PART A - REVISION 6.080714

REVISION INSTRUCTIONS GB (OM A)

14-July-2008 ECA OPERATIONS MANUAL of 2

REMOVE AND DESTROY INSERT

Chapter 0, all pages Chapter 0, rev 6, all pages













Appendices, all pages Appendices, rev 6, all pages

Reason for revision: Implementation of EU OPS

DATE:14-July-2008

DISTRIBUTION:As per OMA distribution list

REVISIONNO: 6

GB (OM A) REVISION INSTRUCTIONS

14-July-2008 ECA OPERATIONS MANUAL Page 1 of 1

INTENTIONALLY LEFT BLANK

ADMINISTRATION AND CONTROLOF THE OPERATIONS MANUAL

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2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

TABLE OF CONTENTS

Paragraph Page

0. ADMINISTRATION AND CONTROLOF THE OPERATIONS MANUAL ................................ ................................ ............. 3

0.1 INTRODUCTION ................................................................ ................................ ..... 30.1.1 GENERAL................................ ................................ .................................... 30.1.2 POLICIES ................................ ................................ .................................... 3

0.1.2.1 VALIDITY................................................................ ...................... 30.1.2.2 USE OF KNOWLEDGE................................................................ .. 3

0.1.3 OPERATIONS MANUAL................................ ................................ ............... 40.1.3.1 OPERATIONS MANUAL STRUCTURE ................................ .......... 4

0.1.4 EXPLANATIONS AND DEFINITIONS OF TERMS AND WORDS .................... 60.1.4.1 GENERAL................................ ................................ ..................... 60.1.4.2 APPLICABILITY OF TERMS ................................ .......................... 60.1.4.3 TYPE OF OPERATION................................................................ .. 70.1.4.4 COMPANY REQUIREMENTS FOR THE OPERATION OF PUBLIC

TRANSPORT FLIGHTS................................ ................................ .70.1.4.5 REQUIRED SPECIFIC APPROVALS BY THE AUTHORITY ............ 80.1.4.6 LIST OF ABBREVIATIONS ................................ ............................ 90.1.4.7 LIST OF DEFINITIONS ................................................................ 19

0.1.5 UNITS CONVERSION TABLE................................................................ ..... 260.1.6 INTERNATIONAL STANDARD ATMOSPHERE (ISA)................................ ... 27

0.2 SYSTEM OF AMENDMENT AND REVISION ................................ .......................... 280.2.1 RESPONSIBILITY ................................ ...................................................... 280.2.2 PUBLICATION ................................ ........................................................... 28

0.2.2.1 GENERAL................................ ................................ ................... 280.2.2.2 PERSONNEL RESPONSIBILITY................................ .................. 280.2.2.3 COPYRIGHT................................................................ ............... 28

0.2.3 AMENDMENTS AND REVISIONS................................ ............................... 290.2.3.1 AMENDMENTS................................ ................................ ........... 290.2.3.2 GENERAL................................ ................................ ................... 290.2.3.3 INITIATION................................ ................................................. 290.2.3.4 EVALUATION................................ ................................ ............. 300.2.3.5 PROCESSING ................................ ............................................ 300.2.3.6 APPROVAL - AUTHORIZATION ................................ .................. 310.2.3.7 IMPLEMENTATION- DISTRIBUTION................................ .......... 310.2.3.8 REVISIONS ................................ ................................ ................ 320.2.3.9 LIST OF EFFECTIVE PAGES ...................................................... 32

0.3 PREAMBLE................................ ................................ ................................ ........... 33

0.4 ADMINISTRATION AND CONTROL ................................ ....................................... 340.4.1 RECORD OF NORMAL REVISIONS ........................................................... 340.4.2 DISTRIBUTION LIST................................ ................................ .................. 350.4.3 LIST OF EFFECTIVE PAGES ................................................................ ..... 40

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Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.



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0. ADMINISTRATION AND CONTROLOF THE OPERATIONS MANUAL

0.1 INTRODUCTION

0.1.1 GENERAL

The Eurocypria Airlines Operations Manual is issued in accordance with the Joint AviationRequirements (JARs). It complies with the Cyprus Civil Aviation Act of 2002 and in particularthe EU-OPS and associated regulations, as well as the appropriate Cyprus DCA rules andnational regulations and with the terms and conditions of Eurocypria Airlines Air Operator’sCertificate (AOC).

At the time of Revision 6 of this manual EU-OPS 20080331 amendment has been takeninto consideration and relevant changes have been effected within the company’sOperations Manual.

The Operations Manual is issued on the authority of the Flight Operations Manager.

0.1.2 POLICIES

0.1.2.1 VALIDITY

The policies, regulations and procedures laid down in this manual are for the use and guidanceof all aircrews and all other Company employees under the jurisdiction of Eurocypria AirlinesOperations, who must ensure that all public transport flights are planned and executed inaccordance with these policies, regulations and procedures.

All employees are made aware that they shall comply with the laws, regulations and proceduresof those Countries in which operations are conducted and which are pertinent to theperformance of their duties.

0.1.2.2 USE OF KNOWLEDGE

The contents of the manuals / handbooks, by their nature in describing policy and procedures,are confidential and shall be treated accordingly.

The English language will be used for all contents, amendments and revisions of all parts of theOperations Manual.

Suggestions and contributions toward the improvement of the manual are welcomed. Anydiscrepancies found should be reported immediately to the respective Postholder.

Each holder of a manual or handbook must be well familiar with its contents and must take acontinual effort to remain up-to-date. Where the holder is in doubt whether he understands partor all of an instruction fully, he must ask his superior at once for clarification.

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0.1.3 OPERATIONS MANUAL

0.1.3.1 OPERATIONS MANUAL STRUCTURE

The provision for the use and guidance of the operations personnel the Operations Manualcomprise several volumes. They contain the rules and regulations of the above-mentionedJARs as well as other information affecting the operation of aeroplane under the jurisdiction ofEurocypria Airlines Operations.

The procedures and instructions contained in the Operations Manual are based on the latesttechnical data and operational experience. They have been established to plan and executecommercial air transport flights in accordance with Eurocypria Airlines policies.

The Operations Manual contains of the following parts:

OM (Part A) GENERAL / BASIC (GB)

Part A defines all non type-related operationalpolicies, procedures, instructions and guidancenecessary for company flight operations personnelto perform their duties for a safe operation.

OM (Part B)AEROPLANEOPERATING MATTERS

Part B comprises all type-related instructions andprocedures needed for a safe operation. It takesaccount of any differences between types, variantsor individual aeroplanes used by the Company.

1. Flight Crew Operating Manual (FCOM) Vol. 1 &2, and Quick Reference Handbook (QRH)

2. Airplane Flight Manual (AFM) including theConfiguration Deviation List (CDL).

3. Minimum Equipment List (MEL).4. Weight and Balance Manual (WBM).5. Flight Planning & Performance Manual,6. Flygprestanda Route Performance Manual

OM (Part C)

ROUTE ANDAERODROMEINSTRUCTIONS ANDINFORMATION

Part C comprises all instructions and informationneeded for the area of operation. Material producedby Eurocypria for this Part C, are supplemented orsubstituted by applicable Route Guide materialproduced by specialised professional companies:1. Route Manual (RM) (Aerodrome briefings)2. Jeppesen Airway Manual (Aerodrome & En-

route charts)3. AERAD Europe, Middle East and Africa

Supplement and Flight Information4. NOTAMS5. FSI’s (See par. 2.2.2 of this manual)

OM (Part D)TRAINING MANUAL(TM)

Part D comprises training syllabuses and all othermatters related to training of flight crew, cabin crewand Operations Control Crews. It is intended for theuse of Training Personnel.

CSPMCABIN SAFETYPROCEDURESMANUAL

CSPM comprises General/Basic and type-relatedinformation, procedures and requirements neededfor a safe operation.


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The composition of the Company´s Operating Manual is depictedbelow in graphical form

EUROCYPRIA OPERATIONS MANUAL STRUCTURE

PART A CSPMPART DPART B PART C

GENERAL BASIC /PART A

FCOM VOL I

FCOM VOL II

QRH

AFM/CDL

MEL

WBM

FLIGHT PLANNING& PERF MANUAL

FLYGPRESTANDA

FSI

RM

JEPESSENAIRWAYS MANUAL

AERADS

NOTAMS

TRAINING MANUALFOR PILOTS, CABINCREW & GROUND

OPERATIONSPERSONNEL

INSTRUCTIONSPOLICIES &

PROCEDURES FORCABIN CREW

Pertinent regulations laid down by Governmental and Aviation Authorities of countries throughwhich Eurocypria Airlines operates are also incorporated in these manuals. It is endeavoured topresent flight operations policy and procedures in a manner suitable specifically for crewmembers.

All flight crewmembers will have their personal copy of the Operations Manual GB (Part A) . Allother operations personnel will have easy access to the parts relevant to their respective duties.The Cyprus DCA has been provided with a copy of the Operations Manual and receives all theamendments and revisions.All operating staff is required to adhere to instructions laid down in this manual and anydeviations should be reported, the reasons for such deviation being given.Nothing contained in the Operations Manual shall keep personnel from exercising their ownbest judgement during any irregularity for which the Operations Manual gives no provisions orin emergencies.Should any individual consider that all or any part of a procedure or instruction requires to beamended, he should notify the Flight Operations Manager.

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0.1.4 EXPLANATIONS AND DEFINITIONS OF TERMS AND WORDS

0.1.4.1 GENERAL

For brevity the pronoun “he” is used throughout the Operations Manual A, B, C, D and CSPMand means any person who is addressed irrespective of gender. Where appropriate, "she"should be added to or substituted for "he".

When used in the Operations Manual, the following terms shall have the following meaning:

“Shall”, “Must”, “Will”, “has to”, “is to” or an action verb used in present indicativeform such as “does”, “performs”, etc. means that the application of a rule orprocedure or provision is mandatory.

“Should” means that the application of a procedure or provision is recommended. “May”, “Might” are used in a permissive sense to state that the application of a

procedure or provision is optional. “Must not”, “May not”, “No person may”, “A person may not”, “No crew member

may” , etc. mean that no person is required or authorised or permitted to do the actconcerned.

“Includes” means “Includes but is not limited to...”.

“Approved” means the Authority has reviewed the method, procedure or policy inquestion and issued a formal written approval.

“Acceptable” means the Authority or the airline has reviewed the method, procedureor policy and has neither objected to nor approved its proposed use or implementation.

“Prescribed” means the Authority or the Airline has issued a written policy ormethodology which imposes either a mandatory requirement, if it states “shall”, “will”,“must” or an action verb in the imperative sense, a recommended requirement if itstates “should” or a discretionary requirement if it states “may”.

“Note” is used when an operating procedure, technique, etc, is considered essential tobe emphasised. Information contained in notes may also be safety related.

“Caution” is used when an operating procedure, technique, etc, may result in damageto equipment if not carefully followed.

“Warning” is used when an operating procedure, technique, etc, may result inpersonnel injury or loss of life if not carefully followed.

0.1.4.2 APPLICABILITY OF TERMS

Where necessary, specific terms are defined at the beginning of the chapters / sections towhich they are appropriate.

The following terms are used in respect to responsibilities, seating positions and workdistribution:

Pilot Flying (PF): Means the pilot who, for the time being, is in charge of the controls ofan aeroplane, irrespective of function. He monitors the flight progress.

Pilot Monitoring (PM): Means the pilot who is assisting the pilot flying in accordancewith the multi-crew co-operation concept. He cross-checks and monitors the flightprogress.

CM 1: (Crew Member 1 - Commander).

CM 2: (Crew Member 2 - Co-Pilot).


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0.1.4.3 TYPE OF OPERATION

Public Transport Operation is when an aeroplane operation is involved in the transport ofpassengers or cargo for remuneration or hire.

All Company flights shall be deemed Public Transport Operation, with the following exceptions:

Test Flights. Ferry Flights. Empty Positioning Flights. Training Flights.

All Flights except test and ferry flights should comply with normal Company procedures.

0.1.4.4 COMPANY REQUIREMENTS FOR THE OPERATION OF PUBLIC TRANSPORTFLIGHTS

Before commencing a Public Transport Flight, the Company must ensure that:

One of the Flight Crew members is designated as the Commander. The aircrew are fully licensed and proficient in the role they are required to perform. The aircrew comply with the Flight Time Limitations as laid down in the “Flight Time

Limitations” chapter of this Manual. Aerodrome Operating Minima can be complied with as required by the relevant sections

of this Manual and the OM (Part C) manuals. The departure, destination and alternate aerodromes are fully licensed. The flight crew can fully comply with all navigational requirements of the flight and let-

down procedures. No emergency procedures or manoeuvres will be practised that can adversely affect

the flight characteristics of the aeroplane or can endanger the aircraft and its occupants.Examples of these are:- Engine failure- Emergency descent- Pilot incapacitation- Steep turns- Stalls- Rejected T/Os- S/E approaches- Deliberate reduction of the A/C systems/instrumentsThe above list is indicative and by no means exhaustive.

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0.1.4.5 REQUIRED SPECIFIC APPROVALS BY THE AUTHORITY

The following list indicates those elements of the Operations Manual, which require specificapproval by the Cyprus DCA:

ECAOPERATIONSMANUAL SECTION

SUBJECT EU-OPS 1REFERENCE

OM A 2.4 Operational Control 1.195

OM A4.4 Procedures for flight crew to operate on more than1 type or variant 1.980

OM A 8.1.1 Method of determination of minimum flight attitudes 1.250(b)

OM A 8.1.8

Mass & Balance Documentation:(i) Standard mass values other than those specified inSubpart J

(ii) Alternative documentation and related procedures

(iii) Omission of data from documentation

(iv) Special standard masses for the traffic load

1.620(g)

1.625(c)App.1, 1.625,(a)(1)(ii)

App.1, 1.605, (b)

OM A 8.1.11 Technical Log 1.915(b), 1.1071

OM A 8.4 Cat II/III Operations1.440(a)(3), (b) &App.1 to EU-OPS1.455, Note

OM A 8.6 Use of MEL 1.030(a)

OM A 9 Dangerous Goods 1.1155

OM A 8.3.2 MNPS 1.243

OM A 8.3.2 RNAV (RNP) 1.243

OM A 8.3.2 RVSM 1.241

OM B Maximum approved passenger seating configuration 1.480(a)(6)

OM BAlternate method for verifying approach mass

(DH < 200ft) - Performance Class A1.510(b)

OM B Use of on-board mass and balance systemsApp. 1 to EU -OPS1.625, § (c)

OM B MEL 1.030(a)

OM D (i) Cat II/III Training syllabus flight crew

(ii) Recurrent training programme flight crew

(iii) Advanced qualification programme

1.450(a)(2)

1.965(a)(2)

1.978(a)

OM D

(i) Initial safety training cabin crew and issue of

attestation training

(ii) Recurrent training programme cabin crew

1.1005

1.1015(b)

OM D Dangerous Goods 1.1220(a)


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0.1.4.6 LIST OF ABBREVIATIONS

AAAL Above Aerodrome Level

ABM Abeam

AC Advisory Circular, Alternating Current

A/C Aircraft

ACARS ARINC (Aeroplane) CommunicationAddressing and Reporting System

ACAS Airborne Collision Avoidance System

ACJ Advisory Circular Joint (JAR)

ACMS Aircraft Condition Monitoring System

ACN Aircraft Classification Number

ACP Audio Control Panel

ACT Active

AD Airworthiness Directive

ADC Air Data Computer

ADD Acceptable Deferred Defect

ADI Attitude Director Indicator

ADM Air Data Module

ADMIN Administrator

ADIRS Air Data Inertial Reference System

ADIRU Air Data Inertial Reference Unit

ADF Automatic Direction Finder

ADS Automatic Dependent Surveillance

ADV Advisory

AEA Association of European Airlines

AED Automatic External Defibrillator

AFM Aeroplane Flight Manual

AFCS Automatic Flight Control System

AFDS Autopilot Flight Director System

AFS Automatic Flight System

AFTN Aeronautical FixedTelecommunication Network

AGL Above Ground Level

AH Alert Height

AIC Aeronautical Information Circular

AIL Aileron

AIP Aeronautical Information Publication

AIRS Aircrew Incident reporting System

AIS Aeronautical Information Service

ALS Approach Light System

ALT Altitude

ALTN Alternate

AMC Acceptable Means of Compliance(JAR)

AME Approved Medical Examiner

AMJ Advisory Material Joint

AMM Aeroplane Maintenance Manual

AMSL Above Mean Sea Level

ANO Air Navigation Order

ANP Actual Navigation Performance

ANT Antenna

AOA Angle Of Attack

AOC Air Operator Certificate

AOC Airline Operations Communications

AOG Aeroplane on Ground

AOM Aeroplane Operations Manual

AOT All Operators Telex

A/P Auto-Pilot

APA Accident Prevention Adviser

APP Approach

APQ Airline Pre-qualification

APU Auxiliary Power Unit

AQC Airline Qualification Course

ARINC Aeronautical Radio, Incorporated

ARPT Airport

ARR Arrival

ASAP As Soon As Possible

ASD Accelerate-Stop Distance

ASDA Accelerate-Stop Distance Available

ASI Air Speed Indicator

ASR Aerodrome Surveillance Radar

ASR Air Safety Report

ASU Air Starter Unit

A/T Autothrottle

ATA Actual Time of Arrival

ATA Aeronautical Transport Association

ATC Air Traffic Control

ATD Actual Time of Departure

ATFM Air Traffic Flow Management

ATHR AutothrustATIS Automatic Terminal Information

ServiceATM Air Traffic Management

ATN Aeronautical TelecommunicationNetwork

ATPL Airline Transport Pilot License

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ATPL(A) Airline Transport Pilot License(Aeroplane)

ATS Air Traffic Services

ATS Auto Thrust System

ATSU Air Traffic Services Unit

ATT Attitude

AUTO Automatic

AUX Auxiliary

AVAIL Available

AVGAS Aviation Gasoline

AWO All Weather Operations

AWY Airway

BBARO Barometric

BAT Battery

B/CRS Back Course

BCS Back Course

BP Business Process

BFE Buyer Furnished Equipment

BITE Built- in Test Equipment

BRG Bearing

BRK Brake

BRNAV Basic Area Navigation

BRT Bright

CC Celsius, Centigrade, Captain

CAA Civil Aviation Authority

CAME Continuous AirworthinessManagement Exposition

CANC Cancel

CANC/RCLCancel/Recall

CAOM Cabin Attendant Operating Manual

CAPT Captain

CAS Calibrated Airspeed

CAT Clear Air Turbulence

CAT Category

CAT I Landing Category I (II or III)

CAVOC Ceiling and Visibility OK

CB Cumulonimbus

C/B Circuit Breaker

CBT Computer Based Training

C/C Cabin Crewmember

CCOM Cabin Crew Operating Manual

CCQ Cross Crew Qualification

CCM Cabin Crew Manager,Cabin Crew Member

CDL Configuration Deviation List

CDS Common Display System

CDU Control Display Unit

CFDS Centralised Fault Display System

CEO Chief Executive Officer

CEPAC Central East Pacific

CENPAC Central Pacific

CFIT Controlled Flight Into Terrain

CFMU Central Flow Management Unit

CFP Computerised Flight Plan

CHKL ChecklistCIDS Cabin Intercommunication Data

System

CG Centre of Gravity

CL Centreline Lights / Checklist

C/L Check List

CLB Climb

CM Crewmember

CM 1 Commander

CM 2 Co-pilot

CM1/2 Crew Member 1 (LHS) / 2 (RHS)

CMD Command

CMD Commander

CML Certified Centre of Gravity

CMP Customized Maintenance Programme

CMP Configuration, Maintenance &Procedures

CN Consigne de NavigabilitéCNS Communication, Navigation,

Surveillance

COMM Communication

CON Continuous

CONFIG Configuration

CP Critical Point (ETOPS)

CPL(A) Commercial Pilot License (Aeroplane)CPDLC Controller Pilot Data Link

CommunicationsCRM Crew Resource Management

CRS Course

CRT Cathode Ray Tube

CRZ Cruise

CSPM Cabin Safety Procedures Manual


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2008 Eurocypria Airlines Ltd. Revision: 6/ 14-Jul-2008

CSS Cockpit System Simulator

CTA Control Area

CTL Control

CTR Centre

CVR Cockpit Voice Recorder

CWRCL Cold Weather Reference Checklist

DD Directive

DA Decision altitude

daN Deca Newton

DC Direct Current

DCA Department of Civil Aviation

(DCA Cyprus)

DCDU Data Communication Display Unit

DDG Dispatch Deviation GuideDDRMI Digital Distance & Radio Magnetic

IndicatorDEG Degree

DEP Departure

DEPT Department

DES Descent

DEST Destination

DEU Display Electronic Unit

DFDR Digital Flight Data Recorder

DFO Director Flight Operations

DGPS Differential GPS

DH Decision Height

DIR TO Direct (route) To (a waypoint)

DISC Disconnect

DIST Distance

DM Document Matrix

DME Distance Measuring Equipment

D/O Duty Officer

DOC Document

DOI Dry Operating Index

DOM Dry Operating Mass

DOW Dry Operating Weight

DSP Display Select Panel

DSPL Display

DU Display Unit

EEAI Engine Anti- ice

ECA Eurocypria Airlines Ltd.

ECAC European Civil Aviation Conference

ECAM Electronic Centralised AircraftMonitoring

ECON Economic

E/D End of Descent

EDP Electronic Data Processing

E/E Electrical and Electronic

EEC Electronic Engine Control

EEP ETOPS Entry Point

EFIS Electronic Flight Instrument System

EFOB Estimated Fuel On Board

EGPWS Enhanced Ground Proximity WarningSystem

EGT Exhaust Gas Temperature

EIS Electronic Instrument System

ELEC Electrical

ELEV Elevator, Elevation

ELT Entry Level Training

ELT Emergency Locator Transmitter

EMER Emergency

ENG Engine

ENGG Engineering

EO Engine Out

EOSID Engine Out SID

EPR Engine Pressure Ratio

EST Estimated

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

ETOPS Extended Range Operations withTwin Engine Aeroplanes

ETP Equal Time PointEUROCAEEuropean Organisation for Civil

Aviation Equipment

EVAC Evacuation

EXEC Execute

EXP Exit Point (ETOPS)

EXT External, Extend

FF Fahrenheit

F Form

FAA Federal Aviation Administration

FAC Final Approach Course

FADEC Full Authority Digital Engine Control

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FAF Final Approach Fix

FAM Flight Attendant Manual

FANS Future Air Navigation System

FAP Final Approach Point

FAR Federal Aviation Regulations

FBS Fixed Base Simulator

F/C Flight Crew

FCL Flight Crew Licensing

FCOM Flight Crew Operating Manual

FCTM Flight Crew Training Manual

FCU Flight Control Unit

FD, F/D Flight Director

FDVR Flight Deck Voice Recorder

FF Fuel Flow

FFS Full Flight Simulator

FIR Flight Information Region

FL Flight Level

FLT Flight

FLT DIR Flight Director

FM Flight Manual

FMA Flight Mode Annunciator

FMC Flight Management ComputerFMGS Flight Management and Guidance

System

FMGES Flight Management, Guidance and(flight) Envelope (protection) System

FMS Flight Management System

FO, F/O First Officer

FOB Fuel On Board

FOD Foreign Object Damage

FOM Flight Operations Manual

FOQA Flight Operations Quality Assurance

FOT Flight Operations Telex

FPA Flight Path Angle

FPL ATC Flight Plan

F-PLN Flight Plan

FPM Feet Per Minute

FPV Flight Path Vector

FQI Fuel Quantity Indication

FREQ Frequency

FSI Flying Staff Instructions

FSO Flight Safety Officer

ft, Ft, FT Foot (Feet)

FTL Flight Time Limitations

FU Fuel Used

FWD Forward

Gg, G, Gram

GA Go-Around

GB Operations Manual Part A,General /Basic

G/E Ground Engineer

GEN GeneratorGLONASSGlobal Orbiting Navigation Satellite

SystemGLS GPS Landing System

GM General Manager

GMT Greenwich Mean Time

GMU GPS (height) Monitoring Unit

GNLU Global Navigation and Landing Unit

GNSS Global Navigation Satellite System

GPS Global Positioning System

GPU Ground Power Unit

GPWS Ground Proximity Warning System

GRT Ground Refresher Training

GS Ground Speed

G/S Glide Slope

GW Gross Weight

HH Hour

HDG Heading

HDG REF Heading Reference

HDG SEL Heading Select

HF High Frequency (3 to 30 MHz)

HF Human Factors

Hg Mercury

HI High (altitude or intensity)

HIALS High Intensity Approach Light System

HIL Holding Items List

HIRL High Intensity Runway Lights

HMU Height Monitoring Unit

HP High Pressure

hPa HectoPascal

HSI Horizontal Situation Indicator

HUD Head-Up Display

HYD Hydraulic

Hz Hertz (cycles per second)


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IIAF Intermediate Approach Fix

IAN Integrated Approach Navigation

IAP Instrument Approach Procedure

IAS Indicated Air Speed

IATA International Air TransportAssociation

ICAO International Civil AviationOrganisation

ID Identity (Number)

IDENT Identification

IDG Integrated Drive Generator

IEM Interpretation/Explanation Material(JAR)

IFE In-flight Entertainment System

IFR Instrument Flight Rules

IFSD In-Flight Shut Down

IFTB In-Flight Turn Back

IGN Ignition

IL Information Leaflet

ILS Instrument Landing System

IMC Instrumental MeteorologicalConditions

in, IN Inch(es)

INBD Inboard

INFO Information

INIT Initialisation

INOP Inoperative

INS Inertial Navigation System

INT Interphone

INTC Intercept Course

INTPH Interphone

IOE Initial Operating Experience

IRS Inertial Reference System

ISA International Standard Atmosphere

ISFD Intergraded Standby Flight Display

ISO International Standard Organisation

IT Information Technology

JJAA Joint Aviation Authorities

JAR Joint Aviation Regulations

JAR-FCL JAR Flight Crew LicensingEU-OPS1 Joint Aviation Requirements for

Commercial Air Transportation(Aeroplane)

Kkg, KG Kilogram

kgs, KGS Kilograms

kHz Kilohertz

KIAS Knots Indicated Airspeed

km, KM Kilometre

kt, K, KT Knot (s)

Ll, L Litre, Left

LAT Latitude

lb, LB Pound (weight)

lbs, LBS Pounds (weight)

LCD Liquid Crystal Display

LCN Load Classification Number

LDA Landing Distance Available

LDG Landing

LEP List of Effective Pages

L/G Landing Gear

LH Left Hand

LIM Limit, Limitation

LLZ Localizer

LNAV Lateral Navigation

LO Low

LOAS Line Operations Assessment System

LOC Localizer

LOFT Line Oriented Flight Training

LOMS Line Operations Monitoring System

LONG Longitude

LOVT Low Visibility Takeoff

LP Low Pressure

LPC Less Paper Cockpit (Airbus concept)

LRNS Long Range Navigation System

LROPS Long Range Operations

LRU Line Replaceable Unit

LSK Line Select Key

LVL Level

LVO Low Visibility Operations

LVP Low Visibility Procedures

LVTO Low Visibility Take-Off

LW Landing Weight

LWR Lower

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MM Mach

m, M metre

MABH Minimum Approach Break off Height

MAC Mean Aerodynamic Chord

MAG Magnetic

MAINT Maintenance

MAN Manual

MAP Missed Approach PointMASPS Minimum Aviation Systems

Performance Standards

MAX Maximum

mb, MB Millibar

MBOH Minimum Break Off Height

MCC Multiple Crew Co-operation

MCC Maintenance Control Centre

MCDU Multipurpose Control and Display Unit

MCP Mode Selector Panel

MCT Maximum Continuous Thrust

MDA Minimum Decision Altitude

MDA/H Minimum Descent Altitude / Height

MEA Minimum Enroute IFR Altitude

MEL Minimum Equipment List

MET Meteorological

METAR Meteorological Aerodrome Report

MFD Multifunction Display

MFF Mixed Fleet Flying

MHz MegaHertz

MIC Microphone

MID Middle Runway PortionMIALS Medium Intensity Approach Light

System

MIN Minimum, Minute

MIRL Medium Intensity Runway Light

MKR Marker

MLM Maximum (Structural) Landing Mass

MLS Microwave Landing System

MLW Maximum Landing weight

mm, MM Millimetre

MME Maintenance Management Exposition

MMEL Master Minimum Equipment List

MMO Maximum Mach Operating Speed

MMR Multi Mode Receiver

MNPS Min. Navigation PerformanceSpecification

MOCA Minimum Obstruction ClearanceAltitude

MOD Modify

MOE Maintenance Organisation Exposition

MOR Mandatory Occurrence Reporting

MORA Minimum Off-Route Altitude

MPA Multi-Pilot Aeroplane

MRVA Minimum Radar Vectoring Altitude

MS Management System

MSA Minimum Safe (or Sector) Altitude

MSG Message

MSL Mean Sea Level

MSN Manufacturer's Serial Number

MTBF Mean Time Between Failure

MTOM Maximum (Structural) Take-Off Mass

MTOW Maximum Take-Off Weight

MTRS Metres

MUH Minimum Use Height

MWE Manufacturer's Weight Empty

MZFM Maximum Zero Fuel Mass

MZFW Maximum Zero Fuel Weight

NN/A Not Applicable

NAI Nacelle Anti Ice

NAT North Atlantic

NAV Navigation

NAVAID (Radio) Navigation Aid

NCD Non Computed Data

ND Navigation Display

NDB Non Directional Beacon

NFP Net Flight Plan

NIL No Item Listed (Nothing)

NM Nautical Miles

NPO Navigation and Performance Officer

NORM Normal

NOPAC North Pacific

NOTAM Notice To Airmen

NOTOC Notice To Crew

NPA Non Precision Approach

NTO No Technical Objection

N1 Engine Low Pressure Rotor Speed

N2 Engine High Pressure Rotor Speed


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OOAT Outside Air Temperature

OBRM On Board Replaceable Module

OCA/H Obstacle Clearance Altitude / Height

OCC Operational Control Centre

OCL Obstacle Clearance Height

OCM Operations Control Manager

OEB Operations Engineering Bulletin

OFST Offset

OFP Operational Flight Plan

OEW Operating Empty Weight

OIT Operator Information TelexOM Outer Marker, Operations Manual,

Operations Manager

OM A Operations Manual A (General/Basic)

OM B Operations Manual B (AFM/AOM)

OM C Operations Manual C(Jeppesen Route Manual)

OM D Operations Manual D(Training Manual)

ONC Operational Navigation Chart

OPS Operations

OPT Optimum

OTS Oceanic Track System

OUTBD Outboard

OVHD Overhead

OVHT Overheat

OVRD Override

OXY Oxygen

PPA Passenger Address

PAC Pacific

PACOTS Pacific Oceanic Track System

PANS Procedures for Air NavigationServices

PAPI Precision Approach Path Indicator

PAR Precision Approach Radar

PASS Passenger

PAX Passenger

PB Pushbutton

PCN Pavement Classification Number

PERF Performance

PF Pilot Flying

PFD Primary Flight Display

PIREP Pilot Report

PIC Pilot In Command

PIL Pilot

PLD Payload

PM Pilot Monitoring

P/N Part Number

PNL Panel

PNR Point of No Return

PNF Pilot Not Flying

POS Position

PREV Previous

PRI Primary

PRM Person with Reduced Mobility

PROC Procedure

PROF Profile

PROX Proximity

PPR Prior Permission Required

PSI Pounds Per Square Inch

PT Point

PTH Path

PTS Polar Track System

PTT Pusg To Talk

PVI Paravisual Indicator

PWR Power

PWS Predictive Windshear System

QQ Quality

QA Quality Assurance

QAR Quick Access Recorder

QDM Magnetic bearing to facility

QDR Magnetic bearing from facility

QFE Field elevation atmosphere pressure

QFU Magnetic orientation of runway

QGH Procedure or facility to be used

QM Quality Manager

QMS Quality Management System

QNE Sea level standard atmosphere (1013hPa or 29.92" Hg)

QNH Sea level atmosphere pressure

QRH Quick Reference Handbook

QS Quality System

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RR Right

RA Radio Altitude / Radio Altimeter

RA Resolution Advisory

RAC Air Traffic Routes and Services

RAIM Receiver Autonomous IntegrityMonitoring

RAS Repair Approval Sheet

RAT Ram Air Turbine

RCL Recall

RDMI Radio Distance Magnetic Indicator

REC Recorder

REF Reference

RET Retract

REV Reverse

RF Refill

RH Right Hand

R/I Radio Inertial

RMI Radio Magnetic Indicator

RNAV Area Navigation

RNP Required Navigation Performance

RO Rostering Officer

RPL Repetitive flight plan

RPM Revolutions Per Minute

RQRD Required

RSV Reserves

RTA Required Time of Arrival

RTCA Requirements and TechnicalConcepts for Aviation

RTO Rejected Take-Off

RTOW Regulatory Take-Off Weight

RTP Radio Tuning Panel

RUD Rudder

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minima

RWY Runway

SSAE Society of Automotive Engineers

SAR Search and RescueSARPS Standards and Recommended

Practices

SAT Static Air Temperature

SATCOM Satellite Communication

SATVOICESatellite Voice Communication

SB Service Bulletin

S/C Step Climb

SCCM Senior Cabin Crew Member

SEL Selector, Select

SELCAL Selective Calling

SFE Seller Furnished Equipment

SFO Senior First Officer

SI International System of units

SID Standard Instrument Departure

SIGMET Significant Meteorological report

SIL Service Information Letter

SITA Société Internationale deTélécommunications Aéronautiques

SMS Safety Management System

SNOWTAM Snow Notice to Airman

SOP Standard Operating Procedures

SOPAC South Pacific

SP Sub processSPECI Aviation selected special weather

report

SPD Speed

SRA Surveillance Radar Approach

SRE Surveillance Radar Element ofprecision approach radar system

SSR Secondary Surveillance Radar

STA Station

STAB Stabilizer

STAR Standard Terminal Arrival Route

STAT Status

STBY Standby

STD Standard

STS Status

SYS System

SWS Switches

TT True

t, T Ton, Tonne, Temperature

TA Traffic Advisory

TA Traffic Advisory

TACAN Tactical Air Navigation

TAF Terminal Aerodrome Forecast

TAS True Air Speed

TAT Total Air Temperature


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TAWS Terrain Awareness and WarningSystem

TBC To Be Confirmed

TBD To Be Determined/Defined

T/C Top of Climb

TCAS Traffic alert and Collision AvoidanceSystem

TDZ Touch Down Zone

TDZE Touch Down Zone Elevation

T/D Top of Descent

TEMP Temperature

TEMPO TemporaryTERPS (US) Standards for Terminal

Instrument Procedures

TERR Terrain

TFC Traffic

TFR Transfer

TFU Technical Follow-Up

TH Transition Height

THR Thrust, Throttle

THR HOLDThrottle Hold

THS Trimmable Horizontal Stabiliser

TK Tank, Track

TL Traffic Light

TL Transition Layer

TLA Thrust Lever Angle

TM Technical Manager, Training Manual

TMA Terminal Manoeuvring Area

TMA Terminal Control Area

TO, T/O Take-Off

TOC Top Of Climb

TOD Top of Descent

TODA Take-Off Distance Available

TOGA Take-Off/Go-Around

TOGW Take-Off Gross Weight

TOM Take-off Mass

TORA Take-off Run Available

TOW Take-Off Weight

TR Temporary Revision

TRE Type Rating Examiner

TRI Type Rating Instructor

TRK Track

TrM Training Manager

TRTO Type Rating Training Organisation

TRU True, Transformer Rectifier Unit

TVMC Minimum Control Speed Temperature

TWR Tower

TWY Taxiway

UUHF Ultra High Frequency (300 - 3000

MHz)

UIR Upper Information Region

ULD Unit Load Device

UM Unaccompanied Minor

UN United Nations

UPR Upper

US United States

U/S Unserviceable

USB Upper Side Band

UTC Universal Time Co-ordinated

VV Volt

VA Design Manoeuvring SpeedV1 Critical Engine Failure Speed,

Take-off Decision SpeedV2 Take-off Safety Speed, Scheduled

Take-off Target SpeedVANP Vertical Actual Navigation

Performance

VAPP Final Approach Speed

VASI Visual Approach Slope IndicatorVDF Very High Frequency Direction

Finding

VDR Very High Frequency Data Radio

VERT Vertical

VFE Maximum Velocity Flaps/slatsExtended

VFR Visual Flight Rules

VFTO Velocity Final T/O

VHF Very High Frequency (30 - 300 MHz)

VIS Visibility

VMC Visual Meteorological Conditions

VMCA Minimum Control Speed in the Air

VMCG Minimum Control Speed on Ground

VMIN Minimum Operating Speed

VMO Maximum Operating Speed

VNAV Vertical Navigation

VOR VHF Omni-Directional Range

VOR/VHF Omni Direction Beacon

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VR Rotation Speed

VREF Landing Reference Speed

VRNP Vertical Required NavigationPerformance

VS Stall Speed

V/S Vertical Speed

VSD Vertical Situation Display

VSI Vertical Speed Indicator

WWAI Wing Anti Ice

WBM Weight and Balance Manual

WGD Windshield Guidance Display

WGS World Geodetic System

WPT Waypoint

WX Weather

WXR Weather Radar

XXCVR Transceiver

XFR Transfer

XMTR Transmitter

XPNDR Transponder

XTK Cross track error

ZZ Zulu Time (UTC)

ZFCG Zero Fuel Centre of Gravity

ZFM Zero Fuel Mass

ZFW Zero Fuel Weight


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0.1.4.7 LIST OF DEFINITIONS

Note: Where necessary, specific terms are defined at the beginning of the chapters /sections to which they are appropriate.

Accountable Manager: The person acceptable to the Authority who has corporate authority for ensuring thatall operations and maintenance activities can be financed and carried out to thestandard required by the Authority and any additional requirements defined by theoperator.

Accelerate-Stop Distance Available: The length of the takeoff run available plus the length of stopway, ifsuch stopway is declared available by the appropriate Authority and iscapable of bearing the mass the aeroplane under the prevailingoperating conditions

Accepted/Acceptable: means not objected to by the Authority as suitable for the purpose intended.

Aerodrome: A defined area on land or water (including any buildings, installations and equipment) intendedto be used either wholly or in part for the arrival, departure and surface movement of aeroplane.

Aerodrome Elevation: The elevation of the highest point of the landing area.Aeronautical Information Publication: A publication issued by or with the authority of a State and containing

aeronautical information of a lasting character essential to airnavigation.

Aircraft (Aeroplane) Flight Manual: A manual, associated with the certificate of airworthiness, containinglimitations within which the aeroplane is to be considered airworthy, andinstructions and information necessary to the flight crew members forthe safe operation of the aeroplane.

Aircraft Identification: A group of letters, figures or a combination thereof which is either identical to, or thecoded equivalent of, the aeroplane call sign to be used in air-ground communications,and which is used to identify the aeroplane in ground-ground air traffic servicescommunications.

Airline Qualification Course (AQC): Training course designed to prepare ab-initio pilots into advancedtechnology aeroplane commercial airline operations.

Air Operator Certificate (AOC): A certificate authorising an operator to carry out specified commercial airtransport operations.

Airprox incident: A situation in which, in the opinion of a pilot or controller, the distance between aeroplaneas well as their relevant positions and speed have been such that the safety of theaeroplane involved was or may have been compromised.

Air traffic: All aeroplane in flight or operating on the manoeuvring area of an aerodrome.

Air Traffic Control: A service that promotes the safe, orderly, and expeditious flow of air traffic ataerodromes and during the approach, departure, and en route environments.

Air Traffic Control clearance: Authorisation for an aeroplane to proceed under conditions specified by an airtraffic control unit.

Air Traffic Control instruction: Directives issued by air traffic control for the purpose of requiring a pilot totake a specific action.

Air Traffic Control service: A service provided for the purpose of:

Preventing collisions between aeroplanes, and on the manoeuvring area between aeroplaneand obstructions.

Expediting and maintaining an orderly flow of air traffic.Air Traffic Service: A generic term meaning variously, flight information service, alerting service, air traffic

advisory service, air traffic control service (area control service, approach control serviceor aerodrome control service).

Airway: A control area or portion thereof established in the form of a corridor equipped with radio navigationaids.

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Airworthiness release : A certification signed by a licensed mechanic authorised by the AOC holderindicating that work was performed in accordance with the AOC holder'smaintenance manual, was inspected by a licensed mechanic, and the aeroplanewas found satisfactory for safe operation.

Alerting service : A service provided to notify appropriate organisations regarding aeroplanes in need ofsearch and rescue aid, and assist such organisations as required.

Alternate Aerodrome : An aerodrome to which an aeroplane may proceed when it becomes either impossibleor inadvisable to proceed to or to land at the aerodrome of intended landing. Alternateaerodromes include the following:

Take-off alternate: An alternate aerodrome at which an aeroplane can land shouldthis become necessary shortly after take-off and it is not possible to use theaerodrome of departure.

En-route alternate (ERA) Aerodrome: An adequate aerodrome along the route,which may be required at the planning stage.

Destination alternate:An alternate aerodrom e to which an aeroplane may proceedshould it become impossible or inadvisable to land at the aerodrome of intendedlanding.Note: The aerodrome from which a flight departs may also be an en-route or a

destination alternate aerodrome for that flight.Altitude: The vertical distance of a level, a point or an object considered as a point, measured from mean sea

level.

Appropriate Authority (see also Authority):

Regarding flight over the high seas; the relevant Authority of the State of Registry.

Regarding flight other than over the high seas; the relevant Authority of the State havingsovereignty over the territory being over flown.

Approved: Approved (by the Authority)" means documented (by the Authority) as suitable for the purposeIntended.

Apron: A defined area, on a land aerodrome, intended to accommodate aeroplanes for purposes of loading orunloading passengers, mail or cargo, fuelling, parking or maintenance.

Aquaplaning (or hydroplaning): A situation where the tires of the aeroplane are, to a large extent,separated from the runway surface by a thin fluid film.

ATS route: A specified route designed for channelling the flow of traffic as necessary for the provision of airtraffic services.

Note: The term "ATS route" is used to mean variously, airway, advisory route, controlled oruncontrolled route, arrival or departure route, etc.

Authority: The competent body responsible for the safety of civil aviation in the state of the applicant oroperator.

Base training (or Aeroplane training): Flight training required by Airworthiness Authorities to obtain theaeroplane type rating.

Braking Action: A report on the conditions of the aerodrome movement areas, providing pilots the quality ordegree of braking that may be expected. Braking action is reported in terms of, GOOD,MEDIUM TO GOOD, MEDIUM, MEDIUM TO POOR, POOR, NIL or UNRELIABLE.

Calendar Day: The period of elapsed time, using Co-ordinated Universal Time or local time, that begins atmidnight and ends 24 hours later in the next midnight.

Cabin Attendant: A crew member who performs, in the interest of safety of passengers, duties assigned bythe operator or the commander of the aeroplane, but who shall not act as a flight crewmember.

Certifying Staff: Those personnel who are authorised by the Approved Maintenance Organisation inaccordance with a procedure acceptable to the Authority to certify aeroplanes oraeroplane components for release to service.

Circling: The visual phase of an instrument approach to bring an aeroplane into position for landing on arunway which is not suitably located for a straight-in approach.


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Civil Aeroplane: Any aeroplane on the civil register of a state, other than those which that state treats asbeing in the service of the state, either permanently or temporarily.

Commander: The pilot designated by the operator responsible for the operation and safety of the aeroplaneduring flight time. He may delegate the conduct of the flight to another suitable qualified pilot(see also pilot-in- command).

Commercial Air Transport Operation: An aeroplane operation involving the transport of passengers, cargoor mail for remuneration or hire.

Contaminated runway: A runway is considered to be contaminated when more than 25% of the runwaysurface area (whether in isolated areas or not) within the required length and widthbeing used is covered by the following:

Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent tomore than 3 mm (0.125 in) of water; or

Snow which has been compressed into a solid mass which resists further compression andwill hold together or break into lumps if picked up (compacted snow); or

Ice, including wet ice.Contingency fuel: The fuel required to compensate for unforeseen factors which could have an influence onthe fuel consumption to the destination aerodrome such as deviations of an individual aeroplane from theexpected fuel consumption data, deviations from forecast meteorological conditions and deviations fromplanned routings and/or cruising levels/altitudes.

Co-pilot: Pilot serving in any piloting capacity other than as pilot in command or commander, but excluding apilot who is on board the aeroplane for the sole purpose of receiving flight instruction for a license orrating.

Course: A program of instruction to obtain an airman license, rating, qualification, authorisation, or currency.

Crewmember: A person assigned by an operator to duty on an aeroplane during flight time.

Crew Resource Management (CRM): A program designed to improve the safety of flight operations byoptimising the safe, efficient, and effective use of human resources,hardware, and information through improved crew communicationand co-ordination.

Critical phases of flight: Critical phases of flight are the take-off run, and the take-off flight path, the finalapproach, the landing, including the landing roll, and any other phases of flight atthe discretion of the commander.

Cruising Level: A level maintained during a significant portion of a flight.Damp runway: A runway is considered damp when the surface is not dry, but when the moisture on it does not

give it a shiny appearance.Dangerous Goods: Articles or substances that are capable of posing significant risk to health, safety or

property when transported by air and which are classified according to ICAO TechnicalInstructions.

Deadhead Transportation: Time spent in transportation on aeroplane (at the insistence of the AOC holder)to or from a crewmember’s home station.

Decision Altitude / Height (DA/DH): A specified Altitude or Height (A/H) in the precision approach at which amissed approach must be initiated if the required visual reference tocontinue the approach has not been established.

Note 1: "Decision Altitude (DA)" is referenced to mean sea level (MSL) and"Decision Height (DH)" is referenced to the threshold elevation.

Note 2: The "Required Visual Reference" means that section of the visual aids orof the approach area which should have been in view for sufficient timefor the pilot to have made an assessment of the aeroplanes position andrate of change of position, in relation to the desired flight path.

Dry lease: Is when the aeroplane is operated under the AOC of the lessee.Dry runway: A dry runway is one which is neither wet nor contaminated, and includes those paved runways

which have been specially prepared with grooves or porous pavement and maintained to retain“effectively dry” braking action even when moisture is present.

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Elevation: The vertical distance of a point or a level, on or affixed to the surface of the earth measured frommean sea level.

Equivalent position: A position that can be established by means of a DME distance, a suitable located NDBor VOR, SRE or PAR fix or any other suitable fix between 3 and 5 miles from threshold thatindependently establishes the position of the aeroplane.

Exemption: A formal authorisation issued by the Authority providing relief from part or all of the provisions ofa JAR. The authorisation may or may not be conditional.

Extended over-water operation: An operation over water at a horizontal distance of more than 50 NM fromthe nearest shoreline.

Fail-Operational flight control system: A flight control system is fail-operational if, in the event of a failurebelow alert height, the approach, flare and landing, can becompleted automatically. In the event of a failure, the automaticlanding system will operate as a fail-passive system.

Fail-Passive flight control system: A flight control system is fail-passive if, in the event of a failure, there isno significant out-of-trim condition or deviation of flight path or attitudebut the landing is not completed automatically. For a fail-passiveautomatic flight control system the pilot assumes control of theaeroplane after a failure.

Filed Flight Plan: The flight plan as filed with an ATS unit by the pilot or his designated representative,without any subsequent changes.

Note: When the word "message" is used as a suffix to this term, it denotes the content andformat of the filed flight plan data as transmitted.

Final Reserve fuel: An amount of fuel for all turbine powered aeroplanes, calculated to fly 30 minutes atholding speed at 1,500 ft above the aerodrome elevation in standard conditions,calculated with the estimated mass on arrival at the alternate or the destination, when noalternate is required.

Flight Control system: A system which includes an automatic landing system.Flight crewmember: A licensed crewmember charged with duties essential to the operation of an aerop lane

during flight time.Flight Level: A surface of constant atmospheric pressure which is related to a specific pressure datum,

1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressureintervals.

Note 1: A pressure type altimeter calibrated in accordance with the Standard Atmosphere:

When set to QNH altimeter setting will indicate altitude. When set to QFE altimeter setting will indicate height above the QFE reference

datum. When set to a pressure of 1013.2 hectopascals (hPa) may be used to indicate flight

levels.Note 2: The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than

geometric heights and altitudes.Flight Plan: - ATS Flight Plan: Specified information provided to air traffic services units, relative to an

intended flight or portion of a flight of an aeroplane.- Operational flight plan: The operator's plan for the safe conduct of the flight based on

considerations of aeroplane performance, other operating limitations, and relevant expectedconditions on the route to be followed and at the aerodromes or heliports concerned.

Flow Control: Measures designed to adjust the flow of traffic into a given airspace, along a given route, orbound for a given aerodrome, so as to ensure the most effective utilisation of the airspace.

Friction Coefficient: Relationship between the friction force acting on the wheel and the normal force on thewheel.The normal force depends on the weight of the aeroplane and the lift of the wings.

Glide Path: A descent profile determined for vertical guidance during a final approach.

Ground Visibility:The visibility at an aerodrome, as reported by an accredited observer.

Heading: The direction, in which the longitudinal axis of an aeroplane is pointed, usually expressed in degreesfrom North (true, magnetic, compass or grid).


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Height: The vertical distance of a level, a point or an object, measured from a specified datum.

Hydroplaning: (refer to Aquaplaning).

Infant: A person who has not yet reached his second birthday.Inspection: The examination of an aeroplane or aeronautical product to establish conformity with a standard

approved by the Authority.

Instrument Approach Procedure: A series of predetermined manoeuvres by reference to flight instrumentswith specified protection from obstacles from the initial approach fix or,where applicable, from the beginning of defined arrival route, to a pointfrom which a landing can be completed and thereafter, if a landing is notcompleted, to a position at which holding or en-route obstacle clearancecriteria apply.

Instrument Meteorological Conditions: Meteorological conditions expressed in terms of visibility, distancefrom cloud, and ceiling, less than the minima specified for visualmeteorological conditions.

Isolated Aerodrome: If acceptable to the authority the destination aerodrome can be considered as anIsolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequatedestination alternate aerodrome is more than fuel to fly for two hours at normal cruiseconsumption above the destination aerodrome, including final reserve fuel.

JAA Operator: An operator certificated under EU-OPS Part 1 by one of the JAA Member States.Journey Log: A form signed by the Commander of each flight that records the aeroplane's registration, crew

member names and duty assignments, the type of flight, and the date, place, and time ofarrival and departure.

Low Visibility Procedures: Procedures applied at an aerodrome for the purpose of ensuring safe operationsduring Category II and III approaches and Low Visibility Takeoffs.

Low Visibility Take-Off: A take-off where the Runway Visual Range (RVR) is less than 400 m.Maintenance: Tasks required to ensure the continued airworthiness of an aeroplane or aeronautical product

including any one or combination of overhaul, repair, inspection, replacement, modification,and defect rectification.

Maintenance Release: A document containing a certification that inspection and maintenance work hasbeen performed satisfactorily in accordance with the methods prescribed by theAuthority.

Missed Approach Procedure: The procedure to be followed if the approach cannot be continued.

Master Minimum Equipment List (MMEL means a master list (including a preamble) appropriate to anaircraft type which determines those instruments, items of equipment or functions that, whilemaintaining the level of safety intended in the applicable airworthiness certification specifications,may temporarily be inoperative either due to the inherent redundancy of the design, and/or due tospecified operational and maintenance procedures, conditions and limitations, and in accordancewith the applicable procedures for Continued Airworthiness.

"Minimum Equipment List (MEL) means a list (including a preamble) which provides for the operation of

aircraft, under specified conditions, with particular instruments, items of equipment or functions

inoperative at the commencement of flight. This list is prepared by the operator for his own

particular aircraft taking account of their aircraft definition and the relevant operational and

maintenance conditions in accordance with a procedure approved by the Authority.Net Flight Path: Is a flight path determined for engine(s) failure case. It is established in such a manner that it

represents the actual climb performance diminished by a gradient of climb of:

Take-off (one engine failure):

0.8% for two-engine aeroplane 0.9% for three-engine aeroplane 1.0% for four-engine aeroplane

En-route (one engine failure):

1.1% for two-engine aeroplane 1.4% for three-engine aeroplane 1.6% for four-engine aeroplane

En-route (two engine failure):

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0.3% for three-engine aeroplane 0.5% for four-engine aeroplaneNight: The hours between the end of evening civil twilight and the beginning of morning civil twilight or such

other period between sunset and sunrise. Civil twilight ends in the evening when the centre of thesun's disc is 6 degrees below the horizon and begins in the morning when the centre of the sun's discis 6 degrees below the horizon.

Non-Precision Approach: Instrument approach with lateral guidance only from the FAF to the runwayenvironment. Descent limit is the MDA, and obstacle clearance (including go-around) is guaranteed if the approach is discontinued no farther than the MAP.Approaches with lateral guidance from localiser, VOR, NDB or GPS areconsidered non-precision approaches. Although often a helpful tool for lateral andvertical navigation during approach, FMS guidance is not a certified approach aid.

NOTAM: A notice containing information concerning the establishment, condition or change in any aeronaut icalfacility, service, procedure or hazard, the timely knowledge of which is essential to personnelconcerned with flight operations:

Class I distribution: Distribution by means of telecommunication.

Class II distribution: Distribution by means other than telecommunication.

Obstacle clearance altitude/height (OCA/H): The lowest altitude (OCA), or alternatively the lowest heightabove the elevation of the relevant runway threshold or abovethe aerodrome elevation as applicable (OCH), used inestablishing compliance with the appropriate obstacleclearance criteria.

Operational Control: The exercise of authority over the initiation, continuation, diversion or termination of aflight in the interest of the safety of the aeroplane and the regularity and effic iency of theflight.

Operator: A person, organisation or enterprise engaged in or offering to engage in an aeroplane operation.

Pilot Flying (PF): The pilot, who for the time being, is in charge of the controls of an aeroplane.

Pilot-in-command: Pilot responsible of the operations and safety.

Pilot Monitoring (PM): The pilot who is assisting and/or monitoring the pilot flying in accordance with themulti-crew co-operation concept, when the required flight crew is more than one.

Pilot Not Flying (PNF): The pilot who is assisting the pilot flying in accordance with the multi-crew co-operation concept, when the required flight crew is more than one.

Precision Approach: Instrument approach with lateral and vertical guidance from the FAP to the runwaytouchdown zone, with system accuracy, integrity and obstacle clearance (including go-around) guaranteed until the descent limit (decision altitude or decision height) isreached. ILS, MLS and PAR are considered precision approaches.

Pre-flight inspection: The inspection carried out before flight to ensure that the aeroplane is fit for theintended flight.

Pressure Altitude: An atmospheric pressure expressed in terms of altitude, which corresponds to thatpressure in the Standard Atmosphere.

Quality Assurance : All those planned and systematic actions necessary to provide adequate confidence thatoperational and maintenance practices satisfy given requirements.

Quality System: The organisational structure, responsibilities, procedures and resources for implementingQuality Management (refer to Chapter 3).

Rating: An authorisation entered on or associated with a license or certificate and forming part thereof,stating special conditions, privileges or limitations pertaining to such license or certificate.

Repair: The restoration of an aeroplane/aeronautical product to a serviceable condition in conformity with anapproved standard.

Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring, regularly operatedindividual flights with identical basic features, submitted by an operator forretention and repetitive use by ATS.


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Reporting Point: A specified geographical location in relation to which the position of an aeroplane can bereported.

Required Navigation Performance (RNP): A statement of the navigation performance accuracy necessaryfor operation within a defined airspace.

Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-off of aeroplanes.

Runway Visual Range: The range over which the pilot of an aeroplane on the centreline of a runway can seethe runway surface markings or the lights delineating the runway or identifying itscentreline.

SIGMET information: Information issued by a meteorological watch office concerning the occurrence orexpected occurrence of specified en-route weather phenomena which may affect thesafety of aeroplane operations.

Slush: Water-saturated snow which with a heel-and-toe slap-down motion against the ground will bedisplaced with a splatter (specific gravity of 0.5 up to 0.8).

Snow (on the ground):

Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart uponrelease (specific gravity up to but not including 0.35).

Wet snow: Snow which, if compacted by hand, will stick together and tend to or form asnowball (specific gravity 0.35 up to but not including 0.5).

Compacted snow: Snow which has been compressed into a solid mass that resists furthercompression and will hold together or break up into chunks if picked up (specific gravity 0.5 andover).

Stabilised Approach: An approach without speed and/or configuration changes during final descent.

Stabilised Approach Procedure: An approach procedure along the extended runway centreline with a

constant, in-flight verifiable descent gradient from the final approach altitude to the runwaytouchdown zone. Except for offset-localizer approaches, an ILS approach is inherently astabilised approach procedure. Non-precision approaches can be constructed as astabilised approach procedure by choosing the FAF accordingly and by publishing adistance-versus-altitude (VOR+DME, NDB+DME, LOC+DME) or waypoint-versus-altitudetable (GPS) to be able to verify adherence to the (imaginary) glidepath.

Taxiing: Movement of an aeroplane on the surface of an aerodrome under its own power, excluding take-offand landing.

Taxiway: A defined path on a land aerodrome established for the taxiing of aeroplane and intended to providea link between one part of the aerodrome and another.

Technical Log: A document carried on an aeroplane that contains information to meet ICAO requirements;a technical log contains at least two independent sections: a journey record section and anaeroplane maintenance record section.

Threshold: The beginning of that portion of the runway usable for landing.Track: The projection on the earth's surface of the path of an aeroplane, the direction of which path at any

point is usually expressed in degrees from North (true, magnetic or grid).

Transition Altitude: The altitude at or below which the vertical position of an aeroplane is controlled byreference to altitudes.

Transition Level: The lowest flight level available for use above the transition altitude.

UN Number: The four-digit number assigned by the United Nations Committee of experts on the transport ofdangerous goods to identify a substance or a particular group of substances.

Visibility: The ability, as determined by atmospheric conditions and expressed in units of distance, to see andidentify prominent unlighted objects by day and prominent lighted objects by night.

Visual approach: An approach when either part or all of an instrument approach procedure is not completedand the approach is executed with visual reference to the terrain.

Visual Meteorological Conditions: Meteorological conditions expressed in terms of visibility, distance fromcloud, and ceiling, equal to or better than specified minima.

Waypoint: A specified geographical location used to define an area navigation route or the flight path of anaeroplane employing area navigation.

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Wet lease: Is when the aeroplane is operated under the AOC of the lessor.

Wet runway: A runway is considered wet when the runway surface is covered with water, or equivalent, lessthan or equal to 3 mm or when there is sufficient moisture on the runway surface to cause it toappear reflective, but without significant areas of standing water.

0.1.5 UNITS CONVERSION TABLE

UNIT METRIC US US METRIC

LENGTH

1 mm = 0.0394 in

1 m = 3.281 ft

1 m = 1.094 yd

1 km = 0.540 NM1 km = 0.6215 statute mile

1 in = 25.4 mm

1 ft = 0.3048 m

1 yd = 0.914 m

1 NM = 1.852 km1 statute mile = 1.609 km

SPEED 1 m/s = 3.281 ft/s = 1.944 kt1 km/h = 0.54 kt

1 ft/s = 0.3048 m/s1 kt = 1.852 km/h = 0.514 m/s

WEIGHT1 g = 0.353 oz

1 kg = 2.2046 lb

1 t (tonne) = 2 204.6 lb

1 oz = 28.35 g

1 lb = 0.4536 kg

1 lb = 0.0004536 t

FORCE1 N = 0.2248 lb

1 daN = 2.248 lb

1 lb = 4.448 N

1 lb = 0.4448 daN

PRESSURE1 bar = 14.505 PSI

1 mbar = 1 hPa = 0.0145 PSI1 mbar = 1 hPa = 0.02953 in Hg

1 PSI = 6892 Pa = 0.0689 bar

1 PSI = 68.92 hPa = 68.92 mbar1 in Hg = 33.864 hPa = 33.864 mbar

VOLUME1 l = 0.2642 US Gallon

1 m3 = 264.2 US Gallons

1 l = 1.0567 US Quart

1 US Gallon = 3.785 l

1 US Gallon = 0.003785 m3

1 US Quart = 0.94635 l

MOMENTUM 1 m.daN = 88.5 lb.in 1 lb.in = 0.0113 m.daN

TEMPERATURE °C = 5/9 (°F - 32)

°C = 5/9 (°F + 40) - 40

°F = (°C x 1.8) + 32

°F = 9/5 (°C + 40) - 40


GB (OM A)

0 - 27


0.1.6 INTERNATIONAL STANDARD ATMOSPHERE (ISA)

PRESSUREALTITUDE

(Feet)

TEMP.

(°C) hPa PSI In.Hg

PRESSURE

RATIO

= P/Po

DENSITY

= ρ/ρo

SPEEDof

SOUND(kt)

ALTITUDE

(metres)

40,000

39,000

38,000

37,000

36,000

- 56.5

- 56.5

- 56.5

- 56.5

- 56.3

188

197

206

217

227

2.72

2.58

2.99

3.14

3.30

5.54

5.81

6.10

6.40

6.71

0.1851

0.1942

0.2038

0.2138

0.2243

0.2462

0.2583

0.2710

0.2844

0.2981

573

573

573

573

573

12,192

11,887

11,582

11,278

10,973

35,000

34,00033,000

32,000

31,000

- 54.3

- 52.4- 50.4

- 48.4

- 46.4

238

250262

274

287

3.46

3.633.80

3.98

4.17

7.04

7.387.74

8.11

8.49

0.2353

0.24670.2586

0.2709

0.2837

0.3099

0.32200. 3345

0.3473

0.3605

576

579581

584

586

10,668

10,36310,058

9, 754

9, 449

30,000

29,000

28,000

27,00026,000

- 44.4

- 42.5

- 40.5

- 38.5- 36.5

301

315

329

344360

4.36

4.57

4.78

4.995.22

8.89

9.30

9.73

10.1710.63

0.2970

0.3107

0.3250

0.33980.3552

0.3741

0.3881

0.4025

0.41730.4325

589

591

594

597599

9, 144

8, 839

8, 534

8, 2307, 925

25,000

24,000

23,000

22,000

21,000

- 34.5

- 32.5

- 30.6

- 28.6

- 26.6

376

393

410

428

446

5.45

5.70

5.95

6.21

6.47

11.10

11.60

12.11

12.64

13.18

0.3711

0.3876

0.4046

0.4223

0.4406

0.4481

0.4642

0.4806

0.4976

0.5150

602

604

607

609

611

7, 620

7, 315

7, 010

6, 706

6, 401

20,000

19,000

18,000

17,000

16,000

- 24.6

- 22.6

- 20.7

- 18.7

- 16.7

466

485

506

527

549

6.75

7.04

7.34

7.65

7.97

13.75

14.34

14.94

15.57

16.22

0.4595

0.4791

0.4994

0.5203

0.5420

0.5328

0.5511

0.5699

0.5892

0.6090

614

616

619

621

624

6, 096

5, 791

5, 406

5, 182

4, 877

15,00014,000

13,000

12,00011,000

- 14.7- 12.7

- 10.8

- 8.8- 6.8

572595

619

644670

8.298.63

8.99

9.359.72

16.8917.58

18.29

19.0319.79

0.56430.5875

0.6113

0.63600.6614

0.62920.6500

0.6713

0.69320.7156

626628

631

633636

4, 5724, 267

3, 962

3, 6583, 353

10,000

9, 000

8, 0007, 000

6, 000

- 4.8

- 2.8

- 0.8+ 1.1

+ 3.1

697

724

753782

812

10.10

10.51

10.9211.34

11.78

20.58

21.39

22.2223.09

23.98

0.6877

0.7148

0.74280.7716

0.8014

0.7385

0.7620

0.78600.8106

0.8359

638

640

643645

647

3, 048

2, 743

2, 4382, 134

1, 829

5, 000

4, 000

3, 000

2, 000

1, 000

+ 5.1

+ 7.1

+ 9.1

+ 11.0

+ 13.0

843

875

908

942

977

12.23

12.69

13.17

13.67

14.17

24.90

25.84

26.82

27.82

28.86

0.8320

0.8637

0.8962

0.9298

0.9644

0.8617

0.8881

0.9151

0.9428

0.9711

650

652

654

656

659

1, 524

1, 219

914

610

305

0 + 15.0 1013 14.70 29.92 1.0000 1.0000 661 0

- 1,000 + 17.0 1050 15.23 31.02 1.0366 1.0295 664 - 305

GB (OM A)

0 - 28



0.2 SYSTEM OF AMENDMENT AND REVISION

0.2.1 RESPONSIBILITY

The Flight Operations Manager is responsible for the contents and the issuance of theOperations Manual (Part A), General / Basic (GB). He will contact the Cyprus DCA forclearance of the content and he is responsible for the issuance and insertion of amendmentsand revisions.

0.2.2 PUBLICATION

0.2.2.1 GENERAL

The manual is divided into chapters, which are broken into sections and subsections.

The Header of each page contains:

The Company’s Logo and the name of the manual, GB (OM A).The Chapter Title.The Chapter number and Subchapter number (if applicable).An Ascending Page number index next to the Chapter or Subchapter number.

The Footer of each page contains:

Latest Revision number and date of the current page.

The date of the revision is mentioned on the record of normal revision sheet.Note: In this manual, (EU-OPS 1.XXX) is quoted next to a paragraph, whenever the paragraph

refers to the associated JAR requirement.

0.2.2.2 PERSONNEL RESPONSIBILITY

Manuals and handbooks are the property of Eurocypria Airlines and are lent to its employees.

In the event of an employee’s transfer or termination of service, the manual shall be personallyhanded over to the Flight Operations Manager.

Because of the high cost of publishing manuals of this type, it is essential that each holder towhom an Operations Policy Manual is issued is responsible for the security and safeguarding ofthat manual, for insertion of amendments and revisions and for maintaining the manual in acurrent status.

0.2.2.3 COPYRIGHT

No part of this book may be reproduced without the written permission of Eurocypria Airlines.


GB (OM A)

0 - 29


0.2.3 AMENDMENTS AND REVISIONS

0.2.3.1 AMENDMENTS

All amendments will be in the form of printed, replacement pages. Hand-written amendmentsand revisions are not permitted except in situations requiring immediate amendment or revision inthe interest of safety.

0.2.3.2 GENERAL

All amendments to the operations manual and all its components are under the responsibility ofthe Flight Operations Manager (FOM) and as such require his authority. This authority can beeither specific or automatic depending on the component involved and the specific proceduregoverning such a component.

0.2.3.3 INITIATION

Initiation of amendments may originate through several sources such as legislation,manufacturer’s changes, policy changes and even employees suggestions and/orrecommendations. The origin of these amendments and the affected operations manualcomponent will determine the prescribed path to be followed for evaluating, processing,authorizing and implementing these changes. Each manager/section head will have the task ofcollecting evaluating and processing the relevant amendment according to his area ofresponsibility. The following list is a general indication of the areas of responsibility of the variousofficials but is by no means limiting or exclusive.

Flight Operations Manager

General / Basic Operations Manual (A)

FSI’s

Training Manager

Training Manual – TM (D)

Technical Pilot

Flight Crew Operating Manuals – FCOM I and FCOM II (B)

Quick Reference Handbook – QRH (B)

Minimum Equipment List – MEL (B)

Approved Flight Manual – AFM / CDL (B)

Weigh and Balance Manual

GB (OM A)

0 - 30



Quality Manager

Quality Manual – QM

Operations Control Manager

Jeppesen Airway Manuals (C)

Performance Manuals

Cabin Crew Manager

Cabin Safety Procedures Manual (CSPM)

0.2.3.4 EVALUATION

The evaluation process should include, (where necessary) consultation with other managers and/or departments to ensure that any changes will not adversely impact on other company functions.It may be necessary that a manager will have to circulate some suggestions to other interestedparties for comments or recommendations or even call meetings to this end. The objective will beto present to the Flight OPS Manager recommendations that have already been thoroughlydiscussed by all interested parties. In the event that a consensus is not reached, the FOM willdecide after evaluating all recommendations presented.

0.2.3.5 PROCESSING

The processing of an amendment will be done through the Flight Operations Department, toensure correct editing and revision assignment and the objective will be that the amendmentshould be numbered and dated accordingly to enable proper tracking and monitoring. Once thesample revision is prepared, it will be presented to the FOM for approval prior to full production.

In certain cases, the official involved, will process the amendment and authorize it on behalf of theFOM. Specifically the following may be authorized by the appropriate manager/assistant manageron behalf of the FOM:

FCOM/QRH

All amendments originating from the manufacturer or modifications that do not involve SOP’s

MEL

All amendments originating from the manufacturer and/or the authorities or as a result ofmodification changes.

AFM

All amendments originating from the manufacturers and/or authorities or as a result of modificationchanges.


GB (OM A)

0 - 31


WBM

All amendments originating from the manufacturer or modification changes (weight reports etc)

Jeppesen Airway Manuals

All amendments to the manuals

Performance Manuals

All amendments to the manuals

0.2.3.6 APPROVAL - AUTHORIZATION

The manager under whose responsibility the amendment falls will brief and present the FOM withthe amendment for approval. The FOM will forward to the DCA the proposed changes on therelevant form found on section APP (APP.1.15). When approval is granted, the FOM will sign theoriginal of the new amendment list (instructions), or the page itself (such as FSI), which will bekept by the library unit for auditing/recording purposes. In cases where a manager authorizes anamendment on behalf of the FOM he will sign the revision delivery note accordingly.

0.2.3.7 IMPLEMENTATION - DISTRIBUTION

Once a revision/amendment is approved and ready for implementation it will be circulatedimmediately. Amendments that involve changes to Part A, SOP’s and other company policy orcompany originating changes will be distributed in the following manner:

The revision will be circulated one week in advance to the recipients, from the following list,concerned with the suggested amendments:


Deputy Operations Manager

Training Manager

Technical Pilot

Technical Manager

Training Captains

Quality Manager

Cabin Crew Manager

Ops Control Manager

Cabin Services Manager

Flight Safety Officer

GB (OM A)

0 - 32



Personnel and Admin Officer

Security Officer

At the end of that week the normal circulation to all holders will commence, beginning with theaircraft documentation and implementation will be immediate.

Note: The advance circulation to the above mentioned officials is for study, preparation andclarifications prior to implementation and not for consultation purposes. Any consultation should bedone via the appropriate manager during the evaluation phase.

0.2.3.8 REVISIONS

A normal revision service is provided for each manual. Amendments to the Operations Manualare normally promulgated by means of normal revisions issued whenever necessary to covercorrections and to add new data.

All amendments will be in the form of printed, replacement pages. They are accompanied byfiling instructions and an updated List of Effective Pages (LEP).

A normal revision record sheet mentioning the issue date is provided in paragraph 0.4.1.

A brief outline of the purpose and the nature of each change are included in the transmittal sheetattached to each amendment.

To make it possible for the manual holder to see the change in a revised instruction at a glance,the revised text will be marked with a vertical bar or an “R” in front of the line. Deleted text willby marked “deleted” where appropriate.

After each revision, a notation should be made on the revision record sheet.

0.2.3.9 LIST OF EFFECTIVE PAGES

At each revision date, the list of effective pages will be updated. Each holder of an OperationsManual (Part A), General / Basic (GB) is responsible for correct insertion of the revised pagesand for the complete content according to the distribution schedule. The manual holder isresponsible for checking that all sheets mentioned in the list of effective pages have beenreceived.


GB (OM A)

0 - 33


0.3 PREAMBLE

The Accountable Manager through the Flight Operations Manager is responsible that theOperations Manual is in full compliance with the regulations.

The Operations Manual is prepared to the best knowledge of the Management and thePostholders of Eurocypria Airlines. The responsibility for the subparts of the Operations Manuallies with the Postholders/ Managers responsible for the initiation of the OMA amendments, asspecified in paragraph 0.2.3.3 of this chapter.

The structure of the Operations Manual corresponds to the requirements of EU- OPS 1,subpart P except where clearly marked and referenced, and approved by Cyprus DCA.

The Accountable Manager, the Postholder Flight Operation, Maintenance System, CrewTraining and Ground Operations declare to understand the content of the Operations Manualand this preamble and to comply with it:

GB (OM A)

0 - 34



ADMINISTRATION AND CONTROL

0.3.1 RECORD OF NORMAL REVISIONS

When receiving a revision, insert the "Date of entry" and sign in the "Entered by" box.

Revision No.: Date of Revision: Date of entry: Entered by:

Initial ----- 1-Jan-2003 Eurocypria Airlines

01 1-Jan-2007 1-Jan-2007 Eurocypria Airlines

02 15-Oct-2007 15-Oct-2007 Eurocypria Airlines

03 30-Jan-2008 30-Jan-2008 Eurocypria Airlines

04 10-Mar-2008 10-Mar-2008 Eurocypria Airlines

05 14-Jul-2008 14-Jul-2008 Eurocypria Airlines

06

07

08

09

10

11

12

13

14

15


GB (OM A)

0 - 35


0.3.2 DISTRIBUTION LIST

A distribution list is specified in this paragraph, as well as the associated Operations ManualPart A number.

Number: Name: Department / Function: Date:

01 M. Pavlou Operations / MASTER COPY 1-Jan-2007

02 G. Souroullas General Manager 1-Jan-2007

03 X.Yerolemou Flight Operations Manager 1-Jan-2007

04 G. Lambrianidis Training Manager 1-Jan-2007

05 Y. Yiannaki Operations Control Manager 1-Jan-2007

06 G. Poumos Technical Manager 1-Jan-2007

07 A. Philippides Cabin Crew Manager 1-Jan-2007

08 C. Masoud Senior Trainer Cabin Crew 1-Jan-2007

09 H. Papapetrou Quality Manager 1-Jan-2007

10 K. Lazarou Cyprus DCA 1-Jan-2007

11 Duty Officers Operations Control - Training &Administration Officer

1-Jan-2007

12 5B-DBU Aeroplane 1-Jan-2007

13 5B-DBV Aeroplane 1-Jan-2007

14 5B-DBW Aeroplane 1-Jan-2007

15 5B-DBX Aeroplane 1-Jan-2007

16 5B-DBZ Aeroplane 1-Jan-2007

17 5B-DBR Aeroplane 1-Jan-2007

18 Sharm – El Sheikh Base Operations Control - Training &Administration Officer

1-Jan-2008

19 Warsaw Base Operations Control - Training &Administration Officer

1-Jan-2008

20 E. Christoforidou Customer Services 1-Jan-2008

GB (OM A)

0 - 36




21 N. Kotsapas Operations 1-Jan-2007

22 A. Antony Operations 1-Jan-2007

23 C. Christodoulides Operations 1-Jan-2007

24 C. Demetriades Operations 1-Jan-2007

25 T. Hadjithomas Operations 1-Jan-2007

26 G. Nicolaou Operations 1-Jan-2007

27 S. Rayias Operations 1-Jan-2007

28 A. Varnavides Operations 1-Jan-2007

29 C. Pitsillides Operations 1-Jan-2007

30 L. Patsiou Operations 1-Jan-2007

31 P. Aristodimou Operations 1-Jan-2007

32 C. Kamaritis Operations 1-Jan-2007

33 L. Gregoras Operations 1-Jan-2007

34 C. Vlademirou Operations 1-Jan-2007

35 M. Pitsiakos Operations 1-Jan-2007

36 O. Eleftheriou Operations 1-Jan-2007

37 A. Ioannou Operations 1-Jan-2007

38 C. Katomoniatis Operations 1-Jan-2007

39 G. Angelides Operations 1-Jan-2007

40 G. Georgiou Operations 1-Jan-2007


GB (OM A)

0 - 37



41 M. Lucas Operations 1-Jan-2007

42 G. Georgiades Operations 1-Jan-2007

43 G. Krasas Operations 1-Jan-2007

44 C. Constantinides Operations 1-Jan-2007

45 A. Kalos Operations 1-Jan-2007

46 D. Christodoulides Operations 1-Jan-2007

47 A. Spanias Operations 1-Jan-2007

48 M. Ioulianos Operations 1-Jan-2007

49 P. Sarikas Operations 1-Jan-2007

50 P. Antoniou Operations 1-Jan-2007

51 P. Stylianou Operations 1-Jan-2007

52 A. Zarkas Operations 1-Jan-2007

53 S. Peleties Operations 1-Jan-2007

54 O. Gavrielides Operations 1-Jan-2007

55 I. Iakovou Operations 1-Jan-2007

56 C. Antoniou Operations 1-Jan-2007

57 C. Heracleous Operations 1-Jan-2007

58 N. Kosta Operations 1-Jan-2007

59 A. Mandrites Operations 1-Jan-2007

60 C. Tsitsos Operations 1-Jan-2007

GB (OM A)

0 - 38




61 Y. Nicolaou Operations 1-Jan-2007

62 M. Kitsiou Operations 1-Jan-2007

63 L. Kestas Operations 1-Jan-2007

64 D. Papouis Operations 1-Jan-2007

65 G. Paschalis Operations 1-Jan-2007

66 C. Giorgallas Operations 1-Jan-2007

67 N. Teppelis Operations 1-Jan-2007

68 L. Papantoniou Operations 1-Jan-2007

69 S. Georgiou Operations 1-Jan-2007

70 A. Anthimou Operations 1-Jan-2007

71 S. Mavrogenis Operations 1-Jan-2007

72 D. Wright Operations 1-Jan-2007

73

74 D. Laccotripis Operations 1-Jan-2007

75 M. Palaondas Operations 1-Jan-2007

76 Ch. Stylianou Operations 1-Jan-2007

77 Ph. Marneros Operations 1-Jan-2007

78 M. Christofi Operations 1-Jan-2007

79

80 M. Chadjiliadou Operations 1-Jan-2008


GB (OM A)

0 - 39



81 Heraclion Base Operations Control - Training &Administration Officer

1-Jan-2008

82 T. Theodorou Navigation & PerformanceOfficer 1-Jan-2008

83 X. Yerolemou Operations 1-Jan-2008

84 D. Demetriou Operations 1-Jan-2008

85 S. Marneros Operations 1-Jan-2008

86 Y. Antoniou Operations 1-Jan-2008

87 N. Kountouris Operations 1-Jan-2008

88 L. Katsouromallis Operations 1-Jan-2008

89 A. Antoniou Operations 1-Jan-2008

90 P. Christodoulou Operations 1-Jan-2008

91Aircraft Accident and IncidentInvestigation Board - Cyprus AAIB 1-Jan-2008

92

93

94

95

96

97

98

99

100

GB (OM A)

0 - 40



0.3.3 LIST OF EFFECTIVE PAGES

Chap. Page Rev. Chap. Page Rev. Chap. Page Rev. Chap. Page Rev.

Chapter 0 0 38 6 1 25 6 2 14 6

0 1 6 0 39 6 1 26 6 2 15 6

0 2 6 0 40 6 1 27 6 2 16 6

0 3 6 0 41 6 1 28 6 2 17 6

0 4 6 0 42 6 1 29 6 2 18 6

0 5 6 0 43 6 1 30 6 2 19 6

0 6 6 0 44 6 1 31 6 2 20 6

0 7 6 0 45 6 1 32 6 2 21 6

0 8 6 0 46 6 1 33 6 2 22 6

0 9 6 0 47 6 1 34 6

0 10 6 0 48 6 1 35 6

0 11 6 1 36 6

0 12 6 1 37 6

0 13 6 Chapter 1 1 38 6

0 14 6 1 1 6 1 39 6

0 15 6 1 2 6 1 40 6 Chapter 3

0 16 6 1 3 6 1 41 6 3 1 6

0 17 6 1 4 6 1 42 6 3 2 6

0 18 6 1 5 6 1 43 6 3 3 6

0 19 6 1 6 6 1 44 6 3 4 6

0 20 6 1 7 6 1 45 6 3 5 6

0 21 6 1 8 6 1 46 6 3 6 6

0 22 6 1 9 6 3 7 6

0 23 6 1 10 6 3 8 6

0 24 6 1 11 6 Chapter 2

0 25 6 1 12 6 2 1 6

0 26 6 1 13 6 2 2 6

0 27 6 1 14 6 2 3 6

0 28 6 1 15 6 2 4 6

0 29 6 1 16 6 2 5 6

0 30 6 1 17 6 2 6 6 Chapter 4

0 31 6 1 18 6 2 7 6 4 1 6

0 32 6 1 19 6 2 8 6 4 2 6

0 33 6 1 20 6 2 9 6 4 3 6

0 34 6 1 21 6 2 10 6 4 4 6

0 35 6 1 22 6 2 11 6 4 5 6

0 36 6 1 23 6 2 12 6 4 6 6

0 37 6 1 24 6 2 13 6 4 7 6


GB (OM A)

0 - 41



4 8 6 5 30 6 6 32 6 Chapter 8

4 9 6 5 31 6 6 33 6 8.1 1 6

4 10 6 5 32 6 6 34 6 8.1 2 6

5 33 6 6 35 6 8.1 3 6

5 34 6 6 36 6 8.1 4 6

5 36 6 6 37 6 8.1 5 6

6 38 6 8.1 6 6

Chapter 6 8.1 7 6

6 1 6 8.1 8 6

Chapter 5 6 2 6 Chapter 7 8.1 9 6

5 1 6 2 3 6 7 1 6 8.1 10 6

5 2 6 2 4 6 7 2 6 8.1 11 6

5 3 6 2 5 6 7 3 6 8.1 12 6

5 4 6 2 6 6 7 4 6 8.1 13 6

5 5 6 2 7 6 7 5 6 8.1 14 6

5 6 6 2 8 6 7 6 6 8.1 15 6

5 7 6 2 9 6 7 7 6 8.1 16 6

5 8 6 2 10 6 7 8 6 8.1 17 6

5 9 6 2 11 6 7 9 6 8.1 18 6

5 10 6 2 12 6 7 10 6 8.1 19 6

5 11 6 6 13 6 7 11 6 8.1 20 6

5 12 6 6 14 6 7 12 6 8.1 21 6

5 13 6 6 15 6 7 13 6 8.1 22 6

5 14 6 6 16 6 7 14 6 8.1 23 6

5 15 6 6 17 6 7 15 6 8.1 24 6

5 16 6 6 18 6 7 16 6 8.1 25 6

5 17 6 6 19 6 7 17 6 8.1 26 6

5 18 6 6 20 6 7 18 6 8.1 27 6

5 19 6 6 21 6 7 19 6 8.1 28 6

5 20 6 6 22 6 7 20 6 8.1 29 6

5 21 6 6 23 6 7 21 6 8.1 30 6

5 22 6 6 24 6 7 22 6 8.1 31 6

5 23 6 6 25 6 8.1 32 6

5 24 6 6 26 6 8.1 33 6

5 25 6 6 27 6 8.1 34 6

5 26 6 6 28 6 8.1 35 6

5 27 6 6 29 6 8.1 36 6

5 28 6 6 30 6 8.1 37 6

5 29 6 6 31 6 8.1 38 6

GB (OM A)

0 - 42




8.1 39 6 8.1 76 6 8.2 1 6 8.2 38 68.1 40 6 8.1 77 6 8.2 2 6 8.2 39 6

8.1 41 6 8.1 78 6 8.2 3 6 8.2 40 6

8.1 42 6 8.1 79 6 8.2 4 6 8.2 41 6

8.1 43 6 8.1 80 6 8.2 5 6 8.2 42 6

8.1 44 6 8.1 81 6 8.2 6 6 8.2 43 6

8.1 45 6 8.1 82 6 8.2 7 6 8.2 44 6

8.1 46 6 8.1 83 6 8.2 8 6 8.2 45 6

8.1 47 6 8.1 84 6 8.2 9 6 8.2 46 6

8.1 48 6 8.1 85 6 8.2 10 6 8.2 47 6

8.1 49 6 8.1 86 6 8.2 11 6 8.2 48 6

8.1 50 6 8.1 87 6 8.2 12 6 8.2 49 6

8.1 51 6 8.1 88 6 8.2 13 6 8.2 50 6

8.1 52 6 8.1 89 6 8.2 14 6 8.2 51 6

8.1 53 6 8.1 90 6 8.2 15 6 8.2 52 6

8.1 54 6 8.1 91 6 8.2 16 6 8.2 53 6

8.1 55 6 8.1 92 6 8.2 17 6 8.2 54 6

8.1 56 6 8.1 93 6 8.2 18 6 8.2 55 6

8.1 57 6 8.1 94 6 8.2 19 6 8.2 56 6

8.1 58 6 8.1 95 6 8.2 20 6 8.2 57 6

8.1 59 6 8.1 96 6 8.2 21 6 8.2 58 6

8.1 60 6 8.1 97 6 8.2 22 6 8.2 59 6

8.1 61 6 8.1 98 6 8.2 23 6 8.2 60 6

8.1 62 6 8.1 99 6 8.2 24 6 8.2 61 6

8.1 63 6 8.1 100 6 8.2 25 6 8.2 62 6

8.1 64 6 8.1 101 6 8.2 26 6 8.3 1 6

8.1 65 6 8.1 102 6 8.2 27 6 8.3 2 6

8.1 66 6 8.1 103 6 8.2 28 6 8.3 3 6

8.1 67 6 8.1 104 6 8.2 29 6 8.3 4 6

8.1 68 6 8.1 105 6 8.2 30 6 8.3 5 6

8.1 69 6 8.1 106 6 8.2 31 6 8.3 6 6

8.1 70 6 8.1 107 6 8.2 32 6 8.3 7 6

8.1 71 6 8.1 108 6 8.2 33 6 8.3 8 6

8.1 72 6 8.1 109 6 8.2 34 6 8.3 9 6

8.1 73 6 8.1 110 6 8.2 35 6 8.3 10 6

8.1 74 6 8.1 111 6 8.2 36 6 8.3 11 6

8.1 75 6 8.1 112 6 8.2 37 6 8.3 12 6


GB (OM A)

0 - 43



8.3 13 6 8.3 50 6 8.5 2 6

8.3 14 6 8.3 51 6 8.6 1 6

8.3 15 6 8.3 52 6 8.6 2 6

8.3 16 6 8.3 53 6 8.6 3 6

8.3 17 6 8.3 54 6 8.6 4 6

8.3 18 6 8.3 56 6 8.7 1 6

8.3 19 6 8.3 57 6 8.7 2 6

8.3 20 6 8.3 58 6 8.7 3 6

8.3 21 6 8.3 59 6 8.7 4 6

8.3 22 6 8.3 60 6 8.7 5 6

8.3 23 6 8.3 61 6 8.7 6 6

8.3 24 6 8.3 62 6 8.8 1 6

8.3 25 6 8.3 63 6 8.8 2 6

8.3 26 6 8.3 64 6 8.8 3 6

8.3 27 6 8.3 65 6 8.8 4 6

8.3 28 6 8.3 66 6 8.8 5 6

8.3 29 6 8.3 67 6 8.8 6 6

8.3 30 6 8.3 68 6

8.3 31 6 8.3 69 6

8.3 32 6 8.3 70 6

8.3 33 6 8.3 71 6

8.3 34 6 8.3 72 6

8.3 35 6 8.3 73 6

8.3 36 6 8.3 74 6

8.3 37 6 8.3 75 6

8.3 38 6 8.3 76 6

8.3 39 6 8.3 77 6

8.3 40 6 8.3 78 6

8.3 41 6 8.4 1 6

8.3 42 6 8.4 2 6

8.3 43 6 8.4 3 6

8.3 44 6 8.4 4 6

8.3 45 6 8.4 5 6

8.3 46 6 8.4 6 6

8.3 47 6 8.4 7 6

8.3 48 6 8.4 8 6

8.3 49 6 8.5 1 6

GB (OM A)

0 - 44




Chapter 9 Chapter 10

9 1 6 10 1 6

9 2 6 10 2 6

9 3 6 10 3 6

9 4 6 10 4 6

9 5 6 10 5 6

9 6 6 10 6 6

9 7 6 10 7 6

9 8 6 10 8 6

9 9 6 10 9 6

9 10 6 10 10 6

9 11 6 10 11 6

9 12 6 10 12 6

9 13 6 10 13 6

9 14 6 10 14 6

9 15 6 10 15 6

9 16 6 10 16 6

9 17 6 10 17 6

9 18 6 10 18 6

9 19 6 10 19 6

9 20 6 10 20 6

9 21 6 10 21 6

9 22 6 10 22 6

9 23 6 10 23 6

9 24 6 10 24 6

9 25 6 10 25 6

9 26 6 10 26 6

9 27 6 10 27 6

9 28 6 10 28 6

9 29 6 10 29 6

9 30 6 10 30 6

9 31 6 10 31 6

9 32 6 10 32 6

10 33 6

10 34 6

10 35 6

10 35 6


GB (OM A)

0 - 45



11 29 6 12 29 Initial

11 30 6 12 30 Initial

11 31 6 12 31 Initial

11 32 6 12 32 Initial APPENDICES

11 33 6 12 33 Initial APP 1 6

11 34 6 12 34 Initial APP 2 6

12 35 Initial APP 3 6

12 36 Initial APP 4 6

Chapter 11 Chapter 12 12 37 Initial APP 5 6

11 1 6 12 1 Initial 12 38 Initial APP 6 6















11 16 6 12 16 Initial APP 21 6

11 17 6 12 17 Initial APP 22 6

11 18 6 12 18 Initial APP 23 6

11 19 6 12 19 Initial APP 24 6

11 20 6 12 20 Initial APP 25 6

11 21 6 12 21 Initial APP 26 6

11 22 6 12 22 Initial Chapter 13 APP 27 6

11 23 6 12 23 Initial 13 1 6 APP 28 6

11 24 6 12 24 Initial 13 2 6 APP 29 6

11 25 6 12 25 Initial 13 3 6 APP 30 6

11 26 6 12 26 Initial 13 4 6 APP 31 6

11 27 6 12 27 Initial 13 5 6 APP 32 6

11 28 6 12 28 Initial 13 6 6 END

GB (OM A)

0 - 46





GB (OM A)

0 - 47


GB (OM A)

0 - 48




ORGANISATION AND RESPONSIBILITIES GB (OM A)

1 - 1


TABLE OF CONTENTS

Paragraph Page

1. ORGANISATION AND RESPONSIBILITIES ................................ ............................... 31.1 ORGANISATIONAL STRUCTURES ................................ ................................ .......... 3

1.1.1 COMPANY ................................ ................................ .................................... 31.1.2 OPERATIONS DEPARTMENT ................................................................ ....... 4

1.1.3 OPERATIONS CONTROL DEPARTMENT................................ ...................... 51.1.4 ENGINEERING DEPARTMENT................................ ................................ ...... 6

1.2 NOMINATED POSTHOLDERS & OTHER COMPANY APPOINTMENTS..................... 71.2.1 GENERAL MANAGER / ACCOUNTABLE MANAGER ................................ ...... 7

1.2.2 POSTHOLDERS AND QUALITY MANAGER................................................... 71.2.3 DEPUTIES TO THE ACCOUNTABLE MANAGER AND POSTHOLDERS ......... 81.2.4 OTHER COMPANY APPOINTMENTS ................................ ............................ 9

1.3 DUTIES AND RESPONSIBILITIES OF MANAGEMENT ANDOTHER COMPANY PERSONNEL................................ ................................ ............101.3.1 FUNCTIONS AND RESPONSIBILITIES ................................ .........................10

1.3.2 GENERAL MANAGER (Accountable Manager) ................................ ...............111.3.3 FLIGHT OPERATIONS MANAGER (Postholder Flight Operations) .................. 121.3.4 TRAINING MANAGER (Postholder Crew Training) ................................ ..........141.3.5 TECHNICAL MANAGER (Postholder Maintenance System) ............................ 151.3.6 POSTHOLDER GROUND OPERATIONS ................................ ......................17

1.3.7 QUALITY MANAGER................................ ................................ ....................181.3.8 FLIGHT SAFETY OFFICER................................................................ ...........191.3.9 FLIGHT SAFETY PROGRAM ADMINISTRATOR................................ ............201.3.10 TECHNICAL PILOT................................ ....................................................... 211.3.11 FLIGHT OPERATIONS STANDARDS AND SUPPORT OFFICER ...................22

1.3.12 FLIGHT OPERATIONS ADMINISTRATIONS OFFICER ................................ ..231.3.13 OPERATIONS CONTROL MANAGER ................................ ...........................241.3.14 NAVIGATION AND PERFORMANCE OFFICER ............................................. 261.3.15 ASSISTANT NAVIGATION AND PERFORMANCE OFFICER.......................... 271.3.16 ROSTERING OFFICER................................ ................................ .................281.3.17 OPERATIONS CONTROL ADMINISTRATION AND TRAINING OFFICER .......291.3.18 CABIN CREW MANAGER................................ ............................................. 30

1.3.19 SENIOR TRAINER CABIN CREW ................................................................ .311.3.20 SECURITY MANAGER ................................ ................................ .................32

1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER .................331.4.1 GENERAL ................................................................ ................................ ....331.4.2 PRIOR TO FLIGHT ................................ ....................................................... 34

GB (OM A)

1 - 2

ORGANISATION AND RESPONSIBILITIES


1.4.3 IN FLIGHT ................................ ................................ ................................ ... 351.4.4 AFTER FLIGHT ................................ ................................ ........................... 36

1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THECOMMANDER................................ ................................ ................................ ........ 38

1.5.1 DUTIES AND RESPONSIBILITIES OF THE CO-PILOT................................ .. 381.5.2 DUTIES AND RESPONSIBILITIES OF CABIN CREW MEMBERS .................. 40

1.6 COMPANY AEROPLANES’ REGISTRATION AND SERIAL NUMBERS .................... 421.7 COMPANY AIR OPERATORS´ CERTIFICATE (AOC) ................................ .............. 431.8 COMPANY AIR OPERATOR’S CERTIFICATE AREA ................................ ............... 43

DEFINITION OF THE AREA FOR FLIGHTS WITHIN EUROPEAN REGION.............. 45


1 - 3


1. ORGANISATION AND RESPONSIBILITIES

1.1 ORGANISATIONAL STRUCTURES

1.1.1 COMPANY

GB (OM A)

1 - 4



1.1.2 FLIGHT OPERATIONS DEPARTMENT

Capt.Xanthos Yerolemou


Postholder Flight Operations

Maria PAVLOU

Flight OperationsAdministration Officer

David JOHNSON

Admin. Pilot(Deputy FOM)

Cleo OURRI

Operations Clerk

TRAINING DEPT .

Capt. GeorgeLAMBRIANIDES

Post holder Crew Manager

CABIN CREW DEPT.

Akis PHILIPPIDES

Cabin Crew Manager

FLIGHT SAFETY DEPT.

Capt. ConstantinosPITSILLIDES

Flight Safety Officer

OPS TECHNICAL

Capt. Andres VARNAVIDES

Technical Pilot

OPERATIONS CONTROL

Yiannos YIANNAKI


(Post holder GRD OPS)

TheoTHEODOROU

Navigation &Planning Officer

AfxendisAFXENDIOU

OperationsControl

Administration &Training Officer

Julia PAVLOU

Rostering Officer

ChrystallaMASOUD

Senior TrainerCabin Crew

Stelios PANAYI

Flight SafetyProgram

Administrator

Alexis PAPADOPOULOS

Flight Operations Standards &Support Officer

MichalisH´́ ROUSOS

Flight SafetyProgram

Administrator


1 - 5


1.1.3 OPERATIONS CONTROL DEPARTMENT

Capt. Xanthos Yerolemou


Postholder Flight Operations

Loukia PAVLIDOU

Operations ControlSecretary

TBD

Operations Control SeasonalClerk

Yiannos YIANNAKI


(Post holder GRD OPS)

TBD

OPERATIONS CONTROLSECTION

Afxendis AfxendiouOperations Control

Administration & TrainingOfficer

NAVIGATION &PERFORMANCE SECTION

Theo THEODOROU

Navigation & PerformanceOfficer

ROSTERING SECTION

Julia PAVLOU

Rostering Officer

Yiannakis IOANNOU

Assistant Rostering Officer

Natalie AYIOTOU

Rostering Clerk

7x Duty Officers

(Shift Duty )

5X Assistant Duty Officers

(Shift Duty )

GB (OM A)

1 - 6



1.1.4 ENGINEERING DEPARTMENT

George POUMOS

Technical Manager

MaintenanceSystem

GeorgeHADJI -MITSIS

Senior Engineer

PLANNING

GeorgeHADJI-MITSIS

Senior Engineer

DEVELOPMENT

Panicos LEONTIS

DevelopmentEngineer

STORES

Varvara STAVROU

& Vayia NEFELIA

YiannosCHRISTODOULOU

Assistant Planning& Development

Engineer

TECHNICALLIBRARY &

WARRANTIES

GeorgeHADJI-MITSIS &

Varvara STAVROU

MyroullaMAPPOURA

EngineeringSecretary

5 X

Liaison Engineers

Quality AuditorsMaintenance

TECHNICALRECORDS

Iacovos ELIADESTechnical Records

Engineer

QualityManager

AccountableManager


1 - 7


1.2 NOMINATED POSTHOLDERS & OTHER COMPANY APPOINTMENTS

1.2.1 GENERAL MANAGER / ACCOUNTABLE MANAGER

George POUMOS (*)

ACCOUNTABLE MANAGER (Acting)

+357 – 24643327(office)

+357 – 99657108 (mobile)

1.2.2 POSTHOLDERS AND QUALITY MANAGER

FLIGHT OPERATIONS

MANAGER (*)

(PH FLIGHT OPERATIONS)

Capt. XanthosYEROLEMOU

+357–24658006 (office)

+357–99623698 (mobile)

TRAINING MANAGER (*)

(PH CREW TRAINING)

Capt. GeorgeLAMBRIANIDIS

+357–24658006 (office)

+357–96673300 (mobile)

TECHNICAL MANAGER (*)

(PH MAINTENANCE SYSTEM)George POUMOS

+357–24643327 (office)

+357–99657108 (mobile)

DEPUTY FLIGHT

OPERATIONS MANAGER (*)David JOHNSON

+357-2465006 (office)

+357- 99641348 (mobile)

OPERATIONS CONTROLMANAGER (*)

(PH GROUND OPERATIONS)Yiannos YIANNAKI

+357-24643111

+357-99611555

QUALITY MANAGER (*) Capt. Henry PAPAPETROU+357–24643327 (office)

+357–99310975 (mobile)

Note: (*) denotes that duties and responsibilities are specified in Section 1.3 below,“Duties and Responsibilities of Management and other Company Personnel”.

George SOUROULLAS (*)

GENERAL MANAGER

+357 – 24658001 (office)

+357 – 99609600 (mobile)

GB (OM A)

1 - 8



1.2.3 DEPUTIES TO THE ACCOUNTABLE MANAGER AND POSTHOLDERS

Legal provisions describe that continuity of supervision in the absence of a NominatedPostholder must be ensured. Therefore, the following deputies have been designated:

ACCOUNTABLE MANAGERCapt. Xanthos YEROLEMOU

+357–24658006 (office)

+357–99623698 (mobile)

FLIGHT OPERATIONS David JOHNSON+357-2465006 (office)

+357- 99641348 (mobile)

CREW TRAINING Capt. Nicos KOTSAPAS+357-2465006 (office)

+357-99663266 (mobile)

MAINTENANCE SYSTEM George HADJI-MITSIS+357–24643327 (office)

+357–99430479 (mobile)

GROUND OPERATIONS Capt. Xanthos YEROLEMOU+357–24658006 (office)

+357–99623698 (mobile)


1 - 9


1.2.4 OTHER COMPANY APPOINTMENTS

FLIGHT SAFETY OFFICER (*) Capt. Constantinos PITSILLIDES

FLIGHT SAFETY PROGRAM ADMINISTRATOR (*) Stelios PANAYI / M. H´´ROUSOS

TECHNICAL PILOT (*) Capt. Andreas VARNAVIDES

FLIGHT OPERATIONS STANDARDS &

SUPPORT OFFICER (*)Dimitris PAPAGEORGIOU

FLIGHT OPERATIONS ADMINISTRATION

OFFICER (*)Maria PAVLOU

OPERATIONS CONTROL MANAGER (*) Yiannos YIANNAKI

NAVIGATION & PERFORMANCE OFFICER (*) Theodoros THEODOROU

ASSISTANT NAVIGATION &

PERFORMANCE OFFICER (*)TBD

ROSTERING OFFICER (*) Ioulia PAVLOU

OPERATIONS CONTROL ADMINISTRATION &TRAINING OFFICER (*)

Afxentis AFXENTIOU

CABIN CREW MANAGER (*) Akis PHILIPPIDES

SENIOR TRAINER CABIN CREW (*) Chrystalla MASOUD

SECURITY OFFICER (*) Marios KYRIAKIDES

ADMINISTRATION PILOT David JOHNSON

FINANCIAL CONTROLLER Mikis ELLINAS

MARKETING & SALES MANAGER Stavros STAVROU

CUSTOMER SERVICES MANAGER Elena CHRISTOFORIDES

PERSONNEL & ADMINISTRATION OFFICER Harris VASSILIOU

Note: (*) denotes that duties and responsibilities are specified in Section 1.3 below,“Duties and Responsibilities of Management and other Company Personnel”.

GB (OM A)

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1.3 DUTIES AND RESPONSIBILITIES OF MANAGEMENT ANDOTHER COMPANY PERSONNEL

1.3.1 FUNCTIONS AND RESPONSIBILITIES

Th e six main functions of the Management are:

1. Determination of the Company’s flight safety policy.

2. Allocation of responsibilities and duties and issuing instructions to individuals, sufficientfor implementation of Company policy and the maintenance of safety standards.

3. Monitoring of flight safety standards.

4. Recording and analysis of any deviations from Company standards and ensuringcorrective action.

5. Evaluating the safety record of the Company in order to avoid the development ofundesirable trends.

6. Liaison with the Cyprus DCA Authority.


1 - 11


1.3.2 GENERAL MANAGER (Accountable Manager)

The Accountable Manager is appointed by the Board of Directors of Eurocypria Airlines andreports to the Chairman of the Board. He must be acceptable by the Cyprus DCA.

His functions, duties and responsibilities are:

He has corporate authority for ensuring that all operations and maintenance activitiescan be financed and carried out to the standard required by the Cyprus DCA and anyadditional requirements defined by Eurocypria Airlines.

He is responsible for providing the necessary resources, such as material, service,training, personnel and facilities to enable the AOC Postholders to perform the tasks forwhich they are responsible to ensure safe operations and airworthy aeroplanes.

He establishes the Company’s formal written Quality and Safety Policy statementdefining the intent of the Quality System and his commitment to it. In this respect, hewill approve the definition of the Quality System, the frequency and structure of theaudit schedule and Quality Assurance Program.

He will conduct regular, at least bi-annual meetings with the AOC Postholders andQuality Manager in order to evaluate and regulate the following:

i) The nature of findings and the need for corrective action.ii) Corrective action required to ensure that non-conformities do not reoccur.iii) Schedule for the corrective actions.

He is responsible for carrying out a periodic review of the management structure andfunction to ensure that it remains appropriate to the prevailing conditions.

• He will participate in the Flight Safety Committee meetings in order to evaluate thesafety standards of the Company. He will promote safety awareness, monitor andreview safety performance and ensure that any necessary corrective action is taken intimely manner.

GB (OM A)

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1.3.3 FLIGHT OPERATIONS MANAGER (Postholder Flight Operations)

The Postholder Flight Operation shall normally be an active pilot with the status of Commanderand must be acceptable to the Cyprus DCA. He is appointed by the Board of Directors and theGeneral Manager and reports to the General Manager.


To co-ordinate and supervise the Flight Operations department, the TrainingDepartment and Operations Control Department.

To determine flight operational standards and practices, and to ensure their compliancewith all relevant national and international regulations and with the provisions ofEurocypria’s AOC.

To co-operate, with all other Company departments, in aiming for the highest possibledegree of safety and for obtaining a satisfactory degree of punctuality, passengercomfort and economy.

To be responsible for the ownership, control and publishing of amendments, revisionsand instructions, where necessary in co-operation with the aeroplane manufacturer, theOperations Control Manager, the Training Manager and / or Technical Pilot, of theentire Operations Manual [Part A (GB), Part B (AOM), Operations Manual Part C (RM)and Operations Manual Part D (TM)], in accordance with the provisions in GB 0.2.

To comply with directives and / or AICs published by the Cyprus DCA. To publish other necessary directives for flight crew personnel, as outlined in GB 2.2. To participate in the selection and employment of flight and cabin crew. To call and chair hearings in case of accidents and incidents or, whenever he deems it

necessary, in case of irregularities or violations of legal provisions or internal directives. To organise inspection flights, to check the professional standard of the Company’s

flight crew, and to establish improvements in standards, procedures and training. To determine the usability of aerodromes for Company operations in accordance with

GB 8.1.2, to determine restrictions for their use and to lay down the appropriateaerodrome operating minima.

To determine the usability of areas and airways to be utilised for the Company’s flightoperation and to establish minimum flight altitudes (GB 8.1.1).

To ensure that operations are only conducted along such routes and within such areasfor which:

i) Ground facilities and services, including meteorological services, are providedwhich are adequate for the planned operation,

ii) The performance of the aeroplane to be used is adequate to comply withminimum flight altitude requirements,

iii) The equipment of the aeroplane to be used meets the requirements for theplanned operation,

iv) Current maps / charts are available. To represent, as far as flight operations are concerned, the Company’s interests in

national and international bodies and institutions. To keep himself up-to-date on equipment developments and on flight operational

procedures. To ensure the functioning of the Quality System within the flight operation.


1 - 13


To ensure that any contractor employed, (when contracting for the provision of certainFlight Operations services), meets the required standards since the Company retainsresponsibility for the maintenance of proper standards,

Note: As far the Postholder Flight Operations role and discretionary power in thefollowing fields are concerned refer to this Operations Manual Part A chapters GB2.0, GB 3.0, GB 5.0, GB 10.0 and GB 11.0.

To closely co-operate with all relevant departments in standardising and optimisingstandards and procedures and enhance safety.

To establish specific procedures and regulations; where necessary, in co-operation withthe Operations Control and Ground Operations.

To establish aircrew numbers and flight schedules and ensure through the OperationsControl Manager optimum cost effectiveness of flight operations.

To co-operate with the Crew Training Department in establishing the requirements flightcrews have to meet and in establishing check and training syllabi and procedures.

To ensure, in co-operation with the Crew Training Department, that checks of hispersonnel are being conducted in due time.

To ensure the exchange of information and experience within his department and withinterfacing departments.

To discuss relevant maintenance subjects and problems with the MaintenanceDepartment in order to ensure the airworthiness of all Company aircraft.

To issue Flight Staff Instructions for his personnel, with aeroplane type specific or othercontents, to implement the provisions of the Operations Manual (Part A).

To ensure effective monitor and control of flight documents. To maintain himself up-to-date in the Company’s route operations.

1.3.3.1 Deputy Flight Operations Manager

The Deputy Flight Operations Manager reports directly to the Flight Operations Manager andhis main functions, duties and responsibilities are:

To monitor the day-to-day implementation of the company’s flight operations policies.

To directly supervise air crews and the day-to-day line operations, includingoperations from overseas bases.

To establish standards and to deal with pilot matters (line performance, grievances,welfare, etc.) on a day-to-day basis.

To review, manage and action as necessary, return flight documentation, includingJourney Logs, Commander’s reports and Commander’s discretion reports.

To closely cooperate with the Training Manager, the Operations Control Manager andthe Rostering Officer for an efficient and on-time production of air crew rosters.

To monitor and ensure compliance to the approved company’s flight time limitationsscheme for air crews.

To maintain an active oversight of the operations.

To deputise the Flight Operations Manager during his absence.

Any other relevant duties assigned to him by the Flight Operations Manager.

GB (OM A)

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1.3.4 TRAINING MANAGER (Postholder Crew Training)

The Postholder Crew Training shall normally be an active pilot with the status of a Type RatingExaminer (TRE) Commander and must be acceptable to the Cyprus DCA. He is appointed bythe Accountable Manager and Postholder Flight Operation. He is responsible to the PostholderFlight Operations.


To co-ordinate with the Operations Manager in reviewing Company training standardsand methods.

To co-ordinate all questions and matters relating to flight operational standards,regulations / provisions and training.

To establish for all required syllabi and check forms for all required training and checks,in co-operation with the Postholder Flight Operation.

To establish the professional prerequisites concerning employment / training /upgrading of flight and cabin crew members, in co-operation with the Postholder FlightOperation and with the Cabin Crew Manager (see GB 5.0).

To hold editorial responsibility for the Operations Manual Part D (Training Manual). To co-ordinate with the other Postholders the contents of the Operations Manual Part D

(TM) and the training relevant subjects of the Operations Manual Part B (AOM). To appoint check and training personnel including type-rating examiners in close co-

operation with the relevant Cabin Crew Manager. The cabin crew department shallnominate persons, whom they consider suitable.

To liaise and ensure with the Cabin Crew Manager the uniformity of operational safetyand emergency procedures as detailed in the Company’s Operational Manual, meet allNational, International and Company requirements.

To ensure, in co-operation with the Company’s rostering department, that all requiredchecks and training are conducted on time.

Note: It should be pointed out, however, that in the last instance, each individual crewmember is responsible for keeping his licence current. This implies the obligationto inform the Operations Manager, the Training Manager and/or the RosteringOffice in good time if there is doubt that, by mistake, required training / checkshave not been scheduled.

Any other duties allotted to him by the Operations Manager.


1 - 15


1.3.5 TECHNICAL MANAGER (Postholder Maintenance System)

The Postholder Maintenance System must be acceptable to the Cyprus DCA. He is appointedby the Board of Directors and reports to the Accountable Manager.

The Postholder is responsible for monitoring and ensuring that the entire maintenance systemconforms to and is conducted in accordance with JAR–145 and procedures approved by theCyprus DCA.

His functions, duties and responsibilities are given below. A more detailed description can befound in the Company’s Continuous Airworthiness Management Exposition (CAME) :

To ensure, through the actions of Eurocypria Airlines (ECA) flight operations personneland maintenance contractors that pre-flight inspections are carried out in such amanner as to render the aeroplanes fit for their intended and, where these tasks arecontracted to other organisations that their accomplishment is subject to the ECAquality system.

To ensure, through the actions of the respective maintenance contractors, that defectsand damage affecting safe operation are rectified to an approved standard, taking intoaccount the minimum equipment list and configuration deviation list for the aeroplanetype.

To provide a maintenance programme approved by the Cyprus DCA for each aeroplaneoperated by the Company including the associated reliability programme, and forobtaining approval of all amendments to the programme.

To ensure through the actions of the respective maintenance contractors that allmaintenance is carried out on time, to an approved standard, and in accordance withthe approved programme, such that the maintenance responsibility requirementsprescribed in EU-OPS 1.890 are satisfied.

The co-ordination with contracted approved maintenance organisations for the issue ofvariations and authorisations against the approved Maintenance Schedule or asrequired with the approved organisation and the Cyprus DCA.

To ensure, in conjunction with the respective maintenance contractor, theaccomplishment of any Airworthiness Directive and any other continued airworthinessrequirement made by the Cyprus DCA.

To ensure, in conjunction with the respective maintenance contractor, that modificationsare accomplished in accordance with an approved standard, and for establishing apolicy for the embodiment of non-mandatory modifications and Service Informationwhich are published by the aeroplane, engine and component manufacturers.

To ensure that the Certificate of Airworthiness for each aeroplane operated by theCompany remains valid in respect of:

i) The airworthiness of the aeroplane,ii) The calendar expiry date specified in the Certificate, andiii) Any other condition specified in the Certificate

To manage the Company’s Technical Log System and ensuring that the log and anysubsequent amendments to the log are approved by the Cyprus DCA.

GB (OM A)

1 - 16



To manage the Company’s system for the keeping of maintenance records, in amanner acceptable to the Cyprus DCA, in association with the respective contractedmaintenance organisations. Ensuring hat Technical Logs are retained for 24 monthsafter the date of the last entry. Ensuring that when an aeroplane is permanentlytransferred to another operator, the required records can be transferred to the newoperator.

To ensure the functioning of the Quality System insofar as it affects maintenance andengineering.

To ensure that the maintenance contractor has a quality system for monitoring that thecontracted tasks are being performed in accordance with the procedures accepted bythe Cyprus DCA.

To ensure that the personnel under his/her control are component to perform the tasksrequired of them and to identify and provide any essential training and continuationtraining necessary to ensure that maintenance-related personnel remain competent toperform the tasks required of them, and are fully conversant with any new types ofvariants of aeroplanes operated by the Company .

To provide a Continuous Airworthiness Management Exposition (CAME) containing theorganisation structure, details of the management personnel and their duties andresponsibilities, the procedures to be followed to satisfy the Company’s maintenanceresponsibilities and quality functions.

To obtain Cyprus DCA’s approval of the Exposition and any subsequent amendments. To determine the Company policy for the maintenance system by which the Eurocypria

fleet of aeroplanes are maintained. To ensure through Engineering management thatthe policy is implemented, controlled and maintained.

To hold the overall control, co-ordination and quality of the Engineering andMaintenance department.

To hold the administration and discipline of all Engineering and Maintenance staffincluding selection, training, recruitment after approval of the General Manager.

To hold the approval and signatory to all Maintenance Repair/Overhaul and exchangecontracts. To determine near and long term Engineering and Maintenance budgetrequirements and advising the General Manager of these requirements.

To provide technical evaluation of new aeroplane types and to assist the EurocypriaBoard of Directors in their selection decisions.

To hold the overall control and co-ordination of all data processing systems within theEngineering and Maintenance department.

To liaise with the Flight Safety Officer and serve on the Flight Safety Committee. To liaise with the Technical Pilot on aeroplane technical issues and proper maintenance

of the MEL manual. To plan the timely presentation of aeroplanes to the engineering support organization. To ensure that required standards of quality are achieved for all tasks carried out within

the area for which he is responsible, in accordance with the requirements of the CyprusDCA and with Company procedures.

To take the necessary corrective action resulting for Quality audit discrepancies in theareas for which he is responsible and daily review of any Air Safety Reports submitted.


1 - 17


1.3.6 POSTHOLDER GROUND OPERATIONS

The Ground Operations Postholder must be acceptable to the Cyprus DCA. He is appointed bythe General Manager and the Board of Directors. He reports directly to the General Manager.


To ensure ground handling arrangements at base and outstations are in place.

To ensure that all contractors/service providers meet the required safety and qualitystandards and industry regulations, including but not limited to refueling/defuelingprocedures, ground handling equipment, anti-ice/de-ice procedures and equipment.

To ensure that all handling agents comply with their contractual obligations.

To monitor the performance of contractors through flight reports and feedback fromcrews as well as periodic visits.

To co-operate with other relevant departments of the company and particularlycustomer services in order to ensure that list and quality of services contracted reflectcompany needs and standards.

To ensure that all stations/ground handlers are furnished with correct and necessarydata in order to handle ECA aircraft in accordance to ECA procedures andrequirements.

Work closely with the Quality Manager of the company in order to remedy possiblefindings.

To ensure proper and adequate initial and recurrent training is received by all groundpersonnel as required by current regulations.

To co-operate with all other company departments, in aiming for the highest possibledegree of safety and for obtaining a satisfactory degree of punctuality, passengercomfort and economy.

To liaise with the Flight Operations Manager, the Cabin Crew Manager, and the FlightSafety Officer to enhance safety and standardization.

GB (OM A)

1 - 18



1.3.7 QUALITY MANAGER

The Quality Manager is responsible to the Accountable Manager.


To manage and control of the EU-OPS 1.035/1.900 Quality System ensuring, whererequired, remedial action is taken by the appropriate person.

To monitor and control the amendment of the EU- OPS 1.905 Continuous AirworthinessManagement Exposition (CAME).

To monitor and audit the contracted JAR 145 maintenance organisations. To effectively notify and liaise with the Cyprus DCA on behalf of the Company. To maintain an independent quality monitoring system. To maintain a close liaison with the Technical Manager on all matters relating to quality

functions and to ensure that faults and problems are quickly resolved in the standardsof maintenance of inspection systems, cleanliness and good housekeeping.

To liaise with the Operations Manager and the Flight Safety Officer in the monitoringand maintenance of safety standards within the Company.

To monitor that all contracted maintenance is performed in accordance with thecontract.

To perform regular audits of all sub-contracted maintenance activities, including:i) Procedures and physical control of test equipment and necessary certification,ii) Stores functions and that the correct paperwork is maintained,iii) Shelf storage life procedures are adhered to,iv) The functions of the Technical Records and Library Department to ensure that

records are constantly updated and maintained,v) The audit of the Company’s aeroplane fleet to ensure that they are maintained

and serviced efficiently to provide the highest possible standards, andvi) The monitoring of all work carried out and to check that it is to the standard

required by the Cyprus DCA and the Company, and that the approvedMaintenance program and Maintenance Manual instructions are strictly adheredto.

To plan the audit schedule. To identify problems and offer possible solutions. To ensure that corrective actions are taken and monitor their effects. To plan quality training. To create and cultivate quality awareness.


1 - 19


1.3.8 FLIGHT SAFETY OFFICER

The Flight Safety Officer is appointed to this position by the Accountable Manager andPostholder Flight Operations. He is responsible to the Postholder Flight Operations, however hehas right of access to the Accountable Manager and the Chairman of the Company in the eventthat an issue is not resolved satisfactorily.

The Flight Saf ety Officer promotes and supervises operational safety as representative of thePostholder Flight Operation for all safety related matters. He shall regularly report about hisfunction to the Postholder Flight Operation and to the Cyprus DCA to guarantee themaintenance of flight operational safety.


To ensure that an accurate reporting and recording system for occurrences, incidentsand accidents is maintained in conjunction with the Postholder Flight Operations andthe Quality Manager.

To monitor the Company Air Safety Reports submitted, the follow-up with theMaintenance department and/or the Cyprus DCA and the dissemination of feedback toall crew.

To perform a control function in the area of flight safety including monitoring of trainingprocedures and standards within the framework of Operations Department.

To survey and analyse the recorded safety information to establish trends andformulation of any necessary recommendations to the Management.

To establish and control a Confidential Reporting System applying to all Companypersonnel.

To encourage feedback from aircrew and other Company personnel of safety issuesthrough personal contact or the Confidential Reporting System.

To bring incidents and non-routine occurrences, which have been submitted on aconfidential or anonymous basis, to the attention of the Operations Manager, TrainingManager and Technical Manager.

To bring to the attention of the appropriate manager(s) any occurrences which indicatethat the Company‘s procedures may need revising in the interests of flight safety.

To assemble and selectively disseminate of flight safety information (incident bulletins,flight safety magazines, AICs, FODCOMs, NOTAMs, etc.) and provide adequatepublicity of flight safety matters within the Company.To organise at least four FlightSafety Committee meetings annually, between the Operations, Maintenance, CabinCrew and other Company departments to ensure regular dialogue and review of allsafety matters throughout the Company’s operations.

In conjunction with the Operations Manager, to participate in the investigation of anyaccident or incident involving ECA aeroplanes or crew members.

To co-operate with all relevant sections of the Operations Department regarding safetymatters.

To supervise aeroplane handling regarding matters related to safety in co-operationwith the other related Company departments.

To organise initial and recurrent Emergency and Safety equipment training and First AidTraining for flight Crew in consultation with the Training Manager.

The control of the Company’s Emergency Response Manual (ERM). To represent the Company at various Flight Safety forums.

GB (OM A)

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1.3.9 FLIGHT SAFETY PROGRAM ADMINISTRATOR

The Flight Safety Program Administrator reports to the Flight Safety Officer.


Primarily to assist the Flight Safety Officer in running the Eurocypria’s Flight SafetyProgram and Accident Prevention Scheme by:

i) Collecting, reviewing and processing the Air Safety Reports, andii) Collecting, processing and analysing flight data.

To assist the Flight Safety Officer in collecting reviewing and circulating to air crewaccident and incident reports or other flight safety related material.

To perform other safety related tasks. To support, when possible, the other departmental Administration pilots in their

management tasks as well as with other technical issues;


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1.3.10 TECHNICAL PILOT

The Technical Pilot is appointed to this position by the Postholder Flight Operations. He isresponsible to the Postholder Flight Operations.


To liaise with Engineering and aeroplane manufacturer on general operational technicalmatters.

To monitor the technical status of the fleet by coordinating and attending frequentmeetings with Engineering.

To establish and hold editorial responsibility of the OM (Part B) - MEL manual. To liaise with the Cyprus DCA airworthiness and operational departments and ensure

that the Operations Manual (Part B) meets all required legal and Eurocypria’sstandards.

To participate in updating of Operations Manual (Part A), Operations Manual (Part B)(AOM) and checklists in co-ordination with the Operations Manager, Training Managerand Technical Manager.

To liaise with the Operations Manager and Training Manager on technical and trainingrelated matters.

To support the investigations of technical problems, incidents and accidents. To issue technical information bulletins to the flight crews. To participate in technical recurrent training. To control and up-date the contents of the aeroplane library and spare wallets forms

with the co-ordination of the Navigation & Performance Officer. To supervise the distribution and revision service of the Operations Manual (Part B). With the consent of the Postholder Flight Operations, to conduct flight tests as

requested by the Maintenance Department after an aeroplane has undergone definedmaintenance, overhaul work, repairs or adjustments or for its renewal of the certificateof airworthiness.

GB (OM A)

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1.3.11 FLIGHT OPERATIONS STANDARDS AND SUPPORT OFFICER

The Flight Operations Standards and Support Officer is appointed to this position by thePostholder Flight Operations. He is responsible to the Postholder Flight Operations.


Primarily to be responsible for the monitoring and reviewing of all relevant regulationspertinent to Flight Operations, i.e. EU-OPS 1, JAR-FCL 1, ICAO Documents, CyprusDCA and UK CAA documentation.

To recommend to the Operations Manager and Training Manager and/or incorporateapplicable regulatory amendments to Operations Manuals General / Basic and TrainingManual.

To assist in the establishment, control and maintenance of an internal QualityAssurance schedule within the whole of Operations Department.

To cooperate with the Navigation & Performance Officer for the route and aerodromeanalysis of new destinations and with other aeroplane performance related matters.

To support the Operations Manager and the other Administration pilots in theirmanagement tasks as well as with other technical issues.

In coordination and cooperation with relevant Managers / Administration pilots ensurethat the best practises and common understanding of regulations/procedures isachieved and that standardised working procedures and methods are established andmaintained.


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1.3.12 FLIGHT OPERATIONS ADMINISTRATIONS OFFICER

The Flight Operations Administration Officer is appointed to this position by the PostholderFlight Operations. He is responsible to the Postholder Flight Operations.


To overlook the day-to-day correspondence of the Department and respond wherenecessary.

To check and action, on a daily, basis the Commander’s Reports and the Journey Logs. To monitor and prepare reports for the Extension of Flying Duty Period / Reduction of

Rest Period. To control primarily the Company’s Route Manual and provide assistance in the

updating of other Company’s Operations Manual. To arrange all Hotac and flight details for pilots during the simulator recurrent training in

coordination with the Training Manager. Assist Ground Operations arranging crew flightschedules during overseas night stops.

To settle invoices for Hotac, simulator, pilots’ claims, etc. In conjunction with the Personnel and Administration Officer to coordinate the pilots’

selection programs. To obtain quotations from TRTOs and/ or other Training establishments for aeroplane

conversion courses and simulator recurrent training. To support the Training Manager in the maintenance of the pilots’ training records. To control and update parts of the RM system as allocated by the Operations Manager

and the Operations Control Manager. To assist the other administrative pilots. To perform any other duties allocated by the Operations Manager.

GB (OM A)

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1.3.13 OPERATIONS CONTROL MANAGER

The Operations Control Manager is appointed to this position by the Accountable Manager andPostholder Flight Operations. He is responsible to the Postholder Flight Operations.


To liaise with all Company departments and the Cyprus DCA to maintain an efficientOperations Control Department.

To produce with the Marketing & Sales and Maintenance departments workable andprofitable flying program.

To obtain traffic rights during ad-hoc flights. To obtain diplomatic clearances during ad-hoc flights. To liaise with the Postholder Flight Operations and the Security Manager on all aspects

of Aviation Security. To be responsible for the crewing of the Rostering, Navigations and Performance and

Operations Control sections of the department. The day-to-day administration of the operations Control department and supply of any

statistics required by the Accountable Manager of the Postholder Flight Operations. To ensure the safe, punctual and economic operations of all Company flights by

establishing or contracting out for professional ground handling of Companyaeroplanes, of their load, of flight / cabin crew and of passengers at all aerodromes theCompany operates.

To maintain the Operations Control organization set-up as the co-ordination andcommunication centre for actual flight operations.

To plan, control and supervise, for each individual aeroplane, the operations schedule,which implies close co-operation with maintenance (which will ensure that all requiredchecks are conducted in time or earlier) and strict observance of the flight and duty timelimitations laid down in GB 7.0.

To react, in close co-operation with the individual Commander and, where necessary,with the flight operations department, to operational irregularities, e.g. by having a flightdepart early or depart late, rerouting it or having it diverted enroute.

To react, in close co-operation with the Commander, with the flight operationsdepartment, other Company departments and with the appropriate authorities, toirregularities and incidents related to security.

To establish, maintain and conduct training programmes which enable the groundpersonnel to safely and professionally conduct the ground handling and to act in themost appropriate manner to prevent acts of unlawful interference and, if such act hasoccurred, to minimise its consequences.

To ensure, by regular checks, that ground personnel are being kept up-to-date andproperly instructed and that they are aware of their responsibilities and the relationshipof such duties to the operation as a whole.

To closely cooperate with the Postholder Flight Operation in the publication of theground personnel and handling related directives in the Operations Manual (Part A),OM (Part B) - (AOM), OM (Part D) (Training Manual) and other instructions (see GB2.2).To ensure that all legal requirements and the provisions of the AOC relating toground operations are strictly observed.


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To act as the Company’s representative to all authorities, as far as ground operationsare concerned.

To act as the Company’s representative in connection with the planning, design andconstruction of new aerodromes and the restructuring and operation of existing ones.

GB (OM A)

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1.3.14 NAVIGATION AND PERFORMANCE OFFICER

The Navigation and Performance Officer is appointed to this position by the Operations ControlManager and the Postholder Flight Operations. He is responsible to the Operations ControlManager.


The promulgation of aerodrome runway analysis and the area and aerodrome briefing. To liaise with the Navigation Database (NDB) provider for the FMC data base accuracy,

up-date and validity. To liaise with Jeppesen for the navigation charts and JetPlan Operational Flight Plan. To liaise with Flygprestanda for the accuracy and up-date of the aerodrome runway

analysis. To check the feasibility route planning as required by the Marketing and Sales

department. To co-ordinate with the Technical Pilot the distribution of the Aeroplane Operating

Manual amendments. To perform any other tasks allocated by the Operations Control Manager and/or

Operations Manager. Amending the AHM560 data of standards regarding the load, weight and balance, and

proposing to the Technical pilot the necessary amendments for approval.

Verify standard pantry weights as per company’s schedule after collecting all necessaryinfo from the related departments (Customer Services, Inflight Sales, Engineering,Flight Operations) and transmit all data to the appropriate department for relevantmanual update..

Calculate amended aircraft weights and indexes after re-weighting or major aircraftmodification take place.

Action any discrepancy found in manual or computerized loadsheet construction andtransmit corrected data to the relevant station.


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1.3.15 ASSISTANT NAVIGATION AND PERFORMANCE OFFICER

The Assistant Navigation and Performance Officer is appointed to this position by thePostholder Flight Operations, the Operations Control Manager and the Navigation andPerformance Officer. He is responsible to the Navigation and Performance Officer.


To keep records of map, chart and navigation document amendments. To control andamend all Jeppesen manuals.

To control and amend the Company’s library. To maintain in good condition the fleet aeroplanes and Operations Control manuals. To assist the Navigation and Performance Officer on performance and navigation

related matters. To perform any other tasks allocated by the Navigation and Performance Officer and/or

the Operations Control Manager.

GB (OM A)

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1.3.16 ROSTERING OFFICER

The Rostering Officer is appointed to this position by the Operations Control Manager and thePostholder Flight Operations. He is responsible to the Operations Control Manager.


The production of all aircrew rosters within the structure laid down by the Company’sFlight Time Limitations Scheme.

In consultation with the Training Manager to roster initial, recurrent and simulatortraining.

In consultation with the Training Manager and the Cabin Crew Manager to roster initialand recurrent training of all cabin crew.

To book hotel accommodation and crew transport of all aircrew. To submit the leave and sickness reports to the Personnel and Administrations

department. To establish the required aircrew numbers to support the Company’s flying program. To accommodate where practicable all requested aircrew roster changes.


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1.3.17 OPERATIONS CONTROL ADMINISTRATION AND TRAINING OFFICER

The Operations Control Administration and Training Officer is appointed to this position by theOperations Control Manager and the Postholder Flight Operations. He is responsible to theOperations Control Manager.


The Flight Planning, Flight Watch, Rostering, Crew Control, Navigation and AeroplanePerformance.

To establish the necessary prerequisites concerning induction and training ofOperations Control Duty Officers and Assistants, in cooperation with the TrainingManager & Operations Control Manager.

To coordinate with the Operations Control Manager in reviewing Company trainingstandards and methods with regards to the Operations Control Officers personnel.

To hold editorial responsibility of the Operations Control Manual and coordinate with theRostering Officer and Navigation and Performance Officer regarding its contents.

To produce the Operations Control shift roster to support the Company’s flight supportrequirements throughout the Company network.

To perform any other relevant duties assigned by the Operations Control Managerand/or Operations Manager.

GB (OM A)

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1.3.18 CABIN CREW MANAGER

The Cabin Crew Manager shall normally be an active senior cabin crew member appointed bythe Accountable Manager and Postholder Flight Operations. He is responsible to the PostholderFlight Operations.


To supervise all cabin service related activities in the Company in order to ensure amaximum of professionaland friendly passenger service.

To co-operate with the Crew Training department in establishing the requirements foremployment that cabin personnel (cabin crew members) have to meet, and inestablishing check and training syllabi and procedures.

To ensure standards of the Emergency and Safety Equipment Training are maintained/ To ensure competence of SCCM and other cabin crew members. To liaise and ensure with the Training Manager the uniformity of operational safety and

emergency procedures as detailed in the Company’s Operational Manual, meet allNational, International and Company requirements.

To closely cooperate with the Postholder Flight Operation in the publication of cabincrew related instructions in the Operations Manual which shall aim to ensure the safetyof cabin, passengers and cabin crew on the one hand, are passenger service orientedon the other and contain the relevant abnormal and emergency procedures.

To hold editorial responsibility for the Operations Manual - Cabin Safety ProceduresManual (CSPM).

To conduct check flights; to check the professional standard and development of hispersonnel; to prescribe additional training.

To ensure, in co-operation with the Crew Training Department and Senior Trainer CabinCrew that checks of his personnel are being conducted in due time.

To ensure the exchange of information and experience within his and with interfacingdepartments.

To carefully process occurrence reports (see GB 11.0) and other reports, to investigatecabin related irregularities and to recommend remedial action to the Postholder FlightOperation.

To request the Postholder Flight Operation to call a hearing, when such action seemsappropriate (accident, irregularity, violation) and to cooperate in the resultinginvestigation.

To participate in regular assessments of the safety of the aeroplane cabin’sinstallations, and to recommend, in co-operation with the Postholder Flight Operation,improvements.

To keep up-to-date on cabin service related developments. To cooperate in improving technical installations in the cabin, in improving passenger

safety and comfort, and in improving the on-board service.


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1.3.19 SENIOR TRAINER CABIN CREW

The Senior Trainer Cabin Crew shall normally be an active senior cabin crew memberappointed by the Cabin Crew Manager and Postholder Flight Operations. He is responsible tothe Cabin Crew Manager.


To assist and deputise the CCM in the organisation and management of the CabinCrew Department.

To organise and manage cabin crew training programs including ab-initio, recurrent andrefresher training.

To perform proficiency checks (line checks) in accordance with the Company‘s trainingManual and ensure that proficiency is maintained to the required standard.

To liaise with the Senior Training Captain and Flight Safety Officer on training and flightsafety matters including emergency procedures and safety equipment.

To assist in maintaining and amending the Cabin Crew Manual and ensure thatdocumentation on the aeroplane is in order.

To participate in the formulation of the on-board service offered and ensure that highlevel of customer service is achieved.

To liaise with other departments e.g. Customer Services, Engineering, Finance andAccounts in order to ensure effective communication of policies and programs to thecabin crew members.

GB (OM A)

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1.3.20 SECURITY MANAGER

The Security Manager is responsible to the Accountable Manager. The Security Managermanages and has the daily operational control of the corporate security department.


To advice the Eurocypria management regarding the implementation of the corporatesecurity program.

To cooperate with the Department of Civil Aviation and Cyprus Police on aviationsecurity matters.

To represent the Company at national and international level, in security matters. To update the General Manager and Operations Manager for security incidents related

to Eurocypria and aviation security in general. To monitor threats and their assessment, in cooperation with the corporate Operation

Control Center, Cyprus Police and the security officers of the airports involved. To submit proposals and recommendations for the improvement of implementation of

the corporate security program, the staffing of security department and the utilization ofappropriate security technologies.

To cooperate with the corporate Directors regarding the implementation of thecorporate security program and staff training.

To be responsible for the quality control for security, of the corporate stations. To inform the management for the level of implementation of the corporate security

program and submits proposals for corrective actions in order to enhance its efficiency. To participate in the corporate Threat Assessment Team for threats against aeroplanes,

facilities and offices of Eurocypria. To represent Eurocypria in the Aerodrome Security Committees of the base

aerodromes of the Company.


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1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER

1.4.1 GENERAL

The Commander exercises the final authority in relation to the operation of the aeroplane. He isresponsible for its safety as well as that of the passengers, crew and cargo as long as heretains responsibility. Therefore, he must take all measures required for safety, whether on theground, during take-off, in flight, landing or taxiing.

The responsibility of the Commander for the safety of the aeroplane and its occupants andcargo begins when he takes control of the aeroplane. It ends when he hands the aeroplaneover to authorised ground personnel or to the next flight crew taking charge. Finally, hisresponsibility also ends when he has parked the aeroplane and locked and sealed it.

All persons on board the aeroplane must obey all lawful directions given by the Commander toensure its and their safety. The Commander has the authority to impose any measures hedeems appropriate, including restraint, upon persons who, in his opinion, have committed or areabout to commit an offence against penal law. This authority extends also to acts committed byany persons which the Commander feels will jeopardise the safety of the aeroplane, itsoccupants or cargo. Furthermore, any such action may be undertaken in order to enable theCommander to deliver such a person to the Authority.

The Commander has the authority to disembark any person or any part of the cargo, which, inhis opinion, may represent a potential hazard to the safety of the aeroplane or its occupants. Hemust not allow any person who appears to be under the influence of alcohol or drugs to becarried on the aeroplane (see GB 8.2.3). The Commander may refuse inadmissiblepassengers, deportees or persons in custody whose carriage may pose a risk to the safety ofthe aeroplane or its occupants.

The Commander must ensure that all operational procedures and checklists given in andrequired by the Operations Manual (Part B) are complied with. In an emergency situationrequiring immediate and decisive action, he may take any measures he considers necessaryunder the circumstances. In such cases, and only in order to ensure the safety of the aeroplaneand its occupants and cargo, he may deviate from rules, operational procedures and methods.

The Commander sets priorities. His decisions must give absolute priority to safety, and havedue regard for economy, passenger comfort and adherence to schedule.

Notwithstanding his overall responsibility, he is authorised to delegate tasks to his crew and toother suitable personnel. It is his duty to co-ordinate, supervise and check the tasks of his crew.He should encourage teamwork and ensure that his crew members receive all informationessential for the performance of their tasks.

He shall not allow any crewmember to perform any activity during take-off, initial climb, finalapproach and landing except those duties required for the safe operation of the aeroplane.

The Commander shall ensure that, during a particular flight, the entire crew adheres to duty andrest time limitations as outlined in GB 7.0.

He co-ordinates the performance of flight deck related tasks and duties and decides on whoacts as pilot flying. In order to promote the aeronautical experience and knowledge of his co-pilot, the Commander shall give him the opportunity to plan and conduct the flight, or portionsthereof, under his supervision. However, the Commander shall himself perform any take-offs,

GB (OM A)

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approaches, landings and all other phases of flight which he considers critical or presentingspecial difficulty.

1.4.2 PRIOR TO FLIGHT

The Commander shall strictly observe and meet the requirements of GB 5.1.

He shall obtain and check all available aeronautical and meteorological information pertinent tohis next flight including NOTAMs, SNOWTAMs, runway and conditions, temperature / pressurereports, significant weather, upper wind and aerodrome meteorological forecasts.

This information will enable the Commander:

To judge if the weather and the visibility / RVR at the aerodrome and the condition ofthe runway intended to be used will allow for a safe take-off and departure (with dueregard to all relevant performance aspects of the Operations Manual (Part B)-(AOM),

To select destination alternate and take-off alternate aerodromes prior to flight, with dueregard to the prescribed planning minima,

To calculate the required uplift of fuel and oil for the operational flight plan, thesequantities being based on the expected operating conditions and sufficing for a safecompletion of flight. If the flight plan is calculated by third parties, it is his responsibilitynevertheless to ensure that these requirements are met, and

If not already performed by ground personnel, to submit to the appropriate ATS unit aflight plan or sufficient information for the initiation of SAR action should the flightbecome overdue.

He must conduct a crew briefing, covering information and particulars pertinent to the individualflight.

He must ensure that the prescribed pre-flight checks and inspections have been or are beingcarried out, and decides whether or not to accept an aeroplane withunserviceable items allowed by the CDL or MEL.

When preparing the flight, he shall, by examining the available documents and maintenancereleases of authorised personnel, determine and certify by signing the appropriate documentsthat:

1. The aeroplane is airworthy,

2. The aeroplane configuration is in accordance with the CDL,

3. The instruments and equipment required for the flight to be conducted are available,

4. The instruments and equipment are in operable condition except as provided in theMEL,

5. Those parts of the Operations Manual (Part B), which are required for the conduct ofthe flight, are available,

6. The documents, additional information and forms required to be available are on board,

7. Current maps, charts and associated documents or equivalent data are available tocover the intended operation of the aeroplane, including any diversion which mayreasonably be expected,

8. Ground facilities and services required for the planned flight are available andadequate,


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9. The provisions specified in the Operations Manual (Part B) in respect of fuel, oil andoxygen requirements, minimum safe altitudes, aerodrome operating minima andavailability of alternate aerodromes, where required, are complied with for the plannedflight,

10. The load is properly distributed and safely secured,

11. The weight of the aeroplane, at the commencement of taxiing and the take-off roll, willbe such that the flight can be conducted in compliance with the Operations Manual(Part B)- (AOM); and

12. Any operational limitation in addition to those covered by (9) and (11) above can becomplied with.

Prior to taxiing, he must ensure that:

The ramp is clear,

The aeroplane’s external surfaces are clear of any deposit, which might adversely affectits performance and / or controllability (see GB 8.2.9),

The passenger cabin and galley(s) are secured, all equipment and baggage is properlystowed, that all exit and escape paths are unobstructed, and that relevant emergencyequipment remains easily accessible for immediate use,

All emergency evacuation systems that deploy automatically are armed,

Each passenger occupies a seat with his safety belt / harness properly secured, and

Passengers have been appropriately briefed.

Prior to take-off, he must ensure that all crew members occupy their stations.

1.4.3 IN FLIGHT

In flight, the Commander must co-ordinate the tasks of the flight crew so as to ensure that theoperation is conducted in accordance with the principles of good airmanship.

He is responsible for:

The observation of all noise abatement regulations, as long as they are not detrimentalto safety.

The precise navigation, observation of minimum altitudes’

The use of all available Air Traffic Services.

The observation of limitations, proper use and proper handling of the aeroplane’ssystems, including strict use of checklists.

Ensuring that abnormal or emergency situations, requiring the application of part of anabnormal or emergency procedure, are not simulated during commercial publictransport flights (this also applies to simulation of IMC by artificial means).

The observation and evaluation of the development of the meteorological situation,specifically forecasts for the route to be flown, for enroute alternates and for thedestination aerodrome and its alternate(s).

Ensuring that the amount of usable fuel remaining suffices to proceed to an aerodromewhere a safe landing can be made, with final reserve fuel remaining (GB 8.3.7).

GB (OM A)

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Ensuring that the applicable provisions for re-planning the flight are met.

The timely corrective action(s), whenever system malfunctions or other variables i mpairthe aeroplane’s operation.

Informing the crew and relevant ground personnel of the situation and his decisionsfollowing any malfunction or abnormality which affects the flight.

Ensuring that a flight data recorder is not disabled, switched off or erased, in the eventof an accident or an incident.

Ensuring that a cockpit voice recorder is not disabled or switched off unless he believesthat the recorded data (which would otherwise be erased) should be preserved forinvestigative purposes.

Ensuring that data on a cockpit voice recorder is not manually erased in the event of anaccident or incident.

Ensuring that, by keeping close contact with his cabin crew, a polite and efficientpassenger service is being provided.

Ensuring that all requirements concerning cabin safety are being observed and, inparticular, that all provisions (outlined under GB 1.4.2) to be met “prior to taxiing” arealso fulfilled prior to landing.

Ensuring that, when leaving cruising level for descent, a check is carried out to ensurethat the landing distance requirements can be met, taking into account runwaycondition and aeroplane configuration, and the MSA has been identified.

Ensuring that, prior to landing, all crew members occupy their stations.

1.4.4 AFTER FLIGHT

After flight, the Commander ensures that the Flight and Commander’s reports and theAeroplane Technical Log are completed. He prohibits erasure of data recorded on a flight datarecorder and a cockpit voice recorder in the event of an accident or incident having occurredwhich may be subject to mandatory reporting.

Note:

In the unlikely event that the tech-log is not signed by the commander at the end of the flightthen:

(a) Every effort should be made to contact the Captain or co-pilot of the incoming flight and ifpossible either of them must duly complete and sign the tech-log.

(b) If not possible for either of them to sign the tech-log, then the operating outbound Captainis authorised to sign provided he has satisfied himself on the status of the aircraft aftercontacting either of the pilots of the incoming flight.

He hands over the aeroplane to the next crew or to the maintenance personnel, or parks, locksor seals and secures the aeroplane properly.

At aerodromes without handling personnel under contract to the Company (e.g. after adiversionary landing) it is the Commander’s responsibility to ensure that all passengers, theaeroplane’s load (e.g. live animals) and the aeroplane are well taken care of. He must alsoensure the security of the aeroplane.


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He files written occurrence and accident reports as prescribed in GB 11.0, communicating alsoby telephone or facsimile if necessitated by the urgency of the matter.

He directs the attention of appropriate personnel to technical and operational particulars andproblems encountered.

NOTE: The Captain is responsible to bring to the attention of the company any missing itemspages or forms from all the company’s publications comprising the aircraft library. For thispurpose, a special form ´´Missing Items Form´´ can be found on board in the spares form file(see App.1.14 of this manual)

GB (OM A)

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1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THANTHE COMMANDER

1.5.1 DUTIES AND RESPONSIBILITIES OF THE CO-PILOT

The co-pilot is the Commander’s deputy. The co-pilot shall assume the role of pilot-in-commandwhen so directed by the Commander (see GB 4.1). If the Commander becomes incapacitated,the co-pilot assumes the Commander’s authority and the responsibility for the aeroplane and itscrew, its passengers and load (see GB 4.3).

Therefore, it is his duty to responsibly participate in the preparation of the flight and toattentively monitor its progress in order to be able to assume this authority / responsibility at anygiven moment.

He cooperates, in a responsible manner, as a member of the aeroplane’s crew, andmeticulously performs the work routinely assigned to him or delegated to him by theCommander.

1.5.1.1 PRIOR TO FLIGHT

The co-pilot shall meet the qualification requirements of GB 5.1. He participates in theCommander’s crew briefing, and avails himself of all relevant aeronautical and meteorologicalinformation (including NOTAMs, forecasts and runway condition reports) as well as of relevantpapers documenting the aeroplane’s technical status and its anticipated load.

By delegation of the Commander, the co-pilot will usually:

Calculate the take-off data and reconcile this with the operational flight plan (OFP).

Ensure that the ATC flight plan has been filed (whenever those tasks have beendelegated to others, he shall cross-check these documents before handling them overto the Commander for signature).

Check that the prescribed manuals, maps, charts, documents and forms are on boardand cover the aeroplane’s intended operation until return to a home base.

Check the radio and navigation equipment for proper functioning.

Ascertain that fuel on board and the required fuel are identical and equal to or higherthan the minimum fuel specified by the OFP.

At outstations, check that the correct fuel type is loaded, supervise the fuelling of theaeroplane, and ensure proper distribution of fuel.

1.5.1.2 IN FLIGHT

In flight, the co-pilot, as directed by the Commander, executes the tasks and functions of eitherthe pilot flying or the pilot monitoring. He assists the Commander in the management of theflight deck work by helping with a well-balanced distribution of tasks, by exchanging information,by monitoring the flight’s progress and the aeroplane’s systems, by checking navigationalaccuracy, keeping a look-out and in general maintaining high level of situation awareness.

Notwithstanding the overriding authority of the Commander, it is of the utmost importance thatthe co-pilot draws the attention of the Commander to anything which may impair the safety ofthe flight and which may not yet have been noticed by the Commander. Examples of this mightinclude exceeding limitations, abnormal indications, changes in meteorological conditions


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enroute or at alternates / destination, ambiguous ATS clearances, deficiencies in navigation orthe aeroplane’s handling, abnormal response of the aeroplane to control inputs, etc.

The co-pilot ensures completion and retention of all mandatory documentation, (e.g. theoperational flight plan, weather reports, load and trim-sheets, NOTAMs, journey log, etc.).

1.5.1.3 AFTER FLIGHT

After flight, the co-pilot assists the Commander:

To complete the aeroplane’s documentation.

To stow, for the use of the aeroplane’s next flight crew, all manuals, maps and chartswhich formpart of the flight deck library.

To hand over the aeroplane to its next crew or to appropriate maintenance personnelor, where this is impossible, having the aeroplane secured.

To hand over the completed flight documentation to authorised personnel or forwardingsuch documents by other means.

GB (OM A)

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1.5.2 DUTIES AND RESPONSIBILITIES OF CABIN CREW MEMBERS

Cabin crew members fulfil three important functions:

1. Under the overall authority and responsibility of the Commander, they ensure cabinsafety (GB 8.3.15 in connection with GB 8.3.16), i.e. the safety of the passengers andthe security of cabin load and galleys,

2. Form the link between the passengers and the flight crew, and

3. Provide an optimum of comfort and service to the passengers, namely the passengers,and by their courtesy, efficiency, thoughtfulness and ready assistance directly shapethe Company’s image.

A Senior Cabin Crew Member (SCCM) will be nominated by the Company on every publictransport flight:

To direct, coordinate and organise the functions and tasks of the cabin crew.

To be responsible to the Commander for the conduct and coordination of cabin safetyand emergency procedures specified in the Operations Manual, and for theirpassengers.

To inform the flight crew of all irregularities and malfunctions and, at the prescribedtimes, report cabin secure or cabin not secure.

Cabin crew members and senior cabin crew members (SCCM) must meet the qualification andrecency requirements of GB 5.3.

1.5.2.1 PRIOR TO FLIGHT

Prior to flight, all cabin crew members must participate in the Commander’s cabin crew briefing(GB 8.3.15.2), receiving information and particulars pertinent to the particular flight.

Whenever, due to unforeseen circumstances, the Company designated senior cabin crewmember (SCCM) is not available for duty and cannot be replaced by the crew schedulingdepartment (e.g. by crew on stand-by), the Commander will nominate the cabin crew memberholding the highest seniority to the duties and responsibilities of senior cabin crew member. Insuch a case, a full review of all relevant safety / emergency provision s shall be held during thecrew briefing.

After boarding the aeroplane, cabin crew members shall check the emergency equipment(GB 8.3.15.3), other equipment and the catering equipment and immediately report deficienciesto the senior cabin crewmember for further action.

When passenger boarding begins, they will take up their prescribed positions.

1.5.2.2 IN FLIGHT

In flight, they conduct the passenger service as well as fulfi lling the safety relevant tasks ofGB 8.3.15 and GB 8.3.16. In the event of an emergency situation, they proceed to theiremergency stations (see OM Part B - AOM); the senior cabin crewmember immediatelycontacts the flight crew for instructions.

At transit stations, cabin crew members ensure proper cleaning of the aeroplane’s cabin andre-catering for the next flight. They are also responsible for ensuring the security of the cabin.


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1.5.2.3 AFTER FLIGHT

After flight, cabin related documentation must be completed. Occurrence reports, before beinghanded over to ground personnel, must be counter-signed by the Commander.

Boxes / carts containing duty free items must have been sealed, as prescribed. Cabin crewmembers shall ensure the orderly hand over of the cabin to the next cabin crew or, whereapplicable, to the catering or cleaning personnel or to maintenance (shift supervisor).

GB (OM A)

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1.6 COMPANY AEROPLANES’ REGISTRATION AND SERIAL NUMBERS

AEROPLANETYPE

REGISTRYNUMBER

AEROPLANENUMBER

SERIALNUMBER

TABULATIONNUMBER

SELCALCODE

5B - DBU 533 32796 YC 186 HP - AM

5B - DBV 534 30654 YC 187 HP - BQ

5B - DBX 537 33699 YC 189 HS - JM

5B - DBZ 261 33030 YJ 947 AS - HL

B737 – 800 W

5B - DBR 538 30720 YC 190 JQ-AG

1.7 COMPANY AIR OPERATORS´ CERTIFICATE (AOC)

OPERATIONS SPECIFICATIONSType of Operations Commercial Air Transport, Passenger & Cargo

Special Limitations Approved Flight Time Limitations SchemeSpecial Authorizations IFR CAT I

CAT II operations DH 100ft RVR 300m

CAT IIIA operations DH 50ft RVR 200mLow Visibility Takeoff 150 RVRRVSM-EURECAC Airspace BRNAV

RNP-5Provision of Cabin Crew Initial training and issue ofattestation (Subpart O)


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1.8 COMPANY AIR OPERATOR’S CERTIFICATE AREA

Eurocypria Airline’s AOC restricts operations within Region DD, being the area enclosed byrhumb lines joining successively the points with co-ordinates as shown on the table belowand to the schematic on next page.

LATITUDE LONGITUDE

680 00’ N 280 00’ W

680 00’ N 000 00’ E / W

730 00’ N 150 00’ E

730 00’ N 300 00’ E

680 00’ N 450 00’ E

680 00’ N 560 00’ E

350 00’ N 560 00’ E

230 00’ N 750 00’ E

150 00’ N 830 00’ E

050 00’ N 850 00’ E

000 00’ N 730 00’ E

190 00’ N 630 00’ E

020 00’ N 540 00’ E

250 00’ S 600 00’ E

400 00’ S 100 00’ E

020 00’ N 050 00’ E

020 00’ N 100 00’ W

150 00’ N 250 00’ W

550 00’ N 150 00’ W

680 00’ N 280 00’ W

GB (OM A)

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1 - 45


DEFINITION OF THE AREA FOR FLIGHTS WITHIN EUROPEAN REGION

GB (OM A)

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OPERATIONAL CONTROL AND SUPERVISION GB (OM A)

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TABLE OF CONTENTS

Paragraph Page2.0 OPERATIONAL CONTROL AND SUPERVISION ................................ ..................... 22.1 SUPERVISION OF THE OPERATION BY THE OPERATOR ................................ ..... 2

2.1.1 CONDUCT OF FLIGHT OPERATIONS ................................ ......................... 22.1.2 COMPANY REGULATIONS AND POLICIES ................................ ................. 2

2.1.3 LICENSE AND QUALIFICATION VALIDITY .................................................. 32.1.4 CONTROL, ANALYSIS AND STORAGE OF RECORDS ................................ 4

2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONSAND INFORMATION ................................ ................................ .............................. 82.2.1 GENERAL ................................ ................................ ................................ .. 8

2.2.2 FLYING STAFF INSTRUCTIONS (FSIS) ................................ ...................... 82.2.3 COMMANDER FLIGHT BRIEF................................ ................................ ..... 82.2.4 OTHER COMPANY PUBLICATIONS ............................................................ 92.2.5 REPORTS ................................ ................................................................ .. 9

2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME ...........................10

2.3.1 GENERAL ................................ ................................ ................................ ..112.3.2 RESPONSIBILITY OF THE MANAGEMENT ................................ ................ 112.3.3 COMMUNICATION ................................................................ ..................... 112.3.4 HUMAN FACTORS ................................................................ .................... 112.3.5 AIM AND SCOPE ................................ ....................................................... 12

2.3.6 FLIGHT SAFETY COMMITTEE ................................ ...................................132.3.7 RECORDERS ................................ ............................................................ 132.3.8 FLIGHT DATA MONITORING PROGRAMME ................................ ..............14

2.4 OPERATIONAL CONTROL ................................................................ ............... 18

2.4.1 FLIGHT CREW CONTROL AND SUPERVISION................................ .......... 182.4.2 TRAINING ................................ ................................ ................................ ..182.4.3 TECHNICAL MATTERS ................................ ................................ ..............182.4.4 ADMINISTRATIVE SUPPORT ................................ ................................ ....192.4.5 OPERATIONS CONTROL ................................................................ .......... 19

2.4.6 CONDUCT OF OPERATIONS ................................ ................................ .... 192.4.7 CONTROL IN THE EVENT OF DIVERSION................................ ................ 19

2.5 POWERS OF AUTHORITY ................................................................ .................... 20

GB (OM A)

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OPERATING PROCEDURESOXYGEN REQUIREMENTS

Revision: 6 / 14-Jul-2008 2008Eurocypria Airlines Ltd.

2.0 OPERATIONAL CONTROL AND SUPERVISION

2.1 SUPERVISION OF THE OPERATION BY THE OPERATOR

2.1.1 CONDUCT OF FLIGHT OPERATIONS

All flights under the jurisdiction of Eurocypria Airlines operations shall be conducted inaccordance with Eurocypria Airlines operating policies as follows:

“SAFETY SHALL ALWAYS HAVE FIRST PRIORITY”

Depending on the actual situation and with due regard to the seriousness of possibleconsequences, economy, schedule and passenger comfort have to be weighed carefullyagainst each other.

It must be clearly understood that policies in the Operations Manual (Part A), General / Basic(GB), e.g. fuel policy, planning and in-flight re-planning policies, etc., reflect minimumrequirements in the interest of safe operations.

The Commander may at all times apply a policy in a more restrictive sense if the prevailingcircumstances so require or he deems a higher safety standard justified in a specific situation.

All flight personnel are subject to Eurocypria Airlines orders and regulations and to disciplinaryaction in case of violations and irregularities.

2.1.2 COMPANY REGULATIONS AND POLICIES

2.1.2.1 GENERAL

Company regulations are based on compulsory international, national and local regulations andmust be used for planning and executing of all Company flights. Should it be observed thatCompany regulations, inadvertently violate official rules and regulations, the latter shall befollowed, and the discrepancy must be reported via the Commander’s Report.

All general Company policies and procedures for flight operations which are permanent must becontained in this manual.

Policies and procedures which are valid only for certain countries, areas or routes arepublished in the Operations Manual (Part C) (Jeppesen Airway Manual and AERADSupplements) and supplement the regulations in the Operations Manual (Part A), General /Basic (GB).

2.1.2.2 APPLICABILITY

Under routine conditions strict compliance is required with all policies, rules, regulations andprocedures laid down in the Operations Manuals.

No regulation can be a substitute for awareness.

Nothing in the manual, however carefully outlined and precisely adhered to, can replace theexercise of good judgement and the application of safe operating practices if conditions sodictate.


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In emergency situations, all instructions are guiding principles; it is the Commander’s authorityto apply them when and as far as the situation warrants.

Normally the Company’s Standard Operating Procedure response to an abnormal oremergency situation should be followed, unless there are overriding reasons for theseprocedures to be by-passed, due, for example, to an unanticipated set of circumstances arisingor lack of sufficient time to complete the laid-down procedure. Conditions may necessitate theCommander’s temporary disregard of instructions, if, in his opinion, this is in the best interestsof safety.

2.1.3 LICENSE AND QUALIFICATION VALIDITY

2.1.3.1 FLIGHT CREW

Licenses for flight crew are normally issued by a JAA Member State in accordance to JAR-FCLstandards. Non JAR-FCL flight crew licences must be accepted and validated by the CyprusDCA. The period of validity is laid down in the flight crew license file.

A Flight Crew licence entitles the holder to exercise the privileges of the licence only as long asit remains valid.

Whilst the Company will make every endeavour to ensure that a flight crew member is re-trained or re-tested prior to the expiration of any part of his licence, the final responsibility forensuring his licence remains valid rests with the license holder.

Revalidation is organised between the crew and the Company.

2.1.3.2 CABIN CREW

License issued by Company on the basis of Cyprus DCA regulations.

2.1.3.3 OPERATIONS CONTROL PERSONNEL

Procedures governing the Operations Control personnel may be found in the OperationsControl, Standards Procedures Manual.

GB (OM A)

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2.1.4 CONTROL, ANALYSIS AND STORAGE OF RECORDS

2.1.4.1 GENERAL

All records and all relevant operational and technical information for each individual flight asshown in the tables below will be stored according to the prescribed retention periodand shouldbe accessible or produced when requested to any person authorised by theCyprus DCA.

The records of all initial, conversion and recurrent training and checking are made available, onrequest, to the crew member concerned.

Where a crew member becomes a crew member of another operator, Eurocypria should uponrequest, disclose to the new operator the flight, duty and rest records of the crew member.

Table 1

INFORMATION USED FOR THE PREPARATION

AND EXECUTION OF A FLIGHTRETENTION PERIOD

Operational flight plan (OFP) 3 months

Aeroplane Technical Log24 months after the date

of the last entry

Route specific NOTAM / AIS briefing documentation if

edited by the operator3 months

Weight & Balance documentation 3 months

Notification of special loads including written information

to the Commander about dangerous goods3 months

Table 2

REPORTS RETENTION PERIOD

Journey Log 3 months

Commander‘s report(s) for recording details of anyoccurrence, as prescribed in EU-OPS 1.420, or any eventwhich the Commander deems necessary to report / record

3 months

Extension of Flight Duty or Reduction of Rest forms 3 months


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Table 3

FLIGHT CREW RECORDS RETENTION PERIOD

Flight, Duty and Rest time 15 months

License As long as the Flight Crewmember is exercising theprivileges of the licence for theCompany

Conversion training and checking 3 years

Command course (including checking) 3 years

Recurrent training and checking 3 years

Training and checking to operate in either pilot’s seat 3 years

Recent experience (EU-OPS 1.970 refers) 15 months

Route and aerodrome competence

(EU-OPS 1.975 refers)3 years

Training and qualification for specific operations whenrequired by EU-OPS (e.g. CAT 2 / 3 operations)

3 years

Dangerous Goods training as appropriate 3 years

Table 4

CABIN CREW RECORDS RETENTION PERIOD

Flight, Duty and Rest time 15 months

Initial training, conversion and differences training(including checking)

As long as the cabin crewmember is employed by theCompany.

Recurrent training, refresher training and safety training(including checking)

Until 12 months after the cabincrew member has left theemploy of the Company.

Dangerous Goods training as appropriate 3 years

Table 5

RECORDS FOR OTHER OPERATIONS PERSONNEL RETENTION PERIOD

Training / qualification records of other personnelfor whom an approved training programme is requiredby EU-OPS 1

Last 2 training records

GB (OM A)

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Table 6

OTHER RECORDS RETENTION PERIOD

Quality System records 5 years

Records on cosmic and solar radiation dosageUntil 12 months after the cabincrew member has left theemploy of the Company.

Dangerous Goods Transport Document 3 months after completion of theflight

Dangerous Goods Acceptance checklist 3 months after completion of theflight

2.1.4.2 CONTROL AND ANALYSIS OF JOURNEY LOGS AND COMMANDER’S FLIGHTTIME LIMITATIONS DISCRETION REPORTS

The proper control and analysis of the information contained in Journey Logs andCommander’s Flight Time Limitations (FTL) Discretion Reports is essential part from the flightoperation monitoring process. These documents should be circulated processed and distributedin accordance with the following flow chart:

Flight Crews

OPS Control Duty Officer

OPS Control Senior Clerk

OPS Administrator Officer

Cyprus DCA

Operations Manager Other Departments


2 - 7


Completing the reports with correct information is essential for establishment of truthfuldatabase allowing for credible further analysis; therefore pilots should crosscheck their entriesin Journey Logs, Commander’s FTL Discretion reports and any other document subject tooperations control and storage.

The controlling functions of the Duty Officer over these documents, after each flight, are to cleartimely any inaccuracies and to ensure crews’ flight time limitations monitoring, updating thecomputerized rostering system on a daily basis, preventing violations due to scheduledisturbances. The controlling functions of the Duty Officer with regards of FTL monitoring aredescribed in the Operations Control Manual Para 408 - Flight Report Procedures.

The Senior Clerk compiles electronic data base, transferring the statistic information fromJourney Logs and Commander’s FTL Discretions Reports in established company formatswhich will allow for operations monitoring and analysis. In addition he/she will keep storage ofthese documents in hard copies, passing the originals further to the Operations AdministrationOfficer. Every Commander’s FTL Discretion Report shall be accompanied by copy of itscorresponding Journey Log.

Journey Logs and Commander’s FTL Discretion Reports will be monitored and distributedaccordingly for further actions by the Operations Administration Officer under the supervision ofthe Operations Manager and/or Administration Pilot nominated by the Operations Manager.

Trends will be monitored on monthly basis by the Operations Manager and/or NominatedAdministration pilot.

Formal analysis, supplemented by written reports, will be carried out under the supervision ofOperations Manager, on quarterly basis. The aim of these analyses will be to asses allcommercial and safety aspects stemming from the operations monitoring through Journey Logsand Commander’s FTL Discretion Reports.

GB (OM A)

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2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONALINSTRUCTIONS AND INFORMATION

2.2.1 GENERAL

Additional operational instruction and information may be issued through other internalCompany publications.

2.2.2 FLYING STAFF INSTRUCTIONS (FSIS)

Instructions and information of an immediate nature are promulgated to crew members FlyingStaff Instructions. FSIs will be reviewed by the Operations Manager and Cabin Crew Managerat frequent intervals, and those containing permanent instructions will be incorporated in theappropriate Eurocypria Operations Manual at the next revision.

2.2.3 COMMANDER FLIGHT BRIEF

A Commander‘s Flight Brief is prepared and issued to the Commander where additionalrelevant operational information exists for a particular flight / series of flights. Commander’sFlight Briefs (except for information concerning Category B aerodromes) are notincluded in the Operations Manual on board the aeroplane.

GENERAL

The following documents are considered as flight documentation:

• Journey Log

• Commander’s Report

• Operational Flight Plans

• Fuelling receipts

• Weight & Balance (Load sheet & Trim Chart)

• Technical Log

• NOTAMs

• Special loads notifications

A duplicate must be available on ground with the personnel in charge.

COMPLETION

All reports and forms must be completed before take-off or after landing, as appropriate. Theyshall be written in English. After completion they shall be handed in or forwarded in accordancewith current instructions.

RESPONSIBILITY

The Commander is responsible that all flight documents are completed according torelevant instructions. Where only his signature is required, he signs for the correctness of thecontents.


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FILING INSTRUCTIONS

Reports and forms are to be kept in a place accessible to authorised persons only.

Flight documents have to be kept on file at the disposition of the Cyprus DCA. Otherpertinent documents must be kept until the flight is terminated.

2.2.4 OTHER COMPANY PUBLICATIONS

All other Company publications, with the exception of those manual extracts which aredistributed in the handbooks and working copies, shall be considered to serve for information,explanation or interpretation purposes only.

2.2.5 REPORTS

The following forms or reports are available in the aeroplane library and at Operations Control.They shall be completed as soon as practicable when needed.

(a) Air Safety Report/Mandatory Occurrence Report (ASR/MOR)

Note: All information regarding completion, reporting, distribution and action ofMOR’s is described in detail in CHAPTER 11.

(b) Bird Strike reports:

The bird strike report is required by several aviation agencies in order to gather moreinformation about actual bird strikes and collision risks, so as to improve flight safety by suitablemeasures. Bird strikes experienced by a Eurocypria Airlines flight and which result in damage tothe aeroplane or loss or malfunction of an essential service must be reported immediately viaan Air Safety Report.

The report shall be made as soon and as accurately as possible after the occurrence.

All Bird strikes require an entry in the Aeroplane Technical Log.

(c) Aircraft Accident Notification Message

(d) Accident/incident/unruly Pax form

(e) Dangerous Goods Occurrence Report

(f) Journey Logs

(g) Confidential reports

(h) Commander’s discretion (Extension of duty/Reduction of rest)

GB (OM A)

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2 - 11


2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME

2.3.1 GENERAL

The ultimate goal of notifying, reporting and handling of safety related occurrences is toprevent, where possible, the re-occurrence of a similar incident or the occurrence of anaccident.

Flight safety and accident prevention is not the sole responsibility of Flight Crew. A flight safetyprogramme can only be effective if Management, Cabin Crew, Operations Control, Engineersand Ground Support personnel are all aware of their accountability in this direction. It is theCompany’s responsibility to ensure that all employees are made aware of their responsibilitiesand contributions towards flight safety and accident prevention.

2.3.2 RESPONSIBILITY OF THE MANAGEMENT

The overall responsibility for safety and thus accident prevention rests with the management.Eurocypria’s management is responsible for the quality of the product of the Company. Thatmeans the management has to support any activity for preventing mistakes which may lead toan accident. The quality of the accident prevention program depends upon allocation ofresources by the management.

Beyond this, the management is responsible for the morale in the Company becausemorale affects safety in a way which should not be underestimated. Low morale often leads toloss of pride in one’s work, an erosion of self-discipline which may create hazardous conditions.

Another important factor beside the aeroplane and flight crew is the environment. There arenatural environments such as weather (temperature, wind, precipitation, ice and lighting) andtopography, and man-made environments such as air traffic control, aerodrome, navigation andlanding aids, aerodrome lighting, standard operating procedures, flying staff instructions,training syllabi, national and international legislation, etc.

2.3.3 COMMUNICATION

Communication within the Company is another important subject. Manuals, instructions,memos, etc. should be clearly written and easily understood. Communication within the cockpitshould be such that the gradient between the Commander and the Co-pilot should be neithertoo steep nor too shallow. This will lead to free and unreserved communication skills betweenthe pilots which is necessary for safe aeroplane operation. To handle an emergency situationcorrectly and so possibly prevent an accident, the Commander must show good leadershipqualities. The Commander is responsible for good Crew Resource Management within thewhole crew and he should promote good communication.

2.3.4 HUMAN FACTORS

The number of accidents caused by technical failures of the aeroplane or aeroplane systems isdeclining. It follows that most aeroplane accidents are now caused by human error, andconsiderable emphasis must be placed on human factors in the flight safety trainingprogramme. The health precautions for crew detailed in Chapter 6 include factors whichinfluence crew well being, and it is vital that everyone within the Company understands whatthese are, so their detrimental effects can be minimised. Sound procedures, proper use of

GB (OM A)

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comprehensive check lists, factual and clearly written manuals and thorough training are allequally important in preparing the Fligh t Crew to deal with abnormal situations. Due emphasismust be placed on CRM and Standard Operating Procedures (SOPs), so that the crew maywork together for the maximum benefit. Equally the effect of morale on safety should not beoverlooked by the Company Management.

2.3.5 AIM AND SCOPE

The Flight Safety Officer (FSO) is responsible for establishing and managing the company’saccident prevention and flight safety programme. Proposals for corrective action resulting fromthe accident prevention and flight safety programme are the responsibility of the Flight SafetyOfficer. The Flight Safety Officer’s Terms of Reference can be found in section 1.3.6. Any of theadministrative tasks which may be needed for the running of the Accident Prevention and FlightSafety Program may be carried out by the Flight Safety Programme Administrator followingconsultation with the Flight Safety Officer. Examples include analysis of de-identified flight datafor Flight Data Monitoring, actions with regards to ASRs and collection and dissemination offlight safety information to crews.

The aims of the Accident Prevention and Flight Safety Programme are:

• To achieve and maintain risk awareness and understanding of accident prevention by allpersons involved in flight operations.

• Once hazards have been identified and assessed, he should notify the appropriateAuthority and recommend action to eliminate or avoid hazards,

• To keep management informed of safety trends and uncorrected hazards within theCompany.

The Flight Safety Officer’s role is advisory only. He should have no executive function orauthority.

The main elements of the accident prevention and flight safety programme are:

• The company Air Safety Reporting Schemes, including the Confidential / AnonymousReporting Scheme. Details of the schemes can be found in sections 11.6 and 11.2.3. Theprocedure to be followed with regards to Air Safety Reports can be found in 11.4.4.3

• The Flight Data Monitoring Programme. Detailed procedures of the programme can befound in section 2.3.8.3

• The Eurocypria Flight Safety Committee. Details about the Committee’s functions can befound in section 2.3.6.

Note 1: Proposals for corrective action resulting from the accident prevention and flight safetyprogramme shall be the responsibility of the Flight Safety Officer.

Note 2: The implementation of the proposals referred to in Note 1 and the monitoring of theeffectiveness of changes which result from such proposals shall be the responsibilityof the Quality Manager.


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2.3.6 FLIGHT SAFETY COMMITTEE

The Eurocypria Flight Safety Committee was formed to consider any matter concerning the safeoperation of Eurocypria aeroplanes and to devise, promulgate and implement appropriatepreventative and remedial action.

The members of the Flight Safety Committee are:

• General Manager

• Operations Manager

• Training Manager

• Technical Manager

• Quality Manager

• Operations Control Manager

• Customer Services Manager

• Cabin Crew Manager

• Technical Pilot

• Flight Safety Officer

• Flight Safety Programme Administrator

• Security Officer

The Flight Safety Committee will meet at regular intervals as required (four meetings per yearminimum), to examine among other safety issues, the Air Safety Reports.

In general the Flight Safety Officer will arrange the meetings. However, meetings will also takeplace whenever the General Manager, Operations Manager or Quality Managers request it.

Members should send items they wish to include in the agenda to the FSO or to the FSPA.

2.3.7 RECORDERS

The following recorders are in use on board of Eurocypria Airlines aeroplanes:

• Flight data recorders (crash recorders)

• Flight deck voice recorder

• Quick Access Recorder

Recorders are primarily intended for incident / accident investigation, flight data monitoring andengine health monitoring and shall be operated according to relevant instructions in OperationsManual (Part B). For the purpose of incident / accident investigation, flight data will only beremoved and analysed following the permission of the Flight Operations Manager or his deputyor in accordance with paragraph 2.3.8.2. (‘Data Retrieval Processing and Archiving’). Theprocedures for removing and analysing data for the purpose of flight data monitoring can befound in section 2.3.8.3.

Note: DFDR removal can be requested, when deemed necessary , in accordance with ICAOAnnex 13, by the Cyprus AAIB (Air Accident and Incident Investigation Board)

GB (OM A)

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2.3.8 OPERATIONAL FLIGHT DATA MONITORING PROGRAMME

2.3.8.1 DEFINITION / OBJECTIVES

Operational Flight Data Monitoring (OFDM) is the systematic, pro-active and non-punitive useof digital flight data from routine operations to improve aviation safety.

The primary objectives of the Operational Flight Data Monitoring Programme are:

1. To identify areas of operational risk.

2. To determine current safety margins.

3. To identify non-standard, unusual or unsafe procedures.

4. To provide for trend detection and analysis.

5. To provide for confirmation of the effect of remedial action.

The secondary objectives are:

1. To provide Operations with an analytical tool for incident investigation

2. To provide Engineering with an analytical tool both for trend analysis and problem solving.

3. To provide commercial analysis of aeroplane performance.

These objectives should not be considered as a definitive statement and it is envisaged thatadditional use may be made of the system as situations arise.

2.3.8.2 DATA RETRIEVAL, PROCESSING AND ARCHIVING

SCHEDULED DATA RETRIEVAL:

Eurocypria Engineering will copy all raw data folders into the shared folder. The safety ProgramAdministrator will obtain the raw data from the folder and upload it into the OFDM server. TheFSPA will then:

Check the dates for which there is flight data in the shared folder and insert the datesin the Raw Flight Data Monitoring spreadsheet.

In case there is a discontinuity in the dates for which there is flight data, record thisdiscontinuity by making the relevant fields bold and check through RM to see if thereis a reason that there is no flight data, e.g., if the aircraft was undergoingmaintenance check. In case the absence of data is not justified, he will informEngineering and the Quality Manager.

The FSPA will analyze the downloaded flight data as soon as possible. He will selecteach ´´processing date´´ in turn and analyze each flight for that processing date.Once all the flights for the particular ´´processing date´´ are analyzed he will recordthe ´´data analyzed´´ on the card movement and analysis spreadsheet. The FSPAwill ´´flag´´ and record in the ´´OFDM flight́ ´ folder all the flights that require, furtherinvestigation by the FSO.

For general trends:

For all the events that are shown in the ´´events´´ spreadsheet, the FSPA will recordthe number of occurrences for each month. This will be done after the 20 th of eachmonth for the previous month, e.g., after the 20th of November for the month ofOctober etc


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UNSCHEDULED DATA RETRIEVAL:

In addition to the scheduled removal, the QAR PCMCIA card will be removed from anaeroplane immediately after a flight in the following cases:-

• When the Commander of the flight makes an entry into the Technical Log requesting theremoval of the card, in which case the card should be removed prior to the aeroplanedeparture.

• At the request of The Operations Manager or his deputy

• At the request of the Flight Safety Officer

Note: Non scheduled QAR data retrieval must be made following a serious incident of suchnature that prompt investigation is important and the flight data is needed to investigate theincident.

In the cases above, the card containing the data will be forwarded to the FSO immediately andwill be kept by the FSO for as long as it is considered necessary.

2.3.8.3 FLIGHT OPERATIONS PROCEDURES

GENERAL PROCEDURES

The Flight Safety Officer will analyse the flight data on a regular basis. Confidentiality is ofparamount importance, therefore the FSO as the ‘key holder’, will be the only person who willhave access to flight numbers and dates. Other departments / persons in the company (e.g.Engineering, Technical Pilot) may be given access to de-identified flight data as decided by theFSO. De-identified flight data is data from which the dates have been removed so as not toallow for the identification of the crew member.

The FSO will validate any event exceedances, possibly after contacting the flight crew of aflight. In the event of a valid exceedance, the FSO will decide on the action which needs to betaken. He may inform the crew about the event and may advise the crew to file an Air SafetyReport if one has not been already filed. (If an ASR is filed by the crew in retrospect andfollowing consultation with the FSO, no blame will be apportioned for the late filing of the ASR).

The FSO may also inform the Operations Manager in which case the OM will be the only otherperson who will be made aware of the crews’ identity. The FSO may inform the OperationsManager in the following cases:

• Where a single pilot-induced event is of such severity that the aeroplane was seriouslyhazarded, or another flight could be if the pilot repeated the event.

• Where there have been repeated cases of exceedances by a specific pilot.

The Operations Manager will then be responsible for taking appropriate action. In cases wherethe Operations Manager decides that extra training is needed, this will be done discretely.

As stated above, the flight data monitoring programme is the non-punitive use of digital flightdata from routine operations to improve aviation safety. Thus, unless there has been negligentor dangerous pilot behaviour, flight data will not be used against flight crew members in anyway.

GB (OM A)

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Crews that may wish to view the flight data relating to any of their flights are invited to do so byarranging a meeting with the FSO. Co-pilots must first obtain the permission of the Commanderbefore viewing flight data.

USE AND AVAILABILITY OF FLIGHT DATA

Flight Data will only be used for the purposes listed in paragraph 2.3.8.3.1 or for similarpurposes only. Flight Data relating to a specific crew member will not be made available to anyperson other than the Operations Manager or the Flight Safety Officer (as explained above),except in case of an accident or a serious incident, in which case and only after the OperationManager’s decision, the data may be given to the authority in charge of the investigation of theincident or to a court of law or other public authority which requires the data.

THE OFDM TEAM

Eurocypria has constituted a team of persons charged with the running of the OFDMprogramme.

The OFDM team will be responsible for the assessment and best use of all de-identified dataderived from the OFDM system for the purpose of enhancing safety. In particular the team will:

• Determine and approve the standard event filters against which every flight will beassessed.

• Discuss issues which arise from the flight data analysis and particularly in relation tocurrent SOPs.

• Circulate information resulting from the flight data analysis to the pilots.

The role of all OFDM Committee Members (except the OM) is advisory only. It is the OperationsManager’s responsibility to decide on the actions that need to be taken as a result of the OFDMProgramme. It is the Training Manager’s responsibility to adjust the Training syllabus toincorporate any training which me be deemed necessary as a result of flight data trendanalysis.

The OFDM team will comprise:


• Training Manager

• Flight Safety Officer

• Technical Pilot

• Pilot Representative

• Flight Safety Program Administrators

2.3.8.4 RESPONSIBILITIES

The responsibilities of the OFDM team members with regards of the FDM programme areas follows:

FLIGHT SAFETY OFFICER

The Flight Safety Officer will act as the administrator of the programme and as such, will be theonly person who will have access to flight numbers and dates. He will determine and set thelevel of access to data of the other OFDM users, e.g. Engineering. In addition the FSO:


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• Is responsible for the day-to-day running of the programme. He must ensure the smoothretrieval of the flight data and carry out its analysis on a regular basis.

• Will examine the results of the analysed flight data and validate any exceedance events,possibly after contacting the pilots of a flight.

• Will act accordingly with regards to each situation which results from the flight dataanalysis: His actions may range from contacting a flight crew to bring to their attention anevent which took place on their flight, to informing the Operations Manager about repeatedevents of exceedances or about a single event which jeopardized the safety of a flight.

• Will act as secretary for the FDM team.

• Will establish together with the rest of the OFDM Team the event thresholds.

• Will be responsible for the dissemination of the event threshold values to flight crews.

• Will participate in regular meetings with the rest of the OFDM team, to discuss issueswhich arise from flight data analysis, e.g. trend analysis.

OPERATIONS MANAGER

The Operations Manager:

• Will establish together with the rest of the OFDM Team the event thresholds

• Will participate in regular meetings with the rest of the OFDM team, to discuss issueswhich arise from flight data analysis, e.g. trend analysis

• Is the Manager responsible for dealing with specific situations which are brought to hisattention by the Flight Safety Officer and in general for taking any actions necessary as aresult of the OFDM.

TRAINING MANAGER

The Training Manager:

• Will establish together with the rest of the OFDM Team the event thresholds

• Will participate in regular meetings with the rest of the OFDM team, to discuss issueswhich arise from flight data analysis, e.g. trend analysis

• Will be responsible for adjusting the training programme to incorporate any training whichis deemed as necessary as a result of flight data trend analysis.

TECHNICAL PILOT

The Technical Pilot:



PILOT REPRESENTATIVE

The Pilot Representative:



GB (OM A)

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2.3.8.5 OFDM TEAM MEETINGS

The OFDM Team will meet at least twice yearly. The meetings will be called by the FSO whowill also act as the secretary of the committee. Ad-hoc meetings may also be called by theOperations Manager.

At each meeting the Flight Safety Officer will brief the Committee on the following:

• Number of flights processed since the last meeting,

• Current backlog of flights not processed,

• Any matters relating to the operation and processing of data.

During the meetings, all aspects of the OFDM programme will be considered and in particular:

• Current Event filters validity,

• Trend analysis and identification of risk areas,

• Proposals for corrective actions in areas where the risk is considered unacceptable.

• Assessment of previous actions taken as a result of the OFDM Programme,

• Addition, amendment of removal of Event filters or Trend reports.

Exceedance events or other events relating to specific flights or specific crew members will notbe discussed in the OFDM team meetings.

For a OFDM meeting to take place, at least the OM and FSO must be present.

2.3.8.6 FLIGHT SAFETY REVIEW

The OFDM team will circulate to pilots any useful information which is obtained through theflight data analysis. The information will be given in the form of periodic newsletters for generaluseful information or in the form of FSIs in the case of urgent information. Two newsletters willbe circulated annually, including one which will be published in the annual Safety ReviewMagazine.

2.4 OPERATIONAL CONTROL

2.4.1 FLIGHT CREW CONTROL AND SUPERVISION

The Operations Manager exercises control and supervision of all flight crew. His duties andresponsibilities in order to ensure proper administration and discipline standards are outlined indetail in Section 1 of this manual

2.4.2 TRAINING

The Training Manager is responsible for all flight crew, cabin crew and Ops control personneltraining, and establishes the training programme in line wi th the regulatory requirements andcompany’s policy, in order to achieve and maintain the highest standards of competence andoperational efficiency. Refer to section 1 for a full description of his duties and responsibilities.

2.4.3 TECHNICAL MATTERS

The Technical Pilot is responsible for the co-ordination and liaison with the EngineeringDepartment for all technical matters. He is also responsible to maintain communication with the


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aircraft manufacturer concerning fleet modification status, technical documentation and othertechnical information, in order to ensure safe and efficient fleet operation.

2.4.4 ADMINISTRATIVE SUPPORT

Administrative support to the Flight Operations department is provided by clerical andsecretarial staff as outlined in the company’s structure in Section 1. This department isappropriately manned by specifically trained personnel to ensure the availability of amechanism for the control, analysis and storage of records, flight documents and other data asrequired by current regulations.

2.4.5 OPERATIONS CONTROL

This section under the Ops Control Manager ensures the everyday schedule of the company isrealized in the most safe efficient manner with due consideration to regulatory requirements,crew flight time limitations and operational punctuality. It also provides to the crews allnecessary paperwork for the execution of flights (performance, aeronautical information,weather, notams, operational flight plan etc). This department is also responsible for theproduction of flight crews monthly rosters ensuring compliance with the FTL scheme and thekeeping of records.

2.4.6 CONDUCT OF OPERATIONS

The commander is responsible for the conduct of operations in accordance with all applicableregulations, instructions and the Operations manual. He must comply with the establishedpolicies and procedures unless he has urgent and compelling reasons to depart from them. Adegree of flexibility is essential in aircraft operations and the commander, in the interest ofsafety has discretion to use non-standard practices to meet unexpected or unusualcircumstances. In exercising operational control, the commander is expected to use his initiativein the best commercial interest of ECA and to maintain proper liaison with the airline’s Ops andengineering control as well as outstations handling agents.

2.4.7 CONTROL IN THE EVENT OF DIVERSION

In the event of diversion, commanders should ensure that the crew remains with the aircraftuntil released by Operations Control. Whenever a handling agent considers that cabin staffassistance would materially improve ground service, he will seek the permission of thecommander who will assess the situation and release cabin staff for this purpose if he considersit necessary.

In the event of a diversion where there is no ECA handling agent, the commander will consultand coordinate with Customer Service Department so that suitablearrangements are made forpassengers to complete their journey by surface transport or air transport as necessary. In suchcases, a member of cabin crew may accompany passengers to destination if considerednecessary.

Diversion – En-route notification: It will greatly assist in the handling of the aircraft and the careof the passengers if a decision to divert is made known to Ops Control as soon as possible. Iftime and the fuel state permit, where a number of suitable alternates exist, contact with thecompany may establish a commercial preference alternate to which the commander shouldproceed.

GB (OM A)

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2.5 POWERS OF AUTHORITY

The Cyprus DCA (Authority) has the power to deliver the right to operate by means of an AirOperator Certificate (AOC).

Eurocypria’s AOC may be varied, suspended or revoked if the Cyprus DCA is no longersatisfied that the operation is safe.

The Cyprus DCA has the privilege to grant an exemption from any requirement prescribed inEU-OPS 1. In such a case, the Cyprus DCA is responsible for ensuring that an acceptable levelof safety can be maintained.

The Accountable Manager, the Flight Operations Manager, the Training Manager, the TechnicalManager, the Ground Operations Manager and the Quality Manager must be acceptable to theCyprus DCA. The Cyprus DCA has the right to interview any nominee or call for additionalevidence of his suitability before deciding upon his acceptability.

The Cyprus DCA has the power to:

• Determine the adequacy, relevance and consistency of Eurocypria’s compliance with therequirements.

• Assess the efficiency of Eurocypria’s internal monitoring procedures and confirm theavailability of sufficient resources and proper processes, as documented by Eurocypria’sAOC Quality System.

• Verify by means of inspections, compliance with the requirements and the effectiveness ofEurocypria’s Quality System.

The Cyprus DCA has the power to assess the continued competence of Eurocypria’s AOC byinspection and monitoring of the:

• Eurocypria’s Infrastructure,

• Operations Manuals,

• Training programs,

• Crew records,

• Maintenance,

• Ramp,

• Equipment,

• Pre-flight preparation,

• Flight,

• Ground Operations, including Operations Control,

• Dangerous Goods,

• Quality System and results of Eurocypria’s Quality audits,

Eurocypria shall ensure that any person authorised by the Cyprus DCA is permitted at any timeto board and fly in any aeroplane operated in accordance with an AOC issued by the CyprusDCA and to enter and remain on the flight deck. However, at any time, the Commander mayrefuse access to the flight deck if, in his opinion, the safety of the aeroplane would thereby beendangered.

QUALITY SYSTEM GB (OM A)

3 - 1

2008 Eurocypria Airlines Ltd. Revision: 6/ 14-Jul -2008

TABLE OF CONTENTS

Paragraph Page

3.1 GENERAL.............................................................................................................33.2 QUALITY & SAFETY POLICY STATEMENT ............................................................. 53.3 YEARLY TARGETS (2007) ................................................................ ...................... 6

3.3.1 OPERATIONS................................ ................................ .............................. 63.3.2 QUALITY ................................................................ ................................ ..... 63.3.3 ENGINEERIGN AND MAINTENANCE................................ ........................... 7

3.3.4 CUSTOMER SERVICES................................ ................................ ............... 73.4 DUTIES AND RESPONSIBILITIES................................ ................................ ........... 8

3.4.1 THE ACCOUNTABLE MANAGER (GM) ........................................................ 83.4.2 NOMINATED POSTHOLDERS (PH) ............................................................. 83.4.3 QUALITY MANAGER (QM) ................................ ................................ ........... 8

3.4.4 AUDITORS ................................ ................................................................ .. 83.4.5 PROCESS OWNER ................................ ................................ ..................... 8

GB (OM A)

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QUALITY SYSTEM




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3. QUALITY SYSTEM

3.1 GENERAL

The aviation industry has changed a lot since the early sixties. The increasing complexity ofboth aircraft and Companies engaged in Aviation has been accompanied by correspondingchanges in the requirements and demands put upon the Local Regulators. The result is that theLocal Authorities can no longer obtain an adequate picture of a whole operation withoutconsiderable and progressive enlargement of their resources. The scale of the increasesrequired is not affordable by the industry as a whole, nor would such an increase be the bestsolution.

An alternative is to formalize the complementary nature of the Authority on one hand and theOperator on the other. The Authority continues to be responsible for drawing up the regulationsand also for overall surveillance. The Operator remains responsible for the safety of theoperation and compliance with the regulations through the Company Quality AssuranceProgram. It is the Assurance of Regulatory Compliance which is the primary goal of the QualityDepartment.

The emphasis in regulation has therefore changed from regular inspections by the Authority toa system whereby the Operator self-audits their own operation against a clearly defined QualitySystem. The Authority’s role has shifted to the verification of the operator’s compliance with theOperator’s Quality System. The development of Internal Auditing and Management EvaluationProgram relies heavily on AOC Post Holders to continuously monitor and audit their operationsto ensure continuous compliance.

The responsibility for the development and management of the Quality System is dischargedthrough the Quality Manager. The Quality System is described in the Safety and QualityManual. Procedures laid down in this Chapter 3 of EurocypriaAirlines Operations Manual (PartA), General / Basic, the Safety and Quality Manual and CAME (Continuous AirworthinessManagement Exposition) will be adhered to, in order that flight safety, training standards andoperational / engineering protocols are of the highest standard. Audits shall provide for themeans for isolating shortfalls in performance, continuous improvement and to reflect theachievement and continued compliance with EU-OPS 1 / JAR-FCL (soon to be EU-OPS),EASA and other associated regulations. All employees have an individual responsibility for theSafety and Quality of their own actions.

Please note: ICAO has dictated that Commercial Air Transport Operators develop andimplement a Safety Management System (SMS). This must be in place by 1st January 2009.Safety Management Procedures are being developed by Eurocypria and will be integrated withour existing Safety and Quality System.

LEGAL REQUIREMENTS

EU- OPS 1.035 Quality system (See AMC OPS 1.035 and IEM OPS 1.035) (a) An operator shallestablish one Quality System and designate one Quality Manager to monitor compliance with,and the adequacy of, procedures required to ensure safe operational practices and airworthyaeroplanes. Compliance monitoring must include a feed-back system to the AccountableManager (See also EU-OPS 1.175(h)) to ensure corrective action as necessary.

GB (OM A)

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QUALITY SYSTEM


The feedback system should also specify who is required to rectify discrepancies and non-compliance in each particular case, and the procedure to be followed if remedial action is notcompleted within an appropriate timescale.

As a minimum, the Quality System should address the following:

• Regulations (EU-OPS 1, EASA, Cyprus Civil Aviation Act 2002, etc.).

• Additional standards and operating procedures.

• Qua lity policy.

• Organisational Structure.

• Development, establishment and management of the Quality System.

• Documentation, including manuals, reports and records.

• Quality Procedures.

• Quality Assurance Program.

• Required financial, material and human resources.

• Training requirements.

QUALITY ASSURANCE PROCEDURE

In order to satisfy Quality Assurance Requirements, a series of Flight Inspections (Audits) mustbe conducted as per published QA Audit Schedule.

The Scope of the Inspection is to ensure that Company Standard Operating Procedures arefollowed as regards to Flight Preparation, Flight Dispatch, Onboard Procedures, Flight Conductand Arrival Procedures, Documentation, etc., encompassing Ops Control, Ground Handling(including Maintenance and Security) and both Flight and Cabin Crew. It is important toemphasize that this Inspection is not a Line Check but simply a Flight Observation. It is notmeant to be used to evaluate any individual’s performance or proficiency standard. It will beused internally by the Quality Department for QA Purposes only. At this time, the personauthorized to conduct these Inspections is Capt. Eric Papapetrou, QM.

Respecting the Privileges of the Flight Commander, all assistance possible must be given to theAuditor during the Inspection Process.


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3.2 QUALITY & SAFETY POLICY STATEMENT

The Quality and Safety Policy described is valid for all employees of Eurocypria Airlines andcovers all safety relevant activities as defined in EU- OPS 1 and EASA.

a) Our prime commitment is to promote and maintain a safe, effective and efficientoperation. This will be achieved through a dynamic Quality System that will constantlybe monitoring operations and maintenance offering proactive solutions.

b) Eurocypria Airlines Quality System describes Company processes and the proceduresused to monitor them according to EU-OPS 1 and EASA. The continuous monitoringand control of all flight, ground and maintenance functions and through the applicationof several tools by internal, as well as external quality teams, ensures that correctiveactions are always taken timely for the benefit of flight safety. Such continuousmonitoring must also be performed, in relation to third parties and contracted services.

c) With Safety always being Eurocypria’s ultimate objective, we are committed to beingconstantly monitoring the industry, its legal framework and adapting ourselves, ourQuality Systems and practices to the industry’s ever-changing needs, incorporatingchanges to ensure effectiveness of our management systems; and training andsupporting our employees to make sure they perform efficiently and effectively at alltimes.

d) This Policy Statement affirms my commitment together with Eurocypria Airlines Limitedto establish the management systems, structures and processes and to provide theresources necessary, to maintain and strive to improve its aviation safety performance.

The Quality & Safety Policy statement is released on

January 1st, 2008

George SOUROULLAS

General Manager

(Accountable Manager)

GB (OM A)

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QUALITY SYSTEM


3.3 YEARLY TARGETS (2008)

3.3.1 OPERATIONS

1. Maintain quality of rostering with regards to legalities at least as per EU OPS 1requirements.

2. Introduce and conclude implementation of the new rostering software (RM5 or AIMS)by the end of 2008.

3. Departmental management to supervise and control the operation correctly by usingspecific tools and ensuring EU OPS/EASA and subsequently EU- OPS compliance of allECA operations in Cyprus or elsewhere.

4. Maintain with satisfactory back up all necessary training and other records.

5. Ensure that all administration pilots have sufficient rostered administration duties.

6. Ensure that prior to the peak summer season, all APFS program parameters and SOPsare loaded into the software program so that information and trends can be monitored,actioned upon and communicated to all flight crew.

7. Embark on all necessary programs and other actions to ensure that by the end of Q3 of2008 and for all our intra European routes we achieve zero extra fuel upload on top ofthe 6% flight plan margin.

8. Commence and conclude an SMS introduction and implementation project.

3.3.2 QUALITY

1. Ensure full conformity to the approved audit schedule for 2008.

2. Prepare and minute in detail and according to regulatory requirements quarterlyManagement Evaluation Meetings.

3. Commence and conclude an SMS introduction and implementation project.

3.3.3 ENGINEERING AND MAINTENANCE

1.Maintain Technical Dispatch Reliability of at least 99% in 20082.Ensure that all technical records are safely kept with satisfactory back-up systems in

order to ultimately satisfy the return conditions of the aircraft as well as regulatoryrequirements.

3.CAME is reviewed and amended with EASA Part M compliance and forwarded to all staffand third parties who should be familiar with.

4.Cover with Liaison Engineers at least 80% of all ECA movements.5.Ensure that for all key positions according to Part M clear and specific duties and

responsibilities with respective accountability are prepared and given to the holders. Bythe end of the year, the same should be done for all other staff too.

6.Assign responsibilities and organise the department in such a way to ensure that at timesof major disruptions, AOGs or other crisis, specific personnel is responsible for the


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monitoring of the situation, the movement of spares etc and bears the respectiveaccountability.

3.3.4 CUSTOMER SERVICES

Ground Operations

1. Ensure that ECA´s policy, as laid down in this Quality Manual, is followed at all times inrelation to Line station audits.

2. Ensure that ground services outsourced will be performed by organisations that meetsafety requirements through employees and equipment that will not subject ECA´saircraft, personnel and/or customers to any unacceptable or unknown risks.

3. Develop Ground Operations Manual by March 08 and maintain updated at all times.

4. Maintain continuous and effective communication with the Safety and Quality functionsat all times through regular meetings and exchange of information.

Larnaca, Cyprus,

January 1st, 2008

George SOUROULLAS

General Manager

(Accountable Manager)

GB (OM A)

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QUALITY SYSTEM


3.4 DUTIES AND RESPONSIBILITIES

3.4.1 THE ACCOUNTABLE MANAGER (GM)

The Accountable Manager:

• Has overall responsibility for the Quality System, including the frequency, format andstructure of internal management evaluation activities,

• Has ultimate responsibility for re-sourcing corrective actions and ensuring, through theQuality Manager, that corrective actions have re-established compliance with thestandard(s) required,

• Is responsible for releasing the Quality Policy, and• Implements any flight-safety measures considered necessary in the light of current and

desired status comparison.

3.4.2 NOMINATED POSTHOLDERS (PH)

The duties, authorities and responsibilities of the nominated Postholders are regulated in theOperations Manual, (Part A), General / Basic.

3.4.3 QUALITY MANAGER (QM)

The Quality Manager is responsible for:

• The set-up and maintenance of the Quality System (keeping the Quality System and itsdocumentation up to date),

• The Audit planning,

• Identifying problems and offering possible solutions,• Ensuring that corrective action is taken and monitoring its effects,• Planning Quality training, and• Creating and cultivating Quality awareness.

3.4.4 AUDITORS

The Auditors are responsible for:

• Preparing and conducting audits,• Drawing up audit reports,• Passing audit results to the Quality Manager, and• Creating and cultivating Quality awareness.

3.4.5 PROCESS OWNER

The Process Owner is responsible for:• Periodically evaluating his processes on the basis of key performance indicators,• Helping to plan and carry out audits,• Introducing and monitoring corrective actions,

• Dealing with process improvement / optimization,• Processing implementing improvement suggestions and quality system documentation,• Releasing own processes, and

• Creating and cultivating quality awareness.

CREW COMPOSITION GB (OM A)

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TABLE OF CONTENTSParagraph Page4. CREW COMPOSITION................................ ................................ ............................ 3

4.1 CREW COMPOSITION................................ ................................ ............................ 34.1.1 GENERAL ................................ ................................ ................................ ... 34.1.2 FLIGHT CREW (EU-OPS 1.940) ................................................................ .. 34.1.3 CABIN CREW................................ ................................ .............................. 4

4.2 DESIGNATION OF THE COMMANDER................................ .................................... 7

4.2.1 GENERAL ................................ ................................ ................................ ... 74.2.2 CHAIN OF COMMAND ................................................................ ................. 74.2.3 COMMANDER’S SEATING POSITION................................ .......................... 74.2.4 SEAT OCCUPANCY ................................ ................................ .................... 84.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW MEMBERS................................ ....... 8

4.3 FLIGHT CREW INCAPACITATION................................ ................................ ........... 94.4 OPERATION ON MORE THAN ONE TYPE................................ ..............................10

4.4.1 FLIGHT CREW SCHEDULING................................ ................................ .....104.4.2 CABIN CREW SCHEDULING ................................................................ ......10

GB (OM A)

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CREW COMPOSITION




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4. CREW COMPOSITION

4.1 CREW COMPOSITION

4.1.1 GENERAL

All Eurocypria Airlines flights are planned and conducted with crew composition in accordancewith the minimum requirements of EU-OPS 1, the aeroplane‘s Certificate of Airworthiness andAeroplane Flight Manual.

The following explanations of the methods for determining the crew composition take intoaccount:

The type of aeroplane being used.

The area and type of operation being undertaken (e.g. AWO, MNPS, Cold Weather,unfamiliar routes, etc.).

The phase of the flight.

The minimum crew requirement and flight duty period planned.

The experience (total and on type), the recency and qualification of crew members (fordetails, see OM A, GB 5.0),

The designation of the Commander and, if necessitated by the duration of the flight, theprocedures for relief of the Commander or other members of the flight crew.

The designation of the Senior Cabin Crew Member and, if necessitated by the durationof the flight, the procedures for relief of the Senior Cabin Crew Member and any othermembers of the cabin crew,

When additional crew members are carried over and above the minimum required, they mustbe trained in and are proficient to perform their assigned duties.

4.1.2 FLIGHT CREW (EU-OPS 1.940)

4.1.2.1 STANDARD FLIGHT CREW

a) The minimum Flight Crew is given in the approved Flight Manual. Flight crew is composedof two pilots (including at least one Commander ) when the cockpit is arranged and certifiedfor a two-member crew operation.

b) This minimum flight crew may be augmented by an in-flight relief pilot in accordance to OMA, GB 7.15 depending of the operation and/or the flight duration. An instructor, examiner oran Authority inspector may complete flight crew. They will use cockpit accommodationprovided for observers.

c) Each flight crewmember must have valid licence, rating, qualifications and medical checkneeded for the type of aeroplane and the type of flight.

COMMANDER

All flights shall be planned and carried out with a qualified Commander.

GB (OM A)

4 - 4

CREW COMPOSITION


CO–PILOT

All flights shall be planned and carried out with one qualified co-pilot.

In order to be considered a qualified co-pilot, the following requirements must be met:

Any first officer with a current license on the aeroplane type concerned and qualified forline operations,

Any captains with right hand seat qualification on normal route flights (e.g. due toshortage of first officer’s) will need the approval of the Operations Manager.

4.1.2.2 NON-ROUTINE OPERATIONS

If, in addition to the minimum crew, unqualified staff must perform the duties of flight crewmembers, the Commander or his delegate shall brief them about the emergency procedures.The Commander may also exempt such staff from any emergency duty.

On flights with only flight personnel (pilots, load controllers and ground engineer), it is theCommander’s responsibility that such personnel will be briefed about emergency / evacuationprocedures.

4.1.2.3 INEXPERIENCED FLIGHT CREW MEMBERS

Inexperienced Flight Crew members, defined below, must not be crewed together.

A Flight Crew member is considered “inexperienced“, following completion of a type rating orcommand course, and the associated line flying under supervision, until he has achieved on thetype either:

100 flying hours and 10 sectors within a consolidation period of 120 consecutive day,;or

150 flying hours and 20 sectors (no time limit).

A lesser number of hours or sectors may be acceptable to the Cyprus DCA, subject to anyother condition which the Authority may impose, when:

A new aeroplane type is being introduced; or

Flight crew members have previously completed another type conversion course withthe Company.

Note: It is the responsibility of the Training Manager to co-ordinate with the Rostering Officer and

ensures compliance with this requirement.

4.1.3 CABIN CREW

4.1.3.1 GENERAL (EU-OPS 1.040 / 1.988 / 1.989 / 1.990)

a) A cabin crew member is a person who is assigned by the Company and performs in theinterests of safety of passengers, duties assigned by the Company or the Commander ofthe aeroplane. He must be identifiable by virtue of Eurocypria’s cabin crew uniform topassengers as a cabin crewmember and shall comply with the requirements of theCompany’s Operations Manual.


4 - 5


b) Each cabin crewmember must have successfully passed initial and conversion ordifferences training and must carry out the required familiarisation flights.

c) If, for any reason, the Company wishes to allocate cabin crew members or additional cabincrew members to a flight where they are not specifically required, then they are to beproperly trained and have passed the requisite proficiency checks in the knowledge andcompletion of their duties.

d) The Cyprus DCA may under exceptional circumstances require by the Company to includein the crew additional cabin crew members.

e) Where there are crew members, other than cabin crew members, who carry out their dutiesin the passenger compartment of an aeroplane, ECA shall ensure that these:

1) are not confused by the passengers with cabin crew members

2) do not occupy required cabin crew assigned stations,

3) do not impede the cabin crew members in their duties

These special duties include the following:

i. Child minders / escorts.

ii. Entertainers.

iii. Ground engineers.

iv. Interpreters.

v. Medical personnel.

vi. Secretaries.

vii. Security staff.

viii. Tour / group leaders.

4.1.3.2 MINIMUM CABIN CREW

B737-800

SENIOR CABIN CREW MEMBER (SCCM)

All flights with passengers shall be planned and carried out with one Senior Cabin CrewMember. The SCCM is included in the minimum number of cabin crew on board according tothe table below.

In special cases of cabin irregularities, e.g. sudden illness, the Commander may delegate theduties of the SCCM to another cabin crew member.

CABIN CREW MEMBER (CCM)

All flights with passengers shall be planned and carried out with the minimum of four (4) cabincrew members, qualified to carry out the safety demonstration, (irrespective of additionalpersonnel assigned to perform a specific duty on the flight).

GB (OM A)

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CREW COMPOSITION


4.1.3.3 STANDARD CABIN CREW

B737-800

Eurocypria’s standard cabin crew complement is 4-6 cabin crew members depending on thedestination and the type of passenger service offered during the flight. The Company will assignthe standard cabin crew accordingly. All assigned CCMs must be qualified to carry out thesafety demonstration.

4.1.3.4 REDUCED CABIN CREW / PASSENGERS

B737-800

In unforeseen operational circumstances, e.g. non-availability of cabin crew or due to incapacityof a member of the Cabin Crew whilst away from their home base, Eurocypria may operate witha reduced Cabin Crew complement (absolute minimum 3 CCMs). This can only occur from anoutstation and not from the home base under any circumstances.

If only 3 CCM operate a flight, then:

Maximum load is 100 passengers,

All passengers are seated in a way to be able to correctly see the safety demonstrationand seated closer to exits, and

One cabin crew member is seated next to the overwing exits.

For operating with a reduced complement of Cabin Crew, clearance must be obtained by theOperations Manager or the Cabin Crew Manager. A full report must be submitted to theCompany by the Commander and this report will be forwarded to the DCA Cyprus.

4.1.3.5 MINIMUM NUMBER OF CABIN CREW DURING GROUND OPERATIONS WITHPASSENGERS (OPS 1.311)

During Ground Operations with passengers on board the aircraft, the minimum number of cabincrew required must be in accordance with paragraphs 4.1.3.2, 4.1.3.3 and 4.1.3.4 of thismanual.

4.1.3.6 INEXPERIENCED CABIN CREW MEMBERS

A CCM is considered inexperienced as long as he has not achieved at least 3 months operatingexperience as CCM. Each ECA standard cabin crew complement will consist of a minimum of 2CCM (including the SCCM) who have more than 3 months operating experience).


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4.2 DESIGNATION OF THE COMMANDER

4.2.1 GENERAL

Irrespective of the number of crew carried on board, the Company designates one of the pilotsto be the aeroplane Commander for a particular flight or series of flights, his responsibilities arecontained in OM A, GB 1.4. This will normally be done by means of the published roster.

The Commander:

i. Must be a Captain and one of the pilots of the flight.

ii. May delegate the conduct of the flight to a relief pilot, if applicable under OM A, GB7.15, but remains the Commander of the flight.

iii. May delegate the handling of the aeroplane to the co-pilot (pilot flying).

4.2.2 CHAIN OF COMMAND

The order of command is as follows:

1. Commander

2. First Officer

3. Cabin crew member(s) in order of rank

4.2.3 COMMANDER’S SEATING POSITION

When the standard Flight Crew complement is carried, the Commander must always occupythe left-hand seat on the flight deck.

Whenever two Training Captains are flying together as a crew, the most seniorcaptain of the two will be the commander of the aircraft. Management pilots willnormally ac as commanders.

In the event of one Training Captain flying with a Line Captain, then the TrainingCaptain will be the commander irrespective of his seating position.

Whenever the Technical Pilot is flying with a Line Captain he will occupy the righthand seat (provided he is qualified) and the more senior captain will be thecommander.

If both captains are qualified to fly from the right hand seat then the commander willdecide who seats on the left hand and who on the right hand seat.

All duties, which according to ECA procedures are to be carried out by the CM1, will,in these cases be carried out by the captain occupying the left hand seat although hemay not be the commander. Although a STOP call may be called by either captain,since the overall responsibility lies with the commander of the aircraft, the decision toevacuate should not be taken without the commander’s agreement.

The designated commander will sign all the relevant documentation accordingly.

When extra crew are carried to provide in-flight relief the following applies:

GB (OM A)

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CREW COMPOSITION


The Captain of the main crew is the legal Commander of the flight and must be seatedat the controls for take-off and landing.

A Captain operating as a relief crewmember, if applicable under OM A GB7.15,operates under the command of the legal Commander of the aeroplane. He will assumecommand only in the event of the incapacitation of the Commander.

4.2.4 SEAT OCCUPANCY

Flight deck crew members are to occupy their assigned duty stations from the time theaeroplane first starts to move at the beginning of its flight until it is established in the level cruiseand from the time it begins to descent on approaching the destination until the aeroplane isstationary on its allocated parking stand at the end of the flight.

All operating Flight Crew members must occupy their normal seat positions and there must betwo fully type rated pilots at the controls, one of whom must be the Commander.

All Flight Crew seats must be facing forward and correctly adjusted to the optimum vision andfull reach for operation of all controls. Each seat locking mechanism must be fully and correctlylocked and harnesses worn, both before take-off and before landing.

In level cruise, any one Flight Crew member may, with the permission of the Commander, leavehis assigned station for an agreed purpose and time.

4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW MEMBERS

If required and in accordance to OM A, GB 7.15, a flight crew member may be relieved of hisduties at the controls in-flight by another suitably qualified flight crew member, as detailed in thefollowing paragraphs:

RELIEF OF THE COMMANDER

The assigned Commander of a flight may delegate the conduct of the flight to:

Another suitably qualified Eurocypria Captain assigned by the Company as anin-flight relief pilot, and

When aeroplane is above FL 200.

RELIEF OF THE CO-PILOT

The co-pilot may be relieved form his duties by:

Another suitably qualified Eurocypria co-pilot or a Captain qualified on theR.H.S assigned by the Company as an in-flight relief pilot, and

When aeroplane is above FL 200.


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4.3 FLIGHT CREW INCAPACITATION

Any situation in which the Commander or the co-pilot of the aeroplane is incapacitated andincapable of further duty is to be regarded as an emergency.

In case of Commander’s incapacitation, the second pilot takes the authority for all persons onboard of the aeroplane until the normal chain of command can be re-established. If the originalCommander cannot continue his command of the flight, the flight will not depart from theaerodrome where it has landed or, if occurring in flight, from the next aerodrome at which itlands, unless another Commander is included in the crew.

A flight crewmember should suspect the onset of incapacitation any time when a pilot does notrespond appropriately to two verbal challenges associated with a significant deviation from astandard operating procedure or flight profile.

The recovery from a detected pilot incapacitation must follow the sequence below:

The fit pilot must assume control and return the aeroplane to a safe flight path, ifnecessary.

The fit pilot must take whatever steps are possible to ensure that the incapacitated pilotcannot interfere with the handling of the aeroplane. These steps may include involvingcabin crew and passengers to restrain the incapacitated pilot.

The fit pilot must land the aeroplane as soon as practicable to ensure safety of theoccupants.

Nothing should prevent the fit pilot to seek assistance from any Company pilot onpositioning flight on board the aeroplane or any other pilot who he deems to becompetent.

Note: Refer also to OM A, GB 8.3.14, “Flight Procedures – Incapacitation of Crewmembers”.

GB (OM A)

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CREW COMPOSITION


4.4 OPERATION ON MORE THAN ONE TYPE

4.4.1 FLIGHT CREW SCHEDULING

Not applicable to Eurocypria Airlines.

4.4.2 CABIN CREW SCHEDULING


QUALIFICATION REQUIREMENTS GB (OM A)

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TABLE OF CONTENTS

Paragraph Page

5. QUALIFICATION REQUIREMENTS ...................................................................35.1 GENERAL ................................ ................................ .............................................. 3

5.1.1 LICENSES / QUALIFICATIONS / COMPETENCY ......................................... 35.1.2 MEDICAL CERTIFICATE ................................................................ ........... 3

5.1.3 CONVERSION TRAINING AND CHECKING................................ ................. 35.1.4 RECURRENT TRAINING AND CHECKING ................................ ................. 4

5.2 FLIGHT CREW................................ ................................ ................................ ....... 55.2.1 LICENCES ................................ ................................................................ .. 55.2.2 QUALIFICATION / EXPERIENCE................................................................ . 5

5.2.3 COMMANDER ................................ ................................ ............................ 55.2.4 PILOT RELIEVING THE COMMANDER ................................ ....................... 55.2.5 CO-PILOT ................................ ................................ ................................ ... 55.2.6 PILOT FLYING UNDER SUPERVISION – LINE TRAINING ........................... 65.2.7 SYSTEM PANEL OPERATOR ................................ ................................ ..... 6

5.2.8 OPERATION ON MORE THAN ONE TYPE ................................ .................. 65.2.9 UPGRADE OF TO COMMANDER ................................ ................................ 65.2.10 RECENCY................................ ................................ ................................ ... 7

5.3 CABIN CREW ................................ ................................ ........................................ 105.3.1 QUALIFICATION / EXPERIENCE ................................ ................................105.3.2 SENIOR CABIN CREW MEMBERS ................................ .............................105.3.3 CABIN CREWMEMBERS ................................................................ ...........10

5.3.4 CABIN CREW OPERATION ON MORE THAN ONE TYPE ...........................115.4 TRAINING AND CHECKING ................................ .................................................. 12

5.4.1 FLIGHT CREW ................................ ................................ ...........................125.4.2 COMPETENCY................................ ................................ .......................... 215.4.3 TRAINING AND CHECKING OF CABIN CREW ................................ ...........28

5.5 OTHER OPERATIONS PERSONNEL ................................ ................................ .....35

GB (OM A)

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QUALIFICATION REQUIREMENTS

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd



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5. QUALIFICATION REQUIREMENTS

5.1 GENERAL

5.1.1 LICENSES / QUALIFICATIONS / COMPETENCY

This section contains detailed description of the required licenses, rating(s), qualification /competency (e.g. for routes and aerodromes), experience, training, checking, recency andvalidity periods for Eurocypria operations personnel to conduct their duties, in relation toaeroplane type, kind of operation and composition of the crew.

Relevant additional information is contained in the Eurocypria Operations Manual – Training(OM, Part D).

While on duty, any crewmember has to carry with him the required license, the Eurocypria“Crew Record Certificate” form and an official passport. In case one of these documents isinvalid or not at hand while on duty, the Commander must be informed. The Commander willdecide, whether the crewmember may continue or be released from duties.

All crewmembers are responsible for the renewal of their licenses, qualifications orcompetencies.

5.1.2 MEDICAL CERTIFICATE (JAR-FCL 3.105)

All crewmembers are responsible for the renewal of their medical certificate. The type ofrequired medical certificate or examination, as well as the expiry dates is indicated below:

FLIGHT CREW

Flight Crewmembers are required to hold a JAR-FCL 3, Class 1 medical certificate. The periodof validity of a Class 1 medical certificate is 12 months.

For revalidation, if the medical examination takes place 45 days prior to the expiry date of thecurrent medical certificate, the new medical certificate

Flight crewmembers must make arrangements for a copy of the medical certificate to be sent tothe Flight Operations Department immediately after the examination.

Note: For flight crewmember obligations in case of decrease in medical fitness refer to OM A, GB 6.1.4.1.

CABIN CREW

Cabin Crew are required to complete a full medical examination by an AME prior toemployment. A periodic medical questionnaire will be completed by each cabin crewmemberevery three years.

5.1.3 CONVERSION TRAINING AND CHECKING (EU-OPS 1.945)

A flight crewmember is required to complete Eurocypria’s conversion course beforecommencing unsupervised flying on commercial flights when:

a) When changing an aeroplane type, or

b) When changing operator.

GB (OM A)

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The conversion training is conducted in accordance with the training programs approved by theCyprus DCA and specified in the Operations Manual – Training (OM, Part D).

The amount of the training required for the conversion course can vary, taking into account thecrewmember's previous training and experience.

5.1.4 RECURRENT TRAINING AND CHECKING (EU-OPS 1.965)

Eurocypria ensures that operational personnel, i.e. air crewmembers and ground personnel,attend training and undergo recurrent training and checking as deemed necessary or requiredby the Cyprus DCA. The respective training programs are available in the Operations Manual –Training (OM – Part D).


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5.2 FLIGHT CREW

5.2.1 LICENCES

According to the regulations laid down in EU-OPS 1 and by the Cyprus DCA, Eurocypriaappoints only such pilots to act as flight crewmembers on a Public Transport Flight who hold:

For Commanders, a valid JAR-FCL Air Transport Pilot Licence (ATPL), and

For Co-Pilots, a valid JAR-FCL Air Transport Pilot Licence (ATPL), or a CommercialPilot Licence (CPL) with a “Frozen” ATPL.

5.2.2 QUALIFICATION / EXPERIENCE

Although the minimum experience levels for each post are given here below, the OperationsManager may alter them wherever he considers such action appropriate based on the pastexperience, fleet current experience, training background and competence levels of theindividual crewmember.

5.2.3 COMMANDER

The minimum qualification and experience level for pilots to act as Commanderon a EurocypriaPublic Transport Flight are:

A total of 3,500 hours on jet aeroplanes of maximum take-off weight exceeding 5,000kgs.

Must have successfully completed the command course (description given in Part DTraining Manual).

A valid JAR-FCL Air Transport Pilot Licence (ATPL).

Valid Medical Certificate Class ONE.

Aeroplane Type Rating with valid LPC/IR and OPC.

A Valid Company Line Check.

Emergency / Safety Equipment and Dangerous goods training completed and valid.

CRM training completed and valid.

Route and aerodrome competence.

5.2.4 PILOT RELIEVING THE COMMANDER


5.2.5 CO-PILOT

The minimum qualification and experience level for pilots to act as Co-Pilots on a EurocypriaPublic Transport Flight are:

A valid JAR-FCL Air Transport Pilot Licence (ATPL), or a Commercial Pilot Licence(CPL) with a “Frozen” ATPL.

Valid Medical Certificate Class ONE.

Successful completion of an MCC course at an approved TRTO.

GB (OM A)

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A Valid Company Line Check.

Emergency / Safety Equipment and Dangerous goods training completed and valid.

CRM training completed and valid.

5.2.5.1 CO-PILOT’S LIMITATIONS FOR T/O AND LANDING

Co-pilots should not perform Take-offs and Landings when conditions are as described below:

(a) X-wind more than 15 kts (Reduced to 10 kts when RWY width is less than 30mts.)

(b) Visibility less than 1000 mts.

(c) Contaminated RWY

Note: IRE’s and TRE’s can deviate from the above restrictions at their discretion taking intoaccount the prevailing wx conditions, co-pilot’s experience and other factors.

5.2.6 PILOT FLYING UNDER SUPERVISION – LINE TRAINING

Line flying under supervision provides the opportunity for a flight crewmember to carry out intopractice the procedures and techniques he has been made familiar with during the ground andsimulator flying training. It is carried out in accordance to the Training Manual (Part D). A LineTraining Captain or a TRI/TRE occupies one of the two pilot seats as appropriate. Pilot flyingunder supervision follows either:

The aeroplane type rating endorsement of the pilot’s license after a conversion.

The simulator and base training during a command upgrade course.

The employment of an already type rated pilot joining Eurocypria from another operator.

The minimum amount of pilot flying under supervision of all cases above is specified inthe Training Manual (Part D).

5.2.7 SYSTEM PANEL OPERATOR


5.2.8 OPERATION ON MORE THAN ONE TYPE


5.2.9 UPGRADE OF TO COMMANDER

The minimum Company qualification and experience level for a co-pilot to be promoted toCommander are:

A valid JAR-FCL Air Transport Pilot Licence (ATPL).

A valid Medical Certificate Class ONE.

3,500 hours on jet aeroplanes.


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An assessment by the Company as being suitable for command.

Successful completion of the command course including Line Flying under Supervisionas described in OM Part D.

Command upgrade CRM course and valid recurrent CRM.

Route and aerodrome competence.

5.2.9.1 “RESTRICTED” NEWLY PROMOTED AND DIRECT ENTRY CAPTAINS

A Captain is considered “restricted” if:(a) He is directly employed by ECA as Captain and has not completed:

(i) 2000 hrs on type, OR

(ii) 100 hrs or 20 sectors after final line check with ECA(b) A newly promoted Captain within ECA who has not completed 100 hrs or 20 sectors afterhis final line check.

Commanders falling into the above categories must:

(i) Not give any Take offs and landings to co-pilots.(ii) Add following increments to published landing minima

(a) Non precision – 200 ft on celing and 1000 mts on RVR(b) CAT I – 100 mts on RVR

(iii) Not operate into airports forecasted to be below CAT I minima.(iv) Limit X-wind operations to 28 kts on dry and 23 kts on wet Runway.

5.2.10 RECENCY

5.2.10.1 PILOT RECENT EXPERIENCE (EU-OPS 1.970)

A pilot shall not operate an aeroplane for commercial air transportation as a part of theminimum certificated crew, either as pilot flying or pilot non flying, unless he has carried out atleast 3 take-offs and 3 landings in the previous 90 days as pilot flying in an aeroplane or in anapproved flight simulator of the aeroplane type to be used.

After the 90-day period and up to 120 days the pilot must complete the 3 take-offs and landingsby line flying under the supervision of a TRI/TRE.

For periods beyond 120 days, the pilot must complete the 3 take-offs and landings during anaeroplane training flight (base training) or in an approved flight simulator of the aeroplane typeto be used.

Note 1: In all other cases a flight crewmember must be given adequate ground / simulator training and/ or route training before being assigned again as an active flight crewmember.

GB (OM A)

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Note 2: If deemed necessary the Operations Manager may issue more stringent instructions for re-qualification, depending on the individual case.

5.2.10.2 RECURRENT TRAINING & CHECKING - LVO

Each pilot’s knowledge and ability to perform the approach category for which he is qualifiedhas to be assessed. For this reason, a minimum of 3 approaches one of which can besubstituted by an approach and landing in the aeroplane using approved CAT II/III procedureshave to be carried out.

5.2.10.3 ROUTE AND AERODROME COMPETENCE QUALIFICATION (EU-OPS 1.975)

GENERAL

These qualifications cover the requirements of EU-OPS 1 and the Company.

Any training programmes required will be established with the approval of the OperationsManager.

Flight and / or simulator training must be co-ordinated with the Training Manager.

After completion of Line Training, pilots are in principle automatically qualified for the areas andCategory A aerodromes served by the Company.

Before operating into any aerodrome, crewmembers must familiarise themselves with therespective aerodrome briefing and relevant Jeppesen charts and approach plates (OM Part C).

Special briefings for aerodromes rated by the Operations Manager as being Category B orspecial routes will be provided to crews operating into these aerodromes / routes.

Prior to operating to a Category B aerodrome, the Commander should be briefed, or self-briefedby means of programmed instruction, on the Category B aerodrome(s) concerned and shouldcertify that he has carried out these instructions.

Prior to operating to a Category C aerodrome, the Commander should be briefed and visit theaerodrome as an observer and /or undertake instruction in a Flight Simulator. This instructionshould be certified by the Operations Manager. Refer to GB 8.1.2.3 and OM RM3 (RouteManual)]. Refer to OM Part D - Training for the validity of qualifications to operate into CategoryC aerodromes.

A route and aerodrome competence qualification or re-qualification is only necessary fordesignated routes and aerodromes. The an nual Line Check will normally revalidatecrewmembers for the area served by the Company.

The Operations Manager will determine whether any special training, including simulatortraining, is required prior to operation into specific aerodromes / routes.

VALIDITY

The period of validity of the route and aerodrome competence qualification shall be 12 calendarmonths in addition to the remainder of:

The month of qualification, or

The month of the latest operation on the route or to the aerodrome.

Route and aerodrome competence qualification shall be revalidated by operating on the routeor to the aerodrome within the period of validity described above.


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If revalidated within the final 3 calendar months of validity of previous route and aerodromecompetence qualification, the period of validity shall extend from the date of revalidation until 12calendar months from the expiry date of that previous route and aerodrome competencequalification.

GB (OM A)

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5.3 CABIN CREW

5.3.1 QUALIFICATION / EXPERIENCE

Note: Additional information is contained in the Eurocypria Operations Manual - Training (Part D) -

Cabin Crew.

5.3.2 SENIOR CABIN CREW MEMBERS

In order to qualify as a senior cabin crewmember, the following criteria have to be met inaddition to the criteria listed below for Cabin Crewmembers:

Satisfy all personal qualification requirements,

Have at least one year of experience as an operating cabin crewmember,

Represent the Company genuinely towards passengers,

Be aware of high level of exposure towards the passengers and therefore display thehighest possible degree of customer – oriented behaviour and knowledge,

Show communication skills in order to sustain professional communication with flightcrew, cabin crew and superiors,

Accept the responsibility of being head of cabin crew,

Handle the specific duties, which may arise during all phases of a flight,

Train all categories of cabin crewmembers and give them fullest benefit of theirknowledge and experiences,

Coach, train and qualify all categories if cabin crewmembers,

Know and apply all procedures and regulations for normal and abnormal (emergencysituations) in-flight operations,

Completed an upgrade to SCCM CRM course.

Nomination as SCCM is subject to approval by the Operations Manager and Cabin CrewManager.

5.3.3 CABIN CREWMEMBERS

A Cabin Crewmember must meet the following requirements in order to be accepted foremployment:

1. Be at least 18 years of age.

2. Meet a minimum educational standard as determined by the Company.

3. Has passed an initial medical examination or assessment and found medically fit todischarge the specified cabin crew duties.

4. Remains medically fit to discharge the specified cabin crew duties.

5. Be able to communicate to a good level (verbal and written) in English.

6. Has successfully completed the required training courses as specified in the OM (PartD) Training Manual - Cabin Crew and holds an attestation of safety training


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5.3.3.1 REQUIRED CABIN CREW MEMBERS

Whenever more than one cabin crewmember is required for the flight, one must be nominatedas Senior Cabin Crewmember.

For additional information regarding the minimum cabin crew refer to OM A, GB 4.1.3.

5.3.3.2 ADDITIONAL CABIN CREWMEMBERS

Additional cabin crewmember solely assigned to specialist duties (e.g. child / minor escorts andinterpreters) do not have to comply with any emergency training requirements.

The moment they appear in uniform and can be recognised as cabin crewmember, they mustbe qualified on the aeroplane concerned and are no longer “additional crewmember”, but aregular cabin crewmember.

5.3.3.3 CABIN CREWMEMBER DURING FAMILIARISATION FLIGHTS

Cabin crewmembers during familiarisation have to:

After initial training, successfully complete training and pass test approved by theAuthority,

After an absence of more than six months, complete a refresher training, or

After an absence of less than six months, operate two re-familiarisation sectors undersupervision.

5.3.3.4 CABIN CREWMEMBER DURING FAMILIARISATION, AFTER MISSEDEXPERIENCE ON AN AEROPLANE TYPE

Cabin crewmembers during familiarisation who missed experience on a type, have to:

Operate 2 re-familiarisation sectors under supervision.

5.3.4 CABIN CREW OPERATION ON MORE THAN ONE TYPE


GB (OM A)

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5.4 TRAINING AND CHECKING

5.4.1 FLIGHT CREW


The Training Manager will determine the aims and extent of all training and checking, takinginto account national, international and Company regulations.

Syllabi / programmes shall be established under the authority of:

a) The Training Manager, or

b) The Operations Manager, in close co-ordination with the Training Manager, dependingon the training required.

5.4.1.2 PROFICIENCY CHECKS

GENERAL

Proficiency checks serve a dual purpose:

1. To cover the requirements (including the revalidation of low visibility operations)established by the Cyprus DCA in accordance with EU- OPS 1, and

2. To verify the maintenance of the required level of professional skill.

All Proficiency Checks shall be performed in a simulator with a visual capability of at least LevelC, preferably Level D.

A pilot must demonstrate, to a satisfactory level, his abilities in regard to:

a) Instrument flying in general.

b) Performing precision and non-precision approaches.

c) Handling abnormal or emergency situations.

d) Technical and operational knowledge.

In addition, CRM, leadership skills, Pilot Monitoring skills, general behaviour and attitudetowards the profession will be evaluated.

In exceptional cases, a Proficiency Check may be performed in an aeroplane. A specialprogramme for this purpose will be drawn up by the Training Manager in co-ordination with theOperations Manager.

VALIDITY

The period of validity of an Operator Proficiency Check (OPC) shall be 6 calendar months inaddition to the remainder of the month of issue. If issued within the last 3 calendar months ofvalidity of a previous Operator Proficiency Check, the period of validity shall extend from thedate of issue until 6 calendar months from the expiry date of that previous OPC.

The period of validity of the Licence Proficiency Check (LPC), which includes the InstrumentRating, shall be 12 calendar months in addition to the remainder of the month of issue. If issuedwithin the last 3 calendar months of validity of a previous Licence Proficiency Check, the period


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of validity shall extend from the date of issue until 12 calendar months from the expiry date ofthat previous LPC. The LPC may be combined with the OPC.

PROGRAM

The list below is for guidance only. The exact program is listed in the Training Manual (Part D):

OPERATOR PROFICIENCY CHECK (OPC)

Rejected take-off,

Take-off with engine failure between V1-V2,

ILS to DH with one engine inoperative,

Missed approach on instruments from minima on single engine,

Non-precision approach to minima,

Single engine landing,

LVO - 3 approaches,

LVO - Aborted take-off with minimum RVR,

LVO - Take off

LVO - ILS to DH < 200ft,

LVO - Go-Around DH < 200ft,

LVO - Land from DH < 200ft.

LICENCE PROFICIENCY CHECK (LPC)

Rejected take-off,

Take-off with engine failure,

Adherence to DEP and ARR routes and ATC. Hold procedure once every 3 years,

ILS to DH manually flown with one engine inoperative,

ILS missed approach from DH on single engine,

NDB or VOR/LOC approach to minima,

Circling approach (once every 3 years),


Minimum 3 Emergency system operation exercises as listed in LST form

LVO - 3 approaches,

LVO - Aborted take-off with minimum RVR,

LVO - Take off

LVO - ILS to DH < 200ft,

LVO - Go-Around DH < 200ft,

LVO - Land from DH < 200ft.

GB (OM A)

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COMBINED LPC / OPC

Rejected take-off,

Take-off with engine failure between V1-V2,

Adherence to DEP and ARR routes and ATC. Hold procedure once every 3 years(autopilot may be used),

ILS to DH, with one engine inoperative, manually flown with missed approach from DH(manual thrust),

NDB or VOR/LOC approach to minima (autopilot may be used),

Circling approach (once every 3 years),


LVO- 3 approaches,

LVO- Aborted take-off with minimum RVR,

LVO- Take off

LVO- ILS to DH < 200ft,

LVO- Go-Around DH < 200ft,

LVO- Land from DH < 200ft.


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5.4.1.3 LINE CHECKS

GENERAL

Line checks are carried out on the aeroplane and are conducted by either Line Training Captainor TRI/TRE. The training Captain conducting the Line check will occupy the observer’s seat.

Each plot must be check in both Pilot Flying and Pilot non Flying function.

Line checks serve a number of purposes:

1. To cover the requirements of EU-OPS 1.

2. To evaluate the performance of flight crewmembers during routine line operations.

3. To provide feedback to the crew, collectively and individually and serve to identifyretraining.

4. Be used to improve CRM training system.

Crewmembers will normally be given at least one week’s notice prior to their Line Check.

The Training Captain will limit any questions, to the actual route operation. CRM qualities will beevaluated.

Non-routine “Special Line Checks” may be required by the Operations Manager in certaincircumstances, such as:

Prolonged absence from flying due to leave, illness or injury.

During command training.

During conversion training on a new aeroplane type.

VALIDITY

The period of validity of a Line Check shall be 12 calendar months in addition to the remainderof the month of issue. If issued within the final 3 calendar months of validity of a previous LineCheck the period of validity shall extend from the date of issue until 12 calendar months fromthe expiry date of that previous Line Check.

PROGRAM

The Training Manager is responsible for establishing a Line Check programme. Line Checksshould ensure that routine line operations are being conducted safely and efficiently, in line withcurrent Company SOPs. Inter alia, the following points should be covered (refer also to OM PartD, Training Manual):

Pre-, in- and post-flight procedures.

Flying skills.

CRM.

Flight deck management.

Technical knowledge.

Operational knowledge (aeroplane performance, loadsheet, area and route, etc.).

Company and other regulations (FSIs etc.).

Customer orientation.

GB (OM A)

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5.4.1.4 RECURRENT TRAINING

GENERAL

Recurrent training serves a dual purpose:

1. To cover the requirements of EU-OPS 1.

2. To maintain operational and technical knowledge and flying skills at an adequate level.

TYPES OF RECURRENT TRAINING

1. EMERGENCY AND SAFETY EQUIPMENT TRAINING (ANNUAL & TRIENNIAL)

VALIDITY

The period of validity of an annual Emergency and Safety Equipment Check shall be12 calendar months in addition to the remainder of the month of issue. If issued within the final3 calendar months of validity of a previous annual Emergency and Safety Equipment Check,the period of validity shall extend from the date of issue until 12 calendar months from theexpiry date of that previous annual Emergency and Safety Equipment Check.

The period of validity of a triennial Emergency and Safety Equipment Check shall be 3 calendaryears in addition to the remainder of the month of issue. If issued within the final 3 calendarmonths of validity of a previous tri-annual Emergency and Safety Equipment Check, the periodof validity shall extend from the date of issue until 3 calendar years from the expiry date of thatprevious triennial Emergency and Safety Equipment Check.

PROGRAM

The program shall cover yearly:

Operational routine and non-routine problems.

Actual donning of a lifejacket.

Actual donning of protective breathing equipment.

Actual handling of the fire extinguishers.

Instruction on the location and use of all emergency and safety equipment, carried onboard.

Instruction on the location and use of all type of exits.

Evacuation procedures and drills.

Security procedures.

General topics.

Accident / Incident and Occurrence review.

Every 3 years the program will include additionally to the yearly program:

Actual operation of all types of exit.

Actual fire fighting.

The effects of smoke in enclosed areas, and use of all relevant equipment in asimulated smoke filled environment.


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2. CREW RESOURCE MANAGEMENT COURSES (CRM):

VALIDITY

Flight crewmembers should complete the major elements of the full length CRM course over a3-year recurrent training cycle.

BEHAVIOURAL MARKERS

The following observable actions by crewmembers are used as behavioural markers for theassessment of the CRM. Although their use is primarily addressed to instructors, they can beused just as well by all pilots for self-development.

WORKLOAD Are calm, relaxed, careful and not impulsive. Prepare, prioritize and schedule tasks effectively. Recognize high workload. Use time efficiently when carryingout tasks or make time. Offer and accept assistance, delegate when necessary and call for help early. Review and monitor, and cross-check actions conscientiously. Follow procedures appropriately and consistently. Concentrate on one thing at a time, ensure tasks are completed and do not become

distracted. Carry out instructions as directed.

C O MMU N IC AT IO N S

Know what, how much and who they need to communicate to.

Insure the recipient is ready and able to receive the information.

Pass messages and informationclearly, accurately, timely and adequately.

Check the other person has the correct, understanding when passing important information.

Listen actively, patiently and demonstrate understanding when receiving information.

Ask relevant and effective questions and offer suggestions.

Use appropriate body language, eye contact and tone.

Are open and receptive to other people's view

S IT U AT ION AW AR EN E SS

Are aware of what the aeroplane and its systems aredoing.

Are aware of where the aeroplane is and itsenvironment.

Keep track of time and fuel.

Are aware of the condition of people involved in the operation, including the passengers.

Recognize what is likely to happen, plan and stay ahead of the game. Identify threats to the safety of the aeroplane and people.

Develop "What If?" scenarios and make pre-decisions.

GB (OM A)

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LEADERSHIP AND TEAMWORK

Agree and are clear of the team's objectives and members' roles. Are friendly, enthusiastic, motivating and considerate of others. Use initiative, give direction and take responsibility when required. Are open` and honest about thoughts, concerns and intentions. Give and receive criticism and/or praise well, and admit mistakes.

Confidently do and say what is important to them. Balance rank authority and demonstrate respect and tolerance for other people. Involve others in planning and share tasks fairly.

PROBLEM SOLVING AND DECISION MAKING

Identify and verify why things have gone wrong and do not jump to conclusions or makeassumptions.

Seek accurate and adequate information from appropriate resources.

Persevere in working through a problem.

Use and agree an appropriate decision making process.

Agree essential and desirable criteria and prioritize.

Consider as many options as, practicable.

Make decisions when they need to, review and change if required.

Consider risks but do not take unnecessary risks.

PROGRAM

The program shall cover:

Human error and reliability, error chain, error prevention and detection

Company safety culture, SOPs, organisational factors,

Stress, stress management, fatigue and vigilance,

Information acquisition and processing, situation awareness, workload management

decision making,

Communication and co-ordination inside and outside the cockpit

Leadership and team behaviour, synergy

Automation and philosophy of the use of Automation

Case based studies

Additional areas which warrant extra attention as identified by the Safety Officer


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3. GROUND AND REFRESHER TRAINING (GRT):

GENERAL

Knowledge of the ground and refresher training shall be verified by a questionnaire or othersuitable method.

A technical questionnaire forms part of one of the bi-annual OPCs and must be completedsuccessfully (at least 80% of questions answered correctly).

VALIDITY

Each flight crewmember shall undergo Ground and Refresher Training annually. The period ofvalidity of the Ground and Refresher Training shall be 12 calendar months in addition to theremainder of the month. If the training is conducted within 3 calendar months prior to the expiryof the 12 calendar month period, the next ground and refresher training must be completedwithin 12 calendar months of the original expiry date of the previous ground and refreshertraining.

PROGRAM

The programme shall cover:

Review of aeroplane systems.

Review of OM (Part B) and normal and non-normal procedures, including ground de-icing/anti-icing procedures.

Accident/Incident and occurrence review.

Technical examination.

4. SYNTHETIC TRAINING DEVICE (SIMULATOR) TRAINING

GENERAL

The programme for simulator training will be decided by the Training Manager in consultationwith the Company’s Training Department. It should take into consideration:

a) The complexity of modern equipment and related operating procedures.

b) The requirement for periodic repetition of abnormal and emergency procedures, whichare rarely used in routine operations.

VALIDITY

Two per calendar year, normally carried out during the second day of the simulator recurrenttraining phase and it is combined with the Operators Proficiency check.

GB (OM A)

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PROGRAM

1. Handling of technical malfunctions in the air and on the ground. All listed subjects (seePart D, Training Manual - Form T3) must be covered over a three-year cycle.

2. Correct handling of all checklists.

3. Correct application of SOPs.

4. LOFT exercise.

5. Any required procedures which are not covered in the Proficiency Checks.

Special emphasis will be given to flight deck management and CRM.


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5.4.2 COMPETENCY

5.4.2.1 STANDARDS OF PERFORMANCE

The standards of performance define the professional quality required for flight crewmembers.They consist of two major parts, Personality and Performance.

PERSONALITY

Overall standard.

Stable and balanced personality.

Reliability.

Willingness to accept discipline.

Development capability. Sociability.

Ability to work in a team.

Loyalty.

Ability to prioritise.

Leadership.

Physical and mental fitness.

PERFORMANCE

Each flight crewmember must fulfil all requirements listed above. His ability to do so is subjectto regular assessments and tests by the Training Department of Eurocypria Airlines. If anydeficiencies are detected, the Operations Manager will determine the required course of action.

5.4.2.2 COMMANDER

The Commander must be able to:

Satisfy all requirements of the general standard of performance, under the stress ofassuming complete responsibility for the flight.

Be head of the whole crew and therefore manage the whole flight.

Make appropriate decisions and enforce them.

Represent the Company adequately in front of passengers and, where necessary,Authorities. He must display a high level of a customer orientation attitude.

Plan a flight according to the regulations.

Fly the aeroplane safely during all phases of normal and abnormal situations accordingto relevant regulations and with due consideration of passenger comfort, punctualityand economy.

Coordinate his duties with those of any supernumerary captain who may be carried(e.g. an in-flight relief Captain). Only one Captain will be designated as the LegalCaptain, with overall responsibility for the flight.

GB (OM A)

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Carry out pilot-not-flying duties when the co-pilot is flying the aeroplane.

Monitor the activities of the co-pilot and draw his attention to any mistakes.

Land the aeroplane unaided in case of co-pilot’s incapacitation.

Be familiar with all procedures and regulations pertaining to normal, abnormal andemergency operations and be able to apply them expediently and economically.

Foster a high degree of customer orientation in the entire crew.

Offer instruction to all crewmembers and give them the full benefit of his experience.

Guide and train the co-pilot, especially new entry pilots.

Be familiar with the duties of the cabin crew, so that he can supervise their activitiesand make the respective decisions.

Make routine and non-routine announcements to passengers in English and/or Greek,where applicable, and ensure cabin crew repeats announcement in other applicablelanguage.

Be fully conversant with the operation of all aeroplane systems under any of theconditions described in the Operations Manual (Part B).

Know the limitations of the aeroplane and its systems.

5.4.2.3 CO-PILOT

The co-pilot must be able to:

Support the Commander as a team member in all matters and act as his deputywhenever necessary.

Plan a flight according to the respective regulations.

Fly the aeroplane safely within the operation envelope during all phases of normaloperations, according to relevant regulations and with due consideration of passengercomfort, punctuality and economy.

Fly and land the aeroplane safely under demanding conditions or with technicalmalfunctions e.g. execute a single-engine precision or non-precision approach andmissed approach.

Coordinate his duties with those of any supernumerary First Officer who may be carriedfor a specific purpose (e.g. Safety Pilot or in-flight relief pilot).

Carry out the duties of the pilot-not-flying when the Commander is flying the aeroplane

Monitor the activities of the Commander and draw his attention to any mistakes.

Land the aeroplane unaided in case of Commander’s incapacitation.

Be familiar with all documentation required for pre-flight and in-flight activities.

Be familiar with all procedures and regulations pertaining to normal, abnormal andemergency operations and be able to apply them expediently and economically.

Co-operate with all other crewmembers.

Perform unaided and competently any administrative duties assigned to him,

Be familiar with the duties of the cabin crewmembers.


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Develop and maintain a customer-oriented attitude.

Be fully conversant with the operation of all aeroplane systems under any of theconditions described in the Operations Manual (Part B).

Be able to make routine and non-routine announcements to passengers in Englishand/or Greek, where applicable, and ensure cabin crew repeats announcement in otherapplicable language.

5.4.2.4 TRAINING REPORTS AND GRADING

POLICY

Training Reports serve the following purposes:

To give the flight crewmember a feedback on his general performance, includingbehaviour, attitude to work and leadership,

To inform the flight crewmember the standard he has achieved in relation to therequired standard, with special emphasis on points that should be improved,

To record the performance of a flight crewmember during:

A particular course,

A particular period,

A check.

A flight crewmember who receives a grading of “Fail” shall have the reasons for this gradingexplained to him.

Since flight crew are required to be in good physical and mental health for flight duties, nosubsequent claim of indisposition can be accepted as an excuse for a performance leading to a“Fail” grading.

Training Records shall be treated confidentially. Upon request, a flight crewmember may haveaccess to all his training and checking records.

Reports during transition training, command courses, route and proficiency checks shall bemade in written form by the responsible Training or Check Captain, in accordance with currentCompany requirements.

The signature of the flight crewmember on the LPC/OPC check form (Form T2) means that hehas read and understood the Training Captain’s comments and grading. It is not necessary forthe crewmember to agree with these comments or grading.

REPORTS AND GRADING

In general, a report consists of two parts:

1. A written report.

2. A grading.

GB (OM A)

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GRADING

Only First Officers and Senior First Officers receive gradings following their LPC/OPC or Linechecks. These gradings are:

1. Very Good

2. Good

3. Satisfactory

4. Unsatisfactory (Fail)

Captains are only assessed as Pass or Fail.

DEFINITION OF GRADING

(1) VERY GOOD:

“Ability as pilot, operational knowledge and approach to the job is very good and definitelyabove the average standard of co-pilots”.

A ‘Very Good’ rating should only be awarded if the check has been carried out to a very highstandard, with no significant mistakes and with no items failed. The candidate must also haveshown a comprehensive grasp of Company SOPs, technical knowledge, and good flying skillsand CRM.

(2) GOOD:

“Average standard, generally sound performance throughout”.

‘Good’ should be given when the performance has been to a generally good standard. If morethan one item of the check was failed, it is unlikely that the candidate would merit a ‘Good’rating.

(3) SATISFACTORY:

“Just acceptable, either generally or in the particular aspects detailed in the report, below theaverage standard”.

‘Satisfactory’ would be an appropriate rating for a check that was completed satisfactorily butwithout any great distinction. Some items may have been failed at the first attempt andsubsequently passed. A rating of ‘Satisfactory’ should not be seen as an implied criticism of anewly -qualified pilot, although the candidate should strive to attain a ‘Good’ rating as soon aspossible.

(4) UNSATISFACTORY (Fail):

“Either generally or in particular aspect(s) detailed in the report, below the minimum acceptablestandard. This grade to be used for all failure cases and should be accompanied by amplifyingremarks and recommendations”.

A candidate rated as ‘Unsatisfactory’ has failed to reach the standards required by theCompany or the Authority and will require further training before being able to take a re-test.


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CONSEQUENCES OF FAILURE AND FOLLOW-UP ACTIONS

A “Fail” grading will require further training before a re-test. Until the re-test has been passedthe crewmember cannot exercise the privileges of his licence.

FILING OF QUALIFICATIONS

The Training Manager is responsible for keeping Training Records, as stipulated by the CyprusDCA (see GB 2.1.4).

GB (OM A)

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5.4.2.5 TRAINING RECORDS

Flight Crewmembers, upon request to the Training Manager, may have access for reading oftheir training file.


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5.4.2.6 TRAINING, CHECKING AND SUPERVISION PERSONNEL FLIGHT CREW

Note: Refer to Eurocypria’s Training Manual TM (OM D) - Flight Crew - Chapter 2 for details of

qualification requirements.

GENERAL

Prior to appointment to a training position, nominees must have been checked in those dutiesapplicable to the appointment. A certificate of competence to conduct the duties of the particulartraining or checking capacity (OM Part D - Form T12) must be verified and evidence retained onthe individual’s personal training file.

Where training and check personnel are required to occupy either pilot’s seat, they must bechecked and certified in their normal and emergency duties in both seats.

TREs / TRIs

Flight crewmembers nominated to conduct Operator’s and Licence Proficiency / Skill checks /tests have to be authorised by the UK CAA and the Cyprus DCA. The authorisation permits thenominated examiner to conduct OPCs, LPCs and/or LSTs on the aeroplane or a flight simulatorqualified and approved by the Authority for that purpose.

Instructors or Examiners of foreign operators, aeroplane manufacturers or specialised trainingorganisations can be accepted by the Authority, provided that evidence is produced indicatingthat they have the appropriate experience.

LINE CHECK PILOTS

Commanders nominated as line check pilots must be acceptable to the Authority.

REVALIDATION AND RENEWAL OF INSTRUCTORS LICENCES

To maintain authorisation, the instructor / examiner must comply with the requirements of JAR-FCL.

GB (OM A)

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5.4.3 TRAINING AND CHECKING OF CABIN CREW


Th e Cabin Crew Manager and the Senior Trainer Cabin Crew, in consultation with the TrainingManager will determine the aims and extent of all training and checking, taking into accountnational, international and Company regulations.

Syllabi / programmes shall be established under the authority of:

Training Manager, or

The Flight Operations Manager, in close co-ordination with the Training Manager,depending on the training required.

Before undertaking assigned duties, each cabin crewmember must complete the trainingspecified below. He must also pass the prescribed checks covering the training received, inorder to verify proficiency in carrying out safety and emergency procedures. Each cabincrewmember must successfully complete the following:

1. Initial training.

2. Conversion training, including familiarization flights.

3. Recurrent training, when applicable.

5.4.3.2 CLASSROOM INSTRUCTIONS

The program for the special theoretical course is established by the DCA Cyprus approvedtraining facility / syllabus.

5.4.3.3 INITIAL TRAINING

GENERAL

All new cabin crewmembers shall complete initial training according to the Company’s OM (PartD) - Training Manual.

PROGRAM

The initial training contains:

General aeroplane information.

Fire and Smoke Training.

Water Survival Training.

Survival Training.

Medical aspects and First Aid.

Passenger handling including Dangerous Goods training and Security procedures.

Communications.

Discipline and responsibilities.

Crew Resource Management.

Pilot’s incapacitation.


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5.4.3.4 FINAL CHECK

Each training period must be finished with a positive check flight and a report.

5.4.3.5 RECURRENT TRAINING

GENERAL

The recurrent training serves a dual purpose:

To cover requirements of EU-OPS 1,and

To maintain knowledge at a level sufficient to handle the emergency equipment as wellas potential emergency situations

Each cabin crewmember will undergo recurrent training, covering the actions in normal andemergency procedures of the relevant aeroplane type.

The period of validity of recurrent training and the associated checking required shall be 12calendar months in addition to the remainder of the month if issue. If issued within the final 3calendar months of validity of a previous check, the period of validity shall extend from the dateof issue until 12 calendar months from the expire date of that previous check.

YEARLY RECURRENT PROGRAM

The training programme will be arranged by the Cabin Crew Manager, according to EU-OPS 1requirements.

Suitably qualified persons must conduct the recurrent training.

Every year the programme of practical training must include the following:

Emergency procedures, including pilot incapacitation,

Evacuation procedures, including crowd control techniques,

Touch – drill by each cabin crewmember for opening normal and emergency exits forpassenger evacuation,

The location and handling of emergency equipment, including oxygen systems, and thedonning by each cabin crewmember of life jackets, portable oxygen and breathingequipment

First aid and the content of the first aid kits,

Stowage of articles in the cabin,

Dangerous goods procedures,

Security procedures,

Incident and accident review, and

Crew resource management.

GB (OM A)

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TRIENNIAL RECURRENT PROGRAM

Every 3rd year the recurrent training must also include:

The operation and actual opening of all normal and emergency exits for passengerevacuation in an aeroplane or representative training device.

Demonstration of the operation of all other exits.

Each cabin crewmember must be given realistic and practical training in the use of allfire fighting equipment, including protective clothing, representative of that carried in theaeroplane.

Demonstration of the use of the slides as floating devices.

EXAMINATION PROCEDURES

The recurrent training contains a written examination, covering subjects decided upon by theCabin Crew Training Department in consultation with the Training Manager. The writtenexamination is required in order to verify that each cabin crewmember is proficient in carryingout normal and emergency safety duties.

If a cabin crewmember fails the examination, he will be scheduled for a second test. He maynot continue to fly until successfully passes the written examination.

After a second failure, the Cabin Crew Manager must be informed and will decide on anyrequired action.

CRM TRAINING

Cabin Crew CRM training is part of the annual recurrent training and is normally carried outcombined with flight crew. It covers:

Safety awareness.

Human aspects development training, e.g.

o Communication,

o Team-building and co-operation,

o Situation awareness,

o Judgement and decision making,

o Workload management.

Case based studies

Additional areas which warrant extra attention as identified the Safety Officer

CRM TRAINING FOR UPGRADE TO SENIOR CABIN CREW MEMBERS

Refer to Operations Manual – Training (Part D).


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5.4.3.6 REFRESHER TRAINING AND RECENCY

After an absence from all flying duties for more than six months a cabin crewmember will berequired to attend refresher training.

If a cabin crewmember has not been absent from all flying duties, but - during the preceding 6months - has not undertaken duties as a cabin crewmember he must:

Complete a refresher training, or

Operate 2 familiarisation sectors under supervision.

5.4.3.7 LINE CHECKS

Line Checks will include a check of the crewmember’s knowledge of safety -related items. Linechecks shall be conducted annually.

5.4.3.8 COMPETENCY

STANDARDS OF PERFORMANCE

Performance standards define the professional qualities required of flight crewmembers. Theyconsist of two major parts, Personality and performance.

PERSONALITY

Overall standard.

Stable and balanced personality.

Responsibility .

Sociability.

Willingness to serve.

Honesty.

Approach to customers.

Ability to work in a team.

Physical and mental fitness.

PERFORMANCE

Each cabin crewmember must fulfil all requirements listed above. His ability to do so is subjectto regular assessments and tests by the Cabin Crew Training Department of EurocypriaAirlines. The Cabin Crew Manager and the Cabin Crew Trainers will carry out training andchecking. If any deficiencies are detected, the Cabin Crew Manager will determine the requiredcourse of action.

GB (OM A)

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5.4.3.9 TRAINING REPORTS AND GRADING

POLICY

Training Reports serve the following purposes:

a) To give the cabin crewmember a feedback on his general performance, includingbehaviour, attitude to work and teamwork.

b) To record the performance of a cabin crewmember during:

i. A particular course.

ii. A particular period.

iii. A check.

Personal reports on all cabin crewmembers shall be completed by the Cabin Crew Trainers andSCCMs at least once a year.

Personal checks on all cabin crewmembers shall be performed through a Cabin Crew Trainer atleast once a year.

COMPOSITION OF REPORTS

Written reports must cover the following aspects:

Attitude

Performance

Safety / security / emergency knowledge

Communication

Overall impression

ACCOUNTABILITY

Cabin crew training and checking personnel must:

Act in an exemplary manner

Inspire confidence

Demonstrate professional knowledge and a sense of responsibility

CONSEQUENCES OF FAILURE TO MEET THE REQUIRED STANDARD

If a Cabin Crewmember fails to meet or maintain the required standards, follow-up action mustbe taken by the Cabin Crew Manager.


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5.4.3.10 SENIOR CABIN CREW MEMBER

POLICY

Checks on Senior Cabin Crew shall be performed at least once every year.

PURPOSE

To evaluate the individual performance of the SCCM,

To maintain high quality in-flight service.

EVALUATION

The assessment will consist of a scored evaluation on the following points:

Customer orientation / focus

General knowledge

Personality profile

Management and coaching skills

Self-appraisal

General impression

Development

GRADING

Same as for cabincrewmembers

5.4.3.11 TRAINING CHECKING AND SUPERVISION PERSONNEL FOR CABIN CREW

Note: Refer to Eurocypria’s Training Manual TM (OM D) - Cabin Crew - Chapter 1 for details of

qualification requirements.

5.4.3.12 GENERAL

Prior to appointment to a training position, nominees must have been checked in those dutiesapplicable to the appointment. A certificate of competence to conduct the duties of the particulartraining or checking capacity must be verified and evidence retained on the individual’spersonal training file.

Instructors or Examiners of foreign operators, aeroplane manufacturers or specialised trainingorganisations can be accepted by the Authority, provided that evidence is produced indicatingthat they have the appropriate experience.

5.4.3.13 CABIN CREW TRAINING PERSONNEL

The cabin crew training personnel is responsible for the training quality of the introduction ofnew cabin crewmembers.

The trainee shall have the opportunity to learn as much as possible. The trainee shall be guidedwhere necessary but also have the possibility to work on his own where applicable. Every flight

GB (OM A)

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has to be commented in writing, with clear indications of missing practical knowledge in the fieldof learning criteria and the steps to be made within his assignment.

In case of irregularities, such as:

a) Insufficient practical know-how, and

b) Missing willingness to fulfil the proper duties on board,

the training personnel must get in touch with the CCM in order to organise additional flights orconsider further actions.

5.4.3.14 NOTES

The cabin crew training personnel has to prepare himself about the field of learning required forthe trainee. Therefore, he may get in contact with the trainee concerned before the flight:

To guide the trainee according to Eurocypria’s service instructions and the CSPM,

To encourage and challenge the trainee,

To take notes of the flight preparation and help if Company documents are incompleteor wrong,

To act exemplary, inspire confidence and proof professional knowledge,

To analyse every flight and determine the daily or weekly goal,

To report any important incidents or irregularities to the CCM.


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5.5 OTHER OPERATIONS PERSONNEL

Refer to the Operations Control, Standards Procedures Manual.

GB (OM A)

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CREW HEALTH PRECAUTIONS GB (OM A)

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TABLE OF CONTENTSParagraph Page

6 CREW HEALTH PRECAUTIONS......................................................................... 26.1 GENERAL................................................................ ................................ .............. 2

6.1.1 CREW ILLNESS OR INCAPACITATION IN FLIGHT ................................ ...... 36.1.2 INTERNATIONAL REGULATIONS ................................ ............................... 36.1.3 QUARANTINE REGULATIONS................................ ................................ .... 4

6.1.4 PILOT’S MEDICAL CERTIFICATE REGULATIONS ................................ ...... 46.1.5 MEDICAL ................................ ................................ .................................... 5

6.2 CREW HEALTH PRECAUTIONS ................................ ................................ ............. 66.2.1 ALCOHOL AND OTHER INTOXICATING LIQUOR ................................ ........ 66.2.2 NARCOTICS ................................ ................................ ............................... 6

6.2.3 DRUGS / SLEEPING TABLETS / PHARMACEUTICAL PREPARATIONS ....... 66.2.4 VACCINATIONS AND IMMUNISATIONS ................................ ...................... 96.2.5 DEEP DIVING................................ ................................ .............................106.2.6 BLOOD DONATION ................................ ................................ ...................10

6.2.7 MEALS PRECAUTIONS PRIOR TO AND DURING THE FLIGHT .................. 106.2.8 SLEEP AND REST................................ ................................ ......................126.2.9 SURGICAL OPERATIONS ................................ ................................ ..........146.2.10 PREGNANCY ................................ ............................................................ 156.2.11 SMOKING ................................ ................................ ................................ ..15

6.2.12 VISION CORRECTION................................................................ ............... 156.2.13 INJURY OR ILLNESS ................................ ................................ .................156.2.14 CONTACT WITH INFECTIOUS DISEASE ................................ ...................166.2.15 DOCTOR‘S MEDICAL AND FIRST AID KITS ................................ ...............166.2.16 COSMIC RADIATION (EU -OPS 1.390) .........................................................................16

6.3 TROPICAL MEDICINE ................................ ................................ ...........................246.3.1 TROPICAL CLIMATE ................................ ................................ .................246.3.2 HYGIENE ................................ ................................ ................................ ..246.3.3 TROPICAL DISEASES ................................ ................................ ...............256.3.4 MAIN TROPICAL DISEASES ................................................................ ......26

6.3.5 MEDICAL ................................ ................................ ...................................296.3.6 MEDLINK IN-FLIGHT MEDICAL SERVICES ................................ .................336.3.7 ILLNESS AND INJURIES ................................ ............................................. 376.3.8 CONTAGIOUS (INFECTIOUS) DISEASES ON BOARD ................................ .376.3.9 DEATH ON BOARD …………………………………………………………………..37

GB (OM A)

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CREW HEALTH PRECAUTIONS


6. CREW HEALTH PRECAUTIONS

6.1 GENERAL (EU-OPS 1.085 / JAR-FCL 3.040)

Accidents and incidents have occurred as a result of pilots flying while medically unfit and themajority have been associated with what have been considered relatively trivial ailments.Although the symptoms of colds, sore throats, diarrhoea and other abdominal upsets maycause little or no problem whilst on the ground they become dangerous in the flyingenvironment by distracting the pilot and degrading performance in the various flying tasks. Thein-flight environment may also increase the severity of symptoms which may be minor while onthe ground. The effects may be compounded by the side effects of the medication prescribed orbought over the counter for the treatment of such ailments.

Medical practice has changed dramatically in recent years. Improved knowledge of variousdiseases, better investigation techniques, improved treatments and increased pressure onhospital facilities and other medical facilities have resulted in very rapid assessment andintervention for an increasing number of medical problems. The increase in use of “over-the-counter” medication is a further complicating development. In these circumstances, licenceholders may not be aware of the possibility of serious flight safety implications when they havebeen affected by such medical event that have been rapidly investigated and/or treated. Someexamples requiring advice from an Authorised Medical Examiner (AME) before returning to dutyare given below:

Any surgical operation.

Any medical investigation with abnormal results.

Any regular use of medication.

Any loss of consciousness.

Kidney stone treatment by ultrasound (lithotripsy).

Coronary angiography (catheterisation of the heart).

Translent ischaemic attact (TIA).

Abnormal heart rhythms including atrial fibrillation/flutter.

The above list is not exhaustive but illustrated some conditions which may now, in certaincircumstances, be dealt with over hours rather than days yet still have serious implications. It isworth emphasizing that before agreeing to any medical intervention, licence holders mustensure that their doctor knows they are fight crew and that, if there is any possibilityperformance could be affected or risk of incapacitation increased, advice must be obtained froman AME before exercising any licence privileges. Furthermore, they must feel and believethemselves to be fully fit for operations before reporting for duty.

A crewmember’s sickness / illness, his feeling unwell / indisposed or the impairment of hissenses and reflexes by narcotics, drugs or pharmaceutical preparations / medicaments havequite often contributed to incidents and accidents. Therefore, crew health is of the highestimportance and has a direct impact upon flight safety. This is reflected in very stringentrequirements for regular medical examinations and medical certificates. It hardly needs to bementioned that living health-consciously is in the self-interest of crewmember.


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No person shall act as a member of the crew of a Eurocypria aeroplanes if, for any reason, hisphysical or mental condition is such that would render him unable to discharge his assignedduties and responsibilities to a safe standard, or if he knows or suspects that he is sufferingfrom fatigue, or feels unfit to the extent that he could endanger the safety of the aeroplane or itsoccupants.

Crewmembers should not undertake any flying duties whilst under the influence of alcohol,narcotics, drugs or any medicine that was not approved by a medical examiner for use bycrewmembers.

6.1.1 CREW ILLNESS OR INCAPACITATION IN FLIGHT

Any crewmember who becomes ill or incapacitated while on flight duty or during a night-stop inPaphos or at an outstation must report the matter to the Commander as early as possible. Anyapparent incapacity in a fellow crewmember should be investigated without delay. Commandersshould be aware that a sudden deterioration in health may be an indication of a dangerous orinfectious disease.

The Commander must ensure that a doctor is called at the earliest opportunity to examine thecrewmember concerned. A certificate must be obtained stating whether the individual is fit forduty or alternatively for travel. The Commander is authorised to arrange any tests necessary toascertain the condition of the individual concerned. The Commander must report on theCommander’s Report details about the medical event.

The Commander has an overall responsibility for ensuring that all of the crew is fit for duty,even if a report of sickness is not received. Where any doubt exists, the Commander mustensure that the individual concerned is examined by a doctor and that the doctor’s report isforwarded to the main base, if possible on the flight concerned or, failing this, at the earliestopportunity.

Carriage of reported ill flight and/or cabin crew is not permitted without the approval ofOperations Manager.

On those very rare occasions when a crewmember is incapacitated in flight for any reason it isvery important that the crewmember concerned is seen by the an Eurocypria approved doctoras soon as possible after landing.

Note 1: For flight procedures in the case of incapacitation of flight crewmembers refer to OM A, GB 8.3.14.

Note 2: For chain of command in the case of Commander’s incapacitation refer to OM A, GB 4.3.

6.1.2 INTERNATIONAL REGULATIONS

The Commander must report all cases of illness on board an aeroplane (excluding cases ofairsickness and accidents) on landing at an aerodrome. The details of illnesses are to be givento the Handling Agent and any other appropriate aerodrome medical or health authority. Casesof ill passengers/crew disembarked during the flight must also be reported on arrival.

6.1.3 QUARANTINE REGULATIONS

When a passenger or crew on board shows symptoms which might indicate the presence of amajor disease the Commander of an arriving flight must ensure that the aerodrome medical orhealth authority have been informed.

GB (OM A)

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It is the responsibility of the aerodrome medical or health authority to decide whether isolationof the aeroplane, crew and passengers is necessary.

On arrival of the aeroplane, nobody shall be permitted to board the aeroplane or disembark orattempt to off-load cargo or catering until such time as authorised by the aerodrome medical orhealth authority.

Each station, in conjunction with the aerodrome medical or health authorities will devise a planthat would provide, when necessary, for:

The transport of suspected cases of infectious diseases by selected ambulance to adesignated hospital.

The transfer of passengers and crew to a designated lounge or waiting area where theycan be isolated from other passengers until cleared by the aerodrome medical or healthauthorities.

The decontamination of the aeroplane, passenger baggage, cargo and mail and anyisolation lounges used by passengers or crew suspected of having infectious diseases.

6.1.4 PILOT’S MEDICAL CERTIFICATE REGULATIONS

All pilots, holders of Medical Certificate Class 1, should familiarize themselves with theprocedures to be followed in case of decrease in medical fitness, as described below.

6.1.4.1 DECREASE IN MEDICAL FITNESS (JAR-FCL 1.040 / 3.040)

a) Holders of medical certificates shall not exercise the privileges of their licences, relatedratings or authorisations at any time when they are aware of any decrease in their medicalfitness which might render them unable to safely exercise those privileges.

b) Holders of medical certificates shall not take any prescription or non-prescription medicationor drug, or undergo any other treatment, unless they are completely sure that themedication or treatment will not have any adverse effect on their ability to perform theirduties safely. If there is any doubt, advice shall be sought from the Aeromedical Section(AMS), an Aeromedical Centre (AMC), or an Aeromedical Examiner (AME).

c) Holders of medical certificates shall, without undue delay, seek the advice of the AMS, anAMC or an AME when becoming aware of:

Hospital or clinic admission for more than 12 hours; or

Surgical operation or invasive procedure; or

The regular use of medication; or

The need for regular use of correcting lenses.

d) Holders medical certificates who are aware of:

Any significant personal injury involving incapacity to function as a member of a flightcrew, or

Any illness involving incapacity to function as a member of a flight crew throughout aperiod of 21 days or more; or

Being pregnant,


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shall inform Cyprus DCA, or the AME, who shall subsequently inform the Cyprus DCA, inwriting of such injury or pregnancy, and as soon as the period of 21 days has elapsed in thecase of illness. The medical certificate shall be deemed to be suspended upon theoccurrence of such injury or the elapse of such period of illness or the confirmation of thepregnancy.

e) In the case of injury or illness the suspension shall be lifted upon the holder being medicallyassessed as fit to exercise the privileges of his licence by an AME in consultation with theCyprus DCA under arrangements made by the Cyprus DCA or upon the Cyprus DCAexempting, subject to such conditions as it thinks appropriate, the holder from therequirement of a medical examination.

f) In the case of pregnancy, the suspension may be lifted by the AME in consultation with theCyprus DCA, for such period and subject to such conditions as it thinks appropriate and ifan AME assesses a pregnant Class 1 pilot as fit Class 1, a multi-pilot (Class 1 “OML”)limitation shall be entered. The suspension shall cease upon the holder being medicallyassessed by the AME (after the pregnancy has ended) and being pronounced fit. Followinga fit assessment by an AME at the end of pregnancy, the relevant multi-pilot (Class 1“OML”) limitation may be removed by the AME, informing the Cyprus DCA.

Note: When Cyprus DCA Medical Department is advised that a medical certificate holder is unfit due to

illness, injury or pregnancy, a standard letter will be issued, advising them that they are “temporarilyunfit”. Such a letter will explain in general terms the procedure for re-certification. Any specificrequirements protocols in an individual case will be passed to the certificate holder.

6.1.5 MEDICAL

Any crew may seek medical advice from the Cyprus DCA Approved Medical Examiner (AME)or any other Company approved doctor.

The following internet sites can provide useful information on crew health precautions tocrewmembers:

1. http://www.aircrewhealth.com/

2. http://www.caa.co.uk/default.aspx?categoryid=923

6.1.6 CABIN CREW MEDICAL REQUIREMENTS

In accordance with EU OPS 1.995 and DCA requirements, each cabin crew member must be inpossession of a valid medical certificate issued by an Approved Medical Examiner (AME).Medical examinations are required every 5 years for cabin crew under the age of 40, and every3 years for cabin crew over the age of 40. In addition, every year, all cabin crew must declare tothe company the continuation of their fitness by completing the relevant form located in CSPM.

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Crewmembers must be aware of relevant regulations and guidance on crew health matters.

6.1.7 ALCOHOL AND OTHER INTOXICATING LIQUOR

Although alcohol consumption may be socially acceptable, its detrimental effect on human skillsand efficiency cannot be over-estimated particularly in relation to flying duties. The effects ofalcohol are primarily related to levels in the blood, which vary individually according to thequantity and rate of consumption and may be significant long after the last alcoholic intake.

A crewmember shall not:

Consume alcohol less than 8 hours prior to the specified reporting time for flight duty orthe commencement of stand-by.

Commence a flight duty period with a blood alcohol level in excess of 0.2 promille.

Consume alcohol during the flight duty period or whilst on stand-by.

Since the metabolism of alcohol in the blood is very slow (approximately 15 milligrams per 100millilitres, or “one unit”, each hour) it is highly recommended that crewmembers only consumealcohol in moderation during the 24 hours preceding such duties. (As a guide, moderationshould be regarded as no more than 5 units of alcohol dispersed over the 16 hours precedingthe 8-hour ban. One unit of alcohol is equivalent to a small glass of wine, half a pint of beer or asmall measure of spirits).

Random breathalysing of air crewmembers has been introduced in a number of European andUSA aerodromes. The alcohol detection level of 0.2% is low, however, the guidance providedabove, when followed, should ensure a crewmember is within limit. It is worth bearing in mindthat the individual tolerance to alcohol varies and the figures and advice given is provided as aguide. Crews are obliged under law to co-operate, but should ensure that any questioning ortesting is not carried out in the presence of passengers.

Alcoholic drinks must not be consumed by crewmembers while on duty in uniform, nor when offduty but in uniform in a public place.

No alcohol may be consumed by any person in the flight deck during flight.

6.1.8 NARCOTICS

The consumption of narcotics is not allowed for crewmembers unless approved by an ApprovedMedical Examiner.

6.1.9 DRUGS / SLEEPING TABLETS / PHARMACEUTICAL PREPARATIONS

A crewmember should not undertake flying duties while under the influence of any drug thatmay adversely affect his performance in a manner contrary to safety. Pilots should know thatmany commonly used drugs have side effects liable to impair judgement and interfere withperformance.

Ideally, crewmembers should not fly whilst taking any medication. When in doubt,crewmembers should seek medical advice before commencing or continuing with flying dutieswhenever any drugs have been prescribed.


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Many medications may have adverse effects on the nervous system, which may be moremarked in flight than on the ground. As a general rule, if a crewmember finds it necessary totake, or has been prescribed some form of medication, his fitness to fly must be suspect and heshould seek medical advice before commencing or continuing with flying duties.

Many drugs lower operational efficiency and impair judgement and reaction time.Crewmembers should be aware that many drugs, their dosage and use, while suitable for familymembers and passengers may be unsuitable for flight crew.

Commonly prescribed drugs in the following classes may have prolonged effects onperformance and may impair judgment and reactions. There are many others and when indoubt a pilot should consult an AME or any other Company approved doctor:

Hypnotic (Sleeping Tablets)

Use of hypnotic must be discouraged. They may dull the senses, cause confusion andslow reaction times. The duration of effect is variable from person to person and maybe unduly prolonged. The only hypnotic currently recommended by the UK CAA istemazepam. It may be used on an occasional basis only to assist sleep pattern duringtransient insomnia due to extraneous factors such as shift work or jet lag. It should beground tested first (by taking it on a day when not scheduled to operate the followingday) to ensure no adverse side effects are experienced. The dose should be kept tominimum. Ideally 10 mg is used although 20 mg is allowed in exceptionalcircumstances. The drug should not be combined with alcohol and at least 12 hoursshould elapse from ingestion of the drug to commencement of duty.

Anti-histamines

Antihistamines drugs are widely used in “cold cures” and in the treatment of hay fever,asthma, anti-motion sickness and allergic skin conditions. Many easily obtainable nasalspray and drop preparations contain anti-histamines. All antihistamines can produceside effects such as sedation, fatigue and dryness of the mouth. They may be in tabletform or be a constituent of nasal sprays and drops. In many cases the condition itselfmay preclude flying, and if treatment is necessary advice from a doctor should besought so that modern drugs which do not degrade human performance can bedescribed.Some anti-histamines, such as diphenhydramine, are marked as “over the counter”medications, specifically to aid sleep. They have been implicated as a contributorycause in several aeroplane accidents. These drugs should not be used by flightcrewmembers.

Tranquilliser, Anti-depressants, Sedatives and Psychotic Drugs

Fear is normal and provides a very effective alerting system, enhancing the arousalstate. Many of these drugs depress the alerting system and have been contributorycause of fatal accidents. They affect reaction time and psychomotor performance. Flightduties should not be resumed until treatment with these types of drugs has beendiscontinued and until the effects of the drugs have entirely worn off. In certain casesthis can take several days.

Anaesthetics (general surgical or dental procedures)

If a local, general or other type of anaesthetic is administered, a period of time shouldelapse before returning to duty. This period will vary depending on individualcircumstances but as a guide 12 hours should elapse following local anaesthetic and48 hours following a general anaesthetic before returning to duty. Any doubts should beresolved by seeking appropriate medical advice.

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Alcohol

Alcohol, combined with sleeping tablets or anti-histamines can form a highly dangerouscombination if taken at the same time.

Antibiotics

The underlying condition for which antibiotics are being taken may prevent a pilot fromflying. However, most antibiotics are compatible with flying. Obviously, where anyhypersensitivity is feared, the suspect antibiotic must not be used. A pilot should haveprevious experience of the antibiotic prescribed, or, alternatively, have a trial of it for atleast twenty four hours on the ground before using it during flight duties.

Analgesics (Pain killers)

If you have previously taken paracetamol, aspirin or ibuprofen without ill effect, thesedrugs are suitable. However, taking a lot of analgesics and anti-inflammatory agents,there is risk of gastric irritation or haemorrhage. Ideally, doctor’s advice should besought before taking these drugs.

Steroids (Cortisone, etc.)

Use of steroids, with few exceptions, precludes flight duties.

Anti- malarial

Most anti-malarial drugs used for prevention and taken in recommended dosage areconsidered safe for flight duties. Nevertheless, allow at least 24 hours before a flyingduty in order to assess if they will not cause any adverse effects in your ability to work.

Diarrhoea

As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea)may cause sedation, blurring of vision, etc., great care must be exercised in their usageby crewmembers. In most cases, flying duties should not be performed for long periods.

Appetite Suppressants and Stimulants

Stimulants such as caffeine, amphetamines, etc. (often known as “pep” pills) used tomaintain wakefulness or suppress appetite are often habit forming. These preparationscan affect the central nervous system and should not be taken when performing flightduties. Susceptibility to the various drugs varies from one individual to another, but allof them may cause dangerous overconfidence. Overdose causes headaches, dizzinessand mental disturbance. Coffee or tea, which contains caffeine, may be used to aidalertness but remember that excess caffeine may have unwanted effects includingdisturbance of the heart’s rhythm.

Anti-hypertensives (drugs for the relief of high blood pressure)

Certain drugs used to treat high blood pressure can cause a change in the normalcardiovascular reflexes and may impair intellectual performance, both of which could bea problem when flying. Some drugs are compatible with flying activity. They should beprescribed only by a doctor experienced in aviation medicine, and sufficient time mustbe allowed to assess suitability and freedom from side effects before resumption offlight duties.


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Oral contraceptive tablets and hormone replacement therapy

In a standard dose they do not usually have adverse effects, although regularsupervision is required.

Sudafed

Is the trade name of a preparation containing pseudo ephedrine hydrochloride. Thismay be prescribed by doctors for relief of nasal congestion. Side effects reported areanxiety, tremor, rapid pulse and headaches. The preparation does not contain anti-histamines but its effects can nevertheless affect skilled performance. Sudafedtherefore, is not a preparation to be taken when performing license duties.

Cough medicines

Simple linctus is preferred to other cough medicines which contain codeine, pseudo-ephedrine or similar drugs. Read the contents of all over the counter medicines asmany of them contain a mixture of drugs you may be exceeding the recommendeddosage of certain items.

Melatonin

Is a naturally occurring hormone, which is now synthesized. It is classed as a dietarysupplement in the USA and therefore not closely regulated. Tests have found somepreparations contained no melatonin at all and those derived from bovine brains areassociated with risk of transmission of diseases. There is no information available onthe long term safety of the product.

6.1.10 VACCINATIONS AND IMMUNISATIONS

Medical advice is to be sought concerning the period to be observed before returning to flyingduties following a vaccination or immunisation. As a general rule, Cholera, Tetanus and TABTinoculations should be obtained 24 hours before operating as a crewmember.

There are actual requirements for immunisation for crewmembers operating within theEuropean / Mediterranean Regions.

Crewmembers who operate outside the European / Mediterranean Regions, must maintainvalid vaccination certificates against such diseases as required by the World HealthOrganisation International Sanitary Regulations. Data concerning the period of validity of avaccination are given in the respective vaccination certificate.

Crewmembers may choose to maintain inoculation against the following:

CHOLERA 6 – monthly inoculation with an International Certificate.

MENINGITIS Immunisation is recommended.

POLIOMYELITIS Protection is recommended.

TYPHOID orPARATYPHOID

Although no International Certificates are issued,protection is recommended by an initial series of TABTinoculations and future inoculations at 3-year intervals upto the age of 40. Inoculation over this age does notincrease protection.

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6.1.11 DEEP DIVING

Flying in pressurised aeroplanes after deep diving can result in the bends (decompressionsickness). Crewmembers whose sporting activities include deep water diving to a depthexceeding 10 metres shall not fly within 48 hours of completing such diving activity.

Crewmembers are warned of the dangers of mixing diving and flying. The combined effects ofwater compression and in-flight cabin altitude compression or decompression could result inincapacitation.

It is recommended that any diving involving the use of aqua-lungs is avoided for at least 24hours prior to undertaking a flying duty. There is no restriction on normal shallow diving andswimming before flight duty.

6.1.12 BLOOD DONATION

Blood donation may temporarily affect medical fitness for flying due to the exposure of flightcrew to lowered oxygen tension, even in a pressurised aeroplane. Blood donation is invariably asafe, painless and uneventful procedure and the blood volume lost is restored in a few hours byredistribution of body fluids and intake of soft drinks and beverages. The cellular content cantake some weeks to return to the previous level.

Air crewmembers are advised that in order to prevent the very slight risk of post-transfusionfaintness or syncope they should not undertake flying duties for at least 24 hours after theyhave donated blood.

After bone marrow donation which involves a general anaesthetic, the minimum intervalrecommended before duty for aircrew is 48 hours. However, the individual response to theprocedure varies and specialist medical opinion should thus be sought.

6.1.13 MEALS PRECAUTIONS PRIOR TO AND DURING THE FLIGHT

GENERAL

Cases of acute food poisoning in the air continue to occur sporadically and surveys ofincapacitation of flight crew in flight show that of these cases, gastro-intestinal disorderspose by far the commonest threat to flight safety.No other illness as food poisoning can put a whole crew out of action so fast and soseverely, thereby immediately and severely endangering the operation of a flight.

Any food, which has been kept in relatively high ambient temperatures for several hoursafter preparation, should be regarded with extreme suspicion. This applies particularly tocreamy or pastry food, which is commonly part of an aeroplane’s meal menu. There-heating process usually used in an aeroplane to heat the main course of a meal rarelydestroys food poisoning organisms and the toxins they produce. These toxins are tastelessand cause no unpleasant odours.

Sensible precautions should be taken to avoid the risk of food poisoning (e.g. from shellfishof dubious freshness). In hot climates particular care should be taken with the following:

1. Fresh salads, uncooked vegetables or ice cream unless they are known to have beenhygienically prepared and handled.

2. Watermelon, thin skinned, over ripe or bruised fruit or fruit which has been left cut.3. Fish, unless cooked shortly after being caught.4. Raw on under-cooked meat or fish.


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5. Dishes prepared with cream.6. Ice should not be added to drinks unless it is known to have been hygienically made

and handled.

MEALS PRIOR TO FLIGHT

Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours aftercontaminated food is eaten, common sense rules should be observed as far as practicablein respect of meals taken within 6 hours of a flight.

For any crewmember, before and during flight it is essential to avoid eating easilyperishable foods as well as foods and drinks served cold. This is most important with milkand cream products, mayonnaise, sauces, salads, meat pies and other meat products.

During night-stops, pilots of the same crew, if dining together, should select different itemsfrom the menu to reduce the possibility that both of them could become incapacitated.

MEALS DURING FLIGHT

During flight, the Commander and the Co-pilot must not take their meals at the same time.It is recommended that they should allow at least 30 minutes to elapse between each pilotconsuming a meal.

To reduce the risk of both the Commander and Co-pilot being incapacitated in flight due tofood poisoning, a choice of meals is provided.

SYMPTOMS AND TREATMENT OF FOOD POISONING

The character and severity of the symptoms depend on the nature and dose of the toxinand the resistance of the patient; onset of food poisoning may be sudden. Malaise,anorexia, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varyingdegree of prostration may be experienced. Rest in bed with convenient access to bathroom,commode, or bedpan is desirable. Severe cases should be hospitalised. Treatment ismostly symptomatic and all cases should be examined by a medical doctor.

DEHYDRATION IN FLIGHT

In flight relative humidity of cabin air is much lower than normal. Adequate fluid should betaken to combat the drying effect on the body due to the low humidity of cabin air at altitude.

To combat the symptoms of dehydration, which include dryness of the nose, mouth andgeneral tiredness, there should be a generous intake of clear fluids. It has been suggestedthat this intake should b in the region of 4 pints in every 12 hours of flying.

Generally, coffee (especially black), tea and carbonated drinks should be avoided as theyare diuretics and thus by stimulating kidney function can further increase the loss of fluidfrom the body.

CUTLERY ON THE FLIGHT DECK

Big trays should be used for the serving of meals to the pilots. Great care should be takenof cutlery in the flight deck since the loss of such an item, could cause a serious situation ifit should find its way into the mechanism of the aeroplane controls. In addition, all items of

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cutlery will be counted before meal trays are removed. The loss of any piece of cutlery inthe flight deck must be reported to the Commander immediately and, if it is not found anentry to this effect must be made in the Technical Log. Apart from cutlery, equal care mustbe taken that no other loose items, may similarly find their way into the aeroplane controls.

SPILLED LIQUIDS ON THE FLIGHT DECK

Spilled liquids can cause the malfunction of electronic equipment and great care must beexercised in their handling. Flight crew are also reminded of the possible corrosive effectsof spilled salt and of the possible damage, which may be caused by spilled sugar.

Any spillage of liquid on the flight deck, which might have harmful consequences, must bereported in the Technical Log.

Extreme care must be taken when drinks are served in the flight deck in order to avoidspilling. When ordering beverages cabin crewmembers should be informed whether or notsugar is required so that it can be added prior to entering the flight deck. The cup should befilled to not more than 3/4 full and should be offered to the pilots from behind their seats.

6.1.14 SLEEP AND REST (EU-OPS 1.310)

GENERAL

Flight safety requires that all crewmembers receive regular and sufficient sleep and are wellrested when commencing flight duty. Legal provisions therefore prescribe maximum dutyand minimum rest times (see OM A, GB 7.0). All crewmembers are expected to utilise theirtimes of rest to relax and to regain their fitness. Therefore, during rest times all activitiesshall be avoided which run counter to those purposes.

Our bodies have a diurnal cycle or rhythm. This means that our chemical, psychologicaland physiological activities are high during our normal waking hours and our low during ournormal sleeping hours. They reach the lowest point at around 4 a.m.

When we fly across time zones, either east-west or west-east, our diurnal cycle may beinterrupted. Although there is no proof that this is harmful to our health, in order to minimisethe tiring effects of interruption to our day-night biological cycle we should:

a) When away from home adhere as much as possible to home time for sleeping,eating and bowel function.

b) Take adequate rest before flying.c) Eat light snacks at 3 to 4 hourly intervals to increase alertness.

FATIGUE

A crewmember shall not perform duties on an aeroplane if he knows or suspects that he issuffering from fatigue or feels unfit to the extent that the flight may be endangered.

The basic responsibility in fatigue management rests with the individual crewmember whoshould report for duty in a reasonably rested state and in an emotionally fit state to performhis expected duty. This includes attention to such factors as sleep, personal fitness andhealth, life style and activities prior to flight. Crewmembers should make allowances inorder to avoid any adverse effects of these factors and ensure that fatigue which wouldsignificantly affect operating performance is not encountered during their flying duties.


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It is of utmost importance that crewmembers carry out their flying duties as alert aspossible. Negative occurrences such as sleep disturbance and/or circadian disruptions (de-synchronisation of the internal “body clock”) may be successfully counteracted if properpreventive measures are taken. Although these measures may be applied according toindividual needs, they are however valuable to everyone in aviation and serve as the basisfor a proper fatigue management. Recommended preventive measures are:

CONDITION BEFORE AND BETWEEN FLIGHTS:

Flight duty shall commence in good physical and mental condition, the crew is wellrested with appropriate personal conduct with regard to sleep, suitable nutrition andconsideration of the effects of drugs, alcohol, caffeine, nicotine, etc.

CONTROLLED REST ON THE FLIGHT DECK DURING FLIGHT:

a) Controlled rest on the flight deck may be and should be used on flights whereexperience has shown that crew alertness may be improved, especially during nightor during the final part of a flight.

b) During all phases of flight each flight crewmember required to be on flight deck dutyshall remain alert. If a lack of alertness is encountered, appropriatecountermeasures shall be used. If unexpected fatigue is experienced a controlledrest procedure, organised by the Commander, can be used if workload permits.Controlled rest taken in this way may never be considered to be part of a restperiod for purposes of calculating flight time limitations nor used to justify any dutyperiod.

c) Even though crewmembers should stay alert at all times during flight, unexpectedfatigue can occur as a result of sleep disturbance and circadian disruption. To coverfor this unexpected fatigue, and to regain a high level of alertness, a controlled restprocedure on the Flight Deck can be used. Moreover, the use of controlled rest hasbeen shown to increase significantly levels of alertness during the later phases offlight, particularly after the top of descent, and is considered a good use of CRMprinciples. Controlled rest should be used in conjunction with other on board fatiguemanagement countermeasures such as physical exercise, bright cockpitillumination at appropriate times, balanced eating and drinking, and intellectualactivity. The maximum rest time has been chosen to limit deep sleep withconsequent long recovery time (sleep inertia).

d) It is the responsibility of all crewmembers to be properly rested before flight.

e) Controlled rest means a period of time “off task” some of which may include actualsleep.

f) Controlled rest may be used at the discretion of the Commander to manage bothsudden unexpected fatigue and fatigue which is expected to become more severeduring higher workload periods later in the flight. It cannot be planned before flight.

g) Controlled rest should only take place during a low workload part of the flight.

h) Controlled rest periods should be agreed according to individual needs and theaccepted principles of CRM; where the involvement of the cabin crew is required,consideration should be given to their workload.

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i) Only one crewmember at a time should take rest, at his station; the harness shouldbe used and the seat positioned to minimise unintentional interference with thecontrols.

j) The Commander should ensure that the other flight crewmember is adequatelybriefed to carry out the duties of the resting crewmember. One pilot must be fullyable to exercise control of the aeroplane at all times. Any system intervention whichwould normally require a cross check according to multi crew principles should beavoided until the resting crewmember resumes his duties.

k) Controlled rest may be taken according the following conditions:

i. The rest period should be no longer than 45 minutes (in order to limit anyactual sleep to approximately 30 minutes).

ii. After this 45-minute period, there should be a recovery period of 20 minutesduring which sole control of the aeroplane should not be entrusted to the pilotwho has completed his rest.

iii. In the case of 2-crew operations, means should be established to ensure thatthe non-resting flight crewmember remains alert. This may include:

Appropriate alarm systems.

Onboard systems to monitor crew activity.

Checks by cabin crewmembers are performed at least every 20 minutes.In this case, the Commander should inform the SCCM of the intention ofthe flight crewmember to take controlled rest and of the time of the end ofthat rest. Frequent contact should be established between the flight deckand the cabin crewmembers by means of the interphone and cabincrewmembers should check that the resting crewmember is again alert atthe end of the period.

l) A minimum 20 minute period should be allowed between re st periods to overcomethe effects of sleep inertia and allow for adequate briefing.

m) If necessary, a flight crewmember may take more than one rest period if timepermits on longer sectors, subject to the restrictions above.

n) Controlled rest periods should terminate at least 30 minutes before top of descent.

COUNTERACTION AGAINST FATIGUE DURING FLIGHT:

Especially during night, alertness may be improved:

Bright cockpit illumination.

Balanced eating and drinking.

Limited physical exercise.

6.1.15 SURGICAL OPERATIONS

A fitness certificate signed by an AME doctor shall be produced prior to returning to flying dutiesafter any surgical operation.


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6.1.16 PREGNANCY

A pregnant crewmember, must notify the Company and consult the AME immediately, uponbecoming aware of such pregnancy.

Certification of "unfitness to fly" shall be in writing from the attending physician and shallindicate the expected date of delivery.Upon receipt of such a notice, the crewmember will be removed from flying duties.

6.1.17 SMOKING

Smoking on Eurocypria aeroplanes is prohibited in all aeroplane compartments during flight.

6.1.18 VISION CORRECTION

Many pilots over the age of 40 need spectacles to correct their vision for reading. Some will inaddition need correction for distant vision and a number will need correction for vision at theinstrument panel range.

Flight crewmembers whose medical certificate requires them to wear spectacles or contactlenses to correct vision must carry a spare pair of spectacles or contact lenses whilst on duty.Similar applies to cabin crewmembers.

Sunglasses can reduce vision drastically, therefore they should only be used when necessary.Sunglasses with maximum peripheral vision are recommended. These must not be polarized asthey may cause blurred and reduced vision when used in aeroplanes with laminatedwindshields.

Flight crewmembers must ensure proper fitting of the oxygen mask while wearing spectacles.On no account should thick frame spectacles be worn. Corrective or anti-glare spectacles,when worn by flight crewmembers, should be of a type that allows maximum peripheral vision.

Note: Before and during take-off, climb-out, approach and landing, the use of bright lights should berestricted to enable the eyes to adapt to darkness.

Near vision correction

Where the only correction necessary is for reading, half moon spectacles or lowersegment lenses with a neutral upper segment should be used. Full lens spectaclesshould never be worn while flying, because pilots’ tasks frequently require them tochange from near to distant vision and the latter is blurred by reading glasses.

Near and distant vision correction

Where correction for both near and distant visions is required, bifocal lenses areessential and pilots should consult with an optician, preferably with some understandingof problems with vision in aviation. Where triple correction is necessary for reading theinstrument panel range and distant vision the specialist advice is required.

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6.1.19 INJURY OR ILLNESS

COMPLIANCE WITH STATUTORY REQUIREMENTS

Any licence holder who suffers any personal injury involving incapacity to undertake thefunctions to which his license relates must notify the Cyprus DCA in writing immediately.

Any licence holder, who suffers any illness involving incapacity to undertake those functionsthroughout a period of 20 days or more, must notify the Cyprus DCA in writing by the 20th day.

The licence will be deemed to be suspended in either case, and the licence holder must applyto Cyprus DCA in written for its reinstatement when he is fit. He should be examined by an AMEand the latter's report provided the licence holder gives his written consent, will support hisapplication for reinstatement. Cyprus DCA may require the licence holder to be examined bythe authority's own doctor.

The Operations Manager must be informed whenever Cyprus DCA reinstates (or declines toreinstate) the licence.

6.1.20 CONTACT WITH INFECTIOUS DISEASE

Absence certified by a local medical officer of health, following contact with a case of infectiousdisease and in the interest of public health will be treated on the same basis as absence due tosickness but will not be charged against sick pay entitlement. If, however, the staff membersubsequently contracts the disease, absence will be treated as normal sickness absence andcharged against sick pay entitlement.

6.1.21 EMERGENCY MEDICAL KIT AND FIRST AID KITS

For a full description, refer to paragraph 6.3.5 of this Chapter

6.1.22 COSMIC RADIATION (EU-OPS 1.390)

6.1.22.1 GENERAL

Cosmic radiation is a form of ionising radiation from the sun and outer space. It was firstrecognised more than 90 years ago, but only recently it became of real concern with theintroduction of manned space flight and high flying supersonic passenger aeroplanes. Morerecently, as later generation sub-sonic passenger aeroplanes fly longer routes at higher cruiselevels, the exposure of flying personnel to cosmic radiation and its long term effect on thosewho fly regularly, particularly aircrew, has lead to new requirements being introduced by boththe European Commission (by Council Directive) and the Joint Airworthiness Authorities (EU-OPS 1.390).

6.1.22.2 REQUIREMENTS AND LEGAL ISSUES

INTERNATIONAL COMMISSION ON RADIOLOGICAL PROTECTION (ICRP)

In 1991 the ICRP recommended an occupational exposure limit of 20 mSv per year forexposure of air crewmembers to cosmic radiation in jet aeroplanes.

EURATOM - EU COUNCIL DIRECTIVE 96/29

Following the recommendations from the ICRP in 1991, the European Commission considersair crewmembers to be “occupationally exposed workers” to low doses of cosmic radiation.


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Council Directive (96/29/Euratom of 13 May 1996), which became effective on 13 May 2000,requires airlines “to take account of exposure to cosmic radiation of aircrew who are liable to besubject to exposure of more than 1mSv per year ”. Article 9 §1 defines the dose limits of ionisingradiation for exposed workers as follows:

"The limit on effective dose for exposed workers shall be 100 mSv in a consecutive five-yearperiod, subject to a maximum effective dose of 50 mSv in any single year. Member States maydecide an annual amount."

It is important that crewmembers have some basic knowledge about cosmic radiation and inparticular the risk to health, even though the risk is extremely low.

Note: Ionising radiation is measured in GRAYS (Gy), and the biological effect (which depends uponthe type of radiation) is measured in SIEVERTS (Sv). 1 Milli-Sievert (mSv) = 0.001Sv,1 Micro-Sievert (μSv) = 0.001 mSv.

EU-OPS 1.390

a) EU OPS 1.390 requires that aeroplanes intended to be operated above 49,000 fthave to be equipped with an instrument to measure and indicate (visible for theflight crew) continuously the dose equivalent radiation.

b) Additionally, the Company shall take account of the in-flight exposure to cosmicradiation of all crewmembers while on duty (including positioning) and shall take thefollowing measures for those crew liable to be subject to exposure of more than 1mSv per year:

i. Assess their exposure.

ii. Take into account the assessed exposure when organising working scheduleswith a view to reduce the doses of highly exposed crewmembers.

iii. Inform the crewmembers concerned of the health risks their work involves.

iv. Ensure that the working schedules for female crewmembers, once they havenotified the operator that they are pregnant, keep the equivalent dose to thefoetus as low as can reasonably be achieved and in any case ensure that thedose does not exceed 1 mSv for the remainder of the pregnancy.

v. Ensure that individual records are kept for those crewmembers who are liableto high exposure. These exposures are to be notified to the individual on anannual basis, and also upon leaving the operator.

6.1.22.3 EARTH’S EFFECT ON COSMIC RADIATION

Cosmic radiation consists of galactic radiation from outer space and solar radiation from thesun. Most of the radiation from cosmic sources is prevented from entering the atmosphere by amagnetic field surrounding the earth, which acts as a shield. The effect is greatest at theequator where the lines of force are horizontal, and least at the magnetic pole where lines arealmost perpendicular; levels of radiation are to 2 to 3 times higher above the poles than abovethe equator. For example, the level of radiation experienced on a London to Los Angeles flightwould be twice that of a similar duration flight from Dubai to Sydney. As well as increasing withgeomagnetic latitude the intensity of cosmic radiation, because of attenuation by theatmosphere, also increases with altitude, levels of radiation at 43,000ft are roughly doublethose at 35,000ft (below 29,000ft they are insignificant).

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Further variation results from the 11-year solar cycle, the increased magnetic field effect duringmaximum solar activity reduces the radiation from galactic sources by some 30%.

Small amounts of natural ionising radiation, originating from terrestrial and cosmic sources arealways present on the earth’s surface; in addition, radiation form manufactured sources,industrial and medical (therapeutic radioactive substances and diagnostic X-rays) increases theoverall level. The average dose of this background radiation in the UK is 2.5 mSv, of which 10%is from cosmic sources.

Medical X-rays examinations expose a person to various levels of radiation; for instance, theordinary chest X-ray results in a dose of about 0.02 mSv, whereas a barium enema may wellexpose the patient to 6.0 mSv.

6.1.22.4 EXPOSURE TO COSMIC RADIATION DURING FLIGHT

Air crewmembers are exposed to higher dose rates with the actual levels depending very muchon operational factors. From actual measurements and theoretical estimates (revised manytimes over the last decade), it is now possible to calculate the levels of cosmic radiation likely tobe present in the earth’s atmosphere for most areas and operating altitudes. For example, doserates at 39,000ft on routes at latitudes below 30 deg, average less than 2.0 μSv / hr. (0.002mSV/ hr.). Air crewmembers operating in these areas are virtually free from any risk. Between30deg and 50deg, average dose rates of 6.0 μSv / hr. (0.006 mSv/hr.) become more significant,at higher latitudes dose rates increase to a maximum of approximately 10.0 μSv / hr. (0.01mSv/hr.).

Radioactive materials (mostly substances used in medical diagnosis and treatment) are notcarried as cargo on Eurocypria aeroplanes, but all aircrew should be aware of this additionalsource of ionising radiation, although international safety regulations aimed at controllingpackaging and radiation levels do exist.

6.1.22.5 RISK TO HEALTH

Because of the extensive media coverage that follows accidents at nuclear power stations,such as those at Three-Mile island in the USA and Chernobyl in the USSR, most people areaware of the effects of radiation on humans, particularly those resulting in various forms ofcancer. As radiation is such an emotive subject the possible effect on the health of aircrewmembers need to be considered as dispassionately as possible.

The French DGAC and the IPSN (Institut de la Protection et de la Sûreté Nucléaire) state thatno study as of today showed any measurable effect of radiation levels on crew health sustainedin flight. Levels where radiation effects would start to be measurable are estimated to be around120-150 mSv per year. With regard to flight crew mortality independent analysis of the BritishAirways pension scheme data and of British Airways own data for the period between 1950 and1992 shows an increased life expectancy for pilots of between 3 and 5 years when compared tothe general population. Death rates from heart disease and all cancers combined wereconsiderably less than for the population of England and Wales. Although rare, death frommelanoma (which is directly associated with sun exposure) was the only cause of cancer inexcess. Cancers such a leukaemia, which may be linked to radiation exposure, was lowerwithin the British Airways pilot population.

The risk of developing cancer from exposure to cosmic radiation is difficult to calculate and, asit is generally accepted that estimates may not be too accurate, a safety margin of 20% is used.A recent estimate, extrapolated from a well accepted numerical model, is that 1 mSv of


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radiation causes cancer in 4 out of every 100,000 people. Thus for a crewmember exposed to 5mSv a year flying for 20 years (most unlikely), the risk of developing radiation induced cancerwould be 0.4%. About 25% of the population will die from some form of cancer, which bringsthe overall risk of dying from cancer from 25% to 25.4%. This very small increase can becompared with other risks to health. For example, it has been estimated that just living with aperson who smokes 20 cigarettes daily for 20 years increases the chance of developing lungcancer by about 4%. It should also be noted that several studies have examined cancer rates inflying personnel, but none has produced strong enough evidence to suggest any increaseassociated with their working environment.

6.1.22.6 PREGNANCY

Of particular concern for female crewmembers are the effects of cosmic radiation onpregnancy; scientific evidence has shown that the embryo and foetus are considerably moresensitive than an adult. The unborn child is most vulnerable during the early part of thepregnancy when exposed to radiation may result in the loss of the embryo, or after nine days,some form of congenital malformation; from the 8th to the 20th week retarded physical andmental development may occur. Childhood leukaemia and other cancers may follow exposureto radiation at any time during pregnancy. The dose of radiation necessary to produce theseeffects is estimated to be between 10mSv and 30 mSv. It is current ly recommended that femaleAir crewmembers should not be exposed to more than 1 mSv during pregnancy. However,should the crewmember wish to continue flying for 3 to 4 months (and the airline allows it), asuitable roster, restricted whenever possible to short sectors, ought to ensure a total exposureof significantly less than 1 mSv.

6.1.22.7 IONISING RADIATION

Radiation (the transport of energy through space) can for practical purposes be divided intonon-ionising and ionising radiation. Non-ionising radiation consists mainly of electromagneticradiation such as radio waves, ultraviolet and infra-red radiation. Ionising radiation, with itsmuch greater energy (able to ‘knock out’ orbital electrons from atoms - ionisation), consists ofboth high energy electromagnetic radiation, like X-rays, gamma rays and particulate radiation(sub-atomic particles), such as neutrons, protons and alpha particles. Because of its effect onliving cells as it passed through the body, ionising radiation is the more dangerous.

As mentioned earlier, dose levels of ionising radiation received are measured in Grays (Gy),and the biological effect (dose equivalent) is measured in Sieverts (Sv). As different types ofradiation have different biological effects it is necessary to apply a quality factor “Q” todetermine the dose equivalent. For example, the Q-factor for X-rays is one, whereas forneutrons and alpha particles it is 20.

The permissible dose rate for the public is 1 mSv per year, that for radiation workers is 15 mSvaveraged over 5 consecutive years, with no more than 20 mSv in a single year. Pregnantwomen workers, after the declaration of pregnancy are limited to an additional effective dose of1 mSv. In the UK, for several years, the average annual dose for radiation workers has beenless than 3 mSv, and from a number of estimates it has been calculated that UK based aircrewmembers receive an average of around 2.5 mSv every year.

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6.1.22.8 EXPLANATION OF COSMIC RADIATION

Cosmic radiation consists of highly penetrating galactic radiation from outer space and lowerenergy solar radiation from the sun. Most of the sub-atomic high energy primary particles ofgalactic radiation, mainly protons and alpha particles, that originate from outside the solarsystem collide with atoms of oxygen and nitrogen in the upper atmosphere realising secondaryparticles, protons, neutrons and gamma radiation. Although these secondary particles have lessenergy than the primary particles, they still have the power of intense ionisation.

The increased magnetic field during maximum solar activity, which reduces the overall radiationfrom galactic sources, particularly the low-energy particles, has its greatest effect at thegeomagnetic equator and it’s lowest at the magnetic poles. At this time the mean effective doseof galactic radiation at 20,000 ft it is twice as high at the poles as at the equator and at 40,000 ftit is almost three times higher.

The low-energy particles (mainly protons and electrons) of solar radiation do not contributesignificantly to levels of cosmic radiation except at times of increased sunspot activity and solarflares. This activity varies over an 11-year cycle (the next solar maximum is the year 2011).Even during maximum solar activity, very little additional radiation reaches the earth. However,a flare may contain a massive number of solar particles so that the overall level of cosmicradiation in the earth’s atmosphere is increased significantly. Although most unlikely, it ispossible for a large solar flare to increase levels of cosmic radiation.

Unfortunately, it is not possible to predict the onset of flares, nor is it possible to give muchmore than 15 to 30 minutes warning when they do occur. However, once a flare has beendetected and the amount of radiation recorded, it is possible to identify relevant flights andcalculate the dose received by the crew and passengers. The last major flare occurred in 1956when radiation dose rates at 33,000 ft increased to almost 10 mSv/hour.

6.1.22.9 ESTIMATING LEVELS OF COSMIC RADIATION

The amounts of cosmic radiation likely to be experienced on different flights can be estimatedusing a suitable computer software program. By entering a number of flight parametersincluding departure and arrival aerodromes, time at cruise altitude and time en-route, someprograms such as the FAA’s CARI-6, can also allow for variations in the solar cycle by enteringthe “heliocentric potential”. This is a number available fr om the FAA’s Civil Aviation MedicalInstitute (CAMI) and which is updated monthly.

Employing the computer program to calculate doses for various routes, using typical crewrostering and applying average flying hours it can be shown that a yearly dose of 2 mSv is mostunlikely to be exceeded by any crewmember.

Assessment of exposure level can be made by the EU-OPS 1 method described below or othermethod acceptable to the Cyprus DCA.

1. The table published below is for illustration purposes and is based on the CARI-3computer program; it may be superseded by updated versions. The uncertainty onthese estimates is about ± 20%. A conservative conversion factor of 0.8 has been usedto convert ambient dose equivalent to effective dose.

2. Doses from cosmic radiation vary greatly with altitude and also with latitude and withthe phase of the solar cycle. The table below gives an estimate of the number of flyinghours at various altitudes in which a dose of 1 mSv would be accumulated for flights at60° N and at the equator. Cosmic radiation dose rates change reasonably slowly withtime at altitudes used by conventional jet aeroplanes.


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3. The table below can be used to identify circumstances in which it is unlikely that anannual dosage level of 1 mSv would be exceeded. If flights are limited to heights of lessthan 8 km (27 000 ft), it is unlikely that annual doses will exceed 1 mSv. No furthercontrols are necessary for crewmembers whose annual dose can be shown to be lessthan 1 mSv.

4. Current computer program version, CARI-6 developed at the FAA's Civil AerospaceMedical Institute (CAMI) can also be used to calculate the effective dose of galacticcosmic radiation received by a crewmember flying an approximate great-circle route(the shortest distance) between two aerodromes. For a pregnant crewmember, theeffective dose is a reliable estimate of the equivalent dose received by the conceptus.An interactive Web version of CARI-6 can be run, at no charge, at the RadiobiologyResearch Team Web site.

http://www.cami.jccbi.gov/aam-600/610/600radio.html

Also, there are two versions of the CARI program that can be downloaded from thesame site, CARI-6 and CARI-6M. The downloadable version of CARI-6 is moresophisticated than the interactive Web version. Both assume a great-circle routebetween origin and destination aerodromes, but the downloadable version allows theuser to enter, store, and process multiple flight-profiles, and to calculate dose rates atuser-specified locations in the atmosphere. CARI-6M allows the user to specify theflight path by entering the altitudes and geographic co-ordinates of waypoints.

HOURS OF EXPOSURE FOR EFFECTIVE DOSE OF 1 MILLISIEVERT (mSv)

Altitude (feet) Altitude (km) Hours at latitude 60o N Hours at equator

27 000 8.23 630 1330

30 000 9.14 440 980

33 000 10.06 320 750

36 000 10.97 250 600

39 000 11.89 200 490

42 000 12·80 160 420

45 000 13·72 140 380

48 000 14·63 120 350

6.1.22.10 EUROCYPRIA AIRLINES STUDY ON COSMIC RADIATIONIn March 2007, the Company carried out a study to assess the in-flight exposure to cosmicradiation of all Eurocypria air crewmembers while on duty, in accordance with the requirementsset by EU-OPS 1.390. The data used for the study covers the period 1-Jan-2006 to 31-12-2006.

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ECA air crewmembers were divided in 8 categories, depending on their total block hours.

RESULTS

ECA Cosmic Radiation Exposure Levels - Y2006

GROUP EXPOSURE BAND GROUP’S %EXPOSURE LEVELS

mSV

A 1000 - 900 1.76% 3.8278

B 900-800 3.96% 2.9356

C 800-700 14.98% 2.8808

D 700-600 25.56% 2.3194

E 600-500 20.26% 2.1355

F 500-400 10.57% 1.9709

G 400-300 4.41% 1,4382

H 300-0 18.5% 1.1083

As a benchmark for this assessment, the extensive Cosmic Radiation Exposure studies carriedout by British Airways and Air France were taken into consideration. Their results areconsistently showing the following levels:

Long haul aeroplanes: 4 – 6 mSv per year.

Short haul aeroplanes: 1 – 3 mSv per year.

If we consider explicatively the average results for groups C, D, E, F, representing 72% of ECApersonnel - 2,32665 mSv/year and use the above levels as a benchmark (norms), the resultsevidently agree, falling in the upper band of short haul boundaries, which is quite natural, takinginto account the long UK and Nordic sectors operated by Eurocypria.

CONCLUSIONS

a) The overall occupational Cosmic Radiation Exposure for all Eurocypria aircrewmembers is well within the safe yearly limits, set by EURATOM Council Directive 96/29.

b) The overall occupational Cosmic Radiation Exposure for all Eurocypria aircrewmembers is above the 1mSv per year, which requires compliance with EU-OPS1.390(a)(3) and (4).

c) Group A, who achieve the highest level of CRE represents only the 1.76% of allEurocypria aircrew members. Therefore, we conclude that, with more balanced crewplanning and crew utilization, we may achieve a further reduction to the highest level ofCosmic Radiation Exposure.


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RECOMMENDATIONS

I. Taking into account the results of this study and the international standards andrecommendations regarding the safe levels of Cosmic Radiation Exposure, it isrecommended that Eurocypria Airlines establishes for its present short/medium hauloperation, a high level CRE threshold value equal to:

5mSv / per year

Note: According to ACJ OPS 1.390(a)(2) – “For the purpose of this regulation crewmembers,

who are likely to be exposed to more than 6mSv per year are considered highly exposedand individual records of exposure to cosmic radiation should be kept for each

crewmember concerned”.

II. Individual crewmember records to be maintained only if Group A representativesexceed the HIGH LEVEL threshold value of 5mSv per year.

III. For pregnant female crewmembers, working schedules shall not exceed the amount of250 block hours once they have notified the Company that they are pregnant.

IV. The Company will disseminate CRE information to all flight, cabin and crew rosteringpersonnel, in order to ensure their awareness and compliance with EU-OPS 1.390(a).

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6.2 TROPICAL MEDICINE

6.2.1 TROPICAL CLIMATE

Two types of climate can be expected in the tropical zone:

1. The dry desert climate with very high day temperatures and very cold nights.

2. The humid hot climate with both day and night high temperatures and humidity around90 %.

These very hot and humid conditions can be very tiring and tend to reduce working intensity.When the surrounding temperatures are higher than those of the body, the defence mechanismof the body emits heat in the form of perspiration. If we perspire a lot we should increase ourliquid and salt intake.

It is important to protect ourselves from:

a) Ultraviolet radiation of the sun. This is the radiation that causes sunburn or snowblindness. Protection against ultraviolet radiation is best achieved by limiting oursunbathing to short periods, by the use of barrier creams and lotions and by the use ofreliable sunglasses.

b) Infrared radiation. This is the radiation that causes "sun-stroke" and can be guardedagainst by the use of light coloured headwear.

Be careful of alcoholic intake. Siesta during the hot hours of midday is recommended.

6.2.2 HYGIENE

Particular care should be taken regarding hygiene in hot countries.

Drinking Water

Supply of pure drinking water is the exception in tropical and sub-tropical areas. Waterfrom the tap must be regarded as infected, even when it is merely used for brushing theteeth. As a rule, do not drink any water that is not purified by boil or by chemicaldisinfection (chlorination). The common infections dealing with water are typhoid fever,paratyphoid fever, and dysentery.

Milk

Unboiled milk can be a source of infection.

Recommended drinks

Drink only boiled drinks and beverages in bottles. Make sure the bottles are opened inyour presence.

Ice

Ice is very often contaminated. Do not use ice in your drinks.

Fruit

Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruits are oranges,bananas, mangoes, pineapples, etc. Wash fruit before peeling and grapes beforeeating.


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Salads and Raw Vegetables

Eating salads or raw vegetables runs the risk of worm infestation or of contractingamoebic dysentery.

Meats

Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats.

Fish

Eat only fresh fish which is freshly cooked. Avoid shellfish especially oysters.

Bathing

Use only purified pools or open sea. Fungus diseases are common in hot humidclimates. When bathing, it is advisable to plug your ears with cotton wool to preventfungus infection of ear canal. Also wear shoes at poolside to avoid fungus infection offeet.

6.2.3 TROPICAL DISEASES

Tropical diseases are not confined only to tropical areas but can occur almost anywhere.However, their occurrence and frequency are influenced by local factors.

Tropical diseases are mainly transmitted in the following ways:

Through insect stings or bites.

Through healthy skin by other parasites.

Through food and drink.

From the ground.

Person to person.

The following insects can transmit diseases:

Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sand fly Fever .

Tsetse Fly (Central Africa) transmit sleeping sickness.

Lice transmit Typhus, relapsing fever, spotted fever.

Rat Fleas transmit Plague.

Protective measures against insects:

Sleeping quarters should be free of insects. Use mosquito nets over beds. Netsshould be stretched tight and should not come in con tact with body or useinsecticide. Protect the skin by using an insect repellent.

Following diseases are contracted through the skin:

Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from suchsnails into the water and on contact with the skin into the human body.

Weil's Disease: The germs of this disease are excreted in rat's urine. They canpenetrate the skin of bathers.

Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters,in shallow rivers and lakes, hardly ever in seawater.

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Protective measures to avoid infection through the skin:

Avoid inland water. Bath only in pools with purified water or in the sea. Use cottonwool earplugs. Wear shoes when walking around the pool.

6.2.4 MAIN TROPICAL DISEASES

6.2.4.1 AMOEBIASIS (amoebic dysentery)

Causative Parasite:

Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica. Thisis followed by an infection of the intestinal tract.

Transmission:

Although most common as an endemic disease of tropical and sub-tropical countries,unsanitary disposal of excreta and primitive methods of water purification may result in itsintroduction into temperate zones.

Source of Infection:

Water polluted by infected faeces is the commonest source of infection, hence theprophylactic importance of safe drinking water. Other sources of infection are foods grownon soils manured by infected excreta, flies and food handlers.

Clinical features:

Clinically the disease is characterised by an insidious onset, frequent febrile relapses and atendency to chronicity. Diarrhoea is the outstanding symptom, but it may be absent. Thereis abdominal pain with blood and mucus in the stools.

Complications:

i. Inflammation of the liver.

ii. Liver abscesses.

iii. Inflammation of the gall bladder and bile ducts.

Treatment:

It consists of rest, diet and a course of therapy which varies depending on the case.

Precautions:

No vaccination or inoculation is available, nor is there any chemical prophylaxis such as theone used to prevent Malaria. General hygiene measures must be taken.

6.2.4.2 MALARIA

Geographical area:

In various countries; the Company will provide information.

Transmission:

Infection takes place through the bite of an infected anopheles mosquito and transmissionof the parasite into the human blood stream.


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Symptoms:

An acute, sometimes chronic, often recurrent, febrile disease characterised by periodicparoxysms of chills followed by high fever and sweating due to the presence of parasites inblood. The early stages of the illness can very easily be confused with many otherinfectious diseases. Moreover, if this occurs after returning to a temperate climate countryand the doctor may not be able to diagnose immediately the possibility of Malaria infection.

Development period:

The development period usually ranges from 10 to 35 days.

Morbidity:

Malaria causes several million deaths each year.

Precautions:

Preventive measures include use of insect repellent sprays to protect skin, screens ondoors and windows, mosquito netting in bedrooms, sufficient clothing to cover as much aspossible the skin surface against mosquito bites (this is important after sunset).

It is not possible to produce permanent immunity either chemically or by use of vaccines.Therefore, taking preventive chemical drugs is the only effective method as long as they aretaken regularly.

Treatment:

Medical supervision is required. Malaria can be fatal if treatment is delayed. Therefore, aftervisiting a malaria region, if you feel unwell or have an unusual temperature within fourweeks of leaving the area, consult a doctor immediately.

6.2.4.3 TYPHOID AND PARATYPHOID FEVERS

They are intestine diseases characterised by high fever and intestinal symptoms.

Geographical area:

The disease is likely to occur wherever the water supply is impure. In general, the lesssatisfactory the hygiene is the more common enteric fever can be. However, with the use ofadequate drugs cases of death are now rare.

Transmission:

Typhoid fever is conveyed by water contaminated by sewage, by articles of food grown inor gathered from water, e.g. shellfish and watercressor by dairy or cooking utensils washedin such water.

Paratyphoid fever is rarely water borne and recorded epidemics are few. The disease isusually spread by foodstuff contaminated by carriers in the air.

Symptoms:

Vague symptoms of illness, tending to increase in severity throughout the first week.Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia and thirst,abdominal discomfort, temperature rising to 40°C, diarrhoea with or without bleeding.

Development period:


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Precautions:

Keep a strict hygiene of food and drink intakes. Vaccinations are available. The vaccinationis not an international requirement for entry into any country. Vaccination is stronglyrecommended when travelling to regions of known generally poor hygiene.

Note: Air crewmembers should not fly within 48 hours after vaccination. Vaccination may befollowed by a slight general feverish reaction.

6.2.4.4 Cholera

Geographical area:

Outbreaks of the disease usually are explosive and limited. Cholera is endemic in manyareas of Asia and Africa.

Transmission:

Cholera is spread by the intake of water and food contaminated by the excrement ofpatients.

Symptoms:

Sudden onset; initial symptoms are nausea, vomiting and diarrhoea, with variable degreesof fever and abdominal pain.

If diarrhoea is severe the resultant dehydration may lead to intense thirst, muscle crampsand weakness.

Development period:


Prognosis:

In many cases the outlook depends largely on early and adequate therapy.

Precautions:

Strict hygiene of food and drink is required. In many countries cholera has been controlledby the purification of water supplies and proper disposal of human excrement.

6.2.4.5 DYSENTERY

Definition:

An acute infection of the bowel characterised by frequent passage of stools accompaniedby abdominal cramps, malaise and fever.

Geographical area:

Occurrences are world-wide, but it is particularly common in hot climates.

Transmission:

The source of infection is the excreta of infected individuals. Organisms are spread fromindividual to individual by the direct faecal-oral route. Indirect spread by contaminated foodand inanimate objects is common, but water borne disease is rare. Flies serve as carriers inthe air.


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Epidemics occur most frequently in overcrowded populations with inadequate sanitation. Itis particularly common with younger children living in endemic areas, whereas adults in thesame areas are relatively resistant to infection and usually have less severe disease.

Symptoms:

It depends on the severity. It may have painful colicky diarrhoea and also high bodytemperature and vomiting. The disease usually develops different ly for each individual.

Development period:

The development period is usually very short, from a few hours to a few days.

Precautions:

There is no effective vaccination. Strict hygiene of food and drink is required.

Treatment:

There are many effective medicines available for disinfection of the gastro-intestinal tract. Itis advised to consult a doctor.

6.2.4.6 YELLOW FEVER

Definition:

An acute infectious virus disease which occurs in tropical and sub-tropical zones.

Geographical area:

Mainly in tropical Africa and South and Central America. It is unknown in Asia.

Transmission:

The virus that causes the disease is transmitted by the bite of a female mosquito, whichpreviously has become infected through feeding on the blood of a patient during the earlystages of an attack.

Symptoms:

Characterised by sudden onset, fever with relatively slow pulse, the face is flushed, eyesinfected, gums congested, tongue red and pointed. Vomiting and constipation are common.Jaundice appears after the third day.

Development period:


Precautions:

By vaccination. The period of validity of vaccination is 10 years.

6.2.5 MEDICAL

6.2.5.1 EMERGENCY MEDICAL KIT AND FIRST AID KITS

One Emergency Medical Kit (MD) and two First Aid Kits are installed on board each aeroplanefor medical emergencies. The Emergency Medical Kit is placed in the compartment behind theco-pilot’s seat, in the Flight Deck on each aeroplane. Its use must be approved by the

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Commander. The First Aid Kits are located in specific places in the passenger cabin as per theemergency equipment diagram.

The Commander shall ensure that drugs are not administered except by qualified doctors,nurses or similarly qualified personnel.

NOTE: An entry in the technical log must be made whenever the Emergency Medical Kit or aFirst Aid Kit is opened, whether any contents have been removed or not.

The contents of the emergency medical kit and the first aid kit are specified on the followingpages.


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EMERGENCY MEDICAL KIT

ITEM QUANTITY DESCRIPTION

1 1 List of contents with description for use of medicine

2 1 Sphygmomanometer, Non mercury

3 1 Stethoscope

4 1 Scalpel Disposable

5 1 Ampoule Opener Knife

6 1 Tourniquet

7 1 Scissors

8 2 Disposable Gloves, Pair M, L

9 2 Syringe 10ml Disposable



12 5 Cannula 20G-No 1 Disposable

13 5 Cannula 24G-No 17 Disposable

14 1 1V Administration set for gravity infusion

15 2 IV Cannula with injection port 20G

16 2 IV Cannula with injection port 18G

17 4 Closingcone Combi Red

18 1 Straus Cannula Luer D=1 1,8 MM

19 1 Contaminated Sharps Container

20 2 IV DressingSterile

21 1-10 Gauze Swabs

22 10 Antiseptic Alcohol Swabs

23 2 Antiseptic Liquid 6ml

24 1 Leukosilk Tape

25 3 Airways or Pharyngeal Size 2,3,5

26 1 Catheter Urine CH 12 Disposable

27 4 amp Adrenaline Solution 1:1000

28 2 amp AtropineSulphate 0.5 MG

29 2 amp Lanoxin 0.5 MG

30 1 spray Isordil Spray

31 2 amp Theophylline Solution 200 MG

32 1 spray Bricanyl Inhaler

33 4 amp Lasix 20MG

34 5 amp Glucose Solution 10 ml 50%

35 2 amp Pethidine 50MG 1ml

36 2 amp Valium 10MG 2 ml

37 1 amp Primperan 10 MG 2 ml

38 2 amp Bouscopan 20 MG 1 ml

39 1 amp Solucortex 100 MG

40 1 amp Tavegyl 2 MG 5 ml

41 1 amp Methylergometrine 0.2 MG 1 ml

42 1 Water for injections 50 ml

43 1 Ringer Solution

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FIRST AID KITITEM QUANTITY DESCRIPTION

1 1 First Aid instructions in English, German, French

2 1 List of contents with description for use of medicine in English

3 1 “Ground/Air visual code” (placard)

4 2 Arm splint non-inflatable

5 2 Leg splint non-inflatable

6 4 White elastic bandage 4m x 10cm

7 2 White elastic bandage 4m x 6cm

8 1 Special burn compress, 80 x 120cm

9 2 Special burn compress, 80 x 60cm

10 1 Metalline dressing kit (for sever burns non adherent)

11 4 Bandage compress (wound dressing with bandage) 10 x 12cm

12 4 Bandage compress (wound dressing with bandage) 8 x 10cm

13 10 Gauze compress, sterile 7,5x 7,5cm

14 5 Triangular bandage

15 1 Tourniquet

16 1 Adhesive tape, standard roll

17 1 Adhesive bandage compress, 5 x 0,5cm

18 2 Adhesive wound closures

19 1 Packagesafety pins

20 1 Bandage scissors

21 1 Tweezers, pointed

22 1 Tweezers, blunt

23 20 Antiseptic alcohol swabs

24 4 Antiseptic liquid

25 1 Remedy for wounds/burns, standard tube

26 1 Disposable resuscitation aid

27 1 Pair of disposable gloves small

28 1 Pair of disposable gloves medium

29 1 Pair of disposable gloves large

30 1 Medicine for stimulating circulation 15ml

31 1 Anticemetic 50 tablets

32 20 Analgesic (cramp, abdominal difficulties)

33 10 Simple analgesic

34 30 Analgesic paracetamol (pain and fever relieving)

35 10 Analgesic suppository for children (pan and fever relieving)

36 20 doses Nasal decongestant (all kinds of colds)

37 20 tab Antihistamine (against allergies, hay fever)

38 10 ml Eye drops

39 10 tab Loperamide (against diarrhoea)

40 30 tab Medical charcoal (against acute diarrhoea and food poisoning)

41 20 tab Gastric anti acid

42 20 tab Tablets (nausea, vomiting –travel sickness)

43 5 sup Suppository for children (nausea, vomiting – travel sickness)

44 10 sticks Ammonia inhalants (reviving unconsciousness)


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6.3.6 MEDLINK IN-FLIGHT MEDICAL SERVICES

There are occasions, when during in-flight medical emergencies the crew may need to consulta doctor on how to help a sick passenger and/or to obtain advice on whether a diversion wasnecessary. There have also been cases when medical advice on whether to accept a sickpassenger to fly was needed.

During a medical situation, crewmembers can use MEDLINK’s highly trained communicationspecialists who will coordinate with doctors providing medical guidance and assistance beforeor during flight.

Contact with MEDLINK may be made through the following telephone numbers or frequencies:

SERVICE TELEPHONE NUMBER

MEDLING IN-FLIGHT 001-602 747 9600

MEDLINK IN-FLIGHT HF Radio via Stockholm or Berna Radio services providers

GATE SCREENING 001-480 333 3872

During flight, if there is a medical problem with a passenger, the cabin crewmembers shouldnotify the Commander who will in turn contact Stockholm Radio and request a phone patch toMedLink. The cabin crewmembers will also gather relevant medical information and completethe MedLink checklist. This checklist, once completed, should be passed on to the Commanderwho will pass the information to MedLink.

MedLink’s physicians will assist volunteers (such as one or more members of the flight crew) oran on-board medical professional to provide care appropriate for the patient. MedLink is awareof the contents of our on-board medical kits and will determine whether these can be used forthe treatment of the passenger.

MedLink’s physician will assist in:

a) Assessing the severity of any in-flight injury or illness, and

b) Provide treatment instructions to the volunteers or on-board medical professionals.

MedLink may also assist in coordinating the transportation of the patient to the hospital. Thecoordination may include:

a) Contacting the hospital and arranging the transportation and admission of the patient.

b) Contacting an emergency medical ambulance service to arrange for transportation ofthe patient.

c) Provide the flight crew with the name, location and/or contact information of the hospitalor emergency medical ambulance service.

The Commander will be advised if the passenger’s condition is stable enough to continue to theoriginal destination or if a diversion is recommended.

When required, MedLink will assist in coordinating the transportation of the patient to a hospitalat the flight final or any intermediate destination.

GB (OM A)

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Before flight, if there is any medical issue for which assistance or advice is required, either theCommander or the Handling Agent / Customer Services Officer can contact MedLink using theGate Screening number.

Copies of this checklist will be placed in the spare forms folder.


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GB (OM A)

6 - 36




6 - 37


6.3.7 ILLNESS AND INJURIES

In case a passenger or crewmember falls seriously ill or becomes injured on board, theCommander shall:

a) Decide, in consultation with the SCCM, whether the flight shall proceed according toplan.

b) If a medical doctor or nurse is on board, seek his advice. Such advice is, however, notnecessarily binding, as it does not relieve Eurocypria of its responsibility towards thesick passenger.

c) Information about medical facilities at or near en-route aerodromes may be availablewith ATC upon request.

d) If additional medical advice is deemed necessary this can be obtained from MedLink.

6.3.8 CONTAGIOUS (INFECTIOUS) DISEASES ON BOARD`

If a passenger or crewmember seems to show symptoms of a contagious disease (e.g. plague,cholera, yellow fever, typhoid fever, typhus), the Commander shall comply with the internationalsanitary regulations as follows:

a) The handling agent at the aerodrome of arrival shall be notified at once by radio.

b) After landing, nobody except the aerodrome medical personnel shall be admitted onboard.

c) No passenger or crewmember shall disembark until the permission of the aerodromemedical authorities has been obtained.

d) Any case of illness and the sanitary action taken shall be reported in writing on theJourney Log and other document provided by the aerodrome authorities, stating thename(s) of the person(s) concerned.

When taking a decision as to whether there is a possible case of one of the infectious orcontagious diseases mentioned below, the captain shall consider the following:

a) The initial symptoms of the above mentioned diseases consist of moderate high to hightemperature, except in the case of cholera which begins as very obstinate diarrhoeaattended by violent vomiting.

b) An infectious or contagious disease shall have infected the patient, and consequently atthe time of the infection he shall have stayed somewhere in the world, where this illnessoccurs. For this reason the sick passenger should be asked where he has stayedduring the preceding fortnight, and this should be taken into consideration in decidingon the possibility of infection. In the affirmative case it is necessary to combineepidemiological facts with the symptoms of the passenger. If the situation demandsfurther information this should be obtained from the local authorities of the aerodromeof departure or arrival.

6.2.9 DEATH ON BOARD

In case of death occurring on board the aeroplane, the following procedures are applicable:

a) If possible a doctor on board shall declare death.

GB (OM A)

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b) In general the flight may proceed to the scheduled destination. If the death takes placeshortly after take-off it might be preferable to return to the aerodrome of departure. TheCommander may however decide to land at the nearest suitable aerodrome, if the cause ofdeath and/or the possibility of infections require so.

c) The Company representative or Handling Agent and the medical and police authorities atthe aerodrome of intended landing, shall be notified at once by radio, stating the possiblecause of death.

d) The deceased should be laid down, hands crossed and eyes closed, if possible out of sightof the other passengers. In case of suspicion that the deceased may have suffered from acontagious disease, all precautions shall be taken to prevent infection of the otherpassengers and crew.

e) On transferring the dead body to the authorities, the Commander shall submit a shortstatement in duplicate. This statement shall contain the name of the deceased, and thecircumstances, time and geographical location of death. The duplicate copy is for Companyuse.

f) The Commander shall look after the baggage, personal belongings and jewellery of thedeceased. If no Company representative or Handling Agent is present at the aerodrome, heshall draw up, in the presence of two witnesses, a sufficient detailed description in duplicateof the deceased’s belongings, which shall be signed by the witnesses and himself. Thewitnesses should be crewmembers.

FLIGHT TIME LIMITATIONS GB (OM A)

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TABLE OF CONTENTS

Paragraph Page7.1 GENERAL PRINCIPLES ................................ ................................ .......................... 3

7.1.1 PURPOSE................................ ................................ ................................ ...37.1.2 AIM................................ ................................ .............................................. 3

7.2 APPLICABILITY ................................ ................................................................ ....... 37.3 RESPONSIBILITIES ................................................................ ................................ 4

7.3.1 EUROCYPRIA AIRLINES (THE COMPANY)................................ .................. 4

7.3.2 CREW MEMBERS................................ ........................................................ 47.4 PROVISIONS AND VARIATIONS ................................ ................................ ............. 47.5 DEFINITIONS ................................................................ ................................ .......... 47.6 CALCULATION OF A FLYING DUTY PERIOD ................................ .......................... 87.7 ADDITIONAL LIMITS ON FLYING ................................................................ ............ 8

7.7.1 LATE FINISHES / EARLY STARTS ................................ ............................... 87.8 MIXED DUTIES ................................ ................................................................ ....... 9

7.8.1 MIXED SIMULATOR AND AEROPLANE FLYING ................................ .......... 97.9 TRAVELLING TIME ................................ ................................ ................................ .97.10 DELAYED REPORTING TIME IN A SINGLE FDP................................ .................... 10

7.11 POSITIONING ................................ ................................ ....................................... 107.12 STANDBY DUTY ................................................................ ................................ ... 117.13 MAXIMUM FDP ................................ ................................................................ ..... 127.14 LIMITS ON TWO FLIGHT CREW LONG RANGE OPERATIONS.............................. 13

7.15 EXTENSION OF FLYING DUTY PERIOD BY IN-FLIGHT RELIEF ............................ 137.16 EXTENSION OF FLYING DUTY PERIOD BY SPLIT DUTY ................................ ...... 147.17 REST PERIODS ................................ ................................ ................................ .... 147.18 EXCEEDANCE OF FLIGHT DUTY PERIODS AND / OR

REDUCTION OF REST PERIODS ................................................................ .......... 167.18.1 AIRCRAFT COMMANDER’S DISCRETION TO EXTEND A FLYING DUTY

PERIOD................................ ................................................................ ..... 167.18.2 AIRCRAFT COMMANDER’S DISCRETION TO REDUCE A REST PERIOD.. 167.18.3 REPORTING EXERCISE OF DISCRETION................................................. 177.18.4 FORMS TO BE USED ................................ ................................ ................ 17

7.19 DAYS OFF ................................ ................................ ............................................ 17

7.20 ABSOLUTE LIMITS ON FLYING HOURS................................................................ 177.21 CUMULATIVE DUTY HOURS................................ ................................................. 187.22 RULES RELATING TO CABIN CREW MEMBERS ................................ ................... 197.23 RECORDS TO BE MAINTAINED ................................ ............................................ 19

7.23.1 FLIGHT AND DUTY TIME RECORDING PROCEDURE ............................... 20

7.23.2 FLYING OTHER THAN FOR EUROCYPRIA AIRLINES................................ 21

GB (OM A)

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FLIGHT TIME LIMITATIONS


7.24 VARIATION OF FLIGHT TIME LIMITATIONS SCHEME ........................................... 227.24.1 LEVEL 2 – FDP PLUS 60 MINUTES ................................ ............................ 22


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7. FLIGHT AND DUTY TIME LIMITATIONS SCHEME

7.1 GENERAL PRINCIPLES

7.1.1 PURPOSE

The purpose of this scheme is to interpret the requirements of the relevant articles of theCyprus Civil Aviation Act of 2002 and UK CAA CAP 371 (4th Edition), as applied by the CyprusDCA AIC-C011/06, as they apply to the regulation of flight times and the avoidance of fatigue increw members.

The prime objective of a flight time limitations scheme is to ensure that crew members areadequately rested at the beginning of each flying duty period and whilst flying be sufficientlyfree from fatigue so that they can operate to a satisfactory level of efficiency and safety in allnormal and abnormal situations. Eurocypria Airlines’ rostering is expected to appreciate therelationship between the frequency and pattern of scheduled flying duty periods and restperiods and time off, and give due consideration to the cumulative effects of working long hoursinterspersed with minimum rest.

7.1.2 AIM

The aim of this document is to express the intent behind the published, relevant documents,thereby taking all reasonable precautions to ensure that crew members are adequately restedat the beginning of each flying duty period. To meet this aim, due note will be taken of length ofduty cycles, periods of time off and cumulative duty hours.

Planned schedules must allow for flights to be completed within the maximum permitted flyingduty period. When assessing the planning of a schedule the time allowed for pre-flight duties,taxiing, the flight and turnaround times should be taken into account. However, it is recognisedthat on occasion a planned flight will experience unforeseen delays. Under these conditions, theaeroplane Commander may, within prescribed conditions, extend a Flying Duty Period (FDP).

7.2 APPLICABILITY

The scheme shall apply in relation to any duty carried out at the behest of Eurocypria Airlines(The Company) by both flight crew and cabin crew. The scheme shall apply to all cabin crewcarried as crew members.

It is emphasized that the e xistence of any industrial agreement cannot in any way absolveEurocypria Airlines ( The Company) or the crew member from observing any of the conditionscontained in this Flight Time Limitations (FTL) scheme.

GB (OM A)

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7.3 RESPONSIBILITIES

7.3.1 EUROCYPRIA AIRLINES (THE COMPANY)

Eurocypria (ECA) will publish rosters in advance so that operating crews can plan adequatepre-flight rest. Crew members will normally be given at least 7 days notice of days-off. Beforethe start of the new roster year, the start and finish dates of each roster period, plus theexpected publication date, will be issued to crew members.

Training for Rostering Staff must include guidance on the effects of disturbing CircadianRhythms, and sleep deprivation.

Away from base, Eurocypria (ECA) must provide for crew members both the opportunity andfacilities for adequate pre-flight rest, in suitable accommodation.

When crew member is employed on irregular basis or is allowed to undertake otheremployment, it is Eurocypria’s responsibility to ensure that the crew member satisfies theprovisions of Eurocypria’s approved Flight Time Limitations scheme and have the opportunity toenjoy adequate pre-flight rest.

7.3.2 CREW MEMBERS

Responsibility for the proper control of flight and duty time does not rest wholly with Eurocypria.Crew members have the responsibility to make optimum use of the opportunities and facilitiesfor rest provided. They are also responsible for planning and using their rest periods properly inorder to minimise incurring fatigue. Regulations place a further responsibility to crew members.Simply put, crew members shall not act as operating crew if they know, or suspect that theirphysical or mental condition renders them unfit to operate. Furthermore, they must not fly if theyknow that they are, or are likely to be, in breach of this scheme.

7.4 PROVISIONS AND VARIATIONS

The provisions in this FTL are in accordance with regulations set by the UK CAA CAP 371(4 th Edition) as applied by the Cyprus DCA AIC-C011/06. Any company variations, reflected inparagraph 7.24 of this chapter, are subject to prior approval of the Cyprus DCA.

7.5 DEFINITIONS

Unless otherwise defined below, all words, phrases, definitions and abbreviations have identicalmeanings to those described in article 129 of the UK Air Navigation Order 2000, as amended.

7.5.1 ACCLIMATISED

When a crew member has spent 3 consecutive local nights on the ground within a time zone,which is 2 hours wide and is able to undertake uninterrupted night's sleep. The crew memberwill remain acclimatised thereafter until a duty period finishes at a place where local time differsby more than 2 hours from that at the point of departure.


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7.5.2 CABIN CREW

A person employed to facilitate the safety of passengers, whose duties are detailed byEurocypria or the aeroplane Commander. Such persons will not act as a member of the flightcrew.

7.5.3 CONTACTABLE (AVAILABLE)

A short period of time during the day, other than on a 'day-off' during which Eurocypria requiresa crew member to be contactable for the purpose of giving notif ication of a duty period whichwill commence not less than 10 hours ahead. The contactable periods will be between08:00-09:30 and 18:00-19:00 local time.

7.5.4 CREW

A member of the flight crew or a cabin crew.

7.5.5 DAYS-OFF

Periods available for leisure and relaxation free from all duties. A single day off shall include2 local nights. Consecutive days off shall include a further local night for each additionalconsecutive day off. A rest period may be included as part of a day-off.

7.5.6 DISPATCH CREW

A fully qualified and current flight crew / cabin crew authorised to carry out pre-flight duties asdefined by Eurocypria.

7.5.7 DUTY

Any continuous period during which a crew member is required to carry out any taskassociated with the business of Eurocypria.

7.5.8 EARLY START DUTY

A duty is Early Start Duty if it commences in the period 05:00 to 06:59 hours local time.

7.5.9 FLIGHT CREW

Those members of the crew of an aeroplane who act as a pilot.

7.5.10 FLYING DUTY PERIOD (FDP)

Any time during which a person operates in an aerop lane as a member of its crew. It startswhen the crew member is required by Eurocypria to report for a flight and finishes at on-chockson the final sector.

7.5.11 HOME BASE

The place nominated by Eurocypria to the crew member from where the crew member normallystarts and ends a duty period or a series of duty periods and at which place Eurocypria is notresponsible for the accommodation of the crew member concerned.

7.5.12 LATE FINISH DUTY

Any duty is a Late Finish when the duty finishes in the period 01:00 to 01:59 hours local time.

GB (OM A)

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7.5.13 LOCAL NIGHT

A period of 8 hours falling between 22:00 and 08:00 hours local time.

7.5.14 NIGHT DUTY

A duty is a Night Duty if any part of the duty falls within the period 02:00 to 04:59 hours localtime.

7.5.15 POSITIONING

The practice of transferring crew from place to place as passengers in surface or air transport atthe behest of Eurocypria.

7.5.16 REGULAR

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a run of 4or 5 consecutive duties, not broken by a period of 34 hours free of such duties, contained in asingle 7 consecutive day periods.

7.5.17 REPORTING TIME

The time at which a crew member is required by Eurocypria to report for any duty.

7.5.18 REST PERIOD

A period of time before starting a flying duty period which is designed to give crew membersadequate opportunity to rest before a flight.

7.5.19 ROSTERED / PLANNED DUTY

A duty period, or series of duty periods, with stipulated start and finish times, notified by theCompany to crews in advance.

7.5.20 ROSTERING PERIOD

Four consecutive weeks.

7.5.21 SCHEDULED DUTY

The allocation of a specific flight or flights or other duties to a crew member within the pre-notified rostered / planned series of duty periods.

7.5.22 SECTOR

The time between an aeroplane first moving under its own power until it next comes to rest afterlanding, on the designated parking position.

7.5.23 SPLIT DUTY

A flying duty period which consists of two or more sectors, separated by less than a minimumrest period.


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7.5.24 STANDBY DUTY

A period during which Eurocypria places restraints on a crew member who would otherwise beoff duty. However, it shall not include any time during which the crew member is contactable forthe purpose of giving notification of a duty which is due to start 10 hours or more ahead.

7.5.25 SUITABLE ACCOMMODATION

A well furnished bedroom which is subject to minimum noise, is well ventilated and has thefacility to control the levels of light and temperature.

7.5.26 TRAVELLING

All time spent by a crew member transiting between the place of rest and the place of reportingfor duty.

7.5.27 WEEK

A period of 7 consecutive days starting at 06:00 hours local time on a Monday.

GB (OM A)

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7.6 CALCULATION OF A FLYING DUTY PERIOD

The maximum FDP, in hours and fractions of hours, will be in accordance with GB 7.13. Thetimes extracted from the tables may be extended by use of in-flight relief, split duty andCommander's discretion, under the terms of GB 7.15, GB 7.16 and GB 7.18. Where a flightcrew consists of two pilots only, any FDP involving a sector, which is planned to exceed 7 hourswill be calculated as detailed in GB 7.14.

7.7 ADDITIONAL LIMITS ON FLYING

7.7.1 LATE FINISHES / EARLY STARTS

NOTE: This paragraph only apply to crew members who are acclimatised.

a) Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is required toreport early for duty on a number of consecutive days. Therefore, not more than3 consecutive duties that occur in any part of the period 01:00 to 06:59 hours local time canbe undertaken, nor will there be more than 4 such duties in any 7 consecutive days.

Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be brokenby period of not less than 34 consecutive hours free from such duties. These 34consecutive hours may include a duty that is not an Early, Late or Night duty.

b) Crew members who are employed on a regular early morning duty for a maximum of5 consecutive duties will work to the following:

• The minimum rest period before the start of such a series of duties will be 24 hours.

• The duty will not exceed 9 hours, irrespective of the sectors flown.

• At the finish of such a series of duties, crew members will have a minimum of 63 hoursfree of all duties,

c) Should any duties be scheduled to be carried out within any part of the period 02:00 to04:59 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights, thencrew members will finish the duty preceding this series of duties by 21:00 hours local timebefore covering the block of consecutive night duties, such that the crew members can takea rest period during a local night.

d) Crew members who are employed on a regular night duty for a maximum of 5 consecutivenights will work to the following:

• The minimum rest period before the start of such a series of duties will be 24 hours.

• The duty will not exceed 8 hours, irrespective of the sectors flown.

• At the finish of such a series of duties crew members will have a minimum of 54 hoursfree of all duties.


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7.8 MIXED DUTIES

When a crew member is required to report for duty in advance of the stipulated report time for ascheduled flight, to carry out a task at the behest of Eurocypria, then the time spent on that taskshall be part of the subsequent FDP.

7.8.1 MIXED SIMULATOR AND AEROPLANE FLYING

When a flight crew member flies in the simulator, either on a check or training flight, or as aTraining Captain or Instructor, and then within the same duty period flies as a flight crewmember on a public transport flight, all the time spent in the simulator is counted in full towardsthe subsequent FDP. Simulator flying does not count as a sector, but the FDP allowable iscalculated from the report time of the simulator details.

7.9 TRAVELLING TIME

Travelling time, other than that time spent on positioning, does not count as duty.

Travelling time, from home to departure aerodrome, if long distances are involved, is a factorinfluencing any subsequent onset of fatigue. If the journey time from home to normal departureaerodrome is usually in excess of 1 1/2 hours, crew members should make arrangements fortemporary accommodation nearer to base.

When crew members are required to travel from their home to an aerodrome other than the onefrom which they normally operate, any travelling time over and above the journey time fromhome to the usual operating aerodrome will count as positioning.

GB (OM A)

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7.10 DELAYED REPORTING TIME IN A SINGLE FDP

When a crew member is informed of a delay to the reporting time due to a changed schedule,before leaving the place of rest, the FDP shall be calculated as follows. When the delay is lessthan 4 hours the maximum FDP allowed will be based on the original report time and the FDPwill start at the actual report time. When the delay is 4 hours or more, the maximum FDP will becalculated using the more limiting of the planned and actual report times and the FDP will start4 hours after the original report time.

When ECA informs a crew member before leaving the place of rest of a delay in reporting timeof 10 hours or more ahead, and that crew member is not further disturbed by ECA until amutually agreed hour, then that elapsed time is classed as a rest period. If, upon theresumption of duty, further delays occur then the appropriate criteria in this paragraph and thefirst paragraph above will be applied to the re-arranged reporting time.

7.11 POSITIONING

All time spent on positioning at the behest of ECA shall count as duty, but positioning does notcount as a sector when calculating the FDP. In these circumstances the FDP commences notlater than the time at which the crew member reports for the positioning journey, or positions inaccordance with GB 7.9, 3rd paragraph.

If, after a positioning journey, the crew member spends less than a minimum rest period atsuitable accommodation provided by ECA, and then carries out an FDP, the positioning will becounted as a sector if a split duty is claimed when calculating the allowable FDP. If it is not, asplit duty FDP will not be used.

On occasion, with the agreement of the Cyprus DCA, Eurocypria can recover a crew member tomain base from an overseas aerodrome by means of a positioning on the eighth consecutiveday of duty.


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7.12 STANDBY DUTY

The time of start, end and nature of the standby duty will be defined and notified to crewmembers. The time a standby duty starts determines the allowable FDP, except that when theactual FDP starts in a more limiting time band, then that FDP limit will apply. However, when astandby duty is undertaken at home or in suitable accommodation provided by ECA during theperiod 22:00 to 08:00 hours local time, and a crew member is given 2 hours or less notice of areport time, then the allowable FDP starts at the report time at the designated reporting place.

When a crew member is on standby duty on immediate readiness at an aerodrome, theallowable FDP is calculated using the start time of the standby duty.

If a crew member is called out from standby, the standby duty will cease when the crewmember reports at the designated reporting point.

The following limits apply:

DUTY MAXIMUM DURATION

Standby Duty (all cases) 12 hours

Standby followed by FDP As in Case A and B below

Case A Case B

If a crew member is called out from standbyto conduct an FDP before completing 6 hoursstandby duty, then the total duty periodallowed is the sum of the time spent onstandby and the FDP obtained from GM 7.13.

If a crew member is called out from standby toconduct an FDP after completing 6 hours ormore standby duty, then the total duty periodallowed is the sum of all the time spent onstandby and the FDP obtained from GM 7.13,reduced by the amount of standby worked inexcess of 6 hours.

Note: The reference to “total duty period” applies only to the sum of the “standby time achieved +the allowable FDP obtained from paragraph 7.13”. On the day, for cumulative duty totals andfor minimum rest purposes, the total duty achieved will be “standby time achieved + FDPachieved + post flight duties + any positioning”.

When any period of standby finishes, during which a call-out has not occurred, at least 12 hoursrest must follow prior to the next duty period. Similarly, following the end of a contactable periodor periods, at least 10 hours must elapse prior to the next duty period.

GB (OM A)

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7.13 MAXIMUM FDP

The standard reporting time prior to flight is 1 hour. Pre-flight duties are part of the FDP;30 minutes duty will be allowed for post-flight activities. The time spent between reporting for aflight and the completion of post-flight tasks determines the length of the subsequent restperiod.A non-standard reporting time designed to take advantage of an increased FDP from a morefavourable time band, must not be used.Report times must not be reduced in order for crew members to achieve their required rest priorto an FDP.On some occasions and on certain routes, a dispatch crew will prepare the aeroplane fordeparture. The operating crew will come on duty 30 minutes before scheduled departure time,and the FDP allowable for that crew shall be calculated from the “on duty” time.

TABLE A

(Applies when the FDP starts at a place where the crew member is ACCLIMATISED)

SECTORSLOCAL TIMEOF START 1 2 3 4 5 6 7 8+

06:00 – 07:59 13 12 ¼ 11 ½ 10 ¾ 10 9 ½ 9 9

08:00 – 12:59 14 13 ¼ 12 ½ 11 ¾ 11 10 ½ 10 9 ½

13:00 – 17:59 13 12 ¼ 11 ½ 10 ¾ 10 9 ½ 9 9

18:00 – 21:59 12 11 ¼ 10 ½ 9 ¾ 9 9 9 9

22:00 – 05:59 11 10 ¼ 9 ½ 9 9 9 9 9

TABLE B

(Applies when the FDP starts at a place where the crew member is NOT ACCLIMATISED)

SECTORSLENGTH OFPRECEDING REST

(HRS) 1 2 3 4 5 6 7+

Up to 18 or Over 30 13 12 ¼ 11 ½ 10 ¾ 10 9 ¼ 9

Between 18 and 30 11 ½ 11 10 ½ 9 ¾ 9 9 9

Note: The practise of inserting a short duty into a rest period of between 18 and 30 hours in order toproduce a rest period of less than 18 hours, thereby taking advantage of the longer FDP containedin Table B, is not permitted.


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Note: Nutrition (OPS 1.1130)ECA is responsible to provide a meal and drink opportunity to the crews in order to avoid detrimentto their performance, especially if the FDP exceeds 6 hours

7.14 LIMITS ON TWO FLIGHT CREW LONG RANGE OPERATIONS

NOTE: Eurocypria Airlines does not hold an approval for long range operations.

7.15 EXTENSION OF FLYING DUTY PERIOD BY IN-FLIGHT RELIEF

NOTE: Extension of Flying Duty Period by In-flight Relief may only be applied toNon-Public transport flights.

When any additional crew member is carried to provide in-flight relief, with the intent ofextending an FDP, that individual shall hold qualifications which are equal or superior to thoseheld by the crew member who is to be rested. The division of duty and rest between those crewmembers being relieved will be kept in balance. It is unnecessary for the relieving crew memberto rest in between the times relief is provided for other crew members.

When in-flight relief is utilised, there will be for the crew member resting a comfortablereclining seat or bunk, separated and screened from the flight deck and passengers, and freefrom disturbance.

A total in-flight rest of less than 3 hours does not allow for the extension of an FDP, but wherethe total in-flight rest, which need not be consecutive, is 3 hours or more, then the FDP may beextended as follows:

IF THE REST IS TAKEN IN A BUNK IF THE REST IS TAKEN IN A SEAT

A period equal to one half of the total of resttaken, provided that the FDP shall not exceed18 hours; 19 hours in the case of cabin crew.

A period equal to one third of the total of resttaken, provided that the FDP permissible shallnot exceed 15 hours; 16 hours in the case ofcabin crew.

GB (OM A)

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7.16 EXTENSION OF FLYING DUTY PERIOD BY SPLIT DUTY

When an FDP consists of two or more sectors (of which one can be a positioning journeycounted as a sector) but separated by less than a minimum rest period, then the FDP will beextended by the amounts indicated below:

CONSECUTIVE HOURS REST MAXIMUM EXTENSION OF THE FDP

Less than 3 hours NIL

3 – 10 hours A period equal to half the consecutive hours rest taken

The rest period shall not include the 45 minutes total allowed for immediate post flight andpre-flight duties. When the rest period is 6 hours or less it will suffice if a quiet and comfortableplace, not open to the public, is available.

If rest is taken in the aeroplane on the ground, the crew must have adequate control of thetemperature and ventilation within the aeroplane, either by use of ground power unit or theaeroplane internal power units. The passengers must not be on board.

If the rest period is more than 6 consecutive hours, then suitable accommodation must beprovided by Eurocypria.

7.17 REST PERIODS

Crew members will be notified in good time of a flying duty period so that sufficient anduninterrupted pre-flight rest can be obtained. When away from base opportunities andfacilities for adequate pre-flight rest will be provided by ECA in suitable accommodation. Whenflights are carried out at such short notice that it is impracticable for ECA to arrange suitableaccommodation, then this responsibility devolves to the aeroplane Commander.

The minimum rest period which must be taken before undertaking a flying duty periodshall be:

a) at least as long as the preceding duty period, or

b) 12 hours,

whichever is the greater.

When away from base, in the case when the rest period earned by a crew member is 12 hoursand suitable accommodation is provided by ECA, then that rest period may be reduced by 1hour. In such circumstances, if the travelling time between the aerodrome and theaccommodation is more than 30 minutes each way then the rest period will be increased by theamount the total time spent travelling exceeds 1 hour. In both situations the room allocated tothe crew member must be available for occupation for a minimum of 10 hours. This sub-paragraph does not apply to rest periods that exceed 12 hours.


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Exceptionally, at home base, individual crew members may be asked to exercise theirdiscretion to reduce rest by up to a maximum of 1 hour but only to a minimum of 12 hours forflight crew and 11 hours for cabin crew. If discretion is used, it is the responsibility of ECA andthe crew member to inform the Commander of the flight immediately following the rest period,that a reduced rest has been taken.

If the preceding duty period, which includes any time spent on positioning, exceeded 18 hours,then the ensuing rest period must include a local night.

Following a sequence of reduced rest and an extended FDP the subsequent rest period cannotbe reduced.

After being called out from a standby duty the length of the minimum rest period will bedetermined by the length of standby duty, plus any time spent on positioning and any FDPcompleted.

Crew members who have difficulty in achieving adequate pre-flight rest shall inform theirmanager and then will be given the opportunity to consult an aviation medical specialist.

GB (OM A)

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7.18 EXCEEDANCE OF FLIGHT DUTY PERIODS AND / ORREDUCTION OF REST PERIODS

7.18.1 AIRCRAFT COMMANDER’S DISCRETION TO EXTEND A FLYING DUTY PERIOD

The Commander’s discretion is a purely safety-based decision contingent upon events of theday. Where there is disruption to an operation through unplanned and unforeseencircumstances an operator may request a commander to consider an extension to the normalFDP, to allow recovery of operational plans, if he is satisfied it is safe to do so. On the day,there is no restriction on departing from home base, in the knowledge that the exercise ofdiscretion is likely to be required to extend the FDP, provided the extension is within thespecified limitation. In determining the circumstances of other crew members, any crew memberwho considers himself likely to be suffering from fatigue at the end of the proposed FDP, suchthat the safety of the flight or passengers may be compromised, should not be required tooperate. The commander, in completing the Discretion Report, should note the factors on whichthe decision was based.

An aircraft Commander may, at his discretion, and after taking note of the circumstances ofother members of the crew, extend an FDP beyond that permitted in GB 7.13, provided he issatisfied that the flight can be made safely. The extension shall be calculated according to whatactually happens, not on what was planned to happen. An extension of 3 hours is the maximumpermitted, except in cases of emergency (see Note below).

A Commander is authorised to exercise his discretion in the following circumstances and to thelimits set. In an FDP involving 2 or more sectors, up to a maximum of 2 hours discretion may beexercised prior to the first and subsequent sectors, but this may be up to 3 hours prior to thestart of a single sector flight, or immediately prior to the last sector on a multi-sector flight.

A Commander may exercise discretion to extend an FDP following a reduced rest period, onlyexceptionally, and then only to the extent necessary to allow for unforeseen circumstances thatbecome apparent during the last sector.

Note: In respect of an extension to a flying duty period, an emergency is a situation which in thejudgement of the Commander presents a serious risk to the health or safety of crew and

passengers, or endangers the lives of others.

It is the Commander, on the day, who exercises discretion, after taking note of thecircumstances of the rest of the crew. When away from base and the flight crew and cabin crewremain together, it is the Commander who exercises discretion to extend an FDP.

7.18.2 AIRCRAFT COMMANDER’S DISCRETION TO REDUCE A REST PERIOD

An aircraft Commander may, at his discretion, and after taking note of the circumstances ofother members of the crew, reduce a rest period, but only insofar as the room allocated to thecrew member must be available for occupation for a minimum of 10 hours. The exercise of suchdiscretion will be exceptional and must not be used to reduce successive rest periods. If th epreceding FDP was extended, the rest period may be reduced, provided that the subsequentallowable FDP is also reduced by the same amount. In no circumstances may a Commanderexercise discretion to reduce a rest period below 10 hours at accommodation.

It is the Commander, on the day, who exercises discretion, after taking note of thecircumstances of the rest of the crew. When away from base and where an individual crewmember separates from the crew, or the crew as a whole splits up, then any use of discretion toreduce rest becomes a decision for an individual crew member. The decision to continue with


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the next flight and the submission of an associated discretion report is the responsibility of therelevant Commander after the crew member and the Company if in a position to do so, hasinformed the Commander that a reduced rest has been taken.

7.18.3 REPORTING EXERCISE OF DISCRETION

Whenever a Commander extends an FDP it shall be reported to the Operations Manager on aCommander’s Discretion Report Form, in the format of Appendix GB 13.1.5. If the extension isgreater than 2 hours, or discretion is exercised after any reduced rest period, then ECA willsubmit the Commander's written report, together with the Company’s comments to CyprusDCA, within 14 days of the aeroplane's return to base.

Whenever a Commander reduces a rest period, it shall be reported to the Operations Manageron a Commander’s Discretion Report Form, in the format of Appendix GB 13.1.6. If thereduction is more than 1 hour, then ECA will submit the Commander's written report togetherwith the Company’s comments to the Cyprus DCA, within 14 days of the aeroplane's return tobase.

7.18.4 FORMS TO BE USED

Refer to Appendices for:

• Extension of Flying Duty Form (GB 13.1.5).

• Reduction of Rest Form (GB 13.1.6).

7.19 DAYS OFF

Wherever possible and if required by the crew member, days off will be allocated so that theycan be taken in the home environment.

A single day off will include 2 local nights, and cover at least 34 hours.

A planned rest period may be included as part of a day off.

Crew members will:

a) Not be on duty more than 7 consecutive days between days off, but may be positioned tothe usual operating base on the next day after which they will have 2 consecutive days off,and

b) Have 2 consecutive days off in any consecutive 14 days following the previous 2consecutive days off, and

c) Have a minimum of 7 days off in any consecutive 4 weeks, and

d) Have an average of at least 8 days off in each consecutive 4-week period, averaged over3 such periods.

7.20 ABSOLUTE LIMITS ON FLYING HOURS

A person shall not act as a member of the flight crew of an aeroplane if at the beginning of theflight the aggregate of all previous flight times:

GB (OM A)

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a) During the period of 28 consecutive days expiring at the end of the day on which the flightbegins exceeds 100 hours; (this means that on the 28th day a flight crew member maydepart on a single sector flight, and may complete that sector, even though at the end of theflight the total flying hours completed in 28 days will exceed 100 hours. Consequently, theflight crew member cannot then continue to operate as flight crew member on anysubsequent sector during the day); or

b) During the period of 12 months expiring at the end of the previous month exceeds900 hours.

7.21 CUMULATIVE DUTY HOURS

The maximum duty hours for flight crew will not exceed:

• 55 hours in any 7 consecutive days, but this figure can be increased to 60 hours when arostered duty covering a series of duty periods has commenced and is subject tounforeseen delays;

• 95 hours in any 14 consecutive days; and

• 190 hours in any 28 consecutive days.

When a crew member is not rostered for either standby or flying duties for 28 or moreconsecutive days then any duty hours worked will not be added to cumulative totals.However, when a crew member is anticipated to return to either standby or flying duties theduty hours worked in the 28 days preceding that duty must be recorded. Those hours workedwill be used to ensure that the crew member complies with the requirements of this scheme.

CALCULATION OF CUMULATIVE DUTY HOURS

Duty hours will be added to cumulative totals in accordance with the following:

a) To count in full:

• Duty periods and flying duty periods, plus subsequent post-flight duties.

• All standby duty, except that specified in b) below.

• The time spent on positioning.

b) To count as half the time on duty:

• The standby duty, when the period of notice given to the crew member by Eurocypriabefore reporting for duty, is 3 hours or more.

• The standby duty when undertaken at home, or in suitable accommodation provided byEurocypria, takes place during the period 22:00 to 08:00 hours local time and the crewmember can take undisturbed rest and is not called out for duty.


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7.22 RULES RELATING TO CABIN CREW MEMBERS

The requirements detailed in this Section are applicable to all cabin crew employed as crewmembers, and are not intended to apply only to those cabin crew members carried to meet theprovisions of EU-OPS 1.

The limitations applied to cabin crew are those applicable to flight crew members contained inGB 7.6 to GB 7.21 but with the following differences:

a) A flying duty period is 1 hour longer than that permitted for flight crew. The FDP and limitsset on early starts for cabin crew will be based on the time at which the flight crew report fortheir flying duty period, but that FDP will start at the report time of the cabin crew.

b) For cabin crew the minimum rest period which will be provided before undertaking a flyingduty period shall be:

i) at least as long as the preceding duty period less 1 hour, or

ii) 11 hours,

whichever is the greater.

Exceptionally, at home base, individual crew members may be asked to exercise theirdiscretion to reduce rest by up to a maximum of 1 hour but only to a minimu m of 11 hours. Ifdiscretion is used it is the responsibility of ECA and the crew member to inform the Commanderof the flight immediately following the rest period, that a reduced rest has been taken.

c) The combined sum of standby time and subsequent FDP will be 1 hour longer than thatpermitted to flight crew.

d) The maximum duty hours for cabin crew will not exceed:

• 60 hours in any 7 consecutive days, but can be increased to 65 under similarcircumstances applicable to flight crew

• 105 hours in any 14 consecutive days

• 210 hours in any 28 consecutive days.

e) The annual and 28 day limits on flying hours appertaining to flight crew do not apply.

f) The limits set for two-pilot flight crew long range operations do not apply.

7.23 RECORDS TO BE MAINTAINED

Records for duty and rest periods of all flying staff shall include:

For each crew member:

• The beginning, end and duration of each duty or flying duty period and function performedduring the period. Duration of each rest period prior to a flying duty or standby duty period.Dates of days off. 7 consecutive day totals of duty.

• The duty and rest periods recorded for cabin crew will be a percentage of those soemployed. The percentage used will be 10 percent and the sample will be changed every6 months.

GB (OM A)

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For each flight crew member:

• Daily and 7 consecutive day flying hours.

Records shall be preserved for at least 15 calendar months from the date of the last relevantentry.

Additionally, copies of all aeroplane Commander's discretion reports of extended flying dutyperiods and reduced rest periods will be retained for a period of at least 6 months after theevent.

7.23.1 FLIGHT AND DUTY TIME RECORDING PROCEDURE

7.23.1.1 DEPARTURE AND ARRIVAL TIMES

The departure time is the time when the aeroplane first moves off chocks, whether under poweror being moved by a tow truck before engines are started.

The arrival time is the time when the aeroplane is finally on chocks beforedisembarkation. If, after the aeroplane comes to a halt, the engines are shut down and theaeroplane is moved by tow truck to the final stand position, the time on chocks is still the time tobe recorded.

7.23.1.2 BEGINNING AND END OF DUTY

For flying duty, ''time on duty'' (or ''time duty began'') and ''time off duty'' (or ''time duty ended'')are normally reckoned and recorded as ''60'' minutes before the scheduled time of departure(STD) and the actual arrival time (ATA).

DESCRIPTION BEGINNING END

Standby On duty Off duty, or beginning of flying duty

Cancelled flight or duty Reporting Clear of duty

Office duties, official ECA meeting,ground training (lectures, simulator,etc.)

Start Finish

Duty travel / positioning(supernumerary or by road or by air)

Start of journey End of journey

Flight crew must take all such times into account, in addition to flying duties, to ensurecompliance with the regulations for rest periods before any flying duty period as operating crewof a public transport aeroplane. Non-flying duties must not be undertaken if they would conflictwith the required rest period before rostered flying duties.

Duty times for mandatory periodic checks will be recorded by the department concerned.


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7.23.2 FLYING OTHER THAN FOR EUROCYPRIA AIRLINES

The rest period and time off associated with flying required to be included in the 28 day totalmust comply with the Eurocypria scheme (commences GB 7.6). A flight crew member wishingto undertake flying other than on ECA duty which qualifies for inclusion in the 28 day total, mustfirst obtain the written permission of the Operations Manager. Such permission will not beunreasonably withheld. He must telephone the rostering department on each occasion beforesuch flying, to check that his availability for ECA will not be restricted thereby. Immediately aftersuch flying he must telephone ECA giving:

a) The name of the operating company,

b) Aeroplane type and registration,

c) Times and dates of the beginning and end of each flight,

d) Times and dates of the beginning and end of each associated duty period,

e) Brief particulars of the nature of the duties involved.

These details must be confi rmed in writing and will be included in the duty records.

The rest periods following any such flying must conform to the requirements of the ECAscheme.

GB (OM A)

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7.24 VARIATION OF FLIGHT TIME LIMITATIONS SCHEME

7.24.1 LEVEL 2 – FDP PLUS 60 MINUTES

FLIGHT CREW

The allowable FDP obtained from Table A may be extended by 60 minutes and a sector neednot be considered as multi-sector flight until the sector is scheduled for more than 71/2 hourssubject to the following conditions:

a) 2 local nights (minimum 34 hours) free from all duties must be achieved prior to anextended flight duty period.

b) Flight crew members must be acclimatised.

c) Commander's normal discretion to extend an FDP is reduced to a maximum of 2 hours withno more than 1 hour being exercised prior to leaving the initial point of departure.

d) Where a Commander exercises discretion which uses any portion of the time allowed afterleaving the initial point of departure, then a report will be submitted to the Cyprus DCA.

e) One day off must be achieved following the extended FDP.

f) A maximum of 4 extended FDP flights may be undertaken in any consecutive 28 dayperiod.

g) Maximum duty hours will be 180 hours in any 28 consecutive day period in which the use ofthis extension takes place.

h) Minimum number of days off for flight crew operating one or more of these flights will be9 days in any period of 4 consecutive weeks in which the use of this extension takes place.

i) Dispatch crew will not be used.

j) Extension of FDP by split duty is not permitted.

CABIN CREW

a) Cabin crew may be planned for an extra 30 minutes on their normal allowable FDP.

b) Cabin crew members must be off duty by 22:00 local on the day prior to the extended FDPso that either a rest period equivalent to the preceding duty period or a minimum of11 hours rest is achieved and discretion to reduce rest prior to or following such a flight maynot be exercised.

c) Cabin crew must be acclimatised.

d) A maximum of 5 extended FDP flights may be undertaken in any consecutive 28 dayperiod.

e) One day off must be achieved following the extended FDP.

f) Maximum duty hours will be 205 hours in any 28 consecutive day period in which the use ofthis extension takes place.

g) Minimum number of days off for cabin crew operating one or more of these flights will be9 days in any period of 4 consecutive weeks in which the use of this extension takes place.

ROSTERING

All Level 2 operations will be indicated on the roster.

OPERATING PROCEDURESFLIGHT PREPARATION INSTRUCTIONS

GB (OM A)

8.1 - A


TABLE OF CONTENTS

Paragraph Page

8. OPERATING PROCEDURES ................................................................ ..8.1-1

8.1 FLIGHT PREPARATION INSTRUCTIONS................................ ...........................8.1-18.1.1 MINIMUM FLIGHT ALTITUDES ................................ ...............................8.1-3

8.1.1.1 GENERAL ................................ ................................ ...............8.1-38.1.1.2 MINIMUM ALTITUDES TERMINOLOGY....................................8.1-38.1.1.3 MINIMUM ALTITUDES / FLIGHT LEVELS FOR VFR FLIGHTS ..8.1-48.1.1.4 MINIMUM ALTITUDES / FLIGHT LEVELS FOR IFR FLIGHTS....8.1-48.1.1.5 PERFORMANCE CONSIDERATIONS - PERFORMANCE CLASS “A”

AEROPLANES................................ .........................................8.1-58.1.1.6 COMPANY PROCEDURES ................................ ......................8.1-88.1.1.7 MINIMUM FLIGHT ALTITUDE CORRECTIONS .........................8.1-9

8.1.2 CRITERIA AND RESPONSIBILITIES FOR THE AUTHORISATIONOF THE USE OF AERODROMES................................ .......................... 8.1-148.1.2.1 USABLE AERODROME ................................ ......................... 8.1-148.1.2.2 ADEQUATE AERODROME ................................ .................... 8.1-158.1.2.3 RESCUE SERVICES AND FIRE FIGHTING (RFF) ...................8.1-168.1.2.4 AERODROME CATEGORISATION FOR FLIGHT CREW

COMPETENCE................................ ................................ ......8.1-188.1.3 METHODS FOR THE DETERMINATION OF AERODROME OPERATING

MINIMA ................................ ................................................................ 8.1-208.1.3.1 GENERAL ................................ ................................ ............. 8.1-208.1.3.2 AEROPLANE CATEGORIES ................................ .................. 8.1-208.1.3.3 PLANNING REQUIREMENETS ................................ ..............8.1-218.1.3.4 TAKE-OFF MINIMA ................................................................ 8.1-248.1.3.5 AERODROME OPERATING MINIMA (AOM) ........................... 8.1-26

8.1.4 EN-ROUTE OPERATING MINIMA FOR VFR FLIGHTS ANDVFR PORTIONS OF A FLIGHT................................ .............................. 8.1-37

8.1.5 PRESENTATIONS AND APPLICATION OF AERODROME ANDEN-ROUTE OPERATING MINIMA ................................ ......................... 8.1-37

8.1.6 INTERPRETATION OF METEOROLOGICAL INFORMATION................. 8.1-378.1.6.1 EN-ROUTE METEOROLOGICAL DATA .................................. 8.1-388.1.6.2 AERODROME METEOROLOGICAL DATA .............................8.1-398.1.6.3 NON- ROUTINE AERONAUTICAL INFORMATION...................8.1-40

8.1.7 DETERMINATION OF THE QUANTITIES OF FUEL, OIL AND WATERMETHANOL CARRIED ................................................................ .......... 8.1-418.1.7.1 FUEL PLANNING................................ ................................ ...8.1-418.1.7.2 STANDARD PROCEDURE................................ ..................... 8.1-418.1.7.3 DECISION POINT PROCEDURE ............................................ 8.1-448.1.7.4 ISOLATED AERODROME PROCEDURE................................ 8.1-458.1.7.5 PREDETERMINED POINT PROCEDURE ............................... 8.1-458.1.7.6 FUEL CONSERVATION POLICY ............................................ 8.1-468.1.7.7 OIL ................................ ................................ ........................ 8.1-468.1.7.8 WATER METHANOL................................ .............................. 8.1-478.1.7.9 MAINTENANCE OF FUEL AND OIL CARRIAGE AND

CONSUMPTION RECORDS................................ ...................8.1-478.1.8 MASS AND CENTER OF GRAVITY ................................ ....................... 8.1-47

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8.1.8.1 DEFINITIONS................................................................ ........ 8.1-478.1.8.2 COMMANDER’S RESPONSIBILITY ................................ ....... 8.1-498.1.8.3 CORRECTION OF LOADING ERROR................................ ... 8.1-498.1.8.4 METHODS, PROCEDURES AND RESPONSIBILITY FOR

PREPARATION AND ACCEPTANCE OF THE MASS ANDBALANCE SHEET................................ ................................ . 8.1-50

8.1.8.5 PASSENGER AND BAGGAGE WEIGHT ................................ 8.1-518.1.8.6 STANDARD MASS VALUES................................ .................. 8.1-518.1.8.7 LAST MINUTE CHANGES PROCEDURE ............................... 8.1-528.1.8.8 SPECIFIC GRAVITY OF FUEL AND OTHER FLUIDS.............. 8.1-538.1.8.9 SEATING POLICY / PROCEDURES................................ ....... 8.1-538.1.8.10 MANUAL LOAD SHEET & TRIM CHART ............................... 8.1-558.1.8.11 COMPUTERISED LOAD SHEET................................ ............ 8.1-63

INTRODUCTION ................................................................ ... 8.1-638.1.8.12 WEIGHTS, INDICES AND PANTRY INFORMATION............... 8.1-698.1.8.13 BAGGAGE AND CARGO LOADING INFORMATION AND

PASSENGER DISTRIBUTION................................ ................ 8.1-758.1.9 ATC FLIGHT PLAN................................ ............................................... 8.1-78

8.1.9.1 REPETITIVE FLIGHT PLAN................................ ................... 8.1-788.1.9.2 FILLING AND FILING OF ATC FLIGHT PLAN......................... 8.1-788.1.9.3 COMMANDER’S RESPONSIBILITY ................................ ....... 8.1-78

8.1.10 OPERATIONAL FLIGHT PLAN.............................................................. 8.1-798.1.10.1 GENERAL................................................................ ............. 8.1-798.1.10.2 COMMON FEATURES................................ ........................... 8.1-798.1.10.3 OPERATIONAL FLIGHT PLAN- FORMAT AND CONTENTS .. 8.1-808.1.10.4 “JEPPESEN JETPLAN” OPERATIONAL FLIGHT PLAN........... 8.1-818.1.10.5 OFP- CREW RESPOSIBILITIES................................ ............. 8.1-83

8.1.11 OPERATOR‘S AEROPLANE TECHNICAL LOG ..................................... 8.1-848.1.11.1 GENERAL ................................................................ ............. 8.1-848.1.11.2 COMPOSITION OF THE TECH. LOG SYSTEM ...................... 8.1-848.1.11.3 TECHNICAL LOG ENTRIES................................ ................... 8.1-938.1.11.4 SINGLE EVENT AUTHORIZATIONS ................................ ...... 8.1-958.1.11.5 CABIN DEFECT LOG................................ ...........................8.1-100

8.1.12 JOURNEY-LOG, COMMANDER’S REPORT – AUTOLAND REPORT....8.1-1028.1.13 LIST OF DOCUMENTS, FORMS AND ADDITIONAL INFORMATION TO BE

CARRIED................................ ................................ ............................8.1-1088.1.14 PRODUCTION OF DOCUMENTS AND RECORDS ..............................8.1-109

8.1.14.1 EC SAFA PROGRAM................................................................ 8.1-109


GB (OM A)

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GB (OM A)

8.1 - D





GB (OM A)

8.1 - 1

2008 Eurocypria Airlines Ltd. Revision: 6 /14-Jul-2008

8. OPERATING PROCEDURES

8.1 FLIGHT PREPARATION INSTRUCTIONS

It is the Commander’s responsibility to ensure that the flight is planned to meet all:

Safety,

Legal,

Economic, and

Company Requirements.

During the pre-flight preparation, a Commander should carry out an evaluation of the latestavailable information regarding:

The route to be flown including minimum heights and the availability of navigationalaids,

The departure, destination and alternate aerodromes including relevant NOTAMS,

Weather reports for the area, route, destination and alternate aerodromes,

Aeroplane serviceability.

This evaluation should indicate to the Commander that the flight may reasonably be expectedto be conducted without infringing the provisions of this Operations Manual.

The Commander shall not commence a flight unless he is satisfied that:

The appropriate pre-departure inspection has been carried out.

The aeroplane is airworthy.

The aeroplane configuration is in accordance with the MEL and CDL restrictions.

The instruments and equipment required for the flight to be conducted are available.

The instruments and equipment are in operable condition except as provided in theMEL.

A valid Operational Flight Plan is available.

Those parts of the Operations Manual which are required for the conduct of the flightare available.

The documents, additional information and forms required to be available by the “List ofDocuments forms and additional information to be carried“ (GB 8.1.12) are available.

Current maps, charts and associated documents or equivalent data are available tocover the intended operation of the aeroplane including any diversion which mayreasonably be expected.

Ground facilities and services required for the planned flight are available and areadequate.

The provisions specified in the Eurocypria Operations Manual in respect of fuel, oil andoxygen requirements, minimum safe altitudes, aerodrome operating minima andavailability of alternate aerodromes, where required, can be complied with for theplanned flight.

GB (OM A)

8.1 - 2


Revision: 6 /14-Jul-2008 2008Eurocypria Airlines Ltd.

The load is properly distributed and safely secured.

The weight of the aeroplane, at the commencement of the take-off roll, will be such thatthe flight can be conducted in compliance with Chapter 8.1.1, Minimum Safe Altitudes,and the Eurocypria Airlines OM (Part B), Abnormal and Emergency Procedures, Weight& Balance and Loading.

Any operational limitation in addition to those covered above will be complied with.

A Commander‘s Flight Brief, if relevant, must be prepared and passed to the Commander (GB2.2.3).

An Operational Flight Plan must be completed for each intended flight except as shown in theOM A Chapter 8.1.10, Operational Flight Plan.


GB (OM A)

8.1 - 3


8.1.1 MINIMUM FLIGHT ALTITUDES (EU-OPS 1.250 / 1.365)

8.1.1.1 GENERAL

Except for take-off / departure or approach / landing, no flight shall be operated below theminimum safe altitudes as described below:

Note 1: Local regulations may require higher minimum flight altitudes (for deviations see Jeppesen

Airway Manual, Section AIR TRAFFIC CONTROL).

Note 2: No turn shall be initiated during departure until passing at least 400 ft agl.

8.1.1.2 MINIMUM ALTITUDES TERMINOLOGY

For the practical application of those basic requirements (ICAO Annex 2), the followingterminology is used:

MINIMUM EN-ROUTE IFR ALTITUDE (MEA)

The lowest published altitude (or Flight Level) between radio fixes that meets obstacleclearance requirements between those fixes and in many countries assures acceptablenavigational and radio signal coverage.

The published MEAs provide a terrain clearance of at least 1,000 ft (over high terrainexceeding 5,000 ft becomes 2,000 ft) over the highest obstacle within the normalairway width (5 NM each side of the airway centreline). On the Jeppesen En-routecharts, the MEA is given without any suffix (except as an «mtr» if given in metric).

MINIMUM OFF-ROUTE ALTITUDE (MORA)

A route MORA provides reference point clearance within 10 NM (18.5 km) of the routecentreline (regardless of the route width and end fixes). The MORA is identified on thecharts by a small letter “a” next to the MORA (2,000a).

A GRID MORA altitude provides a reference point clearance within the section outlinedby latitude and longitude lines.

MORA values clear all reference points by 1,000 ft (300 mtrs) in areas where thehighest reference points are 5,000 ft (1,500 mtrs) MSL or lower. MORA values clear allreference points by 2,000 ft (600 mtrs) in areas where the reference points are above5,000 ft (1,500 m) MSL.

When a MORA is shown along a route as "unknown" or within a grid as"unsurveyed" a MORA is not shown due to incomplete or insufficient information.

MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA)

The lowest published altitude in effect between radio fixes on VOR airways, off -airwaysroutes, or route segments, which meets obstacle clearance requirements for the entireroute segment.

MINIMUM SECTOR ALTITUDE (MSA)

GB (OM A)

8.1 - 4



Altitude depicted on instrument approach, SID or STAR charts and identified as theminimum safe altitude which provides a 1,000 ft (300 mtrs) obstacle clearance within a25 NM (46 km) (or other value as stated) radius from the navigational facility uponwhich the MSA is predicated.

8.1.1.3 MINIMUM ALTITUDES / FLIGHT LEVELS FOR VFR FLIGHTS

Eurocypria does not normally allow VFR operations for revenue flights. VFR flights are allowedonly between Larnaca and Paphos aerodromes (GB 8.1.4). If a VFR flight is required for aspecific flight or VFR portion(s) of a flight, an authorisation from the Operations Manager isrequired.

Note:For VFR altitudes requirements refer to ICAO Rules of the Air - Annex 2 chapter 4 and to anynational regulations applicable to the area overflown.

For VFR-flights or VFR portions of an IFR-flight, a minimum altitude which clears the flight pathfrom all obstacles or any terrain vertically by at least 1,000 ft is required. Whenever cities orother densely populated areas are overflown, then the minimum vertical clearance shall be2,000 ft above the highest terrain / obstacle within a radius of 600 mtrs from the aeroplane.

8.1.1.4 MINIMUM ALTITUDES / FLIGHT LEVELS FOR IFR FLIGHTSThe minimum altitude / flight level at which an aeroplane is permitted to fly may be governed bynational regulations, air traffic control requirements, or by the need to maintain a safe heightmargin above any significant terrain or obstacle en route. Whichever of these requirementsproduces the highest altitude / flight level for a particular route will determinethe minimum flightaltitude for that route.

On IFR-flights, an altitude which clears all obstacles by at least 1,000 ft vertically over terrainwithin a radius of 4.3NM (8 km) from the estimated position of the aeroplane. The estimatedposition of the aeroplane will take account the navigational accuracy which can be achieved onthe relevant route segment, having regard to the navigational facilities available on the groundand in the aeroplane.

The procedures outlined in the following paragraphs are to be followed when calculating theminimum altitude for the safe avoidance of en-route terrain and obstacles.

The Jeppesen Airway Manual displays minimum altitudes as Minimum En-Route Altitude,Minimum Obstacle Clearance Altitude (MOCA) or Route Minimum Off-Route Altitude (MORA).For explanation of the symbols associated with these values users should refer to the JeppesenAirway Manual.

When calculating the minimum altitude for the safe avoidance of en-route and off-route terrainand obstacles, the Grid Minimum Off-Route Altitude obtained from the Jeppesen Airway Manualis to be used.

It is Eurocypria policy that the MEA shall be used as the minimum altitude for both flightplanning and actual flight execution.

Most flight operations will be carried out using the flight level system. The cruising flight levelsto be observed – even or odd levels – are either published in the En-route charts / AIP’s orassigned by ATC and must meet the ICAO Annex 2 requirements.

IFR–FLIGHTS (Non RVSM Airspace):

Magnetic track 000° - 179° = ODD flight levels


GB (OM A)

8.1 - 5


with 2,000 ft vertical separation up to and including FL 290 (FL 50, 70, ... 290),

with 4,000 ft vertical separation from FL 290 and up (FL 290,330,370,... 490,530).

Magnetic track 180° - 359° = EVEN flight levels

with 2,000 ft vertical separation up to and including FL 280 (FL 40, 60, ... 280),

with 4,000 ft vertical separation from FL 280 and up (FL 310,350,390, ...,510, 550).

IFR–FLIGHTS (Non RVSM Airspace):

Magnetic track 000° - 179° = ODD flight levels with 2,000 ft vertical separation fromFL 290 up to and including FL 410 (FL 290, 310, 330, 350, 370, 390, 410).

Magnetic track 180° - 359° = EVEN flight levels with 2,000 ft vertical separationfrom FL 300 up to and including FL 400 (FL 300,320, 340, 360, 380, 400).

8.1.1.5 PERFORMANCE CONSIDERATIONS - PERFORMANCE CLASS “A”AEROPLANES

GENERAL

In addition to meeting the Minimum Flight Altitude requirements stated above, Eurocypriaaeroplanes are operated to performance Class A standards and must be capable of meetingthe performance requirements listed below.

The performance regulations applicable for Performance Class “A” aeroplanes (all jets and allother aeroplanes with more than 9 passenger seats or when above 5.7 tonnes) under EU-OPS1 state as a basic principle, that the flight must be dispatched in such a way that in the event ofan engine failure the aeroplane can clear all obstacles throughout all phases of flight by themargins prescribed by the regulations. Furthermore the available runway distances such asTORA (Take-Off Run Available), TODA (Take-Off Distance Available), ASDA (Accelerate StopDistance Available) or LDA (Landing Distance Available) shall not be exceeded.

Whenever the runway is wet or contaminated the required corrections shall be applied.

Note 1: Regardless of the weight limits imposed by the available runway length or possible weight limits

caused by obstacles in relation to the Net Flight Path (NFP) and during final climb out, theweight limits for altitude and temperature (formerly called “WAT – limits”) shall not be exceeded.

Note 2: All type related performance data may be found in the Operations Manual (Part B) (AOM).

CAUTION: Regardless of the Operations Manual (Part B) (AFM / AOM) performance data, a take-offshall not be made on runways with a reported braking action “POOR” (or a brakingcoefficient less than 0.25). The same restriction applies to landing unless justified by

an emergency situation.

As far as the obstacle accountability is concerned, the following items shall be observed:

NET FLIGHT PATH (EU-OPS 1.495)

Begins at a point 35 ft above the end of the take-off distance and ends at 1,500 ft above thetakeoff surface (or when the final en-route configuration has been reached). Obstacles must becleared by at least 35 ft vertically (for horizontal clearance see EU-OPS 1). When calculating

GB (OM A)

8.1 - 6



the different segments (1st, 2nd, 3rd , 4th) the obstacle data as presented on the “ICAO type A-obstacle chart” as given for the individual runway and aerodrome in the AIP must be used. Asper ICAO Annex 4, obstacles on the type A chart must be presented if they penetrate anobstacle slope of 1.2% to the point beyond which no significant obstacles exist, but for amaximum distance of 5.4 NM (10 km) from the end of the take-off distance available. Forperformance reasons all obstacles of each side shall be considered if they are within 90 mtrs oneither side of the extended centreline plus 0.125 x the distance from runway end.

This means that an accurate planning of obstacles is possible only up to a maximum distanceof 5.4 NM (10 km). Since the end of the final climb segment may sometimes be positionedbeyond the 5.4 NM (10 km) distance, other sources must be used to depict any obstacles.ICAO recommends a type C chart on which all obstacles are required to be given within aradius of 24.3 NM (45 km) around the aerodrome reference point. Unfortunately thisrecommendation is only followed occasionally so that this information / chart is available veryrarely. Jeppesen charts do not show all obstacles.

STANDARD INSTRUMENT DEPARTURE ROUTES (SID)

SID’s as published by ATC Service are constructed using the procedures outlined underDocument 8168 PANS/OPS. If no special altitudes / levels are promulgated in the SID,procedures are based on a 2.5% slope plus a safety margin of 0.8% - thus requiring a gradientof 3.3% to be achieved in the all engine case. The 3.3% slope starts at the end of the TODAand extends to the point where the SID ends, or to the minimum IFR safe altitude.

It is evident from the above, that the 3.3% (minimum gradient) must also be achieved in case ofan engine failure, unless a contingency procedure (Emergency Turn Procedure) to provide asafe route, avoiding obstacles is prepared by the Company. If there should be obstacles in theSID penetrating the 2.5% obstacle identification surface, then a higher climb gradient than 2.5%+ 0.8% safety margin will be required.

If the aeroplane’s weight, under the actual elevation and temperature conditions, allows a one-engine out climb gradient of at least 3.3% or more, then the SID could be followed withoutproblem. If a particular SID specifies a minimum climb gradient greater than 3.3%, then in caseof an engine failure the Emergency Turn Procedure (ETP) established by the Company must befollowed to allow a safe departure.

It is difficult to find maps and charts giving reliable information about obstacles and terrainelevation. ICAO type C charts would be a reliable source. Alternatively ICAO VFR chars may beused although not all obstacles are given. Published MSA’s (minimum sector altitudes) for therelevant sector(s) may occasionally be too conservative.

From the above it follows that the departure briefing must include a discussion of the obstaclesituation along the SID. An ETP may need to be followed in case of an engine failure,considering obstacles and track guidance aspects.

For aerodromes for which special ETPs are published, the SID’s may be followed only if soallowed within the engine failure procedure.

EN–ROUTE / DRIFTDOWN (EU-OPS 1.500)

The SID ends at a point no lower than the MEA. The MEA provides 1,000 ft or 2,000 ft verticalobstacle clearance (depending on the case) and assures that COM/NAV signals are adequatelyreceived to ensure track guidance. It is evident from the above that in case of an engine failurethe MEA must be maintained. It is therefore mandatory that a drift down procedure must be


GB (OM A)

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established and maintained, in case that the single engine level off altitude for a specificaeroplane gross weight will be below the MEA.

For depressurisation, it may be necessary to descend below the en-route minimum altitudedetermined for normal operation in order to cope with passenger oxygen requirements ( GB8.8). At any time, the aircraft gross (actual) flight path must clear vertically all the obstacles by2,000 ft.

APPROACH / MISSED APPROACH

Unless otherwise indicated in the Operations Manual (Part B)(AOM)., the missed approachprocedures are based on a minimum gradient of 2.5%.

However, airworthiness requirements specify a minimum single engine approach climb gradientfor 2-engine aeroplanes of 2.1% (CAT 1 + Non Precision) and 2.5% (CAT 2/3).

It is therefore recommended, always to observe the CAT 2 gradient requirement of 2.5% unlessotherwise specified in the missed approach procedure.

LANDING CLIMB

Contrary to all other phases of the flight, an aeroplane on its final landing configuration (withgear and flaps down for landing), is not expected to demonstrate a one-engine climb outperformance. EU- OPS 1 requires an all-engine climb gradient of 3.2%. In case of a balkedlanding, a go-around with one engine failed may only be executed when the aeroplane height issuch as to allow a configuration change from landing climb into approach climb configuration.

LANDING (EU-OPS 1.515)

Operational rules require, that the actual (unfactored) landing distance be factored by 1.67(60% for jets). The 60% factor applies for dry runways only.

When dispatching a flight to an aerodrome with a wet or contaminated runway, then the LDAmust be such as to allow a landing with the estimated aeroplane landing weight considering the60% factor plus a 15% increment for a wet runway. When in flight and prior to commencingdescent, the flight crew must assess the actual runway condition and the forecast for theexpected time of landing.

For landing on a wet or contaminated runway and / or with system failures the longer of the2 distances shall be used:

a) Dry unfactored distance x 1,67 x 1,15,

or

b) Dry unfactored distance corrected for contamination and / or system failure x 1,15.

STEEP APPROACH PROCEDURES (App 1 to EU- OPS 1.515(a)(3))

Approach procedures where the GS angle is 4° or higher, require special approval. Apart fromthe operational approval, the A/C must also be approved as described in the AFM. ECA doesnot currently use steep approach procedures.

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ONE ENGINE INOPERATIVE EN-ROUTE FLIGHT PATH: (EU-OPS 1.500)

In the event of the loss of one engine at the most critical point along the route and in themeteorological conditions expected for the flight, the Net Flight Path must:

a) Have a positive gradient at 1,500 ft above the aerodrome of intended landing after theengine failure,

and

b) Have a positive gradient at least 1,000 ft above all terrain and obstacles along the routewithin 5 NM (9.3 km) on either side of the intended track,

or

c) Permit the aeroplane to continue flight from the cruising altitude to an aerodrome atwhich a landing can be made, whilst clearing vertically by at least 2,000 ft all terrain andobstacles along the route within 5 NM (9.3 km) on either side of the intended track.

The following factors must be taken into account:

a) At altitudes and in conditions requiring ice protection, the effect of their use upon thenet flight path.

b) If the navigational accuracy does not meet 95% containment level, the obstacle widthmargin must be increased to 10 NM (18.5 km) each side of track.

8.1.1.6 COMPANY PROCEDURES

ENGINE FAILURE ON TAKE-OFF

Eurocypria uses the “Flygprestanda” Route Performance analysis for take-off (OM Part B).

For take-off with engine failure, the standard engine failure procedure consists in a straight-outflight path (extended runway centreline), flown at V2 until reaching the level-off single engineacceleration and flap retraction altitude.

When the straight out flight path overflies high obstacles which give a penalty to the maximumRTOW, an Emergency Turn Procedure (ETP) is published and must be followed, which turnsthe aeroplane towards an area where obstacles are less restrictive. The turn is computed withthe aeroplane banked at 15o and flying at V2 speed. The turning point can be defined in variousways, DME distance, flying over a radio-aid, crossing a radial, or if no fix is available by analtitude. Beyond the turning point there is an additional safety margin to cater for pilot reactiontime and the time needed to bank the aeroplane. Flight crew must notify ATC that they followthe ETP.

In order to increase the maximum RTOW on single engine,”VMC Procedure” take-off runwayanalysis charts may be available for certain aerodromes. This procedure may only beconducted when all terrain contours and obstacles are clearly visible by at least one of the flightcrew members. It is assumed that visible reference will be used to maintain the intended track.

NOISE ABATEMENT (Two engines)

Unless otherwise specified, the standard company procedure is to maintain take-off thrust,take-off flaps and minimum V2+10 kts speed to 1,500ft AAL. At 1,500 ft AAL climb thrust will beselected, followed by normal speed and flaps retraction to en-route climb.


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8.1.1.7 MINIMUM FLIGHT ALTITUDE CORRECTIONSIn order to determine the geometrical altitude of the aeroplane and thus ensure adequateobstacle clearance, corrections have to be applied when Outside Air Temperature (OAT) and /or Pressure differ from Standard Atmosphere.

TEMPERATURE CORRECTION

When the surface ambient temperature en-route is well below the ISA value, the calculatedminimum safe altitudes / heights must be corrected when the OAT is much lower than thatpredicted by the standard atmosphere.

The correction has to be applied on the height above the elevation of the altimeter settingsource. The altimeter setting source is generally the atmosphere pressure at an airport, and thecorrection on the height above the airport has to be applied on the indicated altitude. The samecorrection value is applied when flying at either QFE or at QNH.

1. Low altitude temperature corrections:

a) Approximate correction:

Increase obstacle elevation by 4% per 10°C below ISA of the height above theelevation of the altimeter setting source or decrease aeroplane indicated altitudeby 4% per 10°C below ISA of the height above the elevation of the altimetersetting source.

This method is generally used to adjust minimum safe altitudes and may beapplied for all altimeters setting source altitudes for temperatures above -15°C.

b) Tabulated corrections:

For colder temperatures, a more accurate correction should be obtained from thefollowing table calculated for a sea level aerodrome. It is conservative whenapplied at higher aerodrome.

VALUES TO BE ADDED BY THE PILOT TO MINIMUMPROMULGATED HEIGHTS / ALTITUDES (FT)

Height above the elevation of the altimeter setting source (ft)AerodromeTemperature

200 300 400 500 1000 2000 3000 4000 5000

0°C 20 20 30 30 60 120 170 230 290

-10°C 20 30 40 50 100 200 290 390 490

-20°C 30 50 60 70 140 280 430 570 710

-30°C 40 60 80 100 190 380 570 760 950

-40°C 50 80 100 120 240 480 720 970 1210

-50°C 60 90 120 150 300 600 890 1190 1500

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a) High altitude temperature corrections:

a. Tabulated corrections:

When the surface ambient temperature en-route is well below the ISA value,Minimum Flight Altitudes must additionally be corrected as follows:

SURFACE AMBIENT TEMPERATURE CORRECTION TO MORA / MOCA

ISA -16OC to ISA -30OC MORA / MOCA plus 10%

ISA -31OC to ISA -50OC MORA / MOCA plus 20%

ISA -51OC or below MORA / MOCA plus 25%

Note: Rule of thumb for calculating the temperature correction is 1% per 2.5OC difference.

b. Approximate correction:

The graph given hereafter has to be used en-route for high altitude operation.It does not take into account the elevation of the altimeter setting source. Intheory, this correction applies to the air column between the ground and theaeroplane. When flying above high terrain, the use of this correction gives aconservative margin.


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ALTITUDE TEMPERATURE CORRECTION GRAPH FOR HIGH ALTITUDE USE

Example: Given: MEA = FL200 / ISA-30°C.

Find: Minimum FL = 230

0

10

20

30

40

10 20 30 40

Altitude (QNH)(1000 ft)

True Altitude * (1000 ft)

* This assume a constant ISAfrom sea level to aircraft flight level

ISA

- 30°

C

ISA +

30°C

ISA

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WIND CORRECTION

When operating within 20NM of terrain whose maximum elevation exceeds 2,000 ft abovemean sea level, Commanders are to increase the standard Minimum Obstruction ClearanceAltitude/ Minimum Off-Route altitude (MORA / MOCA) by the amounts given in the followingtable, according to the wind speed over the route:

Note: When a correction is being applied for both wind and temperature, the wind correction should beapplied first.

TERRAIN WIND SPEED IN KNOTS

Elevation 0 – 30 31 – 50 51 – 70 More than 70

2,000 – 8,000 ft + 500 ft + 1,000 ft + 1,500 ft + 2,000 ft

More than 8,000 ft + 1,000 ft + 1,500 ft + 2,000 ft + 2,500 ft


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PRESSURE (QNH) CORRECTION

When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must becorrected for deviations in pressure when the pressure is lower than the standard atmosphere(1013 hPa).

An appropriate correction is 28 ft per hPa below 1013 hPa.

The following table gives more accurate data. The following correction is to be applied to theindicated altitude (reference 1013 hPa) to determine the geometrical aircraft altitude.

PRESSURE (QNH) CORRECTION

QNH OF NEARESTSTATION

CORRECTIONQNH OF NEAREST

STATIONCORRECTION

1050 + 1,000 ft 1013 0

1045 + 860 ft 1010 - 80 ft

1040 + 720 ft 1005 - 220 ft

1035 + 590 ft 1000 - 380 ft

1030 + 460 ft 995 - 510 ft

1025 + 320 ft 990 -630 ft

1020 + 180 ft 985 -780 ft

1015 + 50 ft 980 - 920 ft

1013 0 975 - 1,080 ft

Example: Given: Indicated altitude = 20,000 ft, ISA; Local QNH = 995 hPa

Find: Geometrical (true) Altitude = 20000 - 510 = 19,490 ft.

Note: When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum

respectively), a pressure correction is not required.

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8.1 - 14



8.1.2 CRITERIA AND RESPONSIBILITIES FOR THE AUTHORISATIONOF THE USE OF AERODROMES

8.1.2.1 USABLE AERODROME

Departure, destination and alternate aerodromes considered to be used for Companyoperations must be adequate for the type of aircraft and the operation concerned. Before anaerodrome is first utilised for Company operations it shall have been approved by FlightOperations.

As a general policy, an operation to or from an aerodrome will be permitted, only if it is usable,i.e. the meteorological conditions satisfy the planning minima given in GB 8.1.3.3 for theexpected landing time and meet the approach, runway and aeroplane capabilities and crewqualifications, associated with the meteorological conditions. Additionally, to operate into ausable aerodrome, the Company normal operating procedures may be used. Such proceduresmust apply to the take-off, approach and landing phases, but also to cover all forms of groundhandling and operation.

In approving an aerodrome for Company operations, the following aspects must be considered:

Aerodrome dimensions with regard to performance requirements,

Obstacle situation in the approach, missed approach and departure sectors,

Approach facilities (electronic and visual aids),

Local conditions such as special weather situations, night flying restrictions or evenpolitical aspects which might affect operations, and

Ground service facilities for fuelling, loading, de-icing and anti-icing, fire fighting andrescue, health, catering, general handling and the availability of police, customs andimmigration authorities.

The Operations Manager may specify criteria to allow automatic approval for certainaerodromes. They will include:

Minimum runway length and bearing strength,

Minimum navigation facilities and procedures,

Absence of critical obstacles, and

Minimum ground facilities.

EXAMPLE

The Operations Manager may specify an automatic approval for any internationalaerodrome, approved for CAT 3A Operations with a runway length of more than 2,500meters as follows:

a) For operations under Instrument Flight Rules, an approved approach proceduremust be available for each destination and alternate aerodrome, with up-to-datecopies of the approach plates available to each pilot.

b) Specific aerodrome operating minima are similarly to be made available to the flightdeck crew. These may be contained in the Operations Manual, Part C or be thesubject of an entry in the Commander‘s flight brief for “one-off ad-hoc aerodromes”,which the Operations Manual, Part C does not mention.


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c) Where departure and approach procedures are published, they must be followedunless deviation is specifically authorised by ATC. When deviating from a publishedroute full account must be taken of the operating conditions and the minimum flightaltitudes must be observed. If procedures to be used are different to thosepublished by the State, then these will be detailed in the Commander‘s brief.

8.1.2.2 ADEQUATE AERODROME (EU-OPS 1.220)

An adequate aerodrome is an aerodrome which the Company considers to be satisfactory,taking account of the applicable performance requirements and runway characteristics. Inaddition, it should be anticipated that, at the expected time of use, the aerodrome will beavailable and equipped with necessary ancillary services, such as ATS, sufficient lighting,communications, weather reporting, navigation aids and emergency services.

In particular, an aerodrome is adequate if:

The available runway length is sufficient to meet aeroplane performance requirements(required take-off and landing distance).

Rescue services and Fire Fighting aerodrome category (GB 8.1.2.3) is compatible withthe aeroplane (refer to ICAO Doc 9137 - AN/898 - Part 1, “Airport Services Manual -Rescue and Fire Fighting”) or derogation is obtained from aerodrome authority.

The pavement strength is compatible with aeroplane weight (Refer to ICAO Annex 14,Attachment B, “Aerodrome Design and Operations” and ICAO Doc 9157 - AN/901 -Part 3, “Aerodrome Design Manual – Pavement”) or derogation is obtained fromaerodrome authority.

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8.1.2.3 RESCUE SERVICES AND FIRE FIGHTING (RFF)

ICAO-Annex 14 (Chapter 9) specifies the aerodrome requirements for rescue and fire fighting.

Different aerodrome categories are laid down, depending upon:

The aeroplane’s overall length,

The maximum fuselage width, and

The number of movements of individual aeroplane types.

AERODROMERFFS

CATEGORYAEROPLANE OVERALL LENGTH

MAXIMUMFUSELAGE

WIDTH

1 Up to 9 mtrs 2 mtrs

2 9 mtrs up to but not including 12 mtrs 2 mtrs









Note: The respective aerodrome category may be found in the AIP and Jeppesen Airway Manual

under AERODROME DIRECTORY.

EUROCYPRIA IS OPERATING B737-800W AIRCRAFT AND THE RFF AERODROMECATEGORY REQUIRED IS CATEGORY 7.

Note: B737-800w overall length is 39.5 mts.

The following table gives the minimum Aerodrome RFFS according to their use:


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TABLE FOR MINIMUM RFFS CATEGORY FOR B737 ECA AIRCRAFT

Aerodromes

AS SPECIFIED ON THE OFP

Published Aerodrome RFFS Category

Departure and Destination Aerodrome 6

Take off Alternate,

Destination Alternate and Adequate En-routeAlternate Aerodromes

5

NOTE 1: If an individual aerodrome serves more than one purpose, the highest requiredcategory corresponding to that purpose at the time of expected use must be available.

NOTE 2: Selection and specification in the OFP of and aerodrome with RFFS category belowthat stated in Table above, requires acceptance by the Authority on a case-by-case basis

NOTE 3: In flight, the commander may decide to land at an aerodrome with lower Category asspecified in table above, if in his judgement and after due consideration of all prevailingcircumstances to do so would be safer than to divert.

The fire fighting and rescue services may be downgraded temporarily for given operating hours.The Flight Operation Manager may approve a lower required category for special types ofoperation such as for ferry flights, or ad-hoc private flights.

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AERODROME CATEGORISATION FOR FLIGHT CREW COMPETENCE

Procedures and aerodrome category listing for Flight Crew competence qualifications will befound in the Eurocypria Operations Manual - (Part C) - Route Manual.

Aerodromes for Company operations are categorized in ascending order of difficulty, fromCategory A to Category C according to characteristics as listed below. Commanders mustensure that their aerodrome qualifications fulfil the briefing and / or recency requirements beforeoperating to Category B or Category C aerodromes.

AERODROME CATEGORY AERODROME CHARACTERISTICS

CATEGORY A

An aerodrome, which satisfies all of the following requirements:

An approved instrument approach procedure,

At least one runway with no performance limited procedure for

take-off and / or landing,

Published circling minima not higher than 1,000 feet above

airport level, and

Night operations capability.

Note: For a small number of Category A aerodromes, an aerodromebriefing is included in the OM (Part C) - Route Manual tocommunicate certain operational information.

CATEGORY B

An airport, which does not satisfy the Category A requirementsor which requires extra considerations such as:

Non-standard approach aids and / or approach patterns, or

Unusual local weather conditions, or

Unusual characteristics or performance limitations, or

Any other relevant considerations including obstructions,

physical layout, lighting etc.

Prior to operating to a Category B aerodrome, the Commander mustbe briefed or self -briefed either by means of Company programmedinstruction (slides, pictures, special airport files) or by reference tothe aerodrome briefing contained in OM (Part C) - Route Manual andshould certify on the Journey Log that he has carried out theseinstructions.

CATEGORY C

An airport that requires considerations additional to those for a

Category B airport.

Prior to operating to a Category C airport, the Commander must bebriefed and visit the aerodrome as an observer and / or befamiliarised in a flight simulator approved by the Authority for thatpurpose. The Commander should certify on the Journey Log that hehas operated in a Category C airport.

Note: Operations over routes and areas with special characteristics or requiring particular operatingtechniques also require special briefing. Examples of these requirements are flights to


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Rovaniemi / FINLAND, to countries of ex-Eastern Europe etc. The requirement forcertification of routes or area competence is the same as for aerodromes.

VALIDITY OF AERODROME COMPETENCE QUALIFICATION

The Postholder Flight Operations will certify the Commander’s competence qualification and itsperiod of validity will be 12 calendar months in addition to the remainder of:

The month of qualification, or

The month of the latest operation to that aerodrome.

Aerodrome competence qualification shall be revalidated by operating to the aerodrome withinthe period of validity prescribed above.

If revalidated within the final 3 calendar months of validity of a previous aerodrome competencequalification, the period of validity shall extend from the date of revalidation until 12 calendarmonths from the expiry date of that previous qualification.

Note: A list of the aerodrome classifications is given in Operations Manual, PART C

SECTION 5.

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8.1.3 METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA(EU-OPS 1.430)

8.1.3.1 GENERAL

Aerodrome Operating Minima and the methods used to determine those minima are describedin this sub-chapter. A primary element is the Aeroplane Approach Category.

The minima given on the next pages represent the absolute lowest minima permissible underthe given conditions. If the minima presented in the Jeppesen Airway Manual, any otherAeronautical Information Publication or NOTAM or Company Route Manual, etc., are higher,then those higher minima will apply unless special approval is given by the competent authorityfor a particular aerodrome. Minima will further be increased for inexperienced pilots (see GB5.2.9.1) or for aeroplane or ground equipment failure, or severe turbulence on final approach.

The term minima refers to the aerodrome weather conditions and defines the minimum visibility(horizontal and vertical) prescribed for taking off from, or landing a civil aircraft to this particularaerodrome.

There are different concepts of minima:

AEROPLANE CAPABILITY given in the Aeroplane Flight Manual defines the lowestminima for which the aircraft has been certified.

AERODROME OPERATING MINIMA noted on the aerodrome chart, established inaccordance with the national authorities of the aerodrome.

OPERATOR’S MINIMA approved by the national authority of the operator. They arethe lowest minima that the operator is allowed to use on a specified aerodrome. Theycannot be lower than the aeroplane capability and the minima published on theaerodrome chart except when specifically approved by the national authority of theaerodrome. These operator's minima are also called "Aerodrome Operating Minima"by the operator (but with a different meaning than in the previous case).

CREW MINIMA are the minima that the crew is authorised to operate. They are basedupon the qualification of the flight crewmembers.

8.1.3.2 AEROPLANE CATEGORIES

GENERAL

For approach, aeroplanes are classified in categories, A, B, C, D, and E. The following ICAOtable indicates the specified range of handling speeds (IAS) for each category of aeroplane toperform the manoeuvres specified. These speed ranges have been assumed for use incalculating airspace and obstacle clearance for each procedure.

The criteria taken into consideration for the classification of aeroplanes by categories is theindicated airspeed at threshold (VAT) in the landing configuration at the maximum certifiedlanding weight. The VAT (or VREF)is equal to:

VAT = 1.3 X VSO (stalling speed) for conventional aeroplanes, i.e. B737.

VAT = 1.23 X VS1G (stalling speed) for fly-by-wire aeroplanes, i.e. A320.

The aeroplane categories corresponding to VAT values are in the table 2 below:


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Maximum Speedsfor MISSEDAPPROACH

(kts)

AER

OP

LAN

E

CA

TEG

OR

Y

VAT (or VREF)(kts)

Range ofSpeeds for

INITIAL

APPROACH(kts)

Range ofFINAL

APPROACH

Speeds(kts)

MaximumSpeeds for

VisualManoeuvring(CIRCLING)

(kts) Intermi-diate

Final

A Less than 91 90 to 150(110*) 70 to 100 100 100 110

B From 91 to 120 120 to 180

(140*)85 to 130 135 130 150

C From 121 to 140 160 to 240 115 to 160 180 160 240

D From 141 to 165 185 to 250 130 to 185 205 185 265

E From 166 to 210

* Maximum speed for reversal and racetrack procedures.

The B737 is classified as a “Category C” aeroplane for straight-in approaches.

PERMANENT CHANGE CATEGORY (MAXIMUM LANDING MASS)

a) An operator may impose a permanent, lower, landing mass, and use this mass fordetermining the VAT if approved by the Cyprus DCA.

b) The category defined for a given aeroplane shall be a permanent value and thusindependent of the changing conditions of day-to-day operations.

8.1.3.3 PLANNING REQUIREMENETS

The following paragraphs explain the requirements for the availability of destination andalternate aerodromes for IFR flights.

VFR FLIGHTS (OPS 1.340 (d))

On a VFR flight, where allowed by Eurocypria Operations Manual, take-off shall onlycommence when the appropriate weather reports or forecasts or any combination thereofindicate that the weather conditions en-route, or for that route segment to be flown under VFR,will be as prescribed in parag. 8.1.4 of this manual for VFR in the respective airspace category.

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TAKE-OFF ALTERNATES

If the weather at the departure aerodrome is below the applicable operating minima for landingor performance considerations preclude return to the departure aerodrome, then a Take-OffAlternate must be available.

For an aerodrome to be selected as a Take-Off Alternate, it must be situated within a range of 1hour flying time from the departure aerodrome at the one-engine-inoperative cruising speedaccording to the Aircraft Flight Manual (AFM) in still air standard conditions based on the actualtake off mass. (OPS 1.295 (b)(1)(i))

Meteorological reports and/or forecasts must indicate that the weather at the aerodrome will beat or above the applicable landing minima for +/- 1 hour of the aeroplane estimated time ofarrival (ETA), and

If only non-precision and/or circling approaches are available, ceiling must be taken intoaccount, and

Any one-engine inoperative limitations must be taken into account, e.g. loss of CAT 2 or CAT3 capability. (OPS 1.297(a))

Note: ECA OFP provides space for the commander to nominate a take-off alternate ifconditions necessitate its availability.

DESTINATION AERODROME (OPS 1.297 (b)(1)+(2))

For selection as a destination aerodrome (except isolated destination aerodromes), anaerodrome must satisfy the following conditions:

1. The appropriate weather reports or forecasts, or any combination thereof, indicatethat, during a period commencing one hour before and ending one hour after theestimated time of arrival at the aerodrome, the weather conditions will be at or abovethe applicable planning minima as follows.

i. For a precision approach, RVR/visibility for the type of approach category andRWY to be used

ii. For a non-precision approach or a circling approach, the ceiling at or aboveMDA+50ft; OR

2. Two destination alternate aerodromes are selected as per page 8.1-23 of this manual

DESTINATION ALTERNATE AERODROME AND EN-ROUTE ALTERNATE AERODROMES

Depending on the situation, ONE, TWO or NO destination alternate aerodromes may berequired. All required destination alternates must be specified in the Operational Flight Plan(OFP).

ONE destination alternate must be selected for each IFR flight if the forecast for the destinationaerodrome is at or above the expected operating minima for ETA +/- 1hour,.

At least one destination alternate must be selected, unless

(1) Both

i. The duration of the planned flight from take-off to landing or, in the event of in-flightre-planning in accordance with the OPS 1.225(d), the remaining flying time todestination does not exceed six hours; and


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ii. Two separate runways (OPS 1.192) are available at the destination aerodrome and themeteorological forecast, for the period from 1 hour before until 1 hour after the expectedtime of arrival, at the destination aerodrome the ceiling will be at least 2000ft for circlingheight or circling height +500ft whichever is greater and the visibility will be at least 5kms

Or

(2) The destination aerodrome is isolated (OPS 1.295 (c))

Runways on the same aerodrome are considered to be separate runways when:

They are separate landing surfaces which may overlay or cross such that, if one of the runwaysis blocked, it will not prevent the planned operation on the other runway, and

Each of the landing surfaces has a separate approach procedure based upon a separate aid.(OPS 1.192 (j))

TWO destination alternates aerodromes must be selected when the appropriate weatherreports or forecasts or any combination of these for the destination indicate that:

From 1 hour before to 1 hour after the aeroplane’s ETA the weather conditions will be belowthe applicable planning minima, (OPS 1.297 (b)); OR

When no meteorological information is available. (OPS 1.295 (d)(1)+(2))

See section 8.1.3.3 for the determination of Aerodrome Operating Minima (AOM).

For selection as a destination alternate or en-route alternate, or isolated, an aerodromemust satisfy the following conditions: (OPS 1.295 (c))

Meteorological reports and/or forecasts must indicate that the weather at the aerodrome will beat or above the planning minima specified in the table below for +/- 1 hour of the aeroplane’sestimated time of arrival.

AVAILABLE TYPE OFAPPROACH

PLANNING MINIMA

CAT 3 CAT 1 Minima (RVR)

CAT 2 CAT 1 Minima (RVR)

CAT 1 Non – Precision; (RVR), ceiling at or above MDH

Non – PrecisionNon – Precision; (RVR), ceiling at or above MDH

+200 ft/ +1,000 mtr;

Circling Circling

When two alternates are required because the weather forecast for the destination is belowlanding minima, fuel calculation for the alternate aerodrome must be such as to reach the mostdistant aerodrome.

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8.1.3.4 TAKE-OFF MINIMA (APP 1 to OPS 1.430 (old))

RVR / Visibility minima for take-off are as defined in the following table. When the reportedvisibility is below that required for take-off and RVR is not reported, or when neither reportedvisibility, nor RVR is available, a take-off may only be commenced if the Commander candetermine that the RVR / visibility along the take-off runway is equal to or better than therequired minimum. This may require a runway visit to assess the RVR.

Take-off minima shall be increased whenever there is a special need to see and avoidobstacles on departure or for other performance requirements.

TAKE-OFF MINIMA FOR ECA B737 AIRCRAFT

FACILITIES

RVR/VIS

NOTE1: Reported RVR/VIS valuerepresentative of the initial part of the Take off

run can be replaced by Pilot assessment

NIL RVR 500 m

* Runway edge lighting and/or centrelinemarking

* RVR 250

Runway edge and centreline lighting RVR 200 m

Runway edge and centreline lighting andmultiple RVR information

RVR 150 m

The required RVR value must be achieved forall relevant RVR reporting points with theexception given in NOTE 1 ABOVE

* For night operations at least runway edge and runway end lights are required andmust be "ON".

• high intensity runway centerline lights must be spaced 15 metres or less and high intensityedge lights are spaced at 60 m or less – both systems must be in operation -,

• flight crew members have satisfactorily completed a check in a Flight simulator,

• a 90 m visual segment is available from the cockpit at the take-off point, and

• the required RVR value has been achieved for all of the relevant RVR reporting points.

• **** Subject to approval of the Authority. Runway protection has to be provided andfacilities equivalent to Category III are available.


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RVR VALUES FOR TAKE-OFF

The required RVR values as given in the above table must be available for the take-off run(except for the initial part which may be based on pilot’s assessment) and for a distance for apossible accelerate stop case, that is for the Accelerate Stop Distance (ASD). From thisassumption, only that number of RVR values must be at or above those required in the table oftakeoff minima as needed to cover the distance from start of the take-off until the aeroplanewould come to a stop in case of an aborted take-off.

If for instance the runway is 3,000 metres long and the calculated accelerate stop distance isless than 2,000 metres, only the first two values must be at / or above the RVR limits. The RVRvalue for the initial part of the take-off run may be replaced by pilot assessment.

LOW VISIBILITY TAKE-OFF

A Low Visibility Take-Off (LVTO) is a take-off in meteorological conditions with an RVR of lessthan 400 mtr. Low visibility procedures (LVP) must be in effect at the relevant aerodrome (seeGB 8.4). If no LVP are established, or LVP are not in force, the lowest RVR authorised for take-off is 400 mtr.

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8.1.3.5 AERODROME OPERATING MINIMA (AOM)

8.1.3.5.1 LANDING AT VFR AERODROMES / CIRCLING APPROACHES

VFR aerodrome: VFR operations are only permitted between Larnaca and Paphos aerodromesand only when the visibility is 5 km or more.

Visual Manoeuvring / Circling Approaches: A manoeuvre initiated by the pilot to align theaeroplane with a runway for landing when a Straight-in landing from an instrument approach isnot possible or is not desirable. This manoeuvre is made only after ATC authorisation has beenobtained and the pilot has established required visual reference to the aerodrome

Lowest minima to be used by ECA for circling approaches will be:

MDH: 600ft VISIBILITY: 2400mts

Minimum RVR for visual approaches to an IFR qualified RWY is 800 mts

8.1.3.5.2 NON-PRECISION LANDING MINIMA

Non-Precision approach procedures are based on the use of LOC only, VOR, NDB or SRA.The MDH / MDA and the required RVR / Visibility for a Non-Precision approach should normallybe obtained from the Jeppesen approach chart. In any case the MDH should be the highest of:

The Obstacle Clearance Height (OCH) for the Aeroplane Category,

The system minimum as contained in the table below,

Any State Minima as applicable

FACILITIES LOWEST MDH (ft)

LLZ only 250

SRA (terminating at 1/2 NM) 250

SRA (terminating at 1 NM) 300

SRA (terminating at 2 NM) 350

VOR 300

VOR/DME 250

NDB 300

VDF (QDM + QGH) 300

The required values depend upon the published applicable system whichever is higher.

It is the ECA’s policy to use Jeppessen MDA+50 FOR ALL NON PRECISION APPROACHES.Furthermore a go/around must be initiated (provided no visual references) at MDA+50 or MAPwhichever comes first.


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For all non-precision approaches it is also company policy to use the Continuous Descend FinalApproach (CDFA) method with a calculated ROD without levelling off. (OPS 1.430 (d)(2))

VISUAL REFERENCE

No pilot may continue an approach below MDA / MDH, unless at least one of the followingvisual references for the intended runway is distinctly visible to and identifiable by the pilot:

Elements of the approach lights system,

• Threshold,

• Threshold marking,

• Threshold lights,

• Threshold identification lights,

• Visual glide slope indicator,

• Touchdown zone or touchdown zone markings,

• Touchdown zone lights,

• Runway edge lights,

• Other visual reference accepted by the authority.

REQUIRED RVR

The required RVR values depend upon:

The published applicable MDH and

The ground facilities, either full facilities, intermediate or basic facilities (depending upon thelength of the approach lighting system).

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RVR for Non-Precision Approach

FACILITIES REQUIRED WITH ECA B737 AIRCRAFT

FULL FACILITIES INTERMEDIATEFACILITIES

BASICFACILITIES

NIL APPROACHLIGHT

FACILITIES

RUNWAYMARKINGS X X X X

APPROACHLIGHTS

720 m or moreHI/MI

420 – 719 m HI/MI less than 420 mHI/MI

_

RUNWAYEDGELIGHTS

X X X X *

THRESHOLDLIGHTS X X X X *

RUNWAY ENDLIGHTS X X X X *

RVR

MDH (ft)

250 – 299 800m 1.200m 1.400m 1.600m

300 – 449 1.000m 1.400m 1.600m 1.800m

450 – 649 1.200m 1.600m 1.800m 2.000m

650 and above 1.400m 1.800m 2.000m 2.000m

LIGHTS MUST BE SERVICEABLE AND "ON" IF REQUIRED

* or: no lights at all for day time operation only

X = Required

-- = Not required

Additional requirements

A max glide slope angle of 4° must not be exceeded unless specially authorized by thecompetent authority and when a PAPI is provided (aircraft needs to be certified for steepapproach).

Above figures may either be reported RVR's or met. visibility converted to RVR as in 8.1.3.5.6

For night operations at least runway edge, threshold and runway end lights must be on.

The touch-down zone RVR is always controlling. If reported and relevant (Note A), the midpointand stop-end RVR are also controlling. The minimum RVR values for mid-point and stop-end is150 mts.

NOTE A: “Relevant”, in this context, means that part of the runway used during the high speedphase of the landing down to a speed of approximately 60 knots.


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8.1.3.5.3 CAT 1 LANDING MINIMA

A CAT I operation is a precision instrument approach and landing using ILS or PAR with adecision height not lower than 200 ft and with an RVR of not less than 550 m.

VISUAL REFERENCE – no pilot may continue an approach below the CAT I decision height,unless at least one of the following visual references for the intended runway is distinctly visibleand identifiable to the pilot:

• elements of the approach light system

• the threshold

• the threshold markings

• the threshold lights

• threshold identification lights

• the visual glide slope indicator

• the touchdown zone or touchdown zone markings

• the touchdown zone lights

• the runway edge lights

RVR for CAT I Approaches

FACILITIES REQUIRED

Full facilitiesIntermediatefacilities Basic facilities

NIL approachlight facilities

RUNWAYMARKINGS X X X X

APPROACH LIGHTS 720 m or moreHI/MI 420-719 m HI/MI

less than 420 mHI/MI NIL

RUNWAY EDGELIGHTS X X X X *

THRESHOLDLIGHTS X X X X *

RUNWAY ENDLIGHTS X X X X *

DH (ft) RVR RVR RVR RVR

200 550 m 700 m 800 m 1000 m

201 – 250 600 m 700 m 800 m 1000 m

251 – 300 650 m 800 m 900 m 1200 m

above 300 800 m 900 m 1000 m 1200 m

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*Lights must be serviceable and "ON" for night operations only

Note A: For night operations at least runway edge, threshold and runway end lights must be"ON".


Note B: “Relevant”, in this context, means that part of the runway used during the high speedphase of the landing down to a speed of approximately 60 knots.

Additional requirements

A max glide slope of 4° must not be exceeded unless specially authorised by the certificatingAuthority (aeroplane needs to be certified/approved for a steeper approach).

Above figures may either be reported RVR's or meteorological visibilities converted to RVR (Ref8.1.3.5.6).


The Decision Height (DH) and Required RVR for CAT 2 and CAT 3 approaches could bederived using the information and tables below. It is Eurocypria policy though that the minimafor CAT 2 and CAT 3 approaches may only be obtained from the Company Procedures sectionin the Jeppesen Charts. Approach and landing is therefore not allowed at aerodromes wherethe RVR is such that it would require a CAT 2 or CAT 3 approach and landing, unless theminima for the respective approach can be found in the Company Procedures section.

A CAT 2 operation is a precision instrument approach and landing using ILS or MLS with:

• A RVR of not less than 300 mtr, and

• A Decision Height below 200 ft and not lower than 100 ft.

The DH shall be not lower than:

The minimum DH specified in the AFM,

The minimum height to which the precision approach aid can be used without the requiredvisual reference,

The OCH / OCL for the category of the aeroplane,

The DH to which the flight crew is authorised to operate,

100 ft.

VISUAL REFERENCE

No pilot may continue a precision approach CAT 2 below the DH unless following visualreferences is attained and can be maintained.

The visual reference must contain:

• A segment of at least 3 consecutive lights being:

• The centre light of the approach lights, or

• Touchdown zone lights, or


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8.1 - 31


• Runway centre line lights, or

• Runway edge lights, or

• A combination of these

• And a lateral element of the ground pattern:

• An approach lighting crossbar, or

• The landing threshold, or a barrette of the touchdown zone lighting.

RUNWAY VISUAL RANGE (RVR) FOR CAT II APPROACHES

The minimum RVR is governed by the DH and the approach lighting and runway lighting /marking available as shown in table below

AUTO-COUPLED TO BELOW DH

DH CAT II RVR REQUIRED

100 – 120 ft 300 m

121 – 140 ft 400 m

141 ft and above 450 m


Note A: “Relevant”, in this context, means that part of the runway used during the high speedphase of the landing down to a speed of approximately 60 knots.


The Decision Height (DH) and Required RVR for CAT 2 and CAT 3 approaches could bederived using the information and tables below. It is Eurocypria policy though that the minimafor CAT 2 and CAT 3 approaches may only be obtained from the Company Procedures sectionin the Jeppesen Charts. Approach and landing is therefore not allowed at aerodromes wherethe RVR is such that it would require a CAT 2 or CAT 3 approach and landing, unless theminima for the respective approach can be found in the Company Procedures section.

A CAT 3 Operation is a precision instrument approach and landing using ILS or MLS.Category 3 is subdivided in CAT 3A and in CAT 3B.

CAT 3A approach is a precision instrument approach and landing with a Decision Height lowerthan 100 ft (30 mtr) and a Runway Visual Range not less than 700 ft (200 mtr).

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CAT 3B approach is precision instrument approach and landing with no Decision Height or aDecision lower than 50 ft (15 mtr) and a Runway Visual Range less than 700 ft (200 mtr) but notless than 250 ft (75 mtr).

ECA IS NOT AUTOHORISED TO PERFORM CAT 3B APPROACHES

For operations in which a DH is used, the DH must not be lower than:

• The minimum decision height specified in the AFM,

• The minimum height to which the precision approach aid can be used without the requiredvisual reference,

• The decision height to which the flight crew is authorised to operate.

Operations with NO DH may only be conducted if:

• Operation with no decision height is authorised in the AFM,

• Approach aid and aerodrome facilities can support operations with no DH,

• The operator has an approval for CAT 3 operation with NO DH.

VISUAL REFERENCES

For CAT 3A operations, no pilot may continue an approach below DH unless a visual referencecontaining at least 3 consecutive lights being:

• The centre line of the approach light, or

• The touchdown zone lights, or

• The runway centre line lights, or

• The runway edge lights, or

• A combination of these is attained and can be maintained.


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CAT III MINIMA

Approach CategoryD.H. *in (ft)

Roll-outRVR(m)

CAT IIIA Less than 100 ft Not required 200 m

* Flight control system redundancy is determined under CS-AWO by minimum certificateddecision height.


Note A: “Relevant”, in this context, means that part of the runway used during the high speedphase of the landing down to a speed of approximately 60 knots

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8.1.3.5.6 COVERSION OF MET VISIBILITY TO RVR / CMV

The following table may be used to convert reported meteorological visibility into RVR values

LIGHTING ELEMENTS IN OPERATION RVR = REP. VIS MULTIPLIED BY:

DAY NIGHT

HI approach + runway lighting 1.5 2.0

Any type of lighting installation other than the above 1.0 1.5

No lighting 1.0 N/A

8.1.3.5.7 EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRAD-ED GROUND EQUIPMENT

These procedures / instructions are applicable for dispatch as well as in flight situations. It is notexpected that the Commander consults these instructions after passing the OM or anequivalent position (from where the approach may need to be abandoned). If failure of groundequipment, other than the primary approach aid in use, occurs at such a late stage, theapproach may be continued at Commander’s discretion. If failures are known before this stage,the effect on the approach must be considered by using the following table that means, minimamust be increased and / or relevant procedures must be used.


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EFFECT ON LANDING MINIMAFAILED ORDOWNGRADED

EQUIPMENT CAT III A CAT II CAT I NONPRECISION

ILS stand-by transmitterNot allowed No effect

Outer MarkerNo effect if replaced by published equivalent position Not applicable

Middle MarkerNo effect No effect unless

used as MAPT

Touch Down Zone RVRassessment system May be temporarily replaced with midpoint RVR

if approved by the State of the Aerodrome. RVRmay be reported by human observation.

No effect

Midpoint or Stopend RVRNo effect

Anemometer for runwayin use No effect if other ground source available

CeliometerNo effect

Approach lightsNot allowed for operations

with DH >50 ftNot allowed Minima as for nil facilities

Approach lights exceptthe last 210 m No effect Not allowed

Approach lights exceptthe last 420 m No effect Minima as for intermediate facilities

Standby power forapproach lights No effect

Whole runway lightsystem Not allowed Minima as for nil facilities – day only

Edge lightsDay only– Night (not allowed)

Centreline lights (CL)RVR 300 m – day only RVR 300 m –

day 550 m –night

No effect

CL lights spacingincreased to 30 m No effect

Touch Down Zone lightsRVR 300 m – day550 m – night No effect

Standby power forrunway lights Not allowed No effect

Taxiway light systemNo effect -except delays due to reduced movement rate

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8.1.3.5.8 AERODROME OPERATING MINIMA FOR COMMANDERS WITHINSUFFICIENT EXPERIENCE ON TYPE

For commanders with insufficient experience, “restricted captains” refer to 5.2.9.1

8.1.3.5.9 AUTOLAND SUCCESS CRITERIA

When an autoland is attempted, crews should record the success of the approach and landingon the Journey Log, based on the following criteria:

APPROACH:

From 500 ft to start of flare:

- speed is maintained within +/- 5kts disregarding rapid fluctuations due toturbulence.

- no relevant system failure occurs.

From 300 ft to DH:

- no excessive deviation occurs.

- no centralized warning gives a go-around order.

LANDING:

No system failure occurs

No flare failure occurs

No de-crab failure occurs

Mainwheel touchdown occurs between 150m and 750m from runway threshold,assuming a normal GS antenna location

Nosewheel touchdown occurs 8m of runway centreline

To uchdown vertical speed does not exceed 360 ft/min

Bank angle at touchdown does not exceed 7 degrees

Pitch angle does not exceed to maximum value for a safe tail clearance

Rollout lateral deviation does not exceed 8m

No rollout failure occurs

Note: When the approach and landing are considered unsatisfactory, commanders shouldreport the details on the comments column of the autoland part of the journey log.


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8.1.4 EN-ROUTE OPERATING MINIMA FOR VFR FLIGHTS ANDVFR PORTIONS OF A FLIGHT

Eurocypria policy allows the conduct of VFR Flights only between Larnaca and PaphosAerodromes.

VFR flights shall not be commenced unless current meteorological reports or a combination ofcurrent reports and forecasts indicate that the conditions along the route or along that part ofthe route to be flown under VFR are, and will continue to be such as to make it possible for theflight to be conducted in accordance with VFR and the proposed cruising altitudes, the requisitevisibility and clearances from cloud can be maintained.

The following meteorological conditions must be met:

No VFR flight shall be commenced unless it can be ascertained from the latestavailable weather information that the visibility throughout the flight will be 8 Km.

VFR flights shall be carried out with permanent surface visual contact.

The minimum horizontal distance from clouds will be 1.5 Km and the minimum vertical distancewill be 1,000ft.

Note: No flight shall begin before sunrise (SR) or end after sunset (SS), except that visualapproaches and landings may be carried out in this period if so allowed by the relevant ATCunit.

8.1.5 PRESENTATIONS AND APPLICATION OF AERODROME ANDEN-ROUTE OPERATING MINIMA

The Aerodrome Operating Minima will be obtained according to the procedures described in8.1.3. The Commander may nevertheless elect to operate to higher minima if he considers thatunder the circumstances of the flight, to do otherwise might compromise the safety of theaeroplane or its passengers.

It is the Commander’s responsibility that these minima are observed.

8.1.6 INTERPRETATION OF METEOROLOGICAL INFORMATION

The information provided in the Operations Manual (Part C) (Jeppesen Airway Manual &AERAD) section «METEOROLOGY», highlights the different weather reports and theirinterpretation.

The following additional rules shall be applied:

For planning purposes an aerodrome shall be considered to be below minimum if:

The RVR or meteorological visibility is below the applicable minimum, or

The ceiling or vertical visibility is below the applicable Decision Height for CAT 1 (for CAT 2 theceiling / vertical visibility may be disregarded) or Minimum Descent Height, or

The steady crosswind component exceeds the prescribed limitations.

Whenever a forecast contains meteorological conditions indicating «below minimum» at ETA,which is prefixed, by BECMG or TEMPO, the aerodromes shall be considered below minimum.Conditions prefixed by PROB, either used alone or in combination with the prefix TEMPO, maybe considered whenever judged operationally significant.

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8.1.6.1 EN-ROUTE METEOROLOGICAL DATA

Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and18:00 UTC and are normally available at least 9 hours before such times.

WIND CHARTS

Usually the following wind charts are available and shell be used to determine the wind en-routeand to the alternate(s)

Pressure Surface Approx. Altitude Flight Level

700 hPa 9.900 feet 100

500 hPa 18.300 feet 180

400 hPa 24.000 feet 240

300 hPa 30.100 feet 300

200 hPa 38.700 feet 390

SIGNIFICANT WEATHER CHARTS

They usually cover two layers, between:

FL 100 – FL 250

and

FL 250 – FL 450

Such charts may show, as appropriate to the flight, significant en-route weather phenomenasuch as:

• Thunderstorms,

• Tropical cyclones,

• Severe squalls,

• Moderate or severe turbulence,

• Moderate or severe icing,

• Type of clouds, particularly cumulonimbus type clouds,

• Surface position of convergence zones,

• Surface position of frontal systems,

• Tropopause height,

• Jetstreams,

• Information on the location and times of volcanic eruptions.

These charts shall be used to determine hazardous weather conditions en-route and to checkroute planning.


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8.1.6.2 AERODROME METEOROLOGICAL DATA

METARS and TAFS are produced by aerodrome meteorology offices and used byCommanders to decide whether actual / forecast conditions would allow safe landing within thepermitted aerodrome operating minima.

METARS (Aviation routine weather reports), are compiled half–hourly or hourly and usuallycontain the following coded information:

Type or report (METAR or SPECI / special report),

ICAO station identifier,

time of observation,

wind direction (usually in degrees true, occasionally, e.g. in Germany, in degrees magnetic) andspeed (Kts or km/h),

G (gusts,)

RVR– if visibility is less than 1,500 mtr,

weather phenomena (if any),

clouds in six character groups. The first three characters indicate the cloud amount,

FEW = 1 to 2 oktas

SCT (scattered) = 3 to 4 oktas

BKN (Broken) = 5 to 7 oktas

OVC (overcast) = 8 oktas

SKC = Sky clear

In some countries the cloud amount may still be given in oktas instead of FEW, SCT, BKN,OVC.

The next three characters indicate the cloud layer in hundreds of feet above aerodrome level,

CB (cumulonimbus) or TCU (towering cumulus), if any,

temperature and dew point (T, DT),

QNH,

supplemental information – if applicable – such as recent weather, windshear,

Trend:

BECMG (..becoming..) indicates an expected permanent change,

TEMPO (..temporarily..) indicates a temporary fluctuation of weather conditions,

PROB (..probably..) indicates a probable (given in percent) change

AT a specific time,

FM from ...,

TL until ...,

CAVOK if visibility is 10 km or more, it no clouds are reported/expected below 5,000 ft and nothunderstorm, or precipitation is reported or expected,

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SKC sky clear,

NSC no significant clouds,

NSW no significant weather.

The TAF (Terminal / Aerodrome Forecast) is usually valid for a period of not less than 9 hrs butno more than 24 hrs. Routine aerodrome forecasts valid for less than 12 hours, all others every6 hours.

The structure is similar to the METAR but lists forecast weather conditions.

8.1.6.3 NON-ROUTINE AERONAUTICAL INFORMATION

The following «non-routine» meteorological information are provided when applicable:

as a SPECI, a special report amending a METAR,

amended TAF’s,

SIGMET (significant meteorological reports) when significant as phenomena occur,

Aerodrome Warnings, such as microburst or windshear.

REMARKS

Full details of WX-reports and meteorological data presentation are available in the OperationsManual (Part C) (Jeppesen Airway Manual & AERAD) under section «METEOROLOGY». Theabove mentioned information shall only be considered as an excerpt.


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8.1.7 DETERMINATION OF THE QUANTITIES OF FUEL, OIL AND WATER METHANOLCARRIED

It is Eurocypria Airline’s policy to plan on the basis of minimum cost. It is the Commander’sresponsibility to ensure that sufficient fuel is carried to operate the aeroplane safely inaccordance with Eurocypria Airlines procedures.

8.1.7.1 FUEL PLANNING

A Commander shall not commence a flight unless he is satisfied that the aeroplane carries atleast the planned amount of fuel and oil to complete the flight safely, taking into account theexpected operating conditions. The Commander has the prerogative to carry extra fuel foroperational reasons, adverse weather, delays and for commercial reasons such as tankering foreconomy or shortage.

Based on the appropriate consumption figures for the stage of flight as contained in theOperations Manual (Part B) (AOM / AFM) for the specific aeroplane type or, where indicateddata from the Company fuel consumption monitoring programme (see Note), the fuel on boardat the start of each flight must be sufficient to cover the elements listed in the followingparagraphs.

The Company Fuel Consumption and Monitoring Programme (FCMP) is approved by theAuthority and has been established to monitor the fuel consumption on each individual route /aeroplane combination. Data so obtained, apart from other applications within the Company,can also be used to provide a statistical analysis for calculating contingency fuel for particularroute and aeroplane combinations.

8.1.7.2 FUEL REQUIRED FOR FLIGHT (OPS 1.255 (c) and Appendix 1 to 1.255)

The usable fuel required for a flight during pre-flight calculations shall include:

1) TAXI FUEL:

The total amount of fuel expected to be used prior to take-off including allowances for operationof ice protection systems and APU.

2) TRIP FUEL:

To include:

a) Take-off and climb to initial cruising level/altitude, taking into account the expected departurerouting,

b) Fuel from top of climb (TOC) to top of descent (TOD), including any step climb / descent,

c) TOD to initial approach point, taking into account the expected arrival routing and procedure,and

d) Approach and landing at destination.

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3) RESERVE FUEL CONSISTING OF

1. CONTINGENCY FUEL:

At the planning stage not all factors, which could have an influence on the fuel used tothe destination aerodrome can be foreseen. Consequently, contingency fuel is carried tocompensate for items such as:

Deviations of an individual aeroplane from the expected fuel consumption data,

Deviations from forecast meteorological conditions, and

Deviations from planned routings and/or cruising levels / altitudes.

Following the introduction of a new type of aeroplane, a higher percentage ofcontingency fuel will be required until such time as it is considered that the CompanyFuel Consumption and Monitoring Programme (FCMP) can predict fuel consumptionaccurately. Flight Crew will be informed by Operations accordingly.

The contingency fuel must be the higher of (i) or (ii) below:

(i) 5% (10% following the introduction of a new aeroplane) of the planned trip fuel or, ifin-flight replanning, of the trip fuel for the remainder of the flight,

or

(ii) Fuel for 5 minutes holding at 1,500 ft above the destination aerodrome in ISAconditions.

2. ALTERNATE FUEL :

To include:

i. A go-around from the applicable MDA / DH at the destination aerodrome tomissed approach altitude, taking into account the complete missed approachprocedure; and

ii. Climb from missed approach alti tude to cruising level altitude, taking intoaccount the expected departure routing; and

iii. Cruise from TOC to TOD, taking into account the expected routing; and

iv. TOD to initial approach point taking into account the expected arrival routingand procedure, and

v. Approach and landing at the destination alternate aerodrome.

It is Eurocypria policy to use the nearest destination alternate when fuel planning,unless operational circumstances preclude doing so.

If two destination alternates are required in accordance with Pg. 8.1-23 of this manualthen alternate fuel must be sufficient to cover the case of the alternate requiring thegreater amount of fuel.

The departure aerodrome may be selected as a destination alternate.

3. FINAL RESERVE FUEL:

Which must be sufficient for 30 minutes holding at 1,500 ft above aerodrome elevationin ISA calculated with the estimated mass on arrival at the destination alternateaerodrome or the destination aerodrome, when no alternate aerodrome is required.


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4. ADDITIONAL FUEL:

The minimum fuel shall permit:

a) The aeroplane to descend as necessary and proceed to an adequate alternateaerodrome in the event of engine failure or loss of pressurization, which ever requiresthe greater amount of fuel based on the assumption that such a failure occurs at themost critical point along the route, and

i. Hold there for 15 minutes at 1500 ft aal in ISA conditions; and

ii. Make an approach and landing, and

except that additional fuel is required if the amount of fuel calculated in accordance withparagraph 2 and 3 (trip fuel + reserve fuel) is not sufficient for such an event; and

b) Holding for 15 min at 1500ft above destination aerodrome elevation in ISA conditions,when a flight is operated without a destination alternate aerodrome.

4) EXTRA FUEL:

The decision to carry extra fuel is at the discretion of the Commander. Reasons for carryingextra fuel include adverse weather, expected ATC delays and high cruise Mach No. to reducedelays. When extra fuel is carried, the reason for this should be indicated on the OFP.

TANKERING

It is Eurocypria policy to tanker fuel where an economic benefit can be achieved. Refer toOperations Manual (Part B) (AOM) for an accurate amount of fuel to be tankered.

The Commander may also be asked to tanker fuel where there are fuel shortages or for otheroperational reasons. In all cases the following points should be borne in mind before tankering:

Consider landing weight restrictions,

If take-off or landing is anticipated on a contaminated or icy / slippery runway, tankering solelyfor economic reasons must not be considered,

Consideration should be given to the formation of wing ice in the vicinity of the fuel tanks.Factors affecting wing ice are as follows:

• Temperature of uplifted fuel,

• Outside Air Temperature (OAT) at departure aerodrome,

• OAT at cruise altitude and the length of flight (fuel temperature may fall below 0oC,

• OAT at destination aerodrome, especially if the relative humidity is high.

It has been determined that “warm fuel” uplifted at destination will normally have the effect ofagitating the fuel in the warm tanks. This should melt accumulations of ice and prevent theformation of further ice during the turn around, provided the arrival fuel load is a maximum of2,000 kg in each wing.

Fuel may be tankered on night stopping aeroplane, but if overnight frost or freezing conditionsare anticipated, consideration should be given to the likely effect that precipitation or highrelative humidity would have on cold wings.

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ICING CONDITIONS IN FLIGHT

If the weather forecast indicates that the aeroplane may spend an appreciable time in icingconditions, additional fuel may be loaded to cover the extra amount that will be burned withengine anti-ice (EAI) and/or wing anti-ice (WAI) ON. For EAI plan on 50 kg/hr (B737); for EAIand WAI 150 kg/hr (B737).

PROLONGED APU USAGE

If it is likely that the APU will be used in the air or wil l be used for a prolonged period on theground and it is felt that the extra fuel burned will be significant, then additional fuel should beloaded. For APU use during flight plan on 50 kg/hr (B737); for APU use on the ground plan on105 kg/hr (B737).

8.1.7.3 DECISION POINT PROCEDURE

When a flight cannot depart with the total fuel calculated in accordance with the normalplanning formula, despatch may be achieved by nominating a suitable aerodrome en-route asthe destination (en-route alternate), with the intention of obtaining reclearance in flight tothe desired destination. For the flight to continue to the desired destination, the Commanderneeds to be satisfied at the time of reclearance, that the fuel on board when passing over orabeam the nominated aerodrome en-route is sufficient to satisfy the normal planning formulafrom that point to the original desired destination, i.e. as in GB 8.1.7.2 above.

The nominated destination aerodrome (en-route alternate) needs to be both suitable (i.e. as inparagraph 8.1.2) and available and the weather forecast needs to be satisfactory for landing,i.e. as required by GB 8.1.3.1.

The nominated destination aerodrome should be located within a circle having a radius equal to20% of the total flight distance, the centre of which lies on the planned route at a distance fromthe destination of 25% of the total flight plan distance, or 20% of the total flight plan distanceplus 50nm, whichever is greater.

EXAMPLE:

Airways route distance 1850 NM; Thus: circle radius 370 NM, centred on a point 462 NM fromthe destination.

When this procedure is necessary and a flight is planned to a destination aerodrome via areclearance decision point en-route, the fuel required is the greater of a) or b) below:

a) The sum of:

• Taxy fuel,

• Trip fuel to the desired destination aerodrome, via the decision point,

• Contingency fuel of not less than 5% (10% following the introduction of a new aeroplane) ofthe estimated fuel used from the decision point to the desired destination aerodrome,

• Alternate fuel, if a destination alternate is required,

• Final reserve fuel,

• Additional fuel, if required, and

• Extra fuel, at the discretion of the Commander.

or,


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b) The sum of:

• Taxy fuel,

• Trip fuel to the nominated destination (en-route alternate) via the decision point,

• Contingency fuel of not less than 3% (6% following the introduction of a new aeroplane) ofthe estimated trip fuel from the departure aerodrome to the nominated destination,

• Nominated destination alternate fuel, if one is required,

• Final reserve fuel,

• Additional fuel, if required, and

• Extra fuel at the discretion of the Commander.

8.1.7.4 ISOLATED AERODROME PROCEDURE

When planning to an isolated aerodrome for which an alternate does not exist the fuel requiredis the sum of:

• Taxi fuel,

• Trip fuel,

• Contingency fuel in accordance with GB 8.1.7.2 c),

• Final reserve which will not be less than fuel to fly for 2 hours after arriving overhead thedestination aerodrome, calculated with the normal cruise consumption,


8.1.7.5 PREDETERMINED POINT PROCEDURE

When planning to a destination alternate where the distance between the destinationaerodrome and the destination alternate is such that a flight can only be routed via apredetermined point to one of these aerodromes the fuel required is the greater of (a) or (b)below:

The sum of:

• Taxi fuel,

• Trip fuel to the destination aerodrome via the predetermined point,


• Additional fuel if required, but not less than that in GB 8.1.7.4,

Extra fuel, at the discretion of the Commander.

or,

• The sum of:

• Taxi fuel,

• Trip fuel from the departure aerodrome to the alternate aerodrome, via the predeterminedpoint,


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• Additional fuel if required, but not less than fuel for 30 minutes hold at 1,500 feet in ISAincluding Final Reserve fuel, and


8.1.7.6 FUEL CONSERVATION POLICY

As a temporary fuel conservation policy and after examining actual fuel burns on a number ofsectors, the following suggestions and guidelines will help crews understand and contributetowards a more fuel efficient operation:

1) Pay more attention to the tankering procedures as per our SOP’s.

2) Aim to arrive at LCA or PFO with a Total FOB Quantity in the range of 2,300-2,500 kgsduring day and 2,700-3,000 kgs during night.

3) Do not be reluctant to uplift fuel with a hundredth quantity digit instead of rounding-up to thenext nearest 500 or 1000 kgs (i.e. 13,300 or 12,600).

4) Use CI 35 in the FMC. A cruise Mach Number closer to 0.785 is calculated.

5) After landing, delay APU start as long as possible. Comply with Boeing recommendationthat the APU should be operated for one minute before using as a bleed air source.

6) Pay particular attention to your TOD calculation, aiming to have the engines idle thrust aslong as possible during the descend phase. A fuel efficient descend is the one where thrustremains idle throughout the descend and approach power is added at approximately 1,000-1,500 feet agl.

7) The commander may deviate from the above recommendations of he considers it necessaryfor the safety of the flight (i.e. adverse weather known ATC delays, technical etc).

8.1.7.7 OIL

Before each flight, the Commander must physically check that the engine oil quantity asindicated on the flight deck engine oil gauges, is sufficient to cover the same elements as thosefor fuel. For the calculation of the minimum oil required for the flight, the relevant formula in theOperations Manual (Part B) (AOM) is to be used. The Commander must also ensure thatbetween flights no excess oil consumption has taken place.

Oil quantity checks must be performed more frequently if:

Any flight deck engine oil quantity gauge is unserviceable or appears to be misreading,

Oil consumption rates are high or close to the manufacturer’s limitations,

Operation within the MEL limitations for any engine defect.

The Boeing Maintenance manual definition of “Physically Check” states that checking the oilquantity indications in the flight deck satisfies the requirement for a “physical” check, i.e. there isno requirement to check the oil tank mounted sight gauge.

8.1.7.8 WATER METHANOL

Not applicable.


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8.1.7.9 MAINTENANCE OF FUEL AND OIL CARRIAGE AND CONSUMPTIONRECORDS

Fuel records will be passed to Operations Control by the Flight Crew in the Flight Envelope.Operations Control personnel will input these records in the Resource Management System.Fuel records will also be maintained with the rest of the flight paperwork and technical logsheets at Operations Control.

Oil carriage and consumption will be recorded in the technical log and preserved with same.

8.1.8 MASS AND CENTER OF GRAVITY

8.1.8.1 DEFINITIONS

DRY OPERATING MASS (DOM)

The total mass of the aeroplane ready for a specific type of operation, excluding all usable fueland traffic load.

The DOM includes:

Crew and crew baggage,

Catering and removable passenger service equipment,

Potable water and lavatory chemicals,

Special emergency equipment as required for the route(s),

Cabin service equipment such as newspapers, pillow, blankets, etc.

From the above it follows that different DOMs may be published in the AOM for different crew,catering or emergency equipment versions.

DRY OPERATING INDEX (DOI)

The applicable index on the aeroplane index system corresponding to the specific DOM.

MAXIMUM ZERO FUEL MASS (MZFM)

The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuelcontained in particular tanks must be included in the ZFM when it is explicitly mentioned in theAeroplane Flight Manual limitations.

MAXIMUM (STRUCTURAL) LANDING MASS (MLM)

The maximum permissible total aeroplane mass upon landing under normal circumstances.This is the maximum structural limit and must not be mistaken with the “Maximum Allowedmass for Landing” which also considers any additional performance limitations.

MAXIMUM (STRUCTURAL) TAKE-OFF MASS (MTOM)

The maximum permissible total aeroplane mass at the start of the take-off run. This is themaximum structural limit and must not be mistaken with the “Maximum Allowed mass forTake- Off which also considers any additional performance limitations for a particular route.

MAXIMUM APPROVED PASSENGER SEATING CONFIGURATION

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The maximum passenger seating capacity of an individual aeroplane, excluding pilot seats orflight deck seats and cabin crew seats as applicable, used by the operator, approved by theAuthority and specified in the AOM.

TRAFFIC LOAD (TL)

The total mass of passengers, baggage and cargo including any non-revenue loads.

PAYLOAD (PL)

The total mass of the revenue load (passengers, cargo or mail).

LAST MINUTE CHANGE (LMC)

A late change / amendment to the mass and balance sheet which does not require thepreparation of a new mass and balance sheet if the changes / amendments to the existingmass and balance sheet do not exceed the limits specified in the AOM.

CERTIFIED CENTRE OF GRAVITY LIMITS (CG)

These are the CG limits the aeroplane was certified with. Making full use of the certified limitswould assume, that the centre of gravity was correctly computed without any errors.

OPERATIONAL CENTRE OF GRAVITY ENVELOPE

This is the operational centre of gravity envelope which further restricts the certified centre ofgravity envelope to compensate for errors such as the differences between assumed passengermass and actual mass, use of one common moment – arm for several seat rows, deviations inthe distribution of baggage / cargo / mail in the various compartments, inaccuracies in theactual mass of baggage, deviation caused by gear and/or flap positions, in flight movements ofpassengers, cabin crew and pantry equipment (trolleys), deviation in fuel distribution etc. Theoperational centre of gravity envelope must never be exceeded unless authorised by the FlightOperations Department for special flights.

FLEET DOM / DOI

For a group or groups of aeroplane of the same type and version fleet DOMs / DOIs may bepublished provided the aeroplane in this group meet the requirements of the permittedtolerances for the weights and the centre of gravity as per EU-OPS 1 / 1.605 / Appendix 1 (a)(2) (ii).

HOLIDAY CHARTER

A charter flight solely intended as an element of a holiday travel package is a flight where theentire passenger capacity is hired by one or more charter(s) for the carriage of passengers whoare travelling, all or in part by air, on a round or circle trip basis for holiday purposes. Categoriesof passengers such as Company personnel, tour operator‘s staff, representatives of the press,JAA / Authority officials etc. can be included within the 5% alleviation without negating the useof holiday charter weight values.

PASSENGER CLASSIFICATION

ADULTS: male and female, are defined as persons of an age of 12 years and above,

CHILDREN: are defined as persons of an age of 2 years and above but who lessthan 12 years are,

INFANTS: are defined as persons who are less that 2 years of age.


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8.1.8.2 COMMANDER’S RESPONSIBILITYThe commander is legally responsible for satisfying himself that the loading I s correctly andsafely distributed and properly stowed and secured.He must check and sign the load sheet and trim chart before departure, checking that sufficientfuel and oil of the correct grade are on board, and satisfying himself that the load sheetaccounts for all the items referred to below:

a) As it is impracticable for him to check every detail, he may assume: That the aeroplane mass schedule showing the basic mass and index of the empty

aeroplane is correct, That cargo has been correctly weighted and that correct passenger weight allowance hasbeen made, That the load has actually been loaded in accordance with the load sheet and trim chart,

That the trim of the aeroplane loaded, is in accordance with the combined load sheet andtrim chart and within the indicated limits.

(b) Where the trim charts contain restrictions on passenger seating, the restrictions areintended to apply throughout the flight and not merely for take-off and/or landing.

(c) The Commander must ensure the Cabin Crew are aware of any restrictions thatapply before T/O and must receive the SCCM’s confirmation that the passengers are seated inaccordance with the required conditions and seat allocation.

(d) Detailed information on the completion of load sheets and trim charts is given in thisChapter.

8.1.8.3 CORRECTION OF LOADING ERROR

(a) Loading control staff are instructed that he Commander is to be informed at once (viacompany frequency, ground engineer’s headset or ATC), if after aeroplane doorshave been closed either a loading irregularity or any of ht e following load sheet ortrim chart errors is found:

The maximum authorised T/O Mass for the flight is exceeded.

The maximum authorised ZFM for the flight is exceeded.

The maximum permissible weight in the cargo holds or in a particular hold isexceeded.

There is a T/O Mass error of 500 kgs or more, whether or not any of the above limitshas been exceeded.

(b) The commander must decide that corrective action, if any, is to be taken. If hedecides to abort the flight, all documents must be amended by Ground Operationsstaff and counter signed by the Commander. If any of the limits in Para 8.1.8.1(a)has been exceeded, the Commander must raise an Air Safety Report.

(c) Corrections to the originating station and Cabin Crew copies of load sheet and trimchart are only permissible when the Commander’s copy has been altered, by thesame person at the same time.

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(d) The Commander must ensure that, following any instance of apparent trimdiscrepancy at any phase of the flight, no removal of baggage, cargo and mail shallbe permitted at destination before a thorough check is carried out.

8.1.8.4 METHODS, PROCEDURES AND RESPONSIBILITY FOR PREPARATION ANDACCEPTANCE OF THE MASS AND BALANCE SHEET

A mass and balance document must be prepared in triple for each commercial air transportflight. One copy is to be carried on the aeroplane and the other, as accepted by theCommander, must remain available at the departure station for at least 3 day s.

The document may be in any format (manual or computerised) approved by the Authority toestablish the aeroplane’s mass and centre of gravity. It must contain details of the mass anddisposition of all loaded items, including fuel, and must indicate whether standard or actualmass values have been used. Where the Authority has allowed the use of a standard load plan,details must be included together with additional limitations on the permissible range of C of Gtravel on which the standard plan is based.

The document, prepared and produced by the Handling Agent or the Pilots, must contain thename of person who prepared it and the loading supervisor must confirm by signature that theload and its distribution are as stated.

The mass and balance document must be acceptable to and countersigned by the aeroplaneCommander. He must be informed of any late changes and the details entered in the “LastMinute Changes” box of the original and the two copies of the mass and balance document.

CAUTION: SCCM’s must check that passenger allocation in the cabin is in agreement with theload sheet. This should be reported to the Captain together with the report for correct number ofpax on board with the wording:

“XXX PASSENGERS ON BOARD, DISTRIBUTION CORRECT”.


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8.1.8.5 PASSENGER AND BAGGAGE WEIGHT

On certain aeroplane types and routes, Commanders are authorised to accept load sheetscalculated using standard passenger weights. However, a Commander may request that actualweights of baggage and passengers are to be used if he considers it necessary for flight safety.

Standard weights shall be used for hold baggage on all flights unless otherwise stated.

8.1.8.6 STANDARD MASS VALUES (EU - OPS 1.620)

The following standard mass values shall be used for Eurocypria operations

Mass values for passengers (including hand baggage) Table A

Standard Masses (1)20 and more

Alternative Masses (1)30 and morePassenger Seats

Male Female All Adult

All flights except holiday charters 88 kg 70 kg 84 kg

Holiday charters (2) 83 kg 69 kg 76 kg

Children (2 yrs to 12 yrs) 35 kg 35 kg 35 kg

Infants 0 0 0

Note 1: Under normal conditions the "Male, Female" splitted values shall be used. Since theseating capacity of all Eurocypria airplanes is more than 30 seats, as an alternative the "AllAdult" value may be applied.

Note 2: For the purpose of this table, "holiday charter" means a flight solely intended as anelement of a holiday travel package.

Note 3: On any flight identified as carrying a significant number of passengers whose masses,including hand baggage, are expected to exceed the standard passenger mass, the actualmass of such passengers shall be determined by weighing or by adding an adequate massincrement. The increment will be determined according to circumstances and agreed by thecommander. Same will apply for flights where the checked baggage is expected to exceed thestandard weights.

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Mass values for checked baggage (1) Table B

Type of FlightBaggage Standard Mass

Domestic (2) 11 kg

Within the European Region (3) 13 kg

Intercontinental (4) 15 kg

All Other 13 kg

Note 1: The actual mass of checked baggage determined by weighing is to be used. Ifweighting is not available, standard mass value as indicated above shall be used.

Note 2: For the purpose of this table, domestic flight means a flight with origin anddestination(s) within the borders of one state.

Note 3: Flights within the European region means flights, other than Domestic flights whoseorigin and destination are within the area defined in section 1 paragraph 1.8 of this manual.

Note 4: Intercontinental flight, other than flights within the European region means a flight withorigin and destination in different continents.

Mass Values for Crew Table C

Crew Position Standard Mass Including Hand Baggage

Flight Crew 85 kg

Cabin Crew 75 kg

Note: Any additional baggage must be taken into account.

8.1.8.7 LAST MINUTE CHANGES PROCEDURE

As explained in the definition, last minute changes to the load and trim chart are only permittedif the changes of the load, either plus or minus, are within the limits permitted in the AOM of thetype concerned. The changes have to be entered into the mass and trim chart into the “LMC”boxes. In exceptional cases, i.e. short of time, changes may be relayed to the Commander viaradio or the ground service interphone. The flight deck crew and ground staff amend theircopies accordingly. The load message sent to the destination must contain the corrected figureof passengers, cargo, baggage or catering loads.

NOTE: A new load sheet and trim chart must be prepared for any payload LMC if greater than ±500 kgs. LMC’s for fuel loads are not accepted.


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8.1.8.8 SPECIFIC GRAVITY OF FUEL AND OTHER FLUIDS

When entering the weight figures for the take-off fuel and trip fuel (burn-off) the correct specificgravity must be used to convert the volume into weight value. The same applies to any otherfluids, such as water methanol or oil.

Whenever possible and practicable, the specific gravity of fuel, as obtained from the fuellingcrew, must be used.

As this often is not practicable, the following specific gravity values may be used if no othervalues are published in the AOM:

AT 15° C FUEL TEMP:

JET fuel JP1 0,79kg / liter

JET fuel JP4 0,76kg / liter

OIL 0,88 kg / liter

8.1.8.9 SEATING POLICY / PROCEDURES

The weight and trim chart is prepared assuming a particular passenger seating distribution. If aseat allocation system is used in connection with the preparation of the weight and trim chart,any possible errors in the C.G. position will be covered by the operational C.G. envelope,provided the passengers are seated as allocated.

“Free seating” however might require a repositioning of passengers in the cabin. TheCommander must instruct the cabin crew to re-seat passengers so that the actual seatingdistribution complies with the weight and trim chart. There are no restrictions on when ‘’FreeSeating’’ may be used. The seat allocation system is preferable though, so as to avoid therepositioning.

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8.1.8.10 MANUAL LOAD SHEET & TRIM CHART (Completion Instructions)

CHARTER & SCHEDULE VERSIONTwo different manual load sheet & trim chart forms exist. A black coloured form is applicable forthe 27000 lbs thrust aeroplanes while a blue coloured form applies to the 26000 lbs thrustaeroplanes. Also, Charter and Schedule versions of manual load sheets and trim charts areavailable. There are two minor differences to distinguish the two versions; the standard weightsused are different and the cabin correction lines in the trim chart have a slightly different slant toreflect the small weight difference for every 10 passengers.

DRY & WET OPERATING WEIGHTS AND DRY OPERATING INDEX

• For a standard crew complement (2/5), enter the applicable Operational Weight Empty(Basic Weight + 2 Pilots + 5 Cabin Crew Members + all equipment + aeroplane’s library)and the OWE Index in the boxes provided.

• Enter the applicable Pantry code and Pantry weight in the boxes provided.

• If an extra crew member is carried or any of the jump seats are occupied, make the weightand index adjustments in the boxes below.

• The Dry Operating Weight (DOW) is the sum of the Operational Weight Empty (OWE), thePantry Weight, the Extra Crew Member(s) or Observer(s) if carried and any other weightadjustment. The Dry Operating Index (DOI) is the result of the addition and/or subtraction ofthe same indexes. Transfer the DOI in the box provided in the Trim Chart section.

• Add the take-off fuel (ramp fuel – taxi fuel) to the DOW to establish the Wet OperatingWeight (WOE).

• For a different crew complement enter the applicable Operational Weight Empty, theapplicable Pantry code and Pantry weight if carried and add accordingly the number of anycabin crew member(s) or observer(s) on board.

Note 1: Refer to paragraph 8.1.8.12 for the specific aeroplane weights and indices.

Note 2: Refer to the Additions and Corrections Index table on the rear side of the load sheetand trim chart for index adjustments.

MAXIMUM ALLOWED TAKE-OFF WEIGHT

• Add the take-off fuel (ramp fuel – taxi fuel) to the MZFW (62,731 kgs) to obtain the ZFWlimited MTOW and enter in box (a) .

• Extract the RTOW for the specific runway from the Flygprestanda performance manual andenter in box (b).

• Add the trip fuel to the Maximum Landing Weight (MLW; normally 66,360 kgs) to obtain theregulated landing weight limited MTOW and entered into box (c). Restricted maximumlanding weights for destination aerodromes may be extracted from the Flygprestandaperformance manual.

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• The lowest of (a), (b) and (c) is the MAXIMUM ALLOWED TAKE-OFF WEIGHT (MTOW).Enter this weight in the empty box marked Max. Allowed TOW.

• Transfer the maximum landing weight in the empty box marked Max. LW.

ALLOWED TRAFFIC LOAD

• Transfer the Wet Operating Weight (Dry Operating Weight + Take-off fuel) into the boxbelow the Maximum Allowed Take-Off Weight (lowest of a, b, c).

• Subtract the WOE from the lowest MAX ALLOWED TAKE- OFF WEIGHT (lowest of a, b, c).The result is the maximum ALLOWED TRAFFIC LOAD for the maximum allowed take -offweight.

TOTAL TRAFFIC LOAD

• From the Loading Information sheet enter the number of Male, Female, Children andInfants in the boxes provided. From the standard weights shown on the load sheetcalculate the weight of each category of passengers and enter in the boxes provided.

Note: In cases where no segregation of Adult Male and Female is provided onthe loading information sheet, then at the discretion of the Commander theAll Adult Weight may be used.

• If Return Catering is carried, enter the appropriate weight in Hold 1.

• From the Loading Information sheet the number of bags loaded in Holds 1, 2, 3 or 4 shouldbe entered in the boxes provided. Calculate the weight in each hold using the standardweight and enter in the boxes provided. If actual weight is shown on the sheet, enter theweight directly in the associated hold compartment.

• If cargo is carried mark the letter “C” for the hold where the cargo has been loaded.

• The sum of all these weights is the TOTAL TRAFFIC LOAD, which should be entered in thebox marked TOTAL TRAFFIC LOAD.

• Write the Total on Board passengers and infants in the box provided below the Total FuelIndex table.

OPERATIONAL WEIGHTS

• Add the Dry Operating Weight to the Total Traffic Load to obtain the actual ZFW.

• Add the Take-off fuel to the ZFW to obtain the actual TOW.

• Subtract the Trip Fuel from the Take-Off Weight to obtain the estimated LW.

• Check that no operational weight exceeds its maximum allowed weight.

UNDER LOAD BEFORE LAST MINUTE CHANGE


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• Transfer the Total Traffic Load into the box below the ALLOWED TRAFFIC LOAD.

• Subtract the Total Traffic Load from the ALLOWED TRAFFIC LOAD. The result is theUNDER LOAD BEFORE ANY LAST MINUTE CHANGE corrections.

ACTUAL or STANDARD WEIGHTS USED

DELETE as appropriate whether actual or standard baggage and/or passenger weights wereused.

LAST MINUTE CHANGE (LMC)

Refer to paragraph 8.1.8.7 of this section.

TRIM CHART COMPLETION

• Enter the DOI extracted during the DOW & DOI calculations in the box provided in the TrimChart section and mark the starting point to calculate the aeroplane’s trim.

• Enter the baggage and cargo total weights for each hold compartment in the boxesprovided.

• From the Loading Information sheet record the passenger seating distribution area in theboxes marked Oa, Ob and Oc.

• Draw a vertical line from the previously marked point on the Dry Operating Index at the topof the Trim Chart. At each diagonal line make the appropriate correction for weight andnumber of passengers in the direction indicated.

• After all corrections for weight and passengers have been made continue the vertical line tothe bottom of the Trim Chart. Mark the Actual ZFW on the vertical line at the appropriatepoint.

• Find the Fuel Index Correction for the Total Fuel on Board from the table on the left handside of the Trim Chart. Apply the correction either as a + or – direction from the first verticalline as appropriate. Draw a second vertical line at the correction point.

• Mark the Actual TOW on the second line at the appropriate point.

• From the actual TOW mark on the Trim Chart proceed diagonally and read the % MACT.O. then enter in the box provided below the Total Fuel Index table.

• From the Actual TOW mark on the Trim Chart read the Stabiliser Trim from the lines superimposed on the Trim Chart. For Flaps other than 1 & 5 a correction of - ½ is applied. Enterthe FLAPS and STAB TRIM in the boxes provided.

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SAMPLE OF A COMPLETED MANUAL LOAD SHEET & TRIM CHART


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EXPLANATORY NOTES OF A MANUAL LOAD SHEET & TRIM CHART

A Operational Weight Empty (Basic weight + standard crew of 2 pilots and 5 cabin crew +potable water + a/c library

B PANTRY (Code ) Code of Catering + duty free + bars for the specific flight

C Crew or Aft Jump-seat Weight of crew different from standard or passenger whooccupy the aft jump-seat

D Observer (s) Weight of crew or person(s) that will occupy flight deck jump-seat(s)

E Other Adjustment Any other adjustments not covered in 1B, 1C and 1D

F DRY OPERATING WEIGHT Operational Weight Empty + Pantry + Crew different fromstandard + any other adjustments

G BASIC WEIGHT INDEX Operational Weight Empty Index

H INDEX Corrections Corrections to OWE as + or – index unit change

IDRY OPERATING WEIGHTINDEX

OWE index corrected for all adjustments indicated in1B,1C,1D and 1E

A Take-off Fuel Ramp fuel – taxi fuel2B WET OPERATING WEIGHT Dry Operating Weight + Take-off fuel

TRAFFIC LOAD Traffic Load Section of Load Sheet

A DEST.1 DEST .2 1st and 2nd destination

B Passenger Count Number of adults, male, female, children and infantpassengers per destination

C Baggage Count Number of baggage in each hold for each destination

D Standard WtsThe standard weights used for charter passenger orschedule passenger flights for Adults, Males, Females,Children, Infants and their baggage

E CARGO The ‘C’ is to be circled if cargo weight is included in holds

3

F TOTAL TRAFFIC LOAD Total weight of passengers, baggage, cargo and mail

A ZERO FUEL WEIGHTActual and maximum ZFW

ZFW = Dry Operating Weight + Total Traffic Load

B TAKE-OFF WEIGHTActual and maximum allowed TOW

TOW = ZFW + Take-off fuel4

C LANDING WEIGHTActual and maximum allowed LW

LW= TOW - Trip fuel

LAST MINUTE CHANGES LMC Section of Load Sheet

A Dest Destination affected by the LMC

B Specification Type of LMC (change of pax or cargo or other)

C Compart. Location affected by LMC

D +/- Identification of ON (+) or OFF (-) load

E Weight Weight of LMC

5

F TOTAL LMC Total weight of all LMCs

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6 *DELETE as appropriateDelete as appropriate if weights used forpassengers and their baggage are actual orstandard weights

7 Instructions how to distribute copies of the load sheet

A MAXIMUM WEIGHT FORLimiting Take-off weight calculation based onmaximum ZFW, TOW and LW

B MAX ALLOWED TAKE-OFF WEIGHTLimiting Take-off weight is the lowest of a) ZeroFuel, b) Take off or c) Landing

C ALLOWED TRAFFIC LOADMaximum traffic load (payload) allowed to becarried after establishing the maximum allowedTOW from ZFW, TOW and LW

8

D UNDER LOAD BEFORE LMCAeroplane under load before reaching themaximum allowed TOW and before applying anyLMC

9 TOTAL FUEL INDEX TABLE Index correction for the weight of Take-off fuel.Used for the process of the Trim Chart

10 AREA - FWD HOLDS 1-2 & AFT HOLDS 3-4Total weight and distribution of dead load in holdcompartments

11 AREA - CABIN ZONES Oa & Ob & Oc Distribution of passengers in each cabin zone

12 TRIM CHART

Determines the C.G of the aeroplane.

Starting from the DOI and processing all payloadand passenger adjustments the ZFW C.G. isdetermined. After applying the fuel indexcorrection the TOW C.G. is determined.

13 TOB Total number of passengers on board

14 MAC T.O. (%)Position of Take-off C.G in %MAC read off theTrim Chart

15 TRIM (units)Stabiliser trim setting determined from the TrimChart

16 FLAPS Flap setting selected for Take-off

17 Prepared by Name of person preparing load sheet.

18 Captain’s CertificateCaptain’s signature of acceptance andsatisfaction that aeroplane has been loaded inaccordance with ECA procedures

19 Notes Any necessary or relevant notes

20 PASSENGER WEIGHTSPassenger weight tables on rear of load sheet forCharter or Schedule and for Male, Female,Average Adult, Children and Baggage

21ADDITIONS AND CORRECTION

INDEX TABLE

Index correction table for easy retrieval of indexchanges for various items such as Observers, aftattendant positions, cargo weight etc.


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8.1.8.11 COMPUTERISED LOAD SHEET

(EDP) (EDP = Electronically Processed Mass & Balance Sheet)

INTRODUCTION

The ECA code cannot be made available by the system so the code that has been allocated toEurocypria is UI and therefore all our flight numbers will be prefixed by this code, i.e. UI806/13(flight number/date).

The system can convert the flight crew compliment and pantry codes into weights therefore, theweight calculations begin from the aeroplane’s Basic Weight; (Basic Weight + PantyCode Weight + Pilots/C-Crew = Dry Operating Weight).

The system can only accept one pantry code, so both standard catering and duty frees are nowincluded in one figure. Easy-to-remember codes have been given and may be found in para8.1.8.12 The Pantry Code is also shown at the bottom of the computerised load sheet (EDP).

PRIOR TO THE FLIGHT – EDP DATA TO LOAD CONTROLLER

Before leaving Operations Control office the commander will provide the Duty Officer or at theaeroplane the Dispatcher with the following information:

Fuel in tanks;Trip fuel (may be rounded-up);Crew compliment (2/5 or 2/6 or 3/5 or 3/6);Return catering in hold 1, if any;Pantry code, if not a passenger flight;RTOW (required out of restricted aerodromes).

FLIGHTS INTO PAPHOS – EDP DATA TO LOAD CONTROLLER

In order to maintain the quick turnarounds on flights to Paphos, in-transit for Larnaca or viceversa, the required data (fuel, trip and transit passengers) may be given to Louis HandlingPaphos 131.825 during decent so that the computerised load sheet will be available uponarrival.

EDP – COMMANDER’S VERIFICATION

On receipt of the computerised load sheet the commander will read the take-off weight, thenumber of total passengers and infants, the MACTOW and stabiliser trim to the co-pilot toextract the take-off speeds and assumed temperature and checks the following items:

Correct information at the top of the load sheet (Flight Number, destination,aeroplane registration, date, time),

Fuel / Crew figures correctly inserted,Reasonable Total Traffic Load,Check correct ‘Under load before LMC’ against the most limiting Maximum weight

(shown by L),Correct Basic Weight / Basic Index / Pantry Code,Correct loading in the cargo compartments.

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SPECIAL NOTES ON EDPs

Computerised load sheet provision is available at most ECA destination and alternateaerodromes. Although different systems are used within the industry, differences betweenvarious systems are generally not important. Some of the differences thatmay be observed are:

• At Larnaca & Paphos, as well as a number of stations abroad where the LH-WAB DCSsystem is used, if Maximum Landing Weight (MLW) must be restricted to 65317 kgs due toforward ZFW CG, the specific system can still produce EDP using a second aircraft profilewhich is distinguished by adding a numeric 1 as a suffix to the aircrat registration (i.e. 5B-DBU1). In the event that the planned landing weight on a specific flight is more than 65317kgs and not possible to be reduced to 65317 kgs and the second profile is not available,then a manual load sheet will have to be prepared.

• Certain systems may not indicate STAB trim setting. In such case, use STAB TRIM valuewhich is obtained from FMC after insertion of MACTOW in CG field (TAKE-OFF REF page1/2, Line Select Key 3L) or use Trim Chart from Manual Load sheet to determine STABTRIM.

• Sometimes STAB TRIM setting is not clearly displayed or it is masked among otherdisplayed data.

• Trimming problems occurred when operating ferry flights with cabin crew and bars, such asLCA–PFO or LCA–CAI, where minimum fuel uplift of approximately 10 tonnes was requiredfor trim to be within limits. This problem was resolved by introducing a new load sheetversion code (displayed under related heading) called P189Y. With this arrangement, loadsheet calculations will be made assuming that all cabin crew members occupy the twoforward crew positions and cabin row No 1 for take-off and landing. Actual crewseating positions must reflect this requirement. This way, the requirement for extra fueluplifting on these sectors is alleviated. Operational Weight Empty Index (OWEI) for thisconfiguration is indicated in the table of section 4.4 for use in case of manual load sheetpreparation.

• Dispatchers at outstations can obtain all information required from the incoming load sheet.Alternatively, all info can be passed to the dispatcher by completing the loading informationsheet.


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EXPLANATORY NOTES FOR A SAMPLE EDP LOAD SHEET

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EDITION OF LOAD SHEET

A CHECKED Load Controller’s signature

B APPROVED Commander’s signature1

C EDNO Edition Number of Load Sheet

A A/C REG Aircraft Registration

B VERSION Version / Configuration used2

C CREW Number and compliment of crew, excluding crew travelling aspassengers

3 LOAD IN COMPARTMENTS

Total weight of deadload in compartments

1 / 0 2 / 0 3 / 0 4 / 0 Weight of load per compartment

0 / 0 Deadload carried in the cabin

PASSENGER / CABIN BAG

A Total passenger weight calculated according to Company procedures

B / / / Breakdown of Male / Female / Children / Infants

TTL Total number of passengers on Board (including infants and jump seats)C

CAB Weight of cabin baggage not included in passenger weight

D Y Total number of passengers on board (excluding infants)

4

E SOC Seats occupied by cargo, baggage and / or mail

TOTAL TRAFFIC LOAD Total weight of passengers, baggage, cargo and mail

DRY OPERATING WEIGHT Basic weight + pantry (catering & duty free) + crew weight

ZERO FUEL WEIGHT Actual and Maximum ZFW

TAKE-OFF FUEL Ramp fuel minus the taxi-out fuel

TAKE-OFF WEIGHTActual and Maximum TOW

“L” Limiting weight between MZFW, MLW and RTOW

TRIP FUEL

LANDING WEIGHT Actual and Maximum LW

5

TAXI OUT FUEL

A BI Basic Index6

B DOI Dry Operating Index


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A LIZFW Laden Index at ZFW

B MACZFW MAC % at ZFW

C LITOW Laden Index at TOW

D MACTOW MAC % at TOW

7

E MACLW MAC % at LW

8AND or ANU

(A/C nose-up or A/C nose-down)Stabiliser trim setting at take-off weight

9 CABIN CLASS Number of passengers occupying passenger seats

10 CABIN AREA Passenger seating distribution per cabin area

LAST MINUTE CHANGES

A DES Destination of LMC

B SPEC Kind of LMC (+2 Male or – 1 Child or + Cargo, etc)

C CL / CPT Class / Compartment and / or position of unitised LMC load

D + – Identification of ON (+) or OFF (–) load

E WEIGHT Weight of LMC

11

F LMC TOTAL Total Weight of all LMC

12 UNDER LOAD BEFORE LMCDifference between maximum weight shown by “L” in section 5and actual take-off weight

CAPTAIN’S INFORMATION / NOTES

BW Basic Weight

BI Basic Index

B Baggage

C Cargo

M Mail

A

PANTRY CODE Pantry code according to Company’s specifications

13

B“STAB TRIM VALID……..ONLY”

“FOR FLAPS 10/15/25…UNIT”Take-off stabiliser trim information

14 LDM (Load Message)Summary of aeroplane’s load information

PAD Passengers available for disembarkation

15 Statement whether Authorised or Actual weights were used for passengers and baggage (deletedaccordingly by Load Controller)

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8.1.8.12 WEIGHTS, INDICES AND PANTRY INFORMATION

AEROPLANE WEIGHTS & INDICES

Table 1: Aircraft Registration Numbers with 27000 lbs Engine Thrust Rating

AEROPLANE REGISTRATION(27000 lbs Engine Thrust Rating)WEIGHTS & INDICES

5B-DBU 5B-DBV 5B-DBW 5B-DBX

Delivery Empty Weight (kgs)

Delivery Empty Index

41543

45.0

41587

45.2

41502

45.3

Basic Weight (kgs) *

Basic Index *

41837

47.6

41881

47.8

41796

47.9

* Delivery Empty plus Potable Water & A/C Library & Spare Oil

Operational Weight Empty (kgs) **

Operational Weight Empty Index**

Operational Weight Empty Index**(P189Y – 3 C/C occupying Row 1)

42382

45.6

39.4

42426

45.8

39.4

42341

45.9

39.5

** Basic Weight plus 2 pilots & 5 cabin crew

OWE (Pilots only) (kgs) ***

OWE (Pilots only) Index ***

42007

44.6

42051

44.8

41966

44.9

*** Basic Weight plus 2 pilots

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Table 2: Aircraft Registration Numbers with 26000 lbs Engine Thrust Rating

AEROPLANE REGISTRATION(26000 lbs Engine Thrust Rating)WEIGHTS & INDICES

5B-DBZ 5B-DBR

Delivery Empty Weight (kgs)

Delivery Empty Index

41441

45.0

41428

44.4

Basic Weight (kgs) *

Basic Index *

41735

47.7

41722

47.0

* Delivery Empty plus Potable Water & A/C Library & Spare Oil

Operational Weight Empty (kgs) **

Operational Weight Empty Index**

Operational Weight Empty Index**(P189Y – 3 C/C occupying Row 1)

42280

45.6

39.2

42267

44.9

38.5

** Basic Weight plus 2 pilots & 5 cabin crew

OWE (Pilots only) (kgs) ***

OWE (Pilots only) Index ***

41905

44.6

41892

44.0

*** Basic Weight plus 2 pilots


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PANTRY CODES (Includes standard catering and duty free bars)

PANTRYCODE TYPE / AREA OF FLIGHT WEIGHT (kgs) INDEX

Code S * Scandinavia 1240 +4.54

Code U * U.K. & Ireland 1264 +4.92

Code C * Central Europe 1191 +5.24

Code X Catering only flight 912 +4.50

Code H Cairo 580 -3.75

Code T Training flight (50kgs Catering) 50 -0.82

* From Codes S, U and C, 200kgs may be subtracted for the return sector

STANDARD LOADING INSTRUCTIONS

PAYLOAD AREA TO LOAD

Passenger baggage (1 destination) Fill hold 3, then any excess in hold 2

Passenger baggage (2 destinations) 1st destination in hold 3 – 2nd destination in hold 2

Return catering (if carried) 180 kgs in hold 1 – compartment 1

Cargo (if carried) Load in hold 2

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PANTRY CODES – INDIVIDUAL TROLLEY UNITS

CODE S (Scandinavia)

Index Weight (kgs) Position Description

-0,115 7 POSITION G1 Catering

-2,391 146 POSITION G1 Duty Free



7,024 440 POSITION G4B Catering

4,933 309 POSITION G4B Duty Free

+ 4,54 1240 TOTALS

CODE U (U.K. & Ireland)








+4,92 1264 TOTALS

CODE C (Central Europe)








+5,24 1191 TOTALS


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CODE X (Catering only flight)



0,000 POSITION G1 Duty Free




0,000 POSITION G4B Duty Free

+4,50 912 TOTALS

CODE H (Cairo)








-3.75 580 TOTALS

CODE T (Training flight)




0,000 POSITION G2 Catering


0,000 POSITION G4B Catering

0,000 POSITION G4B Duty Free

-0.82 50 TOTALS

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8.1.8.13 BAGGAGE AND CARGO LOADING INFORMATION AND PASSENGERDISTRIBUTION

STANDARD LOADING OF BAGGAGE

If operating to one destination fill aft hold 3, then any excess in forward hold 2.

If operating to two destinations, baggage for the first destination to be loaded in aft hold 3 andfor the second destination in forward hold 2.

FORWARD HOLD LOADING

Hold 1 should be used for return catering or duty free pre-orders if carried.

In the event that cargo is carried it should be loaded in forward hold 2 after consultation with thecommander.

PASSENGER DISTRIBUTION IN CABIN

Forward passenger seating distribution in zones Oa (1-11), Ob (12-21) and Oc (22-32) isrecommended at all times. Preferably any empty seats should be left in zone Oc (22-32).

If equal passenger distribution cannot be achieved for any reason the crew must check that theaircraft remains in trim and make adjustments to the baggage loading or cargo traffic ifnecessary.

NOTES

1) The B737-800 aircraft is sensitive with aft loading. During double touch flights and inparticular between Larnaca and Paphos where the passenger load may be low,ensure the passengers are distributed as per the trim chart. Preferably to be seatedin zones Oa and Ob.

2) Any discrepancies or queries should be clarified with the commander of the flight.

3) It is mandatory when loading is completed that the commander is informed how theaircraft has been loaded, either through the ECA Loading Report or an electronicallyproduced loading report.

4) The Eurocypria Loading Information sheet must always be used to provide thepassenger / baggage / cargo figures and relevant distribution / weights to thecommander.

5) The Fuel Uplift Instruction Card must be filled by the crew and forwarded to therefueller.

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SAMPLE OF LOADING INFORMATION SHEET

LOAD SHEET INFOB737-800W

ECA 5B-DB DATE: / /

CREW: / RAMP FUEL: kgs

DOI: TRIP FUEL: kgs

DOW: kgs TAXI FUEL: kgs

RTOW: kgs FLIGHT TIME: Hrs Mins

LOADING INSTRUCTIONS / REPORT

CABIN ZONE

Oc (22-32)Max. 66 pax

Ob (12-21)Max. 60 pax

Oa (1-11)Max. 63 pax

8.1.9 8.1.10 8.1.11

AFT HOLD FWD HOLD

4Max. 667 kgs

3Max. 3517 kgs

2Max. 2440 kgs

1Max. 815 kgs

ONE DESTINATION TWO DESTINATIONS

o Fill Hold 3, any excess in Hold 2 o First destination in Hold 3o Return catering in Hold 1 o Second destination in Hold 2

o Cargo in Hold 2 o Return catering in Hold 1

o Cargo in Hold 2I hereby certify that this aircraft is loaded in accordance with the current loadinginstructions of Eurocypria Airlines:

NAME: SIGNATURE:


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FUEL UPLIFT INSTRUCTION CARD

FUEL UPLIFT INSTRUCTION

B737-800W

8.1.12 FILL FUEL TANKS AS BELOW IN KILOS

8.1.13 TOTAL FUEL QTY: Kgs

TANK 2 CENTRE TANK TANK 1

8.1.14

Issue 1: 20-3-03

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8.1.9 ATC FLIGHT PLAN

The submission of an ATC flight plan is required for all IFR flights.

One of the purposes of an ATS Flight Plan is to ensure SAR action should a flight becomeoverdue at destination.

8.1.9.1 REPETITIVE FLIGHT PLAN

A Repetitive Flight Plan is filed by Eurocypria Operations Control for flights to be operated on aregular basis at the same time and day within a specific period (e.g. winter / summer scheduleor a series of flights for special events). It is essential that the data upon which the OperationalFlight Plan (OFP) is calculated is identical to that specified in the Repetitive Flight Plan and viceversa.

8.1.9.2 FILLING AND FILING OF ATC FLIGHT PLAN

The procedure to fill an ATC flight plan may be found in the Operations Manual C (JeppesenAirway Manual & AERAD) under “AIR TRAFFIC CONTROL” and in the ICAO PAN-RAC (Doc4444), Appendix 2. The ATC flight plan must be filed 1 hour before the expected take-off time,unless national regulations state otherwise.

When a flight is subject to flow control measures, a slot time will be obtained by the OperationsControl Duty Officer in Cyprus or the Handling Agent at outstations. When a flight is ready todepart earlier than the allocated take-off slot time, the Commander may request from the ATCunit that a “ready” message is sent for a possible improvement of the slot time.

A copy of the accepted ATC flight plan with any modifications to the filed flight plan must begiven to the aeroplane Commander and be carried aboard. Another copy must be kept at theOperations Control or with the Handling Agent. The OFP provided to the flight crew includes thefilled ATC flight plan.

8.1.9.3 COMMANDER’S RESPONSIBILITY

Whichever type of flight plan is used the Commander must ensure that it is filed / activated, withthe appropriate notice, prior to departure.

Under normal circumstances the ATS unit for the departure / arrival station transmits ATD / ATAto respective ATS units.

A clearance issued by ATC and accepted by a pilot constitutes an agreement between the ATCand the Commander as to the planned execution of the flight. This agreement is the currentflight plan, whether or not it is the same as the originally filed flight plan.

If at any point after take-off the Commander wishes to change the flight plan, he must requestthe change and obtain the concurrence of ATC in the form of an amended clearance. Likewise,ATC may initiate an amended clearance for traffic requirement and if concurrence between theCommander and the ATC controller is not possible, the flight is continued under theresponsibility of the Commander.

Any request for an amended clearance should be made considering traffic and the planning andco-ordination requirements of the ATC.

A pilot must not accept a clearance with which he cannot safely comply or which exceeds thecapabilities of the aeroplane. The Commander is the final authority as to the operation of the


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aeroplane and he is directly responsible for the operation of the aeroplane. An ATC clearance isnot an

authorisation for a pilot to deviate from any regulation or to conduct an unsafe operation. If, dueto severe weather, an immediate deviation is required, the Commander’s discretional authorityto deviate will be exercised. A pilot should question any ATC clearance or any part of aclearance that he does not understand.

When ATC issues a clearance, the pilot is expected to comply promptly after acceptance. ATCmay use the term “immediate” to communicate urgency and the requirement for expeditiouscompliance.

8.1.10 OPERATIONAL FLIGHT PLAN

8.1.10.1 GENERAL

An Operational Flight Plan (OFP) shall be prepared and used for all flights, other than thoseintended to take-off and land at the same aerodrome for such purposes as training flights or airtests.

The Operational Flight Plan (OFP) will be prepared by Operations Control Duty Officer on dutyor by the flight crew. If no EDP (Electronically Data - Processed) Operational Flight Plan (OFP)is available, the Company flight plan shall be prepared manually by the flight crew, based onthe applicable OM (Part B) procedure and by using the Company form.

Operational Flight Plan’s (OFP) must always be prepared in duplicate. It must be checked bythe flight crew and signed for approval by the Commander before departure. The name of theDuty Officer who prepared the Operational Flight Plan (OFP) must be shown on the OFP.

The duplicate copy remains on ground at Operation Control or at the station, whichever isapplicable, whilst the original is filed with the flight return documents.

The flight crew may be required to amend an OFP due to difference to the estimated payloadused for calculation, MEL items, different cruising speed, etc.

8.1.10.2 COMMON FEATURES

The Route Selection Shall Consider:

• Standard routes, if so published by the Company,

• ATS standard routes (if published)

• Air traffic flow management regulations,

• Available NAV equipment on the ground in the aeroplane,

• NOTAMs,

• Meteorological conditions,

• Traffic rights,

• If relevant, minimum time track optimisation.

• If Relevant, Minimum En-route Altitudes (For Driftdown Performance).

The speed schedule as prescribed in the Performance Manual for the type concerned or asrequired by ATC.

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The altitude / flight level selection considering:

The minimum en-route altitude,

ATC regulation,

Economical aspects,

Meteorological conditions (wind and temperature,)

Performance aspects.

The selection of alternate(s) considering:

Weather conditions,

Suitability of alternate(s),

Distance,

Economic / handling aspects.

8.1.10.3 OPERATIONAL FLIGHT PLAN - FORMAT AND CONTENTS

The form shall however contain at least the following:

Aeroplane registration,

Aeroplane type and variant,

Date of flight,

Flight identification (Callsign if no other identification),

Names of flight crew members,

Duty assignment of flight crew members,

Place of departure,

Place of arrival (planned and actual),

Time of departure (actual off -block time, take-off time),

Time of arrival (actual landing and on-block time),

Hours of flight (block time and air time),

Type of operation (VFR, IFR, ferry flight, etc.),

Route and route segments with checkpoints / waypoints, distances, time and tracks,

Planned cruising speed and flying times between checkpoints / waypoints. Estimated andactual times overhead (based on available wind data),

Safe altitudes and minimum levels,

Planned altitudes and flight levels,

Fuel calculations (records of flight fuel checks),

Fuel on board when starting engines,

Alternate(s) for take-off, en-route and destination including information required in (13), (14),(15) and (16) above,

Initial ATS Flight Plan clearance and subsequent re-clearance,


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In-flight re-planning calculations,

Relevant meteorological information.

For flights in excess of 100 NM, the Top of Climb (TOC) and Top of Descent (TOD) must becalculated with the relevant distances from / to the checkpoints / waypoints and the resultingtime intervals. To allow a flight planning calculation to be as accurate as possible, the take-offweight shall be calculated using the expected zero fuel weight.

8.1.10.4 “JEPPESEN JETPLAN” OPERATIONAL FLIGHT PLAN

Eurocypria Airlines uses the “Jeppesen Jetplan“ as the standard Operational Flight Plan.Explanatory notes for the “Jeppesen Jet Plan" may be found in the Operations Manual (Part C)RM 8.2.

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8.1.10.5 OFP- CREW RESPOSIBILITIES

Before submitting the return flight documentation, the commander must ensure that on the OFPthe following are recorded:

a) All data on the first page.

b) TOC F/L and any subsequent cruise levels achieved, circling the appropriate F/L i.e.F/L 350.

c) Cruise M.N. if different than 0.79.

d) The WX for a number of possible en-route diversion airports, the destination andalternate airport(s).

e) Fuel checks (as described in 8.3.7 of this manual.

f) Any direct routings, by connecting the waypoints with a straight line.

g) Altimeter checks as required and indicated for RVSM airspace.

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8.1.11 OPERATOR‘S AEROPLANE TECHNICAL LOG

8.1.11.1 GENERAL

The aircraft technical log is a system for recording defects and malfunctions discovered duringthe operation and for recording details of all maintenance carried out on the particular aircraft towhich the aircraft technical log applies whilst that aircraft is operating between scheduled visitsto the base maintenance facility. In addition, it is used for recording operating informationrelevant to flight safety and must contain maintenance data that the operating crew need toknow. The commander must report in the tech-log all known or suspected defects affecting theaircraft.

The Department of Civil Avia tion of Cyprus requires Cyprus airways in line with OPS1, to keepand maintain for each aircraft engaged in public transport for which a certificate of airworthinessis in force, a technical log within which maintenance control and flight crew advisory informationis contained for use during the routine operation of the aircraft between scheduled maintenanceinputs to main base.

In accordance with ICAO ANNEX 6 parag. 4.5.4 the commander must report in the tech-log allknown or suspected defects affecting the aircraft.

Signing of Tech-Log

The tech-log shall be signed by the commander before departure and after arrival. In the eventthe commander forgets to sign the tech-log upon arrival, refer to Chapter 1, Paragraph1.4.4 of this manual.

8.1.11.2 COMPOSITION OF THE TECH. LOG SYSTEM

The aircraft Technical Log system is comprised by FRONT / IDENTIFICATION page followedby 12 different items itemised in the Technical Log contents and described in details in thefollowing pages of Paragraph 8.1.17.2.

8.1.11.2.1 FRONT PAGEThis page, also yclept as Section 1, contains information, which is unique to each aircraft in thefleet’s Technical Log.Contains details of:

a) The registered name of the Airlineb) The official address of the airline.c) The aircraft type.d) The International Registration Marks of the respective aircraft.

The ECA Technical Log has gained approval against EU- OPS subpart M1.915 and AMCOps1.915.


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8.1.11.2.2 ITEM 1 – CONTENTS LISTThe list provides page and form references where applicable. It clearly indicates the aircrafttype and registration. Tech Log contents must be verified and updated on every ‘A’ Check,when a new Contents List page is issued. The Contents List shall be signed by the personresponsible for the contents check. Manual corrections all allowed but shall be dated andsigned.

8.1.11.2.3 ITEM 2 – ATA chapter listing

This list is based on the Air Transport Association System number. (ATA specification 100).

All defects reported in the Tech Log must be classified as per this listing.

8.1.11.2.4 ITEM 3 – Maintenance Information Sheet (MIS)

Maintenance Information Sheet (M.I.S) gives information as to:

(i) Total airframe hours and landing at last check ‘A’.(ii) Date of last hangar check (Check ‘A’ and when next check ‘A’ is due).(iii) Main engines and APU serial numbers and life available on fitment.

Note: MIS contains details of when the next scheduled maintenance is due, including, ifrelevant any out of phase component changes due before the next maintenance check.

8.1.11.2.5 ITEM 4 – Certificate of Maintenance Review (CMR)

This Certificate is issued every four months, and is proof that all scheduled maintenance andmandatory inspections have been carried out.

8.1.11.2.6 ITEM 5 – Certificate of release to service (CRS)

An aircraft should not fly unless there is in force a certificate or release to service issued, if theaircraft or any part of the aircraft or its equipment as is necessary for the airworthiness of theaircraft has been overhauled, repaired, replaced, modified, maintained, or has been inspectedin accordance with the Certificate of Airworthiness.

A certificate of release to service may be issued by:

(i) The holder of an aircraft maintenance engineer’s license being a license thatentitles him to issue that certificate.

(ii) A person approved by the Authority as being competent to issue suchcertification and in accordance with that approval; or

(iii) A person whom the Authority has authorized to issue the certificate in aparticular case, and in accordance with that authority; or

(iv) In relation only to the adjustment and compensation of a direct reading magneticcompasses the holder of an ATPL, SCPL, or a Flight Navigator’s License.

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(v) An engineer authorized to carry out defect rectification at Outstations as per thesingle Event Authorizations Scheme.

8.1.11.2.7 ITEM 6 – Line servicing requirements (LSR)

These documents list inspections, requirements, limitations and any out of phase tasks andcomponent changes as laid out by special inspections, modifications that have to be actionedbetween major hangar checks. LSR’s can be scheduled inspections or special servicingrequirement and according to their nature can be classified as:

• Calendar

• Hourly

• Cycles

• Daily

These forms are issued/raised by Engineering Planning and/or Authorised Engineers. Control isprimarily exercised by Engineering Planning but due to operational requirements and variationsthe final control is placed upon the engineer releasing an aircraft for flight. Whenever an LSR isactioned an entry must be made with Maintenance Tech Log Page (i.e. Sector Record Page) inthe tech-log. The use of LSR’s is fully explained in the Engineering Technical Procedures.

8.1.11.2.8 ITEM 7 – Technical Notices

These Technical notices list technical information and modifications peculiar to the aircraft, foruse by ground engineers and aircrew.

8.1.11.2.9 ITEM 8 – List of Modifications affecting aircraft operation

This is a list of modifications affecting aircraft operation that crew should be aware of.

8.1.11.2.10 ITEM 9 – Dent and Buckle Recording charts

These charts indicate the known and inspected dents or buckles.

8.1.11.2.11 ITEM 10 – All Weather Operations AFCS Re-grading

These forms are used to upgrade/downgrade the aircraft auto land system either by theengineers or aircrew as appropriate.

8.1.11.2.12 ITEM 11 – List of acceptable differed items (ADD)

Contains the Acceptable Deferred records (ADD), which include details of all deferred defectsthat affect or may affect the safe operation of the aircraft and should therefore be known to theaircraft commander. Each page of this section must be pre-printed with the company’s nameand page serial number and provision is made for recording the following:


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(a) A cross reference for each deferred defect such that the original defect canbe identified in the particular Section 3 Sector Record Page;

(b) The original date of occurrence of defect deferred;(c) Brief details of the defect;(d) Details of the eventual rectification carried out and its Certificate of Release

to Service or a clear cross-reference back to the document that containsdetails of the eventual rectification.

(e) Lists the current and cleared ADD since the last ‘A’ check for the particularaircraft.

PROCEDURES FOR ACCEPTABLE DEFERRED DEFECTS (ADDs)

Acceptable Deferred Defects, are defects reported in the Tech. Log and which are eitheracceptable in accordance with the Minimum Equipment List (MEL) or the ConfigurationDeviation List (CDL). ADDs are categorized according to their Rectification Intervali.e. according to the maximum allowed time period between the recording of an ADD and thetime when it is rectified. There are 4 categories and their definitions (which can also be found inthe MEL Section 01-00 Page 3 MEL Presentation) are:

A - Items in this category shall be rectified in accordance with the conditionsstated in "Remarks Column" of the MEL when a time period isspecified it shall start at 0001 on the calendar day following the day ofdiscovery.

B - Items in this category shall be repaired within 03 consecutive calendardays excluding the day of discovery.

C - Items in this category shall be repaired within 10 consecutive calendardays excluding the day of discovery.

D - Items in this category shall be repaired within 120 consecutive calendardays excluding the day of discovery.

ADD RECTIFICATION INTERVAL EXTENSION:

An existing defect can be extended by RECTIFICATION INTERVAL EXTENSION (RIE) ofcategories B, C, D only one time for a maximum of the same duration as that specified on theMEL for a particular item.

Rectification Intervals which are stated in the "Remarks Column" of the MEL and are identifiedas category A are non extendable.

If an RIE is necessary it will be recorded in the ADD and RIE sheets in the Tech. Log.

CREW PROCEDURES

For Larnaca and Paphos Airports, once a defect is entered in the Tech. Log, it will be dealt withby Maintenance.

At outstations the following procedure should be followed:

• The Commander records a defect in the Tech Log and checks to see if this defect isacceptable according to the MEL.

• If the defect IS NOT acceptable, the Commander should request engineering support.

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• If the defect IS acceptable AND there is either no symbol or the symbol ‘(o)’ in the remarkscolumn, the Commander may raise an ADD. The symbol ‘(o)’ means that an ‘operationalprocedure’ must be followed by the Flight Crew.

Note: All ADDs raised by the Commander are CAT A, regardless of the rectification intervalshown in the MEL. The Commander must always therefore enter ‘A’ in the ‘CAT’ column ofthe ADD Form.

• If the defect IS acceptable AND the symbol ‘(mtr)’ appears in the remarks column, an ADDcan be raised provided maintenance action is taken by an engineer who is certified on theaircraft type and systems. At outstations where Eurocypria has a contract for engineeringsupport, the ADD will be raised by the engineer after maintenance action is taken. Atoutstations where Eurocypria does not have a contract for engineering support, an engineerwho is certified on type may still carry out the maintenance action and raise an ADD,provided a Single Event Authorisation is obtained from Cyprus Airways Engineering. Theprocedure to be followed is written on the Single Event Authorisation Form.

8.1.11.2.13 ITEM 12 – Tech Log Sector Records

Contains the Maintenance Technical Log form, which serves as Sector Record Page in line withEU-OPS subpart M1.915 and AMC OPS 1.915.

The Maintenance Technical Log form contains:

a) The airline’s address.

b) The aircraft type and registration mark.

c) The date and place of take-off and landing.Note: The correct 3-letter IATA code found on thetop of the OFP must be used.

d) The times at which the aircraft took off and landed.Note: The date shown will be the departure date if different than the arrival date.

e) The running total of flying hours, such that the hours to the next schedulemaintenance can be determined.

Note: In order to pick up possible previous entry errors, Commanders should check theprevious TLP for correctness of TTL log time and TTL landings brought forward.

f) Details of any defect to the aircraft affecting airworthiness or safe operation of theaircraft including emergency systems known to the commander. Provision is made forthe commander to date and sign such entries, including, where appropriate, the nilstate for continuity of the record. Provision is made for a Certificate of Release toService following rectification of a defect, or any deferred defect or maintenancecheck carried out. Such a certificate readily identifies the defect(s) to which it relatesor the particular maintenance check as appropriate.

g) The quantity of fuel and oil uplifted and the quantity of fuel available in each tank, orcombination of tanks, at the beginning and end of each flight; provision is made to


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show, in the same units of quantity, both the amount of fuel planned to be upliftedand the amount of fuel actually uplifted; provision for the time when ground de-icingand/or anti-icing was started and the type of fluid applied, including mixture ratiofluid/water.

h) The pre-flight inspection signature.

In addition to the above, it is necessary to record the following supplementary information:

a) The engine power ranges used for Take Off i.e. Full Thrust, Reduced thrust.

b) The number of landings where landings affect the life of an aircraft or aircraftcomponent;

c) Flight cycles or flight pressure cycles where such cycles affect the life of an aircraft oraircraft component.

The Maintenance Tech Log form is designed such that one copy of each page may remain onthe aircraft and one other copy may be retained on the ground until completion of the flight towhich it relates. Its layout is divided to show clearly what is required to be completed after flightand what is required to be completed in preparation for the next flight.

In general the ECA Maintenance Technical Log form consists of four serialized colour codedcopies as follows:

-WHITE Must be removed by the Engineer at Larnaca.-YELLOW Stays in the Tech Log. Not to be removed.-PINK Stays in the Tech Log for removal at Larnaca.

-BLUE Must be removed before next flight. (Legal requirement).

The Defects Section block

This block is normally used by captains to record observed flight defects. It can be used also byEngineers for recording defects on ground. Defects recorded by Engineers must have an ‘E’appended to their serial number i.e. 2E 3E etc. Whenever reference is made to defects reportedon the previous pages or ‘Carry Forwards’ it is important to make a verbatim reference to theactual defect.

The Action taken block

This section details the action taken to correct defects reported in the Defects Section. Alldefects must be corrected before the next flight. Defects that cannot be cleared may bedeferred as per the ADD procedure. The Engineer is expected to record all work that has beencarried out including the test and actual figures obtained.

For pilots’ entries refer to paragraph 8.1.11.3

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The practice of stating vague statements such as ‘RECTIFIED’, ‘TESTED OK’ should berefrained from.

Statements as ‘Tech Records Informed’ or ‘Nil time to rectify’ or ‘Line Maintenance Informed’ donot constitute a rectification and as such do not meet the requirements of a CRS.

The Certification column (CRS)

This column (in bold outline) must be signed upon completion of the work. The Certificate ofRelease to Service, which is at the bottom of this column, can be signed only by approvedengineers. For the certification to be valid it is imperative that the signature is followed by theauthorization number and maintenance Organization Approval number in legible figures and thedate.

The servicing blocks (Located at the right side of page)

These blocks are of particular interest to aircrew since they are used to record fuel, oil, otherfluids and gas. The need for legible and accurate figures cannot be overemphasized as thesefigures are used for invoice verification, monitoring of consumptions, and systems condition. Allfuel quantities must be recorded in kilos. The calculated and actual uplifts must be comparedand the discrepancy recorded.

Note: The fuel remaining upon completion of the flight is recorded by the captainat the left top corner of the page.

The Maintenance Check section. (Right bottom corner). This is issued forrecording the weekly/daily and arrival/departure checks. This section does notconstitute certification of a particular check.

The All Weather Ops aircraft status block. (Right bottom corner). This section isself-explanatory. Any upgrading/downgrading will have to be entered on theproper form. The captain is responsible to annotate this section whenever anaircraft is accepted for flight away from base. EU-OPS 1.440 subpart G forautolands.


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The De-Icing/Anti-Icing Block

This block is at the lower part of the page. The Captain is required to ensure that himself orthe De-Icing crew supervisor record in the “Action Taken” column the fluid Temperature andconcentration, the time of commencement and completion of De-Icing.

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8.1.11.3 TECHNICAL LOG ENTRIES

GENERAL

An aircraft should not be dispatched with un-rectified defect. A defect which is not rectified mustbe endorsed to show that is will not render the aircraft unfit for flight. The endorsement must notbe made without the concurrence of the Captain of the aircraft. This type of endorsement canonly be made by:

• an aircraft Maintenance Engineer appropriately licensed for the type of aircraft and/orengine, or

• a person approved for this purpose, or

• the Captain of the aircraft.

Note: If no authorized Engineer is available, the Captain may transfer the defect if acceptableunder the MEL in accordance with para 8.1.1.2.12 of this chapter.

DEFECT ENTRIES

Record defects in accordance with the following:

• Use always capital letters when entering defects.

• All entries should be numbered even if an item is entered for information only.

• Avoid entries such as, ref. item 1 TLP0001 or ref. C/FWD 018. A brief verbatim referencemust be made to the actual defect. For example: “ Ref. item 1 TLP0001 #2 AIR SYSTEMOVER PRESS” problem, or “Ref. ADD 018 TOILET SMOKE DETECTOR FALSEWARNING”. Defects reported in the Cabin Defect Log which affect the airworthiness of theaircraft must be transferred into the Defects section of the Maintenance Tech Log.

• There must always be response for a defect of information entered in the action takencolumn.

• Never de-face an entry. If a defect is entered in error write in the actions taken column,“DEFECT ENTERED IN ERROR”.

• When faults have been located and satisfactorily remedied by the Operating Crew: Writebrief note of the fault and the action taken to remedy same.

• When faults have not been located or remedied: Here the important thing is NOT to statewhat is suspected as being the cause of the fault but to describe, as fully and clearly aspossible, the exact nature of the fault as it affects the operation of the equipment, and givedetails of all known symptoms. Brevity is desirable, but it should not extend to the omissionof information that could prove of assistance to the Maintenance Staff, when diagnosing thefault.

• Where unserviceable units have been replaced at an outstation, record the serial number ofboth unserviceable and replacement units (where the Maintenance Staff have made thechange, this entry is their responsibility).

When intermittent malfunctioning of equipment has occurred state the frequency andduration.

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NO DEFECT ENTRIES

If no defect were observed then there should be a statement to this effect i.e. NIL DEFECT orNIL FURTHER.

Note: “Nil further” and “Info” entries in tech-log.“Nil further” entries in the tech-log require a CRS certification at base ONLY, i.e. LARNACA andPAPHOS. At outstations no certification is necessary so captains must write “NOTED” and signin the ACTIONS TAKEN COLUMN.“INFO” entries are normally made for defects on engineering request in order to assist withtroubleshooting or investigation. Crews however, should feel free to provide info to engineeringrelated to a system’s operation/malfunction. NOTE: “INFO” ENTRIES REQUIRE A CRS ANDSHOULD THEREFORE BE MADE ONLY AT LARNACA.

CAUTION: Captains must never sign in “CERTIFIED” column


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8.1.11.4 SINGLE EVENT AUTHORIZATIONS

INTRODUCTION

Requirement

MOE part 3.4.5 defines the requirement under EASA Part 145 for issuing one-off CertificationAuthorization (Single Event Authorization) where an aircraft is grounded at a location other thanthe main base where no appropriate certifying staff is available. Eurocypria is not an approvedPART 145 Maintenance organization and is therefore using Cyprus Airways Engineering for themaintenance of its aircraft. It follows that a Single Event Authorization on any ECA aircraft hasto follow the channels and procedures used by Cyprus Airways.

Policy

The need for the certification must arise solely from the rectification of an unforeseen defect, ata place where Eurocypria does not have appropriately authorized maintenance personnel, orany suitable support arrangements with another approved organization. This Quality Procedureconstitutes the company’s policy for the grant of Single Event Authorization to persons to issueCertificates of Release to Service at locations where:

• An authorized engineer with the appropriate tyre-rating is not available to issue a Certificateof Release to Service (CRS) for the maintenance action required or,

• The services of a Part-145 Maintenance organization with the appropriate EASA/Part- 145Scope of Approval are not available.

Note: Any Part-145 Approved maintenance organization holding approval in the appropriateClass and Rating for the type of the aircraft concerned would be an acceptable source for sucha task irrespective of the existence of any prior agreement with ECA . In such cases, the SingleEvent Authorization will still be required in the absence of a formal Maintenance Supportcontract.

Responsibility

It is the responsibility of all effected Line Maintenance personnel and of the person granting theparticular authorization to be satisfied that the conditions and limitations of this QualityProcedure are complied with prior to granting such approval.

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PROCEDURE

Eligibility for the Grant of S.E.A

An authorization may be granted, under Part 145 to:

• One of our Part 145 Organization employees holding equivalent type authorizations onaircraft of similar technology, construction and systems; or

• To any person with not less than five years maintenance experience and holding a validEASA aircraft maintenance license rated for the aircraft type requiring certification providedthere is no organization appropriately approved at the location.

Conditions for the Grant of S.E.A

• The person who is to grant the authorization must be satisfied, from the completedapplication, that the competence and experience of the individual proposed for theauthorization, and /or the validity and recency of the authorizations held by that individualare commensurate with the airworthiness significance of the task in question.

• In case of paragraph 2.1 (a) above, the person who is to grant the limited authorizationshould verify that:

i. Full technical details relating to the work required to be carried out are establishedand passed on to the certifying staff.ii. Full qualification details relating to the proposed certifying personnel are verifiedand made available at the organization.

• In the case of paragraph 2.1 (a) above, the person who is to grant the limited authorizationmust also:

i. Be satisfied that the experience is such as to justify the employment of theparticular person to perform the task in question, andii. Provide guidance verbally and / or by faxed message on the task, extracted fromtherespective maintenance manual and specifically indicating any matters essential tosafety, such as tolerances, limitations and special techniques. A detailed worksheet(if necessary) should also be provided to the SEA holder by the Part 145Organization to complete and sign off the work.

Note: A one-off authorization should not be issued where the level of Certification requiredcould exceed the knowledge and experience level of the person it is issued to. In all cases, dueconsideration should be given to the complexity of the work involved and the availability ofrequired tooling and/or test equipment needed to complete the work.


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Application for, and process of Authorization

Application for authorization must be made on the SEA form located in the A/C´s spare forms.

i. The Captain completes Parts 1 & 2 with the details of the aircraft´s registration, location anddefect / reason for the request.

ii. The person for whom authority to issue the CRS is being requested completes Part 3and provides to the captain a copy of his authorization and license.

iii. The Captain faxes the Form together with the Qualification details of the Engineer toLarnaca ECA engineering who will liaise with Cyprus Airways Engineering for theproper Handling of the SEA.

iv. After completion of the form and grant of authorization, the form will be faxed back

to the Captain. It is to be noted that the authorization granted will be applicable to thespecific test and the particular occasion only.

v. The Authorized engineer completes the task and enters all details of the rectificationaction in the Technical Log and issues a CRS using the SEA Number as authority.

vi. The Captain atttaches the completed Form in the Technical Log of the return sectorfor the attention of Line Maintenance at Larnaca (or Paphos station).

vii. Upon aircraft arrival at Larnaca or Paphos the Line maintenance supervisor onduty will verify that the action taken by the authorized person is satisfactory andmake the appropriate Technical Log entry.

vii. The Quality Section within 7 days as of the issuance of the SEA will notify the DCAwith a copy of the S.E.A Form.

Authority to Grant Authorization

The following persons have been assigned by the Maintenance organization to grant SingleEvent Authorizations on behalf of Eurocypria.

• Technical Manager

• Senior Engineer


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EUROCYPRIA AIRLINES SINGLE EVENT AUTHORISATIONAPPLICATION

NUMBER: SEA/ECA………………..

1. AIRCRAFT LOCATION…………………….. A/C REGISTRATION: 5B-DB….

REQUEST BY:…………………………(Capt.) DATE:…………………………

2. DEFECT/REASON FOR THE REQUEST AND PROPOSED ACTION:

3. DETAILS OF PROPOSED CRS SIGNATORY:

1.Name in Full: ……………………………………………………………………(Block

Capitals)

2. License/authorization No…………………………… Position in

Organization:……………………………….

3. Scope of Licence/Authorisation:………………………….. ……………………………………………………………….

(Relevant to the request Authority)

4. Employer:…………………………………………………

5. National Approval No………………………………………

6. Experience relevant to the proposed

action:…………………………………………………………………………………

…………………………………………………………………………………..

………………………………………………………………………………………


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4. ADDITIONAL REQUIREMENTS BY ENGINEERING OVER THE PROPOSED

ACTION:

5.GRANT OF AUTHORITY:Mr.……………………………………………………………………………….. is herebyauthorized to issue Certificate of Release to Service (CRS) in respect of therectification of the above mentioned defect on this one occasion only. The numberof this SEA should be quoted as the authority for the issue of the CRS whenentering details of the action taken in the aircraft’s Technical Log.

Name (sig.)………………… Position………………………… Date:……………………….(Line Maint.Sup)

Countersigned:……………… Position……………………… Date………………………..(Authorizing Official)

ECA/SEA/03Page: F27 1 of 1 March 2003

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8.1.11.4 CABIN DEFECT LOG

The Cabin Defects Log covers the Cabin Crew’s observations of all defects, discrepancies andmalfunctions in the Cabin section of the aircraft.


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8.1.12 JOURNEY-LOG, COMMANDER’S REPORT – AUTOLAND REPORT

The form described in this paragraph complies with EU-OPS 1 regulations. The form combinesthree reports, separated into different sections and must be completed after every flight or otherduty (positioning, SIMULATOR, ground instruction etc). Instructions for the filling of the form aredetailed below.

GENERAL INSTRUCTIONS:

Preferably use black ink and always CAPITAL letters when completing the Journey Log or anyother Company form, as copies come out more legible.

When completing block times, total duty, total FDP, etc, do not put a 0 in front (e.g. Total Duty4.55 not 04.55. Use a 0 in front only for clock times, e.g. Duty off at 08:30)

The section “ATTENTION OF:” at the bottom of the Commander’s Report is for Office useonly.

When completing the “FROM – TO” boxes and / or the “CAT ‘B’ / ‘C’ AERODROMECATEGORY” section, use the 3-letter IATA aerodrome identification code.


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LEGEND

These three combined reports are separated into different sections:

JOURNEY LOG

SECTORS SECTION

1) A/C REG.: Aircraft Registration.2) DATE: Date at flight origination.3) FLIGHT No.: For any other operator flights, delete ECA and write the operator’s

callsign.4) FROM: Normally, write the originating aerodrome 3-letter IATA code. Indicate

also any crew and/or aircraft movements involved, including positioning,

either before or after a flight.5) TO: Normally, write the destination aerodrome 3-letter IATA code. Indicate

also any crew and/or aircraft movements involved, including positioning,either before or after a flight.

6) TAKE-OFF: Circle or check appropriate crew member who carried out the take-off.

7) LANDING: Circle or check appropriate crew member who carried out the landingand A/L if an autoland was carried out.

8) STA: Enter standard (scheduled) time of arrival.8a) STD: Enter standard (scheduled) time of departure.9) ATA: Enter actual time of arrival.

9a) ATD: Enter actual time of departure.10) BLOCK TIME: Enter standard and actual block times.11) DELAY: Enter delay time if more than 5 minutes.12) PASSENGERS: Enter passenger load (adults & infants).13) NOTES: Write relevant short notes related to the information written,

i.e. reason of the delay if any or PSN BY TAXI, PSN ON CY326,break down of passenger figures on multi-sector flights, etc.

NAME & RANK SECTION

14) FLIGHT CREW & CABIN CREW: Enter names of flight deck and cabin crew.

DUTY PERIOD SECTION

15) SECTORS: Enter the actual sectors operated, either flying or positioning, for each

crewmember.16) STBY ON: Enter the Stand-by ON time, if applicable.17) ON: Enter the time when Duty Period commenced.

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18) FDP OFF: Enter the time when the Flying Duty Period ended, if applicable.19) DUTY OFF: Enter the time when Duty Period ended.20) TOTAL DUTY: Enter the total Duty Period (#19 minus #17).

21) TOTAL FDP: Enter the total Flying Duty Period (#18 minus #17).22) ALLD FDP (L2 PFO): Enter extracted Allowed Flying Duty Period time from the

FDP tables. If ALLD FDP was calculated in accordanceto LEVEL 2 or PAPHOS variation schemes, circle theapplicable variation.

MAINTENANCE DUTY PERIOD SECTION

23) ON: Enter the time when the Maintenance Allowance Duty Period commenced.24) OFF: Enter the time when the Maintenance Allowance Duty Period ended.25) TOTAL: Enter the Total Maintenance Allowance Duty Period (#24 minus #23).

CUSTOMER SERVICES SECTION

26) Enter the 3-letter IATA aerodrome code (s). Check the appropriate box / boxes for theaerodrome facilities used:

GPU: Ground Power Unit. ASU: Air Starter Unit. ACU: Air Conditioning Unit.

ACCOUNTS SECTION27) Check the appropriate Maintenances Allowance and/or Night-stop box (es).

CAT “B” / “C” AERODROME CATEGORISATION SECTION

28) Enter the CAT B or C 3-letter IATA aerodrome code with its categorisation, asapplicable, and sign.

OPERATIONAL ATTACHMENTS SECTION

29) Check appropriate box (es).


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COMMANDER’S REPORT

30) COMMANDER: Print the Commander’s name.31) COMMENTS: Enter report comments or N.T.R (nothing to report) if none.32) REPLY: For office use.33) FOR IMMEDIATE ACTION: Check the box if an immediate action is deemed

necessary. Forward a copy of the Journey Log and the

Commander’s Report to the Operations Control DutyOfficer for immediate action.

34) COMMANDER’S SIGNATURE: The report must always be signed by the Commander.35) ATTENTION OF: For office use where to distribute the report.

AUTOLAND REPORT

36) Autoland records for crew and aircraft

EU OPS 1.440 and 1.450 refer to autoland requirements for crew recency and individualaircraft monitoring.

Each aircraft is monitored by Maintenance on successful autoland records and aminimum number has to be carried out to satisfy the requirements. For this purposeMaintenance produces a work order for each aircraft specifying when an autoland isrequired. Pilots should endeavour to carry out autolands when required for the aircraft. Inaddition pilots should observe the recency requirements for LVO as outlined in paragraph5.2.10.2.

Complete the autoland report if an autoland has been performed. In addition, circle theA/L abbreviation in the Journey Log Sectors section.

MAXIMUM FDP TABLES SECTION

37) Extract from the tables the Allowable Flying Duty Period.

NOTE: Where cabin crew have positioning duty different than pilots, it is the SCCM’sresponsibility to request from the commander to fill and sign the journey log for the purposes ofmaintenance allowance records.

8.1.13 LIST OF DOCUMENTS, FORMS AND ADDITIONAL INFORMATION TO BECARRIED

The following documents or copies thereof shall be carried on board, in the Certification Filewhich is situated in the Aeroplane Library, and shall, within a reasonable time of beingrequested to do so by a person authorised by an Authority, be produced by the Commander ofthe aeroplane to that person:


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Certificate of Registration,

Certificate of Airworthiness,

Noise Certificate,

Air Operator Certificate,

Aeroplane Radio Licence,

Third Party Liability Insurance Certificate(s),

Flight Crew Licences (each flight crew member shall on each flight carry a valid flight crewlicence with the appropriate rating(s) for the purpose of the flight).

In case of loss or theft of any of the above documents the operation is allowed to continue untilthe flight reaches the base or a place where a replacement document can be provided.

The following manuals are to be carried on each flight:

The current parts of the Operations Manual relevant to the duties of the crew (Part A, Part B,Part C and CSPM). Those parts of the Operations Manual which are required for the conduct ofa flight are easily accessible to the crew on board the aeroplane.

The current Aeroplane Flight Manual unless it has been accepted by the Authority that theEurocypria Airlines Operation Manual - Aeroplane Operating Matters (Part B) - containsrelevant data for the aeroplane.

In addition to the above, the following information and forms, relevant to the type and area ofoperation, are to be carried on each flight:

• Operational Flight Plan,

• Aeroplane Technical Log,

• Details of the filed Air Traffic Service Flight Plan (included on the OFP),

• Appropriate NOTAM / AIS documentation,

• Appropriate meteorological information,

• Weight and Balance documentation (load sheet and trim chart),

• Notification of special category of passengers such as deportees, persons in custody,inadmissible passengers, etc.,

Notification of special load, including Dangerous Goods, including the written notification to theCommander, and

Journey Log (Flight Report) and any other forms required to comply with National Authoritiesand the Company.

On all Eurocypria aeroplane, the main aeroplane licences and certificates as well as otherMaintenance documentation are held in the Certification File on the flight deck. Care must betaken to ensure these files are not damaged, mislaid or removed from the aeroplane.

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8.1.14 PRODUCTION OF DOCUMENTS AND RECORDS

According to EU-OPS 1, 1.150 the commander shall produce when required by the Authorities,all documentation required to be carried on board.

8.1.14.1 SAFA (Safety Assessment of Foreign Aircraft) PROGRAM

GENERAL PRINCIPALS

The principles of the programme are simple: in each EU Member State and those States whohave entered into a specific ‘SAFA’ Working Arrangement with EASA (*), third country aircraftmay be inspected. These inspections follow a procedure common to all Member States and arethen reported on using a common format. If an inspection identifies significant irregularities,these will be taken up with the airline and the oversight authority. Where irregularities have animmediate impact on safety, inspectors can demand corrective action before they allow theaircraft to leave.

(*) The 40 Member States engaged in the EC SAFA Programme are: Armenia, Austria, Azerbaijan,Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg,Malta, Moldova, Monaco, Netherlands, Norway, Poland, Portugal, Republic of Georgia, Romania,Serbia and Montenegro, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former YugoslavRepublic of Macedonia, Turkey, United Kingdom, Ukraine.

All reported data is stored centrally in a computerized database set up by EASA. The databasealso holds supplementary information, such as lists of actions carried out following inspections.The information held within this database is reviewed and analyzed by EASA on a regularbasis. The European Commission and Member States are informed of any potentially safetyhazards identified. On behalf of and in close cooperation with the European Commission EASAwill develop qualitative criteria with the aim to achieve a more focussed approach regarding th eSAFA inspection priorities.

SAFA RAMP CHECK PROCEDURES

A checklist of 54 inspection items is used during a SAFA Ramp Check. As the time betweenarrival and departure (the turn-around time) may not be sufficient to go through the fullchecklist, not all 54 items may be inspected. It is SAFA policy not to delay an aircraft except forsafety reasons.

Checks may include

• licences of the pilots;

• procedures and manuals that should be carried in the cockpit;

• compliance with these procedures by flight and cabin crew;

• safety equipment in cockpit and cabin;

• cargo carried in the aircraft; and

• the technical condition of the aircraft.


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Findings, resulting from the ramp checks, are classified as Category 1 (minor), Category 2(significant) or Category 3 (major) depending on their effect on the safe operation of theaircraft.

Category 1 findings are notified to the Commander. Category 2 findings are additionallycommunicated to the Company and possibly to the Cyprus DCA in writing. Category 3 findings,in addition to the actions for a Category 2 finding, may include restrictions on the flightoperation, corrective actions before flight, detention of the aircraft by the inspecting NAA orrevocation of the operator’s entry permit.

Where Category 3 findings establish that an aircraft is no longer airworthy, the Cyprus DCA willbe informed immediately by the NAA. Based on the information provided by the NAA, theCyprus DCA will decide, in liaison with the NAA, what final corrective actions and under whichconditions the aircraft will be allowed to resume its flight.

FINDINGS FOLLOW-UP

The most probable action taken following a ramp inspection is for the Inspectors to hand over areport with their findings to the Commander. In case of serious non-conformities then actionstaken may extend to the need to take a corrective action before next flight or the restriction onaircraft operation or the grounding of the aircraft or a letter to be sent to the Cyprus DCA andthe Company.

FLIGHT CREWS’ ACTION AND COMPANY PROCEDURES

The Flight Crew is to note the details of the SAFA Ramp Check on the Commander’s Reportand also attach the ramp inspection report to the Journey Log for collection by the OperationsDepartment.

All SAFA findings should be processed through the Company’s Quality System.

Any unserviceability notified by the SAFA ramp inspector should be entered in the aircraftTechnical Log as appropriate.

In order to co-ordinate responses by the Company and the Cyprus DCA on Category 2 or 3findings to inspecting NAAs, the Company should copy their responses to their assignedCyprus DCA Flight Operations Inspector (FOI).

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OPERATING PROCEDURESGROUND HANDLING INSTRUCTIONS

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TABLE OF CONTENTS

Paragraph Page

8.2 GROUND HANDLING INSTRUCTIONS ................................ ................................ ... 38.2.1 FUELLING PROCEDURES ................................ ................................ ..................... 3

8.2.1.1 SAFETY PRECAUTIONS ................................ ................................ ..... 3

8.2.1.2 CREW CHECKS ................................ ................................ .................. 38.2.1.3 REFUELLING WITH PASSENGERS EMBARKING, ON BOARD OR

DISEMBARKING ................................................................ ................. 5

8.2.1.4 MIXING OF FUEL - FUEL CONTAMINATION .................................... 68.2.1.5 DEFUELLING PROCEDURES ................................ .............................. 68.2.1.6 SPILLAGE OF FUEL ................................................................ ............ 78.2.1.7 COMPANY’S FUEL CARNETS ............................................................. 78.2.1.8 FUEL INVOICING ................................ ................................ ................ 78.2.1.9 ADDITIONAL CHECKS ................................ ................................ ........ 78.2.1.10 WATER IN SUSPENSION ................................ .................................... 8

8.2.1.11 DYED FUEL ................................ ........................................................ 88.2.2 AEROPLANE, PASSENGERS AND CARGO HANDLING PROCEDURES RELATED

TO SAFETY ................................ ................................ ......................... 9

8.2.2.1 EMBARKATION / DISEMBARKATION ................................ .................. 98.2.2.2 ALLOCATION OF SEATS, ADULTS AND CHILDREN ........................... 98.2.2.3 SICK PASSENGERS AND PERSONS WITH REDUCED MOBILITY

(PRMs) ................................................................ ............................... 108.2.2.4 TRANSPORTATION OF INADMISSIBLE PASSENGERS, DEPORTEES

OR PERSONS IN CUSTODY ................................ ..............................118.2.2.5 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE ....................12

8.2.2.6 LOADING AND SECURING OF ITEMS IN THE AEROPLANE ...............138.2.2.7 SPECIAL LOADS ................................................................ ................ 16

8.2.2.7.1BATTERY OPERATED WHEELCHAIRS ................................ . 168.2.2.7.2USE OF PORTABLE ELECTRONIC DEVICES (PEDs) ............ 17

8.2.2.7.3WET CARGO ................................ ................................ .........178.2.2.7.4LIVE ANIMALS ................................ ................................ ...... 188.2.2.7.5PERISHABLE CARGO ................................ ...........................238.2.2.7.6HUMAN REMAINS................................ ................................ . 238.2.2.7.7CARRIAGE OF MAIL, VALUABLES AND WEAPONS ..............23

8.2.2.8 CLASSIFICATION OF LOAD COMPARTMENTS ................................ ..248.2.2.9 DANGEROUS GOODS ................................ ................................ .......258.2.2.10 INCOMPATIBILITY CHARTS OF DANGEROUS GOODS ..................... 258.2.2.11 POSITIONING OF GROUND EQUIPMENT ................................ ..........268.2.2.12 OPERATION OF AEROPLANE DOORS ................................ ..............26

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8.2.2.13 SAFETY ON THE RAMP, INCLUDING FIRE PREVENTION, BLAST ANDSUCTION AREAS ................................................................ .............. 28

8.2.2.14 START-UP, RAMP DEPARTURE AND ARRIVAL PROCEDURES ........ 298.2.2.15 SERVICING OF AEROPLANE ................................ ............................ 338.2.2.16 DOCUMENTS AND FORMS FOR AEROPLANE HANDLING ................ 34

8.2.2.17 MULTIPLE OCCUPANCY OF AEROPLANE SEATS ............................ 348.2.2.18 SMOKING REGULATIONS 34

8.2.3 PROCEDURES FOR THE REFUSAL OF EMBARKATION ...................................... 358.2.4 DE-ICING AND ANTI -ICING ON THE GROUND ..................................................... 37

8.2.4.1 GENERAL ................................ .......................................................... 378.2.4.2 DEFINITIONS ................................ ................................ .................... 388.2.4.3 TYPES OF ICING ................................ ................................ ............... 428.2.4.4 ENGINE ICING ................................................................ ................... 428.2.4.5 DE/ANTI-ICING PROCEDURES ................................ ......................... 44

8.2.4.6 HOLDOVER TIME ................................................................ .............. 448.2.4.7 AEROPLANE DE/ANTI-ICING FLUIDS ................................................ 458.2.4.8 GUIDELINES AND LIMITS ................................ ................................ .. 488.2.4.9 GUIDELINE FOR APPLICATION OF TYPE II, TYPE III AND TYPE IV

FLUID/WATER MIXTURES................................ ................................ .. 498.2.4.10 TABLES FOR HOLDOVER TIMES ................................ ...................... 51

8.2.4.11 TAXI-THROUGH DE-ICING ................................ ................................ 578.2.4.12 COMMUNICATION ................................ ................................ ............. 578.2.4.13 RESPONSIBILITY ................................................................ .............. 588.2.4.14 POST DE-ICING CHECK ................................................................ .... 58

8.2.4.15 INFORMATION TO COMMANDER ..................................................... 598.2.4.16 RAMP AND TAXI PRECAUTIONS ................................ ...................... 598.2.4.17 TAKE-OFF 60 ................................ ..................................................... 608.2.4.18 REJECTED/ABORTED TAKE-OFF ..................................................... 608.2.4.19 ROTATION TECHNIQUE ................................................................ .... 60

8.2.4.20 RESIDUES ................................................................ ........................ 618.2.4.21 COLD WEATHER OPERATIONS REFERENCE CHECKLIST ............... 61


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8.2 GROUND HANDLING INSTRUCTIONS

8.2.1 FUELLING PROCEDURES

Having decided upon a final fuel figure, the Commander will complete the Load Sheet and FuelUplift instruction sheet and inform the Operations Control Duty Officer or the Flight Dispatcherof the total fuel-in-tanks requirement. By deducting the fuel remaining from the previous flight,as recorded in the technical log and indicated on the aeroplane gauges, the Commander willcalculate the estimated (calculated) fuel uplift and compare it with the actual fuel uplift andensure proper distribution in tanks according to the Operations Manual (Part B) (AOM). Theactual uplift is then entered in the aeroplane technical log.

8.2.1.1 SAFETY PRECAUTIONS

Safety precautions must always be taken to preclude the possibility of fire during refuelling anddefuelling procedures. The main causes of risk of fire with fuel, is due to sparks from staticelectricity and hot points such as, engines, APU, ground installations and smoking.

The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel issprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when low flashpoint fuels are used. The list of approved fuel types and additives are given in AeroplaneMaintenance Manual (AMM).

General safety precautions for fuelling procedures are given in Aeroplane Maintenance Manual(AMM).

The following precautions apply during any fuelling operations:

Engine ignition system must be OFF.

Weather radar must be switched OFF.

No radio transmitting on HF.

Strobe lights should not be operated during refuelling.

Electrical circuits around the tanks area must not been connected or disconnected.

GPU and APU may be functioning, but must not be started or stopped.

Neither open flame, nor smoking is permitted around the aeroplane.

8.2.1.2 CREW CHECKS

The Commander, or a crew member nominated by him, will confirm that:

AT BASE:

• The correct type, grade and quantity of fuel have been loaded.

• The fuel drains are operated to check for water content and left properly closed.

• Where practical, a visual check for tank contents, or a dipstick check reveals the correctamount of fuel on board to within reasonable tolerances.

• All fuel tank caps are properly secured.

• The aeroplane fuel gauges indicate that the tanks have been filled to the required level.

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• Details of the fuel uplift have been correctly entered in the technical log and a grosserror check is carried out.

• If an APU located within the fuelling zone or which has an exhaust effluxdischarging into the zone is stopped for any reason during a fuelling operation, it shouldnot be restarted until the flow of fuel has ceased and there is no risk of igniting fuelvapours

AT OUTSTATION:

When operating away from base, a flight crew member is normally to be nominated by theCommander to be present during the refuelling, and in addition to confirm that therequirements «at base», above, are met. He is also to ensure that:

• Particular care is taken in advising the refueller of the type, grade and fuel quantityrequired, with special reference to the units of measurement quoted, normally kilogramsor litres.

• The refuelling truck or other fuel installation is earthen to the aeroplane structure beforethe hose is extended, and remains so earthen until refuelling is complete.

• Fuel / water checks have been completed.

• Fuel hoses are laid by the shortest route from the fuel installation to the refuelling inletsavoiding wheel brakes (by at least one metre) and APU air intakes.

• Smoking is not permitted within 20 metres of the aeroplane whilst refuelling is inprogress.

• Except for the fuel truck, no vehicle is positioned within the venting areas.

• Cargo / baggage loading equipment complies with safety regulations for anti-sparking,otherwise it must not be operated until fuelling is complete and hoses removed,

• Spilled fuel is removed or dried up immediately, with the fire service in attendance.

• If thunderstorms are in the vicinity, fuelling / defuelling operations are suspended.

• The correct quantity of anti-freeze additive is dispensed into the fuel where specified bythe aeroplane manufacturer.

• The fuel bowser / installation readings at the start and finish of refuelling reflectaccurately the fuel uplift as indicated on the aeroplane fuel quantity gauges and a grosserror check is carried out.

Note 1: When refuelling with wide cut fuels the aeroplane electrical supply should beswitched off before refuelling starts and remains off until refuelling ceases andthe hoses have been removed.

Note 2: During pressure refuelling electrical / electronic systems, except weatherradar and HF transmitter, may be operated to the extent required for pre-flightpreparation.

Note 3: In the event of an emergency (e.g. APU fire during fuelling / defuelling), theoperation must be stopped and an immediate disembarkation initiated. Theflight crew will decide whether this should be an expeditious «normal»disembarkation or an «emergency evacuation».


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8.2.1.3 REFUELLING WITH PASSENGERS EMBARKING, ON BOARD ORDISEMBARKING (OPS 1.305 and APP 1 to OPS 1.305)

During normal operations it may be necessary for refuelling to take place with passengersembarking, on board or disembarking the aeroplane. Refuelling with Kerosene (JET A, JET A1,JP8, TS1, RT, TH or equivalent as approved by the AFM), when passengers are embarking, onboard, or disembarking is allowed.

However, when passengers are involved, precautions must be taken to ensure that they can beevacuated in the unlikely event that fire does occur. These precautions involve the ramp agent,the engineer (qualified ground crew member), the cabin crew and the pilot(s). With theCommander’s authority, passengers may embark, disembark or remain on board duringrefuelling provided that the following precautions are observed by the various personnel:

CAUTION: If the presence of fuel vapour is detected inside the aeroplane or any otherhazard arises, is to be reported to the pilot(s) and engineer immediatelyand refuelling must be stopped instantly.

The pilot(s):

A member of the flight crew must remain on the flight deck.

Establish and maintain a two-way communication with the cabin crew and engineer,by the aeroplane’s intercom system or other suitable means.

Warn the cabin crew and staff that refuelling is about to take place.

Inform the cabin crew of the beginning and ending of fuelling.

“NO SMOKING” signs must be ON and “FASTEN BELTS” signs must be OFF.

Air traffic control and the aerodrome fire services are to be advised that refuellingwill take place with passengers on board.

Listen for fire warning from the engineer.

Be prepared to initiate passenger evacuation if necessary.

The cabin crew:

The minimum required cabin crew members as described in par.4.1.3 of this manualmust be on board

A crew member is to be stationed at the forward passenger entry door and otheremergency door exits must be guarded by cabin crewmembers who must beprepared for an immediate emergency evacuation. If no stairs are available at therear passenger entry door, the door must be kept closed with the escape slidearmed and guarded by a cabin crewmember.

Ensure that the ground area beneath the exits intended for emergency evacuationand slide deployment areas are kept clear.

Ensure that passenger loading bridges and / or stairs are at the aeroplane withmain passenger entry doors open and that emergency exit doors are unobstructed.

Establish and maintain a two-way communication with the pilot(s), by theaeroplane’s intercom system or other suitable means.

Passengers are to be briefed that refuelling is about to take place and instruct themto switch off their mobile phones and to remain seated with their seat belts unfastenuntil the refuelling has been completed and refrain from smoking.

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No individual items of electrical equipment (computers, PDAs, games etc.) may beswitched on or off while refuelling / defuelling is in progress.

Cabin interior lighting and “EXIT” signs must be ON to enable emergency exits tobe identified.

Ensure that ground servicing activities and work inside the aeroplane, such ascatering and cleaning, are conducted in such a manner that they do not create ahazard and that the aisles and emergency doors are unobstructed.

The dispatcher (ramp agent):

Ensures that pilot(s), cabin crew and engineer are at their stations.

Ensures that the ground area beneath the exits intended for emergency evacuationand slide deployment areas are kept clear.

Ensure that passenger loading bridges and / or stairs are at the aeroplane.

Air traffic control and the aerodrome fire services are to be advised that refuelling /defuelling will take place with passengers on board.

Ensures that passenger embarkation / disembarkation is carried out in a controlledmanner.

The engineer:

Establish and maintain a two- way communication with the pilot, by the aeroplane’sintercom system or other suitable means.

Ensures that the position of the fuel bowser / ground installation relative to theaeroplane is to be such that it will not impede the rapid exit of passengers if anemergency evacuation becomes necessary.

Inform the pilot(s) of the beginning and ending of fuelling.

Alert pilot(s) if fire occurs.

Stop the refuelling / defuelling upon pilot’s request.

8.2.1.4 MIXING OF FUEL - FUEL CONTAMINATION (EU-OPS 1.307)

CAUTION: The use of wide-cut fuel, such as JET-B or JET-P4 and any kind of fuelmixing is prohibited by Eurocypria Airlines as per Operations ManualPart B, FCOM, Vol.1, Limitations chapter.

JET A, JET A1, JP8, TS1, RT and TH are kerosene type fuel.

JET B and J P4 are wide-cut gasoline type fuel with a low flash point which are not widely used.JP4 is used in military aviation, but is being replaced by JP8 (kerosene type fuel) which providemore safety.

8.2.1.5 DEFUELLING PROCEDURES

Should it become necessary at any time to defuel the aircraft, this is allowed under certainconditions only. It must be emphasised that during defuelling fire hazards are increased. Theprocedure for defuelling is described in the Aeroplane Flight Manual (AFM) Section 3 Page 9D.CAUTION: Before proceeding with defuelling, establish if there are any special procedures forthe particular airport and also advise ATC


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8.2.1.6 SPILLAGE OF FUEL

Where spillage occurs the fuel should be immediately covered by sand, sawdust, dry earth or aneutralizing agent, or contained to prevent, as far as possible, the entry of fuel to the airportdrainage system. Any contaminated sand or earth shall be removed to a safe place fordisposal. Tools used in this connection should, as far as practicable, be of a design not liable toproduce ignition.

In the case of spills covering an area greater than about 6 ft. in any dimension, the procedureshall be as follows:

Stop the flow if possible

Notify the aerodrome fire services and if the spillage is serious, evacuate allunauthorized persons from the area to a point at least 50 ft. from the spillage.

Prevent the movement of unauthorized persons or vehicles into the area.

Ensure, as far as possible, that all activities in the vicinity, including the running ormovement of aircraft or ground equipment are restricted so as to reduce the risk ofignition. Cleaning activities within the aircraft should cease immediately and electricalequipment should be switched off.

8.2.1.7 COMPANY’S FUEL CARNETS

Fuel carnets for uplifting fuel are carried on company’s aircraft. These are kept in the aircraft’sCertification File.

8.2.1.8 FUEL INVOICING

When fuel and oil uplifts are made, Captains are to ensure that a copy of the Delivery Notecovering the supply, is received from the supplier. This is required by the accounts departmentfor invoice verification before the account is paid, and therefore, should be handed in with thereturn flight documentation.

8.2.1.9 ADDITIONAL CHECKS

Before every flight, the captain is to:

(a) Ensure that the amount of fuel uplifted, when added to the pre-uplift as entered byEngineering, agrees with the refueller’s receipt.

(b) Check the final departure fuel state as recorded in the Tech-log, including arithmeticaccuracy and compare with the total fuel on board.

(c) Check fuel contents gauge readings, ensuring that voltage is within limits for thecorrect operation of the gauges.

NOTES: 1) The pre-uplift fuel figure should be compared with the fuel remaining as entered bythe previous Captain. Normally it should be the same, however logical discrepancies areacceptable.

2) Engineering should record any fuel used for ground runs in order to justify abnormalhigh discrepancies between the “fuel remaining” and “pre-uplift” fuel figures.

When away from base and a contract engineer is not available, the Captain will be responsiblefor supervising the refuelling of his aircraft and carrying out the fuel quantity checks.

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8.2.1.10 WATER IN SUSPENSION

When refuelling, if the fuel already in the aircraft tanks is cold, the fuel that is beingadded will cool rapidly and its water content will come into suspension as minutedroplets that can be detected by the Shell Detector, or visually if the concentration issufficiently high.

Alternatively, when very cold fuel is warming in ambient conditions of high humidity,condensation will form around the fuel containers and on the surface of the fuel, andthis water will also be detected by the Shell Detector.

At low temperatures some water in suspension can be tolerated, provided that it isinsufficient to settle as accumulations of free water. It is therefore, emphasised thatwherever water is seen to settle out of suspension, the water content is dangerous.

At fuel temperatures of 0 degrees C and below, the water in suspension will becomeice particles, which, although cloudy in appearance, will not necessarily show aswater in the Shell Detector Capsule.

If the fuel sample is cloudy, and any of the above conditions are suspected, thefollowing procedure will assist in determining the acceptability of the fuel.

(a) Draw off sufficient fuel to ensure that the sample is representative of thefuel in the tanks, and that the cloudiness is not the result of the tankbottoms, condensation from the drain points, etc. At some drain point, up to5 gallons may need to be drained.

(b) If the cloudiness is detected at a pre-fuelling check, fuel to sector load.

(c) If a positive Shell Detector indication is found at a post-fuelling check,provided that the fuel temperature is below 10 deg. C, retest with 2.5-3 mlonly, drawn through a new capsule. Should this check show negative, thefuel sample is acceptable, but if not, proceed as for (d).

(d) If the cloudiness persists after step (c), draw off a fresh sample from eachsuspect source and quickly cork the jar. Ensure the sample clears onwarming without free water settling out of the fuel.

(e) After shaking the sample vigorously, draw 5 ml. through the Shell DetectorCapsule and re-check.

NOTES: (1) Speed is essential to ensure that the sample is typical of the fuel in the aircraft.

(2) The sample jar must be corked immediately the sample has been secured, andsufficient air space must be left in the sample jar to permit violent agitation.

If excessive free water or other contamination is encountered at any stage from anypart of the fuel system, the fuel must be regarded as unacceptable. Provided thetests are satisfactory and all free water has been drawn off from the drain points theoverall water content in the fuel can be considered acceptable.

When cloudiness is found in fuel samples, the relevant details must be reported.

8.2.1.11 DYED FUEL

A harmless red dye may be used by Engineering base for the detection of fuel tankleaks. Water detecting media are unaffected and fuelling procedures are unchanged.


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The use of this dye will be recorded in the Tech-log since the colour may persist throughsubsequent flights. Some difficulty may be encountered however with the fuel supplier, if it isnecessary to ask them to draw back any fuel from an aircraft containing dyed fuel, thereforeevery effort should be made to avoid this eventuality.

8.2.2 AEROPLANE, PASSENGERS AND CARGO HANDLING PROCEDURESRELATED TO SAFETY

Safety considerations shall govern the handling, i.e., servicing, of the aeroplane on the ramp,the embarkation and disembarkation of the passengers and the loading and unloading ofbaggage, cargo and mail.

The Operator ensures that no person secretes himself or secretes cargo on board anaeroplane. He ensures that no person is in any part of an aeroplane in flight which is not a partdesigned for the accommodation of persons unless temporary access has been granted by theCommander.

8.2.2.1 EMBARKATION / DISEMBARKATION

Before embarking / disembarking passengers, ground staff / flight crew must brief them on allrelevant safety aspects (e.g. «No Smoking») to be observed whilst boarding / leaving theaeroplane. When jetways are in use, ground staff must be positioned at appropriate locations toprovide supervision and assistance. When passengers are required to walk on the ramp theyshall be escorted by ground staff to / from the aeroplane or their approved transport; passengerroutes shall be clear of oil, ice, snow and other hazards and shall be selected in such a way asto prevent damage and accidents (e.g. no passing below wings or engines.).

Boarding shall not commence until the Commander or his representative has given clearance.Disembarkation shall not commence until the crew has received confirmation from the groundstaff that passenger steps / jetways are safely in position and that ground equipment will not bea hazard.

For embarkation / disembarkation when refuelling / defuelling is in progress, refer to GB 8.2.1.2.Only in exceptional cases, and with the consent of the Commander, is embarkation /disembarkation permissible with one engine of the aeroplane running. In such a case,passengers shall, under appropriate supervision by crew and ground staff, leave / enter theredrafting the side opposite to the running engine.

8.2.2.2 ALLOCATION OF SEATS, ADULTS AND CHILDREN (EU-OPS 1.075 / 1.105 /1.280)

The allocation of seats to passengers by ground staff depends upon the aeroplane type, itsseating version, aspects of weight and centre of gravity (refer to GB 8.1.8.6) and the class oftransportation (if any) held by the individual passenger.

In general, the following rules apply:

Each person to be carried who is 2 years of age or older shall be allocated a separate seat orberth, equipped with a proper safety belt/harness. Multiple occupancy of a seat by one adultand by one infant is permitted only if the infant is properly secured by a CRD (Child RestraintDevice) acceptable to the Authority (for details see ACJ OPS 1.730(a)(3)). Such a CRD will alsobe required if the infant is occupying an empty seat next to the adult. When oxygen dispensingunits are prescribed, one unit each shall be installed and available for both the adult and the

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infant. No passenger other than authorized personnel are allowed to occupy a seat in the flightdeck (refer to GB 8.3.12); for the allocation to a passenger of a vacant crew seat (refer to GB8.3.13). Passengers shall be seated where, in the event of an emergency evacuation, they maybest assist and not hinder evacuation. Only those persons who appear reasonably fit andstrong should be seated adjacent to self -help exits. Aeroplane type-specific instructions for crewand ground staff are listed in the OM Part B.

Persons who should be seated where they will not obstruct access to emergency equipment orexits or otherwise impede the crew in carrying out their duties include:

• Persons who are physically or mentally handicapped, to the extent that they would havedifficulty in moving quickly if asked to do so.

• Persons whose sight or hearing is impaired to the extent that they might not readilybecome aware of instructions to begin evacuating the aeroplane.

• Children and infants, whether or not they are accompanied by an adult.

• Persons in custody and those who are being deported.

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

• Persons with guide dogs or pet animals.

For further provisions governing the allocation of seats to sick, disabled and handicappedpersons see GB 8.2.2.3 below.

8.2.2.3 SICK PASSENGERS AND PERSONS WITH REDUCED MOBILITY (PRMs)

The acceptance for transportation of sick, disabled and handicapped passengers is restricted inthe interest of their own safety and that of other passengers. A PRM is understood to mean aperson whose mobility is reduced due to physical incapacity (sensory or locomotory), anintellectual deficiency, age, illness or any other cause of disability when using transport, andwhose situation requires special attention and the adaptation, to his needs, of the service madeavailable to all passengers. The Company therefore, is entitled to insist upon the production ofa written report on fitness for travel, issued by a medical doctor of the Company, or of thenational carrier or the medical official at the aerodrome.

No transportation, under any circumstances, will be provided to a person who:

• Has a contagious / infectious disease, e.g. open tuberculosis, infectious hepatitis;scarlet fever, diphtheria, chickenpox etc.

• Has suffered a heart attack or stroke within the last eight weeks.

• Requires medical treatment by pneumatically or electrically operated apparatus, which,for specific reasons, is not allowed to be operated on board.

The following definitions of ECAC Doc. 30 constitute commonly agreed indications for thedegree of immobility and extent of the assistance required for the journey:

• MEDA – Passenger whose mobility is impaired, due to clinical cases with medicalpathology in progress, being authorised to travel by medical authorities. Suchpassenger usually has social coverage in relation to the illness or accident in question.

• STCR – Passenger who can only be transported on a stretcher. Such passenger mayor may not have social protection or specific insurance.

• WCHR – Passenger who can walk up and down stairs and move about in an aeroplanecabin, but who requires a wheelchair or other means for movements between the


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aeroplane and the terminal, in the terminal and between arrival and departure points onthe city side of the terminal.

• WCHS – Passenger who cannot walk up or down stairs, but who can move about in anaeroplane cabin and requires a wheelchair to move between the aeroplane and theterminal, in the terminal and between arrival and departure points on the city side of theterminal.

• WCHP – Passenger with a disability of the lower limbs who has sufficient personalautonomy to take care of himself, but who requires assistance to embark or disembarkand who can move about in an aeroplane cabin only with the help of an on-boardwheelchair.

• WCHC – Passenger who is completely immobile, who can move about only with thehelp of a wheelchair or any other means and who requires assistance at all times fromarrival at the aerodrome to seating in the aeroplane or, if necessary, in a special seatfitted to his / her specific needs, the process being inverted at arrival.

• BLIND – Blind.

• DEAF – Passenger who is deaf or a passenger who is deaf without speech.

• DEAF / BLIND – Blind and deaf passenger, who can move about only with the help ofan unaccompanied person.

• MAAS (meet and assist) – All other passenger in need of special help.

Before accepting such passengers for transportation, Eurocypria shall have ascertained theavailability, from departure to arrival, of staff trained and qualified to meet their needs and of theappropriate medical equipment. Normally, passengers on stretchers shall be accompaniedeither by a doctor/nurse or by a family member or other escort.

The number of handicapped passengers should not exceed the number of able-bodied personscapable of assisting with an emergency evacuation. Passengers with disabilities ascircumscribed under WCHP, WCHS and WCHC above, shall be allocated seats in between twopairs of emergency exits; in this way, when the aeroplane is being evacuated, they can, withoutimpeding others, be assisted to reach the end of the queue forming at the emergency exit(s)and to leave the aeroplane. For the allocation of seats to other handicapped passengers,reference is made to GB 8.2.2.2. Sick and disabled passengers and PRMs should be boardedseparately (normally prior to all other passengers) as well as disembarked separately (normallyafter all other passengers have left the cabin). The Commander shall be notified by “SpecialCategories of Passenger Notification“ form, when handicapped passengers and PRMs are tobe carried on board; he shall brief his crew accordingly. Information on passengers requiringany assistance at transit or destination aerodromes must be forwarded by telex, telefax orphone to the ground staff or handling agent at the respective downline station(s).

Note: For the carriage of gas cylinders, drugs, medicines, other medical material, wet cellor lithium battery powered wheel chairs refer to GB 8.2.2.7 and GB 9.0.

8.2.2.4 TRANSPORTATION OF INADMISSIBLE PASSENGERS, DEPORTEES ORPERSONS IN CUSTODY

“Inadmissible Passengers” (INADs) are passengers who are refused admission to a country byauthorities of such country, e.g., due to lack of a visa, expired passport, lack of funds orsuspected intent to illegally take up employment. Unless explicitly ordered otherwise by theauthority refusing entry, an INAD shall be carried outbound again on a flight (flights) of the

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inbound carrier(s) to a country of his choice where there is no risk of his being refused entryagain, but no further than his home country or country of permanent residence.

Transit passengers are considered by immigration as inadmissible for the reason that if givenpermit to leave the airport, they may not return for their onward flight.

“Deportees” are foreign persons who had legally been admitted to a country or who hadentered a country illegally, and who at some later time are formally ordered by the authorities tobe removed from that country. Apart from illegal entry, reasons for removal include expiry ofresidence permit, offences or criminal acts committed in the deporting country, extradition at therequest of another country. The Company and the Commander (who shall be notified by“Special Categories of Passenger Notification “form prior to departure of the intended carriageof inadmissible passengers, deportees or persons in custody and of the reason for carriage)have not only the right, but the duty to refuse transportation of such passengers if their carriageposes any risk to the safety of the aeroplane or its occupants. Therefore, the Company and (viathe Company) the Commander are entitled to be informed of the reason for the deportation and,if necessary, to insist on the passenger being escorted during the flight by a representative ofthe deporting country, with a ticket at the applicable fare being provided for such representativeby the deporting authority.

In particular, inadmissible passengers or deportees who:

• Will physically resist carriage, or

• Have already been denied transportation by another Airline, or

• Might endanger the safety of the aeroplane or of its load, of other passengers or of thecrew, or

• Are deported after execution/suspension of a sentence for a crime of violence,

shall be carried only under escort of a government official, or of a properly trained staff memberof the Company, or of a similarly trained guard provided by a commercial agency.

The relevant Authority will determine, in co-ordination with the Flight Operations Manager, if adeportee requires an escorting official or guard, and they will also determine how manyescorting officials or guard are required to guarantee the safety of the flight. Whenever it hasbeen determined that the passenger requires an escort, such escorting person shall be presentand on duty when the passenger is checked in; and shall remain so until the Companyrelinquishes responsibility for the passenger after transportation.

The Commander upon notification shall, prior to departure, brief his entire crew accordingly.

Whenever feasible, such passengers shall be boarded prior to other passengers in order toprovide utmost discretion; if, at this stage, a deportee physically resists boarding the aeroplanehe shall be refused embarkation and transportation.

Note: See also GB 8.2.3 Note concerning the serving of alcoholic beverages.

Information on the carriage and reason for such carriage must be forwarded by telex, telefax orphone to the ground staff or handling agent at the respective downline station(s) who, in turn,shall confirm receipt of this information and shall inform the local authorities.

8.2.2.5 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE

The secure stowage of hand baggage, as prescribed in GB 8.2.2.6, limits, by inference, thepermissible size and weight of hand baggage.


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These limits vary of course with each aeroplane type / cabin layout combination (seeOperations Manual (Part B)–(AOM). Eurocypria and its handling agent(s) shall brief passengersat check-in by means of placards / posters or orally, upon the maximum size and weight ofhand baggage, where practicable, a receptacle should serve as a gauge.

When boarding is in progress ground staff and, at the aeroplane, crew members shall visuallyscan the hand baggage held by passengers, in case check-in personnel were bypassed and,where such baggage exceeds the allowance, politely deny the passenger access to theaeroplane until such baggage has been stowed in a baggage / cargo hold or suitable placeoutside of the aeroplane’s cabin.

Where, in exceptional cases, a passenger is prepared to pay for an extra seat in order to carryextremely valuable baggage (e.g., antique musical instruments, works of art etc.) acceptance isonly permitted if the safety and comfort of other passengers will not be impaired and if the sizeof such baggage permits it to be secured on the seat in such a manner as to prevent movementforward, sideways or upwards under crash impact sufficient to induce the ultimate inertia forcesspecified in the emergency landing condition of type certification.

8.2.2.6 LOADING AND SECURING OF ITEMS IN THE AEROPLANE

LOADING

All baggage, cargo, mail to be loaded should be positioned on the ramp in sufficient time inorder to ensure an on- time departure and to reduce pressure upon staff detrimental to safety.The load must be protected against the elements and all sources of contamination. All loadingequipment and material shall be handled carefully to avoid damage to the aeroplane or theload.

Only the appropriate compartments shall be used for loading. Loading in toilets crewcompartments etc. is prohibited.

All aeroplane specific limitations and instructions (e.g. for loading unit load devices – ULD’s)shall be observed (see AOM).

In compartments with pallet positions no load shall be stowed on the floor beside the pallets.Special handling instructions (e.g. “This Side Up”) shall be observed for sensitive shipments,which must be loaded carefully to prevent damage by other items. Heavy and solidly packedpieces must be loaded at the bottom.

Cargo shall be excluded from carriage if:

• It is not properly packed.

• It may damage or contaminate the aeroplane or other load.

• Special handling instructions / equipment cannot be observed / supplied.

Note 1: Any damage to the aeroplane skin or structure, however slight, which occurs or isnoticed during loading/ unloading, must be reported immediately.

Note 2: Each Operations Manual (Part B) (AOM) details special procedures to be followedduring loading / unloading so as to prevent the aeroplane tipping onto its tail. Thecentre of gravity must be maintained forward of the main wheels and loadingshould start in the forward compartments and continue aft. Unloading should startin the aft compartments and continue forward. The same sequences apply tocatering of galleys. Movement of passengers to achieve ground stability isprohibited.

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UNLOADING

For unloading the same safety-relevant principles are valid as for loading.

Personnel and equipment should be available at the parking position upon arrival of theaeroplane. Passenger baggage should normally be unloaded first. Cabin load, if any, shall beunloaded after all passengers have disembarked, mail shall be unloaded before other cargo.After completion of unloading the cargo, compartments shall be carefully checked by adesignated staff member for damages, spi lled liquids and contamination.

SECURING OF LOAD IN THE PASSENGER CABIN

For hand baggage:

• Each item carried in a cabin must be stowed in a location that is capable of restrainingit.

• Weight limitations placarded on or adjacent to stowage must not be exceeded.

• Underseat stowage must not be used unless the seat is equipped with a restraint barand the baggage is of such size that the restraint bar may adequately restrain it.

• Items must not be stowed in toilets or against bulkheads that are incapable ofrestraining articles against movement forward, sideways or upwards unless thebulkheads carry a placard specifying the greatest weight that may be placed there,

• Baggage placed in lockers must not be of such size that prevent latched doors frombeing closed securely,

• Baggage must not be placed where it can impede access to emergency equipment.

Items carried in passenger or crew compartment (e.g., hand baggage of crew or passenger,each item of galley equipment, each serving cart not in use, any medical aid for a passenger)shall be secured in such a way as not to become a hazard by shifting under the appropriateload factors corresponding to the ultimate inertia forces specified in the emergency landingcondition of type certification.

Note 1: Take-off or landing is not permitted unless each serving cart is secured in itsstowed position.

Note 2: Checks must be made before take-off, before landing and whenever the fastenseat belts signs are illuminated to ensure that baggage is stowed where it cannotimpede evacuation from the aeroplane or cause injury by falling (or othermovement) as may be appropriate to the phase of the flight.

Note 3: Cargo may only be carried in a passenger compartment if it is stowed and securedon an approved cargo bin or seat container certified to withstand specific loadfactors; the bin shall be attached to the seat track / floor structure, the seatcontainer to the passenger seat; maximum loading limits shall be observed.Installations are not permitted in a position that obscures any passenger’s view ofany required “seat belt” or “no smoking” or “exit” sign, nor in a location that restrictsaccess to or use for any required emergency exit, or of the aisle.


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SECURING OF LOADS IN THE CARGO COMPARTMENTS

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 ULDvolumetrically, or by tie down. Compartments, net sections and ULD’s, which are filled up tothree quarters of their height, are considered to be volumetrically full. Particular attention shallbe given to dangerous goods. All packages containing such goods must be stowed in anupright position, if so indicated, have the hazard label visible an d shall be restrained to preventtheir shifting or any damage by other load.

Whenever the available volume of the compartment / net section is not completely used,additional securing is necessary for:

• Small pieces with high individual weight.

• Loads which are sensitive to jolts or tilting.

• Pipes, bars, planks, machinery etc.

Heavy items with an individual weight of 150 kg or more, as well as wet freight, shall always belashed. Load in individual net sections secured by compartment separation nets; aftercompletion of the loading the net shall be fastened to the corresponding attachment fittings andtightened. On the main deck, the crash net – where applicable – shall be properly installed.Securing of ULD’s is effected either by a restraint system on the compartment floor, or by thereinforced overall compartment shell. Tie–down strips, steel cables, other lashing equipmentand lashing rings shall conform to the standards laid sown by the Ground Operations Managerand be acceptable to the Authority.

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8.2.2.7 SPECIAL LOADS

EU-OPS 1.1160 excepts the carriage of articles and substances which would be otherwiseclassed as dangerous goods from the provisions of GB 9.0 to the extent specified in the “ICAOTechnical Instructions for the Safe Transport of Dangerous Goods by Air“ (ICAO Doc 9284)provided that:

• They are required to be aboard the aeroplane in accordance with the relevant JARs orfor operating reasons,

• They are carried as catering or cabin service supplies,

• They are carried for use in flight as veterinary aid or as a humane killer for an animal,

• They are carried for use in flight for medical aid for a patient, provided that:

Gas cylinders have been manufactured specifically for the purpose of containingand transporting that particular gas,

Drugs, medicines and other medical matter are under the control of trainedpersonnel during the time when they are in use in the aeroplane,

Equipment containing wet cell batteries is kept and, when necessary, secured in anupright position to prevent spillage of the electrolyte, and

Proper provision is made to stow and secure all the equipment during take-off andlanding and at all other times when deemed necessary by the Commander in theinterest of safety,

• They are carried by passengers or crew members.

Note: Articles and substances intended as replacements for those listed under the first pointabove shall be transported on an aeroplane as specified in the Technical Instructions.

8.2.2.7.1 BATTERY OPERATED WHEELCHAIRS

Before loading a wheelchair it shall be ascertained:

• That the battery is securely attached to the wheelchair,

• That the battery is disconnected,

• That the battery terminals are insulated in order to prevent short-circuits.

Wheelchairs, which cannot be loaded, stowed, secured and unloaded in an upright position,must have the battery removed; the removed battery shall be carried in strong, rigid packaging:

• Packing must be leak tight and impervious to battery fluid,

• Batteries must be protected against short circuits, secured upright in their packagingand surrounded by compatible material sufficient to absorb their total liquid contents,

• Packing must be marked ”BATTERY, WET, WITH WHEELCHAIR” and be labelled“corrosive”,

• Packing must be stowed / secured in accordance with the provisions of GB 8.2.2.6 andGB 9.0.

The Commander shall be informed by ground handling staff, by Special Loads Notification ofthe location of the battery aboard. The ground handling staff shall send a message to the


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destination or transfer station indicating the passenger’s name/seat number and the location ofwheelchair / battery.

Note: Battery driven wheelchairs with dry cell batteries or non – spillable wet cell batteries arerare; they may be carried as “checked baggage” in a baggage / cargo compartmentprovided that the battery has been disconnected and is securely attached to thewheelchair and that the poles have been insulated.

8.2.2.7.2 USE OF PORTABLE ELECTRONIC DEVICES (PEDs)

The use of portable electronic devices (PEDs) by flight crew, cabin crew and passengers onboard the aircraft, presents a source of uncontrolled electro-magnetic radiation with anattendant risk of adverse interference effects to aircraft systems. EU- OPS 1 requiredOperators to take appropriate steps to prevent any such interference.

PEDs fall into two main categories:

1. Intentionally Transmitting PEDs: Includes but not limited to cell phones, personalcomputer equipment with built-in network devices capable of connecting to thecellular networks external to the aircraft, two- way pagers, satellite phones, etc.

2. Unintentionally Transmitting PEDs: Includes but not limited to personal computers(laptops), personal digital assistants (PDAs), electronic cameras and videos, radioreceivers, electronic games, audio and video reproducers (CDs), etc.

All Intentionally Transmitting PEDs should be switched OFF once the aircraft doors are closedbefore the start of the flight. These devices should remain switched OFF until the moment that apassenger door is opened. At the Captain’s discretion only, the use of intentionally transmittingPEDs may be permitted when the aircraft is stationary.

All Unintentionally Transmitting PEDs should be switched OFF for taxi, take-off, approach andlanding and during abnormal or emergency conditions.

To control the use of all PEDs in the aircraft, cabin crew will make the relevant PAannouncements during the following flight stages and ensure that all PEDs are switchedOFF:

- Embarkation

- Emergency Demonstration

- Before Landing (FASTEN BELTS Signs ON)

- During Refuelling

8.2.2.7.3 WET CARGO

“Wet Cargo” designates shipments containing liquids or which, by their nature, may produceliquids and which are not subject to the Dangerous Goods regulations:

• Shipments of liquids in watertight containers.

• Shipments of wet materials not packed in such containers, e.g., fish packed in wet ice,fresh meat, casings (fresh animal guts), wet hides, skins.

• Goods, which may produce liquids (for live animals refer to GB 8.2.2.7.3).

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Watertight containers shall meet the specifications of the ICAO Technical Instructions. Theyshall be able to withstand the variations in atmospheric pressure and temperature encounteredin the course of flight, without rupture or leakage. Other containers shall be of high qualitywaterproof material. Containers with cargo, which may produce liquids, shall be leak proof orcontain sufficient absorbent material. Packing shall allow for the maximum angles of roll andbank the aeroplane may encounter during flight without release of the liquid contents.

Plastic tarpaulins shall be spread out on the aeroplane’s or ULD’s floor and walls so as to catchspillages. Containers shall be secured in an upright position.

For wet cargo in containers, which are not watertight or waterproof, secondary measures shallbe taken to ensure that any spillage is contained, by:

• Placing the shipment in a container of sufficient volume to contain any spillage, and

• Turning up the edges of the tarpaulin against he aeroplane’s / ULD’s walls or againstother cargo so as to create a second waterproof container around the shipment.

All load devices used for carriage of meat or similar organic material shall be cleaned anddisinfected immediately after unloading.

Handling staff shall, by Special Loads Notification, inform the Commander of such cargo beforedeparture and, by appropriate message, the downline station(s).

8.2.2.7.4 LIVE ANIMALS

Carriage of live animals in the cabin is limited by considerations of passenger safety andcomfort and by the size of the cabin (separation of individual animals from each other). Carriagein cargo compartments may require pressurisation, ventilation, heating, and lighting. Particularsare, therefore, specified in each aeroplane’s Operations Manual (Part B) (AOM). The followinggeneral guidelines have been developed:

IN THE CABIN

• With the exception of guide dogs for blind passengers, only small pets weighing 5 kg orless may be carried in the cabin.

• Prior Company approval must have been obtained.

• Such approval will stipulate that the pet shall be carried in a suitable leak-proofcontainer or bag size 45 x 35 x 20 cm and must stay in the container/bag, on the floor,for the duration of the flight.

• The passenger, under whose care the pet travels, must be in possession of alldocuments required by the authorities at destination.

• Carriage of rodents is only permitted by prior permission of the Operations Manager.

• The Commander and handling staff shall ensure that no animal is carried in the cabin,which may impede an emergency evacuation.

Note 1: For allocation of seats to a person with a guide dog or a pet animal refer toGB 8.2.2.2.

Note 2: UK Regulations forbid the carriage of animals in the cabin whether INBOUNDor OUTBOUND

IN THE CARGO COMPARTMENTS


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The carriage of live animals in cargo compartments shall take the specific needs of the animalsinto account. The basic environmental requirements shall be ascertained from all sourcesavailable. The temperature range and oxygen requirements must be matched by the heatingand ventilation capability of the cargo compartment provided. Feeding requirements must alsobe met.

Stowage and loading of animals shall follow the principles outlined in GB 8.2.2.6 andGB 8.2.2.7 and the following specific guidelines in GB 2.1.1.1.4

BOEING 737-800 Type Specific Instructions for carriage of live animals

This chapter provides information for carriage of specific animals, on board of ECA B737-800aeroplanes.

The following table summarizes the dimensions of the 737-800 cargo holds and the range ofthe internal climate conditions:

737-800 Compartments Volumes, Length & Temperatures:

B737-800 FWD HOLD AFT HOLD DIMENSIONS

Volume 670 550 Cu. Feet

Volume 19 24 Cu. MetersCompartments Data

Length 760 1080 Cm

Door size L x H 48 x 35 48x32 Inch

Door size L x H 120 x89 120 x 84 Cm

Temperature - Summer Temp +5 - +10 +2 - +10 Celsius

Temperature - Winter Temp +2 - +8 -2 - +7 Celsius

The cockpit has No control on the temperatures in the aeroplane forward and aftcompartments.

Source of FWD heat is from electronic equipment cooling as hot air is exhausted undercompartment floor. Source of AFT heat is passenger cabin air as it flows through the returngrills next to the aft compartment.

Forward compartment – The temperatures in the front hold are higher than those in the afthold and preferred for winter flights. Warmest location is the forward part of the forwardcompartment - good for cold sensitive animals and cold blooded like reptiles.

Aft compartment is cooler, bigger and better for transporting in hot weather. It is alsorecommended for odorous cargo as there is low chance of odours reaching the passengercabin from that location.

The following table provides estimated temperature ranges for summer and winter flightsaccording with expected cruise level 25,000 feet and 35,000 feet at 0.78 Mach:

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B737-800 GroundTemp. °C

FwdCompt

25000 ft

AftCompt25000 ft

FwdCompt35000 ft

Aft Compt35000 ft

Cold Day Below 0 3 -1 0 -4

Standardday

10 – 25C° 14 9 5 1

Hot day Above32C°

23 18 15 10

Temperature range of 2 to 14 degrees centigrade is normally maintained in the holds.Temperatures of 0 to 10 degrees in the aft hold and slightly (5 C) higher in the front hold exist.

All the above temperatures apply to minimum distance of 30 cm from walls, far from door andabove floor. It takes the A/C one hour to reach it's steady state conditions.

Temperature at holds may drop considerably when cruising in extreme cold weather(recommended consider lower cruise altitudes) and, on other hand, Temperatures in holds mayincrease to above 40O C during taxi and climb if ground temp is above 32O C.

When ground temperature is above 32O C, the compartments temperatures can rise to 40O C atthe climb out before cooling. It is recommended to cool the compartments with fans or air-condition external units before loading the animals. Door must be maintained fully open untilpushback. If possible, doors will remain open after pushback up to engine start. Ground timeafter door close must be reduced to minimum.


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PROCEDURE

Transportation of live animals depends on many variables in addition to temperature andventilation conditions, i.e. outside temperature, ground time, flight duration, weather conditions,etc. Here are the temp ranges most animals will endure:

Animal temperature guidelines

ANIMAL TYPE Optimum T° C Max T° C Min T° C

Most Animals 21-24 36 4-13

Heavy Coated 16 29 2

Reptiles 27-29 40 20

Additional environment factors: Cargo pressure altitude - controlled to about 8,000 feetaltitude during cruise and does not affect most animals.

The best humidity range for most animals is 40-55% and this range is normal in the cargocompartments. For tropical animals and monkeys - best is 75%. Short ground time will reducethe rise of humidity to above animal limits.

Cargo lighting – darkened cargo compartment is preferred to keep most animals (except birds)calm and decrease their activity and CO2 generation rate. Big animals should be loaded atleast 15 minutes before door close in order to get accustomed to their new environment.

To increase Temp- Raise cages or cargo from floor by foam blocks or euro pallets. Always trylocate cages on wooden euro pallets.

Compartment noise – during flight noise levels are acceptable for most animals. Duringpreloading caution must be taken to avoid animal's exposure to extreme noise levels thathumans need earmuffs.

Cages of the animals must be less than the inner dimensions of 120 cm width of floor, 140 cmlength and less then 80 cm of door height. Cages must be tied to the pallet and pallets arerecommended to be tied to A/C floor (If possible).

All Cages must comply with IATA live animals carriage regulations.

When carrying large quantities it is recommended to divide the animal shipments betweenthe Forward and the Aft compartments to achieve maximum Ventilation for the animals.

List of Animals and acceptable quantities that can be carried, if all conditions stated in thismanual prevail, without additional special ECA OPS or Engineering instructions.

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Authorised Animals to be carried by ECA in 737-800 cargo holds

TYPE WEIGHTKgs

QUANTITY LOCATION ONAEROPLANE

COMPARTMENTFREE SPACE

Cats 4 15 FWD or AFT 4 meters

Dogs – mid 10 10 FWD or AFT 4 meters

Dogs – big 20 10 FWD or AFT 4 meters

Monkeys 15 10 FWD or AFT 4 meters

Birds* 0.15 250 FWD or AFT 4 meters

Big Birds* 5 10 FWD or AFT 4 meters

TinyAnimals*

0.04 1000 FWD or AFT 4 meters

SmallAnimals*

0.4 200 FWD or AFT 4 meters

* - Animals carriage limited to 4 hours flight time.

The above quantities are for one compartment – It is most recommended to divide theshipment to 2 compartments and use half of the required comp free space at eachcompartments volume. For bigger quantities you should obtain instructions and authorizationfrom ECA OPS and Engineering.

Odorous (smelling) animals, such as sheep (or minks), are not allowed to be carried in theforward compartment as smell may enter the ventilation system. Large quantity of coatedanimals such as sheep can trigger the smoke. Large quantities of regular animals may alsocause smell penetration. Aft Comp is always preferred for odorous animals.

Separation – Animals that are natural enemies (such as dog and cat) should never be carriedat the same compartment. The presence, smell and sound of their opponent may cause themstress, shock and even death

Locating the cages at aeroplane – They must be at least 30 cm from door and walls and asmuch of spacing as possible between cages and other cargo. Pallets must be located close todoors to enable ventilation.

No dry Ice will be carried in cargo compartments with animals.

Most difficult conditions will be after animals loading until climb. Animals must be loaded last,located next to the doors. Doors must be left open (full in summer, partially open in winter) untilpushback. Pilots must endeavour to reduce ground time to minimum.

Taking account of the weather conditions, flight duration and type of animals to be carried, theCommander shall finally decide for the acceptance and location of the special load.


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8.2.2.7.5 PERISHABLE CARGO

Perishable goods are those whose condition or suitability may deteriorate if exposed to unduechanges in temperature or humidity, or delay in carriage. They shall only be accepted forcarriage when it is reasonably certain that they will reach destination in good condition.Therefore, it is mandatory that the shipper provides instructions as to the maximum acceptableduration of transportation and any required special handling.

This will enable the Company to make appropriate en-route arrangements. The temperaturerange and ventilation requirements of such cargo must be matched by the capabilities of thecargo compartment provided. Perishable cargo shall be accessible, without needing to beoffloaded, whenever any handling is required at a transit or the destination station. Perishablesrefrigerated with wet ice or containing fluid or moisture, which could leak out, shall be treated aswet cargo (refer to GB 8.2.2.7.2). Perishables refrigerated with dry ice fall under the provisionsof GB 9.0. Foodstuffs and shall not be loaded together with poisons, infectious substances norin close proximity of live animals and non–cremated human remains (refer to GB 8.2.2.10).

The handling staff shall, by Special Loads Notification, inform the Commander before departureof all perishables carried and their location. All downline stations shall be informed byappropriate messages. Where necessary, the devices used in carriage shall be thoroughlycleaned and disinfected immediately after unloading.

8.2.2.7.6 HUMAN REMAINS

Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead orzinc inside a wooden coffin. The wooden coffin may be protected by outer packing and shouldbe covered by canvas or tarpaulins in such a way that the nature of its contents is not apparent.Such human remains shall not be loaded in close proximity of food for human or animalconsumption or edible materials (refer to GB 8.2.2.10).

Mourning ceremonies on the apron should be avoided.

The Commander and the downline stations shall be informed by Special Loads Notification.

8.2.2.7.7 CARRIAGE OF MAIL, VALUABLES AND WEAPONS

The carriage of mail, valuables and unloaded weapons have no other relevance to the safety ofthe aeroplane, its occupants and load than any other neutral cargo. GB 8.2.2.6 applies forproperly securing these items.

However, the potential destructiveness of weapons requires their transportation to follow certainapprovals and provisions, which are outlined in GB 9.0.

In order to secure mail, valuables and weapons against damage, pilferage or theft the Companywill discuss and agree appropriate provisions for storing, loading, transport, unloading and,again, storage with the shipper and, where necessary, he recipient.

The Commander shall be appropriately briefed prior to departure orally, and by “Special LoadsNotification”. The downline station will be informed appropriately, i.e., where necessary bycoded messages, receipt of which shall be confirmed / ascertained before arrival of theaeroplane at the downline station.

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8.2.2.8 CLASSIFICATION OF LOAD COMPARTMENTS

For the designation of aeroplane holds, compartments, bays and cabin the following definitionsshall be used:

• BAY– A subdivision of a containerised / palletised compartment, i.e., ULD position.

• CABIN – The compartment of an aeroplane where passenger seats are installed.

• CABIN SECTION –Resulting from division of the cabin into zones for the purpose ofbalance.

• COMPARTMENT – A space designated within a hold.

• DECK – A structural floor level. For aeroplane having one structural level only, this floorlevel shall be referred to as the main deck. For aeroplane having more than onestructural floor level the different levels shall be referred to as lower deck, main deckand upper deck, starting from bottom to.

• HOLD – The space confined by ceiling, floor, walls and bullhead, used for carryingload.

• LEFT / RIGHT – To be understood as left and right in the direction of flight.

• SECTION – A subdivision of a non-containerised / palletised compartment, i.e., netsection.

Each Operations Manual (Part B) (AOM) shall provided information on which cargocompartment classification (A, B, C, D, E) is applicable for an individual compartment.

JAR 25.857 provides the following cargo compartment classification:

Class A

A Class A cargo or baggage compartment is one in which:

The presence of a fire would be easily discovered by a crew member while athis station, and

Each part of the compartment is easily accessible in flight.

Class B

A Class B cargo or baggage compartment is one in which:

There is sufficient access in flight to enable a crew member to effectively reachany part of the compartment with the contents of a hand fire extinguisher,

When the access provisions are being used no hazardous quantity of smoke,flames or extinguishing agent will enter any compartment occupied by the crewor passengers, and

There is a separate approved smoke detector or fire detector system to givewarning to the pilot station.

Class C

A Class C cargo or baggage compartment is one not meeting the requirements foreither a Class A or B compartment but in which:

There is a separate approved smoke detector or fire detector system to givewarning at the pilot station,


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There is an approved built-in fire-extinguishing system controllable from thepilot station,

There are means to exclude hazardous quantities of smoke, flames, orextinguishing agent from any compartment occupied by the crew orpassengers, and

There are means to control ventilation and draughts within the compartment sothat the extinguishing agent used can control any fire that may start withinthe compartment.

Class D

A Class D cargo or baggage compartment is one in which:

A fire occurring in it will be completely confined without endangering the safetyof the aeroplane or the occupants,

There are means to exclude hazardous quantities of smoke, flames or othernoxious gases, from any compartment occupied by the crew or passengers,

Ventilation and draughts are controlled within each compartment so that anyfire likely to occur in the compartment will not progress beyond safe limits,

Consideration is given to the effect of heat within the compartment s onadjacent critical parts of the aeroplane,

The compartment volume does not exceed 1,000 cubic ft.

For compartments of 500 cubic ft or less, an airflow of 1,500 cubic ft per hour isacceptable.

B737-800 cargo compartments are Class D.

Class E

A Class E cargo compartment is one on aeroplane used only for the carriage of cargoand in which:

There is a separate approved smoke or fire detector system to give warning atthe pilot station,

There are means to shut off the ventilating airflow to, or within, thecompartment, and the controls for these means are accessible to the flightcrew in the crew compartment,

There are means to exclude hazardous quantities of smoke, flames, or noxiousgases, from the flight crew compartment, and

The required crew emergency exits are accessible under any cargo loadingcondition.

8.2.2.9 DANGEROUS GOODS

See GB 9.0.

8.2.2.10 INCOMPATIBILITY CHARTS OF DANGEROUS GOODS

Incompatibility charts in GB 9.0 and the Operations Manual (Part B) (AOM) provide guidance onload incompatibilities; some dangerous goods may either be incompatible with other loads or

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react dangerously with each other in case of damage; as already outlined above, certain typesof special loads may also not be loaded close to each other. Aeroplane type specific loadincompatibility charts (Operations Manual (Part B)(AOM) shall also specify permissible loadingpositions, or conversely, prohibited positions.

8.2.2.11 POSITIONING OF GROUND EQUIPMENT

Only appropriately trained Eurocypria staff or other handling agent staff may operate mobileground equipment in the proximity of the aeroplane.

The pattern to be flowed, for a given type of aeroplane, in positioning loading and servicingequipment is published in the respective Operations Manual (Part B) (AOM).

Ground equipment shall not approach the aeroplane until all engines have been shut-off andthe aeroplane’s parking brakes have been set or the chocks are in position. In mostaerodromes no ground personnel will approach an aeroplane as long as the anti-collisionbeacon is on.

Note: When, in exceptional cases, one engine must be kept running (e.g., when no APU isavailable) ground equipment shall only approach that side of the aeroplane where allengines have been cut. The Commander and the ground handling staff shall,beforehand, have agreed on the course of action to be followed.

Steps / passenger jetways and catering trucks shall principally be positioned at the aeroplaneprior to opening the respective cabin doors, see GB 8.2.7.11 and 8.2.7.12.

Sufficient distance between ground equipment and the aeroplane shall be maintained in orderto avoid damage caused by vertical movement of wings/fuselage during unloading / loading /refuelling / defuelling. Utmost care shall be taken in shifting ground equipment in theaeroplane’s vicinity.

Fuel hoses (see also GB 8.2.1) and connections shall never be run over by ground equipment.Loading and servicing equipment shall not be positioned or manoeuvred under the wings.

With the exception of fuel trucks, mobile equipment shall not be positioned within the ventingareas during fuelling / defuelling (see also GB 8.2.1).

Equipment when parked away from, or positioned at, the aeroplane shall have parking brakesset.

Equipment approaching, manoeuvring at or leaving the aeroplane shall not be driven fasterthan at walking speed.

Aeroplane and pedestrians have the right-of-way. Equipment should never move across thepath of taxiing aeroplane or of embarking / disembarking passengers. Personnel shall not rideon elevating platforms of moving ground equipment.

8.2.2.12 OPERATION OF AEROPLANE DOORS

Aeroplane type-specific normal, abnormal and emergency procedures, concerning theoperation of the cabin and compartment doors, are specified in the respective OperationsManual (Part B) (AOM).

The following general guidelines shall be observed:


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Normally, cabin and compartment doors, upon arrival, shall not be opened until all engineshave been shut down and the aeroplane’s parking brakes have been set or the chocks are inposition.

Conversely, all doors shall be closed and locked before start of engines.

Note : When, in exceptional cases, one engine must be kept running (e.g., when no APUis available) doors may only be opened at the aeroplane’s side where all engineshave been cut. The Commander and the ground staff shall, beforehand, haveagreed on the course of action to be followed, see also GB 8.2.7.11.

All cabin, i.e., passenger and service, doors shall normally be opened and closed by membersof the operating crew only, i.e., from inside, or, in exceptional cases, by trained handling stafffrom in- or outside.

When opening such a door from outside, the respective staff member shall ascertain byknocking at the door, that nobody is standing in the danger area on the inside and that theescape slide is disarmed.

Whenever steps / passenger jetways (see also GB 8.2.7.11) or catering trucks are used, thedesign of which does not permit opening or closing the doors when the equipment is in position,the respective doors shall only be opened immediately prior to the positioning of the equipmentand closed immediately after the equipment has been removed. See 8.2.7.12. for proceduresspecific to the operation of service doors.

The handling staff shall normally operate cargo and lower compartment doors.

PROCEDURES FOR SERVICE DOORS

• As a general rule, service doors are to be kept closed. If deemed necessary, to improveventilation for example, the Commander may ask that a service door is kept open, but itmust then be ensured that no servicing is about to take place.

• When it is necessary to open a service door in order to carry out a specific task, e.g. tochange the waste bin plastic bag or to make any visual observation, the door should beclosed again as soon as the task is finished.

• FOR THE LOADING OF THE CATERING OR THE LIFT-ON/LIFT- OFF OFWHEELCHAIR PASSENGERS, THE DOORS MUST BE OPENED ONLY AFTER THEPLATFORM HAS BEEN PLACED INTO ITS FINAL POSITION AND A 'KNOCK' ISRECEIVED FROM OUTSIDE.

• AT AERODROMES WHERE IT IS IMPOSSIBLE TO PLACE THE CATERINGPLATFORM WITHOUT FIRST OPENING THE DOOR, A CABIN CREW MEMBERMUST ALWAYS BE PRESENT AT THE DOOR WHILE THE PLATFORM IS BEINGPLACED TO ITS FINAL POSITION.

Senior Cabin Crew Members are to ensure that the above procedure is strictly adhered to andshould explain the possible consequences of not following this procedure to their cabin crewmembers.

MANUALLY OPERATED DOORS

Their operation does not require special training, but shall have been demonstrated to the staffconcerned before they are permitted to operate such doors.

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ELECTRICALLY, PNEUMATICALLY OR HYDRAULICALLY OPERATED DOORS

No person shall operate such doors without having received prior theoretical / practical trainingby properly qualified staff. For such training, the Company via the respective OperationsManual (Part B) (AOM), shall provide detailed descriptions of such doors and their operation.

Note 1: For the operation of aeroplane doors in strong winds refer to the OperationsManual (Part B) (AOM), which specifies maximum permissible wind speeds andother particulars to be observed.

Note 2: If difficulties occur when attempting to close doors in strong winds the aeroplaneshall be moved in order to position the doors concerned on the downwind side.

8.2.2.13 SAFETY ON THE RAMP, INCLUDING FIRE PREVENTION, BLAST ANDSUCTION AREAS

The provisions of GB 8.2.1, GB 8.2.2.1, GB 8.2.7.11, GB 8.2.7.14, GB 8.2.7.15 and GB 9.0have all been developed in order to secure the safety on the ramp of all aeroplane, crews,passenger’s staff and load, the following additional provisions shall be observed:

• No unauthorised persons shall enter the ramp.

• Smoking and the use of open fire are strictly prohibited.

• Ramp surfaces shall be frequently checked to prevent accidents caused by slipping /skidding on oil, ice or snow; such check shall, as far as possible, also serve to detectforeign objects on the ramp surfaces which must be removed in order to prevent“foreign object damage - FOD” to the tyres and other parts of the aeroplane, and topreclude “foreign object ingestion” by an engine.

• Ramp personnel shall war ear protection permanently, crewmembers shall do so whileon the ramp.

Note: All personnel, while on the ramp must wear the yellow high visibility vest orjacket.

• The responsible staff member in charge shall ensure that the security zones around thesuction and blast areas of the individual aeroplane are observed and that no personnelor equipment are within such zones when the signals for engine start-up are given (forsafety distances refer to Operations Manual (Part B) (AOM).

• As outlined in GB 8.2.1, during fuelling / defuelling no vehicles (except fuel trucks) shallbe positioned within the venting areas. In addition, whenever fuels other than Jet A1 arebeing uplifted, no electrical appliances shall be connected or disconnected within theventing areas. Normally, the fuel vents are located at the wing tips and for aeroplanewith tail tanks at the tip of the right – hand part of the stabiliser. For detail seeOperations Manual (Part B).

• Whenever fuel has been spilled, fuelling / defuelling shall be stopped immediately. Itshall be removed or dried up immediately in the presence to the fire service (see GB8.2.1).

• Certain systems of the aeroplane shall not be operated on the ramp (e.g., weatherradar, or while fuelling / defuelling, HF radio transmitter). Refer to respective OperationsManual (Part B) (AOM).

• Use of mobile phones in the aircraft parking area is prohibited as it endangers thesafety of parked and/or taxiing aircraft.


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8.2.2.14 START-UP, RAMP DEPARTURE AND ARRIVAL PROCEDURES

The marshaller’s signals are depicted in the OM (A) Chapter 12 “Rules of the Air”.

Signals for engine start-up shall only be given after the staff member in charge has ascertainedthat the security zones around the suction and blast areas have been and after he has given“clearance of start-up”.

Depending on the type of aeroplane, the ground to cockpit communication shall normally beperformed by means of a headset. If that is impossible, the hand signals of the as depicted inChapter 12 shall be used. After disconnection of the headset, hand signals only apply. For typespecific procedures and provisions see Operations Manual (Part B) (AOM).

Normally, engine starting during pushback and towing is permitted.

Upon arrival, hand signals only shall be used from ground to cockpit for “Chocks are inposition”, and “Shut down engines”.

This does, of course, not preclude the cockpit personnel from re–checking, via the headset orvisually, that chocks are indeed in position.

The flashing of Landing/Taxi lights to attract the attention of ground crew must be avoided at alltimes. Wing lights may be used instead.

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For communication between flight deck and ground, the following phraseology shall beused:

Cockpit Ground

ENGINE START

"Ground from cockpit". "Go ahead".

"Ready to start all engines". "All engines clear".

"Ready for ground air". "Ground air available".

"Remove external electric". "External electric removed".

"Remove ground air". "Ground air removed".

PUSHBACK


"Ready for pushback". "Steering bypass. Release brakes". *

"Brakes released". "Pushing back".

When pushback is complete:

"Set parking brakes".

"Parking brakes set". ** "Tow bar removed. Steering normal".

When ready for taxi:

"Prepare aeroplane for taxi, standing by for handsignal on left-/right-hand side." ***

"Preparing aeroplane for taxi, stand by forhand signal from the left".

TAXI IN AND PARKING


"Connect external power". "External electric connected”. Release

"Brakes released".

* This either means "Steering bypass pin inserted" or, for aeroplanes not designed with a steeringbypass, is a request that flight crew shall not operate nose wheel steering.

** This also implies that the brake pressure is checked.

*** When "clear" salute or hand signals have been received and acknowledged, the Commander

shall challenge the Co-Pilot: "Clear on the right."


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After arrival at ramp position parking brakes shall not be released until all engines have beenshut down and until the cockpit personnel have ascertained that chocks have been inserted,and that the aeroplane is not moving.

The flight deck personnel shall carefully evaluate the situation around the aeroplane,particularly the distances to other aeroplane and objects, select an appropriate taxi speed andhandle throttles accordingly to minimise blast effects and noise, particularly on start of taxi-rollfrom standstill.

A high degree of awareness is required for all low visibility taxi operations. In order to render theaeroplane visible to other traffic, display of all lights (including strobe lights) is recommendedunless own vision is thereby impaired. However, care shall be taken not to blind other traffic orground handling staff.

Note 1: A person may only taxi Eurocypria aeroplanes on the movement area of an aerodromeif he is:

• Authorised and found competent by the Company, and

• Competent to taxi the aeroplane and to use the required means of communication, and

• Instructed in respect to aerodrome layout, routes, signs, marking, lighting, ATC instruction,and all applicable procedures.

Note 2: For ramp operations in ice, snow or freezing precipitation refers to GB 8.2.4.13.

RUNWAY INCURSION AVOIDANCE PROCEDURESRunway incursion is the unintended presence of an aircraft, vehicle or person on the runway

or runway strip. It is considered one of the most serious safety issues in airport operations.In order to avoid runway incursion please observe and follow the rules below:

Aircrew should carry out a pre-departure briefing to include expected taxi route andrestrictions. At busier airports standard routeings are used more often than not andshould be briefed accordingly.

Plan checklist activity so as not to coincide with entering or crossing active runways.Maintain full concentration of all aircrew on the runway traffic situation.

Aircrew should have the airport diagram available for use. Pay particular attention to‘Hotspots’ and temporary situations such as work in progress etc.

Write down instructions and query any uncertainties. Review actual route given priorto commencing taxi.

Both pilots should monitor the ATC frequency when a clearance is issued and be inagreement with the instructions received. This is especially relevant to all instructionsthat include a runway crossing, take-off or landing clearance.

Always taxi defensively and DON’T RUSH.

Prior to entering or crossing an active runway, verbally confirm clearance with othercrew members and visually scan runway and approach area.

If at anytime there is any doubt the ASK for clarification. Ensure readback of ALL instructions containing clearances to enter or cross active

runways. Always use standard phraseology to avoid misunderstandings. Speak slowly and

clearly.

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Continuously monitor position against airfield map to reconfirm position. This may beachieved by assigning one crew member to specifically carry out this task. This isparticularly relevant during Low Visibility operations.

If any doubt exists ASK for clarification. In reduced visibility, consider using external lighting when the aircraft is moving –

fixed navigation lights, wing inspection lights, taxi lights etc. when entering therunway, illuminate logo light, strobes and landing lights.

Prior to entering an active runway or whilst on final approach, monitor the ATCfrequency to enhance awareness of the traffic situation. Use all means available tocheck traffic i.e. all eyes on the flight deck, TCAS etc.

When you reach the front of the departure queue do not assume you will be next todepart. An aircraft not visible to you may be departing from an intersection.

Head down time should be kept to a minimum during the taxi phase. Do not taxi into position on the runway and hold for an extended period of time

without notifying ATC. Never cross red stop bars especially when entering or crossing an active runway. In

exceptional circumstances, having received unambiguous instruction and reasoning,continue as instructed.

COLLISION AVOIDANCE DURING TAXI – CREW RESPONSIBILITIESTaxiing an aircraft on the ground is a very critical manoeuvre considering the continuedincrease of ground traffic on most European Airports.Therefore by maintaining good concentration, extra vigilance and a good lookout by bothpilots, keeping the copying of clearances or reading the checklist to the minimum willreduce the chance of a probable collision. Taxing in low visibility necessitates even greaterconcentration by the pilots as well as the need to be knowledgeable of the normal lightingor aerodrome markings.Apart from the above, you may use the following techniques when taxiing on complicatedtaxiway routes; these techniques are also very useful during taxiing in low visibility:1. While taxiing the PM may orientate the taxiway chart with the aeroplane’s current

Heading.

2. By frequently checking the aeroplane’s current Heading with the taxiway track is agood method to confirm that you are on the correct taxiway. This method becomeseven more useful in low visibility conditions. Whenever you are uncertain about theaeroplane’s position or you approach a turn or another taxiway in low visibility andstill some uncertainty exists, use the aeroplane’s current Heading to orientate thetaxiway chart trying to locate your exact position.

3. Finally, always have in mind that whenever in doubt the best course of action isto STOP the aeroplane and call for assistance before you proceed any further.


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8.2.2.15 SERVICING OF AEROPLANE

Refuelling / defuelling (GB 8.2.1), de-icing and anti-icing (GB 8.2.4), embarkation /disembarkation of passengers (GB 8.2.2.1), loading / unloading and securing of items (GB8.2.2.6), the handling of special loads (GB 8.2.2.7), and Dangerous Goods (GB 9.0), positioningof ground equipment (GB 8.2.7.11) and the operation of aeroplane doors (GB 8.2.7.12) all formapart of an aeroplane’s servicing. They have been described in the chapters specified above.

For handling and servicing the aeroplane on the ramp in strong winds, refer to the OperationsManual (Part B) (AOM).

POTABLE WATER

Potable water systems are susceptible to contamination by bacteria and other micro-organisms.It is therefore essential that such water is free from chemical substances / micro-organismswhich might cause illness, and that it is chlorinated. Eurocypria ensures that suitablebacteriological examinations of water samples taken from water supply systems, servicingvehicles and aeroplane water systems are carried out at least four times a year. Potable waterservices shall not be filled up from the same tap as toilet services. Potable water services andtoilet services shall not be parked in the same area. Personnel engaged in toilet servicing shallnot perform water service.

The Customer Services department or Handling Agent will normally advice Operations Controlof any station (normally on ad-hoc flights) where potable water might not be available orsuitable.

According to international regulations “every port and aerodrome shall be provided with aneffective system for the removal and safe disposal of excrement, refuse, waste water,condemned food, and other matters dangerous to health”. The Company’s handling agent willprovide warning when the removal of waste at a specific aerodrome is not ensured. OperationsControl must relay such information to the flight deck and cabin crews.

OXYGEN

Special safety provisions shall be observed when oxygen bottles of the aeroplane are beingfilled or exchanged (i.e. connection (disconnection to / from system):

• No passenger shall be on board,

• No ground power unit shall be connected or disconnected,

• The Operations Manual (Part B) (AOM) specifies which electrical systems shall be “OFF”or, alternatively, shall not be operating,

• No fuelling / defuelling is permitted,

• Filling / exchanging is not permitted during a thunderstorm.

CLEANING OF CABIN

Cleaning should have been finished, and cleaning personnel should have left the aeroplanebefore passenger embarkation.

If passengers stay on board during transit, cabin cleaning should be performed in such a wayas not to disturb the passengers.

The flight deck may only be cleaned under supervision of an authorised employee contractedby the Company.

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8.2.2.16 DOCUMENTS AND FORMS FOR AEROPLANE HANDLING

DOCUMENTATION

(Refer also GB 8.1.12) The following documentation or copies thereof shall be carried on board,and shall be, within a reasonable time of being requested to do so by a person authorised by anAuthority, produced by the Commander of the aeroplane to that person:


• Journey Log (Flight Report)t,

• Operational Flight Plan (OFP), ATS Flight Plan (in case of “repetitive” (stored “) flightplans, the appropriate detail),

• Current maps, charts, and associated documents or equivalent data to cover the intendedoperation of the aeroplane including any diversion, which may reasonably be expected,

• NOTAM / AIS / MET briefing documentation’s,

• Mass and Balance Documentation, Takeoff Data Sheet,

• Special Categories of Passenger Notification,

• Special Loads Notification, Dangerous Goods Notification,

• Dangerous Goods Transport Document,

• General Declaration (if applicable),

• Passenger Manifest(s), Cargo Manifest(s) (if applicable),

• Air Mail Documents.

FORMS

• Air Safety Report,


• Flight Report,

• Take-Off Data Card,

• Runway Performance,

Note : For storage periods refer to GB 2.1.4.

8.2.2.17 MULTIPLE OCCUPANCY OF AEROPLANE SEATS

Multiple occupancy of crew seats, whether by crew members or by passengers, is strictlyprohibited.

For multiple occupancy of a passenger’s seat, refer to GB 8.2.2.2 and GB 8.3.11.2.

8.2.2.18 SMOKING REGULATIONS

Aerodrome authorities prohibit smoking in designated areas of the terminal buildings as well ason the ramp. Refer to GB 8.2.1.2, GB 8.2.1.3, GB 8.2.2.1, and GB 8.2.7.13. As far as smokingon board is concerned, refer to GB 8.3.15.9.


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8.2.3 PROCEDURES FOR THE REFUSAL OF EMBARKATION

A passenger shall be refused carriage and / or removed from the aeroplane when, in theexercise of reasonable discretion, the handling staff or the Commander decides that

Such action is necessary in the interest of safety of the aeroplane or its occupants, or

Such action is necessary to prevent violation of laws, regulations or decrees of any country tobe flown from, into or over, or

The conduct, behaviour or appearance of the passenger make him objectionable to otherpassenger, or

The age or mental or physical condition to the passenger is such as to require specialassistance, which cannot be provided.

Any person who appears to be under the influence of alcohol or drugs to the extent that thesafety of the aeroplane or its occupants is likely to be endangered shall be refusedembarkation.

The above requirements imply, of course, that the cabin crew shall, in flight, be discreet inserving alcoholic beverages to passengers. No such beverages shall be served to passengerswho appear to be on the verge of intoxication, or to inadmissible / deported passengers or theirescorts or to passengers or other persons admitted to the flight deck. No person shall beallowed to drink any alcoholic beverage unless staff of the operator has served that beverage tohim.

This requirement does not apply to medical patients who, even though under the influence ofdrugs, are under proper care, i.e. the requirements of GB 8.2.2.3 must have been met and,where considered necessary by the person issuing the written report on fitness for travel, anescort has been provided.

Whenever it becomes necessary to remove a passenger from an aeroplane in accordance withGB 8.2.3, the flight crew shall inform the handling staff who, in turn, will initiate the appropriateaction, if necessary calling upon the service of law enforcement officers.

GB (OM A)

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GB (OM A)

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8.2.4 DE-ICING AND ANTI-ICING ON THE GROUND

8.2.4.1 GENERAL

The following information is an excellent general introduction and guide for winter operation. Forany B737 type specific information and procedures refer to ECA BOEING 737 OM Part B

Most of the difficulties during Cold Weather Operations are encountered on the ground.Consequently, awareness and anticipation of specific situations are required by all personnelassociated with the operation of aeroplanes.

Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drasticallyaffect its flying qualities because of reduced aerodynamic lift, increased drag, modified stabilityand control characteristics. Furthermore, freezing deposits may cause moving parts, such aselevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardouscondition.

Engine / APU / System performance may deteriorate due to the presence of frozencontaminants to blades, intakes and components. Also, engine operation may be seriouslyaffected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. Inaddition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces,etc.) due to effects of cold fuel/structures, even in ambient temperatures well above 0°C.

It is imperative, therefore, that any deposits adhering to a parked aeroplane are completelyremoved (de-icing) and, if conditions exist for the formation of ice before take-off, theaeroplane horizontal surfaces and controls are coated with an ice-preventing agent (anti-icing)which will retain its effectiveness for the period between application and take-off (holdovertime).

Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffectivein providing sufficient protection for continued operations. Examples of these conditions arefreezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or anytime when freezing precipitation with high water content is present. No Holdover TimeGuidelines exist for these conditions.

Specific procedures must be followed when ground de- and anti-icing is necessary. The variouslocal rules concerning aeroplane cold weather operations are very specific and shall be strictlyadhered to.

A pilot shall not take-off in an aeroplane that has:

frost, snow or ice on any propeller, windshield or power plant installation or on airspeed,altimeter, rate of climb or flight altitude instrument systems;

snow, slush or ice on the wings or stabilisers or control surfaces, in gaps between the airframeand control surfaces, or in gaps between control surfaces and control tabs or any frost on theupper surfaces of wings or stabilisers or control surfaces.

In special situations, flight crews must be encouraged not to allow operational or commercialpressures to influence decisions.

If there is any doubt as to whether the aeroplane is contaminated - do NOT takeoff.

As in any other business, the key factors to ensuring efficient and safe procedures are:

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Awareness, Understanding and Communication.

If there is any doubt or question at all, ground and flight crews must communicate with eachother.

8.2.4.2 DEFINITIONS

Abbreviations

°C Degrees Celsius

°F Degrees Fahrenheit

OAT Outside Air Temperature

FP Freezing Point

Active Frost – Active frost is a condition when frost is forming. Active frost occurs whenaeroplane surface temperature is:

at or below 0°C (32°F), and

at or below dew point.

Anti- Icing – A precautionary procedure that provides protection against the formation of frost orice and accumulations of snow or slush on treated surfaces of the aeroplane for a limited periodof time (holdover time).

Anti- Icing Fluid – Anti-icing fluid includes but is not limited to the following:• Type I fluid if heated to min 60° C at the nozzle;

• Mixture of water and Type I fluid if heated to min 60° C at the nozzle;

• Type II fluid;

• Mixture of water and Type II fluid;

• Type III fluid;

• Mixture of water and Type III fluid;

• Type IV fluid;

• Mixture of water and Type IV fluid.

Note: On uncontaminated aeroplane surfaces Type II, III and IV anti-icing fluids are normallyapplied unheated.

Check – An examination of an item against the relevant standard by a trained and qualifiedperson.

Cold-soak Effect – The wings of an aeroplane are said to be “cold-soaked” when they containvery cold fuel as a result of having just landed after a flight at high altitude or from having beenre-fuelled with very cold fuel. Whenever precipitation falls on a cold-soaked aeroplane when onthe ground, clear icing may occur.

Even in ambient temperatures between -2 °C and +15 °C, ice or frost can form in the presenceof visible moisture or high humidity if the aeroplane structure remains at 0 °C or below. Clearice is very difficult to be detected visually and may break loose during or after take-off. Thefollowing factors contribute to cold-soaking:

• temperature and quantity of fuel in fuel cells,


GB (OM A)

8.2 - 39


• type and location of fuel cells,

• length of time at high altitude flights,

• temperature of re-fuelled fuel and

• time since re-fuelling.

Contamination – Contamination is understood as all forms of frozen or semi-frozen moisture,such as frost, snow, slush or ice.

Contamination check – Check of aeroplane surfaces for contamination, to establish the needfor de-icing.

The contamination check shall include the detection of clear ice and under-wing frost. For thelimits on the thickness/area of contamination the respective OM Part B has to be consulted.

De-Icing – Procedure by which frost, ice, snow or slush is removed from an aeroplane in orderto provide clean surfaces.

De-Icing Fluid – Such fluid includes, but is not limited to, the following:

• Heated water;

• Type I fluid;

• Mixture of water and Type I fluid;

• Type II fluid;

• Mixture of water and Type II fluid;

• Type III fluid

• Mixture of water and Type III fluid;

• Type IV fluid;

• Mixture of water and Type IV fluid.

Note: De-icing fluid is normally applied heated to ensure maximum efficiency.

De-Icing/Anti-Icing – Is the combination of the procedures described under "Anti-Icing" and"De-Icing" above. It may be performed in one or two steps.

Freezing Conditions – Conditions in which the outside air temperature is below +3 °C (37.4°F) and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet orice crystals) or standing water, slush, ice or snow is present on the runway.

Freezing Drizzle – Fairly uniform precipitation composed exclusively of fine drops (diameterless than 0.5 mm [0.02 in]) very close together which freezes upon impact with the ground orother exposed objects.

Freezing Fog – A suspension of numerous minute water droplets which freezes upon impactwith ground or other exposed objects, generally reducing the horizontal visibility at the earth'ssurface to less than 1 km (5/8 mile).

Freezing Precipitation – Corresponds to freezing rain or freezing drizzle.

Frost/Hoar Frost – Ice crystals that form from ice saturated at air temperatures below 0 °C (32°F) by direct sublimation on the ground or exposed objects.

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Ground Ice Detection System (GIDS) • System used during aeroplane ground operations toinform the ground crew and/or the flight crew about the presence of frost, ice, snow or slush onthe aeroplane surfaces.

Hail – Precipitation of small balls or pieces of ice with a diameter ranging from 5 to >50 mm (0.2to >2.0 in.) falling either separately or agglomerated.

Holdover Time – Estimated time period for which an anti-icing fluid will prevent the formation offrost or ice and the accumulation of snow on the protected surfaces of an aeroplane, underweather conditions, as specified under 8.2.9.10.

Ice Pellets – Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice,which are spherical or irregular and which have a diameter of 5 mm (0.2 in.) or less. The pelletsof ice usually bounce when hitting hard-ground.

Light Freezing Rain – Precipitation of liquid water particles which freezes upon impact with theground or exposed objects, either in the form of drops of more than 0.5 mm (0.02 in) or smallerdrops which, in contrast to drizzle, are widely separated. Measured intensity of liquid waterparticles are up to 2.5 mm (0.10 in)/hour or 25 grams/dm2/hour with a maximum of 0.25 mm(0.01 in) in 6 minutes.

Lowest Operational Use Temperature (LOUT) – The lowest temperature at which a fluid hasbeen tested and certified as acceptable in accordance with the appropriate aerodynamicacceptance test while still maintaining a freezing point buffer of not less than:

10°C for a type I de-icing/anti -icing fluid,

7 °C for type II, III or IV de-icing/anti-icing fluids.

Moderate and Heavy Freezing Rain – precipitation of liquid water particles which freezesupon impact with the ground or other exposed objects, either in the form of drops of more than0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle, are widely separated.Measured intensity of liquid water particles is more than 2.5 mm/hour (0.10 inch/hour) or 25grms/dm2/hour.

Post Treatment Check – An external check of the aeroplane after de-icing and/or anti-icingtreatment accomplished from suitably elevated observation points (e.g. from the de-icingequipment itself or other elevated equipment) to ensure that the aeroplane is free from anyfrost, ice, snow, or slush.

Pre-Take-off Check – A check to assess whether the applied holdover time is still appropriate.This check is normally performed from inside the flight-deck.

Pre-Take-off Contamination Check – A check of the critical surfaces for contamination. Thischeck will be performed when th e condition of the critical surfaces of the aeroplane cannot beeffectively assessed by a pre-take-off check or when the applied holdover time has beenexceeded or if there is any doubt regarding the effectivity of anti -icing. This check is normallyaccomplished from outside the aeroplane just before commencing take-off roll.

Rain or High Humidity (On Cold Soaked Wing) – Water forming ice on the wing surface,when the temperature of the aeroplane's wing surface is at or below 0°C (32 °F).

Rain and Snow – Precipitation in the form of mixture of rain and snow.

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


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8.2 - 41


Snow – Precipitation of ice crystals, most of which are branched, star-shaped or mixed withunbranched crystals. At temperatures higher than -5°C (23°F), the crystals are generallyagglomerated into snowflakes.

Snow Grains – Precipitation of very small white and opaque particles of ice that are fairly flat orelongated with a diameter of less than 1 mm (0.04 in.). When snow grains hit hard ground, theydo not bounce or shatter.

Note: For holdover time purposes treat snow grains as snow.

Snow Pellets – Precipitation of white, opaque particles of ice. The particles are round orsometimes conical; their diameter range from about 2-5 mm (0.08-0.2 in.). Snow pellets arebrittle, easily crushed, they do bounce and may break on hard ground.

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8.2.4.3 TYPES OF ICING

Frost – Ice-crystal deposits formed on cold, clear nights by sublimation on surfaces which havea temperature lower than the surrounding air. Such deposits on leading edges and uppersurfaces, even when they are very thin (hoar frost) can seriously affect an aeroplane'sperformance. Frost 3mm or less on the lower surface of a wing has no effect and may bediscounted. The OM Part B specifies limits of frost deposits for take-off.

Dry Snow – Fine, powder like snow which does not stick and may be blown or brushed away.

Wet Snow – Has a much higher liquid content and tends to stick on airframe/enginecomponents and may freeze.

Rime ice – An opaque white or milky deposit formed by the rapid freezing of supercooled waterdroplets, trapping air between them, as they impinge upon an exposed aeroplane. In fog, mistor drizzle conditions with temperature at or below freezing point, rime ice can form on any partof the aeroplane and may become very thick on the windward side.

Clear ice – A coating of ice, generally clear and smooth, but with some air pockets. It is formedon exposed objects at temperatures at, below or slightly above the freezing temperature byfreezing of super-cooled drizzle, droplets or raindrops. Since only little air is trapped the result isa clear or glazed appearance.

Crews must be aware of the difficulty of detecting clear ice and, in some situations, itspresence may only be detected by touch. It can also form on aeroplane surfaces below alayer of snow or slush.

Significant deposits can form on upper wing surfaces in the vicinity of fuel tanks after refuellingwith low temperature fuel or when sufficient supercooled fuel remains in tanks after a long flightat altitude. This has occurred with ambient temperatures as high as 14°C. Conversely,refuelling with relatively warm fuel can cause dry falling snow to melt with the danger ofrefreezing on the upper surface of the wing.

8.2.4.4 ENGINE ICING

FAN BLADE ICING

This phenomenon is likely to occur during cold humid days with freezing fog or freezing rain orwhen super cool water droplets are present in the air.

Fan blade icing may be formed:

• During approach,

• On the ground at low engine power setting,

• On the ground with engines shut down.

During flight fan blade icing is not a problem. At normal N1 RPM, the centrifugal force createdby the engine rotation is sufficient to shed off the accumulated ice.

Fan blades may also start icing on the ground. Even at low taxiing RPM's the temperature in theengine intake is lower than ambient temperature. Fan blades may ice even if no other icing ispresent. Taxiing RPM is insufficient to create centrifugal force to shed the ice off.

Follow the engine manufacturer's recommendations on engine run-ups during taxi. Ice shouldshed off, if it does not, the vibration due to imbalance will be recognized before take-off roll. Ifunable to control engine vibration, return to gate and call maintenance.


GB (OM A)

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A rather peculiar form of fan blade icing may take place during transit stops when freezing fog ispresent. Light wind from the front of the engine is required. Wind makes the engine windmillslowly during stop. Slowly windmilling blades start to collect ice on the backside of the fanblades. A slowly rotating fan blade behaves like a wing section. A low-pressure area is createdon the backside of the blades. This induces a slight temperature drop, which is sufficient to starticing.

This icing may be of clear type, and therefore remain undetectable during the external visualcheck. Physical inspection of the fan blades may be considered when conditions for fan bladeicing exist.

This type of ice can be removed only by hot air heating.

Another form of icing may take place when the aeroplane is parked in snowfall with light wind orno wind and the fan is not rotating or rotating very slowly. Hot air, which exits from engineinteriors, melts the falling snow at the upper part of the engine intake. The resulting water drainsdown along fan blades and re-freezes onto lower (cold) part of the engine intake. The lower fanblades will freeze to the intake casing and N1 RPM is stuck at zero during subsequent start.Remember the N1 rotation call-out during engine start.

GENERAL ICING

The suction effect of fan and compressor will induce a pressure drop in the engine air intake.This results also in a temperature drop. This phenomenon is most evident during initial take -offthrust setting. As a result, during ground operations and during takeoff roll, engine intakes maystart icing even with ambient temperatures well above 0 0 Celsius. If icing is suspected, switchON engine anti-icing as recommended by the engine manufacturer.

GUIDE VANE ICING

The fans of big fan engines are not highly susceptible for icing. But stationary inlet guide vanesof first generation low by-pass engines are.

If inlet guides vanes ice then the compressor inlet flow will be disturbed. Engine stall with loss ofthrust may result. If ice on the inlet guide vanes gets loose, it may cause either mechanicalfailure in the engine typically resulting in engine vibration or, if ingested through a hot engine,compressor stall may result.

NACELLE ICING

The total effect of ice on the engine intake depends on the form of icing on the possibleresulting changes in intake flow patterns. The location of ice on the engine intake, if formedduring approach at relatively low power setting, will be on the front side of the nacelle. When ahigher thrust setting is required, as is typical during go-around, ice at the intake may induceboundary layer flow separation inside the intake due to the large amounts of intake air required.A partial stall on fan blade tips may occur. The available thrust could be reduced (with low by-pass engines a compressor stall might also result). Partial or even almost total loss of thrustmay occur.

SPINNER ICING

Spinner icing is not usually regarded as a serious problem. Therefore spinners are not anti-iced.However, if ice gets loose from the spinner, it typically enters the combustion chamber. Iceentering the combustion chamber evaporates explosively causing a pressure shock. Thispressure shock puts out the flame. There have been occasions where ice shedding off fromspinner has caused engine flameouts. To prevent engine flameout due to this reason, some

GB (OM A)

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manufacturers require that engine ignition be ON whenever engine anti -ice is selected. This isto relight the engine after a possible pressure shock. Use engine ignition as recommended bythe manufacturer.

RECOMMENDATIONS

Pay special attention whenever freezing fog, freezing rain or super cooled water droplets arepresent in cold humid air masses, on the approach or on the ground.

Engines of parked aeroplane, which have been exposed to heavy snowfall or freezing rain andstrong winds, must be checked before start-up for possible accumulation of snow or ice in theinlet areas.

Make a thorough check that engine fan blades are free of any form of ice. Under freezing fogconditions the rear sides of fan blades must be checked. Jet engine compressors should berotated to ensure that they have not become frozen in position due to ice in the intakes.

8.2.4.5 DE/ANTI-ICING PROCEDURES

During Cold Weather Operations, two procedures are available, which can also be used incombination.

De-Icing, where any deposit of frost, slush or ice is completely removed from the wing,stabilizer and control surfaces. This is usually regarded as one-step procedure.

During Anti-Icing, usually regarded as step two, but also possible as stand alone treatment incase no prior contamination exists.

The de/anti -Icing process should be continuous and as short as possible. Anti-icing shouldtherefore be carried out as near to the departure time as operationally possible in order to utilizemaximum holdover time.

Note: De-icing/anti -icing fluids shall be heated according to the fluid manufacturer’s guidelines.

8.2.4.6 HOLDOVER TIME

Holdover protection is achieved by a layer of anti-icing fluid remaining on and protectingaeroplane surfaces for a defined period of time.

Holdover times are not meant to imply that flight is safe in the prevailing conditions if thespecified holdover time has not been exceeded. Certain meteorological conditions, such asfreezing drizzle or rain, may be beyond the certification envelope of the aeroplane.

During the one-step procedure, holdover time begins at the commencement of de/anti-icing,whereas with the two-step procedure, holdover time begins with application of the final (anti-icing) step.

In case the calculated holdover time after anti-icing has expired prior to take-off, completede/anti-icing must be performed. It must be assured that previous treatment is completelywashed off or de-iced before a new coating of anti-icing is applied.

Caution: Heavy precipitation rates, high wind velocity or jet blast may reduce holdovertime below the lowest time calculated in tables 8.2.4.8. Holdover time may alsobe reduced when aeroplane skin temperature is lower than OAT.


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8.2.4.7 AEROPLANE DE/ANTI-ICING FLUIDS

FLUID BEHAVIOUR ON AEROPLANE SURFACES

De-icing/anti-icing fluids can be misunderstood to be an equal contaminant on the wing as forexample slush/sleet. Fluids have been tested and manufactured to perform in a certain way.This has been aerodynamically tested and it is evident that the fluid is sheared from the wing attakeoff leaving only a marginal film of fluid that does not constitute a notable aerodynamiceffect. Different fluids are thicker than others are (Type-I vs. Type-II/III/IV) and less viscous fluiddrain off easier than thicker fluid. Failed fluid no longer performs aerodynamically as expected.At this point the fluid is comparable to any other contamination. See also 8.2.9.20 for residueeffects.

TYPE I FLUIDS (un-thickened type)

The freezing point of the type I fluid mixture used for either one-step de-icing/anti-icing or as asecond step in the two-step operation shall be at least 10°C (18 °F) below the ambienttemperature.

Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it isapplied, which gives a reduced holdover time depending on the prevailing weather condition.

Type I fluids provide protection mainly against re-freezing in conditions where precipitation isnot expected. However, due to low viscosity , it provides only limited anti -icing protection duringfreezing precipitation. It is used predominantly for removing frozen deposits from aeroplanesurfaces, either as the first step in a two-step operation or where precipitation has stopped.

With this type of fluid, increasing the concentration of fluid in the fluid/water mix does notprovide any extension in holdover time.

Note: After a Type I fluid reaches the holdover time limit it may change its condition from fluidto solid state (ice) in 30 seconds. This is known as a flash freeze.

Branded Type I de-icing fluids are commercially available from, for example:

Shell S7632

Texaco WD-20, WD-30

Bron Union Carbide Corporation 11ADF

Thompson-Hayward Chemical Co. TH

Kilfrost (MIL spec D-8243d)

BASF Aerex 100 DEG

BP Clearwing T1

Hoechst Safewing

As for effective anti-icing an even layer of thickness of fluid is required over the prescribedaeroplane surfaces, Type I fluids provide only limited holdover effectiveness. Therefore, forlonger anti-icing protection, undiluted, unheated Type II or Type IV fluids shall be used.

GB (OM A)

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TYPE II FLUIDS, TYPE III and TYPE IV FLUIDS (thickened type)

These fluids contain a thickener and generally have a lower glycol content in its concentrateform than Type I fluid thus providing longer holdover time. This effectively means that whenapplied to the surface of an aeroplane the viscosity is high, thus allowing the fluid to remain onand protect against freezing precipitation for a period of time. However, the increasing effect ofthe airflow over the wing during the take-off roll will effectively shear the fluid, reducing itsviscosity and allowing it to readily flow off the critical surfaces.

With this type of fluid the holdover time can be extended by increasing the concentration of fluidin the fluid/water mix up to the maximum holdover time available from undiluted fluid. Theseprovide it with special viscosity properties, which are a function of the temperature and windshear forces.

When the aeroplane is at rest or travelling (taxiing) at low speeds, the fluid forms a uniform filmover wing and tailplane. As soon as the speed exceeds 30 knots or more, the viscosity breaksdown, causing the fluid to flow-off the aerodynamic surfaces. This leaves the aeroplane clean.The rapid flow-off of Type II fluids is guaranteed even at temperatures of -25 deg C (-13 deg F),and thus under arctic conditions.

TYPE II FLUID

With Type II fluids AEA specifies a minimum freezing point of -32 °C in undiluted form and -10°C when diluted with 50% water. A minimum of four hours protection against ice formation at -5°C under condition of high humidity (surface temperature of -5 °C and air temperature of 0 °C)is specified. A 30 minutes protection period against freezing rain under conditions of surfaceand air temperatures of -5 °C is also specified.

Type II fluids provide protection against re-freezing in conditions of precipitation.

Examples of Type II fluids are:

Kilfrost ABC-3

Hoechst 1704 LTV

SPCA AD 104, AD 99-6

OCTAGON “Forty below”

TYPE III FLUID

Type III fluid is a thickened fluid intended especially for use on aeroplanes with low rotationspeed.

TYPE IV FLUID

This fluid is similar in both composition and operation to Type II fluids. However, through theuse of advanced thickening systems it is able to provide more holdover time than Type II fluids,when used in concentrated form. As with Type II fluids the holdover time can be extended byincreasing the concentration of fluid in the fluid/water mix. Type IV fluids are usually c oloredgreen.

Example of Type IV fluids are:


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8.2 - 47


Hoechst Safewing MP IV 1957

UCAR AAF – ULTRA

Caution 1: Fluids based on alcohol are prohibited because they can cause window crazing.

Caution 2: The higher viscosity of Type II fluids and Type IV fluids have the advantage of alonger holdover time but may cause problems to aeroplane types with a low lift-offspeed due to the viscous property. The low lift-off speed might not be sufficient toallow the fluid to "run back" and disappear from the aero-foil. As a consequencethe centre of pressure will change, resulting in a delayed rotation and lift-off. It istherefore imperative to check the instructions in the OM Part B/AFM and in thecrew bulletin for winter operation.

GB (OM A)

8.2 - 48



8.2.4.8 GUIDELINES AND LIMITS

GUIDELINE FOR APPLICATION OF TYPE I FLUID/WATER MIXTURES (MINIMUMCONCENTRATION) AS A FUNCTION OF OATTable 1

One Step procedure Two – Step ProcedureOAT

De-icing/Anti-icingFirst Step:De-icing

Second Step:Anti-icing (1)

-3 °C (27°F)and above

Heated water or aheated mix of fluid and

water

below-3 °C (27°F)

down toLOUT

Heated mix of fluid andwater with a freeze pointof at least 10 °C (18 °F)

below OATFreeze point of heatedfluid mixture shall notbe more than 3 °C (5

°F) above OAT

Heated mix of fluidandwater with a freezepoint of at least 10 °C

(18°F) below OAT

NOTE 1: Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F)at the nozzle. Upper temperature limit shall not exceed fluid and aeroplanemanufacturer's recommendations.

NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines. Ifholdover times are not required, a temperature of 60 °C (140 °F) at thenozzle is desirable.

NOTE 3 To use Type I Holdover Time Guidelines, at least 1 liter/m2 (~2 Gals/100ft2)must be applied to the de-iced surfaces.

CAUTION: Wing skin temperature may be lower than OAT. If this condition isidentified, a stronger mix (more glycol) may be need to be used toensure a sufficient freeze point buffer

(1) To be applied before first step fluid freezes, typically within 3 minutes.


GB (OM A)

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8.2.4.9 GUIDELINE FOR APPLICATION OF TYPE II, TYPE III AND TYPE IVFLUID/WATER MIXTURES (MINIMUM CONCENTRATION) AS A FUNCTION OFOAT

Table 2

Concentration of neat fluid/water mixture in vol%

One stepProcedure

Two Step ProcedureOAT 1)

De-icing/ AntiIcing

First Step:De-Icing

Second Step:Anti Icing (2)

-3°C (27° F)and above

50/50Heated (3)

Type II. III, or IV

Water heated to 60°C (140°F)minimum at nozzle or a heated mix

of Type I, II, III of IV with water

50/50Type II, III, or IV

below -3° C(27°F) to

-14°C (7°F)

75/25Heated (3)

Type II, III, or IV

Heated suitable mix of TypeI, II, III, or IV with FP notmore than 3 °C (5 °F)

above actual OAT


below -14 °C(7 °F) to

-25°C (-13°F)

100/0Heated (3) Type

II, III, or IV

Heated suitable mix of TypeI, II, III,or IV with FP not more than 3 °C

(5 °F)above actual OAT


below -25 °C(-13 °F)

Type II/Type III/Type IV fluid may be used below -25 °C (-13 °F) providedthat the freezing point of the fluid is at least 7 °C (13°F) below OAT and thataerodynamic acceptance criteria are met (LOUT). Consider the use of TypeI/water mix when Type II, III, or IV fluid cannot be used (see table 1).

1) Fluids must only be used at temperatures above their LOUT.2) To be applied before first step fluid freezes, typically within 3 minutes.3) Clean aeroplane may be anti-iced with unheated fluid.NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 ° C ( 140 °F)

at the nozzle is desirable. When using in the first step a heated fluid/water mixwith a freezing point above OAT, it is strongly recommended that thetemperature at the nozzle is at least 60 °C and at least 1 liter/m2 (~2Gals/100ft2) is applied to the surfaces to be de-iced. Upper temperature limitshall not exceed fluid and aeroplane manufacturer's recommendations.

CAUTION1:

Wing skin temperatures may be lower than OAT. If this condition isidentified, it shall be verified if a stronger mix (more glycol) may need tobe used to ensure a sufficient freeze point buffer. As fluid freezing mayoccur, 50/50 type II or IV fluid shall not be used for the anti-icing step of acold soaked wing as indicated by frost or ice on the lower surface of thewing in the area of the fuel tank.

CAUTION2:

An insufficient amount of anti-icing fluid, especially in the second step ofa two step procedure, may cause a substantial loss of holdover time. Thisis particularly true when using a Type I fluid mixture for the first step (de-icing).

CAUTION3:

Some fluids shall only be used undiluted. For some fluids the lowestoperational use temperature may differ. For details refer to fluidmanufacturer's documentation.

GB (OM A)

8.2 - 50



DE-ICING TEMPERATURE LIMITS (FOR HEATED FIRST STEP FLUID IN TWO-STEPPROCEDURE)

FLUID (see table 1 and 2 for procedure) Usable for de-icing down to OAT

Hot Water -3 °C/ 27 °F (3 °C/ 5 °F below freezing point)

Type II/50 -17 °C / 1 °F

Type II/75 -25°C / -13 °F

ANTI-ICING TEMPERATURE LIMITS – LOWEST OPERATIONAL USE TEMPERATURE(L.O.U.T)

For Type I undiluted fluid with approximately 80% by weight of glycol*

Fluid/WaterConcentration

on (Vol/Vol)

L.O.U.T:Skin

temperatureor OAT

ApproximateFreezing Point

Limiting Factor

20/80 +5 °C/ 41 °F -5 °C/ 23 °F10 °C/18°F freezing point

buffer

30/70 +1°C/ 34 °F -9 °C/ 16 °F 10 °C/18°F freezing pointbuffer

40/60 -4 °C/ 25 °F -14 °C/ 7 °F 10 °C/18°F freezing pointbuffer

50/50 -12°C/ 11°F -22 °C/ -7 °F 10 °C/18°F freezing pointbuffer

60/40 -20°C/ -4 °F -30°C/ -22 °F 10 °C/18°F freezing pointbuffer

70/30 -32°C/ -25°F -42 °C/ -43 °F10 °C/18°F freezing pointbuffer and Aerodynamic

performance

75/25(not to be used)

-30°C/ -22°FBelow-42 °C/ -43

°F Aerodynamic performance

100/0(not to be used)

-20°C/ -4 °Fbelow

-42 °C/ -43 °FAerodynamic performance

* Refer to fluid manufacturer's documentation.


GB (OM A)

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For Type II/Type IV fluids

Fluid / WaterConcentration

(Vol/Vol)

L.O.U.T:Skin temperature

or OAT

Limiting Factor

50/50 -3 °C/ 27 °F Freezing point buffer

75/25 -14 °C/ 7 °F Aerodynamic performance

100/0-25 °C/ -13 °F

(some products have lowerL.O.U.T*)

Aerodynamic performance

* Refer to fluid manufacturers' documentation.

8.2.4.10 TABLES FOR HOLDOVER TIMES

Note: Holdover time guidelines can also be obtained for individual fluid products and these“brand name” holdover times will be found to differ from the tables published here.

GB (OM A)

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Revision: 6/ 14-Jul-2008 2008 Eurocypria Airlines Ltd.

GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE I FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONSAND OAT

Table 3

OAT Approximate Holdover Times Under Various Weather Conditions (hours : minutes)

°C °FActiveFrost

Freezing Fog Snow/ SnowGrains (1)

Freezing Drizzle(2)

Light FreezingRain

Rain on ColdSoakedWings

Other

(3)

-3 andabove

27 andabove

0:45 0:11 – 0:17 0:06 – 0:11 0:09 – 0:13 0:02 – 0:05 0:02-0:05 (4)

Below-3 to -6

Below27 to 21

0:45 0:08 – 0:13 0:05 – 0:08 0:05 – 0:09 0:02 – 0:05

Below-6 to -10

Below21 to 14

0:45 0:06 – 0:10 0:04 – 0:06 0:04 – 0:07 0:02 – 0:05

CAUTION:

No Holdover Time

Guidelines Exist

Below-10

Below 14 0:45 0:05 – 0:09 0:02 – 0:04

(1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.(2) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times.(3) Other conditions are: Heavy snow, snow pellets, ice pellets, hail, moderate freezing rain and heavy freezing rain.(4) No holdover time guidelines exist for this condition for 0°C (32°F) and below.Type I Fluid/Water Mixture is selected so that the Freezing Point of the mixture is at least 10 °C (18 °F) below 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 holdover time below the lowest time stated in the range. Hold-over time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the indicatedtimes should be used only in conjunction with a pre-take off check.

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


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GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE II FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONSAND OATTable 4


°C °F

Type II FluidConcentration

Neat-Fluid/Water(Vol %/)

ActiveFrost

FreezingFog

Snow/SnowGrains

(1)

FreezingDrizzle

(2)

LightFreezing

Rain

Rain onCold

SoakedWings

Other(3)

100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 0:05-0:40 (4)

75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 0:05-0:25 (4)-3 andabove

27 andabove

50/50 3:00 0:15-0:30 0:005-0:15 0:005-0:15 0:05-0:10

100/0 8:00 0:20-1:05 0:15-0:35 0:15-0:45 (5) 0:10-0:25 (5)Below-3 to -14

Below27 to 7 75/25 5:00 0:20-0:55 0:15-0:25 0:15-0:30 (5) 0:10-0:20 (5)

Below-14 to -25

Below7 to -13

100/0 8:00 0:15-0:20 0:15-0:30

CAUTION:No Holdover TimeGuidelines Exist

Below-25

Below-13

100/0Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. Consider use oftype I fluid when type II fluid cannot be used(see table 3).

(1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.(2) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times.(3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail.(4) No holdover time guidelines exist for this condition for 0°C (32°F) and below.(5) No holdover time guidelines exist for this condition below -10°C (14°F).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 holdover time below the lowest time stated in the range.Holdover time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, theindicated times should be used only in conjunction with a pre-take off check.

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

GB (OM A)

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Revision: 6/ 14-Jul-2008 2008 Eurocypria Airlines Ltd.

GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE III FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONSAND OATTable 5


°C °F

Type III FluidConcentration

Neat-Fluid/Water(Vol %/Vol %)

ActiveFrost

FreezingFog

Snow/Snowgrains

(1)

FreezingDrizzle

(2)

LightFreezing

Rain

Rain onCold

SoakedWings

Other(3)

100/0 2:00 0:20-040 0:10-0:20 0:10-0:20 0:08-0:10 0:06-0:20 (4)

75/25 1:00 0:15-0:30 0:08-0:15 0:08-0:15 0:06-0:10 0:02-0:10 (4)-3 andabove

27 andabove

50/50 0:30 0:10-0:20 0:04-0:08 0:05-0:09 0:04-0:06

100/0 2:00 0:20-0:40 0:09-0:15 0:10-0:20 0:08-0:10Below-3 to -10

Below27 to14 75/25 1:00 0:15-0:30 0:07-0:10 0:09-0:12 0:06-0:09

Below-10

Below14

100/0 2:00 0:20-0:40 0:08-0:15


Type III fluid may be used below -10 °C (14 °F), provided the freezing point of the fluid is at least 7 °C (13 °F) below OAT and aerodynamicacceptance criteria are met.Consider use of type I fluid when type III fluid cannot be used (see table 3).(1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.(2) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times.(3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail.(4) No holdover time guidelines exist for this condition for 0ûC (32ûF) and below.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 holdover time below the lowest time stated in the range.Holdover time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, theindicated times should be used only in conjunction with a pre-take off check.



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GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE IV FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONSAND OATTable 6


°C °F

Type IV FluidConcentration

Neat-Fluid/Water(Vol %/Vol %)

ActiveFrost

FreezingFog

Snow/Snowgrains

(1)

FreezingDrizzle (2)

LightFreezing

Rain

Rain onCold

SoakedWings

Other(3)

100/0 12:00 1:15-2:30 0:35-0:1:15 0:40-1:10 0:25-0:40 0:10-0:50 (4)

75/25 5:00 1:05-1:45 0:20-0:55 0:35-0:50 0:15-0:30 0:05-0:35 (4)-3 andabove

27 andabove

50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10

100/0 12:00 0:20-1:20 0:20-0:40 0:20-0:45 (5) 0:10-0:25 (5)Below-3 to-14

Below27 to 7 75/25 5:00 0:25-0:50 0:15-0:35 0:15-0:30 (5) 0:10-0:20 (5)

Below-14 to-25

Below7 to-13

100/0 12:00 0:15-0:40 0:15-0:30


Below-25Below -

13100/0

Type IV fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. Consider use oftype I fluid when type IV fluid cannot be used (see table 3).

(1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.(2) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times.(3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail.(4) No holdover time guidelines exist for this condition for 0°C (32°F) and below.(5) No holdover time guidelines exist for this condition below -10°C (14°F).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 holdover time below the lowest time stated in the range. Hold-over time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the indicatedtimes should be used only in conjunction with a pre-take off check.



GB (OM A)

8.2 - 57


8.2.4.11 TAXI-THROUGH DE-ICINGDe-icing with engines running may be performed in taxi-through facilities at particularaerodromes. The OM Part B/AFM prescribes procedures and checklists for this procedure. Pre-briefing must be conducted between the flight crew and the ground agent personnel conductingthe de-icing to ensure that the ground personnel is aware of any specific requirements called forby the flight crew or dictated by the OM Part B/AFM. VHF contact must be maintained with thede-icing supervisor throughout the operation. The de-icing supervisor is responsible forconfirming that the aeroplane is completely free of ice or snow prior to releasing it.

The lowest possible power setting should be used, and the air-conditioning switched OFF toprevent de-icing fluid from entering the cabin.

Before leaving the de-icing facility, perform a flight control and flaps check whilst groundpersonnel observe control surface movement.

Verify that the after start and before take-off checklists are duly completed. When lining up fortake-off and prior to releasing the brakes accelerate the engines to verify proper operation.

8.2.4.12 COMMUNICATIONDuring off-gate de-icing/anti-icing a two-way communication between flight crew and de-icing/anti-icing operator/supervisor must be established prior to the de-icing/anti-icing treatment.This shall be done either by intercom or by VHF radio. In case VHF is used, the register or "tailnumber" of the aeroplane instead of flight number must be used during all communications.During treatment all necessary information to cockpit must be given by this means (Beginningof treatment, treatment of sections requiring de-activation of aeroplane systems, anti-icing code,etc.). Contact with flight crew may be closed after anti-icing code and readiness for taxi-out hasbeen announced

When off-gate de-icing/anti-icing area is entered by taxiing, a sufficient taxi and stoppingguidance must be arranged, or marshaller assistance must be given. In case radio, contactmust be established before entering the de-icing/anti-icing area, the signs with clearly markedoperation frequency must be visible from the cockpit before entering this area.

The de-icing/anti-icing operator together with the aerodrome authorities must publish allnecessary information about how to operate on the off-gate site by NOTAM or in the OM PartC. This information has to include at least the location of, and standard taxi routing to the de-icing/anti-icing area, means to coordinate the de-icing/anti-icing operation, means tocommunicate before and during the de-icing/anti-icing operation and information about taxi andstopping guidance.

Following standard communication terminology is recommended during off-gate de-icing/anti-icing procedures:

De-Icing: "Set parking-brakes, confirm aeroplane is ready for treatment, inform on any specialrequests."

After aeroplane is configured for treatment:

Cockpit: "Brakes are set, you may begin treatment and observe.....(any special requests like:ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-icewith type IV fluid, etc.)".

De-Icing: "We begin treatment now and observe....(special request given, like "ice under wing",etc.). I will call you back when ready".

GB (OM A)

8.2 - 58



Only after equipment is cleared from aeroplane and all checks are made:

De-Icing: "De-icing/anti-icing completed, anti-icing code is:......(plus any additional info needed).I am disconnecting, standby for clear signal at right/left and/or contact ground/tower for taxiclearance."

Cockpit: "De-icing/anti -icing completed, anti-icing code is......".

8.2.4.13 RESPONSIBILITYMaintenance responsibility:

The information report (de-icing/anti-icing code) given to the cockpit is a part of the technicalairworthiness of the aeroplane. The person releasing the aeroplane is responsible for theperformance and verification of the results of the de/anti-icing treatment. The responsibility ofaccepting the performed treatment lies, however, with the Commander.

Operational responsibility:

The general transfer of operational responsibility takes place at the moment theaeroplane starts moving by its own power.

Maintenance / ground crew decision

The responsible ground crew member should be clearly nominated. He should check theaeroplane for the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, ifrequired, and he is responsible for the correct and complete de-icing and/or anti-icing of theaeroplane.

Commander’s decision

As the final decision rests with the Commander, his request will supersede the ground crewmember’s judgement to not de-ice.

As the Commander is responsible for the anti-icing condition of the aeroplane during groundmanoeuvring prior to takeoff, he can request another anti-icing application with a differentmixture ratio to have the aeroplane protected for a longer period against accumulation ofprecipitation. Equally, he can simply request a repeat application. Therefore, the Commandershould take into account forecasted or expected weather conditions, taxi conditions, taxi times,holdover time and other relevant factors. The Commander must, when in doubt about theaerodynamic cleanliness of the aeroplane, perform (or have performed) an inspection or simplyrequest a further de-/anti-icing.

Even when responsibilities are clearly defined and understood, sufficient communicationbetween flight and ground crews is necessary. Any observation considered valuable should bementioned to the other party to have redundancy in the process of decision-making.

8.2.4.14 POST DE-ICING CHECKWhen de-icing has been completed a careful inspection must be carried out by a trained andqualif ied person and in accordance with the manufacturer's recommendation. This is to confirmthat flying and control surfaces have been cleared and that hinge slots, static vents, intakes anddrain holes are free of any obstruction. If possible, control surfaces and linkages should bemoved through their full ranges.

Any contamination found shall be removed by further de-icing/anti-icing treatment and thecheck shall be repeated.


GB (OM A)

8.2 - 59


8.2.4.15 INFORMATION TO COMMANDERA trained and qualified person shall not dispatch an aeroplane after a de-icing/anti-icingoperation until the aeroplane has received a final check. If the post de-icing check is not to beperformed by the flight crew then the Commander must ensure that he has receivedconfirmation that it has been accomplished before take off. Inspections should visually cover allcritical parts of the aeroplane.

The following information shall be recorded and be communicated to the Commander byreferring to the last step of the procedure and in the sequence provided below:

1. fluid type (i.e. Type I, II, III or IV)

2. concentration of fluid within the fluid/water mixture, expressed as a percentage by volume(not required for Type I)

3. local time (hours: minutes) at the beginning of the final de-icing/anti-icing step

4. date (day, month, year)

5. complete name of the anti-icing fluid (“brand name”)

Example: TYPE II/75 19:30 (08 DEC 2003) (“complete name of anti-icing fluid”)

Protection period is measured from the time of treatment start. After satisfactory de-/anti-icing itis for the Commander to decide whether the holdover time is adequate for taxiing and take-off.

Note: A degraded type II, type III or type IV fluid shall be used with the hold-over timeguideline for type I fluids (see Table 6).

8.2.4.16 RAMP AND TAXI PRECAUTIONSIcy conditions on the ramp/gate area mean that the push-back vehicle may not be able todevelop sufficient traction to push the aeroplane with engines running. In this case, aftercompleting checks down to engine start, have the aeroplane pushed back, to a position fromwhich it can taxi forward, before starting engines. Be aware that idle thrust may be sufficient tomove the aeroplane forward even though the parking brake is set.

Be alert to the possibility of engine inlet ice build-up during taxi and ground holding operations.Ice can form in engine inlets at temperatures above 10°C with high humidity present duringextensive ground holds with the engines at idle. If visible moisture is present with a temperaturebelow that specified in the OM Part B/AFM, nacelle anti-ice systems must be selected ON aftereach engine is started.

Ensure that probe and sensor heating systems are ON before taxiing.

Taxi with great care since rutted areas cause steering problems. Neither aeroplane nor groundvehicles are capable of stopping quickly. When guide lamp installations are available, make useof them to align the aeroplane in the gate area. Snow may cover the normal taxi markings. Bealert to the possibility of foreign object damage due to high snow in ramp areas or along narrowtaxiways. Test braking and steering capabilities frequently. Maintain a greater distance thannormal from other traffic to avoid jet-blast which could adversely affect anti-ice treatment and/orblow contaminants onto the aeroplane.

Engine thrust may need to be higher than normal to overcome the drag caused by slush orsnow. Changes should be made slowly and carefully to avoid blowing equipment and/orcontaminants into other aeroplane.

GB (OM A)

8.2 - 60



Flaps should be kept UP when taxiing through slush, standing water or contaminantprecipitation, with pre-take-off checks delayed until they are able to be lowered and anti-skidselected ON.

8.2.4.17 TAKE-OFFTake-off is prohibited if any of the following conditions exist:

a. snow, ice or frost deposits are adhering to the wings, control surfaces, engines orpropellers of the aeroplane;

b. heavy fall of wet snow with ambient temperature around freezing point;

c. moderate or heavy freezing rain;

d. the runway braking action is reported as "poor" (braking coefficient less than 0.25).

Observe appropriate performance limitations for take-off. Acceleration will be adversely affectedby slush or standing water on the runway, which cause significantly greater drag. Be alert forconditions which could affect stopping and directional control should it become necessary toabort.

Line up carefully and ensure that the nose wheel is straight, as skidding of an offset nose wheelupsets directional control. Apply thrust slowly to prevent asymmetry which would also affectdirectional control.

During take-off roll maintain positive forward pressure on the nose wheel and use rudder fordirectional control as soon as it becomes effective.

8.2.4.18 REJECTED/ABORTED TAKE-OFF

Directional control problems may be aggravated during an aborted take-off due to excessiveanti-skid cycling and/or individual wheels skidding. The rudder must be used as the primarysteering aid and, to regain directional control, be prepared to release wheel brakes, cancelreverse thrust and re-select forward idle. Brakes should be re-applied when directional controlis regained. Do not "pump" the wheel brakes when the anti -skid system is ON.

8.2.4.19 ROTATION TECHNIQUE

During take-off in poor weather conditions or in a contaminated runway situation, take-off rolland rotation shall be equal to a normal take-off situation, holding light forward pressure andusing rudder and aileron to maintain directional control. Target pitch attitude shall be attainedusing normal rotation rate of 2-3 °/sec. This will ensure that any abnormal pitch-up tendencydue to possible residual contamination over the airfoil is detected early and the wing angle ofattack does not become higher than normal.

If pitch-up or lateral instability is experienced after lift-off, use elevator, rudder and aileron tomaintain the desired attitude. Apply maximum available thrust and use smooth continuouscontrol inputs to avoid over controlling.

Do not allow further increase in pitch attitude until full lateral control has been regained.

Select wing anti-ice systems to ON as soon as practicable after lift-off.


GB (OM A)

8.2 - 61


8.2.4.20 RESIDUESDried fluid residues occur when surfaces have been treated but the aeroplane has notsubsequently been flown and not been subject to precipitation. The fluid may than have driedon the surfaces.

Repetitive application of thickened de-icing/anti-icing fluids may lead to subsequentformation/build up of a dried residue in aerodynamically quiet areas, such as cavities and gaps.This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc.,and increase to many times its original size/volume

This residue will freeze if exposed to conditions at or below 0 deg C. This may cause movingparts such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in flight.

Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase dragand stall speed.

Re-hydrated residues may also collect inside control surface structures and cause clogging ofdrain holes or imbalance to flight controls.

Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, oncables and in gaps.

Any forward area from which fluid may blow back onto windscreens during taxi or subsequenttakeoff should be free of fluid residues prior to departure.

If Type II or IV fluids are used, all traces of the fluid on flight deck windows should be removedprior to departure, with particular attention being paid to windows fitted with wipers.

De-icing/anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth.Do not use the windscreen wipers for this purpose. This will cause smearing and loss oftransparency.

8.2.4.21 COLD WEATHER OPERATIONS REFERENCE CHECKLIST

This checklist is located on all aircraft under the normal checklist in the checklist pocket overthe glareshield and is to be used by the crews as a quick reference de-icing tool. For furtherexplanation on its compilation and use refer to FCOM N.P.61.7

GB (OM A)

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OPERATING PROCEDURES GB (OM A)

8.3 - 1

2008 Eurocypria Airlines Ltd. Revision6 / 14-Jul-2008

TABLE OF CONTENTS

Paragraph Page

8.3 FLIGHT PROCEDURES................................ ................................ ....................... 28.3.1 VFR / IFR POLICY ................................ ................................ .......................... 28.3.2 NAVIGATION PROCEDURES ................................ ......................................... 38.3.3 ALTIMETER SETTING PROCEDURES................................ ...........................218.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES ................................ ............268.3.5 GROUND PROXIMITY WARNING SYSTEM (GPWS) ................................ ......26

8.3.6 POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS ......................318.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT............. 338.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS.358.3.9 WAKE TURBULENCE ................................ ................................ ....................538.3.10 CREW MEMBERS AT THEIR STATIONS................................ ...................60

8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS ....................... 618.3.12 ADMISSION TO FLIGHT DECK ................................................................ .638.3.13 USE OF VACANT CREW SEATS ................................ ..............................648.3.14 INCAPACITATION OF CREW MEMBERS .................................................. 658.3.15 CABIN SAFETY REQUIREMENTS ............................................................ 68

8.3.16 PASSENGER BRIEFING PROCEDURES .................................................. 738.3.17 PROCEDURES FOR AIRCRAFT OPERATED WHENEVER REQUIREDCOSMIC OR SOLAR RADIATION DETECTION EQUIPMENT IS CARRIED ...................778.3.18 INTERFERENCE WITH A/C RECORDERS ................................ ................ 77

GB (OM A)

8.3 - 2

OPERATING PROCEDURES

Revision 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

8.3 FLIGHT PROCEDURES

8.3.1 VFR / IFR POLICY

GENERAL

It is Eurocypria Company policy that no VFR flights shall be operated, except for flights betweenLarnaca and Paphos as specified in GB 8.1.4 and these should be undertaken onlyexceptionally. The Commander must annotate the Captain’s report accordingly.

Except for these local VFR flights specified above, no flights shall be operated without the fulluse of Air Traffic Control Services or Advisory Services. All flights shall be operated inaccordance with the Instrument Flight Rules.

The ATC flight plan is always to indicate clearly whether the flight is to be conducted under IFRor VFR. Those flights will be identified on the ATS flight plan as follows:

• “Y” – when the flight is started under IFR

• “Z” – when the flight is started under VFR

Note: The Postholder Flight Operations may, with the approval of the Authority, speci fyexceptions from the general policy to operate under IFR permitting pure VFRflights on some very short routes or when operating non-revenue flights, ferryflights or test flights.

VFR FLIGHTS

The general policy to maintain a visual look-out to avoid collision with other flying objects (e.g.met–balloons, gliders, light aircraft, etc.) or obstacles shall be enforced during VFR flights andVFR-portions en-route.

Special attention must be paid to the traffic situation at or in the vicinity of the airport. Lightaviation aircraft or other departing or arriving IFR flights may create problems when in the sametraffic pattern.

If Visual Meteorological Conditions are lost at any stage of a VFR flight or portion of flight underVFR, the Commander must:

• Take appropriate action to ensure that terrain clearance is maintained,

• Notify ATC and request instructions which will enable the flight to be continued inaccordance with IFR.

IFR FLIGHTS

IFR flights for the purpose of public air transport should normally be routed via the mostconvenient, available airway network and in accordance with the instrument flight rules,irrespective of the forecast and actual weather conditions for the route. When the departure ordestination airport is clear of controlled airspace, or there is no interconnecting airway structure,more direct flight may be planned.

FLYING OUTSIDE CONTROLLED AIRSPACE

Normally IFR flights will be made on the most convenient airway system within controlledairspace.

Certain Eurocypria destination airports, mainly in the UK, are located outside controlledairspace. Flights outside controlled airspace may be made, always providing that suitable,


8.3 - 3


reliable navigational aids and radar coverage are available to allow the flight to be conducted ina safe manner.

When operating outside controlled airspace, it is Eurocypria policy to request Radar AdvisoryService (RAS). Radar Information Service (RIS) may be accepted only if RAS is unavailable.The Operations Manual (Part C) - Jeppesen and AERAD manuals include information for ATCservices outside controlled airspace.

Commanders are to ensure the following:

• In VMC conditions, a good visual look-out must be maintained,

• Both pilots must select a TCAS range to maintain awareness of all traffic in the vicinity,

• Aircraft position may be determined sufficiently to ensure continual maintenance of theMinimum Safe Altitudes,

• Apart from the local ATC clearances, flight crew should expect ATC clearance to entercontrolled airspace. If a Flight Level is specified in the clearance, flight crew should ensurethat they level-off on the cleared FL prior to entering controlled airspace,

Note: It is reminded that the boundaries of controlled airspace normally extent beyond the10 NM airway width.

VISUAL APPROACHES / LANDINGS AND VMC CLIMB / DESCENT

Accepting a visual approach to land or a VMC climb / descent with visual contact of other trafficdoes not constitute a cancellation of an IFR flight plan.

8.3.2 NAVIGATION PROCEDURES

8.3.2.1 GENERAL

An aircraft shall not be operated unless the navigation equipment required or otherwiseinstalled is approved and installed in accordance with the applicable requirements includingoperational and airworthiness requirements and the minimum standards applicable.

The failure of a single navigational unit may still allow the aircraft to operate safely on the routeto be flown. Detailed information about the required operational status of equipment is providedin the MEL.

8.3.2.2 POLICY

Navigation and communication equipment is installed to enable or to assist flight crews toperform and / or to optimise flights with regard to safety, comfort and economy. Pilots areresponsible for the correct use of the equipment in accordance with the limitations laid down inthe Operations Manual (Part B).

Continuous monitoring of the equipment and its performance is mandatory during any use of it.

Special attention must be paid to the engagement status of systems used in order to avoid laterecognition of mode or configuration changes which could result in abnormal situations (e.g.unscheduled disengagement).

GB (OM A)

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8.3.2.3 FLIGHT GUIDANCE

Flight guidance consists of those functions, which assist the crew in tracking flight parametersselected manually or generated by navigation or a performance system. They make use ofsystems and their associated controls (e.g. autopilot, flight director).

8.3.2.4 COMPULSORY USE

Phases of flight requiring compulsory use of the systems are specified in the OperationsManual Part B (AFM) (e.g. autopilot, flight director).

8.3.2.5 PROCEDURES FOR SYSTEM DEGRADATION

Degradation of on-board equipment must be taken into consideration for any in-flight planning /replanning with regard to destination and alternate weather, and for fuel planning for en-routeconditions.

Any downgrading of ground facilities must be assessed with regard to possible increasedlanding minima at destination and / or alternate airports.

8.3.2.6 NAVIGATION / FLIGHT PLANNING / RE-PLANNING(1) The most important principle governing the performance of all navigation tasks is

redundancy, as navigational errors carry a significant risk potential.(2) Whether navigating on manually tuned navigation aids, on the navigation system or with

radar vectors, cross-checks of the primary aids are essential. The sole use of the airbornenavigation systems carried on the aircraft is not adequate for all phases of flight and shouldbe supplemented by specific independent checks using that equipment not directlyrequired for navigation.

(3) Flight plans activated in the navigation system shall be checked by both pilots, waypoint bywaypoint against the Operational Flight Plan (OFP). In ad-hoc situations, where the aircraftlands at an outstation equipped with limited ground facilities for provision of an OFP (e.g.after an emergency diversion to a remote airfield), a suitable FMS may be used for pre-flight planning but only after authorisation has been granted by the Operations Manager.When a FMS is used for pre-flight planning under the conditions stated above, all availablemeans (e.g. area and route / airways charts) must be utilized to crosscheck thecorresponding data.

(4) For ad-hoc in-flight re planning (other than on pre-planned routes as outlined under GB8.1.7.4 or GB 8.1.7.5), pilots must not only check if the fuel requirements of GB 8.1.7 willbe met, but also if the available navigational aids for the re-planned route and / or the re-planned destination as well as the airborne equipment will be sufficient and satisfactory forthe safe conduct and conclusion of the flight.

(5) The Commander of an IFR flight shall not continue towards the planned destination airportunless the latest information available indicates that at the ETA, the weather conditions atdestination or at least at one destination alternate airport are at or above the requiredairport operating minima (see para 8.1.3).

(6) In the event of in-flight re planning the Commander of an IFR flight shall not continuebeyond the point from which a revised flight plan applies unless the expected weatherconditions at the destination and / or the alternate aerodromes as required by para 8.1.3.1are at or above the planning minima detailed in para 8.1.3

(7) The Commander of an IFR flight shall not continue beyond the decision point described inpara 8.1.7.3 or the predetermined point described in para 8.1.7.5 unless the expected


8.3 - 5


conditions at the destination and / or alternate aerodromes as required by para 8.1.3.1 areat or above the operating minima detailed in para 8.1.3

8.3.2.7 PROCEDURES

(1) Notwithstanding the overall responsibility of the Commander for precise navigation andproper use and handling of navigation systems, the Pilot Flying (PF) is responsible for theselection of the navigation aids including their identification and for the required navigationsystem configuration.

(2) The PF, whenever taxiing, flying manually or on autopilot below 10,000 ft, shall direct thePilot Monitoring (PM) to set specific navaids. In such cases, the PM is responsible to set,identify and check the navaids specified by the PF and to establish the required navigationsystem configuration.

(3) When flying on autopilot above 10,000 ft, the PF sets and identifies the navaids andchecks the navigation system configuration. The PM shall be informed of the selection ofnavaids and NAV system configuration by the PF.

(4) Reliance shall not be placed on ground based navigational facilities until the appropriateidentity of the facility has been confirmed including frequency and identification. The pilotsshall inform each other of any doubts regarding the reliability of a navigation aid or of asystem.

(5) For flights or portions of a flight conducted at altitudes where safe terrain clearance is notcontingent upon navigation accuracy, the on–board navigation system redundancy may beconsidered acceptable as long as the aircraft’s computed positions are checked at regularintervals against displayed navigation aids, where these aids are available. In areas wheresuch aids are not available (e.g. polar area, sea, desert), traffic separation provided byATC accounts for the reduced navigation accuracy.

(6) Safe terrain clearance is dependent on navigation accuracy for take-off and climb.

(7) If the departure procedures are stored in the navigation database, the on-board navigationsystem must be in the update mode and the system-computed positions checkedcontinuously against displayed navigation aids. If these conditions cannot be met, take-offand climb must be performed according to conventional radio navigation aids.

(8) If the arrival procedures for descent and approach are stored in the navigation databasethe on-board navigation system must be in the update mode and the system-computedpositions must be checked continuously against displayed navigation aids. The use isrestricted down to MOCA / MORA / MSA and intermediate approach altitude, unless thesystem is certified for use in the approach according to the Operations Manual (Part B)(AOM).

(9) ILS facilities of all categories are known to produce false beams outside their coveragesectors due to radiation aberrations. Such beams are subject to being captured without awarning flag. In order to ensure proper localiser beam capture, the ILS mode shall not bearmed until the vicinity of the beam has been ascertained and checked by independentnavigation aids and the capture shall be monitored by the same means. A DME distancecheck at glide slope intercept should be performed whenever possible. An altitude checkmust be performed at the OM position or its equivalent.

(10) FMS vertical navigation features may not substitute for altitude pre-select procedures andpractices.

GB (OM A)

8.3 - 6



(11) Navigation logs should be comprehensively completed en route, except when operating inbusy terminal areas at lower altitudes, and ETAs should be kept amended to take accountof significant changes. Note should be made of any diversion from the planned route,whether initiated by the Commander or requested by air traffic control, with a briefdescription of the circumstances, the time the alteration was made, and any fuel re-planning calculations which were necessary. If difficulties are encountered in following aparticular route, the more information which is recorded to assist a post-flight investigation,the greater will be the chances of overcoming the problems on future flights over sameroute. It must be noted that when operating off the route indicated on the navigation log thelisted safety altitudes may not be valid and caution must be exercised especially duringclimb out and at top of descent.

(12) All ATC clearances must be acknowledged by read-back using standard phraseology. Forposition reporting, the correct ICAO RT-procedures and sequence, including call sign,position, time, flight level or altitude and estimated time at next position, must be used.


8.3 - 7


8.3.2.8 NAVIGATION AIDS

Navigation aids should be selected for coverage and geometry with adequate cross checks.Distance information for cross checks shall be used only if a DME is co-located with a VOR,which coincides with a waypoint. DMEs co-located to ILS or approach localisers normallyindicate zero DME at touch down and therefore unless otherwise specified, are not suitable fornavigational purposes other than the final approach.

En-route facilities may be expected to provide reliable information along the published routesthey define. The coverage area of an en-route navigation facility depends on power output,siting and disturbances. VHF facilities require line-of-sight conditions while NDB reception isaffected by atmospheric electro-magnetic activity.

Locators in TMAs normally provide reliable guidance within 25 NM only.

ILS localiser beam width and range available for guidance is normally of 3° on either side of thecentreline, and 25 NM respectively. Within 30° on either side of this sector, coverage isprovided normally to the extent that a full-scale deflection to the correct side is available.

ILS glide path azimuth coverage sector width is normally 8° on either side of the centreline andextends normally to at least 10 NM. The elevation available for guidance ranges normally fromat least 2° above to 1,5° below the nominal glide path, below which full-scale fly-up deflection isavailable.

Aberrations affecting these design features, ranging from multipath interference to fluctuationsdue to reflections from taxiing aircraft and from antenna over-flights may still occur within theILS coverage sector, particularly when weather conditions do not require low visibility procedurerestrictions.

If not otherwise specified for certain procedures, manually tuned navigation aids must bepositively identified at the time of selection. VOR or ILS associated DMEs require separateidentification.

Whenever elements of information relative to position are contradictory, the reliability of anyrelevant navigation aid(s) should be verified by additional independent means.

Navigation and approach aids must not be used:

• Whenever positive identification is not possible

• Whenever reports or other information (e.g. NOTAMs) indicate that a system might beunreliable or inadequate for en-route navigation or approach. Published minima apply tothe unrestricted availability of approach aids

GB (OM A)

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8.3.2.9 MNPS NAVIGATION

Not Applicable.


8.3 - 9


8.3.2.10 POLAR NAVIGATION

Not Applicable.

GB (OM A)

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8.3.2.11 REDUCED VERTICAL SEPARATION MINIMA (RVSM

GENERAL

RVSM reduces the vertical separation between flight level (FL) 290–410 from 2000 ft to 1000ft and makes six additional FL’s available for operation. The additional FL’s enable more aircraftto fly more time/fuel efficient profiles and provides the potential for enhanced airspace capacity.

Both the operator and the individual aircraft must be approved for RVSM operation. If unable tocomply with RVSM requirements, the flight must be re-planned to avoid the RVSM airspace.

Eurocypria holds approval to operate flights within RVSM airspace and Eurocypria aircraft arecertified in compliance with RVSM specifications. The Cyprus DCA approval is displayed in theCertification File onboard each aircraft.

FLIGHT PLANNING

During flight planning the flight crew should pay particular attention to conditions that may affectoperation in RVSM airspace.

These include, but may not be limited to:

• Verifying that the airframe is approved for RVSM operations;

• Reported and forecast weather on the route of flight;

• Minimum equipment requirements pertaining to height keeping and alerting systems; and

• Any airframe or operating restriction related to RVSM approval;

• Letter “W” must be entered at item 10 of the ICAO flight plan (at item “Q” of a repetitiveflight plan) to indicate that the aircraft has State approval to be flown within RVSMairspace.

PRE-FLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH FLIGHT

The following actions should be accomplished during the pre-flight procedure:

• Review technical logs and forms to determine the condition of equipment required for flightin the RVSM airspace. Ensure that maintenance action has been taken to correct defectsto required equipment;

• During the external inspection of aircraft, particular attention should be paid to thecondition of static sources and the condition of the fuselage skin near each static sourceand any other component that affects altimetry system accuracy. This check may beaccomplished by a qualified and authorised person other than the pilot (e.g. a flightengineer or ground engineer);

• Before takeoff, the aircraft altimeters should be set to the QNH of the airfield and shoulddisplay a known altitude, within the limits specified in the aircraft operating manuals. Thetwo primary altimeters should also agree within limits specified by the aircraft operatingmanual. An alternative procedure using QFE may also be used. Any required functioningchecks of altitude indicating systems should be performed.


8.3 - 11


Note: The maximum value for these checks cited in operating manuals should notexceed 23m (75ft).

• Before take-off, equipment required for flight in RVSM airspace should be operative, andany indications of malfunction should be resolved.

PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY

The following equipment should be operating normally at entry into RVSM airspace:

• Two primary altitude measurement systems.

• One automatic altitude-control system.

• One altitude-alerting device.

• Operating Transponder. An operating transponder is required for operation within the EURRVSM but may not be required for entry into all designated RVSM airspace. The operatorshould determine the requirement for an operational transponder in each RVSM areawhere operations are intended. The operator should also determine the transponderrequirements for transition areas next to RVSM airspace.

Note: Should any of the required equipment fail prior to the aircraft entering RVSM airspace,the pilot should request a new clearance to avoid entering this airspace;

IN-FLIGHT PROCEDURES

• Flight crews will need to comply with any aircraft operating restrictions, if required for thespecific aircraft group, e.g. limits on indicated Mach number, given in the RVSMairworthiness approval.

• Emphasis should be placed on promptly setting the sub-scale on all primary and standbyaltimeters to 1013.2 (hPa) /29.92 in.Hg when passing the transition altitude, andrechecking for proper altimeter setting when reaching the initial cleared flight level;

• In level cruise it is essential that the aircraft is flown at the cleared flight level. This requiresthat particular care is taken to ensure that ATC clearances are fully understood andfollowed. The aircraft should not intentionally depart from cleared flight level without apositive clearance from ATC unless the crew are conducting contingency or emergencymanoeuvres;

• When changing levels, the aircraft should not be allowed to overshoot or undershoot thecleared flight level by more than 45 m (150 ft);

Note: It is recommended that the level off be accomplished using the altitude capturefeature of the automatic altitude-control system, if installed.

• An automatic altitude-control system should be operative and engaged during level cruise,except when circumstances such as the need to re-trim the aircraft or turbulence requiredisengagement. In any event, adherence to cruise altitude should be done by reference toone of the two primary altimeters. Following loss of the automatic height keeping function,any consequential restrictions will need to be observed.

• Ensure that the altitude-alerting system is operative;

GB (OM A)

8.3 - 12



• At intervals of approximately one hour, cross-checks between the primary altimetersshould be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure tomeet this condition will require that the altimetry system be reported as defective andnotified to ATC;

(i) The usual scan of flight deck instruments should suffice for altimeter crosscheckingon most flights.

(ii) Before entering RVSM airspace, the initial altimeter cross check of primary andstandby altimeters should be recorded

Note: Some systems may make use of automatic altimeter comparators.

• In normal operations, the altimetry system being used to control the aircraft should beselected for the input to the altitude reporting transponder transmitting information to ATC.

• If the pilot is notified by ATC of an assigned altitude deviation which exceeds ±90 m (±300ft) then the pilot should take action to return to cleared flight level as quickly as possible.Altitude deviation more than ±90 m (±300 ft) shall be reported with ASR to the DCA ofCyprus within 72 hours.

CONTINGENCY PROCEDURES AFTER ENTERING RVSM

The pilot should notify ATC of contingencies (equipment failures, weather) which affect theability to maintain the cleared flight level, and co-ordinate a plan of action appropriate to theairspace concerned.

Examples of equipment failures which should be notified to ATC are:

• failure of all automatic altitude-control systems aboard the aircraft;

• loss of redundancy of altimetry systems;

• loss of thrust on an engine necessitating descent; or

• any other equipment failure affecting the ability to maintain cleared flight level;

If aircraft RVSM capabilities are affected due to equipment, the pilots should notify ATC usingthe standard phraseology:

“Unable RVSM due to equipment”

The pilots should notify ATC when encountering greater than moderate turbulence. If unable tokeep the flight level within the RVSM limits, the standard message to ATC should be:

“Unable RVSM due to turbulence”

If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flightlevel, the pilot should:

• Deviate from the assigned route;

• Advise ATC and obtain revised clearance as soon as possible;

• If in Emergency set transponder to code 7700 and select the emergency mode on theautomatic dependent surveillance/controller-pilot data link communication system is, ifapplicable;


8.3 - 13


• Turn on aircraft exterior lights;

• Watch for conflicting traffic both visually and by reference of AICAS; and

• Coordinate further actions with the appropriate ATC unit.

POST FLIGHT

In making technical log entries against malfunctions in height keeping systems, the pilot shouldprovide sufficient detail to enable maintenance to effectively troubleshoot and repair the system.The pilotshould detail the actual defect and the crew action taken to try to isolate and rectify thefault. The following information should be recorded when appropriate:

• Primary and standby altimeter readings.

• Altitude selector setting.

• Subscale setting on altimeter.

• Autopilot used to control the aeroplane and any differences when an alternative autopilotsystem was selected.

• Differences in altimeter readings, if alternate static ports selected.

• Use of air data computer selector for fault diagnosis procedure.

• The transponder selected to provide altitude information to ATC and any difference notedwhen an alternative transponder was selected.

GB (OM A)

8.3 - 14



PHRASEOLOGY ASSOCIATED WITH RVSM

CIRCUMSTANCES PHRASEOLOGY

1ATC Ascertain the RVSM approval status os a flight:

(call sign)CONFIRM RVSM APPROVED

2

Pilot indication of non-RVSM approval status:

To be stated

In the initial call of any frequency within the RVSMairspace (ATC shall provide a read back with thissame phrase), and

In all requests for FL changes pertaining for flightlevels within RVSM airspace,

In all readbacks to FL clearanceswithin the RVSMairspace.

As well, pilots of aeroplane, other than Stateaeroplane, shall respond to level clearances involvingthe vertical transit through either FL 290 or 410 withthe phrase:

NEGATIVE RVSM

3Pilot indication of RVSM approval status: AFFIRM RVSM

4ATC denial of clearance into RVSM airspace:

(call sign) UNABLECLEARANCE INTO RVSMAIRSPACE, MAINTAIN (orDESCENT TO, or CLIMB TO)FL (number)

5

For the case of individual airplane reporting severeturbulence or other severe weather relatedphenomenon:

UNABLE RVSM DUE TOTURBULENCE

6The phraseology required to communicate equipmentcontingency:

UNABLE RVSM DUE TOEQUIPMENT

7

The pilot shall communicate his/her ability to toresume operation within the RVSM airspace afterequipment of WX related contingency with the phrase:

READY TO RESUME RVSM

8To solicit the above information ATC shall use thephrase:

(call sign)

REPORT ABLE TO RESUMERVSM


8.3 - 15


8.3.2.12 AREA NAVIGATION (RNAV)

GENERAL

Area Navigation (RNAV) is a method of navigation which permits aircraft operation on anydesired flight path. Aircraft position is determined by processing data from one or more sensors(VOR, DME, INS, GPS, etc.). Navigation parameters such as distance and bearing to awaypoint are computed from the aircraft position and the location of the waypoint.

The Required Navigation Performance (RNP) is a parameter describing lateral deviations fromassigned or selected track as well as along track position.

The navigation database installed in the aircraft must be checked for its validity before the flight.

It is the crew's responsibility to ensure that the navigation accuracy is maintained. In particular,the utmost care will be taken to avoid the following common mistakes:

• Insertion errors. The pilot has the correct coordinates or waypoints of his cleared route,but he inserts incorrect data into the system; particular care should be exercised in case ofre-clearance.

• De-coupling. The pilot allows the autopilot to become de-coupled from the equipmentwhich he thinks is providing steering output.

• Using faulty equipment. The pilot might continue to use a navigation system which wasbecoming inaccurate.

8.3.2.12.1 B-RNAV

B-RNAV (Basic aRea NAVigation) is in application since 1998 in both lower and upperEuropean airspace. B-RNAV implies RNP 5, that is during 95% of the flight time, no more thanmaximum 5 NM error from intended flight path is a llowed.

In order to comply with the above requirement, the aircraft must be certified for B-RNAVoperation in order to file an IFR flight plan in the B-RNAV FIRs/UIRs.

See MEL requirements and applicable aircraft procedures related to navigation accuracy.

When filing a flight plan for an aircraft fitted with RNAV equipment, having a navigationaccuracy meeting RNP-5, insert the designator "R" in item 10 of the flight plan.

As a result of a failure or degradation of the RNAV system below RNP 5, an aircraft shall notenter the B-RNAV airspace, nor continue operations in accordance with the current air trafficcontrol clearance. ATC must be advised and a revised clearance shall, whenever possible, beobtained by the pilot. Subsequent air traffic control action in respect of that aircraft will bedependent upon the nature of the reported failure and the overall traffic situation. Continuedoperation in accordance with the current ATC clearance may be possible in many situations.When this cannot be achieved, a revised clearance may be required to revert to VOR/DMEnavigation. The crew will then, on each ATC frequency change, report the situation byannouncing "NEGATIVE – RNAV" on initial contact.

8.3.2.12.2 P-RNAV

GB (OM A)

8.3 - 16



Precision-RNAV (P-RNAV) is the natural progression from Basic RNAV (B-RNAV).

Initial application is in the Terminal Area and P-RNAV track keeping equates to cross trackaccuracy of RNP 1 (±1 NM). P-RNAV procedures are designed to a common set of designprinciples specific to RNAV equipped aircraft.

These P-RNAV procedures will replace the wide variation of RNAV procedures in EuropeanECAC Terminal Airspace that do not have a common basis. It has been recognised that a largevariation of principles and requirements in RNAV operations is not without safety implications.

P-RNAV approval must be obtained before commencing P-RNAV operations.

PRE - FLIGHT PLANNING

CREW QUALIFICATION

The crew must be trained, qualified and current for the intended route.

The crew must be qualified and current for P-RNAV oprerations.

FLIGHT PLANNING

For an aircraft with P-RNAV approval, a “P” shall be inserted in the FPL Item-10, in addition tothe “R” for BRNAV approval.

NOTAMS

The NOTAMs must advise lack of availability of any navigation aid that might affect thenavigation infrastructure r equired for the intended operation, including any non- RNAVcontingencies and must be confirmed for the period of intended operation. GNSS specific: if astand-alone GPS is to be used for P-RNAV, the availability of RAIM must be confirmed withaccount taken of the latest information from the US Coastguard or from the EUROCONTROLAUGUR website (www.ecacnav.com) which gives details of satellite non-availability.


8.3 - 17


MINIMUM EQUIPMENT LIST (MEL)

Any Navigation equipment unserviceability must be checked against MEL for effect on RNAVoperations.

Availability of the on-board navigation equipment necessary for the route to be flown must beconfirmed. In certain areas, this may include the availability of an autopilot and/or a flightdirector to maintain track keeping accuracy.

Where the responsible airspace authority has specified in the AIP that dual P-RNAV systemsare required for a specific Terminal Area P-RNAV procedure, the availability of dual P- RNAVsystems must be confirmed. This typically will apply where procedures are effective below theapplicable minimum obstacle clearance altitude or where radar coverage is inadequate for thepurposes of supporting P- RNAV. This will also take into account the particular hazards of aTerminal Area and the feasibility of contingency procedures following loss of P-RNAVcapability.

DISPATCH PROCEDURES

As P-RNAV is becoming a requirement in more and more European Terminal Areas, the MELmust reflect items necessary to perform P-RNAV procedures.

Items required for P-RNAV, but unserviceable, will not necessarily lead to a no go situation.

If the same item is not required for conventional procedures, the flight may be dispatched aftersigning it out in the Tech Log, but In these cases P-RNAV is not permitted.

For minimum equipment required for P-RNAV operations for each individual aircraft refer to therespective MEL.

Contingency procedure must be executed if any of these systems are lost during a P- RNAVprocedure.

DATABASE

The on-board navigation database must be current and appropriate for the intended operationand include the relevant navigation aids, waypoints, and coded Terminal Area procedures forthe departure, arrival and alternate airfields. The database must be provided by an approvedsupplier or be checked via an approved company procedure.

P-RNAV PROCEDURES

All P-RNAV procedures must be flown in LNAV mode. If, for some reasons, it is impossible toperform the flight in L-NAV, or the performance of the navigation system is outside 1,0 NM, therequirements to continue the P- RNAV procedure are no longer fulfilled. The P- RNAVprocedures must be selected from the database and flown without modifications other thanthose imposed by ATC, such as direct to a waypoint within the P- RNAV procedure or altitudecorrections according to the SID/STAR procedure laid down.

These restrictions are based on the FMC database waypoint definitions, such as "fly-over", "fly-by" or other path terminators inaccessible to pilots in flight.

BEFORE START

System Initialisation

At system initialisation, the flight crew must confirm that the navigation database is current andverify that the aircraft position has been entered correctly.

GB (OM A)

8.3 - 18



Flight crew must use normal CDU set-up for all phases of P-RNAV operations.

Before each departure the flight crew must perform a full alignment (approx. 10 min.) of the IRSsystems.

A P-RNAV procedure shall not be used if any doubt exists concerning the validity of the storedprocedure or RNAV compliance.

The creation of new waypoints by manual entry into the RNAV system by the flight crew wouldinvalidate the P-RNAV procedure and is not permitted.

Where the contingency to revert to conventional procedures is required, the flight crew mustmake the necessary preparation.

Check of the Active Flight Plan

The active flight plan should be checked by comparing the charts, SID or other applicabledocuments, with the map display (if applicable) and the MCDU. This includes:

• confirmation of the correct waypoint sequence,

• reasonableness of track angles and distances,

• any altitude or speed constraints, and

• correct identification, where possible, of waypoints as fly-by or fly -over waypoints.

Pilots shall particularly focus on any segment of the P-RNAV procedure which is below MSA.

If required by a procedure, a check will need to be made to confirm that position updating willuse a specific navigation aid, or to confirm exclusion of a specific navigation aid. A procedureshall not be used if doubt exists as to the validity of the procedure in the navigation database.

As a minimum, the departure checks could be a simple inspection of a suitable display toachieve the objectives of this paragraph.

Route Modifications

Route modifications in the Terminal Area may take the form of radar headings or 'direct to' ATCclearances and the flight crew must be ready to react promptly. This may include the insertionin the flight plan of a waypoint sequence loaded solely from the database as part of analternative Manual entry or modification by the flight crew of the loaded procedure, usingtemporary waypoints or fixes not provided in the database, is not permitted. Any publishedaltitude and speed constraints must be observed, unless otherwise instructed by ATC.

TAKE OFF

Prior to Take Off

Prior to commencing take off, the flight crew must verify that the RNAV system is available andoperating correctly and the correct airport and runway data have been loaded.

Line Up

Unless automatic updating of the actual departure point is provided, the flight crew must ensureinitialisation on the runway either by means of a manual runway threshold or intersectionupdates, as applicable. This is to preclude any inappropriate or inadvertent position shift aftertake-off.

GNSS specific: the signal must be acquired before the take off roll commences and GNSSposition then may be used in place of the runway update.


8.3 - 19


DEPARTURE

Flight Plan Monitoring

During the procedure and where feasible, flight progress should be monitored for navigationalreasonableness, by cross-checks, with conventional navigation aids using the primary displaysin conjunction with the CDU. If P-RNAV capability is not based on GNSS equipment, transitionto the P-RNAV structure shall only be made from the point where the aircraft has enteredDME/DME coverage.

When a procedure is designed to be started conventionally, then the first point of the P- RNAVprocedure will be identified on the charts.

Track Keeping Monitoring

When using autopilot and/or flight director, particular attention should be paid to theselected/armed mode as the resultant track keeping accuracy may vary. Track keepingmonitoring of a P-RNAV procedure below MSA will also require particular attention in degradedconditions such as engine failure, as both the vertical and the lateral obstacle clearance aremore critical.

DESCENT AND ARRIVAL

Check of the Active Flight Plan

As for departure, prior to the arrival phase, the flight crew should verify that the correct terminalprocedure has been loaded. The active flight plan should be checked by comparing the chartswith the map display (if applicable) and the CDU.

This includes:

• confirmation of the way-point sequence,

• reasonableness of track angles and distances,

• any altitude or speed constraints, where possible,

• which way-points are fly-by and which are fly-over.

Some P-RNAV procedures, called open procedures, are terminated by means of a headingsegment to assist sequencing and to prevent automatic turns onto final approach. Again, pilotsshall particularly focus on the segment P-RNAV procedures which are below MSA. If required,a check will need to be made to confirm that updating will include or exclude a particularnavigation aid as appropriate.

A procedure shall not be used if doubt exists as to the validity of the procedure in the navigationdatabase.

As a minimum, the arrival checks could be a simple inspection of a suitable display to achievethe objectives of this paragraph. The crew briefing shall include reversion to a conventionalprocedure and the go around procedure. As for departure, the creation of new waypointsmanual entry into the RNAV system by the flight crew is not permitted as it would invalidate theP-RNAV procedure.

System Accuracy Check

For RNAV systems without GNSS updating, reasonableness check is required during thedescent phase before reaching the Initial Approach Waypoint (IAWP). For example, wherefeasible, display bearing/range to a VOR/DME on the RNAV system and compare it to the

GB (OM A)

8.3 - 20



actual RMI reading of that particular navaid. It should be noted that for some systems theaccuracy may be derived from the navigation mode or accuracy mode.

Where the CDU is not capable of displaying accuracy in decimal units, then an approvedalternative means of checking will have to be followed.

GNSS specific: for GNSS based systems, absence of a triggered alarm is considered sufficient.If the check fails, a conventional procedure must then be flown. Where the contingency to revertto a conventional arrival procedure might be required, the flight crew must make the necessarypreparation and briefing.

Track Keeping Monitoring

As for departure, when using autopilot and/or flight director, particular attention should be paidto the selected/armed mode as the response to the track keeping demand may vary.

CONTINGENCY PROCEDURES

Contingency includes failure or degradation of RNP required accuracy. Contingency proceduresaddress cautions and warnings for the following conditions:

• Failure of the RNAV system components including those affecting flight technical errors(e.g. failures of the flight director or automatic pilot).

• Multiple system failures.

• Failure of the navigation sensors.

• Coasting on inertial sensors beyond a specified time limit.

The Commander must notify ATC of any problem with the RNAV system that results in the lossof the required navigation capability, together with the proposed course of action.

In this case contingency procedures must be followed:

(1) Revert to basic flight instruments (conventional navigation).

(2) Report to ATC "UNABLE PRECISION RNAV" and follow new instructions.

(3) Climb to MSA until under radar vectoring from ATC, or established on a NON P-RNAVprocedure.

Contingency procedures during departure and approach must be briefed by the PF and will beexecuted for the respective phase of flight:

Departure:

Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors orrequest reversion to a conventional procedure or as instructed by ATC. Climb at least untilreaching MSA (Minimum Sector Altitude).

Arrival:

Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors to finalor request reversion to a conventional approach procedure and execute the following:

If the aircraft is below MSA (Minimum Sector Altitude), climb to MSA on the LNAV track, informATC and forward your request.

If the aircraft is at or above MSA, maintain altitude, inform ATC and forward your request.

In the event of communications failure, the flight crew should continue with the RNAVprocedure in accordance with the published lost communication procedure.


8.3 - 21


RTF Phraseology

The phrase "NEGATIVE – RNAV" shall be included by the pilot immediately following theaircraft call sign whenever initial contact on an air traffic control frequency is established.

If a RNAV arrival or departure procedure, which has been assigned, cannot be accepted by thepilot, for reasons of either the RNAV equipment or circumstances associated with itsoperational use, the pilot shall inform the ATC immediately by use of the phrase:

UNABLE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE

If for any other reason, the pilot is unable to comply with an assigned terminal area procedure,the pilot shall inform ATC immediately by the use of the phrase:

UNABLE (designator) DEPARTURE [or ARRIVAL] (reasons)

If ATC is unable to assign a RNAV arrival or departure procedure requested by a pilot, forreasons associated with the type of on-board RNAV equipment indicated in the FLIGHT PLAN,ATC shall inform the pilot by the use of the phrase:

UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE

If for any other reason, ATC is unable to assign an arrival or departure procedure requested bythe pilot, ATC shall inform the pilot by use of the phrase:

UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reasons)

As a means for ATC to confirm the ability of a pilot to accept a specific RNAV arrival ordeparture procedure, ATC shall use the phrase:

ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]

8.3.3 ALTIMETER SETTING PROCEDURES

These procedures provide adequate vertical separation from other aircraft and, in conjunctionwith correct navigation procedures, ensure adequate terrain clearance during all phases offlight.

8.3.3.1 ALTIMETER SETTING REFERENCE DATUM

Three altimeter settings are used as shown in table below. The indicated vertical distanceabove the selected reference datum assumes international standard atmosphere conditionsand errors become significant at extremely low temperatures (see GB 8.3.3.10)

ALTIMETERSETTING REFERENCE DATUM

ALTIMETERINDICATION

Standard 1013,2 hPa / 29.92 ins Flight level

QNH Local mean sea level pressure Altitude

QFE Aerodrome (or threshold)elevation

Height above referenceelevation

GB (OM A)

8.3 - 22



8.3.3.2 ALTIMETER SERVICEABILITY CHECKS

Altimeters are to be checked during the pre-flight phase as follows:

Before leaving the ramp the pressure scales of all altimeters shall be set to the actual QNH ofthe ai rport, including the standby altimeter.

The altimeter indications thus obtained shall be observed and checked against the elevation ofthe aerodrome of the location of the airplane.

When the altimeter does not indicate the reference elevation or height exactly, but is within thetolerance specified in Operations Manual (Part B)(AOM), no adjustment of this indication shallbe made at any stage of the flight. Furthermore, any error that is within tolerance noted duringpre-flight check on the ground shall be ignored by the pilot during flight.

After each setting of altimeters, the readings on the flight deck shall be compared as outlined inOM Part B. This shall include the stand-by altimeter.

8.3.3.3 TRANSITION ALTITUDE

During flight at or below “Transition Altitude” an aircraft is flown at “Altitudes” based upon QNH.The altimeter setting will be the regional QNH, unless operating below a terminal area (TMA)when the zone QNH or associated airport QNH should be set.

A transition altitude is normally specified for each airport by the State in which it is located andis shown on TMA and / or Approach charts.

8.3.3.4 TRANSITION HEIGHT

In the states of the former USSR (except the Baltic states), Bulgaria, China, Mongolia and atsome military airports (e.g. Royal Air Force) where procedures are based upon QFE, “TransitionHeight” is used with airport QFE as the datum. The QFE reference is the “Airport Elevation”.However, threshold elevation shall be used as the datum for a precision approach runway andfor a non-precision approach runway with the threshold 2 mtr(7 feet) or more below the airportelevation.

8.3.3.5 TRANSITION LEVEL

The transition level is the lowest flight level available for use above the transition altitude. It isdetermined by the approach control office or airport control tower for use at the relevant airportdepending on QNH.

8.3.3.6 TRANSITION LAYER

• The transition from flight levels to altitudes and vice versa in the vicinity of an airport iseffected in the airspace between the transition altitude and the transition level called thetransition layer.

Note 1: The vertical dimensions of the transition layer may vary according to atmosphericpressure. Where required to ensure vertical separation, the vertical dimensions of thetransition layer will be at least 1,000 feet.

• Change from flight level to altitude shall be made at the transition level when descending,and from altitude to flight level at the transition altitude when climbing. For EurocypriaSOP´s regarding altimeter change refer to Operations Manual Part B (AOM).


8.3 - 23


Note 2: In exceptional cases approach or departure procedures may prescribe flight at analtitude above the transition altitude, or at a flight level below the transition level (but notbelow the transition altitude). In these cases it is the responsibility of ATC to ensure thatvertical separation is not infringed.

8.3.3.7 FLIGHT LEVELS

Flight above the transition altitude is conducted at “Flight Levels” which are surfaces of constantatmospheric pressure based on the “Standard” altimeter setting of 1013.2 hPa / 29.92 in. Theflight level is the altimeter reading divided by 100 (e.g. 23,000 ft = FL 230).

Note 1:In Eastern Europe flight levels are metric and the complete altimeter readingis used so that 5,000 metres (16,400 ft) is stated as “Flight Level 5,000 metresStandard”.

Note 2: Conversion table of flight levels from meters to feet is found on the JeppesenAirway charts and the aircraft single-page checklist.

GB (OM A)

8.3 - 24



8.3.3.8 ALTIMETERS’ PRESSURE SETTINGS

Altimeters are to be set and always cross-checked (baro setting, altitude / FL passing) betweenthe two pilots whenever a new setting is applied, in accordance with the following table:

FLIGHT STAGE CM1SBY

(ISDF)CM2 REMARKS

BEFORE TAKEOOFF QNH QNH QNH Airport setting

CLIMB AND CRUISE (BELOWTA)

QNH QNH QNH (Note 1&2)

CLIMB 1013.2 1013.2 1013.2 When cleared to FL (Note 2)

CRUISE 1013.2 1013.2 1013.2

DESCENT 1013.2 1013.2 1013.2 When cleared to altitude(Note 2)

INITIAL APPROACH QNH QNH QNH Airport setting (Note 2)

FINAL APPROACH QNH QNH QNH Airport setting

MISSED APPROACH QNH QNH QNH Airport setting

Note 1: When in cruise, the QNH used should be the appropriate regional value, unlessoperating below a Terminal Area (TMA) when the zone QNH, or airport QNH of an associatedairport should be set,

Note 2: In the climb and descent both pilots will check altimeters readings and settings whenpassing 10,000 ft or FL100 and 1,000 ft before assigned levels/ altitudes.

Note 3: In the states listed under GB 8.3.3.4 vertical dimensions are metric. Jeppesenapproach charts for these airports indicate all vertical distances as altitudes (QNH) in feet withconversion to heights in feet (QFE) and metres (QFE).

• Air traffic control instructions and flight crew reports concerning vertical navigation belowtransition height / level are expressed in “metres QFE” (height).

• For departure, for en-route flying at or below transition altitude / level and for intermediateand final approach, both altimeters shall be set to QNH and the QNH / QFE conversionsused to establish and report vertical position.

• The stand-by altimeter should be set to QFE for monitoring read-outs in meters.

8.3.3.9 CHECKING OF TERRAIN CLEARANCE - (MINIMUM FLIGHT ALTITUDES)

The cruising flight level / altitude shall always be equal to or higher than true minimum safe en-route altitude / minimum safe grid altitude.

When selecting cruising levels the following factors must therefore be taken intoaccount:


8.3 - 25


• Actual QNH (1 hPa = 30 ft)

• OAT (10° ISA Deviation Corresponding 4% altitude)

Note : Low pressure and low temperature required added safety.

EXAMPLE

Conditions: FL 160, OAT -30°C, MEA 12,000 ft, Lowest QNH 977 hPa

• Step 1 - Temperature Correction:

Standard Temperature at FL160 = -17°C

OAT at FL 160 = -30°C

ISA Deviation = -13°C

13°C = 5 %

12,000 ft + 5 % = 12,600 ft

• Step 2 - QNH Correction:

1013 – 977 = 36 hPa

12,600 ft + (36 x 30) = 13,680 ft

Lowest usable flight level is FL 140

FL 160 is safe

The adequacy of terrain clearance during the departure phase of flight and during the approachto land is determined by using the QNH altimeter setting of the airport concerned (generally notemperature correction has to be applied; see below).

For circling, final approach and landing generally no correction need be applied. At airports withhigh circling minima, however, due consideration should be given to the temperature correctionif the outside air temperature is low. The specified circling height, which is the true height aboveofficial airport elevation, must then be converted into indicated circling height.

GB (OM A)

8.3 - 26



8.3.3.10 RADIO ALTIMETER (RA)

In all phases of flight, the radio altimeter shall be set to a positive value.

• For Non Precision or CAT 1ILS approaches the RAD ALT is not to be used to designate aminima.

• For CAT 2 / 3 approaches; use the RAD ALT as specified in the Low Visibility Operationsprocedures.

8.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES

The purpose of the altitude alerting system is to alert the flight deck crew by the automaticactivation of a visual and an aural signal (see respective Operations Manual (Part B) (AOM)when the aircraft is about to reach or is deviating from the pre-selected altitude / flight level. Thesystem and its operation shall ensure an accurate altitude adherence during all phases of theflight. The type-related crew co-ordination concept (and the Operations Manual (Part B) (AOM /AFM) will specify, which crew member will set the altitude.

Further details will be specified in the Operations Manual B (AOM) of the respective type.

The use of the altitude alerting system does not in any way relieve the flight deck crew from theresponsibility of ensuring that the aircraft levels off or will be levelled off at the correct altitude orflight level.

Care must be exercised when re-setting altitudes on the MCP-mode control selector panel inorder to prevent any unplanned aircraft excursion from its desired flight path.

Both pilots shall verify aurally the cleared Altitude / Flight Level set on the MCP (B737). Onecrew member must make a call-out “ONE TO GO“, when 1,000 ft before the reaching theselected altitude / FL.

8.3.5 GROUND PROXIMITY WARNING SYSTEM (GPWS)

8.3.5.1 GENERAL

The Ground Proximity Warning System (GPWS) is to be energised and used throughout flight,unless it has become unserviceable and the MEL permits it to remain so for a specified period.The following paragraphs are as a guide to the purposes and use of GPWS generally; specifictechnical details of particular equipment will be included in the Operations Manual (Part B).

GPWS is intended to provide warning of unintentional closure with the ground, which requiresimmediate remedial action by the flight crew. It is not infallible, but an immediate and positiveresponse must be made to all its alerts and warnings. These alerts / warnings are based onradio altitude and combinations of barometric altitude, airspeed, glide slope deviation andaircraft configuration and they are called “radio altitude based alerts”.

ENHANCED GPWS (EGPWS)

The most advanced GPWS equipment is the Enhanced Ground Proximity Warning System(EGPWS). EGPWS monitors terrain proximity using an internal worldwide terrain database andprovides aural and visual (terrain imaging) alerts / warnings which are called “look-ahead terrainalerts”, in addition to the standard “radio altitude based alerts”.


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ALERTS AND WARNINGS

• Alert: A caution generated by the GPWS equipment.

• Warning: A command generated by the GPWS equipment, which may be:

• Genuine, i.e. in accordance with its technical specification,

• Nuisance, i.e. although the equipment is operating as intended, the pilot is followingan authorised, safe procedure,

• False, i.e. the equipment is not operating as designed and the warning is spurious.

Irrespective of their nature, all alerts and warnings, except glideslope and minima, are to bereported to the Company on an ASR form so that the circumstances may be investigated andthe reliability of the equipment established. Flight Crews must beware of becoming slow to reactto GPWS alert / warnings purely on the basis of previous suspect performance. Disabling theGPWS partially of fully is not permitted, except under the following circumstances:

• Following the guidance of the Non-Normal check list or;

• If it is clear that the system is inoperative and that continuous alerting would interfere withthe normal operation of the aircraft, then the CB may be pulled,

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The following table illustrates the relationship between alerts, warnings and modes:

AIRCRAFT EQUIPMENT

GPWS MODEAlert Warning

1. Excessive descent rate ‘Sink Rate’ ‘Whoop WhoopPull Up’

2. Excessive terrain closure rate ‘TerrainTerrain’

‘Whoop WhoopPull Up’

3. Altitude loss after take-off or go-around

‘Don’t Sink’ ‘Whoop WhoopPull Up’

4. Unsafe terrain clearance while notin the landing configuration

4a. Proximity toterrain

Gear not lockeddown

‘Too LowGear’

‘Whoop WhoopPull Up’

4b. Proximity toterrain

Flaps not in alanding position

‘Too LowFlaps’

‘Too Low Terrain’

(see note below)

5. Descent below glideslope ‘Glide Slope’ -

6. Descent below minima ‘Minima’ -


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8.3.5.2 ACTION ON RECEIPT OF ALERT / WARNING

ADVANCED GPWS / EGPWS

The more advance GPWS equipment indicates the mode of operation and provides alerts aswell as warnings (see table above). The immediate action on receiving an alert will varyaccording to the stage of flight and aircraft configuration, but should involve correcting thecondition for which the alert was valid. No attempt should be made to recover the original flightpath until the cause of the alert has been positively established and eliminated.

Whenever a warning is received, however, the immediate response must be to level the wingsand initiate a maximum gradient climb to the minimum safe altitude (MSA) for the sector beingflown, except as in note below:

Note: The response to a warning as outlined above, may be limited to that appropriate to analert only if:

• The aircraft is being operated by in VMC conditions, and

• It is immediately obvious to the Commander that the aircraft is in no danger in respect ofits configuration, proximity to terrain or current flight manoeuvre,

PROCEDURE

When a GPWS warning is received, the Pilot Flying is immediately to:

• Apply maximum power,

• Execute positive pull-up,

• Climb at maximum rate until warning cancels,

• Level at a safe altitude / FL.

The Pilot Monitoring is to:

• Carry out standard go-around actions if required,

• Warn ATC,

• Monitor Radio Altimeter closure rate,

• Monitor aircraft altitude.

Note 1: The pilot must react with an immediate and positive response to all GPWS alerts andwarnings,

Note 2: GPWS response action may result in high pitch angles,

Note 3: Investigation of the reason for an alert / warning must take second place to theresponse action.

TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

In addition to the basic or advanced GPWS equipment, the TAWS functions give forwardlooking warnings to the flight crew. This information is not only based on Radio Altitude but alsouses a database with terrain information.

Terrain Awareness and Warning Systems automatically provide visual and aural signals. Thisinformation is displayed on a Terrain Awareness Display. It gives the Flight Crew sufficient

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alerting time to prevent “Controlled Flight Into Terrain” events (CFIT). It also provides forwardlooking capability and a terrain clearance floor.

8.3.5.3 UNWANTED WARNINGS

Unwanted (i.e. false or nuisance) warnings may be received during normal, safe operationswhen, for example, the aircraft is being vectored by ATC and is descending in an area or hillyterrain. A glideslope alert may be triggered when the aircraft is being flown outside the validityarea of the glideslope signal, such as when manoeuvring visually to land on a non-instrumentrunway following an approach to the ILS runway. An alert / warning will also be triggered if theapproach is flown with the flaps set to a different position from that normally used for landing.Provided that flight crews remain fully aware of these limitations of the equipment, however,and follow the recommended procedures immediately on receipt of GPWS alerts and warnings,its use may well avoid an otherwise inadvertent closure or contact, with the ground. It isemphasised that even if a warning is anticipated or suspected to be false or nuisance,immediate and aggressive action is required by the crew.


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8.3.6 POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS

8.3.6.1 GENERAL

The Airborne Collision Avoidance System (ACAS II) is intended to improve air safety by actingas a 'last-resort' method of preventing mid-air collisions or near collisions, between aircraft.

By utilising Secondary Surveillance Radar (SSR) technology, ACAS equipment operatesindependently of ground-based aids and ATC. Aircraft equipped with ACAS have the ability tomonitor other aircraft in the vicinity and assess the risk of collision by interrogating airbornetransponders. Non-transponding aircraft are not detected

In simple terms, ACAS refers to the concept of collision avoidance, Traffic Alert and CollisionAvoidance System (TCAS) refers to the equipment that satisfies this concept. Currently, theTCAS II is the only commercially available implementation of an ACAS II.The European policy regarding ACAS II is to require the mandatory carriage and operation ofan airborne collision avoidance system by defined civil aircraft in the airspace of the ECACMember States.

ECA aircraft are all equipped with TCAS II Version equipment.

TCAS II, Version 7.0 is the only equipment, which complies fully with ACAS II Standards AndRecommended Practices (SARPs), published by the International Civil Aviation Organisation(ICAO). Therefore TCAS II version 7.0 is required to meet the ACAS II mandate in the ECACMember States.

8.3.6.2 RESPONSINBILITIES

The use of TCAS does not alter the respective responsibilities of pilots and controllers for thesafe conduct of the flight, being:

• The primary responsibility to maintain separation rests with ATC,

• The infringement of an ATC clearance based on information conveyed by TCAS lies withinthe authority of the Commander.

Once an aircraft departs from an assigned ATC clearance in compliance with RA, the controllerceases to be responsible for providing separation between that aircraft and other aircraftaffected as a direct consequence of the manoeuvre induced by RA.

The controller’s responsibility for providing separation for all affected aircraft resumes wheneither:

• The controller acknowledges a report from the pilot that the aircraft has resumed itsassigned clearance, or

• The controller acknowledges a report from the pilot that the aircraft is resuming itsassigned clearance and issues an alternative clearance which is then acknowledged bythe pilot.

8.3.6.3 ACTION

IF A TA OR AN RA IS RECEIVED, THE FOLLOWING ACTION SHOULD BE TAKEN

• TA – a TA is intended to alert the crew that an RA, requiring a change in flight path, mayfollow. A visual search should immediately be concentrated on that part of the sky where

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the TA indicates the conflicting traffic to be. If the potential threat cannot be seen and givescause for concern, air traffic control assistance should be requested in deciding whether achange of flight path is required. Do not attempt to manoeuvre on the basis of TAinformation only, but respond immediately by attempting visual contact. If the potentialthreat is seen, and considered to pose a definite risk of collision, the pilot shouldmanoeuvre his aircraft as necessary to avoid it, making sure that the area into which he ismanoeuvring is clear. Once clear of the potential threat, and any other subsequentconflicts, the airplane is promptly returned to its previous ATC instructions or clearanceand advise ATC of any deviation from his clearance.

Note 1: The primary goal of TA is to alert pilot of the possibility of an RA, to enhance situationalawareness, and to assist in visual acquisition of conflict traffic. However visually acquired trafficmay not br the same traffic causing the TA. Visual percertion of an encounter may bemisleading, particularly at night.

Note 2: Avoidance manoeuvre should not attempted solely on the basis of TA informationexcept that in case of high vertical rate approaching the cleared flight level.

• RA – an RA is intended to advise pilots on the manoeuvre they must carry out in order toachieve or maintain adequate separation from an established threat. When undueproximity to another airplane (RA) is detected by TCAS, the commander must ensure thatthe corrective action indicated by the RA is initiated immediately, unless doing so wouldjeopardize the safety of the airplane (i.e., stall warning, wind shear and GPWS). The RAorders must always be followed, even if they lead to cross the altitude of the intruders asthey ensure the best global separation. The corrective action as a result of an RA, mustnever be in a sense opposite to that indicated by the RA and must the minimum possibleto comply with the RA indication.

Note 1: If an instruction to manoeuvre is received simultaneously from an RA and fromATC, and the instructions conflict, the advice given by the RA must be followed.

Note 2: Visually acquired traffic may not be the same traffic causing an RA. Visualperception of an encounter may be misleading, particularly at night.

Whenever an RA requires “CLIMB” while the aircraft is in landing configuration, a go-aroundshall be initiated.

It is emphasised that TCAS II relies upon information received from transponder-equippedaircraft by aircraft, which are similarly fitted. RAs will only be generated if both the receivingaircraft and the potential intruder are transponding in altitude mode “C”. The equipment is notcapable of resolving with complete accuracy the bearing, heading or vertical rates of intrudingaircraft; pilots should not therefore attempt to manoeuvre solely on the basis of TA information.Pilots must be aware of the limitations of the particular equipment, as the full range of TAs andRAs may not be produced beyond the minimum and maximum altitudes specif ied for itsoperation.

Even if TAs and RAs are suspected of being nuisance or false advisories, they should betreated as genuine unless the intruder has been positively identified and shown visually to beno longer a threat.


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8.3.6.4 REPORTING

Whenever, as a result of a TCAS II warning, an aircraft has been manoeuvred such that it hasdeparted from its air traffic control clearance, the appropriate ATC unit is to be informed assoon as possible of the departure, and of the return to the previously cleared flight conditions.Whenever an aircraft has departed from an air traffic control clearance in compliance with anRA, the pilot is to report the circumstances to the Company and / or Authority.

In accordance with ICAO PANS-ATM 4444 the following phraseology will be used by ATC tohandle an RA:

a. After a pilot starts to deviate from any Air Traffic Control (ATC) clearance orinstruction in order to comply with an RA:

Pilot: TCAS RA Controller: ROGER

b. After the response to an RA is completed and a return to ATC clearance is initiated:

Pilot: CLEAR OF CONFLICT RETURNING TO (assigned clearance)

Controller: ROGER (or alternative instructions)

c. After the response to an RA is completed and the assigned ATC clearance orinstruction has been resumed:

Pilot: CLEAR OF CONFLICT (assigned clearance) RESUMED

Controller: ROGER (or alternative instructions)

d. If an ATC clearance or instruction contradicts an RA subsequently received, the pilotshould continue to follow the RA and inform ATC directly:

Pilot: UNABLE, TCAS RA Controller: ROGER

NOTE: When an RA is declared the controller will acknowledge and thereafter expect nofurther ATC calls until “Clear of conflict is declared”.

8.3.6.5 RECOMMENDATIONS

During visual approach to closely – spaced parallel runways or to converging or intersectingrunways use of TA Only mode is recommended once the aircraft is established on finalapproach course, and glide path intercept has occurred. Continued operation in TA / RA modemay result in RAs for aircraft on approach for the adjacent runway, and may causeunnecessary go–arounds.

When approaching airports with low terrain along the final approach use of TA Only mode isrecommended once the aircraft is established on final approach course, and glidepath intercepthas occurred. Continued operation in TA / RA mode may result in RAs for aircraft that may beon the airport surface, with their transponders operating, and may cause unnecessary go–arounds.

8.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

GENERAL

The Commander must ensure that fuel checks are carried out at regular intervals throughoutthe flight as follows:

(a) At TOC

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8.3 - 34



(b) At least every hour

(c) At the end of each step climb or descend

(d) At TOD

Note: At least one fuel check is required for sectors of less than 1 hour duration, except that nofuel check is required for flight of less than 20 mins duration.

At each check, the Fuel Remaining must be recorded on the Operational Flight Plan (OFP) andevaluated so as to:

• Compare actual consumption with planned consumption,

• Check that the fuel remaining will be sufficient to complete the flight with requiredreserves, and

• Determine and record the expected fuel remaining on arrival at destination.

The flight crew must continually monitor the fuel situation. Changes in the operational status ofthe airport of intended landing and of alternate airports and deviations from the original flightplan (e.g. instructed by ATC) must be taken into account.

Note 1: Diversion means proceeding to any alternate airport whenever it becomes impossibleor inadvisable to continue to or to land at the airport of intended landing.

Note 2: When in-flight replanning is performed the OFP must be amended accordingly.

FUEL CHECK - NORMAL

The Commander shall ensure that during the en-route phase of flight the following required fuelquantities are on board:

• Trip fuel for the remaining portion of the flight,

• Alternate fuel or, instead, Additional Fuel as prescribed by GB 8.1.7.3, GB 8.1.7.4 orGB 8.1.7.5, depending on the OFP,

• Final reserve fuel (holding fuel).

FUEL CHECK - ISOLATED AIRPORT

If, on a planned flight to an isolated destination airport, a fuel check indicates that the fuelremaining at the planned point of last possible diversion will be less than the sum of:

• Trip Fuel to isolated destination,

• Additional Fuel, but not less than fuel to fly for 2 hours after arriving overhead thedestination airport, calculated with the normal cruise consumption.

The Commander must either divert or continue to the planned destin ation provided that it hastwo separate available runways and the weather conditions expected on arrival satisfy therequirements of GB 8.1.3.2 for either runway.

FUEL CHECK - DECISION POINT PROCEDURE

If the Decision Point (reclearance) procedure (see GB 8.1.7.3) is used for flight planning thefollowing fuel quantities must by available at the reclearance point (this also applies also whenchanging the destination in flight):

• Trip fuel to the desired recleared destination,

• Contingency fuel to the desired destination,


8.3 - 35


• Alternate fuel (for desired destination alternate),

• Final reserve fuel (holding fuel).

If the quantity is found to be less, a diversion to the nominated destination (en-route alternate)shall be initiated unless safety reasons dictate another course of action.

The Commander must ensure that the usable fuel on board at the Decision Point is not lessthan the sum of:

Replanning to a new destination for which a destination alternate is required:

Remaining trip fuel,Contingency fuel,Alternate fuel,

Final reserve fuel,Additional fuel if required,

Or,

Replanning to a new destination for which a destination alternate is not required,

Remaining trip fuel,Contingency fuel,Additional fuel required, which includes final reserve fuel.

FUEL CHECK - FUEL BELOW MINIMUM COMPANY RESERVES

If an in-flight fuel check indicates that the expected fuel remaining on arrival at the destinationwill be less than the Required Alternate Fuel plus Final Reserve Fuel, the Commander willdecide whether to continue to the planned destination or to divert so as to land, in either case,with not less than Final Reserve Fuel.

In making this decision he will take into account the prevailing traffic, operational andmeteorological conditions and those expected:

At the destination airport,

Along the diversion route to, andAt the alternate airport.

The Commander shall declare an emergency when calculated usable fuel on landing, at thenearest adequate aerodrome where a safe landing can be performed, is less than final reservefuel. (OPS 1.375 (b) (3))

8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS

8.3.8.1 GENERAL

This chapter contains a compilation of hazardous atmospheric conditions and recommendedpractise and procedures for operating in and / or avoiding such conditions as:

Thunderstorms,Icing,Turbulence,Windshear,

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Jetstreams,Volcanic ash clouds,Heavy precipitation,Sand storms,

Mountain waves,Significant temperature inversions.

ATC IN-FLIGHT WEATHER AVOIDANCE ASSISTANCE

To the extent possible, controllers will issue pertinent information on weather or CAT areas andassist flight crews in avoiding such areas when requested.

Flight crews should respond to weather advisory by acknowledging it and, if considerednecessary, requesting an alternative course of action as follows:

Request to deviate off course by stating the number of miles and the direction of the requesteddeviation. In this case, when the requested deviation is approved, the pilot is expected toprovide his own navigation, maintain the altitude assigned by ATC and to remain within thespecified mileage of his original courseRequest a new route to avoid the affected areaRequest a change of altitudeRequest radar vectors around the affected areasFor obvious reasons of safety, the flight crew operating under IFR must not deviate from thecourse or altitude or flight level without a proper ATC clearance. When weather conditionsencountered are so severe that an immediate deviation is necessary and time will not permitapproval by ATC the Commander’s emergency authority may be exercised.

When a flight crew requests clearance for a deviation or for an ATC radar vector, the controllermust evaluate the air traffic picture in the affected area, and co-ordinate with other controllersbefore replying to the request.

It should be remembered by flight crews that the controller’s primary function is to provide safeseparation between aircraft. Any additional service, such as weather avoidance assistance, canonly be provided to the extent that it is not detrimental to the primary function. The separationworkload is generally greater than normal when weather disrupts the usual flow of traffic.

Therefore it is very important that the request for deviation or radar vectors be forwarded toATC as far in advance as possible.

The following information should be furnished to ATC when requesting clearance todetour around weather activity:

Proposed point where detour will commence,Proposed route and extent of detour (direction and distance),Point where original route will be resumed,Flight conditions (IFR or VFR),Any further deviation that may become necessary as the flight progresses,Advise if the aircraft is equipped with functioning airborne radar.

The assistance that might be rendered by ATC will depend upon the weather informationavailable to controllers. Due to the extremely transitory nature of severe weather situations, thecontroller’s weather information may be of limited value if based on weather observed on radaronly. Frequent updates by pilots giving specific information can be of considerable value.


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8.3.8.2 THUNDERSTORMS

These are classified as:

Frontal thunderstorms, and

Air mass thunderstorms.

Frontal thunderstorms may exist as:

Warm front thunderstorms,

Cold front thunderstorms,

Occluded front thunderstorms.

Air mass thunderstorms are divided into:

Convective thunderstorms,

Orographic thunderstorms,

FRONTAL THUNDERSTORM

Frontal thunderstorms form in squall lines and generate heavy rain and possibly hail, and pro-duce strong gusty winds and possibly tornadoes. Large horizontal wind changes in speed anddirection at different altitudes are characteristic for a frontal thunderstorm. Vertical airflow withinthe storm may accelerate to high speeds, and these ultimately result in strong horizontal windsat the surface.

AIR MASS THUNDERSTORM

Air mass thunderstorms are caused either by thermal convection or by moist air moving uphillon the windward side of a mountain.

CONVECTIVE STORMS (THUNDERSTORMS, RAIN / SNOW SHOWERS)

Air mass thunderstorms appear to be randomly distributed in unstable air and develop fromlocalised heating of the earth’s surface. The heated air rises and cools to form cumulus clouds.As the cumulus stage continues to develop, precipitation forms in the higher portion of the cloudand falls. Precipitation signals the beginning of the mature stage and presence of a downdraft.

In the later stages of development, the heated updraft creating the thunderstorm is cut off byrainfall, and the thunderstorm begins to dissipate. Many thunderstorms produce an associatedcold air gust front as a result of the downflow and outrushing rain -cooled air. These gust frontsare usually very turbulent and are a serious threat during take-off and landing.

VERTICAL EXTENSION OF THUNDERSTORM

The vertical extent of thunderstorms is up to 25,000 ft during winter time and up to thetroposphere during summer. Their horizontal range is 10 to 20 km. Besides the dangeroussituations already mentioned there may be additional dangers as sudden heavy precipita tionwith poor visibility below the clouds, possibly hail showers, heavy icing formation, and severeturbulence.

LIGHTNING

Lightning is not a direct danger for the crew and passengers as the electrical load will stayoutside the aircraft (Faraday Cage), but lightning strikes may disturb or damage the navigationsystem

Use of Weather Radar – Guidance for Pilots

GB (OM A)

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Echo CharacteristicsFlight Altitude(1000s of ft)

Shape Intensity Gradient ofIntensity

Rate of Change

0 – 20 Avoid by 10 milesechoes withhooks fingers,scalloped edgesor otherprotrusions

Avoid by 5 milesechoes with sharpedges or strongintensities

Avoid by 5 milesechoes withstrong gradientsof intensity

Avoid by 10 milesechoes showingrapid change ofshape, height orintensity

20 – 25 Avoid all echoes by 10 miles

25 – 30 Avoid all echoes by 15 miles

Above 30 Avoid all echoes by 20 miles

Applicable to sets with Iso-Echo or a colour display. Iso-Echo produces a hole in a strong echowhen the returned signal is above a pre-set value. Where the return around a hole is narrow,there is a strong gradient of intensity.

Note 1: If storm clouds have to be overflown, always maintain at least 5,000 ft verticalseparation from cloud tops. It is difficult to estimate this separation but ATC or METinformation on the altitude of the tops may be available for guidance.

Note 2: If the aircraft is not equipped with radar or it is inoperative, avoid by 10 miles anystorm that by visual inspection is tall, growing rapidly or has an anvil top.

Note 3: Intermittently monitor long ranges on radar to avoid getting into situations where noalternative remains but the penetration of hazardous areas.

Note 4: Avoid flying under a cumulonimbus overhang. If such flight cannot be avoided, tiltantenna full up occasionally to determine, if possible, whether precipitation (whichmay be hail) exists in or is falling from the overhang.

Note 5: Pilots are strongly advised to continue monitoring the weather radar in order to selectthe safest track for penetration under all circumstances.

Note 6: The local activity of thunderstorms can often be of relatively short nature, 20 – 30minutes. Therefore, if a take – off or landing is planned during times of thunderstormactivity consideration of the development of the storm shall determine whether adelay might cause the worst effects to be avoided.


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8.3.8.3 ICING CONDITIONS IN-FLIGHT

Ice formation on the ground and its effects are explained in GB 8.2.4. Pilots must be aware thatflight in icing conditions involves additional hazards. In particular, they must understand thepeculiarities of in-flight icing conditions and its effect on aircraft performance and handling aswell as the use and limitations of aircraft de-ice and anti -ice equipment.

Pitot and static vent heating should be “ON“for all flights through icing conditions, and otherequipment used for anti- or de-icing should be selected according to the prevailing conditionsand as recommended in the AOM.

TYPES OF ICE

The usual cloud-sized small droplets tend to fo llow the aerodynamic flow around the wing. Theyare swept away, but larger, heavier droplets tend to “impinge” aft of the leading edge. Thelarger (and hence heavier) the droplet (drizzle or rain-sized), the further aft it will impinge.Furthermore, large droplets are relatively warm and as a result tend to run back and spread outin liquid state before freezing. This effect is known as “flowback”, and its effect depends directlyupon size, temperature and velocity of water droplets and wing surface temperature.

Impingement and flowback result in ice collecting not only on the leading edge, but also on theupper and lower surfaces of a wing, where there may be no ice protection.

RIME ICE is associated with stratiform cloud, and forms when droplets are small and thetemperature relatively cold (-15°C or colder). Not all of the droplets follow the airflow and someimpact upon the wing and tailplane leading edges with little or no flowback, freezing quickly intorime ice. Therefore, leading edge anti - / de-icing equipment is relatively effective against thistype of ice.

CLEAR ICE is associated with cumuliform clouds and forms when the temperature is relativelywarm (-10°C or warmer). Droplet sizes are relatively large (drizzle or rain-sized), and they tendto impinge further aft and flow back before freezing to form sheet ice on the upper and lowersurfaces of the wing. These areas may not be protected by anti- / de-icing equipment. Anydeposit greater than light can significantly degrade performance, causing problems in roll andpitch control with, in the extreme case, uncontrollable pitch up and stall.

Clear ice can form on aerofoil surfaces with few visual cues to the pilot. The absence of theusual indications, such as ice formation on the windshield posts and / or wipers, does not meanthat clear ice is not forming. The terms “freezing drizzle” or “freezing rain” in a terminal forecast /report indicate a strong probability of conditions for clear ice.

MIXED ICE is a combination of clear and rime ice with all the hazards of both. It forms whendroplets vary in size (e.g. drizzle in stratiform cloud) and the temperature is in the range–10°Cto –15°C. The proportional make-up varies with the weather system.

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Summary:

IN FLIGHT ICING TYPES

CATEGORY Description Icing Onset Where Found

CLEAR Clear & smooth Rapid Cumuliform clouds

RIME Milky & rough Gradual Stratus clouds

MIXED Combination Varies Varies

Ice Accumulation Rates

IN FLIGHT ICING ACCUMULATION RATES

CATEGORY

TRACE Ice becomes perceptible, but is of no consequence and does not affect theperformance of the aeroplane. It should be reported by pilots for meteorologicalpurposes.

LIGHT The rate of accumulation may create a problem if extended flight in thiscondition occurs. It can be safely handled by the aeroplanes anti/de-icingequipment.

No restriction to operations provided the systems are used.

MODERATE The rate of accumulation is such that even short encounters become potentiallyhazardous.

The aeroplane s anti/de-icing equipment will safely handle it. However, forpractical purposes, it should be a signal to the pilot to alter his flight path so asto avoid further exposure.

SEVERE Adverse icing condition in which the rate of accumulation is such that theanti/de-icing equipment fails to reduce or control the hazard. Pilots mustchange the flight path immediately to establish more favourable conditions orland as soon as possible.


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FLIGHT PROCEDURES IN ICING CONDITIONS

It is important for pilots to understand that an aircraft equipped with some types of de-ice and /or anti – ice systems may not be approved for flight into known icing conditions. To be approvedfor such flight, the aircraft must be specifically certificated to operate in known icing conditions.

Also, it is important to remember that the certification standards provide protection for a widevariety of atmospheric conditions encountered, but not for freezing rain or freezing drizzle or fora mixture of super cooled droplets and snow or ice particles.

Some aerofoils are degraded by even a thin accumulation of ice aft of the de-icing boots whocan occur in freezing rain or freezing drizzle.

For this reason, the Operations Manual (Part B) must always be consulted for aircraft typespecific information regarding flight in known ici ng conditions. The following sections describegenerally applicable flight procedures in icing conditions. Particular attention is drawn to thedangers of uncommanded and uncontrolled roll upset as well as tailplane stall.

De-ice and / or anti-ice equipment must be turned on prior to entering areas with the risk oficing. Flight in known severe icing conditions is not allowed. If such conditions are neverthelessencountered, alter the flight path / altitude as quickly as possible. Strictly observe any minimumspeeds associated with icing conditions. Remember that stalling speeds with contaminatedwings are higher than normal and that therefore a stall may be entered without warning.

Winter Jetstreams and storm centres are more intense and clear air turbulence is morecommon. Frequently check weather conditions for destinations and alternates as ceilings andvisibility’s can be very low. Particular care must be taken when there are reports of freezing rainor drizzle. There is the possibility of longer holding times in these conditions when landingweather is at or below minimum.

Make sure that the arrival briefing includes landing conditions, braking, use of reverse thrust,flaps and spoilers as well as ground handling / taxiing techniques (see also GB 8.2.4).

EXPOSURE TO SEVERE ICING

Severe icing is often associated with super cooled large droplets (i.e. freezing drizzle or rain).Icing certification rules does not cover flight in these conditions. Droplets covered by icingcertification envelopes are so small that they are usually below the threshold of detectability.

Note 1: Consult the Operations Manual (Part B) for specific information regarding handlingtechniques if inadvertently encountering severe icing conditions.

The most effective means of identifying severe icing conditions are cues that can be seen, feltor heard. This includes visual inspection of aircraft surfaces, e.g. wings, propeller orwindscreen. At temperatures near freezing it may be possible to detect large droplets splashingor splattering upon impact with the windscreen.

When exposed to severe icing in the form of super cooled large droplets, perform thefollowing actions:

• Disengage the autopilot and hand-fly the aircraft. The autopilot may mask important cuesor may self-disconnect and present unusual attitudes or control conditions.

• Advise air traffic control and promptly exit the condition, using control inputs that are assmooth and small as possible.

• Change heading, altitude or both to find an area that is warmer than freezing, substantiallycolder than the current ambient temperature, or free of clouds.

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• When severe icing conditions exist, reporting may assist other crews in maintainingvigilance. Submit a PIREP of the observed icing conditions. It is important not tounderstate the conditions or effects of the icing observed.

CONTROL ANOMALIES IN ICING CONDITIONS

The formation of ice on the aircraft structure could create a situation from which the pilot mighthave difficulty recovering and, in some instances, may not be able to recover at all. For thisreason, the following paragraphs describe two particular types of control upsets likely to beencountered during flight in severe icing conditions.

ROLL UPSET is an uncommanded and uncontrolled roll phenomenon which may occur as aconsequence of, or prior to, a wing stall due to anomalous forces that cause the ailerons todeflect or because the ailerons have lost effectiveness. Deflection of ailerons or loss of aileroneffectiveness may be caused by ice accumulation in a sensitive area of the wing aft of the de –icing boots. It occurs under unusual circumstances associated with super cooled large dropletsand, rarely, normal cloud droplets in a very narrow temperature range near freezing. Roll upsetcan result from severe icing conditions even without the usual symptoms of ice accumulation ora perceived aerodynamic stall.

Pilots can minimise the chance of a roll upset by being sensitive to cues that identify severeicing conditions and by promptly exiting the severe icing conditions before control or handlingcharacteristics of the aircraft are degraded to a hazardous level.

It is important to review the Operations Manual (Part B) for aircraft type-specificinformation. Also, pilots should check any available icing related bulletins from the aircraftmanufacturer.

TAILPLANE (empennage) stall is another significant hazard of airframe icing. Sharp edgedsurfaces are more susceptible to collecting ice than large blunt ones. For this reason, thetailplane may begin accumulating ice before the wings and can accumulate faster. There havebeen reports of ice on the tailplane without any visible ice on the wing. This can occur if thetailplane has not been or cannot be de-iced.

A tailplane stall occurs when, as with the wing, the critical angle of attack is exceeded. Sincethe horizontal stabiliser counters the natural nose down tendency caused by the centre of lift ofthe main wing, the aircraft will react by pitching nose down, sometimes uncontrollably, when thetailplane is stalled. Application of flaps can aggravate or initiate the stall. Use caution whenapplying flaps during approach if there is the possibility of icing on the tailplane.

Perhaps the most important characteristic of a tailplane stall is the relatively high airspeed atthe onset and, if it occurs, the suddenness and magnitude of the nose down pitch. A stall ismore likely to occur when the flaps are approaching the fully extended position, after nose downpitch and airspeed changes following flap extension, or during flight through wind gusts.

Warning:

Once a tailplane stall is encountered, the stall condition tends to worsen with increasedairspeed and possibly may worsen with increased power settings at the same flap setting.Airspeed, at any flap setting, in excess of the aircraft manufacturer’s recommendations for theflight and environmental conditions, accompanied by uncleared ice contamination on thetailplane, may result in a tailplane stall and uncommanded pitch down from which a recoverymay not be possible. A tailplane stall may occur at speeds less than the flap extensionspeed.


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8.3.8.4 TURBULENCE

Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls oreddies and waves. An aircraft in turbulent flow is subjected to irregular and random motionswhile, more or less, maintaining its intended flight path.

The intensity specifications for turbulence reporting have been defined as follows:

Light = Slight discomfort

Moderate = Moderate changes in aircraft attitude and / or altitude accompanied by smallvariations in airspeed. Walking is difficult, loose objects move around.

Severe = Abrupt changes in aircraft attitude and / or altitude. The aircraft may be out ofcontrol for short periods accompanied by large variations in airspeed. Occupants are forcedviolently against seat belts. Loose objects are tossed around.

Turbulence may be one of the following types:

• Convective turbulence,

• Orographic turbulence,

• Clear air turbulence,

• Wake turbulence.

CONVECTIVE TURBULENCE is caused by thermal instability and is met in connection with thedevelopment and activity of thunderstorms. It can cause extreme air motion with vertical speedsup to 6,000 ft / min. Mostly it is encountered with severe turbulence in connection withthunderstorm activity.

Mountain waves at the lee side of a mountain may cause severe turbulence, called Orographicturbulence. Typical signs are lenticular, rotor clouds and clouds with “water-fall” appearance.The strongest turbulence may be found in rotor clouds.

CLEAR AIR TURBULENCE (CAT) is of special significance, since its presence cannot bedetected before it is encountered. It is caused by large wind shears with rapid changes of winddirection horizontally and / or vertically.

Abrupt changes of wind direction in a sharp troughline may cause considerable turbulence anda change of flight level will normally alleviate the problem.

CAT may also be expected on the upper side of a sloping tropopause.

Further large horizontal and vertical shears of wind speed in the transition zone between coldand warm air masses as well as at the tropopause associated with jetstreams may causesevere CAT. These areas of turbulence are normally shallow, narrow and extended patches,which move with the wind.

PIREPS RELATING TO TURBULENCE

When encountering turbulence, pilots are urgently requested to report such conditions to ATCas soon as practicable.

The PIREPs should state:

• Aircraft location,

• Time of occurrence in UTC,

• Turbulence intensity,

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• Whether the turbulence occurred in or near clouds,

• Aircraft altitude or flight level,

• Type of aircraft,

• Duration of turbulence.

8.3.8.5 WINDSHEAR

In order to avoid dangerous Windshear phenomena it is important to know what Windshear isand in which meteorological and geographical environment it can be expected. The followingdefinition seems to be the most suitable for aviation:

• Windshear is any rapid change in wind direction and / or speed along the flight path of anaircraft.

• Windshear, with or without turbulence, alters the lift force acting on an aircraft, resulting ina significant sinking or rising motion.

Therefore Windshear may be categorised as:

• Increasing performance shear caused by increasing headwind / decreasing tailwindcomponent or vertical updrafts

• Decreasing performance shear caused by decreasing headwind / increasing tailwindcomponent or vertical downdrafts

Conditions for potentially hazardous wind shears are:

• Convective conditions (thunderstorms, rain / snow showers)

• Frontal systems

• Jetstreams

• Strong or gusty surface winds

• Other cases (temperature inversion, mountain waves, sea breeze circulation’s)

Windshear events are typically one to two miles in diameter and mostly occur near the ground(below 500 ft) during take-off and landing.

There is only limited time for Windshear recognition and action, typically 5 to 15 seconds.

Several factors can impede Windshear recognition:

• Marginal weather conditions,

• High crew workload conditions,

• Illusion of normally: During the initial part of the Windshear encounter, everything mayappear normal. Even severe Windshear onset may not provide dramatic early indicationsto the flight crew.

Standard response of the flight crew should be:

• Control of flight path through pitch attitude; resist a downward change in pitch attitude asnormal response to low airspeed,

• Unusual stick forces may be required to maintain pitch attitude during airspeed variationsaway from normal target airspeed,


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• Low airspeed must be accepted. Flying at airspeeds below normal reference speeds maybe required in order to utilise the full performance capability of the aircraft,

• If necessary “firewall” the throttles then land as soon as possible for engine checks.

The term “downbursts” describes a severe downward rush of air and its outburst of damagingwinds on or near the ground. It has been classified into microburst and microburst. They aredifferent in their size with radial outflow at the earth’s surface lasting from 3 to 20 minutes.

Downbursts can occur wherever convective weather conditions exist. Approximately 5 percentof all thunderstorms produce microburst.

Downdrafts associated with microburst are typically only a few hundred to 1,000 mtr across.When the downburst hits the ground, it spreads out horizontally and may form one or morehorizontal vortex rings around the downdraft up to 2,000 ft AGL.

In downbursts with vortices very powerful updrafts and roll forces in conjunction with windspeed changes up to 45 Kt can be expected.

The time period over which wind speeds exceed half the peak value may last from 1 to 8minutes. Depending on the movement and the height of the base of parent cloud, microburstmay occur as stationary or moving, surface or midair, wet or dry ones. Microburst has occurredin relatively dry conditions of light rain or precipitation that evaporates before reaching theearth’s surface.

Frontal Windshear is present in both cold and warm fronts, but exists in a different relativelocation in each type of front. Because the cold front boundary slopes back behind the frontalsurface, the Windshear line also slopes back. The frontal boundary of the warm front slopesupward ahead of the surface front and so does the Windshear. Significant wind shears can beexpected if there is a big difference in surface temperature (> 6°) across the front and if the frontis moving rapidly at more than 30 Kt.

Large wind speeds changes near the ground can be found in many meteorological situations,including the frontal conditions. Terrain irregularities or buildings, which interrupt the wind flow,can produce significant wind shears close to the ground.

PRECAUTIONS

Avoidance is the best precaution. In case of unexpected severe Windshear encounter duringtake–off or on approach, special precautionary techniques can be applied by the flight crew toreduce the effect of Windshear.

The following precautions should be taken into consideration:

• Thrust setting

Maximum take–off thrust should be used for take-off. It shortens the take-off roll and providesthe best climb performance, which leads to increasing altitude available for recovery if required.

During approach thrust reductions should be minimised.

• Runway selection

The longest suitable runway should be used taking into consideration crosswind and tailwindlimitations, and obstacles in take-off or landing path.

• Flap selection

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The flap setting is dependent on the type of aircraft. Although for take-off greater flap settingprovides better performance for Windshear encounters on the runway and lesser flap settinggives better performance in the air, the performance difference between flap settings is rathersmall.

Experience has shown that for landing the flap setting recommended in the Operations Manual(Part B) provides the best overall recovery performance for a wide range of wind shears.

• Airspeed

Available field length and runway condition must be taken into consideration when increasingairspeed for take-off and / or landing.

Take-off airspeed should be increased at rotation to improve the ability to negotiate aWindshear after lift-off. Increased airspeed improves the flight path, reduces potential exposureto flight near stick shaker speed, and reduces the workload of the flight crew.

During approach increased airspeed improves climb performance capability and reduces thepotential for flight at stick shaker speed during recovery from Windshear encounter. Theincreased speed should be maintained into the flare.

• Use of autothrottle, autopilot and flight director

For take-off only speed–referenced flight directors with Windshear recovery guidance should beused.

During approach flight director, autopilot and autothrottle should be used to the maximumextent practical. This will relieve the workload of the flight crew and g ive them more time tomonitor instruments and weather conditions. When the use of autopilot and / or autothrottlebecomes unproductive they should be disconnected.

CONCLUSION

The actions to be taken by the flight crews can be summed up as follows:

• Evaluation of the weather situation,

• Avoidance of known Windshear,

• Consideration of precautions,

• Using standard operating techniques when crossing areas of Windshear and forrecovering.

WINDSHEAR PIREPS

Pilots are urged to promptly volunteer reports to controllers of Windshear conditions theyencounter. Advanced warning of such conditions will assist other flight crews in avoiding orcoping with a Windshear on approach or departure.

The recommended method for Windshear reporting is to state the loss or gain of airspeed andthe altitudes at which it was encountered.

8.3.8.6 GENERAL GUIDELINES FOR OPERATION IN TURBULENCE, WINDSHEARAND THUNDERSTORMS

• Fasten shoulder harness,

• Switch on cockpit lighting to high intensity to avoid dazzling by lightning in thunderstorm,


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• Fly the recommended turbulence speed according to Operations Manual (Part B),

• Switch on engine ignition and / or de-icing equipment according to Operations Manual(Part B) procedures,

ALTITUDE

At maximum cruise altitude, the margin between low speed and high-speed buffet is small andany increase of G–loads, whether caused by manoeuvring or by turbulence, may lead toserious difficulties. This shall be considered when trying to top a turbulence region.

Therefore do not select maximum cruise altitude. Allow altitude t o vary. Large altitude variationsare possible in severe turbulence. Sacrifice altitude in order to maintain the desired attitude andairspeed.

Never chase altitude!

Large and persistent altitude variations may smoothly be corrected by only small elevator inputsand appropriate power corrections.

AIRSPEED / POWER SETTING

Large speed fluctuations and difficulties in instrument reading are to be expected due to yawingand head-on gusts, therefore:

Do not chase airspeed!

Maintain the recommended turbulence speed as target speed. Set thrust as required and thendo not change it unless required by large and / or persistent airspeed or altitude variations. Theaircraft’s real airspeed will remain within reasonable limits as long as thrust is set properly, whileavoiding large and rapid throttle movements, and a reasonable constant attitude maintained.

If caught unaware by turbulence, do not slow the aircraft down hurriedly.

ATTITUDE

Control pitch attitude with smooth control inputs to the elevator. Closely monitor the PFD / FDas it is the only correct indication while all other instruments may be seriously erratic.

Maintain constant attitude!

STABILISER TRIM

Trimming in severe turbulence can lead to stabilizer settings that can cause serious controlproblems, especially during recovery. Therefore, trim the stabilizer for turbulence speed andthen maintain that setting.

Do not chase stab trim!

USE OF AUTOPILOT AND FLIGHT DIRECTOR

Since the autopilot will not be subject to false attitude interpretations or difficulties in erraticinstruments, its use in the appropriate “turbulence” mode is strongly recommended.

The flight director can effectively reduce workload and is therefore recommended for use inturbulence. It will give a good reference for control about all axes and will further call for propercontrol inputs.

RECOVERY

Should control be partially lost due to severe turbulence, resulting in a steep dive, thefollowing recommendations may be helpful for a successful recovery:

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• Use appropriate means to prevent a rapid speed build-up. The pitching effect causedthereby is secondary to the need to keep the speed at a reasonable value.

• Roll the wings level before attempting to pitch up. If the aircraft is in a spiral dive, elevatorup force will tighten the spiral. Unless affected by compressibility the aircraft’s naturalstability will result in a pitch up with increase in airspeed provided the wings are level andthe trim is unaltered.

• Elevator forces can become very heavy as speed increases, thus being a safeguardagainst excessive G–loads. If stabiliser trim is used for recovery, use it with utmost cautionso as to avoid heavy loads and a possible overtrim, which could result in a renewed loss ofcontrol.

• If strong elevator forces are applied, the trim motors might become ineffective (stalled). Byreducing the elevator forces, the trim motors will be enabled to drive the stabiliser in thedesired direction.

8.3.8.7 JETSTREAM

Near the tropopause there can be narrow bands of wind wi th extremely high speeds up to 300Kt called Jetstream. The extent in length is up to several thousand miles; the width can beseveral miles. The main direction of the Jetstream is south - west to north.

In mid latitudes there is a common area for Clear Air Turbulence (CAT) around the Jetstream,above and below the jet core and to the polar side. Taking a cross section of a jetstreamlooking downwind, the turbulent region would be to the left of the jet core in NorthernHemisphere and to the right in Southern Hemisphere.

To avoid or to leave the areas of CAT the following procedures should be applied:

• Reducing airspeed, to reduce the acceleration due to windshears,

• When flying parallel with the jetstream, changing altitude up to 1,000 ft,

• When flying perpendicular to the jetstream, changing altitude by 1,000 ft, from the warm tothe cold side downwards, from the cold to the warm side upwards,

• If the temperature is changing in the CAT area the flight should be continued on course;probably the CAT area will be crossed in a short time,

• If the temperature remains constant the course should be altered in order to leave the CATarea.

8.3.8.8 VOLCANIC ASH CLOUDS

Flying through an ash cloud should be avoided by all means because of extreme hazard for theengines and the aircraft.

Volcanic ash may extend for several hundred miles, and eruptions may send ash plumes up to40,000 ft.

The weather radar can detect neither ash clouds nor volcanic dust.

If the aircraft enters an ash cloud the flight crew can expect:

• Smoke, dust or acrid odours similar to electric sparks in the cockpit,

• At night heavy static discharges around the windshield,

• Engine surge or overheat,


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• Engine failure,

• Unreliable airspeed indication,

• Pressurisation and electrical systems may be affected,

• At night, St. Elm’s fire or other static discharges accompanied by a bright orange glow inthe engine inlets.

When encountering ash cloud the following procedures are recommended:

• Turn on continuous ignition,

• Declare an emergency,

• Do not climb in order to overfly the ash cloud,

• Reduce power to idle to provide additional engine stall margin and lower turbinetemperature,

• Try to escape the ash cloud by descending and flying a 180° turn (if terrain clearancepermits),

• Monitor attitude versus airspeed,

• Keep as many engines running as possible,

• Restart any engine, which was shut down due to EGT exceeding the limits. If an enginefails to restart repeated attempts should be made immediately to avoid solidification ofmolten ash on the turbine blades,

• Turn on all accessory air bleeds including all air conditioning packs, nacelles, and winganti- ice. This will provide an additional engine stall margin by reducing engine pressure.

Note : For additional procedures the Operations Manual (Part B) / Emergency checklist ofthe respective type of aircraft must be checked.

Following encounter with an ash cloud a landing at the next suitable airport is recommended. Ifthe visibility through the windshield is impaired a runway with autoland capability should beconsidered.

Flight crews are requested to make special air-reports when volcanic eruption is observed orwhen volcanic ash cloud is observed or encountered.

Information on volcanic activities, including pre-eruption activity, volcanic eruption and volcanicash clouds is transmitted to aircraft operating on routes that could be affected.

This information is also published by NOTAMs and SIGMETs up to a 12 hours validity periodand, if necessary, recommendations on re-routings will be included.

8.3.8.9 HEAVY PRECIPITATION

Heavy precipitation may occur as rain showers, snow showers and hail. The greatest hazardsto flight are the reduced visibility and the risk of icing in combination with low temperature.

On the ground contaminated runways may influence the performance, crosswind limitations andgive a risk of aquaplaning. The special procedures of the Operations Manual (Part B) of therespective aircraft must be followed.

Partial loss of orientation may occur after changeover from instruments to visual flying duringthe approach, especially in snow showers and blowing snow.

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In falling or blowing snow, landing flights should be used with caution as the reflected light mayactually reduce the effective visibility and even cause false impression of drift during flare androll–out.

8.3.8.10 OPERATION IN SAND AND DUST STORM AREAS

GENERAL

Sandstorms in desert areas, caused by high winds are associated with the followinghazards:

• Poor visibility,

• High winds,

• Turbulence,

• Up / down drafts,

• Static,

• Thunderstorms.

POOR VISIBILITY

Caused by raising sand and dust particles, the visibility can be reduced down to zero. Even inaltitudes up to 12,000 ft IMC conditions exists.

HIGH WINDS

Depending on the area, there are wind speeds in excess of 60 knots.

TURBULENCE

Turbulence is a dangerous hazard of a sandstorm, due to the possible stress loads on theaircraft and crew. Especially during high speed cruise or descent, gusts may be so strong thatthe maximum safe load factor for the aircraft may be exceeded and thus permanentdeformation or structural failure of parts of the aircraft may occur.

Attempting to maintain altitude in heavy draughts can result in a dangerous increase in stressloads. One of the primary factors in structural failure is loss of control during severe turbulence(resulting from a stall or other abnormal attitude of the aircraft) followed by a high-speedrecovery.

STATIC

In sandstorm areas radio facilities are distorted by electrical static. Specially NDB stationsbecome unreliable, HF communication is nearly impossible.

THUNDERSTORM

Sandstorms are very often accompanied by thunderstorms, especially in coastal areas.

PROCEDURES / OPERATIONAL CONSIDERATIONS

No flight shall intentionally be flown on instruments through an area of known or forecastsandstorm.

Flying through an active sandstorm must be avoided by appropriate altitude selection and / orcircumnavigation even if considerable detour or refuelling en-route becomes necessary.

Do not take-off during an active sandstorm.


8.3 - 51


Mutual information on development of a sandstorm by pilots and ATC is of great importance forearly and adequate avoidance of such severe weather areas.

If it comes evident, that it is impossible to avoid such an area, it is necessary to land at the nextsuitable airport.

Refuelling during a sandstorm is strictly forbidden.

8.3.8.11 MOUNTAIN WAVES

Mountain waves and downslope Windshear are caused by a significant airflow crossing amountain range together with special atmospheric conditions. The strong vertical and horizontalwindshears, so-called rotor turbulence, represent a danger at low heights as well as the strongdownslope wind at the lee side of the mountains.

Frequently, a second rotor will form up to 100 NM from the lee side of the mountain, producingoriginal wave action. Flight crews should be aware of the potential hazard at airports within theflow regime of the wave.

Depending on moisture content of the air, lenticular (lens-shaped) clouds may be present.

When approaching a mountain range from the upwind side, there will usually be a smoothupdraft. Therefore, it is not quite as dangerous an area as the lee of the range. From theleeward side, it is always a good idea to add an extra thousand feet or so of altitude becausedowndrafts can exceed the climb capability of the aircr aft. Never expect an updraft whenapproaching a mountain chain from the leeward. Flight crews should always be prepared tocope with a downdraft and turbulence.

If severe turbulence is encountered, simultaneously reduce power and adjust pitch until aircraftapproaches manoeuvring speed, the adjust power and trim to maintain manoeuvring speed andfly away from the turbulent area.

8.3.8.12 SIGNIFICANT TEMPERATURE INVERSIONS

Strong inversions in pre-cold-front situations may be associated with strong low altitude jetwinds immediately above the ground. The main negative performance factor is caused by thedecrease in engine power resulting from the temperature rise. In case of known or forecasttemperature inversion corrections to the performance limits must be applied as per theOperations Manual (Part B).

At night during the spring and summer months strong jet winds can occur close to the ground.This Windshear is caused when radiation cooling reaches maximum and a moderate to strongpressure gradient exists.

Lake and sea breeze Windshear is caused by the differential heating rate of land and waterunder conditions of strong solar radiation. The land heats more rapidly than the sea. When theoff-shore component of the prevailing surface wind is not too large and the temperaturedifference is big enough warm air is rising over the land and will be substituted by colder airfrom the sea. It begins as a light breeze in the mid-morning and increases through the day to 15Kt up to a height of 1'200 ft and often moves up to 50 km inland. With moist and unstable airover the land a sea breeze front with characteristics of thunderstorms may occur.

At night the sea breeze will change to a land breeze because the radiation cooling from the landsurface occurs more rapidly than over the sea. The temperature differences at night are smallerthan during the day and therefore the land breeze is not as strong as the sea breeze.

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Normally only moderate Windshear is caused by a land or sea breeze. But, together with amicroburst when both phenomena strengthen each other, strong Windshear may occur.

Flight crews must be aware of sea breeze Windshear especially on flights to islands in summertime where the runways are often close to the shore. Generally airfields near the coast will bemore affected than those inland.


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8.3.9 WAKE TURBULENCE

8.3.9.1 GENERAL

Wake turbulence is generated by a pressure exchange between the lower and upper surface ofthe wing. This pressure exchange causes counter rotating vortices trailing from the outer wingtips. The larger the aircraft the larger those vortices will be. The wake of a large aircraft maygenerate large control inputs on an aircraft flying in the area behind it. Those control inputs mayexceed the roll control capability of the following aircraft. The pilot must be aware of thelocation on the vortex flow generated by a preceding aircraft and adjust his flight pathaccordingly.

Tests with large / heavy aircraft have shown that the vortex flow field – in a plane cuttingthrough the wake at any point downstream – covers an area about twice the wing span in widthand one wing span in depth. The vortices from the two tips remain spaced and will drift with thewind.

The vortices will sink with a rate of descent of 400 – 500 fpm. There is a tendency that thevortices will “level-off” about 800 – 1,000 ft below the flight path of the vortex-generating aircraft.Vortex strength diminishes with time and distance behind the aircraft.

Vortex generation will begin on rotation when the nose wheel lifts off the ground and ends,when the nose wheel touches down on landing. In conditions with very weak or calm winds, theremaining vortices from a landing aircraft may persist up to 5 minutes or even longer.

All this has prompted national authorities and ICAO to establish minimum separation criteria.

8.3.9.2 WEIGHT CATEGORIES FOR WAKE TURBULENCE SEPARATIONS

WEIGHT CATEGORIES FOR WAKE TURBULENCE

WEIGHT CATEGORY ICAO (MTOW) UK (MTOW)

HEAVY (H) > 136, 000 Kg > 136, 000 Kg

MEDIUM (M) 7,000 – 136,000 Kg 40,000 – 136,000 Kg

SMALL (S) NA 17,000 – 40,000

LIGHT (L) <7,000 Kg <17,000 Kg

Note 1: Some types such as the B757, which crates vortices as strong as heavy aircraft butwith a MTOW of less than 136 tons shall be considered as H-Category.

Note 2: Eurocypria is compliant with UK Vortex Separation Standards as per the tables in GB8.3.9.2. However, in the composition of ICAO flight plans, ICAO weight categories shallbe used.

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8.3.9.3 SEPARATION MINIMA

Wake turbulence separation minima given below define a minimum separation time betweentwo aircraft during take-off and landing to cope with wake turbulence

DEPARTING AIRCRAFT

• Departing from the same runway or from parallel runways less than 760 mtr apart:

LEADING AIRCRAFT FOLLOWINGAIRCRAFT

MINIMUM SPACINGTIME

HEAVY MEDIUM

(departing form sametake-off position)

2 minutes

HEAVY

(full length take-off)

MEDIUM

(depart from anintersection)

3 minutes

• Operations on a runway with a displaced threshold if the projected flight paths areexpected to cross

LEADING AIRCRAFT FOLLOWINGAIRCRAFT

MINIMUM SPACINGAT TIME AIRCRAFTARE AIRBORNE ORTOUCHED-DOWN

HEAVY(arrival)

MEDIUM(departure)

2 minutes

HEAVY(departure)

MEDIUM(arrival)

2 minutes

• Operations on crossing and diverting runways or on parallel runways greater than 760 mtrapart. The spacing below is to be applied whenever the projected flight paths of the aircraftcross:

LEADINGAIRCRAFT

FOLLOWINGAIRCRAFT

MINIMUMDISTANCE

TIMEEQUIVALENT

HEAVY MEDIUM 5 NM 2 minutes

MEDIUM MENIUM 3 NM 2 minutes


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• Opposite direction runway operations:

A minimum of 2 minutes shall be applied between a Medium and a Heavy aircraft whenthe Heavier aircraft is making a low or missed approach and the Lighter aircraft is:

• :Utilising an opposite direction runway for take-off, or

• Landing on the same runway in the opposite direction, or

• Landing on a parallel opposite direction runway separated by less than 760 mtr.

RADAR SEPARATION (ARRIVING AIRCRAFT)

LEADING AIRCRAFT FOLLOWING AIRCRAFT MINIMUM DISTANCE

HEAVY MEDIUM 5 NM

MEDIUM

(note)MEDIUM 3 NM

Note: Where the leading Medium aircraft is a B757 the minimum distance shall beincreased to 4 NM.

Usually ATC uses the following separation criteria for approaches onto the same runway:

LEADING AEROPLANE FOLLOWING AEROPLANE SEPARATION

HEAVY (H) H

ML

4 NM

5 NM6 NM

MEDIUM (M) H

ML

3 NM

3 NM4 NM

LIGHT (L) HM

L

3 NM3 NM

3 NM

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NON RADAR SEPARATION

Apart from the above standards for vortex separation, the controller / Commander may arrangefor a larger separation in calm conditions or for other terrestrial factors which might enforce /retain the vortex energy for a longer time. The same may apply for operations into parallel ornear parallel runways, where the danger may exist in crosswind situations, that vortices areencountered from a preceding aircraft approaching / departing on / from the parallel runway.

On the other hand separation may be reduced in strong crosswind conditions when operatinginto / from single runway environments.

In case adequate separation cannot be provided or when vortices are encountereddespite adequate separation, the following should be remembered:

• During approach / landing behind a vortex generating aircraft, try to land at a touch downpoint at the runway past the touch down point of the heavier aircraft, if runway lengthpermits.

• When taking-off, remember the lift off point of the preceding aircraft. If possible arrangeyour lift off point well before the lift off point of the preceding aircraft. If this cannot be done,it consider delaying the take-off for some seconds, depending upon the size of thepreceding aircraft and wind conditions on ground.

• When approaching behind a vortex generating aircraft, it should be realised, that flyingabove the flight path of the preceding aircraft means to avoid the vortex zones, at leastuntil short of touch down.

• Be prepared to abandon the approach using proper Operations Manual (Part B) techniqueincluding use of maximum thrust / power.


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Wake Turbulence

Wake turbulence could descend into the circuit of another airport.

The following figures may illustrate the problem of wake vortices:

Figure 1A – Vortices

Watch for:

• Calm or stable air,

• A light cross wind or tail wind which could keep a vortex on the runway,

• Turbulence drifting to another runway.

Known VFR traffic will be advised of heavier group aircraft when they may be affected.

aircraft and vehicles will also be cautioned about wake turbulence whenever the potential for itexists.

Controllers will caution taxiing aircraft and other vehicles manoeuvring behind a heavy aircraft.

Rolling take–off by a heavy aircraft will not be approved if its jet engine blast may be hazardousto a following aircraft or vehicle, or to taxiway lights.

Helicopters hovering or airborne while taxiing should be kept well clear of light aircraft

Figure 1B – Vortices

Figure 1B

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Figure 2 – Wake Turbulence Separation Minima for Crossing and FollowingAircraft


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Figure 3 – Cautionary VFR and Visual Approaches

Figure 4 – Separation by Time Intervals

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Figure 5 – For Opposite Direction Aircraft

8.3.9.4 WAKE TURBULANCE REPORTINGEurocypria pilots are required to report any encounters of wake turbulence on the relevant form(see sample at Appendices 1.13) which can be found in the aircraft spare forms wallet. As waketurbulence is also considered mandatory reporting occurrence, an ASR must also be filed andthe wake form should be attached on it. Please submit in the same manner as an ASR. Uponreceipt, the company will in turn submit the form to the Authority of the State the incidentoccurred for further evaluation.

8.3.10 CREW MEMBERS AT THEIR STATIONS

8.3.10.1 FLIGHT CREW MEMBERS

GENERAL

During take-off and landing each flight crew member on duty shall be at his assigned stationand seat.

During the cruise phase of flight each crew member required to be on flight deck duty shallremain at his station unless his absence is necessary for the performance of his duties inconnection with the aircraft’s operation, or for physiological needs, provided that at least onesuitably qualified pilot remains at the controls of the aircraft at all times. A required flightcrew member, absent for one of the reasons as stated above, shall return to his station asexpeditiously as possible.

CAUTION: When one pilot leaves the flight deck, the other pilot is required to check his audioselector panel for proper setting, put his head sets on and secure himself with the shoulderharness.Supernumerary flight crew members may be requested by the Commander to occupy anassigned station on the flight deck whenever the Commander deems such course of actionnecessary, in the interest of safety.

The Commander must ensure that the cabin is secure for departure before the take-off iscommenced. The SCCM will report that the cabin is secure for take-off and the Commander


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must acknowledge this report. The SCCM will move the cabin status indicator to “Ready ForTake-Off” (for the correct report wording refer to 8.1.8.4)

STERILE COCKPIT

The most critical phases of a flight are take-off, approach and landing. These phases of highworkload require maximum concentration and alertness from the pilots.

In order to meet this high level of concentration, when flying below 20,000 ft / FL200, flight crewmembers must avoid:

• Distractions,

• Personal conversations and non-essential communications,

• Deviation from Standard Operating Procedures,

• PAs, unnecessary paperwork and company calls.

USE OF HEADSETS

Headsets must be worn by all pilots from the engine start phase until after passing FL200 andfrom top of descent until engines shutdown. Head sets shall always be used as per theCAUTION note in GENERAL part of this paragraph. Above FL200 the flight deck loudspeakersmay be used, however, wearing of headsets is highly recommended at times of high ATCcommunication density, low communication quality or when one of the required crewmembersis using a different communications source (i.e. VHF 3 for weather reports, public address etc.).It is recommended that the headsets are worn until top of climb.

8.3.10.2 CABIN CREW MEMBER

All cabin crew members are to be seated at their assigned duty stations during take-off andlanding, and whenever so instructed by the aircraft Commander in the interest of safety. CabinCrew seating positions are determined so that they are:

• Close to a floor level exit,

• Able to provide a good view of the areas of the passenger cabin for which the Cabin Crewmember is responsible, and

• Evenly distributed through the cabin, in the above order of priority.

8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS

8.3.11.1 CREW MEMBERS AND OCCUPANTS OF THE FLIGHT DECK

During take-off and landing, and whenever deemed necessary by the Commander in theinterest of safety, each crew member shall be properly secured by all safety belts andharnesses provided. During all other phases of the flight, each flight crew member on the flightdeck shall keep his safety belt fastened while at his station.

All provisions of this paragraph apply to any other occupant of the flight deck not being a flightcrew member (see GB 8.3.12).

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8.3.11.2 PASSENGERS

The Commander shall instruct and brief the passengers or have them instructed / briefed (GB8.3.16) and ensure or be assured that each passenger on board:

• During taxiing,

• Before and during take-off or landing,

• Whenever deemed necessary in the interest of safety,

occupies a seat or berth with his safety belt, restraining belt or, where provided, harnessproperly secured.

Note 1: It shall be recommended to passengers to keep, when occupying their seats, theirsafety / restraining belts / harnesses secured during the entire flight.

Note 2: Handling staff, cabin crew and the Commander shall ensure that multipleoccupancy of aircraft seats may only be allowed on specified seats and does notoccur other than by one adult and one infant who is properly secured by asupplementary loop belt or other restraint device (see also GB 8.2.2.2).

8.3.11.3 SECURING OF BELTS, HARNESSES

At each unoccupied seat or berth, the safety belt / restraining belt and shoulder harness, ifinstalled, shall be secured so as not to interfere with crewmembers in the performance of theirduties or with the rapid egress of occupants in an emergency.


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8.3.12 ADMISSION TO FLIGHT DECK

POLICY

Eurocypria flight crew members must be able to perform their duties with as little disturbance aspossible. Normally, no other persons should be in the flight deck or occupy a flight deckobserver’s seat during flight. Exceptions to this policy are listed below.

Provided only that the safety of the aircraft will not be compromised, authorised inspectors fromthe Competent Authority are permitted to enter and remain on the flight deck in flight when anobserver seat is available, for the performance of their official duties.

TRAVEL ON FLIGHT DECK

No person other than the required flight crew members assigned to a flight, shall be admitted to,or carried on the flight deck unless the commander himself or his designated deputy is presenton the flight deck, and unless that person is / are:

• A member of the operating cabin crew,

• Employee(s) of the airline or the operator,

• Member(s) of immediate family of the operating crew,

• Authorised Inspector(s) from the Authority,

• Employee(s) of other aeronautical authorities or foreign aeronautical authorities /organisations or maintenance contractors performing their duties,

• Any other person, subject to authorisation by the Operations Manager.

The final decision regarding the admission to the flight deck of persons included in the abovecategories rests with the Commander, who shall request credentials or proof of identification ofsuch persons before granting approval.

In the interest of safety, admission to the flight deck shall not cause distraction and / or interferewith the conduct of the flight.

The Commander shall deny access to persons with statutory right to enter and remain on theflight deck, only if he deems this necessary in the interest of safety.

SPECIAL REQUIREMENTS FOR FLIGHTS WITHIN UK AIRSPACE

No persons other than members of the aircraft’s flight crew or cabin crew or employees of theaircraft operator travelling for reason of company matters (positioning), shall be present on theflight deck whilst the aircraft is flying within the airspace of the United Kingdom.

CREW ACCESS TO FLIGHT DECK

Flight deck doors shall be kept locked at all times during flight, except when required to beopened for essential entry to or egress from the flight deck. Flight crew members shall not leavethe flight deck during flight, save for reasons of health (including physiological needs), safety, orsecurity.

Operating cabin crew members wishing to enter the flight deck may do so only after obtainingpermission from a member of the flight crew.

Appropriate procedures detailing communication between cabin – flight deck and access toflight deck, including procedures for locking / unlocking flight deck doors, will be amendedperiodically and will be circulated to all crew members concerned, as required from time to time.

GB (OM A)

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PASSENGER VISITS TO THE FLIGHT DECK

Passengers other than those listed in 8.3.12.2, are not allowed to visit the flight deck at anystage of the flight.

8.3.13 USE OF VACANT CREW SEATS

GB 8.3.12 contains the relevant provisions as to the disposition of vacant crew seats on theflight deck. GB 8.3.13 contains the relevant provisions as to the disposition of vacant crew seatsin areas other than the flight deck. The final decision as to the disposition of other vacant crewseats other than those located on the flight deck (e.g. cabin crew seats), again rests solely withthe Commander. Normally, such permission will only be granted to employees of the operator,or of other operators, or to employees of aeronautical or other authorities, holding reduced faretransportation. Crew seats (e.g. crew rest seats on a non-passenger carrying deck) which arenot certificated for occupation by crewmembers during take-off / landing or specified otherphases of flight (e.g. because of emergency evacuation problems), shall, or course, not beoccupied by other persons during such phases of flight. Vacant crew seats (except those on theflight deck), in order to be occupied by other persons, shall at least meet the emergencyrelevant requirement for passenger seats (oxygen, seat belt/ harness, instruction card,accessibility to all verbal or other instructions given to passengers by cabin or flight crew at alltimes, visibility of exits signs). The Commander shall not grant permission for occupation of avacant crew seat located at an emergency exit to any person who must be denied seating atsuch exit in accordance with GB 8.2.2.2, or to any other person lacking sufficient strength ordexterity to operate and open the emergency exit, to exit expeditiously, and to assist others ingetting off an escape slide (if any).

A full fare passenger can be carried on a cabin vacant crew seat for compassionate purposesonly and after the permission of the operating captain.

The crew member responsible for safety in the cabin shall brief a person who has been grantedpermission to occupy a vacant crew seat on all safety relevant aspects connected with that seatand, if is at an emergency exit, on how to operate and open the door in an emergency(stressing, however, that the door shall be opened only after the appropriate command hasbeen given).


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8.3.14 INCAPACITATION OF CREW MEMBERS

8.3.14.1 DEFINITION

Incapacitation of a crew member is defined as any condition which affects the health of a crewmember during the performance of duties, associated with the duty / position assigned to him,which renders him incapable of performing the assigned duties.

The definition includes either total or partial incapacitation, which does not allow the fulfilment ofduties in the “normal” way.

8.3.14.2 GENERAL

In-flight pilot incapacitation is an important safety hazard and has already caused manyaccidents.

Incapacities have occurred more frequently than other emergencies, which are the subject ofextensive training (such as engine failure, cabin fire, etc.). Aviation history and statistics indicatethat incapacities may occur in all age groups and during all phases of the flight. There are manyforms of incapacitation ranging from obvious sudden death to a lingering and difficult to detectpartial loss of functions.

8.3.14.3 TYPES OF INCAPACITATION

OBVIOUS INCAPACITATION

• Means total functional failure and loss of capabilities. This generally will be easilydetectable and will be a prolonged condition. Among the possible causes are heartdisorders, severe brain disorders, severe internal bleeding, etc.

SUBTLE INCAPACITATION

• This may be considered a more significant operational hazard, because it is difficult todetect and the effects can range from partial loss of functions to completeunconsciousness. Possible causes might be minor brain seizures, hypoglycaemia (lowblood sugar), other medical disorders or preoccupation with personal problems. Since thecrew member concerned may not be aware of, or capable of rationally evaluating hissituation, this type of incapacitation is very dangerous!

8.3.14.4 CAUSES AND EFFECTS

As explained before, incapacitation may range from minor cases of physiological upsetsassociated with intercurrent mild disease or mental stress, which may result in, reduced levelsof judgement or physical co-ordination up to a complete collapse.

The causes for a mild incapacitation include:

• Body pains such as toothache, headache, gastro-enteritis, the delayed effects of alcohol,drugs or medication, common disorders such as a cold, etc.

• Heart troubles, an acute infection, thrombosis, epilepsy, hypoglycaemia (extremely lowsugar level) and others belong to the more serious causes of a sudden collapse. At leastone incident is known, where a crew member had a heart attack right after his aviationmedical examination, so a passed medical exam is not a guarantee!

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It is obvious that a healthier lifestyle may reduce the number of occurrences of crew memberincapacitation.

This includes avoidance of drugs, moderate consumption of alcohol, adequate rest time, and itsproper use for recreation, adequate sleep and nutrition but also the avoidance of stress in yourbusiness and private life.

GB 6.1 covers the subject of health precautions.

8.3.14.5 RECOGNITION OF AN INCAPACITY

An early recognition of incapacity is of utmost importance. A silent collapse will hardly bedetected during normal activities (for instance during the cruise phase of a flight), ascommunications may sometimes be reduced to a minimum. This requires that all crewmembersmonitor each other very closely.

“Closely” means observing the other crewmembers for any “abnormal” reaction / action orbehaviour. One good method is to use the so-called “Two Way Communication Rule”. Thissimply means, that the other crew member(s) must answer one crew member’s comment.

If, for instance, the pilot-non-flying (PNF) reports the aircraft being left of course, it is essential,that the pilot flying (PF) not only corrects this problem but also confirms this verbally. If acrew member doesn’t answer any question or checklist item in the normal way, there is reasonto believe that there might be the beginning of a subtle incapacitation.

At the worst he may simply have fallen asleep.

Other symptoms of the beginning of an incapacitation are:

• Incoherent speech,

• Strange behaviour,

• Irregular breathing,

• Pale fixed facial expression.

If any of these are present, incapacitation must be suspected and action taken to check thestate of the crew member.

Actions to be taken when incapacity is recognised:

First Step:

• Take over control of the aircraft by announcing, “I have control”,

• Engage autopilot,

• Declare an urgency or emergency, whichever is applicable,

• If possible have the incapacitated cockpit crew member removed from his seat. In anycase his seat should be moved fully back to prevent Obstruction of flight controls,switches, levers, etc. The help of other crewmembers or passengers might be required,

• If necessary, reset COM and NAV to your side.

Second Step:

• Take care of the incapacitated crew member by trying to provide first aid (ask if doctors orother medical persons are aboard)

• Arrange a landing as soon as practicable after considering all pertinent factors


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• Arrange medical assistance after landing, giving as many details about the condition of theaffected crew member as possible

Third Step:

• Prepare for landing (cockpit and cabin), but do not press for a hasty approach,

• Perform approach checklist earlier than normal (request assistance from othercrewmembers or “capable” persons),

• Request radar vectoring and make an extended approach, where possible, to reduceworkload,

• For landing do not change seats, fly the aircraft from your normal position,

• Organise work after landing; this will include:

• Depending on the situation, a change of seats for taxiing in, but only after the aircrafthas come to a complete stop,

• Arrangements for the parking of the aircraft,

• Having the incapacitated crew member offloaded to the ambulance as quickly aspossible.

The Company Operations department must be kept informed at all times regarding the abovecircumstances for immediate relay to the Operation Manager.

8.3.14.6 SUMMARY

The problems involved with incapacitation of crew members may be summarised asfollows:

• If you do not feel well, say “NO” before the flight,

• Remember, that the best medical examination as well as a healthy lifestyle still does notguarantee that an incapacitation during flight will not happen to you or to your other crewmembers,

• The “Two Way Communication Rule” must be used in order to have a chance of detectingany incapacitation in time. Take notice of any abnormal or unusual action of another crewmember, as this might also be an indication of the onset of incapacitation.

• Once an incapacitation is identified, remember the three basic steps:

Step 1: Take over the aircraft and bring it under your control.

Step 2: Take care of the incapacitated pilot (either have him removed from his seat orsecured so that he will not interfere with the controls).

Step 3: Prepare for landing.

Finally, it is emphasised that incapacitation requires special actions using the good judgementof the crew member left in command of the aircraft.

GB (OM A)

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8.3.15 CABIN SAFETY REQUIREMENTS

The provisions of GB 8.2.2.2 (Allocation of seats), GB 8.2.2.3 (Sick, disabled and handicappedpassengers), GB 8.2.2.4 (Transportation of inadmissible passengers, deportees), GB 8.2.2.5(Permissible size and weight of hand baggage), GB 8.2.2.6.3 (Securing of load, cabin), GB8.2.2.7.4 (Live animals), GB 8.2.3 (Procedures for the refusal of embarkation and removal ofpassengers), GB 8.3.11.2 (Seat belts / passengers), GB 8.3.13 (Use of vacant crew seats) andGB 8.3.16 (Passenger briefing) relate, more or less directly, to cabin safety.

The procedures to be followed during Passenger embarkation and disembarkation are outlinedin GB 8.2.2.1, the operation of aircraft doors in GB 8.2.2.12.

The procedures in the event of fuelling with passengers embarking or disembarking or on boardhave been described in GB 8.2.1.2.

Of cabin safety relevance, in the wider sense, are GB 8.8 (Oxygen requirements), GB 9.0(Dangerous goods and weapons), GB 10.0 (Security, procedures for handling crime on board),Operations Manual (Part B) 3.1 (Abnormal and emergency procedures: Provisions relating tofire and smoke drill respective unpressurised / partly pressurised flight), Operations Manual(Part B) 11 (Emergency evacuation procedures).

Note 1: In the following provisions, the term “cabin crew member” shall be substituted by“appropriate crew member” as far as the operation of aircraft, not requiring thecarriage of cabin crew member(s), is concerned.

8.3.15.1 GENERAL

Legal provisions require all crewmembers not to perform any activities dur ing critical phases ofthe flight other than those required for the safe operation of the aircraft.

This means that all cabin crewmembers shall, in the critical phases during taxiing and prior totake-off / landing, concentrate on their designated task of securing the cabin and shall, ifnecessary, firmly and politely refuse service requests by the passengers.

On the other hand, cabin crewmembers shall in these flight phases refrain from distracting theflight crewmembers from concentration on their duties (unless safety requires such detraction),and shall assist the flight crew by providing, in due time, the “CABIN SECURE” or the “CABINNOT SECURE” report.

8.3.15.2 CABIN CREW BRIEFING

A cabin crew briefing shall be conducted by the Commander if considered necessary prior tothe flight or series of flights (if to be operated on the same day by the same flight deck crew /cabin crew). He will inform his crew of particulars (e.g. known deficiencies of cabin / safetyequipment, special passengers / load, expected meteorological conditions, etc.) and eventspertinent to the operation of the flight.

Whenever a tour of duty for the whole crew begins at home base (duty after crew rest) theCommander or the senior cabin crew member will check that the cabin crew is proficient in andfamiliar with the relevant emergency items and procedures.

The Commander, or by delegation of the Commander, the senior cabin crew member willconclude the cabin briefing by allotting, to each individual cabin crew member, the tasks thatcrew member is to perform on board and the station he is to occupy prior to / during / aftertake off and landing (emergency station).


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Any decision to replace a cabin crew member as a result of inadequate SEP knowledge restswith the captain who will consider:

(i) SCCM’s report/recommendations.

(ii) Own personal assessment of the individual’s performance.

8.3.15.3 PRIOR TO BOARDING OF PASSENGERS

Maintenance personnel shall mark inoperative emergency exits in accordance with theprovisions laid down in the MEL (see Operations Manual (Part B) (AOM).

On taking over their aircraft at the beginning of a day’s flight or series of flights the cabin crewshall check the type – specific (see Operations Manual Part B – AOM) cabin emergencyequipment using a checklist. Equipment found at a wrong place shall be re-stowed at theappropriate location. Switching and thereby checking of emergency exit lights shall beperformed as early as possible to ensure sufficient time for repair in case of malfunction. Oncompletion of the check list the senior cabin crew member will advise the Commander of anydiscrepancies so that these may be rectified or, if this is not practicable, entered in the aircrafttechnical log.

Note: MEL “No – Go” deficiencies must be rectified before flight.

In the interest of hygiene and passenger comfort / well-being the cabin crew members shallcheck that the cabin (inclusive of lavatories and galleys) has been cleaned and tidied upappropriately. They shall keep in mind that the appearance of the cabin’s interior at boardingshapes the Company’s public image.

Safety and courtesy render it necessary to ensure that no unstowed catering, galley or otherequipment / load inconveniences boarding passengers nor impedes the orderly flow ofboarding.

8.3.15.4 PRIOR TO TAXIING

After passenger boarding and closing of all doors and, where applicable, after the appropriateannouncement by the SCCM for arming the doors, each cabin crew member shall ensure thateach assisting means for emergency evacuation, that deploys automatically, is armed at thedoor(s) and emergency exit(s) for which he has been designated responsible (the respectiveOperations Manual - Part B may prescribe a cross check between different stations).

Cabin crewmembers must check if the seating of handicapped passengers, children, infantsand persons in custody complies with the provisions of GB 8.2.2.2; if not, they must arrange fortheir re-seating.

Cabin crew members shall ensure that all passengers are seated with their safety belt / harnessproperly secured (see GB 8.3.11.2), that no food, beverage or tableware is located at anypassenger seat and that food and beverage trays as well as passengers backrests are in theupright position. In addition, it shall be ascertained that all passenger and crew baggage,catering equipment and other cabin load is properly secured (see GB 8.2.2.6.3) and stowedwhere it cannot impede evacuation or cause injury by falling or other movement. Overheadbins, if installed, shall be closed.

The cabin crew shall strictly enforce the “NO SMOKING” instruction, given in accordance withGB 8.3.16.

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All exits and escape paths shall be unobstructed. If it is necessary to pass through a doorway orcurtain to reach any required emergency exit from any passenger seat, the door or curtain shallbe secured in the open position.

All relevant emergency equipment shall remain easily accessible for immediate use.

Prior to taxiing, the cabin crewmembers shall occupy their assigned stations and fasten theirsafety belts and, if installed, their harnesses. Furthermore, any activity, which could distract anyflight crew member from his duties, is not authorised.

Thus flight crew members are not to enter or call the cockpit except in the event of anemergency of for a safety related problem (see GB 8.3.10 and GB 8.3.11.1).

8.3.15.5 PRIOR TO TAKE-OFF

At night, the cabin lights shall be dimmed in order to improve the night vision of cabin staff andpassengers.

The senior cabin crew member, having received the appropriate cabin report from each cabincrew member shall report “CABIN SECURE” to the flight crew confirming:

• Passengers seated with seat belts fastened, backrests upright and tables / trays in stowedposition,

• Equipment and baggage properly secured, galleys and lavatories checked, locked,secured, stowage spaces and bins closed,

• All exits and escape paths unobstructed, curtains and doors (see GB 8.3.15.4) secured inthe “open” position,

• All doors “FLIGHT” condition,

• Cabin lights dimmed (night),

• Passenger briefing (see GB 8.3.16) completed.

The Commander shall acknowledge the “CABIN SECURE“ report.

Before take-off, the pilot non flying (PNF) shall make an announcement in order to alert thecabin crew members.

8.3.15.6 IN-FLIGHT

After take-off all cabin crewmembers shall remain seated with seat belt / harnesses fasteneduntil the “FASTEN SEAT BELT” signs have been switched off unless the senior cabin crewmember has obtained the permission of the Commander to start the service earlier. Whenencountering turbulence in flight and the “FASTEN SEAT BELT” sign has been switched on, thesenior cabin crew member for his staff may obtain exemption from this obligation. Whennecessary, the flight crew will instruct the cabin crew members to fasten seat belt, by using thepublic address system. Unless the degree of suddenly encountered turbulence renders it toodangerous, cabin staff shall, in case of turbulence, ensure that baggage and other load is re-stowed and secured so as not to cause injury by falling or other movement.

For fire avoidance / detection cabin staff shall conduct regular checks and observe the followingprovisions: They shall

• Enforce strict observation of the “NO SMOKING” sign,

• Look out for passengers, who have fallen asleep while smoking,


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• Search trays for cigarettes and cigars before stowing. They shall never dispose of burningcigarettes/ cigars in waste boxes,

• Restrict spreading of papers by passengers on the cabin floor,

• Check lavatories for signs of smoke, and open flaps of waste boxes (automatic fireextinguishers!), check the temperature of the hot water and the proper working of electrictoilet appliances. These checks shall be made at intervals of 15 minutes when infrequentuse of lavatories may prevent detection by passengers.

When it becomes necessary to administer first aid oxygen the cabin staff must inform the flightcrew who will switch on the “NO SMOKING” sign.

When discovering a container with combustible or quickly vaporising fluid, cabin crewmembersmust place the container into crushed ice (not dry ice!) and inform the Commander who willswitch on the “NO SMOKING” sign and request passengers verbally to stop smoking.

Also refer GB 9.1.4.

Note 1: All breakdowns or malfunctions of electrical equipment in the cabin shall beimmediately reported to the flight crew. Cabin crew members should be aware ofthe fact that resetting of circuit breakers, without knowing the reason of thefailure, increases the fire risk.

Note 2: For the security aspect of serving alcoholic beverages to passengers, refer toGB 8.2.3.

Note 3: All occurrences, which may affect the safety of the operation and the well-beingof the passengers, shall be immediately reported to the flight crew, e.g. illnesson board, unusual noise, odour and other observations.

Note 4: For a bomb warning during flight, refer to GB 10.0.

8.3.15.7 COCKPIT – CABIN EMERGENCY COMMUNICATIONS (NITS)

In cases of abnormal emergency conditions in flight necessitating an in-flight return or diversion,the captain will call the SCCM in the cockpit and advise him/her of the following:

N ature of the emergency

I ntention of the cockpit crew to divert or return

T ime remaining for cabin crew to complete their landing checks

S pecial advise or precautions to be taken by cabin crew for the remainder of the flight or onlanding, and decision who is to make the emergency announcement to the passengers.

8.3.15.8 PRIOR TO LANDING

The “FASTEN SEAT BELT” signs will be switched ON at Top Of Descent or at a time(prearranged between the Commander and the senior cabin crew member) which will enablethe cabin staff to conclude passenger services and to prepare the cabin for landing. The cabincrewmembers, after securing and locking galleys and lavatories, shall ascertain that allpassengers are safely seated and that all baggage / load has been properly re-stowed.

At this stage of the flight, all provisions outlined in GB 8.3.15.4 and GB 8.3.15.5 must again beobserved by the cabin crew members. They shall, on receipt of instruction from the flight deck

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occupy their designated stations and fasten seat belts / harnesses (see GB 8.3.10 and GB8.3.11.1).

The senior cabin crew member, having received the appropriate cabin report from each cabincrew member shall report “CABIN SECURE” to the flight crew.

The Commander shall acknowledge the cabin secure report.

8.3.15.9 AFTER LANDING

After the aircraft has touched down cabin staff shall ensure that the passengers remain seatedwith their seat belts fastened until the final parking position has been reached and the engineshave been switched off. Immediately before reaching that parking position, and upon instructionfrom the flight deck, each cabin crew member shall ensure that the automatically deployingmeans for emergency evacuation, at the door(s) / emergency exit(s) he has been designatedresponsible for, are armed or disarmed as prescribed in the type specific instructions of theOperations Manual (Part B). For opening of doors refer to GB 8.2.2.12, for disembarkation toGB 8.2.2.1.

8.3.15.10 SMOKING ON BOARD

In order to minimise fire hazards, smoking is prohibited in an aircraft:

• Whilst it is parked on the ground,

• During taxiing and the critical phases of take-off and landing,

• Outside designated smoking areas, in the aisle(s) and the toilet(s),

• In cargo compartments and / or other areas where cargo is carried which is not stored inflame resistant containers or covered by flame resistant canvas,

• In those areas of the cabin where oxygen is being supplied,

• When there is any smell of fuel or other flammable liquid,

• When there is no crew member in the cabin, and

• Whenever deemed necessary be the Commander in the interest of safety.

See also GB 8.2.2.18.


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8.3.16 PASSENGER BRIEFING PROCEDURES

Legal provisions prescribe that passengers shall be briefed on all safety relevant matters

• Verbally and by demonstration (or by an audio visual presentation),

• By means of a safety briefing card,

• By means of pictograms or signs.

8.3.16.11 MEANS FOR BRIEFING PASSENGERS

As a means for the prescribed verbal briefings legal provisions prescribe the installation of apublic address system on all aircraft with a maximum approved passenger-seating configurationof more than 19 passengers. This system must operate independently of the interphonesystems, must be readily accessible for immediate use from each required flight crew memberstation, be capable of operation within 10 seconds by a cabin crew member at each stationfrom which its use is accessible and must be audible and intelligible at all passenger seats,toilets, cabin crew seats and work stations.

Note 1: For each required floor level passenger emergency exit, which has an adjacentcabin crew seat, there must be a microphone, which is readily accessible to theseated cabin crew member. One microphone may serve more than one exit only ifthe proximity of the exits allows unassisted verbal communication between seatedcabin crewmembers.

For use by crewmembers during an emergency evacuation the installation of one or more (seeMEL) megaphone(s) as a backup means for verbal briefing is prescribed on passenger carryingaircraft with a maximum approved passenger seating conf iguration of more than 60. Where onemegaphone is required, it should be easily accessible from a cabin crew member’s assignedseat; where two or more megaphones are required they should be suitably distributed in thepassenger cabin and be readily accessible to crewmembers assigned to direct an emergencyevacuation.

Briefing by visual means: Each passenger shall be provided, as soon as seated, with a safetybriefing card which provides, by means of a pictorial presentation, information and detailedinstructions on the use of emergency equipment’s and exits intended to be used bypassengers. Pictorial placards (pictograms) and picture type instructions shall indicate thelocation and the use of emergency installations. Visual means for passenger briefing includethe “FASTEN SEAT BELT” and the “NO SMOKING” signs the installation of which is prescribedon all aircraft where the Commander cannot see all the passenger seats from his own seat.

GB (OM A)

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8.3.16.12 CONTENTS AND TIMING

PRIOR TO EMBARKATION

At check–in, passengers shall be briefed on which articles are prohibited to be carried on theirperson, in their hand baggage or even in checked baggage (see GB 9.1.3.2). They shall bebriefed on the permissible size and weight of their hand baggage (see GB 8.2.2.5).

Prior to boarding they shall be briefed on the “NO SMOKING” requirement and on all otherprovisions relevant to their safety before and during their embarkation (see also GB 8.2.2.1).

PRIOR TO TAKE–OFF

When the aircraft’s doors have been closed and armed, a designated crew member shallbrief the passengers on the following provisions / regulations / procedures:

• Observation of the “NO SMOKING” signs which have remained switched ON, the aircraftbeing on the ground, prohibition of smoking during flight,

• Backs of the seats to be in the upright position and tray tables stowed,

• Location of the emergency exits,

• Location and use of floor proximity escape path markings,

• Stowage of hand baggage,

• Ban of the operation of any portable electronic device that can adversely affect theperformance of the aircraft’s systems,

• Location and contents of the safety-briefing card.

The passengers shall be demonstrated:

• The use of safety belts and / or safety harnesses, including how to fasten and unfastenthese

• The location and use of oxygen equipment if such is required (see GB 8.8). Passengersshall also be briefed to extinguish all smoking material when oxygen is being used orsupplied

• The location and use of life jackets when the aircraft is planned to fly over water and at adistance of more than 50 NM from the shore, or to take-off or land at an airport where thetake-off or approach path is so disposed over water that in the event of a mishap there is alikelihood of ditching

CLIMB AND CRUISE

After take-off, the passengers shall be briefed, either verbally or by switching ON or OFFthe illuminated signs, on:

• The smoking ban,

• The use of safety belts and / or safety harnesses (which may again become necessary,e.g. when encountering turbulence in cruise flight). It shall be recommended thatpassenger, even if the “FASTEN SEAT BELT” sign has been switched off, keep their seatbelts fastened,


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PRIOR TO LANDING

The “FASTEN SEAT BELT” sign will normally be switched ON at top of descent or, in any case,in due time prior to landing in order to brief the passengers to occupy their seats, thus enablingthe cabin crewmembers to properly secure the cabin without disturbance.

The designated crew member shall verbally brief the passengers:

• On the imminence of approach and landing,

• On the requirement to observe the “FASTEN SEAT BELT” sign (i.e. to re-fasten safetybelts and / or safety harnesses), to stow the tray tables, to adjust the backrests of theseats to the upright position, and to re-stow hand baggage in its appropriate location

• On restrictions on the use of portable electronic devices.

AFTER LANDING

After landing the passengers shall be reminded, either verbally or by means of theilluminated signs, about:

• Keeping safety belts and / or safety harnesses fastened until the aircraft has come to a fullstop and the engines have been shut down

In addition, they shall be informed of all other provisions relevant to their safety duringdisembarkation.

EMERGENCY SITUATIONS

In an emergency, passengers shall be instructed in such emergency action as may beappropriate to the circumstances (see Operations Manual (Part B).

OPTIONAL PASSENGER ANNOUNCEMENTS

It is strongly recommended that Commanders maintain contact with their passengers in order toascertain that they receive the best service possible and are kept informed about details of theflight and deviations from normal operation.

The public address system (PA) is a very effective service tool. It should be used, subject toflight deck workload, to promote Eurocypria’s philosophy regarding passenger service.

As a matter of courtesy, a welcome announcement should be made to passengers afterembarkation and an announcement bidding good-bye before disembarkation. Otherannouncements should help to satisfy the passenger’s need for information.

Routinely, announcements should contain information on

• The planned route of flight,

• Cruising altitude, speed and OAT,

• The expected flight time,

• Possibly some technical details (take-off weight, fuel on board, etc.),

• Prior to landing: The local time and the weather at destination.

Special announcements should be made in order to explain departure or arrival delays, adiversion or abnormal events (e.g. lightning strike, a go-around, etc.). Usually, a flight crewmember will be designated responsible for the passenger announcement(s) however; cockpitworkload may render it necessary to delegate this task to a member of the cabin crew.

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Announcements should be coordinated with other crew members or ground staff whilst onground, in order to avoid duplication or contradiction of information.

It is preferable to inform passengers repeatedly by making brief announcements rather thanmaking few lengthy ones. However, care must be taken not to disturb passengers with routineinformation during late night hours where the passengers may be asleep, or while movies areshown on the In-flight Entertainment System.

In order to avoid monotony, announcements should be as varied as possible. The followinghints might be helpful:

• Introduce yourself before the first announcement,

• Stick to facts, use direct and simple expressions and well known geographical locations forposition information,

• Do not use technical terms, which passengers might not understand,

• Be cautious if using humour. Passengers might disagree on what is considered to beamusing.

• Avoid expressing opinions and expressions which could scare the passengers, such as“bad weather”, “heavy turbulence” etc. Instead, utilise “diplomatic” language and opt formilder expressions.

It is recommended to delegate to other crew members announcements in languages in whichone is not sufficiently fluent. In such cases coordination with the senior cabin crew member maybe necessary.


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8.3.17 PROCEDURES FOR AIRCRAFT OPERATED WHENEVER REQUIRED COSMICOR SOLAR RADIATION DETECTION EQUIPMENT IS CARRIED

Not Applicable.

8.3.18 INTERFERENCE WITH A/C RECORDERS

DFDR’s, QAR’s, CVR’s are not to be disabled by the crew, either by CB action or any othermeans unless specifically instructed to do so by flight operations or maintenance management.

NOTE: In the case of CVR ONLY due to the time limited data retention of 120 mins, thefollowing will apply in order to preserve important communications.

In the event of an incident where the commander considers that retention of cockpit/ATCcommunication is vital for further investigation he may pull the CVR C/B.

In doing so, commanders should record this action in the tech log and journey log and alsoobserve requirements as described in MEL p.23-4 item #10.

INFO: The CVR C/B is located on panel P18-2 RowD7

GB (OM A)

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8.4 - 1

2008 Eurocypria Airlines Ltd. Revision 6 / 14-Jul-2008

TABLE OF CONTENTS

Paragraph Page

8.4 ALL WEATHER OPERATIONS................................ ................................ ........ 28.4.1 GENERAL ................................ ................................................................ ....... 28.4.2 TERMINOLOGY DEFINITIONS................................ ......................................... 28.4.3 AERODROME OPERATING MINIMA................................ ................................ 58.4.4 LOW VISIBILITY PROCEDURES................................ ................................ ...... 5

8.4.5 LOW VISIBILITY PROCEDURE FOR TAKE-OFF AT AERODROMES NOTAUTHORISED FOR CAT II/III OPERATIONS ................................ ..................... 6

8.4.6 TRAINING AND QUALIFICATIONS................................ ................................ ... 6

8.4.7 MINIMUM EQUIPMENT................................ ................................ .................... 68.4.8 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN) . 6

GB (OM A)

8.4 - 2

OPERATING PROCEDURESALL WEATHER OPERATIONS

Revision 6 / 14-Jul-2008 2008 Eurocyp ria Airlines Ltd.

8.4 ALL WEATHER OPERATIONS

8.4.1 GENERAL

"All Weather Operations" means any take off or landing operations in conditions where visualreference is limited by weather conditions.

8.4.2 TERMINOLOGY DEFINITIONS

• Non-precision Approach and Landing. An instrument approach and landing which doesnot utilise electronic glide path guidance.

• Precision Approach and Landing. An instrument approach and landing using precisionazimuth and glide path guidance with minima as determined by the category of operation.

• Category 1 (Cat 1) Operation. A precision instrument approach and landing using ILS,MLS or PAR with a decision height not lower than 200ft and an RVR not less than 550 m.

• Final Approach. That part of an instrument approach procedure which commences at thespecified final approach fix or point, or where such a fix or point is not specified: at the endof the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified;or at the point of interception of the last track specified in the approach procedure;andends at a point in the vicinity of an aerodrome from which:

a landing can be made; or

a missed approach procedure is initiated.

• Circling. The term used to describe the visual phase of an instrument approach to bringan aeroplane into position for landing on a runway which is not suitably located for astraight-in approach.

• Minimum Descent Altitude/Height (MDA/H). A specified altitude/height in a non-precision or circling approach below which descent may not be made without visualreference.

• Decision Altitude/Height (DA/H). A specified altitude/height in the precision approach atwhich a missed approach must be initiated if the required visual reference to continue hasnot been established.

Note 1: Decision Altitude (DA) is referenced to mean sea level (MSL) and Decision Height(DH) is referenced to the runway threshold elevation.

Note 2: The Required Visual Reference means that section of the visual aids of theapproach area which should have been in view for sufficient time for the pilot to havemade an assessment of the position and rate of change of position in relation to thedesired flight path.

• Visual Reference, Non-precision Approach. An approach may not be continued belowMDA/MDH unless at least one of the following visual references for the intended runway isdistinctly visible and identifiable to the pilot:

o elements of the approach lights system;o the threshold;o the threshold markings;

o the threshold lights;o the threshold identification lights;


8.4 - 3


o the visual glideslope indicator;o the touchdown zone or markings;o the touchdown zone lights;

o runway edge lights; oro other visual references accepted by the Authority.

• Visual Reference, Category I Approach. A pilot may not continue an approach below theCategory I DA/H unless at least one of the following visual references for the intendedrunway is distinctly visible and identifiable to the pilot:

o elements of the approach lights system;o the threshold;o the threshold markings;

o the threshold lights;o the threshold identification lights;o the visual glideslope indicator;o the touchdown zone or markings;o the touchdown zone lights;or

o runway edge lights.

• Missed Approach Point (MAPt). That point in an instrument approach procedure at orbefore which the prescribed missed approach procedure must be initiated in order toensure that the minimum obstacle clearance is not infringed.

• Obstacle Clearance Altitude/Height (OCA/H). The lowest altitude (OCA), or alternativelythe lowest height above the relevant runway threshold or above the aerodrome elevationas applicable (OCH), used in establishing compliance with appropriate obstacle clearancecriteria.

• Obstacle Clearance Limit (OCL). The height above aerodrome elevation below which theminimum prescribed vertical clearance cannot be maintained either on approach or in theevent of a missed approach.

• Runway Visual Range (RVR). The range over which the pilot of an aeroplane on thecentreline of a runway can see the runway surface markings or the lights delineating therunway for identifying its centreline.

• Reported RVR. The RVR communicated to the commander of an aeroplane by, or onbehalf of, the person in charge of the aerodrome.

• Visual Approach. An approach by an IFR flight when either part or all of an instrumentapproach procedure is not completed and the approach is executed with visual referenceto terrain.Note: A visual approach may not be conducted when the RVR, or factored equivalent, isless than 800 metres.

• Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose ofensuring safe operations during Category II and III approaches and Low Visibility Take-offsby protecting sensitive areas and regulating the flow of air traffic when:

o the cloud ceiling is 200 ft or lower; or

o the RVR has dropped to 600 m or less.

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• Cloud Ceiling. The height of the base of cloud at an aerodrome which is sufficient toobscure more than half of the sky.

• Low Visibility Take-off (LVTO). A take-off on a runway where the RVR is less than 400metres. The commander must be satisfied that:

o the runway lighting and markings comply with OMA 8.1.3.2; ando Low Visibility Procedures are in force.

• Category ll Operation. A precision instrument approach and landing using ILS or MLSwith:

o a decision height (DH) below 200 ft but not lower than 100 ft ando RVR not less than 300 m.

• Category lllA Operation. A precision instrument approach and landing using ILS or MLSwith:

o a decision height lower than 100 ft ando RVR not less than 200 m.

• Category lllB Operation. A precision instrument approach and landing using ILS or MLSwith:

o a DH lower than 50ft or no DH ando RVR less than 200m but not less than 75 m.

• Fail-Passive Flight Control System. A flight control system is fail-passive if, in the eventof a failure, there is no significant out-of-trim condition or deviation of flight path or altitudebut the landing is not completed automatically. For a fail-passive automatic flight controlsystem the pilot assumes control of the aircraft after a failure.

• Fail-Operational Flight Control System. A flight control system is fail-operational if, inthe event of a failure below alert height, the approach, flare and landing can be completedby the remaining part of the automatic system, which becomes a fail-passive system.Hybrid systems are considered to be fail operational if, in the event of a failure belowdecision height, the landing can be completed either by the pilot using head up guidance,or by the landing system itself.

• Alert Height. The alert height is a specified radio height, based on the characteristics ofthe aeroplane and its fail-operational landing system. In operational use, if a failureoccurred above the alert height in one of the required redundant operational systems inthe aeroplane (including, where appropriate, ground roll guidance and the reversionarymode in a hybrid system), the approach would be discontinued and a go-around executedunless reversion to a higher decision height is possible. If a failure in one of the requiredredundant operational systems occurred below the alert height, it would be ignored andthe approach continued.

Note: Crew Actions in case of autopilot failure at or below decision height in fail passiveCat III operations - IEM to Appendix 1 to EU-OPS 1.430, para (e) (5)For operations to actual RVR values less than 300m, a go around is assumed in the event of anauto pilot failure at or below DH.This means that the go-around is the normal action. However the wording recognises that theremay be circumstances where the safest action is to continue the landing. Such circumstancesinclude the height at which the failure occurs, the actual visual references, and othermalfunctions. This would typically apply to the late stages of the flare.


8.4 - 5


In conclusion it is not forbidden to continue the approach and complete the landing, when thecommander or the pilot to whom the conduct of the flight has been delegated, determines thatthis is the safest course of action.

8.4.3 AERODROME OPERATING MINIMA

The aerodrome operating minima for each aerodrome planned to be used are published on therespective aerodrome charts in the Jeppesen Route Manual. Such minima are not lower thanthe values prescribed in section 8.1.3.3

Such minima are not lower than any that have been established for such aerodromes by theState in which the aerodrome is located.

The applicable aerodrome operating minima take full account of:

• Performance and handling characteristics of the aeroplane;

• The composition of the flight crew, their competence and experience;

• The dimensions and characteristics of the runways which may be selected for use;

• The adequacy and performance of the available visual and non- visual ground aids;

• The equipment available on the aeroplane for the purpose of navigation and/or control ofthe flight path, as appropriate, during the take-off, the approach, the flare, the landing andthe missed approach;

• The obstacles in the approach and missed approach areas and the climbout areas andnecessary clearance;

• The obstacle clearance altitude/height for the instrument approach procedures, and

• The means to determine and report meteorological conditions.

The aeroplane category shall be derived from section 8.1.3

8.4.4 LOW VISIBILITY PROCEDURES

Low visibility take-offs and landing Category II or III operations shall not be conducted unless:

• The aeroplane concerned is certificated for operations with decision heights below 200 ft,or no decision height, and equipped with the systems required for operations as certifiedby the Authority.

• DH must be determined by means of a radio altimeter.

• To maintain the safety of operation it is required to report any failure of approaches byusing an adequate reporting form.

• Specific approval/authorization for CAT II and III operations is granted by the Authority,

• The flight crew consists of at least 2 pilots and

• Take-off and landing is carried out by the commander.

• LVP are in force.

Procedures and instructions to be used for Low Visibility Take-Off and CAT II and III operationsare prescribed in the AOM VOL1 NP.51.1, Flight Crew Training Manual and SOP's.

The commander shall satisfy himself that the status of the visual and non- visual facilities issufficient prior to commencing a Low Visibility Take-Off or a Category II or III approach.

GB (OM A)

8.4 - 6



8.4.5 LOW VISIBILITY PROCEDURE FOR TAKE-OFF AT AERODROMES NOTAUTHORISED FOR CAT II/III OPERATIONS

The following guidance has been established for aerodromes which are not authorised for CATII/CAT III operations.

• The operator has verified that LVP are established and will be in force at thoseaerodromes where LVTO will be conducted.

• Until such time that the concept for LVP is also established for such aerodromes, thecommander must satisfy himself with Air Traffic Services or Aerodrome Operator that forthe LVTO only one aircraft at a time is allowed on the manoeuvring area, and that vehicletraffic on the manoeuvring area is controlled and is restricted to the absolute minimum.

8.4.6 TRAINING AND QUALIFICATIONS

The initial and recurrent training programme and qualification requirements, for all aspects ofLow Visibility Take-Off and Category II and III operations, are prescribed in the OMD andChapter 5 of this Manual.

8.4.7 MINIMUM EQUIPMENT

The AOM and/or MEL prescribes the minimum equipment that must be serviceable at thecommencement of a Low Visibility Take-Off or a CAT II or III approach.

The commander shall satisfy himself that the status of the aeroplane and of the relevantairborne systems is appropriate for the specific operation to be conducted.

8.4.8 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN)

The commander or the pilot to whom conduct of the flight has been delegated may commencean instrument approach regardless of the reported RVR/Visibility but the approach shall not becontinued beyond the outer marker, or equivalent position (see Note below), if the reportedRVR/Visibility is less than the applicable minimum.

Where RVR is not available the pilot-in-command may derive an RVR value, for non-precisionand Category I approaches only, by converting the reported visibility in accordance with thetable in para 8.1.3.3.2.

Where no outer marker or equivalent position exists, the commander or the pilot to whomconduct of the flight has been delegated shall make the decision to continue or abandon theapproach before descending below 1000 ft above the aerodrome on the final approachsegment. If the MDA/H is at or above 1000 ft above the aerodrome, the approach shall not becontinued below this height if the RVR/Visibility is less than the applicable minima.

If, after passing the outer marker or equivalent position depicted on the Instrument ApproachChart, the reported RVR/Visibility falls below the applicable minimum, the approach may becontinued to DA/H or MDA/H.

A pilot may continue the approach below DA/H or MDA/H and the landing may be completedprovided that the required visual reference is established at the DA/H or MDA/H and ismaintained.

The touch-down zone RVR is always controlling. If reported and relevant, the mid point andstop-end RVR are also controlling. The minimum RVR value for mid-point is 125 m or the RVR


8.4 - 7


required for touchdown zone if less, and 75 m for the stop-end. For aeroplanes equipped with aroll out guidance or control system, the minimum RVR value for the mid-point is 75 m.

Note 1: The equivalent position referred to above can be established by means of a DMEdistance, a suitably located NDB or VOR, SRE or PAR fix or any other fix that independentlyestablishes the position of the aeroplane, if published on the instrument approach chart.

Note 2: Where a State Approach Ban is more restrictive, the published State Approach Banapplies (Ref. OM Part C section AIR TRAFFIC CONTROL).

GB (OM A)

8.4 - 8




OPERATING PROCEDURESETOPS

GB (OM A)

8.5-1


TABLE OF CONTENTS

Paragraph Page

8.5 EXTENDED RANGE OPERATIONS WITH TWO -ENGINED AEROPLANES (ETOPS)8.5.1 GENERAL ................................ ................................ ................................ ... 2

8.5.2 DEFINITION OF "ADEQUATE AERODROME" .............................................. 2

GB (OM A)

8.5-2

OPERATING PROCEDURESETOPS


8.5 MAX DISTANCE FROM ADEQUATE AERODROME FOR ECA AIRCRAFT(OPS 1.245 (b))

8.5.1 GENERAL

EUROCYPRIA AIRLINES DOES NOT HOLD AN APPROVAL FOR ETOPS OPERATIONS.

No two-engined aeroplane shall be operated over a route which contains a point further awayfrom an "adequate aerodrome" at a distance flown with one engine inoperative of 60 mins

For the B737-800 presently operated by ECA the following will apply for determiningadequate en-route alternates:

Speed: 290kts / 0.77 Mach

Time: 60 min with one engine inoperative

Distance: 400NM

8.5.2 DEFINITION OF "ADEQUATE AERODROME"

"Adequate" defines an aerodrome usability which has been determined, with particular regardto one-engine-inoperative approaches and landings, by the Flight Operations Manager, or adesignated deputy, in accordance with the provisions of OMA GB Section 8.1.2; an ATC facilityshould be available and at least one letdown aid (ground radar would so qualify) for aninstrument approach.

The "one-engine-inoperative" does not automatically include "decompression", in this context.Circles with radii corresponding to the one engine inoperative cruise speed drawn around eachadequate aerodrome defines, the NON-ETOPS Area. By implication, all areas outside theNON-ETOPS Area(s) are ETOPS Areas.


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8.6 - 1


TABLE OF CONTENTS

Paragraph Page

8.6 USE OF MINIMUM EQUIPMENT AND CONFIGURATION DEVIATION LIST(S) ......... 28.6.1 MINIMUM EQUIPMENT LIST (MEL) ............................................................. 28.6.2 CONFIGURATION DEVIATION LIST (CDL) ................................ .................. 2

GB (OM A)

8.6 - 2



8.6 USE OF MINIMUM EQUIPMENT AND CONFIGURATION DEVIATIONLIST(S)

8.6.1 MINIMUM EQUIPMENT LIST (MEL)

The MEL is approved by the Authority and permits the operation with specific inoperative itemsof equipment for a period of time or a number of flights until repairs can be accomplished. It isimportant that repairs are accomplished at the earliest opportunity but in any case within thetimeframe specified in the MEL for the particular equipment.

The basis for establishing and approving the MEL is the MMEL (the manufacturers MasterMinimum Equipment List). The Flight Operations department of the Cyprus DCA approves thisdocument. Other than the MMEL the MEL also considers operational regulations and increasedsafety standards applicable to commercial operations! The MEL for the type concerned iscontained in the respective Operations Manual (Part B) and provides for release of the aircraftfor flight(s) with inoperative equipment. Whenever a flight – or series of flights – is released fordispatch with inoperative item(s), entries must be made in the aircraft technical log containing adetailed description of the inoperative item(s) using the appropriate system and sequencenumber found in the MEL. Special advice to the crew and information regarding correctiveaction(s) taken. The MEL is not intended to provide for continued operation of the aircraft for anindefinite period with inoperative items! The basic purpose of the MEL is to permit the operationof an aircraft within the framework of a controlled and sound maintenance and repairprogramme.

The decision of the Commander of the flight to have allowable inoperative items corrected priorto flight will take precedence over the provision contained in the MEL. The Commander mayrequest requirements above the minimum listed whenever, in his judgement, such addedequipment is essential to the safety of a particular flight under the special conditions prevailingat the time, he shall, however, never accept requirements below the MEL minimum.Maintenance, ferry – and training flights may be dispatched with less than the equipmentspecified in the MEL, provided all equipment expected to be utilised in that flight is operable.The recommendation in favour or against such a flight must be requested from the technicaldepartment, flight operations and the Authority. Equipment obviously basic to the aircraft’sairworthiness (such as wings, rudders, etc.), is not listed in the MEL and must of course beoperative for all flights.

On the other hand, equipment obviously not required for a safe operation of the aircraft, such asashtrays, passenger convenience items, etc., are not listed and may be unserviceable. For allfurther details check the MEL(s) for the type(s) concerned.

8.6.2 CONFIGURATION DEVIATION LIST (CDL)

An aircraft may be operated with secondary airframe and engine part deficiencies if so allowedin the approved CDL. Other than in the MEL, CDL items very often do not have a time limit or alimit on the number of landings. However the CDL will specify “changes” to the approvedOperations Manual (Part B) procedures or its performance.

As an example, a missing landing gear door may not cause a safety risk, however it may causeperformance penalties, which need to be considered. It may also imply speed limits but it wouldnot be unsafe to operate that particular type of aircraft with a missing landing gear doorprovided the operation is performed within the framework of the instructions, limits andperformance penalties as specified in the CDL. All missing / deficient parts carrying


GB (OM A)

8.6 - 3


performance penalties are cumulative unless specified penalties for certain combinations ofmissing parts are imposed. Accumulated weight penalties – if there are any – must beconsidered and subtracted from the allowed weight for take – off, climb, en-route or landing.When first making use of the CDL for a specific item, the appropriate item shall be describedand entered in the technical log and the “deferred items list”. For any subsequent flight(s) thisparticular item will be carried on in the deferred item list until this part is replaced or repaired. Allfurther details may be found in the CDL for the respective type presented in the OperationsManual B (AOM).

GB (OM A)

8.6 - 4




OPERATING PROCEDURESNON REVENUE FLIGHTS

GB (OM A)

8.7 - 1


TABLE OF CONTENTS

Paragraph Page

8.7 NON-REVENUE FLIGHTS ................................................................ .................8.7-28.7.1 GENERAL ................................ ................................ ..............................8.7-28.7.2 TRAINING AND TEST FLIGHTS .............................................................8.7-28.7.3 DELIVERY FLIGHTS ................................ ..............................................8.7-48.7.4 FERRY FLIGHTS ................................ ...................................................8.7-4

8.7.5 DEMONSTRATION FLIGHTS ................................ ................................ .8.7-68.7.6 POSITIONING FLIGHTS ................................ .........................................8.7-68.7.7 PASSENGERS ON TRAINING, EQUIPMENT CHECK AND TEST FLIGHTS

................................ ................................ ................................ .............8.7-6

GB (OM A)

8.7 - 2



8.7 NON-REVENUE FLIGHTS

8.7.1 GENERAL

Non-revenue flights must normally be performed in accordance with the general Companyregulations for route flights. Special regulations on some non-revenue flights are laid downhereunder.

Types of non-revenue flights:

a) Training flights (Instructor and trainee pilots only).

b) Test flights (including flights after a maintenance check).

c) Delivery flights.

d) Ferry flights (without passengers or cargo).

e) Demonstration flights.

f) Positioning flights, including the kind of persons who may be carried on such flights.

8.7.2 TRAINING AND TEST FLIGHTS

TRAINING FLIGHTS (Aeroplane Training)

Training flights mean flights under the jurisdiction of the Operations Manager or theTraining Manager with the purpose of completing the Licence Skill Test (LST)requirements for aeroplane type endorsement and prior to line flying under supervisionor if otherwise required for pilot training. The purpose of the training flight is tofamiliarise the candidate with the actual aeroplane after performed simulator training.

TEST FLIGHTS

Test flights mean flights under the jurisdiction of the Operations Manager for thepurpose of checking the aeroplane and equipment after overhaul and major repairs orfor the Air Operator’s Certificate (AOC) renewals, if required.

Test flights form part of the maintenance program to be completed before the aircraft isreleased for line service. According to the Authority approved requirements, test flightsare compulsory after a major repair of essential parts of the following systems:

Flight control system, unless it can be assumed from manufacturer’sinstructions or company experience that normal condition is resumed.

Landing gear retraction system, when it cannot be determined on theground that the gear can be properly retracted and extended.

In the following cases a test flight is optional:

After extensive repairs, modifications or changes of aircraft parts orsystems when, after all prescribed tests and adjustments on the ground areperformed, further testing under flight conditions is desirable.

To determine the cause of a complaint, or to demonstrate that thecomplaint is rectified.


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8.7 - 3


APPLICABLE REGULATIONS

Training and test flights must normally be performed in accordance with the general Companyregulations. Special deviating regulations are laid down in this chapter and are supplementedby instructions of the respective supervising authority.

WEATHER CONDITIONS

WEATHER CONDITIONS FOR TRAINING FLIGHTS

The Company weather minima (ceiling and visibility) are applicable for take-off, climb,cruise and landing.

WEATHER CONDITIONS FOR TEST FLIGHTS

Test flights shall normally be performed during daytime. Only in exceptional cases andonly after the permission of the Operations Manager, test flights may be performed duringdarkness.

Test flights after engine changes and minor changes of equipment may be performed whenactual and forecast weather for take-off and landing is at least the applicable Company minima.

Test flights after airframe or control overhauls may only take place when actual and forecastweather for take-off and landing are at or above the applicable Company minima for circling.

CREW QUALIFICATIONS

TRAINING FLIGHTS (Aeroplane Training)

The Commander of a training flight must be qualified as a Type Rating Instructor (TRIaeroplane) on the type of aeroplane concerned.

TEST FLIGHTS

Whenever a test flight is to be performed as specified in paragraph 8.7.2 then the FlightOperations Manager (or his deputy) and the Technical Pilot must be informed prior to theconduct of the test. The test itself will be carried out preferably by the Technical Pilot ifavailable. In his absence, the Flight Ops Manager or his deputy will nominate the crew thatwill conduct the flight test

RESPONSIBILITY

GENERAL FLIGHT PROGRAMS

Such programs for training are issued by the Training Manager or the Operations Managerand for test flights by the maintenance department in agreement with the OperationsManager.

ACTUAL FLIGHT

The final decision for the performance of the actual flight and the responsibility for theadherence to general and detailed Company instructions remain with the designatedCommander, who will be either:

Training pilot for training flights,

or

Authorised Captains for test flights.

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8.7 - 4



CO-ORDINATION WITH ATC AND COMPANY AUTHORITY

The designated Captain of the special flight is responsible that:

The respective Company authority is duly informed of the flight and its result,

The ATC flight plan is filed accordingly,

ATC is informed of the intended programme prior to take-off,

The general program is adapted to the actual flight conditions if this becomes necessary.

8.7.3 DELIVERY FLIGHTS

Delivery flights are flights where, after purchasing or lease agreement, an aeroplane is flownfrom the manufacturer's, seller's or lessor's facility to Eurocypria Airlines home base ormaintenance base of the subcontracted JAR 145 maintenance provider or vice versa.

The weather minima as stipulated in Chapter 8.1, Section 8.3, are applicable.

If not combined with a training flight normal crew qualification i s applicable. If combined with atraining flight the Commander must be qualified as a Type Rating Instructor (TRI) on the type ofaeroplane concerned.

Provided all normal requirements such as flight and cabin crew complement, equipmentrequirements are met, non-revenue passengers may be carried if this is not excluded on thecertificate of airworthiness and certificate of registration. Full insurance coverage mustbe assured. For some delivery flights the Cyprus DCA might only issue a “Ferry Permit” in lieuof the certificate of airworthiness and the certificate of registration. This “Ferry Permit” mayexclude the carriage of persons other than flight crew and engineers. For these flights withminimum crew and the permitted persons, other than flight crew and passengers, theOperations Manager may specify acceptable deviations from the procedures required underEU-OPS 1 and the Operations Manual(s), but never below the EU-OPS 1 requirements,national and international regulations for non-commercial operations (ICAO Annex 2, Annex 6II, etc.).

A normal loadsheet is required for every delivery flight.

8.7.4 FERRY FLIGHTS

A ferry flight is the transfer of an aeroplane affected by non-deferrable maintenance items ordamage to an aerodrome with an approved JAR 145 maintenance provider. A specialauthorisation is required for such a flight.

Ferry flights other than positioning flights for operational reasons, must be authorised by theOperations Manager or the Operations Control Manager. The ferry flight is to be dispatched asthe normal flights and has to be supplied all the required documents.

Each ferry flight must be notified to and be authorised by the Cyprus DCA.

Before notifying the DCA and requesting a ferry flight permit, Eurocypria must make sure thatthe following requirements are met:

• The subcontracted JAR 145 maintenance provider must confirm in writing that from atechnical point of view the ferry flight can be performed safely.

• The Flight Operations Manager and the Technical Manager must analyse and assess indepth the operational and technical environment for such a flight,


GB (OM A)

8.7 - 5


• If necessary, the Flight Operations Manager must stipulate special operating proceduresand restrictions (WX minima, runway length requirements, etc.),

• The Flight Operations Manager is responsible that qualification and experience of the ferryflight crew are adequate.

• The notification to the DCA must include all relevant information on items listed above.

One-Engine-Inoperative Ferry Flight is Not Applicable

Other than One-Engine-Inoperative Ferry Flight

This type of flight is authorised when requested by the Technical Manager and approved by theFlight Operations Manager.

The aeroplane may be authorised to depart with less than the equipment specified in the MEL /CDL if all equipment required for a safe flight is installed and operative. An authorised technicalperson shall certify that the aeroplane is in safe condition for ferry flight. No persons other thanthe required flight and cabin crewmembers and essential maintenance personnel may becarried.

All limitations will be strictly observed and the mass of the aeroplane will be kept to a minimum.

A special permission must be sent to the flight crew of the ferry flight in writing (E-mail, fax,SITA or AFTN telex). This special permission must contain a statement that this flight isauthorised and the technical and operational restrictions (if any) must be stipulated under whichthe flight shall be operated. This special permission must be attached to the Technical Log.

Loadsheet

A loadsheet is required for every ferry flight.

8.7.5 DEMONSTRATION FLIGHTS

A demonstration flight may be for a sales/advertising purpose, to demonstrate flightcharacteristics to a potential buyer, or to introduce journalists and customers to a newaeroplane type.

The weather minima as stipulated in Chapter 8.1, Section 8.3, are applicable.

Normal crew qualification is required for all flights with passengers. Flights without passengersmay be combined with a training flight. In this case, the Commander must be qualified as aType Rating Instructor (TRI) on the type of aeroplane concerned.

In any case, all flights with passengers aboard require full and normal crew complement. Flightswithout passengers require normal flight crew composition (no cabin crew).

Every demonstration flight must be authorised by the Operations Manager. As far as flightprocedures are concerned, the ultimate responsibility also rests with the Operations Manager .

A normal loadsheet is required for every demonstration flight.

8.7.6 POSITIONING FLIGHTS

A positioning flight serves the purpose of positioning an aeroplane for subsequent commercialoperation.

Normal procedures apply as for other revenue flights.

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Non-revenue passengers and cargo may be carried on this type of ferry flights as long as thecabin attendant requirements are fulfilled as outlined in Chapter 4 of OM (Part A).

If no passengers are carried or if all passengers are fully qualified crewmembers, at least onecabin crewmember shall be carried.

A normal loadsheet is required for every positioning flight.

8.7.7 PASSENGERS ON TRAINING, EQUIPMENT CHECK AND TEST FLIGHTS

Normally, passengers may not be accepted on training or test flights.

EXCEPTIONS

• TRAINING FLIGHTS

Persons may obtain special permission to be accepted as passengers on check or trainingflights in exceptional cases, if no emergency procedures are to be carried out.

Such permissions must be granted by the Operations Manager.

• TEST FLIGHTS

Only additional crew members and inspectors of the authorities and technicians fulfilling aspecific function on the flight will be accepted as passengers on the test flights.

HANDLING OF PASSENGERS

It is the Commander’s responsibility:

• To ensure that no unauthorised persons are on board,

• To make sure that all passengers are secured as long as the “Fasten Seat Belt” sign is ON.


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TABLE OF CONTENTS

Paragraph Page

8.8 OXYGEN REQUIREMENTS ................................ ................................ ....... 28.8.1 DEFINITIONS ................................ ............................................................ 28.8.2 FIRST AID OXYGEN ................................ .................................................. 28.8.3 OXYGEN EQUIPMENT AND SUPPLY REQUIREMENTS ............................. 2

8.8.3.1 FLIGHT CREW MEMBERS................................ ................................ ......... 28.8.3.2 CABIN CREW MEMBERS AND PASSENGERS. ................................ .......... 38.8.4 CREW PROTECTIVE BREATHING EQUIPMENT (PBE) .............................. 5

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8.8 OXYGEN REQUIREMENTS (EU-OPS 1.385 / 1.760 / 1.770)

8.8.1 DEFINITIONS

First Aid Oxygen – means the additional oxygen provided for the use of passengers, who donot satisfactorily recover following subjection to excessive cabin altitudes, during which theyhad been provided with supplemental oxygen.

Note: First Aid Oxygen is only required for pressurised aeroplane operating above 25.000 ftwhere cabin crew members are required.

Supplemental oxygen – pressurised aeroplane – a supply of oxygen to the required number ofoccupants for the required flight time at the appropriate altitude(s), following a cabindepressurisation.

Supplemental Oxygen – non-pressurised aeroplanes – a supply of oxygen to be provided inunpressurised aeroplane to the occupants whenever flight altitudes above 10.000 ft areused.

Crew Protective Breathing Equipment (PBE) – an equipment to protect the eyes, nose andmouth of each flight crew member while on flight deck duty and for each cabin crew member.The PBE shall allow the crew members to continue to perform their duties even under smoke ortoxic air conditions in the cabin or on the flight deck, the portable PBE equipment must allowactive fire fighting.

8.8.2 FIRST AID OXYGEN

The amount of oxygen shall be calculated using an average flow rate of at least 3 litresStandard Temperature Pressure Dry (STPD) per minute/person and shall be sufficient for theremainder of the flight after depressurisation when the cabin altitude exceeds 8.000 ft but doesnot exceed 15.000 ft for at least 2% of the passengers carried (but in no case for less than oneperson). There are 4 dispensing units on board of every company aeroplane intending tooperate above 25.000 ft. The amount of first aid oxygen required for a particular operation shallbe determined on the basis of cabin pressure altitudes and flight duration, consistent with theoperating procedures established for each operation and route.

The oxygen equipment provided shall be capable of generating a mass flow to each user of atleast four litres per minute, STPD. Means may be provided to decrease the flow to not less thantwo litres per minute, STPD, at any altitude.

8.8.3 OXYGEN EQUIPMENT AND SUPPLY REQUIREMENTS

8.8.3.1 FLIGHT CREW MEMBERS

a) Each member of the flight crew on flight deck duty shall be supplied with supplementaloxygen as specified in Table 1. If all occupants of flight deck seats are supplied from theflight crew source of oxygen supply then they shall be considered as flight crew memberson flight deck duty for the purpose of oxygen supply.

Flight deck seat occupants, not supplied by the flight crew source, are considered to bepassengers for the purpose of oxygen supply.

b) Flight crew members, not covered by the sub-paragraph above, are for the purpose ofoxygen supply, to be considered as:


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• cabin crew members if they are on call or are definitely going to have flight deck duty beforecompleting the flight,

• passengers if they are not on call and will not be on flight deck duty during the remainder ofthe flight

c) Oxygen masks shall be located so as to be within the immediate reach of flight crewmembers whilst at their assigned duty stations.

d) Oxygen masks for use by flight crew members in pressurised aeroplanes operating above25,000 ft shall be a quick donning type of mask.

8.8.3.2 CABIN CREW MEMBERS AND PASSENGERS.

a) Cabin crew members and passengers shall be supplied with supplemental oxygen inaccordance with table 1. Cabin crew members carried above the minimum number ofcabin crew members required shall be considered as passengers for the purpose ofoxygen supply.

b) When operating above 25,000 ft there shall be provided sufficient spare outlets and masksand/or sufficient portable oxygen units with masks for use by all required cabin crewmembers. The spare outlets and/or units are to be distributed evenly throughout the cabinto ensure immediate availability of oxygen to each required cabin crew member regardlessof his or her location at the time of cabin pressurisation failure.

c) When operating above 25,000 ft there shall be provided an oxygen dispensing unitconnected to oxygen supply terminals immediately available to each occupant, whereverseated. The total number of dispensing units and outlets shall exceed the number of seatsby at least 10%. The extra units are to be evenly distributed throughout the cabin.

d) The oxygen supply requirements, as specified in Table 1, for aeroplanes not certificated tofly at altitudes above 25,000 ft may be reduced to the entire flight time between 10,000 ftand 13,000 ft cabin pressure altitude for all required cabin crew members and for at least10% of the passengers if, at all points along the route to be flown, the aeroplane is able todescend safely within 4 minutes to a cabin pressure altitude of 13,000 ft.

e) When operating above 25,000 ft or, if operating below, and unable to descent safely within4 minutes to 13,000 ft, the aeroplane shall be provided with automatically deployableoxygen equipment immediately available to each occupant. The total number ofdispensing units shall exceed the number of seats by at least 10%. The extra units are tobe evenly distributed throughout the cabin.

Note I. Only applicable, when the individual certificate of airworthiness was first issuedon or after 9 November, 1998.

Note II. When flying over high terrain where a descent to 13,000 ft may not be possible(e.g. MEA/MORA above 13,000 ft), oxygen shall be provided to all passengersand cabin attendants for the entire flight above 13,000 ft.

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Oxygen – Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplane

SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flightdeck seats on flight deckduty

Entire flight time when the cabin pressure altitude exceeds 13,000 ftand entire flight time when the cabin pressure altitude exceeds10,000 ft but does not exceed 13,000 ft after the first 30 minutes atthose altitudes but in no case less than

30 minutes for aeroplanes certificated to fly at altitudes notexceeding 25,000 ft (Note 2).2 hours for aeroplanes certificated to fly at altitudes more than25,000 ft (Note 3).

2. All required cabincrew members

Entire flight time when cabin pressure altitude exceeds 13,000ft, butnot less than 30 minutes (Note 2), and entire flight time when cabinpressure altitude is greater than 10,000 ft but does not exceed13,000 ft after the first 30 minutes at these altitudes.

3. 100% of passengers(Note 5)

10 minutes or the entire flight time when the cabin pressure altitudeexceeds 15,000 ft whichever is the greater (Note 4)


Entire flight time when the cabin pressure altitude exceeds 14,000 ftbut does not exceed 15,000 ft.


entire flight time when the cabin pressure altitude exceeds 10,000 ftbut does not exceed 14,000 ft after the first 30 minutes at thesealtitudes.

Note 1. The supply provided must take account of the cabin pressure altitude descent profilefor the routes concerned.

Note 2. The required minimum supply is that quantity of oxygen necessary for a constantrate of descent from the aeroplanes maximum certificated operating altitude to10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft.

Note 3. The required minimum supply is that quantity of oxygen necessary for a constantrate of descent from the aeroplane's maximum certificated operating altitude to10,000 ft in 10 minutes and followed by 110 minutes at 10,000 ft. Oxygen provided byPBEs available may be included.

Note 4. The required minimum supply is that quantity of oxygen necessary for a constantrate of descent from the aeroplane's maximum certificated operating altitude to15,000 ft in 10 minutes.

Note 5. For the purpose of this table "passengers" means passengers actually carried andincludes infants.


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8.8.4 CREW PROTECTIVE BREATHING EQUIPMENT (PBE) (EU-OPS 1.780)

Protective breathing equipment requirements are as follows:

FLIGHT CREW

Every member of the flight crew on flight deck duty must have a PBE to protect his eyes, noseand mouth and to provide oxygen for a period of not less than 15 minutes.

PBE intended for flight crew use must be conveniently located on the flight deck and be easilyaccessible for immediate use by each required flight crew member at their assigned dutystation.

Protective Breathing Equipment may be provided by the supplemental oxygen as required bypara 8.8.3 / EU-OPS 1.770(b) (1).

In addition, when the flight crew is more than one and a cabin crew is not carried, portable PBEmust be carried to protect the eyes, nose and mouth of one member of the flight crew and toprovide breathing gas for a period of not less than 15 minutes.

CABIN CREW

Every required cabin crewmember must have a PBE to protect eyes, nose and mouth and toprovide oxygen for not less than 15 minutes, installed adjacent to each required cabin crewmember station.

PBE intended for cabin crewmember use must be installed adjacent to each required cabincrewmember duty station.

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DANGEROUS GOODS AND WEAPONS GB (OM A)

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TABLE OF CONTENTS

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE TRANSPORTOF DANGEROUS GOODS ................................ ........................................................ 39.1.1 POLICY ON THE TRANSPORT OF DANGEROUS GOODS ............................... 3

9.1.2 TERMINOLOGY................................ ................................ ................................ . 49.1.3 DANGEROUS GOODS APPROVED FOR CARRIAGE......................................... 69.1.4 ARTICLES AND SUBSTANCES INTENDED AS REPLACEMENTS..................... 129.1.5 “STATES CONCERNED” REQUIREMENTS ....................................................... 12

9.1.6 FORBIDDEN DANGEROUS GOODS ................................................................ .129.1.7 CLASSIFICATION OF DANGEROUS GOODS ................................ ...................139.1.8 LABELS AND PACKAGING................................ ................................ ...............15

9.2 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, HANDLING ANDSTOWAGE ................................ ................................................................ ................ 239.2.1 GENERAL ................................ ................................ ........................................ 23

9.2.2 ACCEPTANCE FOR CARRIAGE CHECK REQUIRED ........................................ 239.2.3 INSPECTION OF DANGEROUS GOODS BEFORE AND AFTER LOADING

(EU-OPS 1.1210) ................................ ................................ ..............................239.2.4 CARRIAGE OF DANGEROUS GOODS IN PASSENGER OR FLIGHT

COMPARTMENT ................................ ................................ ..............................239.2.5 DANGEROUS GOODS AUTHORISED FOR CARRIAGE

ON “CARGO ONLY” AEROPLANE................................ ................................ .....239.2.6 STOWAGE OF DANGEROUS GOODS................................ ..............................239.2.7 REQUIREMENT TO INFORM THE COMMANDER BEFORE FLIGHT ................ 24

9.3 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS.......................... 259.4 DUTIES OF ALL PERSONNEL INVOLVED ................................................................ .27

9.4.1 GENERAL……...…………………………………………………………………….……279.4.2 RESPONSIBILITY OF THE SHIPPER AND CARRIER…………………………..….27

9.5 INSTRUCTIONS ON THE CARRIAGE OF EMPLOYEES OF THE OPERATOR............. 29

9.6 CONDITIONS UNDER WHICH WEAPONS, MUNITONS OF WAR AND SPORTINGWEAPONS MAY BE CARRIED................................ ................................ ...................309.6.1 WEAPONS AND MUNITIONS OF WAR ................................ .............................309.6.2 SPORTING WEAPONS ................................................................ ..................... 30

9.7 TRAINING ................................ ................................ ................................ .................31

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DANGEROUS GOODS AND WEAPONS




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9. DANGEROUS GOODS

Note: Eurocypria Airlines does not hold an approval from the Department of Civil Aviation (DCA) ofCyprus to carry Dangerous Goods on an aeroplane except as identified in the “Dangerous

Goods Approved for Carriage” paragraph following.

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THETRANSPORT OF DANGEROUS GOODS (EU-OPS 1.1145 / 1.1155)

9.1.1 POLICY ON THE TRANSPORT OF DANGEROUS GOODS (EU-OPS 1.1160)

Certain articles or materials are defined as dangerous goods that are articles or substancescapable of posing a significant risk to health, safety, property or the environment whentransported by air. The carriage of such articles is regulated. In principle, dangerous goods shallnot be transported by passengers or crewmembers, as checked-in baggage in the cargocompartment or as carry-on baggage or as personal possession.

Rules concerning the safe transport of dangerous goods are defined by the ICAO in annex 18of the Chicago convention and in the “Technical Instructions for the safe transport of dangerousgoods by air” DOC9284 AN/905 (hereafter referred to as Technical Instructions). Dangerousgoods can only be carried according to these rules, irrespective of whether the flight is wholly orpartly within or wholly outside the territory of a State.

An additional approval or an exemption may be required to permit the transport of someDangerous Goods (see “Training” chapter below). For operational purposes the Companyintends to use the IATA Dangerous Goods Regulations, which incorporate the provisions of theInternational Civil Aviation Organisation. It is not permitted for radioactive materials to becarried on the Company’s aeroplane.

In addition, IATA has published the manual “Dangerous Goods Regulations” to reflect the ICAOrules and also defines procedures and instructions for the transport of dangerous goods. It shallalso be noted that additional national regulations of the country of departure, transit anddestination of the carrier may apply.

The IATA “Dangerous Goods Regulations” (latest edition) specifies:

What may be carried?

Responsibility of the shipper and the carrier.

Under which conditions shipment shall be conducted.

This chapter is established in good faith with the ICAO “Technical Instructi ons for the safetransport by air of dangerous goods by air” and the IATA “Dangerous Goods Regulations” asbackground.

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9.1.2 TERMINOLOGY (EU-OPS 1.1150)

Terms used in this chapter have the following meanings:

Acceptance Check List: A document used to assist in carrying out a check on the externalappearance of packages of dangerous goods and their associateddocuments to determine that all appropriate requirements have beenmet.

Approval: For the purpose only of compliance with EU-OPS 1.1165(b)(2), an authorisationreferred to in the Technical Instructions and issued by an Authority, for the transportof dangerous goods which are normally forbidden for transport or for other reasons,as specified in the Technical Instruction.

Cargo Aeroplane: Any aeroplane which is carrying goods or property but not passengers. Inthis context the following are not considered to be passengers:

a) A crew member,

b) An operator’s employee permitted by, and carried in accordancewith, the instructions contained in the Operations Manual,

c) An authorised representative of an Authority; or

d) A person with duties in respect of a particular shipment on board.

Dangerous Goods: Articles or substances which are capable of posing a risk to health, safety,property or the environment and which are shown in the list of dangerousgoods in the Technical Instructions or which are classified according tothose instructions.

Dangerous Goods Accident: An occurrence associated with and related to the transport ofdangerous goods which results in fatal or serious injury to aperson or major property damage.

Dangerous Goods Incident: An occurrence, other than a dangerous goods accident,associated with and related to the transport of dangerousgoods, not necessarily occurring on board an aeroplane,which results in injury to a person, property damage, fire,breakage, spillage, leakage of fluid or radiation or otherevidence that the integrity of the packaging has not beenmaintained. Any occurrence relating to the transport ofdangerous goods which seriously jeopardises the aeroplane orits occupants is also deemed to constitute a dangerous goodsincident.

Dangerous Goods Transport Document: A document which is specified by the TechnicalInstructions. It is completed by the person whooffers dangerous goods for air transport andcontains information about those dangerousgoods.

Exemption: For the purpose only of compliance with this chapter, an authorisation referred toin the Technical Instructions and issued by all the authorities concerned, providingrelief from the requirements of the Technical Instructions.


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Freight Container: A freight container is an article of transport equipment for radioactivematerials, designed to facilitate the transport of such materials, eitherpackaged or unpackaged, by one or more modes of transport. (Note: seeUnit Load Device where the dangerous goods are not radioactivematerials).

Handling Agent: An agency which performs on behalf of the operator some or all of the latter’sfunctions including receiving, loading, unloading, transferring or otherprocessing of passengers or cargo.

Overpack: An enclosure used by a single shipper to contain one or more packages and toform one handling unit for convenience of handling and stowage. (Note: a unit loaddevice is not included in this definition).

Package: The complete product of the packing operation consisting of the packaging and itscontents prepared for transport.

Packaging: Receptacles and any other components or materials necessary for the receptacleto perform its containment.

Serious Injury: An injury which is sustained by a person in an accident and which:

a) Requires hospitalisation for more than 48 hours, commencing within sevendays from the date the injury was received, or

b) Results in a fracture of any bone (except simple fractures of fingers, toesor nose), or

c) Involves lacerations which cause severe haemorrhage, nerve, muscle ortendon damage, or

d) Involves injury to any internal organ, or

e) Involves second or third degree burns or nay burns affecting more than 5%of the body surface, or

f) Involves verified exposure to infectious substances or injurious radiation.

Technical Instructions: The latest effective edition of the Technical Instructions for the SafeTransport of Dangerous Goods by Air, including the Supplement andany Addendum, approved and published by decision of the Council ofthe International Civil Aviation Organisation (ICAO Doc. 9284-AN/905) .

Unit Load Device: Any type of aeroplane container, aeroplane pallet with a net, or aeroplanepallet with a net over an igloo. (Note: an overpack is not included in thisdefinition; for a container containing radioactive materials see the definitionfor freight container).

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9.1.3 DANGEROUS GOODS APPROVED FOR CARRIAGE

9.1.3.1 REQUIRED DANGEROUS GOODS

An approval to transport Dangerous Goods is not required for goods that are required to beaboard the aeroplane as:

a) Items for airworthiness or operating reasons or for the health of passengers or crew,such as batteries, fire extinguishers, first-aid kits, insecticides, air fresheners, life savingappliances and portable oxygen supplies; and

b) Catering or cabin service supplies.

Note: Dangerous Goods intended as replacements for those in paragraphs (a) & (b) above may

not be carried without the approval referred to in this chapter.

9.1.3.2 VETERINARY GOODS

An approval is not required for Dangerous Goods which are carried for use in flight as aveterinary aid or as a humane killer for an animal.

9.1.3.3 MEDICAL AIDS

An approval is not required for Dangerous Goods which are carried in flight for medical aid for apatient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilising wipes)and wet cell or lithium batteries, providing:

The gas cylinders have been manufactured specifically for the purpose of containingand transporting that particular gas.

The drugs and medicines and other medical matter are under the control of trainedpersonnel during the time when they are in use.

The equipment containing wet cell batteries is kept and, when necessary secured, in anupright position to prevent spillage of the electrolyte.

Proper provision is made to stow and secure all the equipment during take-off andlanding and at all other times when deemed necessary by the Commander in theinterests of safety.

These Dangerous Goods may also be carried on a flight made by the same aeroplane to collecta patient or after that patient has been delivered when it is impracticable to load or unload thegoods at the time of the flight on which the patient is carried.

Note: The Dangerous Goods carried may differ from those identified above due to the needs of the

patient. They are not those which are a part of the normal equipment of the aeroplane.


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9.1.3.4 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ALLOWED WITHOPERATOR’S APPROVAL AS CHECKED-IN BAGGAGE ONLY (IN THE CARGOCOMPARTMENTS)

With the Company’s approval, the following Dangerous Goods may be carried as checkedbaggage:

Dry Ice (solid carbon dioxide)

Solid carbon dioxide (dry ice) in quantities not exceeding 2 kg (4.4 lb) per person when used topack perishables that are not subject to the Dangerous Good Regulation, provided the checkedbaggage (package) permits the release of carbon dioxide gas.

Note: Solid carbon dioxide (dry ice) may be transported as carry-on baggage. Passengers / crew usingthis exemption are limited to a maximum of 2 kg for the combined carry-on and checkedbaggage.

Cartridges for Sporting Weapons

Securely boxed ammunition (cartridges for weapons, small arms) in Division 1.4S - i.e. packedas such that accidental “functioning” is contained within the package - used for sportingpurposes, in quantities not exceeding 5 kg (11 lb) gross weight per person for that person's ownuse, excluding ammunition with explosive or incendiary projectiles.

Allowances for more than one passenger must not be combined into one or more packages.

Note: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are packedor designed so that any dangerous effects from the accidental functioning of one or morecartridges in a package are confined within the package unless it has been degraded by fire, whenthe dangerous effects are limited to the extent that they do not hinder fire fighting or otheremergency response efforts in the immediate vicinity of the package. Cartridges for sporting use

are likely to be within Division 1.4S.

Wheelchairs / Mobility aids with non-spillable batteries

When carriage is allowed by the Company, wheelchairs or other battery-powered mobility aidswith non-spillable batteries may be carried, provided that the battery is disconnected, thebattery terminals are insulated to prevent accidental short circuits and the battery is securelyattached to the wheelchair or mobility aid.

Wheelchairs / Mobility aids with spillable batteries

When carriage is allowed by the Company, wheelchairs or other battery-powered mobility aidswith spillable batteries may be carried provided that:

1. The wheelchair or mobility aid can be loaded, stowed, secured and unloaded always inan upright position.

2. The battery is disconnected, the battery terminals are insulated to prevent accidentalshort circuits and the battery is securely attached to the wheelchair or mobility aid.

3. If the wheelchair or mobility aid cannot be loaded, stowed, secured and unloadedalways in an upright position, the battery must be removed and the wheelchair ormobility aid may then be carried as checked baggage without restriction.

The removed battery must be carried in strong, rigid packaging as follows:

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a) Packaging must be leak-tight, impervious to battery fluid and be protectedagainst upset by securing to pallets or by securing them in cargo compartmentsusing appropriate means of securing (other than by bracing with freight orbaggage) such as by use of restraining straps, brackets or holders.

b) Batteries must be protected against short circuits, secured upright in theirpackaging and surrounded by compatible absorbent material sufficient toabsorb their total liquid contents.

c) These packaging must be marked “BATTERY, WET, WITH WHEELCHAIR” or“BATTERY, WET, WITH MOBILITY AID” and be labelled with the “Corrosive”label and with the “Package Orientation” label.

The Commander must be informed of the location of a wheelchair or mobility aidwith an installed battery or the location of a packed battery.

Note: It is recommended that passengers make advance arrangements with each operator andthat batteries that are spillable should be fitted with spill-resistant vent caps when

feasible.

9.1.3.5 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ACCEPTABLE WITHOPERATOR’S APPROVAL AS CARRY-ON BAGGAGE ONLY (IN THE CABIN)

With the Company’s approval, the following Dangerous Goods are permitted on aeroplane ascarry -on baggage only:

A Mercurial Barometer or Mercurial Thermometer in Carry-On (cabin) Baggage when inthe Possession of a Representative of a Government Weather Bureau or Similar OfficialAgency

When carriage is allowed by the Company, the barometer or thermometer must be packed in astrong packaging having inside a sealed inner liner or bag of strong leak-proof and punctureresistant material impervious to mercury closed in such a way as to prevent the escape ofmercury from the package irrespective of its position.

The Commander must be informed when such a barometer or thermometer is to be carried.

Heat Producing Articles

Heat producing articles, i.e. battery operated equipment, such as underwater torches andsoldering equipment which, if accidentally activated will generate extreme heat which can causea fire.

The heat producing component or energy source must be removed to preventaccidental functioning during the transportation.

Goods Acceptable with “Operator Approval” as baggage

The following dangerous goods are permitted on aeroplane as checked or carry-on baggagewith the approval of the operator:

1. Medical Oxygen

Small gaseous oxygen or air cylinders required for medical use.

2. Carbon Dioxide Cylinder fitted into a Life Jacket

Not more than two small carbon dioxide cylinders per person fitted into a self-inflatinglife jacket plus not more than two spare cartridges.


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3. Insulated Packages Containing Refrigerated Liquid Nitrogen

Insulated packaging containing refrigerated liquid nitrogen fully absorbed in a porousmaterial and intended for transport, at low temperature, of non-dangerous products arenot subject to these regulations provided the design of the insulated packaging wouldnot allow the build-up of pressure within the container and would not permit the releaseof any refrigerated liquid nitrogen irrespective of the orientation of the insulatedpackaging.

9.1.3.6 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ACCEPTABLEWITHOUT THE OPERATOR’S APPROVAL

The following dangerous goods are permitted on aeroplanes as baggage without the approvalof the Company

Alcoholic Beverages

Not exceeding 70% alcohol by volume, when in retail packages of less than 5 litres, with amaximum per person of 5 litres (alcoholic beverages with less than 24% alcohol by volume arenot subject to any restrictions.)

Non-radioactive Medicinal or Toilet Articles

This includes aerosols, hair sprays, perfumes, medicines containing alcohol; and, in checkedbaggage only, aerosols which are non-flammable, non-toxic and without subsidiary risk, whenfor sporting or home use. The net quantity of each single article must not exceed 0.5 later or0.5 kg and the total net quantity of all articles must not exceed 2 litres or 2 kg.

Small Carbon Dioxide Gas Cylinders

Such as those worn for the operation of mechanical limbs and spare cylinders of similar size ifrequired to ensure an adequate supply for the duration of the journey.

Radioisotopic Cardiac Pacemakers

Or other devices (including those powered by lithium batteries) implanted in a person, orradio-pharmaceuticals contained within the body of a person as a result of medical treatment.

A Small Medical or Clinical Thermometer Containing Mercury

For the person’s own use, when in its protective case.

Safety Matches or a Lighter

These must be for the person’s own use and when carried on him. ‘Strike anywhere’ matches,lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refillsare not permitted.

A Hydrocarbon Gas Powered Hair Curler

Providing the safety cover is securely fitted over the heating element, gas refills are notpermitted.

Small Gaseous Oxygen or Air Cylinders for Medical Use

When carriage is allowed by the Company.

Small Carbon Dioxide Cylinder Fitted Into a Self-Inflated Life Jacket

When carriage is allowed by the Company, not more than two small carbon dioxide cylindersfitted into a self-inflating life-jacket and not more than two spare cylinders.

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9.1.3.7 SUMMARY OF PROVISIONS FOR DANGEROUS GOODS CARRIED BYPASSENGERS OR CREW (IATA Dangerous Goods Regulations)

Dangerous goods must not be carried in or as passengers or crew checked or carry-on baggage, exceptas otherwise provided below.Security-type attaché cases incorporating dangerous goods, such as lithium batteries or pyrotechnicdevices, are totally forbidden.

Disabling devices such as mace, pepper spray, etc containing an irritant or incapacitating substance areprohibited on the person, in checked and carry-on baggage.

Permitted in or as carry-on baggage.

Permitted in or as checked baggage.

Permitted on one’s person.

The approval of the operator(s) is required.

The pilot-in-command must be informed of the location.

YES YES - NO NO Alcoholic beverages when in retail packaging containing morethan 24% but not more than 70% alcohol by volume, in receptaclesnot exceeding 5L, with a total net quantity per person of 5L.

YES YES YES NO NO Non-radioactive medicinal or toilet articles (including aerosols)when the total net quantity of all such articles carried by eachpassenger or crew member does not exceed 2kg (4.4lb) or 2L(2qt), and the net quantity of each single article does not exceed0.5kb or 0.5L (1.1lb or 1pt). “Medicinal or toilet articles” includesuch items as hair sprays, perfumes, colognes and medicinescontaining alcohol.

YES YES NO NO NO Hair curlers containing hydrocarbon gas, no more than one perpassenger or crew member, provided that the safety cover issecurely fitted over the heating element. These hair curlers mustnot be used on board the aeroplane at any time. Gas refills forsuch curlers are not permitted in checked or carry-on baggage.

YES YES - YES NO Carbon dioxide, solid (dry ice) in quantities not exceeding 2kg(4.4lb) per passenger when used to pack perishables not subject tothese Regulations in carry-on baggage, provided the packagepermits the release of carbon dioxide gas. Operator approvalrequired for checked baggage only.

NO NO YES NO NO Safety matches or a lighter with fuel/fluid fully absorbed in a solidintended for use by an individual. However, lighters with aflammable liquid reservoir containing unabsorbed liquid fuel (otherthan liquefied gas), lighter fuel and lighter refills are not permittedon one’s person or in checked or carry-on baggage.

YES YES YES NO NO Small carbon dioxide gas cylinders worn by passengers for theoperation of mechanical limbs. Also spare cylinders of a similarsize if required to ensure an adequate supply for the duration of thejourney.

NO NO YES NO NO Radio isotopic cardiac pacemakers or other devices, includingthose powered by lithium batteries, implanted into a person, orradio-pharmaceuticals contained within the body of a person as theresult of medical treatment.

YES YES - YES NO Small gaseous oxygen or air cylinders required for medical use.


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Dangerous goods must not be carried in or as passengers or crew checked or carry-on baggage, exceptas otherwise provided below.Security-type attaché cases incorporating dangerous goods, such as lithium batteries or pyrotechnicdevices, are totally forbidden.

Disabling devices such as mace, pepper spray, etc containing an irritant or incapacitating substance areprohibited on the person, in checked and carry-on baggage.

Permitted in or as carry-on baggage.

Permitted in or as checked baggage.

Permitted on one’s person.

The approval of the operator(s) is required.

The pilot-in-command must be informed of the location.NO YES NO YES NO Securely boxed, ammunition (cartridges for weapons) for

sporting purposes (in Division 1.4S), in quantities not exceeding5kg (11lb) gross weight per passenger for that person’s own use,excluding ammunition with explosive or incendiary projectiles.Allowances for more than one passenger must not be combinedinto one or more packages.

NO YES - YES NO Wheelchairs or other battery-powered mobility devices withnon-spillable batteries, provided that the battery is disconnected,the battery terminals are insulated to prevent accidental shortcircuits and the battery is securely attached to the wheelchair ormobility device.

NO YES - YES YES Wheelchairs or mobility devices with spillable batteries.YES NO - YES YES A mercurial barometer or thermometer carried by a

representative of a government weather bureau or similar officialagency.

YES YES YES YES NO Two small carbon dioxide cylinders fitted into a self-inflating lifejacket plus two spare cartridges.

YES NO NO YES NO Heat producing articles such as underwater torches (divinglamps) and soldering irons.

YES YES YES NO NO Small medical or clinical thermometer that contains mercury, forpersonal use, when in its protective case.

YES YES NO YES NO Insulated packaging containing refrigerated liquid nitrogenfully absorbed in a porous material and intended for transport, atlow temperature, of non-dangerous products are not subject tothese Regulations provided the design of the insulated packagingwould not allow the build-up of pressure within the container andwould not permit the release of any refrigerated liquid nitrogenirrespective of the orientation of the insulated packaging.

GB (OM A)

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9.1.4 ARTICLES AND SUBSTANCES INTENDED AS REPLACEMENTS

This applies only to those items described previously in the “Required Dangerous Goods”paragraph (OM A, GB 9.1.3.1). The replacements must be carried in accordance with theTechnical Instructions.

In addition, oxygen generators, containing one or more chemicals which when activatedproduce heat to generate oxygen by chemical reaction, are not permitted on passengeraeroplane.

9.1.5 “STATES CONCERNED” REQUIREMENTS

In addition to the approval referred to in the “Policy on the Transport of Dangerous Goods”chapter preceding, an exemption is required from all the States concerned when the TechnicalInstructions indicate that the dangerous goods are forbidden for transport in normalcircumstances; and an approval is required from the State of origin when the TechnicalInstructions indicate they may only be transported with such an approval.

The “States concerned” are those of origin, transit, overflight and destination of theconsignment and that of the Company, and the “State of Origin” is the State where thedangerous goods were first loaded on an aeroplane.

Dangerous goods carried in accordance with an exemption or approval issued from a Statemust comply with the conditions on the exemption or approval, as well as those on thepermanent approval unless these have been varied by the exemption or further approval.

9.1.6 FORBIDDEN DANGEROUS GOODS

The Technical Instructions identify some Dangerous Goods as being forbidden for transportunder any circumstances and all reasonable measures must be taken to ensure these are notcarried.

The following goods are strictly forbidden for air transport by passengers and/or crew:

Special transport cases, often attaché, incorporating forbidden dangerous goods.Security-type attaché cases incorporating dangerous goods, such as lithium batteriesand/or pyrotechnic material are forbidden.

Disabling Devices. Disabling devices such as tear gas/nerve gas, pepper spray, etc.containing an irritant or incapacitating substance is prohibited on the person, in checkedbaggage and carry-on baggage.


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9.1.7 CLASSIFICATION OF DANGEROUS GOODS

Dangerous goods are classified by the type of hazard as follows:

CLASS 1 - EXPLOSIVES

Division 1.1 – Articles and substances that have a mass explosion hazard.

Division 1.2 – Articles and substances having a projection hazard but not a massexplosion hazard.

Division 1.3 – Articles and substances that have a fire hazard and in addition either aminor blast hazard or a minor projection hazard or both, but no massexplosion hazard. These articles can give rise to considerable radiantheat.

Division 1.4 – Articles and substances that present no significant hazard, i.e. theypresent only a minor hazard in the event of ignition and the effects arelargely confined to the package.

Division 1.5 – Very insensitive substances, that are so insensitive that there is verylittle probability of initiation.

Division 1.6 – Extremely insensitive articles that do not have a mass explosion hazard.Articles concerned demonstrate a negligible probability of accidentalinitiation.

In addition compatibility groups have been defined and are indicated with a letter as A,B, C, etc. See for specifics and further details the IATA and ICAO documentation.

CLASS 2 - GASES

This class comprises; articles charged with compressed gases as for example“Aerosols”, liquefied gases, gases in solution, mixture of gases, etc.

Division 2.1 – Flammable gases.

Division 2.2 – Non-flammable, non-toxic gases.

Division 2.3 – Toxic gases (i.e. gases that are known to be so toxic that they pose ahealth hazard)

Mixture of gases classification:

For the class and division classification the following principal is used:

Division 2.3 takes precedence over all other gas divisions.

Division 2.1 takes precedence over division 2.2.

CLASS 3 – FLAMMABLE LIQUIDS

This class has no subdivision. It comprises liquids or mixtures of liquids that give off aflammable vapour at temperatures of not more than 60.5 degrees Celsius.

GB (OM A)

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CLASS 4 – FLAMMABLE OTHER THAN LIQUIDS

Division 4.1 – Flammable solids, these are solids that are readily combustible or maycause fire through friction.

Division 4.2 – Substances liable to spontaneous combustion, these includesubstances that may ignite within 5 minutes after coming in contact withair.

Division 4.3 – Substances which, in contact with water emit flammable gases and areliable to become spontaneously flammable.

CLASS 5 – OXIDISING SUBSTANCES AND ORGANIC PEROXIDES

Division 5.1 – Oxidising substances, these are articles that may cause combustion ofother material by yielding oxygen.

Division 5.2 – Organic peroxides, these are substances that are thermally unstableand may undergo self-accelerating decomposition. They have one ormore of the following properties:

Burn rapidly.

React dangerously with other substances.

Cause damage to eyes.

Be liable to explosive decomposition.

Be sensitive to impact or friction.

CLASS 6 – POISONOUS (TOXIC) AND INFECTIOUS SUBSTANCES

Division 6.1 – Toxic substances; substances that are liable to cause death or injury orharm human health if swallowed / inhaled / contacted.

Division 6.2 – Infectious substances; substances known to contain micro- organisms(bacteria, viruses, parasites, etc.) that are known to cause infectiousdiseases in human or animals.

CLASS 7 – RADIOACTIVE MATERIALS

No subdivision exists.

CLASS 8 – CORROSIVE MATERIALS

Corrosive materials are substances that can cause sever damage by chemical reactionwhen in contact with living tissue (as skin) or can materially damage other freight or themeans of transport (be it pallet or aeroplane).

No further subdivision exists.

CLASS 9 – MISCELLANEOUS DANGEROUS GOODS

No subdivision exists. The articles of class 9 are substances that may present a dangerduring air transport but are not covered by any of the other previous classes. Amongthese are the magnetised materials.


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9.1.8 LABELS AND PACKAGING

9.1.8.1 GENERAL

Packages containing Dangerous Goods can be identified by labels; when these labels or similarones are seen on packages not identified as containing Dangerous Goods it is often anindication that they do contain such goods. The labels indicate the hazard of the goods by theirclass or division.

The labelling and packaging rules / instructions for dangerous goods transportation inpassenger or cargo aeroplanes specified in the IATA “dangerous goods regulations” shall beapplied.

Although under the responsibility of the “shipper”, the labels and the packages shall always bechecked by a competent person of the carrier/operator. In case of incorrect or defective labeland/or packaging the dangerous goods shall not be loaded aboard an aeroplane.

Packages for dangerous goods have been divided among three packing groups, this accordingto the degree of the danger the transported goods present:

Packing group I - Great danger.

Packing group II - Medium danger.

Packing group III - Minor danger.

Packaging shall be as such that they are adapted to the extreme temperature differences andthe pressure differences that may occur during flight / handling of the aeroplane.

The temperatures, which may be encountered, are in the order of -40O Celsius and 60O Celsius.Since packages may be filled at low temperatures and then exposed in tropical areas duringloading or vice-versa the difference in temperature may tend to cause discharge of contents,leaks, etc.

Similar for the pressure, due to difference in altitude and cabin pressure, difference in pressureof up to 800 hPa may occur in extreme cases (depressurisation).

GB (OM A)

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9.1.8.2 LABELLING – DETAILED DESCRIPTION

CLASS 1 – EXPLOSIVES

Explosive articles and substances are assigned to one of six divisions and to one ofthirteen compatibility groups.

Divisions: 1.1 / 1.2 / 1.3 / 1.4 / 1.5 / 1.6

Compatibility groups: A / B / C / D / E / F / G / H / J / K / L / N / S

Most of the explosives normally are forbidden for carriage by air.

Only those explosives listed below are permitted for transportation on civil aeroplanes:

Passenger Aeroplane(PAX OK)

1 .4S RXS

Division 1.3:

Articles and substances presenting a fire hazard and either a minor blast hazard or minorprojection hazard or both, but not a mass explosion hazard. This division comprises articles andsubstances that:

Give rise to considerable radiant heat, or

Burn one after another, producing minor blast and/or projection effects.

Division 1.4:

Articles and substances presenting no significant hazard (only a small hazard) for ignition orinitiation during transport. The effects are largely confined to the package and no projection offragments of appreciable size or range is to be expected. An external fire must not causepractically instantaneous explosion of virtually the entire contents of the package.

Examples: Igniters, fireworks, fuses, ammunition.


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CLASS 2 – GASES

This class comprises compressed gases, liquefied gases, gases in solution, refrigeratedliquefied gases, mixtures of gases, and mixtures of one or more gases with one or morevapours of substances of other classes, articles charged with a gas, tellurium hexafluoride, andaerosols.

A gas is a substance which:

At 50°C (122°F) has a vapour pressure greater than 300 kPA (3.0 bar, 43.5 Ib/in2; or

Is completely gaseous at 20°C (68°F) at a standard pressure of 101.3 kPa (1.01 bar,14.7 Ib/in2).

Divisions:

2.1 Flammable Gas (RFG):

Examples: Butane, hairspray, lighters.

2.2 Non-Flammable:

Non-Toxic Gas (RNG):

Examples: Compressed air, fire extinguishers.

Deeply refrigerated gas (RCL):Examples: Liquefied nitrogen.

2.3 Toxic gas (RPG):

Normally forbidden

on passenger aeroplane

Examples: chlorine, carbon monoxide.

GB (OM A)

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CLASS 3 – FLAMMABLE LIQUIDS (RFL)

Liquids or mixtures of liquids or liquids containingsolids in solution or in suspension with a flash point:

Not greater than 60.5°C (141°F) (according toclosed-cup test), or

Not greater than 65.6°C (150°F) (according toopen-cup test).

Flash point: Lowest temperature at which enoughflammable vapour is emitted by a liquid to be ignited inair when exposed to a source of ignition.

Examples: Paint, adhesives, alcohol, kerosene.

CLASS 4.1 – FLAMMABLE OTHER THANK LIQUIDS (RFS)

Solids, which are readily combustible or may cause orcontribute to fire through friction; self-reactive andrelated substances which are liable to undergo astrongly exothermic reaction; desensitised explosiveswhich may explode if not diluted.

Examples: Matches, magnesium, sulphur.

CLASS 4.2 – SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION (RSC)

Substances, which are liable to spontaneous heatingunder normal conditions encountered in transport, orto heating up in contact with air, and being liable tocatch fire.

Examples: Phosphorus (yellow).


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CLASS 4.3 – SUBSTANCES WHICH, IN CONTACT WITH WATER EMIT FLAMMABLEGASES (RFW)

Substances, which, by interaction with water, are liableto become spontaneously flammable or to give offflammable gases in dangerous quantities.

Examples: Potassium, sodium, lithium.

CLASS 5.1 – OXIDISING SUBSTANCES (ROX)

Substances, which in themselves are not necessarilycombustible, but may generally cause or contribute tothe combustion of other material by yielding oxygen.

Examples: Bleaching powder, potassiumpermanganate

CLASS 5.2 – OXIDISING PEROXIDES (ROP)

Organic substances, which contain the bivalentstructure -0-0- and may be considered derivatives ofhydrogen peroxide in which one or both of thehydrogen atoms have been replaced by organicradicals.

Organic peroxides are thermally unstable substances,which may undergo exothermic, self-acceleratingdecomposition.

In addition, they have one or more of the followingproperties:

Liable to explosive decomposition -burnrapidly,

Sensitive to impact or friction,

React dangerously with other substances,

Cause damage to the eyes.

Examples: Methyl, ethyl, ketone, peroxide

GB (OM A)

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CLASS 6.1 – POISONOUS (TOXIC) SUBSTANCES (RPB)

Substances on Packing Group I and II

Substances, which are liable to cause death or injury, ormay harm human health if swallowed, inhaled orcontacted by the skin.

Examples: Pesticides, arsenic, chloroform, cyanides.

CLASS 6.2 – INFECTIOUS SUBSTANCES (RIS)

Substances containing viable micro-organisms includinga bacterium, virus, etc., which are known to or believedto cause disease to animals or humans.


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CLASS 7 – RADIOACTIVE MATERIAL (RRW / RRY)

Substances which emit certain types of radiation:

They are harmful to health and certain material (e.g.,data storage media) and cannot be detected by humansenses.

Protective factors:

Shielding material, keep your distance, time limitation

Examples: Cobalt, iodine, caesium, radium

Packages must be assigned to one of threecategories:

Category I (RRW) 0 T.I.

Category ll (RRY) 0.1-1.0 T.I.

Category III (RRY) 1.1-10 T.I.

The Transport Index (T.I.) indicates the radiation level ofthe package at 1-meter-distance:

1 T.I. = 0.01 mSv/h

Codes for package heights:

H1: height up to 50 cm

H2: height more than 50 cm up to 100 cm

H3: height more than 100 cm up to 150 cm

Loading on aeroplane depends on transport index,package/loading height and position in aeroplane

(for more details see applicable loading charts).

GB (OM A)

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CLASS 8 – CORROSIVE MATERIAL (RCM)

Substances which, in the event of leakage, can causesevere damage by chemical action when in contact withliving tissue or other material (e.g., aluminium).

Examples: Batteries, mercury, sulphuric acid

CLASS 9 – MISCELLANEOUS DANGEROUS GOODS (RMD)

Substances, which could not be classified under the eightother classes but which present a danger duringtransport.

Examples: Asbestos; Carbon dioxide, solid (dry ice);Consumer commodity; Chemical and first aid kits;Environmentally hazardous substance; Life-savingappliances; Engines, internal combustion; Vehicles(flammable gas powered, vehicles (flammable liquidpowered); Polymeric beads; Battery-powered equipmentor vehicles; Zinc dithionite; Genetic modified organismsand micro-organisms which are not infectious substancesbut which are capable of altering animals, plants ormicrobiological substances in a way which is notnormally the result of natural reproduction.

Included in this class are:

a) Other regulated substances

A liquid or solid substance, which has anaesthetic, noxious or other similar propertieswhich could cause extreme annoyance or discomfort to passengers and/or flightcrewmembers.

b) Polystyrene (polymeric) beads or granules (RSB)

Expandable, impregnated with flammable gas. Not more than 100 kg of RSB may beloaded in each inaccessible hold or in any inaccessible ULD on the main deck.

c) Magnetised material (MAG)

Does not affect humans directly, but caninfluence the compass or other material (e.g.,undeveloped films).


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9.2 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE,HANDLING AND STOWAGE

9.2.1 GENERAL

In practice a ground handling agent may carry out some or all of the procedures for processingDangerous Goods for air transport and nothing herein is intended to prevent this. A groundhandling agent must be provided with sufficient information to enable these procedures to beperformed.

9.2.2 ACCEPTANCE FOR CARRIAGE CHECK REQUIRED (EU-OPS 1.1195)

Before Dangerous Goods are accepted for air transport an acceptance check must be carriedout using a dedicated check list, to ensure as far as is possible that packages, overpacks andfreight containers are not damaged or leaking, they are correctly marked and labelled andDangerous Goods transport documents have been completed correctly, as required by theTechnical Instructions.

9.2.3 INSPECTION OF DANGEROUS GOODS BEFORE AND AFTER LOADING(EU-OPS 1.1210)

Before Dangerous Goods are loaded on an aeroplane and after unloading from an aeroplane,packages, overpacks and freight containers must be inspected for evidence of damage orleakage, as required by the Technical Instructions. Leaking or damaged packages, overpacksor freight containers must not be loaded onto an aeroplane. If there is evidence of damage orleakage or contamination, the procedures set down in the Technical Instructions must befollowed.

9.2.4 CARRIAGE OF DANGEROUS GOODS IN PASSENGER OR FLIGHTCOMPARTMENT

Dangerous Goods must not be carried in the cabin of an aeroplane occupied by passengers oron the flight deck, except as provided for in the Technical Instructions.

9.2.5 DANGEROUS GOODS AUTHORISED FOR CARRIAGEON “CARGO ONLY” AEROPLANES

Dangerous goods identified as suitable for transport only on a cargo aeroplane must not becarried on an aeroplane on which passengers are being carried. In this context ‘passenger’excludes a crew member, a Company employee as described in the “Instructions on theCarriage of Employees of the Company” chapter following, an authorised representative of anAuthority or a person with duties in respect of a particular shipment of dangerous goods orother cargo on board.

9.2.6 STOWAGE OF DANGEROUS GOODS

Dangerous Goods must be loaded segregated, stowed and secured on an aeroplane asrequired by the Technical Instructions. This includes segregating packages from each otherwhen they contain incompatible Dangerous Goods, securing packages to ensure theirorientation or position does not change to the extent that they may be damaged or affectpassengers and, on a cargo aeroplane, loading certain packages so they are accessible inflight.

GB (OM A)

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9.2.7 REQUIREMENT TO INFORM THE COMMANDER BEFORE FLIGHT (EU-OPS 1.1215)

The Commander of the aeroplane on which Dangerous Goods are to be carried must beinformed before the flight of those Dangerous Goods, as provided for in the Technicalinstructions.

THIS INFORMATION MUST BE ON A DEDICATED FORM AND INCLUDE:

The proper shipping name and UN/ID number (when assigned).

The class or division, any identified subsidiary risks and, for explosives, theCompatibility Group.

The packing group (when assigned).

The number of packages, net quantity or gross mass per package.

Loading location.

Confirmation there is no evidence of damaged or leaking packages.

PERSON TO CONTACT FOR INFORMATION OR ADVICE OF CONCERNS

Should Handling Agents or Employees require any advice or suspect any breaches ofthe regulations they should contact the Aerodrome Operations Manager who isresponsible for informing the Civil Aviation Authority of the State.


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9.3 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS(EU-OPS 1.1225)

If an in-flight emergency occurs and the situation permits, the Commander must inform theappropriate Air Traffic Services Unit of any Dangerous Goods on board the aeroplane. Thisinformation should include the proper shipping name, and/or UN/ID numbers, the class/divisionand identified subsidiary risks, the compatibility group for explosives, the quantity and thelocation on board (see the “Handling of Accidents, Incidents and Occurrences” – Chapter 11).

For those Dangerous Goods for which a Dangerous Goods transport document is required, theCommander of an aeroplane carrying such goods must be provided with information which canbe used on board to assist in planning the response to an emergency arising in-flight involvingthe Dangerous Goods. This information can be provided by the ‘Emergency ResponseGuidance for Aeroplane Incidents Involving Dangerous Goods’ (Doc 9481), which is publishedby the International Civil Aviation Organisation (ICAO) or by another document giving similarinformation.

AEROPLANE EMERGENCY RESPONSE DRILLS

1. Complete Appropriate Aeroplane Emergency Procedures.

2. Consider Landing As Soon As Practicable.

3. Use Drill From The Chart Below.

AEROPLANE EMERGENCY RESPONSE DRILL CHART AND EMERGENCY RESPONSEDRILL CODES

Refer to table on next page.

GB (OM A)

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9.4 DUTIES OF ALL PERSONNEL INVOLVED

9.4.1 GENERAL

The duties of all personnel involved with Dangerous Goods are to ensure that:

Dangerous Goods are correctly identified.

The provisions concerning passengers and Dangerous Goods are complied with.

All necessary approvals are held.

Acceptance procedures for Dangerous Goods are carried out as required by theTechnical Instructions.

Inspection procedures during the processing of Dangerous Goods for transport arecarried out as required by the Technical Instructions.

Action is taken if packages of Dangerous Goods are found damaged or leaking duringprocessing for transport.

Dangerous Goods are loaded, segregated, stowed and secured on an aeroplane inaccordance with the Technical Instructions.

Written information is provided to the Commander of an aeroplane about DangerousGoods loaded on board.

If an in-flight emergency occurs and the situation permits, information is passed to theappropriate Air Traffic Services Unit.

If there is an aeroplane incident or accident, information is passed to the State wherethe incident or accident occurred, as required by the Technical Instructions (see“Handling of Accidents, Incidents and Occurrences” – Chapter 11).

If there is a Dangerous Goods incident or accident a report is made to the appropriateAuthority (see “Handling of Accidents, Incidents and Occurrences” chapter, “IncidentInvestigation” paragraph).

Note: Depending on the responsibilities of an individual, not all duties are applicable to all

personnel.

9.4.2 RESPONSIBILITY OF THE SHIPPER AND CARRIER (EU-OPS 1.1155 / 1.1195)

On legal aspects, the responsibility for the preparation, i.e. the packaging, labelling, markingand documenting of dangerous goods lies with the shipper.

The carrier (air operator) is responsible for the acceptance, loading and the actual transport ofthe dangerous goods.

For an Operator to be allowed to transport dangerous goods by air, the carrier shall:

Obtain a transport of dangerous goods approval from the national airworthinessauthorities.

Ensure that handling personnel involved is thoroughly familiar with dangerous goodshandling.

Ensure that handling personnel perform an external visual inspection to ensure that thecontents of the dangerous goods package(s) is (are) acceptable for the transport by air.

GB (OM A)

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Ensure that the physical handling requirements, as e.g. marking, of the dangerousgoods - as required by the contents - are complied with.

Ensure that all loading requirements and restrictions are complied with andcommunicated to the responsible personnel with the operation of the aeroplane.

Ensure that the presence of the dangerous goods is communicated properly to the flightcrew as per the requirements via the NOTOC.

The carrier and shipper shall pay extra attention to hidden dangerous goods which may not beobvious to people and which may be inadvertently packed as normal baggage or proposed asusual freight. Typical examples are:

Camping gear, this may contain flammable gas.

Diving equipment, this may contain high intensity lamps that can generate extreme highheat when inadvertently switched on.

Expeditionary/hiking equipment, this may be explosives as “flares” or flammable liquids.

Frozen fruits, this may be packed in solid carbon dioxide (“dry ice”) for cooling.

Normal household goods, this may contain special paints that are regarded asdangerous goods.

Pharmaceuticals, several pharmaceuticals contain chemicals that are dangerousgoods.

Repair kits; these most often contain peroxides, solvents, adhesives, etc.)

Vaccines, these may be packed in solid carbon dioxide (“dry ice”) for cooling.


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9.5 INSTRUCTIONS ON THE CARRIAGE OF EMPLOYEESOF THE OPERATOR

There is no restriction of the carriage of employees on an aeroplane carrying Dangerous Goodswhich are permitted on a passenger aeroplane, providing the requirements of the TechnicalInstructions are complied with.

When an aeroplane is carrying Dangerous Goods which can only be carried on a cargoaeroplane, employees of the Company can also be carried provided they are in an officialcapacity. It is intended this be interpreted as meaning they have duties concerned with thepreparation or undertaking of a flight or on the ground once the aeroplane has landed, althoughnot necessarily in connection with an aeroplane.

GB (OM A)

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9.6 CONDITIONS UNDER WHICH WEAPONS, MUNITIONS OF WAR ANDSPORTING WEAPONS MAY BE CARRIED (EU-OPS 1.065 / 1.070)

9.6.1 WEAPONS AND MUNITIONS OF WAR

Weapons of war and munitions of war can only be carried provided an approval to do so hasbeen granted by all the States concerned before a flight. They must be carried in the aeroplanein a place which is inaccessible to passengers during flight and, in the case of firearms,unloaded, except as when approved by all applicable States as specified below.

In exceptional circumstances weapons of war and munitions of war may be carried other than inan inaccessible place on the aeroplane and may be loaded, provided an approval to do so hasbeen granted by all the States concerned before a flight. These exceptional circumstances areintended primarily to permit the carriage of law enforcement officers, protection officers, etc.

The Commander must be notified before a flight if weapons of war or munitions of war are to becarried on the aeroplane.

9.6.2 SPORTING WEAPONS

Sporting weapons and ammunition for such weapons may be carried without an approval froman Authority, provided they are stowed in a place on the aeroplane which is inaccessible topassengers during flight and, in the case of firearms or other weapons that can containammunition, unloaded. All reasonable measures must be taken to ensure the Company ismade aware of the intended carriage of sporting weapons and ammunition.

With the agreement of the DCA sporting weapons and ammunition may be carried other than inan inaccessible location on an aeroplane if it has been accepted that it is impracticable so to do,subject to any conditions stipulated by the DCA.

Ammunition for sporting weapons is subject to the conditions set out in “Passenger / CrewDangerous Goods that are Allowed with Operator Approval as Checked Baggage only (in thecargo compartments)” section (OM A, GB 9.1.3.4).


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9.7 TRAINING (EU-OPS 1.1220)

All employees should undergo familiarisation training which must be aimed at providingfamiliarity with the general provisions.

Detailed specific function training must be provided for employees who have specificresponsibilities.

Recurrent training must take place at intervals of not longer than two years to ensureknowledge is current. All staff who receive training must undertake a test to verifyunderstanding of their responsibilities.

The minimum requirements for training courses are shown in the following table:

KEY FOR CATEGORIES OF PERSONNEL

1. Shippers and Shippers’ Agents.

2. Packers.

3. Cargo acceptance personnel of Operators and Agencies acting on behalf of Operators.

4. Employees of Operators and Agencies acting on behalf of Operators engaged in theground handling, storage and loading of cargo and baggage.

5. Passenger handling and security people who deal with the screening of passengersand their baggage.

6. Employees of Agencies other than Operators involved in processing cargo.

7. Flight Crew members.

8. Crew members (other than Flight Crew).

GB (OM A)

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MINIMUM REQUIREMENT FOR TRAINING CURRICULA

ASPECTS OF TRANSPORT OFDANGEROUS GOODS BY AIR WITHWHICH THEY SHOULD BE FAMILIAR,AS A MINIMUM

CATEGORY OF PERSONNEL(See keys on previous page)

1 2 3 4 5 6 7 8

GENERAL PHILOSOPHY X X X X X X X x

LIMITATIONS X X X X X X

GENERAL REQUIREMENTS FORSHIPPERS X X X

CLASSIFICATION X X X X

LIST OF DANGEROUS GOODS X X X X X

GENERAL PACKING REQUIREMENTS X X X X

PACKING INSTRUCTIONS X X X X

LABELLING AND MARKING X X X X X X X X

SHIPPER’S DECLARATION AND OTHERRELEVANT DOCUMENTATION

X X X

ACCEPTANCE PROCEDURES X

STORAGE AND LOADING PROCEDURES X X X

PILOTS’ NOTIFICATIONS X X X

PROVISIONS FOR PASSENGERS ANDCREW

X X X X

EMERGENCY PROCEDURES X X X X

SECURITY GB (OM A)

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TABLE OF CONTENTS

10.1 SECURITY INSTRUCTIONS AND GUIDANCE................................ .......................... 310.1.1 INDIVIDUAL RESPONSIBILITY ................................ .................................... 310.1.2 AIM ................................ ................................ ................................ ............. 310.1.3 ORGANISATION................................ ................................ .......................... 310.1.4 IDENTIFICATION CARDS ................................................................ ............ 3

10.1.5 CREW BAGGAGE SECURITY................................ ................................ ...... 410.1.6 REPORTING................................................................ ................................ 4

10.2 BOMB THREATS ................................ ................................ .................................... 510.2.1 GENERAL ................................ ................................ ................................ ... 510.2.2 ACTION ON RECEIPT OF WARNING................................ ........................... 5

10.2.3 ASSESSMENT OF WARNING................................ ................................ ...... 510.2.4 WARNING RECEIVED ON STAND ................................ ............................... 610.2.5 WARNING RECEIVED ON TAXIING OR IN FLIGHT ................................ ...... 710.2.6 LOCATING THE EXPLOSIVE DEVICE IN FLIGHT......................................... 8

10.2.7 IN-FLIGHT SEARCH FOR EXPLOSIVE DEVICE ................................ ........... 810.2.8 EXPLOSIVE DEVICE ................................ .................................................. 12

10.3 HI-JACKING ................................ ................................................................ ...........1710.3.1 GENERAL ................................ ................................ ................................ ..1710.3.2 HI-JACKING PRINCIPLES ................................................................ ...........17

10.3.3 CREW PRIORITIES ................................ ................................ ....................1810.3.4 CARE OF PASSENGERS................................ ................................ ............2010.3.5 HIJACKER PROFILES ................................................................ ................ 20

10.4 UNRULY AND DISRUPTIVE PASSENGERS ................................ ...........................2210.4.1 GENERAL POLICY ................................................................ ..................... 22

10.4.2 FLIGHT SAFETY AND SECURITY................................ ............................... 2210.4.3 AUTHORITY OF THE COMMANDER................................ ...........................2310.4.4 DRUNKENNESS................................ ................................ .........................2310.4.5 SMOKING................................ ................................ ...................................2410.4.6 PASSENGERS SIT-INS AND REFUSAL TO LEAVE THE AEROPLANE ........ 25

10.4.7 POWER TO RESTRAIN ................................ ................................ ..............2510.4.8 PERMANENT RESTRAINT DEVICES................................ .......................... 2510.4.9 PROCEDURE PRIOR TO RESTRAINT................................ ........................ 2610.4.10 PROCEDURE PRIOR TO LANDING................................ .......................... 2610.4.11 PROCEDURE ON LANDING................................ ................................ .....2610.4.12 INCIDENT REPORTS……………………………………………………………...2710.4.13 THE DECISION TO PROSECUTE................................ .............................27

10.4.14 GIVING EVIDENCE IN COURT................................................................ .2710.4.15 COMPENSATION…………………………………………………………………..27

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10.5 PREVENTATIVE SECURITY MEASURES ................................ .............................. 2810.5.1 TRAINING................................................................ ................................ .. 2810.5.2 AEROPLANE SECURITY ON GROUND................................ ...................... 28

10.5.3 FLIGHT DECK SECURITY................................ ................................ .......... 3210.5.4 HOLD AND CABIN BAGGAGE SECURITY ................................ .................. 33

10.6 CARRIAGE OF FIREARMS ................................ ................................ .................... 35

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10. SECURITY

10.1 SECURITY INSTRUCTIONS AND GUIDANCE (EU-OPS 1.1235)

Note: Parts of the security instructions and guidance may be kept confidential.

It is the Company requirement that all personnel are familiar with and comply with therequirements of the Security Programmes of the Department of Civil Aviation of Cyprus and theStates where Eurocypria Airlines operates. All flight crew and cabin crew are required toundergo security training.

The Company’s Quality and Security Manager has overall responsibility for matters affectingsecurity and reports directly to the Operations Manager. The Quality and Security Manager isresponsible for the establishment and maintenance of security policy and procedures within theCompany and for ensuring that all relevant security matters are brought to the attention of allOperations personnel.

The Operations Control Duty Officer is responsible for informing the Quality and SecurityManager of any security related matter. In addition the Operations Control Duty Officer isresponsible for ensuring that aeroplane Commanders are at all times kept fully informed of anysecurity related matters related to that Aeroplane Commander’s current operation and/or duties.

10.1.1 INDIVIDUAL RESPONSIBILITY

Security is best served by a high level of personal awareness and responsibility with allpersonnel remaining vigilant at all times.

10.1.2 AIM

The aim of Aviation Security is to safeguard passengers, crew, ground personnel and thegeneral public from acts of unlawful interference with civil aviation in flight or on the ground.

10.1.3 ORGANISATION

The Cyprus Department of Civil Aviation is responsible for the development and implementationof the country’s National Security Programmes. The Quality and Security Manager is theCompany liaison person with the Cyprus DCA on security matters.

All information provided by outside agencies is evaluated by Eurocypria’s Quality and SecurityManager and disseminated to other Company Departments and flight crews where applicable.

Pilots and cabin crew having any security concerns should in the first instance report to theCompany’s Quality and Security Manager.

10.1.4 IDENTIFICATION CARDS

Crewmembers will be issued with Identification Cards (Security Pass) for Larnaca aerodromeand with a Company Identity Card.

The identification card (ID) is to be worn in a visible position at all times when on duty or whenentering areas requiring the wearing of ID card. For flight safety reasons an ID worn on a neckchain should be removed when on board the aeroplane.

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A lost pass should be reported immediately to the Personnel and Administration Departmentwho will advise the issuing authority. At no time should the pass be lent, disposed of ortransferred to another person. There are severe penalties for the misuse of passes and indeedit may prevent the person being issued with another pass.

Security and Identity passes must be returned when the employee leaves the Company.

10.1.5 CREW BAGGAGE SECURITY

All crew baggage should normally carry an identification label giving full name and rank of thecrewmember. When crew baggage is placed in the hold, each item must bear the Companylabel “CREW”.

Members of the crew are responsible for the security of their personal baggage and must neverleave it unattended once it has been security screened. Where crew baggage is not subject toscreening at an aerodrome, crewmembers must ensure that their baggage has not beeninterfered with in any way prior to boarding.

No member of the crew should ever, under any circumstances, accept a package, parcel orenvelope from anybody other than authorised personnel. Any sealed package belonging to acrewmember shall at all times be carried by the crewmember concerned onto the aeroplanepersonally and shall not be entrusted to any other crewmembers.

The individual crewmember is responsible for the handling and security of his personalbaggage. Adherence to the following procedures is required:

Keep your bags locked when you are not using them.

Maintain security of your entire carry-on bag.

Before leaving hotel, make sure all items in your bags belong to you and have not beentampered with.

Keep your bags in view at all times in public areas such as lobbies, boarding lounges,restaurant, restrooms, hotel or terminal buildings.

Never accept anything for carriage, including letters or envelopes, given by strangers,fellow employees or acquaintances.

10.1.6 REPORTING

In the event of any unlawful interference on board an aeroplane, the Commander should ensurethat a report of the circumstances is submitted without delay to the designated Local Authority,to the Quality and Security Manager who will inform the designated Local Authority and to theCyprus Department of Civil Aviation.

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10.2 BOMB THREATS

Note: Refer also to Eurocypria’s Emergency Response Manual (ERM).

10.2.1 GENERAL

It is important that all Eurocypria staff develop a "security conscious" approach with respect tothe Company’s aeroplanes and other assets. All flight and cabin crewmembers should bevigilant in ensuring that unauthorised persons are denied access to the aeroplane and areaswhere there is the potential for sabotage or damage.

It is recognised that most threat warnings are usually intended to cause a nuisance. However,they must never be ignored as they could well precede an actual act of terrorism. Therefore,each and every bomb warning should be recorded and documented thoroughly and a fullassessment made to determine its significance and the level of risk it represents, so that theappropriate counter measures may be implemented.

10.2.2 ACTION ON RECEIPT OF WARNING

It is extremely important that the recipient of a threat warning remains calm and obtains asmuch information from the caller as possible to help in the assessment process and thepossible identification of the caller.

THE PERSON RECEIVING THE CALL DIRECTLY SHOULD:

Make a written note of the actual words used by the caller on a Threat Warning ReportForm.

Alert a colleague to listen and to try and trace the call.

Ask the caller:

(iii) WHERE is the device?

(iv) WHEN will it explode?

(v) WHAT does it look like?

(vi) WHY are you doing this?

(vii) WHO are you or WHOM do you represent?

If possible the credibility of the caller should be tested by making up a non-existentflight number, flight time or location and asking the caller whether that is the one towhich he or she is referring.

The information should then be passed on to a Supervisor who will, in turn inform theOperations Control, the Quality and Security Manager and the local Police.

10.2.3 ASSESSMENT OF WARNING

The Operations Control staff together with the Quality and Security Manager or the OperationsManager should assess the warning by working methodically through the Threat Warning RiskAssessment form and should activate the Company Threat Alert Response Team, who willconsult with the Police and the appropriate Aerodrome Authority and Handling Agent indeciding upon what action must be taken. At all times the existence of the threat warning shouldbe kept on a “need to know basis”.

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The purpose of the assessment is to determine whether the warning is credible or simplynuisance, what risks it poses to people, property, operations and the responses required.

After assessment the threat will be defined into one of the following categories:

CATEGORY RED

A specific warning where the threat clearly identifies a specific target, or where the caller haspositively identified himself or the organisation involved and this can be judged as credible.

This threat is likely to involve a danger to people, property or commercial activities and ittherefore merits counter measures to be put into effect.

CATEGORY AMBER

A warning that can be related to one or more targets but where there is doubt about thecredibility of the call or a doubt about the effectiveness of the existing counter measures thatcould be put into effect.

This threat may involve danger and therefore may require the implementation of countermeasures and increased vigilance.

CATEGORY GREEN

A threat warning which may not identify a specific target or targets, or which may otherwise lackcredibility.

This category of threat does not justify the implementation of additional precautions and/orprocedures.

REPORTING

If the threat against any aeroplane is assessed as RED or AMBER, the Commander is to beadvised of the seriousness of the threat based on the information available. If the threat isassessed as RED, the Operations Control Duty Officer is to activate the Company EmergencyProcedure and inform the local Police and local Civil Aviation Authority.

10.2.4 WARNING RECEIVED ON STAND

Summon senior cabin crewmember to the flight deck and advise the nature of the threat againstthe aeroplane;

Make the following PA announcement :

"Ladies and gentlemen this is Captain.....speaking. I regret to advise that there will be aninterruption to this flight. We have received a message that a suspect package may have beenloaded on to the aircraft. In the interest of your safety we are going to make a thorough searchof the aircraft. Instead of taking off, we shall taxi the aircraft to a suitable area. The cabincrewmembers will supervise your disembarkation and accompany you to a safe location.Arrangements for your comfort while the aircraft is being searched will be advised afterdisembarkation";

ACTION ON ASSESSMENT CATEGORY RED

Disembark all passengers and crew with all hand baggage in controlled circumstances,giving technical problems as the reason for the evacuation. Escape slides should onlybe used in extreme emergencies where the assessed time of detonation will not allowfor a controlled evacuation.

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Remove passengers to an area separated from other passengers.

Remove the aeroplane to a remote location and quarantine the aeroplane. If there issufficient time before estimated time of explosion carry out a search of theaeroplane.

Once “ALL CLEAR” has been given by the Police, carry out a full search of theaeroplane and ensure all baggage is screened again and passengers reconciled tobaggage before any re-embarkation is permitted.

ACTION ON ASSESSMENT CATEGORY AMBER

Unload all hold baggage and any cargo.

Disembark passengers in groups with all hand baggage to allow orderly identification ofhold baggage. Any bags not identified should be treated as suspect.

Remove passengers to an area separated from other passengers.

Conduct a full search of the aeroplane before re-loading and re-embarking.

10.2.5 WARNING RECEIVED ON TAXIING OR IN FLIGHT

Summon the senior cabin crewmember to the flight deck and advise the nature of the threatagainst the aeroplane.

If a decision to return to stand or divert has been taken, make the following PA announcement:

"Ladies and gentlemen this is Captain.....speaking we have been advised by Air Traffic Controlthat the safety of the aircraft may have been compromised. In the interests of your safety weare returning to.....airport (or diverting to.....airport) and I will give you more details afterlanding";

After landing make the following PA announcements:

"Ladies and gentlemen this is Captain......speaking. I regret to advise that we have received amessage that a suspect device may have been loaded on to the aircraft. In the interest of yoursafety we are going to make a thorough search of the aircraft. The cabin crewmembers willsupervise your disembarkation and accompany you to a safe location. Arrangements for yourcomfort while the aircraft is being searched will be advised after disembarkation";

ACTION ON ASSESSMENT CATEGORY RED

On taxiing, the primary intention must be to taxi the aeroplane to some part of theaerodrome away from the terminal building and evacuate the aeroplane in controlledcircumstances if at all possible.

In flight, the primary consideration must be given to the potential effects of an explosionon board and on the people on the ground, particularly over densely populated areas.

An emergency should be declared stating the nature of the emergency and theaeroplane should be diverted to the nearest airfield, civil or military, at which it can landsafely.

When the aeroplane is making an approach to land over a densely populated area, itshould be permitted to land at the aerodrome in accordance with current emergencyprocedures. The aeroplane’s time in the air should not be prolonged by a diversion toanother aerodrome.

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If an immediate landing cannot be made a search should be conducted and, if asuspicious item is found, the procedures to move the item to the Least Risk BombLocation (LRBL) should be followed.

When an aeroplane lands following a RED bomb warning, passengers and crew shoulddisembark in controlled circumstances if at all possible, taking identified hand baggagewith them and move at least 500 meters upwind from the aeroplane with minimumdelay. Escape slides should be used only in extreme emergencies where the assessedtime of detonation will not allow for a controlled evacuation.

ACTION ON ASSESSMENT CATEGORY AMBER

The Commander should order a discreet search of the aeroplane, in so far as this ispossible in flight.

If a suspicious item is found the alert category should be raised to RED and anemergency declared.

If it is considered unlikely that there is a bomb on board but it is deemed prudent tomake further checks (i.e. before committing a long flight) the aeroplane should bediverted to an airfield at which it can land safely for a thorough search.

10.2.6 LOCATING THE EXPLOSIVE DEVICE IN FLIGHT

If the location of the device is not known, the operating crew, in conjunction with Air TrafficControl and the Eurocypria Quality and Security Manager of Flight Safety Officer, will obtain asmuch information as possible, in order to determine a “hiding place”.

If it is decided to initiate an in flight search for the device, the Commander should ascertain howlong the aeroplane was accessible and unguarded so that he can brief on the extent on thesearch. He will also need to find out as much as possible about the size and description of thedevice so that the crew will have, at least some idea of what they are looking for, and where itmight be.

Information is vital and will affect the urgency and intensity of an IN FLIGHT SEARCH FOR ANEXPLOSIVE DEVICE.

10.2.7 IN-FLIGHT SEARCH FOR EXPLOSIVE DEVICE

INTRODUCTION

It is better that the flight crew search the areas of the aeroplane with which they are mostfamiliar.

Operating crew search the flight deck.

Cabin crew search the cabin.

If there is a maintenance engineer on board, who has an extensive knowledge of theaeroplane may be able to suggest search areas not immediately apparent. Otherwiseadvice may be sought from Engineering through Stockholm radio.

SEARCH PROGRESS

One member of the operating crew will conduct the search while the other controls theaeroplane. Particular attention should be given to small spaces, not easily accessible,including the avionics bay.

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In a crowded cabin, it is essential that the search team is well organised to ensure thatthe whole cabin area is searched in a logical and methodical manner, with nothingbeing moved past the search “barrier” without first being inspected.

Before the search begins, the passengers shall be required to identify, and remove, alltheir hand baggage from the overhead bins and floor, and to place it on their knees,open for scrutiny.

Search cabin as in the checklist. Begin at the flight deck door, work back through theaeroplane cabin, the galleys and the toilets. Particular attention should be given tosmall spaces between equipment and the inner lining of the aeroplane, especially in thegalley and toilet areas.

As each section of the cabin is searched, passengers must be moved from their seatsand all hand baggage, loose fittings, such as seat cushions, life jackets and contents ofseat pockets etc. removed and examined. After searching the area, all the itemsremoved must be replaced under proper supervision.

Searching can be assisted by the use of a powerful electric torch and, if available, amirror to observe under seat areas or overhead locker areas.

If an unusual or unclaimed article is found, it should not be disturbed. Its position shouldbe noted and other articles kept clear of it. The remainder of the aeroplane should besearched to ensure that not more than one unidentified item is on board. Only then,should consideration be given to what to do with it / them.

IN-FLIGHT AEROPLANE SEARCH CHECKLISTS

The following B737-800 specific checklist is for cabin crewmembers who may have to searchthe cabin for a hidden device. The checklist is not interchangeable between aeroplane typesalthough they may look the same.

If any suspicious package is found during the search, the procedures detailed above are to befollowed. Do not stop searching because one suspicious package is found. There may be morethan one, the first may be a decoy.

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BOEING 737-800W

FLIGHT DECK

Stowage areas

Seats

Area below 2nd observer’s seat

Equipment for any sign of tampering

Manuals

1st observer’s seat

FORWARD GALLEY AREA

Ovens

Water shut-off valve

Ice bin

Waste bin

All cupboards

Trolley stowages

Trolley contents including dry stores

Container stowages

Emergency equipment stowagesincluding bulkhead cupboard

Canister stowages

FORWARD TOILET

Exterior ashtray

Interior ashtray

Sink including plug and areaunderneath

Drop down oxygen unit

Smoke detector unit

Waste bins and stowage area

Waste bin flaps

All towel stowages, including papertowel and tissue holders

In toilet pan and under seat cover

Mirror area for warning messages

FORWARD CREW STATION

Crew seats fully retract and searcharea

Emergency equipment stowages

Torches


FORWARD LEFT CABINET

All forward and side cupboards


FORWARD SERVICE DOOR

Slide bustle

FORWARD ENTRANCE DOOR

Slide bustle

CABIN

Floor area under seats

Around sides and back of seats

Seat cushions to be removed athigher alert states (when ordered)

Seat pockets

Around life jacket pouches for signsof tampering

Tables and folding table stowages

Overhead lockers, including the IFE

Light panels and fixtures for signs oftampering

Overwing exits areas


Drop down oxygen units for signs oftampering

Behind last seat rows

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REAR TOILETS

Exterior ashtray

Interior ashtray

Sink including plug and areaunderneath


Smoke detector unit

Waste bins and stowage area

Waste bin flaps

All towel stowages, including papertowel and tissue holders



Retract and check baby changing mat

REAR CREW STATIONS

Crew seats fully retract and searcharea


Torches


REAR ENTRANCE DOOR

Slide bustle

REAR SERVICE DOOR

Slide bustle

EMERGENCY EQUIPMENTCUPBOARDS ABOVE CREW STATIONS

All contents of cupboards

Emergency equipment

REAR GALLEY AREA

Ovens

Water shut-off valve

Ice bin

Fridge

Waste bin

All cupboards

Trolley stowages

Trolley contents including dry stores

Container stowages

Canister stowages

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10.2.8 EXPLOSIVE DEVICE

HANDLING WHERE FOUND

If an actual or suspected explosive device is found on board, and the Commander decides thatit should remain where it is, the following procedure should be accomplished at his direction:

DO NOT TOUCH OR MOVE THE OBJECT.

MOVE PASSENGERS AWAY FROM THE OBJECT.

If necessary, passengers must continue the flight without seats. In such circumstances,displaced passengers should sit on the floor with backs against aft facing bulkheads,galleys etc. or should “double up” with other passengers in spaces between the seatrows.

KEEP THE OBJECT IN THE SAME PLACE AND ATTITUDE.

Use anything available, e.g. adhesive tape (from first aid kits) to stabilise the object sothat it will not move during descent and landing.

Cover with a plastic sheet to keep it dry and then pack around the object with watersoaked blankets, pillows and seat cushions, also if possible, surround with handbaggage, bar/stores boxes and similar items.

The use of wetted blankets and furnishings lessens the thermal effect of an explosionand thus the chance of fire. Heavy materials also absorb energy and will help indirecting “blast” fragmentation outboard.

DO NOT MOVE OBJECT (unless in “high risk” location).

DO NOT cut or pull any string or tape.

DO NOT open any closed container.

DO NOT disconnect or cut any wires or electrical connections, except with properexpert advice.

SWITCH OFF NON-ESSENTIAL ELECTRICS NEAR TO OBJECT to reduce the risk offire caused by electrical short-circuiting, in the event of an explosion.

MOVING TO “LEAST RISK BOMB LOCATION”

The Least Risk Bomb Location (LRBL) on the Boeing 737-800 is the Right Rear Service Door.

Information on evidence available, or expert advice received, may indicate that the object is anexplosive device, and that it is likely to explode in flight. In such circumstances, considerationmust be given to moving it to the LRBL, specifically, the right hand aft service door. On thedirection of the Commander, procedure for such movement is as follows:

Do not touch or move the object.

Move passengers away from the object.

If necessary, passengers must continue the flight without seat s. In such circumstances,displaced passengers should sit on the floor with backs against aft facing bulkheads,galleys etc. or should “double up” with other passengers in spaces between the seatrows.

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HANDLING OF EXPLOSIVE DEVICE WHEN MOVING TO LRBL

Check for anti handling device.

Decide on the best route to the LRBL.

Consider how you intend to “handle” the device.

IF THERE IS TIME, REHEARSE THIS PROCEDURE. PLAN EVERY STEP TO DETERMINEWHICH CREWMEMBERS DO WHAT, ESPECIALLY WHILE THE DEVICE IS BEING MOVED.

Move passengers away from the intended route and LRBL.

Move object to LRBL without altering its attitude.

Secure object with tape.

Cover with plastic sheet to keep it dry and pack around the object with water soakedblankets, pillows, seat cushions etc. Try to fill the entire area with “blast” absorbingmaterials such as furnishings, store boxes, hand baggage, etc.

The use of wetted blankets and furnishings lessens the thermal effect of an explosionand thus the chance of fire. Heavy materials also absorb energy and will help indirecting “blast” fragmentation outboard.

DO NOT cut or pull any string or tape.

DO NOT open any closed container.

DO NOT disconnect or cut any wires or electrical connections, except with properexpert advice.

SWITCH OFF NON-ESSENTIAL ELECTRICS NEAR TO OBJECT to reduce the risk offire caused by electrical short-circuiting, in the event of an explosion.

RECOMMENDED IN-FLIGHT EMERGENCY SAFETY PROCEDURES FOR A SUSPECTDEVICE ON BOARD

1. ACTION: IF POSSIBLE, DESCENT, LAND and TAXI TO A REMOTE SITE andEVACUATE THE AEROPLANE IMMEDIATELY.

PURPOSE: To get passengers and crew away from the hazard. If landing the aeroplane and

evacuating the passengers within 30 minutes is not possible, implement the following actionsdescribed below.

2. ACTION: CONTACT ATC and/or the Company’s Operations Control to requestassistance from an official authority that provides an explosive specialist.

PURPOSE: To get expert advice directly from an Aviation Explosive Security Specialist (Bomb

Technician).

3. ACTION: If possible, DESCENT to attain no more than 1 psi pressure differential whilemaintaining the existing cabin pressure as long as possible. It is extremely importantthat the cabin pressure dif ferential pressure (Δp) be reduced, even if the crew is unable to land immediately due to the distance to a safe landing area (e.g. over the Atlantic orPacific Oceans).

PURPOSE: To avoid amplifying the effects of an explosion, preclude the activation of an altitude-

sensitive device and to assist in evacuation of smoke.

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4. ACTION: After considering the aeroplane’s capabilities and the distance to the nearestsuitable aerodrome, SLOW to approach speed if possible and configure the aeroplanefor landing, restricting manoeuvring to a minimum. This may not be possible in allinstances due to the distance to the nearest landing area.

PURPOSE: In the event of a detonation the systems for lowering landing gear and other landingaids could be damaged. Reducing approach speed and level flight may enhance aeroplane’s

survivability.

WARNING: Do not open or attempt to gain entry to the internal components of a closed orconcealed device. Any attempt may result in an explosion. Body-trapped closed

devices have been reported as having been on board aeroplanes in the past.

5. ACTION: KEEP all passengers seated with their seat belts fastened and seat backsand tray tables in their full upright positions, at least 4 rows from the suspect device(remove the seat cushions from the seats).

PURPOSE: Distance from an explosion is one of the best protective measures for passenger safety.Placing seat backs and tray tables in their full upright positions will provide additional protection.Removing seat cushions will lower passengers’ heads below the seat back.

6. ACTION: SLIDE a stiff, thin card, such as the emergency information card underneaththe device. If there is no resistance under the device, leave the card in place.

PURPOSE: To check for an anti-lift switch.

NOTE 1: No anti-lift activated device has ever been reported on board an aeroplane in flight.

NOTE 2: if the device cannot be moved to the LRBL, the best possible course of action mayrequire you to execute a modified LRBL packing procedure, keeping the device at itscurrent location. If able, consult with an official Aviation Explosive Security Specialistto develop improvised procedures.

CAUTION: In the unlikely event that the card cannot be slipped under the device, it may

indicate that an anti-lift switch is present and that the device cannot be moved.

7. ACTION: CONFIRM the designated least risk bomb location (LRBL).

PURPOSE: To prepare for moving the suspect item to the correct location on the aeroplane.

8. ACTION: If the LRBL is a door, DISARM the escape slide and if possible, pin theinflation bottle and detach the slide from the door and place it flat on the floor.

PURPOSE: To provide protection for the floor structure and aeroplane systems beneath the floor.

NOTE: If it is not possible to detach the slide form the door, ensure that the device when

placed on the stack against the door is above the slide but not in the view port.

9. ACTION: If possible, DISABLE all non-essential power to the areas in the vicinity of theLRBL.

PURPOSE: To reduce potential secondary fire ignition hazards.

10. ACTION: PREPARE the LRBL before moving the device. Construct a platform ofbaggage from the floor up to the centre of the LRBL site. Place at least 25 centimetresor wetted materials on top of this platform. Place a single, thin sheet of plastic (e.g.trash bag) on top of the wetted materials.

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PURPOSE: The escape slide and baggage will dissipate blast forces that could otherwise damage

the floor structure or critical systems beneath the floor and reduce or prevent fragments and fire inthe cabin. The wetted materials will also significantly reduce the chance of a cabin fire. Do not omitthe plastic sheets, as we do not want the suspect device to get wet and possible short circuit anelectronic timer.

11. ACTION: If the device can be relocated, MOVE the device in the position found with thecard in place to the prepared LRBL. Stabilise it on top of the plastic sheet above the 25centimetres of wetted materials and centred against the inside surface of the structureat the identified LRBL site.

PURPOSE:To prevent detonation if an anti- lift switch is used in the suspect device.

NOTE: Though very sensitive vibratory-activated devices are not expected on board

aeroplanes in flight, less sensitive types requiring a 90-degree change in attitude havebeen encountered. Keeping the device in the position found will reduce the chance ofan accidental detonation.

12. ACTION: With the device against the inside surface of the cabin interior at the LRBLsite (avoiding the observation port when the LRBL is a door), PLACE an additionalsingle thin sheet of plastic over the device. Saturate soft blast-attenuating materials withwater or any other non-flammable liquid. Carefully pack at least 25 centimetres ofmaterial around and on top of the suspect device. Fill the entire remaining area used asthe LRBL with soft blast-attenuating materials up to the overh ead and out to the aisle.

PURPOSE: To lessen the thermal effects, absorb energy and assist in directing the blast, smoke

and fragmentation.

13. ACTION: SECURE the LRBL stack in place using belts, ties or other appropriatematerials.

PURPOSE: To ensure the LRBL stack stays in place during the remainder of the flight.

14. ACTION: MOVE all passengers at least 4 rows of seats from the LRBL. Seat backs andtray tables throughout the cabin should be placed in their full upright positions (removethe seat cushions from the seats).

PURPOSE: Distance from an explosion is one of the best protective measures for passenger safety.

Placing seat backs and tray tables in their full upright positions will provide additional protection.Removing seat cushions will lower passengers’ heads below the seat back.

15. ACTION: LAND and TAXI to a REMOTE SITE and EVACUATE the aeroplane as soonas possible, avoiding exits on the LRBL side of the aeroplane and exits near the LRBLto the maximum degree possible. Be prepared to provide the responding bomb squadwith a description of the suspect device and a briefing on all actions taken by the crew.

PURPOSE: To reduce passenger and crew exposure to the suspect device.

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TYPICAL AEROPLANE DOOR

WINDOW

PLACE SUSPECTEDDEVICE AT THIS HEIGHT(at window level)

LOWER SLIDE TO FLOOR

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10.3 HI-JACKING

10.3.1 GENERAL

It is accepted that the crew will be unable to prevent the forcible seizure of an aeroplane,without putting the safety of passengers and crew in some jeopardy. A hijack attempt mayoccur anywhere at anytime. Usually they occur in the air, frequently soon after take-off, butaeroplanes have also been seized on the ground.

Hijackers may be politically motivated, in pursuit of a crime, mentally disturbed or indeed theymay be fanatical to the point of being prepared to sacrifice their own lives. They may be inpossession of firearms, explosives, inflammable liquids or replica or simulated weapons.

As the circumstances surrounding a hijacking/unlawful seizure of an aeroplane are highlyvariable it is not possible to provide specific information to flight crews. However, the safety ofthe aeroplane and its occupants must be the paramount consideration and any occurrencemust be dealt with in accordance with the Commander's judgement of the prevailingcircumstances.

Unlawful seizure or interference with an aeroplane in service is a crime wherever it occurs andas such will be dealt with by the police or security forces in the same manner as any crime ofviolence. Commanders should anticipate that the police or security forces that have thenecessary powers of arrest and entry on premises and property without warrant will begin toexercise their powers and their authority to control the future course of events as soon as theincident is reported. The responsibility of the Commander begins to diminish at this point and hebecomes subject to the instructions of the relevant authorities.

Until this point is reached, the Commander is solely in command and his actions should beconditioned by the requirements of the hijacker in a manner which does not exacerbate thesituation or increase risks to the passengers and crew.

It is the Commander's responsibility to adhere to the lawful instructions of the police or securityforces to the extent that he considers this to be consistent with the safety of the passengers andcrew.

10.3.2 HI-JACKING PRINCIPLES

In any situation of this nature, all crewmembers must act in accordance with the followingprinciples.

Safety of passengers and crew is of primary importance.

The aeroplane and Company property therein is of secondary importance.

All efforts should be taken to prevent access to the Flight Deck by any hijacker.

Attempting to overpower hijackers should be a last resort and only when it is apparentthat they are in intent on taking control of the aeroplane to use it as a weapon or to killall those onboard. It is possible that there may be members of the hijack team whohave yet to reveal their identity. In such a situation it may be necessary for theCommander or SCCM to consider seeking assistance from the passengers to regaincontrol of the cabin.

In other instances, comply with instructions but do not surrender. The Commander isstill responsible for the aeroplane and it may be possible to persuade the hijackers tomodify their demands.

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Where possible be guided by the Authorities. The crew’s assessment of the situationwill be constrained by the confines of the aeroplane, and the Authorities are bound tohave a wider picture. Trust in their actions and where possible, comply with theirinstructions.

Keep the Ground Authorities fully informed. Be observant because they will requireobjective and detailed information about the situation on board.

In flight, confine negotiations to the aeroplane’s safe conduct.

After landing, try to put the hijackers in direct contact with the ground authorities andattempt to persuade them to release the passengers and crew.

10.3.3 CREW PRIORITIES

An act of hijacking will almost certainly manifest itself with great suddenness. This will be aparticularly dangerous time because hijackers will be nervous and uncertain. Initially thehijackers will be deliberately aggressive, in a calculated attempt to assert their authority.Passengers and crew alike will be “intimidated” by some very uncompromising aggression.Hard as it may be, it is imperative that the crew remain calm and, above all, apply themselvesto the safe operation of the aeroplane and the reassurance of the passengers.

Company policy is that the flight deck door should be locked at take-off and remains locked forthe remainder of the flight, with the exception of when access is necessary for the supply offood and drinks to the flight deck and visits by the pilots to the toilet. No person other than acrewmember assigned to the flight is to be admitted in the flight deck.

COMMANDER’S ACTIONS

Set transponder to 7500.

Inform Air Traffic Control.

Switch on “Fasten Seat Belts” sign.

Brief Crew.

There could be situations where the “rule” to cooperate with the hijackers may not apply. Crewsshould make an assessment of the hijacking in progress, i.e., negotiable or non-negotiable. If itis the latter, then any means should be used to remove the intruder(s), from the flight deck.Also, the following options, among others, may be considered by the Commander to assist inovercoming the hijacker(s):

The Commander may elect to apply moderate to extensive positive and negative forcesonto the aeroplane, which should be sufficient for any person standing up to fall on thefloor of the aeroplane so that crew / passengers can overpower them;

AND / OR

Depressurize the cabin of the aeroplane (rapid depressurization by manually opening ofthe outflow valve).

Either of the above or any similar actions must be taken with extreme caution and with fullunderstanding of the severe consequences involved and should only be considered only as anextreme / last resort.

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CABIN CREW ACTIONS

Try to find out the hijackers’ intent and objective. The operating crew will need this informationso that they can consider the feasibility of the demand and advise Air Traffic Controlaccordingly.

Endeavour to establish the numbers of hijackers and their weapons and to pass this informationto the Authorities.

While crew should endeavour to do nothing to further aggravate the hijack situation, it isgenerally recommended that crew should take no action which could generate a violentresponse. However, in a case where the hijackers’ intent is to destroy the aeroplane withoutany recourse to negotiation or if a volatile liquid is being used as hijack weapon, it may benecessary to take direct action, because fire can spread rapidly and with devastating results. Inthese circumstances your action should be to:

Reason with the hijacker and explain the dangers.

Consider the use of BCF fire extinguishers, in an attempt to partially incapacitate thehijacker and regain control. This is a dangerous undertaking and should be adoptedonly as a last resort where it appears that the alternative will be the total destruction ofthe aeroplane.

Notwithstanding the above, it is of the utmost importance to keep the situation as cool aspossible. Nothing must be done which might aggravate the hijacker. Every reasonable effortmust be made to comply with the hijacker’s demands. Remember, COMPLY BUT DO NOTSURRENDER RESPONSIBILITY FOR THE SAFETY OF THE AEROPLANE OR THEPASSENGERS.

The crew should co-operate with the hijacker as necessary to remove any possible sources ofirritation which might jeopardise the safety of passengers and crew. It is important to try andestablish a rapport with the hijacker so that some sort of mutual trust can develop. It will help ifcommunications through one member of the crew can be established.

Demonstrate that all crewmembers are necessary to the safe operation of the aeroplane andpersuade hijackers to leave the flight deck, in the interests of safety, particularly when landing.

Crew should be aware of the tendency towards sympathising with the objectives of thehijackers during protracted incidents (“The Stockholm Syndrome”) and guard against thisinfluence.

Avoid discussions with the hijackers on politics or the credibility of their motives.Communications should focus on the safety of the aeroplane and on the well-being of thepassengers and crew, and on the concern of their dependants.

Try to get the hijacker to agree to the following:

That the passengers and crew be allowed to move to, and from, the toilets. (Thehijacker may insist that toilet doors are kept open whilst toilet in use).

That any medically qualified passengers be allowed to assist any other passengerneeding attention.

That, when the aeroplane is on the ground, toilets are serviced (or at least emptied) andnecessary supplies of food and drinking water are bought on board. Inform thehijackers of aeroplane unserviceability or crew sickness or exhaustion as a means ofencouraging acceptance of another aeroplane or a replacement crew.

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10.3.4 CARE OF PASSENGERS

An incident of hijacking can be a very protracted affair. Some on record have gone on for daysin conditions progressively deteriorating due to high temperatures and the lack of simpleamenities.

Cabin crew should try to keep the passengers quiet and comfortable and, if possible, occupied.If the hijacker permits it, cabin crew should move around and try to allay passengers’ fears bykeeping them informed of the situation. Passengers are usually fairly compliant in suchcircumstances, but it may be necessary to restrain one or two who may be unnecessarilyaggressive or hot headed.

Particular attention should be given to the needs of the old, sick and mothers with smallchildren. It may be advisable to get other passengers, particularly those medically qualified, tolook after them.

Keep the cabin as clean and tidy as possible. As the incident wears on, conditions can get verysordid indeed, and every reasonable effort must be made to prevent this.

Allocate the passengers their own cups or glasses. It is unlikely that fresh supplies can beloaded, and limited supplies of domestic water should not be used for washing utensils.

Ration the available supplies of food and non alcoholic drink on the assumption that thesituation might last 3 to 4 days, or at least until the hijacker gives permission for additionalsupplies to be loaded.

Keep the bars locked and do not serve any alcoholic drinks. Try to discourage passengers fromindulging too freely in their own duty free supplies. Indeed, it might be prudent to collect theseand lock them away, if this is possible.

Should the interior of the cabin get too hot or too cold, try to arrange for any of the following asmay be appropriate:

Open all doors and exits, including emergency exists,

That a ground power unit (GPU) be connected to the aeroplane,

Run one, or more, of the aeroplane engines to operate the air conditioning system,

There is no doubt that during this quite awful ordeal, crewmembers will feel totally isolated andafraid. The authorities will be doing everything in their power to secure the safe release of all onboard. This, however, will take time. Negotiation may go on for days and all crewmembers mustnot allow despair to occupy the mind.

The passengers will look to you for leadership, encouragement and direction. Do not disappointthem!

10.3.5 HIJACKER PROFILES

Some hijackers may harbour a desire to die under spectacular circumstances. They may seemto be confused. They may fail or refuse to name a destination or persist in ordering the flight toa destination that it is impossible to reach. They may create highly unstable situations, changingorders as the flight progresses.

The crew should attempt to determine the hijacker's intended destination. A hijacker with nofirm destination or a clearly impossible destination in mind may be considering suicide. Thisperson creates a high-risk situation. A hijacker with a firm, reasonable destination in mindprobably creates a situation of less immediate risk.

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Previous world-wide incidents of hijacking suggest that persons committing this crime fall intofour categories:

TERRORISTS

Present the most serious threat; very professional; operate in small teams; use realweapons; could be prepared to sacrifice their own life,

Attack aviation because aeroplanes are perfect targets,

Usually plan in great detail reconnaissance and dummy runs; security conscious,

Usually take training seriously for specific operation,

No shortage of resources.

CRIMINALS

Usually very professional; work as individual or in small groups; have good planning;use real weapons,

Usually totally rational; will have assessed the odds; will not use unnecessary violence;are not fanatical and will recognise when the “game is up”.

REFUGEES

Usually very amateurish; work as individuals or in small family groups; have poorplanning; have no training and likely to have fake weapons but, if genuine, possibly willnot know how to use them,

Have used inflammable liquids in the past and do not appreciate the danger,

May be desperate and frightened; should not be pressed hard,

Usually surrender on landing; seek political asylum.

PSYCHOTICS

Usually irrational and unpredictable; can be suicidal and dangerous,

Always operate as individuals; have no planning and/or no training; act on spur of themoment,

Usually adopt passive approach; are likely to have fake weapon,

If aggressive, then the weapon likely to be real,

Usually become amenable to reason; tire easily, lose determination, may be frightenedand confused, likely to react adversely to pressure.

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10.4 UNRULY AND DISRUPTIVE PASSENGERS (EU-OPS 1.115 / 1.120)

10.4.1 GENERAL POLICY

Eurocypria Airlines is very concerned about the problem of unruly, disruptive and drunkenpassengers.

Individual passengers or groups of passengers with the potential to behave in an unruly,disruptive or disorderly manner generally fall into the following categories:

Apparently intoxicated or under the influence of drugs or alcohol to the extent ofphysical incompetence.

Engage in disorderly or offensive conduct to the discomfort or distress of otherpassengers and flight attendants.

Are violent to the extent that there is a possibility of injuries to passengers or cabincrewmembers or damage to the aeroplane.

Are apparently of unsound mind.

Are known or suspected of being in possession of firearms.

Fail to adhere to instructions by Eurocypria personnel.

Therefore, disruptive, abusive, drunken or violent behaviour at check-in, at the gate, in loungesor onboard an aeroplane conflicts with Eurocypria Airlines’ primary objective of being a safe andsecure airline. Disruptive behaviour significantly affects the comfort and degree of customersatisfaction of other passengers and, consequently, the reputation of Eurocypria Airlines. It alsoplaces additional and often unacceptable burdens on ground staff and crewmembers.

Eurocypria Airlines policy therefore is:

To empower crews and ground staff to take all reasonable steps to prevent disruptiveand drunken behaviour and, when it occurs to, to deal with it as quickly and effectivelyas practicable;

To support crews and ground staff taking such action;

To encourage the police to prosecute disruptive passengers in appropriate cases,especially where there have been assaults on Eurocypria Airlines staff;

To assist and support crewmembers and ground staff who are required, after anincident, to give witness statements to the police or to appear in court when passengersare prosecuted; and

To provide appropriate training for crews and ground staff in recognising and dealingwith conflict and its aftermath.

10.4.2 FLIGHT SAFETY AND SECURITY

It as an offence for a person to commit any act likely to imperil the safety of an aeroplane or anyperson on board, whether by interference with any member of the personnel of the aeroplane,or by tampering with the aeroplane or its equipment or by disorderly conduct or by any othermeans. It is also an offence for a person to be drunk on an aeroplane

In addition to the above, the laws of Cyprus (for example: the law relating to common assault)apply to all aeroplanes registered in Cyprus.

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When dealing with disruptive or drunken passengers the safety and security of the aeroplane,its passengers and the crew override all other considerations.

The Company will:

Support all reasonable actions taken by crewmembers in the best interests of safetyand security, and

Support prosecutions of passengers for breaches of the criminal law committed onboard an aeroplane.

REPORTING OF UNRULY OR DISRUPTIVE PASSENGER INCIDENT:

For this purpose a special form is provided in the aircraft’s spare form wallet which should beduly completed by the SCCM and signed by the commander. This form will be sent to the FSOin the same manner as an ASR (see chapter appendices, 1.6 Appendix 13.)

10.4.3 AUTHORITY OF THE COMMANDER

From Doors closed to Doors open, every person in an aeroplane shall obey all lawfulcommands given by the Commander for the purpose of securing the safety of the aeroplaneand of persons or property carried therein.

The crew act on the delegated authority of the Commander. It is an offence for a person toobstruct or impede any person acting in the exercise of his powers or the performance of hisduties under EU-OPS 1.090.

The Company will:

Support crewmembers who attempt to implement the Commander’s commands, forexample, when instructing passengers to return to their seats and to fasten their seatbelts.

10.4.4 DRUNKENNESS (EU-OPS 1.115)

GENERAL

EU- OPS 1.115 states that an operator shall not permit any person to enter or be in anaeroplane when under the influence of alcohol or drugs to the extent that the safety ofaeroplane or its occupants is likely to be endangered.

It is also the individual passenger’s responsibility not to be drunk or get drunk on an aeroplane.Drunken passengers are a danger to themselves and to other passengers and crew on boardthe aeroplane especially in an emergency situation.

Eurocypria Airlines policy is:

To empower ground staff and crewmembers to prevent drunken passengers fromboarding Eurocypria’s aeroplane; and

To empower crews to refuse further alcohol to passengers who are drunk or are on theverge of being intoxicated on board Eurocypria’s aeroplane; and

To support crewmembers and ground staff who take action to deal effectively withdrunkenness; and

In appropriate cases, to encourage the police to prosecute drunken passengersespecially when Eurocypria’s staff have been assaulted.

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BOARDING

A passenger who attempts to board a Eurocypria aeroplane whilst drunk is committing anoffence and, under the General Conditions of Carriage, can be refused boarding.

PASSENGERS UNDER 18

Alcohol must never be served to a child or young adult under 18 even when travelling with anadult who requests that alcohol should be served.

DRUNKENNESS ON BOARD AN AEROPLANE

It is an offence to be drunk on an aeroplane registered in Cyprus.

Excessive drinking often causes disruptive behaviour and verbal or physical assaults. It istherefore important that crews should exercise discretion when serving alcohol to passengerswho appear to be intoxicated. If there is any doubt in the minds of cabin crew, they shoulder onthe side of caution and tactfully refuse to serve more alcohol to the passenger(s).

When in doubt cabin staff should refer to the Commander for guidance and the Commandermust be informed immediately if a passenger's behaviour threatens flight safety or the safety ofother passengers or the crew.

REMOVAL OF ALCOHOL

The crew, at the discretion of the Commander, may remove alcohol (including Duty Freealcohol) for safe custody. This should be done only when safety would be compromised if thepassenger(s) retain the alcohol. Passengers should be informed that confiscated Duty Freealcohol would be returned when they leave the aeroplane.

DRUGS

Alcohol must not be served to passengers considered to be under the influence of drugs.

ALCOHOL ON THE FLIGHT DECK

Alcohol must never be taken on to the flight deck except in a sealed bottle.

10.4.5 SMOKING

Eurocypria Airlines has a “No Smoking” policy on all flights.

Smoking by passengers or crew is not allowed anywhere on the aeroplane during flight.

Smoking on certain flights may be permitted only by prior arrangement with the Tour Operatorand with the permission of the Commander. It is an offence to disobey the ‘No Smoking’ signswhen illuminated.

The Company will:

Support crews who have attempted to persuade passengers to stop smoking; and

Support prosecutions of passengers who flagrantly disregard ‘No Smoking’ signs andinstructions not to smoke given by the crew.

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10.4.6 PASSENGERS SIT-INS AND REFUSAL TO LEAVE THE AEROPLANE

Passengers must leave the aeroplane when directed to do so by the Commander. This appliesparticularly during an emergency evacuation but also applies on other occasions such aslengthy technical or air traffic delays.

If passengers refuse to leave the aeroplane the crew must remain on board to ensure the safetyof the aeroplane and passengers. If the incident occurs in Cyprus, the police must be called andthe Company’s Quality and Security Manager must be alerted.

If the incident occurs outside Cyprus, the Commander must consult with the local police and thelocal Eurocypria Handling Agent on how best to deal with the situation. The Company’s Qualityand Security Manager should also be alerted.

Eurocypria Airline’s General conditions of Carriage allow the airline to remove passengers and/or baggage from the aeroplane. However, Eurocypria Airlines does not wish the crew to removepassengers by force and this should be ordered only as a last resort when the Commanderassesses that there is an immediate threat to safety or security.

Whenever possible, passengers should be removed by the local police, Eurocypria’s localsecurity contractors, if any or ground staff.

10.4.7 POWER TO RESTRAIN (EU-OPS 1.120)

Eurocypria Airline’s cabin crewmembers have an excellent reputation for using politepersuasion, tact and diplomacy to resolve difficult situations. However, on the rare occasionwhen all other means, including the issue of a formal warning, to placate a violent passengerhave been tried and failed, the Commander can order the physical restraint of that violentpassenger but only whilst airborne. On the ground prior to take-off the police must be called.After landing a passenger should remain under restraint pending the arrival of the police.

Physical restraint must be authorised by the Commander and the principle of ‘minimum force’should always be used.

In exercising this option the Commander must be assured that:

All other feasible means used to warn the passenger and resolve the situationhave failed;

There is imminent danger to the aeroplane, its passengers or crew;

The restraint of a violent passenger is unlikely to increase the safety hazard.

Eurocypria Airlines will:

Provide appropriate crew training for the restraint of violent passengers; and

Support Commanders and crewmembers who take sensible actions to restrainpassengers when appropriate to do so.

10.4.8 PERMANENT RESTRAINT DEVICES

The Permanent Restraint Devices kit is placed on board every aeroplane in the compartmentnext to the 2nd observer seat.

The kit is sealed and contains the following:

One pair of Quick-Cuffs.

Two keys, one of which is tied to the bag by a yellow strip.

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Two torso restraint straps.

Four limb restraint straps.

One extra strong adhesive tape.

One safety cutter and one pair of scissors.

Eurocypria’s Unruly Passenger / Incident report form.

Witness report forms.

An instruction leaflet on how to use the devices.

A warning letter, signed by the General Manager, is in an envelope in the spare forms wallet.

10.4.9 PROCEDURE PRIOR TO RESTRAINT

1. The Commander will authorise the SCCM to hand to the unruly passenger a completedformal warning letter in an envelope.

2. If this fails to calm the passenger, the Commander may elect to divert subject to theseriousness of the situation.

3. If unable to divert and/or the situation is deemed critical by the Commander he willauthorise the use of restraint devices. If further assistance is required, passenger canbe asked to help.

4. Minimum force must be used to restraint a passenger and the restraint should be usedfor the minimum time required for safety.

10.4.10 PROCEDURE PRIOR TO LANDING

Police are to be advised prior to landing. The Commander should also attempt to adviseOperations Control or the Company’s Quality and Security Manager and, if landing at a foreignaerodrome, the local Eurocypria Airlines Handling Agent.

Following a disruptive passenger incident on a flight landing in Cyprus, it is Eurocypria Airlinespolicy for police presence to be requested unless there are compelling reasons not to involvethe police.

The Cyprus police will respond in accordance with the Cyprus Police Disruptive PassengerProtocol.

10.4.11 PROCEDURE ON LANDING

After landing the passenger should be kept under restraint pending the arrival of the police.

When the police are called to meet an aeroplane, whether in Cyprus or abroad, theCommander and crew should provide all the support necessary to provide the statementsneeded to obtain the successful prosecution of a disruptive passenger.

In many foreign countries, particularly those, which have not ratified the Tokyo Convention(1963), the local police may not have the jurisdiction to arrest and detain passengers who havecommitted criminal acts on Eurocypria’s aeroplane.

This may involve crewmembers providing lengthy statements to no effect and, whilst little canbe done in that country, copies of statements should be obtained and provided in a report to theCompany’s Quality and Security Manager as the passenger could face arrest and prosecutionon his return to Cyprus.

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A violent or disruptive passenger can be disembarked in any country where the aeroplanelands; however, the Commander must report any disembarkation and the reasons for it, to theauthorities in the country of disembarkation and also to the national diplomatic or consular officeof the passenger(s) concerned. This procedure may be delegated to the senior member of theaerodrome or Eurocypria’s staff who should ensure the report is made.

10.4.12 INCIDENT REPORTS

In the situation where a passenger(s) is denied embarkation or behaves in an unruly anddisruptive manner in flight, a written report is to be submitted by the Commander.

As soon as possible after an incident involving a disruptive passenger, an Air Safety Report,together with the Unruly Passengers form with witness statements, must be filed (additionalwitness forms can be found in the restraining device kits, if required). Every effort should bemade to obtain an additional witness statement from an independent non-Company witness.

Such reports should be forwarded to the Quality and Security Manager and the Flight SafetyOfficer as soon as possible.

10.4.13 THE DECISION TO PROSECUTE

The decision to prosecute is always at the discretion of the police and, in Cyprus, the AttorneyGeneral. This decision is made after considering the evidence and assessing the likelihood of asuccessful prosecution. The quality of statements made by crewmembers is crucial in makingthis decision.

Eurocypria Airlines cannot compel the Cypriot or foreign authorities to prosecute an offender.

10.4.14 GIVING EVIDENCE IN COURT

Crewmembers and ground staff may be required to give evidence in court. This might involvereturning to the country where the passenger is being prosecuted in the local court.

10.4.15 COMPENSATION

Under Cypriot or foreign legislation it may be possible for crews or ground staff who are thevictims of violent crimes to obtain financial compensation from a disruptive passenger.

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10.5 PREVENTATIVE SECURITY MEASURES

10.5.1 TRAINING

Individual crewmember knowledge and competence should be based on the relevant elementsdescribed in ICAO doc. 9811, “Manual of the implementation of the Security provision of Annex6” and ECAC DOC. 30, part “Training for Cockpit and Cabin crew”.

Training, which will be in the form of lectures given by a qualified instructor, will be aimed atenabling the Company personnel to act in the most appropriate manner to prevent acts ofunlawful interference such as sabotage or hijack or to minimise the consequences of suchinterference.

Recurrent security training of aircrew is to take place annually and will review general securitymatters and procedures, the threat, instances of hijacks and sabotage and incidents ofdisruptive behaviour. Records of all training will be kept by the Training Manager (flight crew)and the Cabin Crew Manager (cabin crew).

10.5.2 AEROPLANE SECURITY ON GROUND

If an aerodrome has a well-defined security organisation, crews may depart the aeroplane bycarrying out normal shut-down procedures. However, if the aeroplane is being left unattendedat an aerodrome where security is suspect then the aeroplane should be totally closed andmade secure by ensuring that all steps are removed from the aeroplane and that the doors arein the closed position. Cargo hold doors should also be in the fully closed and locked position,so as to ensure that no unauthorised access may be gained.

The security of an aeroplane is to be achieved through the implementation of these measures:

Controlling access to the aeroplane,

Searching the aeroplane,

Checking the aeroplane.

ACCESS CONTROL

If at any time the aeroplane has been left unattended or an unauthorised person is known tohave gained access, the aeroplane must be searched again thoroughly.

Once the aeroplane has been searched or checked and doors remain open, access to thataeroplane is controlled by the crew.

The crew is responsible to ensure that any person entering the aeroplane while on ground, iseither visibly wearing an ID pass or has been verified as a person holding a valid boarding cardfor that flight.

When the cabin doors are open, they must be observed by a crewmember at all times. If this isnot possible the door must be closed.

The rear door(s) should only be opened when necessary for boarding or disembarking andcatering uplift. After disembarking the last passenger through the rear door, the crew shouldclose that door whilst the security check is completed. When the steps are provided at the rearof the aeroplane, and the door is left open for the movement of the cleaning personnel, a cabincrewmember must guard the door at all times.

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SEARCH PROCEDURES

The purpose of the search procedures is to ensure that there are no unauthorised persons orprohibited articles on board. It is normally carried out by the Flight and Cabin Crew that will beoperating the next flight (Pre-Flight) and by Engineering Crew (Post-Flight).

AEROPLANE SEARCHES WILL BE CARRIED OUT AS FOLLOWS:

Prior to the first flight of the day and/or when brought into a Restricted Zone (ifapplicable),

During transit stops,

When a crew on arrival finds the aeroplane insecure and has reason to believe thataccess control has been ineffective and security compromised,

Before and after any flight departing to or from destinations designated as requiringenhanced security procedures.

INTERIOR (refer to checklist in this chapter, OM A, GB 10.2.7)

A search shall include a physical examination of the interior of the aeroplane and its fittingsincluding but not limited to:

Flight Deck area

Galleys

Passenger Cabin

Toilets

Seats including seat pockets

Cabin stowage areas

Cabin overhead bins

EXTERIOR

Carry out physical checks of all removable equipment to ensure that no prohibited articlesare hidden in or substituted for equipment.

Examine the hatches and inspection panels and of the undercarriage wells and areas undercontrol surfaces. Only those inspections hatches and panels, which would normally beopened for the purpose of a normal pre-flight inspection, need be opened as part of thesecurity search.

Hatches

Inspection panels

Undercarriage wheel wells

Cargo and Baggage compartments

CHECK PROCEDURES

The purpose of the check is to ensure that there are no unauthorised persons or prohibitedarticles on board. It is to take the form of a physical examination of the interior or the aeroplaneand its fittings.

A pre-flight check is to be carried out after the cleaners and engineers have left the aeroplanebut before baggage, cargo and passengers have been loaded or boarded.

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A post-flight check is to determine that no article or baggage carried by or belonging to anypassenger who has disembarked has been left on the aeroplane. The primary concern is thatnothing should be left or concealed that may jeopardise the safety of the aeroplane whenparked or on a later flight. This check is to concentrate on any part of the aeroplane to whichdisembarking passengers have had access.

A Check is to include:

EXTERIOR

Checks as part of the walk-around procedure by the Flight Crew

Cargo holds by the Ground personnel.

INTERIOR

FLIGHT DECK

All areas to which non-flight deck crew may have had access since the full searchwas completed.

FORWARD GALLEY AREA

Ovens

Waste bin

All cupboards

Emergency equipment stowages including bulkhead cupboard

FORWARD TOILET

Sink including plug and area underneath


Smoke Detector unit

Waste bin and stowage area

Waste bin flaps

All towel stowages, including paper towel and tissue holders



FORWARD CREW STATION

Emergency equipment stowage

General area

FORWARD SERVICE DOOR

Slide bustle

FORWARD ENTRANCE DOOR

Slide bustle

FORWARD SERVICE UNIT (by Service door)

All cupboards

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CABIN

Floor area under seats

Around sides and back of seats

Seat pockets

Around life jacket pouches for signs of tampering

Tables and folding table stowages

Overhead lockers (including those containing equipment or stores)

Overwing exit areas

Behind last seat rows

REAR TOILET

Sink including plug and area underneath


Smoke Detector unit

Waste bin and stowage area

Waste bin flaps

All towel stowages, including paper towel and tissue holders



Retract and check baby changing mat

REAR CREW STATIONS

Emergency equipment stowage

General area

REAR SERVICE DOOR

Slide bustle

REAR ENTRANCE DOOR

Slide bustle

REAR SERVICE UNIT (by Service door)

All cupboards


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10.5.3 FLIGHT DECK SECURITY

10.5.3.1 GENERAL

As a routine security precaution the flight deck door should be locked prior to take-off andremained locked for the remainder of the flight except when access is required for the followingreasons:

1. Supply of food and drinks to the Flight Deck,

2. Visit by pilots to the toilets,

3. Cabin Crew “Cabin Secure for Landing” report.

Passengers are not allowed to visit the flight deck at any stage of the flight.

The operating flight crew should not leave the flight deck during flight, other than for reasons ofhealth (including physiological needs).

Whenever a pilot leaves the flight deck for reasons of health, safety or security, a cabincrewmember should be in attendance on the flight deck until that flight deck member returns.This is particularly important where the flight deck operating crew consists of only two pilots.

Priority for the use of the forward toilet must be given to pilots, even if this means thatpassengers should be asked to wait, in order to minimise the period of absence of the pilotsfrom the flight deck. When cabin crew suspect that the forward toilet is about to becomeunserviceable, it should be locked ahead of time and used only by crew. Subject to thepassenger loads, the Commander may consider locking the forward toilet for use only by thecrew.

The operating crew may receive notification from the ground staff regarding passengers whoexhibit unusual behaviour and characteristics or give any cause for concern, but whose carriagehas nevertheless been accepted.

Crews must be vigilant and must report to the operating Commander , should they believe thatany passenger is behaving in a suspicious manner.

In the event of an imminent flight deck intrusion and/or a hijacking in process in the cabin, thecabin crew should make an intercom call (emergency if able) to the Commander using thephrase "………………………………" signifying the above (phrase will be communicated to theCabin Crew Leaders in confidence via telephone by the CCM and/or Senior Trainer and in turnthe Leaders will inform the rest of the Cabin Crew during pre-departure briefings. The pilots willbe informed, via telephone, by the OM and/or FSO or QSM).

10.5.3.2 PROCEDURES FOR FLIGHTS TO UNITED KINGDOM

The United Kingdom Secretary of State has issued a directive to Operators of aeroplane notregistered in the UK, regarding the access of passengers to the Flight Deck and the locking ofFlight Deck doors whilst the aeroplane is being operated within the United Kingdom.

The main points of the Directive are:

Whilst an aeroplane is being operated within the airspace of the United Kingdom or ison the ground with the engines running, its cockpit door will be locked. The cockpit doormay only be unlocked for essential entry to or egress from the cockpit.

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Whilst an aeroplane is being operated in the airspace of the United Kingdom the FlightCrew will not leave the Flight Deck except for reasons of health or safety.

Whilst an aeroplane is being operated in the airspace of the United Kingdom,passengers should not have access to the flight deck at any time.

Summarily, under UK law it is now a legal offence to carry any person in the cockpit whileoperating within UK airspace, with the exception of positioning crew.

10.5.3.3 PROCEDURES FOR FLIGHTS TO ISRAELIt is widely known that Israel has some of the most strict security rules worldwide. Crewsoperating to Tel-Aviv will observe the following recommendations and procedures:

a) Ensure before the flight that you hold a valid passport and a valid Company ID.

b) If all the crewmembers disembark to the rest room or terminal, then the aeroplanemust be properly shutdown and secured. Any crew proceeding to the duty free shopsrequires a copy of the General Declaration.

c) Operators into Israel are required to keep the Flight Deck door locked while on theground and passengers are on the aeroplane. Therefore, contrary to our currentprocedure, the Flight Deck door should be locked before passengerembarkation and unlocked after the last passenger disembarks the aeroplane.While the Flight Deck door is locked, communication between the Flight Deckand Cabin should be conducted as per our current procedures.

SECURITY ENHANCEMENT

Whenever operations are assessed as being “At Risk”, additional security measures will beimposed as follows:

MODERATE RISK

Normal security measures but staff alertness to be increased.

SIGNIFICANT RISK

Aeroplane to be searched when released for flight,

Post-flight checks to be extra vigilant,

Access to each open door to be controlled at all times. Additionally, the Commandermay consider the control of the access to the exterior of the aeroplane by police orsecurity guard.

HIGH RISK

Measures as detailed by the National Authorities.

10.5.4 HOLD AND CABIN BAGGAGE SECURITY

The fundamental security requirement is that any passenger who has checked-in hold baggagemust then board the aeroplane for that flight. In the event that a passenger does not board orre-board an aeroplane, THE BAGGAGE BELONGING TO THAT PASSENGER MUST NOT BETRANSPORTED ON THAT FLIGHT.

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SECURITY


To determine the exact number of passengers on board a head count has to be made afterboarding is completed and before off-blocks.

Whenever a discrepancy occurs in passenger numbers, it is to be investigated to thesatisfaction of the Commander before off -blocks. This may involve passengers identifying theirown baggage. Any baggage not identified must be off -loaded.

The Company requires that all items of baggage destined to be carried in the hold of anaeroplane, originating from Cyprus and bound for overseas destinations, or those destinationsperiodically categorised as “Severe Risk”, are fully screened and/or hand searched, asstipulated by the in-force regulations, prior to being accepted for carriage. This requirement nowapplies to almost all European countries.

Items categorised as ‘Dangerous Goods’ are NOT permitted to be carried anywhere on aEurocypria aeroplane. Restricted articles for carriage as hand baggage should be removedfrom passengers at check-in and either placed in their hold baggage or in a separate containerand put in the hold.

Items carried by the passengers such as knives, swords, fake guns etc. should be checked-inas cabin baggage and delivered to the Commander by the Handling Agent. They will be kept inthe flight deck (which is locked during flight as per the Locked Cockpit Door Policy) until the endof the flight and then delivered to the Handling Agent at destination.

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10.6 CARRIAGE OF FIREARMS (EU-OPS 1.065 / 1.070)

EU- OPS 1 prohibits the carriage of weapons and ammunition in Cyprus registered aeroplanes,except that weapons which are not ‘Munitions of War’, such as sporting and competition guns,may be carried provided they are stored in a baggage hold and not accessible to passengers.

Firearms and ammunition must be presented at check-in and checked by Security to ensurethey are legally held weapons and that they are unloaded. Firearms will be surrendered andreturned to their owners at the aerodrome of arrival by Handling Agents. A small quantity ofammunition may also be carried in hold baggage provided it is not accessible to passengers.

At all times the Commander will be notified when there are firearms on board and thedestination Handling Agent will be informed.

Firearms or ammunition will not be carried in the aeroplane cabin except by Police Officers onduty and then only when authorised by the Operations Manager.

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SECURITY



HANDLING, OF ACCIDENTS ANDOCCURRENCES

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TABLE OF CONTENTS

11. HANDLING, NOTIFYING AND REPORTING OCCURRENCES ............................. 311.1 GENERAL ................................ ................................ .............................................. 3

11.2 TERMINOLOGY (EU-OPS 1.420) ................................ ................................ ............ 311.2.1 ACCIDENT ................................ ................................................................ .. 311.2.2 SERIOUS INCIDENT ................................ ................................................... 311.2.3 INCIDENT ................................ ................................ ................................ ... 411.2.4 SERIOUS INJURY ................................ ................................ ....................... 5

11.3 ACCIDENT AND SERIOUS INCIDENT PROCEDURES (EU-OPS 1.420) .................. 611.3.1 COMMANDER / CREW POST ACCIDENT PROCEDURES ........................... 611.3.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDERRECORDINGS (EU-OPS 1.160) ................................ .............................................. 611.3.3 ACCIDENT OR SERIOUS INCIDENT REPORTING PROCEDURES .............. 8

11.3.4 FOLLOW-UP INFORMATION ................................................................ ......1011.3.5 FLYING AFTER AN ACCIDENT OR SERIOUS INCIDENT ............................ 10

11.4 INCIDENTS ................................ ................................................................ ...........1111.4.1 RESPONSIBILITY TO REPORT ................................ ................................ ..1111.4.2 CLASSIFICATION OF INCIDENTS ................................ ..............................11

11.4.3 GUIDELINES FOR ACTIONS FOLLOWING AN INCIDENT INVOLVINGDAMAGE TO AEROPLANE BY GROUND EQUIPMENT OR OTHER AEROPLANE......

................................ ................................ .................................................. 1211.4.4 INCIDENT REPORTING SCHEMES (EU-OPS 1.037) ................................ ..13

11.4.5 INCIDENT INVESTIGATION ................................ ................................ .......2711.5 INFORMING BASE OF OCCURRENCES ................................ ..............................29911.6 SPECIFIC REPORTS (EU-OPS 1.420) ................................ ...................................30

11.6.1 AIR TRAFFIC INCIDENTS ................................ ................................ ........30011.6.2 AIRBORNE COLLISION AVOIDANCE SYSTEM RESOLUTION ADVISORY 300

11.6.3 BIRD HAZARDS AND STRIKES …………………………………………………...3011.6.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS ............................ 313111.6.5 UNLAWFUL INTERFERENCE ................................ ................................ ....3211.6.6 ENCOUNTERING POTENTIAL HAZARDOUS CONDITIONS ....................... 3211.6.8 EMERGENCY MEDICAL KIT AND FIRST AID KITS................................ ..... 3211.6.9 MEDLINK SERVICES ................................ ................................ .................32

11.7 CONFIDENTIAL HUMAN FACTORS INCIDENT REPORTING PROGRAM .............. 32

11.8 ENDANGERING SAFETY ................................ ................................ ......................33

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HANDLING, NOTIFYING ANDREPORTING OCCURRENCES




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11. HANDLING, NOTIFYING AND REPORTING OCCURRENCES

11.1 GENERAL

When a Eurocypria Airlines aeroplane is involved in an accident or serious incident thefollowing basic rules apply:

Do not respond to questions by news reporters.

Do not discuss the accident or incident with people not belonging to the officialinvestigation team or not being Company officials.

Do not express an opinion.

Do not admit liability.

Note: Refer also to Eurocypria Emergency Response Manual (ERM).

11.2 TERMINOLOGY (EU-OPS 1.420)

11.2.1 ACCIDENT

An occurrence associated with the operation of an aeroplane which takes place between thetime any person boards the aeroplane with the intention of flight until such time as all personshave disembarked, in which:

(a) A person is fatally or seriously injured as a result of:

(i) Being in the aeroplane,

(ii) Direct contact with any part of the aeroplane, including parts which havebecome detached from the aeroplane, or,

(iii Direct exposure to jet blast,

except when the injuries ar ise from natural causes, are self-inflicted or inflicted by otherpersons, or when the injuries are to stowaways hiding outside the areas normallyavailable to the passengers and crew, or

(b) The aeroplane sustains damage or structural failure which adversely affects thestructural strength, performance or flight characteristics of the aeroplane; and wouldnormally require major repair or replacement of the affected component, except forengine failure or damage, when the damage is limited to the engine, its cowlings oraccessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes,fairings, small dents or puncture holes in the aeroplane skin: or

(c) The aeroplane is missing or is completely inaccessible.

NOTE: An aircraft is considered missing when the official search has been terminatedand the wreckage has not been located.

11.2.2 SERIOUS INCIDENT

A Serious incident is an incident involving circumstances indicating that an accident nearlyoccurred. Examples are:

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A near collision requiring avoidance manoeuvre to avoid a collision or an unsafesituation or where an avoidance action would have been appropriate.

A controlled flight into terrain only marginally avoided.

An aborted T/O on a closed or engaged RWY.

A T/O from a closed or engaged RWY with marginal separation from an obstacle.

A landing or an attempted landing on a closed or engaged RWY.

A gross failure to achieve predicted performance during T/O or initial climb.

Fire or smoke in the cabin or cargo compartment, or engine fire, even though such afire was extinguished by the use of extinguishing agents.

An event requiring the emergency use of oxygen by the flight crew.

An aircraft structural failure or engine disintegration not classified as an accident.

Multiple malfunctions of one or more aircraft systems seriously affecting the operationof the aircraft.

Flight crew incapacitation during flight.

Fuel quantity requiring the declaration of an emergency by the pilot.

A T/O or LDG incident such as undershooting, overrunning or running off the sides ofthe RWY.

A system failure, weather phenomenon, an operation outside the approved flightenvelope or other occurrence likely to have caused difficulties controlling the aircraft.

A failure of more than one system in a redundancy system mandatory for flightguidance or navigation.

11.2.3 INCIDENT

An occurrence, other than an accident, associated with the operation of an aeroplane whichaffects or could affect the safety of operation.

An incident includes occurrences that:

Have jeopardised the safety of the crew, passengers or aeroplane but which hasterminated without serious injury or substantial damage.

Have jeopardised the safety of the crew, passengers or aeroplane and has avoidedbeing an accident only by exceptional handling of the aeroplane or by good luck.

Were caused by damage to, or failure of, any major component not resulting insubstantial damage or serious injury but which will require the replacement or repair ofthat component.

Have serious potential technical or operational implications.

Cause trauma to crew, passengers or third parties.

Could be of interest to the press and news media.

Examples of incidents include:


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A precautionary or forced landing without subsequent substantial damage to theaeroplane or third parties, nor serious injury to the crew, passengers or other persons.

An engine failure or stoppage which does not consequently result in substantialdamage nor serious injuries.

An external part of the aeroplane becoming detached in flight (loss of engine cowlings,portions of flap or control surfaces, items of ancillary equipment or fuselage panels) notcausing substantial damage nor serious injury to a third party.

Instances of contaminated fuel. Absence of fuel quality control.

An altitude excursion.

A minor taxiing accident or damage due to collision with ground equipment.

A forced, unscheduled, change of flight plan caused by the failure of aeroplaneinstruments, navigation aids or other technical failure.

Loss of external load, with no third party claim.

Bird strikes, Airprox, In-flight Icing.

11.2.4 SERIOUS INJURY

“Serious Injury” means an injury which is sustained by a person in a reportable accident andwhich:

Requires that person’s stay in hospital for more than 48 hours commencing withinseven days from the date on which the injury was sustained.

Results in a fracture of any bone, except simple fractures of fingers, toes or nose.

Involves lacerations which cause nerve, muscle or tendon damage or severehaemorrhage.

Involves injury to any internal organ.

Involves second or third degree burns or any burns affecting more than five per cent ofthe body surface.

Involves verified exposure to infectious substances or injurious radiation.

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11.3 ACCIDENT AND SERIOUS INCIDENT PROCEDURES (EU-OPS 1.420)

11.3.1 COMMANDER / CREW POST ACCIDENT PROCEDURES

Note:Refer to OM A, GB 11.3.3 for the procedure to report an accident .

Immediately after an accident or a serious incident on land or a ditching and following theevacuation of the passengers to either a sheltered location upwind of the aeroplane or into thelife raft, the Commander, senior crewmember or delegate passenger must carry out thefollowing duties subject to safety considerations and the prevailing situation:

The aeroplane should be left in a safe condition with fuel off and aeroplane batteriesdisconnected and equipment such as First Aid kits, Doctor’s kit, survival packs and fireextinguishers removed.

A headcount should be made to account for all persons on board at the time of theaccident. In the event of a person, or persons being unaccounted for, action should betaken to recover them or locate their whereabouts.

The needs of any injured person should be administered to as far as is possible. Suchpersons should be made as comfortable as is practicable.

The remains of any deceased persons should be decently set apart and covered.

Activate the distress beacon and establish feasibility of using aeroplane radioequipment. Prepare pyrotechnics, if available for immediate use. Select, mark andprepare a rescue helicopter-landing site. If a site is not available, lay out appropriatesearch and rescue signals.

If people, dwellings, or communications facilities are very close to the scene of theaccident, consider sending for assistance, having regard to the local situation, distressmessages, transmitted and received, and the local Search and Rescue (SAR) facilities.

If rescue is likely to be delayed for reasons of distance, or failing daylight, preparesuitable shelters, distribute necessary rations of food and water. If necessary, ascertainthe availability of fresh water in the immediate vicin ity of the accident.

Subsequent to rescue and subject to the location of the accident, the police should beinformed and assistance sought in the placing of guards on the aeroplane. Alternatively,consideration should be given to hiring local watchmen.

The wreckage of the aeroplane must be preserved and unauthorised persons should not beallowed access to it. An authorised person is any person nominated by the accidentinvestigation authority or regulatory authority, and usually includes police, fire and rescueservices.

11.3.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER RECORDINGS(EU-OPS 1.160)

11.3.2.1 PRESERVATION OF RECORDINGS

a) Following an accident, the Company shall, to the extent possible, preserve the originalrecorder data pertaining to that accident, as retained by the recorder for a period of 60 daysunless otherwise directed by the investigating authority.


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b) Unless prior permission has been granted by the Cyprus DCA following an incident that issubject to mandatory reporting, the Company shall, to the extent possible, preserve theoriginal recorder data pertaining to that incident, as retained by the recorder for a period of60 days unless otherwise directed by the investigating authority.

Note: The phrase “to the extent possible” means that either:

i. There may be technical reasons why all of the data cannot be preserved, or

ii. The aeroplane may have been despatched with unserviceable recordingequipment as permitted by the Company’s MEL.

c) Whenever the Cyprus DCA so directs, the Company shall preserve the original recordeddata for a period of 60 days unless otherwise directed by the investigating authority.

11.3.2.2 PRODUCTION OF RECORDINGS

The Company, within a reasonable time after being requested to do so by the Cyprus DCA,produce any recording made by a flight recorder which is available or has been preserved.

The Company routinely retrieves DFDR recordings for Flight Data Monitoring purposes. This isdone by the removal of the PCMCIA card from the QAR and by downloading the flight data onto the Flight Data Monitoring computer. In addition to the scheduled routine removal of flightdata, unscheduled retrieval of flight data may take place under the following circumstances:

a) When the Commander of the flight makes an entry into the Technical Log requestingthe removal of the card, in which case the card should be removed prior to theaeroplane departure.

b) At the request of The Flight Operations Manager or his deputy.

c) At the request of the Flight Safety Officer.

Note: Non scheduled QAR data retrieval must be made following a serious incident of such nature thatprompt investigation is important and the flight data is needed to investigate the incident.

In the above cases, the PCMCIA card containing the data will be forwarded to the Flight SafetyOfficer immediately and will be kept by the FSO for as long as it is considered necessary.

Additionally, the Company’s internal procedures for retrieval and production of flight recorderrecordings are as follows:

1. The Flight Operations Manager or Flight Safety Officer will make the request for theretrieval of the Flight Data to the Technical Manager or his deputy.

2. In the case where the CVR also needs to be removed from the aeroplane, theTechnical Manager or his deputy will make the necessary arrangements for the CVR tobe removed, replaced or deactivated as per the MEL.

3. Engineering Department will make arrangements for any analysis of the Flight Data tobe returned in a sealed envelope, addressed “Private & Confidential”, to the FlightSafety Officer.

Note: Engineering Department will not retrieve any Flight Data relevant to a specific flight unless theyhave prior consent from the Operations Manager or the Flight Safety Officer.

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11.3.2.3 USE OF RECORDINGS

The cockpit voice recorder recordings will not be used for purposes other than for theinvestigation of an accident or incident subject to mandatory reporting except with the consentof all crewmembers concerned.

The flight data recorder recordings will not be used for purposes other than for the investigationof an accident or incident subject to mandatory reporting except when such records are:

i. Used by the Company for airworthiness or maintenance purposes only (e.g., ECM), or

ii. De-identified (see OMA, GB 2.3.8.3 for OFDM procedures); or

iii. Disclosed under secure procedures.

11.3.3 ACCIDENT OR SERIOUS INCIDENT REPORTING PROCEDURES

11.3.3.1 GENERAL

Note: The Company must be informed, day or night, without delay.

As soon as possible after an accident, the Commander (if available) and the Company Officials(Company Manager, Representative or Handling Agent) will ensure that the correct reportingaction is taken.

All Company officials are reminded of the need for quick and accurate reporting of accidents orserious incidents. This is particularly important in the event of an accident or serious incident inwhich:

Fatalities or serious injuries are sustained, or

Persons are missing or where grave political or international embarrassment mayresult, or

Serious adverse publicity may result.


It is the responsibility of the Commander to notify the Company via the quickest meansavailable of any accident or serious incident occurring while he was responsible for theflight. In the event that the Commander is incapable of providing such notification, this taskshall be undertaken by any other member of the crew if they are able to do so, note beingtaken of the succession of command specified in OM A, GB 4.2.2

REPORTING SEQUENCE

1. The Commander or any other crewmember, or the Company Representative or HandlingAgent if none of the crewmembers are available, shall report the accident or seriousincident to the Company via the quickest means available. Specifically he will immediatelytelephone and subsequently fax the Company using the Aircraft Accident NotificationMessage form shown in Appendices APP.1.4.

ECA Operations Control Telephone: +357-24 643 111, ext. 0

ECA Operations Control – Hot Line: +357-24 643 114

ECA Operations Control Fax: +357-24 643 048


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Note 1: In areas where communications are difficult or liable to delays and provided no fatalities or

serious injuries have been suffered, the despatch of the Accident message may be held backup to six hours in order to provide more comprehensive information which might becomeavailable during that time.

Note 2: All fields of the Accident Report shall be completed. Statements need not be restricted simply tothe questions which are suggested therein.

2. The Operations Control Duty Officer will then inform the officials as required by theEurocypria Emergency Response Manual 1.6. Specifically he will inform:

I. The Department of Civil Aviation of Cyprus:

Tel: +357-22 404 100 (Director)

Fax: +357-22 766 552 (Director)

Mob: +357-99 636 655 (Flight Operations Inspector)

II. The Civil Aviation Authority of the State of Occurrence.

III. The Cyprus Aircraft Accident and Incident Investigation Board (AAIIB):

During office hours: Tel: +357 22 404 163/166 and Fax: +357 22 304 873

Outside office hours: +357-99 356 060 or +357-99 633 500 or +357-99 335 492

IV. The Flight Operations Manager, Eurocypria (or his deputy or FSO)

Tel: +357-24 658 006 and Fax: +357-24 659 646

Mob: +357-99 623 698 or +357-99663266 or +357-99 631 327

V. The Cyprus Police:

Tel: +357-22 808 080 and Fax: +357-22 808 599

3. The Commander or the Company shall submit a report to the Cyprus DCA within 72 hoursof the time when the accident or serious incident occurred. The report must include thefollowing information:

i. Aeroplane model and registration.ii. Name of Commander and crew particulars.iii. Date, time (UTC) and location of the accident or serious incident.iv. Number of persons on board at the time of the accident or serious incident.v. Number of persons killed or seriously injured.vi. The nature of the accident or serious incident.vii. Brief particulars of aeroplane or third party damage.viii. Details of any dangerous goods on board.

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11.3.4 FOLLOW-UP INFORMATION

In view of postal uncertainties and possible delays in the arrival of the Accident Report, theperson responsible shall provide the Flight Operations Manager with follow-up informationeither by telephone, Fax or Telex. This should include:

Additional information which may come to light or updating earlier information alreadysent.

Any apparent mechanical failure discovered.

The form of investigation which may be taking place and aspects which are receivingspecial consideration.

Recommendation regarding the pilot’s return to duty as prescribed in ‘Flying after anAccident’ below.

It is emphasised that this follow-up procedure is an essential requirement to enable the FlightOperations Manager to decide on what further action is appropriate.

Follow-up messages addressed to the Company on matters concerning Accidents / Incidentsshall be prefixed ‘Re Accident…….’ or ‘Re Incident…….’ followed by the aeroplane registrationto which the information refers.

11.3.5 FLYING AFTER AN ACCIDENT OR SERIOUS INCIDENT

After being involved in an accident or serious incident as defined in paragraphs 11.2.1 and11.2.2 , the crew shall not carry out any further flying duties.

Crewmembers shall remain on site, unless to undergo medical treatment or examination, andmay not be scheduled for flying duties until authorised by the Flight Operations Manager afterthe preliminary findings of the investigation are known or apparent.

In order to expedite a crewmember’s return to normal flying duties, the Flight OperationsManager or similarly authorised person may, as a result of the preliminary investigation,recommend to the General Manager that, in his own carefully considered judgement, theactions of the crewmember were in no way a contributory cause of the Accident, nor,commensurate with the average ability of an alert, well-trained crewmember, contributed to anysubsequent damage.


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11.4 INCIDENTS

11.4.1 RESPONSIBILITY TO REPORT

It is every crewmember’s responsibility to:

Report to the Commander any fault, failure, malfunction or defect which he believesmay affect the airworthiness or safe operation of the aeroplane including emergencysystems.

Report to the Commander any incident that endangered or could have endangered thesafety of operation.

Make use of the Company’s occurrence reporting schemes. In all such cases, a copy ofthe report(s) shall be communicated to the Commander concerned.

Note: A crewmember is not obliged to report an occurrence which has already been reported byanother crewmember.

It is the Commanders responsibility to:

Submit a report to the Cyprus DCA of any incident that endangers or could endangerthe safety of operation. The Commander may submit the report directly to the CyprusDCA, however, use of the Company’s Air Safety Reporting scheme is encouraged.

Reports must be dispatched within 72 hours of the time when the incident was identifiedunless exceptional circumstances prevent this.

A Commander shall ensure that all known or suspected technical defects and allexceedances of technical limitations occurring while he was responsible for the flightare recorded in the aeroplane technical log. If the deficiency or exceedance of technicallimitations endangers or could endanger the safety of operation, the Commander mustin addition initiate the submission of a report to the Cyprus DCA by filing an ASR andchecking the Mandatory Occurrence Report (MOR) box in field 34.

It is the Company’s responsibility:

in the case of incidents arising fr om, or relating to, any failure, malfunction or defect in theaeroplane, its equipment or any item of ground support equipment, or which has cause or mightcaused adverse effects on the continuing airworthiness of the aeroplane, to inform theorganization responsible for the design or the supplier or, if applicable, the organizationresponsible for continued airworthiness, at the same time as a report is submitted to the CyprusDCA.

11.4.2 CLASSIFICATION OF INCIDENTS

The decision to classify an Incident as “Serious Incident” will normally be made by theOperations Manager. This decision must be made as soon as possible after the event andbefore the crew or aeroplane fly again.

The Flight Operations Manager is to relieve the crew from flying duties until they have beeninterviewed and assessed fit for duty. Any such action would be principally to preserve thecrew’s recollection of the incident or to ensure their fitness for duty rather than for disciplinaryreasons.

If, following a serious Incident, the aeroplane lands away from base a replacement CVR, ifappropriate, is to be installed before the aeroplane flies again and the records installed at the

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time of the Incident returned to base for action. If the crew or engineers attending the Incidentknow or suspect that an Incident may be classified as “Serious Incident” they should ensurethat any CVR, if fitted, is disabled after shutdown to prevent any relevant data being overwrittenwhen power is re-applied to the aeroplane. An entry should also be made in the aeroplaneTechnical Log for the QAR PCMCIA card to be removed.

11.4.3 GUIDELINES FOR ACTIONS FOLLOWING AN INCIDENT INVOLVING DAMAGE TOAEROPLANE BY GROUND EQUIPMENT OR OTHER AEROPLANE

In case of a serious incident where damage is caused to our aeroplane by ground equipment orother aeroplane, experience has taught that the best course of action (derived from theprocedures in the Operations Manual), in order to ensure a successful investigation andsubsequent claim for the damages incurred is the following:

1. Make sure that none of the equipment involved in the incident is moved. Even if theaeroplane is blocking a taxiway or if it is on a stand that is needed or if the equipment isneeded elsewhere, do not accept for anything to be moved. The scene has to remainexactly as it was at the time of the incident, until you are sure that no furtherinvestigation is needed. At the same time start to note down all relevant information,e.g. name of people involved, registration of vehicles involved, time of incident, etc.

2. Take photographs of the damage to the aeroplane and of the equipment involved assoon as possible after the incident has occurred.

3. Inform ATC and call the Aerodrome Authorities and the Police. Ask them to takestatements from the persons involved in the incident and obtain copies of thesestatements and of their reports.

4. Try to obtain signed statements from witnesses whilst the Authorities are on their way tothe aeroplane.

5. Inform Eurocypria Operations Control and one of the following:

Flight Operations Manager,

Eurocypria Accident Investigator.

Flight Safety Officer.

It is vital that these actions are carried out immediately following the incident.


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11.4.4 INCIDENT REPORTING SCHEMES (EU-OPS 1.037)

11.4.4.1 GENERAL

The overall objective of the incident reporting scheme is to use reported information to improvethe level of flight safety and not to attribute blame.

The detailed objectives of the scheme are:

i. To enable an assessment of the safety implications of each relevant incident andaccident to be made, including previous si milar occurrences, so that any necessaryaction can be initiated; and

ii. To ensure that knowledge of relevant incidents and accidents is disseminated so thatother persons and organisations may learn from them.

iii. The scheme is an essential part of the overall monitoring function; it is complementaryto the normal day to day procedures and “control” systems and is not intended toduplicate or supersede any of them. The scheme is a tool to identify those occasionswhere routine procedures have failed.

iv. Occurrences should remain in the database when judged reportable by the personsubmitting the report as the significance of such reports may only become obvious at alater date.

11.4.4.2 CONFIDENTIAL / ANONYMOUS SAFETY REPORTING SCHEME

The purpose of this scheme is to enable information on incidents in which safety was affectedor information on issues that could affect safety, to reach the Flight Safety Officer, where itwould otherwise not reach him due to the reluctance of the person who wishes to file the report,to make his name known.

A single form is used for confidential and for anonymous reports. A copy of the form can befound in Appendices, APP.1.3. The forms can be found in the Operations Control, in the pilots’briefing room and on the shelf where forms used by cabin crewmembers are placed. A blanksheet of paper may also be used to file a report. The completed form must be placed in asealed envelope and put in the Flight Safety Officer’s mail box.

When the Flight Safety Officer receives a report, he will not copy, forward or show the report toothers without the specific permission of the person making the report.

A report may of course be made anonymously but if a name is given on the report, it can not beoveremphasised that it will only be used for the purpose of obtaining more information from theperson making the report and for supplying feedback.

11.4.4.3 AIR SAFETY REPORTING SCHEME

GENERAL

The Company’s Air Safety Reporting Scheme is one of the two major parts of the AccidentPrevention and Flight Safety Programme (the other part being the Flight Data MonitoringProgramme). The Air Safety Reporting Scheme is used for the reporting of all types of incidents(whether Mandatory or not) including serious incidents such as technical incidents, flightincidents, air misses, ATC problems, bird strikes, wake turbulence, severe turbulence, TCAS,

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RA, ground collision and any other event that can provide useful information towards theenhancement of flight safety.

The ASR reporting system is a legal requirement and must be confined to reporting events andfacts.

An illustration of the form can be found in Appendices, APP.1.2. Copies of the form can befound in the pilots’ and cabin crewmembers briefing rooms as well as on all aircrafts’ spareforms wallets.

Whilst all Eurocypria employees may use the ASR form to report incidents, pilots and engineersare required by law to report incidents which are classified as mandatory.

Note:For incidents that take place during flight it is normal that the captain should file an ASR.

OBJECTIVE OF THE SCHEME

The aims of the Accident Prevention and Flight Safety Programme and thus of the ASR schemeare:

a) To achieve and maintain risk awareness and understanding of accident prevention byall persons involved in flight operations.

b) To keep management informed of safety trends and uncorrected hazards within theCompany.

c) To ensure that the Cyprus DCA is advised of hazardous or potentially hazardousincidents and defects referred to as “Occurrences” .

d) To ensure that knowledge of these occurrences is disseminated so that other personsand organisations may learn from them.

e) To enable an assessment to be made by those concerned, of the safety implications ofeach occurrence, both in itself and in relation to previous similar occurrences, so thatthey may take or initiate any necessary action.

f) The overall objective of the ASRs is to use the reported information to improve the levelof flight safety and not to attribute blame.

DEFINITION OF A REPORTABLE OCCURRENCE

In general a reportable Occurrence is:

a) Any Incident (not being a notifiable Accident).

b) Any defect in or malfunctioning of the aeroplane or any part of the aeroplane or of itsequipment, being an Incident, malfunctioning or defect endangering, or which if notcorrected would have endangered, the aeroplane, its occupants, or any other person.

c) Failure or inadequacy of facilities or services on the ground, used, or intended to beused for, or in connection with, the operation of the aeroplane.

d) Any Incident arising from the loading or the carriage of passengers, cargo or fuel.

The overriding criterion to determine whether an occurrence is reportable is if it “endangered, orif not corrected, would have endangered, the aeroplane, occupants, or other persons”.

The following is a large list of reportable occurre nces; IF IN DOUBT ALWAYS FILE AN ASR:


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A. AIRCRAFT FLIGHT OPERATIONS

(i) Operation of the aircraft

a) Avoidance manoeuvres:

— risk of collision with another aircraft, terrain or other object or an unsafe situationwhen avoidance action would have been appropriate;

— An avoidance manoeuvre required to avoid a collision with another aircraft, terrainor other object;

— An avoidance manoeuvre to avoid other unsafe situations.

b) Take-off or landing incidents, including precautionary or forced landings. Incidentssuch as under -shooting, overrunning or running off the side of runways. Take-offs,rejected take-offs landings or attempted landings on a closed, occupied or incorrectrunway. Runway incursions.

c) Inability to achieve predicted performance during take-off or initial climb.

d) Critically low fuel quantity or inability to transfer fuel or use total quantity of usablefuel.

e) Loss of control (including partial or temporary) regardless of cause.

f) Occurrences close to or above V1 resulting from or producing a hazardous orpotentially hazardous situation (e.g. rejected take-off, tail strike, engine-power lossetc.).

g) Go around producing a hazardous or potentially hazardous situation.

h) Unintentional significant deviation from airspeed, intended track or altitude (more than300 ft) regardless of cause.

i) Descent below decision height/altitude or minimum descent height/altitude withoutthe required visual reference.

j) Loss of position awareness relative to actual position or to other aircraft.

k) Breakdown in communication between flight crew (CRM) or between flight crew andother parties (cabin crew, ATC, engineering).

l) Heavy landing — a landing deemed to require a ‘heavy landing check’.

m) Exceedance of fuel imbalance limits.

n) Incorrect setting of an SSR code or of an altimeter subscale.

o) Incorrect programming of, or erroneous entries into, equipment used for navigation orperformance calculations, or use of incorrect data.

p) Incorrect receipt or interpretation of radio-telephony messages.

q) Fuel system malfunctions or defects, which had an effect on fuel supply and/ordistribution.

r) Aircraft unintentionally departing from a paved surface.

s) Collision between an aircraft and any other aircraft, vehicle or other ground object.

t) Inadvertent and/or incorrect operation of any controls.

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u) Inability to achieve the intended aircraft configuration for any flight phase (e.g. landinggear and gear doors, flaps, stabilisers, slats etc.).

v) A hazard or potential hazard which arises as a consequence of any deliberatesimulation of failure conditions for training, system checks or training purposes.

w) Abnormal vibration.

x) Operation of any primary warning system associated with manoeuvring the aircrafte.g. configuration warning, stall warning (stick shaker), over-speed warning etc.unless:1) The crew conclusively established that the indication was false and

provided that the false warning did not result in difficulty or hazard arisingfrom the crew response to the warning; or

2) Operated for training or test purposes.

y) GPWS/TAWS ‘warning’ when:

1) The aircraft comes into closer proximity to the ground than had been planned oranticipated; or

2) The warning is experienced in instrument meteorological conditions or at nightand is established as having been triggered by a high rate of descent (mode 1);or

3) The warning results from failure to select landing gear or landing flaps by theappropriate point on the approach (mode 4); or

4) Any difficulty or hazard arises or might have arisen as a result of crew responseto the ‘warning’ e.g. possible reduced separation from other traffic. This couldinclude warning of any mode or type i.e. genuine, nuisance or false.

z) GPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen as aresult of crew response to the ‘alert’.

(aa) ACAS RAs.

(bb) Jet or prop blast incidents resulting in significant damage or serious injury.

(ii) Emergencies

a) Fire, explosion, smoke or toxic or noxious fumes, even though fires wereextinguished.

b) The use of any non-standard procedure by the flight or cabin crew to deal with anemergency when:

1. The procedure exists but is not used;2. The procedure does not exist;3. The procedure exists but is incomplete or inappropriate;4. The procedure is incorrect;5. The incorrect procedure is used.

c) Inadequacy of any procedures designed to be used in an emergency, including whenbeing used for maintenance, training or test purposes.

d) An event leading to an emergency evacuation.

e) Depressurisation.


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f) The use of any emergency equipment or prescribed emergency procedures in orderto deal with a situation.

g) An event leading to the declaration of an emergency (‘Mayday’ or ‘panne’).

h) Failure of any emergency system or equipment, including all exit doors and lighting,to perform satisfactorily, including when being used for maintenance, training or testpurposes.

i) Events requiring any use of emergency oxygen by any crew member. L 167/28 ENOfficial Journal of the European Union 4.7.2003

(iii) Crew incapacitation

a) Incapacitation of any member of the flight crew, including that which occurs prior todeparture if it is considered that it could have resulted in incapacitation after take-off.

b) Incapacitation of any member of the cabin crew which renders them unable toperform essential emergency duties.

(iv) Injury

Occurrences, which have or could, have led to significant injury to passengers or crew butwhich are not considered reportable as an accident.

(v) Meteorology

a) A lightning strike which resulted in damage to the aircraft or loss or malfunction of anyessential service.

b) A hail strike which resulted in damage to the aircraft or loss or malfunction of anyessential service.

c) Severe turbulence encounter, an encounter resulting in injury to occupants ordeemed to require a ‘turbulence check’ of the aircraft.

d) A wind shear encounter.

e) Icing encounter resulting in handling difficulties, damage to the aircraft or loss ormalfunction of any essential service.

(vi) Security

a) Unlawful interference with the aircraft including a bomb threat or hijack.

b) Difficulty in controlling intoxicated, violent or unruly passengers.

c) Discovery of a stowaway.

(vii) Other occurrences

a) Repetitive instances of a specific type of occurrence which in isolation would not beconsidered ‘reportable’ but which due to the frequency with which they arise, form apotential hazard.

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b) A bird strike which resulted in damage to the airc raft or loss or malfunction of anyessential service.

c) Wake-turbulence encounters.

d) Any other occurrence of any type considered to have endangered or which mighthave endangered the aircraft or its occupants on board the aircraft or on the ground.

B. AIRCRAFT TECHNICAL

(i) Structural

Not all structural failures need to be reported. Engineering judgment is required to decidewhether a failure is serious enough to be reported. The following examples can be takeninto consideration:

a) Damage to a principal structural element (PSE) that has not been designated asdamage-tolerant (life-limited element). PSEs are those which contribute significantlyto carrying flight, ground, and pressurisation loads, and the failure of which couldresult in a catastrophic failure of the aircraft;

b) Defect or damage exceeding admissible damages to a PSE that has beendesignated as damage-tolerant;

c) Damage to or defect exceeding allowed tolerances of a structural element, the failureof which could reduce the structural stiffness to such an extent that the requiredflutter, divergence or control reversal margins are no longer achieved;

d) Damage to or defect of a structural element, which could result in the liberation ofitems of mass that may injure occupants of the aircraft;

e) Damage to or defect of a structural element, which could jeopardise proper operationof systems. See (ii) below;

f) Loss of any part of the aircraft structure in flight.

(ii) Systems

The following general criteria applicable to all systems are proposed:

a) Loss, significant malfunction or defect of any system, subsystem or set of equipmentwhen standard operating procedures, drills etc. could not be satisfactorilyaccomplished;

b) Inability of the crew to control the system, for example:

1. Uncommented actions,2. Incorrect and/or incomplete response, including limitation of movement or stiffness,3. Runaway,4. Mechanical disconnection or failure;

c) Failure or malfunction of the exclusive function(s) of the system (one system couldintegrate several functions);

d) Interference within or between systems;


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e) Failure or malfunction of the protection device or emergency system associated withthe system;

f) Loss of redundancy of the system.

g) Any occurrence resulting from unforeseen behaviour of a system.

h) For aircraft types with single main sy stems, subsystems or sets of equipment: loss,significant malfunction or defect in any main system, subsystem or set of equipment.

i) For aircraft types with multiple independent main systems, subsystems or sets ofequipment: the loss, significant malfunction or defect of more than one main system,subsystem or set of equipment.

j) Operation of any primary warning system associated with aircraft systems orequipment unless the crew conclusively established that the indication was false,provided that the false warning did not result in difficulty or hazard arising from thecrew response to the warning.

k) Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard orpossible hazardous contamination of aircraft structure, systems or equipment, or riskto occupants.

l) Malfunction or defect of any indication system when this results in the possibility ofmisleading indications to the crew.

m) Any failure, malfunction or defect if it occurs at a critical phase of the flight and isrelevant to the system operation.

n) Significant shortfall of the actual performances compared to the approvedperformance which resulted in a hazardous situation (taking into account theaccuracy of the performance-calculation method) including braking action, fuelconsumption etc.

o) Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.

The Appendix to this Annex gives a list of examples of reportable occurrences resultingfrom the application of these general criteria to specific systems.

(iii) Propulsion and auxiliary power units (APUs)

a) Flameout, shutdown or malfunction of any engine.

b) Overspeed or inability to control the speed of any high-speed rotating component (forexample: APU, air starter, air cycle machine, air turbine motor, propeller or rotor).

c) Failure or malfunction of any part of an engine or powerplant resulting in any one ormore of the following:

1. Non-containment of components/debris;2. Uncontrolled internal or external fire, or hot gas breakout;3. Thrust in a direction different from that demanded by the pilot;4. Thrust-reversing system failing to operate or operating inadvertently;5. Inability to control power, thrust or rpm;6. Failure of the engine mount structure;7. Partial or complete loss of a major part of the powerplant;

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8. Dense visible fumes or concentrations of toxic products sufficient to incapacitatecrew or passengers;9. Inability, by use of normal procedures, to shutdown an engine;10. Inability to restart a serviceable engine.

d) An uncommanded thrust/power loss, or change which is classified as a loss of thrustor power control (LOTC):

1. Where it is considered excessive for the application; or2. Where this could affect more than one engine

e) Any defect in a life-controlled part causing its withdrawal before completion of its fulllife.

f) Defects of common origin which could cause an in-flight shut-down rate so high thatthere is the possibility of more than one engine being shut down on the same flight.

g) An engine limiter or control device failing to operate when required or operatinginadvertently.

h) Exceedance of engine parameters.

i) FOD resulting in damage.

APUs

j) Shut down or failure when the APU is required to be available by operationalrequirements, e.g. ETOPS, MEL.

k) Inability to shut down the APU.

l) Overspeed.

m) Inability to start the APU when needed for operational reasons.

(iv) Human factors

Any incident where any feature or inadequacy of the aircraft design could have led to anerror of use that could contribute to a hazardous or catastrophic effect.

(v) Other occurrences

a) Any incident where any feature or inadequacy of the aircraft design could have led toan error of use thatcould contribute to a hazardous or catastrophic effect.

b) An occurrence not normally considered as reportable (e.g., furnishing and cabinequipment, water systems), where the circumstances resulted in endangering theaircraft or its occupants.

c) A fire, explosion, smoke or toxic or noxious fumes.

d) Any other event which could endanger the aircraft, or affect the safety of theoccupants of the aircraft, or people or property in the vicinity of the aircraft or on theground.

e) Failure or defects of passenger address system resulting in loss of, or inaudible,passenger address system.

f) Loss of pilot seat control during flight.


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C. AIRCRAFT MAINTENANCE AND REPAIR

(i) Incorrect assembly of parts or components of the aircraft found during an inspection ortest procedure not intended for that specific purpose.

(ii) Hot bleed air leak resulting in structural damage.

(iii) Any defect in a life-controlled part causing retirement before completion of its full life.

(iv) Any damage or deterioration (e.g. fractures, cracks, corrosion, delamination,disbonding etc.) resulting from any cause (e.g. as flutter, loss of stiffness or structuralfailure) to:

(a) A primary structure or a PSE (as defined in the manufacturers' Repair Manual)where such damage or deterioration exceeds allowable limits specified in the RepairManual and requires a repair or complete or partial replacement;

(b) A secondary structure which consequently has or may have endangered theaircraft;

(c) The engine, propeller or rotorcraft rotor system.

(v) Any failure, malfunction or defect of any system or equipment, or damage ordeterioration thereof found as a result of compliance with an airworthiness directive orother mandatory instruction issued by a regulatory authority, when:

(a) it is detected for the first time by the reporting organisation implementingcompliance;

(b) on any subsequent compliance, it exceeds the permissible limits quoted in theinstruction and/or published repair/rectification procedures are not available.

(vi) Failure of any emergency system or equipment, including all exit doors and lighting, toperform satisfactorily, including when being used for maintenance or test purposes.

(vii) Non-compliance or significant errors in compliance with required maintenanceprocedures.

(viii) Products, parts, appliances and materials of unknown or suspect origin.

(ix) Misleading, incorrect or insufficient maintenance data or procedures that could lead tomaintenance errors.

(x) Any failure, malfunction or defect of ground equipment used for testing or checking ofaircraft systems and equipment when the required routine inspection and test proceduresdid not clearly identify the problem, where this results in a hazardous situation.

D. AIR NAVIGATION SERVICES, FACILITIES AND GROUND SERVICES

1) Air navigation services (ANS)

(i) Near collision incidents (encompassing specific situations where one aircraft andanother aircraft/the ground/a vehicle/person or object are perceived to be too close toeach other):

(a) Separation minima infringement;

(b) Inadequate separation;

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(c) Near-controlled flight into terrain (near CFIT);

(d) Runway incursion where avoiding action was necessary.

(ii) Potential for collision or near collision (encompassing specific situations havingthe potential to be an accident or a near collision, if another aircraft is in the vicinity):

(a) Runway incursion where no avoiding action is necessary;

(b) Runway excursion;

(c) Aircraft deviation from ATC clearance;

(d) Aircraft deviation from applicable air traffic management (ATM) regulation:

1. Aircraft deviation from applicable published ATM procedures;2. Unauthorised penetration of airspace;3. Deviation from aircraft ATM-related equipment carriage and operations,as mandated by applicable regulation(s).

(iii) ATM-specific occurrences (encompassing those situations where the ability toprovide safe ATM services is affected, including situations where, by chance, the safeoperation of aircraft has not been jeopardised).

This shall include the following occurrences:

(a) Inability to provide ATM services:

1. Inability to provide air traffic services;2. Inability to provide airspace management services;3. Inability to provide air traffic flow management services;

(b) Failure of Communication function;

(c) Failure of Surveillance function;

(d) Failure of Data Processing and Distribution function;

(e) Failure of Navigation function;

(f) ATM system security.

2) Aerodrome and aerodrome facilities

(a) Significant spillage during fuelling operations.

(b) Loading of incorrect fuel quantities likely to have a significant effect on aircraftendurance, performance, balance or structural strength.

3) Handling of passengers, baggage and cargo

(a) Significant contamination of aircraft structure, systems and equipment arising fromthe carriage of baggage or cargo.

(b) Incorrect loading of passengers, baggage or cargo, likely to have a significant effect onaircraft mass and/or balance.


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(c) Incorrect stowage of baggage or cargo (including hand baggage) likely in any way toendanger the aircraft, its equipment or occupants or to impede emergency evacuation.

(d) Inadequate stowage of cargo containers or other substantial items of cargo.

(e) Carriage or attempted carriage of dangerous goods in contravention of applicableregulations, including incorrect labelling and packaging of dangerous goods.

4) Aircraft ground handling and servicing

(a) Failure, malfunction or defect of ground equipment used for the testing or checking ofaircraft systems and equipment when the required routine inspection and test proceduresdid not clearly identify the problem, where this results in a hazardous situation.

(b) Non-compliance or significant errors in compliance with required servicing proced ures.

(c) Loading of contaminated or incorrect type of fuel or other essential fluids (includingoxygen and potable water).

NOTE 1:

When pilots consider necessary to report incidents to ATC over the R/T, they should endeavourto specify clearly the nature of the problem to facilitate the provision of full assistance from AirTraffic Control

NOTE 2:

If the assistance of emergency services is required whilst on ground, i.e. for fire smoke etc,pilots must use the PAN or MAYDAY calls in order for the emergency services to be alerted thesoonest and reach the aircraft with no delay.

SUPPORTING INFORMATION

Where they may be relevant, the following documents and information should accompanyAccident or Incident Reports:

Photographs of the aeroplane and area,

Position of cockpit controls and switches,

Sketch map of the area,

Passenger/eye witness report,

Post Accident medical reports in respect of crew and passengers,

Copy of the Load Sheet,

Any relevant extracts from local legislation and/or Company instructions,

Weather report,

Passenger seat plan in the aeroplane,

Extract from radio log,

Engine power checking data for the 30 days preceding the Accident or Incident,

Post Accident procedures carried out.

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FILING, HANDLING AND DISTRIBUTION OF AIR SAFETY REPORTS (ASRs)

The procedure to be followed with regards to Air Safety Reports is the following:

1. A completed ASR should be handed over to ECA Operations Control Duty Officer assoon as possible. If an ASR is filed at outstations, it should be handed over to the Agentwho should be instructed to send the ASR via FAX / SITA immediately to the ECAOperations Control LCA (TEL: +357-24643114, FAX: +357-24643048, SITA:LCAOCUI). The original ASR should then be brought to Operations Control by thefastest means possible and handed over to the Duty Officer.

ASR’s which are of a sensitive nature AND which do not concern Engineering in anyway, may be sent directly to the FSO if the person filing the ASR so wishes. The ASRshould be placed in a sealed envelope marked “FLIGHT SAFETY OFFICE –CONFIDENTIAL ASR” and sent by messenger to the Head Office. It is emphasizedthat only ASR’s which are of a sensitive nature and do not involve technical faults in anyway may be sent using this method.

The FSPA will consult the D/O about the Reference number for the ASR.

2. When the Duty Officer receives an ASR and without delay, he will insert the ECA REF.No., note the details in the ASR Log File and then send copies of the ASR toEurocypria Engineering Senior Engineer (FAX: 24643207) and Operations Department(FAX: 24659646). The original ASR should be sent to the Flight Safety Office. The DutyOfficer will also inform the Flight Safety Officer via email or telephone as soon aspracticable providing him with a summary of the ASR. The Flight Safety Officer mayinform the Operations Manager and / or the General Manager if he considers itnecessary to do so, e.g., for ASRs regarding serious incidents.

3. Once an ASR is received by the Flight Safety Office, it will be sent to the Department ofCivil Aviation (Fax 22 766 552) and the Cyprus AAIB (Fax 22 304 873). ASRs forincidents that are considered to qualify for Mandatory Reporting (MOR) will be sent tothe DCA within 72 hours of the incident taking place. The ASR will also be sent to theQuality Manager and any other Flight Safety Committee members as necessary. TheASR details will be recorded in the ASR record sheet and any correspondence ordecisions relevant to it will be recorded into the Flight Safety Log Form which can befound in the ASR database and the ASR files.

4. The Flight Safety Officer will assess all ASRs received with regards to urgency andseverity vs. probability of re-occurrence (risk assessment) and will, if required, suggestcorrective actions with regards to the ASR.

5. When the actions taken are deemed satisfactory by the FSO, he will close the ASR,inform the Department of Civil Aviation and provide feedback to the person who filedthe report. ASRs that need further attention will be discussed at the next Flight SafetyCommittee meeting.

6. The Quality Manager will be kept informed at all times about the status of all ASRs. Inparticular, the QM will be privy to all correspondence and all decisions with regards toASRs. The Quality Manager is responsible for ensuring the implementation of thesuggestions put forward by the Flight Safety Officer and for assessing the effectivenessof actions resulting from these suggestions. In case the actions are not effective he will


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inform the FSO and will raise the issue in the next Flight Safety Committee meeting.The FSO may then re-open the ASR for further investigation and actions.

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INCIDENT INVESTIGATION

11.4.4.4 OBJECTIVE

It is Company policy that the purpose of incident reporting and investigation is not to apportionblame but to improve safety. It must however be appreciated that where there is clear evidenceof serious negligence or incompetence, the Company has a duty to take any action that may benecessary to ensure the future safety of its aeroplane and their occupants.

11.4.4.5 INVESTIGATION PROCEDURES

All Incidents are to be investigated if the purpose of the Incident reporting scheme is to beserved; the depth of the investigation required depending upon the seriousness of the Incident.It is important that all Incident reports should include sufficient information for the Incident to befully assessed by the company’s Flight Safety function. The Flight Operations Manager is toensure that both Flight Operations and Engineering Departments give a full account of theIncident, its causes and its consequences both actual and potential.

For incidents that are reported by Air Safety Reports and which are not categorized as seriousincidents by the Flight Operations Manager, the filing, handling and distribution of ASRsprocedures outlined above will be followed. For incidents that are categorized as serious by theFlight Operations Manager a decision will be made as to how and by whom the investigationwill be carried out. Particularly, the Flight Operations Manager (and Technical Manager if theincident is a Technical one) will decide:

a) Who will investigate the incident. Depending on the nature of the incident theinvestigation may be carried by Operations or by Engineering alone or jointly byOperations and Engineering. It may be carried out by the Flight Operations Managerand/or the Technical Manager or delegated to the Flight Safety Officer or to a suitablyqualified Captain and Licensed Engineer. In the case of Serious Incidents, as definedabove, the investigation is to be conducted formally and both the Operations andEngineering investigators are to be senior members of the operation (e.g. Trainingmanager, Flight Safety Officer, and Technical Manager). All investigators should bepresent at all interviews, component inspections etc. and their report should be jointlyproduced

b) To make all relevant documents available to the person/s carrying out the investigation.

c) Whether the persons involved will be suspended pending the outcome of theinvestigation.

11.4.4.6 INVESTIGATION REPORTS

The committee will investigate the incident and compile its report which will include anyrecommendations the committee may make. The Flight Safety Officer may also makerecommendations with regards to the incident. The report along with any recommendationsmade will be forwarded to the General Manager and Quality Manager and to others as deemednecessary by the Flight Operations and Technical Managers or as required by Cyprus Law.

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11.4.4.7 ACTIONS WITH REGARDS TO INVESTIGATIONS

As stated above, the purpose of incident investigation is to enhance safety by:

a) Improving/implementing procedures to avoid similar incidents in the future.

b) Learning from mistakes.

c) Disseminating information which emerges as a result of the investigation to others.

d) It is the responsibility of the Incident Investigation Team and of the Flight Safety Officerto make recommendations for corrective actions with regards to the incident.

The implementation of the proposals made by the Incident Investigation Team and the FlightSafety Officer and the monitoring of the effectiveness of changes which result from suchproposals shall be the responsibility of the Quality Manager.


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11.5 INFORMING BASE OF OCCURRENCES

The following is intended as guidance to aeroplane Commanders experiencing a technicalmalfunction or other occurrence away from base.

In all cases where the nature or extent of a problem is such that the flight cannot be continuednormally, advice shall be sought from Managerial and Engineering staff at the operating base.Whenever possible, the first point of contact should be with the Operations Control Duty Officerwho will then alert the appropriate personnel for consultation.

Whilst it is difficult to formulate a hard and fast rule to co ver every possible situation, thegeneral principle shall apply that unless the aeroplane is judged serviceable to public transportstandards it shall not be ferried back to base until the problem has been fully researched.

It follows that a return to base “without passengers” will not normally be undertaken and thenonly when specifically authorised by Management at Base and with the concurrence of theaeroplane Commander who will retain at all times the ultimate “NO-GO” decision.

Because of the attendant risk of misunderstanding due to poor communications, crewsstranded away from base should arrange to discuss their problem by a radio/telephone link callif possible having alerted the relevant Base personnel to stand-by through HF radio.

In the case of crews experiencing in-flight unserviceability which in the opinion of theCommander can be rectified on return to Base, the symptoms must still be reported on VHF orHF. This will also enable the Engineering Department to prepare themselves to rectify thedefects when the aeroplane lands.

It is mandatory that crews inform their operating base of occurrences such as bird-strikes, minorillnesses etc. as well as technical defects before continuing the flight, and if it is impractical, assoon as possible after take-off.

Note: The Cyprus Aeroplane Accident and Incident Investigation Board (AAIIB) requests that,in the event of a technical or other problem, pilots clearly specify the nature of theproblem to the Air Traffic Control Units in order to facilitate the provision of fullassistance.

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11.6 SPECIFIC REPORTS (EU-OPS 1.420)

The following Occurrences require specific notification and reporting methods:

11.6.1 AIR TRAFFIC INCIDENTS

A Commander shall without delay notify the air traffic service unit concerned of the inci dent andshall inform them of his intention to submit an air traffic incident report after the flight has endedwhenever an aeroplane in flight has been endangered by:

i. A near collision with any other flying device.

ii. Faulty air traffic procedures or lack of compliance with applicable procedures by airtraffic services or by the flight crew.

iii. Failure of air traffic services facilities.

In addition, the Commander shall file an ASR marking the boxes “AIRMISS/ATC”, “TCAS” (ifrequired), and “MOR” as soon as possible.

11.6.2 AIRBORNE COLLISION AVOIDANCE SYSTEM RESOLUTION ADVISORY

A Commander shall notify the air traffic service unit concerned as per Eurocypria SOPswhenever an aeroplane in flight has manoeuvred in response to an ACAS Resolution Advisory.

In addition, the Commander shall file an ASR marking the boxes “AIRMISS/ATC”, “TCAS” (ifrequired), and “MOR” as soon as possible.

11.6.3 BIRD HAZARDS AND STRIKES

a) A Commander shall immediately inform the local air traffic service unit whenever a potentialbird hazard is observed.

b) If he is aware that a bird strike has occurred, a Commander shall file an ASR and mark it asMOR whenever an aeroplane for which he is responsible suffers a bird strike that results insignificant damage to the aeroplane or the loss or malfunction of any essential service. Ifthe bird strike is discovered when the Commander is not available, the operator isresponsible for submitting the report.

c) In the case of bird strikes, which do not result in damage, DCA AIC C9/85 states that,“Pilots, Operators and Aerodrome Personnel need to report bird strikes using the attachedform AV50, irrespective of the type of aeroplane and the degree of damage. The completedform should be sent to the Director, Department of Civil Aviation, Nicosia, when a bird strikeoccurs or when evidence of such strike is discovered by Flight, maintenance and otheraeroplane personnel”. Such reports though do not come under the Company's Air SafetyReporting scheme. Whenever you report a bird strike using this form please send it to theFSO directly (don't hand it over to the Duty Officer) who will then ensure that it reaches theDCA. Refer to Appendices, APP.1.5 for a sample form, copies of which may be found in thepilots’ briefing rooms.

d) Note also that there are other Authorities that request reports for bird strikes and usespecific bird strike forms for this purpose.


GB (OM A)

11 - 31


11.6.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS

The Commander, or in his absence the Company, shall report all Dangerous Goods Incidentsand Accidents to the Cyprus DCA and the appropriate Authority in the State where the accidentor incident occurred. Any type of Dangerous Goods Accident or Incident will be reportedirrespective of whether the Dangerous Goods are in cargo, mail, passengers’ baggage or crewbaggage. The discovery of undeclared or misdeclared Dangerous Goods will also be reported.

Note: Refer also to OM A, GB 9.3, Dangerous Goods – Procedures for responding to emergency situations.

INITIAL REPORT

If an aeroplane which is carrying Dangerous Goods is involved in an incident, an initial verbalreport should be made by the Commander as soon as possible to the local ATCC. Theinformation given must be sufficient to enable any hazards created by the Dangerous Goods tobe minimised. The report must include the proper shipping name, UN/ID number, class/divisionany identified subsidiary risks, the compatibility group for explosives, the quantity and thelocation on board the aeroplane.

SUBSEQUENT REPORT

An ASR must be filed as soon as possible marking the boxes “ASR” and “MOR” and insertingthe title “DANGEROUS GOODS INCIDENT” in the box 26 of the form. The ASR will be sent tothe DCA within 72 hours of the incident taking place.

The ASR must contain all the information known at the time it is compiled, including:

The date, location, flight number and flight date (when these are applicable).

The reference number of the air waybill, pouch, baggage tag, ticket, etc.

A description of the goods, including the proper shipping name and UN/ID number(when applicable), class/division and any subsidiary risk.

The type of packaging and the packaging specification marking (when these areapplicable) and quantity involved.

The name and address of the shipper, passenger, etc.

The suspected cause of the Accident or Incident.

The action taken, if any.

Any other reporting action taken.

Any other relevant details.

The name, title, address and contact number of the person making the report.

Copies of the relevant documents and any photographs taken must be attached to the report.If necessary, a subsequent report will be made as soon as possible giving whatever additionalinformation has been established.

GB (OM A)

11 - 32



11.6.5 UNLAWFUL INTERFERENCE

Following an act of unlawful interference on board an aeroplane, the Commander shall notifythe local ATCC and Authorities (e.g., the local police) and file an ASR as soon as practicablemarking the boxes “ASR” and “MOR” and the title ‘UNLAWFUL INTERFERENCE’ in box. TheCompany will send the ASR to the Local Authority and the Cyprus DCA. In the absence of theCommander the company will file and send the ASR.

11.6.6 ENCOUNTERING POTENTIAL HAZARDOUS CONDITIONS

The Commander of a Eurocypria aeroplane must notify the appropriate air traffic services unitas soon as practicable whenever a potentially hazardous condition such as an irregularity in aground or navigational facility, a meteorological phenomenon or a volcanic ash cloud isencountered during flight.

In addition, the Commander shall file an ASR marking the boxes “ASR” and “MOR” as soon aspossible.

11.6. 7 DEATH ON BOARD

Refer to Section 6 (Par. 6.3.9) of this manual

11.6.8 EMERGENCY MEDICAL KIT AND FIRST AID KITS

Refer to Section 6 (Par. 6.3.5) of this manual.

11.6.9 MEDLINK SERVICES

Refer to Section 6 (Par. 6.3.6) of this manual

11.7 CONFIDENTIAL HUMAN FACTORS INCIDENT REPORTING PROGRAM(CHIRP)

Reports of Incidents or Occurrences involving human factors and/or errors which the reporterwishes to remain confidential may be sent to the Defence Research Agency (DRA) Centre forHuman Studies at Farnborough.

Tel: +44-1252-392654 or 394375 or 395013.

Fax: +44-1252-394290. Web: www.chirp.co.uk.

11.7.1.1 Additionally, the Eurocypria “CONFIDENTIAL / ANONYMOUS SAFETY REPORTINGSCHEME” may be used (OM A, GB 11.4.4.2)


GB (OM A)

11 - 33


11.8 ENDANGERING SAFETY

No person shall:

a) Recklessly or negligently act or omit to act so as to endanger an aeroplane or persontherein.

b) Recklessly or negligently act or omit to act so as to cause or permit an aeroplane toendanger any person or property.

GB (OM A)

11 - 34




LEASING GB (OM A)

13 - 1


TABLE OF CONTENTS

13.1 INTRODUCTION ................................................................ ................................ ..... 313.2 TERMINOLOGY ................................ ................................ ................................ ...... 313.3 LEASING OF AEROPLANES BETWEEN COMMUNITY OPERATORS ...................... 4

13.3.1 WET LEASE– OUT ........................................................................................................413.3.2 ALL LEASES EXCEPT WET LEASE – OUT.............................................................413.3.3 WET LEASE – IN OF AEROPLANES AT SHORT NOTICE ................................. 4

13.4 LEASING OF AEROPLANES BETWEEN A COMMUNITY OPERATOR AND ANYENTITY OTHER THAN A COMMUNITY OPERATOR ................................ ................ 513.4.1 DRY LEASE – IN .............................................................................................................513.4.2 WET LEASE – IN .............................................................................................................5

13.4.3 DRY LEASE – OUT .........................................................................................................513.4.4 WET LEASE – OUT ........................................................................................................613.4.5 WET LEASE – IN OF AEROPLANES AT SHORT NOTICE ................................. 6

GB (OM A)

13 - 2

LEASING



LEASING GB (OM A)

13 - 3


13. LEASING

13.1 INTRODUCTION

Leasing of aeroplanes is differentiated between either “both the lessor and lessee areCommunity operators” or “one of the parties being a Community operator and the other party anentity other than a Community operator”. In order to maintain a high level of safety and to avoidlarge variations of maintenance and/or operational standards, larger requirements are imposedin the case of leasing of aeroplanes between a Community operator and entity other than aCommunity operator.

13.2 TERMINOLOGY

Terms used in this chapter have the following meaning:

• DRY LEASE

Is when an aeroplane is operated under the AOC of the lessee.

WET LEASE

Is when an aeroplane is operated under the AOC of the lessor.

• DRY LEASE–IN

Is when an aeroplane, leased by Eurocypria, is operated under the AOC of Eurocypria.

• DRY LEASE–OUT

Is when an aeroplane, normally operated by Eurocypria, is leased to another operatorand during the period of the lease is operated under the AOC of that operator.

• WET LEASE–IN

A foreseen need for an aeroplane, leased by Eurocypria, which is operated under theAOC of another operator.

• SHORT NOTICE WET LEASE–IN

A circumstance in which Eurocypria is faced with an immediate, urgent and unforeseenneed for a replacement aeroplane for a period not exceeding five consecutive days.The aeroplane, leased by Eurocypria, is operated under the AOC of another operator.

• WET LEASE–OUT

A foreseen need for an aeroplane, operated by Eurocypria, which is leased to anotheroperator and during the period of the lease is operated under the AOC of Eurocypria.

• SHORT NOTICE WET LEASE–OUT

A circumstance in which another operator is faced with an immediate, urgent andunforeseen need for a replacement aeroplane for a period not exceeding fiveconsecutive days. The aeroplane, operated by Eurocypria, is leased to that operatorand during the period of the lease is operated under the AOC of Eurocypria.

• COMMUNITY OPERATOR

An operator holding an EU- OPS 1 AOC issued by one of the JAA Member States.

GB (OM A)

13 - 4

LEASING


13.3 LEASING OF AEROPLANES BETWEEN COMMUNITY OPERATORS

13.3.1 WET LEASE–OUT

If Eurocypria wet leases-out an aeroplane and complete crew to another Community operator inaccordance with Council Regulation (EEC) No 2407/92 of 23 July 1992 on licensing of aircarriers and retains all the functions and responsibilities as laid down in the terms andconditions of Eurocypria’s AOC, then Eurocypria shall remain the operator of the aeroplane.

13.3.2 ALL LEASES EXCEPT WET LEASE–OUT

a) Except as provided in paragraph 13.3.1 above, Eurocypria, in the event of utilising anaeroplane from, or providing it to, another Community operator, must obtain prior approvalfor the operation from the Cyprus DCA. Any conditions which are part of this approval mustbe included in the lease agreement.

b) Those elements of the lease agreements which are approved by the Cyprus DCA, otherthan leasing agreements in which an aeroplane and completer crew are involved and notransfer of functions and responsibilities is intended, are all to be regarded, with respect tothe leased aeroplane, as variations of the AOC under which the flights will be operated.

13.3.3 WET LEASE-IN OF AEROPLANES AT SHORT NOTICE

Eurocypria holds a general approval from the Cyprus DCA to wet lease-in aeroplanes fromother Community operators holding an OPS 1 AOC, in circumstances where is faced with animmediate, urgent and unforeseen need for a wet lease-in replacement aeroplane, inaccordance to the following conditions:

a) Eurocypria should maintain a record of occasions when other Community operators areused for wet lease-in of aeroplanes, for inspection by the Cyprus DCA., and

b) The routes intended to be flown are contained within the authorized areas of operationsspecified in the AOC of the Community operator providing the wet lease-in aeroplane,and

c) The lease period does not exceed five consecutive days; and

d) For the duration of the lease, the flight and duty time limitations and rest requirementsused by the Community operator providing the wet lease-in aeroplane are not morepermissive than those applied to Eurocypria.

LEASING GB (OM A)

13 - 5


13.4 LEASING OF AEROPLANES BETWEEN A COMMUNITY OPERATORAND ANY ENTITY OTHER THAN A COMMUNITY OPERATOR

13.4.1 DRY LEASE–IN

a) Eurocypria shall not dry lease-in an aeroplane from an entity other than a Communityoperator, unless approved by the Cyprus DCA. Any conditions which are part of thisapproval must be included in the lease agreement.

b) Eurocypria shall ensure that, with regard to aeroplanes that are dry leased-in, anydifferences from the requirements prescribed in OPS 1, Subparts K, L, and/or OPS1.005(b), are notified to and are acceptable to the Cyprus DCA.

13.4.2 WET LEASE–IN

a) Eurocypria shall not wet lease-in an aeroplane from an entity other than a Communityoperator without the approval of the Cyprus DCA.

b) Eurocypria shall ensure that, with regard to aeroplanes that are wet leased-in:

i. The safety standards of the lessor with respect to maintenance and operation areequivalent to (OPS 1),

ii. The lessor is an operator holding an AOC issued by a State which is a signatory to theChicago Convention,

iii. The aeroplane has a standard Certificate of Airworthiness issued in accordance withICAO Annex 8. Standard Certificates of Airworthiness issued by a JAA Member Stateother than the State responsible for issuing the AOC, will be accepted without furthershowing when issued in accordance with PART-21, and

iv. Any requirement made applicable by the Cyprus DCA is complied with.

13.4.3 DRY LEASE – OUT

Eurocypria may dry lease-out an aeroplane for the purpose of commercial air transportation toany operator of a State which is a signatory to the Chicago Convention provided that thefollowing conditions are met:

a) The Cyprus DCA has exempted Eurocypria from the relevant provisions of OPS PART1and, after the foreign Regulatory Authority has accepted responsibility in writing forsurveillance of the maintenance and operation of the aeroplane(s), has removed theaeroplane from its AOC, and

b) The aeroplane is maintained according to an approved maintenance programme.

GB (OM A)

13 - 6

LEASING


13.4.4 WET LEASE – OUT

I f Eurocypria wet leases-out an aeroplane and complete crew to another entity, in accordancewith Regulation (EEC) No 2407/92 and retaining all the functions and responsibilities as laiddown in the terms and conditions of Eurocypria’s AOC, then Eurocypria shall remain theoperator of the aeroplane.

13.4.5 WET LEASE-IN OF AEROPLANES AT SHORT NOTICE

In circumstances where Eurocypria is in need to wet lease-in a replacement aeroplane from anoperator other than a Community operator to cater for situations in which the need isimmediate, unforeseen and urgent, the prior approval of the Cyprus DCA is required.

The Cyprus DCA may approve individual non-Community operators whose Company namesshould then be placed in a list maintained by Eurocypria, in accordance to the followingconditions:

a) Eurocypria should maintain a record of occasions when non-Community operators areused for wet lease-in of aeroplanes, for inspection by the Cyprus DCA., and

b) The non-JAA lessor is an operator holding an AOC issued by a State which is asignatory to the Convention of International Civil Aviation, and

c) Unless otherwise agreed by the Cyprus DCA, Eurocypria audits the operation of thenon-JAA lessor to confirm compliance with operating and aircrew training standardsequivalent to OPS 1, maintenance standards equivalent to JAR-145 and aeroplanecertification standards as prescribed in JARs or FARs, and

d) The routes intended to be flown are contained within the authorized areas of operationsspecified in the AOC of the non-Community operator providing the wet lease-inaeroplane, and

e) The lease period does not exceed five consecutive days; and

f) For the duration of the lease, the flight and duty time limitations and rest requirementsused by the non-Community operator providing the wet lease-in aeroplane are not morepermissive than those applied to Eurocypria.

Eurocypria is responsible for providing all relevant information to the Cyprus DCA in order tosupport the initial application and any revalidations.

Initial approval and any revalidations for wet lease-in of aeroplanes from non-Communityoperators, issued by the Cyprus DCA, shall remain valid for a period not exceeding 12 months.

APPENDICES GB (OM A)

APP - 1

2008 EurocypriaAirlines Ltd. Revision: 6 / 14-Jul-2008

TABLE OF CONTENTS

APP.1 FORMS

APP.1.1 JOURNEY LOG (JOURNEY LOG- COMMANDER’S REPORT - AUTOLANDREPORT, (GENERIC AND EXAMPLE) …..…………………..............................................3

APP.1.2 AIR SAFETY REPORT……………………………………………………………....7

APP.1.3 CONFIDENTIAL REPORT………………………….......................................…. ..9

APP.1.4 AIRCRAFT ACCIDENT NOTIFICATION MESSAGE…..…………………........11

APP.1.5 BIRD STRIKE………….…………………………………………………………....12

APP.1.6 ACCIDENT / INCIDENT / UNRULY PASSENGER……………………………..13

APP.1.7 EXTENSION OF FLYING DUTY PERIOD…………………………………........14

APP.1.8 REDUCTION OF REST………………....………..………………………………..16

APP.1.9 TECHNICAL LOG…………………………………….……………………………..17

APP.1.10 CABIN LOG……...……………………………………………………………........18

APP.1.11 NOTIFICATION TO CAPTAIN (NOTOC).……………………..………………..19

APP.1.12 DANGEROUS GOODS OCCURRENCE REPORT………………...……..…..21

APP. 1.13 B737-800 WAKE VORTEX ENCOUNTER REPORTING FORM ……………24

APP. 1.1.14 MISSING ITEMS FORM…………………………………………………………26

APP.1.1.15 ECA OPERATIONS MANUAL NOTICE OF PROPOSED AMENDMENT….27

APP.2 EUROCYPRIA GENERAL CONDITIONS………………………………………….……29

APP.2.1 DISCIPLINE………………………………………………………………………….29

APP.2.1.1 COMMANDER’S RESPONSIBILITY……..………………………………..29

APP.2.1.2 SUSPENSION FROM DUTY………………………………………………..29

APP.2.1.3 CONFIDENTIAL REPORTS………………………………………………...29

APP.2.2 APPEARANCE………………………………………………………………………30

APP.2.2.1 COMMANDER’S RESPONSIBILITY…………..…………………………..30

APP.2.2.2 PERSONAL…………………………………………………………………...30

APP.2.2.3 UNIFORMS……………………………………………………………………30

APP.2.2.4 LOSS OF OR DAMAGE OF UNIFORMS………………………………….30

APP.2.2.5 CABIN CREW OPERATING OUR OF UNIFORM………………………..30

APP.2.2.6 SMOKING……………………………………………………………………..30

APP.2.3 DISCIPLINARY RULES AND PROCEDURES…………………………………..31

APP.2.3.1 DISCIPLINARY RULES AND PROCEDURES – SUMMARY…………...31

APP.2.3.2 COUNSELLING ……………………………………………..…………........31

GB (OM A)

APP - 2

APPENDICES


APP.2.3.3 FORMAL PROCEDURES…………………………………………………...31

APP.2.3.4 GROSS MISCONDUCT……………………………………………………..31

APP.2.3.5 APPEALS……………………………………………………………………...32

APP.2.3.6 GRIEVANCE PROCEDURES………………………………………………32

APP.2.3.7 WARNINGS…………………………………………………………………...32

APP.2.3.8 TERMS AND CONDITIONS OF SERVICE (CONTRACTS)…………….32


APP - 3


APP. APPENDICES

APP.1 FORMS

APP.1.1 JOURNEY LOG (JOURNEY LOG – COMMANDER’S REPORT – AUTOLANDREPORT)

GB (OM A)

APP - 4

APPENDICES



APP - 5


GB (OM A)

APP - 6

APPENDICES



APP - 7


GB (OM A)

APP - 8

APPENDICES


APP.1.2 AIR SAFETY REPORT


APP - 9


GB (OM A)

APP - 10

APPENDICES


APP.1.3 CONFIDENTIAL REPORT


APP - 11


GB (OM A)

APP - 12

APPENDICES


APP.1.4 AIRCRAFT ACCIDENT NOTIFICATION MESSAGE


APP - 13


APP.1.5 BIRD STRIKE

GB (OM A)

APP - 14

APPENDICES


APP.1.6 ACCIDENT / INCIDENT / UNRULY PASSENGER


APP - 15


APP.1.7 EXTENSION OF FLYING DUTY PERIOD

GB (OM A)

APP - 16

APPENDICES



APP - 17


APP.1.8 REDUCTION OF REST

GB (OM A)

APP - 18

APPENDICES


APP.1.9 TECHNICAL LOG


APP - 19


APP.1.10 CABIN LOG

GB (OM A)

APP - 20

APPENDICES


APP.1.11 NOTIFICATION TO CAPTAIN (NOTOC)


APP - 21


GB (OM A)

APP - 22

APPENDICES


APP.1.12 DANGEROUS GOODS OCCURRENCE REPORT


APP - 23


GB (OM A)

APP - 24

APPENDICES


APP.1.13 B737-800 WAKE VORTEX ENCOUNTER REPORTINGFORM FOR PILOTS

Captain’s NAME, (Optional): _____________________________________

Co-pilot’s Name: (Optional): _____________________________________

Date of incidentDate and Time:

Time (UTC)

Height m / ft

Altitude m / ftAltitude

Flight Level

Location

Country

AirportGeographic Position

Runway

Phase of Flight

take off initial climb

climb cruise descent holding approach

final touch-down taxiing other

Were you turning? yes no n/a

Which holding pattern wereyou in, if any?Were you: high low on the glide path

Were you: left right on the centre-line

Weight: kgIAS kts

Details

Heading degrees

Other What led you suspect wakevortex was the cause of thedisturbance?


APP - 25


Did you experiencevertical acceleration?

yes no

If yes please describe:

What was the change inaltitude? Please estimateangle.

Pitch:

Role:

Yaw:

Was there any change inaltitude?

yes no n/a

Was there buffeting? yes no n/a

Was there stall warning? yes no n/a

Was the autopilotengaged?

yes no n/a

What control action wastaken?

yes

no n/a

Could you see the aircraftsuspected of generatingthe wake vortex?

yes no

n/a

If yes, what was it? Make:Model:

Series:

Where was it relative toyour position?

Separation distance:

Clock reference:

Were you aware of thepreceding aircraft typebefore the encounter?

yes no n/a

NOTE: PLEASE FORWARD TO FLIGHT OPERATIONS SSO THE SOONEST

GB (OM A)

APP - 26

APPENDICES


APP.1.14 MISSING ITEMS FORM

FLIGHT OPERATIONS

MISSING ITEMS FORM

Please record any missing items or forms from books/manuals/spare forms wallet etc. on boardthe aircraft. After completion submit to Ground Operations with the journey log.

A/C REG.: 5B-DB………

MISSING ITEM OR PAGE: ………………………………………………………………………

MANUAL OF PUBLICATION: ……………………………………………………….……………

ENTERED BY: ……………………………………………………....……………………………..

DATE: ……………………………………………………..…………………………………………

FOR ADMINISTRATION

ACTION TAKEN BY: …………………………….. DATE: ……………

FO/Rev.1/Sep07


APP - 27


EUROCYPRIA

OPERATIONS MANUALNOTICE OF PROPOSED AMENDMENT

MANUALPART/SECTION

REASON FOR AMENDMENT EFFECTIVEDATE

GB (OM A)

APP - 28

APPENDICES


MANUALPART/SECTION

REASON FOR AMENDMENT EFFECTIVEDATE

Operator’s signature: …………………………………………. Date: ………………………………

Name: CAPT. YEROLEMOU XANTHOS ……………Title: FLIGHT OPERATIONS MANAGER

DCA COMMENT, ACCEPTANCE AND/OR APPROVAL (delete as appropriate)

The proposed amendment is accepted for incorporation in the Operations Manual effective from ……………...(Date), but may be subject to future comment.

The proposed amendment affects material requiring formal approval from the following JARs:

The amendment is approved for incorporation in the Operations Manual effective from ………… (Date), andthe Operations Approval has been issued / remains affective / has been reissued. (delete as appropriate)

The proposed amendment includes some material that does not affect the continued validity fo theOperations Approval and this material is accepted for incorporation in the Operations Manual effective from………. (Date), but may be subject to future comment. In addition, the proposed amendment affects materialrequiring formal approval arising from the following JARs:

The amendment is approved for incorporation in the Operations Manual effective from ………… (Date), andthe Operations Approval has been issued / remains effective / has been reissued. (delete as appropriate)

DCA Signature: …………………………………….. Date: ………………………………..

Name: ………………………………………………… Title: ………………………………..


APP - 29


APP.2 EUROCYPRIA GENERAL CONDITIONS

APP.2.1 DISCIPLINE

APP.2.1.1 COMMANDER’S RESPONSIBILITY

In addition to setting and maintaining a high standard of discipline and behaviour for himself,the Commander is responsible for ensuring that his Flight and Cabin Crew attain an equallyhigh standard in the air and on the ground, including transits and night stops.

At overseas stations, a Commander may be called upon to exercise authority over thecrewmembers of other Commanders, in which case he wi ll do so while making every effort tocontact the Commander concerned.

APP.2.1.2 SUSPENSION FROM DUTY

A Commander may suspend a crew member from duty on the grounds of unfitness for service.If this is on medical grounds then the obtaining of a doctor’s certificate should be considered.

APP.2.1.3 CONFIDENTIAL REPORTS

The Commander is responsible for submitting confidential reports when necessary on membersof his Flight and Cabin Crew. Where a report contains criticism of a crew member this shall bediscussed with the individual concerned.

GB (OM A)

APP - 30

APPENDICES


APP.2.2 APPEARANCE

APP.2.2.1 COMMANDER’S RESPONSIBILITY

The Commander is responsible that he and his crew shall always present a good personalappearance. This is particularly important when being photographed.

APP.2.2.2 PERSONAL

Flying staff must pay particular attention to smart and courteous deportment as well as to thecondition of their uniform. The efficiency and indeed the safety of an airline is measured by alarge section of the travelling public by the appearance, deportment and general bearing of itspersonnel, particularly flying staff.

APP.2.2.3 UNIFORMS

Uniforms specifications, instructions regarding issue and replacement, and details ofdecorations that may be worn are published elsewhere, but the general rules as laid downbelow must be observe.

Uniform should normally be worn only when on duty, and flying staff should avoid as far aspossible appearing in public places in uniform when not on duty.

In hot weather at any station, Commanders may exercise their discretion as to whether or notjackets are to be worn. When jackets are not worn, badges of rank must be worn on shirtepaulettes.

Shirt sleeves may be short or long, but long sleeved shirts must be buttoned at the wrist whenvisiting the passenger cabin.

Caps will be worn with uniform except where politeness demands their removal.

In the event of an emergency, e.g. evacuation, crew should wear caps where practicable sincethis enables passengers more readily to identify those in authority.

Instructions for the wearing of uniform by Cabin Crew are laid down in the Cabin SafetyProcedures Manual (CSPM).

APP.2.2.4 LOSS OF OR DAMAGE OF UNIFORMS

Loss of any item of uniform must be reported to the Department’s Manager so that anynecessary uniform repair or replacement may be initiated and allocation of costs made.

APP.2.2.5 CABIN CREW OPERATING OUT OF UNIFORM

There may be an occasion, e.g. lost baggage, when some Cabin Crew members are unable tooperate in uniform. In these circumstances it remains a requirement that in order to operate withpassengers on board, at least the “legal minimum number” of Cabin Crew must be in uniform.

APP.2.2.6 SMOKING

Flying staff in uniform should use discretion when smoking in public places.


APP - 31


APP.2.3 DISCIPLINARY RULES AND PROCEDURES

Full details of the Disciplinary Procedures are obtainable from the Personnel and AdministrationServices Manager. Familiarity of these Procedures forms an integral part of Aircrew Terms andConditions of Employment.

APP.2.3.1 DISCIPLINARY RULES AND PROCEDURES – SUMMARY

Allegations of gross misconduct, indiscipline and unsatisfactory standards will either beinvestigated initially by the Operations Manager or by his nominee.

APP.2.3.2 COUNSELLING

As an alternative to formal disciplinary procedures, the Operations Manager may considercounselling as an appropriate method to improve standards.

APP.2.3.3 FORMAL PROCEDURES

Disciplinary action, other than cases of alleged gross misconduct will take the form of:

Stage 1 - Recorded Verbal Warning.

Stage 2 - Written Formal Warning.

Stage 3 - Final Written Warning.

Stage 4 - Dismissal.

Each warning will clearly indicate the consequences of further breaches of discipline. Whenappropriate the warning will specify a period during an improvement must be achieved.

Suspension without pay or demotion or loss of seniority or a combination of such actions maybe imposed as alternatives to dismissal.

APP.2.3.4 GROSS MISCONDUCT

A proven act of gross misconduct will render aircrew (Flight and Cabin Crew) liable to summarydismissal. The following list of examples should not be taken as either exclusive or exhaustive:

Wilful damage to ECA property or property of its employees, clients or contractors.

Fighting or outrageous behaviour.

Intoxication by drink or drugs.

Gross indecency.

Theft.

Falsification of expense or allowance claims.

Failure to observe safety rules or wilful interference with safety equipment.

Negligence resulting in serious damage.

Prior to the implementation of the stages listed in Formal Procedures above (where applicable),to the Operations Manager will inform the aircrew member the nature of the alleged complaintof gross misconduct, indiscipline or unsatisfactory standards. Where necessary the aircrewmember will be given time to prepare a defence. During formal interviews the aircrew membermay be accompanied by an advisor at the discretion of the Company.

GB (OM A)

APP - 32

APPENDICES


In cases of alleged gross misconduct, the aircrew may be suspended from duty on full paypending the result of an inquiry. The inquiry will be conducted by the Operations Manager.

APP.2.3.5 APPEALS

Depending upon the nature of the misconduct aircrew subjected to disciplinary action will havethe right of appeal, in writing, to the General Manager.

APP.2.3.6 GRIEVANCE PROCEDURES

A formal complaint or grievance relating to an aircrew’s employment should first be made inwriting to the Operations Manager who will propose a solution within 14 days. If after 14 days asolution has not been found the grievance should be forwarded in writing to the GeneralManager. The General Manager’s decision will be made within 7 days of the referral and shallbe final.

APP.2.3.7 WARNINGS

All warnings detailed in Formal Procedures will remain on file.

APP.2.3.8 TERMS AND CONDITIONS OF SERVICE (CONTRACTS)

A condition of accepting employment with ECA is the signing of the Contract.

Should any individual clause of the contract be held to be invalid or unenforceable the validity ofthe remaining clauses is not affected.

PART A - REVISION 6.080714

Documents

Transcript of PART A - REVISION 6.080714