GROUND OPERATIONS MANUAL PART 2 … taxi GOM part 2 rev 2.pdfGROUND OPERATIONS MANUAL PART 2...

GROUND OPERATIONS MANUAL PART 2

AIRCRAFT HANDLING AND FLEET

Revision 2 Date: 02.12.2016 Edition 2 Date: 18.03.2016 GOM of 60

CONTENTS

2. AIRCRAFT HANDLING AND FLEET 3

2.1. GENERAL 5

2.1.1. Training standards 5

2.1.2. Training records 5

2.2. SKYTAXI EMPLYOEES INVOLVED IN THE RAMP HANDLING 7

2.2.1. Trainings 7

2.2.2. Supervision 7

2.3. AIRCRAFT HANDLING 9

2.3.1. Ground Time 9

2.3.2. Safety and Security on Ground 9

2.3.3. Passenger And Crew Weights 17

2.3.4. Checked / Hold Baggage Weights 17

2.3.5. Load Planning, Load Control and Documentation 18

2.3.6. Loading of Items 23

2.3.7. Potable Water Uplift 25

2.3.8. Aircraft de-icing and anti-icing on the ground 26

2.4. FLEET OF SKYTAXI 37

2.4.1. Basic Information Concerning Aircraft Operated by SkyTaxi 37

2.4.2. Airplane Dimensions and Ground Clearances 38

2.4.3. Emergency Exit and Cargo Door 39

2.4.4. Aircraft Emergency Rescue Operations 40

PART 2 GROUND OPERATIONS MANUAL


GOM of 60 EDITION 2 Date: 18.03.2016 Revision 2 Date: 02.12.2016

2.4.5. Aircraft Danger Areas 41

2.4.6. Interior Arrangements 42

2.4.7. Cargo Compartment Door and Tail Support Strut 44

2.4.8. Cargo Compartment lighting 47

2.4.9. Cargo Compartment Dimensions, Areas and Volumes 48

2.4.10. Entrance Door and Airstairs 49

2.4.11. Doors and Exterior Handles 51

2.4.12. Runway and Space Requirement 52

2.4.13. Minimum turning radius 53

2.4.14. Ground Service Connection 54

2.4.15. External Servicing Arrangement 55

2.4.16. External DC Power Supply Connection (GPU) 56

2.4.17. Parking 58

2.4.18. Ground Communication Hatch 60




2. AIRCRAFT HANDLING AND FLEET




INTENTIONALLY LEFT BLANK




2.1. GENERAL

Personal attention shall be paid by ramp handling staff to SkyTaxi aircrafts and all activities shall be performed by

qualified, uniformed personnel.

2.1.1. Training standards

Ramp Handling personnel is defined as personnel engaged in baggage sorting, baggage loading/unloading, providing

the right equipment at aircraft, proper connection of GSE (e.g. GPU, lavatory) to the plane, securing of aircraft on the

stand (cones, wheel chocks), start-up procedures.

Ramp Handling personnel (including supervisory personnel) must receive training and remain current in the following

topics:

• Dangerous Goods (cat. 8)

• Security training in accordance with Regulation EC 185/2010

• Human factors

• Safety training

• Ramp Job Specific

• GSE operating

• De-icing

• SkyTaxi policies

• All other trainings required on each airport

Recurrent training in the following topics: regulations, policies, human factor principles, safety training and operational

hazards is mandatory once every 36 months.

Dangerous Goods recurrent training is given in accordance with IATA DGR at two year intervals. An evaluation test is

required only for mandatory items.

This provisions also apply to SkyTaxi employees.

2.1.2. Training records

All training competencies shall be documented.

Training records must be retained to document the fulfilment of qualification requirements for ramp handling

personnel. Records should be regularly checked for validity.

The creation of backup files on a scheduled basis is required to preclude the loss of electronic records due to

hardware or software system failures.

This provisions also apply to SkyTaxi employees.




2.2. SKYTAXI EMPLYOEES INVOLVED IN THE RAMP HANDLING

Under the terms of the provision ORO.GEN.110 and ORO.AOC.135, operator is obliged to ensure that all operator’s

staff directly involved in handling is properly trained. According this terms, Ground Operations Manual contains

procedures for training of SkyTaxi employees for SkyTaxi needs. This Part contains also description of procedures of

conducting regular supervision of the staff.

Ramp Handling is performed by SkyTaxi certifying engineers, engineers assistance, and other designated persons. All

engineers are trained in maintenance organization (PART-145), where they regularly undergo internal training of the

e.g. Human Factor, Fuel Tank Safety (every 2 years) and general standards of maintenance, which guarantees the

right knowledge about procedures related to supported type of aircraft (loading/unloading, opening and closing doors,

panels, approaches to the aircraft with GSE, tail stick)

2.2.1. Trainings

a) De-icing – de-icing manual for SF34 is contained in Aircraft Maintenance Manual (AMM). Every 2 years,

internal recurrent training is conducted. Every year, just before winter season, actual Guidelines for Holdover

Times issued by Association of European Airlines, is sent to engineers.

b) Start-up procedures – initial training is performed after the employment; internal training conducted every 3

years.

c) GSE service – training of operating e.g. GPU, lavatory, ladder, platform is conducted on the beginning of the

work and is conducted by a plane in the form of practical training.

2.2.2. Supervision

Supervision of SkyTaxi employees, who perform ramp handling operations is performed by Ground Operations

Manager and Maintenance Manager, who is their immediate supervisor.

Continuous supervision of the validity of individual training is performed by Ground Operations Manager and

Maintenance Manager, who is their immediate supervisor




2.3. AIRCRAFT HANDLING

2.3.1. Ground Time

The minimum ground-time allocation unless specified otherwise on the Operational Schedule (sent by SkyTaxi

Operations Department) or on the Pre-Flights Message sent by the Operational Control Center (Dispatch office):

A/C Type / Configuration Ground Time (min.)

SAAB 340 / Up to 33 seats 30

SAAB 340 / Up to 34 seats 30

? 2.3.2. Safety and Security on Ground

The below itemized instructions shall serve as guidelines to ensure personnel safety in aircraft and load handling

operations. All parties must comply with local (airport) safety procedures and should consider applicable international

regulations and recommendations (e.g. AHM630, 910). Where local/ governmental legislations differ from any

requirement quoted hereunder or international regulations, the more stringent condition should apply.

2.3.2.1. General Ramp Safety Precautions

Parking position of the arriving aircraft shall be checked by a responsible staff (e.g.: ramp agent, head loader) to

ensure all vehicles/equipment are positioned properly and parking position is free of any “FOD”. A walk around check

is mandatory by responsible staff (e.g.: ramp agent) after taxing in the stand. To ensure all aircraft panels and doors

are closed before departure, a walk around is also mandatory. If any damage is detected on the aircraft at arrival or

before departure, it shall be communicated to pilot in command with immediate effect and wait for the further

instructions. In addition to local airport safety regulations, the following rules shall strictly be adhered to in aircraft

handling:

• No unauthorized person must enter the ramp (airside) area.

• Smoking and use of open fire on the ramp is strictly forbidden.

• The ramp area must be checked for severe weather conditions and communication with / notification

to flight crew ensured.

• The ramp surface must be checked constantly to avoid accidents caused by oil, ice or snow and other

hazards.

• Before passengers are allowed to disembark, a clearance-signal must be expressed by the Ramp

Agent for the respective passenger steps.

• Inside the cockpit, wireless (walky-talky) shall not be used while occupied by cockpit crew.

Operating Ground Service Equipment on the Ramp

• Loading and servicing equipment shall be positioned as appropriate at the aircraft (refer to Chapter

10), with consideration of local conditions.




• Loading and servicing equipment must not approach the aircraft until the engines have come to a

complete stop and the parking brakes of the aircraft are set and the chocks are positioned accordingly.

• Hose lines and connecting cables must neither be crossed by servicing equipment nor by any other

kind of vehicle.

• Loading and servicing equipment must not be positioned or maneuvered under the aircraft wings.

• Mobile equipment excluding fuel trucks must not be positioned within the venting areas during fueling

and de-fueling.

• Docking/Removing of any ground support equipment to/from the aircraft must be in coordination with

the crew.

• If embarkation/ disembarkation of passengers are done by docked portable stairs and thus the

passenger has to walk a certain distance to/ from the aircraft, ramp staff has to take necessary

precautions to avoid that passengers pass near the engines and lower compartment (cargo) doors.

• The responsible station engineer respectively ramp agent must ensure the engine blast and intake

areas are clear of personnel and equipment, before start-up clearance is given.

• Only qualified and authorized personnel are permitted to operate equipment

• Standard operating procedures, applicable to specific location, are followed by drivers (or operators) of

each type of ground support equipment

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

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

• Equipment is used only for its intended purpose

• Unserviceable equipment is clearly identified and removed from operations

• Equipment is never moved across the path of taxiing aircraft or passengers walking between an

aircraft and the terminal

• Safety cones are placed on the apron to mark hazard areas

• An equipment restraint line is marked or displayed on the apron

• Equipment is positioned behind the equipment restraint line with parking brakes applied prior to any

aircraft movement (departure and arrival on the apron)

• The parking brake is always applied, with gear selector in park or neutral, when equipment is parked

away from or positioned at the aircraft

• Equipment is not moved toward an arriving aircraft until it has come to a complete stop, chocks are

positioned, engines are shut down, anti-collision beacons are switched off and, if applicable, ground-

to-flight deck communication has been established

• Prior to equipment movement, a guide person, visible to the driver (or operator), is in position to

accurately judge clearances and communicate guidance using hand signals

• Equipment movement does not commence or is halted, if the driver (or operator) does not have or

loses visual contact with a guide person

• Equipment or vehicles are not moved into hazard areas associated with the aircraft type

• A brake check is accomplished prior to entering an equipment restraint area

• Motorized equipment make a full stop as a brake check before entering the equipment

• Equipment, when approaching or leaving an aircraft, is not driven faster than walking speed

• Stabilizers, when fitted on equipment, are deployed when equipment is positioned at the aircraft

• Equipment with elevating devices is not driven in the elevated position, except for final positioning at

the aircraft

• Equipment is not removed from an aircraft cabin access door unless the driver (or operator) has

advised appropriate persons on the aircraft and on the ramp




• Equipment is not removed from a position at an aircraft cabin access door until the door has been

closed and secured by an authorized person or a highly visible safety device has been placed across

an open door.

• During start-up and after removing stairs no vehicles/ loading and servicing equipment must be

positioned in the range of the Emergency-Exit doors to ensure that the Emergency-Exit chutes can be

operated immediately in case of emergency.

• All Ground service equipment must be maintained in good mechanical condition, acceptable to and in

accordance with manufacturer’s and/ or local regulations and requirement, with provable periodical

maintenance (e.g. calibration) records, where applicable.

• Access to a SKYTAXI aircraft is permitted only for:

• Staff on duty involved with the ground handling of the aircraft

• Officials on duty (police, customs, immigration and health authorities)

Note: Every person who has to work in the near vicinity or needs to enter the aircraft due to his area of duty has to

wear his ID card visibly. SKYTAXI crew members are authorized to check the validity date of the ID card of the

concerned ground personnel.

2.3.2.2. Prevention of Access to Aircraft

All necessary actions have to be taken in order to ensure no irrelevant person has access to the:

• Aircraft parking area

• Parking/ storage areas for ground handling equipment

• Load/ storage and processing areas

Note: Authorities must be informed immediately of the presence of any suspicious item and/ or person in the vicinity of

the aircraft.

a) Security Sealing of Aircraft

When the crew on duty leaves the aircraft after completion of a flight and the next crew is not ready to take over the

aircraft, the commanding pilot will make sure that all cabin doors are closed and that tamper evidence is applied to all

aircraft doors either by himself or by the contracted service provider. For this tamper evidence, company security seals

shall be applied. These seals shall be each numbered and controlled. Security seals are available in each aircraft and

should be obtained from the commanding pilot. Prior to entering the sealed aircraft, the seals shall be inspected by the

commanding pilot or by the contracted service provider for signs of tampering If tampering is detected or suspected:

• The first action must be to find the true reason for this act

• If such reason cannot be determined exactly, SKYTAXI Operations Control Center/ Dispatch must be

informed.

• Dispatch office may contact Security Manager and advise the commanding pilot for a thorough

assessment of the situation. If deemed necessary or in order to obtain additional information/

guidance, CAA may be contacted via Security Manager.

• The Flight and Cabin Crew shall carry out a complete security search of the aircraft.

• When results are negative, the aircraft can be released for flight. However, the Security Manager can

impose any additional measures deemed necessary in the given circumstances.




2.3.2.3. Safeguarding of Aircraft

The Airport Authority (station) must take all reasonable precautions to safeguard the aircraft, its loading and other

related equipment. The following precautions must be considered if a SkyTaxi aircraft is to be left unattended at a

parking position:

• All entry-, cargo-, and service doors etc. must be closed

• Boarding stairs, passenger bridges, lifting platforms etc. have to be removed from the airplane

(approx. 3 meters);

• Doors accessible from the ground without help must be sealed with seals at the respective high speed

tape markings;

• Before entering an airplane so parked the seals (security seals) must be checked for integrity (exterior

safety check).

Note: If any seal is found to be missing or damaged, the respective compartment, cockpit and cabin, which includes

galleys, lavatories, head racks, and compartments with quick release latches, must be checked for foreign objects

before boarding of passengers. If any foreign object is detected, do not remove it, but inform the commanding pilot or

security authorities immediately.

2.3.2.4. Fire Protection

The responsibility for the availability and quality of the airport fire brigade lies within the sovereignty of the concerned

country. A routine check of the fire brigade by the Handling Agent is not required. Personnel who must be available

during fueling of aircraft, shall be familiar with the location of fire-alarms and fire extinguishing equipment in the vicinity

of the aircraft and trained to use/ operate such equipment in case of emergency.

2.3.2.5. Fueling Procedures

SKYTAXI Quality System ensures through audits that all process related with fueling and fuel services (including but

not limited to fuel safety and quality, fuel facilities, personnel qualifications and performance) are provided in

accordance industrial and/or local rules and regulations. Actual fuel figures for trip and planned take-off (TOF) will be

determined by the commanding pilot and given to the concerned handling personnel. The station shall be informed if:

• There is a relevant deviation in the actual TOF quantity than from the requested amount.

• The fuel distribution on board does not correspond with the recommended fuel loading procedure.

a) Safety Precautions During Refueling/Defueling

The station engineer, trained station personnel, licensed technician or the flight crew, as appropriate, must supervise

the fueling process and ensure adherence to the following safety precautions:

1. No smoking within 20 m (65 ft) of the airplane unless local regulations demand a wider safety area;

matches, open flames, welding, use of photographic flashbulbs etc. must be kept out of the fueling area.

2. Fuel hoses shall be positioned by the shortest way to the fuel inlets; a sufficient safety distance shall be

kept from wheel-brakes (at least 1 m) . Bonding connections (grounding) from the fueling truck to the

airplane must be established to discharge any static electricity before fuel hoses are connected.




3. Equipment performing aircraft servicing functions shall not be positioned within a 3 m (10 ft) radius of

aircraft fuel system vent openings.

4. Vehicles, except fuel trucks, shall not be positioned within the venting areas.

5. In case of fuel spillage, it must be ensured that:

• Fueling process is stopped immediately

• Relevant ground personnel is informed and Fire (brigade) service is summoned (where applicable and

required)

• Spilled fuel is removed/ dried up in compliance with local procedures

• Flight crew and other qualified staff on board the aircraft is notified on each phase of action.

6. In case of overwing fueling, ground and/or airplane auxiliary power units shall be connected and switched

on before commencement of fueling/ refueling and shall not be switched off or disconnected until fueling/

refueling is terminated; no electrical switch on the airplane or on the ground power unit shall be operated

while overwing fueling is in progress, except for such switches necessary for the fueling.

7. Fueling/ defueling is strictly prohibited during thunderstorms.

8. In the event of a fire occurring either on or in the near vicinity of the aircraft, fueling must be STOPPED

immediately.

9. With a thunderstorm in the immediate vicinity of the aerodrome fueling shall be interrupted unless the

commanding pilot and the personnel concerned have agreed on a different course of action.

10. Fueling is considered to start as soon as fuel hoses connected to the airplane are pressurized. Fueling or

defueling shall be considered as terminated only after all fuel hoses have been disconnected from the

airplane. The Handling Agent supervising the fueling process must ensure to have a quick access to the

fueling agent and the flight crew in order to be able to alert any party in case of any irregular/ hazardous

situation.

b) Refueling/Defueling with Passengers on Board

Principally refueling with passengers on board may be permitted by the commanding pilot in exceptional cases of flight

irregularities, special local and/ or time critical situations, unless the aerodrome imposes specific regulations or

restrictions (presence of fire-brigade and adequate extinguishers etc.) and prerequisite it is adhered to the following

safety regulations. Defueling with passengers on board is strictly prohibited. The complete process must be executed

in coordination with the commanding pilot and cabin crew must be informed about start and end of fueling, to ensure

adherence to all necessary safety regulations. The Handling Agent must ensure that fueling is supervised by a

qualified person (e.g. Ramp Agent) on ground in the near vicinity of the aircraft who will remain capable to:

1. communicate immediately with the flight crew or other qualified persons on board the aircraft in case of

any extraordinary circumstance is encountered

2. provide notification to the flight crew or other qualified personnel on board the aircraft and/or other

appropriate personnel engaged in aircraft ground handling activities when fueling is about to begin and

has been completed

3. provide notification to the flight crew or other qualified personnel on board the aircraft when a hazardous

condition or situation has been determined to exist.

Embarkation of Passengers

Passengers may embark during fueling only if approved by the concerned Airport Authority, cockpit and ground

handling procedures or in an individual case, the station management coordinates the procedure with the commanding

pilot, and all following safety precautions hereunder are adhered to:




• Passengers are guided directly to the aircraft under the supervision of station personnel,

• Maximum distance to fueling area is considered,

• Congestion at the entrance area is avoided.

Transit Time

In transit, passengers may stay on board during fueling when this has been agreed by the Airport Authority, cockpit

and ground handling procedures or in an individual case, the station management has coordinated the procedure with

the commanding pilot (in case of crew change, the commanding pilot of the incoming flight), with adherence to safety

precautions as mentioned.

Disembarkation of Passengers

During disembarkation of passengers, fueling may be started when this has been agreed by the local Authority,

cockpit and ground handling procedures or in an individual case, the station management has coordinated the

procedure with the commanding pilot, with adherence to safety precautions as mentioned.

Special Regulations for Individual Passengers

If only a few passengers remain on board or are embarking/ disembarking during fueling, the commanding pilot (in

case of crew change, the pilot of the incoming flight) decides after thorough evaluation of circumstances, if the

following safety regulations can be entirely or partly dispensed with.

2.3.2.5.1. General Safety Measures during Fueling with Passengers on Board

1. If fueling is intended to start while passengers are still embarking/ disembarking or fueling with transit

passengers on board, the airport fire brigade must assist fueling process.

2. Fire brigade must be on stand-by within operating distance.

3. All evacuation routes inside and outside the required usable exits must be kept free of obstacles. All

vehicles and ground equipment must be positioned in such a way, that immediate slide inflation on these

exits is ensured.(Also refer to 10.2.3.1.) No catering through these exits is permitted. The aisles and

emergency exits/ doors in the cabin may not be blocked by catering or cleaning equipment.

2.3.2.5.2. Ground Safety Zone During Fueling while Passengers on Board

• A distance of minimum 3 m (10 ft) radius from fuel receptacles must be regarded as the fueling safety zone.

• Due to the hazard associated with fuel vapors all personnel must be cautioned to ensure that items and

processes such as; matches, open flames, welding, use of photographic flashbulbs etc. are kept out of the

fueling safety zone.

• Portable electronic devices, such as mobile (cellular) telephones, portable radios and pagers, shall not be

used within a distance of less than 3 m (10 ft) radius to the aircraft fuel vents or fueling equipment.

• Equipment performing aircraft servicing functions shall not be positioned within a 3 m (10 ft) radius of aircraft

fuel system vent openings.

2.3.2.6. Aircraft Acceptance and Securing of Aircraft

The responsible ramp agent must consider following rules while meeting the arrived aircraft at its parking position:




• After stop Opening / Closing of Aircraft Doorsping at the parking position:

Secure the aircraft either by wheel-chocks placed in front of and behind of both nose landing-gear wheels and

right outer main landing-gear wheels.

• In case the parking position has a slope of more than 1.5%:

• Secure the aircraft by wheel-chocks placed in front of and behind both nose landing-gear wheels and

additionally by wheel chocks placed in front of and behind both outer main landing-gear wheels.

• In case snow or ice has not been removed in the parking area:

• Place the wheel-chocks in front and behind both nose landing gear wheels and additionally in front of and

behind at least one outer main landing gear. Inform the cockpit crew about the positioning of the wheel-

chocks via headset or hand signal.

Note: Placing of chocks to an arrived aircraft must be performed only after engine spool down, anti-collision lights

switched off and clearance to approach has been given by the responsible person. (Exception: in case external power

needs to be connected to the aircraft due to various operational reasons while engines on one-side are switched off

only and anti-collision lights are still on, chocks may be placed to the front landing gears, provided that parking brakes

of the aircraft are set and clearance given by the responsible person on ground. Approach to the aircraft must be

performed through the direction of inactive (switched off) engine/s and maximum caution must be exercised.)

2.3.2.7. Opening / Closing of Aircraft Doors

All passenger and service doors may be opened only by crewmembers, technical or other trained ground staff. Danger

of serious injury in cases the following safety procedures are not adhered to while handling the aircraft doors.

2.3.2.7.1. Opening / Closing of Cabin Doors

Aircraft doors are under normal circumstances opened and closed by the crew. The Handling Agent must consider

following points:

Before opening a passenger or service door:

• The responsible ground handling personnel must make sure that the positioning of passenger stairs/ jet-

ways or catering trucks has been finished.

• The responsible ground handling personnel must make sure that the ok-sign (thumb up) has been given to

the cabin crew and that the cabin crew member has received and acknowledged the OK sign.

Before removing passenger stairs or catering trucks:

• The responsible ground handling personnel must make sure that the cabin crew has been informed.

• The responsible ground handling personnel must make sure that the cabin crew has received and

acknowledged the information.

• After the cabin door has been closed: remove the passenger stairs or catering truck at least to a distance

of 8 meters.

In case stairs are used, which require closing of the door after removal of the ground equipment:

• The responsible ground handling personnel must make sure that the respective cabin door has been

secured with the door safety-strap.

• After removal of the equipment, the responsible ground handling personnel must make sure that the door

is closed immediately.




In case the cabin doors have to be re-opened:

• The responsible ground handling personnel gives the ok-sign to the cabin crew to open the door again.

• The responsible ground handling personnel must make sure that the cabin crew has received and

acknowledged the information.

In case extraordinary circumstances require the opening of a cabin door by the Handling Agent (from

outside):

• The Handling Agent must make sure that the Evacuation-slide of the particular door has been disarmed

before opening the door (safety-stripe must not be visible to the Handling Agent).

2.3.2.7.2. Clearance for Disembarkation

Crew members and passengers may step onto passenger jet-ways only after the responsible cabin member has

received the clearance for disembarkation either from the ramp agent or from the operator (driver) of the passenger

jet-way/ stairs. In addition, passenger jet-ways/ stairs and catering trucks may only be removed from the aircraft if the

respective cabin door is already closed. The stretched safety-straps or bars at the open door are not sufficient reasons

to remove jet-ways/ stairs, unless coordinated so with the cabin crew.

2.3.2.7.3. Opening / Closing of Compartment Doors

Compartment doors must be opened after the engines have been shut down and the anti-collision light has been

switched off. Opening and closing of doors must be done by trained and authorized personnel only.

Note: In case of severe weather conditions, doors should be kept ajar or closed entirely.




2.3.3. Passenger And Crew Weights

Following weights apply for SkyTaxi passengers, including hand luggage:

2.3.3.1. Standard Weights for Passengers and Crew

Crew Cockpit / Cabin Remark Each Cockpit/ Cabin Member 85 Kg / 75 Kg Crew Baggage included

12 Years and above 2-12 Years (a) 0-2 Years

Passenger Male Female Child Infant

Holiday Charters 83 Kg 69 Kg 35 Kg 00 Kg

All flights Except

Holiday Charters

88 Kg

70 Kg

35 Kg

00 Kg

(a) A passenger who has passed his/her second birth date but not reached his/her twelfth birth date is defined as

“Child”.

(b) Carry-on (hand) luggage weight is included.

2.3.3.2. Alternate Weights for Passengers

In the case passenger figures cannot be specified as male/ female due technical failure and/or other reasons,

alternate weights may be applied with prior notification of the flight crew.

12 Years and

above

2-12 Years

0-2 Years

Passenger Adult Child Infant

Holiday Charters 76 Kg 35 Kg 00 Kg

All flights Except for Holiday

Charters (Scheduled Flights)

84 Kg

35 Kg

00 Kg

2.3.4. Checked / Hold Baggage Weights

Actual baggage weights must be used in the preparation of the load. If the actual baggage weights cannot be specified

due technical failure and/ or other reasons, a standard weight (12 Kg for per piece of baggage) may be applied with

prior notification of the flight crew.

Note: On domestic charter flights the standard weight shifts to 12 Kg.




2.3.5. Load Planning, Load Control and Documentation

2.3.5.1. Load Planning

Load Planning shall ensure that;

• all data relating to load are obtained

• planned load for the flight does not exceed the maxima and balance condition and is within the safety

limits

• in the handling of special loads (including bulky items), the maximum quantities, restrictions, separation

and segregation requirements are adhered to

• center of gravity (CG) parameters affecting fuel consumption are considered

2.3.5.2. Load Control

Load Control shall ensure that;

• weight and balance of the aircraft are correct and within limits

• the aircraft is loaded in accordance with the carriers’ general regulations by considering specific loading

instructions (obtained from the flight crew or Ground Operations) of the particular flight.

• the information on the Load & Trim Sheet corresponds with the actual load on the aircraft, passengers

and fuel

• the structural and operational weight limits of the aircraft are not exceeded.

2.3.5.3. Documentation

It is mandatory to present / provide the crew with the following information/ documents prior to departure:

• Load & Trim Sheet (Mass & Balance Document)

• General Declaration (where applicable)

• Passenger Manifest (If passenger on board)

• Cargo Manifest (if any cargo on board, however note some countries require a cargo manifest regardless

if any cargo is on board or not)

• All other necessary information not covered within the above documents, related with special load/

passengers (cargo type, company mail, special category passenger etc.)

2.3.5.3.1. Loading Instruction Form

The Loading Instruction Form gives detailed information regarding the loading respectively unloading of an aircraft. It

must be prepared for every flight. This form will be prepared and undersigned by the Load Planner respectively Ramp

Agent confirming that the Load & Trim Sheet will be generated according to the issued Loading Instruction. This form

will be delivered to the person coordinating and / or supervising physically the loading process. The person

coordinating and/or supervising the loading process of the aircraft confirms by signature that the load and its

distributions are in accordance with the Loading Instruction.

The signed copy of the Loading Instruction must be distributed and filed as appropriately. Loading Instruction Form

can be ordered from SKYTAXI.




2.3.5.3.2. Loadsheet (Mass & Balance Document)

For each flight, the mass and the center of gravity of the aircraft have to be determined with reference to the actual figures of

load on the aircraft. The Loadsheet contains information on loaded cargo, passenger seating and the actual position of

center-of-gravity (CG) at take-off. It is always calculated for TAKE-OFF conditions. This document can be prepared in

manual format, or by the use of SkyTaxi W&B Program. In every format, the prepared document must be presented to the

commanding pilot for final approval. Prior to delivery of the Loadsheet to the flight crew, it must be ensured that the name of

the responsible Agent who has prepared the document is clearly visible on it. The approved copy by the flight crew must be

distributed and filed as appropriately.

Definition of Terms and Abbreviations on the Load & Trim Sheet

Maximum Mass

Before a new aircraft type is certified for operation, the manufacturer determines limitations, which must be observed by the

operator. The limitations are established by means of comprehensive tests including crack tests, fatigue tests and in-flight

tests.

Maximum Taxi Mass

This maximum mass is a structural limit, influenced by the strength of the main landing and nose gear, including the maxima

for the tires of the gears. The maximum Taxi Mass describes the mass after fueling, loading and boarding of the passengers

and before engine start up.

Maximum In-flight Mass

This maximum mass is a structural limit influenced by the power of the engines and the Liftoff produced by the wings. Also

the wing root structure limits the maximum to a certain extent. The maximum in-flight mass is the highest the aircraft may

weigh, when influence of force is on the wing-root and engine thrust force.

Maximum Take-off Mass (MTOM)

This maximum mass is established by the operator, not by the manufacturer. It is based on the Maximum Taxi Mass and on

the Maximum In-flight Mass. Under standard conditions, i.e. normal taxi fuel, the two above-mentioned maximum mass shall

not be considered for the determination of the Maximum Take-off Mass for the Loadsheet. The Maximum Take-off Mass is

the highest, the aircraft may weigh at the beginning of take-off run. This mass may be reduced due to meteorological

influences e.g. water on the runway, runway slope, percentage of engine utilization, etc.

Maximum Zero Fuel Mass (MZFM)

This maximum mass is a structural limit influenced by the strength of the wing roots. The Maximum Zero Fuel Mass is the

highest; the aircraft may weigh in a load condition, but with the fuel tanks empty.

Maximum Landing Mass (MLAM)

This maximum mass is a structural mass influenced by the strength of the main landing and nose gear including the

maximums for the tires of the gears. The Maximum Landing Mass is the highest, the aircraft may weigh, when touching

down after a flight. It is considered, that the aircraft may not touch down with all landing gears at the same time. The

Loadsheet considers the limits of the MZFM, MTOM, and MLAM.

Dry Operating Mass (DOM)

DOM is defined as the mass of the equipped airplane including crew and their baggage, cabin equipment such as pantry

and toilets supplies as well as standard quantities of oil and water except usable fuel, traffic load and overwater flight

equipment.

Dry Operating Index (DOI)

DOI is an index for the position of the center of gravity of the aircraft at DOM.

Operating Mass

Operating mass is obtained by DRY OPERATING MASS + TAKE OFF FUEL.

Take-off Mass (TOM)

TOM is the actual mass of the fully equipped and loaded aircraft at take-off.




Abbreviations on the Loadsheet

AOG Aircraft spare parts required for aircraft on ground; followed by their loading position, e.g. AOG/1

ATOM Actual Take-off Mass

AVI Live animals; followed by their loading position, e.g. AVI/1

B Baggage

BED Installed stretcher; followed by the total number of seats blocked by the stretcher, the number of passengers (incl. invalid) traveling on these seats, e.g. BED/9/2 (Applicable only on flights to be performed by TC-SAC, TC-SAD, TC-SAE, TC-SAF, TC-SAG)

BEH Stretcher in hold; followed by its loading position and weight, e.g. BEH/4/40 (Applicable only on flights to be performed by TC-SAC, TC-SAD, TC-SAE, TC- SAF, TC-SAG)

CAB Cabin

CH Child

CKPT Cockpit

COM Company mail; followed by its loading position and weight, e.g. COM/1/15

CCP Compartment / Captain

CPT Catering Service Unit in compartment; followed by its loading position and weight,

CSU e.g. CSU/1/80

DEST Destination

DOI Dry operating Index

DOM Dry operating Mass

EAT Foodstuffs / eatable materials for human or animal consumption; followed by its loading position e.g. EAT/1/55

EET Estimated En-route Time

EIC Equipment in compartment; followed by its loading position and weight, e.g. EIC/1/30

F Female

FWD Forward,

GRP Group

HEA Heavy (bulky) cargo items of 150 kg or more compartment; followed by its loading position and weight, e.g. HEA/1/220

HUM Human remains in coffins; followed by its loading position and weight;

I e.g. HUM/1/85

ICE Infant

LMC Dry ice; followed by its loading position, e.g. ICE/1

M Last-Minute Change

MAC Male

MAG Mean Aerodynamic Chord

MZFM Magnetized materials; followed by its loading position, e.g. MAG/4

NIL Maximum Zero Fuel Mass

PAD No items listed

PAX Passenger available for disembarkation

PEF/PER Passenger

PEM Perishable cargo (plants & plant products), followed by its loading position, e.g. PEF/1 for eatable plant products (vegetables & fruits) to be used with the code EAT, e.g. PEF/EAT/4

PES Perishable cargo (meat & meat products); followed by its loading position, e.g. PEM/4

PIC Perishable cargo (fish & seafood), followed by its loading position, e.g. PES/4

RCL Pilot –in- Command

RCM Cryogenic Liquids; followed by its loading position, e.g. RCL/41

RFG Corrosive; followed by its loading position, e.g. RCM/11

RFL Flammable Compressed Gas; followed by its loading position, e.g. RFG/43




RFS Flammable Solid; followed by its loading position, e.g. RFS/43

RFW Dangerous when wet; followed by its loading position, e.g. RFW/43

RIS Infectious Substance; followed by its loading position, e.g. RIS/43

RNG Non-Flammable Compressed Gas; followed by its loading position, e.g. RNG/41

ROP Organic Peroxide; followed by its loading position, e.g. ROP/41

ROX Oxidizer; followed by its loading position, e.g. ROX/41

RPB Toxic; followed by its loading position, e.g. RPB/41

RPG Toxic Gas; followed by its loading position, e.g. RPG/41

RSB Polystyrene Beads; followed by its loading position and weight, e.g. RSB/1/15

RSC Spontaneously Combustible; followed by its loading position, e.g. RSC/41

RXS Explosive 1.4 S; followed by its loading position, e.g. RXS/41

SI Supplementary Information

TOM Take-off Mass

ZFM Zero-fuel Mass

Loadsheet (Mass & Balance Documents) Types

A. Manual Loadsheet

The manual Loadsheet may be prepared only by the SkyTaxi Crew

Distribution:

Original.................on board the airplane

Copy/ies................to the station trip file.

For Sample Manual Loadsheet refer to PART 7.

B. SkyTaxi Electronic Loadsheet Program

SkyTaxi Electronic Loadsheet Program may be used at preset stations and/ or the flight crew.

1. Use of the Electronic Loadsheet by the Handling Agent:

The SkyTaxi Electronic Loadsheet can be used only by the crew, and sign copy will be delivered to Handling agent by

crew.

Distribution:

Original.................on board the airplane

Copy/ies................to the station trip file.

For Sample Manual Loadsheet refer to PART 7

Note: The Handling Agent shall ensure that one copy of the approved document will be taken by the pilot while the

other one retains in the records of the station for minimum 3 (three) months and is destroyed thereafter.

2.3.5.4. General Declaration Form (GenDec)

The GenDec is a standard document providing details about a flight, which is required for aircraft clearance by the

official Authorities of certain countries.

For Sample General Declaration Form (GenDec) refer to PART 7




2.3.5.5. Company - Mail Delivery Form (Co-mail)

SkyTaxi Co-mail form, or in case not available, another form/ sheet shall be used when co-mail has been handed over

to crew or loaded into the cargo compartments.

2.3.5.6. Cargo Manifest

Cargo manifest is provided by Shipper or Cargo owner.

2.3.5.7. Last-Minute Change (LMC)

In case any last-minute change(s) occur after completion of the Loadsheet (Weight and Balance Documentation), this

must be brought to the attention of the commanding pilot and must be entered in the LMC column of the Loadsheet.

Maximum deviation is +/- 200kg.

Deviations which are allowed as LMC are: Crew, passengers, baggage, cargo, mail, EIC, take-off fuel adjustments and

potable water.

2.3.5.8. Station Trip File

For each outgoing flight, a file containing the following documents/ information must be compiled and stored by the

respective Handling Agent for at least 3 (three) months. The stored files may be destroyed after this period. Unless

otherwise advised by SkyTaxi, the Station Trip File shall contain:

• Loadsheet

• All operational messages of the incoming and outgoing flight

• A copy of Cargo Manifest (if cargo on board)

• A copy of Passenger Manifest (if passenger on board)

• A copy of the technical log book -PDT

• Special load notification (If any)




2.3.6. Loading of Items

2.3.6.1. Passenger Baggage

The Handling Agent is responsible for the suitable transfer of the baggage from/ to the aircraft, considering current

weather conditions. All baggage of checked passengers shall be distributed to the cargo compartments/ net sections

as appropriate.

Note: It must be ensured that the number of baggage as checked matches with the loaded figure; SkyTaxi officials

must be immediately notified in case of mismatching, prior to closing cargo/ hold doors. It is strictly advised to check

baggage-tags (destination and flight number) at random intervals during loading process, in order to eliminate

mishandling, i.e. loading of incorrect loads.

2.3.6.1.1. Handling of Transfer / Local Baggage

On multi-sector and/ or hub-flights, baggage to different destinations shall be loaded, wherever feasible, to

separate compartments. Subsequent to departure, next station must be informed immediately via an LDM Message

(refer to PART 6).

2.3.6.1.2. Bulky Passenger Baggage

Bulky baggage (Surfboards, canoes, bicycles etc.) must be booked in advance. To prevent damage the baggage must

be packed accordingly:

• Bicycles can only be accepted if pedals are turned inside, handle turned parallel to frame. They must be

packed in special bicycle cases, bags, cartons or bundled up with suitable material to prevent damage.

• Wheelchairs and infant buggies must be tagged additionally with the Delivery at

• Aircraft tag as a special service to the passenger.

• Prams and buggies must be folded and tied together to prevent unfolding.

2.3.6.2. Securing of Bulk Load

Bulk load in cargo compartment is secured by the separation nets between the different net sections. After loading has

been completed, all nets must be closed properly. Certain special loads (e.g. live animals on cargo flight) require

additional lashing to prevent them from loose movement during flight. All following procedures are based on the

capacities of available tie-down material, which can be ordered from SkyTaxi.

2.3.6.2.1. Standard Lashing

This standard lashing procedure is mandatory for all heavy (HEA) pieces weighing 50 kg or more. In addition lashing is

necessary for:

• small pieces with a high individual weight (high density cargo)

• load which must be prevented from tilting

• pipes, tubes, bars, beams, planks or similar pieces




The required lashing material for standard lashing consists of:

• 4 tie-down rings

• 4 tie-down ropes or tie down-straps

• 1 security rope

In order to secure the stability of the particular load/ item:

• Use 2 tie-down ropes/straps to secure the piece against upward forces

• Use 1 tie-down rope/strap to secure the piece against forward forces

• Use 1 tie-down rope/strap to secure the piece against backward forces.

• Use the security rope/strap to prevent a gliding down of the tie-down ropes/straps and observe the Maximum

Floor and Load and Maximum Running Load limitations published for each aircraft type.

• Use supporting planks to increase the floor contact area of the piece

2.3.6.3. Handling of PET as Checked Baggage (AVIH)

NOT ALLOWED ON SKYTAXI FLIGHTS

2.3.6.4. Other Special Loads

All shipments that require special handling or special attention due to their nature are considered as Special Loads:

• Diplomatic mail (DIP)

• Wet cargo (WET)

• Aircraft engines

• Human remains (HUM)

• Press material (PRS)

• Living human organ (LHO)

• Unaccompanied baggage (UBAG)

• Dangerous goods (DGR) * (also refer to PART 4)

• Temperature-sensitive cargo

• Perishable cargo (PER)

• Valuable cargo (VAL)

• Shock-sensitive cargo

• Cargo in danger of theft and valuable goods

For information about restrictions of special loads and the loading of Dangerous Goods, refer to PART 4.

2.3.6.5. Cargo Carriage in the Passenger Cabin

In exceptional cases, passenger cabin may be used for the carriage of cargo. In such situation, authorization of

SkyTaxi are required.

Cargo material may be transported in the cabin if at least all of the criteria below are met:

• Material classified under ‘Dangerous Goods’ is strictly prohibited.

• A mixture of passengers and live animals (as cargo) cannot be accepted (except for pets under the

accompaniment of its owner).




2.3.7. Potable Water Uplift

Due to latest EU (European Union) Directives, the requirements for the quality of drinking water have been

standardized within the EU. For this reason water uplift is allowed on all EU stations.

At NON-EU stations, potable water can be uplifted on SkyTaxi aircraft if the water is bacteriologically clean. Service

providers shall send a Bacteriological Examination Report to SkyTaxi Operations in three months intervals to

prove the water is bacteriologically clean.




2.3.8. Aircraft de-icing and anti-icing on the ground

2.3.8.1. Definitions

De-icing – in the case of ground procedures, means a procedure by which frost, ice, snow or slush is removed from

an aircraft in order to provide uncontaminated surfaces;

Anti –icing – in the case of ground procedures, means a procedure that provides protection against the formation of

frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period of time (hold-over time);

Hold Over Time- HOT- means the estimated time the anti-icing fluid will prevent the formation of ice and frost and the

accumulation of snow on the protected surfaces of an airplane.

Conditions favoring the formation of ice:

Frost – Ice crystals that form from ice in the air at temperatures below 00C (320F) by direct sublimation on the ground

or other exposed objects. The maximum thickness of a layer of frost permitted on the bottom of the wing surface is 2

mm.

Snow – Precipitation of ice crystals, most of which are branched, star-shaped or mixed with unbranched crystals.

Dry snow – snow with limited water content, created at temperatures below -20C and it has a loose structure. It may

became wet when exposed to the effects of sunshine.

Wet Snow – Snow with plastic properties. In some conditions it changes to slush very quickly. If there are any doubts

relating to the wet snow it must be considered as slush.

Slush – Snow or ice that has been reduced to a soft watery mixture.

Freezing Precipitation – Snow, freezing rain, drizzle or hail which freezes upon impact with the aircraft’s surface.

Freezing Fog – A suspension of numerous minute water droplets which freeze upon impact with the surface.

Freezing Rain – Precipitation of liquid water particles which freeze upon impact with the ground or other exposed

objects.

Clear Ice – Transparent ice layer created from freezing precipitation or after aircraft de-icing. Application of liquid Type

I mixture and water on an over-cooled aircraft surface can remove frozen precipitation at extremely low temperatures.

Trace of Ice – Deposit which has no influence on the aircraft’s performance but should be reported due to

meteorological reasons.

Light Ice – Conditions, where anti-acing can be performed with the use of normal anti-icing/de-icing equipment. The

flight can be safely continued.

Moderate Ice – Conditions where anti-acing can be performed with the use of normal anti-icing/de-icing equipment.

The flight can be safely continued but a change in the flight level should be considered.

Severe Ice – Ice formation which cannot be counteracted with the use of normal anti-icing/de-icing equipment. In such

circumstances, the Pilot in command should turn back from the route and change the altitude level. Commencing the

flight in such conditions leads to losing the aircraft’s airworthiness.

Results of icing:

Transparent or irregular ice which is created on the aircraft surface may lead to significant reduction in the

performance of the aircraft, which results in the following:

Significant decrease in the ability to lift and increase in dragging due to disturbances in the aerodynamic airflow.

Jamming of flight control panel or devices for balancing.

Decrease of takeoff and landing performances.

Decrease of external visibility and creation of optical illusions.




2.3.8.2. General Procedures

Responsibility of the Commander:

- The Commander shall not commence a flight, until the external surfaces are free of any deposits which may

have a negative influence on the aircraft’s performance or steerability with the exception of cases permitted in

AFM (OPS 1.345).

- The Commander shall not commence a flight in current or expected icy conditions until the aircraft is certified

and equipped for ice removal. (OPS 1.270).

- The Commander shall not allow dry snow to be blown off by the propeller.

- The Commander shall de-ice the aircraft in case of doubt .

- The Commander shall check the results of using the de-icing and anti-icing fluid.

Take offs are not permissible in the following conditions:

- Freezing rain;

- During heavy rain and snow precipitation (at temperatures of about 00C)

- If snow, ice or frost accumulates on the aircraft during the process of taxiing

- If hold over time elapsed (HOT).

Critical surfaces of the aircraft:

- It is important to additionally check the following during the pre-flight inspection before takeoff:

- Landing gear with special attention paid to the landing gear hatch covers.

- Air intakes of the ventilation, engine, oil and cooler systems.

- Air escapes of the fuel tanks.

- Pitot tube.

- Static pressure ports.

- Surfaces of the wings and controls.

- Wing flap areas.

2.3.8.3. SAAB 340 de-icing procedures

a) It is approved to remove small amounts of dry snow from aircraft surfaces by brush. Snow may be

removed by SkyTaxi mechanic or pilot

SkyTaxi uses specialized airport services for anti-icing and de-icing actions.

According to AEA recommendations, that minimum anti-icing liquid quantity used for SAAB 340 wing surfaces

and horizontal stabilizer is equal 70 and 20 liters.

Prior to commencement of the de0icing/anti-icing operation, certain vital information will need to be shared and

acknowledged between the Deicing Operator and PIC, to ensure that the aircraft is treated correctly, in a safe

manner, and with a safe result. In order to ensure that these basic criteria are met, the following items, dealing

with the exchange of information between the pilot and the deicing crew, should be accomplished prior to

commencing the operation (the following may by confirmed either by the radio on Deicing Operator radio

frequency, or verbally before closing aircraft doors, by the PIC and the Deicing Operator).

1. Confirmation of the deicing/anti-icing methodology being used.

2. Confirmation of type of fluid(s) to be applied to aircraft

3. Confirmation of fluid mixture ratio




Ensuring, that conditions specified above are fulfilled and vital information shared and acknowledged between

the flight crew and the Deicing Operator, deicing / anti-icing procedure may be started, provided, that:

1. Communication is established between deicing crew and flight crew (only when de-icing crew is equipped

with VHF radio)

2. It is confirmed that brakes are set and aircraft correctly configured for the type of deicing being accomplished

3. confirmation from the deicing operator to the PIC is received that deicing / anti-icing operations are about to

commence.

When the de-icing/anti-icing procedure is completed, the following information must be provided by

Deicing Operator to the PIC

1. Time noted at the start of anti-icing fluid application. This is required by the PIC for the commencement of

HOT timing – see tables 2.1.8.9a-d

2. type of fluid used

3. mixture ratio used

4. mixture liters used

Information specified in point f. above must be included either on the document provided to the PIC by Deicing

Operator, or may be recorded on radio frequency (ground, tower, information). PIC confirms receiving the

specified data and makes appropriate notes regarding deicing/anti-icing action taken in Aircraft Technical Log,

prior to departure.

2.3.8.4. Fluid Trades names

TYPE I TYPE II TYPE IV

Shell S7632 Kilfrost ABC-3 Hoechst Safewing MP IV

1957

Texaco WD-20, WD-30 Hoechst 1704 LTV UCAR AAF−ULTRA

Bron Union Carbide

Corporation 11ADF SPCA

AD 104,

AD 99−6

Thompson-Hayward

Chemical Co. TH

Kilfrost (MIL spec D −

8243d)

2.3.8.5. Physical – chemical characteristics

TYPE I FLUID – liquid (orange color) which is mainly the mixture of ethylene or propylene glycol with corrosion

inhibitors and substances decreasing the surface tension. It is characterized by low viscosity with the exception of very

low temperatures. The viscosity of Type I fluid only depends on the temperature. During continuous precipitation, the

effectiveness of this fluid may be decreased due to diluting and the eventual washing out of the fluid by the

precipitation. However, Type I fluid has a reliable anti-icing function, but it should be treated as a de-icing fluid. Type I

fluid creates a smooth brilliant coat on the aircraft’s surface. The appearance of slush or irregular ice formation means

that the fluid applied does not act properly anymore so de-icing must be repeated.

TYPE II, III, or IV FLUID – liquids (Type II color: transparent, or pale straw type; Type II and III color: emerald green),

anti-icing liquids are created from propylene glycol with the addition of high-molecular polymer during continuous

precipitation conditions on the ground. The have thixotropy properties (does not flow off on deadweight). The viscosity

of these groups of liquids depends on the temperature and the mechanical shearing forces (created by the

aerodynamic airflow). During takeoff, the viscosity decreases together with the increasing airspeed, which causes the




liquid to flow off (decreasing of coat thickness) with deposited ice, which in turn results in the aircraft being

aerodynamically clean at lift-off.

TYPE III FLUID – liquid with properties between Type I and Type II fluid. It’s Hold Over Time is longer than for Type I

fluid and shorter than for Type II fluid. The properties of Type III fluid designed for aircrafts which achieves a rotation

speed faster (commuter, turboprop). The influence on the aircraft’s aerodynamics is lower than in case of Type II fluid.

HOT (Hold Over Time) protection operating time – approximate time for which anti-icing fluid will prevent the formation

of frost or ice and the accumulation of snow or ice on the protected aircraft surfaces.

One step de-icing – single fluid application in light icing conditions in which the main objective is to de-ice the aircraft

surfaces and not to counteract icing for a long time. This process is based on spreading the heated liquid with water on

the aircraft’s surface in order to remove ice deposits and to initiate short term anti-icing.

Two step de-icing/anti-icing – This process is based on the application of de-icing fluid on the aircraft’s surfaces and

then the application of anti-icing fluid for a longer period of time. Usually the first part of the process is based on

spreading a highly diluted and heated mixture of liquid with water on the aircraft’s surface. In some cases it may be

100% water. Immediately after de-icing (within 3 minutes) the next part of the process must follow based on the

application of anti-icing fluid.

LOUT (Lowest Operational Use Temperature) – the lowest operational use temperature is the higher (warmer)

temperature of the two provided below:

The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to AS5900) for a given

type (high speed or low speed) of aircraft,

The freezing point of the fluid plus the freezing point buffer of 100C for Type I fluid and 70C for Type II, III or IV fluids.

For applicable values refer to the fluid manufacturer’s documentation.

2.3.8.6. Influence of de-icing on the aircraft’s performance

Anti-icing fluids creates a thin coat on the aircraft’s surface so they should not have any influence on the aircraft’s

performance. A longer runway distance should be considered because high viscosity liquids (mainly Type II) may

require higher lift-off speed value.

2.3.8.7. Recommendations for using Type I fluids or their mixtures with water (minimum recommended

quantities) with the function of outside temperature (OAT).

OAT

One-Step Procedure

De-icing/Anti-icing

Two-Step Procedure

De-icing Anti-icing 1)

0°C (32°F)

and above Heated mixture of fluid and

water with a freezing point of at

least 100C (180F) below OAT

Heated water or a heated

mixture of fluid and water Heated fluid/water mixture with

a freezing point of at least

100C (180F) below OAT

below

0°C (32°F)

down to LOUT

Heated fluid/water mixture

with a freezing point at OAT

or below

1) To be applied before the first step fluid freezes




Note 1: Temperature of water or fluid/water mixtures shall be at least 600C (1400F) at the nozzle. Upper temperature limit

shall not exceed fluid and aircraft manufacturer’s recommendations.

Note 2: This table is applicable for the use of Type I Holdover Time Guidelines. If holdover times are not required, a

temperature of 600C (1400F) at the nozzle is desirable.

Note 3: To use Type I Holdover Times Guidelines in all conditions including active frost, an additional minimum of 1

litre/m2 (~2 Gals/100ft2) of heated Type I fluid mixture must be applied to the surfaces after all frozen

contamination is removed; this is needed to heat up these surfaces as heat contributes significantly to the Type

I fluid holdover times. This can still be done with a 1-step method by using just a little more fluid in one go than

strictly needed to just remove all the frozen contamination.

CAUTION: Wing surface temperatures may be lower than OAT. If this condition is identified, a stronger mixture

(more glycol) may need to be used to ensure a sufficient freezing point buffer.

2.3.8.8. Guidelines for the application of Type II and Type IV fluid/water mixtures (minimum concentrations) as

a function of OAT.

OAT 1)

Concentration of neat fluid/water mixture in vol%/vol%

One-Step Procedure

Two-Step Procedure

De-icing/Anti-icing First step: De-icing Second step: Anti-icing 2)

0°C (32°F) and above

50/50

heated 3)

Type II or IV

Heated water or a heated

Type I, II or IV

fluid/water mixture

50/50

Type II or IV

fluid/water mixture

below 0°C (32°F)

to − 3°C (27°F)

50/50

heated 3)

Type II or IV

fluid/water mixture

Heated Type I, II or IV

fluid/water mixture with a

freezing point at OAT or

below

50/50

Heated/unheated

Type II or IV

Fluid/water mixture

below − 3°C (27°F)

to −14°C (−7°F)

75/25

heated 3)

Type II or IV

fluid/water mixture




below

75/25

Heated/unheated

Type II or IV

Fluid/water mixture

below − 14°C (7°F)

to −23°C (−9°F)

100/0

heated 3)

Type II or IV




below

100/0

Heated/unheated

Type II or IV

below − 23°C (−9°F)

Type II / Type IV fluid may be used below -23 0C (-9

0F) provided that the freezing point of

the fluid is at least 70C (13

0F) below OAT and that aerodynamic acceptance criteria are

met (LOUT).

NOTE: Type II/Type IV fluid may not be used below -250C (-13

0F) in active frost

conditions.

Consider the use of Type I fluid/water mixture when Type II or IV fluid cannot be used

(see table 2.1.8.7.)

(1) Fluids must only be used at temperatures above their LOUT.

(2) To be applied before the first step fluid freezes.

(3) Clean aeroplanes may be anti-iced with unheated fluid.




Note:

desirable. When the first step is performed using a fluid/water mixture with a freezing point at OAT, the

temperatu

applied to the surfaces to be de-iced. Upper temperature limit shall not exceed fluid and aircraft

manufacturer's recommendations.

CAUTION 1: Wing skin temperatures may be lower than OAT. If this condition is identified, it shall

be verified if a stronger mixture (more glycol) may need to be used to ensure a sufficient freezing

point buffer. As fluid freezing may occur, 50/50 Type II, III, or IV fluid shall not be used for the anti-

icing step of a cold soaked wing as indicated by frost or ice on the lower surface of the wing in the

area of the fuel tank.

CAUTION 2: An insufficient amount of anti-icing fluid, especially in the second step of a two-step

procedure, may cause a substantial loss of holdover time. This is particularly true when using a

Type I fluid mixture for the first step (de-icing).

CAUTION 3: Some fluids shall only be used undiluted. For some fluids the LOUT may differ. For

details refer to fluid manufacturer's documentation.

NOTE: Type III fluid has been removed from this table since the application of the current Type III fluids

is fluid specific and does not fit this table.

2.3.8.9. Hold Over Times

Referring to AEA (Association of European Airlines) Recommendations for De-Icing / Anti – Icing of Aircraft on the

Ground – 31st Edition August 2016.

OAT – Outside Air Temperature.

Mixture – proportion of liquid and water in the mixture (e.g. 75/25 means 75% fluid and 25% water in the mixture)

Table 2.1.8.9a Guidelines for HOT anticipated for TYPE I, II, III and IV fluid mixtures in Active Frost conditions as a function of

OAT

Approximate HOT

(hour:min) – active

frost

OAT TYPE II, III, IV fluids

Concentration Neat fluid/water

Vol%/Vol%

Approximate HOT (hour:min) – active frost

Type I 1) 2) ºC ºF Type II 3) Type III 3) 4) Type IV 3)

0:35

-1 and above 30 and

above

100/0 8:00 2:00 12:00

75/25 5:00 1:00 5:00

50/50 3:00 0:30 3:00

below -1 to -

3

below 30 to

27

100/0 8:00 2:00 12:00

75/25 5:00 1:00 5:00

50/50 1:30 0:30 3:00

below -3 to -

10

below 27 to

14

100/0 8:00 2:00 10:00

75/25 5:00 1:00 5:00

below -10 to

-14 below 14 to 7

100/0 6:00 2:00 6:00

75/25 1:00 1:00 1:00




below -14 to

-21 below 7 to -6 100/0 6:00 2:00 6:00

below -21 to

LOUT or -25

whichever is

warmer

below -6 to

LOUT or -13

whichever is

warmer

100/0 2:00 2:00 4:00

Below -25 to

LOUT

Below -13 to

LOUT NO holdover time guidelines exist

1) Type I Fluid/Water Mixture is selected so that the FP of the mixture is at least 100C (180F) below the OAT. 2) May be used with temperatures below -250C (-130F) down to their LOUT (fluid specific, fluid name must be known)

3) Type II, III and IV fluids may not be used below -250C (-130F) in active frost conditions. 4) To use the Type III fluid frost holdover times, the name of the fluid used must be known and the fluid must be applied as

required since the holdover times for Type III fluids are fluid application specific (heated or unheated).

De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for - and do not provide - protection during flight.

Holdover times in the table above can only be used when de-icing/anti-icing has been done with flaps/slats retracted.

Table 2.1.8.9b Guidelines for HOT anticipated for TYPE I fluid mixtures as a function of weather conditions and OAT

Approximate HOT in various weather conditions (hours : minutes)

OAT 1)

(ºC)

Freezing

Fog

Snow/Snow

Pellets 2)

Freezing

drizzle 3

)

Light Freezing

Rain

Rain on cold

Soaked Wing Other

4,5)

–3º and above 0:09–0:16 0:03–0:06 0:08–0:13 0:02–0:05 0:01–0:05 6)

below –3º

to −6º 0:06–0:08 0:02–0:05 0:05–0:09 0:02–0:05

No HOT Guidelines exist below –6º

to –10º 0:04–0:08 0:02–0:05 0:04–0:07 0:02–0:05

below –10º

to LOUT 0:04–0:07 0:02–0:04

1) Type I fluids may beused below -100C (140F) down to their LOUT (fluid specific, fluid name must be known) 2) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times; 3) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times; 4) Other conditions are: heavy snow, ice pellets, hail, moderate freezing rain and heavy freezing rain; 5) For holdover times under active frost conditions see the separate frost Table (Tab 2.1.8.9a) 6) No holdover time guidelines exist for conditions of 00C (320F) and below.

Type I Fluid / Water Mixture is selected so that the Freezing Point of the mixture is at least 100C (180F) below the actual OAT.

CAUTION: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or

high moisture content, high wind velocity or jet blast may reduce the holdover time below the lowest time stated in the

range. The holdover time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore,

the indicated times should only be used in conjunction with a pre-takeoff check.






Table 2.1.8.9c Guidelines for HOT anticipated for TYPE II fluid mixtures as a function of weather conditions and OAT


OAT 1)

ºC (ºF) Mixture

Freezing

Fog

Snow/Snow

Pellets 2)

Freezing

drizzle 3)

Light

Freezing Rain

Rain on cold

Soaked Wing Other

4,5)

–3º C (27ºF) and

above

100/0 0:35–1:30 0:20–0:45 0:30–1:00 0:15–0:30 0:07–0:40 6)

75/25 0:25–0:55 0:15–0:25 0:15–0:40 0:10–0:20 0:04–0:25 6)

50/50 0:15–0:25 0:05–0:10 0:08–0:15 0:05–0:09

below –3ºC

(27ºF) to

–14ºC (7ºF)

100/0 0:20–1:05 0:15–0:30 0:20–0:45 7) 0:10–0:20

7)

No HOT Guidelines exist 75/25 0:25–0:50 0:08–0:20 0:15–0:25

7) 0:08–0:15

7)

below –14ºC

(7ºF) to

–22,5ºC

(-8,5ºF) or LOUT

100/0 0:20–0:35 0:08–0:10

1) Type II fluids may be used below -22,5°C (-8,58°F) down to their LOUT (fluid specific, fluid name must be known).

Consider the use of Type I fluid when Type II fluid cannot be used 2) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times; 3) If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times; 4) Other conditions are: heavy snow, ice pellets, hail, moderate and heavy freezing rain; 5) For holdover times under Active Frost conditions see the separate frost Table (Tab 2.1.8.9a) 6) No holdover time guidelines exist for conditions of 00C (320F) or lower. 7) No holdover time guidelines exist for conditions of -100C (140F) or lower.










Table 2.1.8.9d Guidelines for HOT anticipated for TYPE IV fluid mixtures as a function of weather conditions and OAT


OAT 1)

ºC (ºF) Mixture

Freezing

Fog

Snow/Snow

Pellets 2

)

Freezing

drizzle 3)

Light Freezing

Rain

Rain on cold

Soaked Wing Other

4,5)

–3ºC (27ºF)

and above

100/0 1:15–2:40 0:35–1:10 0:40–1:30 0:35–0:40 0:08–1:25 6)

75/25 1:25–2:40 0:45–1:15 0:50–1:20 0:30–0:45 0:09–1:15 6)

50/50 0:25–0:50 0:15–0:25 0:15–0:30 0:09–0:15

below –3ºC

(27ºF) to

–14ºC (7ºF)

100/0 0:20–1:35 0:25–0:45 0:25–1:20 7) 0:20–0:25

7)

No HOT Guidelines exist 75/25 0:30–1:10 0:20–0:45 0:15–1:05 7) 0:15–0:25

7)

below –14ºC

(7ºF) to

–22,5ºC

(-8,5ºF) or

LOUT

100/0 0:20–0:40 0:08–0:10

1) Type IV fluids may be used below -22,5°C (-8,58°F) down to their LOUT (fluid specific, fluid name must be known).

Consider the use of Type I fluid when Type II fluid cannot be used 2) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times; 3) If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times; 4) Other conditions are: heavy snow, ice pellets, hail, moderate and heavy freezing rain; 5) For holdover times under Active Frost conditions see the separate frost Table (Tab 2.1.8.9a) 6) No holdover time guidelines exist for conditions of 00C (320F) or lower. 7) No holdover time guidelines exist for conditions of -100C (140F) or lower.







2.3.8.10. Precautionary measures during their application

Application of anti-icing and de-icing fluid on the aircraft surfaces should be performed in accordance with AMM 12-30-

30-03. (Aircraft Maintenance Manual). This can be done by adequate trained and qualified personnel at the airport.

General precautions of fluid applications:

- Do not spray heated fluid on cold windows,

- Do not spray de-icing/anti-icing fluid directly at or into pitot/static tubes, static pressure ports or the total

temperature probe. Fit pitot head covers if there is a possibility that fluid will enter the pitot tubes.

- Do not spray de-icing/anti-icing fluid directly into the cooling air scoops, vents,




- Deicing or anti-icing of the propeller may be performed by using a brush to apply the fluid or by the use of

spray equipment, provided that no fluids is sprayed directly: at the blade root, into the blade ports of the

spinner and engine air intake.

- Deicing or anti-icing of the exhaust nozzle can be performed by the use of spray equipment, provided that no

fluid is sprayed directly into the inlet where it can go into the engine.

- Remove ice and snow from both inside and outside of main and nose landing gear doors. Make sure that up

and down lock are free from ice and snow and apply anti-icing fluid as a protection after deicing. Care must

be taken when applying fluid not to remove lubricants.

- Brakes must be cool before applying deicing fluid. Use fluid sparingly to prevent it from entering wheel

bearings and disc stack.

- Check that vanes of angle of attack transmitters are free of ice and move freely. Apply deicing fluid as

required. The fluid temperature at the spray nozzle should be such that the fluid temperature on the aircraft

will not be more than 80 ˚C. If it more than this, damage to the aircraft can occur.

Due to the limited possibility of flight crew to observe the application of fluid on the elements of the aircraft, it is very

important to perform this action by properly trained and aware personnel. The commander can only instruct staff about

the places prohibited for application of fluid. The following figure illustrates the critical elements of the structure of the

aircraft type SAAB340, where the direct application of mixtures of fluids is prohibited.

In any case, any accidental application of fluid to the indicated places, the process of deicing / anti-icing

should be stopped and an additional inspection of the aircraft should be performed.

SAAB 340 Aircraft surfaces prohibited for fluid mixtures application:




CAUTION 1: Do not spray heated anti-icing fluids on cold windows.

CAUTION 2: Do not spray anti-icing fluids directly a tor into pitot/static tubes or to the temperature probe.

CAUTION 3: Do not spray anti-icing fluids directly at or into:

- The propeller blade root,

- The blade ports of the spinner,

- The engine air intake,

- The cooling air scoop

In case of continuous application of Type IV mixtures, without commutative application of Type I liquid or heated water,

ice contamination can appear in the areas of “aerodynamic calm”. UCAR ADF 50/50 and UCAR ADF XL-54 mixtures

may freeze on the wing surfaces in the case of high altitude flights, which can cause problems with steering the aircraft

and may even lead to destroying or blocking the movement of control panels. In the case whereby at a particular

aerodrome another type of liquids or de-icing technologies are not available, the use of Type IV mixtures should be

limited only to the most indispensable amounts and operational situations. In the case of using Type IV mixtures, an

additional aircraft visual check must be performed after landing at the destination aerodrome in the “aerodynamic

calm” areas. In each case where possible, if the Type IV mixture has been used, all residuum of this agent must be

removed. Decision to do so is taken by the commander or by the mechanic making the inspection.




2.4. FLEET OF SKYTAXI

2.4.1. Basic Information Concerning Aircraft Operated by SkyTaxi

AIRCRAFT DATA: SAAB 340A, GENERAL AIRPLANE ARRANGEMENTS




2.4.2. Airplane Dimensions and Ground Clearances

All values are given in feet, inches and meters.

NOTE: GROUND CLEARANCE MEASUREMENTS ARE BASED ON AIRCRAFT BASIC EMPTY WEIGHT, BUT

WILL VARY DUE TO AIRCRAFT LOADING, TYRE AND OLEO DEFLECTION.




2.4.3. Emergency Exit and Cargo Door

The aircraft is provided with five emergency exits:

- Main door (1)

- Forward right exit (1)

- Overwing exits (2)

- Cockpit escape hatch (1)

All emergency exits can be operated from inside as well as outside.

Location of emergency exits

Cargo door

Location of emergency exits




2.4.4. Aircraft Emergency Rescue Operations




2.4.5. Aircraft Danger Areas

ENGINE DANGER AREAS

- Maintain 25-feet radius from the front and sides of engines while the engines are running,

ENGINE EXHAUST HAZARDS

- Maintain 500 feet distance to avoid jet blast and prop wash while the engines are running

OVERHEATED LANDING GEAR DANGER AREAS

- Always approach landing gear from forward or aft when fighting a wheel fire as wheels and tires may explode

sending debris out to the sides,

- Wheels are equipped with fusible plugs designed to melt and deflate the tire when temperature is excessive.

- Use of dry chemical is preferred if tires are pressurized, but fog or foam are acceptable alternatives. If all tires

are deflated any extinguishing agent may be used.




2.4.6. Interior Arrangements

SP-MRB MAPSC 34

SP-MRB CARGO




SP-MRC MAPSC 33




2.4.7. Cargo Compartment Door and Tail Support Strut

While on the ground a tail support strut must be attached to the bottom of the fuselage to prevent tail strikes during

passenger and cargo loading. The strut is attached to bracket installed on the bottom of the fuselage and normally

hangs near ground when the Centre of Gravity is normal. When not in use, the strut is stowed under the cargo

compartment floor panel.

CAUTION: Tail stick must be installed on the skid to prevent tail strike during passenger and cargo loading.

Position and remove tail stick.




You can find tail stick in the CARGO Compartment… under the yellow and black flap…

Take it carefully… and install in the right place.

Removing tail stick is possible only when passengers and all luggage is on board.




Hiding tail stick, please note that the connecting element must be on the left hand side as pictured above.




2.4.8. Cargo Compartment lighting

The cargo compartment is illuminated by two overhead dome lights, controlled by the cargo light switch located below

the cargo floor flap.




2.4.9. Cargo Compartment Dimensions, Areas and Volumes




2.4.10. Entrance Door and Airstairs




2.4.10.1. Internal stairs are not adopted to use automatic stair climber. Please do not use such of equipment as

pictured below.

The “old style” (not automatic) wheelchair must be used when passenger needs to be lifted on board.




2.4.11. Doors and Exterior Handles




2.4.12. Runway and Space Requirement




2.4.13. Minimum turning radius




2.4.14. Ground Service Connection




2.4.15. External Servicing Arrangement




2.4.16. External DC Power Supply Connection (GPU)

The 28V DC external power receptacle is located on the right aft wing fuselage fairing, provides a connection between

the DC start bus and Ground Power Unit (GPU) for engine starts. It’s very important to check condition of GPU and

ensure that power card is set for at least 1500amps, note that 1600 amps are preferable.

LOCATION OF 28V DC EXTERNAL POWER CONNECTION

The 28V DC external power receptacle To open the panel push the latch in this place




2.4.17. Parking

Parking position of the arriving aircraft shall be checked by a responsible staff (i.e.: ramp agent, head loader) to ensure

all vehicles/equipment are positioned properly and parking position is free of any “FOD”. A walk around check is

mandatory by responsible staff (i.e.: ramp agent) to ensure all aircraft panels and doors are closed before departure. If

any damage is detected on the aircraft at arrival or before departure, it shall be communicated to pilot in command

with immediate effect and wait for the further instructions. In addition to local airport safety regulations, the following

rules shall strictly be adhered to in aircraft handling:

• No unauthorized person must enter the ramp (airside) area.

• Smoking and use of open fire on the ramp is strictly forbidden.

• The ramp area must be checked for severe weather conditions and communication with / notification to flight

crew ensured.

• The ramp surface must be checked constantly to avoid accidents caused by oil, ice or snow and other

hazards.

• Before passengers are allowed to disembark, a clearance-signal must be expressed by the Ramp Agent for

the respective passenger steps.

• Inside the cockpit, wireless (walky-talky) shall not be used while occupied by cockpit crew.

The responsible ramp agent must consider following rules while meeting the arrived aircraft at its parking position:

• After stop Opening / Closing of Aircraft Doorsping at the parking position:

• Secure the aircraft either by wheel-chocks placed in front of and behind of both nose landing-gear wheels and

right outer main landing-gear wheels.

• In case the parking position has a slope of more than 1.5%:

• Secure the aircraft by wheel-chocks placed in front of and behind both nose landing-gear wheels and

additionally by wheel chocks placed in front of and behind both outer main landing-gear wheels.

• In case snow or ice has not been removed in the parking area:

Place the wheel-chocks in front and behind both nose landing gear wheels and additionally in front of and behind at

least one outer main landing gear. Inform the cockpit crew about the positioning of the wheel-chocks via headset or

hand signal.

Note: Placing of chocks to an arrived aircraft must be performed only after engine spool down, anti-collision lights switched off and

clearance to approach has been given by the responsible person. (Exception: in case external power needs to be connected to the

aircraft due to various operational reasons while engines on one-side are switched off only and anti-collision lights are still on,

chocks may be placed to the front landing gears, provided that parking brakes of the aircraft are set and clearance given by the

responsible person on ground. Approach to the aircraft must be performed through the direction of inactive (switched off) engine/s

and maximum caution must be exercised.)




Placing of chocks – front gear Placing of chocks – main gear (both)

All responsible staff must be familiarize also with procedures regarding placing safety cones.

Safety cons must be positioned as listed below:

On the front of the both propellers. On the end of the wings.

Behind the tail. Position of safety cones.




2.4.18. Ground Communication Hatch

An inward opening hatch is located on below the captain’s side window and allows document exchanges with ground

personnel.

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