables &
Temperature Control respectively.

CARGO BOOKING OF PERISHABLE CARGO AND LIVE ANIMALS

 INDUSTRY RELATIONS

The airport/airline relationship

Airlines and airports, through their respective international organisations, play a

crucial role in the activities of ICAO, whose chief aims, as contained in Article
44 of the Chicago Convention, are to develop the principles and techniques of
international air navigation and to foster the planning and development of
international air transport so as to, amongst other things.
  Ensure the safe and orderly growth of international civil aviation
throughout the world
 Encourage the development of airlines, airports and air navigation
facilities for international civil aviation
 Meet the needs of the people of the world for safe, regular, efficient and
economical air transport
 Prevent economic waste caused by unreasonable competition
 Ensure that the rights of contracting states are fully respected and that
every contracting state has a fair opportunity to operate international
airlines
 Promote safety of flight in international air navigation
 A wide ranging and effective relationship

With observer status to ICAO, the International Air Transport Association

(IATA) and Airports Council International (ACI) are regularly invited to and
take active part in, various meetings of the Organisation dealing with subjects of
common interest. Of particular significance is their involvement in the Air
Navigation Commission (ANC), which is the principal body of ICAO
responsible for the development of Standards and Recommended Practices
(SARPs) and Procedures for Air Navigation Services (PANS). The Commission
is assisted in its work by small groups of experts nominated by Contracting
States and international organisations and approved by the Commission. These
include IATA and ACI.

The important distinction between a Standard and a Recommended Practice is

sometimes not well understood. A Standard is any specification whose uniform
application is recognised as necessary for the safety or regularity of
international air navigation and to which Contracting States will conform in
accordance with the Convention. A Recommended Practice is any specification
whose uniform application is recognised as desirable for the safety, regularity or
efficiency of international air navigation.

SARPs are detailed in the 18 Annexes to the Chicago Convention that cover all
aspects of international civil aviation and for which the considered views and
expertise of key stakeholders are essential for a thorough understanding of all
issues involved.

The valuable contribution of these organisations have contributed to the

universal acceptance of SARPs and related procedures by Contracting States
and the world aviation community, following approval by the ICAO Council.
IATA and ACI, along with many other recognised international organisations,
also take part in thematic conferences of ICAO and the Assembly of the 190
Member States. The Assembly is the sovereign body of the Organisation and
normally meets every three years – except for extraordinary sessions. At the
Assembly, the complete work of the Organisation in the technical, economic,
legal and technical cooperation fields is reviewed in detail, and guidance is
given to the other bodies of ICAO for their future work. This is another valuable
opportunity for IATA and ACI to present their positions before the global
decision-making body of ICAO.

In the day-to-day implementation of decisions and programmes, IATA and ACI

work closely with their counterparts in the various Bureaux of the Secretariat of
ICAO, namely Air Navigation, Air Transport, Technical Co operation Bureau,
Legal Bureau and Administration and Services.

Over the years, the ongoing relationship with all levels of the Organisation has
led to significant and long-lasting improvements in the overall safety, security
efficiency and sustainability of international civil aviation. The following
section describes some of the more recent initiatives that have brought together
IATA, ACI and ICAO.

Global aviation safety roadmap

In the area of safety, the presentation to ICAO last December of the second part
of the industry Global Aviation Safety Roadmap was indeed a milestone.
Developed by IATA, ACI and other stakeholders of the air transport industry, in
consultation with ICAO safety specialists, the Roadmap marked the first time
that governments and industry had jointly developed a unified and coordinated
approach to reducing accident rates, particularly in developing regions of the
world, in accordance with ICAO’s Global Aviation Safety Plan – the GASP.

Designed to establish one level of aviation safety worldwide, the Roadmap was
produced by the Industry Safety Strategy Group (ISSG) composed of, in
addition to IATA and ACI, Airbus, Boeing, the Civil Air Navigation Services
Organisation (CANSO), the Flight Safety Foundation (FSF) and the
International Federation of Air Line Pilots’ Associations (IFALPA), also
observers to selected ICAO meetings and activities.

The pertinence of the document also resides in the fact that all ISSG members
are committed to assisting in the implementation of the Roadmap and to
updating the document as required. Part 1 of the Roadmap – A Strategic Action
Plan for Future Aviation Safety – provides the framework for action by
Contracting States of ICAO, regions and the industry to correct inconsistencies
and weaknesses in 12 main focus areas, including implementation of
international standards, regulatory oversight, incident and accident
investigation, Safety Management Systems (SMS) and sufficient qualified
personnel. The document sets one or more short-term and medium-term
objectives for each focus area over the next ten years.

Part 2 – Implementing the Global Aviation Safety Roadmap – describes and

prioritises specific coordinated actions by industry to reduce risk and improve
safety worldwide. For each objective identified in Part 1, it proposes best
practices with related industry references and compliance metrics. Part 2 also
includes Annexes containing recommendations on existing and proven
technologies (and associated training programmes) to further enhance safety in
flight operations, airport operations and air traffic control domains, as well as
regional implementation through a knowledge-based regional assessment and
deployment strategy.

Part 1 of the Roadmap was delivered to ICAO in December 2005 and

subsequently endorsed by a Conference of Directors General of Civil Aviation
of ICAO Contracting States in March 2006, with a recommendation that,
“ICAO, in collaboration with all States and other stakeholders, continue
development of an integrated approach to safety initiatives based on the Global
Aviation Safety Roadmap – a global framework for the coordination of safety
policies and initiatives.” The roadmap may be accessed on the ICAO website –
www.icao.int/fsix

The Roadmap was eventually integrated into the GASP. Together, the two
documents are a unique and pragmatic resource for maintaining and improving
safety worldwide. In effect, the GASP can be seen as a proactive planning
methodology for ICAO, States, regions and the industry to fulfil, in a
complementary manner, the requirements of the focus areas listed in the
Roadmap. The GASP also establishes a coordination mechanism to ensure that
the Roadmap and the Plan are kept up-to-date in a synchronised manner.

Sharing safety audit results with IATA

Another major step forward in improving aviation safety was an agreement

between ICAO and IATA to share safety-related information from their
respective safety audit programmes to better identify potential safety risks and
prevent aircraft accidents.
The agreement calls for each organisation to provide the other with information
from safety oversight audit results, as well as accident and incident monitoring.
In addition, experts from each organisation are allowed to participate in audit
missions of the other, upon request. In all cases, the consent of ICAO
Contracting States and member airlines of IATA will be required.

The ICAO Universal Safety Oversight Audit Programme (USOAP) consists of

regular, mandatory, systematic and harmonised safety audits carried out by
ICAO in its Contracting States to assess the level of implementation of ICAO
Standards and Recommended Practices, identify safety concerns or deficiencies,
and provide recommendations for their resolution.

The IATA Operational Safety Audit (IOSA) is the first global standard for
airline safety management. Since its inception in 2003, IOSA has quickly
become an industry standard. Over 150 airlines representing 70% of
international scheduled traffic have been IOSA audited and there is close to 100
airlines on the Registry. The IOSA Registry is publicly accessible on the IATA
website. It complements ICAO’s USOAP and is recognised by many
governments including the US FAA. IOSA will be a condition of membership
by the end of 2007.

At the signing of the agreement, then President of the Council Assad Kotaite
had qualified the agreement as another concrete example of the close
cooperation between the two organisations in exploring ways to improve
aviation safety through information sharing, a fundamental tenet of global air
transport. For his part, Giovanni Bisignani, Director General and Chief
Executive Officer of IATA, had emphasised how safety was the industry’s
number one priority and the fact that IOSA was at the core of the industry’s
safety plan. The role of governments and global standards in safety is critical.
He added that such close cooperation with ICAO was critical and a clear sign of
IATA’s commitment to make a safe industry even safer, as well as a great
example of government and industry partnership.

ICAO/ACI Global Air Transport Outlook Conference

Bringing all stakeholders around a common theme is one of the fundamental

activities of ICAO as the global forum for discussion on international civil
aviation matters. On cooperation with ACI, the world met at ICAO in June 2006
to review the challenges facing air transport in the years ahead.
In his address, Dr. Kotaite had put forth ICAO’s traffic forecast, with
passenger-kilometres performed growing at an annual rate of 4.4 per cent up to
2015, equivalent to about 2.8 billion passengers. The positive outlook, he
summarised, could only be reached by keeping in check the major impediments
to growth, such as airspace and airport congestion. Other factors that can have a
significant impact on growth are threats to the security of airline operations,
airports and critical ground installations such as air traffic control towers, the
evolving regulatory framework, as well as the impact of aviation on the
environment

This was an opportunity to showcase ICAO’s global strategy based on the

Organisation’s six strategic objectives, designed to enhance the safety and
security of global civil aviation, minimise its adverse effect on the environment,
enhance the efficiency and maintain the continuity of aviation operations and
strengthen law governing international civil aviation.

Airport management professional accreditation programme

Cooperation also involves joint initiatives on practical, operational issues such

as airport management. Earlier this year, ICAO and ACI launched a first in
aviation training in the form of the Airport Management Professional
Accreditation Programme. The AMPAP leads to an I.A.P. (International Airport
Professional) designation, whose holders will be recognised as having acquired
comprehensive, expert knowledge in the field of airport management.

For ACI, the programme targets the need for in-depth management expertise for
airport operators, who are under pressure to achieve greater efficiencies while
ensuring full adherence to the international standards that are the hallmark of
commercial aviation. AMPAP also responds to the challenge of dealing with a
diverse range of business and operational requirements related to capacity
constraints, safety, increased security threats, the logistics of new technologies
and new airport business models involving investment from the private sector.

For ICAO, the accessible, affordable and universally available joint training
programme is a very effective way to promote compliance with ICAO SARPs
and results in global consistency in application, a feature which underpins a
safe, secure, environmentally compatible and sustainable aviation industry.

With an emphasis on optimising knowledge-sharing across national borders,

AMPAP reflects ACI’s and ICAO’s commitment to assisting career
professionals to lead the industry through a period of exciting but exacting
changes.
Truly global dialogue and cooperation

Currently, there are 86 international organisations that may be invited to attend

suitable ICAO meetings. These include specialised agencies of the Untied
Nations, UN Programmes, Regional Economic Commissions,
Intergovernmental Agencies and Non-Governmental Agencies.

As the organisations representing airlines and airports, two fundamental

components of the global air transport system, IATA and ACI will always be
regarded as critical to the work of ICAO as the central institution for global
governance in civil aviation.

AIR WAYBILL

What is an Air Waybill (AWB)?

An air waybill (AWB) is a legally binding transport document issued by a

carrier or agent that provides details about the goods being shipped. It provides
detailed information on the contents of the shipment, the sender and recipient,
terms and conditions, and other information. The AWB is a standard form that
is distributed by the International Air Transport Association (IATA).

Consider the document as a receipt for the sender or consignor. An air waybill
is also referred to as a consignment note or dispatch note. The AWB is non-
negotiable and acts as evidence of the contract of carriage from airport to
airport. There are three parties involved in an air waybill – the sender, the
airline, and the recipient.

Before goods are shipped, an air waybill must be filled out. Once the air waybill
is signed by the shipper and carrier involved, it becomes an enforceable
contract. Because it is a legally-binding document between parties, the details
must be filled out clearly and accurately.
Functions of the AWB

The air waybill serves many functions, including:

Evidence of receipt of goods by an airline

Contact information among all parties
Contract of carriage between shipper and carrier
Freight bill
 Customs declaration
Description of the goods
Guide for handling and delivering goods
Tracking of shipment

Features and Format of the AWB

An AWB is typically a one-page document that is packed with important

information. The bill is designed and distributed by the IATA and is used in
domestic and international shipping. The document itself is issued in eight sets
of different colors, with the first three copies being the original.

 The first original (green) is the issuing carrier’s copy.

 The second (pink) is the consignee’s copy.
 The third (blue) is the shipper’s copy.

The fourth copy is brown and functions as the receipt and proof of delivery. The
other four copies are white.

The air waybill may come with an airline logo at the top right corner or it may
be a neutral AWB. The two are essentially identical outside of the airline logo
and pre populated information for the airline.

Each air waybill must include the carrier’s name, office address, logo, and
AWB number, which is an 11-digit number that can be used to make bookings
and track the status and location of the shipment.

The top-left quadrant of an air waybill document will contain information for
the shipper, consignee, agent, airport of departure, and airport of destination.

The top-right quadrant will contain the information for the airline – either in the
form of printed and prepopulated text and logos or manually-entered
information. The top-right section will also contain information about the
declared value for carriage and declared value for customs.

The middle of the page will contain information on the contents of the
shipment, including the number of pieces, gross weight, chargeable weight, total
charge, and the nature and quantity of goods.

The bottom portion of the air waybill will contain additional charges and taxes,
an area for the signature of the shipper or agent, and an area to enter the date,
time, and place of execution.
Electronic Air Waybill

An electronic air waybill (e-air waybill or e-AWB) was introduced in 2010, and
on January 1, 2019, it became the default contract of carriage for all air cargo
shipments. Paper air waybill documents are still accepted, but IATA mostly
uses the e-AWB nowadays. The electronic version requires and communicates
the same information as the paper version.

The transportation of cargo requires a decent amount of paper for each

shipment, which means that paper must be kept track of and sent around.
Storing the documents electronically keeps things safe and organized and
reduces the need for paper.

Air Waybill vs. Bill of Lading

The air waybill and bill of lading are similar, but they come with distinct
differences. The two should not be in place of each other.

Both are important documents for international trade. They are legal documents
between the shipper of the goods and the carrier, and the two documents
provide details on the goods, how to handle them, and what destination they are
headed to.

The main difference between the air waybill and bill of lading deals with the
title to goods. A bill of lading is a document of title to goods. It is a receipt of
the goods by the shipping company with an agreement to deliver the goods at
the destination only to the party the bill of lading is consigned to.

On the other hand, an air waybill is a receipt of goods by a carrier or agent

showing the place of delivery. The other differences are listed in the table
below.