The most common type of aircraft – any airborne vessel with wings that requires horizontal take-off and landing space.
Helicopters of any configuration that have top mounted rotors to provide vertical lift, and have vertical take-off and landing capability.
Civil Aviation Authority (CAA)
Any authority that maintains legal jurisdiction over the airspace above any country. Aircraft operating within a country or flying over a country (overflight clearance) must make arrangements through CAAs, registering flight plans and obtaining proper clearances.
International Aviation and Transportation Administration (IATA)
An international governing body that sets safety regulations on commercial flight. Any aircraft commercially operating between two different countries that mutually recognise IATA standards is legally obliged to follow IATA regulations.
|International Civil Aviation organisation Organisation (ICAO)||A specialised UN agency that supports the development of mutually recognised civil aviation standards among UN member states, including air safety regulations.|
Used to describe a situation when an aircraft must be on the ground for technical reasons. Usually tech stops refer to refuelling, but they can also be for unscheduled maintenance. Sometimes referred to as “going technical.”
Where the “permanent” home of the aircraft is, usually where the aircraft is originally licensed, and near the owner and operator. Domicile location are also frequently where aircraft receive routine maintenance as well, but not always.
Moving an aircraft from one location to another location in anticipation of another future need.
Ground Support Equipment (GSE)
Any equipment involving the offloading or moving of cargo around an airport or landing strip, in lead up to loading or offloading cargo and people. GSE also includes catering, refuelling and power supply units.. Ground handling crews can be employees of governments, or sub contracted service providers.
|Airside||Any part of an airport beyond a secure checkpoint usually associated with loading/offloading, service operations and take off/landing. Airside operations occur within close proximity to working aircraft.|
The act of reaching the maximum limitations to a specific airframe, either by reaching its maximum volume (cube out) or its maximum weight (weigh out).
Defined as the specified hours air craft, pilot or crew are allowed to operate for. Physical air craft may only be able to operate for a maximum number of hours in any week or month period, while pilots and crew can only operate for a maximum number of hours per day/week before mandated “crew rest.”
All the special considerations surrounding aircraft loading, such as loading specifications and safety concerns. Loading is overseen by a "Loadmaster" or other trained crew, who will ensure proper distribution of weight and balance of cargo, while also screening for prohibited or controlled items.
Any cargo that might post a threat to aircraft while in transit or loading/offloading. DG is universal to all forms of transport, but is especially important to air aviation. Definitions, handling and labelling standards for DG are outlined in the IATA Dangerous Goods Regulation (DGR).
The act of transporting cargo on the outside of a rotor wing aircraft using a net or cable of some kind, with cargo hanging below the aircraft. Sling loading requires special equipment and specially trained pilot and crew, and can only be used in some ideal circumstances.
- Deck Cargo – cargo loaded onto the main deck/body of an aircraft.
- Belly Load – cargo loaded unto onto the under deck/belly of an aircraft.
- Nose Load – cargo loaded into the front compartment of an aircraft.
- Tail Load – cargo loaded into the rear compartment/are area past the real rear wheel based base of an aircraft.
While loading and storing cargo onto an aircraft, there are some specific physical limitations to what and how items can be loaded:
If an aircraft will operate internationally – fly between/over two or more different sovereign countries – it must also have declared an intent to operate internationally through its local CAA and comply with international standards including IATA and ICAO requirements for marking, communications equipment, and safety standards. If an aircraft operates internationally, it is considered a “flag-carrying” vessel of its originally country of registration, however while in the airspace of another country it must comply with all local laws and regulations. Without declarations of intent to operate internationally and without fully compliance with international standards, aircraft may not be allowed to register a flight plan, land or load/offload passengers or cargo, or even receive technical assistance when operating in a country outside of where the aircraft is registered.
|Example Registration/Tail Numbers|
Airport / Airfield Operations
When arranging to ship cargo by air, parties should be prepared well in advance and have all cargo ready at exactly the time specified by the forwarder or the air operator. A failure to deliver cargo on time could result in additional charges, or losing space on the aircraft all together.
Local Aircraft Contracting
In austere operating environments, individual response agencies may require the use of ad-hoc cargo movement using local air operators. Identifying and understanding the proper aircraft or proper service provider can be extremely challenging, especially at local levels operating with limited time and budgets.
Locally operated aircraft in emergency or conflict settings pose unique and enhanced risks to parties who may wish to contract the service:
- Local/small aircraft may not be fully registered to operate in the context of operation.
- Local operators may have insufficient safety standards, or a known history of safety and security incidents humanitarian agencies may not know.
- In conflict settings, local air operators may be involved with transportation of weapons or supplies to parties of the conflict, sometimes along the same route humanitarian organisations operate.
- In any context, local operators may be involved with smuggling, human rights violations, or other illegal or unethical activities.
As a general rule, humanitarian agencies should not charter local aircraft directly with owners of aircraft. Instead, small scale or local charter aircraft should still be solicited through a reputable and known freight forwarder or brokerage service. Though going through a third-party may add some additional costs, forwarders and brokers have access to information or tools that enable them to screen for inappropriate or unethical transporters. The contracted payment terms and arbitration processes will also likely be more transparent and well defined when going through a reputable third-party.
In the event a third-party forwarder or brokerage is not available or not able to sufficiently fulfil the charter needs, and a humanitarian agency still wishes to solicit local air transport, there are a few steps to be considered by contracting agencies:
- Obtain aircraft registration/tail number, and names of pilot and crew. Though a forwarder may not be able to contract with the party, they may still be able to do a due diligence check.
- Ask other agencies who used the service in the past, as well as consult with local UN offices who may track aircraft (ICAO, UN agencies contracting air assets in country, etc).
- If possible, contact local Civil Aviation Authorities to both check registration and obtain information on safety history.
- Search for the registration/tail number online to see if the aircraft has been flagged for any reason.
- Ensure the air operator understands the route, locations, and cargo (type, dimensions).
- Never sign a contract unless it has been reviewed by both a lawyer locally, and by a designated legal focal point in headquarters.
- Payment terms should indicate payment is only due on successful delivery of cargo – never accept terms that include payment even if aircraft is unable to perform its contracted duties for whatever reason.
Cargo Configuration for Aircraft