Prior to the flight, the agent produces a loading instruction for the Loadmaster. This is an automated process within the AS system whereby based on booked figures and aircraft information, the agent will produce a plan for loading positions. The AS system produces a Ramp check list, unloading information for inbound aircraft and loading instruction for departure flight on the same document thus producing the plan and a quality control document for ramp staff on one document.

The ramp checklist section begins with the aircraft registration, scheduled time for arrival/departure, destination, airline operator, aircraft type, version and crew information. The actual checklist itself contains numerous areas, which need to be filled in including time of fueling, cleaning and catering. The checklist also contains any information regarding inbound passengers (e.g. WCHR), which may slow down the departure of the aircraft. This data is entered into the computer post-departure for historical and quality control information.

The unloading instruction to the ramp staff comes in the form of the inbound load message advising where and what is loaded onboard. It will also advise of any load staying on board i.e. transit load.

The Loading instruction section contains an account of each hold or compartment number and will usually be manually filled out to advise where expected outbound load is to be positioned. Transit load is also accounted for here.

As soon as the check-in and boarding process is complete the weight and balance department are notified. This notification comes in the form of a traffic light system within the module of each flight. When the light is red the agents are aware that the aircraft weights etc. can still change, as the aircraft is still open for check-in or boarding. When the light changes to green this is called the hand-over to weight and balance stage as the agent can now see that check-in and boarding are completed with this aircraft so it is now safe to prepare final data.

The aircraft information (maximum weights, schedule information, balance etc.) is already contained within the CDB (as explained in CDB). The agent must now layer all the other information required to prepare the final paperwork. The agent receives the actual fuel figures from the fuel company and adds it to the Loadsheet and Loadmessage screen. Once these figures are added, immediately the agent will see figures starting to change within the screen. Then the agent activates the function to bring over passenger and baggage data to the same screen and once again all figures will change. The agent must then get final cargo and mail figures from cargo department (explained later) and as before all data will change. The last item required is the actual positions and weights for cargo, baggage and mail (called deadload) received from the Load master based on the original loading instruction.

At this stage the agent can see if all weights and balance (trim) are within limits. In the AS system this trim sheet including The Center of Gravity Position, is represented in the form of a diagram for simplicity. The trim sheet will also show “the ideal trim line” advising the user how close they are to ideal trim. Ideal trim is used for fuel efficiency and saves the airlines money. This Ideal trim line can be checked at any stage prior to or during load planning so the agent can see where baggage, cargo, mail etc. needs to be moved to in order to achieve this ideal trim line.

Once the agent is satisfied with the weight and balance of the aircraft the Load and Trim sheets may be printed. They can be printed in the IATA standard form, in a graphical diagram or both.

Although the Weight and Balance module is vast, AS have managed to make the whole process as simple and safe as possible. Once again the AS system will prompt the user with warnings when mistakes are made. The AS system also prompts the user if there are any problems or possible problems with weight or balance at an early stage to avoid incorrect loading instructions or last minute changes to the loading which often cause delays.

Another important addition is the information list on all Weight and Balance staff. The AS system holds an information list on all these staff members, which aircrafts they can handle and when their license renewal examination is due.

Within the Weight and Balance module, depending on the type of user sign in, many changes can be made. This includes changes to aircraft information, which will affect the CDB permanently or semi-permanently. Also alterations may be made after any aircraft departure. It is possible for the load controller to add any last minute changes (e.g. late passenger, late offload of cargo etc.) to the final Load Message and Load sheet after the departure.

With regard to departure, arrival, delay or load messages, the AS system is fully automated in the creation of these messages using the details already input for the particular flight e.g. For the Load message (LDM) an automatic process is used whereby the user activates a function post-departure to bring all passenger, baggage, cargo etc. figures directly into LDM mask and all the user has to do is press “send”. For the delay messages, within the mask there is a drop down list with delay codes, sub delay codes and explanations to choose from. The message mask contains the SITA addresses required and also a drop down list of all other SITA addresses that possibly may be required.

It is also possible for an agent to create an aircraft not already in the CDB, in a very short space of time by taking an aircraft type similar and changing or adding information. The agent may save this aircraft type as a new aircraft if it is to become a permanent fixture or just undo changes back to the initial aircraft information if it is an uncommon flight.

Within the AS system it is also possible to complete a loadsheet without a trim sheet. This would only be used for smaller aircraft or airlines where the captain usually completes the aircraft trim.

The AS system incorporates an Airport Parking Module based on software written by the owners called Geo Data. This module can advise usable and unusable parking places for all the different types of aircraft. It is used as a plan for gate selection of aircraft. The module can, through the use of colour coding, advise the user at which stage of the ground operation that the aircraft is at e.g. engines started ready to go, boarding or arriving on blocks etc.

At present the AS system does not include any information on Standard Turnaround Times. This is something they are hoping to incorporate in the future, as it is invaluable for weight and balance staff and also makes the production of correct delay codes for departure messages more accurate. It could also be used as a form of Quality Control for the airlines.