AIREST GROUND HANDLING MANUAL - nextjet.se GHM rev0 .pdf · AIREST GROUND HANDLING MANUAL PAGE 2...

AIREST

GROUND HANDLING MANUAL

COPYRIGHT

This manual contains information which is property of AIREST.Except for purposes of inspection and approval by competent

authorities, its' contents shall not be copied, distributed or otherwisedisclosed in any form to third parties without written consent of Airest.

AIREST GROUND HANDLING MANUAL

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Table of Contents

0. PREFACE......................................................................................................................................51. INTRODUCTION........................................................................................................................ 6

1.0 ABBREVIATIONS............................................................................................................................ 61.1 ABOUT THIS MANUAL.................................................................................................................. 6

1.2 REVISION SYSTEM.........................................................................................................................71.3 LIST OF EFFECTIVE PAGES.......................................................................................................... 81.4 REVISION RECORD........................................................................................................................ 91.5 DISTRIBUTION LIST.....................................................................................................................101.6 FLIGHT SAFETY POLICY STATEMENT.....................................................................................11

1.7 STANDARD OF SAFETY PRECAUTIONS.................................................................................. 11

2. RAMP HANDLING................................................................................................................... 142.1 RAMP HANDLING.........................................................................................................................14

2.1.1 AIRCRFAT DIMENSIONS AND CLEARANCES................................................................................................. 142.1.2 AIRCRAFT ARRIVAL.............................................................................................................................................152.1.3 PREVENTION OF FOREIGN OBJECT DAMAGE (FOD)...................................................................................152.1.4 AIRCRAFT MARSHALLING.................................................................................................................................152.1.5 AIRCRAFT CHOCKING.........................................................................................................................................152.1.6 AIRCRAFT CHECK ON ARRIVAL....................................................................................................................... 162.1.7 AIRCRAFT PARKING............................................................................................................................................ 162.1.7.1 PARKING IN COLD WEATHER CONDITION................................................................................................. 162.1.7.2 PARKING AND HANDLING IN STRONG WIND CONDITIONS...................................................................162.1.7.3 SECURITY / SEALING........................................................................................................................................162.1.8 SAFETY CONES..................................................................................................................................................... 172.1.9 AIRCRAFT STAIRS................................................................................................................................................ 172.1.10 AIRCRAFT DOORS (OPERATING AND SIZES)............................................................................................... 182.1.11 GROUND STABILITY / TAIL TIPPING.............................................................................................................. 192.1.12 AIRCRAFT MOVEMENT MESSAGE................................................................................................................. 192.1.13 AIRCRAFT LOAD DISTRIBUTION MESSAGE................................................................................................ 192.1.14 TOILET SERVICING............................................................................................................................................ 192.1.15 POTABLE WATER................................................................................................................................................ 20

2.2 FUELLING...................................................................................................................................... 222.3 DE-ICING & ANTI-ICING............................................................................................................. 24

2.3.1 RESPONSIBILITIES............................................................................................................................................... 242.3.2 SAFE DE-ICING & ANTI-ICING OF AIRCRAFT................................................................................................ 242.3.3 OFF-GATE DE-/ANTI-ICING COMMUNICATION METHODS.........................................................................242.3.4 TAXI GUIDANCE................................................................................................................................................... 252.3.5 GENERAL INSTRUCTIONS..................................................................................................................................252.3.6 STANDARD PHRASEOLOGY DURING OFF-GATE DE-/ANTI-ICING........................................................... 25

2.4 DEPARTURE ACTIVITIES............................................................................................................ 262.4.1 DEPARTURE WALK-AROUND CHECK..............................................................................................................262.4.2 ENGINE START-UP PROCEDURE........................................................................................................................262.4.3 AIRCRAFT TOWING, PUSHBACK...................................................................................................................... 262.4.3.1 WITH TOWBAR...................................................................................................................................................272.4.3.1 TOWBARLESS.....................................................................................................................................................272.4.4 AIRCRAFT POWERBACK.....................................................................................................................................27

2.5 GROUND SUPPORT EQUIPMENT (GSE)................................................................................... 282.5.1 GROUND SUPPORT EQUIPMENT (GSE)............................................................................................................282.5.2 LOCATION OF GSE AND LOCATION OF SERVCING POINTS ON SAAB 340..............................................282.5.3 GROUND POWER UNIT (GPU)............................................................................................................................ 292.5.4 AIRCRAFT HEATING AND COOLING................................................................................................................ 302.5.5 GSE OPERATIONS SAFETY PRECAUTIONS.....................................................................................................302.5.6 GSE OPERATIONS UNDER ADVERSE WEATHER CONDITITONS............................................................... 31

3. HANDLING OF CARGO AIRCRAFT.................................................................................... 333.1 PREPARATION OF LOADING, BALANCE STABILITY AND CENTER OF GRAVITY.........333.2 LOADING INSTRUCTION REPORT (LIR).................................................................................. 33


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3.3 LOADSHEET AND LOADMESSAGE.......................................................................................... 353.3.1 LOADSHEET...........................................................................................................................................................353.3.2 LOADMESSAGE.................................................................................................................................................... 35

3.4 BALANCE STABILITY AND CENTER OF GRAVITY............................................................... 363.4.1 EFFECTS OF ADVERSE BALANCE.................................................................................................................... 363.4.2 SHIFTING OF LOOSE CARGO............................................................................................................................. 36

3.5 AIRCRAFT DOOR SIZES...............................................................................................................363.6 COMPARTMENT DIMENSIONS.................................................................................................. 37

3.7 LOADING & UNLOADING...........................................................................................................373.7.1 LOADING................................................................................................................................................................ 373.7.2 UNLOADING.......................................................................................................................................................... 383.7.3 COMPARTMENT SEPARATOR NETS..................................................................................................................383.7.4 CARGO DOOR BARRIER NET.............................................................................................................................38

3.8 LOADING EQUIPMENT................................................................................................................393.8.1 FORKLIFT............................................................................................................................................................... 393.8.2 CONVEYOR BELT................................................................................................................................................. 39

3.9 LOAD LIMITATIONS.....................................................................................................................393.9.1 SUPPORTING PLANKS......................................................................................................................................... 40

3.10 ROLLERBED................................................................................................................................ 413.11 CARGO AND MAIL ACCEPTANCE........................................................................................... 413.11.2 COMPANY MAIL/CARGO....................................................................................................... 433.12 HANDLING OF DANGEROUS GOODS AND SPECIAL LOAD..............................................43

3.12.1 GENERAL..............................................................................................................................................................433.12.2 NOTOC...................................................................................................................................................................443.12.3CONTAMINATED CARGO OR BAGGAGE HANDLING..................................................................................44

3.13 LIVE ANIMALS............................................................................................................................443.14 HANDLING OF DAMAGED CARGO........................................................................................ 45

3.15 CURRENTLY NOT IN USE..........................................................................................................453.16 LOADING SUPPORT EQUIPMENT (BALLAST AND SUPPORT PLANKS)..........................45

3.17 SECURING (LASHING)...............................................................................................................453.18 AIRCRAFT CARGO COMPARTMENT CLEANING................................................................. 46

4. HANDLING OF PASSENGER AIRCRAFT........................................................................... 484.1 CREW MEMBER WEIGHTS......................................................................................................... 484.2 PASSENGER WEIGHTS.................................................................................................................484.3 DOCUMENTS AND TICKETS...................................................................................................... 484.4 CHECK-IN OF PASSENGERS....................................................................................................... 49

4.5 PASSENGER MANIFESTS............................................................................................................ 494.6 STANDARD SEATING / SEATMAP..............................................................................................50

4.6.1 PRELIMINARY LOADING CAPACITY SAAB 340A.......................................................................................... 51

4.7 USE OF VACANT CREW SEATS.................................................................................................. 514.8 INFANT AND CHILDREN............................................................................................................. 514.9 UNACCOMPANIED MINOR – UMNR.........................................................................................52

4.9.1 GENERAL REQUIREMENTS................................................................................................................................524.9.2 SPECIFIC UMNR SEATS....................................................................................................................................... 524.9.3 HANDING OVER TO CABIN CREW................................................................................................................... 524.9.4 HANDLING AT DESTINATION............................................................................................................................ 52

4.10 PERSONS WITH REDCUED MOBILITY – PRM...................................................................... 534.10.1 MAXIMUM PRM ACCEPTED.............................................................................................................................534.10.2 DEFINITION OF PRM.......................................................................................................................................... 53

4.11 LIMITATIONS AND MAXIMUM NUMBERS............................................................................544.12 CURRENTLY NOT IN USE..........................................................................................................544.13 SEEING EYE DOGS AND PETC IN CABIN.............................................................................. 544.14 ATTENDANTS / ESCORTS / SPECIAL MEDICAL ATTENTION.............................................544.15 PREGNANCY................................................................................................................................54

4.16 REFUSAL OF PASSENGERS...................................................................................................... 55


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4.17 INAD, DEPA, DEPU..................................................................................................................... 554.18 BIRTH ON BOARD...................................................................................................................... 564.19 DEATH ON BOARD..................................................................................................................... 564.20 BOARDING...................................................................................................................................564.21 REFUSAL OF PASSENGERS...................................................................................................... 57

4.22 PASSENGER HANDLING - SECURITY.................................................................................... 574.23 CATERING.................................................................................................................................... 574.24 STAFF TRAINING........................................................................................................................ 58

4.24.1 GENERAL REQUIREMENTS..............................................................................................................................584.24.2 LANGUGAGE REQUIREMENTS....................................................................................................................... 584.24.3 GAINING QUALIFICATION............................................................................................................................... 58

4.25 AIRCRAFT INTERIOR CLEANING........................................................................................... 58

5 PASSENGER AIRCRAFT BAGGAGE, CARGO AND MAIL HANDLING.......................615.1 LOADING OF BAGGAGE............................................................................................................. 615.2 LOADING OF CARGO AND MAIL.............................................................................................. 615.3 HEAVY ITEMS (HEA)....................................................................................................................615.4 BAGGAGE ALLOWANCE.............................................................................................................625.5 CHECKED BAGGAGE...................................................................................................................62

5.5.1 UNACCOMPANIED BAGGAGE...........................................................................................................................625.5.2 ANIMALS IN CHECKED BAGGAGE...................................................................................................................625.5.3 WEAPONS IN CHECKED BAGGAGE................................................................................................................. 635.5.4 WHEELCHAIRS......................................................................................................................................................635.5.4.1 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH SPILLABLE BATTERIES............................. 635.5.4.2 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH NON-SPILLABLE BATTERIES...................645.5.4.3 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH GEL TYPE BATTERIES................................64

5.6 CABIN BAGGAGE......................................................................................................................... 645.6.1 WEAPONS IN CABIN BAGGAGE........................................................................................................................64

5.7 DELIVERY AT AIRCRAFT BAGGAGE (DAA BAGGAGE)....................................................... 65

5.8 DANGEROUS GOODS IN PASSENGER BAGGAGE................................................................. 655.9 CREW BAGGAGE.......................................................................................................................... 65

5.10 CARGO COMPARTMENT...........................................................................................................665.11 CARGO COMPARTMENT WEIGHT LIMITATIONS.................................................................665.12 MAXIMUM PACKAGE SIZE PASSING THROUGH DOOR OPENINGS...............................675.13 LOADING IN PASSENGER CABIN............................................................................................67

5.14 COMPANY MAIL......................................................................................................................... 675.15 LOADING REPORT......................................................................................................................68

6. EMERGENCY PROCEDURES AND REPORTING..............................................................706.1 EMERGENCY PROCEDURES...................................................................................................... 706.2 REPORTING....................................................................................................................................70

7. SECURITY................................................................................................................................. 727.1 AIR CARGO SECURITY................................................................................................................72


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0. PREFACEFollowing pages contain information and guidance for handling agents involved in AIREST aircraft operations. Agents should use the IATA Airport Handling Manual (AHM), IATA Ground Operations

Manual (IGOM) and content of this manual, which qualifies and amplifies items from the AHM. Acceptance of a handling request from AIREST shall be treated as an agent’s acceptance of the procedures contained within this manual. It shall be the responsibility of the relevant Ground Handling partner/Station Manager to ensure that each operation is managed using the latest downloaded copy of this manual.

This manual is also designed to provide guidance for those handling agents working with AIREST aircraft whilst operating under short or long term wet lease to other carriers. Where a policy or procedure contained within this manual is more restrictive than the policy of the customer airline then this document shall have precedence.

AIREST re-commenced operations in September 2012 and currently operates a turboprop aircraft fleet

from various airports around Europe. Airest fleet includes passenger and all cargo aircraft. The company does not operate scheduled services but offers dedicated ad-hoc charter service to corporations and other airlines. Some charter flights are often booked at very short notice. Due to the urgent nature of such flights a high level of response is required from agents. Many flights are however booked months in

advance. The same high-level quality service is required on all operations.


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1. INTRODUCTION

Designed individual shall be responsible for the supervision and oversight of all ground handling operations at all times.

1.0 ABBREVIATIONS

AFM Air Frame Manual

AHM IATA Airport Handling Manual

CG Center of gravity. The point about which an aircraft would balance if it were possible to

suspend it at that point. It is the mass center of the aircraft or the theoretical point at whichthe entire weight of the aircraft is assumed to be concentrated.

CHOCKS Wedges used to prevent aircraft movement in the event of brake failure – placed in front and/or behind, aircraft wheels (tyres)

DIMS System used by AIREST internally to distribute information within company

FOD Foreign Object Debris

GHA Ground Handling Agent

GHM Ground Handling Manual

GPU Ground Power Unit. This provides electrical power to aircraft systems.

GSE Ground Support Equipment

IATA International Air Transport Association

INDEX To facilitate CG calculations in order to make sure that aircraft will be in balance at all

stages of flight.

LDM Load distribution message

LIR Loading Instruction Report. Official document which describes in which compartment andhow much cargo is loaded.

LR See LIR

MSM Management System Manual

MVT Aircraft movement message

NOTOC Notification to Pilot-in-Command is document regarding dangerous goods loaded onto

aircraft given to the Commander of the flight.

PETC PET in Cabin.

PRM Passenger with Reduced Mobility.

UMNR Unaccompanied Minor

1.1 ABOUT THIS MANUAL

This manual contains ground handling procedures applicable for AIREST fleet of Saab 340 operations.

This manual is aimed for handling agents in the airports/stations AIREST is flying to.

This manual contains:

• Procedures and information related to Ramp Handling

• Company rules and requirements

• Other aviation authority requirements

The user of this manual is required to:

• Be familiar with the contents of this manual


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• Follow the instructions given in this manual

• Dedicated person shall update the manual according to revisions

• Avoid any damage or loss to the manual

• Maintain confidentiality of the contents of this manual and not reveal it to any unauthorized

persons not associated with AIREST aircraft

• Adhere to the procedures as describe in this manual

AIREST Ground Handling Manager is responsible for the contents of this manual. All feedback regarding contents of this manual should be delivered by e-mail to [email protected] .

Purpose of this manual is to provide AIREST Ground Handling partners and representatives with information and guidelines to ensure that handling is performed correctly and in accordance with AIREST regulations and policies.

At locations where AIREST has contracted external organizations to conduct ground handling operations functions and has monitoring and control process to ensure each external organization either uses GHM of AIREST or has its own published GHM that fulfills operational safety, security and quality requirements of the operator.

This Manual is also binding, if AIREST aircraft are wet leased out to other airlines or chartered out to other companies, even if they operate with a flight number other than “AEG”. Wet lease means that the

aircraft is still operated under AIREST AOC and with AIREST crew and that the rules, regulations and instructions of AIREST apply.

1.2 REVISION SYSTEM

Ground Handling Manager will review manual periodically and revise as necessary this manual in order

to keep information in this manual valid and up to the standards. To ensure that this manual is kept up-to-date, a record of revisions will be numbered consecutively and should be accurately filled in. A break in

revision numbers indicates that a particular revision has not been received. Holder of this manual should immediately request missing revision from Airest Ground Handling Manager.

mailto:[email protected]





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1.4 REVISION RECORD

This manual must be kept up-to-date by immediately inserting all revisions and amendments when they are published. Each revision is numbered. Fill in Approved page date, Inserted Date and By on this Record of Revision each time a revision is received. Missing revisions should be requested from Airest Ground Handling Manager or AIREST Operations.

AS AIREST

Tallinn, Majaka 26, 11412, Estonia / +3725127478 / +3726051237 / [email protected] / TLLAEXH

This manual serves its purpose only if it is kept up-to-date and only latest revision is being used.

Revision No Revision Date Approval Date Insertion date Inserted By



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1.5 DISTRIBUTION LIST

Within AIREST all manuals are available by electronic means on the DIMS. Except of mastercopy whichis kept on paper by Ground Handling Manager.

All contracted service providers shall receive an informative e-mail whenever an update of this manual becomes available. Printout of manual is not required as long as all staff can have an access to this manual. All printouts are considered uncontrolled copies.

Copy no. Type Location Position / Company

1 H/C TLL Ground Handling Manager

2 PDF TLL AIREST Ground Handling / Tallinn Airport GH (de-icing)

3 PDF BLL Cargo Center Billund (T:M)

4 PDF FKB Baden Airpark GMBH

5 PDF GOT Menzies / Aviator (de-icing)

6 PDF HEL Finnair Cargo / Swissport (de-icing)

7 PDF JKG Jönköping Airport AB

8 PDF MMX Aviator

9 PDF SVG Aviator

10 PDF BUD Malev (DHL)

11 PDF ARW Arad Airport (DHL)

12 PDF CLJ Menzies Romania (DHL)


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1.6 FLIGHT SAFETY POLICY STATEMENT

AIREST flights safety policy statement.

• The aim of the airline is to conduct safe profitable operations, without incident, that conform to

all relevant legislation, providing a high level of customer satisfaction.

• It is the duty of all employees and contractors to report anything that could affect safety of Airest

company and/or individual employees and operations.

• Our policy of continuous improvement is supported by maintaining an independent quality

system, to monitor compliance and adequacy of all procedures.

AIREST safety policy is further described in Airest Management System Manual (MSM) which can be

provided upon request.

1.7 STANDARD OF SAFETY PRECAUTIONS

Ramp operations safety rules and procedures promote safe ground handling. The minimum safety rules

and procedures defined below should always be applied and understood by staff working on the ramp.

Aircraft damage can endanger crew, staff and aircraft. It is the duty of all personnel involved to report

anything that can affect or affecting AIREST aircrafts, safety of individual employees and operations. All

occurrences related information shall be sent to AIREST through [email protected]

In addition following basic safety precautions defined below shall be always ensured by relevant AIREST

ground handling agent staff and their personnel.

• Ensuring training of staff regarding correct operating procedures and safe work practices.

• Enforcement of safety rules, procedures and requirements.

• Exercising extreme care when operating ground support equipment in the vicinity of an aircraft.

• Equipment required for the servicing of the aircraft should approach the aircraft with caution and

in a manner not to impede the disembarkation and unloading process.

• Equipment is maintained and checked on a regularly scheduled basis.

• Only adequately trained, qualified and authorized personnel should be permitted to operate

equipment needed for aircraft servicing.

• Care must be taken when operating such items as belt loaders to ensure they are positioned in a

manner that will avoid contact with the aircraft when the aircraft rises or falls during unloading/loading.

• GSE shall be replaced at least 2 meters from aircraft, except equipment which is needed for

servicing aircraft.

• Portable electronic equipment shall not be operated whilst operating GSE.

• Equipment should never cross the path of taxiing aircraft of embarking/disembarking passengers.

• Equipment should be driven no faster than walking speed when in the vicinity of aircraft.

• Safety shoes should be worn to prevent foot injuries.

• Personnel working in noise-intensity areas should wear approved hearing protection.

• Clothing/Reflective jackets appropriate to the weather conditions should be made available to

personnel.

• Personnel should not walk or stand on a moving convey or belt.

• Personnel should keep clear of aircraft engine intake/exhaust areas.

• Ground support equipment should be moved away from the aircraft vicinity and secured when not

in use.

• Vehicles MUST NOT be parked under the aircraft wings and nor under wing-tip fuel vents.

• The ground area beneath exit doors should be kept clear of any obstructions.


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• A person shall be allocated to supervise all airside activities (Dispatcher/Leading Hand/Ramp

Supervisor/Loadmaster as applicable).

• Staff ID badges on restricted areas shall be visible at all times. Upon request from flight crew GHA

staff servicing AIREST aircraft must present their ID.


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INTENTIONALLY LEFT BLANK


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2. RAMP HANDLINGThis paragraph gives details regarding ramp handling of Airest aircraft.

2.1 RAMP HANDLING

2.1.1 AIRCRFAT DIMENSIONS AND CLEARANCES

AIREST operates currently with a fleet of Saab 340A aircraft. Saab 340A aircraft length is 19.79m, width21.44m, height 6.97m. Wing area 41.81m2.


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2.1.2 AIRCRAFT ARRIVAL

Prior to an aircraft arrival on stand dedicated handling agent must ensure that the parking stand and handling team with person in charge are properly prepared and qualified for the turnaround. The stand and equipment are free of obstructions, foreign object debris (FOD) and all equipment is in good workingorder and positioned correctly clear of aircraft moving path. Qualified marshaller has to be available (see 2.1 .4) for aircraft positioning on arrival onto ramp. Only then when aircraft engines and anti-collision

beacons are switched off ground crew may approach aircraft aft of nose wheel. Nose wheel chocks can be placed when aircraft has come to a complete stop and parking brake is set by crew and shown to ground crew by hand signal.

Servicing vehicles waiting for aircraft arrival during night time must not dazzle flight crew with their headlights.

WARNING:

Personnel should use ear protection when engines operate. Engines make sufficient noise to cause permanent damage to hearing.

All personnel must stay out of the dangerous areas that are forward/sides of propeller and the aft of the

engines. Approach these areas if necessary only when engines have been shut down and propellers have stopped spinning.

2.1.3 PREVENTION OF FOREIGN OBJECT DAMAGE (FOD)

FOD applies to all loose objects that are a danger to the safety and integrity of aircraft and these items must not be left anywhere so as to constitute a hazard. Handling partner should have FOD prevention program in place according to AHM 635.

Handling agents must comply with these requirements:

• Check the aircraft parking stand for all foreign object debris prior to aircraft arrival. Remove and

dispose of any debris into designated FOD containers, if available, or by any other means as per local airport authority regulations.

• FOD must be removed from all ground service equipment (GSE) after every use.

2.1.4 AIRCRAFT MARSHALLING

Marshalling is needed on ramp in case of the aircraft docking system failure or when dedicated stand is not equipped with a docking system. Only conventional hand signals must be used in all marshalling operations.

No person shall guide an aircraft unless trained, qualified and approved to carry out the functions as a marshaller. Marshaller will be responsible for providing marshalling signals in a clear and precise mannerto arriving and departing aircraft. The marshaller should wear a distinctive fluorescent identification vest to allow the flight crew to identify that he is the person responsible for marshalling operation. Wands, marshalling bats or hi-viz gloves shall be used for all signalling. Illuminated wands must be used in night

time or in low visibility.

2.1.5 AIRCRAFT CHOCKING

On arrival aircraft must be chocked with a minimum of two (2) chocks (one pair) per aircraft preferably on nose gear. Chocks must be of a high visibility colour or be identified by high visibility marking and positioned both in the front and aft of the wheel. They should also be parallel to the wheel axle and only lightly touching the tires. When placing chocks move towards respective landing gear in parallel to the

fuselage.

Once the chocks have been positioned staff must notify flight crew by “chocks inserted” hand signal.

For chocking instructions in strong wind conditions please see 2.1.7.2.


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WARNING:

Personnel should be made aware of protrusions in the vicinity of the wheel and other parts of aircraft. Such as gear doors and antennas which could cause injury.

2.1.6 AIRCRAFT CHECK ON ARRIVAL

On aircraft arrival or after an aircraft has been unattended for a longer period nominated person must carry out a visual inspection of the fuselage and wings before positioning equipment to that area. If any

aircraft damage occurs stop all operations immediately and notify flight crew.

A ground incident/accident/damage report must be issued according to local procedures and/or IATA AHM 650. Any evidence must be also recorded and photographs taken whenever possible. All incidents related information shall be provided to AIREST via [email protected]

2.1.7 AIRCRAFT PARKING

When an aircraft is not in service it muse be parked to a designated parking stand and the following

equipment must be positioned when parking in areas outside hangars:

• Landing gear locks, prop wind-straps, pitot covers

Application and removal of these items is responsibility of flight crew or AIREST technician.

2.1.7.1 PARKING IN COLD WEATHER CONDITION

AIREST cargo aircraft are not fitted with lavatory. Therefore no freezable pipes exist.

AIREST passenger aircraft are fitted with lavatory and for further instructions see 2.1.14. During longer stops in sub-zero temperature conditions toilet system must be drained completely and pre-charge shall

be filled just only before departure.

Heating in sub-zero temperatures shall be provided only when instructed so beforehand by AIREST

flight crew or AIREST Operations. Depending on operations specifications heating can be ordered also by customer. (For heating procedures see 2.5.4)

2.1.7.2 PARKING AND HANDLING IN STRONG WIND CONDITIONS

Handling agents should monitor weather conditions particularly strong winds that may affect their operations. Below are listed basic requirements for specific situations to take account of strong wind

conditions:

• During periods of actual or forecasted strong winds where possible it will be necessary to park

aircraft in a sheltered position pointing into the prevailing wind direction.

• Aircraft position should represent the best compromise between requirements of airport and air

traffic control, wind direction and proximity to GSE, buildings and other aircraft.

• During periods of actual forecasted strong winds all aircraft wheels shall be chocked. If required

additional weights as sandbags may be added on top of the wheel chocks.

• Extreme care must be taken when opening or closing aircraft doors.

2.1.7.3 SECURITY / SEALING

The unattended aircraft must be protected. Whenever possible park aircraft away from perimeter fences or barriers into well-illuminated areas inaccessible to public. All doors and hatches accessible from

ground level have to be closed. Additional security measures shall be activated as per local airport authority regulations.

Sealing of aircraft doors and hatches must be performed with security seals/stickers during the aircraft parking at all airports when deemed necessary by the Commander or local airport authorities. The application and removal of the security stickers is the task of the flight crew.





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Ground staff must not open any doors or hatches that have been sealed. Unless prior permission has been granted by Airest. Crew must be at the airport early enough so as to enable the Handling Agent to conduct ground servicing for the departure in a timely manner. Aircraft interiors should be searched prior to boarding of passengers or prior to loading of cargo and if something is found which should not be there then fight crew and/or necessary authorities shall be informed.

2.1.8 SAFETY CONES

Purpose of marking aircraft with safety cones it to create a safety buffer around specific areas on aircraft that are susceptible to ground damage. Cones shall be positioned at both wing tips, in the nose and in the aft of aircraft. Minimum of 4 safety cones must be used. All safety cones must be positioned immediatelyat arrival as soon as aircraft has come to a complete stop, anti-collision lights are off and wheel chocks are in place. Additional safety cones may be needed as per operational requirements or local regulations.

Ground support equipment including fuel service truck may approach aircraft only after safety cones are in place.

Cones shall be removed just prior to aircraft departure and placed in a designated storage area so that cones cannot become an object of FOD.

2.1.9 AIRCRAFT STAIRS

All AIREST aircraft are quipped with retractable stairs. Therefore no external steps needed. Aircraftretractable stair operation is shown on image below. Airest personnel shall only operate with aircraft

internal stairs.


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If external steps are provided then this shall be done according to local procedures. Nominal sill heightfor passenger door is 164 cm. Due to aircraft centre of gravity changes door sill height generally can varyfrom 157 cm to 166 cm. During positioning of steps guidance must be used. External steps must stay atall times without direct contact with any part of the aircraft. Reasonable gap in between must be left.

2.1.10 AIRCRAFT DOORS (OPERATING AND SIZES)

Saab 340 has two doors, both on the left side of fuselage: main door and cargo door. Cargo door is used

for loading and unloading. Cargo door dimensions are as follows: height 130cm and width 135cm. Onspecial occasions and with a permission from crew main door could be used for loading/unloading.Dimensions for main door are: height 162cm and width 68cm (66cm at narrowest point).

To open cargo door rotate handle anti-clockwise and push door up. To close pull lanyard to get doordown, grasp handle and pull down to close door. When opening and closing exercise caution to ensure

that nothing is obstructing nor affecting movement of cargo door. Ensure at the completion of cargoloading that all required compartment nets are properly secured prior to door closing. Additionalinstructions can be found printed on outside of cargo door.

When cargo or baggage is loaded to compartment C1 then cargo door net directly in front of door shallbe always closed in order to prevent blocking of door.

When the aircraft is in operation (arriving or departing) the main door may only be opened and closed by

the flight crew or maintenance staff. When the aircraft is parked and is being prepared for operation orfor a maintenance check, ground handling or maintenance staff may open the doors . When aircraft issealed with security seals/stickers only flight crew or maintenance staff may open the doors.


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2.1.11 GROUND STABILITY / TAIL TIPPING

A critical aft centre of gravity situation may lead to tail tipping of aircraft during handling or towing operations. Precautions must be taken to eliminate this possibility as it can occur on many aircraft types.

Saab 340 aircraft is very prone to tail tipping and due to that the tail support strut shall be used during loading and unloading or embarkation and disembarkation. It shall also be installed immediately after aircraft arrival onto apron. The tail support strut shall be removed as a last item before departure.

The tail support strut shall be stowed in the cargo compartment under doorway flap. In case tail support strut is missing flight crew must be informed immediately.

2.1.12 AIRCRAFT MOVEMENT MESSAGE

Depending on requirements of AIREST or customer of AIREST it might be necessary to forward movement message of aircraft electronically. General industry standards regarding movement message

should be followed.

2.1.13 AIRCRAFT LOAD DISTRIBUTION MESSAGE

On certain flights ground handling partner shall need to send out LDM with flight specific information. This should be done according to general industry standards and per specific requirements of operations.

2.1.14 TOILET SERVICING

Only passenger version of Saab 340 is equipped with lavatory.

Ground handling partner shall have procedure in place to ensure toilet servicing is carried out in safe manner and according to guidelines given below.

To get access to the drain fitting, the flush port and the drain valve handle you must open the toilet servicing hatch.

Each time you do the servicing for the toilet tank, fill the system with the recommended quantity of the

chemical pre-charge.

Each time you service the toilet tank, fill the system with recommended quantity of the chemical pre-charge. Recommended chemical pre-charge in the quantities is shown on the service panel placard.

The suggested amount for Saab 340 is 9.5 litres. If there is too much pre-charge in the system, the tank can become too full with usage.

Fluid in the drain line can show leakage from the drain valve. This should be mentioned to the flight crew.

On the service panels without the levers for the flapper in the drain outlet (like on Saab 340), do these steps to connect the toilet service cart and to remove the drain plug:

• Connect Y-fitting to the drain outlet on the service panel

• Connect the flush line to the applicable flush port on the service panel


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• Remove the drain plug with the T-handle on the Y-fitting

• Push T-handle to engage the end of the rod with the mating part in the drain line plug

• Turn T-handle counterclockwise until the drain line plug releases

• Pull T-handle out until it stops

Do these steps to flush the toilet tank:

• Put a minimum of 20 litres of water through the flush line to flush the toilet system

• Make sure that drain valve handle is not locked. While the water goes through flush line, pull and

release drain valve handle 3-5 times. This will cause the valve face and the valve seat to be clear

• Stop the flow of water through the flush line

• Pull drain valve handle and turn it 90 degrees clockwise to lock the drain valve handle in the

extended position

• Drain the toilet tank until it is empty

• Turn the drain valve handle until it is not locked and release the drain valve handle to close the

waste drain valve

During longer stops in sub-zero temperature conditions toilet system must be drained completely and

pre-charge shall be filled just only before departure.

Employees and the environment must be protected from the risks of exposure to toilet waste or chemicalswith following hygiene practices and using personal protective equipment.

2.1.15 POTABLE WATER

AIREST aircraft are not equipped with equipment for potable water.


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2.2 FUELLING

Purpose for the aircraft fueling procedures is to make sure that the fueling is done correctly and that the fuel is of the correct type and correctly recorded. On Saab 340 fueling panel is located only under right

wight.

When required, water contamination check shall be carried out before the fueling is started.

The fuel receipt shall be delivered to the flight crew so that they can document fuel figures in aircraft log.

A flight crew member or AIREST approved representative must be present during the fueling procedures.

AIREST is using jet fuel (Jet A, Jet A-1 or with similar characteristics). Fuel used must be free from

contamination and of the correct grade and specification for AIREST aircraft type. It is not permitted to use wide-cut fuel (e.g Jet-B or equivalent) for AIREST aircraft. During normal operation, AIREST uses fuel companies and into-plane fuel companies that are approved by AIREST.

The flight crew is responsible for the fueling at stations where no designated ground personnel is available.

In addition to all other applicable requirements the following conditions must be fulfilled:

• Airport authorities/ATC (as applicable) have been informed.

• Ground handling staff/fueling operator responsible for fueling has established and maintains two-

way communication with the flight crew. Flight deck radio (VHF), verbal communication and hand signals can be used.

• Flight crew or other qualified persons onboard the aircraft and the fueling operator shall be

notified and the fueling stopped if any potential hazard is detected.

• No emergency exits or aisles intended for emergency evacuation may be obstructed during the

fueling. This requirement applies for all ground service equipment and personnel.

• The ground area beneath the exits intended for emergency evacuation must be kept clear. If any

obstacle in the ground area beneath these exits is detected during fueling, remove the obstacle or stop fueling and notify flight crew.

• Servicing activities on board, such as unloading or loading, should be conducted in such a manner

that these activities do not create any hazards, and in such a way that cargo door remains unobstructed during the fueling operations.

Basic requirements for fueling with passengers on board are described in IATA AHM 175. Fuellingactivities with passengers boarding/on board/disembarking is allowed. During aircraft fueling operationswith crew and other persons boarding/on board/disembarking the following safety procedures must befollowed:

• Bonding connection established between the fueling vehicle and aircraft to provide for dissipation

of electrical energy that may develop;

• Connecting and disconnecting electrical equipment to the aircraft prohibited;

• Damage to the fuel hose prevented;

• When it is determined that lightning is a threat, fueling of aircraft must be stopped;

• Fire extinguishing equipment suitable for at least initial intervention in the event of fire must be

readily available and personnel trained to use of such equipment;

• In the event of fire or major fuel spill, notify local airport rescue and/or fire fighting services

immediately;

• In fueling safety zone the use of any item (matches, welding equipment, flashbulbs, etc) that

could be sources of ignition or fire is prohibited;

• In fueling safety zone the use of portable electronic devices (mobile phones, portable radios, etc)

is allowed only with a proper distance from aircraft fuel vents and/or fueling equipment.


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• Any equipment performing aircraft servicing functions shall not be positioned within a 3m radius

of aircraft fuel vent openings.

In addition to all other applicable requirements following conditions must be fulfilled: Airport authorities/ATC (as applicable) have been informed. Local authority requirements may

require the presence of fire and rescue unit. This must be checked before fuelling with passengers onboard starts.

Ground handling staff is qualified for the task and is able to handle emergency procedures

concerning fire-fighting, communications and initiating and directing evacuation. Flight crew must be present at aircraft for initiating an emergency evacuation if so needed.

If fuelling is in progress the person responsible for boarding must have PIC approval to initiate

boarding.

Cabin crew and passengers must be informed that fuelling will take place.

The passengers shall be prevented from entering the fuelling safety zone area (that is the area on

the ramp within a 3m radius around the aircraft fuelling receptacles, tank vents and around the fuelling equipment). This can be done by the use of wing cones, ropes, signs etc or by manual supervision.

Flight crew or other qualified persons onboard the aircraft and the fuelling operator shall be

notified and the fuelling stopped if any potential hazard is detected. No emergency exits or aisles intended for emergency evacuation may be obstructed during the

fuelling. This requirement applies for all ground service equipment and personnel.

Exits suitable for evacuation must be provided with passenger stairs, jet bridge or escape slide

with sufficient space for deployment. The escape slide must be armed for any left-hand door not

provided with passenger stairs or jet bridge. The ground area beneath the exits intended for emergency evacuation and slide deployment areas

must be kept clear. If any obstacle in the ground area beneath these exits is detected during

fuelling, remove the obstacle or stop fuelling and notify Commander. For supervision purposes the fuelling is not considered to have started before the fuel is actually

pumped into the aircraft. Fuelling activity shall normally not take place with PRM’s on board. Should it, however, become

necessary, a manned fire truck must be present during the entire fuelling operation. If that is not possible, the PRM must be removed from the aircraft during the fuelling.

Note: Fuelling with PRM onboard is not authorized on Airest aircrafts.

Servicing activities on board, such as catering, cleaning, etc., should be conducted in such a

manner that these activities do not create any hazards, and in such a way that the aisles and

emergency doors are unobstructed during the fuelling operations. Aircraft fitted with internal stairs must have these deployed.


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2.3 DE-ICING & ANTI-ICING

This topic is more thoroughly covered in AIREST de-icing and anti-icing manual.

2.3.1 RESPONSIBILITIES

The responsibility to determine the need for de-/anti-icing before dispatch lies with the qualified person

who performs the departure check at the gate. This information must be given written or verbally to theCommander of the airplane, who is after that responsible to proceed in order to get proper treatment.After treatment, the result must be checked by a trained and qualified person and the anti-icing code mustbe given to the Commander, after which the Commander is responsible for the airworthiness of theaircraft. Final decision regarding de-icing lies on Commander of specific flight.

2.3.2 SAFE DE-ICING & ANTI-ICING OF AIRCRAFT

No aircraft shall be allowed to depart with contamination on the airframe and this can be prevented by process of anti-icing and removed by de-icing. Final decision about taking de-icing remains on Commander of specific flight, but de-icing operator can always make their own suggestions. Procedures are well defined in other documents and this section will provide guidelines for safe de-icing and anti-icing. Below de-icing and anti-icing are considered in a context as solely de-icing operations but should

consider that it applies for both.

• De-icing operations must be performed with extreme caution to prevent injury to personnel and

damage to aircraft and equipment.

• All staff involved in any stage of de-icing operations must be properly trained, qualified and have

access to information regarding specific procedures for the aircraft they are servicing.

• Prior to winter season all involved staff must undergo refresher training to maintain their

qualification. This qualification must be verified by a written/electronic examination.

• Prior to de-icing, accumulations of snow may be removed by a process approved by the operator.

This can include use of brooms, brushes, scrapers or ropes but extreme caution must be taken to avoid damage to pitot tubes, antennas and all measures must be taken to prevent injury by fall.

• De-icing fluids must be stored in accordance with manufactures instructions and tested regularly

to ensure no degradation has occurred.

• Communications must be in a standard format. It has to be ensured that two way communication

between flight crew and ground crew is maintained prior, during and when finalizing de-icing.

• To ensure flight safety, on completion of de-icing process the flight crew must be informed, using

applicable de-icing code, of measures taken. At minimum this must include-

- Fluid type & brand

- Fluid mix

- Date and local start time of final step

- Confirmation of final check

If there is any doubt, this must be agreed with the pilot in command prior to commencing the de-

icing process.

• Post de-icing inspection can only be performed by a suitably qualified person

2.3.3 OFF-GATE DE-/ANTI-ICING COMMUNICATION METHODS

During off-gate de-icing/anti-icing a two-way communication between flight crew and de- /anti-icingoperator/supervisor must be established prior to the de-/anti-icing treatment. This may be done either byintercom or by VHF radio. In case VHF is used, the register or “tail number” of the aircraft instead of


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flight number must be used during all communications. During treatment all necessary information tocockpit must be given (i.e. beginning of treatment, treatment of sections requiring de-activation ofaircraft systems, anti-icing code, etc). Contact with pilot may be ended after anti-icing code and readinessfor taxi-out has been announced.

2.3.4 TAXI GUIDANCE

When aircraft taxies into an off-gate de-/anti-icing area, sufficient taxi and stopping guidance must be

arranged. In case radio contact is established before entering the de/anti-icing area, the signs with clearlymarked operation frequency must be visible from the cockpit before entering this area.

2.3.5 GENERAL INSTRUCTIONS

The de-/anti-icing operator together with the airport authorities must publish all necessary informationabout how to operate at the off-gate site by NOTAM or in local AIP. This information has to include atleast the location of, and standard taxi routing to the de-/anti- icing area, means to coordinate the de-/anti-

icing operation, means to communicate before and during the de-/anti-icing operation and informationabout taxi and stopping guidance.

2.3.6 STANDARD PHRASEOLOGY DURING OFF-GATE DE-/ANTI-ICING

Following standard communication terminology is recommended during off-gate de-/anti-icingprocedures: (DIS = De-/anti-icing supervisor; COMMANDER = Pilot in command)

DIS: “Set parking-brakes, confirm aircraft is ready for treatment, inform on any special requests.” Afteraircraft is configured for treatment:

COMMANDER: “Brakes are set, you may begin treatment and observe.....(any special requests like: iceunder wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-icing with type IVfluid, etc.)”.


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2.4 DEPARTURE ACTIVITIES

2.4.1 DEPARTURE WALK-AROUND CHECK

Visual walk-around check by nominated and qualified person is to be performed before taxi-out for departure when all other ground handling services have been completed. Make sure that ramp area is

clear of all equipment and FOD. Engine intake and outlet covers, pitot covers, prop restraints shall be removed and visually checked for possible damages. All doors and hatches shall be closed. Gear pins must have been removed. Nose gear steering by-pass pin shall be inserted for push-pack or towing. No visible damage on aircraft fuselage, wings, stabilizers, engines and other parts. Any defects, damage or other abnormalities found during pre-departure checks must be reported immediately to flight crew.

A ground incident/accident/damage report must be issued according to local procedures and IATA AHM 650. Any evidence must be also recorded and photographs taken whenever possible.

2.4.2 ENGINE START-UP PROCEDURE

Appointed handling staff member shall complete a final visual examination of the aircraft after all other ground handling services have been completed just before engine start to confirm:

• All GSE disconnected from aircraft and moved to safe distance out of aircraft path (except GPU);

• Pins removed;

• Surface condition of the apron is adequate to conduct operations;

• Apron is clear of items that might cause FOD;

• Aircraft servicing doors and hatches are all closed and secure;

• Tail supporting stand is removed;

• Safety cones removed;

• No damage to the airframe (if damage seen it MUST be reported to flight crew immediately);

• Chocks from main gears are removed;

• Towing tug/tractor connected (if required).

All communication with flight crew shall be performed either with a headset or with hand signals.

Once cleared by ATC the flight crew will advise the qualified start-up assisting staff of which engine they

would like to start-up first. If engine showed by flight crew is clear and ready to start this signal shall be copied by ground staff. After successful start-up of first engine flight crew will give permission for GPU removal by hand signal. Only after when GPU is removed and all clear then other engine can started withrespective hand signal. Nose gear chocks can be removed ONLY after receiving respective hand signal

from flight crew.

Start-up assistance staff should wait by the aircraft until aircraft starts to move on its own power for quicker support if needed so.

2.4.3 AIRCRAFT TOWING, PUSHBACK

Assembly comprising a safety pin to secure nose landing gear in downlocked position and a retainer for switch 4GH, to lock the nose wheel steering system must be used during all towing operations. Image for

this assembly can be seen on scheme below.

During aircraft towing there must be a qualified person in attendance who will ensure that:

• Sufficient trained personnel are available to carry out towing operations

• Walk-around checks have been carried out and ramp is clear of any FOD and GSE

• Briefing about towing/pushback has been carried out between operators

NOTE: Aircraft tail support strut must be removed for all towing operations.


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2.4.3.1 WITH TOWBAR

Before towing Saab 340 nose gear steering lockout has to be installed prior to connecting of towbar to the aircraft and before towing/pushback commences. Nose gear steering lockout is removed only after towing/pushback is complete and towbar is removed from an aircraft. After pushback aircraft nose gear should remain in neutral position.

Only specific towbars intended for Saab 340 towing must be used.

2.4.3.1 TOWBARLESS

Towbarless pushback is possible with suitable towbarless pushback tractor. Before towing Saab 340 nose

gear steering lockout has to be installed prior to connecting of towbar to the aircraft and before towing/pushback commences. Nose gear steering lockout is removed only after towing/pushback is

complete and towbarless tractor is removed from an aircraft. After pushback aircraft nose gear should remain in neutral position.

All clearances must be observed before, during and after pushback.

2.4.4 AIRCRAFT POWERBACK

Due to high risk of FOD to engine and higher wear of propeller blades powerback on Saab 340 should be

avoided. On exceptional cases and with flight crew approval powerback is allowed. In addition powerback is only allowed on Saab 340 if permitted by airport authorities and surface or weather conditions permit. Marshaller shall wear protective goggles in addition to normal personal protective equipment. Marshaller shall have visual contact with flight deck at all times. Only standard IATA hand signals shall be used for communication.


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2.5 GROUND SUPPORT EQUIPMENT (GSE)

2.5.1 GROUND SUPPORT EQUIPMENT (GSE)

Handling agent shall have a maintenance program for the GSE maintenance whereby it ensures that such equipment is in good mechanical condition for use on AIREST flights. GSE service maintenance records

must be documented and be made available upon request. Unserviceable equipment should be clearly marked and removed from service. Equipment may only be used for such a purpose for which it has beenbuilt.

GSE shall not be driven nor parked under aircraft wing. If for some reason this is unavoidable then extreme caution must be used, preferably with guide man being used for driving in narrow places.

2.5.2 LOCATION OF GSE AND LOCATION OF SERVCING POINTS ON SAAB 340

Standard position of GSE can be found on image below. This can be changed according to local needs if deemed necessary.


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2.5.3 GROUND POWER UNIT (GPU)

Only standard 28V GPU with compatible plug are allowed to use for aircraft. Connect and disconnect

GPU only in switched off mode.

GPU requirements for Saab 340:

DC Voltage: min 28V max 29.5V

Amperage at start: 1400-1600A

Normal amperage: 600A

External power receptacle on Saab 340 is located on the bottom of the fuselage on the right side after wing area.

GPU is connected to aircraft on its arrival and disconnected on its departure in order to provide electrical power to the aircraft power system during the ground stop, parking and start-up.

Handling Agents are required to have internal procedures in place as how to operate and maintain the

type specific GPU.

When instructed by the flight crew, switch off GPU and remove the power cable from the external power receptacle. Do not disconnect power until authorized so by the flight crew.

Ensure the power is switched off before removing the power cable as failure to comply may result in serious injury or death by electrocution.


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Ground crew and flight crew shall communicate disconnecting of GPU using hand signals.

2.5.4 AIRCRAFT HEATING AND COOLING

Purpose of heating aircraft cabin and cockpit is to provide a comfortable cabin temperature when crew and/or passengers embark aircraft. Aircraft cabin heating should be ordered by flight crew or AIREST OPS for each flight separately unless not specified by other means.

Ground air conditioning connection point is located on Saab 340 on the underside of the fuselage next to

GPU socket. When heating is provided with ground air conditioning units, then cabin heating is allowed by connecting the unit to the ground air conditioning connection point. If required by flight crew heater may be used according to instructions from crew if those shall not oppose with local procedures.

WARNING:In order to make sure that ventilation is correct and to prevent pressurization of aircraft cabin leave

aircraft entrance or cargo door slightly open. Failure to do so may lead to injuries for example when operating entrance door.

Small electrical heater may be used for cockpit heating only if certified by manufacturer or approved by AIREST. If not certified nor approved then heating shall be provided according to the normal procedure

above.

If aircraft requires cooling and specific equipment is available then this shall be done according to local procedures.

2.5.5 GSE OPERATIONS SAFETY PRECAUTIONS

Only adequately trained, qualified and authorized personnel should be permitted to operate GSE. GSE

shall be used only for its intended purpose. Standard operating procedures applicable for specific locationmust be followed by drivers and operators of each type of GSE. GSE is to be positioned behind

equipment restraint line with parking brakes applied prior to any aircraft movement. GSE must not move towards aircraft until it has:

• Come to a complete stop

• Aircraft barking brakes are on and wheel chocks in position

• Engines have been shut down and propellers stopped

• Anti-collision beacons switched off

GSE when approaching or leaving aircraft should not be driven faster than walking speed. Motorized GSE must make a full stop as a brake check before entering equipment restraint area and again before

reaching aircraft. Prior to the movement of any GSE a walk-around check should be made!!br0ken!! All GSE shall have gear selector in park or neutral with parking brakes applied when parked away from or positioned at aircraft. Elevating devices must not be driven in the elevated position except for final positioning. Protective rubber bumpers on equipment must not be compressed against aircraft fuselage in order to prevent damage and to allow for aircraft settling during servicing. When operator vision is

restricted in critical areas or equipment is driven closer than 2m from fuselage a guide person shall be used. Guide persons is not required when equipment in use has built in safety aids and sensors in place. IATA standard hand signals should be used to guide GSE. Baggage nor cargo must mot be transported onequipment not specifically designed for that purpose.

Personnel must not operate vehicles or equipment while using hand-held portable electronic devices

unless a suitable “hands free” capability exists and is utilized.

When aircraft servicing has been completed all loading and servicing equipment shall be moved well clear of the aircraft. All equipment, except that necessary for the departure, is to be positioned behind equipment restraint line before aircraft begins to taxi. On a remote parking area, equipment must be


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positioned so as to allow clear movement of aircraft.

2.5.6 GSE OPERATIONS UNDER ADVERSE WEATHER CONDITITONS

Under adverse weather conditions like strong wind, rain or etc. GSE used for aircraft servicing common sense must be used to avoid aircraft damage. If GSE could damage aircraft due to adverse weather then loading/unloading and other ground handling services towards AIREST aircraft should be postponed until weather becomes suitable for handling services.

All objects around aircraft that could possibly move due to strong winds must be securely parked and fixed to avoid possible damage.


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3. HANDLING OF CARGO AIRCRAFTThis chapter applies for following cargo aircraft of Airest:

ES-LSA, ES-LSB, ES-LSC, ES-LSD, ES-LSE

Aircraft loading is probably the most important function for which the handling agent is responsible. Proper loading is important for several different reasons, of which the first and foremost is flight safety. The goods must be properly secured to prevent shifting while the aircraft is in flight. The cargo must be inspected and properly distributed to avoid concentrated weight loads which may damage the aircraft floor structure. It is also important that the aircraft is not damaged by ground equipment while the

loading is taking place. Correct loading is also important for efficient and economical operation. Goods should be segregated in a manner that will allow for expeditious handling at en-route and destination stations. To the same token, proper loading leads to savings in damage claims. 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, net sections which are

filled up to three-quarters of their heights are considered to be volumetrically full.

3.1 PREPARATION OF LOADING, BALANCE STABILITY AND CENTER OF GRAVITY

A careful planning of all activities must be made. In spite of the time pressure under which loading operations normally take place a great care must be exercised to avoid damage to the aircraft, load and equipment. All goods must be inspected before loading for leakage and other damages. Damage to the

aircraft load may jeopardize the safety of the flight and involve financial loss. Therefore all efforts must be made to avoid such damage. Damaged packages and errors/mismatches of actual load on an incoming

flight shall be reported to the flight crew. AIREST operates aircrafts with cargo compartments Class E. AIREST has divided cargo hold into 3 separated cargo compartments onboard: A, B and C. Which are divided and segregated by easy to remove divider cargo nets into compartments A, B1, B2, B3, B4, C1,

C2. These compartments can be identified as well by relevant stickers on each compartment wall. Please note that this segregation can differ from other Saab 340 cargo operators.

3.2 LOADING INSTRUCTION REPORT (LIR)

It is required that aircraft shall be loaded according to written instructions, verbal instructions are not

acceptable. Whenever cargo is to be loaded an AIREST Loading Instruction Report shall be filled out. Toavoid mistakes and unfavorable balance of aircraft while in flight a Loading Instruction Report (LIR) shall be prepared for every flight. LIR (two copies) shall be prepared by the Commander or Co-Pilot and handed over to Loadmaster before start of loading. Data for the LIR shall be filled from official document (e.g. cargo manifest, packing list, shippers declarations etc.). Commander supervises the

loading process and monitors cargo is handled and distributed according to LIR, (this task can be delegated to handling agents/officer). Commander and Handling Agent Loadmaster must sign both copies of LIR after loading is completed. Loadmaster confirms that loading is done by LIR and cargo nets and tail strut is removed. Commander confirms he is satisfied with the loading. Flight crew will calculate aircraft weight and balance with information given by handling agent on LIR. One LIR must be

collected in flight envelope together with other flight documents and other LIR remains on ground with Handling Agent or customer representative and shall be filed for 3 months.

For assisting purposes standard loading plan matrix is offered on LIR. If total weight for flight is known then by using provided matrix cargo can be loaded so that aircraft total index shall be in limits.

If uncertain or in doubt then always consult with flight crew before loading to avoid additional delays

due to repositioning of cargo.

Sample LIR for cargo flights can be found below.


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3.3 LOADSHEET AND LOADMESSAGE

3.3.1 LOADSHEET

To ensure that aircraft is loaded within its limits regarding centre of gravity and maximum permissible gross masses AIREST loadsheet shall be used. Loadsheet is normally prepared by AIREST flight crew

and signed by Commander before departure.

Original and copies of the loadsheet shall be distributed as follows:

• Original shall be kept by flight crew;

• 1st copy to for onward station to be given to flight deck crew;

• 2nd copy to be retained on ground and filed for 1 week.

3.3.2 LOADMESSAGE

As a part of loadsheet loadmessage can be given to arrival station if required so by specific flight operations. This loadmessage includes all info that could be useful for arrival station (e.g. total cargo weight, load distribution). Loadmessage can be sent also electronically as an addition to movement message on SI row for example.


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3.4 BALANCE STABILITY AND CENTER OF GRAVITY

Balance refers to the location of the CG (center of gravity) of an aircraft. It is of primary importance to aircraft stability and safety in flight. Pilots should never fly an aircraft if they are not personally satisfied

with its loading and the resulting weight and balance condition. The CG is the point abut which an aircraft would balance if it were possible to support the aircraft at that point. It is the mass center of the aircraft, or the theoretical point at which the entire weight of the aircraft is assumed to be concentrated. The CG must: be within specific limits for safe flight.

The prime concern of aircraft balancing is longitudinal axis. The CG is not necessarily a fixed point: its

location depends on the distribution of items loaded in the aircraft. As variable load items are shifted or expanded, there is a resultant shift in CG location. The loader shall realize that if the mass center of an aircraft displaced too far forward on the longitudinal axis, a nose-heavy condition will result. Conversely,if the mass center is displaced too far aft on the longitudinal axis, a tail-heavy condition will result.

It is possible that an unfavorable location of the CG could produce such an unstable condition that the

pilot could lose control of the aircraft.

3.4.1 EFFECTS OF ADVERSE BALANCE

There are two essential airplane attributes which may be seriously reduced by improper balance. These are Stability and Control. Loading in a nose–heavy direction causes problems in controlling and raising

the nose, especially during takeoff and landing. Loading in a tail-heavy direction has a most serious effect upon longitudinal stability, even to the effect of reducing the airplane ability to recover from stalls

and spins.

The manufacturer establishes limits for the location of the aircrafts CG. These are the fore and aft limits beyond which the CG shall not be located for flight. The limits are published for each aircraft. If after

loading, the CG does not fall within the allowable limits, it will be necessary to shift loads before flight iscommenced.

3.4.2 SHIFTING OF LOOSE CARGO

The shifting of cargo during flight can result in several hazards, not the least of which is dangerous balance condition. If the CG of an aircraft is already near the forward or aft limit a significant longitudinal shift of cargo will make control difficult or impossible. This hazard is most likely occur in

aircraft having cargo poorly secured in the main cargo cabin. Particular care must be taken to restrain thistype of load with proper tie-down restraints.

3.5 AIRCRAFT DOOR SIZES

Saab 340 has two doors, both on the left side of fuselage: main door and cargo door. Cargo door is usedfor loading and unloading.

Cargo door dimensions are as follows:

• Height 130cm

• Width 135cm

On special occasions and with a permission from flight crew main door could be used forloading/unloading. Dimensions for main door are: height 1.62cm and width 68cm (66cm at narrowestpoint).


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3.6 COMPARTMENT DIMENSIONS

Compartment maximum cargo volume is 35.8m3 or 1270 cubic feet. Compartment lengths are brought out in image below. Compartment “A” length is 2.1m, “B” length is 7.9m and “C” is 3.2m. Compartment

“B” is divided into 4 compartments separated by separator nets as “B1”, “B2”, “B3” & “B4”. In general floor width available in compartment “B” is at least 158 cm. Compartment height at widest floor point is at least 130 cm.

3.7 LOADING & UNLOADING

3.7.1 LOADING

Before loading or unloading check this manual 2.1.11 GROUND STABILITY / TAIL-TIPPING

The mass, distribution and manner of stowage of the load in an airplane could affect its structural integrity performance and safety in flight. It is very important that all load distributed into relevant

compartments is recorded correctly on LIR. Before loading commences, verify aircraft registration with registration on LIR. Loading crew must understand how to fill out LIR. Before loading commences carryout inspection of cargo compartments and make sure that there are no packages from previous flight and as well enough straps are available if necessary.

The load must be distributed so that:

• The structural loading limitations are not exceeded (see 3.9);

• The limitations on the position of the centre of gravity of the loaded airplane, laid down in the

Aircraft Flight Manual, are not exceeded;

• It is secure and cannot shift or break loose (if necessary secure load tightly with straps);

• It cannot damage the airplane or otherwise endanger its operation;

• It does not obstruct doors or emergency exits;

• Handling-wise it would be good if heavier items are loaded either in B4 or C1 whenever possible.


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Document all changes to the load and sign LIR.

Before the departure of a scheduled route flight from a station where ground staff has prepared load manifests and conducted loading, the Commander must be presented generally with four documents. These are:

• The Loading Instruction Report (LIR), signed by the loadmaster or other person supervising the

load of the aircraft (this could be a member of the flight crew). One copy with Commander signature shall remain on ground;

• Cargo manifest with payload weight information for specific flight;

• The loadsheet (prepared by flight crew), detailing the final load and balance of the airplane, to be

signed by the Commander approving the loading of the airplane;

• The Notice to the Commander (NOTOC) detailing the presence or absence of any special cargo.

One copy with Commander signature shall remain on ground. (For NOTOC see 3.12.2)

These four documents must be presented to the Commander before any departures. The NOTOC is for notification only. However, should any cargo considered to be dangerous goods be on board, the

Commander should retain a copy of the NOTOC in order to inform ATS services and ground stations of the UN number of dangerous goods in the event of an unusual situation or if required so by respective local authorities.

Compartment weights should be determined as accurately as possible in order to avoid incorrect filling of

loading instruction which could affect aircraft flying capabilities. This could be achieved for example by weighing of all carts to be loaded deducting weight of carts from there to get actual weight of cargo to be

loaded. Alternatively every single package shall be inspected and weighed before loading takes place.

3.7.2 UNLOADING

When an offload is completed a final check of ALL cargo holds must be conducted to inspect each cargo hold for:

• Damage to compartment

• Damage or malfunctioning rollers and net locks

• Spills in the hold that may have occurred

• Baggage or cargo that may have been left onboard aircraft

• Any other items that should not be present in hold

A visual check must be conducted in a hold even if on arrival hold was reported as being empty.

Any irregularity or damage found inside compartments shall be reported immediately to flight crew.

If flight crew experiences a handling irregularity on take-off then flight crew may request scaling (weighing of all baggage and cargo on board) at arrival station. Aircraft must not be offloaded when a scaling has been requested until process has been initiated.

After unloading is complete all cargo lashing straps must me returned to the box in the compartment C2.

3.7.3 COMPARTMENT SEPARATOR NETS

Compartment separator nets must be secured prior to all flight departures.

Between offload and loading compartment nets must be secured inside aircraft compartments and not lefthanging outside to avoid striking damage to fuselage (especially during strong wind conditions) or inadvertently hooked on GSE and pulled out of aircraft.

3.7.4 CARGO DOOR BARRIER NET

Cargo door barrier net must be installed prior to flight departure to prevent cargo from shifting, damaging


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or blocking the compartment door whenever cargo is loaded in compartment directly in front of the door.

3.8 LOADING EQUIPMENT

3.8.1 FORKLIFT

When a forklift is used they must never touch any part of airplane and the following instructions must be

adhered to:

• Utmost care must be exercised when the forklift is subject to transversal forces. All

movements must be performed smoothly.

• An extra man must always be present during the forklift positioning at the aircraft to guide

the driver and help to prevent damage to the fuselage and engines.

• When the forklift is in the final position, its parking brake shall be applied, and the drive or

steering mechanism shall not be used until the loading/unloading has been completed.

• Only special trained personnel may operate forklifts.

• When planning to use forklift inside of cargo hold always consult beforehand with crew.

3.8.2 CONVEYOR BELT

When a conveyor belt is used following instructions must be adhered to:

• Conveyor belt when parked or approaching aircraft must be in full down position with handrail

stowed, the front bumper positioned below and away from the cargo door sill.

• Conveyor belt protective bumper must not be in touch with aircraft and it shall not be compressed

against aircraft fuselage in order to prevent damage and allow aircraft settling during servicing.

• Employees must not walk, stand or sit on a moving conveyor belt.

• Conveyor belt must make a full stop as a brake check before entering the equipment restraint

area.

3.9 LOAD LIMITATIONS

For Saab 340 in cargo configuration the total load summation at any point along the fuselage must not exceed the distribution limits shown on table below.

Maximum loading limitations

COMPARTMENT MAX LOAD – KG MAX LOAD – LB

A 325 720

B1 900 1984

B2 900 1984

B3 900 1984

B4 900 1984

C1 715 1580

C2 270 600


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Maximum combined load

A + B1 1090 KG

C1 + C2 715 KG

A + B1 + B2 1755 KG

C1 + C2 + B4 1675 KG

B1 + B2 1265 KG

C1 + C2 + B3 + B4 2335 KG

B1+ B2+ B3 1185 KG

B3 + B4 1620 KG

Maximum cargo item weight on Saab 340 is limited by aircraft floor structural limit. Each compartment has markings on wall about maximum limit for each respective compartment.

Compartment A: 365 kg/m² (75 lb/ft²)

Compartment B: 485 kg/m² (100 lb/ft²) directly on floor panels and roller system or

730 kg/m² (150 lb/ft²) when using spreaders across the tracks

A further limitation is a maximum running load over compartment B of 855 kg/m (575 lb/ft)

Compartment C: 730 kg/m² (150 lb/ft²)

Section C is divided into two compartments. C1 (fwd) and C2 (aft), of which compartment C2 has no

provision for cargo tie-down.

3.9.1 SUPPORTING PLANKS

When weight of an item to be loaded exceeds maximum floor load per square meter then weight has to be spread to prevent damage to compartment floor. This applies to HEAs, but may also apply to smaller

items weighing less than 150kg. If spreading is required then planks used according to the table below,

will provide shown supporting capacities. Even with supporting planks used load limitation mentioned in3.9 shall not be exceeded at all times.

Length cm Width cm Thickness cm Weight Kg Support capacity Kg

50 15 2.5 2 54

100 15 2.5 4 109

150 15 5 8 164

200 15 5 10 219

250 15 5 12 273

300 15 5 14 328

Planks may be placed cross- or lengthwise underneath the cargo item but always in such a way that most of the weight is supported by the planks. No other cargo shall be loaded on top of the supported item or on accessible parts of the supporting plank.


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3.10 ROLLERBED

All Airest cargo aircraft are fitted with rollerbed. Aircraft rollers are intended for smoother and faster cargo loading and unloading. Rollers not operational shall be reported to flight crew or technician.

Stepping on rollers should be avoided in order to avoid risk of injury.

3.11 CARGO AND MAIL ACCEPTANCE

Primary objective for cargo acceptance handling is to ensure that consignments are ready for carriage in compliance with all applicable regulations, as well with export tules and regulations of the originating point, with rules and regulation of airport of transit and import tules and regulations of the destination country, if applicable.

Airest demands that the regulated agent or relevant airport cargo terminal:

• by accepting consignments identifies if it is from a regulated agent, known consignor, account

consignor or neither of them;

• a person delivering a bag to a regulated agent presents his identity card, passport, driver’s license

or any other document with a photo which has been issued or acknowledged by a national authority. The identity card or document shall be used to identify the parcel delivering person;

• by accepting consignments which did not undergo the complete procedure of the security control,

ensures the complete procedure of the security control;

• after the security control the regulated agent ensures:

- access control to the consignments;

- free from any signs of tampering;

- presented with all required information (paper or electronic) that corresponds to the cargo being delivered;

- subjected to additional security controls as required by risk assessment.

- protection of such consignments from an unlawful impact until their transfer to another

regulated agent or loading on board the Airest aircraft;

- by accepting consignments from a known consignor, reliable consignor or other registered agentwhich has underwent the complete procedure of the security control:

• identifies the consignment security status by checking SPX, SCO or SHR marking on the bills. If

such marking is missing, it shall be deemed that the security control has not been completed;

• identifies the identity and the address of the consignor or the registered agent. The status of the

regulated agent shall be assigned to the agent only which are included in the data basis of the EU regulated agents and known consignors.

Prior to accepting the consignment for transportation by a cargo or passenger aircraft, the flight crew shall check the consignment that such consignment is forwarded by a regulated agent or registered mail service. The data on exclusion of the regulated agent from the data basis of the EU regulated agents and

known consignors shall be forwarded to the flight crew by the aviation security manager of Airest. If SPX, SCO or SHR marking is missing on the bill, it shall be deemed that the security control has not been completed and the flight crew shall deny the acceptance of the consignment on board the aircraft until the personnel of the regulated agent does not complete the security control.

The registered agent alongside with cargo or mail shall submit the air bill or separate declaration and the

accompanying documents, i.e. air bill or a separate declaration (in electronic format or a hard copy).

The documents shall be submitted to the flight crew member who is responsible for loading of


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consignment for the inspection at any time before loading of the consignment onboard the aircraft and shall provide the following information:

• A - name of the registered agent issued by the appropriate authority and address, related to a

concrete territory, and/or the unique numeric identification code;

• B - a unique identification code, i.e. number of the consignment bill (internal or principal);

• C - content of the consignment; and

• D - condition of the consignment from the security viewpoint by stating:

“SPX” – safe to passengers and all-cargo aircraft;

"SCO” – safe to all-cargo aircraft only;

“SHR” – safe to passengers, cargo and mail aircrafts by high risk requirements;

• E - reasons for providing a security status, by indicating:

- KC – forwarded by a known consignor; or

- AC – forwarded by a reliable consignor; or

- applicable search means and methods; or

- reasons for release from the provisions to undergo search;

• F - name and surname of the person who provided with a security status or equivalent

identification data, date and time of the provision of the security status;

• G - name and address, related to a concrete territory, and/or the unique numeric identification

code issued by an appropriate authority to the registered agent which agreed with the security

status provided to the consignment of another regulated agent.

In the cases when consignments are combined, sub-para. C, E, F and G above shall be deemed satisfied if, on the basis of the control records, the regulated agent can identify the nature of the content in the

consignment, reasons for the provision of a security status and/or name and surname of the person who has provided such security status as well as date and time of the provision of the security status at any

time prior to loading of the consignment onboard the aircraft or during the flight or 24 hours (whichever is longer).

Accepting consignments which are released from the complete security control the regulated object shall be free from application of the security control as defined below but remise the consignments to another

regulated agent and in such a way ensure the performance of the security control.

The security control methods applicable to the consignments by the regulated agent:

a) hand search;b) X-ray screening;c) search with explosive detection equipment;

d) search with explosive detecting dogs;e) search with small amount explosive detectors;f) visual search.g) check with metal detectors.


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3.11.2 COMPANY MAIL/CARGO

This paragraph is applicable to AIREST flight crew and maintenance personnel only. In case of AIREST company mail or cargo have to be placed on board for shipment to another station the procedure below shall be followed:

1. All company cargo shall be properly marked by sender.1.1. Remove all old labels if you pack in box of another delivery.

1.2. Put visible labels onto the package(s).1.3. The label shall contain following information:Example: "AIREST PROPERTY / From FKB to OSL / DO NOT REMOVE FROM THE A/C! / 10 kg

• Fill in Company_cargo_shipment_note_form (available in DIMS under Part 145 / Manual and

Forms / General_Procedures and give to flight crew.

3.12 HANDLING OF DANGEROUS GOODS AND SPECIAL LOAD

3.12.1 GENERAL

AIREST is certified by Estonian Civil Aviation Authority to transport dangerous goods onboard AIREST aircraft. Handling of dangerous goods and special load include handling of:

• Dangerous goods (e.g explosives and radioactive material)

• Live animals (AVI)

• Human remains (HUM)

◦ Human remains shall be transported only as cargo and must be packed adequately.

• Live human organs (LHO)

• Diplomatic mail or cargo (DIP)

• Heavy cargo (HEA)

◦ Heavy cargo and potentially dangerous cargo must be tied-town by lashing.

• Valuable cargo (VAL)

◦ In case of a VAL shipment necessary security measures can be applied.

• Any load deviating from normal

Handling of dangerous goods is regulated by Estonian Civil Aviation Authorities, EASA, ICAO Technical Instructions for Safe Transport of Dangerous Goods by Air and IATA Dangerous Goods Regulations. Governmental regulations and IATA Live Animal Regulations regulate handling of live animals. All contracted/subcontracted ground handling agents must hold the latest IATA DGR manual forhandling AIREST or subcontractor aircraft and it shall be easily accessible for staff.

IATA DGR must be available in cargo warehouse and ramp services department.

All required staff must perform refresher training every second year.

When loading dangerous goods always consult beforehand with flight crew who shall make final decision regarding where it shall be loaded.


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3.12.2 NOTOC

IATA DG 9.5.1 When dangerous goods or live animals are loaded onboard then Commander and AIREST operations must be given before flight NOTOC where is written or printed information concerning dangerous goods or live animals that are to be carried as cargo. Sample of NOTOC is found below.

3.12.3CONTAMINATED CARGO OR BAGGAGE HANDLING

If ground handling agent becomes aware that baggage or cargo not identified as containing dangerous goods has been contaminated and it is suspected that dangerous goods may be the cause of the contamination, the operator with the help of handling agent must take reasonable steps to identify the nature and source of contamination before proceeding with the loading of the contaminated baggage or

cargo. If the contaminating substance is found or suspected to be a substance classified as dangerous goods by IATA DG regulations, the operator with the help of handling agent must isolate the baggage or cargo and take appropriate steps to nullify and identified hazard before being transported further by air.

3.13 LIVE ANIMALS

Live animals onboard AIREST aircraft have to be transported as regulated by IATA Live Animals Regulations latest edition. Flight crew shall be notified of any live animals loaded on NOTOC. Animals for transportation must be in a clean suitable container which must be leak- and escape proof. Containers shall always be tied down or be otherwise secured against any kind of movement during flight to prevent

shifting or falling of the animal container.

Certain 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.


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3.14 HANDLING OF DAMAGED CARGO

When cargo is found to be damaged, action must be taken:

• To assess the extent of the damage

• To assess the possible effects of the damage on:

◦ the safety of the proposed flight

◦ the safety of handling staff

◦ the shipment itself, including other load, i.e. is it in a fit state to continue its journey

• If necessary to remove the damaged item from the aircraft

• Record details of the damage so that proper notification can be given to carrier's representative

and/or aircraft Commander. As a good standard Airest OPS should be informed as well accordingly.

Damaged dangerous goods items shall be processed according to the valid IATA DGR.

3.15 CURRENTLY NOT IN USE

3.16 LOADING SUPPORT EQUIPMENT (BALLAST AND SUPPORT PLANKS)

Loading equipment is not included in DOW. All equipment used during loading must be returned to

originating station without delay. Loading equipment includes but is not limited to: ballast bag, supporting plank, tie-down ring and tie-down strap.

Ballast bags shall be loaded only if requested by flight crew and this ballast must be included also in the

Loading Instruction Report. Under normal circumstances all used material shall be returned to point of loading. Only undamaged ballast bags may be loaded.

Supporting planks are used to ensure that the maximum area load is not exceeded, whenever heavy and/or oddly shaped cargo items are loaded. If an item cannot be loaded without exceeding maximum area load then planks should be used in order to distribute weight of an item over a larger area.

3.17 SECURING (LASHING)

Lashing equipment like straps are located in a special box on each Saab 340 cargo aircraft in compartment C2.

All individual items of load which by their nature, shape or density may constitute a hazard to aircraft

safety en-route shall be restrained. Particular attention must be given to lashing of Dangerous Goods. In general, all packages containing Dangerous Goods must be stowed in an upright position if so indicated, have the hazard label visible and they must be tied down with straps to prevent themselves from shifting, crushing, tipping or damage by other load. All items weighing 150kg or more must be tied down. Mainly for safety reasons as this compartment might not remain volumetrically full throughout multi-sector

flight.

Securing of the load can be achieved by:

• Lashing (tie-down)

• Volumetrically filling the compartment (compartment is considered full when three quarters of

the relevant compartment height is achieved)


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It is an IATA recommendation that the load shall be restrained in such a way that:

• The load during flight cannot work loose under any circumstances as it might cause hazardous

displacement of the center of gravity, injure passengers and crew or damage the aircraft.

• Dangerous goods cannot cause hazard to persons and/or property.

In order to prevent the load from moving at take-off, in flight and at landing, the following basic forces must be compensated for:

• Forward

• Backward

• Sideward

• Upward

3.18 AIRCRAFT CARGO COMPARTMENT CLEANING

Thorough cleaning is done during aircraft scheduled maintenance. It is responsibility of aircraft loaders to observe for possible broken packages and to remove residue and debris of packaging parts. Cargo compartment condition which may harm packages should be brought to the attention of flight crew. Cargo compartment should be kept clean. No items which do not belong there should be left behind.


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4. HANDLING OF PASSENGER AIRCRAFTES-LSF is a Saab 340A passenger aircraft with 33 seats.

This chapter describes handling of an Airest passenger aircraft which is operating a commercial flight.

Airest operates with Saab 340 aircraft. All ramp handling activities regarding aircraft are described in thismanual under paragraph 2. (Ramp Handling). This chapter here describes standards and practices for passenger aircraft operations.

All flights are non-smoking flights.

4.1 CREW MEMBER WEIGHTS

Cockpit crew 85kg each, including cabin luggage.

Note: This standard crew weight is included in Dry Operating Weight

Cabin crew 75kg each, including cabin luggage.

Note: This standard crew weight is included in Dry Operating Weight

Checked crew luggage is 15kg per piece.

4.2 PASSENGER WEIGHTS

For weight calculations on the loadsheet the following standard weights apply:

Adult male 88kg

Adult female 70kg

Child 35kg

Infant 0kg

Note: The standard weights include passengers' cabin luggage

4.3 DOCUMENTS AND TICKETS

All passengers traveling on AIREST flight has to present a ticket valid for transportation and be checked-in and registered on the specific flight in question.

If so agreed, the check-in agent must check other travel documents such as passport/state issued ID and

visas and ensure that below conditions are fulfilled:

• Is the passenger the rightful owner of the passport/state issued ID?

• Is the passport (state issued ID) valid?

• Does the holder require a visa for his/her final destination?

• If a visa is required – is it signed, stamped and valid?

Visa information can be found from the IATA Travel Information Manual or similar publication.

Every passenger, adult, child or infant must have a valid travel document valid for the respective

AIREST flight. Normally all travel documents like tickets are issued by the tour operator / charterer.

If a passenger reports loss of the ticket, a new one has to be issued by the representative of the tour operator / charterer or the AIREST representative. The handling agents are not allowed to issue tickets.


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4.4 CHECK-IN OF PASSENGERS

The tour operator / charterer should make sure that the handling agent has received the passenger lists at a timely manner before the flight. The check-in counters should be opened by the handling agent at least

1 hour before STD so that the check-in procedure is completed well before STD. The tour operator / charterer shall inform the passengers to be at the airport for check-in at least 2 hour before STD.

The Check-in counters shall be marked with AIREST, tour operator / charterer, flight number, STD and destination. All check-in counters must have clearly visible to passenger Dangerous Goods posters Passenger handling personnel has to alert passengers that certain items of dangerous goods:

1) are specifically prohibited in hold baggage;

2) must be removed from cabin baggage when cabin baggage cannot be accommodated in the passenger

cabin. For specific articles refer to IATA DGR table 2.2.

When dangerous goods not permitted for carriage on board the aircraft are discovered in passenger

baggage, a report is made to the appropriate authority of the state of occurrence. Report must be filled on Occurrence report form. Any type of dangerous goods incident or accident shall be reported to the Authority of state where occurrence happened and AIREST operations.

At check-in passenger shall present an ID or passport valid for travel. If so agreed, the check-in agent

must check other documents such as passport and visas to ensure that below conditions are fulfilled:

• Is the passenger the rightful owner of the passport?

• Is the passport valid?

• Does the holder require a visa for his/her final destination?

• If a visa is required – is it signed, stamped and valid?

4.5 PASSENGER MANIFESTS

All checked-in passengers shall be registered on a passenger manifest. In case there are no-show passengers, those shall be marked “no-show” on the manifest. A no-show passenger is not allowed to use the return flight unless the passenger has missed the outbound flight due to reasons such as late arrival to the airport because of bad weather, late arrival of connecting flights, accidents etc. In such cases a special

permission has to be obtained by the tour operator / charterer on behalf of the customer.


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4.6 STANDARD SEATING / SEATMAP

All passengers on AIREST should be allocated with a seat (some of the flights can be conducted in free-seating principle). After all passengers are boarded cabin crew performs headcount and cross check with

manifest, only if everything is clear reports to commander of passenger distribution in cabin, and confirms to the ground handling agent. There are total of 33 passengers seats. Seatmap image can be found below on an image.

Never allocate emergency exit seats (Saab 340 rows 1 and 6) to:

• Persons with reduced mobility (PRM),

• Persons who are mentally handicapped to the extent that they would have difficulty in moving

quickly is asked to do so,

• Children (aged 2-11) and/or infants (ages 0-2), whether or not they are accompanied by an adult

• Passengers with pet in cabin (preferred seating in rear part of cabin),

• Persons in custody or deportees (preferred seating in rear part of cabin),

• Persons whose physical size would prevent them from being able to move quickly.


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4.6.1 PRELIMINARY LOADING CAPACITY SAAB 340A

Due to balance of aircraft it might be necessary for certain flights to block or limit available seats in rows1-5. In some cases there might be a need for ballast to be loaded into cargo compartment

Below is quick reference guide for preliminary seating in forward (rows 1-5) section.

BAGGAGE/CARGO 0 100 200 300 400 500 600 700

PAX

0

12

34

5

0*

0*0*

0*0*

0*

0*

0*0*

00

0

0*

0*0

00

0

0

00

11

1

0

12

23

3

0

12

34

5

X

XX

X4

5

X

XX

XX

X

67

89

10

0*0

00

0

00

11

2

11

22

3

23

34

5

44

55

6

67

88

8

67

89

10

XX

89

10

1112

1314

15

00

11

2

22

33

4

34

45

6

56

67

7

67

89

9

99

1010

11

1011

1112

12

1112

1213

13

1617

1819

20

33

44

5

45

56

6

66

77

8

89

910

10

910

1111

12

1111

1212

13

1213

1415

15

1414

1515

15

2122

2324

25

56

77

8

78

89

9

89

910

10

1011

1112

13

1213

1313

14

1314

1515

15

1515

1515

X

1515

XX

X

2627

2829

30

89

910

11

1010

1111

12

1112

1213

14

1314

1515

15

1415

1515

X

1515

XX

X

XX

XX

X

XX

XX

X

3132

3334

1213

1415

1314

1415

1414

1515

1515

XX

XX

XX

XX

XX

XX

XX

XX

XX

* = Ballast needed. X = Beyond AFT limitations or exceeding aircraft zero fuel weight.

Sample: 300kg in cargo/baggage and 20 pax gives a preliminary seating of 10 in forward section (rows 1-5).

4.7 USE OF VACANT CREW SEATS

The transportation of revenue passengers on vacant crew seats is generally not permitted. Any

overbooked passenger has to be denied boarding.

4.8 INFANT AND CHILDREN

An infant is a passenger who has not reached his 2nd birthday. An infant must be placed on the lap of the adult passenger; therefore only one infant can accompany one adult unless a separate seat has been booked for the second infant. In such case the maximum number of allowed Persons with Reduced Mobility (PRM) has to be reduced by one.

Number of infants is restricted by number of infant seat belts and infant life vests available on board the aircraft. In general maximum number of infants per flight is limited to 3. (See 4.11)


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Children below the age of 5 shall not be accepted to travel unaccompanied. The child must be accompanied by an adult. Advice for crew member must be made well in advance.

4.9 UNACCOMPANIED MINOR – UMNR

Children between the age of 5 and 12 years will be accepted to travel unaccompanied provided that the child is escorted by the parent or guardian both at the airport of departure and the airport of arrival. An UMNR form shall be properly issued and the parent/guardian shall remain with the child as long as possible before boarding. If these numbers are exceeded, an additional escort (not a member of the cabin crew assigned for the particular flight), must be provided. Children between 12 and 16 years may

accepted as UMNR if so requested as this is optional service. On charter flights UMNR are not accepted.

Maximum number of UMNR accepted:

2 per cabin crew member. All UMNR must be included in the LDM and PSM.

4.9.1 GENERAL REQUIREMENTS

During the time between check-in and boarding the station shall take care of and supervise the child in agreement with the child’s parent/guardian in such a manner as is necessary and appropriate in view of

the child’s age and degree of maturity with due regard to local circumstances to ensure that the child is kept safe of any physical and/or psychological damage.

4.9.2 SPECIFIC UMNR SEATS

In order to ensure proper care during the flight, UMNR’s should be assigned with window seat.

4.9.3 HANDING OVER TO CABIN CREW

UMNR must always be handed over personally to the cabin crew on board by a member of the boarding

station’s staff before boarding other passengers. UMNR must be shown on Notification to Captain (NOTOC) which will be provided by Handling Agent.

At the time of handing over the UMNR to the cabin crew the UMNR must have been supplied with a “UMNR-wallet” containing the handling advice and all other necessary documents.

4.9.4 HANDLING AT DESTINATION

UMNR will be handed over by the cabin crew to a member of the station staff at the destination. The overtaking staff member will acknowledge receipt of the UMNR from the cabin crew by signing a form.

When handing over the child to the receiving party, the staff must make sure that the person is authorizedto receive the child (see details in the handling advice for the UMNR).


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4.10 PERSONS WITH REDCUED MOBILITY – PRM

A person with reduced mobility (PRM) is understood to mean a person whose mobility is reduced to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other cause of

disability when using transport and when the situation needs special attention and the adaptation to a person’s need of the service made available to the passenger. Such person is subject to the prior clearancefor air travel from medical advisors based on the information of the passenger or a licensed physician to the case. PRM shall, if possible, board before other passengers. Recommended seats for PRM passenger are window seats in rows 2, 3, 4 & 5.

Note: A medical clearance is never required for passengers whose only disablement is blindness or deafness. However such passenger is still defined as a PRM and need individual briefing by the cabin attendant about the location of the emergency exits, use of floating device, seatbelt and oxygen mask. Therefore the cabin crew must be informed of the seat allocation of such passenger.

4.10.1 MAXIMUM PRM ACCEPTED

When the number of PRM’s exceeds 3, there must be at least one able-bodied passenger, friend or helper

accompanying the PRM for each group of 3 PRM’s. AIREST accepts maximum 3 unaccompanied PRM’s on each flight. Number of PRM onboard shall be included in the LDM and PSM.

Subject to approval maximum number of PRM may be increased at the discretion commander.

4.10.2 DEFINITION OF PRM

• WCHR - Ambulant passenger with some impairment immobility, needs assistance within the

airport terminal to/from gates or exits, at government control points, baggage delivery etc. Also needs assistance when boarding/disembarkation. Can use passenger ramp bus without assistance.

Need no assistance in the cabin to/from seat and to toilets. Should assistance with meal be needed, this has to be indicated separately. (Does not influence on max PRM number per flight).

• WCHS - Ambulant passenger more heavily impaired in mobility. Ambulant only to a limited

degree. Unable to use passenger ramp bus. Cannot climb stairs/steps – must be carried. However, needs no assistance to/from seat and toilets. Should assistance with meal be needed, this has to be

indicated separately. (Does not influence on max PRM number per flight).

• WCHC - Non-ambulant passenger Can use normal passenger seat with back in an upright

position but is unable to cover distances unassisted, e.g. in the cabin to/from seat and toilet. Should assistance with meal be needed, this has to be indicated separately.

• DEAF - Passenger is deaf.

• DEAF MUTE - Passenger is both deaf and mute.

• BLND - Passenger is blind.


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4.11 LIMITATIONS AND MAXIMUM NUMBERS

Maximum number of infants 3*

Maximum number of UMNR 3*

Maximum number of PRM 3*

Total allowed number of UMNR and PRM o nboard the same airplance 3*

Total allowed number of infants, UMNR and PRM on board the same airplane 6*

* NOTE: Maximum number of infants, UMNR and PRM may be adjusted at the discretion of the Commander, after consulting with Cabin Crew, taking into account the route, number of passengers, and number of Cabin Crews onboard. Any other conditions that may affect safety or service should be considered.

4.12 CURRENTLY NOT IN USE

4.13 SEEING EYE DOGS AND PETC IN CABIN

Maximum of 2 seeing eye dogs will be allowed. Each dog must be on a lease.

Maximum of 2 small pets (PETC) are allowed in cabin.

PETC must be kept in a special bag or cage which is waterproof during the whole flight. Cage may not

exceed 8kg. Bag/cage should be placed in the rear part of cabin under a window seat. Preferably rows 10 and 11. PETC may not be seated in a passenger seat.

NOTE: Total number of seeing eye dogs and PETC shall not exceed 2 per flight.

4.14 ATTENDANTS / ESCORTS / SPECIAL MEDICAL ATTENTION

Any able-bodied adult may act as an attendant/escort. Cabin crew cannot provide nursing attention or extra assistance nor are they permitted to assist with toilet needs inflight. A competent escort must provide any extra in-flight care. Passengers requiring oxygen will normally be accompanied by a

MEDICAL escort.

If the passenger is unable to move without assistance from his seat to the washrooms/able to feed him/herself, then the passenger must be accompanied by an able bodied, person who will assist him/her during the flight (cabin crew will not attend). e.g. passenger permanent disabilities such as paralysis of allor part of the body should not be accepted for travel, unless they are accompanied by an able bodied

escort.

4.15 PREGNANCY

Expectant mothers will be accepted for travel until the end of week 33 of pregnancy. Expectant mothers

between week 34 and week 35, must at time of check-in, be in possession of a medical certificate stating fitness for travel along with estimated date of birth issued within 72 hours prior to commencement of travel. Expectant mothers in their 36th week of pregnancy or more will not be accepted for travel.


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4.16 REFUSAL OF PASSENGERS

Aircraft Commander has the authority to disembark any person, or any part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the aeroplane or its occupants. Person who

appears to be under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered. Inadmissible passengers, deportees or persons in custody if their carriage poses any risk to the safety of the aeroplane or its occupants. Commander is allowed to refuse to carry or to off-load at any aerodrome any person if, in his opinion, the conduct, status, age or mental or physical condition of the person is such as to:

• Render him incapable of caring for himself without special assistance of cabin crew;

• Cause discomfort or makes himself objectionable to other passengers;

• Involves any hazard or risk to himself or to other persons, to property or to the aircraft;

• Fails to comply with instructions of the crew.

The Handling Agent staff will confer with the Commander as far as they consider necessary. Handling agents and check-in personnel, should alert the Commander if at any time they consider that the condition of a particular passenger could compromise the safety of a flight. In case of refusal AIREST Operations shall immediately be informed.

4.17 INAD, DEPA, DEPU

• INAD – Inadmissible passenger

• DEPA – Deportee accompanied

• DEPU – Deportee unaccompanied

Whenever admission into a country is refused to a AIREST passenger or only granted with great

difficulty, a message shall be sent to the departure station and to AIREST OPS containing the following information:

• Name of passenger and home address.

• Routing, flight number and date

• Reason for refusal of entry or difficulties in admission to enter.

• Inbound ticket of passenger, number, date and issuing officer.

• Any governmental fines or fees to be born by AIREST.

NOTE: The following shall be adhered to and observed when transporting INAD, DEPA and DEPU), persons taken into custody and convicted prisoners:

• The Commander shall be informed

• The passenger and his/her baggage shall be screened

• An evaluation of suitable escort (mandatory when transporting convicted prisoners) with due

consideration regarding the individual's vehemence, criminality and drug abuse as well as the political situation in the destination country.

• Handcuffs shall be provided by escort. The local police authority or other authority is responsible

for evaluating the need for escort and shall inform AIREST of their decision. The escort shall be presented to the Commander prior to departure.

NOTE: Total number of INAD, DEPA, DEPU per flight must not exceed 2.


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4.18 BIRTH ON BOARD

In case a child is born during flight the Commander informs the Handling Agent at point of destination.

The station informs immediately the local police, airport authority and the nearest available ambulance to

ensure immediate medical assistance. Upon arrival the Commander will deliver his report to the station. This report has to be signed by the Commander and one other crew members. The station transmits a brief message containing the main facts of the Commander’s report to AIREST Operations department.

4.19 DEATH ON BOARD

In case a person dies on board during flight, the Commander informs the handling agent at the point of destination where the deceased has to be taken off the aircraft.

The station informs immediately:

• The local police and airport authority.

• The medical doctor of the airport.

• The responsible diplomatic services (abroad).

• AIREST Operations by e-mail: o ps@AIREST. ee or by phone: +3725127478 / +3726051237

The Station Manager of the Handling Agent is responsible that all necessary official formalities are arranged properly. The Police authority decides whether a medical forensic examination has to be

performed as to the cause of death. The Commander of the flight delivers his report to the station which in turn transmits a message to AIREST Operations with all relevant details.

4.20 BOARDING

Boarding should start 30 minutes before departure time but not without first having obtained boarding clearance from cabin crew. PRM, disabled passengers, unaccompanied minors and families with infants

should be pre-boarded if possible. Handling agent shall perform boarding pass and ID check when boarding.

If the aircraft is parked in such a way that the passengers have to pass the wing area in order to reach the

entrance door care must be taken to direct the passengers around the wing.

It must further be ensured that the passengers:

• boards the right aircraft

• do not mix with arriving passengers

• do not leave items on security area(s)

• boards the aircraft and does not abscond

• and that no unauthorized person(s) boards the aircraft.

The Handling Agent shall check that the number of checked-in passengers correspond to the number of passengers on board the aircraft. The cabin crew shall check that the number of passengers onboard correspond to the passenger manifest.

Checked in baggage must travel with passenger. E.g. if passenger is not flying, no-show or denied boarding then his bag has to be offloaded before the flight departure.








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4.21 REFUSAL OF PASSENGERS

Aircraft Commander has the authority to disembark any person, or any part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the aircraft or its occupants. 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. Inadmissible passengers, deportees or persons in custody if their carriage poses any risk to the safety of the aircraft or its occupants.

Commander is allowed to refuse to carry or to off-load at any aerodrome any person if, in his opinion, theconduct, status, age or mental or physical condition of the person is such as to:

• Render him incapable of caring for himself without special assistance of cabin crew;

• Cause discomfort or makes himself objectionable to other passengers;

• Involves any hazard or risk to himself or to other persons, to property or to the aircraft;

• Fails to comply with instructions of the crew.

Handling agent staff will confer with the Commander as far as they consider necessary. Handling agents and check-in personnel, should alert the Commander if at any time they consider that the condition of a particular passenger could compromise the safety of a flight.

In case of refusal Airest Operations shall be immediately informed.

4.22 PASSENGER HANDLING - SECURITY

All AIREST tickets, travel documents, boarding cards, baggage tags, air waybills and other stationary must be stored in a way that unauthorized personnel can not access these items. The written-off materials

which can be employed to make the unlawful access easier or transfer baggage to the restricted access area or the aircraft must be utilized or care must be taken to prevent their use. Further, reservation- and check-in systems must never be left signed-on when unattended.

Passenger handling covers all direct handling of passengers including:

• Handling of departing passengers (check-in, self-service kiosks and gate),

• Handling of transfer passengers,

• Arrival services to passengers,

• Transfer services to passengers,

• Information to passengers,

• Operation of Business Lounge,

• Handling of passenger irregularities,

• Handling of Lost & Found.

4.23 CATERING

Catering is subject to specific flight operations.


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4.24 STAFF TRAINING

4.24.1 GENERAL REQUIREMENTS

Training program for passenger handling personnel must include both a theoretical part and on the job training. A written test with a defined passing grade must be completed. Dangerous Goods training for

passenger handling personnel must comply with IATA DGR 1.5. Ability to communicate in English and in the local language is a must for staff working in the front-line passenger handling.

4.24.2 LANGUGAGE REQUIREMENTS

For some positions, ability to read and communicate in English is a must. These positions are:

• All front-line passenger handling positions.

4.24.3 GAINING QUALIFICATION

To gain qualification for passenger handling with AIREST, the staff must be briefed on the following

AIREST procedures described about procedures within this manual:

• Firearms and other weapons

• Unruly and disruptive passengers – refusal of passengers

• Medical cases

• Handling of special passenger categories

• Document control

• Cabin baggage

• Passenger irregularities

• Boarding and post departure procedures

4.25 AIRCRAFT INTERIOR CLEANING

Aircraft cleaning depends on time available.

It is assumed that available time is announced to cleaning department and cabin crew of the stations

handling personnel.

Amount of minute indicates available time for cleaning personnel at ground stops turnarounds.

CLEANING STANDARDS

5MIN

Remove and replace waste galley, toilet, and cockpit as cleaning level 0-5 min with additions as follows:

• Remove newspaper, cups and others from the seat pockets, seat and floor.

• Disinfect and clean toilets, remove stains, add aircraft toilet sanitizer.

• Safety belts hanging down in aisle must be replaced in aisle seats.

• Remove from aircraft used cloth (headrest cover, blanket, etc). Cabin attendant gather into special

coloured package.

10MIN

As cleaning level 5MIN with additions as follows:

• Wipe tables when necessary.

• Supply paper towels, toilet paper, pillows, blankets, etc. Only if requested by cabin attendant.

15MIN

As cleaning level 5MIN and 10MIN with additions as follows:

• Clean sink of all toilets and desk of all galleys.


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• Clean toilet and galley floor.

• Vacuum cleaning of all floor in the cabin.

• Clean all tables and table frames.

• Wipe windows and shadow covers in the cabin.

• Fixing the seat pocket material.

• Ovens including insets to be washed.

Overnight cleaning of aircraft at the base (once every second week)

GALLEY AND TOILET

• Clean floor.

• Clean sink of all toilets and desk of all galleys.

• Disinfect and clean toilets, remove stains.

• Dispose waste plastic bag and waste bin wet cleaning. Install new waste plastic bags.

• Ovens including inserts to be washed.

• Sliding table and working plate to be cleaned (in and outside).

• Cabin attendant seats to be vacuum cleaned (incl. seat frame and below/behind seat).

• Wipe emergency equipment storage.

COCKPIT

Note: Do not move any switches. Water bucket shall not be brought into the cockpit.

• Vacuum cleaning of floor and all seats, if necessary plastic parts to be cleaned with the humid

cloth.

• Clean windows inside.

• Window frame and sunshade area to be cleaned with a humid cloth.

CABIN AND ENTRANCE AREA

• Vacuum cleaning of floor, use freeze spray and scrap off chewing gum from the carpet.

• Floor in entrance area to be washed.

• Clean stowage bins, seats and seat frames, backrests and safety belts, clean all tables and table

frames.

• Safety onboard cards, sickness bags and etc. must be placed in mentioned order in the seat

pockets.

• Place supplies into lockers and toilets according to supply of equipment list.

• Headrest covers to be changed if necessary.

• Armrests and seat panels to be wiped with humid cloth and stains to be removed.

• Doors and door handles to be wiped and stain to be removed.

• Clean the windows and shadow covers at the inside of the cabin.


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5 PASSENGER AIRCRAFT BAGGAGE, CARGO AND MAIL HANDLING

Baggage, cargo and mail handling of Airest passenger aircraft ES-LSF is described in this chapter.

5.1 LOADING OF BAGGAGE

Before loading or unloading check this manual 2.1.11 GROUND STABILITY / TAIL-TIPPING

Saab 340 aircraft is very prone to tail tipping and due to that the tail support strut shall be used during loading and unloading or embarkation and disembarkation. It shall also be installed immediately after

aircraft arrival onto apron. The tail support strut shall be removed as a last item before departure.

In order to speed up delivery and transfer, baggage must always be stowed so that it can be unloaded firston arrival. Transfer baggage should be separated whenever possible from local baggage. Stand-by baggage shall not be loaded until so ordered from respective handling agent.

The pieces of baggage must be counted when they are loaded into a compartment. The total number of

pieces and their accumulated weight shall be recorded on the Loading Report.

Baggage irregularities may cause passengers great inconvenience. Therefore it is essential that the baggage is properly handled. Give careful consideration to passenger baggage. Passenger and checked baggage must always be transported on the same aircraft. Checked baggage must arrive undamaged.

Protect goods from bad weather and to avoid possible damage or collection of dirt, do not place them on the apron it self. The baggage handles are particularly damage prone. Do not lift baggage just by the

handle; use the other hand to support it. Handle the suitcases with special care and do not place any other type of load on them.

The loading is not considered finished until compartment nets have been duly installed and all

compartment doors have been properly closed.

5.2 LOADING OF CARGO AND MAIL

The condition of the load must be checked in order to detect leaking or otherwise damaged shipments.

Special attention shall be given to dangerous goods, animals and valuable cargo. Packages with leaking contents must not be loaded.

The exceptions to the stowing rules shown below must be observed:

• In critical volume situations mail may be mixed with cargo and/or baggage.

• Heavy items (HEA) must not be stowed on top of other load. Heavy items (HEA) must not block

baggage and mail. Last minute stand-by cargo (due weight or volumetric limitations) may be

loaded in front of mail and baggage for the same point of unloading, unless it consists of heavy items (HEA).

5.3 HEAVY ITEMS (HEA)

Definition of HEA - any item exceeding a weight of 150 kg is defined as HEA.

Heavy items (weighing 150 kg or more) must not be accepted if there are any doubts as to the safe performance of the loading and unloading operations.

Loading of HEA item is only permitted in compartment C1.


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5.4 BAGGAGE ALLOWANCE

As a standard allowance of up to 20kg of checked baggage and 5kg of cabin baggage per person is normally allowed. Should payload allow then baggage in excess of this weight will be allowed for

carriage. Excess baggage charges are not applicable on closed charter flights.

Note: Depending on specific operations or charter needs then these weights can be changed accordingly. When AIREST operates on behalf of another airline baggage allowances of respective airline apply.

5.5 CHECKED BAGGAGE

All baggage being offered for check-in shall be labelled with a tag showing the following information as a minimum:

• Passenger name• Destination• Date• Flight Number• Unique identifier

A baggage receipt will be given to the passenger. Baggage shall be tagged to ensure accounting and

authorising of baggage from check-in to aircraft. Verification is required that all bags checked in are loaded onto the aircraft and guarantee that no incorrect bags have been loaded. This can be achieved by automatic or manual systems.

There are two types of luggage weights used for weight and balance and load control purposes:

• Actual luggage weight

• Standard luggage weight

Airest uses actual luggage weights as normal procedure. When actual luggage weights are not available,

standard luggage weights will be used.

Checked in baggage must travel with passenger. E.g. if passenger is not flying then his bag has to be offloaded as well.

5.5.1 UNACCOMPANIED BAGGAGE

It must be ensured that any baggage accepted for transport is accompanied by the passenger.

This does not apply to:

• Rush- or expedited baggage transferred to onward flight

5.5.2 ANIMALS IN CHECKED BAGGAGE

In general live animals can be carried in aircraft cargo compartment as a checked baggage. IATA Live Animal Regulations have to be observed with regard to carriage of animals in appropriate containers and to the handling of animals in general.

It is important that the compartment is not filled by more than 2/3rd of their volume in order to guaranteea sufficient air supply. Container shall be tied down in order to prevent from moving during take-off,

flight and landing. Container shall not be over-stowed with other baggage or cargo. Compartment door shall be closed as late as possible. Live animals must never be stowed together with:

• Dry Ice (ICE)

• Foodstuffs (EAT)

• Radio active material (RRW/RRY)


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• Poison (RPG/RPB)

• Infectious substances (RIS)

• Human Remains (HUM)

• Animals that by nature are natural enemies

Handing agent must notify Airest OPS and flight crew well in time of the number and kind of animals checked-in as baggage for the flight concerned.

NOTE: Live animals must be transported in cargo compartment C1 where sufficient number of tie-down points are available.

5.5.3 WEAPONS IN CHECKED BAGGAGE

Sporting weapons and ammunition may be carried in an inaccessible cargo compartment. All weapons

must be transported as unloaded. Ammunition and weapons must be packed in a separate and securely closed cases/boxes. Ammunition gross mass must not exceed 5kg per passenger.

5.5.4 WHEELCHAIRS

Wheelchairs for handicapped passengers are available at nearly all station within the airport terminal area. They are the property of 3rd party such as airport administration, other airlines etc., from which the

handling agent must make the request, against payment. Any costs incurred are born by AIREST. At all airports the number of available wheelchairs is limited and mostly they are used by several or all carriers

at the airport. It is therefore imperative to include the presence of a PRM or disabled passenger in the LDM and PSM. If the passenger has his/her own wheelchair it will be checked as baggage and transported in the cargo compartment free of charge i.e. beyond his/her normal baggage allowance.

“WCHC/OWN” shall be included in the PSM (Passenger Service Message). All wheelchairs, in particular those which are battery powered, must be handled with utmost care to prevent damage. The

passenger is fully dependent on his/her wheelchair.

NOTE: WHEN LOADING MOBILITY AIDS: LAST IN FIRST OUT!

5.5.4.1 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH SPILLABLE BATTERIES

May be accepted as checked baggage provided that:

• it can be loaded, stowed, secured and unloaded always in an upright position

• the battery cables are disconnected

• the battery terminals are insulated to prevent short circuits

• the battery is securely attached to the wheelchair

• AIREST has approved acceptance in advance (to avoid to many wheelchairs on the same flight

and to allow time for arranging a packaging if the wheelchair cannot be loaded, stowed, secured and/or unloaded upright, which means that the battery has to be removed).

If the battery has to be removed, it must be carried in a strong, rigid packaging as follows: The packagingmust be leak-tight, impervious to battery fluid and be protected against upset by securing in cargo compartments using appropriate means of securing such as straps etc. The battery must be protected against short circuits, secured in the packaging and surrounded by compatible absorbent material sufficient to absorb the total liquid content The package must be marked “BATTERY; WET; WITH

WHEELCHAIR” or “BATTERY; WET; WITH MOBILITY AID” and be labeled with the Class 8 Corrosive label and with the “Package orientation label”. The Commander must be informed of the location by use of the NOTOC.


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5.5.4.2 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH NON-SPILLABLE BATTERIES

May be accepted as checked baggage irrespective of loading position provided that:

• the battery cables are disconnected



• AIREST has approved acceptance in advance (to avoid too many wheelchairs on the same flight).

5.5.4.3 WHEELCHAIRS AND OTHER MOBILITY DEVICES WITH GEL TYPE BATTERIES

May be accepted as checked baggage irrespective of loading position provided that:



NOTE: It is not required to disconnect the battery cables.

5.6 CABIN BAGGAGE

Excluded in the free baggage allowance are the following articles which, unless stated otherwise, a passenger may carry into the cabin:

• 1 overcoat or 1 wrap or 1 blanket.

• 1 umbrella or 1 walking stick.

• A reasonable amount of reading material for the flight.

• Baby food for the consumption during flight.

• 1 infant’s carrycot or basket and/or 1 fully collapsible baby stroller or pram (*).

• For a person with reduced mobility being dependent on them:

* 1 wheelchair and/or 1 pair of crutches

* 1 self operated dialectic equipment* other prosthetic device

(*) must be loaded as checked baggage.

It must be restricted to only one piece of hand luggage (briefcase, board case or handbag).

The outside dimensions of any piece of cabin baggage must not exceed 45x35x20 cm and weight must not exceed 5kg. The weight of the cabin baggage is included in the passenger weight and shall neither be

stated on the passenger manifest nor on the load sheet. All passenger cabin baggage items that do not fit in the cabin shall be loaded into cargo compartment with a DAA tag (see 5.7).

Passenger should be aware of permitted dangerous goods to be carried on airplane as there are some restrictions in place due to international regulations.

5.6.1 WEAPONS IN CABIN BAGGAGE

Passengers are not allowed to carry any kind of weapons in the cabin.

If a passenger wishes to take weapon onboard of a flight, proceed as follows:

• Authorization from AIREST OPS has to be granted;

• Vital parts (breech piece, barrel and gun barrel) shall be brought as a checked luggage;

• Weapon and ammunition must be placed in a cargo compartment with no access during flight;

• Flight crew must be informed when weapons are carried in cargo compartment;


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5.7 DELIVERY AT AIRCRAFT BAGGAGE (DAA BAGGAGE)

Depending on booking figures and hand baggage total amount, some cabin baggage may be transported as DAA. Special DAA tags (if available) are used for the following items:

• Infant strollers, crutches or other non-standard cabin baggage

Such baggage is taken from the passenger while boarding the aircraft, loaded in the cargo compartment close to door and returned to the passenger near the aircraft directly upon arrival. At the check-in counter or the departure gate, passenger receives a DAA tag and finally leaves the bag near the aircraft passenger door loading into a cargo compartment by loaders. Number of DAA baggage shall be noted to cabin crew

and as well added to LDM.

NOTE: In case of a passenger deboardment after boarding he must collect his DAA bag as well. To avoidany irregularities ALL loaded DAA baggage must be unloaded and ALL passengers must verify their belongings to avoid situation where DAA bag is still onboard while passenger of this DAA is not.

5.8 DANGEROUS GOODS IN PASSENGER BAGGAGE

For safety reasons dangerous goods as defined in the IATA DGR, shall not be carried in or as passenger checked or carry-on baggage except as specifically permitted in accordance with the provisions set out in

subsection 2.3 of the current edition of IATA DGR.

AIREST accepts for transport dangerous goods, that might be contained in passenger checked-in or cabin

baggage. Contracted external service providers shall use their own copies of current edition of the IATA Dangerous Goods Regulations (DGR) or ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical Instructions). Through the oversight of contracted service providers,

AIREST ensures availability of the current version of IATA Dangerous Goods Regulations (DGR) or ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical Instructions)

and documentation is accessible at each location where passenger check-in and boarding operations are conducted. All passengers traveling on a AIREST flight must be registered on a passenger manifest.

5.9 CREW BAGGAGE

Whenever possible operating flight crew baggage shall be loaded separately from other baggage. Operating flight crew baggage should be tagged with sign “CREW” and it must not have a regular

baggage tag attached.


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5.10 CARGO COMPARTMENT

Cargo hold consists of 1 compartment divided into 2 sections. C1 and C2 respectively. There is a divider net between these 2 sections. General dimensions and volume can be found on an image below.

5.11 CARGO COMPARTMENT WEIGHT LIMITATIONS

Compartment load limitation:

C1 C2

Not Tied Down Tied Down

510 kg 680 kg 385 kg

Maximum total load in C1 + C2 must not exceed 780 kg (not tied down).

Cumulative load limitation:

Compartment Load C2 Cumulative Load Limit C1 + C2

Less or equal 270 kg 950 kg

More than 270 kg 780 kg


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5.12 MAXIMUM PACKAGE SIZE PASSING THROUGH DOOR OPENINGS

The maximum dimensions of package sizes that will comfortable pass through the cargo and passenger door openings are shown in the following table. 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 or twisting through the door opening may in some cases allow larger than those found in the tables.

A 6 inch high spacer must be used under the front end of the package to allow for the difference in the floor levels between C1 and C2. The package has to be restrained by net, and tied down at the front end.

5.13 LOADING IN PASSENGER CABIN

Loading in the passenger cabin can be accommodated either on the floor or directly in the seats. Passengers' unchecked baggage (cabin baggage) may be stowed under the seats. For all other categories of load, floor loading is not permitted. Different items (musical instruments, sports equipment, electronics, paintings, etc.) may be loaded directly in seat, provided maximum quantities and dimensions

of an item are observed as well as load is properly secured by use of passenger safety and extension belts.Maximum dimensions of an item are 150x35x50 and weight must not exceed 75kg per item and per seat.

Cargo and mail are not accepted to be loaded into passenger cabin.

In passenger aircraft segregation needs to be performed according to IATA DGR table 9.3A.

5.14 COMPANY MAIL

Company mail is airline's inter-office correspondence carried by aircraft between company airports. Only

Airest personnel or handling partners have the right to send and receive company mail. Weight of company mail must be included in the loaded baggage weight.


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5.15 LOADING REPORT

Loading report has to be filled out before each flight taking place with passengers onboard. Copy of Loading Report can be requested from Airest OPS or directly from crew onboard (if available). Loading

limitations brought out in 5.11 have to be followed.

Sample of Loading Report can be found below.


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6. EMERGENCY PROCEDURES AND REPORTING

6.1 EMERGENCY PROCEDURES

Each contracted ground handling agent should have in place emergency procedures including but not limited to:

• Fuel spill on apron

• Aircraft damage/fire

• Dangerous goods occurrence

• Security occurrence

• Leakage on ramp/aircraft/cargo facility

• Necessary contact phones in case of emergency

6.2 REPORTING

Reporting is a natural part of the quality assurance and flight safety program as well as to keep Airest in

the frontrunners position. Do never hesitate to report suggestions or occurrences. They will be used by Airest to improve or to avoid future mishaps, not to condemn or harm.

Initial information has to reported immediately to the Commander of the flight, if the crew is available, and later to Airest operations:

1) Airest Operations

Tallinn, Majaka 26, 11412, Estonia / +3725127478 / +3726051237 / [email protected] / TLLAEXH

2) Safety Manager / safety @airest.ee

All events, related to the mandatory occurrences, have to be reported. It may include,

but are not limited to:

Aerodrome and aerodrome facilities

• Significant spillage during fuelling operations.

• Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance,

performance, balance or structural strength.

Handling of passengers, baggage and cargo

• Significant contamination of aircraft structure, systems and equipment arising from the carriage

of baggage or cargo.

• Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on aircraft

mass and/or balance.

• Incorrect stowage of baggage or cargo (including hand baggage) likely in any way to endanger

the aircraft, its equipment or occupants or to impede emergency evacuation.

• Inadequate stowage of cargo containers or other substantial items of cargo.

• Carriage or attempted carriage of dangerous goods in contravention of applicable regulations,

including incorrect labeling and packaging of dangerous goods.

Aircraft ground handling and servicing

• Failure, malfunction or defect of ground equipment used for the testing or checking of aircraft






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systems and equipment when the required routine inspection and test procedures did not clearly identify the problem, where this results in a hazardous situation.

• Non-compliance or significant errors in compliance with required servicing procedures.

• Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen and

potable water).

Beside mandatory occurrences each employee or contractor is encouraged to report about any kind of potential hazard or problem, which in his opinion is causing or may cause a safety related problem, or

otherwise impact the company procedures and processes. The person, who reports about the problem, may send a report anonymously if deemed necessary. In all cases it is not any intention to blame the person who was involved in occurrence, problem or has reported about it.

Investigation and further treatment of the received report will be made according to the procedures, described in the Avion Express SMS Manual. Avion Express maintenance department will decide upon

the airworthiness of the aircraft. Prompt reaction and reporting is essential in order to prevent an unairworthy aircraft from getting airborne. Filled Ground Incident reports will be kept by Ground Operations manager and Quality Manager.


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7. SECURITYOperating a safe and secure airline is the core of Airest values. The aim of Airest security policy is to protect customers, shareholders, employees and the business from threats and risks, and to ensure

compliance with national and international legal obligations. The same level of responsibility must be demonstrated in any sub chartered, franchised, subsidiary, or contracted operation. This aim will be met by:

• Assessing the threats and risks;

• Setting policies and counter-measures commensurate with the assessed threats and risks;

• Providing adequate resources to deliver security performance;

• Communicating the security requirements effectively to staff and business partners;

• Ensuring all staff and contractors receive training appropriate to their responsibilities;

• Security procedures embedded within all areas of the business.

It is the responsibility of all employees to carry out their duties mindful of the need for safe and secure

operations, whether working directly for Airest, or one its contracted partners, subsidiaries or franchises.

It is the responsibility of all employees to report security breaches or acts of criminality whilst on duty.

Equally, Airest will provide a level of protection and support for staff as expected from a first class employer.

In order to be satisfied with the security performance of the company's program, its partners, subsidiaries,and franchises, the security department will carry out periodic audits and performance testing to examine

security compliance. Persons, who have sufficient knowledge of security and the company, will carry out the testing and audits. In relation to this policy it is expected that persons, who will encounter events and situations, which compromise the safe and secure objective, shall report to the security department using

the reporting process.

Responsible reporting is the key to a successful safety and security conscious culture to which Airest

strives. However, it should be remembered that disregard for this goal will be treated as misconduct. It is our task to provide this environment that gives confidence to all operating with and for the company.

Security aims to protect people, airplanes, airports and constructions against unlawful acts. AIREST objectives are to protect, its passengers, crew, ground staff, luggage, cargo and airplane against unlawful

actions. A set of continuous activities shall be performed to prevent admission for unauthorized persons, objects and acts into areas and airplane controlled by AIREST or contracted service providers. These activities include administrative measures and operative measures, which shall be inherent in the daily duties.

All employees shall be security approved before employment.

7.1 AIR CARGO SECURITY

This chapter describes the security measures implemented by or on behalf of Airest in respect of air cargo, mail, company materials, express parcels or any other items carried as air cargo on board Airest aircraft.

At outstations, where security measures are implemented by other entities (e.g. handling agents) on

behalf of Airest, the security measures detailed in this provision shall be met in full. Within European Union, Airest shall ensure that the entity implementing security measures on behalf of the airline has a valid status of a regulated agent (Ref 9.2).


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Measures detailed hereafter apply to any outstations to the extent practicable pursuant to the requirements of the National Civil Aviation Security Programme of that state.

Airest has committed itself to maintain the security standards detailed in this provision. For that purpose, the Declaration of Commitments of a Regulated Agent provided in Appendix 9A is signed by the management and submitted to the Appropriate Authority of each state where the company is providing its

service.

Security controls Cargo, Courier and Express Parcels Cargo, Courier and Express Parcels shall only be carried by air where the following security controls have been applied:

I. The reception, processing and handling of cargo shall be performed by properly recruited and trained staff;

II. Cargo security check shall be at least one of the following:

a) hand search;

b) X-ray screening;

c) search with explosive detection equipment;

d) search with explosive detecting dogs;

e) search with small amount explosive detectors;

f) visual search.

g) check with metal detectors.

The security controls need not be applied in respect of:

1. Cargo received from a known consignor;

2. Transhipment cargo;

3. Cargo whose origin and handling conditions ensure that it presents no security threat;

4. Cargo which is subject to regulatory requirements providing for an appropriate level of security protection.

Once security controls have been implemented, including controls on cargo from known consignors, whether on or off airport grounds, sterility of the shipments shall be maintained until such time as it is placed onboard aircraft and maintained until the departure of the aircraft.

Air cargo security is further detailed Airest Security Manual which can be provided upon request.

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